British Kesrtel Bridge Book

Document Title: Bridge Systems and Equipment Operating Manual Revision: Final Draft
Document Front Matter: British Kestrel Date: December 2005
LIST OF CONTENTS: Part 2: Bridge Layout and Equipment 2.4 Main Engine Manoeuvring Control
ISSUE AND UPDATES 2.4.1 Main Engine Controls
2.1 Bridge Layout and Equipment 2.4.2 Main Engine - Procedures
INTRODUCTION
Illustrations
2.1.1 Bridge Consoles and Equipment
2.4.1a Main Engine System
Illustrations
Part 1: Ship Characteristics 2.1.1a Bridge Layout
2.4.1b Main Engine Control Panel on the Bridge
2.4.1c Bridge Telegraph Unit
2.1.1b Bridge Main Console
1.1 Principal Data 2.1.1c Manoeuvring Console
2.1.1d Bridge Radio Table Layout 2.5 Discrete Equipment
1.1.1 Principal Particulars
1.1.2 Tanks and Capacity Plan 2.1.1e Lighting, Alarm and Detection Control Panel 2.5.1 Speed Log
Illustrations 2.1.1f Bridge Chart Table Layout 2.5.2 DGPS Navigator
1.1a General Arrangement 2.1.1g Wheelhouse Overhead Console 2.5.3 Echo Sounder
1.1b General Arrangement - Upper Deck Accommodation 2.5.4 Meteorological System
1.1c General Arrangement - 'A' Deck 2.2 Integrated Navigation System 2.5.5 Weather Facsimile Machine
1.1d General Arrangement - 'B' Deck 2.5.6 Voyage Data Recorder
2.2.1 Electronic Chart Display and Information System (ECDIS)
1.1e General Arrangement - 'C' Deck 2.5.7 Automatic Identification System
2.2.2 Voyage Planning
1.1f General Arrangement - 'D' Deck 2.5.8 Hull Stress Monitoring
2.2.3 Use of the Voyage Management System on Passage
1.1g General Arrangement - Navigation Deck 2.5.9 Fog Bell and Gong System
2.2.4 Safety Features
1.1.2a Tank Capacity Tables 2.5.10 Whistle System
2.2.5 Radar Interface
1.1.2b Tank Capacity Tables 2.5.11 Sound Reception System
2.2.6 Radar Operation
Illustrations
Illustrations
2.5.1a Speed Log System
1.2 Ship Handling 2.2a Chart Display
2.5.2a DGPS System
1.2.1 Turning Circles 2.2b VMS Conning Screen Display
2.5.2b DGPS Control Panel
1.2.2 Manoeuvring 2.2c Keyboard Display
2.5.3a Echo Sounder System
1.2.3 Visibility Over the Bow 2.2.1a ECDIS Equipment
2.5.3b Echo Sounder Equipment
Illustrations 2.2.2a Voyage Plan Editor Display
2.5.4a Anemometer System
1.2.1a Turning Circles 2.2.6a Radar Equipment
2.5.5a Weather Facsimile Receiver
1.2.2a Inertia Stopping Tests 2.2.6b Radar Control Panel and Screen Display
2.5.6a Voyage Data Recorder System Overview
1.2.2b Crash Stop Astern Tests 2.5.6b Voyage Data Recorder Remote Display Unit
2.3 Autopilot and Electric Steering System 2.5.7a Automatic Identification System
1.3 Performance Data 2.3.1 Steering Procedures 2.5.7b Automatic Identification System Screen
2.3.2 Autopilot 2.5.7c Automatic Identification System Menu Tree
1.3.1 Fuel Oil Consumption/Power Data 2.5.8a Hull Stress Stain Gauge Locations and Mimic Display
1.3.2 Revolutions/Speed/Power Data 2.3.3 Gyrocompass
2.3.4 Magnetic Compass 2.5.9a Fog Bell and Gong System
1.3.3 Limitations on Operating Machinery 2.5.10a Whistle System
1.3.4 Squat Values Illustrations
2.3.1a Steering Stand and Peripherals 2.5.10b Whistle Control Panel
Illustrations 2.5.11a Sound Reception Control Panel
1.2.3a Visibility Diagrams 2.3.1b Manoeuvring Console
1.3.2a Speed/Power Curves 2.3.2a Autopilot Display and Control Panel
1.3.4a Squat Curve 2.3.3a Gyrocompass System
2.3.3b Gyrocompass Monitor
2.3.3c Gyrocompass Unit Menu
Issue: Final Draft IMO No. 9297357 Front Matter - Page 1 of 7

2.6 GMDSS and Communications Systems Part 3: Deck Equipment 3.3.5f Fire Fighting Equipment and Dampers - Upper Deck
2.6.1 GMDSS Overview Accommodation
2.6.2 Inmarsat-B System 3.3.5g Fire Fighting Equipment and Dampers - Main Deck
3.1 Mooring
2.6.3 Inmarsat-C System 3.3.5h Fire Fighting Equipment and Dampers - Engine Room 2nd
3.1.1 Mooring Arrangement Deck and Bosun’s Store
2.6.4 Inmarsat Mini M System
3.1.2 Anchoring Arrangement 3.3.5i Fire Fighting Equipment and Dampers - Engine Room
2.6.5 VHF Transceiver Systems
3.1.3 Emergency Towing Arrangements 3rd Deck
2.6.6 MF/HF Transceiver Systems
3.1.4 Anchoring and Mooring Procedures 3.3.5j Fire Fighting Equipment and Dampers - Engine Room
2.6.7 EPIRB and SARTS
Illustrations 4th Deck and Floor
2.6.8 NAVTEX Receiver
3.1.1a Mooring Arrangement 3.3.6a Lifesaving Equipment and Escape Routes - Navigation and
2.6.9 Emergency Radios
3.1.1b Deck Mooring Hydraulic System D Deck
Illustrations
3.1.1c Deck Hydraulic Power Pack Control Panel 3.3.6b Lifesaving Equipment and Escape Routes - B and C Decks
2.6.1a GMDSS
3.1.3a Aft Emergency Towing Arrangement 3.3.6c Lifesaving Equipment and Escape Routes - A and Upper
2.6.1b GMDSS Distress Reactions
3.1.4a Ship to Ship Mooring Arrangement (Accommodation) Deck
2.6.1c GMDSS Equipment
2.6.2a Inmarsat-B System 3.3.6d Lifesaving Equipment and Escape Routes - Main Deck
2.6.3a Inmarsat-C Station 3.2 Lifting and Access Equipment (Upper Deck at Accommodation)
2.6.5a VHF DSC Systems 3.3.6e Lifesaving Equipment and Escape Routes - Engine Room
3.2.1 Hose Handling Crane 2nd Deck and Bosun’s Store
2.6.6a MF/HF Control Unit System 3.2.2 Provision and Stores Cranes
2.6.7a SART 3.3.6f Lifesaving Equipment and Escape Routes - Engine Room
3.2.3 Accommodation and Pilot Ladder Reels 3rd Deck
2.6.8a NAVTEX Receiver Illustrations
2.6.9a GMDSS Emergency Hand Held VHF Radio 3.3.6g Lifesaving Equipment and Escape Routes - Engine Room
3.2.1a Hose Handling Cranes 4th Deck and Floor
3.2.2a Provisions and Engine Room Cranes
2.7 Internal Communications 3.2.2b Provision/Stores Crane Control Units
3.2.2c Provision Cranes Slewing Sectors and Jib Rest Positions 3.4 Safety Equipment
2.7.1 Common Battery Powered Telephone System
3.2.3a Accommodation Ladder 3.4.1 Hydrocarbon and Oxygen Detection Meter
2.7.2 Automatic Telephone System
2.7.3 Public Address System 3.4.2 Personal H2S Gas Analyser
3.3 Lifesaving Equipment 3.4.3 Dräger CMS Analyser
3.4.4 Fire Detection System
2.8 Lighting Systems 3.3.1 Lifeboats and Davits 3.4.5 Fire Alarm Detection Plans
3.3.2 Rescue Boat and Davit 3.4.6 Bosun’s Store and Chain Locker Bilge System
2.8.1 Navigation Lights
3.3.3 Liferafts, Davit Launched and Free Fall
2.8.2 Deck Lighting
3.3.4 Lifeboat Survival Guide Illustrations
Illustrations
3.3.5 Fire Fighting Equipment Plans 3.4a Portable Gas Detection Equipment
2.8.1a Navigation and Signal Lights
3.3.6 Lifesaving Equipment Plans 3.4.4a Fire Detection Panel
2.8.1b Navigation and Signal Light Control Panels
Illustrations 3.4.4b Lyngsø AMS Fire Detection Alarm Overview Screen
2.8.2a Deck Lighting Plan
3.3.1aLifeboat 3.4.5a Fire Detection and Alarms - Navigation and D Deck
2.8.2b Deck Lighting Control Panel
3.3.1bLifeboat Recovery Davit and Stowage 3.4.5b Fire Detection and Alarms - B and C Deck
3.3.1cLifeboat Launch and Recovery Procedure 3.4.5c Fire Detection and Alarms - A and Upper
3.3.2aRescue Boat and Davit (Accommodation) Deck
3.3.3aRighting a Capsized Liferaft 3.4.5d Fire Detection and Alarms - Main Deck
3.3.3bLiferaft Release 3.4.5e Fire Detection and Alarms - Engine Room 2nd Deck and
3.3.3cLiferaft Davit Launch Procedure Bosun’s Store
3.3.5aSafety and Fire Control Symbols (1) 3.4.5f Fire Detection and Alarms - Engine Room 3rd Deck
3.3.5bSafety and Fire Control Symbols (2) 3.4.5g Fire Detection and Alarms - Engine Room 4th Deck and
3.3.5cFire Fighting Equipment and Dampers - Navigation and Floor
D Deck 3.4.6a Bosun’s Store and Chain Locker Bilge System
3.3.5d Fire Fighting Equipment and Dampers - B and C Deck 3.4.6b Deck Drainage and Scuppers
3.3.5e Fire Fighting Equipment and Dampers - A Deck

Part 4: Emergency Systems and Procedures Part 5: Miscellaneous Procedures
4.1 Emergency Systems and Procedures 5.1 Passage Conduct

4.1.1 Deck Fire Hydrant, Lifeboat and Liferaft Water Spray 5.1.1 Passage Planning - Appraisal
Systems 5.1.2 Passage Planning - Planning
4.1.2 Quick-Closing Valves, Fire Dampers and Emergency 5.1.3 Passage Planning - Executing the Plan
Stops 5.1.4 Passage Planning - Monitoring
4.1.3 Deck Foam Fire Fighting System
4.1.4 Engine Room Local Fire Fighting System
5.2 Operational Procedures
4.1.5 Sea Water Spray System
4.1.6 Fire Control Station 5.2.1 Bridge Teamwork
4.1.7 Galley Fat Fryer Extinguishing System 5.2.2 Taking Over Watch
Illustrations 5.2.3 Watchkeeping
4.1.1a Fire and Deck Wash System 5.2.4 Pilot Procedures
4.1.1b Lifeboat, Liferaft and Rescue Boat Water Spray System 5.2.5 Weather Reporting
4.1.2a Quick-Closing and Remote Closing Valve System Illustrations
4.1.3a Deck Foam Fire Fighting System 5.2.1a Bridge Teamwork
4.1.4a Engine Room Local Fire Fighting System 5.2.4a Pilot Information Card
4.1.4b Local fire Fighting Detection Control Panel
4.1.4c Local Fire Fighting Detection Repeater Panel 5.3 Helicopter Procedures
4.1.5a Sea Water Spray System
4.1.6a Fire Control Station 5.3.1 Helicopter Landing
5.3.2 Helicopter Winching
Illustrations
4.2 Emergency Procedures - Navigation 5.3a Helicopter Operations - Procedure
4.2.1 Steering Gear Failure 5.3.1a Helicopter Operations - Checklist
4.2.2 Main Engine Failure 5.3.2a Helicopter Winching
4.2.3 Man Overboard
4.2.4 Search and Rescue 5.4 Garbage Management Plan
4.2.5 Collision and Grounding
4.2.6 Towing and Being Towed Illustrations
4.2.7 Fire 5.4a Garbage Management Plan
4.2.8 Flooding
4.2.9 Abandon Ship
4.2.10 Piracy Attack
4.2.11 Emergency Reporting
4.2.12 Automated Mutual-Assistance Vessel Rescue (AMVER)
Illustrations
4.2.4a Search Patterns

ISSUE AND UPDATES This manual was produced by:
This manual is provided with a system of issue and update control. Controlling WORLDWIDE MARINE TECHNOLOGY LTD.
documents ensure that:
For any new issue or update contact:
• Documents conform to a standard format;
The Technical Director
• Amendments are carried out by relevant personnel. WMT Technical Office
The Court House
• Each document or update to a document is approved before 15 Glynne Way
issue. Hawarden
Deeside, Flintshire
• A history of updates is maintained. CH5 3NS, UK
• Updates are issued to all registered holders of documents. E-Mail: manuals@wmtmarine.com
• Sections are removed from circulation when obsolete.
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right hand corner of each footer are details of the pages, section number
and page number of the section. In the left hand corner of each footer is the
issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who, by virtue of such certification, are deemed
competent to operate the vessel to which such information and guidance
refers. Any conflict arising between the information and guidance provided
herein and the professional judgement of such competent officers must be
immediately resolved by reference to BP Technical Operations Office.

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Introduction Xxx 2005 2.2.3 Use of the Voyage Management System on Passage Xxx 2005 2.5.3a Echo Sounder System Xxx 2005
Text 2.2.4 Safety Features Xxx 2005 2.5.3b Echo Sounder Equipment Xxx 2005
1.1 Principal Data Xxx 2005 2.2.5 Radar Interface Xxx 2005 2.5.4a Anemometer System Xxx 2005
1.1.1 Principal Particulars Xxx 2005 2.2.6 Radar Operation Xxx 2005 2.5.5a Weather Facsimile Receiver Xxx 2005
1.1.2 Tanks and Capacity Plan Xxx 2005 Illustrations 2.5.6a Voyage Data Recorder System Overview Xxx 2005
Illustrations 2.2a Chart Display Xxx 2005 2.5.6b Voyage Data Recorder Remote Display Unit Xxx 2005
1.1a General Arrangement Xxx 2005 2.2b VMS Conning Screen Display Xxx 2005 2.5.7a Automatic Identification System Xxx 2005
1.1b General Arrangement - Upper Deck Accommodation Xxx 2005 2.2c Keyboard Display Xxx 2005 2.5.7b Automatic Identification System Screen Xxx 2005
1.1c General Arrangement - 'A' Deck Xxx 2005 2.2.1a ECDIS Equipment Xxx 2005 2.5.7c Automatic Identification System Menu Tree Xxx 2005
1.1d General Arrangement - 'B' Deck Xxx 2005 2.2.2a Voyage Plan Editor Display Xxx 2005 2.5.8a Hull Stress Stain Gauge Locations and Mimic Display Xxx 2005
1.1e General Arrangement - 'C' Deck Xxx 2005 2.2.6a Radar Equipment Xxx 2005 2.5.9a Fog Bell and Gong System Xxx 2005
1.1f General Arrangement - 'D' Deck Xxx 2005 2.2.6b Radar Control Panel and Screen Display Xxx 2005 2.5.10a Whistle System Xxx 2005
1.1g General Arrangement - Navigation Deck Xxx 2005 Text 2.5.10b Whistle Control Panel Xxx 2005
1.1.2a Tank Capacity Tables Xxx 2005 2.3 Autopilot and Electric Steering System Xxx 2005 2.5.11a Sound Reception Control Panel Xxx 2005
1.1.2b Tank Capacity Tables Xxx 2005 2.3.1 Steering Procedures Xxx 2005 Text
Text 2.3.2 Autopilot Xxx 2005 2.6 GMDSS and Communications Systems Xxx 2005
1.2 Ship Handling Xxx 2005 2.3.3 Gyrocompass Xxx 2005 2.6.1 GMDSS Overview Xxx 2005
1.2.1 Turning Circles Xxx 2005 2.3.4 Magnetic Compass Xxx 2005 2.6.2 Inmarsat-B System Xxx 2005
1.2.2 Manoeuvring Xxx 2005 Illustrations 2.6.3 Inmarsat-C System Xxx 2005
1.2.3 Visibility Over the Bow Xxx 2005 2.3.1a Steering Stand and Peripherals Xxx 2005 2.6.4 Inmarsat Mini M System Xxx 2005
Illustrations 2.3.1b Manoeuvring Console Xxx 2005 2.6.5 VHF Transceiver Systems Xxx 2005
1.2.1a Turning Circles Xxx 2005 2.3.2a Autopilot Display and Control Panel Xxx 2005 2.6.6 MF/HF Transceiver Systems Xxx 2005
1.2.2a Inertia Stopping Tests Xxx 2005 2.3.3a Gyrocompass System Xxx 2005 2.6.7 EPIRB and SARTS Xxx 2005
1.2.2b Crash Stop Astern Tests Xxx 2005 2.3.3b Gyrocompass Monitor Xxx 2005 2.6.8 NAVTEX Receiver Xxx 2005
Text 2.3.3c Gyrocompass Unit Menu Xxx 2005 2.6.9 Emergency Radios Xxx 2005
1.3 Performance Data Xxx 2005 Text Illustrations
1.3.1 Fuel Oil Consumption/Power Data Xxx 2005 2.4 Main Engine Manoeuvring Control Xxx 2005 2.6.1a GMDSS Xxx 2005
1.3.2 Revolutions/Speed/Power Data Xxx 2005 2.4.1 Main Engine Controls Xxx 2005 2.6.1b GMDSS Distress Reactions Xxx 2005
1.3.3 Limitations on Operating Machinery Xxx 2005 2.4.2 Main Engine - Procedures Xxx 2005 2.6.1c GMDSS Equipment Xxx 2005
1.3.4 Squat Values Xxx 2005 Illustrations 2.6.2a Inmarsat-B System Xxx 2005
Illustrations 2.4.1a Main Engine System Xxx 2005 2.6.3a Inmarsat-C Station Xxx 2005
1.2.3a Visibility Diagrams Xxx 2005 2.4.1b Main Engine Control Panel on the Bridge Xxx 2005 2.6.5a VHF DSC Systems Xxx 2005
1.3.2a Speed/Power Curves Xxx 2005 2.4.1c Bridge Telegraph Unit Xxx 2005 2.6.6a MF/HF Control Unit System Xxx 2005
1.3.4a Squat Curve Xxx 2005 Text 2.6.7a SART Xxx 2005
Text 2.5 Discrete Equipment Xxx 2005 2.6.8a NAVTEX Receiver Xxx 2005
2.1 Bridge Layout and Equipment Xxx 2005 2.5.1 Speed Log Xxx 2005 2.6.9a GMDSS Emergency Hand Held VHF Radio Xxx 2005
2.1.1 Bridge Consoles and Equipment Xxx 2005 2.5.2 DGPS Navigator Xxx 2005 Text
Illustrations 2.5.3 Echo Sounder Xxx 2005 2.7 Internal Communications Xxx 2005
2.1.1a Bridge Layout Xxx 2005 2.5.4 Meteorological System Xxx 2005 2.7.1 Common Battery Powered Telephone System Xxx 2005
2.1.1b Bridge Main Console Xxx 2005 2.5.5 Weather Facsimile Machine Xxx 2005 2.7.2 Automatic Telephone System Xxx 2005
2.1.1c Manoeuvring Console Xxx 2005 2.5.6 Voyage Data Recorder Xxx 2005 2.7.3 Public Address System Xxx 2005
2.1.1d Bridge Radio Table Layout Xxx 2005 2.5.7 Automatic Identification System Xxx 2005 2.8 Lighting Systems Xxx 2005
2.1.1e Lighting, Alarm and Detection Control Panel Xxx 2005 2.5.8 Hull Stress Monitoring Xxx 2005 2.8.1 Navigation Lights Xxx 2005
2.1.1f Bridge Chart Table Layout Xxx 2005 2.5.9 Fog Bell and Gong System Xxx 2005 2.8.2 Deck Lighting Xxx 2005
2.1.1g Wheelhouse Overhead Console Xxx 2005 2.5.10 Whistle System Xxx 2005 Illustrations
Text 2.5.11 Sound Reception System Xxx 2005 2.8.1a Navigation and Signal Lights Xxx 2005
2.2 Integrated Navigation System Xxx 2005 Illustrations 2.8.1b Navigation and Signal Light Control Panels Xxx 2005
Electronic Chart Display and Information System 2.5.1a Speed Log System Xxx 2005 2.8.2a Deck Lighting Plan Xxx 2005
2.2.1 Xxx 2005
(ECDIS)
2.5.2a DGPS System Xxx 2005 2.8.2b Deck Lighting Control Panel Xxx 2005
2.2.2 Voyage Planning Xxx 2005
2.5.2b DGPS Control Panel Xxx 2005

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Text Fire Fighting Equipment and Dampers - Engine Room 4.1.3a Deck Foam Fire Fighting System Xxx 2005
3.3.5j Xxx 2005
4th Deck and Floor
3.1 Mooring Xxx 2005 4.1.4a Engine Room Local Fire Fighting System Xxx 2005
Lifesaving Equipment and Escape Routes - Navigation
3.1.1 Mooring Arrangement Xxx 2005 3.3.6a Xxx 2005 4.1.4b Local fire Fighting Detection Control Panel Xxx 2005
and D Deck
3.1.2 Anchoring Arrangement Xxx 2005 4.1.4c Local Fire Fighting Detection Repeater Panel Xxx 2005
Lifesaving Equipment and Escape Routes - B and C
3.3.6b Xxx 2005
3.1.3 Emergency Towing Arrangements Xxx 2005 Decks 4.1.5a Sea Water Spray System Xxx 2005
3.1.4 Anchoring and Mooring Procedures Xxx 2005 Lifesaving Equipment and Escape Routes - A and Upper 4.1.6a Fire Control Station Xxx 2005
3.3.6c Xxx 2005
(Accommodation) Deck
Illustrations Text
Lifesaving Equipment and Escape Routes - Main Deck
3.1.1a Mooring Arrangement Xxx 2005 3.3.6d Xxx 2005 4.2 Emergency Procedures - Navigation Xxx 2005
(Upper Deck at Accommodation)
3.1.1b Deck Mooring Hydraulic System Xxx 2005 4.2.1 Steering Gear Failure Xxx 2005
Lifesaving Equipment and Escape Routes - Engine Room
3.3.6e Xxx 2005
3.1.1c Deck Hydraulic Power Pack Control Panel Xxx 2005 2nd Deck and Bosun’s Store 4.2.2 Main Engine Failure Xxx 2005
3.1.3a Aft Emergency Towing Arrangement Xxx 2005 Lifesaving Equipment and Escape Routes - Engine Room 4.2.3 Man Overboard Xxx 2005
3.3.6f Xxx 2005
3rd Deck
3.1.4a Ship to Ship Mooring Arrangement Xxx 2005 4.2.4 Search and Rescue Xxx 2005
Lifesaving Equipment and Escape Routes - Engine Room
Text 3.3.6g Xxx 2005 4.2.5 Collision and Grounding Xxx 2005
4th Deck and Floor
3.2 Lifting and Access Equipment Xxx 2005 Text 4.2.6 Towing and Being Towed Xxx 2005
3.2.1 Hose Handling Crane Xxx 2005 3.4 Safety Equipment Xxx 2005 4.2.7 Fire Xxx 2005
3.2.2 Provision and Stores Cranes Xxx 2005 3.4.1 Hydrocarbon and Oxygen Detection Meter Xxx 2005 4.2.8 Flooding Xxx 2005
3.2.3 Accommodation and Pilot Ladder Reels Xxx 2005 3.4.2 Personal H2S Gas Analyser Xxx 2005 4.2.9 Abandon Ship Xxx 2005
Illustrations 3.4.3 Dräger CMS Analyser Xxx 2005 4.2.10 Piracy Attack Xxx 2005
3.2.1a Hose Handling Cranes Xxx 2005 3.4.4 Fire Detection System Xxx 2005 4.2.11 Emergency Reporting Xxx 2005
3.2.2a Provisions and Engine Room Cranes Xxx 2005 3.4.5 Fire Alarm Detection Plans Xxx 2005 4.2.12 Automated Mutual-Assistance Vessel Rescue (AMVER) Xxx 2005
3.2.2b Provision/Stores Crane Control Units Xxx 2005 3.4.6 Bosun’s Store and Chain Locker Bilge System Xxx 2005 Illustrations
3.2.2c Provision Cranes Slewing Sectors and Jib Rest Positions Xxx 2005 Illustrations 4.2.4a Search Patterns Xxx 2005
3.2.3a Accommodation Ladder Xxx 2005 3.4a Portable Gas Detection Equipment Xxx 2005 Text
Text 3.4.4a Fire Detection Panel Xxx 2005 5.1 Passage Conduct Xxx 2005
3.3 Lifesaving Equipment Xxx 2005 3.4.4b Lyngsø AMS Fire Detection Alarm Overview Screen Xxx 2005 5.1.1 Passage Planning - Appraisal Xxx 2005
3.3.1 Lifeboats and Davits Xxx 2005 3.4.5a Fire Detection and Alarms - Navigation and D Deck Xxx 2005 5.1.2 Passage Planning - Planning Xxx 2005
3.3.2 Rescue Boat and Davit Xxx 2005 3.4.5b Fire Detection and Alarms - B and C Deck Xxx 2005 5.1.3 Passage Planning - Executing the Plan Xxx 2005
3.3.3 Liferafts, Davit Launched and Free Fall Xxx 2005 Fire Detection and Alarms - A and Upper 5.1.4 Passage Planning - Monitoring Xxx 2005
3.4.5c Xxx 2005
3.3.4 Lifeboat Survival Guide Xxx 2005 (Accommodation) Deck 5.2 Operational Procedures Xxx 2005
3.3.5 Fire Fighting Equipment Plans Xxx 2005 3.4.5d Fire Detection and Alarms - Main Deck Xxx 2005 5.2.1 Bridge Teamwork Xxx 2005
3.3.6 Lifesaving Equipment Plans Xxx 2005 Fire Detection and Alarms - Engine Room 2nd Deck and 5.2.2 Taking Over Watch Xxx 2005
3.4.5e Xxx 2005
Bosun’s Store
Illustrations 5.2.3 Watchkeeping Xxx 2005
3.4.5f Fire Detection and Alarms - Engine Room 3rd Deck Xxx 2005
3.3.1a Lifeboat Xxx 2005 5.2.4 Pilot Procedures Xxx 2005
Fire Detection and Alarms - Engine Room 4th Deck
3.3.1b Lifeboat Recovery Davit and Stowage Xxx 2005 3.4.5g Xxx 2005 5.2.5 Weather Reporting Xxx 2005
and Floor
3.3.1c Lifeboat Launch and Recovery Procedure Xxx 2005 3.4.6a Bosun’s Store and Chain Locker Bilge System Xxx 2005 Illustrations
3.3.2a Rescue Boat and Davit Xxx 2005 3.4.6b Deck Drainage and Scuppers Xxx 2005 5.2.1a Bridge Teamwork Xxx 2005
3.3.3a Righting a Capsized Liferaft Xxx 2005 Text 5.2.4a Pilot Information Card Xxx 2005
3.3.3b Liferaft Release Xxx 2005 4.1 Emergency Systems and Procedures Xxx 2005 Text
3.3.3c Liferaft Davit Launch Procedure Xxx 2005 Deck Fire Hydrant, Lifeboat and Liferaft Water Spray 5.3 Helicopter Procedures Xxx 2005
4.1.1 Xxx 2005
3.3.5a Safety and Fire Control Symbols (1) Xxx 2005 Systems 5.3.1 Helicopter Landing Xxx 2005
3.3.5b Safety and Fire Control Symbols (2) Xxx 2005 Quick-Closing Valves, Fire Dampers and Emergency 5.3.2 Helicopter Winching Xxx 2005
4.1.2 Xxx 2005
Stops
Fire Fighting Equipment and Dampers - Navigation and Illustrations
3.3.5c Xxx 2005 4.1.3 Deck Foam Fire Fighting System Xxx 2005
D Deck
5.3a Helicopter Operations - Procedure Xxx 2005
3.3.5d Fire Fighting Equipment and Dampers - B and C Deck Xxx 2005 4.1.4 Engine Room Local Fire Fighting System Xxx 2005
5.3.1a Helicopter Operations - Checklist Xxx 2005
3.3.5e Fire Fighting Equipment and Dampers - A Deck Xxx 2005 4.1.5 Sea Water Spray System Xxx 2005
5.3.2a Helicopter Winching Xxx 2005
Fire Fighting Equipment and Dampers - Upper Deck 4.1.6 Fire Control Station Xxx 2005
3.3.5f Xxx 2005 Text
Accommodation 4.1.7 Galley Fat Fryer Extinguishing System Xxx 2005
5.4 Garbage Management Plan Xxx 2005
3.3.5g Fire Fighting Equipment and Dampers - Main Deck Xxx 2005 Illustrations
Illustrations
Fire Fighting Equipment and Dampers - Engine Room 4.1.1a Fire and Deck Wash System Xxx 2005
3.3.5h Xxx 2005
2nd Deck and Bosun’s Store 5.4a Garbage Management Plan Xxx 2005
4.1.1b Lifeboat, Liferaft and Rescue Boat Water Spray System Xxx 2005
Fire Fighting Equipment and Dampers - Engine Room
3.3.5i Xxx 2005 4.1.2a Quick-Closing and Remote Closing Valve System Xxx 2005
3rd Deck

INTRODUCTION Safe Operation Illustrations

General The safety of the ship depends on the care and attention of all on board. Most All illustrations are referred to in the text and are located either in-text where
safety precautions are a matter of common sense and good housekeeping and sufficiently small or above the text, so that both the text and illustration are
Although this ship is supplied with shipbuilder’s plans and manufacturer’s are detailed in the various manuals available onboard. However, records show accessible when the manual is laid face up. When text concerning an illustration
instruction books, there is no single document which gives guidance on that even experienced operators sometimes neglect safety precautions through covers several pages the illustration is duplicated above each page of text.
operating complete systems as installed on board, as distinct from individual over-familiarity.
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform Where flows are detailed in an illustration these are shown in colour. A
and guide competent ship’s staff, and trainees in the operation of the systems The following basic rules must be remembered at all times. key of all colours and line styles used in an illustration is provided on the
and equipment on board and to provide additional information that may not illustration. Details of colour coding used in the illustrations are given in
be otherwise available. In some cases, the competent ship’s staff and trainees 1 Never continue to operate any machine or equipment which the following colour scheme.
may be initially unfamiliar with this vessel and the information in this manual appears to be potentially unsafe or dangerous and always report
is intended to accelerate the familiarisation process. It is intended to be used in such a condition immediately. Symbols given in the manual adhere to international standards and keys to the
conjunction with shipyard drawings and manufacturer’s instruction manuals, symbols used throughout the manual are given on the following pages.
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing 2 Make a point of testing all safety equipment and devices
Orders and in no way replaces or supersedes these publications, all of which regularly. Always test safety trips before starting any equipment.
take precedence over this manual. In particular, overspeed trips on auxiliary turbines must be Notices
tested before putting the unit to work. The following notices occur throughout this manual:
Information relevant to the operation of the British Kestrel has been carefully
collated in relation to the systems of the vessel and is presented in three 3 Never ignore any unusual or suspicious circumstances, no
on board volumes consisting of BRIDGE SYSTEMS AND EQUIPMENT matter how trivial. Minor symptoms often appear before a WARNING
OPERATING MANUAL, CARGO OPERATING MANUAL and major failure occurs. Warnings are given to draw reader’s attention to operations where
MACHINERY OPERATING MANUAL. DANGER TO LIFE OR LIMB MAY OCCUR.
4 Never underestimate the fire hazard of petroleum products,
The Cargo Operating Manual is designed to complement Marpol 73/78, whether fuel oil or cargo vapour.
ISGOTT and Company Regulations. CAUTION
5 Never start a machine remotely from the control room without
Cautions are given to draw reader’s attention to operations where DAMAGE
The vessel is constructed to comply with MARPOL 73/78. These regulations checking visually (if practical) that the machine is ready for
TO EQUIPMENT MAY OCCUR.
can be found in the Consolidated Edition, 1991 and in the Amendments dated operation.
1992, 1994, 1995, 1998, 2001, and 2003.
In the design of equipment, protection devices have been included to ensure
The information, procedures, specifications and illustrations in this manual that, as far as possible, in the event of a fault occurring, whether on the part of Note: Notes are given to draw reader’s attention to points of interest or to
have been compiled by WMT personnel by reference to shipyard drawings and the equipment or the operator, the equipment concerned will cease to function supply supplementary information.
manufacturer’s publications that were made available to WMT and believed to without danger to personnel or damage to the machine. If any of these safety
be correct at the time of publication. The systems and procedures have been devices are bypassed, overridden or neglected, then the operation of any Safety Notice
verified as far as is practicable in conjunction with competent ship’s staff under machinery in this condition is potentially dangerous.
operating conditions.
It has been recorded by International Accident Investigation Commissions that
Description a disproportionate number of deaths and serious injuries that occur on ships
It is impossible to anticipate every circumstance that might involve a potential
each year during drills involve lifesaving craft. It is therefore essential that
hazard, therefore, warnings and cautions used throughout this manual are
The concept of this Bridge Systems and Equipment Operating Manual is all officers and crew make themselves fully conversant with the launching,
provided to inform of perceived dangers to ship’s staff or equipment. In many
to provide information to technically competent ship’s officers, unfamiliar retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
cases, the best operating practice can only be learned by experience.
to the vessel, in a form that is readily comprehensible. Thus, aiding their
If any information in these manuals is believed to be inaccurate or incomplete, understanding and knowledge of the specific vessel. Special attention is drawn
the officer must use his professional judgement and other information available to emergency procedures and fire fighting systems.
on board to proceed. Any such errors or omissions or modifications to the
ship’s installations, set points, equipment or approved deviation from published The manual consists of a number of parts and sections which describe the
operating procedures, must be reported immediately to the BP Shipping Technical systems and equipment fitted and their method of operation related to a
Operations Office, who should inform WMT so that a revised document may be schematic diagram where applicable.
issued to this ship and in some cases, others of the same class.

PART 1: SHIP CHARACTERISTICS
1.1 Principal Data Illustrations

1.1.1 Principal Particulars
1.1a General Arrangement
1.1.2 Tanks and Capacity Plan
1.1b General Arrangement - Upper Deck Accommodation
1.2 Ship Handling 1.1c General Arrangement - ‘A’ Deck

1.2.1 Turning Circles
1.1d General Arrangement - ‘B’ Deck
1.2.2 Manoeuvring
1.1e General Arrangement - ‘C’ Deck
1.2.3 Visibility Over the Bow
1.1f General Arrangement - ‘D’ Deck
1.1g General Arrangement - Navigation Deck

1.3 Performance Data 1.1.2a Tank Capacity Tables
1.3.1 Fuel Oil Consumption/Power Data
1.1.2b Tank Capacity Tables
1.3.2 Revolutions/Speed/Power Data
1.2.1a Turning Circles
1.3.3 Limitations on Operating Machinery
1.2.2a Inertia Stopping Tests
1.3.4 Squat Values
1.2.2b Crash Stop Astern Tests
1.2.3a Visibility Diagrams
1.3.2a Speed/Power Curves
1.3.4a Squat Curve

Document Section 1: British Kestrel Date: December 2005
1.1 PRINCIPAL DATA Propeller type: Fixed pitch RPM / Speed Table
No. of blades: 4
1.1.1 PRINCIPAL PARTICULARS Diameter: 7,450mm Engine Order RPM Speed Loaded Speed Ballast
Pitch (Mean): 5,203.6mm
MCR 10.5.0 16.05 16.80
Shipbuilder: Samsung Heavy Industries Direction of rotation: Right handed
Maker: Nakashima Propeller Co., Ltd Full Sea Ahead 101.4 15.40 15.70
Hull number: 1531
Ship name: British Kestrel Weight: 35,058kg Full Ahead 87 12.83 14.10
Keel laid: xxx Material: Grade Cu3 (Ni - Al - Bronze) Half Ahead 70 10.32 12.08
Delivered: xxx 2006 Steering gear maker: Samsung - Hatlapa Slow Ahead 53 7.81 8.59
IMO No.: 9297357 Type: Two pump, four cylinder electro- Dead Slow Ahead 35 5.16 5.67
Official No.: 737120 hydraulic
Dead Slow Astern 35 Barred Speed Range
Nationality: British Isolation system: Automatic
Slow Astern 53 41 - 50 rpm
Port of Registry: Douglas (Isle of Man)
Radio call sign: MGRL4 1.1.2 TANK CAPACITY PLAN Half Astern 70
Type of cargo: Crude Oil Full Astern 87
Type of ship: Segregated Ballast Crude Oil See Illustrations 1.1.2a and b.
Carrier 1.3.3 LIMITATIONS ON OPERATING MACHINERY
Navigation: World Wide 1.2 SHIP HANDLING
Classification: Lloyds +100A1, Double Hull Oil
Ship’s Condition
Tanker, ESP, Shipright (SDA, FDA, 1.2.1 TURNING CIRCLES
CM), Shipright (ES+1.0 Deck within See Illustration 1.2.1a Loaded Condition Ballast Condition
0.4L amidships, HCM, SERS, Sea
(HSS-4) PCWBT (date), +LMC, Forward 13.1m 7.3m
1.2.2 MANOEUVRING
UMS, CCS, COW, SCM, IGS, SBT Aft 13.7m 9.2m
Full ahead to full astern details are shown in illustration 1.2.2a
(Protective Location), *IWS, Pt. Ht,
Nav1 and IBS, 1A FS Time and Distance to Stop
1.2.3 VISIBILITY OVER THE BOW
See illustration 1.2.3a Refer to table 1.2.2.
Length overall: 251.508m
Length between perpendiculars: 239.000m Number of Starts of Main Engine from Air Reservoirs with Compressors
Breadth - extreme: 43.800m 1.3 PERFORMANCE DATA stopped:
Depth - extreme: 21.300m
Keel to mast: 47.14m 1.3.1 FUEL OIL CONSUMPTION/POWER DATA
Designed draught: 13.600m Minimum of 18 in number.
Draught scantling: 15.000m Fuel Consumption
Service speed: 15.7 knots Minimum main engine speed: 24.4 rpm
Cruising range: 19,000 nm Rpm: 101.4 rpm (NCR)
BHP: 19,340 Maximum available rudder angle: 35° to port or starboard.
Manning design complement: 16 persons + 6 Suez crew Specific Gravity of fuel at 50°C: 0.990
Fuel oil consumption: 125g/bhp per hour
Main engine type: Two-stroke, single acting, direct
reversible, crosshead type, marine 1.3.2 REVOLUTIONS / SPEED / POWER DATA
diesel engine with constant pressure See speed/power curves in illustration 1.3.2a.
turbocharging
Maker: Hyundai MAN B&W
Model: 7S60MC-C Mk7
MCR: 21,490 bhp x 105 rpm
NCR: 19,340 bhp x 101.4 rpm
Issue: Final Draft IMO No. 9297357 Section 1 - Page 1 of 16

,OOXVWUDWLRQD*HQHUDO$UUDQJHPHQW
1RDQG)UHVK
:DWHU7DQN
3RUWDQG6WDUERDUG 'LHVHO2LO
7DQN
5XGGHU7UXQN 6WDUERDUG
6WHHULQJ
*HDU
5RRP
1R+HDY\)XHO 3URILOH
2LO7DQN
3RUW
1R+HDY\)XHO 1R&DUJR2LO7DQN &KDLQ
'HFN6WRUH
2LO7DQN 3RUW 6WDUERDUG /RFNHU
3RUW 6WDUERDUG
%RVXQ
6WRUH
%LOJH &DUJR2LO7DQN &DUJR2LO7DQN

1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN :HOO 6WDUERDUG 3RUW
3RUW 6WDUERDUG 3RUW 6WDUERDUG 3RUW 6WDUERDUG 3RUW 6WDUERDUG 3RUW 6WDUERDUG
(QJLQH
5RRP 3XPS
5RRP
:DWHU%DOODVW7DQN :DWHU%DOODVW7DQN

$IW 1R+HDY\)XHO 6ORS7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 6WDUERDUG 3RUW
3HUSHQGLFXODU 2LO7DQN6WDUERDUG 3RUW 6WDUERDUG 3RUW 6WDUERDUG 3RUW 6WDUERDUG 3RUW 6WDUERDUG 3RUW 6WDUERDUG 3RUW 6WDUERDUG 3RUW 6WDUERDUG )RUH3HDN
7DQN
0LGVKLS6HFWLRQ
1R:DWHU%DOODVW7DQN
3RUW 6WDUERDUG 'HFN6WRUH
8SSHU'HFN
(QJLQH
&DVLQJ
$FFRPPRGDWLRQ
6SDFH

1R+HDY\)XHO 'HFN6WRUH
2LO7DQN3RUW
1R:DWHU%DOODVW7DQN 1R+HDY\)XHO2LO
6ORS7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 7DQN7RS3ODQ
3RUW 7DQN3RUW
1R)UHVK:DWHU 3RUW 3RUW 3RUW 3RUW 3RUW 3RUW 3RUW
7DQN3RUW
1R)UHVK:DWHU &KDLQ/RFNHU
7DQN3RUW
5XGGHU
7UXQN
1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN
3RUW 3RUW 3RUW 3RUW 3RUW 3RUW
(QJLQH5RRP
3XPS
5RRP

3ULQFLSOH'LPHQVLRQV
1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN
6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG
1R)UHVK:DWHU /HQJWK2YHUDOO P
7DQN6WDUERDUG
/HQJWK%HWZHHQ3HUSHQGLFXODUV P
1R)UHVK:DWHU
&KDLQ/RFNHU
7DQN6WDUERDUG
'LHVHO2LO7DQN
%UHDGWK0RXOGHG P
(PHUJHQF\)LUH 6WDUERDUG 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 'HSWK0RXOGHG P
3XPS6SDFH 1R+HDY\)XHO 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG
1R:DWHU%DOODVW7DQN 2LO7DQN6WDUERDUG 'HVLJQHG'UDXJKW0RXOGHG P
6WDUERDUG 6ORS7DQN
6WDUERDUG 6FDQWOLQJ'UDXJKW0RXOGHG P
1R+HDY\)XHO2LO7DQN
6WDUERDUG
Issue: Final Draft IMO No. 9297357 Section

Section11. - - Page
Page2xofof16
x
,OOXVWUDWLRQE*HQHUDO$UUDQJHPHQW8SSHU'HFN$FFRPPRGDWLRQ
)RDP5RRP &UHZ
V&KDQJLQJ 2IILFHUV¶&KDQJLQJ5RRP +\GUDXOLF6ROHQRLG (OHFWULFDO(TXLSPHQW 6KLS
VDQG&UHZ
V/DXQGU\
DQG)LUH&RQWURO 5RRP 9DOYH5RRP 5RRP
'2:1
6WDWLRQ
)HPDOH
&KDQJLQJ
5RRP 'U\LQJ5RRP
/LIW 83 :RUNHU5RRP
(OHFWULF
0HDW5RRP 'DLU\5RRP 7UXQN
%HHU
6WRUH
:RUNHU5RRP
$LU+DQGOLQJ8QLW5RRP
'U\3URYLVLRQ6WRUH
)LVK5RRP 9HJHWDEOH5RRP 'HFN6WRUH
)RRG
83 /LIW

Section11. - - Page
Page3xofof16
x
,OOXVWUDWLRQF*HQHUDO$UUDQJHPHQW
$
'HFN
5HFHSWLRQDQG
&RQIHUHQFH5RRP
&HQWUDO$GPLQLVWUDWLRQ2IILFH &DUJRDQG(QJLQH&RQWURO5RRP *DPHV5RRP
'XW\0HVV5RRP
/LIW
83
(OHFWULFDO 3LSH
7UXQN '2:1 7UXQN
&UHZ
V0HVV5RRP
2IILFHUV
'LQLQJ6DORRQ *DOOH\
)RRG
'2:1
/LIW

Section11. - - Page
Page4xofof16
x
Illustration 1.1d General Arrangement - 'B' Deck
Chief Cook's Fitter Oiler No.1 Oiler No.2 Oiler No.3 Seaman 2 Seaman 3 Pump Man Bosun's
Room Room
Dirty Linen Locker UP Cleaning Clean Linen Locker

Lift Pulley Electric
Space Trunk Gear Pipe Trunk
DOWN Locker
Steward's Room Seaman 4
Crew's Recreation Room

Seaman 6
Bonded
Seaman 1 Store Seaman 5
Crew's Television and
Video Room
UP DOWN

Section11. - - Page
Page5xofof16
x
,OOXVWUDWLRQH*HQHUDO$UUDQJHPHQW
&
'HFN
3LORW
V5RRP ([WUDQG2IILFHU ([WUDUG2IILFHU WK(QJLQHHU2IILFHU -XQLRU(QJLQHHU &DGHW5RRP &DGHW5RRP
/LEUDU\
83 &OHDQLQJ
(OHFWULF *HDU 3LSH7UXQN
7UXQN /RFNHU
'2:1
-XQLRU(QJLQHHU
/RFNHU
7UHDWPHQW
5RRP
'U\LQJ5RRP
2IILFHUV¶7HOHYLVLRQDQG9LGHR5RRP
2IILFHUV¶
2IILFHUV¶/RXQJH +RVSLWDO 2IILFHUV¶/DXQGU\ &DGHW5RRP
3DQWU\
83 '2:1

Section11. - - Page
Page6xofof16
x
Illustration 1.1f General Arrangement - 'D' Deck
Chief Engineer's Day Room
Chief Officer's Day Room
Chief Officer's
Chief Engineer's Bedroom Captain's Captain's Day Room
Bedroom Bedroom
3rd Officer's
Bedroom
Locker
UP
File Electric Pipe
2nd Engineer's Day Room Server Trunk DOWN Trunk
UP
2nd Officer's
Bedroom
2nd Engineer's
Bedroom Electric Converter
Room and Workshop
3rd Engineer's
Bedroom Electrical Officer's
Locker Bedroom
UP DOWN

Section11. - - Page
Page7xofof16
x
Illustration 1.1g General Arrangement - Navigation Deck
Wheelhouse with Chart and Radio Space
DOWN
Electronics Room
Battery Room UP
DOWN

Section11. - - Page
Page8xofof16
x
,OOXVWUDWLRQD7DQN&DSDFLW\7DEOHV
&DUJR2LO7DQNV :DWHU%DOODVW7DQNV 6*
&DSDFLW\ )XOO 0D[LPXP &DSDFLW\ )XOO 0D[LPXP

/RFDWLRQ 07RI /RFDWLRQ 07RI
7DQN1DPH 7DQN1DPH
)UDPH1R )XOO )XOO /&*IURP 9&*IURP ,QHUWLD )UDPH1R )XOO )XOO /&*IURP 9&*IURP ,QHUWLD
P P $3 %/ P P P $3 %/ P
1R&DUJR2LO7DQN3RUW )RUH3HDN7DQN $(
1R&DUJR2LO7DQN6WDUERDUG 1R:DWHU%DOODVW7DQN3RUW
1R&DUJR2LO7DQN3RUW 1R:DWHU%DOODVW7DQN6WDUERDUG
6ORS7DQN3RUW 1R:DWHU%DOODVW7DQN6WDUERDUG
6ORS7DQN6WDUERDUG 1R:DWHU%DOODVW7DQN3RUW
7RWDO 1R:DWHU%DOODVW7DQN6WDUERDUG
7RWDO

Section11. - - Page
Page9xofof16
x
Illustration 1.1.2b Tank Capacity Tables
Fuel Oil Tanks SG 0.980 Lubricating Oil Tanks SG 0.900

Capacity 95% Full Maximum Capacity 95% Full Maximum
Location Moment of Location Moment of
Tank Name Tank Name
(Frame No.) 100% Full 95% Full LCG from VCG from Inertia (Frame No.) 100% Full 95% Full LCG from VCG from Inertia
m3 m3 AP BL m4 m3 m3 AP BL m4
No.1 HFO Storage Tank (Port) 46 - 53 1,193.1 1,133.5 41.30 15.21 1,250 No.1 Cylinder Oil Storage Tank (Starboard) 34 - 38 45.3 43.0 28.79 18.96 35
No.1 HFO Storage Tank (Starboard) 46 - 53 1,268.9 1,205.5 41.17 14.82 1,250 No.2 Cylinder Oil Storage Tank (Starboard) 30 - 34 45.3 43.0 25.61 18.96 35
No.2 HFO Storage Tank (Port) 20 - 46 664.9 631.7 28.54 17.47 208 No.1 Main LO Storage Tank (Starboard) 28 - 30 22.5 21.4 23.20 18.97 18
No.2 HFO Storage Tank (Starboard) 16 - 46 416.5 395.7 25.40 18.84 221 No.2 Main LO Storage Tank (Starboard) 26 - 28 16.8 16.0 21.60 18.97 7
HFO Service Tank (Starboard) 33 - 48 83.2 78.2 28.49 16.10 39 Main LO Settling Tank (Starboard) 24 - 28 28.2 26.8 20.33 18.97 24
No.1 HFO Settling Tank (Starboard) 42 - 46 93.2 88.5 35.20 15.63 56 Generator Engine LO Storage Tank (Starboard) 22 - 24 15.0 14.3 18.40 18.97 5
No.2 HFO Settling Tank (Starboard) 38 - 42 81.7 77.6 32.05 15.89 48 Generator Engine LO Settling Tank (Starboard) 22 - 24 7.5 7.1 18.40 18.97 1
Total 3,800.6 3,610.6 Main Engine LO Sump Tank (Centre) 23 - 36 31.4 29.8 23.27 1.38 16
Total 212.0 201.4

Marine Diesel Oil Tanks SG 0.900
Capacity 95% Full Maximum Miscellaneous Tanks
Location Moment of
Tank Name
(Frame No.) 100% Full 95% Full LCG from VCG from Inertia Capacity 100% Full Maximum
m3 m3 AP BL m4 Location Moment of
Tank Name
(Frame No.) 100% Full LCG from VCG from Inertia
m3 AP BL m4
Diesel Oil Storage Tank (Starboard) 46 - 52 130.9 124.4 39.31 17.30 16
Diesel Oil Service Tank (Starboard) 46 - 51 34.4 32.7 38.80 14.14 2 Bilge Holding Tank (Centre) 14 - 22 51.9 14.85 1.33 59
Total 165.3 157.0 Separator Bilge Oil Tank (Port) 33 - 38 39.1 28.93 1.53 38
Fuel Oil Overflow Tank (Centre) 39 - 40 44.5 32.38 0.99 271
Fresh Water Tanks SG 1.000 LO Drain Tank (Port) 20 - 22 2.5 16.80 1.99 0
Capacity 99% Full Maximum

Location Moment of Stern Tube LO Drain Tank (Starboard) 20 - 22 2.5 16.80 1.99 0
Tank Name
(Frame No.) 100% Full 99% Full LCG from VCG from Inertia
m3 m3 AP BL m4 Maintenance Tank (Starboard) 37 - 39 4.0 30.37 2.08 4
Fuel Oil Sludge Tank (Starboard) 37 - 42 5.0 31.60 11.33 2

No.1 Distilled Water Tank (Port) 6 - 12 180.6 178.8 7.34 18.86 123
Lubricating Oil Sludge Tank (Starboard) 33 - 37 4.0 28.00 11.33 1
No.2 Distilled Water Tank (Port) 6 - 12 72.2 71.5 7.20 18.94 7
Stern Tube Cooling Water Tank (Centre) 7 - 14 44.3 9.53 3.16 9
No.1 Fresh Water Tank (Starboard) 6 - 12 72.2 71.5 7.20 18.94 7
Engine Bilge Well (Centre) 14 - 17 7.7 12.45 2.19 15
No.2 Fresh Water Tank (Starboard) 6 - 12 180.6 178.8 7.34 18.86 123
Engine Bilge Well (Port) 39 - 40 1.9 32.43 1.67 1
Total 505.6 500.6
Engine Bilge Well (Starboard) 39 - 40 1.3 32.43 1.63 0
Total 208.7

Section1 1.
- Page
- Page
10xofof16
x
,OOXVWUDWLRQD7XUQLQJ&LUFOHV
1RUPDO)XOO/RDGHG&RQGLWLRQ:LWK0D[LPXP5XGGHU$QJOH 1RUPDO%DOODVW&RQGLWLRQ:LWK0D[LPXP5XGGHU$QJOH
)XOO6HD6SHHGUSP )XOO6HD6SHHGUSP
7UDQVIHU'LDPHWHUQPLOHV 7UDQVIHU'LDPHWHUQPLOHV 7UDQVIHU'LDPHWHUQPLOHV 7UDQVIHU'LDPHWHUQPLOHV
NQRWV NQRWV NQRWV NQRWV

$GYDQFHQPLOHV
$GYDQFHQPLOHV
NQRWV
$GYDQFHQPLOHV
NQRWV
$GYDQFHQPLOHV
NQRWV NQRWV


3RUWNQRWV 6WDUERDUGNQRWV 3RUWNQRWV 6WDUERDUGNQRWV
+DOI$KHDGUSP(VWLPDWHG +DOI$KHDGUSP(VWLPDWHG
7UDQVIHU'LDPHWHUQPLOHV 7UDQVIHU'LDPHWHUQPLOHV 7UDQVIHU'LDPHWHUQPLOHV 7UDQVIHU'LDPHWHUQPLOHV

$GYDQFHQPLOHV
$GYDQFHQPLOHV
$GYDQFHQPLOHV
$GYDQFHQPLOHV


3RUWNQRWV 6WDUERDUGNQRWV 3RUWNQRWV 6WDUERDUGNQRWV
&DXWLRQ
7KHUHVSRQVHRIWKHVKLSPD\EHGLIIHUHQWIURPWKHOLVWHGDERYHLIDQ\RIWKHIROORZLQJ
FRQGLWLRQVXSRQZKLFKWKHPDQRHXYULQJLQIRUPDWLRQZDVEDVHGDUHYDULHG
&DOPZHDWKHUZLQGNQRWVRUOHVVFDOPVHD
1RFXUUHQW
:DWHUGHSWKWZLFHWKHYHVVHO
VGUDXJKWRUJUHDWHU
&OHDQKXOO
,QWHUPHGLDWHGUDXJKWVRUXQXVXDOWULP
$WVORZVSHHGWKHWUDQVIHUDQGDGYDQFHLVDERXWWKHVDPHDVKDOIVSHHGWKHVSHHGV
DUHSURSRUWLRQDOO\OHVVDQGWKHWLPHVSURSRUWLRQDOO\JUHDWHU

Section1 1.- Page
- Page
11xofof16
x
Illustration 1.2.2a Inertia Stopping Tests
Inertia Stopping Test (Design, NCR to Main Engine Stop)
Distance (m)
Speed (Knots) RPM
30 120 5000 240
4500
180
80
4000
120
Engine Speed (rpm)
3500
20 40
Distance (m) 60
3000
Speed (knots)
0 2500 0
Heading Angle (degrees)
2000
-60
10 -40
1500
-120
1000
-80
-180
500
0 -120 0 -240
0 60 120 180 240 300 360 420 480 540 600 660 720 780 840 900 Heading Angle (deg)
Time (Seconds)
Inertia Stopping Test (Ballast, NCR to Main Engine Stop)
Distance (m)
Speed (Knots) RPM
30 120 5000 240
4500
180
80
4000
120
Engine Speed (rpm) 3500
20 40
60
Distance (m) 3000
Speed (knots) 0 2500 0
Heading Angle (degrees) 2000

-60
10 -40
1500
-120
1000
-80
-180
500
0 -120 0 -240
0 120 240 360 480 600 720 840 690 1080 1200 1320 Heading Angle (deg)
Time (Seconds)

Section1 1.
- Page
- Page
12xofof16
x
Illustration 1.2.2b Crash Stop Astern Tests
Crash Stop Astern Test (Design, NCR to Full Astern) Crash Stop Astern Test (Ballast, NCR to Full Astern)
Distance (m) Distance (m)

Speed (Knots) RPM Speed (Knots) RPM
30 120 5000 240 30 120 5000 240
4500 4500
180 180
80 80
4000 4000
120 120
3500 3500
20 40 20 40
60 60
3000 3000
0 2500 0 0 2500 0
2000 2000
-60 -60
10 -40 10 -40
1500 1500
-120 -120
1000 1000
-80 -80
-180 -180
500 500
0 -120 0 -240 0 -120 0 -240

0 60 120 180 240 300 360 420 480 540 600 660 720 780 840 900 Heading Angle (deg) 0 60 120 180 240 300 360 420 480 540 600 Heading Angle (deg)
Time (Seconds) Time (Seconds)
Engine Speed (rpm)
Distance (m)
Speed (knots)
Heading Angle (degrees)
Crash Stop Astern Test (Design, Harbour Full to Full Astern) Crash Stop Astern Test (Ballast, Harbour Full to Full Astern)
Distance (m) Distance (m)

Speed (Knots) RPM Speed (Knots) RPM
30 120 5000 240 30 120 5000 240
4500 4500
180 180
80 80
4000 4000
120 120
3500 3500
20 40 20 40
60 60
3000 3000
0 2500 0 0 2500 0
2000 2000
-60 -60
10 -40 10 -40
1500 1500
-120 -120
1000 1000
-80 -80
-180 -180
500 500
0 -120 0 -240 0 -120 0 -240

0 60 120 180 240 300 360 420 480 540 600 660 720 780 Heading Angle (deg) 0 60 120 180 240 300 360 420 480 540 Heading Angle (deg)
Time (Seconds) Time (Seconds)

Section1 1.
- Page
- Page
13xofof16
x
Illustration 1.2.3a Visibility Diagrams
Visibility Over Bow

Field of Vision from Workstation
Field Visions of Each Working Space
231°
Ballast Load Condition
38.050m
38.050m Above B.L
246.904m From A.P.
25.099m Above B.L.
7.090m Waterline
45°
37.600m
22° 5' 7.904m
LOA 251.504m 291.048m
Field of Vision from Conning Position
60°
Field of Vision from Steering Position
60°
Full Load Condition
38.050m
38.050m Above B.L
22° 5' 246.904m From A.P.
25.099m Above B.L.
45°
14.900m Waterline
37.600m
7.904m
231° LOA 251.504m 164.828m
Field of Vision from Workstation

Section1 1.
- Page
- Page
14xofof16
x
,OOXVWUDWLRQD6SHHG3RZHU&XUYHV

530

GHO GHO
Q0R VW0R
'HVLJ %DOOD

0&5EKS
$QDO\VHG*XDUDQWHHNQRWV
1&5EKS
3RZHULQ%+336[
6HD0DUJLQ
EKS

*XDUDQWHH3RLQWNQRWV
0HDVXUHG3RLQW
$QDO\VHG3RLQW

HO
RG
Q0
VLJ
'H GH
O
W0R
OODV
%D

6SHHGLQ.QRWV

Section1 1.
- Page
- Page
15xofof16
x
1.3.4 SQUAT VALUES ,OOXVWUDWLRQD6TXDW&XUYH
The ship’s squat value which is defined as the overall decrease in a vessel’s 6TXDW&XUYH
under-keel clearance, is the relationship between the ship’s speed through the 6SHHGNWV
water, its block coefficient and under-keel clearance.

When the speed of a vessel through the water is sufficiently fast and when
there is a small static under-keel clearance, i.e. between 1.0m to 1.5m, then

grounding can occur at either the bow or stern. For vessels with a full form,
i.e., tankers, the grounding will often take place at the bow, for fine form ships,
i.e. passenger type ships, grounding would take place at the stern.
Bodily sinkage is due to the water being forced out from the bow as the vessel
.H\
moves ahead which then flows down the side of the ship. The action of the 6LQNDJHP
<RVKLPXUD
speed of flow of water passing down the side of the ship causes a decrease %DUUDVV
in pressure along the sides and underneath the vessel, this results in a bodily 8QGHU.HHO&OHDUDQFH
sinkage and change in trim.

The main governing factor with squat is speed; squat varies approximately with
the speed squared, i.e., if the speed is halved, the squat effect is quartered.

Indications that the vessel has entered into shallow water conditions are as
follows:
• Wave making resistance increases at the forward end of the 1RWH7KHDERYHYDOXHVDUHIRURSHQZDWHUFRQGLWLRQV

ship.
• The ship becomes more sluggish to manoeuvre.
• The draught indicators or echo sounder traces will indicate
changes in the aft draught.
• The main engine rpm will show a decrease, if the ship is in open
water, i.e., no breadth restrictions, this can account for a 20%
reduction in rpm.
• The ship’s speed will decrease, which in open water can be
approximately 30%, in a confined channel this reduction can be
in the range of 60%.
• The ship may start to vibrate suddenly.
• Pitching and rolling motions will decrease.
• The turning diameter for the ship will become twice the value
for open water conditions.
• The time required for an emergency crash stop will be
increase.
Issue: Final Draft IMO No. 9297357 Section 1 - Page 16 of 16

PART 2: BRIDGE LAYOUT AND EQUIPMENT
2.1 Bridge Layout and Equipment

2.1.1 Bridge Consoles and Equipment
Illustrations
2.1.1a Bridge Layout
2.1.1b Bridge Main Console
2.1.1c Manoeuvring Console
2.1.1d Bridge Radio Table Layout
2.1.1e Lighting, Alarm and Detection Control Panel
2.1.1f Bridge Chart Table Layout
2.1.1g Wheelhouse Overhead Console

,OOXVWUDWLRQD%ULGJH/D\RXW 2YHUKHDG,QVWUXPHQW3DQHO
.H\

36,

&KDUW7DEOH :KLWH%RDUG
%ULGJH&RQVROH6HFWLRQ& 3LORW&KDLU
%ULGJH&RQVROH6HFWLRQ% 8+)5DGLRV
(&',61R 3RZHU6RFNHW
;%DQG5DGDU'LVSOD\8QLW 6ZLWFK
&HQWUH&RQVROH *\UR6ZLWFK2YHU8QLW
6%DQG5DGDU'LVSOD\8QLW *\URFRPSDVV1R
(&',61R *\URFRPSDVV1R
%ULGJH&RQVROH6HFWLRQ- ;%DQG5DGDU7UDQVFHLYHU
%ULGJH&RQVROH6HFWLRQ. ,VRODWLRQ6ZLWFKIRU;%DQG5DGDU
0DQRHXYULQJ&RQVROH 6FDQQHU&RQWURO8QLWIRU6%DQG5DGDU
6OLGLQJ&KDLU ,QWHUVZLWFKRI5DGDU 3ODQ
3HULVFRSHRI0DJQHWLF&RPSDVV 3XEOLF$GGUHVV0DLQ$PSOLILHU
1DYLJDWLRQ6LJQDO/LJKWV&RQWURO3DQHOV &DELQHWIRU606+XE
3DQRUDPD7\SH5XGGHU$QJOH,QGLFDWRU %ULGJH$ODUP6,8&DELQHW
%LQRFXODU%R[ 6%DQG5DGDU7UDQVFHLYHU
)ROGLQJ7DEOH/DPSZLWK3RZHU6RFNHW ,VRODWLRQVZLWFKIRU6%DQG5DGDU
*\UR5HSHDWHU
)ROGLQJ7DEOH 5DGLR%DWWHU\
3RZHU6RFNHWIRU'D\7LPH6LJQDO/LJKW *HQHUDO6HUYLFH%DWWHU\
6$575DGDU7UDQVSRQGHU 0RUVH.H\IRU0DQRHXYULQJ/LJKW
:/RXGVSHDNHU :KLVWOH3XVKEXWWRQ

$LU+RUQ3XOO+DQGOH 1R9+):HDWKHUSURRI+DQGVHW

7KHUPRPHWHU%R[ 3$60LFURSKRQH3RZHU6RFNHWDQG+RRN

:6SHDNHU 6SHHG/RJ,QGLFDWRU
)ODJ/RFNHU 5XGGHU$QJOH,QGLFDWRU

&KDUW&RQVROH 0DLQ(QJLQH530,QGLFDWRU

&KDUW7DEOHZLWK'UDZHU *\UR5HSHDWHU

&KDUW7DEOHZLWK%RRNFDVH 6HDUFKOLJKW
*0'66&RQVROH
5DGLR7DEOH
%RRNFDVH

3RZHU6RFNHW

7DEOH
7HD7DEOH %ULGJH:LQJ(TXLSPHQW
3RUWDQG6WDUERDUG
6HWWHH'D\EHG

3RZHU6RFNHWIRU5HIULJHUDWRU

5HIULJHUDWRU
6LGH%RDUGZLWK,%RZO6LQN

3RZHU6RFNHWIRU+RW:DWHU%RLOHU
&RIIHH0DFKLQH

3RZHU6RFNHWIRU&RIIHH0DFKLQH

+RW:DWHU%RLOHU

:HDWKHU)D[0DFKLQH 'RZQWR

/RFNHU ''HFN
9+)*0'665DGLRV
-XQFWLRQ%R[IRU9+)*0'665DGLRV
6WRUP5DLO
0LFURSKRQHIRU9'56\VWHP

8S

Issue: Final Draft IMO No. 9297357 Section 2.1.1 - Page 1 of 8

2.1 BRIDGE LAYOUT AND EQUIPMENT Bridge Consoles and Equipment • Whistle pushbutton
• AIS transceiver unit
2.1.1 BRIDGE CONSOLES AND EQUIPMENT Itemised below is a listing of the equipment fitted to each of the wheelhouse
consoles: • Gooseneck lamp with dimmer switch
• Dimmer switch for down red light
Introduction Centre Console • Lamp test button
The wheelhouse is of an open plan design with the operating equipment placed • 21" CRT display screen • Wiska ice type search light
to the best advantage in a small number of consoles. The layout of the consoles
and the equipment can be seen in illustrations 2.1.1b, to 2.1.1g inclusive. • ADG 4000 display unit with dimmer switches and mode select
Steering Stand Console
• NFU override unit
In the centre of the wheelhouse is the navigator’s console from where it is • Helm steering assembly
• VMS pilot/speed switch
possible to carry out the normal watchkeeping operations. To the rear of this
console is the helmsman’s steering position from where manual steering of • Compass monitor • NFU controller
the vessel can be carried out. Behind this are the main chart and radio tables; • Off course alarm unit • Dimmer switch for 220V magnetic compass
located at the radio table is the GMDSS equipment.
• Main engine bridge manoeuvring panel • Dimmer switch for 24V magnetic compass
Situated to the rear of the wheelhouse is the navigation locker which houses • Morse key
both gyrocompasses, the radar transceivers, the public address unit cabinet and Ancillary Console Port Side
the bridge alarm cabinet. • Main engine order telegraph
• Harbour speed table • Chart table
The next adjacent compartment to the rear of the wheelhouse is the battery • Horn controller
• Dimmer switch for harbour speed table
locker which houses the radio batteries and the general service batteries.
For safety reasons this compartment is accessed from the open deck and not • Main engine rpm indicator • No.2 differential global positioning system (DGPS)
through the wheelhouse itself. • Main engine starting air pressure indicator • Automatic telephone
At the front of the wheelhouse located above the forward facing windows are • Dimmer switch for main engine rpm and start air gauges • Telephone directory
a number of instruments to assist in the navigation of the vessel. Illustration • Emergency stop pushbutton for main engine remote control • No.1 VHF/DSC transceiver with handset
2.1.1g details these and includes a listing of the instruments fitted. system • Gooseneck lamps with dimmer switches
Situated on the wheelhouse deckhead is a panorama type rudder angle indicator • Common battery telephone • Dimmer switch for telephone directory
that is designed to be visible from all areas of the wheelhouse. • Telephone directory • Dimmer switch for down red light (port)
• Dimmer switch for telephone directory • Slave DGPS navigator unit
Around the sides of the wheelhouse ample cupboard space and bookshelves
have been provided for the stowage of flags and other bridge equipment. • Rudder angle indicator • Sound surveillance amplifier
Public toilet facilities are provided towards the rear of the wheelhouse. • Dimmer switch for rudder angle indicator • Time reset button
Pyrotechnics and line throwing apparatus are also stowed on the bridge. One • Window wiper control switch box • Lamp test button
EPIRB in a float free container has been provided on the starboard bridge • Dimmer switch for clock • No.1 UHF base station with microphone
wing and a SART is located by the doorway to the starboard bridge wing. An
additional SART is located in the free-fall lifeboat. • Dimmer switch for wind indicator • No.1 UHF base station speaker
• Dimmer switch for gyro tape repeater • GMDSS alarm panel
• Dimmer switch for speed log indicator • Gooseneck lamp with dimmer switches
• Dimmer switch for main engine rpm • No.1 ECDIS display
• Dimmer switch for rate of turn indicator • X-band radar display screen
• Dimmer switch for digital depth indicator
• Dimmer switch for clinometer

Illustration 2.1.1b Bridge Main Console
1 1
1 26 27 1
98 20
0
20
70
40 40 0~40kg/cm
N
60 60
STER
AHE
80 80
A
16
A
D
100 100
xR
120 120 GO
L
RPM x
LLAT
C
RD
KO DA
15
CSD
OB -FH
V2
11 11 25
284
TR
LE ROLI
CSDT AS
19 22 28 29
MR
AL
A
LLA
64 67
QS
C
LOV SU
W1
xT
FFO
/NO
rek
aep
sdu
oL
5 30 31 7 5
17 71
18 9
32 33 34 35 36 37 38 39 40 72
3
4
6
2
9
9
#
1
1
4
4
7
2
7
*
5
*
3
8
73
6
0
Num Caps Scroll Num Caps Scroll
9
Lock Lock Lock Lock Lock Lock
#
65 68
DIMMER
20 23 14 1
Gong
21 24 66 69
Bell
Fog
3 41
ency
21500
Emerg
atic
e
Remot
System
Autom
Signal
77
Manua Signall
Manua
Signal
Bell
l
Gong
On
VOL
Hailer
SC
t
Outpu
VHF-D
SQ
14
2
M
RT482
15
ALAR
OR
SAIL
8
CALL
Power
US
Litton Control and Display Unit
42 43
r
Marine Systems
peake
1W
Louds
Tx
GYRO 1 MAIN MENU
GYRO 2 F1 DISPLAY DATA
MAGNETIC F2 MANUAL SETTINGS
D.ALARM F3 SETUP MENU
7 FULL
HALF
C.PLATH
US tor
iga
12
SLOW
E
78
Nav
74
N
AT
21
11
PS
ST
14
DEAD
3
DG
ER
S
SLOW
al
13
GP
26
47
18
sion
MM
23
44
UMS
17
fes
DI
50
2100
2
Pro
STOP
26
48
ALAR
DMS 2100i BRIDGE MANOEUVRING SYSTEM
1
21
39
M
11 6
SNR GPS
ALAR
42
23
24
7.5°
12
LIST
FIRE
M
DEAD
44 75
1
50
sats 14
SLOW
STOP
ADD.
:
:
40
HORN
:
LIST
n sats
FAULT
k
12
sats
mas
30
PRN
le
DISPL
Elev ble d
ALAR
DEAD
ilab
Use
CHAN
atio
ACKN
MAN
SLOW
AY
Visi
M
NEL
Ava
79
BASI
.
ADJU
ASSIS
WATC
C
CHAN
HALF
CALL
ALAR
ST -
12
H
T
NEL
M
FULL
1
PRINT
ABC ER
PANE
DUTY
CON-
US tor
TROL
L
iga
12
7
STU
2
E
MAIN-
Nav
DEF
ALARM
N
GROU
AT
TE-
NANCE
1
21
P1
PS
11
ST
14
DI
1
3
VWX
ALARM
3
ALARM
GHI
DG
GROU
GROU
MM
S1
S
P6
P2
al
GP
26
47
18
sion
ER
23
4
ALARM
YZ
ALARM
JKL
GROU
44
GROU
S2
S
17
fes
P7
50
P3
6
Pro
0space P8
26
5
48
ALARM
MNO
ALARM
GROU
GROU
S3
85
1
21
39
11 6
SNR GPS
P4
42
23
24
7.5°
ALARM
6
GROU
ALARM
PQR
GROU
S4
1
50
P9
P5
sats 14
:
:
40
:
:
n sats
+/-#
k
ALARM
12
GROU
sats
ESC
mas
10
30
PRN
P10
le
Elev ble d
80
ilab
Use
atio
DIMM
Visi
76
Ava
ER
ENT
86 82 81
5
ST BY
45 87
AN
91
D
83
ST BY
AN
D
ST BY
AN
ST BY
D
AN
ST BY
D
AN
D
ST BY
88 84
AN
47 48 49
D
ST BY
AN
D
ST BY
AN
D
ST BY
46 50
AN
D
ST BY
92
AN
D
ST BY
AN
89
D
ST BY
AN
D
ST BY
51 52
AN
D
90
3 4
2 5
93 1
53 54
1
55 14 56 57 58 32
DIMMER
DIMMER
10
5
0
5
10
60 11
STA
15 15
PORT
RBOAR
20 20
59
D
96
25 25
10 30 30
94
95
61 62 63
97
KEY
1. Gooseneck Lamp 31. Window Wiper Control Switch Box 61. Dimmer Switch for Magnetic Compass (AC 220V). 91. Dimmer Switch for Indication Lamp
2. Slave DGPS Navigator 32. Dimmer Switch for Second Adjust Switch for Clock (OHI) 62. Dimmer Switch for Rudder Angle Indicator 92. Buzzer Stop/Flicker Stop
3. Horn Controller 33. Dimmer Switch for Wind Indicator 63. NFU Controller 93. 15" CRT for AMS No.3
4. Sound Survey Amplifier 34. Dimmer Switch for Gyro Tape Repeater 64. S-Band Radar Display Unit 94. 15" Display Unit for Hull Stress Monitoring System
5. Telephone Directory 35. Dimmer Switch for Speed Log Indicator 65. S-Band Radar Control Panel 95. Trackball for AMS
6. No.2 DGPS Navigator 36. Dimmer Switch for Main Engine RPM Indicator 66. S-Band Radar Trackball 96. Keyboard for AMS
7. VHF/DSC Handset 37. Dimmer Switch for ROT Indicator 67. ECDIS No.1 Display Unit 97. Keyboard for Hull Stress Monitoring System
8. No.1 VHF/DSC Transceiver 38. Dimmer Switch for Rudder Angle Indicator 68. ECDIS No.1 Keyboard 98. Wiska Xenon Ice Searchlight
9. Auto Telephone 39. Dimmer Switch for Digital Depth Indicator 69. ECDIS No.1 Trackball
10. Lamp Test 40. Dimmer Switch for Clinometer 70. No.2 VHF DSC Transceiver
11. Dimmer Switch for Gooseneck Lamp 41. Emergency Stop Pushbutton for Main Engine Remote Control System 71. Watch Alarm Panel
12. Dimmer Switch for Down Red Light 42. Telegraph Unit 72. Watch Alarm Time Reset Button
13. Time Reset Button 43. Compass Monitor 73. Watch Alarm Generator
14. Dimmer Switch for Telephone Directory 44. Main Engine Bridge Manoeuvring Panel 74. Navigation Light Control Panel
15. Microphone 45. Harbour Speed Table 75. Basic Alarm Panel
16. GMDSS Alarm Panel 46. Common Battery Telephone 76. No.1/2 Steering Gear Alarm Panel
17. No.1 UHF Base Station 47. Dimmer Switch 77. PA Remote Control
18. No.1 UHF Speaker 48. Open Scale Repeater 78. Emergency Generator Alarm Pushbutton
19. ECDIS No.2 Display Unit 49. NFU Override Unit 79. Fire Alarm Pushbutton
20. ECDIS No.2 Keyboard 50. Offcourse Alarm Unit 80. Control Panel Hydraulic Supervision Steering Gear
21. ECDIS No.2 Trackball 51. Steering Gear Control Power Available and Pump Status Indication 81. Dead Man Alarm Panel
22. X-Band Radar Display Unit 52. Mode Switch 82. Hospital Call Alarm
23. X-Band Radar Control Panal 53. ADG4000 Display Unit 83. Alarm Buzzer
24. X-Band Radar Trackball 54. System Switch 84. Dimmer Switch for Alarm Lamp
25. 21" Conning Display 55. Dimmer Switch for Magnetic Compass (DC 24V) 85. No.1 Bilge, Fire General Service Pump Pushbutton
26. Main Engine RPM indicator 56. Whistle Pushbutton 86. No.2 Bilge, Fire General Service Pump Pushbutton
27. Main Engine Starting Air Pressure Indicator 57. Dimmer Switch for Down Red Light (Centre) 87. Emergency Fire Pushbutton
28. Dimmer Switch for Main Engine RPM Indicator 58. Rudder Angle Indicator 88. Test Switch for Group Alarm Lamp
29. Dimmer Switch for Main Engine Starting Air Pressure 59. Dimmer Switch for Harbour Speed Table 89. Man/Auto Changeover Selector
30. AIS Transceiver Unit 60. Junction Box for Microphone 90. Steering Gear Starter

Ancillary Console Starboard Side

,OOXVWUDWLRQF0DQRHXYULQJ&RQVROH
• 15" CRT display screen for the LyngsØ monitoring system *RRVHQHFN/DPS
:LVND;HQRQ,FH6HDUFKOLJKW
• Keyboard and trackball for the LyngsØ monitoring system 0DLQ(QJLQH530LQGLFDWRU
0DLQ(QJLQH6WDUWLQJ$LU3UHVVXUH,QGLFDWRU
'LPPHU6ZLWFKIRU*RRVHQHFN/DPS
• 15" CRT display screen for the hull stress monitoring system &RQQLQJ'LVSOD\
'LPPHU6ZLWFKIRU0DLQ(QJLQH530,QGLFDWRU
• Keyboard for hull stress monitoring system 'LPPHU6ZLWFKIRU0DLQ(QJLQH6WDUWLQJ$LU3UHVVXUH
$,67UDQVFHLYHU8QLW
• Public address remote control unit with microphone :LQGRZ:LSHU&RQWURO6ZLWFK%R[
'LPPHU6ZLWFKIRU6HFRQG$GMXVW6ZLWFKIRU&ORFN

• Automatic telephone

aNJFP
'LPPHU6ZLWFKIRU:LQG,QGLFDWRU
'LPPHU6ZLWFKIRU*\UR5HSHDWHU

1
67(5

$
• Telephone directory with dimmer switch

530

'LPPHU6ZLWFKIRU6SHHG/RJ,QGLFDWRU
'LPPHU6ZLWFKIRU0DLQ(QJLQH530,QGLFDWRU
'LPPHU6ZLWFKIRU527,QGLFDWRU
• Emergency general alarm pushbutton
'LPPHU6ZLWFKIRU5XGGHU$QJOH,QGLFDWRU
'LPPHU6ZLWFKIRU'LJLWDO'HSWK,QGLFDWRU
• Fire alarm pushbutton 'LPPHU6ZLWFKIRU&OLQRPHWHU
(PHUJHQF\6WRS3XVKEXWWRQIRU0DLQ(QJLQH5HPRWH&RQWURO6\VWHP
• Watch alarm pushbutton
7HOHJUDSK8QLW
&RPSDVV0RQLWRU
• Watch alarm time reset button 0DLQ(QJLQH%ULGJH0DQRHXYULQJ3DQHO
0RUVH.H\
• Watch alarm generator 7HOHSKRQH'LUHFWRU\
+DUERXU6SHHG7DEOH
',00(5
&RPPRQ%DWWHU\7HOHSKRQH
• Navigation light control panel 'LPPHU6ZLWFK
2SHQ6FDOH5HSHDWHU
• Basic alarm panel 6\VWHP6ZLWFK

/LWWRQ &RQWURODQG'LVSOD\8QLW
2IIFRXUVH$ODUP8QLW
0DULQH6\VWHPV
*<52 0$,10(18

0(18
*<52

)',63/$<'$7$
• No.1 and No.2 steering gear alarm panel

0$*1(7,& )0$18$/6(77,1*6 $/$50
5(6(7

'$/$50 ** )6(7830(18
*<52 *<52 0$*1

',0

',0
,QGLFDWLRQ3DQHOIRU6WHHULQJ*HDU3RZHU$YDLODEOHDQG3XPS6WDWXV
) ) ) (17(5
0RGH6ZLWFK
&203
&3/$7+ 7(67
&RPSDVV0RQLWRU
)8//
• Dead man alarm panel

+$/)
6/2:
'($'
$'*'LVSOD\8QLW
6\VWHP6ZLWFK
6/2:
6723
'06I %5,'*(0$12(895,1*6<67(0
• Test switch for group alarm lamp '($'

6/2: $/$50
$/$50

6723
)$8/7
$/$50
'LPPHU6ZLWFKIRU0DJQHWLF&RPSDVV'&9
6/2:
'LPPHU6ZLWFKIRU7HOHSKRQH'LUHFWRU\
/,67 +251 $&.1
+$/)
)8// $''
/,67
',63/$<
&+$1
1(/
$'-867
&+$1
1(/
6/2:
'2:1

6+87
'2:1
6 6 6 6 0$,17(
1$1&(
',00(5
:KLVWOH3XVKEXWWRQ
• Buzzer stop/flicker stop
$%& '() *+, -./ 012 345
%5,'*( (&5
&75/ &75/
/2&$/ 6/2:' 6+87' 67$57 6(/(&7 /,0,76 (6& (17
&75/ &$1&(/ &$1&(/ %/2&. &$1&(/
'LPPHU6ZLWFKIRU'RZQ5HG/LJKW&HQWUH

678 9:; <= VSDFH
6($ 67$1' &21
):( 6/2:(' 67$786 6(7
02'( %< 752/
5(6(7 ,1*6
7$.(29(5
216(59,&(
5XGGHU$QJOH,QGLFDWRU
• No.1 and No.2 steering gear start/stop pushbuttons 'LPPHU6ZLWFKIRU5XGGHU$QJOH,QGLFDWRU
-XQFWLRQ%R[IRU0LFURSKRQH
• Alarm buzzer /DPS7HVW
'LPPHU6ZLWFKIRU+DUERXU6SHHG7DEOH,QGLFDWRU
• Control panel for hydraulic supervision of steering gear 'LPPHU6ZLWFKIRU0DJQHWLF&RPSDVV$&9

1)8&RQWUROOHU

'LPPHUIRU7KUHH)DFH5XGGHU$QJOH,QGLFDWRU

• Dimmer switch for down red light (starboard)

$16&+87=

• Dimmer switch for alarm lamp

• No.1 bilge, fire and deck wash pump start pushbutton

/LWWRQ
0DULQH6\VWHPV$8723,/27
6(7
02'(
9$/8(

+'*
:($7+(5
6(/(&7

• No.2 bilge, fire and deck wash pump start pushbutton 0(18
6SHUU\
0DULQH
5
7$.(
29(5
35(6(7
',0
$&&(37
7(67

',0
$'*
• Emergency fire pump start pushbutton

• Dimmer switch for indication lamps

• Gooseneck lamps ',00(5

• Hospital call alarm indicator

• Manual/automatic changeover selector switch

• No.2 VHF DSC transceiver with handset
• No.2 ECDIS display

• S-band radar display screen

,OOXVWUDWLRQG%ULGJH5DGLR7DEOH/D\RXW
7RS9LHZ
.(<
*0'66&RQVROH
0LQL0&RQWURO+DQGVHW
,QPDUVDW%7HOHSKRQH
$XWR7HOHSKRQH
+XOO6WUHVV3ULQWHU
7HOHJUDSK3ULQWHU
0RQLWRU

3ULQWHU
,QPDUVDW&7UDQVFHLYHU
0)+)&RQWURO8QLW
%DWWHU\&KDUJHU
,QPDUVDW%0HVVDJH,QGLFDWRU
,QPDUVDW%'LVWUHVV$ODUP%R[
:DWFK$ODUP5HVW3XVKEXWWRQ
'RZQ5HG/LJKW'LPPHU
21
6+,)7
$/3+$
'DPSHUDQG(OHFWULF+HDWHU&RQWURO

)URQW9LHZ

6$,/25 +&6$7&75$16&(,9(5
3UHVVNH\
IRUVHFRQGV
6$,/25 +&6$7&75$16&(,9(5
WRVHQGDODUP
3RZHU 6WRS /RJLQ 6HQG 0DLO
3UHVVNH\
IRUVHFRQGV
',675(66 WRVHQGDODUP
',675(66
1R'$03(5 1R'$03(5 (/+($7(5

6$,/25 +0)+)&21752/81,7 3257 3257 3257

5[
/2*
7[
&$//
&$//
$''5
$/$50 %22.
1(5$ 6$7851%

7(/
'6&
1R'$03(5 1R'$03(5 (/+($7(5
6&$1 672 '(/ 64 ,17&
',67 ',675(66
0HVVDJH,QGLFDWRU 67%' 67%' 67%'
$%& '() *+, -./ 012 )5(4 ',675(66 )$;0(66$*(
'$7$0(66$*(

3:5 ',0 63. $/$50 )81&
6+,)7 212))
345 678 9:; <= 7(/(;0(66$*(
5(6(7
/$037(67
21 2))

6$,/25 +&6$7&75$16&(,9(5
3UHVVNH\
IRUVHFRQGV
WRVHQGDODUP
',675(66
',675(66
',675(66
',675(66
%$7
9 %$77(5< $
',0
%$77(5<
087(
(0(5
7(67
*(1&< %$77(5< $&
/,*+7 $/$50 $/$50

',00(5


Illustration 2.1.1e Lighting, Alarm and Detection Control Panel
1 2 3
OUTDOOR LIGHT CONTROL PANEL SIGNAL LIGHT
MOSS FLUE GAS SYSTEM
CONTROL PANEL = TOPPING UP GENERATOR
PI-182-1
DECK PRESSURE MAIN LINE
OFF OFF PORT ST'BD
7 7 7 7 7
ON
FORE MOORING STATION
OFF
ON
FORE ANCHOR(UPPER)
FUSE FUSE
OFF
ON
RED SIGNAL
FUSE FUSE FUSE

RED SIGNAL
FUSE
OFF
ON
NUC/DEEP(UPP.)
FUSE FUSE FUSE

HUGE VESSEL
FUSE
OFF
ON MN40
4 HEATING GLASS CONTROLLER HEATING GLASS CONTROLLER HEATING GLASS CONTROLLER HEATING GLASS CONTROLLER HEATING GLASS CONTROLLER HEATING GLASS CONTROLLER HEATING GLASS CONTROLLER
ON -500 - +2500mmWG
OFF OFF
DECK ILL. (AFT.)
WHITE SIGNAL WHITE SIGNAL
OFF OFF
OFF
ON DANGEROUS CARGO
PI-182-2 On GAS ALARM REPEATER UNIT List
ON FUSE FUSE FUSE FUSE DECK PRESSURE SECONDARY LINE
OFF
ON ON
ON FUSE FUSE Alarms List
DECK ILL. (LIGHT POST FWD) FORE ANCHOR(UNDER)
ON
OFF
FUSE FUSE GREEN SIGNAL RED SIGNAL NUC/DEEP(LOW.) Faults
OFF
Local mute
OFF
FUSE FUSE FUSE FUSE FUSE FUSE

ON Alarm Fault
DECK ILL. (LIGHT POST AFT) OFF
ON ON
OFF
SUEZ CANAL STERN
OFF OFF
ON WHITE SIGNAL
FUSE FUSE -500 - +2500mmWG
OFF
ON ON
DECK ILL. (BRI. FRONT) STERN ANCHOR(UPPER) FUSE FUSE ON
ON CONTENT
OFF FUSE FUSE
RAM LIGHT DEEP DRAUGHT LIGHT

ON OFF OFF
WHITE SIGNAL RED SIGNAL MN40
OFF
DECK ILL. (BRI. FRONT)
FUSE FUSE FUSE FUSE FUSE FUSE FUSE FUSE
OFF
ON ON ON
On GAS ALARM REPEATER UNIT List
OFF OFF
WHITE SIGNAL
ON OFF Alarms List
SHIP NAME BOARD STERN ANCHOR(UNDER) ON
FUSE FUSE ON
OFF OFF OFF OFF 0 - 25% 02
ON Faults
FUSE FUSE Local mute
STEERING LIGHT
ON ON ON ON RADAR MAST OFF
ACCOM. OUTSIDE LIFEBOAT PREPARATION SURV. OF PIRATE ATTACK ACCOM. OUTSIDE Alarm Fault
(MAIN) (EM'CY)
OFF OFF FUSE FUSE PAI 187-1 PAh 182-2
DECK MAIN LINE DECK SECONDARY LINE
ON LOW PRESSURE ALARM HIGH PRESSURE ALARM
5
Salwico MN3000
ON
ON
DECK ILL. (BRI. FRONT)
PAI 187-2 AAh/I 204
DECK SECONDARY LINE 02-CONTENT On line FIRE ALARM List
LOW PRESSURE ALARM HIGH / LOW ALARM
OFF
More alarms List

ON PAh 182-1
AFT MOORING DECK DECK MAIN LINE s 306
HIGH PRESSURE ALARM
Local mute
LAMP
OFF ON TEST
Lamp Test
IND. LAMP TEST

POWER ON
IND. LAMP DIMMER MAIN
6
HYUN JIN CO., LTD HYUN JIN CO., LTD
On
Hailer
Emergency
Salwico t
8
Remote
Output Fog Bell Gong
On line FIRE ALARM List
More alarms List

Automatic
Signal
Local mute
Manual
Bell Signal Lamp Test
Manual
Power
Gong Signal
System 21500
9 10
Key
1. Outdoor Light Control Panel 6. Gong Control Panel

2. Signal Light Control Panel 7. Heated Glass Controllers
3. IGS Pressure and O2 Indicators 8. Gas Sampling Repeater Units
4. Fire Alarm Repeater Panel 9. Emergency Stop for Accommodation Fans (ES2A)
5. Local Fire Alarm Repeater Panel 10. Emergency Stop for Accommodation Fans (ES2B)

,OOXVWUDWLRQI%ULGJH&KDUW7DEOH/D\RXW
)URQW9LHZ
6SHHG :7

6$/ P 1
(
NWV

1$9*0'661$97(;5HFHLYHU 3URIHVVLRQDO'*361DYLJDWRU

6' 1$9 57(
*36 *3667$786 :37
$%& '() *+,
%7 615 1

386+7223(5$7(
'LVWDQFH'LUHFWLRQ 3/27 7,'( $8;
7ULS -./ 012 354

(
,&6 1 $9 351
:

7RWDO /2* (037<
326 *36 '*36
8VHGVDWV
678 9:; <=
9LVLEOHVDWV
$YDLODEOHVDWV
3UHVV

.+] '(02
P3,&763(('GLY 6FUHHQ
(OHYDWLRQPDVN
VHF 7HVW OLQH RII P P
6

*$,1 79* 0$5. 35,17 $/$50 $/$50
( &)* &
/RQJ 7ULS
%7 5HVHW
7UDQV 7RWDO
:7
5HV 'LU
7ULS
) ' 6 3
',0
'
1RUPDORSHUDWLRQ
9'5 0HVVDJHWRWDOQXPEHUV
5HPRWH

'LVSOD\
6'
89:
$ODUP 0HVVDJH,G :DUQLQJ

0HVVDJH6FUROOLQJ
7HVW
$ODUP
PXWH

',0
',00(5

.(<
0DVWHU&ORFN
6SHHG/RJ,QGLFDWRU
(FKR6RXQGHU'LVSOD\8QLW
(FKR6RXQGHU7UDQVIRUPHU6ZLWFK%R[
1$97(;5HFHLYHU
9'55HPRWH'LVSOD\8QLW
1R'*361DYLJDWRU

6HOHFWRU6ZLWFKIRU1R'*36
7LPH5HVHW%XWWRQ
'LPPHUIRU5HG/LJKW
3ODQQLQJ6WDWLRQ'LVSOD\
3ULQWHUIRU3ODQQLQJ6WDWLRQ
3URFHVVRUIRU3ODQQLQJ6WDWLRQ
.H\ERDUGIRU3ODQQLQJ6WDWLRQ
7UDFNEDOOIRU3ODQQLQJ6WDWLRQ
3ODQ9LHZ

1XP &DSV 6FUROO
/RFN /RFN /RFN


Radio Table Console • Selector switch for No.1/No.2 DGPS Bridge Wing Console
The radio table console provides all the equipment necessary to comply with • Planning station display The following equipment is fitted to the port and starboard bridge wings:
GMDSS regulations, along with additional communication equipment such
• Keyboard and trackball for planning station • Morse light indicator
as:
• Chart table lamp • Whistle pushbutton
• GMDSS console
• Time reset button • Receptacle and hook for VHF radiotelephone
• Inmarsat-B message indicator
• Printer for planning station • Receptacle and hook for microphone for public announcement
• Inmarsat-B distress alarm box
system
• Dimmer switch for down red light
• Watch alarm reset pushbutton
• Speed log indicator
• Inmarsat-M control handset Overhead Panel
• Voyage data recorder microphone
• Inmarsat-B telephone • Three hand slave clock • Main engine rpm indicator
• Automatic telephone • Wind speed and direction indicator • Rudder angle indicator
• Hull stress printer • Digital gyro repeater • Gyrocompass repeater
• Telegraph printer • Ship speed indicator • Searchlight
• Dimmer switch for down red light • Main engine rpm indicator
• Rate of turn indicator
Control Console Forward of Radio Console
• Rudder angle indicator
• Outdoor light control panel • Digital depth indicator
• Signal light control panel • Clinometer
• Inert gas generator wheelhouse pressure/alarm indicators
• Fog bell and gong control panel Illustration 2.1.1g Wheelhouse Overhead Console
• Bridge windows glass heater controls

• Fire alarm repeater sub-panel KNOTS
MPH
KW/H
M/S
WO AL
WS AL
AVG
20
0
20
10
5 0 5
10
Heading Repeater DTR 600 SAL 40 40
SD2-1 15 RUDDER ANGLE 15
U/N 701151 10 10
• Local fire fighting repeater sub-panel
TERN
60 60
AH
20 20 20
PO RT
20
STBD
EAD
30 30 25 25
AS
80 80
Sperry Approvals: PORT STBD
Marine BSH/88/26L/96
DRA-TT/35/94-02 30 30
100 100
• Emergency stops for accommodation fans ES2A, ES2B (plus BRIGHT
ENTER
RESET
SELECT
On/Off
WT BT knots m/s
Test
DIM
120
RPM
120
RATE OF TURN
35 35
associated trips on these emergency stops)

• Fire alarm zone table 3-HAND
SLAVE CLOCK
WIND SPEED &
DIRECTION IND.
DIGITAL GYRO
REPEATER
SHIP SPEED
LOG INDICATOR
M/E RPM
INDICATOR
RATE OF TURN
INDICATOR
RUDDER ANGLE
INDICATOR
DIGITAL DEPTH
INDICATOR
CLINOMETER
Chart Table Console

Located within the chart table console are the following items of equipment:.
• Master clock
• Speed log indicator
• Echo sounder display unit
• Echo sounder transducer switch box
• NAVTEX receiver
• Voyage data recorder remote display station
• No.1 DGPS navigator

2.2 Integrated Navigation System
2.2.1 Electronic Chart Display and Information System (ECDIS)
2.2.2 Voyage Planning
2.2.3 Use of the Voyage Management System on Passage
2.2.4 Safety Features
2.2.5 Radar Interface
2.2.6 Radar Operation
Illustrations
2.2a Chart Display
2.2b VMS Conning Screen Display
2.2c Keyboard Display
2.2.1a ECDIS Equipment
2.2.2a Voyage Plan Editor Display
2.2.6a Radar Equipment
2.2.6b Radar Control Panel and Screen Display

Illustration 2.2a Chart Display
1128
73 CHART WARNINGS X 750
A L A R M D I S P L AY
60
58
Ship Outline Not to Scale
885 816
NAR Cht DTM.Zero
66 Offset Used
Reveal Overlays MOB
70
67
Chart is Not ECDIS Compliant Data
1195
NOAA Update CD is Off line. 60 TTMG Dock Std
80
59 602
N 635 156
50
220
60
90
68
251
666 609
O r d e r e d H e a d i n g 1 5 2 . 4 °T
0
10
62 64
21
55 Restricted Area
0
194
11 Anchoring, trawling, fishing and 509
0
20
crabbing are prohibited in this area

0
66 12 172
0 250
19
Pilot Ctrl SpeedCtrl SYSTEM
0
55
130
180
170 140
572
52
160 150
63 331
282 V Plan
545
55 120
59 340
51
52
HDG 151.9°T GPS 2
63
52 35 COG 153.0°T GPS 1
421 64
43 54 281 448
52 51
51 73
495
125 SOG 21.0kn 2 SRD421
286 128
STW 0.0kn 2 SRD421
52 273
101
53
POS 15°09.211'N GPS 1
35 57
76 DGPS 041°52.556'E
73
495 241 285
55
58 457 445 Set & Drift Query Danger
774
45
54
WO (4) CID
44 483
54 W4 'jazal'
44 58 55 333 606 EBL 1 EBL 2 VRM Event

287
664
64
RadarUtil Anchor Features
63
487
45 66
874
ChartUtil Vector 12 min
501 635
85
69
253
551
Chart BA-143 Legend
45 68
554
62 127 597
Center Offset MAN
35
69 218
68
624 Z In Z Out Window Ctr Area
51 57 591
843
245
Scale 1:400,000
37 45
52 40 514
48
BRG 153°T LAT 14°43.986'N
51 68
51 572
435
RNG 28.1nm LON 042°05.866'E
34 218
54 65
52
59 48 164 09:45:44 -4 17-SEP-02
278
Issue: Final Draft IMO No. 9297357 Section 2.2 - Page 1 of 6

2.2 INTEGRATED NAVIGATION SYSTEM • Engine rpm input Main Menu

• Rudder angle input The main menu consists of rows of buttons and several data displays. The
VMS Equipment workstation display is initiated by selecting one of the control buttons on the
• AIS input
Maker: Sperry Marine main menu. Buttons labelled with dark lettering indicate either a function that
• VDR output is not available or an optional feature that is not installed.
• Radars input/output
Introduction The buttons on the main menu are used to initiate various navigation and
planning tasks. Some of these buttons have an immediate effect whilst others
The Voyage Management System-Vision Technology (VMS-VT) is a computer The above equipments are linked to the ECDIS and VMS displays via a will result in the display of a sub menu, a pop-up menu, a movable window or
based navigation planning and monitoring system designed in accordance with terminal block located within the BCC Illustration. a large display overlay.
IMO specifications as an Electronic Chart Display and Information System
(ECDIS)
The VMS-VT Displays and Controls Sub-Menus
The system consists of two computer workstations connected by a Local Area Conning Display These are displayed over part of the main menu and provide additional button
Network (LAN) with other navigation equipment providing an output to one selection options or data entry boxes. Sub-menus generally have ACCEPT,
This 21'' display mounted in the centre of the BCC provides data essential to
or more of the VMS stations. APPLY and CANCEL buttons to control the application of selections.
the safe navigation of the vessel from one dedicated location. The conning
display operates in two modes, navigation and docking.
The VMS is made up of the following interconnected equipment:
Close Buttons
1) Two radar displays, each of which can act a master display for either of the Planning Terminal Most displays have a CLOSE or CANCEL button to close a window. If settings
two radar transceivers (one X-band and one S-band). Both are fully functional The planning terminal facilitates the planning of routes at a location remote have been changed the ACCEPT or APPLY button should be used without
ARPAs and can send radar data to the VMS system. The radar systems are from the operational area of the bridge. This avoids any possibility of closing the window or sub-menu.
described in section 2.2.1. interfering with the safe navigation of the vessel at sea. These actions can be
carried out off-line and downloaded to the ECDIS for later use. Chart Display Area
2) Two Vision 2100 ECDIS displays located one either side of the radar displays
on the bridge control console (BCC), both stations have 21" screens and are The chart display area is used to display graphics including:
controlled primarily from a trackball and if necessary a built-in keyboard. System Start-Up
• A latitude/longitude grid, orientation arrow and distance scale
On operating the power switch at the workstation the computer software will
3) One 21" conning display which is built into the centre of the Bridge Control • An electronic chart
load up and the monitor will display a VMS-VT identification screen. During
Console (BCC). this time automatic checks will be made to ensure data from external sensors • An own ship symbol with heading/course vectors and history
is available. circles
4) One 15" planning station display that is fitted on the chart table and operated
• Two electronic bearing lines (EBLs) and a single variable range
via a keyboard and trackball.
VMS Navigation Station marker (VRM)
5) One planning processor terminal located in the chart area which enables the The VMS Navigation Station is designed to act as the command centre and • Logged radar targets with speed/course vectors and history
navigator to plan routes etc. This is a PC based system described later. primary operator interface of the integrated bridge system. The navigation dots
station features a high resolution colour monitor. The monitoring of all
• Operator defined danger areas for use with the safety checker
navigation and environmental sensors and the execution of voyage plans takes
Associated Equipment
place at this navigation station. A trackball and keyboard are used to operate
Certain VMS functions use large displays which cover most of the chart
The following external navigational equipment provide inputs to and from the all of the screen functions.
display. The main menu buttons ‘Reveal Chart’ and ‘Overlays’ are used to
VMS system:
toggle between the chart display and the display overlay.
• Both gyrocompasses input Main Display
• Speed log input When the software has loaded, the main display appears. Most of the screen is
• Differential GPS input the chart display area. To the right of the screen is the main menu area.
• Echo Sounder input

• Autopilot input/output
• Anemometer input

Illustration 2.2b VMS Conning Screen Display
Min/Max C O N N I N G I N F O R M AT I O N D I S P L AY X
TRUE WIND Hdg 238.2 ºT GYRO 2 R E L AT I V E W I N D
210 220 230 240 250 260
Rate Of Turn
0 DM LEFT
30 20 10 0 10 20 30
REQUIRED ROT 0.0 DEG/MIN
059º 14.7 KN 175º 00.0 KN
A U TO P I L O T M O D E V O YA G E P L A N
ENGINE
MANUAL
RPM NEXT WPT
TRACK
101 WPT 6
100
80 WAT E R S P E E D GROUND SPEED TRK BRG 239 DEG
60
40
DIST 69.267 nm
20 f/a 15.3 kn f/a 14.7 kn p/s 0.2 kn

RAD 0.592 nm
0
-20 E TA 14:24:20
-40
DEPTH 37.9m E TA 0 8 - N O V- 0 3
-60
-80
RUDDER FINAL WPT
-100
4 D I S T 3 7 8 . 3 9 0 nm
E TA 1 0 : 1 8 : 0 0
30 20 10 0 10 20 30
E TA 0 9 - N O V- 0 3
0 9 : 3 3 : 4 2 + 0 0 8 - N O V- 0 3

Display Adjustments selecting either DGPS A or DGPS B or manual input. Put the Own Ship History
To adjust for ambient lighting conditions: cursor in the appropriate data source selection box and left click The own ship history is depicted, on the chart display, as a series of small
with the left button. The check box will now be highlighted circles. To access the History menu:
a) Select SYSTEM from the main menu. green.
a) Select the SYSTEM MENU from the main menu.
b) The currently selected display illumination is indicated. Select c) Select the ACCEPT button to confirm this selection, the window
the COLOURS button to expand list of options which are, Day will now close. b) Select the HISTORY MENU button from the system menu.
Bright, Day White Back, Day Black Back, Dusk or Night.
The window disappears and the data from the selected source, along with the The options available from the history menu are described below:
c) Select a background option from the pop-up menu. name of the source, are displayed on the main menu.
Time Stamp Rate

Note: The electronic chart colours are affected when the display background To Enter Sensor Data Manually
is changed. This controls the display of the recorded time stamp associated with the track
A keyboard is available on screen when entering data for the voyage plan. history. The time stamp rate is selectable from 1 to 5 minutes, in 1 minute
increments, and from 5 to 20 minutes in 5 minute increments, then time periods
Chart Display Area Setting Units of Measure of 30, 60 and 120 minutes. The time stamp is placed adjacent to the track
The chart display area is used to display graphics including: history dot at the designated time interval.
To check the current units in use or to change one or more settings:
• A latitude/longitude grid, orientation arrow and distance scale
a) Select the SYSTEM MENU button. History Length
• An electronic chart
This controls the track history length of own ship. The time interval for the
• An own ship symbol with heading/course vectors and history b) From the system menu select the UNITS OF MEASURE history length is selectable from zero to eight hours in 1 hour increments.
circles window.
• Two electronic bearing lines (EBLs) and a single variable range History Start
c) Select the button next to the desired category to display a pop-
marker (VRM)
up menu containing a list of available units. This selects and adjusts the recorded history of information available on
• Logged radar targets with speed/course vectors and history screen, it is selectable from zero to 8 hours in 1 hour increments.
dots d) Select the desired unit of measure. The pop-up menu is removed
• Operator defined danger areas for use with the safety checker and the label will reflect the new selection.
Certain VMS functions use large displays which cover most of the chart e) Select either ACCEPT, APPLY or CANCEL at the bottom of the
display. The main menu buttons ‘Reveal Chart’ and ‘Overlays’ are used to window.
toggle between the chart display and the display overlay.
Own Ship Symbol/Outline
Sensor Data Display and Source Selection A ship outline, representing the vessel’s length and breadth, is displayed on
Primary sensor data (heading, course, ground speed, water speed and position) the chart display indicating the own ship position, heading, course speed and
is displayed on the main menu, with the sources for the data displayed beside history. The own ship symbol is based on the scaling factor of the chart. If it is
the values. To change the selected sensor data source: determined that the drawn to scale ship outline is less than 5mm in length then
the own ship symbol is fixed at 5mm and a ‘Ship Symbol not to Scale’ warning
a) Select the relevant button on the main menu to display the is displayed on the chart. If the own ship symbol is less than 15mm a circle is
data source window, either VMP (voyage plan control), HDG drawn around it to make it more visible.
(heading), COG (course over ground), SOG (speed over
ground), STW (speed through the water) and POS (position). The own ship symbol is displayed green in colour, except when the position
and/or the heading data sources are not valid, in which case it is displayed red
b) Select the desired data source from the list provided. The in colour.
selected sensor is then highlighted in green. Options are then
given to select where the data source should be received from.
For example, selecting SOG will give the operator the option of

Illustration 2.2c Keyboard Display
1128
73 750
60
58
885 816
66
Reveal Overlays
70
67
1195
60 TTMG Std
80
59 602
N 635 156
50
Rdr-Tgt
220
60
VOYAGE PLAN EDITOR X
90
68
251
666 609
0
10
62 64
21
Description SLV-JAL.VP 55 GC GC Crs Distance Spd Leg Time ETA Turn (d/m.nm) XTE Speed (kn)
0
194
11 509
0
20
0
Wpt Name Latitude Longitude RL °T (nm) (kn) (dd:hh:mm:ss) Day Time ZD Rate Radius (m) Min Max
66 12 172
0 250
19
Pilot
0.78 Ctrl
1000 00.1 26.7SYSTEM
0
55
1 slv pilot 180 16°57.000°N 054°04.000°E 130 RL 102.6 54.79 24.5 00:02:14:10 1 00:00:00 +00 00.0
170 14 0
572
2 52 16°45.000°N
160 150
055°00.000°E
63 331 RL 069.0 97.49 24.5282 00:03:58:45 1 02:14:10 +00 30.0 V Plan 1000
0.78 JED-SLV.VP
00.1 26.7
545
55 120
59 340
3 51
qibliyah 17°20.000°N
52
056°35.000°E RL 041.1 238.03 24.5 00:09:42:55 1 06:12:55 +00 30.0 HDG 1000
0.78 151.9°T
00.1 26.7 Gyro
63
4 masirah
52 20°20.000°N 059°20.000°E RL 020.6 122.37 24.5 00:04:59:41 1
35 15:55:50 +00 30.0 COG 1000
0.78 153.0°T
00.1 26.7 DGPS B
421 64
43 54 281 448
5 52
khabbah
51
22°15.000°N
51 060°06.000E
73 RL 000.0 495 17.79 24.5 00:00:43:34 1 20:55:31
125 +00 30.0 SOG 1000
0.78 21.0kn
00.1 26.7 DGPS B
286 128
000°06E 000°08E 000°10E 000°12E STWEdit Plan 0.0kn Pulse Log
52 273
101
Insert WaypointPOS 15°09.211'N
53
Before Insert Waypoint After
DGPS A
35 57
Enter the waypoint's description.
50°02N Modify Waypoint
Limit 21Delete
characters
Waypoint
76 N 73
041°52.556'E
We s t h i n d e r R a c o n W 495 241 285
55 Plan ALR-HAL.VP Wpts 14
58 457 445 Time Query Danger
54
New Plan
774 Description Remove Plan
45
44 483
54 Open Plan ETD Limit Lat
~ ! 44 @ # $ 58 %55 ^ & * 333
( 606
) _ + Bksp EBL 1 EBL 2 VRM
H o mEvent
287 Save Ins
Portfolio Pilot
50°01N , 1 2 3 64
4 5 6 7 8 9 0 -664 = RadarUtil Features
63 Save
487
As Validate Print CP
Q W E 45
R T 66 Y U I O 874
P { } | ChartUtil
Delete End
Vector 3 min
501 635 EBL VRM Go To Pos Dangers SafeDep
85
69
253 [ 551 ] \
Chart BA-143 Legend
45 68
A S D F
62
G H127 J597 K L : " 554
En t e r Center Offset MAN
L o c k35 218
Plan Summary
69
624; ' Z In Z Out Window Ctr Area
68
50°00N 51 57 591 Dist 980.6nm Avg Spd 24.5kn

Z X C V B N M < > ?
h i f t S c a l e 1 : 4 0 0 ,01:16:01:33
000
843
37
S h i ft 245 S
Days:hours:min:sec
45
52 40 , . / 514
48
BRG16:01
ETA (UTC) 153°T LAT 14°43.986'N
05-JAN-70
51 68
51 572
Original Clear 435
RNG
ACCE P T 28.1nm LON
C A N042°05.866'E
CEL
34 218
65
ZOOM In ZOOM Out 52 Zm Window 54
MAN 59 Center
48 Wpt Offset Chart Chart Planning
164 Sheet Scale
09:45:44 1:40,000
-4 17-SEP-02
278

Electronic Bearing Lines and Variable Range Marker d) Place the cursor on the specific line that is to be edited then
click with the left button, the line will now be highlighted in
The VMS is provided with two Electronic Bearing Lines (EBL) and a single yellow. Move to the Edit Plan sub menu and select Modify
Variable Range Marker (VRM) to measure, and display, the true bearing and Waypoint. This will now show the individual data information
distance of objects on the electronic chart. To operate the EBL: for that selected waypoint line. Two data entries are displayed
in blue editable box frames, clicking on a box opens up the
a) Select EBL 1, EBL 2 or VRM from the main menu to display on screen keyboard with the title in the top left corner on the
the appropriate sub-menu. keyboard display. The maximum amount of characters that can
be entered for that data entry point will also be displayed on the
b) Select and hold a point on the chart display. Either an EBL or a keyboard area.
VRM, as appropriate, is displayed. The default origin is at Own
Ship. e) Select the CLEAR key on the on screen keyboard to clear the
data input box.
c) Move the on screen cursor to select points on the chart for
which either the range or bearing is required. The range and f) Type the data into the data entry box.
bearing is displayed on the sub-menu. The EBL remains at the
selected range and bearing when the cursor is released. g) Select the ACCEPT key on the on screen keyboard.
d) To change the range/bearing select the CHANGE ENDPOINT Note: The system does not use the newly entered data until the ACCEPT
button from the EBL 1 sub-menu. Position the EBL as desired button, at the bottom of the sub-menu or window, is selected.
and select ACCEPT. The EBL 1 window is displayed, showing
the range and bearing of EBL 1, and the main menu is
restored.
To Make a Menu Selection

a) Move the cursor onto the appropriate menu button.
b) Press the left hand button of the trackball.
Keyboards
An on-screen keyboard is provided for the input of alphanumeric data. The
on screen keyboard is the normal method of entering data at the Navigation
Station via a small data entry box at the upper left hand corner. To enter text
and numeric data via the on screen keyboard:
a) Select the V Plan button, the voyage plan control menu will
open from where other sub-menus are available.
b) To edit a plan select VP EDIT, the main voyage plan editor

screen opens, form the Edit Plan sub menu select Open Plan,
accept the dialogue regarding losing current plan data.
c) The Load Voyage Plan sub menu will now open allowing the
operator to select a plan to edit. Highlight the selected plan and
press ACCEPT.

,OOXVWUDWLRQD(&',6(TXLSPHQW
%DVH7
%DVH7
%DVH7
%DVH7
5DGDU$ 5DGDU%
7UDFN5HQDPH 7UDFN5HQDPH
5DGDU$ 5DGDU%
3RVLWLRQ5RXWH 3RVLWLRQ5RXWH
5DGDU$ 1DYLJDWLRQ6WDWLRQ$ &RQQLQJ6WDWLRQ 3ODQQLQJ6WDWLRQ 1DYLJDWLRQ6WDWLRQ% 5DGDU%
1DYOLQHV 906 906 906&KDUW&RQVROH 906 1DYOLQHV
'LVSOD\ZLWK 'LVSOD\ZLWK
*\URPHWHU$ 7UDFN%DOO 7UDFNEDOO *\URPHWHU%
+HDGLQJ (&',6 (&',6 +HDGLQJ
'LIIHUHQWLDO*OREDO 'LIIHUHQWLDO*OREDO
3RVLWLRQLQJ6\VWHP$ 3RVLWLRQLQJ6\VWHP$
*DOYDQLF,VRODWRUV
*DOYDQLF,VRODWRUV
6HULDO,QWHUIDFH
6HULDO,QWHUIDFH
6SHHG/RJ 6SHHG/RJ
6SHHG 6SHHG
$XWRSLORW $XWRSLORW
&RXUVH2UGHU &RXUVH2UGHU
'LVSOD\ 'LVSOD\
*\URPHWHU% *\UR$
+HDGLQJ +HDGLQJ
'LIIHUHQWLDO*OREDO 8369 8369 'LIIHUHQWLDO*OREDO
3RVLWLRQLQJ6\VWHP% 3RVLWLRQLQJ6\VWHP%
$QHPRPHWHU $QHPRPHWHU
:LQG6SHHG'LUHFWLRQ :LQG6SHHG'LUHFWLRQ
6SDUH 6SDUH
6SDUH 6SDUH
8369 8369
&RQG9 &RQG9F
6HULDO
8369 ,QWHUIDFH 8369
$,6 &RQG9
*DOYRQLF
(FKR6RXQGHU ,VRODWRU 6WHHULQJ6WDQG
,QN-HW3ULQWHU
'HSWK 5XGGHU$QJOH
9'5 (QJLQH530
1DYLJDWLRQ'DWD
$QHPRPHWHU
&RQG9
:LQG6SHHG'LUHFWLRQ
.<0$
56
&HQWUDO$ODUP0DQDJHU $QDORJXH
:DUQLQJ ,QWHUIDFH
,VRODWLRQ
&HQWUDO$ODUP0DQDJHU $PSOLILHU
)DLOXUH
&HQWUDO$ODUP0DQDJHU
)LWQHVV
$ODUP5HOD\
$VVHPEO\

2.2.1 ELECTRONIC CHART DISPLAY AND INFORMATION Reading Permits The Chart Catalogue window comprises of three columns displaying:
SYSTEM (ECDIS) This procedure should be performed each time a new permit disk is received. • The chart type
The permit disk is used to unlock purchased charts. The system is configured
• The chart number
Raster Charts so that the permits disk is read from the floppy disk drive at the planning
stations. • The chart name and area of coverage of the chart
The Voyage Management System (VMS) is configured for the use of raster
charts which are produced by scanning paper nautical charts and storing the a) Select the SYSTEM MENU from the main menu. To Select a Specific Chart
images as graphics files. The raster chart file contains all the information that a) Scroll to the desired chart number.
appears on the corresponding paper chart, but does not contain an underlying b) Select the ARCS SECURITY button from the system menu to
database. Individual chart features such as buoys and lighthouses are displayed display the ARCS menu.
b) Touch the the chart’s text line.
as they would appear on the paper chart, but cannot be turned off.
c) Insert the permit disk into the designated floppy drive.
c) Select the ACCEPT button on the portfolio sub-menu.
The VMS can display two types of raster charts:
d) Select the READ PERMITS button on the arcs menu to display
• BA-ARCS which are produced by the UK Hydrographic the ARCS read permits sub-menu. The chart is displayed and the main menu is redisplayed.
Office
• BSB, licensed by National Oceanic and Atmospheric e) Select the ACCEPT button. The VMS Chart Manager
Administration (NOAA) and other hydrographic offices
If the ARCS security block is installed and the permit disk is correct, the The VMS Chart Manager controls the display of the electronic charts,
Both types of raster charts are supplied on CD-ROM disks. system will return to the ARCS menu. automatically selecting the charts for display, based on the vessel’s position,
during the voyage. The automatic function is enabled when an electronic chart
BA-ARCS are updated by weekly Notices to Mariners supplied on CD. BSB Temporary permits may be issued by a chart agent, to be entered manually portfolio is set up. The electronic portfolio organises the charts selected for a
charts are updated on four update CDs, according to geographical location, pending the receipt of the appropriate permit disk. This is achieved by selecting particular voyage into one folder, in the same manner that paper charts would
issued either at 45 day intervals or when a new edition of the paper chart is the ENTER PERMIT button from the ARCS menu, to display the chart entry be organised for a particular voyage. When the voyage plan with its associated
issued. sub-menu, entering the permit number into the data entry box and selecting the portfolio is run, the VMS automatically loads the appropriate portfolio and
ACCEPT button. displays the correct chart. The chart manager also allows the operator to
Electronic charts are displayed in the chart display area situated on the left manually select a chart for display at any time.
hand side of the navigation station screen. When no electronic chart is selected To Load an ARCS Chart from the CD-ROM
a planning sheet is displayed, comprising a green Mercator grid with a dark
grey background. The folowing operation can be carried out from any of the VMS stations. Chart Controls
The VMS chart controls are grouped together at the bottom of the main menu
a) Insert the RC CD-ROM into the system CD-ROM drive. and consist of the Chart, Legend, Centre, Offset, MAN/LOCK/AUTO, Z In, Z
Displaying British Admiralty (ARCS) Charts
Out, Window and Cntr Area buttons.
British Admiralty ARCS (Admiralty Raster Chart Service) Raster format charts b) Press the ‘ChrtTls’ icon from the main menu, when the pop-up
are official scanned versions of the United Kingdom Hydrographic Office’s window appears press the ‘Install Charts’ icon. This action will Use of these buttons controls:
paper charts. The VMS has been properly configured to display these charts. open up another window, press the ‘Read Charts’ icon.
In order to display ARCS charts the following are required: • Portfolio and chart selection
c) The new charts will be added to all of the VMS stations. • The position of own ship on the display
• The permit disk which is specific to the vessel
• The PIN number which is specific to the vessel • Whether the charts change automatically as own ship
progresses
• A programmed security block attached to a VMS node
• Zooming in and out
• A British Admiralty ARCS CD-ROM
• The display of detailed information about the chart
• A British Admiralty ARCS Update CD-ROM
Permit disks and PIN numbers are specific to the vessel and cannot be
transferred to another vessel.

Chart Display Mode (MAN/LOCK/AUTO) To Select the Centre of the Chart Display Area as the Display Centre To Select Offset Mode
(Default Centre)
This button is used to control either how and when the chart manager selects a) Select the OFFSET button from the main menu.
new charts from the active portfolio (AUTO/MAN) or whether or not the chart a) Select the CENTRE button from the main menu. The status
manager selects a new chart (LOCK). diamond illuminates green and own ship is displayed in the b) Select a position in the chart display area. The chart will redraw
current designated centre location. after the point is selected.
AUTO
b) Select the CTRArea button to display the ship box menu.
The Chart Information Window
When the chart display mode button is set to AUTO the chart manager will
display the largest scale chart in the portfolio in use. c) From the ship box menu select the DEFAULT CENTRE Prior to use of the electronic charts, they should be compared against the latest
button. official paper charts by use of the Chart Information window.
MAN
d) Select the ACCEPT button. a) Select the LEGEND button on the main menu.
When the chart display mode button is set to MAN, the chart manager is
prevented from loading a larger scale chart, if available. In this mode the chart Own ship is now displayed at the centre of the chart display area. The chart information window is displayed, listing the following information:
manager will attempt to maintain the current scale of chart in use.
• The chart name
To Define a New Centre Area • The chart number
LOCK
a) Select the ‘Centre’ icon from the main menu. • The natural scale (ie the scale at which the data was collected)
Lock mode prevents the chart manager from selecting a different chart from
that currently displayed. b) Select the ‘CtrWn’ icon which is located adjacent to the ‘Centre’ • The edition date
icon. • The date that the chart was last updated
To Change the Setting of the AUTO/MAN/LOCK Button
• The country that the chart represents
c) Place the cursor in the desired position then double click the left
a) Select the AUTO/MAN/LOCK button. A pop-up selection
mouse button. The centre position is now been redefined. • The projection of the chart
menu appears on the display.
• The datum of the chart
b) Select the desired mode from the menu. Offset Mode
• The offset of the chart so that it can be displayed in WGS-84
Offset mode permits any point on the currently displayed chart to be format
Centre and Offset Modes repositioned to the centre of the chart display area. The offset feature may be
• The depth units of the chart
used repeatedly to move around on the current chart and off onto other charts.
The Centre and Offset mode control buttons determine how the own ship • The supplier of the chart
If the position chosen is off the current chart the chart manager will select
symbol or outline is displayed on the chart display area. One of these buttons
another chart from the active portfolio based on the setting of the AUTO/ • The format of the chart
must always be selected, the green status diamond indicating the mode in
MAN/LOCK button.
use. • The volume of the chart
• The last Notices to Mariners
Centre Mode
• Any special notes with regard to displaying the chart
In Centre mode the own ship symbol is automatically repositioned to the
designated centre location (either the centre of the chart display area or a user
VMS Display Features
defined centre area, as desired) when it reaches the reset boundary.
The Features Menu is displayed by selecting the FEATURES button from the
The centre reference for own ship can be modified if, for example, it is desired main menu. The various VMS display features are turned on and off using
to have more of the chart area displayed ahead of own ship. the features menu, which controls the presentation of information on the chart
display area. Each feature button contains a status box to indicate whether
the feature is on or off. The status box is coloured green with a white check
mark to indicate that the feature is on and is empty to indicate that it is off. An
expanded arrow indicates that additional options are available.

Features are turned on and off by selecting the desired button followed by the The own ship outline is green unless there is a detected loss of valid data from To Edit an Existing Portfolio
APPLY button. When all changes are complete reselect the ACCEPT button to the selected position or heading source in which case the symbol turns red. a) Select the ‘Charts’ icon from main menu.
close the features menu.
Chart Portfolios b) From the window which appears, select the ‘Porfoilio Editor’
Display Configuration Options icon. A list of all the charts available in the system appear.
The Voyage Management System requires the selection of an appropriate chart
portfolio to automatically display the most suitable chart for the selected view
Buttons grouped at the bottom of the features menu allow reconfiguration of c) Select the ‘Open Portfolio’ icon.
area and to scroll the charts as the vessel proceeds from one area to the next.
the display to one of several choices as follows:
d) Select the desired portfoilo to be edited and press ‘Accept’
The voyage plan editor’s Portfolio button allows the selection of the
icon.
Default Display appropriate portfolio for a particular voyage plan, so that whenever that
voyage plan is loaded, the portfolio is selected automatically. When a portfolio
A Default display can be set and stored by selecting the Set Defaults button, e) Edit the portfolio by adding or deleting charts from the profolio
is automatically selected as a result of loading a voyage plan for execution, the
selecting the desired features. The default display is displayed by selecting Get as required.
portfolio is locked until such time as the voyage plan is stopped and cleared.
Defaults followed by the Apply or Accept button.
f) Select the ‘Save Portfolio’ option on completion of editing.
Creating and Editing Portfolios
All Features On:
Creating and editing the chart portfolios is is carried out using the Portfolio Note: An active portfolio cannot be edited.
Displays all the available display features. Editor. The portfolio editor is displayed by selecting the system menu from the
main menu and selecting the Portfolio Editor button. To Make the Active Portfolio Inactive
Standard Display:
The Portfolio Editor is arranged into three areas : a) With the portfolio editor screen open, select the REVEAL
Displays the standard feature set. The standard feature set is compliant with button at the top right of the screen to display the main menu.
ECDIS standard display specifications. • The ‘Portfolio Contents’ area which lists the charts contained in
the portfolio currently loaded into the Portfolio Editor. b) Select the CHART button from the main menu to display the
All Features Off: • The ‘Available Charts’ area which lists the charts available to portfolio sub-menu.
the VMS.
Turns off all those features that are not defined as part of the display base by
c) Select the CLEAR PORTFOLIO button at the bottom of the
ECDIS. • Portfolio tools area which contains controls used in creating,
portfolio sub-menu.
editing and deleting portfolios.
Targets Features d) Select the ACCEPT button.
To Create a New Portfolio
The Targets Features sub-menu is displayed by selecting the Targets button
from the features menu. The targets features menu comprises of five buttons a) Select the ‘Charts’ icon from the main menu. e) Select the OVERLAYS button on the main menu to return to the
- Target Symbol, ID, Name, Vector and History. All targets can be turned on or portfolio editor.
off individually or as a complete group either on or off, or set to the stardard b) From the new window select the ‘Portfoilio Editor’ icon. A full
display. list of available charts in the system will appear. f) After editing the portfolio, close the portfolio editor and return
to the portfolio sub-menu to reactivate the portfolio.
The target speed and course vector is relative to the own ship vector which is c) Select the ‘New Portfolio’ icon.
adjusted using the Vector button on the main menu. If the portfolio to be edited is locked, it must first be unlocked.
d) With the mouse highlight each of the required charts by left
If radar targets are being sent to the VMS they are displayed as green or white clicking on each chart then press the ‘Add Charts’ icon. In the
squares with speed vectors, history dots and names. ‘Description’ space provided give the new portfolio a unique
name.
Own Ship Features
e) Select the SAVE PORTFOLIO button.
A ship shaped outline is displayed on the chart display to represent the own
ship position, with vectors to indicate heading, course, speed and history. The
outline represents vessel’s length and breadth unless the display scale is not
large enough, in which case a ‘Ship Symbol Not To Scale’ message appears in
the chart warnings window.

To Unlock a Locked Portfolio This operation can be carried out from any of the VMS stations.
a) With the portfolio editor screen open, select the REVEAL
button at the top right of the screen to display the main menu.
b) From the main menu select the V PLAN button to display the
voyage plan control sub-menu.
c) If the voyage plan is running select the STOP PLAN button.
d) If the STOP PLAN button is not available, select CLEAR PLAN.

The portfolio is now unlocked but must be made inactive before
it can be edited.
e) When the portfolio has been edited close the portfolio editor
and return to the voyage plan control sub menu to restart the
voyage plan. The portfolio is automatically reactivated.
Updating with an Update CD-Rom

a) Insert the Update CD in the CD-ROM.
b) Select the ‘ChrtTls’ icon from main menu.
c) From the window which appears select the ‘Install Charts’ icon.
Another pop-up window will appear, select the ‘Install charts’
icon.
d) The system will now read and copy all the contents in the CD
on to all the VMS Stations.
This operation can be carried out from any of the VMS stations.
Deleting of Charts of Areas Not In Use

a) Select the ‘FileMgr’ icon from the main menu.
b) A window will appear, from the three icons at the top of the
window select the centre one.
c) From the new pop-up menu appears, select ‘HCRF 2.0’.
d) A list of all the areas loaded into the system appears, select all
the areas which are not required.
e) Press the ‘Delete’ icon after selecting the areas, another window
appears asking for confirmation of your request.
f) Press the ‘Yes To All’ icon. All the charts of the areas selected
are deleted from all the VMS Stations.

Illustration 2.2.2a Voyage Plan Editor Display
1128
73 750
60
58
885 816
66
Reveal Overlays
70
67
1195
60 TTMG Std
80
59 602
N 635 156
50
Rdr-Tgt
220
60
VOYAGE PLAN EDITOR X
90
68
251
666 609
0
10
62 64
21
Description SLV-JAL.VP 55 GC GC Crs Distance Spd Leg Time ETA Turn (d/m.nm) XTE Speed (kn)
0
194
11 509
0
20
0
Wpt Name Latitude Longitude RL °T (nm) (kn) (dd:hh:mm:ss) Day Time ZD Rate Radius (m) Min Max
66 12 172
0 250
19
Pilot
0.78 Ctrl
1000 00.1 26.7SYSTEM
0
55
1 slv pilot 180 16°57.000°N 054°04.000°E 130 RL 102.6 54.79 24.5 00:02:14:10 1 00:00:00 +00 00.0
170 140
572
2 52 16°45.000°N
160 150
055°00.000°E
63 331 RL 069.0 97.49 24.5282 00:03:58:45 1 02:14:10 +00 30.0 V Plan 1000
0.78 JED-SLV.VP
00.1 26.7
545
55 120
59 340
3 51
qibliyah 17°20.000°N
52
056°35.000°E RL 041.1 238.03 24.5 00:09:42:55 1 06:12:55 +00 30.0 HDG 1000
0.78 151.9°T
00.1 26.7 Gyro
63
4 masirah
52 20°20.000°N 059°20.000°E RL 020.6 122.37 24.5 00:04:59:41 1
35 15:55:50 +00 30.0 COG 1000
0.78 153.0°T
00.1 26.7 DGPS B
421 64
43 54 281 448
5 52
khabbah
51
22°15.000°N
51 060°06.000E
73 RL 000.0 495 17.79 24.5 00:00:43:34 1 20:55:31
125 +00 30.0 SOG 1000
0.78 21.0kn
00.1 26.7 DGPS B
286 128
000°06E 000°08E 000°10E 000°12E STWEdit Plan 0.0kn Pulse Log
52 273
101
Insert WaypointPOS 15°09.211'N
53
Before Insert Waypoint After
DGPS A
35 57
50°02N Modify Waypoint Delete Waypoint

76 N 73
041°52.556'E
495 241 285
55 Plan ALR-HAL.VP Wpts 14
58 457 445 Time Query Danger
54
New Plan
774 Description Remove Plan
45
44 483
54 Open Plan ETD Limit Lat
44 58 55 333 606 EBL 1 EBL 2 VRM Event
287 Save Portfolio Pilot
664
50°01N
64
RadarUtil Features
63 Save
487
As Validate Print CP
45 66
874
ChartUtil Vector 3 min
501 635 EBL VRM Go To Pos Dangers SafeDep
85
69
253
551
Chart BA-143 Legend
45 68
554
62 127 597
Center Offset MAN
35
218
Plan Summary
69
68
624 Z In
Z Out Window Ctr Area
50°00N 51 57 591 Dist 980.6nm Avg Spd 24.5kn
843 Scale 1:400,000
37 45
245 Days:hours:min:sec 01:16:01:33
52 40 514
48
BRG16:01
ETA (UTC) 153°T LAT 14°43.986'N
05-JAN-70
51 68
51 572
435
RNG 28.1nm LON 042°05.866'E
34 218
65
ZOOM In ZOOM Out 52 Zm Window 54
MAN 59 Center
48 Wpt Offset Chart Chart Planning
164 Sheet Scale
09:45:44 1:40,000
-4 17-SEP-02
278

2.2.2 VOYAGE PLANNING a) Select the V Plan button on the main menu. Then select VP h) Select the CHART button at the bottom of the voyage plan
Editor from the Voyage Plan Control sub-menu. editor overlay.
A Voyage Plan is the planned, or intended, track that the vessel will follow
from a departure point to an arrival point. In a voyage plan there will normally The Voyage Plan Editor overlay and the Edit Plan sub-menu are displayed. All the charts available to the system are displayed.
be several changes of course, made at specific points, known as waypoints. The voyage plan editor overlay comprises of a waypoint data table across the
top portion of the display with the edit plan sub-menu displayed below on the i) Select the text of an appropriate chart for voyage planning
The VMS can create and execute two types of voyage plan, the stored voyage right hand side of the display. The voyage plan editor’s chart display is to the purposes.
plan and the temporary plan. left of the edit plan sub-menu. The chart displayed in the voyage plan editor
overlay chart area is for the purpose of voyage planning only. If it is necessary j) Select the ACCEPT button.
The stored voyage plan is created using the Voyage Plan Editor overlay and is to check the present situation whilst compiling a new plan, select Reveal Chart
stored on the hard drive of the VMS workstation. The plan can also be stored from the top right hand corner of the main menu. To return to the voyage plan k) Use the Zoom In, Zoom Out and Zm Window buttons to display
on standard floppy disks, if desired. If a voyage plan is stopped it will remain editor, select Overlays. A row of buttons along the bottom of the overlay is the desired area of the chart.
displayed on the screen until such time as it is cleared or a different voyage used for selecting the voyage planner editor chart and for controlling the scale
plan is loaded. In order to start a voyage plan, it is necessary for a Return to and offset of the chart. Displaying the chart is essential if the Position on Chart method is used to enter
Plan (RTP) waypoint to be used. waypoint positions. If waypoint positions are entered by typing in the latitude
b) Select NEW PLAN on the edit plan sub-menu. and longitude, the displayed chart is useful as a graphic reference, but is not
The voyage plans created at the VMS consists of: essential for creating the plan.
The waypoint data table, situated at the top of the screen, is cleared of all
• Waypoint positions
data. Note: When charts are added to, or deleted from the chart catalogue, it will
• A displayed track connecting the waypoints not automatically be reflected in the saved portfolio. It is therefore essential
• Displayed track bearing c) If it is desired to enter a description of the plan being compiled, to check to ensure that the chart has been added or deleted from the required
select DESCRIPTION from the edit plan sub-menu to display portfolio prior to its use.
• An estimated time of departure (ETD) the ‘Enter Plan Description’ sub-menu. Select the data entry
• Estimated times of arrival at each waypoint (waypoint ETAs) box, type in a description of the plan using the on-screen
keyboard and select the ACCEPT button. To Enter Data for the First Waypoint
• An estimated time of arrival at the destination (final ETA)
a) Select either the INSERT WAYPOINT BEFORE or INSERT
• Planned speeds, turn rates and displayed turn arcs at the The description appears in a data box above the waypoint data table. If no WAYPOINT AFTER button from the edit plan sub-menu.
waypoints description is entered, the plan file name will become the plan description.
The waypoint data entry menu is displayed and waypoint 1 data is shown in
When a voyage plan is created the bearing, or course, from one waypoint to the d) Select the ETD button to display the Local ETD (Estimated the waypoint table area. Initially all values are zero except the ETA which is
next, the distance and estimated steaming time, are automatically calculated Time of Departure) sub-menu. based on the planned ETD.
using the positions and speeds entered. When the voyage plan is saved, it can
be loaded and executed with the VMS in voyage plan mode. The plan can be e) Selecting the data entry boxes, enter the appropriate data for b) Select the Waypoint Name field and enter a name for the
executed either in active mode, with the VMS sending orders to the steering each box using the keyboard. The time is entered in 24 hour waypoint if desired.
control to keep the vessel on course, or in advisory mode. In either case, the format and the date as day/month/year. Select the ACCEPT
planned track is displayed on the electronic chart and the vessel’s progress button. c) Enter the waypoint position using one of the following
monitored. methods:
The ETD entered is for planning purposes only, the recorded departure time
• Enter the latitude and longitude into the data entry boxes using
The Voyage Plan Editor can select an electronic chart portfolio and assign it to being the time that the voyage plan is actually started and the ETAs being
the on-screen keyboard.
the voyage plan file. Upon execution of the voyage plan the charts to be used calculated accordingly.
will be selected automatically from the assigned portfolio. • Select the POS ON CHART button, from the waypoint data
f) Select the PORTFOLIO button from the voyage plan editor to entry sub-menu and move the cursor to the desired location on
Temporary plans are created on the main chart display using the Temporary display the Select Portfolio sub-menu. the displayed chart. Note that the corresponding latitude and
Plan sub menu, and can be created and executed regardless of whether a longitude is displayed in the menu area. Releasing the device
stored voyage plan is loaded or not. A temporary plan cannot be saved on the g) Select the portfolio containing the charts to be used for the button enters the waypoint position to the sub menu. Press
workstation hard drive, has no file name assigned, and cannot be printed. If voyage and select the ACCEPT button. ACCEPT at the bottom of the waypoint data entry sub-menu to
a temporary plan is stopped it is immediately cleared from the display and display the waypoint on the chart.
cannot be recalled. If a portfolio has not been created which contains the desired charts, it is
necessary to create one using the portfolio editor.

d) Select the type of track to be followed to the next waypoint, To Enter the Second and Subsequent Waypoints To Edit an Existing Plan
either ‘GC’ (Great Circle) or ‘RL’ (Rhumb Line). a) Select the INSERT WAYPOINT AFTER button from the Edit An existing plan can be edited using voyage plan editor.
Plan sub-menu to display the waypoint Data entry menu.
If a great circle track is to be followed and a limiting latitude is required, this a) Select the VP EDITOR button from the main menu to display
can be defined by use of the Limit Lat button, after saving the next waypoint. b) Enter the waypoint position using one of the following the voyage plan editor overlay and the edit plan sub-menu.
methods:
e) Enter the planned maximum speed into the data entry box next b) Select the OPEN PLAN button from the edit plan sub-menu to
to the Max label. • Enter the latitude and longitude into the data entry boxes using
display the load plan sub-menu.
the on-screen keyboard.
If, during execution of the plan, the ship’s speed is exceeded, the VMS displays • Select the POS ON CHART button from the Waypoint Data c) Select the voyage plan that is to be edited.
a message to this effect. Entry sub-menu and move the cursor to the desired location on
the displayed chart. Note that the corresponding latitude and d) Select the ACCEPT button to load the plan.
f) Enter the planned speed, to the next waypoint, into the data longitude is displayed in the menu area. Releasing the device
entry box next to the Speed label. button enters the waypoint position to the sub-menu. Press The editing functions are:
ACCEPT at the bottom of the waypoint data entry sub-menu to
g) Enter the planned minimum speed into the data entry box next • Insert waypoint before
display the waypoint on the chart.
to the Min label. • Insert waypoint after
c) Select the type of track to be followed to the next waypoint,
If, during execution of the plan, the ship’s speed is greater or less than the • Modify waypoint
either ‘GC’ (Great Circle) or ‘RL’ (Rhumb Line).
planned leg speed, the VMS displays a message to this effect. • Delete waypoint
If a great circle track is to be followed and a limiting latitude is required, this
h) Enter the maximum desired cross track error into the data entry can be defined by use of the Limit Lat button, after saving the next waypoint. To Insert a Waypoint Before or After an Existing Waypoint
box next to the XTE Limit label.
All other values will be as for the last waypoint entered. a) Select the appropriate waypoint, from the waypoint data table in
If the vessel exceeds the cross track error limit, the VMS issues an alarm. the voyage plan editor window.
When the alarm is acknowledged it remains active until the vessel returns to d) Enter the required Rate of Turn (ROT) parameters, if required.
cross track limits. The text of the selected waypoint changes to yellow.
If no rate of turn parameters are entered, the rate of turn parameters entered for
i) Enter the desired rate of turn, using either of the following waypoint 1 will remain in effect. b) Select either the INSERT WAYPOINT BEFORE or INSERT
methods: WAYPOINT AFTER button as appropriate.
• Select the TURN RATE button and enter the planned rate of e) Select either the ACCEPT button to enter the waypoint, or the
CANCEL button to discard the entered data as appropriate. c) Enter the desired data for the new waypoint.
turn in degrees per minute.
• Select the TURN RADIUS button and enter the planned radius f) After several waypoints have been entered, select the SAVE AS It is only necessary to insert position data, provided that the speed, rate of
of turn into the data entry field. button and enter a file name into the data entry box. turn, cross track error and track information is the same as for the previous
waypoint.
The rate of turn or radius of turn is not used for waypoint 1, as the vessel g) Select ACCEPT to save the plan.
does not actually pass through waypoint 1 but joins the plan at a temporary d) Select the ACCEPT button.
‘Return to Plan’ waypoint between waypoint 1 and waypoint 2. The rate of The plan can be edited as required, and saved using the Save button.
turn parameters set for waypoint 1 are the default rates for the subsequent The waypoint table is updated and the numbers of the waypoints following the
waypoints until changed. h) When the voyage plan is complete, select the VALIDATE newly inserted waypoint are automatically updated.
button on the edit plan menu.
j) If any special information about the waypoint is required, select
the NOTES button and add the information into the data entry If any problems exist with the plan, correct them in accordance with the
box. Select either the ACCEPT or CANCEL button to accept or messages presented on the display.
discard the notes, as appropriate.
i) To close the voyage plan editor select the NEW PLAN button
k) Select either the ACCEPT button to enter the waypoint, or the from the edit plan sub-menu and select the ‘-’ button to clear the
CANCEL button to discard the entered data as appropriate. plan from the overlay.

To Modify an Existing Waypoint Temporary Voyage Plans To Add a Waypoint

a) Select the appropriate waypoint, from the waypoint data table in Temporary voyage plans are not saved to the workstation hard drive, have a) Select the TTMG button on the main menu to display the
the voyage plan editor window. no file name and cannot be printed. They are created on the main chart temporary plan sub-menu.
display using the temporary plan sub-menu. A temporary plan can be created
The text of the selected waypoint changes to yellow. and executed independently of a stored voyage plan, but, if stopped, it will b) Select the ADD WAYPOINT button and select the desired
immediately be cleared from the display and cannot be recalled. The waypoints waypoint location on the chart display.
b) Select the MODIFY WAYPOINT button from the edit plan sub- in a temporary plan are identified by an asterisk (*) suffix.
menu. A track is drawn from the own ship symbol to the selected point on the chart
In order to start a stored voyage plan, a temporary plan must be used to define (waypoint 1*).
c) Select the appropriate fields from the data entry menu and the intended track for joining the track line of the stored plan.
change the values as required. c) Select ADD WAYPOINT again and select the desired position
A temporary plan consists of at least one waypoint and at least one track for the location of waypoint 2* on the chart display.
d) Select the ACCEPT button. line. Three buttons, on the temporary plan sub-menu can be used to define
temporary waypoint positions and to create the temporary plan track lines: A second track is drawn between waypoints 1* and 2*.
The waypoint table is updated with the new data.
• Add Waypoint
Continue as above, adding as many as 50 waypoints. If desired, a final 500
• Add RTP (Add Return to Plan) mile long leg can be added, by selecting ADD TTMG. Alternatively, if an
To Delete a Waypoint
• Add TTMG (Add Track To Make Good) appropriate stored voyage plan is loaded, a position can be selected for joining
a) Select the appropriate waypoint from the waypoint data table in the voyage plan after the last temporary waypoint, by selecting ADD RTP.
the voyage plan editor window.
To Add a TTMG Track d) Select the ACCEPT button on the temporary plan sub-menu.
The text of the selected waypoint changes to yellow. a) Select the TTMG button on the main menu to display the
temporary plan sub-menu. If the VMS is in Active mode it will adjust the vessel’s heading in order to
b) Select the DELETE WAYPOINT from the edit plan sub-menu. follow the temporary waypoint plan. If the VMS is in Advisory mode, it is
b) Select the TTMG button, from the temporary plan sub-menu, necessary to manually adjust the heading in order to follow the temporary
An on screen prompt requesting confirmation for the deletion is displayed. and point to a location on the display. plan.
c) Select YES to delete the waypoint or NO to cancel the A TTMG track line is drawn from the own ship symbol through the designated RTP (Return to Plan) Temporary Plan
deletion. location on the screen.
An RTP (Return to Plan) temporary plan includes an RTP waypoint as the
d) Select the ACCEPT button to delete the waypoint as c) Holding down the pointing device button, move the selected final waypoint. To create an RTP temporary plan a stored voyage plan must
appropriate. point on the display, until the TTMG line represents the desired be loaded.
track.
A hard copy of the plan can be printed at any time by selecting the PRINT
To Create an RTP (Return to Plan) Temporary Plan
button on the edit plan sub-menu. d) To change the turn radius, if desired, select the CHANGE
a) Select the V PLAN button on the main menu to display the
TURN RADIUS button and select a point, on the display, near
voyage plan control sub-menu.
Limiting Latitude (Great Circle Track) the bow of the vessel. Slide the selected point either away from
the own ship symbol to increase the turn radius, or towards the
If a Great Circle Track crosses an entered limiting latitude, the VMS inserts b) Select the LOAD PLAN button to display the voyage plan load
own ship symbol to decrease the turn radius. The minimum turn
two waypoints, one at the position where the great circle track first crosses sub-menu.
radius is configured in the software at installation.
the limiting latitude, and a second at the position where the great circle track
re-crosses the limiting latitude. A new great circle track to the first of the new c) Select the desired plan from the voyage plan load sub-menu to
e) Select ACCEPT when the TTMG track is displayed at the
waypoints, a rhumb line track between the two new waypoints, on a course of display the voyage plan on the chart display.
desired position on the chart.
90° or 270°, and a new great circle track from the second of the new waypoints
to the end of the original great circle track are automatically inserted. d) Select the START PLAN or TTMG button to display the
If the VMS is in Active mode the VMS will adjust the vessel’s heading in order
temporary plan sub-menu.
to follow the TTMG line. If the VMS is in Advisory mode it is necessary to
manually adjust the heading in order to follow the TTMG line.
The temporary plan sub-menu is displayed.

e) If it is desired to proceed directly to the displayed plan track,

select ADD RTP and select a location for waypoint 1* on the
track line.
A track line is drawn from own ship to waypoint 1*.
The Add Waypoint button can be used to create up to 50 temporary waypoints

before using the ADD RTP button to position the RTP waypoint on the
displayed plan.
f) Select the ACCEPT button.
If the VMS is in Active mode it will adjust the vessel’s heading in order to
follow the RTP temporary waypoint plan. If the VMS is in Advisory mode, it is
necessary to manually adjust the heading in order to follow the RTP temporary
plan.

2.2.3 USE OF THE VOYAGE MANAGEMENT SYSTEM ON The most detailed chart for the own ship position is displayed at its nominal e) Create an RTP temporary plan that defines how the vessel is to
PASSAGE scale. Only charts in the active portfolio can be automatically displayed. join the track line of the selected plan.
k) Zoom in or out and offset, as required by operational f) Select NAV steer on the autopilot display, the VP status box will
Prior to Departing from Port requirements. change from Advisory to Track.
a) Switch on all the sensors connected to the Voyage Management l) Adjust the vector length as required by selecting the VECTOR
System and the VMS workstation. Allow approximately 5 Voyage Plan Summary Display
button on the main menu and selecting the desired own ship
minutes for the VMS to verify chart information, build a new vector length from the pop-up menu. The vector time setting The voyage plan summary display is accessed by selecting the Plan Summary
chart catalogue and perform various internal diagnostic tests. chosen also applies to RASCAR targets displayed on the button on the voyage plan control sub-menu.
VMS.
After the initialisation period the VMS main menu will replace the sign on The plan summary displays static and dynamic information concerning the
screen and show a full screen conning information display. m) Open the System menu and then the History menu to adjust the voyage plan, the data displayed depending on whether a stored or temporary
displayed history as desired. voyage plan is running or whether the plan is loaded but not running.
b) Select the appropriate sensors and check the availability of any
back-up sensors. n) Open the System menu and from the Colors drop down menu When a voyage plan is loaded but not running, the following is displayed:
select the appropriate background colour for the screen.
c) Select the VOYAGE PLAN EDITOR and open the voyage plan
Waypoint List
to be executed. o) Perform the initial set up at the autopilot.
This list contains the waypoints that comprise the loaded voyage plan and is
d) Modify the ETD for the time the vessel is expected to pass Set up the radars as desired. identical to the list displayed when the same voyage plan is edited within the
waypoint No.1. voyage plan editor. The list is scrollable and an individual waypoint can be
highlighted for ease of visibility.
e) Select PORTFOLIO in the VP Editor control menu and ensure Executing a Voyage Plan
that the appropriate portfolio is selected for the passage plan. Wpt Notes (Waypoint Notes)
In order to start a stored voyage plan a temporary plan must be created, and
If no portfolio is already selected, a portfolio may now be selected. used, to define the intended track for joining the stored plan. The notes associated with the highlighted waypoint in the waypoint list.
f) Save the voyage plan with the new ETD and any portfolio Starting a Stored Voyage Plan Duration (Plan Duration)
modifications.
a) Select V PLAN from the main menu to display voyage plan The overall time for traversal of the plan. The time is displayed in days, hours,
g) Select V PLAN from the Main menu to load the voyage plan control sub-menu. minutes and seconds.
on the main chart displays. Verify that the correct plan name
appears next to the V Plan button. b) Select the LOAD PLAN button to display the voyage plan load Distance (Plan Distance)
sub-menu.
The overall distance is displayed.
h) Select CHART on the main menu to display the portfolio sub-
menu. Check that the system selected a portfolio when the plan c) Select the desired voyage plan and select ACCEPT.
was loaded. WPTS (Number of Waypoints)
The track line of the selected plan, with waypoint numbers, is displayed on the
chart, and the voyage plan control sub-menu is redisplayed. The number of waypoints in the plan.
If a portfolio has been loaded automatically it is locked by the system until
the associated voyage plan is cleared. If a portfolio is not associated with the
voyage plan, one can be selected at this stage. d) Select START PLAN. STATE (Plan State)
With the voyage plan loaded but not running the State is IDLE when the plan
i) Select CENTRE MODE to centre own ship in the chart display The temporary plan sub-menu is displayed over the main menu and the VP
is in operation SAILING is indicated at the State dialogue box.
area. STATUS window is displayed over the chart display area. It is necessary to
move the VP STATUS window to the lower part of the display to prevent
j) Activate the AUTO/MAN/LOCK pull down menu and select it being obscured by the operator messages displayed during voyage plan PILOT CONTROL
AUTO. execution. The pilot control state of the plan is displayed.

Additional Data Displayed when the Voyage Plan is Running WHEELOVER ETA When the VMS is in advisory mode it is indicated in three ways:
Distance (Distance travelled) The ETA (UTC) at the wheelover point is displayed.
1) The Ordered Heading, displayed on the main menu, will be
The distance travelled from the initial waypoint. white and is actually the present heading.
TRK BRG WPT
TTG The track bearing (course) to the waypoint is displayed. 2) The displayed Ordered Heading on the autopilot control sub-
menu, revealed by selecting the Pilot Control button on the
The Time To Go to the end of the plan is displayed. main menu, is also white and matches the heading displayed
ROT below the control autopilot button. The status box on the control
DTG The Rate Of Turn in degrees/minute is displayed. autopilot is empty.
The Distance To Go to the end of the plan is displayed. 3) The pilot control is indicated as advisory in the VP STATUS
XTE
window. The VP STATUS window is displayed by selecting the
GSpd The current cross track error is displayed. V Plan button on the main menu, followed by the Plan Status
button.
The speed over the ground is displayed.
If a temporary voyage plan is running, the following data is displayed:
• Waypoint list Active Mode
Spd of Adv
• Waypoint note The VMS is switched into active mode by selecting Nav mode on the autopilot
The speed of advance along the voyage plan. If the speed control function is
either just before or just after starting a voyage plan. With the VMS in active
inactive, this field appears blank. • Plan state
mode, the autopilot receives its heading to steer commands from the VMS.
• Pilot control
Spd for ETA • Wheelover WPT If the autopilot is switched to active mode and no voyage plan is started within
The speed required to meet a predetermined ETA. If the speed control function a predetermined time interval, the operator message ‘Autopilot Control with
• Wheelover TTG No Voyage Plan’ is displayed.
is inactive, this field appears blank.
• Wheelover DTG
In active mode the VMS provides alerts when approaching waypoints and
ETA PLAN (UTC) • Wheelover ETA
planned course alterations as with advisory mode. In active mode, however,
The planned ETA (UTC). When a departure time is not supplied for the plan, • Track bearing WPT an additional message occurs between 60 and 30 seconds before the planned
the ETA becomes the duration of the plan past the default start time. wheelover point which, if accepted, enables the VMS to execute the alteration
• Rate of turn
of course automatically. The VMS will automatically follow a new track
• Cross track error created at the same bearing as the previous track and issue a ‘Turn Not
ETA ACTUAL (UTC) Accepted’ alarm message. The officer on watch will accept the warning alarm
The actual ETA as supplied by the speed control interface. If the speed control A green diamond temporary plan indicator is displayed to indicate that a and the VMS will follow the next track. If the alarm has not been accepted
interface is inactive or unavailable, this field appears blank. temporary plan is running. within a certain time delay the VMS will issue an alarm ‘Accepted without
operator response’.
WHEELOVER WPT Autopilot Control
If a turn is not accepted, the planned track may be regained by either executing
The waypoint number associated with the next wheelover point. There are two pilot control modes available when executing either a stored or a temporary Add RTP temporary plan, whilst still in active mode, or by
a temporary passage plan. switching out of Nav mode and executing the alteration manually.
WHEELOVER TTG
Advisory Mode
The time to go to the next wheelover point is displayed, expressed in days,
hours, minutes and seconds. In advisory mode the vessel is steered either by the autopilot or the helm. The
VMS is used to monitor the vessel’s progress with respect to the intended track,
but does not automatically adjust the autopilot to keep the vessel on track.
WHEELOVER DTG
The distance to go to the next wheelover point.

When the VMS is in active mode it is indicated in three ways: The playback time (UTC) window is displayed in the top left hand corner of
the playback window.
• The ordered heading displayed on the main menu is green. The
ordered heading is the heading to steer command being sent to
d) Select the DATE data entry box and use the keyboard to enter
the autopilot by the VMS. The heading to steer command is also
the desired date for playback.
displayed at the autopilot as COURSE ORDER or ORDER.
• The ordered heading, on the autopilot control sub-menu, is e) Select the TIME data entry box and enter the desired time for
green. The autopilot control sub-menu is accessed by selecting playback.
Pilot Control on the main menu.
• The PILOT CONTROL mode indication at the bottom of the f) Select the ACCEPT button.
VP STATUS window reads ACTIVE. The VP STATUS sub-
menu is displayed by selecting V PLAN from the main menu to g) Select the X x RATE button to display the pop-up menu with the
display the voyage plan control sub-menu, followed by the Plan available rate selections.
Status button.
h) Select the desired rate of playback.
Whilst in Nav mode, the heading order knob cannot be used to adjust the
vessel’s heading. i) Select START to commence playback.
The playback window provides a set of chart control buttons to centre the ship,
Track Controller Mode zooming and offsetting the playback chart.
The button situated below the track controller mode label on the autopilot
control sub-menu, indicates the presently selected autopilot gain setting. Stopping Playback
Selecting this button displays a pop-up menu listing the choices for the
autopilot gain, that are available. To stop the playback, select the STOP button.
The autopilot gain settings are set up at installation and tested, on the sea To momentarily remove the playback window, select the REVEAL button
trials, to determine the best setting under various conditions. The information on the main menu. Select the OVERLAYS button to return to the playback
displayed, adjacent to the track controller mode in use, represents the change window.
in ordered heading necessary to steer the vessel along the track line.
When the track mode controller is changed, it remains as pending until the
Accept or Apply button is selected.
Playback
The VMS logs data from selected navigational and meteorological sensors
to electronic files. The Playback window is used to replay a portion of the
vessel’s past movements should this be required for any reason.
Starting Playback
a) Select the System button then the PLAYBACK button from the
sub menu to display the playback window.
b) Select the PLAYBACK DATA SOURCES button to display the

sensors selected at the time and date displayed in the playback
window.
c) Select the SET TIME button of the window.

2.2.4 SAFETY FEATURES Danger Areas l) When all the points are entered select the ACCEPT button.
Danger areas are created using the VMS chart additions editor. All chart
formats can have an associated set of danger areas. A line is drawn from the last point entered to the initial point to create an
Safety Checking enclosed danger area, the geometry window closes and the danger area sub-
menu is redisplayed.
The VMS VT supports danger area safety checking of all chart formats. To Create a Danger Area
a) Select the SYSTEM button from the main menu to display the m) Select the ACCEPT button on the danger area sub-menu.
If S57 vector charts are in use, objects such as buoys, submerged objects and
depth soundings are identified as such electronically, and it is possible for system menu.
Further danger areas can be added to the chart as desired.
the VMS to query the chart directly for potential safety threats. The VMS
establishes a user defined three dimensional safety zone around the vessel and b) Select the CHART ADDITIONS button to display the chart
additions editor overlay. n) Press the SAVE button when all the desired danger areas have
continually checks all S57 charts in the current portfolio for the intersection of been added to the chart.
the safety zone with potential threats to the safety of the vessel. If any safety
violation is found, an alarm sounds. c) Press the CHART button to access a chart in the current portfolio
to display the Portfolio sub-menu. o) Close the chart additions editor window by selecting the CLOSE
button at the upper left hand corner of the screen.
With danger area safety checking it is necessary for the operator to establish
danger areas. These danger areas are used to indicate any type of hazard. d) Select the desired chart and press the ACCEPT button.
To enter the danger area manually from the keyboard, select the MANUAL
The VMS establishes a two dimensional safety zone around the vessel and button from the geometry window, and enter the latitude and longitude co-
constantly checks the Own Ship safety zone, extended for a specified look e) Select the DANGER area button from the chart additions
editor. ordinates into the data entry boxes, pressing the ENTER key on the keyboard
ahead time along the course vector, for any danger area violations. If a and selecting the ACCEPT button between subsequent points.
danger area violation is found, the VMS sounds an alarm and highlights the
intersected danger area, providing the chart on which it is located is displayed. A green diamond adjacent to the Danger Area button indicates that the feature
is active. If a point is selected on the chart in error, select the Remove Last button to
When checking for violations of the Own Ship safety zone, all danger areas remove it from the chart.
associated with all charts in the current portfolio are checked.
f) Select the ADD button to display the danger area sub-menu.
To Add a Text Annotation to the Chart
Configuring the Safety Zone g) Select the USER REMARK button and enter any desired
information concerning the danger area into the data entry box a) Select the SYSTEM button from the main menu to display the
The Own Ship safety zone is known as the ‘course vector safety zone’ when system menu.
the vessel is under way. The safety zone comprises of a rectangular box the provided. Press ENTER and select the ACCEPT button.
width of which is equal to the Own Ship width either side of the course vector. b) Select the CHART ADDITIONS button to display the chart
The length of the rectangular box ahead of the Own Ship, the look ahead h) Select the GEOMETRY button to display the geometry sub-
menu. additions editor overlay.
time, is user defined and the box extends astern for one half of the Own Ship
length. The height and depth of the safety zone above and below the vessel are c) Select the ADD button to open the chart annotation menu.
operator defined. The danger areas can be entered either directly onto the displayed chart
using the Chart button, or by entering the latitude and longitude co-ordinates
manually. To enter the danger area directly onto the chart: d) Select the USER REMARK button.
If the course vector safety zone encounters a potential safety threat on a vector
chart, or an operator defined danger area on non-vector charts, an alarm sounds e) Select the data entry box under the ENTER TEXT label and
until acknowledged by the operator. i) Select the CHART button.
enter the chart annotation data.
j) Select the position on the chart where the danger area is to
To Define the Safety Zone begin. f) Press the ENTER key and select the ACCEPT button.
a) Select the SYSTEM menu from the main menu.
A red dot appears on the chart at the point selected. g) Select the GEOMETRY button to display the geometry sub-
menu.
b) Select the SAFETY CONFIG menu from the system menu to
display the Safety Config window. k) Select the second and subsequent points as desired.
c) Enter the look-ahead time (in minutes), the safety depth and the As each point is selected a red dot appears on the chart and a line is drawn
safety height (in metres) into the appropriate data entry boxes. linking the points in sequence. At least three points are required for a danger
area. If a point is selected on the chart in error, select the Remove Last button
d) Select either the ACCEPT button to accept the data entries, or to remove it from the chart.
CANCEL to reject the entries.

h) To define the location of the annotation on the chart either: The Associate Feature and Chart changes to green to indicate that the feature
is active.
• Select the CHART button and select the position on the chart,
where it is desired to position the annotation, using the cursor,
g) Select the ACCEPT button.
or;
• Select the MANUAL button and enter the latitude and longitude h) Select the SAVE button from the danger area sub-menu.
coordinates of the desired annotation position into the respective
data entry blocks.
In either case a red dot will appear on the chart display to denote the chosen
position.
i) Press the ACCEPT button to close the geometry sub-menu.
j) Press the ACCEPT button on the chart annotation sub-menu to

accept the location of the chart annotation.
A green diamond appears in the Associate Feature and Chart block to indicate
that the feature is active.
k) Select the ACCEPT button. A chart annotation symbol is placed

at the selected chart annotation position on the chart.
l) Press the SAVE button.
Modifying Danger Areas

Danger areas created for electronic charts can be modified using the chart
additions editor.
a) Select DANGER from the chart additions editor.
A green diamond adjacent to the button indicates that the feature is active.
b) Select the EDIT button.
c) Select the danger area to be edited using the cursor.
The Select Feature to Edit window opens and displays information about the
danger area selected. The desired danger area is now active.
d) Select the GEOMETRY button from the danger area sub-

menu.
e) Make the desired changes to the danger area using either the
CHART or MANUAL buttons.
f) Select the ACCEPT button.

2.2.5 RADAR INTERFACE Displaying NAVLINES Charts At the RASCAR Display

NAVLINES charts may be displayed both at the VMS workstations and at the a) Select MENU 2, TARGET DATA LOGGING.
Introduction RASCAR radar displays.
If ‘A’ next to PORT 1: is already highlighted, then the feature is already on. If
Two interswitchable Bridgemaster RASterscan Collision Avoidance the feature is not already on:
To Display NAVLINES at the RASCAR
(RASCAR) Radars are provided, with data being transferred between each
radar and the VMS via navlines and target data logging interfaces. a) Select MENU 2 at the RASCAR. b) Select SET UP LOGGING, select LOGGING OFF, and slide to
the right to change to LOG to PORT 1.
The navlines interface is bi-directional and allows the transfer of position, b) Select NAVLINES.
heading, speed and set and drift information as well as navlines charts, as c) Select EXIT.
required. c) Select SELECT CHART.
The ‘A’ next to PORT 1: is now highlighted.
The target data logging interface transmits target data from the RASCAR’s d) Highlight the desired chart from the list displayed.
ARPA to the VMS workstations enabling radar targets to be displayed on the Exit the menu once Target Data Logging has been enabled. Any acquired
VMS workstation’s chart display areas. e) Select EXIT. targets, along with the true course/speed vectors and history dots, are now
shown on the VMS chart display.
f) Select DISPLAY CHART.
Navlines
Editing a Target
Navlines are simple navigation charts, used to help identify features such as g) Select the NAVLINES ON/OFF menu item until ON is
traffic separation zones and hazardous areas, primarily intended for display on highlighted. The target edit menu allows a name to be assigned to a target, a platform for
the RASCAR screens, but also capable of being created and displayed on the the target, and the threat level to be defined.
VMS chart display areas. Manual Alignment of NAVLINES at the RASCAR
a) From the targets menu select TARGET EDIT to display the
Each navlines chart consists of a maximum of sixty line segments and four If position data is not available, or if the navlines chart has no latitude/longitude target edit menu.
reference marks, used to verify the proper alignment of the chart, on the radar reference, it can be manually aligned using the ALIGN CHART menu item on
display. the NAVLINES sub-menu. Aligning the chart is easier if fixed navigation aids b) Select the ON CHART button and select a target on the chart
are used as reference marks. display.
Target Data Logging Manual alignment of a latitude/longitude navlines chart is not possible if The ID number of the target is displayed on the target edit menu.
The target data logging interface enables the RASCAR to transmit data about the RASCAR is receiving position data from the VMS, unless a navmark is
the acquired targets to the VMS. If desired all the ARPA targets, tracked by the acquired using the navmark acquisition symbol on the radar. c) Select the data entry box adjacent to the Name label and enter a
RASCAR, are displayed on the VMS chart display area. Additional numeric name for the target.
data can be displayed in the target data window, if desired. Automatic Alignment of the NAVLINES Chart
A white rectangle appears in the field selected.
A NAVLINES chart with a latitude/longitude reference can be aligned
Creating NAVLINES Charts automatically, based on position data received from the VMS, unless a d) Enter name data for the target using the keyboard.
NAVLINES charts can be created on the RASCAR display. navmark is acquired.
e) Select the data entry box adjacent to the Platform label and enter
Using the RASCAR To Display Targets on the VMS data for the platform using the keyboard.
On a vessel equipped with a VMS, navlines charts are normally constructed on a) Ensure that the Target Symbol feature is enabled in the features
f) Select the target threat level.
the RASCAR using the latitude/longitude method as they automatically lock menu.
into the correct geographical position using data supplied by the VMS. g) Select the ACCEPT button.
Target vector and target history may be selected on or off as desired.
When creating a set of latitude/longitude navlines it is important to first define The data entered for the target is added to the target data display and the
the chart origin and one reference mark, using the Set Origin and Set Ref Mark symbol, representing the target on the chart, changes to represent the threat
menu items on the RASCAR’s EDIT CHART sub-menu. level.

To Display Target Data Transmission of Targets from more than One RASCAR
a) On the targets menu select the TARGET DATA DISPLAY
button. The operator controls which RASCAR radar is sending target data to the VMS
by turning on the target data logging option at the desired radar.
The following information is listed in the target data display:
If desired, target information can be sent to the VMS from both RASCARs.
• ID - the target identification display The VMS includes a target correlator so that if both RASCARs are sending the
• Name - the name assigned to the target same target data it is displayed as a single target at the VMS. Because of this
correlation process, the ID of a target displayed on the VMS will not always
• Platform - the platform assigned to the target match the ID displayed at the RASCAR.
• Type/Threat - the symbol for the target threat
• Range - the range of the target from own ship
• Bearing - the bearing of the target from own ship
• Latitude of the target
• Longitude of the target
• Speed of the target
• Course of the target
• CPA - the closest point of approach of the target to own ship
• TCPA - the time to the CPA
• CPA Bearing - the bearing of the target at the CPA
Swap Targets
In the event that the identifications of two targets become transposed, the swap
targets feature is used to re-allocate the identifications to the original targets.
a) Select the SWAP TARGET button on the targets menu to

display the target swap sub-menu.
b) Select the ON CHART button adjacent to the ‘1st ID’ label and
select a target on the chart display area.
c) Select the ON CHART button adjacent to the ‘2nd ID’ legend

and select the second target on the display.
Both targets are now identified.
d) Select the ACCEPT button to swap the target identifications.

Illustration 2.2.6a Radar Equipment
X-Band
6 Foot 3cm Scanner Unit S-Band
12 Foot 10cm Scanner Unit
Turning Unit
Turning Unit
Wheelhouse Top 220V Supply Scanner

Control
Unit
220V Supply
Transceiver
Transceiver
Ship Supply,
3 Phase 220V
220V Supply
2 x 4-Way
220V Supply Isolation Interswitch Unit 220V Supply
1 Phase Switch (Inside S-Band Console) 1 Phase
Data
Data
220V Supply
Radar X Band Display Unit Radar S Band Display Unit
From Gyrocompass From Gyrocompass
From Speed Log From Speed Log

220V Supply
Navigation Station Navigation Station

‘B’ / ECDIS ‘A’ / ECDIS
To Bridge Watch To Bridge Watch

Alarm Alarm
To Central Alarm To Central Alarm

Manager Manager
To VDR From AIS

2.2.6 RADAR OPERATION Operating Procedures Control Panels

Switching On the Radar There are two types of control panel in current use for controlling the radar, a
Radar Equipment simple control panel and a dedicated control panel.
Maker: Sperry Marine Press the On/Off rocker switch to turn the radar display on. The S-band
antenna has a scanner control unit, ensure this is also switched on. During
Type: Bridgemaster E Simple Control Panel
the start-up sequence, a series of messages are displayed in the centre of the
video circle. The initial message indicates the type of radar and is displayed The simple control panel is made up of a number of modules, which are
Introduction for approximately 12 seconds. mounted immediately under the display monitor. A simple pointing device
The vessel is fitted with two fully interswitched Bridgemaster E radars. Radar (trackball), with two associated keys (left and right), is used to control the
The messages which follow depend upon the set up chosen during the previous radar and its display. The trackball controls the position of the on-screen cursor
A operates in the S-band with a 12 foot antenna; radar B operates in the X-
initialisation. An indication of this set up is given in the top left hand corner which is displayed as a small white arrow when positioned outside the radar
band with a 6 foot scanner. Both radars are fitted with ARPA (Automatic Radar
of the screen. circle.
Plotting Aid), with target and NAVLINE data capable of being transferred
between each radar and the two navigation stations via NMEA interfaces. Each
The MASTER (or SLAVE) caption indicates how the display is configured. Only Selections are made by positioning the on-screen cursor over an object or
radar comprises a transceiver, scanner and a display unit with a high definition
a master display has control over the radar system’s antenna and transceiver. caption and clicking (press and release) with the ‘left’ key. The left key is
colour CRT. Information regarding the current settings and configuration of the
From a master display the operator can switch to transmit, select transmitter duplicated on the left hand side of the control panel, to enable two handed
radar is displayed around the edge of the CRT.
pulse length, tune the receiver and operate the performance monitor. operation. The ‘right’ key is used on some items to provide additional
Each display unit is fitted with a control panel, which is mounted immediately functionality when available.
A slave display has no control over the antenna and transceiver. It must be used
below the screen. This panel contains a simple pointing device (a trackball,
in conjunction with a master display. The pulse length, tuning and performance
referred to as the cursor control) with two associated keys (left and right) Dedicated Control Panel
monitoring are all controlled by its associated master display. The controls
which are used to control the radar and its display. Also situated in the panel is
associated with these functions are disabled on a slave display. The dedicated control panel contains a number of additional pushbuttons and
a two memory card reader. Memory cards are used for storing and retrieving
information such as maps and recorded tracks. To assist in the monitoring of the rotary controls which would normally be accessed and adjusted using the
vessel’s navigational track in coastal waters, a facility is available to both draw WARNING cursor control and associated left/right keys of the simple control panel. The
and save navigation lines for the pre-programming of parallel index lines. Before starting up the radar ensure that no personnel are working above available controls are as follows:
or in the vicinity of the scanner.
Target motion is displayed both graphically on the CRT and, for selected Pushbuttons
targets, a digital read-out is provided with all the information necessary to Master Radar Start Up
assess the risk of collision. • RANGE UP
After the initial 12 seconds, the radar warm up message is displayed together
with a 3-digit counter. • RANGE DOWN
Located inside radar A’s console is an interswitch unit. This enables the
operator to connect a display unit to either transceiver/scanner unit. This may • TRUE or RELATIVE MOTION
be designated as the master display, or as a slave display. The master/slave RADAR WARMING UP • TRUE/RELATIVE VECTORS
status of all displays and their specific scanner couplings, can be monitored
PLEASE WAIT • CENTRE
from either display unit in the system.
nnn • ACK ALARM
A display unit can only be connected to one transceiver/scanner at a time, and
only the master display has full control of its selected transceiver/scanner. The The counter (nnn) will increment every second up to a maximum of 999 during
the period that the transceiver timer is running. When the transceiver has Rotary Controls
controls which are available at a master display but NOT at a slave display,
are as follows: warmed up and is available to transmit, the timer stops and the radar standby
• GAIN
message is displayed. If the transceiver is already warmed up and available
• Selection of transmission pulse-length • RAIN (clutter)
to transmit, after the initial 12 seconds, the standby message is displayed
• Tuning the transceiver immediately. • SEA (clutter)
• Tuning the performance monitor • EBL 1
Slave Radar Start Up
Both radars have GPS position, speed and gyro heading information fed in • VRM I
After the initial 12 seconds, the radar standby message is displayed.
from remote equipments. Target information, navlines track information etc. is • PANEL (brightness)
fed between radar display units and their respective navigation stations. Radar The radar always powers up in standby mode.
A has a data input from the automatic identification system (AIS). Radar B has
a video output to the voyage data recorder (VDR).

Illustration 2.2.6b Radar Control Panel and Screen Display
RANGE + COG
350 000 010 RM(T) HDG 164.7° 165°
24 NM - 340 020
N UP
RR 4 NM 330 030 SOG 21.1 KT NAV
TX A (S) 320 040 T VECTORS 12.0 MIN
MASTER
T TRAILS LONG 3MIN
STBY 310 050
EBL 1 OFF
MP 300 060
RRM 1 OFF
EBL 2 OFF
VRM 2 OFF
290 070
NO ALARMS
TARGET --
280 080 RANGE --.- NM
T BRG ---.- °
CPA --.- NM
270 090 TCPA --.- MIN
COG ---.- °
SOG --.- KT
260 100
BCR -.- NM
BCT -- MIN
250 110 OWN POSITION (NAV)
240 120
LAT 13°52.410 N
PM
LON 042°55.940 E
LOC 14:32:11 W84
HL 230 130
EVENT CURSOR POSITION
ENG OFF 220 140 RANGE 6.1 NM
T BRG 281.0°
GAIN 210 150 LAT 13°54.6 N
RAIN 200 160 CENTRE LON 042°50.1 E
AUTO
SEA 190 170
180 L-Acquire/Select target R-Cancel
TUNE AFC v3.05
GAIN RAIN SEA

EBL 1 RANGE ACK VRM 1
UP ALARM
RANGE PANEL TRUE/REL

DOWN CENTRE TR/RM VECTORS

The On-screen Cursor Permanent prompts, when they exist, are displayed on the upper of the two Monitor Test
When the on-screen cursor is outside the video circle it is displayed as a small lines. Temporary prompts are displayed on the lower line. In the default The test mode. This is used to set up the monitor, e.g. geometry, preset contrast
white arrow, referred to as the screen cursor. As the cursor passes into the condition both lines are blank, unless in standby mode, when the permanent etc.
video circle it changes and is displayed as a small white cross, referred to as prompt OFF LINE is displayed.
the video cursor. The soft keys for selecting these modes of operation are located in the bottom
When the autotrack (ARPA/ATA) or manual plotting (EPA) synthetics left hand corner of the display.
(information displays) are turned OFF, an appropriate message is permanently
Screen Cursor displayed on the upper line.
To Select a Mode
As the screen cursor moves over a caption or item which can be accessed, its
box is highlighted (drawn in white), and two small boxes (representing the Soft Keys and Fixed Menus a) Use the cursor control to position the screen cursor over the soft
left and right keys) appear next to the arrowhead cursor. One or both of these key for the mode required, usually TRANSMIT.
boxes are filled in white to indicate which key(s) is/are active and available A series of functional soft keys are displayed in the bottom right hand corner
for selection. of the display. b) Left click to select.
If a caption box is not highlighted as the cursor passes over it, it indicates that A left click on any one of these keys will reveal a fixed menu and a new set of
Note: A slave display can only be switched to TRANSMIT if its associated
the caption or item inside the box cannot be accessed in the current mode. soft keys associated with that menu. The menu appears in the area immediately
master display is in transmit mode.
above the soft keys.
Menu options and adjustable parameters selected by the screen cursor are
displayed in yellow while they are being adjusted. If a particular menu option A right click on some of the function soft keys will provide additional Operating Procedure in Transmit Mode
is not available, it is not highlighted when the screen cursor is positioned on it. functionality, for example switching the maps in the video circle ON or OFF.
Options which can never be selected because of the current radar configuration, a) After warm up, select the TRANSMIT mode.
are NOT shown. Items from the menu are usually selected by a left click.
b) Select the required transceiver.
Video Cursor Drop Down Menus
c) Check the user specified data such as own ship position which
Whenever the video cursor is displayed a dialogue box giving a read out of the Where there are a number of fixed selections for a particular parameter, for are displayed in the bottom right hand side.
cursor’s position within the video circle replaces the usual function soft keys example RANGE in the top left hand corner of the display, a left click will
shown in the bottom right hand corner of the display. By default this box gives reveal a drop down menu showing the alternatives available. d) Select the required range scales and range rings. The range
cursor range and bearing (from own ship) and cursor latitude/longitude. can be selected either by using the +/- keys or the drop down
A drop down menu is usually displayed in the vicinity of the screen cursor
menu.
when the selection is made. Once a menu is displayed, the cursor is restricted
Note: Soft keys are small boxed areas of the screen, usually containing
to the area within the menu and selections are made with a left click. A right
a single caption, which respond in much the same way as the dedicated e) Check the transceiver tuning. The indicator is located at the
click will close the menu without taking further action.
function keys of a computer keyboard. bottom left hand corner of the screen. Auto or manual tuning
can be used.
In TRANSMIT mode the range and bearing of the cursor is relative to own Selecting a Mode of Operation
ship’s position. In STANDBY mode the range and bearing is relative to the From the STANDBY display, there are three mode selections available: f) Set the video gain. The video gain can be adjusted using the
centre of the video circle. shaded bar behind its associated caption. Always adjust the gain
setting while on the longer range values. A light background
Transmit speckle must be present to achieve the best target detection
Note: If, when in TRANSMIT mode, own ship’s position is lost, or there is a
compass error, the latitude/longitude readings are replaced by dashes. The normal operational mode. The antenna is rotating and the transceiver and long range performance. A temporary reduction in gain
transmits and receives radar pulses enabling a radar picture to be displayed. can be beneficial when searching for targets in rain or snow
conditions.
Help Area
Initialisation
A help area consisting of two lines of yellow text is given in the bottom right g) Set the anti-sea clutter control. Use the anti-sea clutter control
hand corner of the display. The system initialisation mode. This is used to set up the system parameters to reduce sea clutter to an operational level where some residual
during installation. clutter speckle is present. The setting must permit small targets,
This area is used to provide prompt information when, for instance, the user is often a similar signal strength to the sea clutter returns, to be
trying to make a selection which conflicts with the existing set up. detected.

Always use the control with great care. Avoid setting the control to remove q) Set the Electronic Bearing Lines (EBLs). Two EBLs are
completely all sea clutter, as this will reduce the detection of small targets. The available and can be displayed simultaneously on the radar
setting should be periodically checked as prevailing sea conditions change. display.
h) Set the anti-rain clutter control. Use this control to optimise r) Set the Variable Range Markers (VRMs). Two VRMs are
suppression of rain clutter, i.e. balance the detection of targets available and can be displayed simultaneously on the radar
within the clutter region with detection of those outside the display.
clutter region. Excessive suppression can cause loss of small
targets. It is advantageous to use this control to search for s) Set the target data. In transmit mode any targets that appear
targets in the clutter region, returning the control to zero after on the radar display within 40 nautical miles can be plotted
the search. or tracked. Once a target has been acquired and plotted, the
information relating to the targets proximity to own ship and its
i) Set the enhanced video mode. This provides an improvement in speed and bearing is kept updated until the target is cancelled.
the presentation of small short range targets.
t) Set the navigation data. The display of waypoints, routes and
j) Select the radar transmission pulse length. The current selection steering data is switched on and off using the navigation (NAV)
of pulse length is indicated in the ‘pulse length’ soft key at the soft key. This key also provides access to the navigation menu
left hand side of the display. and certain editing facilities.
k) Set the brilliance using the soft key at the bottom right of the
display.
l) Check the heading and speed display. The ship’s heading and
speed are displayed at the top right corner of the display.
m) Select presentation mode. The selection field is located to the

left of the heading and speed displays. Data from the compass
can be processed to produce a correctly stabilised display.
Select ‘North Up’ or ‘Course Up’.
In ‘North Up’ mode the display is aligned with north at the top of the screen. In
‘Course Up’ mode the display is aligned with the vessel’s heading line leading
vertically up the screen and is generally only used by pilots in certain pilotage
areas.
n) Select the motion mode (either true motion or relative motion).

The motion mode determines whether own ship moves across
the display (true motion) or remains at a selected point (relative
motion), and how the trails of moving targets are displayed.
o) Select vector mode. Vectors are shown on the radar display

to indicate the velocity (speed and direction) of own ship and
moving targets. The length of the vector indicates speed and the
bearing indicates direction.
p) Select trails mode. Decaying video trails, showing the history of

the targets movements, can be displayed in addition to the target
vectors. The manner in which the trails are displayed depends
on the motion mode in use.

2.3 Autopilot and Electric Steering System
2.3.1 Steering Procedures
2.3.2 Autopilot
2.3.3 Gyrocompass
2.3.4 Magnetic Compass
Illustrations
2.3.1a Steering Stand and Peripherals
2.3.1b Manoeuvring Console
2.3.2a Autopilot Display and Control Panel
2.3.3a Gyrocompass System
2.3.3b Gyrocompass Monitor
2.3.3c Gyrocompass Unit Menu

,OOXVWUDWLRQD6WHHULQJ6WDQGDQG3HULSKHUDOV

aNJFP
0LQ0D[ & 2 1 1 , 1 * , 1 ) 2 5 0 $7 , 2 1 ' , 6 3 / $< ;
1
67(5

758(:,1' +GJ 7 *<52 5 ( / $7 , 9 ( : , 1 '

$

5DWH2I7XUQ 530
'0 /()7

5 ( 4 8 , 5 ( ' 5 2 7 '(*0,1
.1 .1
$ 8 72 3 , / 2 7 0 2 ' ( 9 2 <$ * ( 3 / $ 1
(1*,1(
0$18$/
530 1 ( ; 7 : 3 7
75$&.
:37

:$7 ( 5 6 3 ( ( ' *5281'63((' 75.%5* '(*

' , 6 7 QP
IDNQ IDNQ SVNQ

5$' QP

( 7$

'(37+ P ( 7$ 1 2 9

58''(5 ) , 1 $ / : 3 7

' , 6 7 QP
( 7$

( 7$ 1 2 9
1R 1R
*\URFRPSDVV *\URFRPSDVV
',00(5
1R*URXS2SHUDWRU
2XWVWDWLRQ1R
/LWWRQ &RQWURODQG'LVSOD\8QLW
0DULQH6\VWHPV
*<52 0$,10(18

0(18
*<52 )',63/$<'$7$

0$*1(7,& )0$18$/6(77,1*6 $/$50
'$/$50 ** )6(7830(18 5(6(7

*<52 *<52 0$*1 ',0 ',0

&203
) ) ) (17(5
&3/$7+ 7(67
&RPSDVV0RQLWRU
)8//
+$/)
6/2:
'($'
6/2:
6723
'06I %5,'*(0$12(895,1*6<67(0
'($'
$/$50 )$8/7
6/2:
$/$50 6723 $/$50

6/2: /,67 +251 $&.1
9'58QLW
+$/)
$'' ',63/$< $'-867 6/2: 6+87 0$,17(
)8//
&+$1 &+$1 '2:1 '2:1
6 6 6 6 ',00(5
/,67 1$1&(
1(/ 1(/
$%& '() *+, -./ 012 345

%5,'*( (&5 /2&$/
&75/ &75/
6/2:' 6+87' 67$57 6(/(&7 /,0,76 (6& (17
&75/ &$1&(/ &$1&(/ %/2&. &$1&(/

678 9:; <= VSDFH
6($ 67$1' &21
):( 6/2:(' 67$786 6(7
02'( %< 752/
5(6(7 ,1*6
7$.(29(5
216(59,&(
1DYLJDWLRQ6WDWLRQ
%ULGJH$ODUP

906DQG

$16&+87=

/LWWRQ
6SHHG/RJ
6(7
02'(
9$/8(
+'*
:($7+(5
6(/(&7

35(6(7 $&&(37

7$.( 7(67
0(18 ',0 ',0
29(5
6SHUU\ 5
$'*
0DULQH
6SHHG :7
6$/
6'
$&9 %7
',00(5 'LVWDQFH'LUHFWLRQ
7ULS
'&9 7RWDO
3UHVV

VHF 7HVW
'&9
/RQJ 7ULS
%7 5HVHW
7UDQV 7RWDO
:7 7ULS
5HV 'LU
',0
'&9
'
%ULGJH$ODUP
*\URFRPSDVV -XQFWLRQ%R[ *\URFRPSDVV

-XQFWLRQ%R[
6ZLWFKRYHU8QLW (PHUJHQF\ 6ZLWFKRYHU8QLW
8SSHU'HFN
*HQHUDWRU5RRP
1R)HHG 1R)HHG
%DFN8QLW %DFN8QLW
1R6WDUWHU%R[ 1R 1R 1R6WDUWHU%R[
DQG+\GUDXOLF/RFNLQJ 5XGGHU&RQWURO 5XGGHU&RQWURO DQG+\GUDXOLF/RFNLQJ
$ODUP8QLW 8QLW 8QLW $ODUP8QLW
6WHHULQJ*HDU5RRP
(PHUJHQF\
*HQHUDWRU 0DLQ6XSSO\$&93KDVH
6XSSO\$&93KDVH

2.3 AUTOPILOT AND ELECTRIC STEERING SYSTEM Non Follow Up (NFU) Mode ,OOXVWUDWLRQE0DQRHXYULQJ&RQVROH
In NFU mode an additional controller is provided on the starboard side of the
Maker: Sperry Marine helm position. When moved in one direction the rudder will continue to move

Type: ADG 4000 until the command is removed or the rudder limits reached. If the controller

aNJFP
1
67(5

$

is returned to midships the rudder will remain at this angle. An opposite

530

2.3.1 STEERING PROCEDURES command has to be applied to bring the rudder back.

Introduction Automatic Mode

Here an electronic device produces the rudder command signals to steer the
',00(5
All steering systems involve sending rudder command signals from the ship. The navigator sets the desired course on the autopilot controls or via the
position where the vessel is navigated to the steering gear compartment where VMS and the system compares the set course with the actual course from the
the machinery for controlling rudder movement is located. These rudder gyrocompass, or occassionally the transmitting magnetic compass. If there is
/LWWRQ
0DULQH6\VWHPV
*<52
*<52
0$*1(7,&

0$,10(18
)',63/$<'$7$
)0$18$/6(77,1*6

&RQWURODQG'LVSOD\8QLW

0(18
$/$50
5(6(7

'$/$50 ** )6(7830(18
commands may be manually generated by a pilot/helmsman or electronically a difference between set and actual courses, a rudder command signal causes

*<52 *<52 0$*1 ',0 ',0

&203
) ) ) (17(5
&3/$7+ 7(67
&RPSDVV0RQLWRU
)8//
+$/)
via an automatic pilot.

6/2:
the rudder to move in the correct direction and by an appropriate amount to '($'
6/2:
6723
'06I %5,'*(0$12(895,1*6<67(0

'($'
bring the vessel back on course. Modern autopilots are adaptive in that they
$/$50 )$8/7
6/2:
$/$50 6723 $/$50

6/2: /,67 +251 $&.1
+$/)
)8// $''
/,67
',63/$<
&+$1
1(/
$'-867
&+$1
1(/
6/2:
'2:1

6+87
'2:1
6 6 6 6 0$,17(
1$1&(
',00(5
The method of steering the ship is determined by use of the mode selector
$%& '() *+, -./ 012 345
can modify the steering to the changing external forces such as sea conditions
%5,'*( (&5
&75/ &75/
/2&$/ 6/2:' 6+87' 67$57 6(/(&7 /,0,76 (6& (17
&75/ &$1&(/ &$1&(/ %/2&. &$1&(/

678 9:; <= VSDFH
6($ 67$1' &21
):( 6/2:(' 67$786 6(7
02'( %< 752/
5(6(7 ,1*6
7$.(29(5
216(59,&(
switch located in the centre panel of the bridge control console (BCC). The or wind as well as the individual characteristics of the ship’s hull.
modes available to send rudder order signals to the steering gear include:
• Manual steering
System Configuration

• Non follow up (NFU) mode

$16&+87=

• Auto mode Various components make up the steering system. /LWWRQ

6(7

02'(
9$/8(

+'*
:($7+(5
6(/(&7
35(6(7 $&&(37

7$.( 7(67
0(18 ',0 ',0
29(5
An electronic unit sends and receives information to and from the rudder 6SHUU\
0DULQH
5
$'*
Manual Steering
order unit which subsequently sends order signals to the steering gear
Manual steering is normally carried out only when the vessel is manoeuvring compartment.

although it can be used in the event of autopilot failure. ',00(5
Inputs and outputs include the following:
In manual mode the ship is steered by the hand steering wheel located on
• Heading information from dual gyrocompasses
the aft side of the centre control console. The hand steering control works
in follow-up mode. A gyrocompass repeater and rudder angle indicator are • Heading information to off course recorder
fitted to the steering control stand to facilitate manual steering. The magnetic • Rudder angle indication to the gyrocompasses *RRVHQHFN/DPS 7HOHJUDSK8QLW
:LVND;HQRQ,FH6HDUFKOLJKW &RPSDVV0RQLWRU
compass binnacle is also visible to the helmsman in case of failure of both 0DLQ(QJLQH530LQGLFDWRU 0DLQ(QJLQH%ULGJH0DQRHXYULQJ3DQHO
gyrocompasses. Dimmer controls are fitted to set appropriate lighting levels • Ship speed from the speed log processor unit 0DLQ(QJLQH6WDUWLQJ$LU3UHVVXUH,QGLFDWRU 0RUVH.H\
'LPPHU6ZLWFKIRU*RRVHQHFN/DPS 7HOHSKRQH'LUHFWRU\
to the rudder angle indicator, the magnetic compass display, the handwheel • Rudder orders from the autopilot control panel &RQQLQJ'LVSOD\ +DUERXU6SHHG7DEOH
'LPPHU6ZLWFKIRU0DLQ(QJLQH &RPPRQ%DWWHU\7HOHSKRQH
illumination and red ceiling lights. 530,QGLFDWRU 'LPPHU6ZLWFK
• Rudder orders from steering handwheel 'LPPHU6ZLWFKIRU0DLQ(QJLQH 2SHQ6FDOH5HSHDWHU
6WDUWLQJ$LU3UHVVXUH 6\VWHP6ZLWFK
In follow up mode a steering helm has a midships position and movement in • Rudder orders from NFU tiller $,67UDQVFHLYHU8QLW 2IIFRXUVH$ODUP8QLW
:LQGRZ:LSHU&RQWURO6ZLWFK%R[ ,QGLFDWLRQ3DQHOIRU6WHHULQJ*HDU
both port and starboard directions. When the helm is moved away from the
• Alarm unit for Voyage Data Recorder (VDR) 'LPPHU6ZLWFKIRU6HFRQG$GMXVW 3RZHU$YDLODEOHDQG3XPS6WDWXV
midships position a rudder command voltage starts the steering gear causing 6ZLWFKIRU&ORFN 0RGH6ZLWFK
'LPPHU6ZLWFKIRU:LQG,QGLFDWRU $'*'LVSOD\8QLW
the rudder to move. As it moves an electrical feedback signal from the rudder • Steering information to VDR 'LPPHU6ZLWFKIRU*\UR5HSHDWHU 6\VWHP6ZLWFK
stops any further movement once the desired angle of rudder is reached. If the 'LPPHU6ZLWFKIRU6SHHG/RJ,QGLFDWRU 'LPPHU6ZLWFKIRU0DJQHWLF&RPSDVV'&9
'LPPHU6ZLWFKIRU0DLQ(QJLQH 'LPPHU6ZLWFKIRU7HOHSKRQH'LUHFWRU\
helm is left in this position the rudder will remain at that angle. If the helm 530,QGLFDWRU :KLVWOH3XVKEXWWRQ
'LPPHU6ZLWFKIRU527,QGLFDWRU 'LPPHU6ZLWFKIRU'RZQ5HG/LJKW&HQWUH
is now moved to another position, the rudder will ‘follow’ this command and 'LPPHU6ZLWFKIRU5XGGHU$QJOH,QGLFDWRU 5XGGHU$QJOH,QGLFDWRU
take up a new position. For example, if the helm were returned to midships, 'LPPHU6ZLWFKIRU'LJLWDO'HSWK,QGLFDWRU 'LPPHU6ZLWFKIRU5XGGHU$QJOH,QGLFDWRU
'LPPHU6ZLWFKIRU&OLQRPHWHU -XQFWLRQ%R[IRU0LFURSKRQH
the rudder would return to midships. This system can only work when rudder (PHUJHQF\6WRS3XVKEXWWRQIRU /DPS7HVW
0DLQ(QJLQH5HPRWH&RQWURO6\VWHP 'LPPHU6ZLWFKIRU+DUERXU6SHHG7DEOH,QGLFDWRU
feedback signals are available. 'LPPHU6ZLWFKIRU0DJQHWLF&RPSDVV$&9
1)8&RQWUROOHU
'LPPHUIRU7KUHH)DFH5XGGHU$QJOH,QGLFDWRU

2.3.2 AUTOPILOT Actual Heading Operation

This is the horizontal direction in which a ship points at a given time in relation
Maker: C-Plath/Litton Marine to true or magnetic north. The following mode displays can be selected:
Model: NAVIPILOT 4000
Set Heading Auto
Introduction This is the angle between true or magnetic north and the direction in which a In this mode the autopilot performs automatic heading keeping using
ship is to be steered by the autopilot. information from the set heading.
The NAVIPILOT 4000 autopilot is a microprocessor controlled heading
control system that has been created to provide high fuel economy with user To set the heading, turn the heading selector control knob clockwise to increase
Set Course the steps and anti-clockwise to decrease the steps in increments of 1°. Pressing
friendly operator interface.
This is the angle between true or magnetic north and the direction over ground and then releasing the 1/10° button will display the 1/10° symbol on the
The autopilot continuously monitors the ship’s steering dynamics and adapts in which a vessel is to be steered by the autopilot from waypoint to waypoint LCD and make the function live. Turning the heading selector control knob
the parameters of the generated control signals to provide the most efficient in combination with, say a GPS (Global Positioning System) receiver. clockwise/anti-clockwise will increase/decrease the set heading accordingly.
control of the rudder consistent with the ship’s heading and selected course.
The adaptive nature of the autopilot is to provide minimum rudder motion, In NAV mode the autopilot is interfaced with the Voyage Management System To preset a heading, press the PRESET button and turn the heading selector
which maintains ship stability whilst maximising fuel economy. (VMS) where the external system controls the set heading and the turn rate control knob to the required value. As described above, pressing the 1/10°
for the vessel to follow a programmed voyage plan that is run on the external button will switch the control panel to 1/10° increments. On completion,
The autopilot provides the control and display functions along with circuits system. pressing the ACCEPT button will accept the the new set heading. Pressing the
which process the control inputs, generate the display response and determine PRESET button before the ACCEPT button will cancel the preset mode.
the rudder command. The various steering functions are selected by means of In TRACK mode the autopilot is interfaced with the Differential Global
the display unit, which enables the operator to choose the mode of steering Positioning System (DGPS). A route is then executed at the external system Nav
control and any limits or special commands associated with the selected and the autopilot computes the heading order required to stay on track to the
mode. next waypoint, based on waypoint bearing and cross-track error information The NAVigation mode is available when the autopilot is connected to the VMS.
provided by the external system. The VMS controls the set heading and the rate of turn for the vessel to follow a
The actual heading signal supplied by the gyrocompass or transmitting programmed voyage plan that has been plotted on the external system.
magnetic compass is continuously compared with the set heading manually
set, by the operator, on the digital display panel of the autopilot. Whenever Equipment In this mode the VMS computes the heading order required to keep the vessel
the actual heading and the set heading are the same there is no differential and Control and Display Unit on the planned course and sends Heading to Steer Commands (HSCs) to the
no movement signal is sent to the rudder. If a differential does exist a trigger steering control unit. when in NAV mode, the turn method is automatically
The control and display unit (CDU) as shown in illustration 2.3.2a contains the switched to the rate of turn default programmed into the VMS.
circuit initiates a signal to move the rudder in a direction so as to null out the
operator controls and indicators used for the heading and control operation.
error. Tuning of the autopilot is achieved by varying the parameters displayed
on the right hand side of the display according to the prevailing conditions such The NAV mode course changes are executed at wheel over points which are
The CDU contains an LCD that displays information on the current heading, calculated by the VMS using information inputed on the vessel characteristics
as weather, seaway and state of loading.
the ordered heading and other related information. Also fitted within the CDU and the planned turn radius. When the vessel reaches the wheel over point the
are controls for testing the system, a dimmer control for day or nightime VMS alters the HSC so changing the vessel’s course.
In restricted waterways manual steering is recommended, and particularly so
viewing and an alarm mute button.
when navigating in restricted visibility. Switching from manual steering to
autopilot steering is possible at all times, regardless of whether the autopilot is During normal NAV mode turns, the changing heading order as well as the rate
to hold the set heading or a change is to be made to the set heading. Steering Control Unit order can be viewed on the on the VMS display.
The Steering Control Unit (SCU) contains a microprocessor with input and
Note: When switching from manual steering to autopilot control, the actual output connections for processing the steering commands and controlling the Track
heading of the vessel is taken as the set heading at the instant of switchover steering gear. When TRACK mode is selected the autopilot is interfaced with the Differential
to prevent unwanted or erroneous changes in the ship’s heading when the Global Positioning System (DGPS). The external system calculates the bearing
steering mode is switched to autopilot. to the next waypoint, calculates the Cross Track Error (CTE) with respect to
Controller Area Network
the plan and sends this data to the autopilot. The autopilot then uses this
Due to developments in the design and manufacture of modern marine autopilot The Controller Area Network (CAN)is a two wire, half duplex serial network information to compute the heading order required to stay on the plan and
systems the teminology associated with them has been changed to reflect the that connects the CDU, SCU and other interfaced equipment. automatically adjusts the set heading. When the next leg of the plan is selected,
changes. The main changes in terminology are as follows: the waypoint bearing and XTE will change. The autopilot’s set heading will
automatically change to stay on the plan.

If it becomes necessary to change the turn method or adjust any associated Menu Display When the CDU is offered control, the screen will display a message READY
values, the autopilot must be switched out of TRACK mode. This displays the menu options and alarm conditions or selected additional FOR TAKEOVER and pressing the TAKEOVER button will allow the
display options. autopilot to take control.
Non Follow Up
The Non Follow Up (NFU) mode can be selected using an external switch Alarm Display
but this condition will be displayed on the LCD screen. In this mode an NFU When an alarm message is displayed on the screen it shows that one or more
controller such as a tiller will move the rudder in a desired direction but not to of the conditions are in an alarm state.
a specific final angle.
Follow Up Steering Control Transfer

The Follow Up (FU) mode is also selected using an external switch and this Power Up
mode will be displayed on the LCD. The FU device such as a the ship’s helm The system in which the autopilot is installed must be set to a manual steering
wheel can move the rudder to a specific angle. mode before the autopilot is powered up. During the power up the autopilot
will perform a self test and once complete will beep once and display a start
up screen.
LCD Screen Displays
Heading Select Display Steering Control Transfer
This displays the heading source selected by the operator such as gyro 1 or 2 Once the autopilot has been powered up, take over is instigated simply by
for example. pressing the TAKEOVER button on the CDU.
Actual Heading Display When the CDU is not in control the screen will display a message saying
STATION IN CONTROL and will then specify which station has control.
This displays the actual heading from the selected compass. If the screen
shows ‘****’, this indicates a loss of heading data.
Set Heading Display Illustration 2.3.2a Autopilot Display and Control Panel
This displays the set heading on the LCD screen. Litton

Marine Systems AUTOPILOT
Preset Heading Display
This displays the heading entered when in the PRESET mode and represents AUTO RUDDER
LIMIT SET
MODE ACTIVE
the value dialled in by the order control knob. HEADING 7° VALUE
GYRO 2 238.4 5
Turn Method Display HDG SET HEADING

WEATHER
SELECT
This displays any information on the turn method such as the rate of turn 238.0
in degrees per minute, the ordered turning radius in nautical miles and the
maximum rudder angle in degrees. If an RL icon appears, it indicates that the
rudder limit has been reached.
40 30 20 10 0 10 20 30 40 1°
PRESET ACCEPT
RUDDER ANGLE - 0° 10
Weather Display
This displays the gain selection chosen to compensate for sea conditions. If TAKE
MENU DIM - TEST DIM +
adaptive or automatic gain is selected, the autopilot automatically adjusts OVER
the gain to compensate for the sea conditions. If the system is in manual the
display shows a number between one and seven. One is the highest gain and is C.PLATH NAVIPILOT 4000
selected for low sea states and seven is the highest which is selected for high
sea states.

Illustration 2.3.3a Gyrocompass System
Steering Gear
Room
Bearing Repeater Wheelhouse Top Wheelhouse Bearing Steering Repeater Bulkhead Bulkhead Rate of Turn Bearing Repeater Magnetic Compass
with Stand Digital Tape Repeater Repeater with Bracket Steering Repeater Steering Repeater Indicator with Stand
Heading Repeater DTR 600
0 0 0
10 10 10
350 350 350
0
Sperry
Marine
0 0 0 10 10
9 0 0 0
9 9
350
0
10 Sperry
Marine
CPLATH Connection Connection CPLATH
20 20
Box Box 30
PORT
30
STBD
DIMMER DIMMER
RATE OF TURN
RoT
CPLATH
°/min
Indicator
220V AC Dimmer
To Off Course
Terminal Board Alarm Unit
Starboard
Port Bridge Wing
Bridge Wing Dimmer
To Inmarsat-B To VDR
To Radar 1 To VDR
220V AC
To Radar 2 From Rudder No.1
Power Supply
24V DC
From Rudder No.2 24V DC Back
Up Supply
To AIS
Dimmer
Dimmer
Terminal Board
Switch Over Unit
From GPS
To Autopilot Gyrocompass No.1
From Speed Log From GPS
To Navigation Station Gyrocompass No.2 To Autopilot
From Speed Log

To VDR To Steering System 24V DC Back-up Supply
Power Failure To Navigation Station
To VDR
230V AC Terminal Board
Power Failure
24V DC
Compass Monitor 220V AC
Litton Control and Display Unit

24V DC Back-up Supply
Marine Systems
Course Printer 1 2 3 MENU
GYRO 1 247.7° MAIN MENU
GYRO 2 247.9° F1 DISPLAY DATA
MAGNETIC 247.8° F2 MANUAL SETTINGS ALARM
D.ALARM G1/G2= 1° F3 SETUP MENU 4 5 6 RESET
220V AC +
7 8 9 -
GYRO GYRO MAGN DIM DIM

1 2 COMP
F1 F2 F3 ENTER 0 - +
C.PLATH TEST
Compass Monitor

2.3.3 GYROCOMPASS The two gyrocompasses and the magnetic compass provide individual inputs to Operating the Gyrocompass
the compass monitor unit which also houses the gyro control and display unit.
Switch On Procedure
Gyrocompass Equipment The monitoring and controlling of all compass parameters can be performed
Maker: Litton Marine Systems through this unit. The gyro is switched on at the main switch. As the gyrosphere requires time to
settle to geographic north, it is recommended that the gyrocompass system be
Type: SR180 MK 1
switched on at least three hours before departure and should only be switched
Design and Main Features off during long docking periods. After switch on the LCD display shows three
Introduction screens in the following sequence:
The SR-180 Mk 1 gyrocompass is a microprocessor controlled system
incorporating automatic north speed error correction. Its design ensures north 1) Self test
Two identical gyrocompass systems are provided on the bridge. Heading stabilisation during short power failures. For example, after a three minute
information from the gyros is fed via the switch over unit to the following 2) Masterboard status message
power failure no more than 2° of deviation can be expected. Once power
equipment: has been restored the gyrocompass will return to the correct heading without 3) Start-up information showing heading data and heading
• Port and starboard bearing repeaters requiring the usual settling period. Latitude error is virtually eliminated by the difference alarm threshold.
combined effect of its twin rotors and the liquid damping system.
• Two steering gear repeaters
Display and Control Elements
• Wheelhouse bearing repeater The compass has input interfaces for a second gyro, a speed log, electronic
These are performed via the Compass Monitor Unit shown in the diagram
• Rate of Turn indicator position fixing equipment and two rudder angle feedback units. Up to 12
below.
output ports are available for transmitting heading information to external
• Course repeater visible from steering position equipment.
• Wheelhouse digital tape repeater
The changeover unit for twin gyros provides complete redundancy of all input
• Course printer and output signals maintaining independence of the individual compasses.
• S-band radar
• X-band radar
• Inmarsat-B terminal Illustration 2.3.3b Gyrocompass Monitor
• Automatic Identification System (AIS)
• Voyage Data Recorder (VDR)
• The two navigation stations
• The automatic pilot steering stand Litton Control and Display Unit
Marine Systems
The gyro system is also connected with the following external equipment: 1 2 3 MENU
GYRO 1 247.7° MAIN MENU
• GPS navigator (vessel position) GYRO 2 247.9° F1 DISPLAY DATA
MAGNETIC 247.8° F2 MANUAL SETTINGS ALARM
• Speed log (vessel speed at 200 pulses per nautical mile)
D.ALARM G1/G2= 1° F3 SETUP MENU 4 5 6 RESET
• Two rudder angle units
+
In the event of failure of both gyros, a compass binacle provides magnetic
7 8 9 -
course information to the system.
GYRO GYRO MAGN DIM DIM
1 2 COMP
F1 F2 F3 ENTER 0 - +
The compass units are normally powered from the ship’s 220V AC supply but
have an emergency 24V DC supply in the event of a mains supply failure. C.PLATH TEST
Compass Monitor

Illustration 2.3.3c Gyrocompass Unit Menu
Navigating the Menu Main Menu Display Data Screen
Higher Menu Level Lower Menu Level DISPLAY DATA Rate of Turn
RATE OF TURN Actual rate of turn
F1
F1 +3.4 °/sec
MAIN MENU
F2 Go to sub-menu F1 DISPLAY DATA Display Data
F2 MANUAL SETTINGS
F2 Gyrocompass
F3 F3 SETUP MENU
Position
F3 Speed
Return to next Date/Time
MENU
higher menu level
Menu
Go to next/previous Manual Settings DISPLAY DATA Magnetic Variation
screen on same MAGNETIC VARIATION 2.3° E Magnetic variation
menu level Speed/latitude
Heading diff. alarm
Magnetic variation
North sp. err. correction
Selecting Parameter Settings Flashing arrows: selection expected
Setting naviprint
Setting rate of turn
Show next/previous
option
MANUAL SETTINGS
SPEED MODE: AUTO Setup Menu
POSIT MODE: AUTO
ENTER
Select option and go to next User setup Position data
DISPLAY DATA
Line POSITION MODE AUTO -Position mode (auto/man)
Date and time °
LATITUDE 54:32.10 N
LONGITUDE
°
009:54.32 E
-Latitude
Software version -Longitude
Mag. C. cal. table
Service Setup
Service Setup 1
Interface I/O
Gyro 1 input
Gyro 2 input
DISPLAY DATA Speed
Fluxgate SPEED MODE AUTO -Speed mode (auto/man)
Magn. hdg. outp. +23.4 kt -Actual speed
Service Setup 2
Error list
Operation time
counter
Reset comp.
monitor
DISPLAY DATA Date/Time

DATE: 21:09:98 -Current date
TIME: 12.34 -Current time

Gyrocompass Selection Menu Operation

Select gyro No.1, gyro No.2 or the magnetic compass as the compass to The display screens and manual settings, user and service set-up modes are
provide heading information to external equipment listed at the beginning of explained in the operator’s manual and are accessed via a multi-level operating
this section. This can be performed via the compass monitor unit or via the menu as indicated in the illustration 2.3.3c above.
external gyro selector switch.
Note: Gyro selection is permitted in manual steering mode only. If using

autopilot mode, the source selection is disabled.
Internal Selection
a) Press GYRO 1 to select gyro 1.
b) Press GYRO 2 to select gyro 2.
c) Press MAGN COMP to select magnetic compass.
Display Illumination
a) Press DIM+ to make display brighter.
b) Press DIM- to make display darker.
c) Press DIM+ and DIM- simultaneously to test all illumination.
Confirm Alarm/Mute Alarm Buzzer

a) Press ALARM RESET; the alarm will be muted.
Note: If the cause of an alarm is eliminated, a pending alarm message and

the buzzer will disappear automatically.
Change Time Settings

The gyrocompass monitor controls the feed rate of the course recorder, which
can be set to 60, 150 or 600mm feed rate per hour. During at sea conditions the
recorder should be set to 60mm, during standby and manoeuvring conditions it
is advisable to set it to at least 150mm. The changes can only be made effective
on the duty unit.
a) At the gyrocompass monitor control panel press the MENU

key followed by F2, this will allow the operator into the
Manual Settings sub-menu. Press the down arrow key once, the
NAVIPRINT option is shown but not highlighted, press ENTER
key to move the selection down to NAVIPRINT. Use the arrow
keys to toggle through the printer speed. When the desired
speed is selected, press the MENU key several times to return
to the main display data screen.

2.3.4 MAGNETIC COMPASS
Magnetic Compass
Maker: Jupiter
Steering Compass: Type 2059
Bearing Compass: Type 2060
General Description
The aluminium compass binnacle is located on the mast/radar deck above

the navigation deck. It incorporates a Navipol periscope assembly designed
to accept the Jupiter magnetic compass which provides magnetic heading
information to the steering stand.
The binnacle has a glass window in the hood which allows the compass to
be viewed at the binnacle and a reflector tube that allows the compass to be
viewed from below deck.
The compass corrections are fitted either inside or on the binnacle. The B-C
corrections are made by rod magnets fitted in 13 bores inside the binnacle,
the D correction by by the two soft iron balls fitted either side of the magnet
and the heeling error by a suspended chain inside the bucket tube inside the
binnacle.
A control unit powered by AC mains and DC 24V supplies provide the binnacle
lighting via a dimmer switch.
Magnetic Compass Maintenance
a) The compass bowl should be inspected regularly for signs of

leaks or bubbles.
b) The upper and lower glass surfaces should be regularly

cleaned.
c) The compass gimbals should be checked according to the

planned maintenance schedule.
d) A few times per year a check should be made on the pivot

and jewel arrangement. This should be done with the vessel
alongside. Using a magnetic object, cause the heading to
deviate by 2°. Hold in this position for 10 seconds, and then
remove the magnetic object. The compass card should settle
within 15 minutes of arc of the original heading. If it does not,
the compass should be overhauled by a competent authority.

2.4 Main Engine Manoeuvring Control
2.4.1 Main Engine Controls
2.4.2 Main Engine - Procedures
Illustrations
2.4.1a Main Engine System
2.4.1b Main Engine Control Panel on the Bridge
2.4.1c Bridge Telegraph Unit

,OOXVWUDWLRQD0DLQ(QJLQH6\VWHP
%ULGJH3DQHO'06L 7HOHJUDSK8QLW 6WDUW$LU 530 2UGHU3ULQWHU 530

3UHVVXUH
'06I %5,'*(0$12(895,1*6<67(0

$/$50 )$8/7

)8//

+$/)
$/$50 6723 $/$50 3UHVVXUH

/,67 +251 $&.1

$

51
6/2:
+($'

$
(

',63/$< $'-867
51
6/2: 6+87
$'' 6 6 6 6 0$,17( '($'
7
&+$1 &+$1 ',00(5
+($'
/,67 '2:1 '2:1 1$1&(
6/2:
1(/ 1(/

$6
(
7
$%& '() *+, -./ 012 345
6723
$6
%5,'*( (&5 /2&$/ 6/2:' 6+87' 67$57 6(/(&7 /,0,76 (6& (17

530 530
&75/ &75/ &75/ &$1&(/ &$1&(/ %/2&. &$1&(/
'($' NJFP
6($ 67$1' 678
):(
9:;
6/2:('
<= VSDFH
67$786

&21

6(7
6/2:
02'( %< 752/ 6/2:
5(6(7 ,1*6
530
+$/)

530

7$.(29(5
216(59,&(

$
$

51
51

+($'
+($'
(
(
7
7

%ULGJH:DOO
$6
$6

530
7HUPLQDO6WULS 530
%ULGJH&RQVROH
%ULGJH %ULGJH
:LQJ3RUW :LQJ6WDUERDUG
6KLSV$ODUP0RQLWRULQJ &RQWURO6\VWHP
7\SH8062XWVWDWLRQV
2UGHU3ULQWHU
67/1HW0DVWHU
67/1HW5HVHUYH
$ODUPV
3&6&DELQHW
$QWL3ROOXWLRQ6\VWHP
'06L&RQWURO8QLW
)8//
,QWHUIDFH +$/)
6/2:
'06I %5,'*(0$12(895,1*6<67(0 '06 ,1',&$7,213$1(/
'($'
%:60&&0N '36 $/$50 )$8/7

6/2:
*29(5125 67$57$,5 0$,167$57 7851,1* )8(/ $8; $8;
3LFN8S
6723 (1*$*(' ',675,% $,59$/9( *($5 &$06 %/2:(5 %/2:(5
6SHHG6HQVRU
,16(59,&( ,16(59,&( ',6(1*$*(' $+($' 5811,1* 5811,1*
&RQWURO8QLW $/$50
/,67
6723
+251
$/$50
$&.1 '($'
6/2: (0(5*(1&<
&21752/
67$57$,5
',6758%
0$,167$57
$,59$/9(
7851,1*
*($5
)8(/
&$06
$8;
%/2:(5
$8;
%/2:(5
%/2&.(' %/2&.(' (1*$*(' $67(51 67233(' 67233('
$'' ',63/$< $'-867 6/2: 6+87 0$,17( 6/2:
6 6 6 6 ',00(5
6RRWEORZHUV
/,67 &+$1 &+$1 '2:1 '2:1 1$1&(
1(/ 1(/ +$/)
2YHUVSHHG(PHUJHQF\
&21752/ :521* $8; 6723
)8// %5,'*(
5220 :$< %/2:(56
&21752/ $872 0$18$/
$%& '() *+, -./ 012 345 &21752/ :$51,1*
%5,'*( (&5
&75/ &75/
/2&$/ 6/2:' 6+87' 67$57 6(/(&7 /,0,76 (6& (17
&75/ &$1&(/ &$1&(/ %/2&. &$1&(/
,QGLFDWLRQ6HQVRUV 6WRS 6($ 67$1' 678 9:; <= VSDFH

&21

(0(5*(1&<
6723
0$18$/
6/2:
7851,1*
32:(521

/$037(67
7(50,1$/675,3
):( 6/2:(' 67$786 6(7
02'( %< 752/
5(6(7 ,1*6
7$.(29(5
216(59,&(
6HQVRU
6DIHW\6\VWHP
9DOYHV (&53DQHO'06L 7HOHJUDSK8QLW ,QGLFDWLRQ3DQHO
6HQVRU 0DQRXHYULQJ2SHUDWLRQ3DQHO'36 6WDUW$LU 530
9DOYHV 3UHVVXUH
'36 (1*,1(6$)(7<6<67(0

,QGLFDWRQ $/$50
$/$50 6723
)$8/7
$/$50

/,67 +251 $&.1
$

51

+($'
,QGLFDWLRQ530
(
0$,17(
(',7 0(18 6 6 6 6
7
',00(5
1$1&(

$6
$%& '() *+, -./ 012 345
(6& (17
NJFP
6ORZGRZQ0DLQ2LO0LVW'HWHFWRU
*RYHUQRU&RQWURO3DQHO

678 9:; <= VSDFH
6+87'
6+87
&$1&(/
'2:1
530
6ORZGRZQ0DLQ(QJLQH$[LDO9LEUDWLRQ (*6
6KXWGRZQ6HQVRU
(*6 *29(5125&21752/3$1(/
9DOYH %/2&.('
/2$' ,1'(; $/$50

/,0,7 7(67 0(18
0$; $&.1
&$1&(/
6ORZGRZQ0DLQ(QJLQH&\OLQGHU/XEULFDWLQJ2LO6\VWHP $872
6(/(&7 6(783 (6& (17
&\OLQGHU/XEULFDWLQJ2LO6\VWHP0DVWHU&RQWURO8QLW
530 32:(5 ,1'(; $&&(66 '$7$ ',$*
&\OLQGHU/XEULFDWLQJ2LO6\VWHP%DFNXS&RQWURO8QLW (QJLQH&RQWURO&RQVROH
$X[LOLDU\%ORZHUV
$X[LOLDU\%ORZHUV
0DLQ(QJLQH

2.4 MAIN ENGINE MANOEUVRING CONTROL DMS 2100 System Overview • Emergency stop pushbutton with cover
• A DMS 2100 operator panel with the following functions:
2.4.1 MAIN ENGINE CONTROLS The DMS 2100 control the functions of the MAN B&W 2-stroke slow-speed
propulsion engine by means of the DMS 2100 Gamma programmable logic • A four line display with 40 characters on each line
Bridge Manoeuvring System (DMS 2100) controller (PLC) which is located in the DMS control cabinet, together with the • Soft keys S1 to S4 for operation of the DMS
Maker: Lyngsø Marine A/S units for the DPS 2100 engine safety system. The main engine safety system functions
is completely independent of the DMS.
Model: DMS 2100 • Six selection keys: ESC, ENT and four arrow keys
The alarm and monitoring part of the machinery components controlled by • Use the Select button for DMS control functions of
Introduction the DMS 2100 are handled by other Gamma programmable logic controllers Status, Maintenance, Edit and Menu
(PLCs) in the UMS 2100 alarm and control system.
• Control location selection and indication for Bridge
The Diesel Manoeuvring System - DMS 2100i is a bridge manoeuvring system Ctrl, ECR Ctl and Emerg. Ctrl.
used for remote control of a ship’s main diesel engine connected to a fixed The DMS 2100 and the UMS 2100 alarm and control system are independent
pitch propeller. systems, each with its own Gamma PLCs. They are only connected by a • Sub-Telegraph selection and indication for Sea Mode,
network to transfer alarms and information to the graphic operator station Stand By and FWE (finished with engine) mode
The DMS 2100 is operated by means of telegraph levers and standard DMS (GOS) and printers (Manoeuvring Order Printer). • Slow Down indication, Slowd. Cancel and Slowd.
2100 panels with built in four line display and is operated as a completely Reset operation (Disabled: Slowdown is manual for
independent stand alone system, with all information and internal alarms Slowdown signals for the main engine are transferred as hard-wired signal most parameters, see list later in section)
displayed on the DMS Operator Panels. lines for safety reasons. The slowdown inputs to the DMS 2100 are defined as
supervised inputs, which means that a malfunction of the signal transmission • RPM Limit
The system works as an integrated part of the universal monitoring system cable can be detected. All hardware component and logic circuitry of the DMS • Cancel Limits indication and operation key
(UMS 2100), the systems being interconnected by means of a communication 2100 and the UMS 2100 alarm and control system is independent which means
that it is still possible to control the propulsion machinery even in the case of • UMS2100 keys for the following alarm functions in
network, so that alarms, indications and measurement values from the DMS the DMS Gamma computer:
2100 can also be displayed on the graphical operator station (GOS) and alarm a total breakdown of the alarm and monitoring system.
panels in the alarm and control system. • STOP HORN and ALARM ACKN keys
The power supply for the DMS 2100, as well as for the DMS 2100 and UMS
• ALARM LIST and ADD LIST key
The DMS 2100 can be configured to provide complete control for: 2100, are uninterruptable power supply (UPS) protected. There is a separate
fuse for the DMS 2100 Gamma, the DPS PLC and the remaining hardware • DISPLAY CHANNEL and Adjust Channel
• Main engine start/stop connected to this system. keys
• Start blocking indications • MAINTENANCE and DIMMER keys
• Main engine set point DMS Panels for Remote Control • ALARM and FAULT indication lamps
• Main engine shutdown indications from the main engine safety
system The DMS is connected with DMS operator panels positioned at all control
locations. Each panel has instruments for indicating engine rpm and starting air The LIMITS CANCEL, SHUTDOWN and SLOW DOWN only work at the
• Main engine slow down system pressure and a pushbutton for emergency stop. Panels are situated as follows: DMS panel which is currently in control, however, the SLOWDOWN RESET
can be configured to always have to be reset from the Cargo and Engine
• Main engine speed measurement and indication • One in the engine control room (ECR) Control Panel (CECR) panel.
• Control transfer for bridge/ECR/local changeover • One on the bridge
The STOP HORN and ALARM ACKN. keys can be configured to work under
• Sub-telegraph with finished with engine (FWE), standby and
different conditions:
sea-mode DMS Panel Functions
1. Both keys always work in the CECR, e.g. when the Chief
• Serial interface to the EGS2000 electronic governor
Engineer always wants to be able to acknowledge alarms.
The following are available at each control location for the main engine:
• Alarm announcement and indication Buzzer and STOP HORN work at any of the bridge panels for
• Analogue instruments for indication of main engine rpm all alarms which are announced on the bridge (configurable),
• Analogue instruments for indication of main engine starting air but the ALARM ACKN. key will not work on the bridge.
pressure
• Dimmer potentiometer for illumination of the analogue
instruments (bridge only)

Illustration 2.4.1b Main Engine Control Panel on the Bridge
DMS 2100i BRIDGE MANOEUVRING SYSTEM
ALARM 100% FAULT
ALARM STOP ALARM

LIST HORN ACKN.
ADD. DISPLAY ADJUST SLOW SHUT MAINTE-

CHAN- CHAN- DOWN DOWN
S1 S2 S3 S4 DIMMER
LIST NANCE
NEL NEL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR

BRIDGE E.C.R.
CTRL. CTRL.
LOCAL SLOWD. SHUT D. START SELECT LIMITS ESC ENT
CTRL. CANCEL CANCEL BLOCK CANCEL
7 STU 8 VWX 9 YZ 0space +/-#

SEA STAND CON-
F.W.E. SLOWED. STATUS SET-
MODE BY RESET
TROL
INGS

2. Both keys work at the current DMS control location, i.e. Telegraph Transmitter and RPM Set Point Control Note: The position of the changeover switch always determines whether
working at any of the bridge panels and at the ECR panel. the main engine is controlled from the Bridge Ctrl. or from the ECR Ctrl.
The bridge main operation station is equipped with a telegraph transmitter with Consequently the engine staff are always able to change the control position
In connection with the integrated UMS alarm system the function of both keys built in set point potentiometer; this is located in the bridge centre console. The independently of the navigators on the bridge.
follows the UMS watch station. ECR is equipped with a similar telegraph receiver. The bridge centre and ECR
telegraph levers are equipped with potentiometers with hardware connection When ECR Ctrl. is selected, the desired rpm is ordered by the bridge through
to the DMS system and they can also be used as the communicating engine the telegraph system. After acknowledging the bridge telegraph instruction,
Safety System for the Main Engine telegraph system when running in manual ECR control. the engine staff control the main engine’s speed and direction manually via
The DMS2100i works in conjunction with the independent Diesel Protection the control lever in the CECR. Whether CECR Ctrl. or the Emerg. Ctrl. is
System (DPS 2100) safety system for main engine emergency stop, overspeed Emergency Telegraph System selected depends on the position of the pneumatic changeover handle at the
and shutdown protection. local emergency control stand. BRIDGE CTRL. is selected by means of the
For back up communication of telegraph orders from the bridge to the engine selector switch in the CECR.
In the ECR the DPS2100 safety system has its own DPS panel, which displays side local control stand in the engine room during local control, the system
the relevant information for each shutdown input channel, actual main engine is fitted with a separate emergency telegraph system, which is completely Control Position Changeover by Request from the Bridge
rpm, etc.; it is also possible to make adjustments and cut-outs on the shutdown independent of the DMS 2100 bridge control system and the normal
input channels. communication telegraph levers. If the bridge requires a change of control station it is necessary to telephone
the ECR so that the position of the control location selector switch may be
Three keys with LED indication on the DPS panel are used for shutdown By means of a dial indicator and lamps for each telegraph order, the changed.
indication, shutdown cancel function and shutdown reset function. At the bridge, communication telegraph indicates the requested order. On the bridge the
the shutdown indication and shutdown cancel functions are shown on two keys on switch is rotated to the requested order position, the lamp for the new order
the DMS panel. will start flashing on the bridge, at the engine side the corresponding order Changeover from Bridge Control to CECR Control
lamp will start flashing and an alarm will start sounding.
The following functions are included in the DPS2100 safety system: A forced changeover from bridge to ECR control occurs when the engineer
To accept the new order, the dial at the local stand must be turned to the turns the changeover switch in the ECR console from bridge to ECR control
• Shutdown stop output for the main engine
corresponding flashing lamp, the lamp will change to a steady light and the without a previous changeover request from the bridge.
• Cancel VIT output active buzzer will stop.
• Overspeed stop of the main engine The indication LEDs for forced changeover from bridge control to ECR
control are indicated as follows:
• Shutdown inputs DMS 2100 Operational Description
• The Bridge Ctrl. LED, i.e. the old control location on the bridge
• Emergency stop of the main engine Control Changeover panel and CECR console panel is illuminated with a steady light
• Alarm outputs to the alarm system until transfer has taken place.
The main engine can be operated directly from the bridge panel, by using the
• Tacho output for main engine rpm to instruments BRIDGE CTRL. button, the telegraph levers, or it can be operated from the • The ECR Ctrl. LED, i.e. the new control location on the bridge
CECR panel, by using the manual control lever in the CECR or the manual panel and CECR panel is illuminated with a flashing light and
• Cancel and reset inputs from the DMS system, ECR and local the buzzer sounds until the bridge operator has acknowledged
control control lever at the engine side control position.
the forced changeover. This is just to inform the bridge
• Local/Remote and DMS control feedback When bridge control is selected, the main engine’s speed and direction is operator that the control is no longer on the bridge, the bridge
controlled by the position of the bridge telegraph lever. The Gamma PLC, acknowledgement has no actual influence on the changeover.
Main Engine Speed Measurement located in the DMS2100 main cabinet, converts the bridge telegraph lever set
point into a speed setting signal which is sent to the governor. If telegraph levers are not aligned, the ECR LEDs flash until the ECR engineer
making the forced changeover has aligned the telegraph levers.
The DMS2100 uses a Tacho Adapter Module to interface the tacho pickups
(mounted close to the turning wheel on the engine) to one of the CPUs on the The control location can be transferred between ECR and bridge control by
serial interface board used for measurement of the main engine speed. means of the selector switch located in the ECR control console. Whether
BRIDGE CTRL. or ECR. Ctrl. is selected depends on the position of the
changeover switch.

Cable Failure on Telegraph Levers Local/Remote Control Transfer to Bridge Conditions for Finished With Engine
The set point potentiometers on all telegraph levers are individually supervised Control transfer from local to remote is normally acknowledged from the The following conditions are necessary for FWE:
for cable failure, with an alarm for each potentiometer. In the event of cable CECR panel but it is possible to change directly from local to bridge control,
• Control air pressure off
failure on one of the set point potentiometers involved in a control transfer, the if the DMS loses contact with the CECR panel, e.g. due to a power failure
demands for alignment of the involved telegraph levers is cancelled. or cable failure to the panel. The DMS always supervises the panels and in • Safety air pressure off
the event of a lost connection to the CECR panel it generates an alarm which • Main start valve blocked
It is not possible to transfer control to a control position which has cable failure enables control to transfer directly to the bridge.
on the set point potentiometers, or other failures which make it impossible to
control the main engine from that particular control position. Conditions for Standby
Sub-Telegraph
The following conditions are necessary for standby:
Local Emergency Control (Engine-Side Control) The sub-telegraph is used to give an order to the engine staff.and is a one-
way communication system, i.e. the bridge gives an order and the engine • Control air pressure on
The LED for Local. Ctrl. is switched on when either the pneumatic changeover staff acknowledge it by pressing the panel key associated with the order. The • Safety air pressure on
handle on the emergency control stand is changed to emergency control or if following orders can be signalled:
• Main start valve not blocked
the governor is disconnected from the fuel rack; the fuel rack is connected to
the regulating handwheel on the emergency control console for speed control FWE: Finished with engine. The main engine is stopped, and • Starting air distributor not blocked
of the engine during emergency control. cannot be started.
• Turning gear not engaged
The LED indicators on the Bridge Ctrl. or CECR. Ctrl. keys are switched off. Standby: The main engine is ready or running but engine staff
From CECR control this changeover is done without any buzzer indication and are needed on standby duty. Conditions for Sea Mode
confirmation from the operator, but when changed from bridge control to local
control the LED in the bridge panel Emerg. Ctrl. key will start flashing and the Sea Mode: The main engine is running normally and engine staff The following conditions are necessary for sea mode:
buzzer will sound until acknowledged on the Emerg. Ctrl. key to indicate to are no longer required for main engine operations.
• Control air on
the bridge that bridge control is no longer operative.
There will always be one of these orders present in the system. • Safety air on
Changing to local control at the emergency control stand means that the DMS • Main start valve not blocked
2100 system is unable to manoeuvre the main engine. When the bridge wishes to change to a new order the desired panel key on the
bridge panel must be pressed. The LED in the panel key will start flashing, • Starting air distributor not blocked
both on the bridge and the corresponding LED in the engine control room • Turning gear not engaged
Local Remote Control Transfer panel. The changeover buzzer will also sound and the LED indicating the old
order will remain as a steady light. Note: The conditions for the sub-telegraph can be customised from the
To switch back to remote control the Local Control on feedback must be
deactivated and this will activate the buzzer in the ECR panel and the ECR. customising tool.
When the engineer has pressed the flashing panel key the changeover buzzer
Ctrl. key will start to flash on all DMS panels. will stop, but the LED will continue flashing until all the conditions for the
order have been fulfilled. When the conditions for the order have been fulfilled, Main Engine Start/Stop
To accept remote control the ECR Ctrl. key at the ECR panel must be pressed. the LED will switch to a fixed light and the LED indicating the old order will
The buzzer will stop, the ECR Ctrl. key will switch to steady illumination, Automatic Bridge Control
be extinguished.
the Emerg. Ctrl. key will switch off, and the ‘Remote Control On’ lamp is When bridge control is selected and the system is not in FWE mode; starting,
illuminated. It is now possible to operate the main engine from CECR or If the order is not acknowledged, the flashing LED in the key can be pressed stopping and control of the main engine speed is controlled by the position of
bridge control again. again to cancel the change of order. the bridge telegraph handle.
The Local/Remote control switch on the engine is used to start block the main Moving the telegraph handle from stop to ahead or astern will cause the starting
engine, when it is in local control. As soon as the main engine is switched back Note: Direct change from FWE to Sea Mode is disabled.
sequence to be activated, i.e. starting air will be supplied until the main engine
to remote control, the start blocking of the main engine is removed and it is rpm has reached starting level. At this point starting air is removed and fuel
possible to start and stop the main engine from the CECR or bridge control is supplied for approximately 8 seconds at a preset speed setting level. If the
panels again. rpm is increased in this period the start is considered successful and the rpm is
set to the telegraph set point value, except when limits are set by a slowdown,
load-program, or other limiting programs.

Illustration 2.4.1c Bridge Telegraph Unit If the main engine start attempt failed, a new repeated start will automatically • Safety air pressure low
be executed after a delay of 8 seconds. After three failed start attempts a start
• Start air pressure low
blocking occurs, and the bridge has to move the telegraph handle to the stop
position before a new start can be performed. • Auxiliary blowers not in automatic
• Engine running
If the main engine is ordered to move in the opposite direction whilst still
rotating, starting air will not be supplied until the engine’s speed has decreased
below the reversing level. This may take several minutes depending on the Reversing
ship’s speed, propeller size, loading condition and other ship parameters.
During a normal ahead (or astern) start from standstill, the DMS will activate
The speed may be set to any speed on the telegraph scale, eg. dead slow, slow, the main engine ahead (or astern) reversing valve together with the start
FULL half and full in both directions, in addition to stop. valve when the bridge telegraph handle is moved to an ahead (or astern) start
position.
HALF
Manual ECR Control The ahead (or astern) valve will activate the pneumatic cylinders used to
SLOW
reverse the camshaft roller guides and also reverse the starting air distributor.
When ECR control is selected the starting, stopping, reversing and speed- Pneumatic interlocks on the engine ensure that starting air is not supplied to the
DEAD control of the main engine is handled from the CECR telegraph handle located engine before the starting air distributor is reversed to the correct position.
in the engine control room control console.
SLOW
All camshaft roller guides will not be completely reversed before the engine
When the bridge requests a speed change the main engine direction and speed starts turning on starting air so there are no interlocks from the camshaft roller
STOP is altered by moving the bridge telegraph control handle to the desired position guides to the DMS.
and this will initiate the telegraph alarm. An engineer in the CECR moves the
CECR telegraph handle to the same position as that of the bridge telegraph.
DEAD This performs the necessary speed and direction change and at the same time Slow Turning
SLOW acknowledges the telegraph alarm.
Slow turning of the main engine is normally used before the engine is started
after a prolonged period of standstill and is done by turning the engine for 1-2
SLOW Start Blocking revolutions on reduced starting air.
HALF If the engine is not ready for start, i.e. it is start blocked, the Start Block LED The engine is automatically slow turned, when it has been stopped for more
on the panel is illuminated and a <Startblock> indication is displayed at line than 30 minutes, by releasing the governor stop and activating the start valve
FULL
two of the Start/Stop control display, i.e. on the line above the soft keys. When and stop valve as for a normal start. At the same time the slow turning valve is
the engine is ready for start, the indication change to either <Stopped> or activated. When the engine has turned a minimum of 1.5 revolutions the slow
<Slow Req.> indicating if the next start will be with or without slow-turning. turning valve is released and the start sequence continues as a normal start
sequence.
Start blocking is activated by the following:
• Main engine local control on If the slow turning is not completed within a preset time, the engine is stopped
again by activating the governor stop and deactivating the start valve; a ‘slow
• Main engine safety system shutdown or emergency stop
turning time-out alarm’ is released giving a start blocking which must be reset
• Start failure (Start air time-out or maximum number of failed by the operator before a new start attempt can be executed. The engineers may
start attempts) initiate a slow turn by pressing the MANUAL SLOW TURNING pushbutton
Dimmer at the engine control console in the CECR.
• Slow turning failure (time-out)
• Main start valve blocked
• Start air distributor blocked
• Turning gear engaged
• Control air pressure low

Start/Stop and a start blocking, which must be reset by putting the telegraph lever to the emergency control the regulating handle must be put to the zero fuel index
stop position before any further start attempts can be made. position to reset the shutdown.
The engine is started by releasing the governor stop and activating the start
valve and the ahead direction valve (or the astern valve if reversing), whilst The emergency stop function is also a part of the safety system with independent
the stop valve is still activated. When the engine rpm passes the firing speed
Main Engine Shutdown pushbuttons on the bridge and in the CECR, each wired in parallel to the safety
limit the start and stop valve is deactivated and, after the stabilising time has system.
The DPS 2100 safety system takes care of the engine shutdown in case of a
expired, the ahead direction valve is deactivated (or astern valve if reversing)
shutdown, overspeed or emergency stop alarm by activating the emergency Activation of one of the pushbuttons will cause an emergency stop of the
and the engine is running.
stop valve directly. All the shutdown inputs are connected directly to the DPS, engine even if the panel is not in control.
and then sent as group alarms to the DMS, for indication on the DMS panels.
Crash Stop Two keys on the DPS panel are used for the following functions: When the engine has been stopped by use of the emergency stop function,
restart of the engine is blocked until the emergency stop pushbutton has been
The preconditions for a crash stop detection is that the telegraph lever set • SHUTDOWN: Indicating shutdown activated (steady light) and released again and the shutdown memory is reset from the present control
point must have been above 75 rpm ahead for more than 60 seconds when the activates the shutdown status list display location.
operator makes a reverse order to more than 20 rpm astern. The telegraph lever
set point must be below 75 rpm ahead again for more than 15 seconds before • SHUTD. CANCEL: Indicating shutdown prewarning (flashing
the preconditions for detection of a crash stop is reset again. The crash stop light) or activates and indicates if the shutdown is cancelled Main Engine Slowdown
condition is then maintained until either the astern set point order is moved (steady light)
below a speed of 10 rpm astern, or the actual rpm comes within 5 rpm of the The main engine slowdown system is an integrated part of the DMS system.
astern set point limit of 20 rpm, or a maximum time-out of 300 seconds. At the DMS panels on the bridge and in the CECR, the shutdown information The slowdown inputs are connected directly to the DMS. The slowdown
is shown on similar keys, corresponding to the two keys on the DPS 2100 information is shown on three keys at the DMS panel, both on the ECR and on
panel in the CECR. the bridge. It is also possible to see the status information about each slowdown
Note: The speeds and times are adjustable.
on the slowdown status display. The slowdown inputs are treated like an alarm
In case of a shutdown, operators at the bridge and ECR are given a shutdown input to the alarm system.
When the operator initiates a crash stop, the DMS will activate the governor
prewarning alarm before the shutdown is executed by the safety system.
stop and stop valve to stop the engine. When the propeller speed has dropped
below the reversing level of 20-25 rpm the astern valve will be activated to The three keys on the DMS panel are used for the following functions:
During the prewarning delay for the shutdown, the LED in the SHUTD.
reverse the engine and, after a further 5 second delay, the governor stop is • The SLOWDOWN key indicates slowdown activated (steady
CANCEL key on the DMS panel will flash. After the prewarning delay time-
released and the start valve will be activated to brake the ahead turning of the light), and activates the slowdown status list display
out, the LED in the SHUT DOWN key on the DMS panels changes to steady
engine and start it up in astern direction.
illumination and the main engine is stopped by the safety system. • The SLOWD. CANCEL key indicates slowdown prewarning
(flashing light) and indicates if the slowdown is cancelled
When the engine speed rises above the firing speed in the astern direction, the
To silence the alarm buzzer the STOP HORN key must be activated, and to
start and stop valves are released and the engine starts up on fuel. • The SLOWD.RESET key activates the reset of the slowdown
acknowledge the alarm the ALARM ACKN. key is pressed. If more alarms
memory
are present, the ALARM ACKN. key is pressed again until all alarms are
After an 8 second stabilising time the astern valve is deactivated and a further
acknowledged.
8 seconds later the cancel limits to the governor is deactivated. In the event of a slowdown the operator at the bridge and/or ECR receives a
slowdown prewarning alarm, before the slowdown is executed by the DMS
During the prewarning delay the operator is able to cancel/override the
system.
Repeated Start shutdown, by pressing the SHUTD. CANCEL key; the LED at the key changes
to a steady red light.
During the prewarning delay for the slowdown, the LED in the Slowd. Cancel
If the start attempt is unsuccessful a second start attempt is initiated and
key on the DMS panel will flash. After the prewarning delay time out, the LED
<REP.START> is indicated in the display and a repeated start alarm is If the engine is already stopped, before the SHUTD. CANCEL key is activated
in the SLOWDOWN key on the DMS panel will change to a steady light, and
released. the shutdown must also be reset before it is possible to start the engine again.
the main engine rpm set point will be reduced to the slowdown level by the
To remove the cancel/override shutdown function, the SHUTD. CANCEL key
DMS set point system.
When the engine speed drops down below the firing speed the stop valve, must be activated once more.
governor stop and governor cancel limits is activated, a <Repeated start alarm>
To silence the buzzer the STOP HORN key must be activated, and to
is released, and after a 6-8 second time delay a new start is initiated releasing When the shutdown memory has been activated, the reason for the shutdown
acknowledge the alarm the ALARM ACKN. key pressed.
the governor stop and activating the start valve again. must be removed and the shutdown reset, before a new start of the engine is
possible. When the reason for the shutdown has been removed, the shutdown
During the prewarning delay the operator is able to cancel/override the
If the engine stops again after the maximum number of start attempts (normally must be reset from the operating control location. In bridge control the bridge
slowdown by pressing the SLOWD. CANCEL key.
three), the start sequence is terminated with an alarm for three start attempts telegraph must be placed in the stop position to reset, in CECR control the
manual control lever must be placed in the stop position to reset, and in local

To remove the cancel/override slowdown function, the SLOWD. CANCEL Governor Output Scaling • Serial interface from the VIT module to governor lost
key must be activated once more.
• Safety system off
To make it easier for the engineer to readjust the rpm output for the governor,
When a slowdown has been activated, the reason for the slowdown must be the DMS allows for rescaling from the DMS panel (password protected), where • Serial interface to safety system lost
removed and the system reset before the load on the engine can be increased it is possible to adjust the rpm set point/mA relationship for the following five • Slow turning failure
to the command level. values:
• Plant interlock
1. Minimum rpm, e.g. 20 - 25 %
When the reason for the slowdown has been removed the slowdown memory
is reset by pressing the SLOWD. RESET key on the DMS panel, or by moving 2. Dead Slow or Slow rpm, 35-53 rpm A start interlock is alarmed and indicated at the control panels on the bridge
the set point lever in command down below the limit for slowdown and then and in the CECR.
3. Half Ahead rpm, 70 rpm
increase again. A slowdown is also reset if the engine is stopped by putting the
telegraph lever in the stop position. 4. Full Ahead rpm, 87 rpm A start is carried out by moving the lever of the active telegraph unit from the
STOP position to another position in the ahead or astern direction. If reversing
5. Maximum rpm, 101.4 rpm
is required, this is undertaken by the system as explained above. Auxiliary
Set Point System blowers are preselected by the DMS when the engine is ordered to start. A
Slow Turning further start sequence only proceeds when at least one auxiliary blower sends
The set point system converts the potentiometer set points from the telegraph If the engine has been stopped for longer than a preset period (adjustable) a an ON signal.
levers mounted on the bridge and in the CECR, to main engine rpm set point slow turning is initiated by the control system upon the next start.
output for the governor. This conversion is done in accordance with the speed The start sequence energises the start solenoid valve and the start ahead or
request curves set up in the DMS system. The DMS monitors slow turning by counting the speed pulses and if the astern solenoid valve. This activates the starting air distributor, repositioning it
crankshaft does not achieve the desired full revolution within 30 seconds the if necessary. Air supply to the cylinders is initiated and the engine will begin
slow turning failure alarm is initiated. Slow turning failure results in a start to turn on starting air.
Set Point Lever Adjustments
interlock. Acknowledging the alarm at the operating panel resets the interlock
and enables a new slow turning or engine start to be activated. When the DMS senses the correct rotational speed (in the desired direction) the
It is possible to adjust the following set point inputs, but adjustments are
DMS enables fuel admission by de-energising the FUEL ZERO ORDER and
password protected and must only be made by approved personnel:
Note: If slow turning failure occurs the engine must not be started until the GOVERNOR STOP signal. The engine then runs on starting air and fuel.
1. Telegraph lever RPM set point (bridge) the reason for failure has been determined and corrected. In an emergency
2. Telegraph lever RPM set point (CECR) situation the start interlock can be cancelled by the cancel limits at the bridge When the ignition speed is exceeded the starting air is shut off by de-energising
panel and the engine can be started. the start cut-off valve and the engine runs on fuel only. The start and start
ahead, or start astern valves remain open and any necessary restart is activated
Main Engine RPM Governor Set Point by the start cut-off valve only. At the end of the start settling period, (about 6
Automatic Start of the Engine to 8 seconds when the possible need for a restart has passed), the start and start
The main engine rpm is controlled by an EGS2000 electronic governor. The The engine may be started in automatic mode if the Bridge Ctrl. or ECR Ctrl. ahead, or start astern valves are de-energised, causing the main start valve to
input to the governor is normally a 4-20mA current signal corresponding to the has been selected at the main panel. When the engine has been prepared for close. Some 3 seconds later the start cut-off valve is de-energised.
requested rpm range. Adjustment must only be made by authorised personnel. sea and no start interlock is active the engine may be started via one of the
telegraph units in the CECR or on the bridge. The DMS allows for 3 attempts to start the engine at any start request.
Slowdown RPM Set Point Start interlocks are activated by the following conditions: After the start settling period has expired the DMS accelerates the engine to
the telegraph set point by adjusting the fuel supply according to preset rates.
• Starting air pressure low
When the main engine slowdown is active, the rpm set point is limited to the When decelerating the engine the fuel supply is adjusted according to similar
adjustable slowdown limit after a certain time delay (adjustable). • Turning gear engaged set rates.
• Line break of valves
RPM Set Point Slope • Loss of automatic power signal
Acceleration and deceleration rates are specified by a fixed setting adjustable • Loss of manual power signal
by the customising tool, and specified in shaft rpm/sec. • Loss of sensor power signal
• Actuator blocked
• Electronic governor fault

Failure To Start manoeuvring full ahead. In addition to the telegraph lever a fine adjustment is Sensing of Engine Speed
If the engine fails to start when the starting sequences is initiated the following available for the engine speed set value via the pushbutton ORDER ADJUST
in the operating panel on the bridge. With the aid of the order adjust menu a Engine speed sensing is done by the VIT unit and speed values are transferred
measures are taken.
fine adjustment of ± 3% of the engine speed is possible. It is not possible to from the VIT to the DMS by means of a serial communication line.
If no engine speed is sensed within the maximum starting time the start valve make fine adjustments below the engine minimum speed or above the rated
speed. Fine adjustment is only active in the ahead direction and is automatically For safe and reliable operation of the engine three speed threshold values are
is de-energised and the START FAULT alarm is triggered on the operating
panels. cancelled if the telegraph control lever is moved more than ± 3% out of its defined.
momentary position. It is automatically cancelled when the control lever is set
If the engine turns but does not reach ignition speed or falls below ignition to stop or astern. The RPM is Above Ignition Speed
speed again, the REPEAT START alarm is triggered and two further attempts This value is important for the start procedure as it defines fuel admission and
There are four different modes of behaviour for increase of the speed set point
at starting are carried out. If these attempts fail the START FAULT alarm is the cut off of starting air.
relative to the lever travel.
triggered.
• Linear for ahead and astern range
If the engine exceeds the ignition speed but stops within 20 seconds, a further Overspeed
• Non-liner for ahead and linear for astern
start attempt takes place. Another attempt may also take place if this fails to This is essential for engine safety and if the engine speed exceeds this value
produce the desired speed. If the engine stops unintentionally after this time • Non-linear for astern and linear for ahead the engine is stopped immediately.
the ENGINE STOPPED alarm is triggered. • Non-linear for ahead and astern
Bad Weather Speed Limitation
The START FAULT and ENGINE STOPPED alarms are automatically reset
when the active telegraph lever is moved to the stop position. Subtelegraph Commands A reduced maximum speed is defined to prevent excessive engine racing in
bad weather because the propeller comes out of the water frequently.
Three keys on the operating panels are provided for additional telegraph
Restarting the Engine in the Same Direction functions, these being: The above values are adjustable.
When the active telegraph lever is moved to the stop position the Fuel Zero • Finished with engines (FWE)
order is energised. If the active telegraph lever is moved out of the stop
position to a position in the same direction as the engine is turning and the • Standby Main Engine Limitations
engine is still turning above the ignition speed (due to the drag effect of the • Sea mode To protect the propulsion plant against damage caused by events such as
water on the propeller), the Fuel Zero order is de-energised and fuel admission
overload, faulty operating conditions or heavy sea states, the DMS or Engine
to the engine is allowed.
Commands which are given at the bridge panel have to be acknowledged at the Safety System (DPS) automatically activates limitations. The individual
CECR panel. Unintentionally given commands at the bridge operating panel limits are set by the respective parameters and ramp functions control the
If the engine has stopped or is turning at a speed below the ignition speed a
pushbuttons can be cancelled by pressing the pushbutton again as these have acceleration/deceleration program.
normal automatic start is carried out as described above.
an on/off function.
Similar conditions apply for deceleration but the rates for deceleration are Slowdown
different from those for acceleration. FWE can only be ordered if the control lever is in the stop position and the
main engine has already stopped. The engine safety system (DPS) and /or the alarm and monitoring system can
request an automatic reduction in speed by a signal to the DMS. The slowdown
Barred Operating Speed Ranges The condition sea mode will automatically be cancelled when FWE is level is set by means of a parameter and it acts as a limitation for the speed set
The engine has a barred speed range of 37 - 45 rpm; there may be further ordered. point in the ahead and astern directions. Indications on the bridge and CECR
restrictions on operating speed in the event of a cylinder misfire or the axial DMS panels show:
vibration damper fails.
A Slowdown is Requested (CECR Panel)
Governor Speed Set Point The speed value which is requested from the telegraph (bridge panel).
The position of the telegraph handle creates the desired value in the form of
a milli-voltage, this signal is processed in the DMS and sent as the speed set
point to the electronic speed governor (EGS 2000) via the serial interface.
The telegraph lever covers the range between stop to full ahead (and full
astern). When manoeuvring mode is selected, the speed set point is limited to

Bad Weather Condition The selected and activated control mode is indicated: • The auxiliary voltages
Bad weather speed limitation is intended to prevent engine shutdown due • At the local control box • The solenoid valves
to overspeed. If the engine speed reaches approximately 105% of the set
• At the CECR sub panel • The internal analogue/digital as well as the digital/analogue
speed three times or more within two minutes the speed set point value is
converters
automatically limited to a value of approximately 85%. • At the displays of the DMS panels
• The memory check
The condition is indicated on the bridge and CECR operating panels. The An alarm is triggered when:
• The computer cycle
limitation remains active until the telegraph lever is moved to a position
representing a speed value below the speed limit value. 1. The DMS is on bridge control mode but the signal disappears
If a fault becomes active it will be sensed by the DMS and this triggers audible
after initial successful transfer.
and visual alarms; these are indicated at the operating panels on the bridge and
It is possible to suppress the bad weather limitation using the menu item Bad in the CECR. The audible alarm is only activated at the station in control.
Weather Monitoring on the control panel. 2. The DMS is on automatic CECR control mode but the signal
To comply with classification society rules, the system freezes the momentary
disappears after initial successful transfer.
operating conditions as far as possible.
Manual Limitations
It is possible to activate a limitation manually at the CECR panel by pressing Start Sequence In a frozen condition the operator has to transfer control to manual mode in the
the pushbutton RPM LIMIT and using the cursor keys on the CECR DMS CECR or at the local station. A reset can only be made in manual mode.
panel to define the desired manual speed limit. The pushbutton is illuminated The automatic start sequence has already been described. A start failure will
trigger an alarm at the DMS panels after: The above is a description of the features of the engine manoeuvring system.
and the text SPEED SET LIMITED is displayed.
For details of the operation of the control system see section 3.1 Control
1. The first start attempt without any restart if no speed impulses System in the machinery operating manual.
Engine Supervision have been sensed.
The DMS carries out supervision of the engine pneumatic system, the fuel rack 2. The third attempt when the engine was not able to reach
and the functioning of the operating control modes: minimum speed and remained turning on air.
• Feedback of the control modes
3. An existing start failure is output to the EMS system. A start
• The start sequence failure has to be reset by moving the telegraph lever to the stop
• The stop sequence position.
• The reversing sequence
• The unintended engine stop
Unintended Engine Stop
If, after a successful start (the engine operates for at least 20 seconds after
Other operating data for the engine such as lubricating oil and cooling water
reaching the start settling time) or during normal engine operation, the engine
are monitored by the DPS and UMS systems.
speed falls below the ignition speed and the engine stops without an active
stop command, the alarm is triggered and the ENGINE STOPPED signal is
Starting Air displayed at the DMS panel. The alarm is reset by moving the active telegraph
An analogue input channel is provided for starting air pressure and loss of air lever to the stop position.
pressure will produce an alarm condition which will be displayed at the DMS
panel in the CECR and on the bridge. A start interlock will also be activated System Supervision and Fault Indication
when operating in automatic mode from the bridge.
The DMS hardware and peripherals are constantly monitored by the DMS in
Feedback of the Active Control Mode order to identify any faults which might develop. Supervision is carried out
for:
The following inputs are provided for control mode feedback:
• The bridge telegraph and CECR telegraph
• Automatic control selected
• The speed sensing circuit
• Manual CECR selected
• The electronic governor
• Local engine control selected

2.4.2 MAIN ENGINE - PROCEDURES A similar procedure is used when arriving at port except that the FINISHED The following alarm states are possible:
WITH ENGINES condition is selected when manoeuvring is complete.
There are two main parts to the engine bridge control system, the telegraph and Alarm State Display
the operating panel. Alarm active non-acknowledged: Alarm symbol light flashing
Procedure for Using the Operating Panel Alarm active acknowledged: Alarm symbol light steady
The Telegraph Alarm gone acknowledged: Alarm symbol light extinguished
The DPS 2100 operating panel provides the following operating facilities:
Alarm gone non-acknowledged: Alarm symbol light flashing
The main engine is manoeuvred at the bridge control station using the telegraph.
Illuminated EMERGENCY STOP pushbuttons, located in the wing consoles
When in bridge control mode the engine will operate automatically in response If there are unacknowledged alarms, the first one is shown on the display
and on the bridge console.
to a control signalled from the bridge telegraph or one of the bridge wing and can be visually acknowledged. If this is done, the display switches to the
telegraphs. By pressing the TAKE OVER pushbutton at the required bridge next unacknowledged alarm, and so on, until all unacknowledged alarms are
wing consoles either of the wing telegraphs may be selected or deselected. Emergency Stop acknowledged.
Engine operating conditions may be changed at the DMS 2100 control panel The emergency stop pushbuttons are wired in parallel with one contact on each
if required; control of the engine may be switched between bridge and engine directly to the emergency stop solenoid. A second contact on each pushbutton The cursor keys are used to scroll up and down the alarm list. The alarm
room using this panel. is wired to the DPS 2100 as an individual digital input. A collective output is indications can be displayed one after another, until START OF LIST is
wired to the emergency stop solenoid. displayed in line two, or END OF LIST is displayed in line four. These are
Procedure for Manoeuvring the Engine from the Bridge when the limits of the alarm list. If there is only one alarm in the list, the scroll
Pressing any EMERGENCY STOP pushbutton leads to an immediate stop of function is ineffective. If the alarm list is empty, the message NO ALARMS is
Leaving Port displayed. To leave the alarm list the ESC button must be pressed. Following
the engine. The emergency stop is recorded in the DPS 2100 and indicated on
the display of the operating panel. this instruction, the indication previously shown on the display appears again.
a) Check with the engine room that all systems are operational and
that the engine can be manoeuvred and controlled.
In addition, SHUTDOWN ACTIVE is displayed on the display screen and the If critical operating states occur during the presence of the alarm list on the
LEDs ALARM and the LED in the button SHUTD. ACTIVE are illuminated. display, then the list immediately disappears and the corresponding critical
b) At the changeover switch in the CECR ensure that BRIDGE
operating states are shown on the display.
CONTROL is selected and check the control station indicator As the emergency stop pushbuttons are mechanically built as switches, the
at the bridge panel. stop order remains active until the pushbutton(s) used for an emergency stop Note: If the operator does not intervene further, the system display is
are pressed again to switch off. When the emergency stop is switched off, the automatically shown after expiry of the time-out interval. In default, the
c) At the operating panel check that the correct operating program shutdown has to be reset.
for the engine has been selected and that manoeuvring mode is time out is 10 minutes.
selected.
Operating and Indication Panel Visual Alarm Acknowledge
d) Check that all engine systems are within correct limits and that The operating panel provides a number of keys which allow communication For visual acknowledgement of an alarm, the alarm list has to be selected. An
no alarms are present. with the DPS 2100. The keys are directly functional or used to select menus unacknowledged alarm is indicated by the flashing state indication in front of
and lists. the alarm text. The alarm is visually acknowledged by pressing the ALARM
e) Confirm with the engine room that all other systems, eg steering
ACKN key. This provides visual acknowledgement of the alarm.
gear are operational.
Audible Acknowledge
If the alarm state was ALARM ACTIVE NON-ACKNOWLEDGED, the state
f) Select STANDBY condition when ready for engine Any alarm leads to an audible signal at the control/indicator panel from which
display turns to ALARM ACTIVE ACKNOWLEDGED with the steady state
manoeuvring. the ship is being operated. This also applies to the acknowledgement of this
light indication in front of the alarm text. Where more unacknowledged alarms
signal. Pressing the pushbutton STOP HORN acknowledges the audible alarm
are present, the display switches automatically to the next unacknowledged
g) Move the telegraph lever to the appropriate positions for ahead and switches off the buzzer.
alarm. Otherwise the display remains in the actual position.
or astern movement as required.
Selecting the Alarm List
h) When manoeuvring is completed and the ship is clear of
pilot restrictions, select SEA MODE and move the telegraph Any alarm is recorded in the alarm list. For the visual acknowledgement of the
transmitter to the required position. The load programme alarm the alarm list must firstly be selected. This is done by pressing the key:
will now bring the engine up to the demand speed over a
pre-programmed time period. The CANCEL LIMIT button Alarm List
will now flash continuously. Do not press CANCEL LIMIT The alarm list is selected and displayed. Every alarm is shown with its current
otherwise the engine will immediately accelerate/decelerate to state.
the speed setting.

Slowdown Cancel indicators and the buzzer is activated. The lamp test is cancelled automatically S2. After pressing S2 actual operating values are displayed.
Only the oil mist detector has an automatic slowdown, all other slowdown after 5 seconds.
conditions activate an alarm and require intervention of the duty engineer to S3. Pressing S3 opens the parameter list, recorded in the central module DZM
initiate the slowdown. S4. This key allows for setting of ship’s time and date. (See below) 402, allowing for parameter display and/or parameter changes.
To leave the maintenance menu the ESC button must be pressed. Following To leave the menu or the sub-menus the ESC button must be pressed. Following
To cancel the of oil mist detector automatic slowdown before expiry of the
this instruction, the information shown on the previous display appears again. this instruction, the information shown on the display before the ESC key was
count down period the SLOWD CANCEL key has to be pressed. To remove
the slowdown cancel, the key has to be pressed again. first pressed appears again.
Note: If the operator does not intervene further, the system display is
Reset and cancel of automatic slowdowns only apply to the oil mist detector. automatically shown after the display time-out. Note: If the operator does not intervene further, the system display is
automatically shown after display time-out.
Slowdown Reset Dimmer/Contrast
To reset a slowdown, that has been active before, the SLOWD RESET key has To set the brightness of all LEDs in the keys of the operating panel of the Setting Ship’s Time and Date
to be pressed, this resets the slowdown condition. After this action, the engine display’s background light, the DIMMER key must be pressed, this activates
speed increases to the desired value set by the control lever. the dimmer/contrast system. It is important that the ship’s time and date are set correctly in order that the
movement recorder will indicate actual ship’s time. The setting procedure is
Following pressing of this key a menu is displayed. as follows.
Shutdown Cancel
The cancel of shutdown criteria is activated by pressing the SHUTDOWN Pressing the key DIMMER/CONTRAST step by step sets the brightness of the a) At the panel press the MAINTENANCE key.
CANCEL. key, this cancels the shutdown command. LEDs in all keys of the panel and the display backlight taking the basic level
into account. With every key stroke the brightness changes to the next step in b) Press the S4 key to bring up the menu screen.
When shutdown cancel is active, the shutdown signals will be suppressed, as circle by adding 5 to the actual level, until the maximum level is reached. This
long a the cancel is active. To remove the shutdown cancel, the key has to be is indicated at the display. The next key stroke leads to lower brightness. c) Use the left and right arrow keys to scroll through the menu area
pressed again. to find the time and date screens.
Note: If the basic level is set to 15, the lowest level is equal to maximum
level. d) Use the up and down arrow keys to adjust the time and date as
Maintenance
required.
To alter operating panel settings the MAINTENANCE key must be pressed, In this case dimming is not possible.
this activates the maintenance mode and following the pressing of the key a e) Press the ESC key to set the time and date and leave the
menu is displayed on the operating panel display. To leave the dimmer/contrast menu the ESC button must be pressed. The maintenance screen.
maintenance menu appears again.
The maintenance menu indicates the function of the keys S1 to S3. The
particular functions are described as follows: To leave the maintenance menu the ESC button must be pressed. Following
this instruction, the information shown on the display, before the ESC key was
S1. Pressing the key S1 sets the basic brightness of the LEDs in all keys of the first pressed, appears again.
panel. There are 15 steps available. The actual level is indicated in the display.
With every key stroke the brightness changes to the next step in the circle, Note: If the operator does not intervene further, the system display is
i.e. 0, 1, 2, 3 ... 15 and back to 0, where 0 is the lowest and 15 the highest automatically shown after the display time-out.
brightness.
S2. Pressing the key S2 sets the basic brightness of the display background Parameter, Suppressions and Operating Values
light. There are 15 steps available. The actual level is indicated in the display. To display and/or change parameters, suppressions and operating values, the
With every key stroke the brightness changes to the next step in the circle, MENU key must first be pressed. This activates the menu display which has a
i.e. 0, 1, 2, 3 ... 15 and back to 0, where 0 is the lowest and 15 the highest sub-menu showing items which can be selected using with the keys S1 to S3.
brightness. The particular functions are described as follows:
S3. On pressing the key S3 a lamp test takes place. All LEDs in the keys of S1. Pressing S1 opens a list of inputs to the DPS 2100, and allows the switching
the panel are illuminated in full brightness, the display is filled with plain of single inputs on and off.

2.5 Discrete Equipment Illustrations
2.5.1 Speed Log 2.5.1a Speed Log System
2.5.2 DGPS Navigator 2.5.2a DGPS System
2.5.3 Echo Sounder 2.5.2b DGPS Control Panel
2.5.4 Meteorological System 2.5.3a Echo Sounder System
2.5.5 Weather Facsimile Machine 2.5.3b Echo Sounder Equipment
2.5.6 Voyage Data Recorder 2.5.4a Anemometer System
2.5.7 Automatic Identification System 2.5.5a Weather Facsimile Receiver
2.5.8 Hull Stress Monitoring 2.5.6a Voyage Data Recorder System Overview
2.5.9 Fog Bell and Gong System 2.5.6b Voyage Data Recorder Remote Display Unit
2.5.10 Whistle System 2.5.7a Automatic Identification System
2.5.11 Sound Reception System 2.5.7b Automatic Identification System Screen
2.5.7c Automatic Identification System Menu Tree
2.5.8a Hull Stress Stain Gauge Locations and Mimic Display
2.5.9a Fog Bell and Gong System
2.5.10a Whistle System
2.5.10b Whistle Control Panel
2.5.11a Sound Reception Control Panel

,OOXVWUDWLRQD6SHHG/RJ6\VWHP
&KDUW6SDFH 2YHUKHDG3DQHO
'LJLWDO,QGLFDWRU6' 'LJLWDO,QGLFDWRU6'
6SHHG :7
5HPRWH'LPPHU
6$/ 6$/
6' 6'
81
&RQWURO
%7
3RUW:LQJ 'LVWDQFH'LUHFWLRQ
6WDUERDUG:LQJ
7ULS
7RWDO
'LJLWDO,QGLFDWRU6' $SSURYDOV
%6+/
'LJLWDO,QGLFDWRU6'
'5$77
3UHVV

VHF 7HVW 7HVW
/RQJ 7ULS
%7 5HVHW :7 %7 NQRWV PV
7UDQV 7RWDO
:7 7ULS
5HV 'LU
6$/ ',0 ',0 6$/
6' 6'
81 81
' '
$SSURYDOV $SSURYDOV
%6+/ %6+/
'5$77 '5$77
7HVW 7HVW
:7 %7 NQRWV PV :7 %7 NQRWV PV
',0 :KHHOKRXVH ',0
'
/RJ3URFHVVLQJ8QLW
%RVXQ
V6WRUH
(OHFWURQLF8QLW
(QJLQH&RQWURO5RRP
'LJLWDO,QGLFDWRU6'
9$&
6SHHG :7
6$/
6'
%7
'LVWDQFH'LUHFWLRQ
7ULS 7R2'0(&RQWURO8QLW )RUH3HDN7DQN
7R+XOO6WUHVV
7RWDO
7R9R\DJH'DWD5HFRUGHU
0RQLWRULQJ6\VWHP
3UHVV

7HVW
VHF
5DWHRI7XUQIURP*\URFRPSDVV 906
/RQJ 7ULS
%7 5HVHW
7UDQV 7RWDO
:7 7ULS
5HV 'LU
',0 7R%ULGJH$ODUP6\VWHP 906
'
9$&6KLS
V6XSSO\ 7R*\URFRPSDVV1R
7DQN7RS
7R$XWRSLORW6\VWHP
;%DQG5DGDU
$3*8QLW
6SHHG/RJ1R
6%DQG5DGDU 7R*\URFRPSDVV1R 7UDQVGXFHU
+XOO
)UDPH

2.5 DISCRETE EQUIPMENT Bottom track speed measurement uses five different crystals in the transducer, M/S key
transmitting on the much lower frequency of 150kHz. Signals are directed at Pressing this key shows speed in metres per second.
2.5.1 SPEED LOG the sea bed and the ship’s speed is calculated through analysis of the reflected
signal. This speed indication is reliable for depths of water below the transducer
of 3-300 metres and is referred to as the ground speed or true speed. Type SD1-6 Display in Chart Space and Engine Control Room
Speed Log Equipment
Maker: Consilium Navigation AB This is a multi-function digital display capable of showing longitudinal BT or
Expected Accuracy WT speeds. The unit will default to WT speed if there is no BT speed available.
Model: SAL 860R
The WT or BT LEDs illuminate to indicate which mode is selected.
Speed range of the WT system is ± 50kts sensed water speed with an accuracy
Introduction of 0.1 knot, or 0.5%, whichever is greater. Twin axis transducers are required to calculate transversal speed and distance.
The SAL 860R speed log employs an acoustic transducer and, using correlation As only one transducer is fitted to this vessel, there are no transverse WT
Speed range of the BT system is ± 40kts in any direction with an accuracy of 0.1 speeds available and the transverse indicators will display ‘---’.
techniques, measures the ship’s speed. The system comprises: knot or 0.5%, whichever is greater in normal mode or 0.2% in interpolation mode.
• A transducer sited flush with the hull bottom in the fore peak
DIM Keys
tank at frame 97.5
Operating Procedures Pressing the UP arrow key increases display brightness, pressing the DOWN
• An electronics control unit (ELC) sited within 30m of its
arrow key decreases brightness.
transducer During normal operation, apart from the controls on the digital display
• A log processing unit (LPU) indicators, no operator intervention is required. The setting of the parameters
Lamp Test
via the LPU is performed during commissioning. An LCD display is located
• Digital indicator type SD1-6 sited in the chart space inside the LPU which provides a two line display to refer to for fault diagnosis Pressing both DIM keys simultaneously causes all instrument segments and
• Digital indicator type SD2-1 sited in the overhead panel or if it becomes necessary to test the system. Limited system tests can also be indicators to light.
performed from the ELC. Information regarding system testing can be found
• Digital indicator type SD1-6 sited on the engine control console in the manufacturer’s operation/installation manual. A remote dimmer is fitted Reset Trip Key
• Digital indicators type SD2-1 on each bridge wing for the digital displays. This is used to reset the distance run counter. It must be pressed for at least two
seconds to operate.
Speed and distance information in the form of NMEA 0183 signals is fed to Digital Displays
the Voyage Data Recorder (VDR), No.1 and No.2 autopilot systems, No.1 and Operating details of the two different types of digital displays, installed on Long/Trans/Res Key
No.2 gyrocompass systems, the VMS system, steering control system, S-band board, are described below. This selects one of three modes:
and X-band radars, hull stress monitoring system, ODME monitoring system
as well as the bridge alarm system. • Long Mode indicates longitudinal speed and distance if
Type SD2-1 Display in Overhead Panel and Bridge Wings available. An indicator arrows shows speed ahead or astern.
Speed and Distance Measurement DIM Keys • Trans Mode indicates transversal speed and distance if available.
An indicator arrows shows port or starboard direction.
Pressing the UP arrow key increases display brightness, pressing the DOWN
The transducer consists of five piezo-electric elements for measuring Bottom • Res Mode shows resulting speed on the upper display and either
arrow key decreases brightness.
Track (BT) speed and two further piezo-electric elements for measuring Water speed vector direction or the resulting distance in the lower
Track (WT) speed. display.
Lamp Test
Water track speed measurement is achieved by crystals in the transducer, Pressing both DIM keys simultaneously causes all instrument segments and BT/WT Key
transmitting two parallel signals into the water one at 4.00MHz and the other indicators to light.
at 4.192MHz. These are reflected back by objects in the water and return Press this key to switch the display between the two track modes:
echoes are detected by the same transducer. The time delay for signal echo WT Key • BT will show bottom track speed and distance if available
is proportional to speed multiplied by the distance to the object. The received Press the WT key to display the water track speed.
• WT will show water track speed and distance if available
echoes can be regarded as two snapshots of the flow of particles under the
ship. As the distance between the two crystals is accurately known, it is BT Key
possible to calculate the speed of the particles and hence the speed of the ship. Trip/Total/Dir Key
Press the BT key to display the bottom track speed.
By integrating speed with time, the distance run can be calculated. Speed is This key switches between trip distance, total distance if in ‘Long’ or ‘Trans’
measured at a user-defined distance from the surface of the transducer between modes, and between trip distance, total distance, speed vector direction if in
75-150mm. This measurement is referred to as speed through the water or Knots Key
‘Res’ Mode.
relative speed. Pressing this key shows speed in knots.

,OOXVWUDWLRQD'*366\VWHP
:HDWKHUSURRI :HDWKHUSURRI
&RQQHFWRUV &RQQHFWRUV
1DYLJDWLRQ%ULGJH&RQWURO&RQVROH &KDUW&RQVROH 1DYLJDWLRQ%ULGJH&RQWURO&RQVROH
/0;1DYLJDWLRQ6\VWHP
3URIHVVLRQDO'*361DYLJDWRU /0;1DYLJDWLRQ6\VWHP /0;1DYLJDWLRQ6\VWHP

1$9 57( :37
*36 *3667$786 $%& '() *+, 3URIHVVLRQDO'*361DYLJDWRU 3URIHVVLRQDO'*361DYLJDWRU

615 1 1$9 57( 1$9 57(
*36 *3667$786 :37 *36 *3667$786 :37
$%& '() *+, $%& '() *+,
615 1 615 1

3/27 7,'( $8;
-./ 012 354

3/27 7,'( $8; 3/27 7,'( $8;
: ( -./ 012 354 -./ 012 354
351

8VHGVDWV
326 *36 '*36 : ( : (
6ODYH'*36 1R'*36 1R'*36

678 9:; <= 351 351
9LVLEOHVDWV

$YDLODEOHVDWV 8VHGVDWV
326 *36 '*36 8VHGVDWV
326 *36 '*36
678 9:; <= 678 9:; <=
(OHYDWLRQPDVN 9LVLEOHVDWV 9LVLEOHVDWV
6
$YDLODEOHVDWV $YDLODEOHVDWV

( &)* & (OHYDWLRQPDVN (OHYDWLRQPDVN
6 6

( &)* & ( &)* &
/LWWRQ
0DULQH6\VWHPV
/LWWRQ /LWWRQ
0DULQH6\VWHPV 0DULQH6\VWHPV
7HUPLQDO%ORFN 7HUPLQDO%ORFN 7HUPLQDO%ORFN 7HUPLQDO%ORFN 7HUPLQDO%ORFN 7HUPLQDO%ORFN 7HUPLQDO%ORFN
9'& 9'&
9'& 7R%ULGJH$ODUP 5HOD\
7R%ULGJH$ODUP 5HOD\ 7R(&',6
7R(&',61R 7R(&',6
7R(&',61R 7R9R\DJH'DWD
5HFRUGHU
7R9R\DJH'DWD
5HFRUGHU
*366HOHFW6ZLWFK
7R*\URFRPSDVV1R
*36721(7:25.
*36 *36
7R*\URFRPSDVV1R
6SHUU\
10($
9'& 'LVWULEXWLRQ
%R[
7R(FKR6RXQGHU
7R$XWRPDWLF
,GHQWLILFDWLRQ6\VWHP
7R,QPDUVDW%

2.5.2 DGPS NAVIGATOR System Configuration Yellow/Green solid

GPS position update, DGPS corrections are not being received. This may be
Differential Global Positioning System (DGPS) The DGPS system comprises dual receivers located as follows: seen from time to time in normal operation. This will occur when the beacon
Maker: Litton Marine Systems Set Location signal is not available or out of range, or if tracking 3, 4 or 5 satellites with
Model: LMX 420 poor geometry with respect to the ship’s position.
#1 Master Chart Console
#1 Slave Navigation BCC
Yellow solid
Introduction
#2 Master Navigation BCC
DGPS position update, but with poor HDOP. This may be seen during normal
GPS was developed by and is operated by the U.S. Department of Defence. operation. This will occur if tracking 3, 4 or 5 satellites with poor geometry
Comprising a constellation of 24 operational satellites (four in each of six A GPS selector switch is located on the chart console. Each master has its with respect to the ship’s position.
operational planes) at altitudes of approximately 20,000km the system own sealed antenna unit. NMEA interfaces are provided with the following
provides two dimensional fixes (latitude and longitude) for marine users. A external equipments: dual gyrocompass, echo sounder, Inmarsat B, Automatic
Green solid
position fix with an accuracy of approximately ten metres can be achieved Identification System (AIS), dual VMS displays, Voyage Data Recorder
using a GPS receiver. (VDR), and CAM alarm. DGPS position update with an HDOP value less than 4. This is the normal
operating condition with position accuracy of less than 5 metres.
Basically a GPS position is achieved by measuring the range from a number
of selected satellites to the receiver. Range is determined by measuring the
Description of Controls
GPS Mode Traffic Light Operation
propagation time of received signals and a fixed clock error. By the use of Traffic Light System
microprocessor technology this clock error can be resolved providing that at Red Flashing
The LMX 420 GPS has a series of indicator lights (red, yellow and green) on
least three satellites are in view for a two dimensional fix. the left hand side of the panel. These lights represent the signal status of the Not tracking satellites. This will occur during the first two minutes after switch
system. Great care must be taken when reading these lights as the indications on or if the memory is reset or lost. If this happens, allow the unit to run for at
Differential Global Positioning System (DGPS) can have different meanings in the DGPS or GPS mode. least 30 minutes. If the red light does not change to solid in this time, refer to
the troubleshooting section of the manufacturer’s manual.
The accuracy of basic GPS signals (especially in areas such as harbours
and their approaches) can be improved by the reception of correction data DGPS Mode Traffic Light Operation
transmitted from a shore-based station. DGPS works on the principle of a Red/Yellow Solid
Red Flashing
fixed receiving station knowing its exact location (latitude and longitude) Dead reckoning. Indicates equipment is in dead reckoning mode. This is the
derived from a survey. This station is equipped with a GPS receiver to obtain Not tracking satellites. This will occur during the first two minutes after switch case when the normal GPS or DGPS operation is not available.
its position from the satellite system. The received position is compared with on or if the memory is reset or lost. If this happens, allow the unit to run for at
the surveyed position of the station. If an error exists between these two least 30 minutes. If the red light does not change to solid in this time, refer to
Red Solid
positions then correction data is calculated and transmitted by M/F radio, in the troubleshooting section of the manufacturer’s manual.
the frequency band 285-325kHz, with a range of approximately 40-60 nautical Tracking one or more satellites (no position update). This is normal for two
miles. minutes after switch on. Allow the unit to run for at least 20 minutes after red
Red/Yellow Solid
solid to allow the unit to receive a satellite almanac. This also indicates that the
Dead reckoning. This indicates that the equipment is in dead reckoning mode. HDOP is greater than 10, look in GPS function screens for the value.
A Note of Caution When Using GPS
This is the case when the normal DGPS or GPS operation is not available.
Attention is drawn to the fact that the U.S. Department of Defence controls the
Yellow Solid
transmission of GPS signals. They can, if they wish, introduce errors or even
Red Solid
stop transmission without warning. With this in mind GPS should be used with GPS position update with a poor HDOP value. This may be seen from time to
caution. An alternative independent means of position fixing should always be Tracking one or more satellites. This will occur during the first two minutes time in normal operation if tracking 3, 4 or 5 satellites with poor geometry with
used in conjunction with the GPS. after switch on. Allow the unit to run for at least 20 minutes after red solid respect to the ship’s position.
to allow the unit to receive a satellite almanac. This also indicates that the
Horizontal Dilution of Precision (HDOP) is greater than 10 or that too few
Green Solid
satellites are being tracked. Use the GPS or DGPS function screens for further
information. GPS position update with an HDOP value less than 4. This is the normal
operating condition with position accuracy of 40-75 metres.

Operating Key Functions Cursor NAV1 - The Panorama Screen

This screen is designed to give a 3 dimensional ‘runway view’ of the route
Function Keys Used to move between edit fields and also to move between function screen
being followed. In this view navigation markers, course line, cross track error
pages.
There are the 18 press button keys to the right hand side of the display panel. lines and waypoint flags are displayed. The following information will also be
There are also 5 soft keys under the display which activate the function displayed: Course and speed over ground (COG, SOG) as calculated by the
indicated on the screen above them. Function GPS. The range (RNG) and bearing (BRG) of the waypoint from your present
Above and below each primary function key are numbers and letters. These position. Time to go (TTG), the calculated time to reach the waypoint.
Man Overboard numbers and letters are used in the edit mode most often in RTE, WPT and
CFG screens. In the top right hand corner the symbol RL or GC will be displayed this
Located at the bottom right hand corner of the panel. When depressed for at indicates whether you are navigating under Rhumb Line or Great Circle.
least two seconds it activates the MOB1 screen.
Navigation Screens By pressing the E key the Panorama Display Option screen is activated
Power On/Off The LMX 420 has four basic NAV screen displays. The RTE 1 screen provides allowing the display information to be customised.
the active route for the NAV screens. The up and down arrow soft keys control
A momentary press will switch the power on - Do not hold it down for more
which waypoints are skipped or restored for the current route. ETA information View
than one second at switch on or the unit will be switched off again. There are
is also configured in the RTE 1 screen.
two options for switching the unit off: Allows the operator to zoom in or out of the representation of the route
• Software control - a momentary key press will display the soft Reference should be made to the route section of the manufacturer’s manual displayed.
key option boxes YES or NO. Press the YES soft key. for a full description.
• Hardware control - press the key for more than 3 seconds and
,OOXVWUDWLRQE'*36&RQWURO3DQHO
the power will be switched off. The unit cannot be turned on
7UDIILF/LJKWV 'LVSOD\ )XQFWLRQ.H\V
again for 10 seconds when this method is used.
Light
/0;1DYLJDWLRQ6\VWHP
Allows instant switching between two pre-programmed panel light settings.
3URIHVVLRQDO'*361DYLJDWRU

1$9 57( :37 0DUN3RVLWLRQ
GoTo
*36 *3667$786 $%& '() *+,
615 1
Allows the operator to quickly create a route from the present position to one
other waypoint.

3/27 7,'( $8; *RWR
-./ 012 354

Mark Position
: (
351

Stores the present position, date and time at the next available waypoint 8VHGVDWV
326 *36 $,6 /LJKW
678 9:; <=
location in the waypoint bank. 9LVLEOHVDWV
$YDLODEOHVDWV
(OHYDWLRQPDVN 6

Edit ( &)* & 3RZHU2Q2II
Activates and deactivates the soft keys and edit fields within any screen where
editing is appropriate. The E key must be pressed to save the information as
edited. 0DQ2YHUERDUG
Clear /LWWRQ
This key allows the operator to erase one character at a time. If it is held down 0DULQH6\VWHPV
for longer than one quick key press, it will erase the entire line of characters
that the cursor is on.
6RIW.H\V &XUVRU.H\

Show Waypoints NAV3 - Expanded Navigation Information

Allows waypoints, not part of the actual route, to be turned on or off. NAV3 screen has four windows. The upper left window is a smaller version of
NAV2 screen. The two windows below this display the present date and time
and the ETA to the end of the route. The right hand window provides a graphic
Show Active Route
display of the waypoint being approached as well as the waypoint at the end
Allows the option for the course line to be shown, as long as a symbol has been of the next leg.
entered as the first character for the waypoint name.
Reset XTE and Skip Waypoint is also available on the NAV3 display.
Show Off Track Limit
Allows the cross track error lines to be displayed or hidden. NAV4 - Sensor Input Navigation
The NAV4 screen displays data from external equipment: anemometer, speed
Show Data Window log, compass and echo sounder when connected (using NMEA protocol) to the
GPS. The sources can be set up in the CFG1 screen, refer to the installation and
Allows the selection of two display types: service manual for further information on set up and compatibility. The NAV4
• Data displayed in various parts of the graphic screen or screen is divided into four window segments.
• Data displayed in a separate window left of the graphic screen.
The top left window shows details relating to the True Wind Angle (TWA),
True Wind Speed (TWS), True Wind Direction (TWD) and Velocity Made
If the vessel drifts outside of the crosstrack error limit and it is decided not to
Good (VMG).
return to the original course line, the course line can be reset from the present
position to the waypoint by selecting Reset XTE from the display.
The window below the wind data provides information relating to the ship’s
course and speed and displays the Course Over Ground (COG), Speed Over
Skip Waypoint Soft Key Ground (SOG), Heading (HDG), Heading To Steer (HTS) to next waypoint,
Speed log (LOG), Waypoint Closure Velocity (WCV) and the calculated set
Allows the operator to skip the waypoint currently being headed to and to
and drift.
advance to the next one.
The window in the top right hand corner displays depth information.
NAV2 - Basic Steering Information
This view gives the range and bearing to the next waypoint. Below this the Below the depth data there is a graph displaying the next route leg vector the
course and speed over ground is displayed as calculated and the lower part of Range (RNG) and Time To Go (TTG) to the next waypoint as well as an arrow
the display shows the cross track error, displayed as follows: indicating the calculated set and drift.
A vertical line in the centre represents the vessel’s course line. The checkered
area to the port and starboard of this line indicates the area beyond the cross
track error limits. The number displayed next to the course line is the calculated
cross track error. Whenever the vessel steers to port or starboard of its course
line the checkered area turns to solid black indicating which side of the course
line the vessel is on.
As with the NAV1 display the course can be reset if the vessel drifts outside
present parameter settings by pressing the E key followed by Reset XTE. Press
the E key again to return to the normal display status.
The next waypoint can be skipped by selecting the E key followed by the Skip
Waypoint soft key. Press the E key again to return to normal display status.

Illustration 2.5.3a Echo Sounder System

Overhead Console
Digital Depth Indicator

FE-720
FURUNO
Echo Sounder Display Unit
FE-700
MENU ENT
FE-700
DRAFT MUTE
ALARM DISP DIM
AUTO ALARM: 10m
DIM BRILL
FORE 200kHz
RANGE : 5
GAIN : 8.5 AUTO COLOR *
MODE : NAV
- + FE-720 PWR
4 5
3 6
2 7
0 8
RANGE
4 6
2 8
0 10
GAIN
LOGBOOK
HISTORY OS DATA
DBS HELP
NAV MENU
MODE
BELOW TRANSDUCER m
POWER
Central Bridge
Dimmer GPS VDR ECDIS Alarm System
Junction
Box
Distribution Box FE-702 220V AC
Transducer Switching Box EX-8
Matching Box MB-502 Matching Box MB-504
50B-6B Transducer 200B-8B Transducer

Frame 38 + 600mm Frame 97 + 300mm (Fore Peak Tank)

2.5.3 ECHO SOUNDER b) Use the + or - keys to adjust the display brilliance to the desired b) Press the DRAFT key and the draught setting menu will be
level. While this menu is active each press of the BRILL displayed.
Maker: Furuno key will toggle between setting the level to maximum from
Model: FE-700 minimum and then from minimum to maximum. c) Use the + and - keys to select the required draught between 0 to
30 metres in 0.1m increments. The draught setting is displayed
c) Use the up or down arrow keys to set the tone (contrast) to the next to a picture of a ship on the display.
Overview desired level.
d) Any changes to the draught setting must be made within 10
The FE-700 echo sounder system comprises a main display unit on the aft chart d) The brilliance/tone menu window closes if a key has not been seconds of opening this menu window.
console and a digital depth indicator repeater on the overhead display. Depth pressed for 10 seconds.
information received from one of two transducers, located in the hull, can be CAUTION
displayed on these units. One transducer is sited in the forward section of the Adjusting the Panel Illumination DBS does not indicate the water clearance below the keel. This mode
vessel and the other in the after section. The forward transducer is a 200kHz should not be selected when the vessel is transiting shallow waters to
type and the after transducer is a 50kHz type, both transducers are connected a) Press the DIM key, the panel dimmer menu will appear.
avoid the chance of grounding.
via matching boxes, (the forward unit is located in the bosun’s store and the
aft unit in the engine room on the 2nd deck) to the transducer switching box b) Use the + or - keys to obtain the desired setting or press the DIM
located on the aft chart table. key repeatedly until the desired setting is obtained. HISTORY Mode
In this mode the screen has a split display showing a contour display on the
The system can display information from other pieces of equipment such as Selecting the Display Mode left hand side and a strata display on the right hand side of the screen. The
the GPS and can provide outputs to equipment such as the bridge watch alarm range scale for both must be the same or the message ‘OUT OF RANGE’ will
The rotary MODE selection knob is used to select one of the seven available
monitoring system, Voyage Data Recorder (VDR), etc. be displayed.
display modes as described below.
The contour display can be scrolled left or right using the + and - keys to display
Operation NAV Mode the previous 24 hours soundings. The strata display shows the soundings for
This is the mode for general use. In this mode the display indicates the depth the last 5 minutes.
Note: Because the installation has two transducers the user should be aware
from the transducer to the sea bed and ‘BELOW TRANSDUCER’ is displayed
of which transducer is in use at any particular time.
in the bottom left hand corner of the display. By default the following settings LOGBOOK Mode
are made:
Power On/Off In this mode the a table displays time, depth and own ship position. There are
• Colour: Amber 60 pages of data with page 1/60 being the oldest data and page 60/60 being the
a) Press the POWER key, the unit will perform a self test. latest. There are three time interval options which can be selected; 5 seconds,
• Range: Automatic range switching
1 minute and 2 minutes. To change the time interval proceed as follows:
b) Use the rotary MODE selection switch to select the display • Window: 15 minutes
mode. NAV mode is suggested for general use. The default • Shallow Water Alarm: 20m a) Rotate the MODE selection knob to the MENU position, the
colour is amber and the default unit of measurement is metres. main menu is displayed.
These can be customised later by the user.
Note: The user can customise the settings in this display mode as in any
other display mode. Customised settings made in a display mode will be used b) Use the down arrow key to highlight the INTERVAL option.
c) To switch the unit off press the POWER key again.
whenever the unit is switched on again.
c) Use the + or - keys to select the time interval desired.
CAUTION
To prevent damage to the sensitive electronic components do not press Depth Below Surface (DBS) Mode d) Rotate the MODE selection knob to the LOGBOOK position.
the POWER key again, for at least 5 seconds after switching off. In this mode the display indicates a draught adjusted depth reading. ‘BELOW
SURFACE’ is displayed in the bottom left hand corner of the display and the OS DATA Mode
Adjusting the Display Illumination draught value is displayed in the top right hand corner of the display. When this
In this mode own ship data such as position, course and speed are displayed in
mode is selected the draught must be adjusted as follows:
a) Press the BRILL key and the brilliance/tone menu will be digital format. If a GPS signal is not present then ‘EPFS ERROR’ is displayed.
displayed. There are two data screens available DATA 1 and DATA 2, DATA 1 is the
a) Rotate the MODE selection knob to the DBS position. ‘Confirm
default setting.
and set ship’s draft to use DBS mode’ will be displayed.

Illustration 2.5.3b Echo Sounder Equipment

8 9 10 11 12 13 14 15
Echo Sounder Display Unit
G A B
FE-700
MUTE
AUTO ALARM: 10m
DRAFT
ALARM
1
DIM BRILL Echo Sounder Digital Depth Indicator

2 FORE 200kHz
RANGE : 5 AUTO
GAIN : 8.5
COLOR
16 FE-720
3 MODE : NAV
4
- + 17
4 5
3 6
5
2 7 MENU ENT
18
0 8
RANGE
4 6 DISP DIM C
6 2 8
19
0
GAIN
10
*
LOGBOOK
PWR
HISTORY OS DATA
DBS HELP
NAV MENU
20
MODE F D E
BELOW TRANSDUCER m A. Omnipad - left/right/up/down arrow keys

21 B. Enter key - used to confirm selection
POWER
C. Dim key - used to set panel illumination
D. * key - used to adjust display contrast
7 E. Power key - used to switch the unit on or off
F. Display key - Used to toggle between depth below transducer or depth below surface display
G. Menu key - used to display the main menu
1. Mode Indication 12. Press to select Panel Dimmer Menu

2. Indication of the Transducer in Use 13. Press to Adjust the Draught Setting
3. Indicates the Range Setting (Used in the Depth Below Surface (DBS) Mode only)
4. Indicates the Gain Setting 14. Press to set the Depth Alarm or to Silence an Audible Alarm
5. Indicates the Display Mode 15. Press to Select the Display Brilliance/Tone Menu
6. Indication of the Depth and if Below the 16. Press to Select the Display Colour Menu
Surface or Below the Transducer 17. Used to Increase or Decrease Setting Values
7. Depth Unit (metres/feet/fathoms) 18. Rotate to Select Display Range
8. Indicates the Current Alarm Setting 19. Rotate to Adjust the Receiver Sensitivity
9. Depth Alarm Line 20. Rotate to Select the Desired Display Mode
10. Range Scale 21. Press to Turn the Power On or Off
11. Press to Switch Automatic Mode On or Off

HELP Mode Note: The AUTO MODE is cancelled whenever the range or gain are Adjusting the Display Contrast
In this mode a mimic of the control keys is shown on the screen. Press a control changed manually. a) Press the * key and the contrast menu will be displayed.
key and an explanation of the use of that key will be displayed.
Selecting the Display Colours b) Use the left and right arrow keys to select the desired level,
MENU Mode between 0 and 63. The default setting is 48.
Press the COLOR key and the COLOR menu is displayed. The + and - keys are
In this mode seldom used functions are accessed and include the following: used to select the desired level between 1 and 9. Level 1 monochrome amber c) Press the ENT key to save the parameters.
• CLUTTER (AUTO, 0-16, 9) is the default setting.
• INTERFERENCE REJECT (OFF, IR1, IR2, IR3) Selecting the Depth Mode
Setting the Shallow Water Alarm Limit
• PICTURE ADVANCE (SLOW, FAST) The depths are displayed independently for the main display in either below
The shallow water alarm is activated when echoes are returned from a transducer or below surface. Press the DISP key to toggle between the below
• TREND (ON, OFF)
shallower depth than the preset limit. To set the depth at which the alarm will transducer display to the below surface display.
• INTERVAL (5s, 1min, 2min) be activated proceed as follows:
• GO TO SYSTEM MENU? (NO, YES) Menu Key Function
a) Press the MUTE ALARM key and the depth alarm menu will
In the above menu the up and down arrow keys are used for scrolling through be displayed. Press the menu key to display the main menu which offers five options as
the above items and the + and - keys are used to set the desired option. follows:
b) Use the + and - keys to set the desired alarm depth.
• DIM CONTROL
Note: The parameters in the SYSTEM MENUS are normally set during • LANGUAGE
c) Whenever the alarm is activated ‘SHALLOW DEPTH ALARM’
installation and would not normally require altering by the user.
is displayed in the centre of the screen. • UNITS
Selecting the Range Scale d) To silence the alarm press the MUTE ALARM key, the displayed • ALARM SET
message ‘SHALLOW DEPTH ALARM’ is repositioned to the • TEST
If the received echoes disappear from the display screen use the rotary RANGE
top half of the screen.
knob to select a range where the displayed echoes appear in the centre of the
display. The procedure for selecting a setting from any of the above options is the same.
Below is an example of selecting the unit of depth measurement as metres:
Digital Depth Indicator - FE-720
The equipment would normally be operating in the automatic mode and the
range would be adjusted automatically. a) Press the MENU key and the main menu is displayed.
Operation
b) Use the down arrow key to highlight the UNITS option.
Adjusting the Receiver Sensitivity Switching On
Use the rotary GAIN control knob to adjust the receiver sensitivity for the best Press the POWER key, the unit beeps and displays the screen which was in use c) Press the ENT key.
available picture. Set the GAIN control so that a slight amount of background when the unit was switched off.
noise appears on the display. As a guide a higher gain setting is used for greater d) Use the up or down arrow keys to highlight the m option.
depths and a lower setting for shallower depths. Switching Off
e) Press the ENT key to accept the selection.
As with the range setting above when automatic is selected the gain of the Press the POWER key and the unit will shut down.
receiver is set automatically. f) Press the MENU key to finish.
Adjusting the Panel Illumination
Selecting Automatic Operation a) Press the DIM key.
a) Pressing the AUTO key and the AUTO MODE menu is
displayed. b) Press the left or right arrow keys to increase or decrease the
level of illumination. Level 4 is the default level.
b) Use the + or - key to select the ON or OFF mode.
c) Press the ENT key to save the parameters.

2.5.4 METEOROLOGICAL SYSTEM • To select the various modes press and hold both the BRIGHT/
ENTER and RESET/SELECT pushbuttons. Use the RESET/
Anemometer SELECT pushbutton to select the varous options. The wind
Maker: Young speed can be selected as knots, mph, km/h or m/s.
Type: Wind Tracker
,OOXVWUDWLRQD$QHPRPHWHU6\VWHP
Model: 06206 marine wind tracker
Model: 05106 wind monitor
Introduction .1276 :2$/

03+ :6$/
The bridge is equipped with a wind speed and direction indicator capable of .0+
recording wind speeds in the range of 0 to 50m/s in a 360° direction. 06
:,1'63((' 0$;,080
This instrument along with the NAVTEX receiver is capable of providing
the vessel with the necessary information to detect and avoid severe weather

systems before their influence becomes dangerous. The monitoring of this
instrument, combined with the use of the weather facsimile and NAVTEX
equipment, permits the operator to make his own local weather forecasts and
to apply this to his navigation and routing.
Description
<281*
The Wind Tracker consists of two components, a wind sensor for measuring :,1'75$&.(5
wind speed and direction mounted externally on the bridge top and an
instrument for displaying the collected information.

The wind sensor is a combined sensor with a propeller for measuring wind
speed and a wind vane for measuring wind direction. The wind display %5,*+7 5(6(7
instrument consists of digital displays for indication of the wind speed and (17(5 6(/(&7
direction plus a circle of LEDs for indication of the wind direction.

Wind direction is shown on the panel by a single orange indicator while the
direction variability is shown by green indicators. The read out also provides
the operator with a digital read out of the present wind speed and the maximum
wind speed recorded. This can be linked up to an alarm. When the alarm point
has been reached the indication will flash and an audible signal given. The
alarm will remain until conditions are outside the alarm range.
Operation
The dimmer with pushbuttons (Bright/Enter and Reset/Select) located to the
left of the speed log on the wheelhouse overhead console allows the following
basic functions to be carried out:
• Illumination of the panel can be adjusted using the BRIGHT/
ENTER pushbutton.

Illustration 2.5.5a Weather Facsimile Receiver
CONTRAST SYNC VOLUME

12 10 8 5
TUNE RCL
14 2 3 MODE
PRG
RECEIVER 16 100N JMH 36225

SPD
15 PHASE
I0C
CM ENT
kHz
EXT INT
13 11 9 7 6 4
ALARM FACSIMILE
TIMER PRINT AUDIO SAR MSG PAPER S -LEVEL SPEED PHASE

FURUNO DFAX 17 18 19 20 21 22 23 24
FACSIMILE RECEIVER FAX -214
0 10 20 30 40
POWER
ON
Key
1 Power on/off switch 7 Used to call up station and frequency data 13 Paper feed control 19 Illuminates when the alarm mode is activated
2 Equalises the picture synchronisation to align 8 Used to control operation of the printer 14 Used to adjust the contrast of the LCD display 20 Illuminates when receiving a NAVTEX search
with the paper feed direction 9 Selects paper speed and IOC setting 15 Internal or external receiver selection switch and rescue (SAR) message
3 Monitor speaker volume control 10 Used for memory recall or to program data 16 Tuning indication. The tuning bar runs up or down 21 Illuminated when the recording paper supply is exhausted
4 Used to scroll a number or message upward 11 Used for phase alignment to indicate a difference between the programmed 22 Illuminates when the signal is too weak to print a map
or downward 12 Used to adjust the backlighting intensity of the frequency and the received frequency 23 Illuminates when the scanning speed is incorrectly set
5 Used to move the cursor or data sideways LCD display and indicator LEDs 17 Illuminated when the timer mode is active 24 Illuminates when the picture is out of phase
6 Used to enter data or activate a function 18 Illuminated during printing

2.5.5 WEATHER FACSIMILE MACHINE d) Referring to a time signal use the arrow keys to adjust the time. e) After the program end time has been entered correctly press the
When the set time coincides with the time signal press the ENT ENT key. ‘SET’ appears in the display for approximately two
Weather Facsimile Receiver key. The new time is set and displayed. seconds and this indicates that the program has been accepted.
Maker: Furuno
Note: Do not turn the power off during recording as the printing head remains f) Repeat steps a) to e) to enter more scheduled programs.
Model: FAX - 214
in contact with the recording paper (roller), applying harmful pressure to the
printing head. Procedure to Activate the Timer Function
Introduction
Procedure for Setting the Program Schedule a) Press the SPD/IOC key and select the correct IOC (288 or 576)
The weather facsimile machine provides a weather map picture of the weather of the transmitting station, as indicated in the publication in
forecast for a given area. Due to the speed of transmission and the detail use.
For the following procedure it is necessary to refer to the necessary
involved some maps may take several minutes to receive.
publications, such as the Admiralty List of Radio Signals, for station
transmission schedules. b) Press the MODE key and use the up or down arrow keys to
The basic facsimile receiver consists of:
select ‘TIMER ON’ in the display.
• A panel containing control keys, LCD display annunciator and a) Press the RCL/PRG key twice then press the up or down arrow
LEDs which display the status of the system keys until ‘Set Schedule’ is displayed. c) Press the ENT key. The programmed schedule closest to
• A printer the present time will be displayed. If there are no schedules
b) Press the ENT key and the data entry display for the program programmed ‘No Schedule !’ will be displayed.
timer will be shown. The data columns are indicated below. Use
Operational Procedure of Facsimile Receiver the right arrow key scroll across the display screen. If the timer In accordance with the World Meteorological Organisation (WMO) most
program is full the message ‘Schedule Full’ will be displayed stations transmitting weather facsimiles transmit a remote control signal (start
The FAX-214 receiver uses a timer, which enables automatic recording of and the unit reverts to normal mode. and stop signal). With this in mind it is suggested that the equipment is set to
facsimile signals and up to 16 programmes can be scheduled. In most cases the remote start mode.
this may be the only operating mode used. However, if a program is already Zone Number
in progress, or if the transmitting station does not use start and stop signals, Station Number
manual reception will have to be selected. Data such as time and programmed Channel Number (select '*' to activate the scan function) Procedure for Manual Tuning of Receiver
frequencies are stored in the memory which is powered by a back-up battery. Picture Mode: N(Normal) or R(Reverse)
000N PRV * xx:xx xx:xx

a) Press the CH key, the station and frequency data are displayed.
Power On/Off b) Use the left arrow keys to move the cursor to the zone number
Program End Time: (Hour:Minute)
Press the power switch to the ON position to switch the unit on and to the Program Start Time: (Hour:Minute) then use the up or down arrow keys to select the required zone
OFF position to switch it off. When the power is switched on the time will be Start Trigger: * Remote Start number.
s Timer Start (IOC is 576)
displayed for a few seconds followed by the channel data. f Timer Start (IOC is 288)
c) Use the right arrow key to move the cursor to the station number
column and use the up and down arrow keys to select the station
Procedure for Setting the Clock number.
In the following example set the machine to receive a facsimile broadcast from
It is important to set the clock to the correct time, as the timer function uses d) Use the right arrow key to move the cursor to the channel
station NAM in Norfolk, Virginia, USA using the remote start mode.
the clock for starting and stopping the equipment. It is advisable to set the number column, select the scan mode by using the up and down
clock to Universal Co-ordinated Time (UTC) as most publications indicate arrow keys to select the *. If a frequency is known to be reliable
Zone: 5, Station: 3, Frequency: Scan mode, Start trigger: *,
transmission times in UTC. in a given area enter the channel number instead of the *.
Receive time: 13:20 to 13:45
a) Press the RCL/PRG key. The current time setting is displayed. e) When the above data has been entered correctly press the
c) Use the left arrow key to move the cursor to the bottom of the
zone column then use the up or down arrow keys to select ‘5’ ENT key. ‘..*...SCAN’ will be displayed while the receiver is
b) Press the RCL/PRG key again and ‘Set Clock?’ is displayed. scanning.
for the zone.
c) Press the ENT key and ‘Set Clock xx:xx’ is displayed (xx:xx is f) When the receiver has locked onto a frequency the details of
d) Use the left or right arrow keys to move to the next input field,
the current setting). frequency and station ID will be displayed.
station, frequency etc. and then use the up or down arrow keys
to make the required selection.

g) In some instances it may be necessary to fine tune the receiver. d) Press the ENT key and the dead sector will be shifted to the left
The tune indicator LEDs will flow up or down indicating edge of the recording paper.
the correction required. Press the up or the down arrow key
following the flow of the LEDs until the centre LED is solid. Note: This key is only functional when the printer is operating.
Procedure for Setting the Scanning Speed and Index of Procedure for Signal Synchronisation
Co-Operation
This is the fine tune control for phase matching. If the dead sector is being
a) Press the MODE key. ‘Manual Start ?’ is displayed. printed askew, even when phase is properly selected, turn the SYNC control
knob clockwise or anticlockwise to correct it accordingly.
b) Press the ENT key, the display now reads ‘SPD/IOC xxx/xxx’.
The cursor will be blinking under the SPD setting.
Procedure to Stop Picture Recording
c) Press the up or down arrow keys to select the correct speed for
the transmitting station. In the manual recording mode the printer will continue running after the
weather map has been received as the stop signal is not recognised in this
d) Use the right arrow key to move the cursor to the IOC setting mode. To stop the printer proceed as follows:
and use the up or down arrow keys to change the setting to that
of the transmitting station. a) Press the MODE key ‘Manual STOP ?’ is displayed.
e) Press the ENT key. The new settings are printed and the weather b) Press the ENT key. The printer stops recording and the unit is
map follows. returned to the normal mode indicating channel data.
If it is necessary to change the above settings while the unit is printing proceed Procedure to Activate Sleep Mode
as follows:
This provides an automatic stop facility when recording in the manual mode.
a) Press the SPD/IOC key. ‘SPD/IOC xxx/xxx’ is displayed. To activate this mode proceed as follows:
b) Continue as in b) to e) above. Press the SPD/IOC key to return a) Press the MODE key and use the up or down arrow keys to
to the normal display. scroll the menu until ‘SLEEP ON ?’ is displayed.
Note: The speed LED will be illuminated if the incorrect speed setting is b) Press the ENT key and ‘OFF at _ : ’ is displayed. If the ENT
selected. key is pressed while the display remains blank the printer will
switch off and enter sleep mode immediately.
Procedure for Phase Matching c) Use the arrow keys to enter the time in the required fields to
enter the timer sleep function. eg OFF at _ 12:45.
If the printer starts printing after the phase signal has been transmitted or the
signal is too weak to detect a phasing signal the recording may be split into two
Alternatively:
parts with a thick white (or black) gap called a dead sector. The phase LED will
be illuminated and ‘Phase NG’ will be printed on the recording. If this happens
Use the up and down arrow keys to insert an * immediately after
proceed as follows:
the word at to enter the remote sleep function. eg OFF at * : .
a) Press the PHASE key. ‘Set PHASE 00’ is displayed.
d) Press the ENT key. The unit is now set to sleep mode.
b) Read the scale number corresponding to the centre of the dead
sector. This value will range between 0 and 40. Note: In this mode the unit display reads ‘OFF Facsimile’ and is
inoperative.
c) Use the up or down arrow keys to enter this figure.

Illustration 2.5.6a Voyage Data Recorder System Overview
Mic Mic Mic Mic Mic Mic Mic

Bridge Wing Bridge Wing Radio Table Chart Table Radars Steering Stand Wheelhouse
Starboard Port (Ceiling) (Ceiling) (Ceiling) (Ceiling) Front
(Ceiling)
Main Unit
Power On/Off by
Spare Fuses Type Label Lowering/Lifting Fuse Holder
Normal operation
VDR
Remote
Message, total numbers
VDR M2
Capsule VHF Display
SD2-16
UVW 707017
Remote
Alarm Message Id. Warning
Message Scrolling
Display
Test
Alarm - +
mute
DIM
Time Activity
Framegrabber
Display About
UTC: 16:07:43 Audio Recording
DGPS
DVD RAM Player
Echo Sounder
Position
Latitude: 59018.78' N
Speed Log
Compass
DVD Eject
Longitude: 018006.63' E
Autopilot
Hard Disk
Air Filter
Backup Backup history
Hard Disk Lock
Errors Alarms
UPS events Preferance
Connection Status
VDR software "VDR_M2" connected
Spring Suspension
Hub
Steering Gear 1 Alarm Display Power Switch
Steering Gear 2 Alarm VDR M2 VDR M2 Power Supply

Interface Main Unit
Rudder Order Unit
Cabinet
Telegraph Position
External Keyboard ND 16 NMEA
Main Engine RPM Input Board
MU 84 Mixer
Manual Video
Computer
Channel Selector
Button
VUB
(VDR Utility Board)
Anemometer X-Band DGPS Speed Auto Echo DGPS

(Young) Radar (LMX 420) Log Pilot Sounder (LMX 420)
(Bridgemaster) (SAL860R) (ADG4000) (FE-700)
Cooling Fans
INS/VMS Rudder Hull

(Sperry) Order Stress
(RT453) (Strainstall)

2.5.6 VOYAGE DATA RECORDER Mounting Base • MU 84 mixer

This sub-assembly is directly secured to the ship’s deck and provides a The receiver board for up to 8 microphones or other audio
Voyage Data Recorder watertight cable entry for power and ethernet connections. sources, such as VHF equipment.
Maker: Consilium Marine
• Cooling fans
Model: VDR M2 Removable Hardened Memory Used to draw cool air in and to circulate it around the unit.
This sub-assembly is attached to the mounting base with a quick releasing v-
Introduction band clamp. • Manual video channel selector button
This button is used to manually select which video channel is
The voyage data recorder (VDR) stores information concerning the position, The HVR has an externally mounted underwater location beacon, with dual used for auto-sensing of video characteristics during testing.
movement, physical status, command and control of a vessel over the period activation sensors to avoid inadvertent activation due to spray, rain or hosing This button only works when the logging service is stopped
leading up to, and following, an incident in a secure and retrievable form so down. (i.e. not scanning).
that the data can be used to assist in any casualty investigation. Information
contained in a VDR can then be made available to both the administration and Power Supply Unit/UPS (Uninterruptible Power Supply)
VDR M2 Main Unit
the ship owner.
Also referred to as the Data Management Unit (DMU), this unit is located in This unit provides a 24V DC power supply for the system. It includes a battery
The VDR M2 not only meets the basic requirements of SOLAS, but permits charging unit which monitors the condition of the 24V lead acid batteries and
the converter room on D deck. It provides the interface to the ship’s equipment
the information recorded, from much less dramatic situations, to be used for charges them as required. It also provides filtering of the supply, removing any
and the processing of the data acquisition and soft recording functions. It is
purposes such as crew training, automatically recording and storing data from unwanted voltage transients. In the event of a mains power failure the batteries
locked and may only be opened by authorised Consilium personnel, appointed
sources such as, radar(s), microphones, VHF and navigation equipment, etc. will allow two hours of operation.
ship’s staff or legal authorities. The unit is made up of a number of internal
Data is stored for 24 hours (with an option for a longer period) and then over-
parts and sub assemblies:
written with new data.
• Central computer (and keyboard)
System This is the processor unit controlling the VDR.
The installation consists of the following main components: • The LCD (liquid crystal display)
The touch sensitive screen is used for controlling the central
• Protective capsulet
computer, entering data and making back-ups etc.
• VDR M2 main unit
• Power supply unit • The storage stack
This holds all the storage media: a DVD RAM player, and a
• Remote display hard disk.
• Microphones
• The hub
• Analogue/digital interface unit An 8-port hub which is the connection centre of all ethernet
devices in the configuration.
Protective Capsule
• ND 16
This unit is secured to the open deck in the uppermost part of the vessel. It is The receiver board for all serial (e.g. NMEA - National Marine
also referred to as the Hardened Voyage Recorder (HVR) and is made up of Electronics Association) signals.
two sub-assemblies:
• VDR utility board (VUB)
• A mounting base sub-assembly The receiver board for up to four radar channels or other high-
• A removable hardened memory sub-assembly resolution video channels. Also the connection point for the
remote display and PSU control signals.

Remote Display Copying Data from the VDR k) When the progress bar, at the bottom of the screen, reaches
100% the back-up is complete and the OK button becomes
This unit which is located on the aft chart table area is used to monitor the It is possible to copy data from the VDR for, among other things, training active again.
operation of the VDR. It will give audible and visual alarms/warnings in case purposes. In any situation where an investigation is necessary a back-up copy
of a VDR failure. Under normal operation the green ‘normal operation’ light of the stored data, covering the time of the incident, must be made immediately. l) Touch the OK button to return to the main menu.
emitting diode (LED) will be lit and the ‘0’ error code will be shown. In the This eliminates the chance of erasing such information.
event of a failure the normal operation (green) LED will be extinguished and m) Remove the DVD from the writer and label it accordingly.
the yellow ‘warning’ LED or red ‘alarm’ LED will light depending on the The VDR client application is used for making a back-up copy for a selected
severity of the failure. Pressing the ‘alarm mute’ button silences the audible interval of time of stored data, in the VDR memory, onto a DVD disk. The Note: If a DVD RAM disk which is not blank has been inserted into the
alarm buzzer. client application software is running continuously in the VDR. To make a writer, a warning box will prompt for the disk to be formatted. If the ‘yes’
back-up copy of data follow the steps below: box is touched, all the data on the DVD RAM disk will be deleted and cannot
Illustration 2.5.6b Voyage Data Recorder Remote Display Unit be retrieved.
a) Only an authorised crew member may do this, a key is required
to unlock the VDR main unit.
Labelling the DVD
Normal operation
b) Make sure there is a blank DVD RAM disk available before
starting the process. It is important to note the following points when labelling a back-up DVD:
c) The client main window should be displayed on the LCD, if not, • Observe the handling precautions for DVD disks.
VDR Message, total numbers
Remote use the display power switch to activate the screen.
Display • Only use permanent marker pens approved for DVD or CD disks
SD2-16 to avoid damaging the back-up copy, rendering it useless.
UVW 707017 d) Touch the BACKUP button on the screen, this activates the
‘Prepare VDR backup’ screen.
Alarm Message Id. Warning
• Mark the DVD properly with the date and time recorded.
e) It is now necessary to select the time interval to be recorded. A
start time well before the incident and a stop time well after the • Make sure that there are plenty of blank, formatted DVD RAM
Message Scrolling
incident should be selected. disks available.
Test
Alarm
mute
- + f) The following format (using UTC) should be used for dates and
DIM
times (yyyy-mm-dd) (hh:mm 24-hour format).
g) Once the ‘start at’ and ‘stop at’ dates and times have been
selected, touch the OK button.
h) A ‘Please Wait’ box will now be displayed while the system

calculates the amount of data it must record. A blank disk can
Microphones hold approximately 2.6 GB, which is about 5-6 hours of data.
The location of each microphone has been selected to optimise the recording
of all vital voice communications, and other communications via VHF, public Note: If more data than will fit on the disk has been selected, an error
address and intercom systems as well as audible alarm systems. The locations message will be displayed.
of the microphones on the bridge are indicated on illustration 2.1.1a, item 47.
i) The VDR dialog box now opens and indicates the progress of
the back-up procedure.
Analogue/Digital Interface Unit
j) A green status light on the DVD writer indicates that a disk is in
This signal gateway allows non-NMEA compatible digital and analogue data the drive and no fault exists. A yellow status light indicates that
information, from sensors such as fire alarms, fire doors, hull openings etc. to the writer is writing to the disk.
be collected. After it is processed this data is then transferred to the main unit
via a network connection.

Illustration 2.5.7a Automatic Identification System
GPS/VHF
Combined Antenna
GVA-100
Gyrocompass SR180 Mk1
Switch Over Unit 74711
Distribution
LMX 420 DGPS Navigator
Box DB-1
NMEA Distribution Box
UNIVERSAL AIS FA-100

1 *
2ABC 3DEF
NAME : TITAN 4 GHI 5 JKL 6MNO

CALL : FNTE
RNG : 10.0nm
BRG : 81° 7PQRS 8TUV 9WXYZ
Radar
CPA : 5.1nm
Bridgemaster
TCPA : 26.1min NEXT 0_ ,. MENU
S Band
SOG : 13.1 CONT/BRILL
: NEXT CLR SFT ENT

ALM +/-
Connection for Pilot's POWER

Portable Computer AIS Data
AIS Data
Junction Box
AIS Data Central Bridge Alarm
System
24V DC
Power Supply
AC 220V 24V DC 24V DC

60Hz

2.5.7 AUTOMATIC IDENTIFICATION SYSTEM • Type of ship such as position and speed supplied from ship’s equipment is interfaced via
the transponder unit before being transmitted. Received AIS information is
• Location of the GPS antenna
Maker: Furuno supplied to other ship systems such as the radar and ECDIS as required. An
Model: FA-100 This data does not normally need to be changed. However, it may be altered additional serial port is provided for use by a pilot.
with the Master’s authority. If the back-up battery is replaced the static data
has to be entered again. Operating Procedures and Controls
Introduction
Dynamic Data Note: Users should be aware that other vessels and some VTS centres may
The Automatic Identification System (AIS) is a transponder based system which
operates in the maritime VHF band on two dedicated frequencies (AIS1-VHF This information is taken from ship’s equipment such as the GPS/DGPS, not be fitted with AIS. Under certain circumstances, the Master may switch
channel 87B and AIS2-VHF channel 88B). The AIS receiver monitors both gyrocompass, speed log etc and includes the following: the AIS off. Information provided by AIS may therefore not give a complete
channels. In some areas (such as the coasts of the USA) other channels may be picture of traffic in the area.
• UTC date and time
used. When under the control of a Vessel Traffic System (VTS) the system can
be retuned remotely by the AIS shore station to other suitable channels. The • Position All operating procedures are carried out using the FA-100 keypad as shown in
system can also operate on DSC channel 70. The equipment transmits short illustration 2.5.7b.
• Course over ground (COG)
bursts of data continuously which contains the ship’s identification, position,
course, speed and other navigational information for reception by ship and • Speed over ground (SOG)
Switching the Power On and Off
shore stations within VHF range and is used for the following purposes: • Heading
The AIS should be switched on whenever the vessel is under way or at anchor.
• Collision avoidance when in the ship-to-ship mode • Rate of turn (ROT) The Master has the authority to switch the AIS off if he believes its operation
• Vessel monitoring when in the ship-to-shore mode may compromise the safety or security of the ship. When there is no longer a
Although the above information is automatically updated by each piece of threat of danger the system must be switched on again.
• Traffic management when interrogated by a VTS equipment the officer of the watch (OOW) should periodically check the data
to confirm its accuracy. Press the POWER key to turn the equipment on or off. When switched ON, the
Ship-to-ship AIS needs no operator intervention as the navigating officer can start-up screen will appear and the in-built test routine is initiated. The system
view details of other ship’s information on the AIS display unit as well as will then sort incoming target information by distance from nearest to furthest,
the radar or ECDIS displays if connected. Pilots can build up a view of other Voyage Related Data
this process takes several seconds to complete.
vessel’s movements in the immediate area and shore authorities can monitor
• Ship’s draught
ship movements and poll passing ships for information such as identification, The ship’s static data will be transmitted within two minutes of switch on
destination, ETA, type of cargo, etc. Shore stations can also broadcast important • Type of hazardous cargo and then repeated every six minutes. The ship’s dynamic data is transmitted
information such as tidal data and weather forecasts. The system is also useful • Destination and ETA (at the Master’s discretion) between every 2 seconds to 3 minutes depending on the ship’s course and
in search and rescue (SAR) operations as it allows shore authorities to monitor speed alterations and voyage related data is transmitted every six minutes.
the movement of rescue craft.
Safety Related Messages
Received AIS data will be displayed on LCD and can also be displayed on the
An in-built GPS/DGPS receiver is used to constantly update the ship’s Safety and routine messages may be sent to nearby vessels over the VHF radar and ECDIS displays if selected by the OOW.
position and provide accurate UTC time information which is vital for system link. These messages are only an additional means of broadcasting safety
operation. information and do not replace the requirements of the GMDSS.
Adjusting the Display Brilliance and Contrast
a) Press the CLR/ALM and SFT/+/- keys simultaneously and the
Information Provided by the AIS System Configuration brilliance and contrast dialogue box will appear in the display.
Static Data
The system comprises: b) Use the up/down arrow keys to adjust the brilliance, or the left/
This information is programmed into the AIS unit during installation and
includes the following: right arrow keys to adjust the contrast.
• Transponder unit incorporating FA-100
• IMO number c) Press the ENT key to close the dialogue box.
• Combined GPS/VHF antenna GVA-100 (See note below)
• MMSI number
See illustration 2.5.7b Fig.1.
• Length and beam The transponder unit receives, decodes and displays information from other
• Ship’s call sign and name ship and shore stations fitted with AIS equipment. Information is displayed
in either text or graphic form on the in-built LCD and ship information

,OOXVWUDWLRQE$XWRPDWLF,GHQWLILFDWLRQ6\VWHP6FUHHQ
%5,//,$1&( >,1,76(77,1*6@ >)85812@

6(76+,3'$7$
62*
6(7'(67,1$7,21 NW
&2175$67 6(71$967$786 &2*
6(77<3( &5(: GHJ
6(7&3$7&3$ ,175'
6(7$17(11$326
(6&>(17@ >@):'
Q >@%$&.
81,9(56$/$,6)$ 51* P

$%& '()
)LJ )LJ )LJ
1$0(7,7$1 *+, -./ 012 >6(7%8==(5@ >6(76+,3'$7$@ >2:1'<1$0,&'$7$@

&$//)17( $/$502)) 1$0(%5,7,6+&<*1(7 )(%
/$7
1
51*QP &3$7&3$2)) &6,*1 /21
(
%5* 3456 789 :;<= '58*+7P 62*NW
'7(.(< ',63 &2*GHJ
&3$QP 527GHJPLQ
7&3$PLQ 1(;7 B 0(18 +'*GHJ
62* &217%5,//
)LJ )LJ )LJ
1(;7 &/5 6)7 (17
$/0
&$1&(/" >6(767$786@ >&+$11(/(',7@

1$967$786 6(/(&712
32:(5 7,0(
<(6

12 67$7861$0( )520
81'(5:$<86,1* 006,'()$8/7
(1*,1('()$8/7 7<3('()$8/7
(',7>(17@
)LJ )LJ )LJ

&RQWURO 'HVFULSWLRQ
$OSKDQXPHULFDQGV\PEROLQSXWNH\V >6(706*@ >6(767$786@ >&+$11(/(',7@
$GMXVWVWKHGLVSOD\EULOOLDQFHDQGNH\ERDUGEDFNOLJKWLQJ &5(: )520006,BBBBBBBBBBB
DQG VFUROOVWKURXJKWKHGLVSOD\ 32:(5:
7<3(&/$66$

7<3(12 &+12&+$
0RYHVWKHFXUVRUOHIWDQGULJKWUHVSHFWLYHO\ZKHQSUHVVHG &+%
DQG ZLWKWKH>6)7@NH\DGMXVWVWKHGLVSOD\FRQWUDVW
7<3(1$0( 02'(&+$7;5;
&/5$/0 &OHDUVDQHQWU\VLOHQFHVWKHDXGLRDODUP &+%7;5;
=21(QP
7RJJOHVEHWZHHQWKHQXPHULFDQGDOSKDEHWLFHQWU\PRGHV
6)7 VHOHFWVRSWLRQVRUPHQX
)LJ )LJ )LJ
&/5$/06)7 &KDQJHWKHFRQWUDVWDQGEULOOLDQFH
6$9(" >6(7&3$7&3$@ >&+$11(/(',7@
(17 &RQILUPVDQHQWU\
<(6 &3$QP &+$5($
6HOHFWVWKHQH[WGLVSOD\OLQH3UHVVHGVLPXOWDQHRXVO\ZLWK 12 7&3$PLQ 5,*+7723
1(;7 WKH>6)7@NH\PRYHVWKHFXUVRULQWKHUHYHUVHGLUHFWLRQ &$1&(/ $&79'6%/ /$7
1
/21
(
'LVSOD\VWKHPDLQPHQXDQGFDQDOVREHXVHGWRSHUIRUP
0(18 WKHHVFDSHIXQFWLRQ /()7%27720
/$7
1
32:(5 7XUQVWKHSRZHURQDQGRII /21
(
)LJ )LJ )LJ

Menu Functions To cancel the data, press the ENT key, to save the data, use the down arrow key c) Press the 1 key to select the SET SHIP DATA sub menu see
The equipment functions set-up is carried out through the menu. The complete to select NO and then press the ENT key twice. illustration 2.5.7b Fig.7.
menu tree is shown in illustration 2.5.7c. Settings can be changed by navigating
through the menus and sub-menus as indicated in the following example: d) Press the NEXT key to select DRUGHT (Draught).
Data Input Modes
Press the SFT/+/- key to toggle between the numeric or alphabetic input mode. e) Use the numeric keys to enter vessel draught. Amend these
a) Press the MENU key to display the main menu. This lists the
The active data mode is indicated in the bottom left hand corner of the display figures if draught alters during the voyage.
sub-menus available with the current selection indicated by an
see illustration 2.5.7b Fig.4.
asterisk as follows:
• 123 (indicates the numeric mode) Note: The DTE field should not be changed from ‘KEY & DISP’.
1. TARGET DATA
• ABC (indicates the alphabetic mode)
2. PLOTTER f) Press the ENT key to accept the data and return to INIT
SETTINGS menu.
3. OWN DATA
Moving the Cursor
4. SET MSG g) Press the 2 key to select the SET DESTINATION sub-menu.
To move the cursor, press the SFT/+/- key and the left or right arrow key
*5. INIT SETTINGS simultaneously.
h) DATE is selected by entering the estimated day and month of
6. SYSTEM SETTINGS arrival at the destination port and then pressing the NEXT key.
7. DIAGNOSTICS Multiple Page Sub-menus TIME is selected.
Some menus cannot fit onto one display page. In this case the up/down arrow
b) Press the number key associated with the required sub-menu. For keys can be used to scroll up and down through the pages. An arrowhead in a i) Enter the estimated time of arrival at the destination port and
example, press the 6 key to display the SYSTEM SETTINGS box will be displayed in the top right-hand corner of the LCD as indicated in then press the NEXT key. DESTINATION is selected.
sub-menu as follows: illustration 2.5.7b Fig.13.
j) Enter the destination port followed by the ENT key. The display
1. SET I/O PORT will return to the INIT SETTINGS menu.
2. SET CHANNEL Saving Settings
3. SET LR MODE When using the MENU key the operator may be asked a setting is to be saved. Note: Update the destination port if it changes en-route.
The active selection is indicated with an asterisk see illustration 2.5.7b Fig. 5.
4. SET OTHER I/O k) Press the 3 key to select the SET NAV STATUS sub-menu. See
5. SET BUZZER a) Press the ENT key to save the new setting. illustration 2.5.7b Fig.8.
c) Press the number key associated with the required sub-menu. b) To retain the previous setting use the NEXT key to select NO l) Use the arrow keys to select the navigation status from the
For example, press the 5 key to display the SET BUZZER and then press the ENT key. following list:
sub-menu, the current selection is indicated by an asterisk see 00: Under way using engine (default)
illustration 2.5.7b fig.2. c) To escape use the NEXT key to select CANCEL and then press
the ENT key. 01: At anchor
d) Press the NEXT key to select the parameter to change. An 02: Not under command
asterisk indicates the current selection. Pre-Voyage Settings 03: Restricted manoeuvrability
e) Use the SFT/+/- key to toggle between buzzer on or off. There are five items on the INIT SETTINGS menu (Menu No.5) that need 04: Constrained by draught
to be entered before commencing a voyage: draught, destination, navigation 05: Moored
f) Press the ENT key to accept the new setting. status, ship type and number of crew on board. This information can be entered
as follows: 06: Aground
g) Press the MENU key several times to return to main menu.
07: Engaged in fishing
a) From the main display press the MENU key.
08: Underway by sailing
Confirming Entries
b) Press the 5 key to open the INIT SETTINGS sub-menu see 09: Reserved for high speed craft (HSC)
If the ENT key has not been pressed after data has been changed a confirmation
illustration 2.5.7b Fig.6.
prompt will be displayed see illustration 2.5.7b Fig.3. 10: Reserved for wing in ground (WIG for example hydrofoil)
11-15: Reserved for future use

Illustration 2.5.7c Automatic Identification System Menu Tree
Menu Tree
6 SYSTEMS SETTINGS
Default settings are shown in bold italics 1 SET I/O PORT

[MENU] key 1 TARGET DATA 1 I/O SPEED (PCI/O,SNSR2, SNSR3, L/R, BCON,
EXTRA 1 I/O, XTRA I/O. Setting: 38.4k, 4800)
2 Plotter
3 OWN DATA 2 I/O FUNCTION (EXT DISP, LR)
3 I/O PRIORITY
1 OWN STATIC DATA 1 L/L,COG,SOG (SN1,1; SN2, 2; SN3, 3; EX1, 4; LR, 5; PC, 6; LAN, 7)
OWN STATIC DATA 1 (Name, call sign, MMSI, IMO No.) 2 HDG (Same as 1 above)
OWN STATIC DATA 2 (Destination, estimated date and time of arrival) 3 ROT (Same as 1 above)
OWN STATIC DATA 3 (DTE, nav status) 4 AIS
OWN STATIC DATA 4 (CPA,TCPA, GPS antenna position)
RESPONSE (PC, LAN, NONE, EX1,LR)
OWN STATIC DATA 5 (Crew, type, class)
EX1 (ENBL, DSBL)
2 OWN DYNAMIC DATA (Own ship latitude, longitude, SOG, COG, ROT, HDG) LR (ENBL, DSBL)
3 ALARM STATUS (Displays alarm log) PC (ENBL, DSBL)
4 SENSOR STATUS LAN (ENBL, DSBL)
5 INTERNAL GPS (Shows position, SOG, COG, time, date, mode, receiver status) 4 SET LAN (IP ADRS) (IP ADDRESS 000-000-000-000,SUB)
4 Set MSG NET MASK 000-000-000-000, PORT No.1000
1 CREATE MSG 2 SET CHANNEL
1 SET MSG TYPE 1 VIEW CHANNEL
ADDRESS TYPE (ADDRESS-CAST, Broadcast)
POWER (0, 2, 12.5W)
MMSI
MSG TYPE (NORMAL, SAFETY) CHANNEL No.(CH-A, 2087, CH-B, 2088)
CHANNEL (CH-A, CH-B, A or B) 2 CHANNEL EDIT
2 SET MSG SELSECT (1-9)
3 SEND MSG TIME
2 XMIT MSG(S) MMSI
3 RCVD MSG(S) TYPE
5 INIT SETTINGS POWER (12.5W, 2W)
CH-No.CH-A (0000)
1 SET SHIP DATA (NAME, CALL SIGN, DRAUGHT, DTE) CH-B (0000)
2 SET DESTINATION (DATE, TIME, DESTINATION) Mode CH-A (TX/RX, RX UNUSED)
3 SET NAV STATUS CH-B (TX/RX, UNUSED)
4 SET TYPE & CREW ZONE: 0nm (1-8)
CREW (0-8191 , 0) CH AREA RIGHT TOP (LAT, LON)
LEFT BOTTOM (LAT, LON)
TYPE CLASS (A, B)
TYPE No. 3 SET L/R MODE (AUTO, MANUAL)
5 SET CPA/TCPA 4 SET OTHER I/O
CPA (0-6.00 nm) AD-10 (ENBL, DSBL)
TCPA (0-60 min) ROT (1-10s, 1)
ACTV (ENBL, DSBL)
5 SET BUZZER
6 SET ANTENNA POS
ALARM (ON, OFF)
1 INTERNAL ANT POS
CPA/TCPA (ON, OFF)
A (0-511m, 0)
B (0-511m, 0) 7 DIAGNOSTICS
C (0-63m, 0)
D (0-63m, 0) 1 PROGRAM No.
2 EXTERNAL ANT POS (Same items as 1 INTERNAL ANT POS) 2 MEMORY STATUS
3 KEY TEST
4 LCD TEST
5 ON/OFF HISTORY
6 GPS TEST
7 FOR SERVICE

m) Press the ENT key to accept setting and return to INIT i) Press the ENT key to save the new settings. d) Use the up/down arrow keys to scroll through the displayed
SETTINGS menu. data.
Note: If when ACTV is set to ENBL, a target with a CPA and TCPA lower
n) Press the 4 key to select the SET TYPE & CREW sub-menu see than the set parameters is detected the message ‘WNG COLLISION’ will be e) Press the MENU key twice to return to the main menu.
illustration 2.5.7b Fig.9 CREW is selected. displayed and the audible alarm will sound (if active). Press the CLR/ALM
key to erase the message and silence the alarm. Note: At point b) above pressing the SFT/+/- key will display DANGEROUS
o) Use the numeric keys to enter the crew number. SHIPS data.
Note: TYPE CLASS should not be changed from ‘A’ this is set at The Plotter Display
Own Ship’s Data - Static Data
installation.
The plotter display automatically appears at switch on. It is also possible to This data should be checked once per month or once per voyage, whichever is
p) Press the NEXT key to select TYPE NO. Use the arrow keys to show the plotter display by pressing the MENU key followed by pressing the the shorter. Data may only be changed with the Master’s authority.
select the current status and then press the ENT key. The INIT 2 key. Use the 3 or 1 key to increase or decrease the displayed range. See
SETTINGS menu will be displayed. illustration 2.5.7b Fig.11. The target at the centre of the screen indicates own a) Press the MENU key.
ship position.
Note: TYPE NO. is set at installation, however, if the vessel is carrying b) Press the 3 key to select the OWN DATA sub-menu.
hazardous cargo, dangerous goods, harmful substances or marine pollutants, Obtaining Target Information
it should be entered. c) Press the 1 key to select the OWN STATIC DATA sub-menu.
A hollow target marker indicates an AIS equipped vessel in a given position.
q) Press the MENU key the display will show the SAVE? prompt. To obtain further information about a particular target proceed as follows: d) Use the up/down arrow keys to scroll through the other pages.
Press the ENT key to save the settings.
a) Use the left/right arrow keys to select the required target. The e) Press the MENU key twice to return to main menu.
selected target’s circle will change from being hollow to a solid
Setting the CPA/TCPA black circle. Own Ship’s Data - Dynamic Data
This sets the parameters for the closest point of approach (CPA) and time to The OOW should periodically check the ship’s sensor information as follows:
b) Press the SFT/+/- key to display SOG/COG and CPA/TCPA
closest point of approach (TCPA) of an AIS target. alternately.
a) Press the MENU key.
a) From the main display press the MENU key. c) Press the ENT key to display other target data. Use the up and
b) Press the 3 key to select the OWN DATA sub-menu.
down arrow keys to scroll through the data. This data can also
b) Press the 5 key to open the INIT SETTINGS sub-menu. be retrieved through the TARGET DATA sub-menu as described
c) Press the 2 key to select the OWN DYNAMIC DATA sub-menu
below.
c) Press the 5 key to select SET CPA/TCPA sub-menu, see see illustration 2.5.7b Fig.12.
illustration 2.5.7b Fig.10. Note: If a signal is not received from an AIS target for 1½ minutes it is d) Check the following data is correct:
declared a lost target. 3 minutes later it will be erased from the screen. If a
d) Use the numeric keys to enter the desired CPA between 0 - target’s CPA and TCPA are lower than the set parameters the target flashes • Date, time
6.0nm, then press the NEXT key. TCPA is selected. and an audible alarm sounds (if active). Press the CLR/ALM key to stop • Latitude (LAT)
the target flashing and silence the alarm. Take suitable measures to avoid a
e) Use the numeric keys to enter the desired TCPA between 0 - 60 • Longitude (LON)
collision.
minutes, then press NEXT key. ACTV is selected. • Speed over ground (SOG)
f) Press the SFT/+/- key to toggle between ENBL and DSBL to Target Data • Course over ground (COG)
enable or disable the CPA/TCPA alarm. To view further information about a displayed target proceed as follows: • Rate of turn (ROT)
g) Press the ENT key to return to the INIT SETTINGS sub- • Heading (HDG)
menu.
e) Press the MENU key to close the display.
b) Press the 1 key to select the TARGET DATA sub-menu.
h) Press the MENU key the SAVE? prompt will be displayed as
above. c) Use the up/down arrow keys to select the desired target and
press the ENT key.

%5,//,$1&( >,1,76(77,1*6@ >)85812@

6(76+,3'$7$
62*
6(7'(67,1$7,21 NW
&2175$67 6(71$967$786 &2*
6(77<3( &5(: GHJ
6(7&3$7&3$ ,175'
6(7$17(11$326
(6&>(17@ >@):'
Q >@%$&.
81,9(56$/$,6)$ 51* P

$%& '()
)LJ )LJ )LJ
1$0(7,7$1 *+, -./ 012 >6(7%8==(5@ >6(76+,3'$7$@ >2:1'<1$0,&'$7$@

&$//)17( $/$502)) 1$0(%5,7,6+&<*1(7 )(%
/$7
1
51*QP &3$7&3$2)) &6,*1 /21
(
%5* 3456 789 :;<= '58*+7P 62*NW
'7(.(< ',63 &2*GHJ
&3$QP 527GHJPLQ
7&3$PLQ 1(;7 B 0(18 +'*GHJ
62* &217%5,//
)LJ )LJ )LJ
1(;7 &/5 6)7 (17
$/0
&$1&(/" >6(767$786@ >&+$11(/(',7@

1$967$786 6(/(&712
32:(5 7,0(
<(6

12 67$7861$0( )520
81'(5:$<86,1* 006,'()$8/7
(1*,1('()$8/7 7<3('()$8/7
(',7>(17@
)LJ )LJ )LJ

&RQWURO 'HVFULSWLRQ
7<3(&/$66$

7<3(12 &+12&+$
7<3(1$0( 02'(&+$7;5;
=21(QP
)LJ )LJ )LJ
6$9(" >6(7&3$7&3$@ >&+$11(/(',7@
(17 &RQILUPVDQHQWU\
<(6 &3$QP &+$5($
1
/21
(
/$7
1
(
)LJ )LJ )LJ

Sending and Receiving Messages ‘NOW SENDING’ is displayed during message transmission and ‘SEND Operating Channels
COMPLETED’ is displayed at the end of the transmission. ‘SEND FAILED’ is
Messages may be sent and received over the VHF link to all ships or to an displayed if the message could not be sent. If, despite successful transmission, VHF channels 87B (2087) and 88B (2088) are used primarily for AIS. If these
individual ship by using its MMSI number. Safety of Navigation messages a message acknowledgement is not received then ‘UNSUCCESSFUL’ will be frequencies are not available in a particular region the AIS can be switched
and routine messages are permitted. When a message is received the word displayed. automatically to an alternative operating channel by a shore facility. Where
‘MESSAGE’ is displayed on the LCD and the equipment gives a warning there is no shore-based authority or GMDSS Area A1 station in place, the AIS
beep. may be switched manually. The eight most recent regional operating areas are
Procedure for Receiving Messages memorised.
Procedure to Send a Messages When a message is received the message received window is displayed as
The default settings are as follows:
below:
a) Press the MENU key. • Tx Power: 12.5W
MESSAGE!
• Channel No. 2087, 2088
b) Press the 4 key to select the SET MSG sub-menu. ESC : [ENT]
• Frequency bandwidth: 25 kHz
c) Press the 1 key to open the CREATE MSG sub-menu. a) Press the ENT key to erase the message received window. • Tx/Rx mode: Tx/Rx
d) Press the 1 key to select the SET MSG TYPE sub-menu. b) Press the MENU key to display the main menu. Viewing Channels
ADDRESS TYPE is selected.
c) Press the 4 key to select the SET MSG sub-menu. a) Press the MENU key.
e) Use the SFT/+/- key to select ADDRESS-CAST for a specific
ship, or BROAD-CAST for all ships. For BROADCAST go to d) Press the 3 key to select the RCVD MSG(S) sub-menu. b) Press the 6 key to select the SYSTEM SETTINGS sub-menu.
step g).
e) Press the NEXT key to select the message marked ‘NEW’. c) Press the 2 key to select the SET CHANNEL sub-menu.
f) For ADDRESS-CAST press the NEXT key to select the MMSI
field and use the numeric keys to insert the 9 digit MMSI of the f) Press the ENT key to read the message text. d) Press the 1 key to show the VIEW CHANNEL display.
receiving ship.
g) Press the MENU key twice to return to main menu. e) Press the MENU key to close the display.
g) Press the NEXT key to select the MSG TYPE sub-menu.
Message Logs Regional Settings
h) Use the SFT/+/- key to select the type of message either
NORMAL or SAFETY. A maximum of 5 messages can be stored in the transmitted message log and 5 The most recent regional settings are memorised by the transponder. To register
in the received message log. The oldest message in each log is automatically new regional areas proceed as follows:
i) Press the NEXT key to select the CHANNEL# field. deleted to make room for the latest.
j) Use the SFT/+/- key to select the channel for transmission, To display a message log proceed as follows:
select one of the following: CH-A, CH-B, BOTH, or A OR B. b) Press the 6 key to select the SYSTEM SETTINGS sub-menu.
k) Press the ENT key to confirm the settings and to return to the c) Press the 2 key to select the SET CHANNEL sub-menu.
CREATE MSG sub-menu. b) Press the 4 key to select the SET MSG sub-menu.
d) Press the 2 key to select the CHANNEL EDIT sub-menu see
l) Press the 2 key to select the SET MSG sub-menu. c) Press the 2 key to display the XMIT (transmit) log, or the 3 key illustration 2.5.7b Fig.13.
to display the RCVD (received) log.
m) Type in the message, up to 150 characters, using the Note: MMSI and TYPE fields must be set to DEFAULT.
alphanumeric keys. Use the CLR/ALM key to delete errors. d) To view a message select it using the up/down arrow keys and
then press the ENT key. e) Use the up/down arrow keys to select the file number to edit.
n) Press the ENT key to save the message and return to the
CREATE MSG sub-menu. e) Press the MENU key twice to return to main menu. f) Press the ENT key to show the details of the file to edit. POWER
is selected see illustration 2.5.7b Fig.14.
o) Press the 3 key to send the message.

%5,//,$1&( >,1,76(77,1*6@ >)85812@

6(76+,3'$7$
62*
6(7'(67,1$7,21 NW
&2175$67 6(71$967$786 &2*
6(77<3( &5(: GHJ
6(7&3$7&3$ ,175'
6(7$17(11$326
(6&>(17@ >@):'
Q >@%$&.
81,9(56$/$,6)$ 51* P

$%& '()
)LJ )LJ )LJ
1$0(7,7$1 *+, -./ 012 >6(7%8==(5@ >6(76+,3'$7$@ >2:1'<1$0,&'$7$@

&$//)17( $/$502)) 1$0(%5,7,6+&<*1(7 )(%
/$7
1
51*QP &3$7&3$2)) &6,*1 /21
(
%5* 3456 789 :;<= '58*+7P 62*NW
'7(.(< ',63 &2*GHJ
&3$QP 527GHJPLQ
7&3$PLQ 1(;7 B 0(18 +'*GHJ
62* &217%5,//
)LJ )LJ )LJ
1(;7 &/5 6)7 (17
$/0
&$1&(/" >6(767$786@ >&+$11(/(',7@

1$967$786 6(/(&712
32:(5 7,0(
<(6

12 67$7861$0( )520
81'(5:$<86,1* 006,'()$8/7
(1*,1('()$8/7 7<3('()$8/7
(',7>(17@
)LJ )LJ )LJ

&RQWURO 'HVFULSWLRQ
7<3(&/$66$

7<3(12 &+12&+$
7<3(1$0( 02'(&+$7;5;
=21(QP
)LJ )LJ )LJ
6$9(" >6(7&3$7&3$@ >&+$11(/(',7@
(17 &RQILUPVDQHQWU\
<(6 &3$QP &+$5($
1
/21
(
/$7
1
(
)LJ )LJ )LJ

g) Use the SFT/+/- key to select 12.5W or 2W transmitter power. The Alarm Buzzer
The alarm buzzer sounds if a vessel comes within CPA and TCPA limits or
h) Press the NEXT key to select the channel number. if a system fault occurs. To enable or disable the alarm buzzer, proceed as
follows:
i) Key in the channel number 2087 for channel A and 2088 for
channel B. a) Press the MENU key to display the main menu.
j) Press the NEXT key to select MODE then press the SFT/+/- b) Press the 6 key to select the SYSTEM SETTINGS sub-menu.
key to select the mode for each channel. Each press of the key
advances one step in the following list: c) Press the 5 key to select the SET BUZZER sub-menu.
TX/RX
d) Use the SFT/+/- key to switch the system alarm on or off.
TX/RX; TX/RX
RX; RX e) Press the NEXT key to select the CPA/TCPA field.
TX/RX; RX
f) Use the SFT/+/- key to switch the CPA/TCPA alarm on or off.
RX; RX
UNUSED; UNUSED g) Press the ENT key to accept the settings.
RX h) Press the MENU key several to return to the main menu.
k) Press the NEXT key to select ZONE. Use the numeric keys to
set the zone distance between 0 - 8 nm, the default setting is 5 Replacement of the Back-Up Battery
nm.
A lithium battery provides power to store data whenever the equipment is
l) Press the NEXT key to go to the next page. RIGHT-TOP LAT switched off. It has a life of approximately five years. When the battery voltage
is selected see illustration 2.5.7b Fig.15. drops below a particular level the message ‘BACKUP ERROR’ appears on the
display when the equipment is switched on. Turn the equipment off and contact
m) Use the numeric keys to key in the lat/long for the NE point of a Furuno service agent to replace the battery. The ship’s static data will need to
the AIS operating area. Use the SFT/+/- key to switch between be re-inserted after the battery has been replaced.
N and S or E and W if necessary.
Breaker Button
Note: To check or edit settings on the previous page press the NEXT and
SFT/+/- keys simultaneously. If an internal fault or overcurrent status is detected the BREAKER button
on the rear panel will pop out. The cause of the fault should be investigated
n) Press the NEXT key to select LEFT-BOTTOM. and rectified, if necessary, before resetting this button to return to normal
operation.
o) Use the numeric keys to key in the lat/long for the SW point of
the AIS operating area. Use the SFT/+/- key to switch between Error Messages
N and S or E and W if necessary.
If an error occurs a message will appear on the display. Refer to section 2.7 in
the operator’s manual for further details.
Note: The available range is 20-200nm. If the area contains overlapping data
the older data will be erased.
p) Press the ENT key and YES is selected.
q) Press the ENT key to accept settings.
r) Press the MENU key several times to return the main menu.

,OOXVWUDWLRQD+XOO6WUHVV6WUDLQ*DXJH/RFDWLRQVDQG0LPLF'LVSOD\
6WUDLQ*DXJH/RFDWLRQV
'HFN6WRUH
%RZ
$FFHOHURPHWHU

%RZ3UHVVXUH
7UDQVGXFHU
'HFN6WRUH
6WUDLQVWDOO6WUHVV$OHUWOO9>0LPLF@
)LOH 0RGH $ODUP 3ULQW6FUHHQ :LQGRZ +HOS

%RZ3UHVV )ZG3RUW %RZ$FFHO

0LG3RUW 0LG6WEG

$IW3RUW


2.5.8 HULL STRESS MONITORING Transducers The stress levels displayed in both the seagoing modes represent the maximum
STRAIN: The four strain gauges are extensometers measuring over a 2m and minimum levels experienced during the preceding 5 minutes. If either of
baseline. The electrical transducer is a marine grade LVDT (linear variable these exceeds the fixed alarm limits, an audible alarm will be triggered to
Introduction indicate that the safe operating limit for that mode has been exceeded. The
differential transformer), IS classified with a full scale range of ± 4mm. This is
fed with a low frequency alternating supply and returns a modified amplitude seriousness of such an event will depend on its frequency. The overall pattern
The vessel is fitted with a Strainstall StressAlert Mark II hull monitoring will be clearer from the engineering and trend displays that can be pulled up
system to obtain advance warning of structural deterioration in service and to signal, according to its displacement, that is fed via Zener barriers to its
respective amplifier. on the screen.
load the ship accurately for maximum safe efficiency, according to expected
conditions. The software operates under Windows NT4 and performs the following tasks:
ACCELERATION: The bow slamming accelerometer is a strain gauged
The system monitors the stress at four locations as indicated in illustration beam type, which meets the IS safety regulations as simple apparatus. It is • Controls the ADC, setting the sampling rate and accepting the
2.5.8a using deck mounted long-base strain gauges. These gauges, together mounted in a stainless steel Eldon type KGR 1215 box with an approved IS signals for all channels
with a bow slam accelerometer and bow pressure sensor, are monitored line amplifier that supplies a 4-20mA signal to a buffer amplifier in the safe
• Calculates the mean, maximum peak, maximum trough,
by a PC computer system whose outputs are displayed graphically on a area whose output is +/-5 volts to the computer ADC (scaled for ±2g with an
maximum peak-to-peak, standard deviation and average mean
colour screen on the bridge console and are logged onto disk. The output is offset of 1g).
up-crossing period for all channels
continuously relayed to the Voyage Data Recorder (VDR) with twelve hour
rolling data storage. BOW PRESSURE: The bow pressure transducer and amplifier form an • Compares the strain signal levels over the set calculation period,
intrinsically safe unit that also supplies a 4-20mA signal to a buffer amplifier and passes the highest level to the trend display routine
Alarm output relay contacts are provided to the LyngsØ alarm monitoring in the safe area. The unit has a range of 15 bar, zero representing atmospheric • Counts the number of acceleration peaks exceeding the set level
system. The alarm thresholds represent pre-defined stress limits, according to pressure (i.e. out of the water). in each hour
the operational mode of the ship. A separate user configurable alarm is also
• Records the statistical values on disk
provided. The alarm indicator is combined with an acknowledgement button. Computer
• Updates the graphical displays
The computer is a Hewlett-Packard (HP) Vectra ‘Mariner’ ruggedised desktop
System Description PC with a SVGA colour display monitor mounted on the starboard side of • Operates the alarm facilities
the bridge main control console. Control is via the standard keyboard and • Operates the Shiplog facility
The layout of the StressAlert system is as shown in illustration 2.5.8a and trackball. The 3½˝ diskette is used for archiving logged data and must be
includes. changed monthly using a 1.44Mb pre-formatted disk. All screens and alarms are scaled in bending moments. In addition to the help
• Strain gauges item on the menu bar, a ‘help balloon’ will appear describing the choices or
The analogue inputs from the transducers are digitised by an ADC card in the limits affecting the entry. This disappears as soon as the cursor moves
• Bow accelerometer computer. The programs and results are stored on the computer’s hard disk
• Bow pressure transducer and may be archived via the floppy disk (diskette) drive. The computer is Strain: Positive - extension (hog)
designed to start and load the StressAlert software automatically when power
• Signal conditioning unit and alarm output controller is applied. Negative - compression (sag)
• Bridge console computer/monitor
Mains power is fed to the system via UPS supply that allows continuous Acceleration: Positive - bow going down
The four strain gauge transducers are interfaced via the signal conditioning operation if power is temporarily removed (up to 3 hours). It also protects
against the effects of voltage drops and electrical noise. A relay output is also Negative - bow coming up
unit amplifiers and Zener barriers in the hydraulic solenoid unit room. The
amplifiers convert the signals from the transducers to voltage levels that can be provided which operates when the software detects an alarm condition.
read by the analogue to digital converter (ADC) in the computer. The bar graphs show the current mean sensor values, expressed as percentage
of maximum, with horizontal lines to indicate the alarm limits for each input,
Operation according to the intended mode of operation.
The bow accelerometer output and supply are also fed via Zener barriers, but
they are interfaced locally by a Strainstall 5729 intrinsically safe (IS) amplifier • Harbour (Used only when berthed)
Day-to-day operation of the system will mostly involve checking that it is set
which is built into the accelerometer enclosure. The bow pressure transducer
to the correct mode and that the variable alarm level is set appropriately. At • Short Sea (Permissible for sheltered
type 4844 is also intrinsically safe and has an internal amplifier.
least one of the displays should be checked regularly to ensure that the inputs water/harbour movement)
are present and as expected, and the Shiplog data should be entered on each
The system displays these outputs as both bar and line graphs. Numerical • Sea (Normal)
watch. Local preferences will dictate which display is normally used - the
values are shown on a separate screen and the statistical values of each
mimic diagram is the system default.
transducer output are recorded on floppy disk.

In other modes, the graphs are shown as two bars, representing maximum and Statistics
minimum values over the preceding 5 minutes, as % of maximum allowable
The statistics from the last 5 minutes’ data can be displayed on the screen.
stress.
Bow Pressure (% max) Mid Port Strain (% max) Bow Acceleration (% max)
Statistics for each input are displayed simply by moving the cursor to a bar
Max -24.420 Max 2.866 Max 3.821
graph and clicking the trackball button. These appear in the following format.
Min -24.811 Min -20.373 Min -3.798
Peak-to-Peak 0.000 Peak-to-Peak 19.017 Peak-to-Peak 7.521

Note: The Tz (zero up-crossing period) is always displayed in seconds, -24.640 -7.362 0.000
Mean Mean Mean
irrespective of other settings.
SD 0.101 SD 3.339 SD 1.393
Troughs 1 Tz 8.824 Peaks 0

Alarm Levels
The fixed alarm levels, when exceeded, trigger ‘high alarm’ relay contacts
and sound an audible alarm. A separate variable alarm level can also be set by Profile
choosing a % value from a menu list, as shown below. This triggers ‘low alarm’
This shows the strain gauge data (only) in the same format as in the main
relay contacts only. The variable alarm setting is shown as a red line in all the
(mimic) display, but against a cross-section and side elevation of the ship. This
graphical data displays and is independent of mode.
indicates the stress distribution across and along the length of the vessel.
The fixed alarms are set via bending moment values entered in the Setup
display and are not normally adjusted. The accelerometer has a % threshold Shiplog
used to generate a ‘slamming’ alarm. The Shiplog screen provides for manual entry of details from the ship’s log,
as follows:
Trending of Data
When ENTER is pressed, or OK selected, the revised data is written both to the
The Engineering display allows trending of sensor values against time for
hard disk and to a floppy disk. The new data will not be accepted if a formatted
the most recent 5 minute data. The Trend display allows trending of sensor
floppy disk is not present in the drive. The log should be updated as a matter
values against time for the most recent 5 hour data. Individual channels can be
of routine during each watch.
selected via the Gauge menu.
Strainstall - StressAlert - [Trend]
Gauge
100
80
60
Percent Transducer Full Range
40
20
-20
-40
-60
-80
-100
-1.9 -1.9 -1.9 -1.9 -1.9 -1.9
Aft Port Strain Mid Port Strain Mid Stbd Strain Fwd Port Strain Bow Accel Bow Press
-1.9 % -1.8 % -2.4 % -6.4 % -0.3 % -24.8 %
-0.076 mm -0.072 mm -0.098 mm -0.258 mm -0.006 g -1.238 bar
-25536 MT-m -27178 MT-m -36727 MT-m -92125 MT-m -12.625 mm
-0.0 N/mm2 -7.6 N/mm2 -10.3 N/mm2 -27.1 N/mm2

2.5.9 FOG BELL AND GONG SYSTEM Illustration 2.5.9a Fog Bell and Gong System
Fog Bell and Gong System Aft FOREMAST

4x Re-entrant Horn Gong Signal 4x Re-entrant Horn Bell Signal
Maker: Saracom
Type: Amplidan 21500
Forward bell quantity: 4
Aft gong quantity: 4
Junction Junction
The fog gong and bell system is an audio system for the automatic sounding of Box Box
bell and gong signals whilst the vessel is at anchor in reduced visibility.
The system is designed for centralised operation from the bridge via the main
control unit which is mounted in the panel front of the GMDSS console.
The signal comprises a 6.6 second bell signal transmitted from the forward
mounted re-entrant type horn speakers followed, after a 3.3 second silence
period, by a 6.6 second gong signal transmitted from the aft re-entrant type
horn speakers. The sequence repeats itself automatically after a further 16.5
second silence period.
BRIDGE CONTROL CONSOLE
The system can be operated manually by switching the bell signal and gong
signal switches on the control panel to MANUAL.
The unit is supplied with and normally operates from a 220V AC and with 24V
DC power. In the event of a power failure the system would operate from the
DC supply. On Emergency
Hailer
Remote
Output Fog Bell Gong
Automatic
Signal
Manual
Bell Signal
Manual
Power
Gong Signal
System 21500
220V AC 1ph 60Hz

24V DC

Illustration 2.5.10a Whistle System
Kockums Sonics
Radar Mast
Foremast
Manoeuvring Light Air Horn Wheelhouse Electric Horn
Forward Bulkhead
VOLUME
Pushbutton
N.P.
S 900
H AH S H EH
Console Mounted Control Panel
To Sound Reception
System Interrupt
AUTO. FOG SIGNAL

SOUND REST SOUND REST SOUND REST
Saracom
1 BLOW 5 - 55 SEC
2 BLOW 5 - 2 - 5 - 48 SEC
HC - 7122
Junction Box 3 BLOW 5 - 2 - 2 - 2 - 2 - 47 SEC
CYCLE 60 SEC
HORN CONTROL UNIT
LIGHT 3 PHASE POWER MONITOR BLOW
LIGHT SELECTOR HORN SELECTOR DIMMER General Emergency Alarm Signal
LIGHT/ AFTER FORE

LIGHT
Wheelhouse HORN HORN HORN
Central Console
AUTO FOG SIGNAL SELECTOR POWER SWITCH Junction Box
N.P.
MAN. 1 BLOW 2 BLOW 3 BLOW HEATER POWER
Bosun's Store
AC 220V. 60Hz
Port Bridge Wing Starboard Bridge Wing
Watertight Whistle Pushbutton Morse Key Watertight Whistle Pushbutton
TTON FOR TTON FOR

BU H
BU H
H
OR
OR
EA PUS
EA PUS
N Saracom
N Saracom
OR
OR
,K
,K
Co Co
N ., L N
td. PUSA td. PUSA
., L
Watertight Morse Key Watertight Morse Key
AC 440V
Relay Box
Electrical Equipment Room Upper Deck

2.5.10 WHISTLE SYSTEM Light/Horn

Illustration 2.5.10b Whistle Control Panel
To operate the light and the horn, this selector switch must be on and the LED
Maker: Saracom
lit
Model: HC-7122
After Horn
Introduction AUTO. FOG SIGNAL Saracom To operate the horn on the radar mast, this button must be pressed and the
SOUND REST SOUND REST SOUND REST
1 BLOW
2 BLOW
5 - 55 SEC
SEC
LED on.
Two whistles are fitted on the vessel. An electrically operated whistle is 3 BLOW
5 - 2 -
5 - 2 -
5
2
- 48
- 2 - 2 - 47 SEC HC - 7122
mounted on the foremast and an air operated whistle is mounted on the radar CYCLE 60 SEC
HORN CONTROL UNIT
mast. A manoeuvring light which forms part of the system is also fitted on the Fore Horn
radar mast. LIGHT 3 PHASE POWER MONITOR BLOW To operate the horn on the fore mast, this button must be pressed and the LED
on.
The whistle control panel is mounted on the central bridge console. The general
alarm signal is also fed to this unit. Should the general alarm be activated the
alarm signal would be sounded through the selected whistle, alerting personnel LIGHT SELECTOR HORN SELECTOR DIMMER
Dimmer Buttons
on deck as well as other vessels in the immediate vicinity. Pressing these buttons will increase or decrease the panel illumination.
LIGHT/ AFTER FORE
LIGHT
Two whistle pushbuttons are located in the wheelhouse, one on the forward HORN HORN HORN
bulkhead and the other on the main control console at the steering stand area. Man Button
There is a watertight manual whistle pushbutton and a watertight morse switch AUTO FOG SIGNAL SELECTOR POWER SWITCH Pressing this button will illuminate the LED and put the whistle into manual
situated on each bridge wing. operation.
MAN. 1 BLOW 2 BLOW 3 BLOW HEATER POWER
Operation 1 Blow
Pressing this button will put the whistle in automatic operation for one blow at
Once the unit has been powered up the operator can use the membrane type intervals of not more than two minutes. The whistle will emit one prolonged
switches to make the required selection. To make a selection, the switch for blast.
the required function must be pressed and the switch LED will be illuminated.
To cancel the selection simply press the switch again and the LED will be
3 Phase Power 2 Blow
extinguished. An illuminated LED on a switch indicates that the switch
selection is active. This LED is lit when power is available to the electric horn motor This button operates the whisle automatically with two blows and sounds at
intervals of not more than two minutes. The whistle will emit two prolonged
Refer to the illustration 2.5.10b opposite for a functional description of each Light (green) blasts in succession with an interval of approximately two seconds in
key. between.
The manoeuvring light associated with this panel is illuminated when this
button is pressed.
3 Blow
Blow (red) This button operates the whisle with three blows and sounds at intervals of not
more than two minutes. The whistle will emit one prolonged blast followed by
After selecting the horn to operate in the horn selector section, pressing this two short blasts in succession.
button will manually operate the horn.
Heater
Light
Pressing this button operates the heater on the whistle to stop the internals
To operate only the manoeuvring light, the selector switch must be on LIGHT icing up.
and the LED on this button on.
Power
This button switches the power on and off the control panel.

2.5.11 SOUND RECEPTION SYSTEM

,OOXVWUDWLRQD6RXQG5HFHSWLRQ&RQWURO3DQHO
Maker: Kockums Sonics
Model: S 900 -XQFWLRQ
%R[
Overview
The sound reception system is an electronic audible aid to navigation. It allows

the officer of the watch to hear outside sound signals inside the enclosed
wheelhouse. The system as installed on board comprises the following: &HQWUDO%ULGJH&RQVROH1R
• An S 900 master station (control unit) 6RXQG5HFHSWLRQ&RQWURO3DQHO
• Four microphones - the microphones are mounted on top of the

wheelhouse, one on the starboard side, one on the port side, one
forward and one facing aft.
The microphones pick up audible signals in the range 70Hz to 820Hz which .RFNXPV6RQLFV
are then reproduced in the speaker of the master station. The microphones are
designed to withstand the elements and their siting is very important. -XQFWLRQ -XQFWLRQ
%R[ %R[
The system parameters will be set by a commissioning engineer. This system
configuration is not compliant with the IMO regulation MSC 70/23/Add.2.
Operation
When the unit is switched on the speaker volume can be adjusted by rotating 3RUW%ULGJH6RXQG5HFHSWLRQ
the volume control knob clockwise or anti-clockwise. 0LFURSKRQH8QLW
6WDUERDUG%ULGJH6RXQG5HFHSWLRQ
92/80( 0LFURSKRQH8QLW
When a sound signal from another vesel is detected, the red indicator lamp
on the panel on the side from which the signal origninates is illuminated. The
sound signal is also audible from the speaker unit.
The ship’s own fog signal system is linked into the sound reception system, so
that when the own ship sounds a fog signal the reception system input from
the microphone unit is supressed preventing a false indication and damage to
6
the reception unit.
-XQFWLRQ
%R[
9'&

2.6 GMDSS and Communications Systems
2.6.1 GMDSS Overview
2.6.2 Inmarsat-B System
2.6.3 Inmarsat-C System
2.6.4 Inmarsat Mini M System
2.6.5 VHF Transceiver Systems
2.6.6 MF/HF Transceiver Systems
2.6.7 EPIRB and SARTS
2.6.8 NAVTEX Receiver
2.6.9 Emergency Radios
Illustrations
2.6.1a GMDSS
2.6.1b GMDSS Distress Reactions
2.6.1c GMDSS Equipment
2.6.2a Inmarsat-B System
2.6.3a Inmarsat-C Station
2.6.5a VHF DSC Systems
2.6.6a MF/HF Control Unit System
2.6.7a SART
2.6.8a NAVTEX Receiver
2.6.9a GMDSS Emergency Hand Held VHF Radio

,OOXVWUDWLRQD*0'66
,QPDUVDW &RVSDV6DUVDW
/RFDO8VHU7HUPLQDO
5HOD\6KLS 0LVVLRQ&RQWURO&HQWUH
&RDVW(DUWK6WDWLRQ
5HVFXH&RRUGLQDWLRQ 5HVFXH&RRUGLQDWLRQ
&HQWUH &HQWUH
1DWLRQDO,QWHUQDWLRQDO 1DWLRQDO,QWHUQDWLRQDO
1HWZRUN 1HWZRUN
6KLSLQ'LVWUHVV 6$56HUYLFH
&RDVW5DGLR6WDWLRQ &RDVW5DGLR6WDWLRQ
+)0)9+) +)0)9+)
(3,5%
6$57

2.6 GMDSS AND COMMUNICATIONS SYSTEMS • Routine: Normal alerts to attract the attention of coast stations b) Expect an acknowledgement from a shore station either by DSC
or other ship stations or telephony.
2.6.1 GMDSS OVERVIEW
It is in the interest of safety that the watchkeepers are aware of which sea c) Send a distress call and message on the Radio Telephony (RT)
area the ship is in at any time. There are four sea areas within GMDSS. The distress frequency in the same band as the distress alert and
Introduction Admiralty List of Radio Signals Volume 5 provides comprehensive details. follow the instructions given by the MRCC/controlling station.
The Global Maritime Distress and Safety System (GMDSS) is an international GMDSS Distress, Urgency and Safety Frequencies in Terrestrial Radio Bands
A1 Area
system relating to all vessels over 300 gross tonnes and all passenger vessels
engaged on international voyages, irrespective of tonnage. It provides This is an area within radiotelephone range of at least one VHF coast station Sea Area Band DSC Alerting Frequency RT Communications
comprehensive communications for distress, urgency and safety operations in at which continuous DSC alerting is available, as defined by a contracting
A1 VHF Channel 70 Channel 16
the terrestrial and satellite services. It specifies methods to be used to enable government.
vessels requiring assistance to transmit specific alerting signals to indicate they A2 MF 2,187.5 2182
require help. A2 Area A3/A4 HF* 4,207.5 4,125
There are nine vital communication functions which all vessels complying This area excludes area A1 and is within radiotelephone range of at least one A3/A4 HF* 6,312 6,215
with SOLAS regulations must be able to fulfil, namely: MF coast station at which continuous DSC alerting is available, as defined by A3/A4 HF* 8,414.5 8,291
a contracting government.
• Transmitting ship-to-shore distress alerts by at least two A3/A4 HF* 12,577 12,290
separate and independent means, each using a different radio
A3 Area A3/A4 HF* 16,804.5 16,420
communication service
• Transmitting and receiving ship-to-ship distress alerts This area excludes areas A1 and A2, but is within the coverage range of the (Frequencies are quoted in kHz)
Inmarsat satellite system, between latitudes 70º North and 70º South.
• Receiving shore-to-ship distress alerts * Select an HF frequency band according to the distance from the nearest HF
shore station and the time of day. Generally speaking, the higher the band
• Transmitting and receiving search and rescue co-ordinating A4 Area the greater the range. At night, a lower band will achieve greater distances. If
communications
This area covers any sea areas not covered by areas A1, A2 and A3, ie, the unsure, use 8MHz. (Inmarsat distress procedures are described later.)
• Transmitting and receiving on-scene communications polar regions.
• Transmission and reception of location signals Example of Distress Transmission Procedure in Area A1
• Reception of maritime safety information Distress Alerting 1. Send Distress Alert Via VHF Channel 70
• Transmitting and receiving general radio communications to
and from shore-based radio systems or networks The primary function of a distress alert is to inform a coast station and/or a
Marine Rescue and Co-ordination Centre (MRCC) of the ship’s situation. On 2. Receive Distress Acknowledgment
• Transmitting and receiving bridge-to-bridge communications receipt of a distress alert, an MRCC will co-ordinate the rescue and will relay Ship in
on VHF Channel 70
Coast
Distress in Radio MRCC
details to other ships in the area. If the ship is in distress, the main objective Sea Area Station
One of the features of GMDSS enables watchkeeping duties to be performed should always be to send the distress alert ashore by any appropriate means. A1
by automatic means both ashore and on ships. It is unlikely that a manual radio However, personnel may also consider alerting vessels in the vicinity by 3. Continue RT Distress Communication
on VHF Channel 16
watch will be carried out on the RT distress frequencies in any particular band, sending a distress alert using Digital Selective Calling (DSC) equipment
therefore it is important to precede any communications with an appropriate on VHF Channel 70 (for vessels within approximately 20 miles) or MF on
alert. There are four levels of priority given to such alerts: 2187.5kHz (for vessels within approximately 150 to 200 miles).
• Distress: When the vessel or person(s) on board are in grave Systems To Use For Distress Alerting
and imminent danger and require immediate assistance The distress communication procedure should always be as follows:
Sea Area VHF DSC MF DSC HF DSC Inmarsat-C Inmarsat-B
• Urgency: When the safety of the vessel or person(s) is a) Send a distress alert on an appropriate band according to the sea Ch.70 2187.5kHz 4/6/8/12/16MHz
threatened and they require assistance. Examples include; not area as listed below. This is a very important action as it attracts
under command and require a tow; vessel overdue; person(s) the attention of radio personnel enabling them to listen to your A1 Yes No No Yes Yes
require medical assistance distress message. A2 No Yes No Yes Yes
• Safety: These are reserved for meteorological and navigational A3 No No Yes Yes Yes
warnings A4 No No Yes No No

Illustration 2.6.1b GMDSS Distress Reactions
Procedure on Receiving a DSC Distress Alert
ALERT RECEIVED ON
VHF Ch. 70 MF 2187.5 kHz Any HF band
Area A1 1 5 3
OWN
VESSEL Area A2 4 2 3
IS IN:
Area A3/A4 4 5 3
a) Tune to RT Channel 16 and listen for distress communications. a) Tune to RT VHF Channel 16 and listen for distress communications.
1 4
b) Acknowledge receipt of the alert using RT on Channel 16 and carry out b) Acknowledge receipt of the alert using RT on Channel 16 and carry out
distress communications. distress communications.
c) If the alert is not responded to by a shore station, acknowledge by DSC on c) If the alert continues, relay ashore using any appropriate means.
Channel 70 and relay the alert ashore by any appropriate means.
d) Acknowledge the alert by DSC on Channel 70.
a) Tune to 2182 kHz and listen for distress communications. a) Tune to RT 2182 kHz and listen for distress communications.
2 5 b) Acknowledge receipt of the alert using RT on 2182 kHz and carry out
b) Acknowledge receipt of the alert using RT on 2182 kHz and carry out distress
communications. distress communications.
c) If the alert continues, relay ashore using any appropriate means.
c) If the alert is not responded to by a shore station, acknowledge by DSC on
2187.5 kHz and relay the alert ashore by any appropriate means. d) Acknowledge the alert by DSC on 2187.5 kHz.
a) Tune to the RT distress frequency in the band on which the distress alert
3 was received.
b) Do NOT acknowledge either by RT or DSC.
c) Wait at least 3 minutes for a shore station to send DSC acknowledgement.
d) If no shore station acknowledgement or RT distress communications is heard,

relay the alert ashore using any appropriate means.
e) If within VHF or MF range of the distress position try to establish RT contact

on Channel 16 or on 2182 kHz.

Example of distress call and message by RT: Safety Alerts Inmarsat-C Distress Transmission Procedure:
If it is necessary to send a meteorological or navigational warning use a) Send a distress alert (either designated or undesignated).
MAYDAY, MAYDAY, MAYDAY, the following procedure on any appropriate radio band according to the
This is British Kestrel, British Kestrel, British Kestrel, circumstances: b) Expect a response from an MRCC within 2/3 minutes.
MAYDAY,
British Kestrel/MMSI No.232160000 a) Send a DSC safety alert. c) Compose a distress message on the Inmarsat-C editor using the
17° 5'' North, 57° 45'' West following format:
On Fire b) Send safety call and message.
Require immediate assistance MAYDAY (or SOS)
Over Example procedure of how to advise vessels in the vicinity of a danger to British Kestrel/Inmarsat-C number XXXX
navigation and at the same time inform shore stations in Area A1: 18° 35'' North 77° 58'' West
Urgency Alerts On fire
a) DSC safety alert on VHF channel 70, indicating intended RT Require immediate assistance
For messages concerning the safety of the vessel or person(s) on the vessel,
transmission channel in the call. Do NOT expect to receive an 28 persons on board
use the following procedure on any appropriate radio band according to the
sea area: acknowledgement.
d) Using distress priority and ideally selecting the nearest land
b) Transmit safety call and message on VHF channel 16 (or 13). earth station (LES) to the ship’s position, send the distress
a) Send a DSC urgency alert. message. If an LES is not selected here it will default to the
SECURITAY, SECURITAY, SECURITAY, last used LES. Stand by for further communications from the
b) Send an urgency call and message. MRCC.
All stations, all stations, all stations,
Example procedure of how to request medical assistance from Area A3: This is British Kestrel, British Kestrel, British Kestrel,
Large floating container sighted in position 30° 20'' North, 64° Urgency or Safety Alerts via Inmarsat-C
a) Send a DSC urgency alert on 8414.5kHz, indicating intended 55'' West, If required to send urgency or safety priority messages via Inmarsat-C,
RT transmission frequency (8291kHz) in the call. Do NOT Danger to navigation keep sharp lookout, compose the message using the edit facilities. Leave the message on the screen
expect to receive an acknowledgement. OVER. as text, then:
b) Transmit an urgency call and message on 8291kHz as follows: Procedure on the Receipt of a DSC Distress Alert a) Go to ‘TRANSMIT’ mode.
See illustration 2.6.1b.
PAN PAN, PAN PAN, PAN PAN, b) Select routine priority.
All stations, all stations, all stations,
This is British Kestrel, British Kestrel, British Kestrel, Procedure on the Receipt of a DSC Urgency or Safety Alert c) Select the appropriate LES.
I have crew with severe injuries and require medical
assistance, On receipt of a DSC urgency or safety alert, tune the RT to the frequency d) Select the special code from the following:
My position is 22° 30'' North, 79° 27'' West, indicated in the received alert and await reception of the call and message. Do
NOT attempt to acknowledge the urgency or safety alert. 32 to request medical advice
OVER.
38 to request medical assistance
Procedures for Sending Alerts via Inmarsat 39 to request maritime assistance
Inmarsat-C Distress Alerts 42 to provide weather danger and navigational warnings
Inmarsat-C is an ideal system for distress alerting and messaging. It can be
e) Send the message as text.
used from sea areas A1/A2 and A3, but NOT area A4. Inmarsat-C does NOT
support voice communications, so all messages appear as text. Inmarsat-C is a
store and forward system. There are no live links between the ship and shore Sending Alerts via Inmarsat-B
authorities, therefore expect a short delay before any response from ashore. Inmarsat-B supports voice and text messaging. The operator must decide
which to use. Text helps overcome language difficulties and provides a hard
copy of both sides of the distress communications.

Illustration 2.6.1c GMDSS Equipment

Receiver Aerial Transmitter Aerial
DSC SSB and DSC
INMARSAT C INMARSAT C
Aerial No.1 Aerial No.2
Aerial Coupler
Above Deck
SAILOR H2095C SAT-C TRANSCEIVER
Wheelhouse Power
Stop
Power
Login
Stop
Send
Login
Mail
Send
Press key
for 5 seconds
to send alarm
DISTRESS
Mail
Press key
for 5 seconds
to send alarm
DISTRESS
Alarm Panel CALL

SAILOR H4500 MF/HF CONTROL UNIT
Rx
LOG
Tx
CALL
ADDR
ALARM BOOK
TEL
SAILOR 4365 Alarm Panel DSC
VHF
TEST DISTRESS
Distress
SCAN STO DEL SQ INT-C 2182
DIST DISTRESS
VHF
VHF DSC
DSC DISTRESS
DISTRESS ABC 1 DEF 2 GHI 3 JKL 4 MNO 5 FREQ DISTRESS
MF/HF
MF/HF DSC
DSC DISTRESS
DISTRESS PWR DIM SPK ALARM FUNC
SES
SES DISTRESS
DISTRESS MUTE MF/HF 6 7 8 9 0 SHIFT ON/OFF
DISTRESS
Distress
PQR STU VWX YZ. .
DIM SES
DISTRESS
Distress
Press key
for 5 seconds
to send alarm
Power Stop Login Send Mail
DISTRESS
BAT
V BATTERY 1 A 1-2
DIM
BATTERY 2
MUTE
EMER-
TEST
GENCY 1 BATTERY 2 1 AC 2
LIGHT ALARM ALARM
INMARSAT C Aerial No.1 INMARSAT C Aerial No.2

Power 24V DC Scanbus
INMARSAT C No.1 NMEA Data
INMARSAT C No.2
MF/HF DSC
VHF Extension Handset
Power 24V DC
NMEA Data Out
Power 24V DC Transciever
NMEA Data Out
NMEA Internal
Mute Out
AC Fail/Battery Low Out
Control/Alarm/Metering
Battery Primary Duplicate Primary

Charger System System System
Power 24V DC
Power 24V DC Power 24V DC
VHF/DSC
System No.2
VHF/DSC
System No.1
DGPS
CAS Mute
Bridge Alarm
220V
GMDSS Battery
220V
DGPS No.1
220V
DGPS No.2
NAVTEX
220V

Inmarsat-B Distress Transmission Procedure 2. Avoid Interference 5. Testing of GMDSS Radio Equipment
Refer to the manufacturer’s operating manual and follow the telephone or All stations are forbidden to carry out the following: Daily tests:
telex distress transmission procedures. When the connection with the MRCC
• The transmission of superfluous signals and correspondence • The proper function of the DSC facilities shall be tested at least
is established, send the following:
once per day without radiation of signals, by use of the means
• The transmission of false or misleading signals
provided by the equipment.
MAYDAY
British Kestrel/Inmarsat-B number XXXX All stations shall radiate the minimum power necessary to ensure satisfactory • Battery voltage should be checked once per day and where
18° 35'' North 77° 58'' West service. necessary brought up to fully charged condition.
On fire
Require immediate assistance Weekly tests:
3. Secrecy of Communications
OVER • Proper operation of the MF DSC facilities shall be tested weekly
All administrations bind themselves to take the necessary measures to prohibit
by means of a test call with a coast station. When out of range
Be prepared to indicate the ocean region satellite being used. Follow the and prevent the following:
of an MF coast station for longer than one week the ship should
instructions given by the MRCC operator and if instructed to disconnect • The unauthorised interception of radio communications not make a test call on the first opportunity when the ship comes
the line, keep the Inmarsat-B clear so that the MRCC can call back when intended for the general use of the public. into range of such a coast station.
necessary.
• The divulgence of the contents, simple disclosure of the
existence, publication or any use whatsoever, without Note: Live tests should NOT be made on VHF DSC equipment.
GMDSS Radio Watchkeeping authorisation, of information of any nature obtained by the
At sea, the vessel shall maintain a continuous radio watch on the following: interception of radio communications. Monthly tests:
• Each EPIRB shall be examined monthly by operating its test
Frequency/Ch Purpose of Watch 4. Radio Log Keeping facility and ensuring that it is able to float free. It should be
VHF Ch. 16 * RT distress/urgency/safety and route call/reply inspected for security and any signs of damage.
All vessels are required to keep a radio log on the navigating bridge convenient
VHF Ch. 13 International bridge-to-bridge safety of navigation to the radio installation. It should be available for inspection by any authorised • Each SART should be tested by means provided and by
VHF Ch. 70 Short range DSC distress/urgency/safety and routine alerts representative of any administration. observing rings on nearby 3cm radar.
MF 2187.5 kHz Medium range DSC distress/urgency and safety alerts • Each survival craft VHF shall be tested on a channel other than
HF 8414.5 kHz ** Long range DSC distress/urgency and safety alerts The log contains details of the ship’s name, call sign, MMSI number, etc, channel 16.
details of persons qualified to operate the radio equipment and the daily diary
518 kz Reception of NAVTEX MSI
of operation of the radio equipment. Entries in this latter part should contain • The radio battery compartment should be inspected and the
Inmarsat-C Reception of EGC MSI including shore-to-ship distress alerts security and condition of all batteries providing a source of
the following:
Inmarsat-B Reception of shore-to-ship distress alerts energy for any part of the radio installation should be checked.
• Details of communications relating to distress, urgency and
safety including times and details of ships involved and their • Printers should be checked daily to ensure an adequate supply
* Vessels are required to monitor VHF channel 16 until 1st December 2005.
positions of paper.
** Plus at least one other HF frequency from 4,207.5, 6,312, 12,577 and
16,804kHz. • A record of important incidents such as breakdown or malfunction • The condition of all aerials and insulators should be checked
of equipment, adverse propagation and interference monthly.
As the vessel has Inmarsat-C, there is no requirement to monitor HF DSC
• Serious breaches of radio procedures by other stations
frequencies for A3 distress alerts. MF/HF DSC equipment can be configured
to watch the 2187.5kHz frequency only. • The position of the ship at least once per day
• Details of the tests carried out on radio equipment as in
General Rules for Communications paragraph 5 below
1. All Stations are Forbidden to Carry Out Note: Any messages received as hard copies, such as NAVTEX, EGC, etc,
can be appended in date order at the rear of the logbook and an indication of
• Unnecessary communications
the time and frequency received can be noted in the log.
• The transmission of profane language
• The transmission of signals without identification

Brief Description of GMDSS Equipment Digital Selective Calling (DSC) Reception of Maritime Safety Information (MSI)
Search and Rescue Transponder (SART) DSC is an automated watchkeeping and alerting system operating in the VHF, GMDSS provides facilities for the reception of meteorological warnings,
MF and HF bands. It permits unmanned watchkeeping for distress/urgency/ navigational warnings and shore-to-ship distress alerts. SOLAS regulations
The purpose of a SART is to indicate the position of survival craft or survivors
safety and routine calls in the terrestrial radio service by having dedicated require ships to monitor the appropriate frequencies in order to receive MSI
during search and rescue operations. It operates in the 3cm radar band only.
watchkeeping receivers listening out continuously. in their area.
When activated, a SART sweeps the 3cm radar band and on receipt of radar
pulses from a search and rescue craft it transmits coded signals. This results in
a series of dashes appearing on the rescue craft radar display; similar to those Band Frequency/Channel Use Short Range MSI
of a RACON. The echo nearest to the rescue craft’s own position represents VHF Channel 70 Distress/urgency/safety and routine alerts
NAVTEX – operating on;
the position of the SART. The minimum range of a SART is 5 nautical miles. MF 2187.5kHz Distress/urgency/safety alerts
• 518kHz for English language broadcasts
In order to achieve this, the SART should be mounted at least 1 metre above MF 2177.0kHz Routine shore-to-ship alerts
sea level in a vertical aspect. If lying in the sea, the range may be limited to MF 2177.0 Hz Routine ship-to-ship alerts • 490kHz for second language (or supplementary broadcasts
approximately 1 mile. MF 2189.5kHz Routine ship-to-shore alerts • 4209.5kHz in tropical zones to overcome the effects of MF static
HF 4207.5; 6312; 8414.5; Distress/urgency and safety alerts
Emergency Position Indicating Radio Beacon (EPIRB) 12577; 16804.5kHz 518kHz has to be included in a NAVTEX receiver. The other frequencies may
HF 4, 6, 8, 12, 16, 18, 22 and Paired DSC frequencies are available for or may not be fitted according to vessel requirements.
An EPIRB is a secondary means of transmitting a distress alert ashore – usually
25MHz bands routine alerts. Details in ALRS Volume 1
from a survival craft. It can be activated manually, but may also be released
automatically by a hydrostatic release mechanism if the vessel sinks. Three Long Range MSI
types of EPIRB can be used within GMDSS: Note: Frequencies shown in red should be monitored continuously by DSC
watchkeeping receivers whilst at sea. To receive routine DSC alerts in MF • Enhanced Group Call (EGC): Operating via Inmarsat C
• COSPAS/SARSAT satellite EPIRB giving coverage of all sea and HF bands an additional scanning receiver must be fitted.
areas • HF NAVTEX: Operating in areas where MF NAVTEX and
EGC are not available
• Inmarsat E EPIRB giving coverage in sea areas A1/A2 and A3 Maritime Mobile Station Identity (MMSI) System
Details of these systems providing worldwide coverage are to be found in
• VHF DSC EPIRB giving coverage in sea area A1 only Each mobile station (ship) and shore station having DSC equipment is issued Admiralty List of Radio Signals Volumes 3 and 5.
with a unique MMSI number. This number is programmed into all DSC
All EPIRBs must be capable of indicating the vessel’s ID and position. Vessel equipment on installation. Self-identification is always automatically included Facilities on NAVTEX and EGC receivers allow operators to programme
ID information is encoded into the EPIRB by the equipment manufacturer. in any DSC transmission. The MMSI system also permits individual stations reception of messages from different areas. EGC receivers automatically
Positional information can be determined automatically by the COSPAS/ or groups of stations to be called. The allocation of MMSI numbers is as restrict the reception of messages to the NAVAREA that the vessel is in by
SARSAT satellites from measuring the Doppler effect; by having an in-built follows: awareness of the vessel’s position via GPS input. The world is divided up
GPS receiver or by manually inserting the position via a keypad on the EPIRB. into 16 ‘NAVAREAS’, each having its own provision. Additionally, choice
For COSPAS/SARSAT EPIRBs, there may be a maximum of 90 minutes can be made over the type of warning available for reception. In order not to
before the alert is received ashore. Ship’s Stations
receive unwanted information, navigators should programme MSI equipment
9 digits, the first three being the country MID: eg, 232123456. accordingly.
Inmarsat E EPIRBs provide almost instantaneous alerting.
Shore Stations Types of message which can be programmed:
VHF EPIRBs work on VHF channel 70 and send a designated DSC alert to
coast stations and vessels within an A1 area. They have an in-built SART for 9 digits, the frst two being 00, then country MID: eg, 002321234. A: Navigational warning*
determining position. B: Meteorological warning*
Group of Stations C: Ice report
9 digits, the first being a single 0, then country MID: eg, 023212345. D: SAR info (distress alerts relays etc)*
E: Meteorological forecasts
F: Pilotage messages
G: Decca warnings
H: Loran C warnings
I: Omega warnings

J: Satnav warnings Inmarsat-E Note: An MES may also be referred to as a Ship Earth Station - SES.
K: Other navaid warnings Utilising the L-band (1.6GHz) EPIRB system offering almost instantaneous
distress alerting via Inmarsat satellites. It can be used instead of a COSPAS/
L: Navigational warnings additional to letter A*
SARSAT EPIRB for vessels trading in sea areas A1, A2 or A3 only.
V, W, X, Y: Special services - trial allocation
Z: No messages on hand Inmarsat-M and Mini M
A digital communications system for voice, low-speed data and facsimile
Note: Messages marked * cannot be disabled. services. These systems do not conform to GMDSS.
Satcom Systems Network Co-ordination Station (NCS)

Inmarsat, the International Mobile Satellite organisation provides high Each ocean region has its own Network Co-ordination Station (NCS) which
quality voice, telex, data and facsimile circuits to suitably equipped vessels. controls the allocation of channels to MESs and LESs within its region. When
The system comprises of four geostationary satellites in orbit approximately a call is initiated, the NCS connects the MES to the LES.
36,000kms above the equator. Each satellite provides coverage for a particular
ocean region, as below. Communication, via these satellites, at latitudes greater
than approximately 70° are unreliable due to the satellites being out of line-of- Land Earth Station (LES)
sight when so far north or south. Within each of the satellite ocean regions there are a number of Land Earth
Stations (LES). The function of the LES is to provide a connection between the
The four satellites cover the main ocean regions and are named accordingly: Inmarsat system and national and international telecommunications systems
• AOR-W Atlantic Ocean Region West worldwide. An LES may also be referred to as a Coast Earth Station (CES).
• POR Pacific Ocean Region

Mobile Earth Stations (MES)
• IOR Indian Ocean Region
Each vessel equipped with suitable Inmarsat equipment is known as a Mobile
• AOR-E Atlantic Ocean Region East Earth Station (MES). Each MES is issued with a unique Inmarsat Mobile
Number (IMN). If a user has more than one MES, each will have its own
There are five marine Inmarsat systems in operation: Inmarsat Mobile Number (IMN).
Inmarsat-A Each system can be recognised by its IMN as follows:

Using mainly analogue techniques, this system provides telephone, telex,
facsimile and data communications between suitably equipped MESs and Inmarsat-A
subscribers ashore via their national and international telephone and data A seven digit code beginning with the number 1 followed by a further six
networks. digits, eg, 1238763.
Inmarsat-B Inmarsat-B
Using digital techniques exclusively, this system features all of the facilities A nine digit code beginning with the number 3 followed by the country MID
available in Inmarsat-A. However it makes better use of the satellite power and and a further five digits, eg, 342200162.
bandwidth thus increasing the number of available channels and is more cost
efficient. Inmarsat-B will eventually replace Inmarsat-A.
Inmarsat-C
Inmarsat-C A nine digit code beginning with the number 4 followed by the country MID
and a further five digits, eg, 442200262.
A digital satellite communications messaging system. This system does not
support voice communications. Enhanced group call (EGC) equipment, based
on this system, is used for receiving maritime safety information (MSI) and is Inmarsat-M
an integral part of all marine Inmarsat-C equipment. A nine digit code beginning with the number 6 followed by the country MID
and a further five digits, eg, 642200362.

,OOXVWUDWLRQD,QPDUVDW%6\VWHP $FWLYH$QWHQQD
+RXVHGLQ5DGRPH
7UDFNLQJDQG
6WDELOLVDWLRQ
(TXLSPHQW
$ERYH'HFNV
%HORZ'HFNV
)DFVLPLOH 'LVSOD\HGZKHQDSSOLFDEOH
9$&
9$& DWKRRN2))
6KLS
V6XSSO\ 6KLS
V6XSSO\
3RZHU6XSSO\8QLW ZKHQDGGLWLRQDOLQIRKHOS
9'& LVDYDLODEOH
ZKHQWKHORXGVSHDNHULV21
7/; 6+,)7 ZKHQSUHVVLQJ6+,)7WRXVH
3ULQWHU 0DLQ&RQWURO8QLW
9$& VHFRQGDU\IXQFWLRQV
LQWKH6KLS
V2IILFH $/3+$ ZKHQSUHVVLQJ$/3+$WR
1((5
5$$ +DQGVIUHHPLFURSKRQH VHOHFWNH\SDGOHWWHUV
1 6+,)7%$7
$/3+$
GXULQJGDWDFDOOV
21 ZKHQLQFRQWDFWZLWK/(6RU1&6
ZKHQUHFHLYLQJDFDOOOLJKWV
,QPDUVDW%
VWHDGLO\GXULQJFRPPXQLFDWLRQ
3& IODVKHVZKHQUHFHLYLQJLPSRUWDQW
LQIRUPDWLRQDODUPV
9$& 'LVWUHVV$ODUP 21 ZKHQSRZHULVWXUQHG21
$ODUP7HVW/(' $X[LOLDU\.H\V
8QLW:KHHOKRXVH WRVLJQDOTXDOLW\LQGLFDWRUV
$FNQRZOHGJH $OORZVHQWHULQJRI 377
%XWWRQ 1(5$ 6DWXU Q% ,QWHUIDFH8QLW 'DWD6ZLWFK8QLW VKRUWQXPEHUV

FKDQJLQJ2FHDQ 6HOHFWVIXQFWLRQVDQGGLVSOD\V+(/3
',6 75( 6 6
$/$50
5HJLRQVHOHFWLQJ SDJHLIDQ\
$&.12:/('*(
'LVWUHVV$OHUW /DQG(DUWK6WDWLRQ
HWF 6HOHFWVDOSKDEHWLFNH\IXQFWLRQ
$FWLYDWHG/('
'LVWUHVV$ODUP 'LVWUHVV%XWWRQ 0RYHVWRWKHQH[WFKRLFHRUHQWHUV
5HFHLYHG XQGHUIODS VHOHFWHGRQH$FFHVVWR$FWLYH
/(' 1(5$ 6$7851% )URP*\UR 1XPEHU.H\V $ODUPVOLVW6+,)7IXQFWLRQ
0HVVDJH,QGLFDWRU
7(/(;0(66$*(
)$;0(66$*(
'$7$0(66$*(
2QO\WKHQXPEHUNH\V 6HOHFWVVHFRQGDU\IXQFWLRQV
5(6(7
DUHUHTXLUHGWRFDOO +7
.%$6' 9$&
WKHHQGVXEVFULEHU 'LVSOD\VDGGLWLRQDOLQIRUPDWLRQKHOS
0HVVDJH,QGLFDWRU 7R$XWRPDWLF 'DWD7HUPLQDO 6KLS
V6XSSO\
:KHHOKRXVH 7HOHSKRQH
377 'LUHFWDFFHVVWR'HIDXOW/(6
1(5$ 6$7851% ([FKDQJH VHOHFWLRQDQG2FHDQ5HJLRQ
0HVVDJH,QGLFDWRU
)$;0(66$*(
7(/(;0(66$*(
'$7$0(66$*(
VHOHFWLRQ6+,)7)81&7,21
5(6(7
3XVKWRWDON377ZKHQORXGVSHDNHU
0HVVDJH,QGLFDWRU LVRSHUDWLYH
&DUJR(QJLQH&RQWURO5RRP )URP*36
7XUQVLQWHUQDOORXGVSHDNHU212))
1(5$ 6$7851%
6ZLWFKHVEHWZHHQKDQGVIUHHZ377
0HVVDJH,QGLFDWRU
)$;0(66$*(
'$7$0(66$*( DQGQRUPDOXVH
7(/(;0(66$*(
5(6(7
1RWLQXVH
0HVVDJH,QGLFDWRU
&RQIHUHQFH5RRP
+DQGVIUHH/RXGVSHDNHU 7RJJOHVKRRNVZLWFKRUUHYHUWV
1(5$ 6 D WX U Q %
WRSUHYLRXVSRVLWLRQ
',675(66
$ / $ 50
$ &. 12 :/ ( '* (
'HOHWHVODVWFKDUDFWHUHQWU\RU
'LVWUHVV$ODUP FRPSOHWHHQWU\
8QLW1R
6WHSVGRZQXSWKURXJKIXQFWLRQ
PHQXFKRLFHV
/,67VFUROOVWKURXJKFKRLFHV
6+,)7IXQFWLRQ

2.6.2 INMARSAT-B SYSTEM Facsimile e) DO NOT clear the call until instructed to do so by the RCC.
A facsimile machine is linked to the system to allow for automatic transmission Keep the MES clear of traffic so that the RCC can contact the
Inmarsat-B Equipment and reception of telefax messages sent at up to 9600 bits per second (bps). vessel as required.
Maker: Nera
Type: Saturn Bm Marine MKII Telephone Making a Standard Call
A dedicated telephone handset is provided in the Master’s cabin and the radio Calls can be made through the default LES or through a selected LES see
console in the wheelhouse. below:
Introduction
Making a Call Through the Default LES
The installation Inmarsat-B system is shown in illustration 2.6.2a above and Asynchronous Data (ASD) and High Speed Data Function (HSD)
comprises the following: 00441244535787# (routes the call via the default LES for
The Data Switch Unit (DSU) provides for both ASD and HSD data transfer the Ocean Region in which the ship is operating)
• Above Decks Equipment (ADE) - stabilised antenna with RF- between the ship’s computer network and the Saturn-Bm terminal.
units and pedestal control unit (PCU) radome.
Making a Call Through a Selected LES
• Below Decks Equipment (BDE) - Main Control Unit (MCU), Initial Switch On 2*00441244535787# (routes the call via the LES Goonhilly
display handset, two distress alarm units, three message indicator
If the power to the unit is interrupted, the equipment will initiate a self-test and (2) in the United Kingdom)
units, a power supply, a telex computer, a telex changeover
switch, one telex printer, a fax machine and data switching unit an automatic satellite search when power is restored. The following will appear
on the handset display when the unit is available for operation: ‘00+INTL To end a call press the ESC key on the handset.
providing both asynchronous and high speed data connections
to the ship’s PC network. TEL.NO.+#’ and the signal strength will be indicated by the number of * signs,
*** indicates the best quality signal and * indicates the worst quality signal. Making a Standard Call via the Automatic Telephone System
Main Control Unit To access the Inmarsat B system from an authorised ship’s telephone the user
Distress Calling must first dial *9, then the required subscriber’s number.
This unit is the major part of the terminal performing all the signal processing
and message handling functions. a) Lift the telephone handset from its base.
Telex b) Lift the flap covering the DISTRESS button and press and hold
The GMDSS version of the telex terminal runs on a dedicated PC. the DISTRESS button for 6 seconds.
c) When the dial tone is heard press the # key to initiate call.
Display Handset
A handset keypad with a built-in display allows control of the communications d) When the call is answered by the Rescue Coordination Centre
and system functions. (RCC). Transmit the distress message using the format below:
• MAYDAY
Distress Alarm Unit • THIS IS (ship’s name/callsign) CALLING VIA INMARSAT-B
The distress alarm unit provides activation and indication of an alert transmission FROM POSITION (latitude/longitude, or relative to a named
and reception, situated in the wheelhouse and the ship’s administration office. point of land).
• MY INMARSAT MOBILE NUMBER IS (IMN for this channel
Message Indicator Unit of your MES - e.g. 310200162) USING THE (Ocean Region)
SATELLITE.
The message indicator is activated on reception of telex, telefax and data calls.
It provides a visual and audible indication that a particular type of message • MY COURSE AND SPEED ARE (course and speed).
is being received, situated in the wheelhouse and in the cargo engine control • State the NATURE OF DISTRESS eg: fire/explosion, sinking,
room on the forward bulkhead. flooding, disabled and adrift, collision, abandoning ship,
grounding, attack by pirates or listing.
• ANY ASSISTANCE REQUIRED.
• ANY OTHER INFORMATION (to assist SAR units).

,OOXVWUDWLRQD,QPDUVDW&6WDWLRQ

6$,/25 +&6$7&75$16&(,9(5
3UHVVNH\
IRUVHFRQGV
6$,/25 +&6$7&75$16&(,9(5
WRVHQGDODUP
3UHVVNH\
IRUVHFRQGV
',675(66 WRVHQGDODUP
',675(66

6$,/25 +0)+)&21752/81,7
5[
/2* 1R'$03(5
3257
1R'$03(5
3257
(/+($7(5
3257
7[
&$//
&$//
$''5
$/$50 %22.
7(/
1(5$

'6& 6$7851%
6&$1 672 '(/ 64 ,17& 1R'$03(5 1R'$03(5 (/+($7(5
6&$1
$%& '() *+, -./ 012
',67
)5(4
',675(66
',675(66 0HVVDJH,QGLFDWRU 67%' 67%' 67%'
$%&
3:5
',0 63. $/$50 )81&
)$;0(66$*(
6+,)7 212)) '$7$0(66$*(

345 678 9:; <=
7(/(;0(66$*(
5(6(7
/$037(67
21 2))
6$,/25 +&6$7&75$16&(,9(5
3UHVVNH\
IRUVHFRQGV

WRVHQGDODUP
',675(66
',675(66

',675(66
',675(66
%$7
9 %$77(5< $

',0
%$77(5<
087(
(0(5
7(67
*(1&< %$77(5< $&
/,*+7 $/$50 $/$50

',00(5

.(<
*0'66&RQVROH
.H\ERDUG
0RQLWRU
3ULQWHU
,QPDUVDW&7UDQVFHLYHU
0)+)&RQWURO8QLW
%DWWHU\&KDUJHU
,QPDUVDW%0HVVDJH,QGLFDWRU
,QPDUVDW%'LVWUHVV$ODUP%R[
:DWFK$ODUP5HVW3XVKEXWWRQ
'RZQ5HG/LJKW'LPPHU
'DPSHUDQG(OHFWULF+HDWHU&RQWURO

2.6.3 INMARSAT-C SYSTEM Equipment Description Alarm Indicator

When a distress alert has been sent, the alarm LED will flash until an
Inmarsat-C Equipment The communication unit consists of a PC installed with the Message Handling
acknowledgement is received from the LES and then it will remain on. The
Maker: Ship’s Electronic Services program and transceivers with built in GPS receiver units.
alarm indicator can now be switched off by pressing the STOP button.
Type: H2095C/GPS Inmarsat tranceivers
H2095C Inmarsat-C antenna Transceiver
Sending a Distress Alert
AP4365 Alarm panel The front panel of the transceiver houses the following indicator lamps and
Press the STOP button and the ALARM buttons simultaneously for at least
PCH4652 Battery charger control buttons:
5 seconds until the alarm LED starts flashing. The distress alert, with current
PS4650 Power supply unit position of the ship, will normally be sent to the land station used for the last
Power Indicator transmission.
AT82 Whip ariels x 8.2m long
AR82 Whip ariel x 6.2m long Illuminates when power is present.
H1252B Printers Sending a Distress Message
Stop Button After transmitting a distress alert a detailed distress message can be sent using
A remote alarm is fitted on the navigation console. Used to set the serial port to the default values (if pressed at power-on). The the message terminal as follows:
stop button can also be used for switching off the alarm indicator. Pressed
simultaneously with the ALARM button for five seconds it will transmit a a) Type the distress message in the text field of the editor.
Introduction distress alert.
b) Select TRANSMIT (Alt T).
Inmarsat-C is a digital satellite communications messaging system which does
not support voice communications. The system operates on a store and forward Log In Indicator c) Press the tab key to move the cursor to the priority field ‘(*)
basis. A message sent from an MES is transmitted in data packages, via Illuminates when the transceiver is logged into an ocean area. If the transceiver Routine’.
satellite, to an LES where it is then reassembled and forwarded to its ultimate is in synchronisation, but has not been logged into an ocean area the indicator
destination by national and international telecommunications networks. From will flash. If the transceiver is unable to get synchronisation the indicator will Note: The address book may pop up when doing this. If the address field
shore based equipment messages may be sent, via an LES, to a single MES or be off. is empty just select the first destination as the address is not used in this
to a group of MESs. instance.
Send Indicator
Enhanced Group Call (EGC) d) Press the arrow key down twice to move to ‘( ) Distress’ and
Flashes when the transceiver enters the transmit protocol. When the transceiver press the space bar to select. This causes the address field to
There are two main types of EGC as follows: is transmitting the indicator will be on. When the transmission is completed the show ‘SEARCH & RESCUE’.
indicator will flash until an acknowledgement is received from the LES.
Safety-NET e) Press the ENTER key to move the cursor to SEND and press the
Authorities can send Maritime Safety Information (MSI) messages to vessels Mail Indicator ENTER key again to transmit.
within selected geographical areas. Flashes when the transceiver is receiving a non-EGC message. When the
message is received the indicator will be on. The indicator will remain on until Note: If the LES field is empty, the cursor will be positioned there instead.
the message has been read. If the Capsat program is used the message will be Press the space bar to view the LES list and select a station. Press ENTER
Fleet-NET
read immediately. Because of this the user will see the mail indicator flash to move to SEND.
Commercial organisations can send information to a virtually unlimited when a message is being received and then turns off when fully received.
number of predesignated mobile terminals simultaneously. Useful for f) Press the ENTER key to confirm the distress priority
subscription services distributing information such as news, weather, stock transmission.
exchange reports and road/port information. Alarm Button
Pressed simultaneously with the STOP button for five seconds it will transmit
As well as providing the above facilities Inmarsat C terminals can also a distress alert.
generate and send a priority distress message. It can also allow data reporting
and polling, position reporting and some LESs now offer internet e-mail via
this service.

2.6.4 INMARSAT MINI M SYSTEM Operation Making a Handset Call

Initial Power On
Inmarsat Mini M Equipment a) Lift the handset from the cradle and dial the subscriber number
Maker: Thrane and Thrane After installation and the insertion of the SIM card, if required, use the required in the following format ‘00441244535787#’.
following procedure to power up the system:
Type: TT 3604A Capsat maritime telephone • 00 = international call
a) Press the power ON/OFF button on the handset and the sequence • 44 = country code
Introduction below should follow:
• 1244535787 = subscriber’s number
• The whole LCD screen is filled with solid blocks and all
Inmarsat-M is a digital communications system designed to handle voice • # = start the call command
indicators and symbols are turned on for approximately 2
communications, low speed data and facsimile services. The Inmarsat Mini- seconds
M system is a portable version of this utilising the spot-beam power of the b) The LCD will now display ‘Handset calling’.
Inmarsat-3 series of satellites illuminating areas of particularly high traffic • ‘Initialising’ is displayed for a number of seconds
within the satellite footprint. The following services are available: c) Next the LCD will display ‘Handset-LES connected’.
• ‘PIN Code’ will be displayed. This will not be displayed if PIN
• Voice - direct dial phone calls with voicemail. 1 is disabled.
d) When the subscriber answers their phone the LCD will display
• Receive - broadcast services such as financial and currency ‘Handset-Ph connected’.
b) If ‘PIN Code’ is displayed enter the Personal Identification
listings. Two-way personally addressed paging alerts and short Number for the system.
messages. Access to e-mail and facsimile systems. e) On completion of the call clear the circuit by pressing the
toggle hook key. The LCD will display the call duration in the
c) The system will now initiate an automatic search the display
following format ‘Call logged 0:04:33’
will read ‘Full skyscan - started’. When the strongest signal
Equipment Description
has been found the unit will log-in to the Inmarsat system. The
The system comprises: display will show which satellite and Land Earth Station (LES) Sending a Facsimile Message from the Fax Machine
which has been selected eg. ‘AORE:ST12’ for the Atlantic
• Antenna TT3007C Ocean Region East satellite and LES Station 12 (Burum). a) Place the document to be faxed into the machine.
• Electronics unit TT3034B
d) The system is now ready for use. b) Press the hook key on the fax machine to obtain the proceed-to-
• Fax/Phone switch TT3617A
dial tone.
• Operator’s handset and cradle TT3620C During the idle period when the Capsat telephone is not active the antenna
azimuth and elevation angles as well as signal threshold are stored at regular c) Dial the required number as in a) above, eg. ‘00441244538908#’
• Autodialler SES018/2
intervals in the Capsat telephone and would be used at the next power on. followed by the start key. The transmission will now proceed
• Extra handsets in the ship’s office and crew’s quarters automatically.
Once the full skyscan has been completed it will only be carried out again if
The system is powered from the battery charging DC 24V distribution system. the ocean region is changed or the signal is lost or below the signal threshold Providing the operator handset is not in the menu mode the display will
The antenna is located on the radar mast and requires a clear line of site to the for approximately 15 minutes. indicate the status of the fax transmission. The fax machine will automatically
satellite to maintain communications. terminate the call and the handset will display the call logged time.
Other scans which may take place are as below with the display message which
All system operations are performed from the operator’s handset. The handset would be seen: The Inmarsat Mini-M system has many other functions, for further operating
comprises a Liquid Crystal Display (LCD) and keypad with all relevant procedures refer to the manufacturer’s user manual.
• Initial skyscan - ‘Init skyscan - started’
indications appearing in the display window. If required the electronics unit
should have a SIM card inserted prior to operation. • Reacquisition skyscan - ‘Re. skyscan - started’
• Step tracking - ‘Step track. - started’

Illustration 2.6.5a VHF DSC Systems VHF DSC VHF VHF DSC VHF
Aerial Aerial Aerial Aerial
Tx CALL
Press to start
creating a DSC call
Display Keys Open

The function of each Open the Rx log of the ADDR BOOK
key is described in its received calls in in DSC mode
respective line on the DSC mode Above Deck Above Deck
right side of the display
Handset Handset
SCAN STO DEL

SAILOR RT4822 VHF-DSC Rx
LOG
ABC 1 DEF 2 GHI 3
Tx
STATION CALL MEN INTC DW
<
ADDR
JKL 4 MNO 5 PQR 6
CH BOOK
>
TEL
Tx 1W US CALL ALARM DSC STU 7 VWX 8 YZ 9 Rx
LOG
SCAN
ABC 1
STO
DEF 2
DEL
GHI 3
Rx
LOG
SCAN
ABC 1
STO
DEF 2
DEL
GHI 3
Tx Tx
STATION CALL MEN INTC DW STATION CALL MEN INTC DW
<
<
ADDR
JKL 4 MNO 5 PQR 6 ADDR
JKL 4 MNO 5 PQR 6
CH BOOK CH BOOK
>
>
FUNC P Tx 1W US CALL ALARM
TEL
DSC STU 7 VWX 8 YZ 9 Tx 1W US CALL ALARM
TEL
DSC STU 7 VWX 8 YZ 9
SQ SHIFT
. 0
FUNC P FUNC P
16
SQ SHIFT SQ SHIFT
. 0 . 0
# *
# 16 *
# 16
* ON/OFF
VOL
ON/OFF
VOL
VOL
ON/OFF
Loudspeaker
To GMDSS 220V AC 24V DC To 220V AC 24V DC

VDR Console From Ship's From VDR GMDSS From Ship's From
Emergency Supply Radio Batteries Console Emergency Supply Radio Batteries
Shift Key
Volume
Control
(Press and hold for VHF DSC System No.1 VHF DSC System No.2
Squelch Control yellow functions)
DISTRESS button Located on the Bridge Located on the Bridge
(Adjust to silent when no Remote Remote
station is received) (Protected by shield) Console - Port Side Handset Handset
Console - Starboard Side
TEL/DSC function switch To use, lift the shield
In TEL mode radiotelephone parameters and press for 5 seconds,
are shown and selected guided by the text
In DSC mode DSC parameters are shown and selected displayed
Indicator Lamps. Condition when lit:
Tx: Transmitting Horn Speaker Horn Speaker
1W: 1 watt transmission mode
US: US channel system activated
CALL: DSC call for you received Port Starboard
ALARM: Alarm call received Bridge Wing Bridge Wing

2.6.5 VHF TRANSCEIVER SYSTEMS Address Book Procedure for Cancelling a False Distress Alert
Press ADDR BOOK to open the address book menu in the DSC mode. a) Stop the transmission immediately.
VHF DSC RadioTelephone
Maker: SAILOR b) Switch to Channel 16.
Model: RT4822
DSC Terminal
Quick Distress Call (Undesignated) c) Make an ‘all stations’ broadcast giving the vessel’s name, call-
Introduction sign and DSC number and then cancel the false distress alert
a) If the equipment is switched off or in standby mode press the
transmitted at (quote) date & time (UTC).
The Sailor RT4822 system is shown in illustration 2.6.5a above and consists of ON/OFF key.
Example:
a main transceiver unit and two antennae mounted above the wheelhouse. The
transceiver unit contains of a VHF transmitter, receiver, and channel 70 watch b) Lift the plastic lid covering the DISTRESS button. All stations all stations all stations
receiver module. The performance and operation of the VHFs are controlled This is
from the front panel. The first antenna is utilised for transmitting and receiving c) Press the DISTRESS button until RELEASE is displayed after
signals while the second antenna is used for DSC watch keeping. approximately 5 seconds. British Kestrel/call sign MGRL4, MMSI No.232160000
d) Wait for the acknowledgement. My position is 56° 20'' north, 010° west cancel my distress alert
Basic Functions of 271225 UTC transmitted on channel 70 VHF
e) When a distress acknowledgement has been received transfer to Master British Kestrel/call sign MGRL4, MMSI No.232160000,
ON/OFF
Ch 16 VHF to transmit a distress message. 271228UTC
The unit can be switched on or off by pressing the ON/OFF key on the front
of the radio.
Sending a Distress Alert Calling a Ship or Shore Station
TEL/DSC a) Press the TX CALL key.

To make a distress call follow the following procedure:
Use this key to switch between Telephony and DSC modes. b) Press the SHIP or SHORE soft key.
a) Press the Tx CALL key to select DSC mode.
Note: The DSC mode is automatically selected when the DISTRESS button c) Key in the nine digit MMSI number, or select ship information
is pressed. b) Press the soft key to select DISTRESS. from MEMORY, of desired ship. Press the ACCEPT soft key.
c) Press the soft key to scroll up or down to select type of distress d) Key in the desired R/T working channel. Press then ACCEPT
Switching Loudspeaker ON/OFF (e.g. Flooding, Abandoning etc.). soft key.
Press the soft key to switch the loudspeaker on or off. The display indicates the
condition of the speaker. The speaker is automatically muted when the Press d) Check the position/time is correct if there is a GPS input, e) Press the SEND soft key. The following message will then
To Talk (PTT) key is pressed on the handset. otherwise manually input position/time information. flash on the display ‘Call in progress’ and ‘Waiting for
acknowledgement’.
e) Lift DISTRESS button cover and press DISTRESS button until
Volume Control RELEASE is indicated on the display after approximately 5 f) When the message ‘Individual acknowledgment received’ is
Turn the VOL knob clockwise to increase and anticlockwise to decrease the seconds. displayed. Lift the handset to work on the desired telephony
volume. channel or press the VIEW soft key, then press the MORE
f) On receipt of a distress acknowledgement an audible alarm will soft key followed by the CONNECT soft key to change to the
sound and DISTRESS ACKNOWLEDGEMENT RECEIVED telephony mode on the desired channel.
Dimmer Control
will be displayed. Press the 16 key and lift the handset. Press
Use the soft key to select the backlight level between a range of 0-3. the PTT switch and transmit the distress message by RT.
Setting the Transmitter Power Level Note: The distress alert will be repeated every 3.5 - 4.5 minutes until a
Each press of the soft key next to the 1W/25W display selects the power distress acknowledge message has been received.
output. Some channels are programmed to operate on 1W level only. Low
power is indicated by the 1W indicator lamp on the display.

Illustration 2.6.5a VHF DSC Systems VHF DSC VHF VHF DSC VHF
Aerial Aerial Aerial Aerial
Tx CALL
Press to start
creating a DSC call
Display Keys Open

respective line on the DSC mode Above Deck Above Deck
Handset Handset
SCAN STO DEL

SAILOR RT4822 VHF-DSC Rx
LOG
ABC 1 DEF 2 GHI 3
Tx
STATION CALL MEN INTC DW
<
ADDR
JKL 4 MNO 5 PQR 6
CH BOOK
>
TEL
Tx 1W US CALL ALARM DSC STU 7 VWX 8 YZ 9 Rx
LOG
SCAN
ABC 1
STO
DEF 2
DEL
GHI 3
Rx
LOG
SCAN
ABC 1
STO
DEF 2
DEL
GHI 3
Tx Tx
STATION CALL MEN INTC DW STATION CALL MEN INTC DW
<
<
ADDR
JKL 4 MNO 5 PQR 6 ADDR
JKL 4 MNO 5 PQR 6
CH BOOK CH BOOK
>
>
FUNC P Tx 1W US CALL ALARM
TEL
DSC STU 7 VWX 8 YZ 9 Tx 1W US CALL ALARM
TEL
DSC STU 7 VWX 8 YZ 9
SQ SHIFT
. 0
FUNC P FUNC P
16
SQ SHIFT SQ SHIFT
. 0 . 0
# *
# 16 *
# 16
* ON/OFF
VOL
ON/OFF
VOL
VOL
ON/OFF
Loudspeaker
To GMDSS 220V AC 24V DC To 220V AC 24V DC

VDR Console From Ship's From VDR GMDSS From Ship's From
Emergency Supply Radio Batteries Console Emergency Supply Radio Batteries
Shift Key
Volume
Control
(Press and hold for VHF DSC System No.1 VHF DSC System No.2
Squelch Control yellow functions)
DISTRESS button Located on the Bridge Located on the Bridge
(Adjust to silent when no Remote Remote
station is received) (Protected by shield) Console - Port Side Handset Handset
Console - Starboard Side
TEL/DSC function switch To use, lift the shield
In TEL mode radiotelephone parameters and press for 5 seconds,
are shown and selected guided by the text
In DSC mode DSC parameters are shown and selected displayed
Indicator Lamps. Condition when lit:
Tx: Transmitting Horn Speaker Horn Speaker
1W: 1 watt transmission mode
US: US channel system activated
CALL: DSC call for you received Port Starboard
ALARM: Alarm call received Bridge Wing Bridge Wing

Radiotelephone Operation Private Channels VHF Radiotelephone Remote Controller

Setting the Transmitter Power Level How to select private channels if your equipment is programmed with any:
Maker: SAILOR
Each press of the soft key next to the 1W/25W display selects the power Type: C4951
a) Press the SHIFT key.
output. Some channels are programmed to operate on 1W level only. Low
power is indicated by the 1W indicator lamp on the display.
b) Press the 16 key followed by channel number (e.g. 23).
Overview
Setting the Squelch Level c) Press the 2 key.
Two VHF weatherproof radiotelephone remote handsets fitted with water
Select a free channel (no station transmitting) and turn the rotary squelch knob resistant horn speakers are supplied and one is installed on each bridge wing.
until the background noise just disappears. d) Press the 3 key.
They allow remote control of the Sailor RT4822.
P23 will now be displayed on the screen.
Making a Telephony Call Handset Basic Functions
a) Turn the power on by pressing the ON/OFF key. Dual Watch
ON/OFF: Turns the power on and off.
b) Activate the VHF functions by pressing the TEL/DSC key or This function allows a priority watch to be kept on channel 16 while monitoring
a second selected channel. TEL/DSC: Toggles handset between Telephony and DSC modes.
the 16 key.
To start dual watch, select the channel number required then press the SHIFT RX LOG: Enters DSC menu to read received DSC messages.
c) Select the VHF channel required by pressing the channel
number on the keyboard. key and the DW (No.6) key. DW channel number will be displayed on screen
with the priority channel in the lower right corner of the display. TX CALL: Enters DSC menu to set up DSC calls for transmission.
d) Adjust volume as required. SEND CALL: Starts transmission of set up DSC call.
To stop the dual watch either:
e) To transmit lift the handset and press the PTT switch and speak • Press the SHIFT key and the DW (No.6) key CANCEL: If a DSC call is in progress, it cancels transmission of the
into the microphone. Release the PTT switch to listen for a call. If the handset is in the DISTRESS REPEAT mode, it
• Press the PTT switch on the handset
response. cancels the distress call.
or
Notes: Before transmitting, think about the subject which has to be 16: Selects TELEPHONY mode and channel 16.
• Press the channel 16 key
communicated and, if necessary, prepare written notes, to read from, to
PTT: Press key to transmit a message and release to hear reply.
ensure that no valuable time is wasted on a busy channel. Listen to confirm
Channel Mode
that the channel is free before starting your transmission. This will avoid SHIFT+FUNC: Enters the function menu to set up the handset and system.
interrupting the transmission of others. To select International or United States channel mode use the soft key. If the function menu is active it enters VHF telephony
mode.
If the US mode is selected this will be indicated by the illumination of the US
Channel 16
indication lamp on the display.
To select channel 16 press the quick select key 16 in the bottom right hand
DSC Operation
corner of keypad. If necessary you could now proceed with a distress message
on this channel. Quick DISTRESS Call
a) If the unit is off or in standby mode, press the ON/OFF key.
Note: Avoid calling on channel 16 for purposes other than distress, urgency
and very brief safety messages when another calling channel is available. b) Lift the handset from its cradle.
So that distress calls and distress traffic have priority all transmissions on
channel 16 VHF should be kept to a minimum and should not exceed 1 c) On the handset cradle, lift the lid covering the DISTRESS button.
minute. Press the DISTRESS button until RELEASE is displayed after
approximately 5 seconds. Wait for an acknowledgement.

Sending a Distress Alert Telephone Operational Sequence

a) Press the TX CALL key. a) Turn the power on by pressing the ON/OFF key for one
second.
b) Press the DOWN arrow key 4 times until DSC DISTRESS is
displayed. b) To activate the telephony functions press the TEL/DSC or the
16 key.
c) Press the RIGHT arrow (SELECT) key to enter distress menu.
c) Set the squelch level until the background noise just disappears
d) Use the UP/DOWN arrows keys to select the nature of the using the SQ and the UP/DOWN arrow.
distress. When the nature of the distress is highlighted press the
right arrow (SELECT) key. d) Select the VHF channel required by pressing the channel
number on the keyboard.
e) If there is a GPS input, confirm the position is correct. If not
connected, input the information manually and press the right e) Adjust the volume as required.
arrow (SELECT) key.
f) Lift the handset and press the PTT key to transmit a message.
f) Lift the handset from the cradle, lift the plastic cover covering Release the PTT key and wait for a reply.
the distress button and press the DISTRESS button until
RELEASE is displayed after approximately 5 seconds.
Output Power
g) Wait for an acknowledgement. Each press of the SHIFT and PWR key selects the power output 1W/25W.
h) When the distress acknowledgement is received, press the 16 Note: The transmitter power is automatically set for 1W on some channels.
key for telephony Ch 16 and transmit the distress message.
Turning the Loudspeaker On/Off
Calling a Ship Station
To turn the loudspeaker on/off, press the SHIFT and SPK key on the pad. A
a) Press the TX CALL key. display indication shows that the loudspeaker is off.
b) Press the RIGHT arrow (SELECT) key. Dual Watch

c) Key in the nine digit MMSI number and press the RIGHT arrow To start dual watch, select the required channel number then press the SHIFT
(SELECT) key. and DW keys. DW will then appear on the display screen.
d) Press the SEND CALL key. Example - Channel 13 selected with channel 16 priority:
e) When the call has been transmitted, the display will show ‘DSC a) Press keys 1 and 3 or use the UP/DOWN arrows to select
WAIT ACKN’. channel 13.
b) Press the SHIFT and DW keys simultaneously. The display will

now indicate DW 13 with priority channel 16.
To stop the dual watch press the SHIFT and DW keys, or press 16 on the
panel.

Illustration 2.6.6a MF/HF Control Unit System

MF/HF DSC MF/HF
Aerial Aerial
Tx CALL
Press to start
creating a DSC call
Soft Keys Open

respective line on the DSC mode
HF
Antenna
Coupler
SAILOR HC4500 MF/HF CONTROL UNIT Rx

LOG
Tx Above Deck
LYNGBY FREQ
Tx
CALL
SSB TELEPHONY
CH 418 STATION
CALL
SIGNAL CH ADDR
ALARM Handset
POWER LOW SQUELCH ON BOOK
TEL
DSC
SCAN STO DEL SQ INT-C 2182

DIST
ABC 1 DEF 2 GHI 3 JKL 4 MNO 5 #
FREQ
VOL
PWR DIM SPK ALARM FUNC
ON/OFF
SHIFT
PQR 6 STU 7 VWX 8 YZ 9 . 0
* SAILOR HC4500 MF/HF CONTROL UNIT Rx
LOG
Tx
LYNGBY FREQ
Tx
CALL CH
SSB TELEPHONY
418 STATION
CALL
SIGNAL CH ADDR
ALARM
POWER LOW SQUELCH ON BOOK
TEL
DSC
DISTRESS button SCAN STO DEL SQ INT-C 2182

DIST
(Protected by shield) ABC 1 DEF 2 GHI 3 JKL 4 MNO 5 FREQ

#
To use, lift the shield Volume

PWR
PQR 6
DIM
STU 7
SPK
VWX 8
ALARM
YZ 9
FUNC
. 0 SHIFT ON/OFF
VOL
*
and press for 3 seconds, Control
guided by the text
Indicator Lamps. Condition when lit: displayed
Tx: Transmitting
MF/HF Control System
Tuning Control TEL/DSC function switch
CALL: DSC call for you received Shift Key
In TEL mode radiotelephone parameters
Located on the GMDSS Console
ALARM: Alarm call received (Press and hold for
are shown and selected
yellow functions)
In DSC mode DSC parameters are shown and selected

2.6.6 MF/HF TRANSCEIVER SYSTEMS Note: An on-screen indication is displayed when an action is selected. Types of Call
The type of call is selected by pressing the appropriate soft key.
MF/HF GMDSS Terminal
Mode of Emission
Maker: Sailor
Shore
Model: HC4500 Three modes of emission can be selected on the unit: SSB TELEPHONY, AM
TELEPHONY and TELEX (See note). To select MODE function press the Select to transmit a routine or test call to an individual coast station.
SHIFT key followed by the FUNC key until MODE is highlighted next to a
Designed for the maritime environment the equipment is a 500W MF/HF
soft key. Ship
transceiver capable of DSC, voice and telex operation. The equipment offers
simplex and semi-duplex SSB telephony in the frequency range 1.6 to 30MHz Select to transmit a routine message to another ship.
as well as both telex and DSC capabilities. DSC Terminal
Sending an Undesignated Distress Call Extended
Basic Functions a) Use the ON/OFF key to switch the equipment on.
Distress: Select to send Alert, Relay or Acknowledge.
ON/OFF
b) Remove the cover from the DISTRESS key and press the All Ships: Normally used for coast station all ships call.
The unit can be switched on or off by pressing the ON/OFF key. To switch
DISTRESS key until RELEASE is displayed after approximately Individual: Select for individual routine call.
off, hold the key down and release it when instructed to from the screen after
3 seconds.
approximately 5 seconds.
c) Wait for an acknowledgement to the distress call. Operation
TEL/DSC When an acknowledgement is received, ‘DistressAcknowledgement Procedure for Sending a Distress Message
Use this button to switch between Telephony and DSC modes. Received’ is displayed.
a) Press the CALL button. The menu is displayed to the left of the
d) Press the 2182 kHz key to select the distress voice channel. soft keys.
Note: DSC mode is automatically selected when the DISTRESS button is
pressed. b) Select EXTENDED.
e) Lift the handset from its housing and press the PTT (press-to-
talk) button to transmit the distress message.
Setting Backlighting c) Select DISTRESS.
The backlight level can be adjusted, in four steps, by pressing the SHIFT key Note: The undesignated distress will be transmitted on 2187.5kHz. The
d) Select ALERT.
followed by the DIM key on the keyboard until the desired setting is reached. distress call is automatically repeated every five minutes. When a DSC
DISTRESS acknowledge is received the DSC DISTRESS alert transmission
e) Confirm that the position information is correct then press OK.
will be terminated automatically.
Switching Loudspeaker ON/OFF
f) Select the frequency then press OK.
Press the SHIFT key followed by the SPK key to switch speaker on or off. Receiving a Distress Call
When a distress call is received DISTRESS CALL RECEIVED is displayed g) Select the nature of distress. Scroll up/down until the particular
Volume Control on the display screen. nature of distress is highlighted.
Turn the VOL knob clockwise to increase and anticlockwise to decrease
volume. a) Press VIEW to read the contents of the call. h) Lift the cover and press the red DISTRESS button for 3
seconds. Distress Transmission in Progress and the transmission
b) Press MORE to continue reading the call. frequency will be indicated on the screen.
Squelch Control
Press the SHIFT key followed by the SQ key to turn the squelch on or off. c) Press the 2182kHz key and stand by for transmission of the
DISTRESS message which should follow. Acknowledge the
Setting the Transmitter Power Level message by RT on 2182kHz.
Three power setting levels are available; HIGH, MED or LOW. The power
levels can be adjusted by pressing the SHIFT key followed by the PWR key
until the desired power level is reached.

SSB Radiotelephone
2182kHz
Press the 2182kHz key to select the distress channel for distress traffic and
safety message announcements only.
MF/HF Channel Selection

Press the TEL/DSC key to select telephony mode then use the menu and
soft keys to select a pre-programmed coast station channel or select an ITU
channel number. Alternatively by pressing the RX or TX key (RX) receive or
(TX) transmit frequencies can be selected by using the number keys on the
keyboard.
Distress Message Transmission
Press the 2182 button and the TUNE button.
Using the attached handset press and hold the PTT (press to talk) switch and
broadcast the following message in a calm clear voice:
Example:
MAYDAY
THIS IS
MMSI No.232160000, BRITISH KESTREL
56° 20'' NORTH 009° 40'' WEST
TAKING ON WATER AND SINKING
REQUIRE IMMEDIATE ASSISTANCE
NO SHIP POWER WIND NNW FORCE 8

2.6.7 EPIRB AND SARTS Automatic Activation e) Enter the results of the test in the GMDSS logbook.
If the EPIRB has not been removed from its bracket and the vessel sinks so
that the EPIRB is below a depth of approximately 2-4 meters the hydrostatic The manufacturer suggests that the self-test is carried out every three months
Electronic Position Indicating Radio Beacon - EPIRB as well as the following checks:
release will be activated. The EPIRB will be deployed to the surface of the
Maker: Jotron water and begin to transmit due to the activation of the sea water contacts. • Check the bracket for any damage, and confirm that the EPIRB
can be removed from and replaced in the bracket easily.
Model: Tron 40GPS
No. of sets: 1 Performing a Self-Test • Check the expiry date of the hydrostatic release.
During the self-test the battery voltage, output power and frequency are • Check the expiry date of the EPIRB battery.
checked. The self-test is initiated as follows:
Introduction
Two Year Test
a) Pull out the locking pin on the clamp securing the beacon.
The function of the EPIRB is to help locate survivors in the event of a Search An authorised Jotron agent should be brought in to perform an extended test
and Rescue (SAR) operation. The EPIRB will also act as an automatic means b) Hold the beacon with one hand and with the other hand remove using a TronDec decoder and change the hydrostatic release unit.
of distress transmission if no other means are available. The EPIRB is housed the retaining rod.
in a float-free bracket fitted with a hydrostatic release unit which is located on
the starboard bridge wing. Four Year Test
c) Push and hold the main switch in the TEST position. After
approximately 15 seconds the test LED indicator will flash and An authorised Jotron agent should be brought in to perform the two year test
The Tron 40GPS model has an integrated 12 channel Global Positioning then become steady and the strobe light will flash. and as well as changing the hydrostatic release unit should also change the
System (GPS) receiver which continuously receives position data from EPIRB battery.
the GPS satellites. Upon activation of the Tron 40GPS this position data is d) Release the switch and secure the EPIRB in its bracket.
automatically included in the distress transmission. This provides the SAR
authorities with a position accuracy to within approximately 100m.
Manual Activation
If time permits remove the EPIRB from its bracket and perform a manual
activation as follows:
a) Pull out the locking pin on the clamp securing the beacon.
b) Hold the beacon with one hand and with the other hand remove
the retaining rod.
c) Break the seal and remove the main switch locking pin. The
spring-loaded switch will automatically click to the emergency
ON position.
On/Ready/Test Switch
d) The LED at the top of the EPIRB will start to flash, confirming
the operation of the unit and the strobe light will be activated.
e) Place the EPIRB in an open location to provide an unobstructed

view of the orbiting satellites.
Alternatively at step c) above take the EPIRB to the survival craft. Once the
survival craft is in the water place the EPIRB into the sea and the sea water
contacts will be activated and the unit will begin to transmit. Use the attached
lanyard to secure the EPIRB to the survival craft.
Hydrostatic Release EPIRB

Search and Rescue Transponder - SART Illustration 2.6.7a SART
Maker: Jotron
Model: Tron SART
No. of sets: 2
Introduction
Within GMDSS, the purpose of a SART is to locate the vessel in distress or

people in a survival craft from the vessel in distress. It is an easily portable
device which should be taken to the survival craft if it is necessary to abandon
ship. The unit is a passive device, it will only transmit when interrogated by
a transmission from an X-band (9GHz) radar. Once triggered it produces
a distinctive dotted line on the radar screen representing approximately
10 nautical miles. Once activated the beacon itself provides confidence to
survivors by giving an audible and visual indication that a rescue vessel is in
the vicinity.
A single SART is installed on the bridge at the door leading to the starboard T r o n S ar t
9G Hz Radar T ransponder
bridge wing. An additional SART is located in the free-fall lifeboat.
J O TRO N
Monthly Testing Procedure

The SARTs should be checked once a month by activation and subsequent
checking of the ship’s 3cm (X-Band) radar display for the correct signal
I N D I C A TOR LA MP
indication. The procedure is as follows:
a) Remove the SARTs from their locations.
b) When in open waters with no other ships nearby, take the

SARTs to one of the ship’s bridge wings and activate using the
TEST
self-test button. The red LED will illuminate to show the unit
has activated. ON
c) The radar beam will interrogate the SART and the internal OFF
loudspeaker will produce an audible signal. The signal is
continuous when close to the radar source but will become
intermittent at a distance.
d) Check the 3cm radar display. The display should show 12 to 20

dots radiating out from the position of the SART in concentric
circles, similar to a racon indication.
e) Check the battery expiry date.
f) Enter the results of the test in the GMDSS logbook.
Every four years the SART battery should be renewed.

2.6.8 NAVTEX RECEIVER Switching the Power On

a) Press the P button on the front panel, the LCD backlight will
Maker: ICS Electronics Ltd be illuminated and the following message will be shown in the
Model: NAV5 display window:
ICS NAV-5
Introduction LOG EMPTY
NAVTEX is an integral part of the Global Maritime Distress and Safety b) The equipment is defaulted to the factory settings.
System (GMDSS). It is an international automated direct printing telex service
used to promulgate navigational and meteorological warnings as well as urgent c) If the equipment is left in this condition it will receive every
information to shipping. Transmitted on a single frequency the service arranges message from every transmitting station in range. To prevent
broadcasts from nominated stations within each NAVAREA/METAREA on a receiving unwanted messages it is necessary to personalise the
time-sharing basis to avoid mutual interference. All necessary information is receiver settings by selecting the type of messages required and
contained in each broadcast. Transmitter output power is regulated to avoid the transmitting stations to be used.
interference between stations. International NAVTEX (English language)
uses the frequency 518kHz and National NAVTEX (language decided by
administrations concerned) uses 490kHz. Additionally 4209.5kHz is used for
tropical area transmissions. Illustration 2.6.8a NAVTEX Receiver
NAVTEX Antenna
There are three message priorities used to determine the timing of the first Compass Deck
broadcast of a new warning in the NAVTEX service. They are listed below in
descending order:
VITAL: For immediate broadcast, subject to avoiding interference to Above Deck

transmissions already in progress. Wheelhouse Chart Table
IMPORTANT: For broadcast at the next available period when the frequency
is unused.
24V DC NAV5 GMDSS NAVTEX Receiver
ROUTINE: For broadcast at the next scheduled transmission period. 220V AC Power Supply
Supply Unit (4655)
PUSH TO OPERATE
Equipment Description ICS N AV - 5

LOG EMPTY
Primarily the unit is designed to receive NAVTEX messages in English on

518kHz, however with an optional internal module can also receive local
language broadcasts on 490kHz or tropical transmissions on 4290.5kHz. F D S P
If equipped to do so this equipment can receive messages on two frequencies

simultaneously. It is supplied with 24V DC from the power supply unit PS4655 Alarm to Bridge
located in the GMDSS console. Alarm Panel
Start Programming Finish Programming

Operation Paper Feed Power On/Off
Dim Backlighting Select or Deselect Stations/Messages
Dim Backlighting
When the NAV5 has been installed as per the manufacturer’s guidelines it is
ready for operation.

NAVTEX Stations and Message Category Set-Up Procedure F Pilot service messages
Each NAVTEX transmitting station has its own identification letter. Choose G DECCA messages
the station letters required for the ship’s trading area and program the receiver
H LORAN messages
as follows:
I OMEGA messages
a) Press the right arrow key to enter the NAVTEX set-up mode. J SATNAV messages
The transmitting station letters selection is displayed.
K Other electronic navaid messages (information relates to radio
b) Press the right arrow key to step through the station letters A to navigation services)
Z. L Subfact and gunfacts warnings, brief messages with details of
VHF channels and broadcast timings
c) Press the up or down arrow key to select or deselect a station
letter. One push of either button selects the station and a second V Amplifying navigational warning information initially
push deselects that station. Deselected stations are indicated announced under ‘A’
with a dash, eg ABC-EF-------N-----TU---Y-. W Special services - trial allocation
X Special services - trial allocation
d) When the stations have been selected press the left arrow key to
display the message category selection screen. Y Special services - trial allocation
Z No messages on hand
e) Press the right arrow key to step through the message categories
A to Z.
Paper
f) Press the up or down arrow key to select or deselect a message If the unit runs out of paper while receiving a message any further messages
category. One push of either button selects the message category will be stored until the paper roll is renewed and the S button has been pressed.
and a second push deselects that message category. Deselected Once the S button has been pressed any stored messages will be printed.
message categories are indicated with a dash, eg AB-DEF-----
L--------------.
Alarms
Note: Message categories A,B,D and L cannot be deselected. The internal alarm buzzer will be sounded under the following conditions:
• Wrong key pressed
g) Press the left arrow key to store the NAVTEX station and
message category information. • Paper low
• Low battery power (supply is below 9 volts)
If the ship’s trading area changes or a new station letter or message category is
• Vital NAVTEX message
to be added or deleted follow the above procedure.
Clear the cause of the alarm and then press the S key to silence the alarm.
Message Categories
The message categories are listed below, international regulations prevent
categories A,B,D and L being deselected.
A Navigation warnings, including mobiles drilling rig
movements
B Meteorological warnings
C Ice reports
D Search and rescue information, including piracy and armed
robbery warnings
E Meteorological forecasts

2.6.9 EMERGENCY RADIOS Keyboard Beep Tone Function Control

Illustration 2.6.9a GMDSS Emergency Hand Held VHF Radio
When pressed for more than one second, the audible keyboard feedback can
Maker: SAILOR be switched on or off.
Type: SP3110
UP/DOWN Keys
The Sailor SP3110 is a multifunction hand held VHF, which conforms to the These keys allow the user to select any one of four functions by stepping up
international GMDSS requirements, to provide portable VHF communications or down. The UP/DOWN keys default to the audio volume control, indicated
in the event of an emergency situation arising on board the vessel. by the VOL sign.
The vessel is equipped with three such units located near the radio room area 1. Power Level Function
on the starboard side of the wheelhouse. Each unit consists of a transceiver,
rechargeable battery (NiCd type) and a mains operated battery charger SP3911. When the PWR key has been activated, the actual RF power level sign will
An emergency battery (lithium type) is supplied for each unit and is only to be blink for 2.5 seconds, in which time the arrow keys may be used to change the
used in an emergency situation. power level setting (2W high/0.25W low).
The radio has all the maritime simplex channels with a quick selection of 2. Channel Selection Function
channel 16 as well as two user programmable channels (A and B). Set up
controls are on the front of the main unit. Battery warning, transmission power If the CH key is activated, the CH sign will blink for 2.5 seconds, in which
and channel selection indicators are provided on the display. time the arrow keys may be used to change the channel number, either step by
step or by continuous activation.
Housed in a watertight case the radio is designed for use in lifesaving craft and
provides voice communications in a distress situation. It is also suitable for If the CH key is pressed for more than one second, the receiving frequency for
routine shipboard communications. the actual selected channel will be shown in the display as long as the key is
activated.
Description of Controls
3. Squelch Level Function
ON/OFF Switch
If the SQ key is activated, the squelch level will be displayed above the
Press this key for at least one second to turn the transceiver on or off. A read blinking SQ sign for 2.5 seconds, during which time the setting may be
out of channel number, etc., on the LCD display, indicates that the transceiver changed by means of the arrow keys. 1
is on.
If the SQ key is pressed for more than one second, the automatic squelch 2 HI TX DUP VOL
Keyboard Lock Key facility will be activated, where the lowest level on which the receiver will be
LO
+ -
SQ
To prevent any unintentional change of channel the keyboard can be locked muted is selected.
3
(or unlocked) by pressing this key for more than one second. The key-sign will
show up in the display when the numeric keyboard is locked. 4. Volume Level Function
4
If the VOL key is activated, the selected volume level will be shown below the PWR VOL
Note: When the keyboard is locked quick selection of channel 16 is still
possible by a long push on the 16 key. blinking VOL sign for 2.5 seconds.
CH SQ
Speaker Mode Selection The setting of the volume level can be changed by means of the UP/DOWN
arrow keys whenever no other signs are blinking in the display.
The AF output level range may be selected for the intended mode of operation. Key Switches
When the speaker sign is shown in the display, the audio output level is in the
1. Monitor
high range fitted for traditional use, with the transceiver held in front of the
user. 2. Lamp
3. PTT
When there is no speaker sign shown, the audio output level will be in the low
range, setting the transceiver for convenient use as a normal radiotelephone 4. Call
handset.

Other Keyboard Functions e) After 14 hours, the battery charger changes to trickle charge
mode and the indicator will flash with a green light. The charge
Quick selection of call and distress channel 16 is carried out by pressing 16. cycle is complete and the transceiver is ready for use.
Quick selection of user programmable channel is carried out by pressing A.

Note: It is important that the battery is fully discharged before being
recharged. If the battery is repeatedly recharged when not fully discharged
Quick selection of user programmable channel is carried out by pressing B.
it will develop a memory effect. This prevents a full charge being made and
the battery will not give optimum performance.
Programming of the Channel Soft Keys A and B
By pressing the DIM switch, the charging indicator can be dimmed for night-
The user may change the channels, which can be selected by means of the
time operation in a bridge location.
quick channel keys A and B.
a) Select the channel required to have as a quick selection by

means of the CH key and the UP/DOWN arrow keys.
b) When the required channel is displayed press the lock key

followed by a long push (more than 1 second) on the soft key A
or B.
Battery Charger
The 14 hours NiCd battery charger SP3911 is used to charge the 7.2V secondary
rechargeable battery which is intended for the daily use of the VHF.
The charger has two charger positions. A VHF transceiver assembled with
a rechargeable (NiCd) battery can be charged in the front position. The rear
charging position is not normally connected and is employed as storage for the
primary emergency (lithium) battery.
Operation
a) Connect the charger to a 230V AC source.
b) To switch the charger on press the ON/OFF switch down.
c) Switch the VHF off and place it (including NiCd battery) in the
front charging position.
d) Press the CHAR switch down to start the 14 hour charging

cycle. The left-hand charging indicator will indicate charging
with a solid red light.
The charger automatically checks the battery type, which can be

either 700mAh or 1200mAh.

2.7 Internal Communications
2.7.1 Common Battery Powered Telephones
2.7.2 Automatic Telephone System
2.7.3 Public Address and Talkback system

2.7 INTERNAL COMMUNICATIONS Receiving a Call

a) When the telephone bell rings and the lamp lights lift the
2.7.1 COMMON BATTERY POWERED TELEPHONE SYSTEM telephone handset. Proceed with communications.
Common Battery Powered Telephone Equipment b) On completion of communications replace the handset.
Maker: CMR Korea Co Ltd
Introduction
The common battery powered telephone system provides a communication

link between vital positions on the vessel during times of power failure or
failure of the primary telecommunication system. The equipment operates on
a common DC power supply of 24V.
The system has communication units at the following locations with the
following call number:
1 Bridge console
2 Engine control room
3 Cargo control room
4 MSB console
5 Emergency generator room
6 Fire control station
7 Main engine manoeuvring station
8 Steering gear room
Headsets with a noise cancelling microphone can be connected to the phones

at the following locations:
• Fire control station
• Main engine manoeuvring station
• Emergency generator room
• Steering gear room
Operating Procedure
Calling
a) Lift the handset of the telephone and use the keypad to dial the
required extension.
b) Wait for the call to be answered and proceed with

communications.
c) On completion of communications replace the handset.

2.7.2 AUTOMATIC TELEPHONE SYSTEM d) Make the required announcement via the telephone handset. Priority Interruption
This function allows a higher priority extension can interrupt the call of a lower
Automatic Telephone e) When the announcement is complete replace the handset. priority extension. The following extensions have this interruption facility, 210
Maker: CMR Korea Co. Ltd to 238, 242, 247 to 252.
Type: SDX-Compact External Telephone Call
a) If the extension dialled is busy from any of the extensions as
This facility allows the user to make a call through the satellite system or shore
indicated above, the operator can flash the hook then dial 1.
telephone connection. The phone extensions which have this facility are 211 to
Introduction
215, 217, 227, 230 to 235, 242, 247 to 252 and 262. No member of the ship’s
b) The high priority caller will now break into the previously busy
company should use this facility without first obtaining permission from the
The SDX Compact automatic telephone system functions as the internal ship line.
ship’s Master.
telecommunications on board. The exchange is powered from the ship’s 220V
mains and has a back-up 24V battery supply in the case of a power failure. The c) Replace the handset when the call is complete.
a) Lift the handset and check for a dial tone. If no dial tone is heard
system provides the following features:
replace the receiver and try again.
• Automatic dialling to other extensions
• Paging facility (PA system and group paging) b) Dial 9 for the outside connection.
• External calls via Inmarsat or a shore telephone connection c) Listen for a dial tone from the shore telephone system.
• Conference call facility
d) Dial the required external telephone number.
• Automatic ring back
• Priority call e) When the ringing tone is heard wait for the called party to
answer.
• Call pickup
f) On completion of the call replace the handset.
Automatic Dialling
a) Lift the handset and check for a dial tone. If no dial tone is heard Conference Call
replace the receiver and try again.
This facility allows inter party calls between up to 3 different users, extension
210 which is the wheelhouse, 216 which is the engine room area and 231
b) Dial the extension number required.
which is the central administration office.
c) When the ringing tone is heard wait for the called party to
a) Dial 5 then the extension number as indicated above. When
answer.
contact has been made with the called party (party No.1) ask
them to hold the line.
d) On completion of the call replace the handset.
b) Press the HOOK button and listen for a dial tone. Party No.1
Paging Call (Public address) will hear music while on hold.
This feature allows the operator to make an announcement through the PA
system on board using the telephone set. c) Dial the extension number required (party No.2).
a) Lift the handset and check for a dial tone. If no dial tone is heard d) When party No.2 answers a three party conference is established
replace the receiver and try again. and the music is cancelled from the phone of party No.1.
b) Dial 0 then the * button. e) To add extra parties (up to a maximum of three) follow the
above procedure.
c) Listen for the chime sound in the ear piece and on the public
address system for 2 seconds. f) When the conference call is completed replace the handsets.

2.7.3 PUBLIC ADDRESS SYSTEM d) Adjust the monitor unit VOLUME control (nominally set Broadcasting with the Radio Tuner
midway) to regulate the sound volume of the monitor speaker. a) Push the POWER source button. The POWER indicator LED
Public Address Equipment illuminates.
Maker: CMR Korea Co. Ltd e) Insert the microphone jack into the socket marked MIC and
Type: CPA-800D depress the microphone pushbutton to speak. b) Set the ouput selector switch to OFF.
f) Adjust the VOLUME as required on the monitor panel. As a c) Adjust the VOLUME (nominally set midway) to set the input
Introduction guide the centre green zone on the output meter corresponds to volume of the main unit microphone.
50% output.
The CPA-800D Public Address (PA)/talkback system is specifically designed d) Adjust the monitor unit VOLUME (nominally set midway) to
for use in the marine industry with all active components made up of transistors g) Depress the ALARM button as desired for signalling prior to regulate the sound volume of the monitor speaker.
and integrated circuits minimising power consumption. The system is supplied announcing a message.
with 220V AC and incorporates an AC automatic switching circuit so that in e) Depress the EXT button.
the event of a power failure the system continues to operate on 220V AC from h) Transmit the voice message by speaking into the microphone
a dedicated emergency supply. whilst the microphone button is depressed. f) Depress the POWER switch of the radio tuner.
The control panel for the system is located on the bridge in the starboard side Broadcasting with the Microphone (Remote unit) g) Select the desired BAND on the receiver.
instrument console.
a) Push the POWER source button. The POWER indicator LED
h) Tune the radio to the required frequency.
illuminates.
Main System
i) Regulate the output volume as required.
b) Set the SP.SEL (speaker selector) switch to the desired output
The main amplifier entertainment rack consists of the following: area for the message broadcast.
• Main controller with CD player Broadcasting with the Cassette Tape Deck
c) Adjust the MIC VOL (nominally set midway) to set the input a) Push the POWER source button. The POWER indicator LED
• Cassette tape volume of the main unit microphone. illuminates.
• General emergency alarm generator
d) Adjust the MONI VOL (nominally set midway) to regulate the b) Set the ouput selector switch to OFF.
• Fault tolerant power amplifier
sound volume of the monitor speaker.
• Monitor
c) Adjust the VOLUME (nominally set midway) to set the input
• Fault detector e) Insert the microphone jack into the socket marked MIC and volume of the main unit microphone.
depress the microphone pushbutton to speak.
d) Adjust the monitor unit VOLUME (nominally set midway) to
Basic Operations f) Adjust the MIC VOL as required. As a guide the centre green regulate the sound volume of the monitor speaker.
zone on the output meter corresponds to 50% output.
In all cases of operation ensure that the BUSY indicator lamp is not e) Depress the EXT button.
illuminated. g) Depress the ALARM button as desired for signalling prior to
announcing a message. f) Place a cassette tape in the unit. The unit will play
Broadcasting with the Microphone (Main unit) automatically.
h) Transmit the voice message by speaking into the microphone
a) Push the POWER source button. The POWER indicator LED whilst the microphone button is depressed.
illuminates.
b) Set the output switch to DECK, MACHINERY or PUBLIC as

desired.

volume of the main unit microphone.

Emergency Broadcasting
illuminates.
b) Set the ouput selector switch to EM’CY. Messages can now

be transmitted through all speakers on board regardless of the
volume controller setting.
Broadcasting with the Talkback

illuminates.
b) Set the output switch to TALKBACK.

volume of the main unit microphone.
d) Adjust the monitor unit VOLUME (nominally set midway) to

regulate the sound volume of the monitor speaker.
e) Insert the microphone jack into the socket marked MIC and
depress the microphone pushbutton to speak.
f) Adjust the VOLUME as required on the monitor panel. As a

guide the centre green zone on the output meter corresponds to
50% output.
g) Transmit the voice message by speaking into the microphone

whilst the microphone button is depressed.
The talkback locations on board are:

• Bridge wings (port and starboard)
• Forward mooring station
• Aft mooring station
• Main switchboard room
• Engine control room
• Steering gear room control stand
• Cargo engine control room
• Cargo manifold (port and starboard)

2.8 Lighting Systems
2.8.1 Navigation Lights
2.8.2 Deck Lighting
Illustrations
2.8.1a Navigation and Signal Lights
2.8.1b Navigation and Signal Light Control Panels
2.8.2a Deck Lighting Plan
2.8.2b Deck Lighting Control Panel

,OOXVWUDWLRQD1DYLJDWLRQDQG6LJQDO/LJKWV
1R,QPDUVDW&$QWHQQD
6%DQG5DGDU6FDQQHU
0DQRHXYULQJ/LJKW:KLWH +XJH9HVVHO
'DQJHURXV&DUJR/LJKW5HG /LJKW*UHHQ
;%DQG5DGDU6FDQQHU
1R,QPDUVDW&$QWHQQD
$QHPRPHWHU
18&'HHS'UDXJKW 18&'HHS'UDXJKW
/LJKW5HG /LJKW5HG
1R'*36$QWHQQD 1R'*36$QWHQQD
6XH]6LJQDO/LJKWV 6XH]6LJQDO/LJKWV
18&'HHS'UDXJKW 18&'HHS'UDXJKW
/LJKW5HG /LJKW5HG
5$0/LJKW:KLWH 5$0/LJKW:KLWH
'HHS'UDXJKW 'HHS'UDXJKW
/LJKW5HG /LJKW5HG

2.8 LIGHTING SYSTEMS Operation of Navigation Lights Suez Canal Signal Lights
A set of incandescent type Suez canal signal lights is provided as follows, see
The navigation, signal and outside lights are controlled from the respective a) The officer of the watch (OOW) must ensure that navigation the above illustration for their locations:
panels situated on the bridge control console. Illustration 2.8.1b on the lights are properly shown during his watch, in accordance with • Four white lights and two red lights on the starboard signal
following page shows these panels and the switches included. the applicable COLREGS. mast
Spare light bulbs must be kept accessible and ready for use and the navigation • Two red, one green and one white light on the port signal mast
2.8.1 NAVIGATION LIGHTS light system must be tested at regular intervals. • One red light under the stern light
Introduction b) Operate the POWER ON switch. If the power supply is These lights can also be used for other purposes.
abnormal, the buzzer will sound.
One set of watertight dual lamp navigation lights are provided as follows:
Dangerous Cargo Light
• One masthead light on the foremast with 225° visibility The navigation lights required are operated by their individual toggle switches.
The light and the corresponding ‘Main’ LED will be illuminated when they are A red flashing dangerous cargo warning lamp is provided on the port side of
• One masthead light on the main mast with 225° visibility switched on. the main mast.
• One stern light, white with 135° visibility
The outside lights are constantly monitored by the control panel. If a lamp Huge Vessel Warning Light
• One port side light, red with 112.5° visibility
failure occurs the buzzer will sound and it will be necessary to switch the light
• One starboard side light, green with 112.5° visibility A green flashing ‘huge vessel’ warning light required by the Japanese
from the main to the back-up using the toggle switch. To cancel the alarm,
authorities is provided on the main mast.
• Two sets of anchor lights are provided, one on the stern end and press the BUZZ STOP button.
one on the foremast, both white and both with 360° visibility These above lights are controlled from the signal light panel in the wheelhouse.
After a main light failure, replace the light bulb as soon as possible and then
• Two sets of red all round NUC (not under command) lights are The panel is supplied from the 220V emergency switchboard.
switch back to using that light.
provided, one above the other on both the port and starboard
mast lights Signalling Lights
Testing the Navigation Lights
• One huge vessel light on the port side of the main mast (green/ Portable Daylight Signal Light
flashing)
a) Press the LAMP/BUZZ TEST button on the control panel. All A waterproof Aldis type portable daylight signal lamp is provided and stored
• One steering light on the foremast with 360° visibility in the wheelhouse. A socket, supplied from the 24V distribution system, is
the LEDs on the panel should illuminate and the in-built buzzer
• Two RAM lights, one on each port and starboard lights mast sound. provided on each bridge wing.
• A set of deep draught lights on port and starboard lights mast
• One dangerous cargo light, red flashing, on the starboard side of The main outside lights and their corresponding LEDs are illuminated. The
the main mast outside main lights are checked.
The above lamps are controlled from the control panel for the navigation The lower back-up outside lights and their corresponding LEDs are illuminated.
lights, which is situated in the wheelhouse. The outside back-up lights are checked.
The power to the navigation lights is supplied from both the main and Steering Light
emergency switchboards.
A steering light, fitted on the foremast is provided to aid steering in restricted
waters.

Illustration 2.8.1b Navigation and Signal Light Control Panels
SIGNAL LIGHT
NAVIGATION LIGHT
CONTROL PANEL FORE ANCHOR CONTROL PANEL FORE MAST LIGHT
FUSE FUSE FUSE FUSE

UPPER UPPER
NUC UPPER ST'BD PORT HUGE VESSEL

OFF
OFF OFF
ST'BD PORT FUSE FUSE FUSE FUSE LOWER LOWER FUSE FUSE
RED SIGNAL RED SIGNAL ON

OFF OFF
ST'BD SIDE
PORT SIDE
FUSE FUSE FUSE FUSE
ON ON
DANGEROUS CARGO FUSE FUSE
OFF
FUSE FUSE UPPER
UPPER
FUSE FUSE
NUC LOWER WHITE SIGNAL WHITE SIGNAL OFF
OFF OFF ON OFF
ST'BD PORT LOWER FUSE FUSE
FUSE FUSE FUSE FUSE FUSE FUSE LOWER
ON ON
SUEZ CANAL NUC UPPER (S)
OFF NUC UPPER (P)
FUSE FUSE
RED SIGNAL GREEN SIGNAL FUSE FUSE
OFF OFF
ON
ON FUSE FUSE
ON
FUSE FUSE FUSE FUSE
ON ON
RAM LIGHT OFF FUSE FUSE
FUSE FUSE OFF
ST'BD PORT WHITE SIGNAL
OFF
NUC LOWER (S)
FUSE FUSE FUSE FUSE
OFF NUC LOWER (P)
ON FUSE FUSE
ON
ON FUSE FUSE
FUSE FUSE ON
RED SIGNAL WHITE SIGNAL STEERING LIGHT

OFF OFF
OFF OFF FUSE FUSE
DEEP DRAUGHT FUSE FUSE FUSE FUSE FUSE FUSE FUSE FUSE OFF
ON
ON ON RADAR MAST HEAD
ST'BD PORT
STERN
OFF WHITE SIGNAL
FUSE FUSE UPPER FUSE FUSE
OFF
FUSE FUSE FUSE FUSE
UPPER OFF
ON
FUSE FUSE ON
OFF LOWER FUSE FUSE
FUSE FUSE LOWER
STERN ANCHOR
UPPER FUSE FUSE
OFF
MAIN EM'CY
POWER SOURCE POWER SOURCE LOWER
FUSE FUSE
FUSE FUSE FUSE FUSE
OFF ON
OFF ON
POWER ON MAIN DIMMER

LAMP/BUZZ TEST BUZZ STOP LAMP/BUZZ TEST BUZZ STOP
POWER ON
MAIN IND. LAMP DIMMER
HYUN JIN CO., LTD HYUN JIN CO., LTD

Illustration 2.8.2a Deck Lighting Plan
S4
H5
Elevation
H5E
S4
Profile
SL
S4
H5E Plan View Ex S4
Swimming x4
Pool Area Deck Store Upper Deck
H5 S4
H5E
H5E
S4
S4
C Deck
S4
Deck Store
S4
S4 S4 x5 Key
SL Ex
B Deck
S4
S4 - 400W Sodium Floodlight
H5E
S4Ex - 400W Sodium Floodlight
in an Explosion Proof Casing
H5E - 500W Halogen Emergency Lighting
H5 - 500W Halogen Floodlight
SL - 1,000W Bridge Wing Searchlight

2.8.2 DECK LIGHTING • 1 aft facing sodium light in an explosion proof casing at ,OOXVWUDWLRQE'HFN/LJKWLQJ&RQWURO3DQHO
400W
Boat Preparation Lights and Launching Lights • 1 inboard facing sodium light at 400W 287'225/,*+7&21752/3$1(/
One 500W halogen flood lamp fed from the emergency switchboard has Foremast
been provided at the stern end of the vessel to aid visibility during lifeboat • 1 forward facing sodium light at 400W 2))
2))
launching. In addition, a number of 22W boat preparation lights have been
provided and are supplied from the emergency system in way of the lifeboat • 2 aft facing sodium lights at 400W 21
21
)25(0225,1*67$7,21
passenger embarkation route. • 2 outboard facing sodium lights at 400W, one facing either
side 2))
The two 25 man liferafts preparation and embarkation areas (port and starboard)
on A deck are each provided with a 500W halogen floodlight plus a 500W 21
In addition to these lights, there is also a socket for the Suez canal searchlight '(&.,//$)7
halogen overside floodlight which are fed from the emergency switchboard.
on the bow at 3,000W capacity and two searchlights on the port and starboard
The starboard side has an additional 500W halogen overside floodlight for use 2))
sides of the bridge at 1,000W each.
with the rescue boat. The 6 man liferaft forward is provided with a 60W in-
pendent light in way of its stowage area. 21
'(&.,///,*+73267):'
Ship’s Funnel Lights

There are three 400W sodium flood lights designated as piracy surveillance 2))
A single 500W halogen flood lamp is provided to illuminate each side of the
units, one fitted either side of the bridge wings facing outboard and one facing
vessel’s funnel. 21
aft at D deck level. '(&.,///,*+73267$)7
Accommodation Ladder Light 2))
Floodlights
The bridge wing searchlights are used for accommodation ladder 21
High-pressure sodium and halogen floodlights have been provided on the main '(&.,//%5,)5217
illumination.
deck to provide adequate illumination.
2))
The locations and fixtures of these fittings are as detailed below: Ice Light 21
6+,31$0(%2$5'
A 1.6kW xenon ice searchlight is fitted on the foremast for use in locating 2)) 2)) 2)) 2))
Accommodation front: low lying ice. The beam is controlled from a panel on the main bridge console
21 21 21 21
• 5 sodium lights rated at 500W being located above the AIS unit. From there the light may be switched on and $&&202876,'(
0$,1
/,)(%2$735(3$5$7,21 68592)3,5$7($77$&. $&&202876,'(
(0
&<
2))
off and the beam tilted up and down and panned through a restricted angle. The
Engine casing searchlight may also be controlled to produce a floodlight or spotlight from the 21
focus control on the panel. )811(/0$5.
• 3 aft facing sodium lamps at 400W for illuminating the after

working deck 2))
21
Deck store lighting post: $)70225,1*'(&.
Port side:
+<81-,1&2/7'
• 2 aft facing sodium lights at 400W
• 2 forward facing sodium lights at 400W
• 1 aft facing sodium light in an explosion proof casing at
400W
Starboard side:
• 2 aft facing sodium lights at 400W
• 2 forward facing sodium lights at 400W

PART 3: DECK EQUIPMENT
3.1 Mooring
3.1.1 Mooring Arrangement
3.1.2 Anchoring Arrangement
3.1.3 Emergency Towing Arrangements
3.1.4 Anchoring and Mooring Procedures
Illustrations
3.1.1a Mooring Arrangement
3.1.1b Deck Mooring Hydraulic System
3.1.1c Deck Hydraulic Power Pack Control Panel
3.1.3a Aft Emergency Towing Arrangement
3.1.4a Ship to Ship Mooring Arrangement

Document Section 3: British Kestrel Date: January 2005
Illustration 3.1.1a Mooring Arrangement
Stern Breast Springs Springs Breast

Lines Lines Lines Head
Lines
Accommodation
Space
M4
M3 M2 M1 W1
M6
-5 0 10 20 30 40 50 55 60 65 70 75 80 85 90 95
M5 W2
67.5m 87.5m
115.0m 101.5m
Issue: Final Draft IMO No. 9297357 Heading

Section 3.1.1 -- Page
Page 1x of
of 4x
3.1 MOORING The forward unit can operate, simultaneously either: SBM Mooring Equipment
• One cable lifter at the rated capacity with the three hydraulic Two sets of single point mooring fittings are situated on the focsle consisting
3.1.1 MOORING ARRANGEMENT power pack pumps running. of:
or
Mooring Winch Bow fairlead:
• Two mooring winches at rated capacity with two pumps 600mm x 450mm for use in conjunction with 76mm diameter grade 3 chain.
Maker: Aker Kværner: Pusnes running, with the third pump on standby duty.
Type: L(M2)-CU+15.46 Bow stopper:
The aft power unit consists of three pumps and operates the four mooring Rated towing load 200 tonnes.
L(M1)-CU+46.15
winches M3, M4, M5 and M6.
200HW 54.M10 for M1, M2 and M6
• The aft power unit can operate two mooring drums at rated A 8m x 76mm diameter chafing chain as per SOLAS and OCIMF is situated
200HW 10M.54 for M3, M4 and M5 at the bow.
capacity simultaneously with two pumps running, with the third
Pull on winch drum: 20 tons at first layer at 15m/minute
pump on standby duty.
Speed: 0 - 15m/minute
Slack rope speed: 45m/minute Each winch is fitted with two split drums and one warping end. The gearbox is
Design brake holding load: 52.8 tons of totally enclosed watertight construction. The bottom of the gear case is also
an oil reservoir to provide splash lubrication. The main shaft is of solid steel.
Winch Drum
Two winches in the fore and aft line situated in the break of the focsle are used
Type: Non auto-tensioning to deploy wires for breast and spring lines. Two further drums are attached to
Rope capacity: 250m of 34mm wire mooring rope each windlass for use as headlines.
Clutch control: Manual
Situated aft on the cargo deck is a single winch with two split drums in the fore
Brake control: Manual and aft line. This winch can be used as back springs or breast lines, depending
Drum control: Local upon the terminal bollard configuration.
Combined Windlass/Mooring Winch On the deck aft (poop) there are three winches each with two split drums. The
after two are used for stern lines whilst the third, which is situated in the fore
Maker: Aker Kværner: Pusnes and aft line, is primarily used for breast or back spring lines.
Type: L-25 CU+15.46
400HW 47-M15 for W1 A local control valve is mounted on each hydraulic motor and is activated
by a three position lever which, on release, is spring centred to the neutral
400HW 15M-47 for W2
stop position. The other two positions are ‘heave’ and ‘lower’. The speed is
Windlass clutch control: Hydraulic variable, according to the amount the lever is deflected towards the heave or
Brake control: Manual lower positions, within the range of the hydraulic unit. The mooring winches
Drive control: Local have an Auto Speed/Low Speed selection lever. In Auto Speed mode which
will be the normal working position, the motor speed and displacement will
The deck machinery driving unit is a high pressure hydraulic motor, operated change according to the load on the motor, this setting allows the motor to
by a control valve locally on the mooring unit. Two hydraulic motors are fitted automatically change speed for light line and full load operations. On the
to each windlass/mooring winch unit, type 400HW; the mooring winches are combined windlass/mooring winch there is a selection lever for operating the
fitted with a single hydraulic motor, type 200HW. The hydraulic motors have hydraulically operated windlass drive clutch. When this lever is set to engage
stepless speed ranges according to the loading upon the unit. the windlass clutch, the speed selection mode is automatically set to low speed
operation.
The forward power pack unit consists of three pumps and operates the two
anchor windlass/mooring winches, W1 and W2, and the two forward mooring
winches, M1 and M2.

,OOXVWUDWLRQE'HFN0RRULQJ+\GUDXOLF6\VWHP
0 $FFRPPRGDWLRQ
(QJLQH
&DVLQJ :
0 0 0 0
0
:
7R%LOJH7UDQVIHU
RQ8SSHU'HFN
'3$ 5HVHUYRLU '3$ 5HVHUYRLU
7DQN 7DQN
$LU'ULYHQ 0LQ %* $LU'ULYHQ 0LQ
3XPSPK /LWUHV ) 3XPSPK /LWUHV
7$+ +\GUDXOLF3RZHU .H\ 7$+ +\GUDXOLF3RZHU
/$/ /$/
3DFN8QLW 3DFN8QLW
2/ 2/) 2/ 2/)
+\GUDXOLF2LO3UHVVXUH/LQH
) )
7R%LOJH6XFWLRQ
+\GUDXOLF2LO5HWXUQ/LQH 3UHVVXUH5HJXODWLQJ LQ%RVXQ6WRUH
&RPSUHVVHG$LU %*)
$5) 9DOYH
&RPSUHVVHG$LU &RPSUHVVHG$LU
7R)URP(QJLQH5RRP 7R2YHUERDUG $5)
/RZ7HPSHUDWXUH&RROLQJ /7&RROLQJ:DWHU )URP&RROLQJ)LUH0DLQ
6\VWHP 'LVFKDUJH
)LUH:DWHU
6WHHULQJ*HDU5RRP %RVXQ6WRUH

Page 3x of
of 4x
Procedure to Operate the Winch Drums Pressure Selection Definition Illustration 3.1.1c Deck Hydraulic Power Pack Control Panel
a) Check the gearbox oil levels in the winches that are to be Standby Low Pressure: For starting the pumps and
CONTROL PANEL FOR DECK MACHINERY
operated, if necessary top them up with the correct grade of oil system warm-up,
before the winches are operated. approximately 30 bar 0 - OFF
1 - POWER FROM STARTER 1
2 - POWER FROM STARTER 2
Standby High Pressure: For anchor payout
b) Check the level of the expansion tank. If low, transfer oil using operation or auto-mooring, 0
1 2
the associated pneumatic driven pump (for the aft system, in approximately 130 bar
the steering gear room from the 2,400 litre reserve oil tank; for
the forward system, from the 1,600 litre reserve oil tank in the Working Pressure: For mooring operation or
bosun’s store). anchor heave operation,
250 bar LOW LEVEL LOW LOW LEVEL HIGH TEMP HIGH HIGH TEMP RETURN FILTER
CLOGGED
PUSH FOR RESET PUSH FOR RESET PUSH FOR RESET PUSH FOR RESET PUSH FOR RESET
c) Ensure that the power selection switch for the winch control and
alarm panel is either set to No.1 or No.2. k) In cold climates leave the hydraulic pumps running for a period
in order to let the oil warm up before putting the load on the
d) Ensure that the filter clogged alarm on the winch control panels winch motors.
is clear, if in alarm press the reset button. If the alarm will not
clear then the condition of the return filter should be checked l) Ensure the brake on each winch and windlass is secure and
before the system is put on line. Ensure that the alarm conditions that all drive clutches are disengaged with their locking pins in ST. BY LOW ST. BY HIGH WORK HEATING POWER
AVAILABLE
for low tank level, low low tank level, high temperature and place.
high high temperature alarms are clear.
m) Turn over the drive of each winch that is to be used to ensure
e) Check that the hydraulic pump suction and discharge valves are that it is able to operate in both directions.
secured in the open position.
n) Remove the locking pin on the clutch to be engaged, it may be
ST. BY LOW ST. BY HIGH WORK HEATING LAMP
f) The electrical isolators for each pump are normally left in so necessary to rotate the drive in order to line up the claw clutch. PRESSURE PRESSURE PRESSURE OFF ON TEST
that there will be an electrical supply for the motor heaters. Start When the clutch is engaged onto the drive, replace the locking
the fan in the bosun’s store. pin.
g) Start a bilge, fire and GS pump to supply the fire main and open o) Release the brake on the winch drum.
the hydraulic oil cooler inlet and outlet cooling water valves on
the forward deck hydraulic unit, ensure that the forward bilge p) Operate the winch drum control lever locally in the heave or
eductor overboard ship’s side valve is open. The aft unit in the lower direction.
steering gear compartment is cooled from the engine room LT STARTER PANEL FOR HYDRAULIC PUMPS
cooling system. The fan in this compartment should already be q) When finished with operations re-engage the brake and
in use. disengage the clutch, ensure the locking pin is replaced when
the clutch is moved out.
A
h) Press the ST.BY LOW PRESSURE button on the winch control
and alarm panel. Start the required pumps one by one, allow r) Switch the pump operation mode to Standby Low Pressure,
sufficient time for each motor to run up to speed and the load to when all of the loads have reduced stop the main pumps and
reduce to minimum before starting the next pump. the bosun’s store room fan.
i) After starting, check for any leakage and ensure the sound of the
pump is normal. POWER RUN OVERLOAD HEATING HYDR. PUMP LAMP HEATING
AVAILABLE STOP START TEST OFF ON
j) When the mooring operation is ready to commence, switch the

operation control mode to either WORKING PRESSURE or
ST.BY HIGH PRESSURE.

3.1.2 ANCHORING ARRANGEMENT set for low speed operation. When the lever is set for disengagement of the k) Ensure that the windlass and winch brakes are securely on,
windlass drive clutch the winch operations will be carried out in automatic the chain stopper is down and that all of the claw clutches are
Anchors are of stockless high holding power type, each weighing 11,025kg. speed selection mode. disengaged and locked out.
The cable is of grade U3 95mm stud link chain in shackles of approximately
27.5m with 13 shackles on the port side giving a length of 357.5m and 14 l) Turn over the drive in the heave in/out direction to ensure that it
shackles on the starboard side giving a length of 385m. The chain is connected
Procedure to Lower the Anchor functions in both directions, line up the clutch drive in readiness
to the anchor with a swivel and Kenter joining shackle. The end of each anchor for engagement.
a) Check the gearbox oil levels on both windlass units, if necessary
is secured at the upper part of the chain locker with a quick release system that
top them up with the correct grade of oil before the winches are m) When the anchor operations are ready to commence, press the
can be operated from outside the locker. Each shackle of cable is marked with
operated. control button ST.BY HIGH PRESSURE on the winch control
white paint and a stainless steel band.
and alarm panel.
b) Check the level of the expansion tank. If low, transfer oil using
Combined Anchor Windlass/Mooring Winches the associated pneumatic driven pump from the 1,600 litre n) Move the clutch engagement lever in the forward direction, the
There are two electro hydraulic high-pressure type cable lifters consisting reserve oil tank in the bosun’s store. driving clutch will now be driven into position by a hydraulic
of one gypsy wheel, two split wire drums and one warping drum. The gear cylinder. Additionally, when this lever is put into the clutch
wheel and the interconnected driving shaft are enclosed in a watertight gear c) Ensure that the power selection switch for the winch control and engagement position the speed setting will automatically be set
case, sealed by sealing ring and lip seals. Both gearwheel and driving shaft are alarm panel is either set to No.1 or No.2. to low speed operation.
running in oil reservoirs for splash lubrication.
d) Ensure that the filter clogged alarm on the winch control panels o) Remove the hawse pipe and bellmouth covers.
is clear, if in alarm press the reset button. If the alarm will not
Performance clear then the condition of return filter should be checked before p) Remove the anchor securing wires.
Hauling capacity: 42.9 tons at 12m/minute the system is put on line. Ensure that the alarm conditions for
Speed: 0 - 12m/minute low tank level, low low tank level, high temperature and high q) Unlock the chain stopper compression bar, lift clear and fit the
high temperature alarms are clear. locking pin when in its correct position.
Brake holding load: 295.7 tons
e) Check that the hydraulic pump suction and discharge valves are r) Ensure that the area below the anchor is clear then release the
Windlass secured in the open position. brake fully; walk out the anchor to the water line using the
One declutchable cast steel cable lifter with band brake. A bellmouth with control lever in the lower direction.
f) The electrical isolators for each pump are normally left in
chain stopper is included for each cable lifter. in order that there will be an electrical supply for the motor s) On command from the bridge, walk out the anchor to give the
heaters. Start the fan in the bosun’s store. required depth in the water. On each windlass there is a cable
Chain diameter/grade: 95mm/grade U3
length deployment indication device fitted adjacent to the
Clutch control: Hydraulic g) Start a bilge, fire and GS pump to supply the fire main and open operators local control position.
Brake control: Manual the hydraulic oil cooler inlet and outlet cooling water valves on
the forward deck hydraulic unit, ensure that the forward bilge u) When the anchor is fully walked out to the required length,
eductor overboard ship’s side valve is open. remove the chain stopper compression bar locking pin and
Combined Mooring Winch
lower the chain stopper over the chain into its correct housed
A non auto-tensioning winch is combined with the anchor windlass and is The rating of the windlass system requires that all three pumps are running to position. Refit the locking pin.
equipped with two split wire drums and one warping end. achieve the required performance.
v) Engage the brake and disengage the drive clutch by pulling
Situated outboard of each cable lifter is a track way type chain compressor. h) Press the ST.BY LOW PRESSURE button on the winch control the clutch operation lever into the vertical position. Set the
The chain compressor is of welded steel construction stopper of the bar type. and alarm panel. Start all three pumps one by one, allow operation mode for the pumps to the Standby Low Pressure
Turnbuckles and steel wire ropes are provided for securing the anchor cable. sufficient time for each motor to run up to speed and the load to position, when the load on all of the pumps has reduced to
reduce to minimum before starting the next pump. minimum stop each pump and the bosun’s store fan. If the
Local control stands allow the operator to control the heave in or lowering out deck wash is not required for any other operation stop the fire
functions for the combined windlass/winches. The speed control of the windlass i) After starting, check for any leakage and ensure the sound of the pump.
is carried out using these heave in/out levers and not on the windlass brake. pump is normal.
Additionally at the local control stand there is a control lever which operates
the windlass drive clutch hydraulic engagement/disengagement operation. j) In cold climates leave the pumps running on standby low
When the windlass clutch is engaged the speed selection is automatically pressure for a period of time in order to let the oil warm up
before putting the load on the windlass motors.

Procedure to Haul in the Anchor
a) Follow the procedure as previously explained from a) to n).
b) Unlock the chain stopper compression bar, lift clear and fit the
locking pin when in its correct position. Windlass Manual Brake
c) With the duty fire pump running, open the hawse pipe washing
valve.
Windlass Clutch Engagement Lever
d) Release the windlass brake.
Heave/Lower Lever
e) Raise the anchor by operating the control lever in the HEAVE
Shackles Deployed Indicator
direction.
f) When the anchor is fully housed, release the heave control lever.
Windlass Clutch Engagement
Remove the chain stopper compression bar locking pin and Cylinder
lower the chain stopper over the chain into its correct housed
position. Refit the locking pin. Engage the windlass brake.
g) Disengage the drive clutch by pulling the clutch operation lever Windlass
into the vertical position. Set the operation mode for the pumps
to the Standby Low Pressure position, when the load on all of
the pumps has reduced to minimum stop each pump.
h) Shut off the hawse pipe wash water then refit the hawse pipe
and bellmouth covers.
i) Stop the fire pump if the deck wash system is not required for
any other operation.
j) Stop the bosun’s store fan.
k) Refit the anchor lashing wires.
l) Refit the covers on the remote control stands if they were

used.
Emergency stops for the forward hydraulic machinery are situated at the
entrance to the bosun’s store and locally at the pump power pack. Emergency
stops for the aft deck hydraulic power pack are located at the top of the entrance
into the steering gear compartment from the after deck and also locally at the
pump power pack.
Note: Emergency stops ES2A and ES2B can be used to shut off power to
the forward and aft deck machinery hydraulic pumps, these two emergency
stops can be activated from the fire control station on upper deck or on the
bridge.

Illustration 3.1.3a Aft Emergency Towing Arrangement
Marker Buoy
Panama Chock
Smit Towing Bracket
Pick-up Rope Messenger Rope
Pick-up Gear
Pick Up Gear
Container
Access Door to Towing Gear
Emergency Towing Gear Container

Ship Side
Marker Buoy Smit Towing Bracket
Panama Chock
Smit Bracket
Messenger Rope
Aft Emergency Towing Gear Assembly

Page 1x of
of 2x
3.1.3 EMERGENCY TOWING ARRANGEMENTS Emergency Procedure The system is designed to meet the requirements of the IMO resolution
MSC35(63) May 20, 1994. The system consists of two main items:
Forward Emergency Towing Equipment a) Pass a throwing line to the tug though the towing fairlead. The • The towing bracket
Maker: Tanktech Co., Ltd tug will attach a messenger line to the throwing line.
• The pick up gear
Smit bracket SWL: 200 tonnes
b) Retrieve the throwing line/messenger line and pass the
Model: KETA-43F messenger line through the chain stopper and around the roller The towing bracket/fairlead is a welded steel construction, and is designed for
pedestal back to the tug via the return fairlead. a rated working strength of 200 tons for ships over 50,000 DWT, at a side angle
Aft Emergency Towing Equipment of + 90° and 30° downward.
Maker: Marlow Ropes Ltd c) Using its winch, the tug will draw the messenger line through
Safe working load: 2,000kN the chain stopper, in turn drawing the towing wire onto the Aft Emergency Towing Arrangement
focsle through the towing fairlead.
Smit bracket SWL: 200 tonnes
Type: PH2402 The aft emergency towing system is slightly more complex than the forward
d) Lash the towing wire to the deck. Attach the chafing chain to system, and consists of a Smit bracket secured on the poop deck and connected
the towing wire using the shackle. The connection link on the to a chafing chain similar to that of the forward arrangement. This chain is
chafing chain is to be attached to the towing wire. Secure the itself attached to a towing pendant and a messenger for retrieval by another
Description and Operation of the Forward Towing
end pear link into the Smit bracket. vessel. The messenger has a lighted buoy attached to its end which facilitates
Equipment
retrieval during darkness and also daylight.
e) Remove the messenger line from the towing wire and attach it
The emergency towing arrangement is designed to comply with IMO resolution to the other end of the chafing chain.
MSC 35(63) and classification society regulations. In the event of the need to rig a tow line aft, the following procedure should
be followed:
f) The tug will now start to draw in the messenger line again,
The forward arrangement comprises the chafing chain and chain stopper. which will pull the chafing chain through the chain stopper.
The chain stopper forms the strong point and transmits the load to the ship’s a) Ensure any lashing wires securing the chafing chain to the deck
structure through the strengthened area that it is mounted upon. are removed.
g) Remove the messenger line and the line lashing the towing wire
to the deck.
The chain is locked into the Smit bracket by a manually operated securing pin b) Open the side access door on the emergency towing equipment
that passes through the end pear link locking it in position. It is not possible to box, hinge the door back on itself to lay on top of the
h) The tug will now start to take up the slack. Ensure that the area
release the pear link when there is load on the chain. To do so, a rope can be container.
is free of obstructions and that slack is safely removed from the
attached to the free end of the chain and around a pedestal roller to the mooring towing line. The chafing chain should pass through the fairlead
winch. This can be used to haul back on the chain and relieve the load on the c) Remove the light buoy and switch on the strobe light, place the
to a reasonable distance.
securing pin thus allowing the securing pin to be removed from the pear link. light buoy on the deck then remove about half of the messenger
line from the valise, arrange the line on deck to ensure it will run
i) Once the slack has been removed, the tug can start to tow.
The chafing chain passes through the panama chock and terminates with a link freely as it is deployed. While standing clear of the messenger
to which the tow rope is attached. As its name suggests, the chafing chain is line, pass the buoy through the centre fairlead aft and drop it
WARNING into the sea.
used for the section of the tow where chafing could result in damage to the
equipment, as it passes through the panama chock. As with any mooring operation, safe handling of lines and chains requires
clear communication between all parties and constant awareness of the d) Feed the messenger attached to the light buoy through the
situation. All the safety procedures observed during mooring operations fairlead until it has run out as far as the main tow line.
Maintenance Procedures should be employed at this time.
e) The towing vessel will retrieve the end of the messenger and
a) Check the storage condition of the chafing chain and shackle. start to heave it in.
Ensure that they are dry and free from excessive rust. Treat as Description and Operation of Aft Towing Equipment
required. f) Ensure all personnel are well clear as the tow line is pulled
The emergency towing system is designed so that a tug can easily pick up the
out.
b) Ensure that the securing pin in the Smit bracket can move towing wire once deployed from the ship, if a main engine failure or another
freely. Lubricate as necessary. emergency situation should occur. The towing system is capable of deployment
g) Deployment of the tow line is now complete.
within fifteen minutes by one man.

3.1.4 ANCHORING AND MOORING PROCEDURES Slight stern way can then be allowed to build up, with the Changing Moorings and Moving the Vessel
anchor cable developing a lead and the cable being paid out
under control, usually in sections of one shackle or shot, which If the vessel’s position changes, in relation to the cargo hoses or booms,
General is 27.5m (15 fathoms) (emergencies excepted). the terminal may request that cargo operations be suspended and the vessel
repositioned.
When anchoring, mooring or towing, the following shall be the main priority e) Ensure that the windlass operator and others in the vicinity wear
at all times during the operation: full personal protective clothing. If necessary, the cargo lines should be disconnected and the accommodation
ladder or gangway hoisted clear of the berth. If there is any possibility that the
1) The safety of personnel, vessel, cargo, as well as prevention of f) Ensure that adequate communication is established and main engine will be required the Chief Engineer should be informed and the
damage to the terminal jetty. This includes other ships, floating maintained between bridge and focsle. engine made ready for immediate use. Sufficient power should be available to
hoses, mooring boats, tugs or any other object in the vicinity.
operate the mooring winches on full tension.
Remember a safe operation is an efficient operation. g) Anchors that are housed and are not required should be secured
against accidental release. If there is a strong off shore wind or current, a tug may be required to hold the
2) Safe mooring should also include use of proper clothing,
vessel alongside.
teamwork, communications, use of a mooring plan, team h) When the vessel has completed anchoring and the brake
selection and briefing prior to arrival. applied, ensure that the cable stoppers are lowered and correctly Sufficient manpower should be made available to complete the operation
positioned with lashings to prevent jumping. Cable stoppers safely and efficiently. If the pipeline is not disconnected a crew member should
3) All operations should comply with the Code of Safe form an integral part of cable restraint equipment and are be stationed at the manifold area with a radio during the shift.
Working Practices for Merchant Seamen, terminal and port designed to take the anchoring loads.
requirements.
It should be noted that if the ship is well moored and the lines properly tended,
i) After heaving up the anchor and before entering open seas, the vessel should remain in position in almost all weathers.
Anchoring Procedure ensure that the anchor is not twisted in the hawse pipe and
that the flukes are gently heaved hard up against the hull.
Cable stoppers must also be in position, together with securing Handling Moorings
Clearing the anchors is the term used for removing the anchor securing chains.
chains.
The following guidelines should be followed.
a) Prior to removing the chains, the windlass should be turned
over with full hydraulic pressure, then operated in the heave j) To prevent flooding of the chain locker at sea, the spurling pipes
should be properly covered and chain lashed. NEVER surge synthetic ropes on drum ends.
mode, to check that the brake is secure. Once it is certain that
the brake is secure, the chains may be removed. However, the
It is good seamanship for all deck officers to become acquainted with the NEVER stand too close to the winch drum or bitts when holding a line under
cable stoppers are to remain in the lowered position.
method used to secure the cables within the lockers, since the need to slip a tension; if the line jumps the operator could be pulled into the drum or bitts.
cable may be both unexpected and urgent. A prolonged search for the bitter Stand back and hold the line at a point about 1m away from the drum or
b) Before lowering, letting go (and heaving-in), always check that
end release mechanism, only to find it seized is not in keeping with good bitts.
the area below and in the vicinity of the anchor is clear of small
craft, tugs etc. seamanship. Always keep the mechanism lubricated and free of obstructions.
NEVER apply too many turns on a warping drum, generally 4 turns is
sufficient.
c) Before letting go, always ‘walk’ (lower in gear) the anchor out Mooring Procedures
of the hawse pipe close to the waterline. In waters up to 20m
NEVER bend the rope excessively.
deep, the anchor and cable can be let go on the run. In waters a) Surfaces of fairleads, bollards, bitts and drum ends should
over 20m deep, the anchor should be first walked out close to be kept clean and maintained in good condition. Rollers and NEVER stand in the bight of a rope.
the seabed and then let go. This ensures the anchor will not fairleads should turn freely and be in a sound condition.
be damaged after falling a considerable distance onto a hard
NEVER leave loose objects in the line handling area; if a line breaks it may
seabed, or that the cable will not run out of control. b) Decks of mooring areas should be treated to ensure anti-slip throw such objects around as it snaps back.
properties. This can easily be accomplished by spreading fine
d) When anchoring, it is preferable to have a slight astern salt free sand on top of wet paint or using dedicated anti-slip NEVER have more people than necessary in the vicinity of a line.
movement over the ground. As a guide, this should not be in paint.
excess of half a knot in water depths up to 20m. Where the
NEVER hold a line in position by standing on it.
water depth is in excess of 20m, it is preferable to have zero c) Always ensure that there are sufficient personnel available at
speed over the ground, until it is confirmed that the anchor is each mooring station to accomplish their assigned tasks safely. NEVER lead wires through excessive angles.
on the bottom.

NEVER use leads out of alignment with the spool or drum end. be prevented from running out by a rope yarn or some other, easily broken, Mooring to an SBM
means.
NEVER leave winches and windlasses running unattended. a) As the pilot may stay on the focsle to advise the vessel, full co-
There are various means for rigging emergency towing wires, and the operation and communication with the pilot is required to avoid
NEVER attempt to handle a wire or rope on the drum end, unless a second arrangement may vary from terminal to terminal. The vessel is normally any hazardous occurrence.
person is available to assist in removing the build up of slack. informed when a particular method is required.
b) Equipment employed in the mooring of a ship at a single point
NEVER allow a rope or wire being paid out to run out of control. Always mooring such as Smitt bracket, bar type chain stopper or pawl
ensure a line has one turn on the bitts before being paid-out. Wires on General Mooring Procedures type chain stopper, must be ready for use at any time.
unpowered stowage reels (not mooring winches) must never be paid out
directly from the reel. Mooring to Berth, Sea Islands or STS
c) Keep a lifebuoy with a line ready for immediate use on the
focsle.
NEVER use dangerously worn lines. a) Select and brief the teams of the known situation prior to the
pilot boarding.
d) Lower the ship’s messenger by heaving line to the mooring boat
ALWAYS take care when letting go lines, as the end of a line can whiplash through the central closed fairlead. The terminal messenger is
and cause injury or snag. To avoid this, it may be necessary to rig a slip line to b) Consult with the pilot for mooring requirements at the berth and
attached to the vessel’s messenger and heaved in until the
assist in controlled slacking. construct the final plan.
chain attached to the SBM hawser is in position for the chain
stopper.
ALWAYS wear full personal protective clothing. c) Brief all officers in charge of mooring stations regarding the
mooring plan. Ensure they understand all requirements and that
e) A chain stopper lashing bar is provided to avoid accidental
ALWAYS wear gloves when handling wires. the plan meets with their approval.
release of the SBM chain.
ENSURE that adequate communications are established before starting d) Prepare mooring stations forward and aft. Lines should be run
operations. to fairleads in accordance with the plan. Mooring to an MBM
ENSURE that properly trained and experienced persons only are permitted to e) Have messengers of natural fibre rope and heaving lines of Multiple buoy mooring (MBM) consists of securing a ship to several (normally
operate winches. appropriate size ready in advance. five) permanently anchored buoys in conjunction with use of the ship’s own
anchor. This type of mooring may also be called conventional buoy mooring
ALWAYS use all split spool drums correctly, with the last few turns changed to f) Nobody should attend mooring stations unless they are wearing or ‘CBM’.
the narrow part of the split drum. This will prevent the wire or rope becoming appropriate personal protective clothing.
embedded in the part that is left on the reel and make letting go easier. MBMs are usually sited at terminals where weather and sea conditions are mild
g) Fire wires, fore and aft on the seaward side, must be rigged to moderate. The terminal normally requires the ship to provide the necessary
ENSURE all winch controls are clearly marked. according to terminal requirements, or with the eye maintained mooring equipment.
1m above water level at all times, along with 6 full turns on a
Have an axe and sharp knife always available, and a flashlight for night pair of bitts. During the mooring operation mooring lines will be paid out on both port and
operations. starboard sides. Two lines may require to be sent to all or some of the buoys.
Wire mooring lines are preferred in order to reduce the ship’s drift, although
Fire Wires some CBMs require rope.
Towing off wires of adequate strength and condition should be made fast to Some berths provide wires, which are permanently attached to the buoy and
bollards, forward and aft. These should be led out through a suitable Panama are towed to the ship with a launch. In this case, handling of the wire can be
lead or fairlead and the eye maintained at, or about, the waterline on the difficult. If it is made fast to the ship’s bollard, care must be taken to ensure
offshore side of the vessel. The inboard end should be turned up with a least 6 the tension is on the winch brake and not on the shore wire. The wire must be
full turns around the bollards. At buoy berths, the wires should be hung on the led to bitts or bollards using a chain or stopper.
opposite side to the hose strings.
In order that sufficient wire can pay out to enable tugs to tow effectively,
sufficient slack should be retained between the bollard and the fairlead, and

Illustration 3.1.4a Ship to Ship Mooring Arrangement
Springs
Springs
Stern
Lines
Head Lines

Page 3x of
of 4x
Notes on Mooring to an SBM/MBM Ship to Ship (STS) Mooring Operation Wind Forces
Wind forces vary with the amount of exposed area of the ship, the wind
When running lines via a launch, always keep a careful watch on the launch This operation consists of mooring two different sized ships alongside each force and the direction from which it is blowing. Ensure the moorings are
and ensure that the appropriate amount of line is paid out. Keep clear of other, with the initial mooring usually carried out under way. Once the sufficient to keep the vessel securely moored in any expected adverse weather
running lines, which should be paid out under control. moorings on both vessels are secure, the vessel to be lightened will normally conditions. Local weather reports should give an indication of any impending
anchor. adverse weather conditions.
Good communication between bridge and poop are essential to avoid lines (or
boat) being caught in the ship’s propeller. The standard procedure is to have the lightering vessel come alongside on the
starboard side of the mother vessel. This is mainly due to the fact that on single
At many buoy berths, shore wires often supplement the ship’s moorings. The screw vessels the normal direction of rotation of the propeller is clockwise
handling of shore wires, around the warping drum of a winch and then to the when viewed from aft, which means that when the lightering vessel casts off
bitts, should be done carefully and by experienced seamen. from the mother vessel at dead slow ahead the ship’s head will naturally veer
off to starboard making the clearing operation easier.
Always have readily available an axe, sharp knife, sledgehammer, large
crowbar, 2 x 150m messenger lines and a portable light for night-time Lightering can take place on both sides at the same time, but clearing the port
operations. side vessel may not be as easy as for that of the starboard side vessel.
At an SBM, the hawser pick-up rope must never be used to check the ship or During STS operations all mooring lines must pass through closed chocks,
heave the ship into position. this will prevent the lines chafing against each other, the ships or the fenders.
This is critical in view of the large relative free board changes between the
Chafe chains should be led through panama fairleads and not through roller ships. Illustration 3.1.4a shows a typical STS mooring arrangement with the
fairleads. lightering vessel on the starboard side of the mother vessel.
Once the chafe chain is aboard and in position it should be secured as quickly It is good practice to have the mooring wires fitted with synthetic rope tails;
as possible. This is a high-risk operation, particularly in bad weather. An this is to aid in maintaining electrical discontinuity between the vessels, a
officer should be stationed to watch the mooring hawser. If load starts to come degree of elasticity in the moorings and allow the cutting of the moorings in
on the hawser during the securing operation, the officer should warn the crew the event of an emergency breakaway.
to stand clear and slacken the line.
When the lines are brought on board it should be ensured that a correct lead
Slackening a line under tension via a warping drum is difficult, if not in to the warping drum end is maintained. Use the pedestal rollers where
impossible, to control. The turns will start to ride off the end of the drum. The necessary to ensure the correct lead in onto the winch warping drums during
persons working the warping drum (drum end) should be ready to clear the the hauling in of the mooring lines.
area if the line starts to run. To avoid this danger and other associated dangers
of using a warping drum at an SBM, every effort should be made to use a spool Never allow fenders to ride up on either vessel. A deck watch should be
drum, upon which the pick-up line can be more safely reeled. In this case, only maintained at all times to monitor the mooring lines, fenders and cargo oil
use leads assigned to the respective winch. hose.
Once moored to an SBM, a constant bow watch must be maintained to ensure Fire wires for emergency use must be rigged as described previously.
the vessel does not ride up on the buoy and/or hoses. If in any doubt, call the
pilot.
Environmental Effects on Ship to Ship Operations
A bridge watch should be maintained on one of the vessels to monitor the
weather conditions, in order to give adequate time to stop operations and
disconnect the vessels prior to the onset of unfavourable weather conditions.
The moorings of a ship must resist environmental forces for example:

3.2 Lifting and Access Equipment
3.2.1 Hose Handling Crane
3.2.2 Provision and Stores Cranes
3.2.3 Accommodation and Pilot Ladder Reels
Illustrations
3.2.1a Hose Handling Cranes
3.2.2a Provisions and Engine Room Cranes
3.2.2b Provision/Stores Crane Control Units
3.2.2c Provision Cranes Slewing Sectors and Jib Rest Positions
3.2.3a Accommodation Ladder

,OOXVWUDWLRQD+RVH+DQGOLQJ&UDQHV
6:/7P
-LE
3DUNLQJ

+DWFK2SHQLQJ
0LQLPXP2XWUHDFK
0D[LPXP2XWUHDFK
'LPHQVLRQVLQPP

3.2 LIFTING AND ACCESS EQUIPMENT • Source light Procedure to Shut Down
• Ampere
3.2.1 HOSE HANDLING CRANE a) Slew the crane to the normal secured position.
• Space heater switch and light
Hose Handling Crane b) Lower the jib into its support cradle.
Maker: TTS Norlift AS Safety Features
c) Lower hook block and re attach the securing strop.
Type: GPH 800-1529 The crane is provided with the following safety features:
No. of sets: 1 • Spring loaded multiple disc brakes automatically activated d) Carefully hoist the hoist to put the strop under a slight tension.
SWL: 15 tonnes when the crane control lever is returned to neutral, or in the
Working radius: 29.2m, maximum event of power failure e) When the crane is secure, press the red STOP pushbutton to stop
• Hydraulic overpressurisation protection by means of a pressure the motor.
5.9m, minimum
Hoisting speed No Load: 0 to 30m/min limiting relief valve
f) Leave the main and control panel isolation switches in the ON
Hoisting speed at SWL: 0 to 10m/min • Emergency stop lever located at the operation control stand position to ensure the space heater remain in operation.
Slewing sector: 360° • Upper and lower limit switches for hoisting operations
Slewing speed: 0 to 0.8 rpm • Emergency hand pump to rest the load in the event of a total Possible Hazards
Luffing: 95 seconds power failure During the operation of the crane the levers must be operated slowly and
Lifting height: 40m • All control levers are of the ‘Dead Man’ type and return to the smoothly in order not to induce a swinging motion in the hanging load.
List/trim, maximum: 5° list / 2° trim neutral position on release Extreme care must also be taken when operating the crane in the winch up
Weight of crane: 31.7 tons approximately or jib up motion, where the jib angle is nearing its maximum value and the
hook is close to the hook stop, as the load may hit the underside of the jib. The
Operation of the Hose Handling Crane operator must always be able to see the landing area for the load, or be in direct
Description contact with somebody who can see the landing area.
a) The main and control panel isolation switches in the air
The hose handling crane consists of a base column, slewing ring, column and conditioning room should be left in the ON position in order to
gear, jib and hoisting gear facilitating 360° movement and over 29.2 metre ensure the space heater remains in operation when the crane is
reach. All electrical, hydraulic and mechanical units required for the operation not in use.
of the crane are housed inside the slewing column.
b) Check the system oil level and temperature via the sight glass
located below the operations platform.
Driving Units
The crane is electro-hydraulically operated with hoisting, slewing and jib c) Press the green START pushbutton.
movement driven by hydraulic operation. A single hydraulic pump supplies
the hydraulic motors for the hoisting, slewing and luffing operations. d) Lower the hook and unlash the securing strop. Luff the jib out
of its support cradle.
Crane Controls e) Operate the crane using the control levers as required.
The hoisting, luffing and slewing movements of the crane are steplessly
controlled by hydraulic control levers and carried out from the control stand The ambient air temperature the system is designed to operate in is -20 to
position with a remote Start/Stop switch positioned on the lower platform deck +45°C. Although, if the system oil temperature is below -10°C, the system
level. should be allowed to run unloaded until it reaches +10°C.
The starter cabinet situated in the air conditioning room on the upper deck has
the following features:
• Main on/off isolating switch
• Start button
• Stop button

Illustration 3.2.2a Provisions and Engine Room Cranes
M
13
T-
L4
SW
SW
L2
T-
17.3
M
S W L 2 T - 17.3M

3.2.2 PROVISION AND STORES CRANES identical and include directional controls, jib up and down, hoist up and down, Drive Machinery
power on-off switch, stop and emergency stop. The movements of the crane are all controlled by direct drive electrical motors.
Introduction The hoisting and luffing actions are executed utilising winches and sheaves,
Each provision crane’s main starter/control cabinet, which is located in the while the slewing action is a direct geared drive.
electrical converter room on D deck, includes the following instrumentation:
Two electrically driven provision cranes, located at the accommodation block ammeter, running hour meter, system indication lights and switches for the The two winch units consist of:
D deck level, are provided for handling deck/engine stores and the Suez motor space heaters.
mooring boats. • Drum with bearing and brackets
Indication lights on the main control panel include: • AC electrical drive motor
Port Side Crane
• Power available • DC magnetic and mechanical disc brake
Maker: Dongwoo Engineering Co. Ltd.
• Running
No. of sets: 1 The hoisting and luffing wire ropes are 14mm and 16mm nominal diameter
SWL: 4 tonnes • Motor space heaters respectively, of the non-rotating type and are galvanised.
Radius maximum: 13.0m at 30°
Radius minimum: 5.34m at 70° The wire sheaves are provided with roller bearings on steel axles. All bearings
,OOXVWUDWLRQE3URYLVLRQ6WRUHV&UDQH&RQWURO8QLWV
have grease nipple lubrication.
Maximum lift: 43m at 30°
Hoisting speed at SWL: 0 to 10m/min The slewing motor is of the direct drive geared type, with a magnetic disc
Slewing sector: 200° limited brake only.
Slewing speed: 0 to 0.5 rpm
Luffing: 40 seconds, 30° to 70° Two motions can be operated at the same time with full capacity, but with
2
1
reduced speed.
))
2
List/trim: 5° list / 2° trim
Weight of crane: 8,000kg approximately Limit switches are fitted to upper and lower limits for both hoisting and luffing,
6285&((0
&<6723 with the slewing range also limited in a similar fashion.
Starboard Side Crane (0
&<6723 6285&( -,%5(6(7
Maker: Dongwoo Engineering Co. Ltd. Both cranes can reach the engine room access hatch, but it is necessary to luff
2))21-,%5(6(7 6723 5(6(7 the jib past the engine room funnel casing.
No. of sets: 1
SWL: 2 tonnes
+2,67,1*83 -,%83 5,*+7
Radius maximum: 17.3m at 30° Starting Procedure
+2,67,1*83+2,67,1*'2:1
Radius minimum: 6.5m at 70° 83 83 5,*+7

a) Check that the wire is run correctly in the sheaves and that the
Maximum lift: 45m at 67° wire rope ends are securely clamped.
+2,67,1*'2:1 -,%'2:1 /()7
Hoisting speed at SWL: 0 to 10m/min -,%83-,%'2:1
Slewing sector: 205° limited '2:1 '2:1 /()7 b) Check that the wires, winches and sheaves have been adequately
Slewing speed: 0 to 0.3 rpm lubricated.
5,*+7/()7
Luffing: 80 seconds, 20° to 70° c) At the main starter panel ensure that power is available and that
List/trim: 5° list / 2° trim the motor isolators are in.
Weight of crane: 7,000kg approximately
d) Remove the remote control switch box from its cabinet on D
deck. Alternatively, use the remote control switch box on upper
Crane Control ''HFN&RQWURO8QLW deck.
Each crane is controlled via a portable remote control switch box which is
attached to the starter box via a robust cable located on D deck. Additionally, e) Switch the jib rest OFF/ON switch to the ON position.
there are two bulkhead mounted control units with the same functions located 8SSHU'HFN&RQWURO8QLW
in explosion proof casings on upper deck, one on the port and starboard sides.
Control functions on the remote control switch boxes for each crane are

Illustration 3.2.2c Provision Cranes Slewing Sectors and Jib Rest Positions
Plan View
Accommodation
Provision Crane and

Machinery Parts Provision Crane
SWL 4.0 Tonne SWL 2.0 Tonne
4° 3°
Minimum Working
Radius 5.294m 16°
21°
Minimum Working
28° Radius 6.489m
36°
Maximum Working 185° Maximum Working
Radius 13.00m Radius 17.30m
147°
Engine
Casing

f) Lower the hook to remove the hook lashing wire.
g) Ease the crane out of its jib support then check that all
movements (hoist-luffing-slewing) are operational without
load.
h) The crane is ready for use.
Parking the Provisions Crane
a) Park the crane with the jib in a horizontal position and resting
on the jib support cradle on top of the corresponding funnel
coaming deck area.
b) Stop the crane.
c) Re-lash the hook, apply a slight tension in the lashing wire.
d) Switch off the power on the remote control switch box, restow
the switch box.
See illustration 3.2.2c which shows the working radius that the cranes can
operate in. Care should be taken that the cranes are luffed sufficiently to enable
them to be slewed past the funnel.
Possible Hazards Whilst Using Deck Cranes
During the operation of any crane, the controls must be operated slowly and
smoothly in order not to induce a swinging motion in the hanging load.
Extreme care must also be taken when operating the crane in the winch up or
jib up motion, where the jib angle is nearing its maximum value and the hook
is close to the hook stop, as the load may hit the underside of the jib. The
operator must always be able to see the landing area for the load, or be in direct
contact with somebody who can see the landing area.

Illustration 3.2.3a Accommodation Ladder
Operation
Control Stand
Upper Deck
14°
Pilot Ladder
26°
36°
Accommodation Ladder
50°
55°

3.2.3 ACCOMMODATION AND PILOT LADDER REELS One traversing pilot ladder reel is fitted on each side of the main deck aft of e) One man is required to don a safety harness and an inflatable
the accommodation ladder and ladder control box. The ladder is operated by an life jacket and then fit the safety chains across the area where
electric motor controlled from a control box on a wandering lead. the supporting hoisting/lowering arm passes across the ladder
in the stowed position. A check should be made for the ladder
Maker: Samgong Co. Ltd security and integrity.
Number of sets: 2 Procedure for Lowering the Accommodation Ladder
Length: 17.67m f) Once the accommodation ladder is in position, rig the
The accommodation ladder control box has six rubberised buttons which combination pilot ladder if required.
Breadth: 600mm
control the shifting, hoisting/lowering and electric motor start/stop functions.
Ladder weight: 950kg The main isolators for each motor are located in the air handling unit room on g) Check there is a lifebuoy available, that the deck is clear of
Winch motor: 440V, 1.5kW upper deck in the accommodation. obstructions and a heaving line is ready. If using the ladder in
Rope hoisting speed: 8.2m/min at third layer port, a safety net is to be rigged.
Winch hoisting load: 580kg on winch drum
WARNING
Winch supporting load: 2,185kg This procedure requires work to take place outside of the ship’s rails. Procedure to Hoist the Ladder
Shifting motor: 440V, 1.5kW Appropriate personal protective equipment should be donned including
Rope shifting speed: 5.8m/min at third layer lifelines attached to a suitable strong point. At night there must be
a) When the operations with the accommodation ladder are
Shifting load: 148kg adequate illumination to safely complete the task.
completed, prior to hoisting, and with one man wearing a safety
harness and an inflatable life jacket, the safety chains across the
Procedure to Rig Out the Accommodation Ladder area where the supporting hoisting/lowering arm passes across
Introduction the ladder in the stowed position must be released.
a) From the stowed position, un-ship all of the wire lashings on
One aft facing aluminium alloy accommodation ladder is provided on each both the accommodation ladder and/or the pilot ladder reel (if
it is to be used). Check overboard to ensure that the area below b) Raise the ladder to a point before the hoisting limit is reached.
side of the vessel’s main deck. The ladder is operated by means of electrical
the ladder is clear. Remove the safety chains from the travelling section at the
motors, one for shifting the ladder into and out of position and the other is for
upper platform area to the fixed platform area.
lowering and hoisting the ladder. The motors are operated from a control box
on a wandering lead which allows the operator to position themselves at the b) Ensure that the main electrical isolators are in the ON position.
In normal operations these isolators are left in the ON position c) Remove the shifting platform locking pins. Press the E-STOP
most advantageous positions when operating the system.
in order that the heaters for the electrical motors will be in button on the control panel once to reset the motor to allow the
operation when the motors are stopped. shifting operation to take place. Press the ‘Acc Ladder Shifting’
Limit switches limit the outward and inward total shifting movement of the
IN button, the ladder assembly will now be traversed in board.
ladder assembly. Hoisting is limited by the ladder striking a counter weight
c) Remove the accommodation ladder locking pins on the travelling Release the IN button when the inner limit switch operates.
fitted with a ‘D’ ring through which a hoisting wire passes, when the counter
weight is lifted the hoisting limit switch operates. unit, both at the platform head and the middle hoisting/lowering
point. Adjust the lower platform to give the correct required d) Lower the accommodation ladder onto its supports, then refit the
angle. Press the ‘Acc Ladder Hoisting’ UP button to lift the locking pins and secure the lashing straps across the ladder.
The accommodation ladder is designed to reach the lowest ballast waterline
draught, with an angle of inclination of not more than 55°. The accommodation ladder off its supports, when it is clear release the UP button.
ladder can be used in conjunction with a pilot ladder as indicated in the Press the ‘Acc Ladder Shifting’ OUT button, the winch motor
illustration above. The pilot ladder which is wound on a electrically driven will move the ladder to the fully outboard position, the limit
reel can be traversed to a number of defined points. switch will stop the motor when the fully outboard position has
been reached. When the correct position has been reached refit
Pilot Ladder Reel the two locking pins in the travelling unit.
Maker: Samgong Co. Ltd
The safety chains can now be fitted linking the moving platform
Ladder length: 9m head area to the stationary platform.
Winch motor: 440V, 1.5kW
Hoisting load: 300kg d) Operate the ‘Acc Ladder Hoisting’ DOWN button control lever
Hoisting speed: 10m/min to lower the accommodation ladder to the required angle.

3.3 Lifesaving Equipment Illustrations
3.3.1 Lifeboats and Davits 3.3.1a Lifeboat
3.3.2 Rescue Boat and Davit 3.3.1b Lifeboat Recovery Davit and Stowage
3.3.3 Liferafts, Davit Launched and Free Fall 3.3.1c Lifeboat Launch and Recovery Procedure
3.3.4 Lifeboat Survival Guide 3.3.2a Rescue Boat and Davit
3.3.5 Fire Fighting Equipment Plans 3.3.3a Righting a Capsized Liferaft
3.3.6 Lifesaving Equipment Plans 3.3.3b Liferaft Release
3.3.3c Liferaft Davit Launch Procedure
3.3.5a Safety and Fire Control Symbols (1)
3.3.5b Safety and Fire Control Symbols (2)
3.3.5c Fire Fighting Equipment and Dampers - Navigation and D Deck
3.3.5d Fire Fighting Equipment and Dampers - B and C Deck
3.3.5e Fire Fighting Equipment and Dampers - A Deck
3.3.5f Fire Fighting Equipment and Dampers - Upper Deck Accommodation
3.3.5g Fire Fighting Equipment and Dampers - Main Deck
3.3.5h Fire Fighting Equipment and Dampers - Engine Room 2nd Deck and Bosun’s Store
3.3.5i Fire Fighting Equipment and Dampers - Engine Room 3rd Deck
3.3.5j Fire Fighting Equipment and Dampers - Engine Room 4th Deck and Floor
3.3.6a Lifesaving Equipment and Escape Routes - Navigation and D Deck
3.3.6b Lifesaving Equipment and Escape Routes - B and C Decks
3.3.6c Lifesaving Equipment and Escape Routes - A and Upper (Accommodation) Deck
3.3.6d Lifesaving Equipment and Escape Routes - Main Deck (Upper Deck at Accommodation)
3.3.6e Lifesaving Equipment and Escape Routes - Engine Room 2nd Deck and Bosun’s Store
3.3.6f Lifesaving Equipment and Escape Routes - Engine Room 3rd Deck
3.3.6g Lifesaving Equipment and Escape Routes - Engine Room 4th Deck and Floor
Illustration 3.3.1a Lifeboat

Plan
12
12 4
4
21 2 2
5
5
2 2
20 3
5
2 5 Stern Bow
22 2 2
12
12
5
2 2
Key
1. Structural GRP Parts 12. Lifting Arrangement
2. Sprinkler System 13. Bailing Arrangement
3. External Reflective Markings 14. Kort Nozzle Steering Unit
4. Grab Rail Arrangement 15. Towing Arrangement 5
5. Hatches and Windows 16. Internal Marking
6. Fixed Equipment 17. Fuel Tank
7. Seating 18. Buoyancy Foam
8. Engine 19. Equipment On Board
9. Free Fall Release Hand Wheel 20. Manual Ventilation Dome 3
10. Emergency Air Supply Cylinders 21. Cabin Internal Overpressure Valve
11. Electrical Arrangement 22. Cabin Internal Underpressure Valve
4
2 15
Side Elevation 13 13
2
5 2
10
5
5
16
3
15
2
9
4 7
7 1
10
15 6 1
4
2 Main Dimensions
19
9 18 Length: 11,300mm
11 Fuel Tank 17 Water Tank Provision Length Over All: 11,450mm
8 Beam: 2,300mm
Beam Over All: 2,460mm
14
Weight Fully Equipped: 6,560kg
Weight Fully Loaded: 9,560kg
Capacity: 42 Persons

3.3 LIFESAVING EQUIPMENT the water at least once every 3 months during an abandon ship drill. If it is The davit is fitted with a hydraulic system to swing the davit arm from the
impossible or impracticable to free fall launch, it is acceptable for the lifeboat stowed position to the outboard position. This is achieved by the use of double
3.3.1 LIFEBOATS AND DAVITS to be lowered, provided it is free fall launched at least once every 6 months. acting hydraulic cylinders and a hydraulic winch. The control isolator panel
for the hydraulic pump is located in the steering gear compartment on the port
Maker: Harding side adjacent to the cargo/ballast valve hydraulic power pack. This same unit
Procedure for Boarding the Lifeboat is used to retrieve the lifeboat after a launch.
Model: FFO 900 (42)
a) Muster at the lifeboat station, wearing a lifevest and await
instructions. WARNING
Introduction Before attempting any free fall launch, it is vital that the crew ensure
The system consists of the following: that the boat will achieve a clean unrestricted path down the skidway
WARNING
and that the launch zone is clear of obstructions.
• A launch ramp with angled skidway for free fall release of the If a box type life jacket is ever used, then those personnel must carry and
lifeboat not wear the jacket into the boat, this is because the extra bulk of this
The lifeboat is supported by a skid arrangement and in its stowed position is
• ‘A’ frame (davit arm), hinged to the lower end of the launch type of life jacket will make it almost impossible to correctly secure the
maintained in a continuous state of operational readiness. The boat is locked
ramp, complete with hydraulic cylinders and winch harness on the seat.
to the inclined ramp by a free fall hook which can be released from inside
• Hydraulic power pack for winch and cylinders the lifeboat. Because of the need to maintain constant readiness, the boat
b) When told, enter the lifeboat quickly and in an orderly manner, lifting straps must be disengaged from the lifting gear at all times unless the
• Manual control valves for the operation of the ‘A’ frame occupying the forward seats first and evenly on both sides. boat recovery or the winch controlled launch procedures are being utilised.
Once seated, secure the safety harness and tighten the adjustable Additionally, the maintenance safety chain and safety bolt must not be engaged
• Lifting traverse with wire sheaves and lifting hooks
lap strap. except during maintenance work or internal inspection.
• Free fall lifeboat
c) The last seat to be occupied will be the hook release operator The lifeboat is supported on a number of low friction sliding plates made of
Lifeboat Particulars who will sit in the helmsman’s position on the port side. a nylon type material called Polyethylenterpthalat (PETP). At the boarding
level the skid is fitted with a bracket and a link for the free fall hook and the
Type: FFO 900 (42) Note: The hook release operator/helmsman should board last after carrying lashing arrangement. A lashing arrangement is provided on each side of the
Dimensions: 11.45m (L), 2.46m (B), 3.12m (H) out pre-launch checks. skid to support the lifeboat at midships. This lashing arrangement is controlled
Construction Fibre reinforced polyester from the boarding level by way of two rods, one on either side which have a
Capacity: 42 persons d) The helmsman’s seat and its adjacent seat on the starboard side threaded section at the top, which in turn passes through a screw device. When
has a safety harness, adjustable lap strap and forehead strap. the screw devices are operated the lashing rods force the lashing arms off the
No. of boats 1
These two seats are adjustable and should at this point be set to side of the lifeboat skid.
Speed: 6 knots the free fall (reclined) position. Ensure that the locking pins at
Maximum free fall height: 22m the top and side of each of the two seats are set correctly. At the stern of the lifeboat are two compression arms that stop the lifeboat
Engine: 39hp electric start diesel from moving longitudinally during bad weather conditions. This arrangement
Weight: 6,560kg (fully equipped) e) Ensure the ship’s company are correctly seated and fastened in. is based on a turnbuckle principle that must be retightened after recovering the
The crew in the seats facing aft should place their knees against lifeboat from the water.
Weight: 9,560kg (fully loaded)
the seat in front and push their body firmly against the back
Davit rest of their own seat. Cross arms and grasp the shoulder straps.
Keep the head facing aft and do not turn to the side. Procedure for the Free Fall Launch of the Lifeboat
Type: LA 900H
f) Remain seated after launch unless instructed otherwise. a) Disconnect the side lashing arrangement and ensure no ropes are
attached to the lifeboat. The battery charger line will disconnect
WARNING automatically on release of the lifeboat.
All crew members should be familiar with the operating procedures for Lifeboat Launching
this launching appliance and lifeboat. Failure to follow the procedures b) Ensure the lifeboat is disengaged from the lifting/recovery
may result in serious personnel injury or equipment damage. The lifeboat launching davit is designed primarily to launch the lifeboat using wires and that the maintenance chain and safety bolt are not in
the free fall method. A secondary method is achievable by using the davit’s place. These two safety devices can be viewed from one deck
Correct procedures for the Abandon Ship Training and Drills can be found hydraulic system to perform a controlled launch. below to verify they are not in place.
in chapter 3 of the SOLAS regulations. Generally, free fall lifeboats shall
be launched with their assigned operating crew aboard, and manoeuvred in

Illustration 3.3.1b Lifeboat Recovery Davit and Stowage
Boarding
4
10
11
9672mm
7
11 9634
From Deck
Centre Davit 6
14
13
8 2700mm
3
Key 9 Drop Height 22000mm
1. Skid (A - Frame) 2
2. Foundation Ship's Deck 12 12 12 12
3. Winch
4. Yoke Complete 40
5. Hook Line with Shackle 6375
6. Lashing
7. Wire
8. Electric Diagram
9. Hydraulic Arrangement 1585mm
10. Railings
11. Hydraulic Cylinder
12. Self Lubricating System
13. Protection Cover for Control Valve
14. Cable Tray
2400mm
9595 2800mm
4334mm

c) Ensure that all the hatches and openings are securely closed and Operation of the Water Spray and Air Supply System c) The lifeboat should now be boarded in the normal manner.
locked, with all the personnel seated and correctly strapped in.
In the event that the lifeboat is launched into an area where there is fire on d) Disconnect the lifeboat lashing arrangement and ensure no
d) Turn a battery switch to the ON position. the sea water surface, and or there are poisonous fumes, the water spray ropes are attached to the boat.
protection and internal air supply will be used. The water spray pump is driven
e) The helmsman must then carry out the following: directly from the main engine, a control lever sited on the right hand side of e) The helmsman must then carry out the following:
• Confirm that all of the hatches, doors and watertight openings the helmsman’s seat is used to direct sea water onto the spray rails that cover • Confirm that all hatches, doors and watertight openings are
are securely shut. the lifeboat canopy. securely shut
• Ensure that any loose objects inside the lifeboat are lashed The air supply is stored in three air cylinders located in the forward area of the • Ensure that any loose objects inside the lifeboat are lashed
down or stowed away. boat, these cylinders are charged to a working pressure of 200 bar and will give down or stowed away
• Confirm that the landing area is clear. a duration time of approximately 10 minutes. If their charge pressure falls to • Confirm that the landing area is clear
190 bar then they should be recharged.
• Start the engine in the neutral position. This will involve turning • Start the engine in neutral position
the start switch to the HEATING position for between 10 and Located in front of the helmsman’s position is the air regulating valve and
30 seconds to warm up the cylinder glow plugs and then to the discharge isolator into the cabin and charging point. If the system is required to As the lifeboat is on a controlled launch it is not necessary for the helmsman to
START position. The engine is equipped with two independent be used, then the isolating valves on the three cylinders must be opened and the have their seat in the raked back position, although the harness must be warn
battery systems. If one system fails to start the engine, try the natural ventilation dome above the helmsman’s position shut. Opening valve A except the forehead strap.
other one. Changing the default system can be done by moving after the regulating valve on the console will now supply air into the cabin.
the red battery key from one lock to the other on the helmsman’s f) The tension in the lifting straps can now be taken with the
control panel. Situated to the left hand side of the helm’s position is a overpressure relief HOISTING BOAT lever. Just before the full tension comes onto
valve, to the right hand side is an underpressure relief valve. These two valves the lifting straps the helmsman should operate the hook release,
will control any excess or under air pressure in the cabin. the lifeboat can now be carefully lifted out of its cradle. The
f) With the helmsman securely strapped into his seat and the seat
boat can now be moved into the outboard position by operating
reclined backwards to its launch position, release the two safety
the SWING OUT lever on the A-frame controller.
bolts that operate the hook release handwheel. The handwheel
is rotated approximately 2.5 full turns in a direction towards the
Procedure for the Controlled Launch of the Lifeboat Using the
Winch and Fall Wire g) When the A-frame davit is fully rigged outboard, the operator
stern.
can lower the boat using the LOWERING BOAT lever on the
If the free fall method appears to be unacceptable, due to reasons such as solid winch controller.
g) The lifeboat will now be free to slide down its cradle and free
fall into the water. objects floating in the water in the launch area etc., the boat can be launched
using the winch and fall wire. This method is dependant on electrical power h) Once the lifeboat is water-borne, the lifting straps can be
being available and an operator who needs to be positioned at the manoeuvring disconnected from the yoke hooks and the helmsman can
h) The helmsman should now right his seat to the vertical position
controls. engage the propeller to steer the lifeboat away from the vessel.
and engage the propeller to steer the lifeboat away from
danger.
a) Ensure power is available to the hydraulic power pack in the i) During a lifeboat drill or when the boat is away from the vessel
steering gear compartment then start the power pack by pressing for some time, the davit operator can retrieve the yoke to deck
i) If the normal free fall hook release procedure should fail, the
the START button at the control station at the stern. level and bring the A-frame back into its ‘parked’ position.
lifeboat is fitted with an emergency release hook mechanism.
This is operated by a lever that is stowed on the starboard side
of the entrance hatch. The lever needs to be removed and placed b) Under normal housed conditions the lifeboats lifting strap Note: Care should be taken when retrieving the yoke in an unloaded
into the socket at the side of the helmsman’s seat. With the boat rings are positioned directly below the lifting hooks and A- condition to ensure that it comes up level and that the wires reeve onto the
prepared for launch, remove the safety pin and the eyebolt from frame yoke. If this is not the case then it will be necessary to drum correctly.
the free fall hook and then pull the emergency release lever manoeuvre the A-frame into the correct alignment using the
backwards. This should allow the boat to be released and free SWING OUT/SWING IN control lever. j) The hydraulic power pack controlling the winch and A-frame
fall to the water. davit can now be switched off.
Operate the LOWERING BOAT lever to lower the lifting
hooks to a position where the lifting strap rings can be engaged.
Connect the lifting strap rings to their corresponding lifting
hooks. For this operation the member of the crew assigned with
connecting the hooks must be wearing a safety harness and be
attached to the hook assembly platform.

Illustration 3.3.1c Lifeboat Launch and Recovery Procedure
FREE FALL LAUNCH CONTROLLED LAUNCH
1 2 1 2 3
1. START HYDRAULIC
LIFEBOAT LASHINGS PULL WHEEL LIFEBOAT LASHINGS PULL WHEEL
EMBARK BOAT POWERPACK EMBARK BOAT
TO BE REMOVED RELEASE LIFEBOAT TO BE REMOVED RELEASE LIFEBOAT
2. ARM LASHINGS TO BE
REMOVED
3. HOOK IN BOAT
4
TURN OUT AND LOWER
HOISTING
1 2 3 4 5 6
1. START HYDRAULIC SWITCH OFF POWER

POWERPACK HOOK IN BOAT 1. RE-SECURE LASHINGS
LOWER BOAT FALLS HOIST BOAT UP TURN IN ARM UNTIL OF BOAT
2. DAVIT LASHINGS
TO THE BLOCK BOAT IN SECURED 2. UNHOOK AND
TO BE REMOVED
SEASTORED POSITION STOW ARM
3. TURN OUT ARM

Procedure for Recovering the Lifeboat using the Winch and i) Once all of the securing arrangements are in place and the officer • The sheaves should be checked for wear and kept lubricated to
Fall Wire in charge is confident that the lifeboat is securely stowed, the rotate freely. Visual inspection for cracks is to be undertaken.
lifting straps are to be removed from the hooks on the yoke and
• Areas requiring painting to be maintained to ensure corrosion
lashed to the top of the lifeboat.
WARNING does not weaken the structure. Care is to be taken when painting
The lifeboat can only be hoisted out of the water with a maximum of to ensure grease nipples etc. are not painted over.
j) The personnel on board the lifeboat may now disembark and
three people on board. the winch and davit hydraulic power pack can now be switched • The hydraulic oil in the reservoir of the operating power pack is
off. to be checked for level at regular intervals. The oil cleanliness
a) Start the hydraulic power pack by pushing the START button at and the amount of water in the oil is to be monitored at least
the control station at the stern. The lifeboat should always be left in a state of constant readiness for any of the once a year and the oil renewed if contaminated. The return line
launching modes. The following checklist should be followed as a minimum: filter is to be changed when clogged.
b) Swing out the A-frame davit into its full outboard position using
the SWING OUT control lever and lower the yoke down to the • The boat lifting straps must be disengaged from the lifting gear
appropriate height above the water level using the LOWERING at all times unless the boat recovery or the winch controlled Note: Excessive water in the oil caused by internal ‘sweating’ of the reservoir
BOAT winch control lever. launch procedures are being utilised tank can result in the corrosion of components in the system and can cause
• The safety maintenance chain and safety bolt are disengaged leakage on spool valves and hydraulic cylinders.
c) The lifeboat can now be manoeuvred under the wire rope falls
with the stern of the lifeboat being nearest to the vessel’s stern. • Secure the lifeboat lashing arrangements
• Keep the lifeboat fuel tank full of diesel and ensure the engine
d) Engage the lifeboat lifting straps to the yoke hooks. When the start electrics are kept fully charged
helmsman has confirmed that the hooks have been correctly
• Check that all lifeboat equipment is securely stored
engaged and that all personnel on board are ready, the davit
operator can slowly take the weight and commence hoisting the • Pump out the bilges
boat using the HOISTING BOAT controller. • Close all doors and hatches
Note: When recovering the lifeboat it is advisable that two lines are passed In between launches the detailed maintenance schedules and procedures
from the ship to the boat where they should be secured to a suitable position should always be carried out.
on the boat, one on the port and starboard side. This will aid in keeping the
boat from swinging and help in its positioning as it comes onto the skip
rail. Care should be taken that these lines do not foul in any part of the Maintenance
structure.
Before starting maintenance, ensure that the safety chain is connected to the
stern of the lifeboat and that the safety bolt for the lifeboat release hook is in
WARNING
place. These safety features are to be removed when maintenance has been
When performing this operation take care in moving the levers smoothly, completed.
and avoid all abrupt movement of the davit arm and the suspended
lifeboat. Periodic maintenance of the launching cradle and its A-frame davit should be
carried out and should include:
e) While hoisting, the davit operator is to ensure that the wires are
reeving onto the winch drum correctly. • Lubricating moving parts through the grease nipples provided
using the correct grade grease as detailed on the vessel’s
f) The hoisting is to be stopped before the boat reaches its highest lubrication chart.
position of vertical travel. • Wire falls should be visually checked for broken strands and
be greased at regular intervals. The grease should be applied by
g) Using the SWING IN control lever, bring the A-frame davit in brush and should be done every 4 to 6 months in areas of high
towards the stern of the vessel and carefully locate the lifeboat humidity and temperature. The wire should also be turned end
in its correct position on the ramp. for end at intervals not exceeding 30 months and be renewed
when damaged or every 5 years which ever is soonest.
h) Engage the boat hook to the stern end of the lifeboat and adjust
it until the lifeboat is securely pulled in to the fender rubber.

Helmsman Seat
Lower Locking Pin Air Supply Release
Into Cabin
Normal/Emergency Battery Charger
Steering Selection Controller
Lever
Release Handwheel
Charging Point for Air Cylinders
Sprinkler Operation Lever

Bilge Pump
Release Locking Pins
Lifeboat Conning Control Position Bilge Pump, Battery Charger and Fire Extinguisher in Front of Conning Position
Normal/Emergency
Steering Selection Lever
Battery
Selection
Switches
Winch Drum
Maintenance Chain
Lifeboat Main Console
Control Stand for Davit Operation
Hydraulic Control Stand for Davit Operations Securing Arrangement Viewed from Below Lifeboat

Illustration 3.3.2a Rescue Boat and Davit
Rescue Boat and Davit
11
11
9 10
8
2 6
5 7
12
Key
1. Winch
2. Davit Assembly
3. Lashing Wires
4. Remote release assembly
11 5. Limit Switch
Rescue Boat and Davit Elevation 6. Safety Pin
11 9
7. Bracket for Lashing
4
8. Engine and Steering Arrangement
9. Lifting/On-load Release Hook
10. Mooring Bracket/Painter Release
11. Flotation Bag
8 12. Markings
10
12

3.3.2 RESCUE BOAT AND DAVIT For information in relation to recognised search patterns, refer to section Propulsion System
4.2.4. The rescue boat is fitted with a 144hp SOLAS approved inboard diesel engine
Rescue Boat driving an Alamarin waterjet with the following features:
The fast rescue boat can be launched whilst the vessel is under way using the
Maker: Norsafe AS • Electric starter with two independent batteries
painter, at the Master’s discretion. At least once a month, the boat should be
Type: Diesel jet fast rescue boat launched and the engine run in the ahead and astern positions. • Fresh water cooling through a sea water cooled heat exchanger
Model: Mallard 6.15m
Length overall: 6.25m • Waterjet with a dry run capability, allowing the boat to be run in
Construction the davit for a maximum of 5 minutes
Beam: 2.4m
The fenders are made of polyethylene foam protected with a double skin of • Fuel tank located forward and filled through a hose line with
Depth: 1m reinforced PVC. They provide the hull with protection from impacts. The hull fitted plug located just forward of the canopy
Capacity: 6 persons and deck are made from fire retardant glass reinforced polyester (GRP) with
Boat weight with equipment: 1,400kg fittings made from stainless steel, aluminium or galvanised steel, as appropriate. • Dual engine and fuel shut off system provided by dead man
Surfaces are prepared with a non-slip coating. The buoyancy material where switch and mercury switch in case of the boat capsizing or the
Full weight with 6 persons: 1,850kg driver being thrown from his seat
fitted is made from polyurethane foam.
Propulsion: 144hp inboard diesel engine with waterjet
• Sealed engine air and water intake preventing the ingress of
Engine maker: Steyr The space between the hull and the inner liner is filled with 2,000 litres of water
Fuel capacity: 115 litres buoyancy material which will allow the boat to float safely in the fully flooded
• Wet exhaust system with outlet at the transom which also expels
Speed with 3 persons: 25 knots and fully loaded condition should the hull be damaged below the waterline.
water from the engine cooling system
Speed with 6 persons: 8 knots The fenders add another 500 litres of buoyancy to assist this flotation safety
feature.
Range with 3 persons: 100 nautical miles (4 hours) Note: The engine can be run out of the water with the waterjet disengaged for
The hull has two longitudinal bulkheads, transverse bulkheads and sprayrails approximately 5 minutes and 20 minutes if the boat is in the water.
Davit to provide structural strength. It is a full planing deep V type with a transom
Maker: Schatt-Harding dead rise of 21°, giving excellent sea keeping characteristics. CAUTION
Type: SA3.5 The waterjet drive must on account be engaged at any time while the
Lifting is facilitated by a single point arrangement, consisting of an approved boat is out of the water, or serious damage to the drive will occur.
No. of sets: 1
off load release hook with a connection ring for a davit hook installed on top
Design SWL: 34,34kN of the reinforced engine compartment.
Hoisting speed at SWL: 20 to 22m/min Rescue Boat Davit
Lowering speed: Adjustable up to 90m/min In the event of the boat capsizing, the engine is automatically shut off. The boat
can be righted by two people with the aid of the buoyancy bag fitted on the top The rescue boat davit is a wire operated davit with a fully inboard recovery
Winch: Electric motor 7BA 160 L21
of the rear mounted frame. position. The fixed length jib swivels around hinges at the base, with movement
Maximum hieght: 40m restricted by inductive type limit switches.
Lowering Brake: Hydraulic Other features of the hull construction include:
Holding Brake: Multiple disc brake The electric winch is operated from a position with a clear view of the winching
• Self-bailing from two drainage outlets at the stern
operation at the ship’s side. The motor is fitted with a heater and is fitted at a
• Watertight console including instrument panel, engine start/stop position aft of the davit with the winch unit. The 18mm galvanised wire rope
Introduction controls, steering/engine controls and hook release is led around steel sheaves to the falls.
• Saddle type seating arrangement for three people above the
The rescue boat is supplied for use specifically as a search and rescue craft or The winch unit consists of a drum which can hold up to 44 metres of wire in
transmission compartment
as a liferaft towing and marshalling craft. The layout and performance of the two layers, with two brakes. The hydraulic brake controls the speed of lowering
craft will also allow it to be used as an all purpose workboat when necessary. • An electric automatic bilge pump which is adjustable up to 90 metres per minute, while the multiple disc brake is
• A manual bilge pump the holding brake. The brake is controlled by a remote control wire, operated
The rescue boat must be kept in a state of constant readiness at all times, to deal by the coxswain in the rescue boat.
with any emergencies such as man overboard, etc that might occur. • Towing attachments (Samson posts) at each aft corner
• Secure grab handles throughout the boat
The handling and control of a fast rescue boat is a highly specialised task with
command of the boat only being delegated to authorised personnel who have
attended the specialist company approved training course.

Securing Strop
Remote Release Control Wire
Securing Strop
Safety Bolt
Engine Speed Control Water Jet Ahead/Astern Control
Painter Release
Rescue Boat Lashing/Securing Arrangement Rescue Boat Lifting Hook and Remote Release Arrangement Rescue Boat Conning Position

Procedure for Lowering the Rescue Boat Procedure for Recovering the Rescue Boat Rescue Boat Equipment
a) Remove all covers and lashings from the rescue boat and davit. The design of the rescue boat is such that an allowance of 450kg has been The crew should at all times whilst in the rescue boat be wearing the recognised
Ensure that the electric charging plug is removed. provided for passenger weight. Recovery up to the upper deck should therefore safety gear i.e. thermal protective suits, safety helmets, inflatable life jackets
be conducted with a maximum of 6 persons in the boat or 2 persons and 300kg and be carrying the waterproof VHF communication equipment held on the
b) The main power isolator (air handling room) is normally left in of tools. bridge for this purpose.
the ON position to ensure the motor heater is on line while the
motor is not is use. a) Ensure that the lifting hook quick release mechanism inside the Additionally, the rescue boat has the following equipment on board;
rescue boat has been reset before coming back alongside below
• Buoyant paddles (2 sets)
c) Rig the painter to the rescue boat and to the designated secure the falls and that the safety pin is in its correct position.
point forward of the davit. The painter length should be • Boathook
appropriate to the vessel’s freeboard and should be adjusted as b) Once alongside, retrieve the painter line and attach it to the • Buoyant bailer
necessary. painter release hook.
• Bucket, with line
d) Embark the rescue boat personnel wearing the appropriate c) The lifting hook can then be attached to the falls, ensuring that • Compass
survival gear. the housing unit is correctly positioned.
• Sea anchor with tripping line
e) The engine should now be started and its correct operation d) With the rescue boat correctly attached to the falls and painter • Painter
checked, do not attempt to engage the waterjet drive until the line, disengage the waterjet drive but leave the engine running.
• Buoyant towing line
boat is in the water.
e) With all crew and passengers safely positioned, signal the deck • Waterproof signalling torch (with spare batteries and bulb)
f) Ensure that the safety bolt has been removed and the securing party to begin hoisting the rescue boat on high speed. • Whistle
strops are released from the davit.
f) When the boat is clear of the water, stop heaving and double • Waterproof first aid kit
g) Once all personnel are seated and satisfied, the helmsman can check that the hook mechanism is correctly secured. • Buoyant rescue quoit and line
start the descent by pulling on the remote control line for the
winch brake. g) Resume heaving this time on low speed, returning the boat back • Engine tool set
to the embarkation level. The deck party should ensure that the • Portable fire extinguisher
h) Once the boat is fully water-borne the waterjet drive can be remote control brake wire is properly gathered at the same
• Searchlight
engaged and the boat kept on station below the falls. With slack time.
in the fall wire the designated crew member should remove the • Knife on a lanyard
safety pin from the hook and stand clear. He should then inform h) When the boat reaches the embarkation position, stop heaving • Radar reflector
the coxswain that the hook is active. (if the boat has not already reached the limit switch level) and
disembark the personnel. Switch off the engine. • Rope ladder
i) The coxswain should then pull the hook release handle aftwards • Thermal protective aids
until the hook is clear of the falls. i) The boat can then be hoisted until it is fully recovered.
• Lantern
j) The boat controls can then be adjusted to assume control of the j) Stow the boat in its cradle and secure the boat and the launching • Rope ladder
rescue boat. Once fully under control, the designated crewman davit as required, refit the safety pin. The electrical power
• Console cover
can pull the painter release handle and the boat can immediately supply to the motor should be maintained in order that the motor
be steered away from the vessel. heater stays in operation while the motor is not in use.
Note: Whilst adjusting the rescue boat controls alongside the vessel, the crew Once the boat is secured, it is strongly advised that it is immediately made
should keep clear of the falls. ready for the next launch.
k) Reset the quick release hook mechanism and replace the safety
pin in preparation for return to the mother vessel.

Illustration 3.3.3a Righting a Capsized Liferaft
Direction Direction Direction

Of Of Of
Wind Wind Wind
Right Here
Right Here
Swim to the capsized liferaft Swim to the side of the liferaft where the CO2 cylinder is attached
Manoeuvre the liferaft so that the opposite side is facing the wind
(the place is marked 'Right Here')
Direction Direction
Of Of
Wind Wind
Stand with feet on the cylinder, hold onto the righting strap Throw the body backwards while holding onto the righting Embark the liferaft and bail out the water.
(placed across the bottom of the raft) straps and keeping the feet on the cylinder Adopt survival techniques as outlined in section 3.3.4

3.3.3 LIFERAFTS, DAVIT LAUNCHED AND FREE FALL • Pump After launching and boarding the liferafts, the painter connected to the vessel
must be cut with the knife provided. It is advisable to cut the painter as close
• Safety tin openers
Maker: Viking Lifesaving Equipment Ltd to the ship as is safe and practical as this will furnish the liferaft with a tow
No. of sets: 1 x 6 persons - Throw over type • First aid kit line. Paddle away from the danger zone using the paddles placed in a bag close
4 x 25 persons - Davit launch type • Drinking vessel to the entrance of the raft. Alternatively, the lifeboat could be used to tow the
liferaft clear.
• Torch (and spares)
Hydrostatic Units • Heliograph If the liferaft is to be recovered out of the water by the mother ship this must
Maker: Hammar HRU for 25 man liferafts be done with no personnel inside the liferaft.
• Parachute flare
Type: H20
• Hand flare After Deployment Operation
• Fishing kit
Davit When the liferaft is full of survivors, others can hold onto the lifeline around
• Food and water rations the outside. The raft is capable of supporting double the number of persons it
Maker: Dongwoo Machinery & Engineering Co. Ltd
Type: Manual hoist and slewing • Anti seasickness tablets is certified to carry. When clear of the danger zone deploy the sea anchor or
drogue. The sea anchor stabilises the raft and helps to minimise drift. Inflate
Slewing angle: Port 115° • Immediate action leaflet
the floor of the raft in cold conditions as this provides excellent thermal
Starboard 125° • Rescue signal table insulation. After a long stay in the raft it may be necessary to top up the two
SWL: 2.13 tonne at 3.5m • Smoke flares buoyancy tubes. Connect the bellows’ plastic tube to the topping up valves and
Lowering speed: 48.9m/min inflate accordingly.
• Seasickness bags
• Thermal protective aids If a liferaft should capsize the following procedure should be adopted:
General
a) The side of the raft, where the CO2 cylinder is attached, lies
There are five liferafts fitted to the vessel, four 25 man liferafts port and Release of the Rafts deepest in the water. Stand with both feet on the cylinder, hold
starboard located at frame 26 on the sides of the accommodation block on A onto the righting straps (placed across the bottom of the raft),
deck and one 6 man liferaft located at the starboard side of the bosun’s store Hammar type Hydrostatic Release Units (HRUs) are fitted to each of the large manoeuvre the raft so that the opposite side is facing into the
entrance on the forward main deck. 25 man rafts. These HRUs will activate when submerged to a depth of two to wind, throw the body backwards while holding onto the righting
four metres, releasing the rafts to float towards the surface. strap and keep the feet on the cylinder.
The 25 man liferafts which each weigh 208kgs when empty but including the
lifesaving equipment, are davit launched. The 6 man liferaft situated behind a The HRUs comply with IMO resolution A521 and the 1983 amendments to Illustration 3.3.3b Liferaft Release
weather shield on the starboard side of the entrance to the bosun’s store weighs SOLAS 1974. They do not require any in-service maintenance but they must
84kgs and is of the throw over type. This 6 man liferaft is not fitted with a be renewed every two years.
hydrostatic release unit.
After activation of the HRU, the raft is still secured to the vessel by a weak
All the liferafts are constructed with twin buoyancy chambers, one above link. After inflation, sufficient drag is applied to break the weak link and allow
the other. The top and bottom sections may have their inflation topped up by it to float free.
bellows if necessary. The rafts are provided with boarding steps and ladders, Liferaft Liferaft Retaining Straps
The liferafts are designed for davit launching. This is achieved by connecting Painter
internal and external gripping lines, capsize stabilisers and an automatic battery
for both internal and external lighting. the davit to the liferaft and hoisting the raft out of its cradle. The raft can then
be swung over the side of the vessel and lowered until level with the deck. Slip Hook
Accessories supplied in each of the rafts are of the ‘type A’ pack and include: Pulling the painter will allow immediate inflation of the liferaft. The bowsing Shackle
lines then need to be attached to the deck cleats. Personnel can then embark Attachment Line Hammar Hydrostatic
• Rescue line the liferaft at A deck level before loosening the bowsing lines and lowering the Release Unit
Weak Link
Expiry Date
• Knife and bailer raft into the water by pulling on the remote cable connected to the brake lever. (Red)
Careful operation of the brake lever will provide a controlled descent down to Thimble
• Sponges
the water. When afloat, the automatic release of the lowering hook can be take
• Sea anchors place and once the line painter has been cut, the liferaft can move free from
• Paddles the vessel. Shackle
Cradle
• Repair kit

Illustration 3.3.3c Liferaft Davit Launch Procedure

2. RAFT HOOKING
1. POSITIONING RACK TO LAUNCHING POSITION Release Of Liferaft From Launching Appliance
1. HOOK AT REST AND JAW OPEN 2. ATTACHING LIFERAFT TO HOOK 3. ARMING HOOK (1m ABOVE WATER)
- PULL THE FLAP TO ACCESS LIFTING RING

- ENGAGE HOOK AND CHECK ARROW IN SAFE POSITION
- FASTEN BOWSING LINES TO CLEATS
- CHECK THE RAFT IS READY FOR LAUNCHING - FASTEN RED PAINTER LINE TO RAIL
- DISENGAGE THE HYDROSTATIC RELEASE - HOIST RAFT CLEAR OF CRADLE
4. INFLATE RAFT
3. TURN DAVIT TO LAUNCHING POSITION
DURING
DESCENT
A
- CHECK THE HOOK IS FREE DANGER!

- HOIST RAFT TO REQUIRED POSITION FOR INFLATION PUSH BOTH LEVERS UP TOGETHER
- TURN OUT THE DAVIT BY CRANK HANDLE (A) UNTIL A CLICK IS HEARD PULL ONCE, DO
- PULL PAINTER TWICE TO INFLATE RAFT NOT PULL TWICE.
- ADJUST BOWSING LINES
5. EMBARKATION 6. LAUNCHING 4. LIFERAFT RELEASE 5. MANUAL EMERGENCY IN WATER RELEASE
C
C1
- RELEASE BOWSING LINES AND PLACE INTO RAFT

- CHECK INSIDE OF RAFT - CHECK CLEAR BELOW
- CHECK NO SHARP OBJECTS - LIFT BRAKE (C) TO LOWER RAFT TO 1 METRE ABOVE WATER.
- ASSIST PERSONS TO EMBARK RAFT FOR LAST RAFT OPERATE REMOTE BRAKE (C1)
7. LAUNCHING 8. FOR LAUNCHING NEXT LIFERAFT
HOIST
AS RAFT BECOMES
- FROM RAFT ACTIVATE RELEASE HOOK - RETRIEVE HOOK BY FAST RECOVERY HANDLE WATER BOURNE WEIGHT
- CHECK THE NEXT RAFT IS IN HOOKING POSITION COMES OFF HOOK AND RAFT IF MANUAL HOOK
- LOWER RAFT TO WATER, RELEASE HOOK WILL NOW OPEN
IS AUTOMATICALLY RELEASED RELEASE DOES
- FROM RAFT CUT PAINTER - REPEAT THE SAME SEQUENCE FOR THE NEXT RAFT NOT WORK

b) When the wind is very strong, the lifeline should be tied around i) When it is confirmed that the raft is in order, embarkation can Emergency Operation of the Release Hook
the waist to prevent the raft being blown away. take place. Ensure that no sharp footwear or sharp instruments
are carried in the crew’s pockets as they board. In the event that the lifting hook does not release when the raft becomes
c) A non-swimmer should keep hold of the righting straps and water -borne:
allow the raft to fall back on him, the rubber raft will not injure The liferaft preparation party leader should stand at the entrance
him. He can then work his way back to the raft’s entrance under to direct the crew to their seating positions to ensure the stability a) With the release lever down fully into the AUTO RELEASE
water, holding onto the strap of the lifeline. of the raft is maintained. It may be necessary to ease back on the position.
bowsing lines evenly as the raft fills.
b) Pull down on the manual operating lever, the jaw will now open
Davit Launched Liferaft Procedure j) When boarding is complete, ease off the bowsing lines and pass as illustrated above.
them into the raft.
The procedure to successfully launch a davit type liferaft will require between
three or four of the ship’s company. k) To lower the raft lift the brake lever, the raft will now descend Liferaft Embarkation
at a controlled rate.
a) Ensure the sea below the liferaft launch area is clear. Boarding of liferafts can be carried out in the following manner:
l) Just before the raft reaches the water level, approximately 1m, • Using the embarkation ladders rigged over the ship’s side.
Release the lifting hook from its securing ring by releasing the the raft commander should cock the automatic release hook as
tension is the wire then pushing down on the automatic and indicated in the illustration 3.3.3c above. When the raft is afloat • When abandoning the ship try to board the survival craft without
manual release levers, the jaw will now open. Lower the lifting the weight will come off the hook assembly and it will then be getting wet. It may however be necessary to jump into the water
hook to a position close to the outboard raft. At the same time released. before boarding the raft.
other members of the liferaft preparation party can let go of
• Never jump head first into the water, always jump legs first.
the stenhouse slip and remove the lifting strap assembly from m) The procedure to move away from the ship is now the same for
the container, additionally the two bowsing lines can be pulled • Hold on tight to your life jacket.
a normal raft which has previously been explained.
out. • Jump into the water as close as possible to the survival craft.
n) The ship’s company left on deck should now winch in the falls
b) The bowsing lines should be made fast to the deck cleats with wire using the winding handle in the rapid recovery drive slot WARNING
plenty of slack in the lines. (opposite to the brake lever slot). During this period the second Do not jump directly into the survival craft as this may cause injury to
raft should be made ready. others.
c) The main painter line should be made fast to the ship’s rail.
o) The same procedure is carried out for the second raft for lifting
d) Attach the lifting hook to the liferaft lifting strap, close the and inflating as was carried out for the first raft. When the
hook jaw by moving the automatic release and manual cocking second raft is inflated, bowsed and loaded, the bowsing line
handles upward together to the LOCKED position. A click control party should now move into the raft taking their lines
should be heard to signify that engagement has taken place. with them.
e) Winch up the liferaft from its cradle, at the same time pay out p) When all the crew have disembarked the ship the preparation
the bowsing lines evenly on both sides to ensure the raft does party leader should enter the raft last. The bowsing lines should
not sway and maintain a secure hold of the web painter. be let go and brought inboard, the party leader can then pull on
the brake release for lowering of the raft.
f) When the raft has been winched up to its required height, swing
out the davit fully. The same procedure for cocking the release unit should be
carried out as previously described.
g) Pull the web painter out fully until the release cylinder activates,
maintain control of the raft as it inflates with the bowsing lines.
When the raft is fully inflated bowse the raft into the ship’s side
and secure.
h) The chain guards can now be removed, one member of the

preparation party should board for an inspection of the raft and
to ensure that full inflation has taken place.

3.3.4 LIFEBOAT SURVIVAL GUIDE Additional duties, which should be allocated on the lifeboat, muster list: To minimise drift, rig the sea anchor, issue anti-seasickness tablets and ensure
that any persons in the water are accommodated in the lifeboat or liferaft as
• SARTS to the lifeboats
In the unfortunate event that the vessel has to be abandoned, it is necessary soon as possible.
to make some very important decisions and carry out certain actions quickly. • GMDSS portable radio to lifeboat
These are summarised as follows: • EPIRB to lifeboat Listen for whistles and look for survivors, signalling lights and lights of other
rafts, ships or aircraft. The lookouts should be properly briefed in their duties
• Blankets and provisions regarding the collection of useful debris, how to keep a lookout, sector searches
Procedure Prior to Abandonment and the use of pyrotechnics, including when to use them.
a) Put on extra clothing. Aboard the Survival Craft
First Actions: Proceed Towards the Nearest Land
b) Put on a life jacket.
• Elect a leader. This will normally be the most senior officer or In some circumstances this will be the most obvious choice. Factors to take
c) Take extra clothing or blankets, if possible. the person appointed on the muster list. into consideration are:
• Take a muster of persons on board. • Was a distress alert sent?
d) Drink water if possible.
• Search the area for other survivors or survival craft. • If there is no EPIRB in the boats, search the area of the sinking
e) Take water in sealed containers. to see if it has surfaced.
• Liaise with any other survival craft to ensure that all persons are
accounted for. • How far is it to the nearest land? Is the nearest land within the
In addition to the statutory lifeboat equipment e.g. emergency radio, water, fuel range of your craft?
rations, first-aid kit etc., the following extra items would be useful: • Assess the situation. Is rescue likely and how long will it take?
• Extra life jackets • Assess the need to stay close to the position of the sinking Indications of the proximity of land are changes in the wind direction around
vessel or proceed towards the nearest land? sunset and sunrise. The land and sea breeze effect can be quite distinct in some
• Extra survival bags areas. A good indication of land is a single cumulus cloud or occasionally
• Put the food and water under the control of one person who will
• Small plastic bags several appearing to be stationary close to the horizon whilst others are
be responsible for distributing the rations.
moving. There are many other indications such as a green and blue reflection
• Extra medical supplies
• Collect in all additional food, clothing and sharp objects or on the underside of the clouds in low latitudes, the direction that birds fly either
• Extra electric torches and batteries weapons that may have been brought into the survival craft. early in the morning or in the evening also the change in colour of the sea from
• Paper and pencil green or blue to a lighter colour.
• The leader must confirm to all that no food or water will be
• Portable radio receivers, books, playing cards etc issued for the first 24 hours.
Do not approach land at night unless you know exactly where you are and that
• Navigational instruments, books chart and chronometer • The leader should nominate different people to the following the landing area or harbour entrance can be safely transited. During the hours
positions; first aid, signalman, hull repairs, engine repairs, of darkness lookouts should keep a good watch for the sound of surf and report
recorder of voyage log, navigator, helmsman and lookouts. to the watch leader any visual or audible occurrences.
Abandoning Vessel Procedure
• Give an anti-seasickness tablet to all personnel.
a) All personnel should, if possible, board the lifeboat or liferaft • Stay close to the position of abandonment. Settling Down to a Period before Rescue
without getting wet.
With the improvements brought about by the GMDSS system in maritime Having made an assessment of how long it will be before rescue is likely it is
b) If, for some reason, this is not possible and a jump into the water search and rescue, staying close to the position of abandonment is the most now necessary to decide how the available food and water will be divided and
has to be made, remember: likely decision that will be made. Prior to taking to the lifeboat a Distress Alert issued. The following are a few guidelines:
would be sent out this can be done at the touch of a single button. In addition,
• Never dive in The minimum daily water ration should be around 450 to 500ml given in three
there are the EPIRB and SARTS which should be taken to the lifeboats when
• Make sure it is clear to jump abandoning ship. The EPIRB, when activated, allows the MRCC to locate the separate issues at sunrise, noon and sunset. This quantity will be sufficient to
position of survivors and guide vessels and aircraft to your rescue. Should the avoid severe dehydration.
• Hold your nose
EPIRB not be in the survival craft when the vessel sinks, the hydrostatic release
• Hold down the life jacket The daily food ration should consist of 800 to 850kJ of the emergency rations
unit (HRU) will automatically release the EPIRB which will then start its
given in three equal amounts, this equates to around 500gms. To make the
• Put your feet together transmissions. Where possible it is therefore beneficial for all the survival craft
decision as to how much should be issued, take the total available, separate one
to stay together by tying the craft together. The SARTS should be positioned
• Look ahead when jumping third as emergency stock and should rescue not be forthcoming when expected,
on the extension pole, switched on and mounted as high as possible.
then apportion the remainder on the above basis as a minimum.

In a lifeboat there should be 3 litres of water and 10,000kJ of food for each Towards the evening try to hang out any damp clothing and make sure it is dry Sunburn
person that the boat is certified to carry. It should be noted that the emergency for the evening chill in the tropics. This avoids the loss of body fluid as body Avoid excessive exposure to the sun by keeping under cover. Keep head, neck
rations consist mainly of carbohydrates, some fat and minimal protein. These heat dries the clothing and reduces the internal body temperature. and other exposed areas covered. A very gradually acquired suntan may be
rations do not require the consumption of water or body fluid for them to be beneficial.
digested, which is of great importance. As thirst grows the temptation increases to drink sea water. This must be
prevented as ultimately death will certainly ensue.
Food and water should be issued in such a way that all can see that it is fair. Salt Water Boils
Everyone will become thirsty and as time passes, human nature will make All parts of the body should be shaded from the sun and the elements. This will These are due to the skin becoming sodden with sea water. Do not squeeze or
the ration distribution a very difficult and harrowing experience and also the reduce the loss of body fluid and/or the risk of sunburn or frostbite. prick boils. Keep them clean and cover with a dry dressing. Keep the area as
highlight of the day. dry as possible to avoid chafing.
If the water ration is at least one litre per person daily then fishing can be a
If a desalination plant is available this should be put into operation immediately worthwhile exercise. Remember that fish are high in protein which brings its
and its output used in preference to the internal water. own problems as previously mentioned. Dry Mouth and Cracked Lips
Swill water around the mouth prior to swallowing. Suck a button. Smear lips
The blood of sea birds is quite nutritious. To catch these, try putting some of with cream or soft petroleum jelly.
Passing the Time the fish guts on a piece of wood with a hook in the middle and allow it to float
a little way from the craft.
The leader has to face and resolve the following problems: Swollen Legs
Do not encourage swimming as a form of exercise as this will use up energy This is common and due to long periods spent in a sitting position. It will
Maintain morale. This is best approached by giving duties to each person and put the individuals at risk from sharks. subside without treatment after rescue.
which are meaningful and ensuring that they are carried out.
Duties such as lookout, helmsman and baler should be rotated at intervals of Injuries, Ailments and Treatment Hypothermia
not more than one hour, as this will prevent boredom and lack of vigilance
There is a risk of hypothermia in water below about 25°C. Extra clothing will
from setting in. Injuries delay the onset of hypothermia even if immersed, and of course will provide
A first aid kit is supplied with every lifeboat and liferaft and a leaflet describing extra warmth for the survivor in the lifeboat even if immersion takes place.
Continually show confidence that rescue will take place. Do not allow
simple first aid is enclosed with each kit. Totally enclosed or partially enclosed lifeboats provide far better protection
individuals to lapse into melancholy. Try to make everyone think of factors
from the elements than the older open type, but extra clothing is still essential
other than the situation that they are in by introducing games of various forms.
for warmth in nearly all climates. If a survivor has been immersed in water
If a portable radio is available tune it in and listen to the various programmes. Frostbite and has hypothermia, strip off wet outer clothing and replace with any
Playing card games is useful, as considerable concentration is required.
This usually occurs in extremities i.e. fingers, toes, ears. Wear protective available dry garments. Warm the patient with extra layers of clothing and use
clothing if possible. Reduce lookout periods in very cold weather, watch each lifejackets as extra insulation. Use a thermal protective aid (plastic survival
Maintaining the Health of all On Board, both Mental and other’s conditions. Wriggle nose and cheeks and exercise hands and feet to bag) if available.
Physical keep circulation going.
Routines can be counter-productive and where possible restrict movement to Do not massage the affected area once signs of frostbite have appeared. Warm
a minimum as all movement consumes body fluid. Body fluid is probably the the area by holding a hand against it.
most significant single factor to controlling whether or not you survive.
Urine Retention
The initial withholding of food and water for 24 hours puts the body into a
slightly dehydrated state which is the ideal situation for a prolonged period in This can be dangerous, so overcome ‘mental blockage’ early before urine
a survival craft. During this period all persons should be encouraged to urinate, production is reduced by rationing. Ensure that everyone urinates within the
as this will assist in reducing urinary retention problems later. first 24 hours. If retention occurs, dangling hands in the water may help out
but whilst this is being done keep a wary eye for sharks. After a period in a
Do not consume food high in protein as this causes defecating which in turn survival craft, urine will appear dark and smoky. This is normal and no action
causes body fluids to be used which will be irreplaceable. If possible keep a is necessary.
good flow of fresh air through the boat as this will help to reduce sea sickness.
Ensure that all take the anti-seasickness tablets for the first two days as after
this most seaman will be acclimatised to the motion of the craft.

),5(),*+7,1*(48,30(173/$16
,OOXVWUDWLRQD6DIHW\DQG)LUH&RQWURO6\PEROV
)LUH)LJKWLQJ(TXLSPHQWDQG)LUH'DPSHUV +RW)RDP5HOHDVH&RQWURO3DQHO )

3RUWDEOH)RDP)LUH([WLQJXLVKHUVOLWUH
(5 35 IRU(QJLQH5RRPDQG3XPS5RRP
)LUH'RRU ),5(
&2 &25HOHDVH3RLQW )LUH&RQWURO3ODQ
3/$1
6HOI&ORVLQJ)LUH'RRU
:DWHU0LVW1R]]OH )( )LUHPDQ
V2XWILW/RFNHU
:
:& )LUH([WLQJXLVKHUIRU'HHS)DW)U\HU
(PHUJHQF\)LUH3XPS ) )LUH&RQWURO&HQWUH
%,)3 5HPRWH&RQWUROIRU%LOJH)LUHDQG*63XPS )LUH&ORVLQJ$SSOLDQFHIRU([WHULRU9HQW,QOHW2XWOHW )LUH'HWHFWLRQDQG$ODUPV

01 0 0HFKDQLFDO1 1DWXUDO
()3 5HPRWH&RQWUROIRU(PHUJHQF\)LUH3XPS
)LUH'DPSHU )2$0 )RDP$LU+RUQ
(PHUJHQF\6WRSIRU(QJLQH5RRP%LOJH3XPS
%63 6OXGJH3XPS9DFXXP7RLOHW6\VWHPDQG6HZDJH7UHDWPHQW )LUH)LJKWLQJ(TXLSPHQWIRU+HOLFRSWHU:LQFKLQJ=RQH & &DUJR$ODUP
&3
(PHUJHQF\6WRS%XWWRQIRU&DUJR3XPS
6SDUH&KDUJHIRUDOO3RUWDEOH)LUH([WLQJXLVKHUV / $LU+RUQIRU/RFDO)LUH)LJKWLQJ6\VWHP
*$/
(PHUJHQF\6WRS%XWWRQIRU*DOOH\
)LUH%ODQNHWLQ*DOOH\ ) $LU+RUQIRU)LUHDQG*HQHUDO$ODUP
(PHUJHQF\6WRS6ZLWFK)RU3XPSVDQG)DQV
6HD:DWHU1R]]OH 3XVKEXWWRQIRU)LUH$ODUP
6($
0'+$ 0DJQHWLF'RRU+ROGHU )L[HG&26\VWHP

&2
3XVKEXWWRQIRU)LUH$ODUP
) )RDP*HQHUDWRU ) 3RUWDEOH)RDP$SSOLFDWRU7\SHOLWUH

7KHUPDO'HWHFWRU
:
) )RDP0RQLWRU NJ 3RUWDEOH)LUH([WLQJXLVKHUVOLWUH:DWHU
6PRNHDQG+HDW'HWHFWRU
)LUH9DOYHZLWK+RVH&RXSOLQJ &2 3RUWDEOH)LUH([WLQJXLVKHUVNJ&2 )ODPH'HWHFWRU

NJ
)
+RVH5HHO 3
3RUWDEOH'U\3RZGHU)LUH([WLQJXLVKHUVNJ 3XVKEXWWRQIRU/RFDO)LUH)LJKWLQJ6\VWHP
NJ
+RVH%R[ZLWK+RVHDQG-HW6SUD\1R]]OH 3
3RUWDEOH'U\3RZGHU)LUH([WLQJXLVKHUVNJ 6PRNHDQG+HDW'HWHFWRUIRU/RFDO)LUH)LJKWLQJ6\VWHP
$&&20
NJ /
)
+RVH%R[ZLWK+RVHDQG6SUD\-HW)LUH1R]]OH 6HPL3RUWDEOH)RDP)LUH([WLQJXLVKHUOLWUH )ODPH'HWHFWRUIRU/RFDO)LUH)LJKWLQJ6\VWHP
/
)
6HPL3RUWDEOH)RDP)LUH([WLQJXLVKHUOLWUH
)RDP%R[

,OOXVWUDWLRQE6DIHW\DQG)LUH&RQWURO6\PEROV
6LJQDO/LJKW&ROXPQ ,QIODWDEOH/LIHUDIW3HUVRQ 'LUHFWLRQIRU([LW
*6 *DV6DPSOLQJ5HSHDWHU3DQHO /LIHEXR\ZLWK6HOI,JQLWLQJ/LJKWDQG6PRNH6LJQDO (PHUJHQF\([LW
([WHQVLRQ$ODUP3DQHO /LIHEXR\ZLWK6HOI,JQLWLQJ/LJKW
% ([WHQVLRQ%X]]HU /LIHEXR\:LWK/LQHP
) )LUH5HSHDWHU3DQHO /LIHEXR\
*$ *DV$ODUP5HSHDWHU3DQHO 62/$67UDLQLQJ0DQXDO
/ /RFDO)LUH)LJKWLQJ6\VWHP)LUH5HSHDW3DQHO /LIH-DFNHW
*DV$ODUP3DQHO*DV6DPSOLQJ$ODUP3DQHO /-% /LIH-DFNHW%R[
)LUH$ODUP3DQHO (PEDUNDWLRQ.QRWWHG5RSH
/ /RFDO)LUH)LJKWLQJ6\VWHP)LUH5HSHDW3DQHO (PEDUNDWLRQ/DGGHU
/LIHVDYLQJ(TXLSPHQW6\PEROV ,PPHUVLRQ6XLW
(PHUJHQF\(VFDSH%UHDWKLQJ'HYLFH /LQH7KURZLQJ$SSOLDQFH
5DGDU7UDQVSRQGHU6$57 6LJQDO
6DWHOOLWH(3,5% 0XVWHU3RLQW
7ZR:D\7UDQVFHLYHU /LJKWIRU/LIHERDWDQG/LIHUDIW
/LIHERDW3HUVRQV7RWDOO\(QFORVHGZLWK'DYLW 6WUHWFKHU
5HVFXH%RDW3HUVRQV $LU&RPSUHVVRUIRU%UHDWKLQJ$SSDUDWXV

,OOXVWUDWLRQF)LUH)LJKWLQJ(TXLSPHQWDQG'DPSHUV1DYLJDWLRQDQG''HFN ''HFN3ODQ 1DYLJDWLRQ'HFN3ODQ
QG(QJLQHHU
V'D\5RRP
QG(QJLQHHU
V
%HGURRP
&KLHI(QJLQHHU
V'D\5RRP
1
.H\ 3
NJ
0'+$ 0DJQHWLF'RRU+ROGHU )LOH

6HUYHU 3
NJ
(OHFWULF&RQYHUWHU
3RUWDEOH)LUH([WLQJXLVKHUV 1 5RRPDQG:RUNVKRS
&2
0'+$ &KLHI(QJLQHHU
V 1
NJ
NJ&2 (OHFWULF
%HGURRP
7UXQN
: 3RUWDEOH)LUH([WLQJXLVKHUV :
NJ
OLWUH:DWHU NJ
3 3RUWDEOH'U\3RZGHU)LUH
1 1
NJ ([WLQJXLVKHUVNJ '2:1 83 $&&20 &KLHI2IILFHU
V'D\5RRP
UG(QJLQHHU
V&DELQ %DWWHU\ (OHFWURQLFV
83 0'+$ 5RRP 5RRP
)LUH9DOYHZLWK+RVH&RXSOLQJ (6$%
'2:1
+RVH%R[ZLWK+RVHDQG6SUD\ :KHHOKRXVHZLWK ()3
/RFNHU &KDUWDQG5DGLR
-HW)LUH1R]]OH '2:1 0
6SDFH
1
&2
%,)3
NJ
+RVH%R[ZLWK+RVHDQG-HW 83
6SUD\1R]]OH &KLHI2IILFHU
V
$&&20 %HGURRP 83
/RFNHU
5HPRWH&RQWUROIRU%LOJH)LUH
%,)3 DQG*63XPS &DSWDLQ
V
%HGURRP
(OHFWULFDO2IILFHU
V '2:1
5HPRWH&RQWUROIRUHPHUJHQF\ %HGURRP
()3 )LUH3XPS 3LSH 1
7UXQN
(PHUJHQF\6WRS6ZLWFK
3
NJ
)LUH&ORVLQJ$SSOLDQFHIRU([WHULRU9HQW
01 ,QOHW2XWOHW0 0HFKDQLFDO1 1DWXUDO
1
QG2IILFHU
V UG2IILFHU
V
)LUH'DPSHU &DSWDLQ
V'D\5RRP
%HGURRP %HGURRP

,OOXVWUDWLRQG)LUH)LJKWLQJ(TXLSPHQWDQG'DPSHUV%DQG&'HFN &'HFN3ODQ
%'HFN3ODQ
2IILFHUV¶/RXQJH
'LUW\ &KLHI&RRN
V5RRP /LEUDU\
/LQHQ
6HDPDQ 6WHZDUG
V5RRP
/RFNHU
0
3LORW
V&DELQ
1 )LWWHU
V5RRP
3
1
NJ 3
NJ
%RQGHG
6WRUH /LIW3XOOH\ 2IILFHUV¶
'Q
6SDFH 3DQWU\
6ZLPPLQJ $ZQLQJ
3RRO $UHD
1
2LOHU1R5RRP
(OHFWULF ([WUDQG2IILFHU
V5RRP
: (OHFWULF
7UXQN NJ
7UXQN 0'+$
2IILFHUV¶
7HOHYLVLRQ
&UHZ
V5HFUHDWLRQ5RRP DQG9LGHR
5RRP :
9HQW)DQV $&&20 NJ
5HYHUVLEOH 'RZQ 0'+$ 2LOHU1R5RRP
1 $&&20
'2:1 83 ([WUDUG2IILFHU
V5RRP
83 '2:1 83 0'+$
83
0'+$
)

2LOHU1R5RRP
'2:1 &OHDQLQJ
&UHZ
V7HOHYLVLRQDQG *HDU '2:1
9LGHR5RRP 7UHDWPHQW
.H\ /RFNHU 5RRP
0
WK(QJLQHHU
V5RRP
)LUH&ORVLQJ$SSOLDQFHIRU([WHULRU9HQW +RVSLWDO
6HDPDQ
0
)LUH'DPSHU
&OHDQLQJ
*HDU
1
/RFNHU
: 3RUWDEOH)LUH([WLQJXLVKHUV 1R-XQLRU(QJLQHHU
V
NJ
2IILFHUV¶/DXQGU\ 5RRP
OLWUH:DWHU 6HDPDQ
3LSH7UXQN 6HDPDQ
3LSH7UXQN
)

3RUWDEOH)RDP)LUH([WLQJXLVKHUVOLWUH
3
3 3RUWDEOH'U\3RZGHU)LUH NJ
3
NJ
NJ ([WLQJXLVKHUVNJ
1 &DGHW5RRP
3XPS0DQ
V5RRP 1
0'+$ 0DJQHWLF'RRU+ROGHU
&OHDQ
/LQHQ 1R-XQLRU(QJLQHHU
V
6HDPDQ 6HDPDQ %RVXQ
V &DGHW5RRP
)LUH9DOYHZLWK+RVH&RXSOLQJ /RFNHU 5RRP
5RRP
&DGHW5RRP
+RVH%R[ZLWK+RVHDQG6SUD\
-HW)LUH1R]]OH
+RVH%R[ZLWK+RVHDQG-HW
6SUD\1R]]OH
$&&20

,OOXVWUDWLRQH)LUH)LJKWLQJ(TXLSPHQWDQG'DPSHUV$'HFN
1 0 )
.H\ )
) )RDP*HQHUDWRU $'HFN3ODQ 3
NJ
1
0'+$ 0DJQHWLF'RRU+ROGHU
0 &HQWUDO$GPLQLVWUDWLRQ2IILFH
&2 3RUWDEOH)LUH([WLQJXLVKHUV
NJ
NJ&2
: 3RUWDEOH)LUH([WLQJXLVKHUV 2IILFHUV
'LQLQJ6DORRQ
NJ
OLWUH:DWHU *$/
'RZQ 0'+$
1 1
3 3RUWDEOH'U\3RZGHU)LUH
NJ ([WLQJXLVKHUVNJ
*\PQDVLXP &2
NJ /LIW
6ZLPPLQJ
)
3RUWDEOH'U\3RZGHU)LUH([WLQJXLVKHUVNJ 3RRO
NJ
7DQN
*HQHUDO (OHFWULFDO
)
6WRUH 7UXQN
3RUWDEOH)RDP)LUH([WLQJXLVKHUV/ 1 5HFHSWLRQDQG
&RQIHUHQFH5RRP
) 'RZQ

6HPL3RUWDEOH)RDP)LUH([WLQJXLVKHU/
),5(
8S
) 3/$1
)LUH9DOYHZLWK+RVH&RXSOLQJ ) :
: )RRG NJ
/LIW 'RZQ 8S
:
+RVH%R[ZLWK+RVHDQG6SUD\ 8S 8S 0'+$
-HW)LUH1R]]OH 3
NJ
) *DOOH\
$&&20
)
6SUD\1R]]OH
$&&20
0'+$
)LUH&ORVLQJ$SSOLDQFHIRU([WHULRU9HQW : &DUJRDQG(QJLQH
01 ,QOHW2XWOHW0 0HFKDQLFDO1 1DWXUDO &RQWURO5RRP
)
:
: 1
)LUH'DPSHU ) ,QFLQHUDWRU
'XW\0HVV
5RRP 5RRP
:
) )RDP0RQLWRU ,QFLQHUDWRU 0
8S :&
0
:DVWH
)LUH%ODQNHWLQ*DOOH\ 0DLQW
'RZQ 6ZLWFKERDUG 0 3LSH
3 3
HQDQFH 1 NJ
7UXQN NJ
),5( 1 5RRP *DUEDJH
)LUH&RQWURO3ODQ
3/$1 +DQGOLQJ 1
1 6SDFH )DW)U\HU
)L[HG&26WRUDJHDQG5HOHDVH3RLQWIRU &2
5HPRWH5HOHDVH
0DLQ6ZLWFKERDUGDQG(PHUJHQF\*HQHUDWRU5RRP
&2
1 1 &UHZ
V0HVV5RRP
*$/
(PHUJHQF\6WRS%XWWRQIRU*DOOH\
*DPHV5RRP
:& )LUH([WLQJXLVKHUIRU'HHS)DW)U\HU
3
NJ
: :DWHU0LVW1R]]OH
)
1 1 1
)RDP%R[ )
)

,OOXVWUDWLRQI)LUH)LJKWLQJ(TXLSPHQWDQG'DPSHUV8SSHU'HFN$FFRPPRGDWLRQ
.H\
)( )LUHPDQ
V2XWILW/RFNHU
) )LUH&RQWURO&HQWUH
6HD:DWHU1R]]OH
6($
8SSHU'HFN$FFRPPRGDWLRQ3ODQ (PHUJHQF\0XVWHU6WDWLRQ1R
&2 3RUWDEOH)LUH([WLQJXLVKHUV
NJ
NJ&2 [
%,)3 )(
(PHUJHQF\0XVWHU6WDWLRQ1R (6$%
8S
: 3RUWDEOH)LUH([WLQJXLVKHUV 1
NJ 8S 1 1 0 1
OLWUH:DWHU %63 ()3
(6$%
2; $&
5RRP 5RRP )LVK
3
)RDP6WRUDJH7DQN
3 NJ
3 3RUWDEOH'U\3RZGHU)LUH NJ 5RRP 0HDW 3
IRU'HFN)RDP6\VWHP
([WLQJXLVKHUVNJ 5RRP NJ
NJ
,QHUW*DV6\VWHP : 1 )
5RRP 9HJHWDEOH +RW)RDP6WRUDJH7DQN
: 5RRP 'DLU\
5RRP IRU(QJLQH5RRPDQG
)

3RUWDEOH)RDP)LUH([WLQJXLVKHUV/ [ 3XPS5RRP
)( 3
/LIW
(5 35
NJ
83
&UHZ
V &3
(PHUJHQF\6WRS6ZLWFK)RU3XPSVDQG)DQV 7UXQN &KDQJLQJ
5RRP
)
'U\
3URYLVLRQV 2IILFHU
V
&3 'RZQ 6WRUH
(PHUJHQF\6WRS%XWWRQIRU&DUJR3XPS &KDQJLQJ )
'RZQ /LIW
8S 5RRP
8S 0'+$
'RZQ ) $&&20
6SDUH&KDUJHIRUDOO3RUWDEOH)LUH([WLQJXLVKHUV
:& +\GUDXOLF
6ROHQRLG
9DOYH5RRP
$LU+DQGOLQJ &2
(PHUJHQF\VWRSIRU(QJLQH5RRP%LOJH3XPS 8QLW5RRP NJ
%63 6OXGJH3XPS9DFXXP7RLOHW6\VWHPDQG6HZDJH7UHDWPHQW (OHFWULF

3' (TXLSPHQW
6SDFH 5RRP
5HPRWH&RQWUROIRU%LOJH)LUHDQG*63XPS 1 :
:RUNHU$OOH\ZD\
%,)3 'HFN6WRUH NJ
6KLS
V
:RUNVKRS &UHZ
V
/DXQGU\
6($
6($
5HPRWH&RQWUROIRU(PHUJHQF\)LUH3XPS 2LO &KHPLFDO 'HFN :RUNHU :RUNHU
()3 0 3DLQW *UHDVH 6WRUH 6WRUHV
6WRUH 6WRUH 6($
3
NJ
+RW)RDP5HOHDVH&RQWURO3DQHO %'HFN3ODQ
(5 35 IRU(QJLQH5RRPDQG3XPS5RRP 0
8S
1
1 1 1
)LUH&ORVLQJ$SSOLDQFHIRU([WHULRU9HQW
)LUH9DOYHZLWK+RVH&RXSOLQJ
+RVH%R[ZLWK+RVHDQG6SUD\
-HW)LUH1R]]OH
6SUD\1R]]OH
$&&20

Illustration 3.3.5g Fire Fighting Equipment and Dampers - Main Deck
Upper Deck
FIRE
PLAN CP
F
F
9
F
F F F F F
9
P 9
CP
25kg x2
x2
FIRE
F
PLAN x2
Key
FIRE
Fire Control Plan F Foam Monitor
PLAN
F
Portable Foam Fire Extinguishers (9kg) Fire Valve with Hose Coupling
9
CP
Emergency Stop Button for Cargo Pump Hose Box with Hose and Spray/Jet Fire Nozzle
P Dry Powder Portable Extinguisher (25 kg )

25kg

,OOXVWUDWLRQK)LUH)LJKWLQJ(TXLSPHQWDQG'DPSHUV(QJLQH5RRPQG'HFNDQG%RVXQ
V6WRUH
3XPS5RRP$UHD
(QJLQH5RRPQG'HFN3ODQ
%RVXQ
V6WRUH3ODQ
&DUJRDQG%DOODVW9DOYH
.H\ +\GUDXLOF3RZHU3DFN
) )RDP*HQHUDWRU
) 3 ) )
3 NJ
3
NJ
)RDP%R[ NJ
)
'RZQ
/LIW
) 3RUWDEOH)RDP)LUH

([WLQJXLVKHUV/ 8S
) ) )
: &KDLQ
3 3RUWDEOH'U\3RZGHU 6WHHULQJ*HDU &UDQH ) /RFNHU
1R 3
NJ
)LUH([WLQJXLVKHUVNJ 5RRP )
) ) ) )
NJ
3
: 0DLQ(QJLQH NJ
: : : :
3 3RUWDEOH'U\3RZGHU 3 ) )
NJ
)LUH([WLQJXLVKHUVNJ NJ
8S
) : : : ): )
5HPRWH&RQWUROIRU ) )
()3 (PHUJHQF\)LUH3XPS ) ) ) ) ) ) )
: 1R
8S &KDLQ
+RVH%R[ZLWK+RVH ()3 /RFNHU
DQG6SUD\-HW)LUH
1R]]OH
)LUH9DOYHZLWK+RVH : :
3
&RXSOLQJ NJ
)
$IW'HFN0DFKLQHU\ 1R 1R 1R
+\GUDXOLF3RZHU3DFN
1R
: :DWHU0LVW1R]]OH 1R 1R 1R
)LUH'DPSHU
)
+RVH5HHO

Illustration 3.3.5i Fire Fighting Equipment and Dampers-Engine Room 3rd Deck
Pump Room Area
Engine Room 3rd Deck Plan
Key Main Switchboard

CO2 Main Switchboard Room CO2
F Foam Generator
F
CO2
5kg
CO2
5kg CO2
5kg
CO2 Portable Fire Extinguishers (5kg CO2)

5kg Up F
Lift CO2
9 Lift
P
F Portable Foam Fire Extinguishers (9L) No.1 6kg
9
W W
F
Up Down
F
Semi-Portable Foam Fire Extinguisher (45L)
45 Main Engine
No.2
Up
Down W W
P
Portable Dry Powder Fire Extinguishers (6kg) Up
6kg
F
9
No.3
F
Hose Box with Hose and Spray/Jet Fire Nozzle
W W
F
Fire Valve with Hose Coupling 45
Down Down P
6kg
Fire Damper P
No.1 6kg
F F F F
No.1 9 Purifier Room CO2
5kg
W Water Mist Heads

No.2 No.2 W W W W
W
CO2 CO2 Release Heads W
F F F F
CO2 CO2 Local Release Station for Main Switchboard Room
Compressed Air Breathing Apparatus

,OOXVWUDWLRQM)LUH)LJKWLQJ(TXLSPHQWDQG'DPSHUV(QJLQH5RRPWK'HFNDQG)ORRU
3XPS5RRP
(QJLQH5RRPWK'HFN3ODQ
$UHD
(QJLQH5RRP)ORRU3ODQ
1R
1R
1R 1R
&RDPLQJ
) 3
83
NJ 8S
)
%,)3 /LIWLQJ 'RZQ 83
)

)
) $UHD 1R
0DLQ(QJLQH
1R
) )

&3 3
) )

) NJ
1R

8S
1R
)
8S
.H\ 'RZQ
) 1R
.H\
) )RDP*HQHUDWRU
+RVH%R[ZLWK+RVHDQG6SUD\-HW)LUH1R]]OH
)LUH9DOYHZLWK+RVH&RXSOLQJ
3
NJ
3RUWDEOH'U\3RZGHU)LUH([WLQJXLVKHUVNJ
/RFDO6WDUWIRU%LOJH)LUHDQG*63XPS
%,)3
)
3RUWDEOH)RDP)LUH([WLQJXLVKHUV/
) +RVH5HHO
&3
(PHUJHQF\6WRS%XWWRQIRU&DUJR3XPSV

3.3.6 LIFESAVING EQUIPMENT PLANS

,OOXVWUDWLRQD/LIHVDYLQJ(TXLSPHQWDQG(VFDSH5RXWHV1DYLJDWLRQDQG''HFN
''HFN3ODQ 1DYLJDWLRQ'HFN3ODQ
QG(QJLQHHU
V'D\5RRP
QG(QJLQHHU
V
%HGURRP
&KLHI(QJLQHHU
V'D\5RRP
.H\
)LOH
6HUYHU
'LUHFWLRQIRU([LW
(OHFWULF&RQYHUWHU
5RRPDQG:RUNVKRS
&KLHI(QJLQHHU
V
(OHFWULF
(PHUJHQF\([LW %HGURRP
7UXQN
/LIHEXR\ZLWK6HOI,JQLWLQJ
/LJKWDQG6PRNH6LJQDO
/LIH-DFNHW '2:1 83 &KLHI2IILFHU

V'D\5RRP
UG(QJLQHHU
V&DELQ %DWWHU\ (OHFWURQLFV
83 5RRP 5RRP
/LQH7KURZLQJ$SSOLDQFH
'2:1
:KHHOKRXVHZLWK
/RFNHU '2:1 &KDUWDQG5DGLR
6LJQDO
6SDFH
83 &KLHI
/LJKWIRU/LIHERDWDQG/LIHUDIW
2IILFHU
V 83
%HGURRP
/RFNHU
5DGDU7UDQVSRQGHU
&DSWDLQ
V
%HGURRP
(OHFWULFDO2IILFHU
V '2:1
6DWHOOLWH(3,5% %HGURRP 6HWV
3LSH
7UXQN
7ZR:D\7UDQVFHLYHU
((%'
QG2IILFHU
V UG2IILFHU
V
&DSWDLQ
V'D\5RRP
%HGURRP %HGURRP

,OOXVWUDWLRQE/LIHVDYLQJ(TXLSPHQWDQG(VFDSH5RXWHV%DQG&'HFN %'HFN &'HFN
2IILFHUV¶/RXQJH
&KLHI&RRN
V5RRP /LEUDU\
'LUW\
/LQHQ
6HDPDQ 6WHZDUG
V5RRP /RFNHU
3LORW
V&DELQ
)LWWHU
V5RRP
%RQGHG
6WRUH /LIW3XOOH\ 2IILFHUV¶
6SDFH 3DQWU\
2LOHU1R5RRP
([WUDQG2IILFHU
V5RRP
(OHFWULF (OHFWULF
7UXQN 7UXQN
.H\ 2IILFHUV¶
7HOHYLVLRQ
DQG9LGHR
&UHZ
V5HFUHDWLRQ5RRP 5RRP
'LUHFWLRQIRU([LW
2LOHU1R5RRP
62/$67UDLQLQJ0DQXDO ([WUDUG2IILFHU
V5RRP
'2:1 83
83 '2:1 83 83
/LIH-DFNHW 2LOHU1R5RRP
'2:1 &OHDQLQJ '2:1

&UHZ
V7HOHYLVLRQDQG 7UHDWPHQW
*HDU
9LGHR5RRP 5RRP
/RFNHU
6WUHWFKHU
WK(QJLQHHU
V5RRP
+RVSLWDO
6HDPDQ
((%'
&OHDQLQJ
*HDU
/RFNHU
1R-XQLRU(QJLQHHU
V
2IILFHUV¶/DXQGU\ 5RRP
6HDPDQ
6HDPDQ
3LSH7UXQN 3LSH7UXQN
3XPS0DQ
V5RRP &DGHW5RRP
&OHDQ
&DGHW5RRP 1R-XQLRU(QJLQHHU
V
/LQHQ
6HDPDQ 6HDPDQ %RVXQ
V 5RRP &DGHW5RRP
/RFNHU
5RRP

,OOXVWUDWLRQF/LIHVDYLQJ(TXLSPHQWDQG(VFDSH5RXWHV$DQG8SSHU$FFRPPRGDWLRQ'HFN
$'HFN3ODQ
&HQWUDO$GPLQLVWUDWLRQ2IILFH
6SDUH
2IILFHUV
'LQLQJ6DORRQ
6SDUH
8SSHU'HFN3ODQ
8S
%XQNHU6WDWLRQ /LIW
.H\ 8S
2; $& )LUHPHQ
5RRP 5RRP )LVK 2XWILWV
5RRP 0HDW (OHFWULFDO
6HWV 6HWV
'LUHFWLRQIRU([LW 5RRP 7UXQN
,QHUW*DV6\VWHP )RDP5RRP 5HFHSWLRQDQG
5RRP 9HJHWDEOH )LUH&RQWURO &RQIHUHQFH5RRP
6DIHW\ 5RRP 'DLU\ 5RRP
/RFNHU 5RRP 'RZQ
'RZQ
/LIH-DFNHW
/LIW
83
&UHZ
V
7UXQN &KDQJLQJ )RRG
5RRP /LIW 'RZQ 8S
/LJKWIRU/LIHERDWDQG/LIHUDIW 'U\
3URYLVLRQV 2IILFHU
V
'RZQ 6WRUH &KDQJLQJ
'RZQ /LIW
8S 5RRP *DOOH\

8S
0XVWHU3RLQW
'RZQ
:& +\GUDXOLF
6ROHQRLG
&DUJRDQG(QJLQH
9DOYH5RRP
(PHUJHQF\(VFDSH%UHDWKLQJ'HYLFH $LU+DQGOLQJ &RQWURO5RRP
8QLW5RRP
(OHFWULF
3' (TXLSPHQW
6SDFH 5RRP 'XW\0HVV
$LU&RPSUHVVRUIRU%UHDWKLQJ$SSDUDWXV 5RRP
8S 6KLS
V
'HFN6WRUH &UHZ
V
:RUNHU :RUNHU /DXQGU\
:RUNVKRS
'HFN
,PPHUVLRQ6XLW 3DLQW 2LO 6WRUHV
&KHPLFDO 3LSH
6WRUH *UHDVH
6WRUH 7UXQN
6WRUH
6HWV 6HWV
8S
&UHZ
V0HVV5RRP
*DPHV5RRP
6HWV
6HWV

Illustration 3.3.6d Lifesaving Equipment and Escape Routes - Main Deck (Upper Deck at Accommodation)
(Located on A Deck Extension)

25
2x Upper Deck
3
Sets
25
2x
(Located on A Deck Extension) Key
Lifebuoy with Self Igniting Light Embarkation Ladder
Lifebuoy With Line (30m) Immersion Suit
Lifebuoy Lifeboat 42 Persons Totally Enclosed with Davit
Lifebuoy with Self Igniting

Rescue Boat 6 Persons
Light and Smoke Signal
Embarkation knotted Rope Inflatable Liferaft (25 or 6 Person)
Direction for Exit Light for Lifeboat and Liferaft

Illustration 3.3.6e Lifesaving Equipment and Escape Routes - Engine Room 2nd Deck and Bosun's Store
Engine Room 2nd Deck Plan
Bosun Store Plan
Down LJB
Lift
Chemical Up
Store
Chain
No.1 Crane Service Area Locker
Main Engine
Steering Gear Crane
Room
Up
Emergency
Escape
Trunking
No.2 Chain
Up
Locker
Aft Deck Machinery

No.3 No.2 No.1
Hydraulic Power Pack
No.2
No.1 No.2 No.1
Key
Direction for Exit
LJB Life Jacket Box for 6

Illustration 3.3.6f Lifesaving Equipment and Escape Routes - Engine Room 3rd Deck
Main Switchboard
Main Switchboard Room
2 Sets
Up Lift Lift
Emergency
Escape No.1
Trunking
Up Down
Main Engine
No.2
Up
Down
Up
No.3
Down Down
No.1
No.1 Purifier Room
No.2 No.2
Key
Direction for Exit
Life Jacket
Emergency Escape Breathing Device

,OOXVWUDWLRQJ/LIHVDYLQJ(TXLSPHQWDQG(VFDSH5RXWHV(QJLQH5RRPWK'HFNDQG)ORRU
3XPS5RRP'RWWRP3ODWHV
(QJLQH5RRP)ORRU
1R
1R
1R 1R
&RDPLQJ
1R
83 8S
(PHUJHQF\ /LIWLQJ 'RZQ 83

(VFDSH $UHD 1R
7UXQNLQJ
0DLQ(QJLQH
1R
1R
8S
1R
8S
'RZQ
1R
.H\
'LUHFWLRQIRU([LW
(PHUJHQF\(VFDSH%UHDWKLQJ'HYLFH

3.4 Safety Equipment
3.4.1 Hydrocarbon and Oxygen Detection Meter
3.4.2 Personal H2S Gas Analyser
3.4.3 Dräger CMS Analyser
3.4.4 Fire Detection System
3.4.5 Fire Alarm Detection Plans
3.4.6 Bosun’s Store and Chain Locker Bilge System
Illustrations
3.4a Portable Gas Detection Equipment
3.4.4a Fire Detection Panel
3.4.4b Lyngsø AMS Fire Detection Alarm Overview Screen
3.4.5a Fire Detection and Alarms - Navigation and D Deck
3.4.5b Fire Detection and Alarms - B and C Deck
3.4.5c Fire Detection and Alarms - A and Upper (Accommodation) Deck
3.4.5d Fire Detection and Alarms - Main Deck
3.4.5e Fire Detection and Alarms - Engine Room 2nd Deck and Bosun’s Store
3.4.5f Fire Detection and Alarms - Engine Room 3rd Deck
3.4.5g Fire Detection and Alarms - Engine Room 4th Deck and Floor
3.4.6a Bosun’s Store and Chain Locker Bilge System
3.4.6b Deck Drainage and Scuppers

Illustration 3.4a Portable Gas Detection Equipment
Riken 'Eagle' Isobutane and High Range H2S Analyser M

S
C
er
äg
LE Dr
EAG
%
LEL
Riken GX-2001 Personal H2S, HC (%LEL) and O2 Analyser Dräger CMS Unit and Chip
Test H2S
FLO
HIGH ALARM
LOW
max%
ppm hours
months days
BATT. - SPAN +. POWER
ALARM
ESC PEAK ZERO PUMP ENTER
Test Button
HC CAL i-C4H10 O2 415
Riken Hydrocarbon and Oxygen Analyser

BW Technologies H2S GasAlertClip
Issue: Final Draft IMO No. 9297357 Section 3.4.1/.2/.3 - Page 1 of 2

3.4 SAFETY EQUIPMENT 3.4.2 PERSONAL H2S GAS ANALYSER Portable Isobutane and High Range H2S Gas Analyser
The portable gas detection equipment on board is both comprehensive and Maker: BW Technologies Maker: Riken
well proven. Each instrument is certificated and comes with manufacturer’s Model: GA24A-H510-EL, GasAlertClip Model: Eagle
operating instructions and recommended spares and test kits. The certificates No. of sets: 1
are to be suitably filed and the monthly tests recorded. The ship carries personal H2S gas analysers sufficient for the ship’s company Range: % LEL, 0 - 1,000 ppm H2S
plus at least four spares for guests on board. The analyser unit is designed so
3.4.1 HYDROCARBON AND OXYGEN DETECTION METER that when a new battery is installed inside the unit it will continue to run for a
maximum period of 24 months; there is no On/Off switch. The Riken Eagle portable analyser unit is used to measure isobutane and high
Maker: Riken levels of H2S up to a value of 1,000 ppm. The analyser has the ability to draw a
Model: RX-415 Hydrogen sulphide, which is becoming more common in crude oil cargoes, is sample via a hose line up to a value of 38m. The construction and design of the
classed as an enzyme inhibitor which has the effect of temporarily stopping analysing unit readily allows the device to be used while wearing a chemical
No. of sets: 2
the transport of oxygen between body tissues. The gas, which is heavier than suit. The period of continual operation is rated at 18 hours when using Ni-Cad
Range: % Vol + % LEL batteries.
air, invisible to the naked eye and highly explosive, will kill immediately in
concentrations over 1,000ppm.
The model RX-415 is designed for measurement of hydrocarbon gas/vapours 3.4.3 DRÄGER CMS ANALYSER
of crude oil etc. in inert gas or air, and can accurately measure the concentration The gas, which has a smell similar to rotten eggs, will kill the sense of smell
of hydrocarbon gas/vapours with a wide range of 0% to 100%. The oxygen in 3 to 15 minutes when in concentrations above 100ppm, there will also be Maker: Dräger
levels are measured in a range from 0-25%. a stinging of the eyes and throat. In concentrations above 200ppm there will Model: CMS
additionally be losses of the sense of reasoning and balance. Above 500ppm No. of sets: 1
The element to detect the sample gas consists of two types: a non-dispersive unconsciousness will quickly set in with respiratory paralysis within 30
Sample chips: Carbon monoxide
infrared element is used for measuring the hydrocarbon gasses, while a to 45 minutes. At 700ppm, breathing will stop unless immediate artificial
galvanic cell is used to measure the oxygen content. resuscitation is administered in a safe area. Carbon dioxide
Hydrogen sulphide
The battery charge should allow 40 hours on continuous usage between The gas analyser has default alarm settings of 5ppm (low alarm point) and Mercaptan
recharging, while the response time of the unit when sampling should be 10ppm (high alarm point). At the low alarm point the unit will emit a beep Benzene
expected within 30 seconds. Full details of the control buttons are given on every 2 seconds with the screen indicating the Low Alarm point, additionally
the product sheet. the unit will vibrate slowly and the LED in the illuminated head will activate.
The Dräger CMS (chip measuring system) analyser employs an analyser unit
When the high alarm point is reached the unit will beep every second and
which accepts a factory calibrated chip composing of ten individual chemical
indicate the high alarm point on the screen, the vibrating action will become
Personal MultiGas Analyser rapid.
specific channels. Each chip has the gas type and sample range clearly marked
on the body of the chip. When the chip is inserted into the analyser unit the
Maker: Riken device reads a bar code on the chip which determines the type of analysis
When the analyser unit is give to members of the ship’s company they must
Model: GX-2001 to be carried out by the unit. Menu driven commands on screen direct the
be instructed on how to carry out a self-test function on the unit. When the test
operator during the analysis operation, with the test results appearing on the
Type: H2, Hc (%LEL), CO and O2 button is pressed the unit will emit one beep and vibrate once, the high and
LCD screen.
No. of sets: 2 low level alarm set points will be indicated on the screen plus all of the display
information. When the test is completed the unit will display the life period
The ship carries two Riken GX-2001 personal H2S, Hc (% LEL) and O2 % left on the battery.
detectors which are designed to be clipped to the clothing of the operator.
Operation and calibration instructions are printed on the inside of the stowage
container.
For detailed operation, calibration instructions and limitations of use, please

consult the manufacturer’s operating manual.
The use of the equipment and any maintenance carried out should be logged in
the appropriate file in the SMS system.
Issue: Final Draft IMO No. 9297357 Section 3.4.1/.2/.3 - Page 2 of 2

Illustration 3.4.4a Fire Detection Panel
Central Unit Panel
Salwico CS3000
POWER ON
FIRE SEC 6 DET 13 1 (1) DISCONNECTION
FIRE 6 13 CREW CABIN 14 TEST......

ALARM TRANSFER
SECTION DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA EXTERNAL FAULT
ALARM
EXTERNAL
4 5 6 D DETECTOR EC CONTROL
M MUTE
EXTERNAL CONTROL
ALARM RESET SMOKE ALARM
ACTIVATED 1 2 3 SD DETECTOR AD DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Fire Alarm Panel Operating Panel

3.4.4 FIRE DETECTION SYSTEM Fire Alarm Panel S, D, SD, EA, AD: Command keys used to choose the
The fire alarm panel is activated when a fire alarm is detected on the system. unit (section/detector no. etc) to
Fire Detection Equipment The FIRE indicator flashes and the section number and detector address in operate.
Maker: Consilium Marine alarm are displayed on the numeric display.
MUTE: Fault handling key used to
Type: CS 3000 Salwico Fire Detection System
Keys Operation acknowledge faults and to mute the
ALARM MUTE: This key is used to acknowledge buzzers.
Introduction the fire alarm and mute the buzzers.
RESET: Fault handling key used to reset the
The CS3000 Fire Detection system is a computerised, fully addressable faults.
analogue fire alarm system with analogue detectors. The operating panel, ALARM RESET: This key is used to reset the fire
control unit and power supply are contained in a central cabinet in the foam alarm. ON, OFF, TIMER: Operation keys used to choose the
room fire control station on the upper deck port side of the accommodation. operation to perform.
There are four loops connected to the system with a 7.2Ah battery system ALARMS IN QUEUE: LEDs indicate multiple alarms
back-up in the event of a power failure. which can be scrolled through using LIST: List handling keys, the LIST key is
this key. Each alarm is listed in the used to open the list function.
alphanumeric display. The arrow keys are used to scroll
Loop No.1: Accommodation areas, wheelhouse, D deck, C deck, B deck,
through the lists.
A deck and upper deck.
Indicators Description
Loop No.2: Engine room, all decks (not including the casing area). Indicators Description
EXT. CONTROL LED indicating that an external
Loop No.3: Funnel casing all decks and steering gear room. ACTIVATED: control output is active. POWER ON: Illuminated when the power is on.
Loop No.4 Pump room, bosun’s store and emergency generator room. DISCONNECTION: General disconnection of detectors
SECTION/DETECTOR LED indicating that an alarm reset
NOT RESET: has been attempted but failed. indicator.
The Salwico CS3000 comprises a wide range of detectors and sensors to (Detector still in alarm)
suit different needs and conditions. It includes detectors for different alarm ALARM TRANSFER: Is lit when the dedicated fire output
parameters, for example, smoke, heat and flames. Manual call points, short is activated (steady light) and is
circuit isolators and a timer are connected to the loop where required. A fault Operating Panel flashing when the door is open, the
in the system or a false alarm is detected immediately since the function of The operating panel is used for controlling the system and to display extra fire output is deactivated.
the detectors and other installed loop units are automatically and continuously information in case of a fire alarm. The alphanumeric display is used as a
tested. complement to the numeric display on the fire alarm panel, as a communication EXTERNAL ALARM: Is lit when an external alarm output
medium when operating the system and to display guiding texts for the function is disconnected or faulty.
Situated on the main control panel is a control switch which initiates or inhibits keys. Under normal conditions, when the central unit is in normal status, the
the starting of a standby generator on the detection of a fire alarm. text ‘Salwico CS3000’ is displayed together with the date and time. DELAY OFF: Is lit when the time delay is
deactivated.
Two fire alarm repeater alarm units of the MN3000 type are also fitted. One Keys Operation
is located in front of the radio console on the bridge and the other in the cargo F1, F2, F3, F4: Function keys, used for choosing SYSTEM FAULT: Is lit when a fault occurs in the
and engine control room (CECR). The repeater panel allows the ship’s staff to functions from the menus in the system.
monitor alarms and scroll through alarms in the queue list but not to accept any display and for entering certain
alarms or perform any disconnections or reconnections. The system can also characters with no keys of their ABNORMAL COND: Is lit when an abnormal condition
identify defective detectors in each loop. own. has occurred.
Central Unit Panel 0-9: Numeric keys.
The central unit panel is divided into two parts, the fire alarm panel and the Correction key: The last key stroke is erased.
operating panel. The fire alarm panel is activated when there is a fire alarm
in the system. The operator verifies and supervises the system by using the Return key: The system returns to normal status,
different keys and the display on the operating panel. ‘Salwico CS3000’ is displayed.

Illustration 3.4.4b Lyngsø AMS Fire Detection Alarm Overview Screen
UCS 2100 Lyngso Marine 10/01/2005 14:15:24

File Area Diagram Graph Event View Window Help
Alarms: 5 Watch: MSB RM ATTENDED Fire Overview Ackn. ACC. A-DK FIRE
Manual Supress: 15 Duty: 2ND ENG
PMS Add Lists Alarm List
Unack'ed Alarms: 0 Backup: NONE
Oldest Unack. Alarm: Ctrl.Right Main Menu ACC. "B" and "C" Deck
Fire Overview Officers F Central
Dining Adm. Office
FIRE DETECTION SYSTEM OVERVIEW S S
FIRE ALARM FIRE DETECTION SYSTEM FAIL

Wc Recept. &
Conf. Room
S S
W/H
ACC. D-DK H
ACC. C-DK Cargo &
ACC. B-DK
HD1109 A DK GALLEY (P) HEAT
F Eng. Control Rm
Galley
ACC. A-DK
ACC. UPP-DK P
U
M
BOSUN STORE Duty S
E/R 2ND DK
P
Mess Rm
S/G ROOM
E/R 3RD DK
R
O
H
O F H
E/R 4TH DK M S
E/R FLOOR
F
DRAFT AFT DRAFT PORT DRAFT PORT DRAFT FORE
8.63M 7.40M 7.72M 6.36M Crew Game Rm
Mess Rm
LIST TRIM
-0.40º 2.28º
S S
2nd Deck F
This overview screen display above shows the ACC. A-DK in alarm.
The screen image on the right shows the image that could be
seen on ACC. A-DK, with the galley port side heat sensor in alarm.
When a sensor is in alarm it is indicated in red, moving the cursor

over the sensor will give the detector head full address number and location.
This image also shows the fire doors. When the doors are open they S Smoke Detector
are ajar and highlighted in red, when they are closed their colour
changes to green and the icon moves across the passageway. F Manual Pushbutton
Manoeuvring through the decks can be carried out from the overview H Heat Detector
screen then via the Up/Down arrows as indicated on the right hand image.

Connection into the Ship’s Alarm and Monitoring System b) The FIRE and ALARMS IN QUEUE indicators stop flashing Fire Alarms That Do Not Reset
(AMS) and become steady red when all the fire alarms are muted. The A detector that cannot be reset can be listed in two ways. Press the LIST or
audible fire alarm is permanently silenced when the ALARM ALARMS IN QUEUE key.
The is an interface connection box from the fire alarm system into the Lyngsø MUTE is pressed.
AMS system. This function allows the operator to directly call up the fire The ALARMS IN QUEUE key can only list the non-resettable fire alarms if all
alarm system on an operator station via a selection button (Fire Overview) c) The section number and detector address in alarm are displayed fire alarms are acknowledged and reset (ie the ALARMS IN QUEUE LEDs are
on the main screen. When this screen is selected, an overview of the ship is on the fire alarm panel and on the alphanumerical display on the not lit) and if all faults are acknowledged. If this is not the case, the ALARMS
displayed in a side elevation format. Each deck level which is coved by the fire operating panel. IN QUEUE key will only list the fire alarms that are not reset.
detection system is highlighted as a green section with the area name location.
When the cursor is passed over each section area a rollover button appears. d) The address of the first fire alarm is displayed on the first line a) Press ALARMS IN QUEUE repeatedly to select the appropriate
Clicking on this button will bring up all the detector heads and fire doors on and additional information about the alarming unit is displayed fire alarm. The fire alarm address is displayed on the fire alarm
that level. on the second line, if provided. The address of the latest fire panel and the operating panel alphanumerical display.
alarm is displayed on the third line and additional information
If a fire detector head or fire alarm pushbutton has gone into alarm, then the about this unit is displayed on the fourth line. The total number b) Press ALARM RESET. The system tries to reset the fire
deck level section which has the alarm will be highlighted in red. When the of fire alarms is shown to the right on line one. alarm.
operator enters into the deck level in alarm, the detection head/pushbutton
will also be hightlighted in red, this will allow the duty officer to direct the e) Press the ALARMS IN QUEUE button to display the next fire If no key is depressed for about 60 seconds the display returns to the first non-
assessment party/crew member to the exact location. alarm. resettable fire alarm. If the fire alarm is reset it disappears from the display
and from the fire alarm list. The display then returns to the next fire alarm or
The fire doors are also indicated on the deck arrangement panels, when a door f) The second fire alarm address is displayed both on the fire if there are no more fire alarms it returns to normal status, ‘Salwico CS3000’
is open it is shown in red and ajar, when a door is closed it is shown in green alarm panel and on the alphanumerical display. The fire alarm is displayed. If the alarm does not reset, the reason is displayed on line three.
with the icon moving to indicated the passageway is blocked. is presented on the two first lines on the display. Five seconds The problem should be investigated. The non-resettable fire alarm is displayed
after pressing ALARMS IN QUEUE, the first fire alarm is again.
displayed again.
Fire Dectection System Operation
The LIST key can always be used regardless of system status. Pressing LIST
Detection of a Fire Alarm g) If ALARMS IN QUEUE is pressed when the last fire alarm shows the fire alarms one by one on the first line of the alphanumerical display.
is displayed, the first fire alarm is displayed again and the They can then be reset in the normal way one by one. If the alarm does not
FIRE lamp is flashing: A fire alarm is detected in the system. ALARMS IN QUEUE indicator goes out for 5 seconds. reset, the reason is displayed on line three. The problem should be investigated.
a) At the main control panel in the foam room and fire control The not resettable fire alarm is displayed again.
station on A deck, press ALARM MUTE, to mute and Reset Fire Alarm
acknowledge the fire alarm. Fault Indication
Only one fire alarm can be reset at a time, i.e. the displayed fire alarm.
The FAULT indicator is flashing and the internal buzzer is sounding. One or
b) The FIRE indicator stops blinking and becomes steady red. The
a) Press the ALARMS IN QUEUE button repeatedly to select the more faults are detected in the system and the latest fault is displayed on the
audible fire alarm, including the internal buzzer is permanently
appropriate fire alarm. alphanumeric display. The first line displays the word FAULT, a fault code
silenced when the ALARM MUTE is pressed.
followed by the section number, the detector address, and a fault message.
b) Press ALARM RESET to reset the fire alarm. The system tries Additional text is displayed on line two, if provided The fault codes are listed
c) The section number and detector address in alarm are displayed
to reset the fire alarm. in the manufacturer’s manual. Only one fault can be acknowledged at a time.
on the fire alarm panel and on the alphanumerical display on the
Press M in the FAULT field to acknowledge the fault and mute the buzzer.
operating panel.
c) When a fire alarm is reset it disappears from the display and the
fire alarm is moved to the fire alarm history list. The next fire The FAULT indication stops flashing and becomes steady yellow. The internal
d) The section number and the detector address are displayed on
alarm is then displayed or if there are no more fire alarms the buzzer is permanently silenced. The fault is placed in a fault list and the
the first line and additional information about the location is
system returns to normal status, ‘Salwico CS3004’ is displayed alphanumeric display is erased. The next fault is displayed if there are more
displayed on the second line, if provided.
with date and time. faults. Otherwise the display is erased and it returns to its previous status. The
number of faults in the system and the order they occurred is displayed on line
ALARMS IN QUEUE lamp is flashing: There is more than one fire alarm in
d) If the fire alarm does not reset, the reason is displayed on line three. The fault list can be scrolled through by using the up and down arrow
the system.
three. The indicator SECTION/DET NOT RESET is displayed. keys.
a) Press ALARM MUTE repeatedly, to mute and acknowledge all This could be because the detector still detects high levels of
the fire alarms. smoke, fumes and/or ionisation etc. The actual detector may
also be faulty and should be investigated.

To Reset Faults c) Press OFF to disconnect the section. All detectors or type of Disconnection of an Individual Detector Head for a Defined
detectors that were selected in that section will immediately be Time Period
a) Press LIST to open the list function, Faults can only be reset disconnected.
from the fault list. It is possible to disconnect a detector head, a whole section or a series of
d) When the section is disconnected the text on line three is detectors in a section that will be reconnected automatically after a set time
b) Press F2 to select the fault list. The latest fault is always changed to ORDER DONE. period. The maximum time allowable for this procedure is 24 hours. The
displayed first. The fault list can be scrolled through using the example described is for a single head, for details of the other examples please
list key. The LED on the arrow key is lit if there are more faults e) The DISCONNECTION LED is lit if this is the first active consult the manufacturer’s manual which indicates the steps to be followed.
to be listed. disconnection in the system.
a) Press S to select the section.
c) Press the arrow keys until the appropriate fault is displayed. f) A message is displayed on line three, for about five seconds,
if the system cannot disconnect the section. The system then b) Enter a section number, eg. 1.
d) Press R in the FAULT field to reset the fault. The system returns to the previous menu.
attempts to reset the fault. Press ‘SD’ for a smoke detector followed by the detector address
g) Continue to define the next disconnection or, if finished, return ID number, eg 57. This would then indicate section 1 detector
e) The fault is reset if it disappears from the list. The next fault is to normal by pressing RETURN. 57, which corresponds to ‘C DK HOSPITAL SMOKE’.
displayed after about 5 seconds. If the fault list is empty, the text
LIST EMPTY is displayed, and the system returns to normal Selection of detector or a thermal detector follows the same
status, ‘Salwico CS3000’ is displayed. If the fault is not reset,
Disconnection of an Individual Detector Head
pattern as previously described, except use ‘D’ or F4 followed
the reason is displayed on line three. Investigation is required. by F3 respectively.
a) Press S to select the section.
c) Press TIMER followed by the time required in hh:mm using the
Disconnections b) Enter a section number, eg. 1.
24 hour clock.
Different parts of the fire alarm system can be disconnected for instance, Press ‘D’ for a detector followed by the detector address ID
number, eg. 98. This would then indicate section 1 detector 98, d) Press OFF to set the disconnection. The section, detector and
sections, detectors, manual call points, section units, alarm devices, external
which corresponds to ‘SD1098 - A DK CECR (P) SOMKE’. time allowed will be indicated on the first line. When the
control devices and loops. This can be useful when there is welding in a
or section is disconnected the text on line three is changed to
particular section or removal of detectors is required due to structural shipboard
Press ‘SD’ for a smoke detector followed by the detector ORDER DONE. The DISCONNECTION LED is lit if this is
work etc. A whole section can be disconnected permanently or for a defined
address ID number, eg. 6. This would then indicate section the first active disconnection in the system.
time interval using the timer function. The disconnected section can only be
reconnected from the ‘Disconnections’ list. 1 detector 6, which corresponds to ‘SD1006 - W/H ELEC.
ROOM SMOKE’. Reconnection of a Detector
When operating the system a mistake can be corrected using the BACK key to
erase one step at a time backwards. To interrupt the disconnection function and or, section number, eg 2, The monitoring system must be in standby condition in order to select detectors
return to normal status, press the RETURN key. The system returns to normal or sections to be reconnected.
status and ‘Salwico CS3000’ is indicated. Press F4 (menu) followed by F3 for a thermal detector followed
by the detector address ID number, eg. 25. This would then a) Press either the On or List button. The display will show a series
indicate section 2 detector 25, which corresponds to ‘FD2025 of lists that can be selected, FIRE ALARM, FAULT, DISCONN
Disconnection of a Whole Section - E/R 3RD DK - NO.1 G/E FLAME’. or MORE.
a) Press S to select the section. c) Press OFF to disconnect the selected detector. When the section b) Press F3 for DISCONN. A list will be presented on the display,
is disconnected the text on line three is changed to ORDER the last disconnection the was made will be shown first
b) Enter a section number. If only a certain type of detector in the DONE. The DISCONNECTION LED is lit if this is the first along with its identification address and the total amount of
whole section is to be selected for disconnection press one of active disconnection in the system. disconnections that are in the list.
the following after having first selected the section number:
c) Use the up and down arrow keys to scroll through the list until
Press ‘D’ for a detector
the selected detector is displayed. The LED on the arrow keys
or
will light up if there are more disconnections listed.
Press ‘SD’ for a smoke detector
or
Press F4 (menu) followed by F3 for a thermal detector

d) When the detector has been identified, press the ON button,

the display will show EXECUTING ORDER. When the
reconnection is complete the display will show ORDER DONE.
If further reconnections are to be carried out use the arrow keys
to select the required detector, then follow the procedure as
indicated above.
e) If no further reconnections are to be made the system will return

to normal status after a period of time. If all of the detectors
have been reconnected the display will indicate LIST EMPTY.
After five seconds the system will return to normal status and
Salwico CS3000 will be displayed on screen.
Further in-depth operations are available from the manufacturer’s manual.

3.4.5 FIRE ALARM DETECTION PLANS

,OOXVWUDWLRQD)LUH'HWHFWLRQDQG$ODUPV1DYLJDWLRQDQG''HFN ''HFN3ODQ 1DYLJDWLRQ'HFN3ODQ
%
QG(QJLQHHU
V'D\5RRP
*)
QG(QJLQHHU
V
%HGURRP
&KLHI(QJLQHHU
V'D\5RRP
*) *)
%
*)
*)
*)
*)
)LOH
.H\ 6HUYHU
*) %
(OHFWULF&RQYHUWHU
5RRPDQG:RUNVKRS
3XVKEXWWRQIRU &KLHI(QJLQHHU
V
*HQHUDO$ODUP (OHFWULF %HGURRP
7UXQN *)
*)
3XVKEXWWRQIRU *)
)LUH$ODUP
*)
*)
6PRNHDQG
+HDW'HWHFWRU
:KHHOKRXVHZLWK
'2:1 83 &KDUWDQG5DGLR
UG(QJLQHHU
V&DELQ &KLHI2IILFHU
V'D\5RRP
*HQHUDODQG)LUH$ODUP %DWWHU\ (OHFWURQLFV 6SDFH
*)
83 5RRP 5RRP
*) *)
([WHQVLRQ$ODUP
*)
3DQHO
'2:1 '2:1
*6
*DV$ODUP /RFNHU
*$ '2:1
5HSHDWHU3DQHO *$
*)
*DV6DPSOLQJ )
*6 &KLHI2IILFHU
V
5HSHDWHU3DQHO *)
83
%HGURRP /
/RFDO)LUH)LJKWLQJ 83
*) *)
*) %
/ 6\VWHP)LUH
/RFNHU *)
5HSHDW3DQHO
&DSWDLQ
V
*) *)
([WHQVLRQ%X]]HU %HGURRP *)
% (OHFWULFDO2IILFHU
V
'2:1
%HGURRP
) )LUH5HSHDWHU3DQHO 3LSH
7UXQN
*)
*)
*) *)
QG2IILFHU
V UG2IILFHU
V
&DSWDLQ
V'D\5RRP
%HGURRP %HGURRP
*) *) *)

,OOXVWUDWLRQE)LUH'HWHFWLRQDQG$ODUPV%DQG&'HFN %'HFN &'HFN
*) 2IILFHUV¶/RXQJH
&KLHI&RRN
V
&OHDQ 5RRP /LEUDU\
/LQHQ
*) *) /RFNHU *)
6HDPDQ 6WHZDUG
V 5RRP
5RRP
*)
*)
*) *) *) [ 3LORW
V5RRP
)LWWHU
*) *) *)

*)
%RQGHG
6WRUH /LIW3XOOH\
*) 2IILFHUV¶ *)
'Q 6SDFH
3DQWU\
*) *)
$ZQLQJ *)
6ZLPPLQJ
$UHD (OHFWULF
3RRO 2LOHU
*) ([WUDQG2IILFHU
7UXQN (OHFWULF %
*)
7UXQN
2IILFHUV¶
*) 7HOHYLVLRQ
*) *) *)
*) *) &UHZ
V5HFUHDWLRQ5RRP DQG9LGHR
5RRP
'RZQ 2LOHU
*) 6HWV *)
*) *)
'2:1 83 ([WUDUG2IILFHU
83 '2:1 83
*) *) *)
83
*) 2LOHU
'2:1 &OHDQLQJ
8S &UHZ
V7HOHYLVLRQDQG *HDU '2:1
9LGHR5RRP *) 7UHDWPHQW
/RFNHU *)
5RRP *)
*)
*)
*) *) WK(QJLQHHU
V5RRP
8S +RVSLWDO
6HDPDQ *)
'Q
*) *)
'RZQ
*)
&OHDQLQJ *)
*HDU *)
*) *) /RFNHU
2IILFHUV¶/DXQGU\
-XQLRU(QJLQHHU
V1R
6HDPDQ
6HDPDQ
3LSH7UXQN
3LSH7UXQN
*)
.H\ *) *)
*HQHUDODQG)LUH$ODUP *) *) *)

*)
*) *)
3XPS0DQ
&DGHW5RRP
3XVKEXWWRQIRU)LUH$ODUP *) *)
*) *)
*)
&OHDQ
7KHUPDO'HWHFWRU
/LQHQ -XQLRU(QJLQHHU
V
6HDPDQ 6HDPDQ %RVXQ
V5RRP &DGHW5RRP
/RFNHU 1R
6PRNHDQG+HDW'HWHFWRU *) *) &DGHW5RRP
*) *)
*) *) *) *)
([WHQVLRQ$ODUP3DQHO
%
([WHQVLRQ%X]]HU

,OOXVWUDWLRQF)LUH'HWHFWLRQDQG$ODUPV$DQG8SSHU$FFRPPRGDWLRQ'HFN

$'HFN3ODQ
*)
*)
&HQWUDO$GPLQLVWUDWLRQ2IILFH
*)
2IILFHUV
'LQLQJ6DORRQ
8SSHU'HFN3ODQ
*) *)
8S
'RZQ
8S *) %XQNHU6WDWLRQ
*) /LIW 5HFHSWLRQDQG
2; $&
)LVK *) &RQIHUHQFH5RRP
5RRP 5RRP 6ZLPPLQJ *\PQDVLXP
5RRP 0HDW
) 3RRO
5RRP
/ / 7DQN (OHFWULFDO
/ *HQHUDO *)
9HJHWDEOH 7UXQN 6HWV
'DLU\ 6WRUH
5RRP
5RRP
/ 6HWV
*)
'RZQ *)
*) 'RZQ
/LIW /
83 *) 8S
*)
7UXQN
/
/
*)
)RRG
'U\ 'RZQ 8S
8S 8S /LIW
3URYLVLRQV &DUJRDQG(QJLQH
'RZQ 6WRUH *)
*)
&RQWURO5RRP
'RZQ /LIW /
*)8S *)
8S /
*)
*DOOH\
*)
'RZQ *)
:&
/ :DVWH
*) 2LO
/ 8S 3XPS *)
/
/
$LU+DQGOLQJ *)
*)
8QLW5RRP *) *) / /
3' ,QFLQHUDWRU
8S
6SDFH
8S *DUEDJH
'RZQ 6ZLWFKERDUG 'XW\0HVV
2LODQG
3DLQW +DQGOLQJ 5RRP
*UHDVH
6WRUH 6SDFH )
6WRUH *) *)
*) *)
&2
*) 6HWV /RFNHU
3LSH
*) )UHVK,QWDNH 7UXQN
%'HFN3ODQ
8S
*)
*) *)
&UHZ
V0HVV5RRP
*) *)
.H\
/RFDO)LUH)LJKWLQJ6\VWHP ([WHQVLRQ%X]]HU
*HQHUDODQG)LUH$ODUP 6LJQDO/LJKW&ROXPQ %
*) 3XVKEXWWRQIRU)LUH$ODUP
*DPHV5RRP
$LU+RUQIRU/RFDO)LUH)LJKWLQJ6\VWHP 7KHUPDO'HWHFWRU ([WHQVLRQ$ODUP3DQHO

/
*) 6HWV
3XVKEXWWRQIRU)LUH$ODUP 6PRNHDQG+HDW'HWHFWRU ) )LUH5HSHDWHU3DQHO
3XVKEXWWRQIRU*HQHUDO$ODUP *DV$ODUP*DV6DPSOLQJ
)ODPH'HWHFWRU
$ODUP5HSHDWHU3DQHO *)

Illustration 3.4.5d Fire Detection and Alarms - Main Deck
Upper Deck
G. F.
G. F.
G. F. G. F.
Key
General and Fire Alarm

G. F.
Pushbutton for Fire Alarm

,OOXVWUDWLRQH)LUH'HWHFWLRQDQG$ODUPV(QJLQH5RRPQG'HFNDQG%RVXQ¶V6WRUH
(QJLQH5RRPQG'HFN3ODQ
%RVXQ6WRUH3ODQ
.H\
*)
)LUH$LU+RUQ *)
)2$0 *)
*)
*HQHUDODQG)LUH$ODUP
*)
/ 'RZQ
/LIW
$LU+RUQIRU/RFDO *) 8S
)LUH)LJKWLQJ6\VWHP )
/ *)
&KDLQ
/
6WHHULQJ*HDU 1R /RFNHU
$LU+RUQIRU)LUHDQG
5RRP
) *HQHUDO$ODUP 0DLQ(QJLQH
*)
*)
) &UDQH
6LJQDO/LJKW&ROXPQ 8S )2$0
/
/ /
3XVKEXWWRQIRU)LUH *) /
$ODUP 1R *)
8S &KDLQ
/RFNHU
/RFDO)LUH)LJKWLQJ6\VWHP
*)
7KHUPDO'HWHFWRU / /
$IW'HFN0DFKLQHU\ 1R 1R 1R
+\GUDXOLF3RZHU3DFN 1R
6PRNHDQG+HDW 1R 1R 1R
'HWHFWRU
)ODPH'HWHFWRU
/RFDO)LUH)LJKWLQJ6\VWHP
/ 6PRNHDQG+HDW'HWHFWRU
/RFDO)LUH)LJKWLQJ6\VWHP)ODPH'HWHFWRU
/

Illustration 3.4.5f Fire Detection and Alarms - Engine Room 3rd Deck
Key
Main Switchboard
Smoke and Heat Detector
Main Switchboard Room
Flame Detector G. F. L
G. F.
Pushbutton for Fire Alarm Up Lift Lift

G. F.
No.1 L
Local Fire Fighting System L
L Smoke and Heat Detector FOAM
Up L Down
F
Local Fire Fighting System Flame Detector L Main Engine
L No.2
Up L L
Pushbutton for Local Fire Down L
Up
Fighting System
FOAM
No.3 G. F.
Signal Light Column L
L L F
Local Fire Fighting System

L
Fire Control Panel
Down Down
G. F. General and Fire Alarm G. F.
No.1
Air Horn for Local Fire No.1 G. F.
L L F
Fighting System FOAM
L L
No.2 No.2
FOAM Foam Air Horn
L
Air Horn for Fire and

F
General Alarm

,OOXVWUDWLRQJ)LUH'HWHFWLRQDQG$ODUPV(QJLQH5RRPWK'HFNDQG)ORRU
1R
1R
1R 1R
(QJLQH5RRP)ORRU3ODQ &RDPLQJ
1R *)
83 ) )2$0
8S
/LIWLQJ 'RZQ 83
)2$0 )
$UHD 1R
0DLQ(QJLQH
*) )2$0
1R
*)
)
*)
1R
)2$0 )
8S
.H\
1R
8S
'RZQ
1R *)
6PRNHDQG+HDW'HWHFWRU
)ODPH'HWHFWRU
6LJQDO/LJKW&ROXPQ
)RDP$LU+RUQ
)2$0
*HQHUDODQG)LUH$ODUP
*)
)
$LU+RUQIRU)LUHDQG*HQHUDO$ODUP

Illustration 3.4.6b Deck Drainage and Scuppers

Accommodation Scupper Plug
BC575F From Fire and G/S Line Guide Plate
BC501F BC502F (To be plugged when not in use)
65 Rose Plate
Swimming Pool Void
Tank
100 Min. 2500 Min. 2500
100 Scupper Pipe
Inert Gas Generator Key
Below Shear Strake
Room Slop Tank Slop Tank
BC503F Mid Part Approx. 4500mm
(Port) (Starboard) Other Part Approx. 450mm Drainage
150
Fire and G/S
Air
Swimming Pool Tank
Water Ballast Tank Water Ballast Tank
Fresh Water Tank (Port) (Starboard)
(Port and Starboard)
Midship Section Chain
Steering
Gear Room Locker
Bosun's
150 150 150 150 150 150 150 150 150 150 Store
Void Engine No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
Room (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard)
Slop
Tank Fore Peak Tank
Pump (Port and (Centre)
Room Starboard)
No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard)
150 150 150 150 150 150

150 BC501F
150
150 Drain Plug
BC513F 'U' Seal Line
with Surface Valve 50
'U' Seal End is Positioned
Below 98% Level
150 BC511F
Air Driven Pump
Swimming Pool
(20m3/h x10mwc) Chain
Locker
BC515F
Engine
Accommodation
Casing AR553F
From Compressed Air

Chain
Locker
150
'U' Seal Line
with Surface Valve
'U' Seal End is Positioned 50
BC514F Below 98% Level Drain Plug
150
150
150
Accommodation Ladder 150
150 150 150 150 150

3.4.6 BOSUN’S STORE AND CHAIN LOCKER BILGE c) Open the eductor and system valves as in the following tables. f) Shut the water supply valve to the eductor when all bilges
SYSTEM connected to that eductor are empty and then close the system
Description Valve valves.
Eductor Sea water supply valve FD501F
g) Close the eductor overboard discharge valve BG501F.
Maker: Ki-Won Eductor discharge valve BG503F
No. of sets: 1 Port chain locker suction valve BG507F
Note: Before discharging the bilge wells in the bosun’s store, the bilge well
Suction capacity: 5m3/h Starboard chain locker suction valve BG508F contents must be checked to ensure there is no oil in the well. If there are
Driving water: 20m3/h at 10kg/cm2 Bosun’s store port bilge well BG504F traces of oil, alternative means of discharging the bilge well must be used.
Bosun’s store centre bilge well BG505F
Introduction Bosun’s store starboard bilge well BG506F
A single bilge eductor, driven by sea water from the fire/deck wash line, is d) When the sea water supply valve to the eductor is opened the
provided for the drainage of the bosun’s store and chain lockers. Each suction eductor will create a partial vacuum in the eductor suction pipe
point is equipped with a suction non-return valve. and that will remove water from the bilge well.
Procedure for Discharging Bilge Water from the Chain Locker e) Close the bilge well suction valve when the well is empty.
and Bosun’s Store
The chain lockers and the bosun’s store have bilge wells which are discharged
using a bilge eductor. The eductor has a capacity of 5m3/h and is driven by sea
water from the deck fire hydrant system supplied by any of the fire pumps. The
bilge water is discharged directly overboard. ,OOXVWUDWLRQD%RVXQ
V6WRUHDQG&KDLQ/RFNHU%LOJH6\VWHP
a) The fire main is kept pressurised during normal operations by )URP)LUHDQG'HFN

:DVK/LQH
the fire line pressurising pump which is kept on automatic cut- /$+
)URP'HFN0DFKLQHU\ 7R'HFN0DFKLQHU\
in/out mode. On its own the fire line pressurising pump has 7R$LU'ULYHQ 2LO&RROHU %*3RZHU3DFN8QLW
3XPS )
the capacity to drive the eductor although it is more practical %RVXQ )URP&RPSUHVVRU
for either of the bilge, fire and GS pumps to be used. Due to 6WRUH $LU6\VWHP
the small demand by the eductor, it may be necessary to open %RVXQ &KDLQ %*
a hydrant valve in order to maintain a good flow through the 6WRUH /RFNHU %* %LOJH:HOO &KDLQ %*
%*) ) /RFNHU)
) P
bilge, fire and GS pump. The fire pumps are normally kept ready
%*
with valves open so that any of the pumps can immediately (GXFWRU %*) %* %* )
) $5
) )
pressurise the fire main. /$+ %*
%LOJH:HOO )
P )URP5HVHUYRLU
b) Open the eductor overboard discharge valve BG501F. This /RDGHG:DWHU/LQH 7DQN
%LOJH:HOO )URP)LUHDQG
valve is also used to discharge the cooling sea water from the :DVK'HFN/LQH
forward deck machinery hydraulic cooler. &KDLQ (GXFWRU
/RFNHU %* %* PK
) )
%* )URP'HFN0DFKLQHU\
) 2LO&RROHU
%LOJH:HOO %*
P )
%* %*
)RUH3HDN7DQN ) )
&HQWUH /$+
.H\
%LOJH:DWHU
)LUHDQG:DWHU:DVK

PART 4: EMERGENCY SYSTEMS AND PROCEDURES
4.1 Emergency Systems and Procedures

4.1.1 Deck Fire Hydrant, Lifeboat and Liferaft Water Spray Systems
4.1.2 Quick-Closing Valves, Fire Dampers and Emergency Stops
4.1.3 Deck Foam Fire Fighting System
4.1.4 Engine Room Local Fire Fighting System
4.1.5 Sea Water Spray System
4.1.6 Fire Control Station
4.1.7 Galley Fat Fryer Extinguishing System
Illustrations
4.1.1a Fire and Deck Wash System
4.1.1b Lifeboat, Liferaft and Rescue Boat Water Spray System
4.1.2a Quick-Closing and Remote Closing Valve System
4.1.3a Deck Foam Fire Fighting System
4.1.4a Engine Room Local Fire Fighting System
4.1.4b Local fire Fighting Detection Control Panel
4.1.4c Local Fire Fighting Detection Repeater Panel
4.1.5a Sea Water Spray System
4.1.6a Fire Control Station

Illustration 4.1.1a Fire and Deck Wash System

Navigation Bridge Deck
HB 'B' Deck 'C' Deck 'D' Deck
FD 564F FD 566F FD 568F FD570F
FD 561F
Key
HB HB HB HB
FD 563F FD 574F
Fire and Wash Deck Water 'A' Deck
Fresh Water
HB Hose Box HB HR HR HR HR FD Flushing
FD 565F FD 567F FD 569F 571F Line
FW Hose Reel (Inside Accommodation)
HR
HB HB HB HB
Steam
HB
Sea Water
Air
FD562F
Bilges FD
541F
Fire No.6 W.B.T (P) No.5 C.O.T. (P) No.4 C.O.T. (P) No.3 C.O.T. (P) No.2 C.O.T. (P)
HB Control Room No.
1W To Bilge Eductor
No.6 C.O.T. (P) No.5 C.O.T. (P) No.4 C.O.T. (P) No.3 C.O.T. (P) No.2 C.O.T. (P) .B.T
. (P in Bosun Store
No. )
(E) 1C
I.G.G .O.
Room FD (D) T. ( FD
P)
544F (F) (C) 504F
(A Deck)
(B)
FD FD FD FD FD FD507F FD HB
FD
Engine 525F 523F 521F 519F 517F 515F FD 501F
FD Casing 506F
HB HR
547F FD514F FD513F FD512F FD511F FD510F FD509F FD
FD
502F
545F HB HB HB HB HB
HR
HB FD
FD FD 503F
FD530F
546F 527F FD604F FD
FD FD FD FD FD FD (S) To Deck
(A Deck) .T. 505F
526F 524F 522F 520F 518F 516F
5 C.O Machinery
No.
HB
) Oil Cooler
No.6 C.O.T. (S) No.5 C.O.T. (S) . (S
No.4 C.O.T. (S) No.3 C.O.T. (S) No.2 C.O.T. (S) .B.T
FD
No.5 W To IGG
549F HB
Chemical FD No.6 W.B.T (S) No.5 W.B.T (S) No.4 W.B.T (S) No.3 W.B.T (S) No.2 W.B.T (S) Plant (LC) To IG
Paint Store 542F Scrubber (LC)
Store FD
550F Oil/Grease WS WS
FD Liferaft and Rescue BG017F
Store 048F 050F
548F Boat Area Deluge To Deck Foam
System (D) Monitors (B) 6.0kg/cm2
HB Steering PIAL
Lifeboat 6.5kg/cm2 PS
Gear Room 1451
FD581F To 'A' Deck Foam Deluge To Fire/ AR029F PS BA001F BG015F
FD589F FD587F Monitors (E) System (C) Deck Wash (A)
Alarm and Fire Pump FD021F
Steam Blow BG Fire Line
Cut In Pressure Stats Set 12kg/cm2
PI 016F Pressurising Pump
ST691F Accumulator (Mezzanine FD004F FD003F
Air Blow Fire FD 25m3/h at 9.0kg/cm2
FD583F 525F Deck Port Side)
FD Control Room BA002F FD
AR540F 018F
582F
FD FD FD 2nd Deck FD To Engine Room
FD557F No.2 Bilge, Fire No.1
553F 551F 552F Port Side PI PI 005F Stb’d Fire Hydrants
FD586F and GS Pumps
230/180m3/h PI
FD588F No.2 at 4.0/10kg/cm2 AUTO
To Primary PI PI
Deck FD019F ST-SP
Bilge Tank
Foam PI
FD555F Unit FD554F BG BG BG014F
FD017F
To Engine Room Upper Deck 013F 012F
From To Engine Room Sea Water
Emergency and Pump Room FD002F FD001F
Port Side Hydrants Main Crossover Line
Fire Pump Hot Foam Unit (F)

4.1 EMERGENCY SYSTEMS AND PROCEDURES The emergency fire pump is an electrically driven self-priming centrifugal Water may be supplied to the fire main using either of the bilge, fire and GS
pump and is situated in the emergency fire pump recess in the steering gear pumps. The suction valves from the SW main and the two discharge valves to
4.1.1 DECK FIRE HYDRANT, LIFEBOAT AND LIFERAFT compartment. Its power supply is taken from the emergency switchboard, it the fire main are normally kept open on both pumps. The suction and discharge
WATER SPRAY SYSTEMS can be started locally or remotely from the bridge or from the fire control room. valves on the bilge, fire and GS pumps are hydraulically interlocked whereby
The emergency fire pump has its own sea suction chest with the suction valve the bilge suction isolator for each pump cannot be opened if the discharge valve
Bilge, Fire and GS Pump FD556F, being remotely operated from a hydraulic deck stand valve FD587F in onto the fire main is open. This hydraulic interlocking ensures that no bilge
the steering gear compartment. The sea chest is also fitted with a connection for water which could contain traces of oil is discharged onto a fire, additionally
Maker: Teikoku Machinery Works Ltd steam blowing and an air connection for weed blowing. The sea chest isolating the pump will not lose suction if a bilge well became empty.
No. of sets: 2 valve for the blowing operation is opened/closed via a deck stand valve located
Type: Vertical centrifugal adjacent to the deck stand valve for the sea chest suction valve.
Preparation for the Operation of the Fire Hydrant System
Model: 200-2VSR-AM-NV-S
An air loaded accumulator cylinder connected to the fire main in the engine
Capacity: 230/180m3/h at 4.0/10kg/cm2 a) Set the suction and discharge valves of the bilge, fire and GS
room dampens out pressure fluctuations in the fire main system and allows the
Speed: 1,800 rpm pressurising pump to be on standby but not running if there is no demand on pumps for supplying sea water to the fire main. The description
the system. Pressure switches are used to start and stop the pressurising pump, assumes that the sea water main is already connected to the
Fire Line Pressurising Pump air is supplied to the accumulator from the service air system by means of air sea via the low suction and that the pump bilge suctions and
valve AR029F. The accumulator relief valve lifts at a pressure of 12kg/cm2. discharge to overboard and the discharge to the IG sea water
Maker: Teikoku Machinery Works Ltd
scrubber line are closed.
Type: 100SXUM
No. of sets: 1 Procedure for Supplying Sea Water to the Fire and Deck Wash b) All of the intermediate isolating valves along the fire main on
Capacity: 25m3/h at 9.0kg/cm2 Main the upper deck must be open.
Speed: 3,600 rpm
c) All fire hydrant outlet valves must be closed.
The bilge, fire and GS pumps and the fire and deck wash system can supply
Emergency Fire Pump sea water to the following systems: d) Set up the valves as shown in the table below:
Maker: Teikoku Machinery Works Ltd • The fire hydrants in the engine room
Type: 250-2VSR-BM-NV-S Position Description Valve
• The fire hydrants on deck
No. of sets: 1 Open No.1 bilge, fire and GS pump SW suction valve FD001F
• The fire hydrants around the accommodation block
Capacity: 450m3/h at 90 mth Open No.1 bilge, fire and GS pump fire main discharge FD003F
Speed: 1,800 rpm • The deck foam system valve
• Deluge system to the bridge front, supplied from the fire main Open No.2 bilge, fire and GS pump SW suction valve FD002F
Introduction with isolating valves located adjacent to the hydrant valves on Open No.2 bilge, fire and GS pump fire main discharge FD004F
the navigation deck valve
The bilge, fire and GS pumps connect onto the fire and deck wash system and • The hot foam system for the engine and pump room Open Fire line pressurising pump SW suction valve FD017F
are normally kept ready for use so that in an emergency they are immediately
• The hawse pipe wash Open Fire line pressurising pump discharge valve FD018F
available for operation. These pumps can be started and stopped locally and
started from the fire control room, the bridge and the engine control console in Open Fire main accumulator valve FD019F
• Mast riser top fire extinguishing spray system
the cargo/engine control room (CECR). Open Fire control room isolating valve from engine FD554F
• The economiser water washing system room
The pumps take their suction from the sea via the engine room crossover main • The soot drain tank Open Deck isolating valve to port side outside FD544F
which has connections to the high and low sea chests or from the bilge system. accommodation area on A deck
• The inert gas scrubber cooling sea water crossover line
The pump suction valves from this sea suction main and the discharge valves Open Deck isolating valve to starboard side outside FD546F
to the fire main outlet, are normally left open. • The bosun’s store bilge and chain locker bilge eductor accommodation area on A deck
Open Emergency fire pump suction valve FD556F
The fire line pressurising pump takes suction only from the sea water crossover Note: Although the bilge, fire and GS pumps can supply the lifeboat and Open Emergency fire pump discharge valve FD583F
main and discharges to the fire main. The pump maintains a pressure in the fire liferaft deluge system, it will require the capacity from the emergency fire
main so that an immediate fire fighting capability is provided but because of its Open Supply to the fire control room from the FD555F
pump to supply these system in addition to the deck foam and hot foam
low capacity, if more than one hydrant is opened, an additional pump must be emergency fire pump
systems.
started, this would generally be the duty bilge, fire and GS pump. If necessary,
or if the demand is high the emergency fire pump could be started.

Illustration 4.1.1b Lifeboat, Liferaft and Rescue Boat Water Spray System
(E)
Fire
Control Room (B)
(A)
21
4 21
5
5
4
B Deck
3
5
5
Level A Deck
21
21 Level
Deluge Riser
HB Steering 7
8
Gear Room 9
FD581F Liferaft Deluge Protection Area

FD589F FD587F
Steam Blow
ST691F
Air Blow Liferaft Deluge To Deck Foam To IGG
FD583F
System (D) Monitors (B) Plant (LC) To IG
FD
AR540F Scrubber (LC)
582F Lifeboat
To 'A' Deck Foam Deluge To Fire/ WS WS
BG017F
Monitors (E) System (C) Deck Wash (A) 048F 050F
FD586F
FD588F 6.0kg/cm2
Fire FD 6.5kg/cm2
PIAL
PS
525F 1451
Control Room AR029F PS BA001F BG015F
Alarm and Fire Pump FD021F BG Fire Line
FD FD FD FD557F
Cut In Pressure Stats Set 12kg/cm2
PI 016F Pressurising Pump
553F 551F 552F FD004F FD003F
Accumulator (Mezzanine 25m /h at 9.0kg/cm2
3
Deck Port Side)
No.2 FD
BA002F
Key Deck 018F
Foam 2nd Deck FD To Engine Room
Fire and Wash Deck Water FD555F Unit No.2 Bilge, Fire No.1
FD554F Port Side PI PI 005F Stb’d Fire Hydrants
Upper Deck and GS Pumps
To Engine Room PI
Steam 230/180m3/h
and Pump Room
To Primary at 4.0/10kg/cm2 AUTO
Hot Foam Unit (F) FD019F PI PI ST-SP
Sea Water Bilge Tank
PI
Air BG BG BG014F
FD017F
From 013F 012F
To Engine Room Sea Water
Bilges Emergency FD002F FD001F
Port Side Hydrants Main Crossover Line
Fire Pump

e) Put the fire main pressurising pump on manual control, start Intermediate valves in the fire main along the deck should be kept open at
Area Capacity Rates No. of Nozzles
the pump and prime the entire fire hydrant system and deck all times to ensure that water will be available at all deck hydrants whenever
required. Bridge Front 18.9 litres/min 20
wash main. Vent the line at the navigation deck level and at the
forward fire hydrant on deck. When the entire hydrant line is Mast Riser Flame Arrester 255 litres/min 2
primed and at working pressure stop the pump. Add air to the In addition to supplying water to fire hydrants the fire main system also Paint Store 30 litres/min 4
supplies water to the hot foam system (high expansion foam system) for the Chemical Store 45 litres/min 1
accumulator to a working pressure of 9kg/cm2 aim to have a
engine and pump room and the foam system for the deck.
working level at the mid point. Place the fire main pressurising Oil/Grease Store 45 litres/min 2
pump in AUTOMATIC mode. The pump will start and stop The fire main must be maintained in an operational condition at all times and
according to the pressure stat cut-in/out switch on the fire The isolation valves for the above water mist protected areas are located
all hydrant valves must be closed so that pressure is available at the hydrants
main. locally, the paint store, chemical store and oil/grease stores compartments on
as required. The foam systems are an essential part of the ship’s fire fighting
the upper deck aft on the starboard side are each fitted with two drain valves.
capability and the valves to these units must be free and easily operated.
f) If additional water is required on the fire main outside of the The mast riser water mist line is also fitted with two drain line valves.
capacity of the pressuring line pump, start either of the bilge, When the ship is trading is cold climate areas with the risk of freezing on deck,
fire and GS pumps or the emergency fire pump depending upon it will be necessary for the deck fire main to be isolated from the engine room International Ship Shore Connection
circumstances and demand. riser and the feed line from the emergency fire pump. It will be necessary for
the hydrant lines on deck and around the accommodation to be fully drained There are two international ship shore connections located in storage boxes, one
g) Open the desired hydrant valves on the fire main after down with the drain valves left in the open condition. on either side of A deck adjacent to the entrance door into the accommodation.
connecting the fire hose. Illustration 4.1.1a indicates where the They must be kept readily available for use in port where it may be necessary
hydrants outside of the engine room area are located and their to utilise the shore based fire authorities to assist in fighting a fire.
valve numbers. Accommodation First Aid Fresh Water Hose Reels
A fresh water first aid fire hose reel, 25mm diameter by 20m is located on each
Note: Whenever a bilge, fire and GS pump, or the emergency fire pump is
deck in the accommodation located adjacent to the central stair well. These
operating, at least one fire hydrant valve must be open to ensure a flow of
hose reels allow a first strike capability in the accommodation in the event
water through the pump to prevent overheating, this would usually be an Deck Foam Deluge to
of the deck fire main being drained down due to freezing climate operational Flushing Line Lifeboat Area
anchor washer.
conditions until the deck fire hydrant system is brought back into service. Deluge to
Liferaft Area Deck Fire
After use, the hose and nozzle unit must be properly stowed in the hose box Hydrant Line
ready for future use. Any defects in the hose, nozzle, valve or system must Lifeboat, Liferaft and Rescue Boat Water Spray System
be reported immediately and rectified as soon as possible. Hose boxes must
never be left with components which are defective. The areas around the liferafts, rescue boat and free fall lifeboat are protected by
a water spray system which will give protection to the ship’s crew in the event
Emergency Fire Pump of the ship having to be abandoned when there is a fire on the deck.
If the emergency fire pump is to be used this can be started remotely. The The isolation valves are located in the fire control station as indicated in the
suction valve FD556F and the discharge valve to the fire main FD583F from illustration above. It is necessary to use the emergency fire pump in order to
this pump are always kept open so the pump can be started and can supply supply the high volume of water required for these spray systems. The bilge,
water to the fire main immediately. The valves should, however, be operated fire and GS pumps do not have the capacity to supply these systems in addition
periodically to ensure that they are operational and free to be closed should the to supplying the fire main.
need arise.
Area Capacity Rates No. of Nozzles
From Engine
Liferafts Port 255 litres/min 11 Room
The Fire Main
Liferafts Starboard + Rescue Boat 255 litres/min 14
The fire main has outlets in the engine room, around the accommodation Lifeboat Embarkation Area 255 litres/min 20
block and on the deck forward and aft. At each hydrant outlet is a hose box
containing a fire hose and nozzle unit. The hydrant outlet valves should be Other water spray areas supplied from the deck fire main system.
operated at frequent intervals to ensure that they will open satisfactorily should Fire Main Distribution Manifold in the Fire Control Station
it be necessary in the event of an emergency.

Illustration 4.1.2a Quick-Closing and Remote Closing Valve System Fire Control Station (Foam Room)
From Control Air Line
Main Engine and Generator Engine Wire Rope PAL Control
PI 1413
Fuel Inlet Quick-Closing Waste Oil Incinerator Lever
Valve Trip Box Located Waste Oil No.2
Service Tank Service Tank Diesel Oil
Adjacent to the Main Switchboard Room Service Tank
(Locked
Air Open)
Bottle
Emergency Generator Engine Room Wire Rope (100 Litres) No.1
OF351F
(Outside
Room) OF351F OD351F
From Control Air
Emergency Incinerator Service Line
Generator (Locked
Diesel Oil Fire
Engine Marine Open)
Service Tank Damper
Diesel Oil
Control
Service Tank
Panel
OD371F OD351F
Generator Engine Generator Engine Main Engine Main Engine Main Engine Cylinder Oil Cylinder Oil Cylinder Oil Turbine
Lubricating Oil Lubricating Oil Lubricating Oil Lubricating Oil Lubricating Oil Measuring Storage Tank Storage Tank Lubricating Oil
Storage Tank Settling Tank Storage Tank Storage Tank Settling Tank Tank No.1 No.2 Storage Tank
No.2 No.1
OL004F OL005F OL002F OL001F OL003F OL307F OL304F OL305F OL191F

OF131F
To No.1 Generator Engine
OF132F
To No.2 Generator Engine No.1/2/3/4 AC021F
Exhaust Louvre (Locked
(Damper) Heavy Heavy Heavy Marine Marine
Open) Fuel Oil Fuel Oil Fuel Oil Diesel Oil Diesel Oil
Settling Tank Settling Tank Service Tank Service Tank Storage Tank
OF133F No.1 No.2
No.1/2
To No.3 Generator Engine
Supply Fan AC022F
(Reversible) (Locked
Open)
OF051F OF052F OF201F OD101F
OD052F
No.3/4
Supply Fan OD051F OD001F
AC023F
(Non-Reversible) (Locked
OF130F
Open)
Main Engine
Key Purifier Room No.1 Heavy No.2 Heavy No.1 Heavy No.2 Heavy
(Supply/Exhaust) AC024F Fuel Oil Fuel Oil Fuel Oil Fuel Oil
Air (Locked Storage Tank Storage Tank Storage Tank Storage Tank
Open) (Port) (Port) (Starboard) (Starboard)
Lubricating Oil
Main
Diesel Oil Switchboard
Room AC025F
Heavy Fuel Oil (Supply/Exhaust) (Locked OF001F OF003F
Open) OF002F OF004F
Waste Oil

4.1.2 QUICK-CLOSING VALVES, FIRE DAMPERS AND Oil Tank Quick-Closing Valves Generator Engine Fuel Supply Valve Cabinet (Operated from Outside of
EMERGENCY STOPS the Main Switchboard room)
The valves listed in the following table all relate to the illustration 4.4a shown
Engine Valve Description Valve
above.
Introduction Main engine Fuel supply OF130F
CAUTION No.1 generator engine Fuel supply OF131F
All of the outlet valves from the fuel oil and lubricating oil tanks from which
Some tanks such as lubricating oil tanks do not have quick-closing valves No.2 generator engine Fuel supply OF132F
oil could flow to feed a fire are equipped with pneumatically operated quick-
closing valves. These valves are operated from the fire control station located fitted. This is because they are normally closed and only opened for short No.3 generator engine Fuel supply OF133F
on the upper deck in the port forward area of the accommodation block. periods of time when required. It is therefore important to ensure that
these valves are always closed when not in use.
The valves are supplied with compressed air at 7kg/cm2 from a 100 litre
storage bottle located in the fire control station. The bottle is fitted with an
alarm to warn of low pressure and is fed directly from the engine room service Control Lever No.1
air main. A non-return valve is fitted on the inlet line which is normally left
open to ensure that a full charge of air is always available. The oil tanks are Tank Valve Description Valve
grouped into two systems as shown in illustration 4.1.2a, with one three-way Waste oil service tank Suction OF351F
cock operating each system. Incinerator DO service tank Suction OD351F
No.1 HFO storage tank (P) Suction OF001F
In addition to the main tank valve system, the inlet fuel oil supply line to the
No.2 HFO storage tank (P) Suction OF002F
main engine and each diesel generator engine is fitted with a quick-closing
valve. These valves operate in the same way as the quick-closing tank valves No.1 HFO storage tank (S) Suction OF003F
but they are operated from a separate cabinet located near the main starting air No.2 HFO storage tank (S) Suction OF004F
receivers. Air for actuation of these fuel supply quick-closing valves comes No.2 HFO settling tank Suction OF052F
from the control air ring main via a valve located at the bulkhead aft of the MDO service tank Main fuel system suction OD101F
generator engines. MDO service tank CJC filter suction OD051F
MDO storage tank Transfer pump suction OD001F
In normal operation the supply line to each group of tank valves is vented to
atmosphere, but when the cock is turned, compressed air is directed to the MDO storage tank CJC filter suction OD052F
pistons, which collapse the bridge of each valve in that group, thus causing the Generator engine LO storage tank Suction OL004F Control Lever No.2
valve to close. Generator engine LO settling tank Suction OL005F
Main engine No.2 LO storage tank Suction OL002F
The valves are reset by venting the air supply and operating the valve handwheel
Main engine No.1 LO storage tank Suction OL001F
in a closed direction to reset the bridge mechanism and then opening the valve
in the normal way. Main engine LO settling tank Suction OL003F
Control Lever No.1
Cylinder oil No.1 storage tank Suction OL304F
The exceptions to the above operating system are the MDO tanks for the Cylinder oil No.2 storage tank Suction OL305F
emergency generator, the incinerator and the waste oil tank. All of these are Cylinder oil measuring tank Suction OL307F
operated locally from just outside the spaces by cable pull wires.
Turbine LO storage tank Suction OL191F
Receiver for Quick-Closing
The main sea suction valves are operated remotely by hydraulic systems from Valves and Fire Dampers Supply Valve
handwheels located on the 2nd deck level in the engine room but outside of Control Lever No.2 Fire Damper Supply Valve
the main switchboard room.
Tank Valve Description Valve
HFO service tank Suction OF201F
No.1 HFO settling tank Suction OF051F
Quick-Closing and Fire Damper Control Valves in the Fire Control Station

Fire Dampers
Remote Operation
Fire dampers operate to close the ventilation openings in the event of a fire
in the engine room spaces. The dampers are kept open by air pressure acting
on the pneumatic cylinder and when this air pressure is removed a counter
weight, attached to the damper linkage, closes the damper by means of gravity.
Compressed air from the 100 litre storage bottle is applied to the damper
pneumatic cylinders at all times and the supply valve from the bottle is locked
open.
There are five fire damper lines leading out of the fire control room and these
each control a different area. These areas and the manual control valves are as
listed below:
System Description Line Valve

No.1/2/3/4 exhaust louvre dampers AC021F
No.1/2 reversible supply fan AC022F
No.3/4 non-reversible supply fan AC023F
Purifier room (exhaust/supply) damper AC024F
Main switchboard room (exhaust/supply) damper AC025F
Fan Damper Control Panel
The purifier room supply/exhaust dampers have a three-way vent valve which
may be actuated independently enabling the purifier room dampers to be
closed.
The main switchboard room exhaust/supply dampers have a three-way vent

valve which may be actuated independently enabling the main switchboard Fire Damper Control Panel in the Fire Control Station
room dampers to be closed.
Mushroom type engine room ventilators and engine room vent fan dampers are
manually opened and closed by means of manually operated levers. These are
situated at the ventilators.
Fire Damper Control Panel Fire Damper Activation Cylinder and Limit Switch Indicators

Emergency Stops DO transfer pump

LO transfer pump
The emergency stops are divided into four groups, ES1A, ES1B, ES2A and No.2 air conditioning package unit for the main switchboard room
ES2B. No.2 boiler power panel
No.4 local group starter panel (No.2 section)
ES1A and B deal with the engine room systems, while ES2A and B generally Generator engine emergency DO booster pump
deal with the accommodation and deck systems, a full listing is given below. Oily water separator
All of these switches can be operated from a control panel in the fire control Sludge pump
room, additionally, only ES2A and B can be operated from the wheelhouse. Cargo oil pump turbine drains tank pump
Air conditioning package unit for the engine room workshop
Engine room bilge pump
ES1A
Exhaust gas economiser
No.1 main engine and generator engine HFO supply pump Welding space exhaust fan
No.1 main engine and generator engine HFO circulating pump Engine room toilet exhaust fan
No.1 main engine auxiliary blower
No.1 generator engine LO priming pump
ES2B
No.1 main engine cylinder LO lubricating pump
No.1 main engine LO pump No.1 aft deck machinery hydraulic power pack pump
No.1 stern tube LO pump No.2 forward deck machinery hydraulic power pack pump
No.3 engine room supply fan No.3 aft deck machinery hydraulic power pack pump
No.1 air conditioning package unit for the main switchboard room No.2 inert gas system main fan
No.1 boiler power panel No.2 hydraulic power pack pump for the cargo and ballast valves
No.4 local group starter panel (No.1 section) Ship side valves hydraulic power pack pump
Incinerator No.2 air conditioning air handling unit
No.1 COPT LO priming pump Steering gear and emergency pump space exhaust fan
No.2 COPT LO priming pump Steering gear and emergency pump space supply fan
No.3 COPT LO priming pump Inert gas generator topping up fan
ES1B
No.1 forward deck machinery hydraulic power pack pump
No.2 aft deck machinery hydraulic power pack pump
No.3 forward deck machinery hydraulic power pack pump
No.1 inert gas system main fan
No.1 hydraulic power pack pump for the cargo and ballast valves
ES2A
No.2 main engine and generator engine HFO supply pump
No.2 main engine and generator engine HFO circulating pump
No.2 main engine auxiliary blower
No.2 main engine cylinder LO lubricating pump
No.2 main engine LO pump
No.2 stern tube LO pump
No.1 engine room ventilation fan
HFO transfer pump

Illustration 4.1.3a Deck Foam Fire Fighting System

Elevation/Throw
Control Handle
Liferaft Deluge
Lifeboat
System To Fire/
Deluge
System Deck Wash
FD
525F
FD FD FD FD557F
553F 551F 552F
Monitor Foam
6.5kg/cm2 Isolating Valve
5.0kg/cm2
PIAL
1451 PS Monitor Located
FD554F on ‘A’ Deck
Alarm and Fire Pump
Cut In Pressure Stats
Fire Control
Station Upper Deck Hydrant Connection
for Portable Branch
From Engine Room
Bilge, Fire and GS Pumps No.6 W.B.T (P) No.2 W.B.T (P)
No.
Filling Point 1W
No.6 C.O.T. (P) No.2 C.O.T. (P) .B.T
Test Tank Deck Foam Monitor . (P
No. )
(200 litres) Pressure 1C
FM531F .O.
Relief In Deck T. (
Stores P)
FB
Foam Tank FM533F
3,500 Litres FM505F FM504F FM503F FM502F FM501F
FM515F FM514F FM513F FM512F FM511F
FM524F FM523F FM522F FM521F

No.3 FM In Deck FM516F
No.7 FM518F
517F Stores S)
T. (
PI
FB .O.
No.6
o. 1C
N
)
. (S
No.6 C.O.T. (S) No.5 C.O.T. (S) No.4 C.O.T. (S) No.3 C.O.T. (S) No.2 C.O.T. (S) .B.T
Foam o . 1W
No.1 FM532F N
Pump PI
No.6 W.B.T (S) No.5 W.B.T (S) No.4 W.B.T (S) No.3 W.B.T (S) No.2 W.B.T (S)
FM534F
No.2 Foam Monitor Located
FD555F
Proportioner on ‘A’ Deck
Key
To Engine Room Fire and Wash Water

and Pump Room
Hot Foam Unit Foam and Water Mixture
From Foam
Emergency
FB Foam Box
Fire Pump

4.1.3 DECK FOAM FIRE FIGHTING SYSTEM There are seven directable foam monitors which allow foam to be sprayed g) Open the monitor and hydrant valves nearest to the fire as
over the deck area of which two are located just in front of the accommodation required. If a manual foam applicator is to be used it should be
Foam System block. In addition to the fixed monitors, two sets of portable foam fire fighting connected before the hydrant valve is opened.
Maker: Unitor appliances are located in labelled foam boxes, one is located in each of the
midship deck stores. Inside each of the foam boxes is a portable branch pipe h) The system is at its optimum with one monitor and two portable
No. of sets: 1
and a hose which can connect to the foam main via one of the foam hydrant applicators in use. Should it be necessary to use more than this,
Type: Regular protein valves. the effectiveness of the system will be reduced.
Tank capacity: 3,500 litres
During normal service the four foam main isolating valves along the upper i) Check that foam is issuing from the monitor and applicator so
Foam Pump deck would be left open. These are valves FM521F, FM522F, FM523F and that the foam can be sprayed where it is required.
No. of sets: 1 FM524F.
Type: Vertical centrifugal WARNING
Model: DPVF 10-70 Procedure for Making the Foam System Operational The discharge from the monitors should not be directed at the fire until
Capacity: 8.9m3/h at 9 bar foam begins to issue from the nozzle(s). The foam should be directed so
a) Ensure that there is sufficient foam chemical in the foam tank. that it spreads over the surface of the burning oil and gradually smothers
Foam Proportioner the fire. The foam should not be aimed directly at the oil in case it causes
No. of sets: 1 b) Check that the foam main isolating valves on deck are all open. it to splash and spread. Also use the prevailing wind and slope of the
Model: PP150/50 These valves are normally left in the open position. deck to assist in creating a blanket whenever possible.
Capacity: 4,830 litres/min
c) If the weather is cold, the foam pump and system heaters must Procedure for Cleaning and Preparing the Foam System
Foam Monitor be left on.
No. of sets: 7 a) After finishing with the deck foam system shut down the
emergency fire pump or the bilge, fire and GS pump(s), and the
Model: FJM-100 DIN/JIS Procedure for Operating the Foam System, from the Fire foam pump.
Capacity: 4,000 litres/min Control Station
Throw length: 60 metres in still air b) Close the foam tank outlet valve No.3 to prevent sea water
The following sequence and the valve numbers used relate to illustration 4.1.3a entering the foam tank and also the return line valve No.7.
shown above:
Introduction c) Open the flushing valve No.1.
a) Ensure that power is available to the equipment and if necessary
The Unitor foam system supplies foam to seven outlets at various points start a standby generator. d) Start the duty fire pump and the foam liquid pump. Open
along the upper deck. The foam is made by mixing sea water supplied by the forward monitor on the tank deck until clean sea water is
the bilge, fire and GS pumps or the one emergency fire pump, with foam b) Ensure the system flushing valve No.1, is closed. discharged and then operate all other monitors and hydrants for
making chemical. Water is supplied from the bilge, fire and GS pumps or the a few seconds to clear foam residues from the lines.
emeregency fire pump, the isolating valve from the engine room FD554F and c) Ensure that the fire water supply isolating valve from the engine
the cross flow line isolating valve FD555F from the emergency fire pump must room FD554F and cross flow valve FD555F are open. Start the e) Stop the duty fire pump and the foam liquid pump.
be open. The foam is generated by mixing the foam making chemical with sea emergency fire pump or either of the bilge, fire and GS pumps
water at a ratio of 3% chemical solution to 97% sea water. depending on which is duty. f) Revert all valves to their standby positions.
The liquid foam making chemical is stored in a 3,500 litre tank located inside d) Open the foam tank system outlet valve No.3 to the foam pump g) Refill the foam tank as soon as possible.
the fire control station in the port side accommodation on the upper deck. and the fire pump inlet valve to the proportioner, valve No.2.
Located on the top of this tank is a 200 litre foam test tank which is used for Check that the return line valve to the relief valve, No.7, is When the ship is operating in cold weather climates, it will be necessary to
system testing and crew familiarisation during drills. The test tank is topped up open. ensure that the foam line on deck is thoroughly drained down and the three
from the main storage tank via a hand pump. drain line double isolation valves, one aft FD527F, one middle FD518F and
e) Press the START button on the foam pump starter and check one forward FD516F are left in the open position. During cargo operations in
The chemical is supplied to the foam proportioner by means of the foam liquid that pump runs up to speed. these climates it would be expedient to have the drain line valves closed for
pump. In the proportioner the liquid foam chemical mixes with sea water and that period in order that the system is ready for immediate use.
the combined sea water and liquid foam pass into the foam main. f) Observe the pressure gauge on the foam pump outlet and when
it is reading between 5 and 11 bar, open valve No.6 to allow
foam into the proportioner.

,OOXVWUDWLRQD(QJLQH5RRP/RFDO)LUH)LJKWLQJ6\VWHP
)URP3UHVVXUH
5HGXFLQJ8QLW 7R6WHHULQJ ,QHUW*DV*HQHUDWRU
*HDU5RRP
7R(FRQRPLVHU 7R%RLOHU
6RRW5HOHDVH $WRPLVLQJ
)RU$X[LOLDU\ )RU)XHO*DV
6HWNJFP $5 %RLOHU6HUYLFH 7DNHXS9DOYH
&OHDQLQJ ,QFLQHUDWRU
7R0DLQ(QJLQH
7DQN&OHDQLQJ (PHUJHQF\
*HQHUDWRU5RRP
UG'HFN$IW
3,$/ 7R(QJLQHHULQJ 7R,QFLQHUDWRU
37 $5
6HUYLFHV $WRPLVLQJ$LU
1HDU*HQHUDWRU
*HQHUDO6HUYLFH
3, $LU $5 UG'HFN
5HFHLYHU ,Q3XULILFDWLRQ $X[LOLDU\%RLOHUV
P [NJFP
&RQWURO$LU 5RRP
$5
WK'HFN
$5 3XPS8QLW
UG'HFN
6HUYLFHV
$5
2LO\:DWHU
6HSDUDWRU (QJLQH5RRP &RQWURO3DQHO
)ORRU
$5
7R0DLQ(QJLQH ;$ 0DLQ(QJLQH
-):7UDQVIHU
3XPS
6\VWHP)OXVKLQJ9DOYHV
;$ *HQHUDO6HUYLFH$LU
7R%LOJH3ULPDU\7DQN $XWR6763 &RPSUHVVRU
3,
1PK[NJFP
36 76
;,
*HQHUDWRU(QJLQH
/, /7 /7 /,
'UDLQDQG3XPS7HVW
:3 1R)UHVK 1R)UHVK

1R'LVWLOOHG 1R'LVWLOOHG
:DWHU7DQN :DWHU7DQN
:DWHU7DQN :DWHU7DQN 3XULILHU5RRP
3Pñ 3Pñ
6Pñ 6Pñ
/, /, /,
/$/ /$/ /6 /$/ :3 /$/
/,

6WHHULQJ*HDU5RRP
7R%LOJH 7R%LOJH
3ULPDU\7DQN 3ULPDU\7DQN .H\
$LU
7R)UHVK:DWHU
)URP,RQ7\SH6WHULOLVHU +\GURSKRUH )UHVK:DWHU
7DQN
7R6WHUQ 7R&DVFDGH )LUH:DWHU6\VWHP
7XEH 7DQN
&RROLQJ (OHFWULFDO6LJQDO
:DWHU7DQN

4.1.4 ENGINE ROOM LOCAL FIRE FIGHTING SYSTEM The areas protected by the Hi-Press system are as listed below: Illustration 4.1.4b Local Fire Fighting Detection Control Panel
Loop 1, Main engine: 8 heads
Fire Fighting Equipment
Maker: Novenco Hi-Press Loop 2, Generator engines: 8 heads
Type: CR5-18 Loop 3, Purifier room: 8 heads
Capacity: 7m3/h at 3,500 rpm Loop 4, Incinerator room: 2 heads
Pressure: 11.33 bar Loop 6, Steering gear room: 5 heads
No. of sets: 1
Loop 5, Auxiliary boilers: 4 heads
Nozzle type: NHP5
Loop 7, Inert gas generator room: 2 heads
Introduction The system is maintained in a constant state of readiness and the pump is 1 2 3
Sprinkler Section Release
4 5 6 7
permanently connected to a fresh water supply.

The Novenco Hi-Press fire fighting system provides a high pressure water Sprinkler Control
Main Auto
mist spray to specific areas of the machinery space and is additional to and CAUTION
independent of the engine room hot foam fire fighting system. During periods of engine room maintenance it is important to ensure MAIN
that the spray heads are never painted as this will impair their EMERGENCY
The principle of the water mist system is that the very fine droplets of water performance.
tend to exclude oxygen from the atmosphere in the vicinity of the fire thereby
starving the burning material of oxygen. When the fine water droplets come
into contact with the flames they rapidly evaporate because of their large Procedure for Operating the Local Fire Fighting System
surface area for small mass and this produces a rapid cooling effect on the
fire. The steam produced by the evaporation acts to further reduce the space a) Ensure that the fresh water tank has sufficient water for
available for oxygen. Because the water is in mist form the system is also operating the local fire fighting system.
useful for oil fires. In the event of a fire, the panel will send a continuous alarm to the ECR, the
b) Ensure that power is available to the fire fighting control system will only initiate the starting of the high pressure pump and the opening
Water at high pressure is injected into the protected space through special panel. Its primary source is from the main switchboard but a of the solenoid valve to the affected area when two detector heads, one smoke
nozzles which break down the water stream into very fine mist like particles. connection to the emergency switchboard is also provided. and one flame, are activated. Water mist will then be discharged through all of
The positioning and distance of the spray heads from the protected equipment the nozzles on this part of the circuit.
is critical to ensure complete protection is provided. c) Ensure that the high pressure pump starting panel has power
available and is switched to AUTO. The duty officer will need to inspect the affected area and when sure that the
The equipment consists of a high pressure pump which takes suction from fire has been extinguished, switch the pump off by operating the key switch
the operating fresh water tank supplying the ship’s domestic water system. d) Ensure that all of the manual valves at the pump unit are open on the control panel.
Illustration 4.1.4a above shows how the system is interfaced with the other except the air supply valve, test valves and drain valve.
ship’s systems. CAUTION
In this condition the system will operate automatically with the appropriate If welding, burning or other hot work is to be carried out in the engine
One of the tank’s outlet valves will always be open and the second may be machinery valve releasing water to the spray heads for that protected space. room that could cause heat or smoke to activate a sensor, special
opened as required but the system is based on high pressure rather than high precautions must be taken. This involves switching the key switch on
volume. The pump is located in the engine room on the 2nd deck starboard aft the control panel to MANUAL so preventing automatic release. It is
near the control air dryers. Automatic Operation of the System
essential when all hot work has been completed however, to make sure
The system would normally be left in automatic mode so providing continuous that the system is switched back again to AUTOMATIC.
The pump supplies seven outlet lines fitted with a total of 37 sprinkler nozzles
which serve various areas of the machinery space. Each outlet has its own engine room protection. The system is controlled by the fire fighting control
supply valve remotely operated from the control panel. and monitoring panel indicated in illustration 4.1.4b, for automatic operation
the key switch is to be turned to AUTO. This panel is connected in a loop to 20
ion smoke and heat detectors, 8 UV flame detectors, 9 local sprinkler release
buttons, 4 short circuit isolating switches and 7 electric sirens/flashing lights
located around the engine room.

Manual Operation of the System Blowing Through the System After Use
The system can be operated manually by pressing one of the 9 pushbutton After the system has been operated for a particular space the lines must be
release points (blue colour) located around the machinery spaces. If a blown through with compressed air to remove all water which could cause
pushbutton is operated in this manner, the system will operate as for automatic corrosion.
operation with the pump starting and the control valve for that space opening.
Water mist will then be discharged until the duty engineer resets the key switch The pump unit must be isolated so that it will not operate and the pump
on the control panel but this must only be done when it has been confirmed that discharge valve closed. The pump drain valve is opened to drain water from the
the fire has been extinguished. pump outlet lines. The flushing air valves from the general service air system
and the section supply valves for the areas which have been operated manually
The system can also be started locally at the high pressure pump unit by are opened. Compressed air is then blown through the section pipes and the
switching the pump starter over to HAND and then manually operating the spray heads, removing all water from that section. When flushing is complete
valve for the affected area. Each valve is marked with the section to which it the air valves are closed, the section supply valves are returned to the closed IGG Room
is connected. position and to automatic operation. The pump drain valve is closed and the
pump returned to AUTO.
,OOXVWUDWLRQF/RFDO)LUH)LJKWLQJ'HWHFWLRQ5HSHDWHU3DQHO Pump Control Panel
System checks must then be carried out after purging to ensure that the system
and its control panels are set for automatic operation.
6DOZLFR01
2QOLQH ),5($/$50 /LVW

Procedure for Testing the System
Incinerator Room
0RUHDODUPV /LVW The testing frequency of the system should be according to company procedures
with an officer on duty on the bridge at the time of testing.
/RFDO0XWH
Steering Gear
/DPS7HVW a) Close the outlet valves after the section valves to all protected Room
space.
b) Open the test valve below the outlet valve and also open the Boiler Tops
drain valve.
If necessary the release solenoid valves may be operated manually by means of c) Open the section valve manually by pressing the section
the screw located at the pressure gauge end of the solenoid valve. pushbutton.
Main Engine
The main control panel for the system is located in the main switchboard room d) Check that the pump starts and that the section valve opens and
and one small repeater panel is fitted in the wheelhouse on the forward face of the control panel indicates mist release.
Generator Engines
the radio console area. Purifier Room
e) Reset the control panel alarm and check that the pump stops and
the section valve closes.
CAUTION
The key switch on the control panel in the switchboard room must f) Close the section test valve and repeat the test for the other
always be in the AUTO position when the engine room is unmanned. section. From Water Mist Pump
Drain Valve
g) After completion of tests close the drain valve and open all Air Inlet Valve
outlet valves after the section valves.
h) Check that fresh water is available, check and clean strainers

and ensure that the system is returned to the AUTO mode. Local Fire Fighting Water Mist Distribution Unit

Illustration 4.1.5a Sea Water Spray System
Navigation Bridge Deck

HB 'B' Deck 'C' Deck 'D' Deck
FD 564F FD 566F FD 568F FD
FD 561F 572F
FD570F
HB HB HB HB
FD 563F FD 574F
'A' Deck
Plan View of Bridge
Fresh Water
HB
Flushing
FD 565F FD 567F FD 569F
Line
FD571F Rising Main HB HB Rising Main
HB HB HB HB FD572F
FD573F
HB
FD573F
FD
562F
FD
541F
Fire
HB Control Room
(E)
I.G.G
Room FD (D)
544F (F) (C)
(A Deck)
(B)
Engine Front Elevation of Bridge

FD Casing
HB
547F FD
(A)
545F
HR
Starboard Port
FD FD
546F FD573F FD572F
527F
(A Deck)
HB
FD
549F HB
Chemical FD
Paint Store 542F
Store FD
550F Oil/Grease Liferaft Deluge To Deck Fo
FD Store System (C) Monitors FD546F FD544F
548F (A Deck) (A Deck)
Lifeboat
HB Steering To 'A' Deck Foam Deluge To Fir
ir
Monitors (D) System (B) Deck Washsh
Gear Room
FD581F
FD589F FD587F
Steam Blow Fire FD
Control Room 525F
ST691F
FD583F Air Blow
FD FD FD FD
AR540F FD557F
F
582F 553F 551F 552F
No.2
FD586F
Deck
FD588F Foam
FD555F Unit FD
To Engine Room KEY
From Upper Deck
Emergency and Pump Room
Hot Foam Unit (E) Fire and Deck Wash Water
Fire Pump
HB Hose Box

4.1.5 SEA WATER SPRAY SYSTEM The system and its interconnection with the fire and deck wash system can be Position Description Valve
seen in illustration 4.1.5a shown above.
Open No.2 bilge, fire and GS pump fire main FD004F
Bilge, Fire and GS Pumps
discharge valve
Maker: Teikoku Machinery Works Ltd The bilge, fire and GS pumps take their suction from the sea via the engine
room crossover main which has connections to the high and low sea chests. Closed No.2 bilge, fire and GS pump main bilge BG013F
No. of sets: 2 suction valve
The pump’s sea suction valves and the discharge valves to the fire main outlet,
Type: Vertical centrifugal are normally left open. The fire line pressurising pump also takes suction from Closed No.2 bilge, fire and GS pump discharge valve BA002F
Model: 200-2VSR-AM-NV-S the sea water crossover main and discharges to the fire main and so onto the to overboard
Capacity: 230/180m3/h at 4.0/10kg/cm2 sea water spray line. The pump maintains a pressure in the fire main so that an Closed No.2 bilge, fire and GS pump discharge valve BG016F
Speed: 1,800 rpm immediate fire fighting capability is provided but because of its low capacity, to inert gas emergency cooling water supply
if the sea water spray system is to be operated, an additional pump must be line
started. This could be one of the two fire, bilge and GS pumps or the more Open Fire line pressurising pump SW suction valve FD017F
Fire Line Pressurising Pump powerful emergency fire pump.
Open Fire line pressurising pump discharge valve FD018F
Maker: Teikoku Machinery Works Ltd
Open Fire main accumulator valve FD019F
Type: 100SXUM Procedure for Supplying Sea Water to the Sea Water Spray
No. of sets: 1 Main Water may be supplied to the sea water spray system using either of the two
Capacity: 25m3/h at 9.0kg/cm2
fire pumps. The suction valves from the sea water main and the two discharge
Speed: 3,600 rpm The sea water spray main is branched off from the fire and deck wash system valves to the fire main are normally kept open as they have the facility to be
on the navigation bridge deck and is operated by opening valves FD572F and remotely started.
FD573F.
Emergency Fire Pump
Maker: Teikoku Machinery Works Ltd To operate the system: c) Start the bilge, fire and GS pumps and ensure that water is being
Type: 250-2VSR-BM-NV-S discharged to the fire main.
No. of sets: 1 a) Set the suction and discharge valves of the bilge, fire and GS
pumps for supplying sea water to the fire main. The description d) Open valves FD572F (port side) and FD573F (starboard side)
Capacity: 450m3/h at 90 mth on the navigation and bridge deck to operate the sea water spray
assumes that the pumps are already lined up to take water from
Speed: 1,800 rpm the high or low sea suctions. system.
b) Set up the valves as shown in the table below:

Introduction
Position Description Valve
In the event of a fire on the main deck, the spray system can be used for
bulkhead cooling and the protection of the bridge, accommodation and control Open No.1 bilge, fire and GS pump SW suction FD001F
room areas. It can also be used to aid evacuation of the vessel by keeping the valve
severe heat of a deck fire away from the escape routes and the lifeboat and Open No.1 bilge, fire and GS pump fire main FD003F
liferaft embarkation areas. discharge valve
Closed No.1 bilge, fire and GS pump direct bilge BG014F
The bilge, fire and GS pumps connect onto the fire and deck wash system suction valve
which incorporates the sea water spray system. This system is normally kept Closed No.1 bilge, fire and GS pump main bilge BG012F
ready for use so that in the case of an emergency it can be put into action suction valve
immediately.
Closed No.1 bilge, fire and GS pump discharge valve BA001F
to overboard
In the event of a failure of the two bilge, fire and GS pumps, or a serious engine
room fire preventing their use, the sea water spray main can also be supplied Closed No.1 bilge, fire and GS pump discharge valve BG015F
with water from the emergency fire pump located in the steering gear flat. This to inert gas emergency cooling water supply
pump draws water from its own dedicated sea chest close to the aft peak tank. line
For further information on the use of this pump, please refer to section 5.4 in Open No.2 bilge, fire and GS pump SW suction FD002F
the machinery operating manual. valve

Illustration 4.1.6a Fire Control Station

Main Gas Detection Pump Room Gas Detection
Repeater Panel Repeater Panel
Main Fire
Stops Control Panel Quick-Closing Valves
Side Elevation
Emergency Escape Automatic Common Battery

Breathing Device Telephone Telephone
G
Plan View
Stops Quick-Closing Valve

Main Fire Control
Foam Pump
Hot Foam
Tank Foam
Key Damper
Control
A Fire Water Supply from Engine Room (FD554F) Panel
Foam Proportioner
B Fire Water to Deck Hydrant system (FD557F) Foam Proportioner
C Foam Discharge to Deck Monitors (FM525F)
D Supply to Lifeboat Deluge (FD552F)
E Supply to Liferaft Deluge (FD551F)
F Flushing Line to Deck Foam System (FD553F) Foam Pump

Fire
G Supply from the Emergency Fire Pump Suit Deck Foam
Box Tank
H Hot Foam to Engine Room and Pump Room Port Side (B) H
I Hot Foam to Engine Room and Pump Room Starboard Side
and Purifier Room (C) Fire
Suit
J Foam Discharge to Monitors on A Deck I Box
B C D E F J

4.1.6 FIRE CONTROL STATION

Deck Foam Deluge to
Flushing Line Lifeboat Area
The fire control station is located on A deck port side and contains the following Deluge to
emergency isolation and shutdowns, fire surveillance and extinguishing Liferaft Area Deck Fire
equipment. Please refer to illustration 4.1.6a above. Hydrant Line
• General alarm pushbutton.

• Fire alarm manual pushbutton.
• Automatic telephone unit.
• Common battery powered telephone unit.
• Emergency stops panel for:
• ES1A
• ES1B
• ES2A
• ES2B
Discharge Control From Engine
• Start buttons for the emergency fire pump and No.1 and 2 Panel Room
bilge, fire and GS pumps
• Main fire detection control and surveillance panel.
• Repeater panels for the main and pump room gas detection
units
Foam Pump Fire Main Distribution Manifold
• Operating point for the engine room quick-closing valves and Starter
fire dampers.
• Rack for four spare SCBA cylinders.
To Engine Room To Engine Room
• Operation point for the deck foam system. To Pump Room Starboard Side Port Side
To Pump Room
Starboard Port Side
• Two complete fire suit equipment containers. Side
• Isolation manifold for the fire water supply from the engine
room to the deluge systems, fire hydrants on deck, foam to the
deck foam monitors and deck foam flushing line.
• Hot foam discharge control panel, discharge control valves and
storage tank for the hot foam system.
• Two emergency escape breathing device units.
Hot Foam Distribution Valves to Engine Room and Pump Room
Fire Control Station Control Bulkhead

4.1.7 GALLEY FAT FRYER EXTINGUISHING SYSTEM Procedure for Operating the Fay Fryer Extinguishing System WARNING
Maker: Kidde-Fenwal Inc a) After auto-ignition of the fat fryer has taken place, the fire alarm No attempt should be made to remove the foam layer or spray water
Type: Aqueous Potassium Carbonate (APC), Wet Chemical pushbutton in the galley or passageway should be pressed and onto the fat fryer unit.
information relayed to the bridge duty officer on the nature of
the fire. e) Ensure that the flames have not spread into the galley ducting.
The fat fryer appliance in the galley is protected by a fixed fire suppressant
system. The protection system is comprised of a single 4.7 litre storage cylinder
b) Activate the emergency galley ventilation stops from the crew’s f) Careful monitoring of the fat fryer unit and surrounding area,
containing a potassium alkaline wet chemical solution which is pressurised
mess room adjacent to the galley. The fan flaps for the galley including the galley trunking area, should be maintained by
with nitrogen to a pressure of 175psi, pressure safe/recharge indicator gauge,
uptakes which are located on deck on the galley aft bulkhead a fire watch team until they are sure that the fire has been
local and remote release mechanism and Set/Fired indicator which are all
should be shut. Ensure all staff are out of the galley. extinguished.
contained within an enclosure mounted in the bulkhead close to the entrance
door from the crew’s mess room to the galley. The foam discharge from the
c) Isolate the electrical supply to the fat fryer. To carry out the discharge manually, the appliance door must be opened and
cylinder is led via piping to a single fixed nozzle located above the fat fryer
the safety pin removed from the firing handle, this handle should now be
appliance. The remote operation point for the extinguisher system is from the
d) Release the fat fryer fire suppressant system from the pull moved clockwise through 90°.
crew’s mess room, adjacent to the entrance door into the galley.
release station located in the crew’s mess room. The system
Fat fryers are particularly difficult to protect due to the amount of stored heat will now knock down the flames and form a foam layer on the
that is contained in a large quantity of cooking oil. This is relevant, in that surface.
in order to stop the oil reflashing after the flame has been extinguished, it is
Local Operation for
very important that the temperature of the liquid is allowed to cool to a level Fat Fryer Extinguisher
approximately 33°C below its auto-ignition temperature. In the event that
the thermal cut-out on the fat fryer fails to operate, the temperature of the
oil will be raised by the heating element to an auto-ignition temperature of
approximately 370°C. This temperature can rise further until the heat source is
removed and the action of extinguishing takes place.
The potassium alkaline wet chemical agent is a premixed aqueous solution

which, when released as an atomised spray onto the burning surface quickly
knocks down the flame within 4 to 6 seconds and forms a foam layer on top of
the liquid. The layer of foam must be able to remain stable without breaking
down for approximately 20 minutes, during which time the temperature of the
liquid should have cooled down sufficiently to stop reignition. Therefore it is
vital that the heat source is eliminated as soon as possible and that no attempt Wet Chemical Extinguisher
is made to remove the foam layer until it can be confirmed that the fryer is
cold.
Galley Fan
Stops
Note: There are no toxic products produced by this system when it is released
or after its effect on the fire.
Remote Pull for
Fat Fryer Extinguisher
WARNING
It is important that the electrical supply is isolated from the fat fryer
before the fire suppresent system is used as the wet chemical solution is
electrically conductive.
Galley Entrance Door from Crew Mess Room Galley Fat Fryer Extinguisher Unit

4.2 Emergency Procedures - Navigation
4.2.1 Steering Gear Failure
4.2.2 Main Engine Failure
4.2.3 Man Overboard
4.2.4 Search and Rescue
4.2.5 Collision and Grounding
4.2.6 Towing and Being Towed
4.2.7 Fire
4.2.8 Flooding
4.2.9 Abandon Ship
4.2.10 Piracy Attack
4.2.11 Emergency Reporting
4.2.12 Automated Mutual-Assistance Vessel Rescue (AMVER)
Illustrations
4.2.4a Search Patterns
4.2 EMERGENCY PROCEDURES - NAVIGATION

4.2.1 STEERING GEAR FAILURE
In the event of steering gear failure, the following actions are to be carried
out:
a) Inform the Master.
b) Inform the engine control room.
c) Engage emergency steering. This procedure is posted in the

steering gear room.
d) ‘Not Under Command’ shapes or lights to be exhibited.
e) Commence sound signalling.
f) Prepare engines for manoeuvring.
g) Take the way off the ship.
h) Prepare for anchoring if in shallow waters.
i) Evaluate the need for tug boat escort or assistance.
j) Evaluate the need for salvage.
k) Broadcast an URGENCY message to ships in the vicinity.
Emergency Steering Drill

Emergency steering drill should be carried out at least once every three months
when traffic and navigational restrictions permit.
The drill is to consist of the direct operation of the main steering gear by using
the manual control within the steering flat. Section 2.11 of the machinery
operating manual refers. This operation is to be directed from the navigation
bridge and after each drill, details and the date it is carried out are to be entered
in the Deck Log Book.

Illustration 4.2.4a Search Patterns
Williamson Turn
Ease the helm

Sector Search Pattern Square Search Pattern
and steady on
Reciprocal Course
5S miles
2nd Crossleg
S miles
3S miles
Datum 1st Leg
S miles
2nd Leg
3rd Crossleg 3rd Leg 5S miles 3S miles S miles
60° − 70°
2S miles 4S miles
First Search
When the ship's head is 60°
off original course, Second Search
put helm Hard to Port
2S miles
Note:
The leg length is dependent upon visibility
and the size of the object. Each leg is 120°
to starboard. The second search is 4S miles
commenced 30° to starboard of the original
track.
Note:
The individual leg length 'S' is dependent
upon visibility and the size of the object,
increasing by a factor of one every third leg.
Man Overboard to Starboard-

put helm to Starboard
Issue: Final Draft IMO No. 9297357 Section 4.2.2/3/4 - Page 1 of 2

4.2.2 MAIN ENGINE FAILURE General b) All turns are 90° to starboard. The length of the leg is dependent
on the state of visibility and the size of the search object. After
a) Inform the Master. The Williamson Turn is a proven method of returning the ship, via a reciprocal the first square has been completed, the subsequent increase in
course, to the original position of the person overboard. search leg is increased accordingly.
b) The rudder to be used to best navigational advantage.
Performance of a Williamson Turn will considerably reduce the ship’s speed.
c) Prepare for anchoring if in shallow water.
MERSAR
The rapid posting of lookouts is vital in order to locate the person and/or to
The I.M.C.O. MERSAR manual is a useful source of additional information.
d) ‘Not Under command’ shapes or lights to be exhibited. keep them in sight. Search patterns including those suitable for use with more than one ship and
aircraft are described.
e) Commence sound signalling.
Search Patterns
f) Evaluate need for tug/escort. 4.2.4 SEARCH AND RESCUE
Note: Refer to the Merchant Ships Search and Rescue Book and the
g) Evaluate need for salvage assistance. Wheelhouse Poster - Man Overboard Rescue Manoeuvre. a) Check the position of the vessel in distress with respect to own
ship’s position.
h) Make ready for towing as applicable. The recommended search patterns, starting from a common datum point,
provide a basis to search for a man overboard. The search patterns for a man b) Relay the distress message, if no acknowledgement has been
i) Broadcast URGENCY message to ships in the vicinity. overboard, whose position is known approximately, but cannot be seen are as received from the shore station.
follows:
c) Proceed at maximum safe speed to the distress location and
4.2.3 MAN OVERBOARD
inform the rescue control centre (RCC).
Sector Search Pattern
Procedure d) Inform the owners/charterers/operators of the deviation.
a) Where the position of a person is known within reasonable
In the event of a man overboard the following actions should be taken: limits, the sector search pattern should be used first. e) Maintain a continuous listening watch on all distress
frequencies.
a) Put the helm hard over toward the side on which the person b) All turns are 120° to starboard.
fell. f) Consult MERSAR/IMOSAR manuals.
c) The length of the leg is dependent on the state of visibility and
b) Release the appropriate lifebuoy from the port or starboard the size of the search object, in as much as the length of each g) Establish communications with all other surface units and search
bridge wing. leg is the same. and rescue (SAR) aircraft involved in the SAR operation.
c) Mark the position on the ARPA display and the GPS. d) The first leg of the search should begin in the direction where h) Follow instructions from the RCC and on-scene commander for
the person is most likely to be seen. executing SAR operations.
d) Sound the General Alarm and make a PA announcement.
e) Should the person still be missing on completion of the initial i) Plot positions, courses and speeds of other assisting units.
e) Post a lookout to continuously keep sight of the person. search pattern and it is known they are within the area, a second
pattern should be commenced with the heading 30° to starboard j) Prepare engines for manoeuvring when near to the distress
f) Continue executing the turn, the type of which will be dictated of the initial search pattern heading. location.
by the situation and the positions of ships close by.
Square Search Pattern k) Monitor X-band radar for locating the survival craft transponder
g) Ring the engines to standby. (SART) signals using 6 or 12 mile ranges.
h) As parties close up to emergency stations, the rescue boat can a) If the sector search pattern has failed to find the person, the
ship should commence the square search pattern from the same l) Post extra lookouts for sighting flares, and switch on searchlights
be prepared for lowering. at night.
datum point.
i) Hoist the appropriate flag signals and use the VHF to warn m) Prepare the rescue boat, pilot ladder and nets for assisting in the
vessels in the vicinity. recovery of survivors when sighted.
Issue: Final Draft IMO No. 9297357 Section 4.2.2/3/4 Page 2 of 2

4.2.5 COLLISION AND GROUNDING Stranding Or Grounding n) Reduce the draught of the ship by the transfer of cargo, ballast
or fuel internally, after considering the effects of transfer on
a) Stop engines. stability.
Minimising Damage
b) Sound the general emergency alarm and initiate the ship’s o) Make the ship’s position available to the radio room, satellite
If a collision is inevitable, damage can be minimised by striking a glancing terminal and other automatic distress transmitters. Update as
emergency response procedures as set out in the SOPEP
blow. necessary.
manual.
Collision amidships of either ship must be avoided whenever possible and a p) Evaluate the need for salvage assistance.
c) Close all watertight doors and non-essential air intakes.
bow to bow, quarter to quarter or bow to quarter situation is preferable.
d) Maintain VHF watch on channel 16 and if appropriate on q) Make ready for lightering or towing.
Imminent Collision/Collision channel 13.
r) Communicate with the Casualty Committee and owners/
e) Switch on deck lighting at night. operators.
a) Sound the general emergency alarm and initiate the ship’s
emergency response procedures as set out in the SOPEP
f) Exhibit light/shapes and make appropriate sound signals. s) Broadcast a Distress Alert and Message if the ship is in grave
manual.
and imminent danger and immediate assistance is required,
g) Check the hull for damage and check for oil pollution. otherwise broadcast an Urgency message to ships in the
b) Manoeuvre the ship in order to minimise the effects of the
vicinity.
collision.
h) Sound the bilges and tanks and compare the results against the
departure soundings. Further information on the actions to be taken when the ships is aground can
c) Close all watertight and automatic fire doors.
be found in the ICS/OCIMF publication ‘Peril ar Sea and Salvage - A Guide
i) Visually inspect compartments such as the forward store, pump for Masters’.
d) Switch on deck lighting at night.
room and engine room, if possible.
e) Switch VHF to channel 16 and if appropriate to channel 13.
j) Sound around the ship and determine which way deep water lies
and the nature of the sea bed.
f) Make the ship’s position available to the radio room, satellite
terminal and other automatic distress transmitters. Update as
k) Consider:
necessary.
• Reducing IG pressure
g) Sound the bilges and tanks after the collision.
• Isolating damaged tanks
h) Check for fire/damage. • Advantages/risks in case of refloating
• Potential effect of the sea
i) Prepare the lifeboats and fire fighting equipment.
• Potential for pollution
j) Check the stability/damage stability and manoeuvring capability • Potential drift to a perilous location
of the vessel.
• Setting of anchors or ballasting empty tanks to stabilise the
k) Offer assistance to the other vessel as appropriate. vessel pending assistance
• Potential for further damage to hull or machinery
l) Broadcast a Distress Alert and Message if the ship is in grave
and imminent danger and immediate assistance is required, l) Obtain information on local currents and tides, particularly
otherwise broadcast an Urgency message to vessels in the details of the rise and fall of the tide and the weather forecast.
vicinity.
m) Isolate damaged tanks to ensure an intact hydrostatic head and
integrity.

4.2.6 TOWING AND BEING TOWED The initial information required: Steering Problems
• The urgency of the situation and the time available before If towing by the stern and the rudder is not locked, the rudder may assume the
The vessel is fitted with a specially designed Emergency Towing Apparatus grounding hardover position.
(ETA). Forward there are two custom built Panama fairleads, a ten metre
section of chafing chain and an OCIMF approved chain stopper. On the poop • The size of the other vessel
If towing by the bow and the disabled vessel’s engines are used, the propeller
deck is the automated equipment which allows the towing wire to be released • The type of towing equipment available race can cause the rudder to assume a hardover position.
and deployed by one person.
• Is power available for deck equipment?
The disabled vessel’s trim should if possible be as follows:
• Available manpower
Being Towed • Towed by the bow the trim should be one in one hundred by the
Stern System stern
Connecting the Tow
To operate this, open the box mounted on the side of the fairlead containing the • Towed by the stern the trim should be one in eighty by the
pick-up gear and messenger lines and deploy over the side. The pick-up gear • Decision made by Master as to the equipment usage head
comprises of a marker buoy with self igniting light attached to a pick-up rope. • Use the towing vessel’s emergency towing apparatus (preferred • Steer directly into wind to minimise yaw
The pick-up rope is buoyant and brightly coloured to make it easily visible, and due to the poop deck configuration)
is attached to a heavier gauge messenger wire which is used by the other vessel • Some larger vessels yaw the least on a heading 20° to 30° off
to haul the towing pennant on board. This system can be used when the vessel • Use towed vessel’s emergency towing apparatus the wind
has lost all power and is dead in the water. See Section 3.1.3 in this manual for • Establish continuous radio communication between the two
further information. vessels and any other that may be involved in the operation Passing Tow Line Alternatives
• Pass a light line between the vessels Use line throwing apparatus to pass an initial light line followed by heavier
Bow System lines.
• Connect to emergency towing apparatus buoy line and deploy
when the other vessel is ready A helicopter with a lift capacity of two to three tons could be used to facilitate
Using the bow system will require considerable manpower and time to rig. It
will also require the availability of some deck machinery. • Tow wire connected to other vessel the connection.
It is most likely to be used in conjunction with a salvage tug and for a pre- If picking up other the vessel’s tow-wire, rig a bridle between two of the It should be remembered that speed and yaw have a considerable effect
planned tow with the vessel in no immediate danger. To rig the system it will poop winches using their wires and connect to the tow wire using a suitable on the forces acting against a tow. In the case of speed, the forces increase
be necessary first to place the section of towing (chafing) chain in the chain shackle. considerably.
stopper, then using throwing lines and messengers, finally heaving on board
the tug’s towing wire which is then secured to the vessel’s towing chain with Note: The designed brake load on each winch is 80% of the wire breaking
the purposely designed shackle. Ensure that the chafing chain, when slackened strain but this could vary depending on the brake linings.
back, passes through the purpose made Panama fairleads. This will prevent the
towing wire from unnecessary chafing. When the ship is totally without power
Commencing the Tow
but towage from the bow is still necessary, a messenger can be led from the
ocean going tug through the vessel’s towing fairlead and returned to the tug.
• The towing vessel is to make way very gradually, using her
The tug’s winch is then used to heave round the towing wire for connection to
engines in short bursts of minimum revolutions
the ship’s chain.
• Increase speed in stages of five revolutions per minute. Do not
alter course until both vessels are moving steadily
Towing Another Ship
• When altering course do so in stages of 5°
There are many factors which determine the most suitable method of taking
another vessel in tow. The type and size of the ship to be towed, the urgency • The towing vessel should use its steering gear in conjunction
of the situation, and the duration and route to be taken. Taking into account with the towed vessel
the size of the vessel, and the equipment fitted, it is extremely unlikely that • If the towed vessel’s steering is not available her rudder should
the towing of another vessel will be undertaken except in the case of extreme be placed amidships and locked
emergency. This may occur when trying to prevent a vessel from grounding
when either a tug or more suitable vessel is not available. In such situations, • The towed vessel should not use her engines unless requested to
the following should be considered: do so by the towing vessel

4.2.7 FIRE 4.2.8 FLOODING g) Ensure that lifeboat painters are well secured to the ship.
a) Sound the fire alarm and initiate the ship’s emergency response a) Sound the general emergency alarm and initiate the ship’s h) Embark the crew in the lifeboats and launch the boats on the
procedures as set out in the SOPEP manual. emergency response procedures as set out in the SOPEP verbal instructions of the Master.
manual.
b) Call the Master, if not already on the bridge, and notify the i) Ensure the lifeboat or liferafts remain in safe proximity to the
engine control room. b) Close all watertight doors. ship and in contact with each other.
c) Consider altering course to avoid spreading the fire/danger to c) Sound all bilges and tanks. j) Follow the survival instructions, which will be found in the
personnel. lifeboat and liferafts.
d) Identify the location of incoming water and close all intakes to
d) Muster the crew at their emergency stations. the compartment. k) Review the situation and consider returning to the ship if
conditions improve.
e) Establish communications with the emergency headquarters e) Switch off all electrical power running through the damaged
and fire control station and the engine control room. area. 4.2.10 PIRACY ATTACK
f) Prepare the main engine for manoeuvring. f) Shore up the area to stem the water flow. The following actions are to be carried out when raiders are detected.
g) Check for any missing or injured crew members. g) Check the bilge pump operation. a) The first person to sight the pirates should report to the officer
on watch.
h) On locating the fire, inform all on board of the location. Prepare h) Check the auxiliary pumps for back-up operation as required.
fire fighting/rescue/resuscitation equipment. b) Sound the general alert and broadcast on the PA system
i) Consider the transfer of bunkers, ballast or cargo to correct an announcing the possible pirate attack.
i) If an engine room fire, prepare for engine failure. Shut off all excessive list/trim with due regard to stability of the vessel.
relevant quick-closing valves. c) Increase speed and alter course to seaward if possible.
j) Make the ship’s position known to the radio room, satellite
j) Switch off ventilation fans and close all doors, including fire terminal and other automatic distress transmitters. Update as d) Switch on deck and overside lighting, if appropriate, and use
and watertight doors and vents. necessary. searchlights to illuminate and dazzle the potential raiders.
k) Switch on deck lighting at night. k) Broadcast a Distress Alert and Message if the ship is in grave e) Alert shore stations and other ships in the vicinity.
and imminent danger and immediate assistance is required,
l) Start the fire pumps and commence boundary cooling. Clear otherwise broadcast an URGENCY message to other ships in f) Start the fire pump.
adjacent spaces of all combustible materials. the vicinity.
g) Fire warning rockets and operate fire hoses to prevent
m) Assess the fire situation and fight the fire appropriately. 4.2.9 ABANDON SHIP embarkation.
n) Prepare lifeboats and liferafts for abandoning ship according to a) Broadcast Distress Alert and Message on the authority of the h) Check that all entrances to the accommodation and engine room
the situation. Master. are shut.
o) Make the ship’s position known to the radio room, satellite b) Sound the general emergency alarm on ship’s whistle/bells. The following actions are to be carried out when raiders have boarded.
terminal and other automatic distress transmitters. Update as
necessary. c) Inform the owners/charterers/operators of the intended a) Inform the Piracy Reporting Centre.
abandonment.
p) Broadcast a Distress Alert and Message if the ship is in grave b) Retire to a pre-arranged secure area and ensure all crew
and imminent danger and immediate assistance is required, d) Instruct crew members to wear adequate and warm clothing. members are inside. Do not be heroic as the boarders may be
otherwise broadcast an URGENCY message to other ships in armed.
the vicinity. e) Muster the crew at lifeboat stations and don their life jackets.
c) Report the situation by radio to the coastguard/local authorities/
f) Prepare to launch the lifeboats/liferafts. marine police and seek assistance.
Issue: Final Draft IMO No. 9297357 Section 4.2.7/8/9/10 - Page 1 of 1

4.2.11 EMERGENCY REPORTING i) Details of cargo etc. lost overboard. Actions taken after grounding
Involvement of other parties
The particulars of all accidents or incidents involving the ship and/or her j) Any other relevant information. Tugs
personnel must be sent as soon as possible to Head Office by a secure means. Port Authorities
Initial incident reporting may be advised via the telephone, the contents of Note: Nil reports, as applicable, must be made under each heading. This Classification Societies
the call being confirmed by telex. A full report must be made at the earliest is particularly important in the case of casualty reporting. Plain language P & I Club (Involved if third party damage incurred)
opportunity. It would be beneficial to keep a template of the following Initial should be used in preference to code.
Incident Report ready for use on each telex communication system. View on cause of grounding
Checklists for Specific Accidents

Initial Incident Report Manoeuvring Accident
In the following it will not always be necessary to report on each item listed Voyage from - to, date and time
a) Date and time (UTC) of the incident (a six figure group; first and conversely the list will not always cover every item that needs comment. Position (latitude and longitude)
two figures day of the month, last four figures, the hours and Remember that the reports are used by Head Office to ascertain the particulars Berth
minutes using the twenty four hour clock). of an accident and, therefore, to enable them to act accordingly. Describe manoeuvre being carried out
b) Nature of the incident; collision, grounding, fire etc. Sufficient
Grounding Describe circumstances leading up to accident
detail must be given to allow an overall appreciation to be
Courses steered
made. Voyage from - to. Date and time of grounding Positions
Position of grounding (latitude and longitude for clarity) Engine movements
c) Position of ship. Latitude and longitude is preferred along with Draught of ship Weather conditions
a general statement of where the vessel is. Cargo/ballast and bunkers on board, where stored Wind force and direction
Sea state
d) Name, nationality and type of any other ship involved. Heading of ship in grounded position Tidal conditions
Soundings plan, prior to grounding, at time of grounding and Bridge manning, also any witnesses
e) Nature and extent of damage. repeated as necessary at various stages between high and low Pilot involvement
• To own vessel water
Tidal conditions Damage incurred by own ship, jetty or others
• To any other vessel or installation involved Nature of bottom
Identify grounded section of ship Actions taken after accident
f) Casualties if any, including those missing: Damage incurred or suspected Involvement of other parties
• To own vessel Oil pollution actual or potential Tugs
• To any other vessel or installation involved Port authorities
Weather conditions at time of grounding updated as necessary Classification societies
Wind force and direction P& I Club (Involved if third party damage incurred)
g) State of sea and weather. Sea state Surveyors
Visibility
h) If immobilised and towage or other assistance may be necessary, Current, set and drift
the following additional information must be included. View on cause of accident
Chart or charts in use
• Set and drift of current Positions, courses steered, engine movements prior to
Note: All cases of known or suspected hull damage are to be recorded.
grounding
• An estimate of how long the vessel can safely remain
Heading and estimated speed of ship at time of grounding
without assistance under the prevailing circumstances
Bridge manning at time of grounding
• Nature of any assistance required Navigation aids in use
• Give the names and positions of any Company ships Pilot involvement
contacted, and those of associated companies in the Position and movement of other ships in the vicinity where
vicinity relevant
• Estimated time of readiness to proceed
Issue: Final Draft IMO No. 9297357 Section 4.2.11/12 - Page 1 of 2

Heavy Weather Damage 4.2.12 AUTOMATED MUTUAL-ASSISTANCE VESSEL Deviation Report

Voyage from - to, date and time of damage RESCUE (AMVER) This report is used to notify AMVER of any changes to the original sailing plan
Position where damage occurred (latitude and longitude for clarity) that take place in the course of a voyage. Should the vessel receive a change
Draught of ship The principle of any ship reporting system is to tap the resources of the of orders the sailing plan should be reviewed and any changes that may apply
Cargo/ballast and bunkers on board numerous merchant vessels that are at sea at the time of a marine incident. advised in the form of a deviation report.
One or more vessels may offer the earliest possible response if located near the
Circumstances leading up to the damage casualty. The purpose of AMVER is to maximise the effectiveness of response Pro-forma messages are printed in the Admiralty List of Radio Signals.
Course steered (include adjustments made because of the to a marine emergency by co-ordinating and controlling the assisting ships.
weather) Vessels participating in the scheme also receive a comprehensive guide in the
AMVER (Automated Mutual-Assistance Vessel Rescue) is operated by the form of the AMVER users manual. Full details of the scheme can be obtained
Engine revolutions (include adjustments made because of
United States Coastguard for all merchant vessels of more than 1,000 grt, on from:
the weather)
voyages in excess of 24 hours, regardless of nationality. AMVER centres located
Weather
in New York and San Francisco are capable of processing data automatically
Wind force and direction The Commander Atlantic Area,
and in the event of a marine incident co-ordinate the vessels most suitable to
Sea state and swell
respond. The data is received through a vessel reporting system, these reports US Coastguard
Visibility
may be made free of charge through participating stations.
Governors Island
Particulars of damage
The reports are made in the following format: New York
Any action taken to make good the damage NY 1004 - 5099
Outstanding repairs Sailing Plan
USA
List of damaged equipment requiring replacement This report may be made well in advance of departure from a port. The report
or
includes the ship’s name and call sign, the ports of departure and destination,
Loss of Anchors and the navigational route to be followed between them, along with estimated The Commander Pacific Coast Area,
departure and arrival times. Any special resources such as advanced US Coastguard
Voyage from- to. Date and time
communication systems should also be included in the report.
Position (latitude and longitude) also give additional Government Island
details such as actual bearings and radar distances
Depth of water and nature of bottom Departure Report Almeda
Tidal state and current This report is transmitted as soon as possible after departure. It should include California
the ship’s name, call sign, and time of departure and either confirm that the 94501 - 5100.
Operation in progress original sailing plan remains valid or update the changes instigated.
Anchoring
Weighing anchor
Position Report
AUSREP
At anchor
This report is transmitted within 24 hours of departure and continues to be A similar system is in existence on the Australian coast under the name
Method in use transmitted within 48 hour intervals during the course of the voyage. It should AUSREP. Participation in this scheme is compulsory for all vessels navigating
Walking out include the ship’s name, time and position, together with the destination and between Australian ports. The scheme follows a similar reporting format to
On the brake? latest ETA. AMVER and full details are listed in the Admiralty List of Radio Signals.
Which anchor and how much cable lost Arrival Report
Any other damage This report takes the form of a simple statement that the vessel has reached
its intended destination. It should be transmitted as soon as practicable upon
arrival.
Issue: Final Draft IMO No. 9297357 Section 4.2.11/12 - Page 2 of 2

PART 5: MISCELLANEOUS PROCEDURES
5.1 Passage Conduct
5.1.1 Passage Planning - Appraisal
5.1.2 Passage Planning - Planning
5.1.3 Passage Planning - Executing the Plan
5.1.4 Passage Planning - Monitoring

5.1 PASSAGE CONDUCT 5.1.1 PASSAGE PLANNING - APPRAISAL Having collected together all the relevant information, the Master, in
consultation with his officers, will be able to make an overall appraisal of the
Before any voyage can be embarked upon or indeed, any project undertaken, passage, which may be one of, or a combination of, the following:
General those controlling the venture must have an understanding of the risks
involved. Ocean Passage
A plan for the intended passage is to be prepared prior to sailing. This section
should be read in conjunction with the standard procedures issued by the The appraisal stage of passage planning examines these risks. If alternatives The passage may be a trans-ocean route, in which case the first consideration
company. are available, these risks are evaluated and a compromise solution is reached, will need to be the distance between ports, followed by the bunker and stores
whereby the level of risk is balanced against commercial expediency. The requirements and availability en route, in case of emergency and at the load
Procedure appraisal should be considered as the most important part of passage planning, discharge ports. A great circle is the shortest distance, but other considerations
as it is at this stage that all pertinent information is gathered and a firm will need to be taken into account.
a) It is customary for the Master to delegate the initial responsibility foundation for the plan is laid. The urge to commence planning as soon as
for preparation of a passage to the navigating officer, who is possible should be resisted, as time allocated to appraisal will pay dividends Meteorological conditions will need to be considered, even if the recommended
responsible for navigational equipment and publications. later. route is longer in distance, as it may well prove shorter in time and the ship less
liable to suffer damage.
b) The navigating officer has the task of preparing the detailed Information Sources
passage plan to the Master’s requirements. The plan is to be Ocean currents may be used to advantage and weather systems also need to be
approved by the Master prior to the vessel sailing. considered, i.e. a tropical revolving storm.
The Master’s decision on the overall conduct of the passage will be based
upon an appraisal of the available information. This appraisal will be made by
c) All bridge team members should carefully study, understand considering the information from sources including: Coastal Passage
and should finally sign at the bottom of the last page of the
• Chart catalogue The main consideration at the appraisal stage will be to determine the
prepared passage plan.
distance.
• Navigational charts
d) The junior team members should not hesitate to question a
• Ocean Passage for the World The courses should be laid off, staying well clear of coastlines and dangers,
decision, if they consider that such a decision is not in the best
and whilst in soundings, due attention must be given to the vessel’s draught
interest of the ship. • Routing charts or pilot charts and minimum under-keel clearance.
• Sailing directions and pilot books
Voyages, of whatever length, can be broken down into two major stages:
When the ship is passing through areas where IMO adopted traffic separation
• Light lists
and routing schemes are in operation, such routing is to be complied with.
1. Preparation which consists of: • Tide tables
Appraisal • Tidal stream atlases Appraisal Completed
Planning • Notices to Mariners Having made an appraisal of the intended voyage, the Master will determine
• Routing information his strategy and then delegate to the second officer the planning of the voyage.
Irrespective of who actually does the planning, it is to be based on the Master’s
2. Execution which consists of: • Radio signal information (including vts and pilot service) requirements, as it is the Master who carries the final responsibility for the
Organisation • Climatic information plan.
Monitoring • Load line charts

• Distance tables
• Electronic navigational systems information
• Radio and local warnings
• Owner’s and other unpublished sources
• Draught of vessel
• Personal experience
• Mariner’s hand book
Issue: Final Draft IMO No. 9297357 Section 5.1/.1 - Page 1 of 1

5.1.2 PASSAGE PLANNING - PLANNING Tracks should be drawn on the small scale charts, according to the decisions Parallel Indexing
made at the appraisal stage, regarding the route to be taken. The parallel index is a useful method of monitoring cross track tendency in both
Passage Planning poor and good visibility, and is a simple and effective method of continuously
Chart changeover points should be quite clearly shown on all charts. monitoring a ship’s progress.
Passage plans should be made from berth to berth, not from pilot station to
Track considerations: The ship at all times must be in safe water and remain ARPA and ECDIS mapping may be used in addition, to but not to the exclusion
pilot station. This requirement is justified by referring to the IMO resolution
sufficiently far off a danger to minimise the possibility of grounding in the of, other systems.
which states that despite the duties and obligations of a pilot, his presence
event of machinery breakdown or navigational error.
on board does not relieve the officer in charge of the watch from his duties
and obligations for the safety of the ship. This makes it quite clear that it is Waypoints
Distance from navigational hazards or grounding line will depend on
necessary to plan from berth to berth, even though it is anticipated that there
following: A waypoint is a position, shown on the chart, where a planned change of status
will be a pilot conducting the vessel at certain stages of the voyage. The plan
also needs to include all eventualities and contingencies. • The draught of the ship relative to the depth of water will occur. It will often be a change of course but may also be an event such
as:
• The weather conditions
Planning may be considered in two stages though, at times, they will merge • End or beginning of sea passage
and overlap. • The direction and rate of the tidal streams or current
• Change of speed
1. Ocean and open waters • The volume of traffic
• Pilot embarkation point
2. Coastal and estuarial • The age and reliability of the survey
• Anchor station etc.
• The availability of safe water
Planning Sequence Aborts and Contingencies
Regulations, both company and national, regarding off shore distances must
Charts also be observed. No matter how well planned and conducted a passage may be, there may come
Collect together all the charts for the intended voyage, putting them into the the time when, due to a change in circumstances, the planned passage will have
correct order. Ensure that all charts and publications have been corrected to the Deviation from the planned track may be necessary, e.g. having to alter for to be abandoned.
latest Notices to Mariners available. another ship. However, such deviation from track should be limited, so that
the ship does not enter areas where it may be at risk or closely approach the
margins of safety. Aborts
No Go Areas When approaching constrained waters, the ship may be in a position beyond
Coastal and estuarial charts should be examined, and all areas where the ship Under-keel clearance: It is important that the reduced under-keel clearance has which it will not be possible to do anything other than proceed. This is termed
cannot go, carefully shown by highlighting or cross-hatching. been planned for and clearly shown. the point of no return, and is the position where the ship enters water so narrow
that there is no room to turn, or where it is not possible to retrace the track, due
In tidal areas, adequate under-keel clearance may only be attainable during the to a falling tide and insufficient under-keel clearance.
Margins of Safety period that the tide has achieved a given height. Outside that period, the area
Before tracks are marked on the chart, the clearing distance from any no must be considered no go. Such a safe period is called the tidal window, and A position needs to be drawn on the chart showing the last point at which
go area needs to be considered. Among the factors which will be taken into must be clearly shown, so that the OOW is in no doubt as to whether or not it the passage can be aborted. The position of the abort point will vary with the
account when deciding the size of the margin of safety are: is safe for the ship to proceed. circumstances prevailing, eg., water availability, speed, turning circle, etc., but it
• The dimensions of the ship must be clearly shown, as must a subsequent planned track to safe water.
Stream and current information is often available on the chart, though more
• The accuracy of the navigational systems to be used detailed information is given in Ocean Passage for the World, routing charts, The reasons for not proceeding and deciding to abort will vary according to the
• Tidal stream and pilot books. Tidal information is available from charts, tide tables, with circumstances but may include:
further local information being available in pilot books.
• The manoeuvring characteristics of the ship • Deviation from approach line
• The draught and under-keel clearance In confined waters, when navigating on large scale charts, the margins of safety • Machinery failure or malfunction
may require the ship to commence altering course at the wheel over position,
• Instrument failure or malfunction
Margins of safety will show how far the ship can deviate from track, yet still some distance before the track intersection in order to achieve the new planned
remain in safe water. track. These points are to be marked on the chart along with information on the • Non-availability of tugs or berth
planned rate of turn and speed that it is calculated for. • Dangerous situation ashore or in harbour
Safe water can be defined as areas where the ship may safely deviate.
• Any situation where it is deemed unsafe to proceed

Contingencies • Normal range

Having passed the abort position and point of no return, the OOW still needs • Landfall lights
to be aware that events may not go as planned and that the ship may have to
• Extreme range
take emergency action. Contingency planning will include:
• Echo sounder
• Alternative routes
• Chart overcrowding
• Safe anchorage
• Waiting areas
Planning Checklists
• Emergency berth
In addition to the information on the charts, the whole of the passage plan
Contingency plans will have been made at the planning stage and clearly should be written onto the vessel’s passage plan forms for reference (see
shown on the chart. enclosed illustrations/checklists).
The following should be clearly stated and included in the passage planning: Depending upon the length and complexity of the passage, or certain parts of
• Various methods of position fixing it, it is good practice for an abbreviated edition of the plan to be copied into a
note book. This allows the person having the con, other than a pilot, to update
• Primary and secondary position fixing himself as and when required, without having to leave the conning position to
• Radar conspicuous objects, visual and navaids look at the chart.
• Landfall lights
Master’s Approval
• Radar targets
On completion, the plan must be submitted to the Master for his approval.
• Buoyage
• Fix frequency
Plan Change
• Fix regularity
All members of the bridge will be aware that even the most thorough plan may
Additional information including: be subject to change during the passage. It is the responsibility of the person in
• Reporting points charge to ensure that changes are made with the agreement of the Master, and
that all other members of the bridge team are advised of such change.
• Anchor clearance
• Pilot boarding area
• Tug management
• Traffic areas
• Transits (ranges)
• Compass error
• Leading lines
• Clearing marks
• Head mark
• Clearing bearing
• Range of lights
• Geographical range
• Luminous range

5.1.3 PASSAGE PLANNING - EXECUTING THE PLAN • To change from unattended to manned machinery space. c) Checking that chart table equipment is in order and to hand,
eg., pens, pencils, parallel rules, compasses, dividers, note pads
• To call an extra certificated officer to the bridge.
etc.
Executing the Plan • To make personnel, in addition to the watch keeper, available
Organisation for bridge duties such as manning the wheel, keeping lookout, d) Checking that ancillary watch keeping equipment is in order
etc. and to hand, eg., binoculars, azimuth rings, aldis lamps etc.
The plan having been made, discussed and approved, now requires its method
of execution to be organised. This includes the methods used to carry out • To make personnel, in addition to the watch keeper, available
for deck duties such as preparing pilot ladders, clearing and e) Confirming that monitoring and recording equipment, eg.,
the plan and the best use of available resources. Final details will have to be
standing by anchors, preparing berthing equipment, engaging course recorder, engine movement recorder, is operational and
confirmed when the actual timing of the passage can be ascertained.
tugs, etc. recording paper replaced if necessary.
The tactics to be used to accomplish the plan can then be agreed and should
Before commencing the voyage there is considerable advantage to be gained f) Confirming that the master gyrocompass is fully operational and
include:
by briefing all concerned. This may take place over a considerable period of follow-ups aligned. The magnetic compass should be checked.
• ETA at critical points to take advantage of favourable tidal
time. As the actual commencement of the voyage approaches, certain specific
streams. g) Check that all instrument illumination lamps are operational.
personnel will have to be briefed so that work schedules and requirements can
• ETA at critical points, where it is preferable to make a daylight be planned. In particular, any variation from the routine running of the ship
passage, or with the sun behind the ship. e.g. doubling of watches, anchor party requirements, etc. must be specifically h) Check navigation and signal lights.
advised to involved personnel, either by the Master or the navigator. Such
• Traffic conditions at focal points. i) Switch on any electronic navigational equipment that has been
briefings will require frequent updating, and at different stages of the voyage
• ETA at destination, particularly where there may be no there will have to be re-briefing. Briefing will make individuals aware of their shut down and ensure operating mode and position confirmed.
advantage gained by early arrival. own part in the overall plan and contribute to their work satisfaction. Check that the correct CD is loaded into the ECDIS and the
current chart is shown.
Tidal stream information, obtained from the chart or tidal stream atlases, can Prior to the commencement of the passage, and in certain cases during the
be included in the planned passage when the time of transit of the relevant passage, it may be necessary for the Master to ensure that rested personnel are j) Switch on and confirm the read outs of echo sounders and logs,
area is known. Ideally, the course to steer should be calculated prior to making available. This could include such times as leaving port, entering very heavy and confirm associated recording equipment is operational with
the transit, though in fact, strict adherence to the planned track will actually traffic areas, bad weather conditions or high risk situations such as transiting a adequate paper.
compensate for tidal streams. Current information can also be obtained and narrow strait, etc. This can be achieved, within the limits of the total number of
shown on the chart. persons available, by ensuring that watch keepers of all description are relieved k) After ensuring that the scanners are clear, switch on and tune
of their duties well in advance of being required on watch, in order that they radars and set appropriate ranges and modes.
It must always be borne in mind that safe execution of the passage may may be rested prior to taking up their duties.
only be achieved by modifying the plan, in cases of navigational equipment l) Switch on and test control equipment, ie., telegraphs, steering
becoming unreliable, inaccurate or time changes having to be made or delayed gear as appropriate. Switch on and test communications
Voyage Preparation equipment both internal and external (VHF and MF radios,
departure.
This will normally be the task of a junior officer who will prepare the bridge NAVTEX, Inmarsat and GMDSS system as appropriate).
The officer of the watch shall have full knowledge of all safety and for sea. Such routine tasks are best achieved by the use of a checklist, but care
navigational equipment on board the ship, and shall be aware and take account has to be taken to ensure that this does not just mean that the checklist is ticked m) Test both whistles.
of the operating limitations of such equipment. The Master is to ensure that without the actual task being done.
all bridge team personnel, including newly joined navigating officers, are n) Ensure that clear view screens and wipers are operational also
familiar with all navigational equipment and they are capable of undertaking that the windows are clean.
Bridge Preparation
the navigational watch. If found necessary, a newly joined officer should be
accompanied by a competent navigating officer. As and when directed by the Master, the officer responsible should prepare the o) Confirm that all clocks and recording equipment are
bridge by: synchronised.
In order to achieve safe execution of the plan, it may be necessary to manage
the risks by utilising additional deck or engine personnel. This will include an a) Ensuring that the passage plan and supporting information is p) After ensuring that there is no relevant new information on
awareness of positions at which it will be necessary, such as: available and to hand. the telex, fax or NAVTEX, advise the Master that the bridge is
ready for sea.
• To call the Master to the bridge for routine situations such as
b) Charts should be in order in the chart drawer, and the current
approaching the coast, passing through constrained waters,
chart available on the chart table.
approaching the pilot station, etc.

5.1.4 PASSAGE PLANNING - MONITORING Regularity In areas of heavy traffic and proximity of dangers, the person having the con
Fixing not only needs be accurate and sufficiently frequent, it also needs to be will have to hold a delicate balance of other ship avoidance and planned track
regular. maintenance. The priority will be to avoid collision, but not at the expense of
Monitoring the Ship’s Progress grounding.
Monitoring is ensuring that the ship is following the predetermined passage Estimated Position
plan, and is a primary function of the officer of the watch. The OOW may be Non-Navigational Emergencies
alone, assisted by other ship’s personnel, or acting as back-up and information Regular fixing also allows a fix to be additionally checked. Each time a
position has been fixed, it is good practice to estimate the position that the The planning should have allowed for contingencies, but even the best plan
source to another officer having the con. cannot allow for every conceivable situation. Situation awareness and careful
ship should have reached at the next fix.
assessment of the situation, coupled with the principles of bridge team
Monitoring consists of following a series of functions, analysing the results management, will help to prevent a bad situation becoming worse.
and taking action based upon such analysis. It is a good practice to observe the echo sounder reading at the same time when
taking a fix, and writing this reading on the chart beside the fix. The echo
sounder recording should also be marked with the time and date of the fix, Time Management
Fixing Method when tested and when switched on/off. If the observed reading is not the same
In the event that the ship is ahead of or behind the planned ETA at the next
The first requirement of monitoring is to establish the position of the ship. as indicated on the chart then the OOW should realise that something is wrong.
waypoint, the OOW must use his judgement as to whether the speed is adjusted
This may be done by a variety of methods, ranging from the very basic three It may be that the chart is wrong and that the ship is heading into danger.
or not. In some instances, as for example when it is imperative that the ship’s
bearing lines, through a more technical use of radar ranges/bearings, to an ETA is critical to make a tide, then ETAs have to be adhered to.
instant read out of one of the electronic position fixing systems, eg., Decca, Cross Track Error
Loran or GPS.
Having fixed the position, the OOW will be aware of whether or not the ship Lookout
The result in the previous paragraph, is always the same. However the fix is following the planned track, and whether or not the ship will be at the next
Rule 5 of the international regulations for preventing collisions at sea states
has been derived, the end result is no more than a position. It is how this waypoint at the expected time. If the ship is deviating from the planned track,
every vessel shall, at all times, maintain a proper lookout by sight and hearing,
information is used that is important. the OOW must determine whether or not such deviation will cause the ship
as well as by all available means appropriate, in the prevailing circumstances
to sail in to danger and what action should be taken to remedy the situation.
and conditions, so as to make a full appraisal of the situation and of the risk
Apart from deviating from the track to avoid an unplanned hazard such as an
Visual Bearings of collision.
approaching ship, there is no justification not to correct the deviation and get
As stated above, fixing methods vary. Basic fixing consists of more than the ship back on to the planned track.
The keeping of an efficient lookout needs to be interpreted in its fullest sense,
one position line obtained from taking bearings using an azimuth ring on a with the OOW being aware that lookout includes the following items.
compass. The OOW must use his judgement as to how much he needs to alter course to
return to track, bearing in mind that even when he has returned to the planned
A constant and continuous all-round visual lookout enabling a full
Gyrocompass or magnetic compass, the bearings are corrected to true, drawn track, he will need to leave some of the course correction on, in order to
understanding of the current situation and the proximity of dangers, other
on the chart and the position shown. Three position lines are the minimum compensate the cause of earlier deviation.
ships and navigation marks.
required to ensure accuracy.
To Observe the International Regulations for Prevention of Collisions at Visual observation will also give an instant update of environmental changes,
Poor visibility or lack of definable visual objects, may prevent a three-bearing Sea particularly visibility and wind.
fix being made. In this case, electronic ranges may be included in the fix and
under some circumstances make up the whole of the fix. Irrespective of the planned passage, no ship can avoid conforming to the
requirements of the ‘rule of the road’ as these rules are quite clear and are Visual observation of the compass bearing of an approaching ship will quickly
internationally accepted and understood by all OOWs. show whether or not it is changing and whether or not it needs to be considered
In any case, a mixture of visual or electronic bearing and ranges is acceptable. a danger.
Electronic position fixing is also used particularly where there are no shore-
based objects to be observed and the radar coastline is not distinct. Rule 16 States: Every vessel which is directed to keep out of the way of
another vessel shall, so far as possible, take early and substantial action to Visual observation of characteristics of lights is the only way of positively
keep well clear. identifying them, and this increases the OOW situational awareness.
Frequency
Despite the requirement to maintain track, rule 8 makes it quite clear that the The lookout will also include the routine monitoring of ship control and alarm
Fix frequency may have been determined at the planning stage. Even so this systems, eg., regularly comparing standard and gyrocompasses and that the
may have to be revised, always bearing in mind the minimum frequency is give-way ship must keep clear, either by altering course or if this is impossible,
then by reducing speed, or a combination of both these factors. Proper planning correct course is being steered.
such that the ship cannot be allowed to get into danger between fixes.
will ensure that the ship will never be in a situation where such action cannot
be taken.

Electronic aids should not be overlooked or ignored under any circumstances,

but it should be remembered that ECDIS, radars, etc., are aids to navigation,
not merely single means of navigation.
Also included in the concept of lookout should be the advantageous use of the
VHF on the appropriate channels, which allows the ship to become aware of
situations arising long before it is actually in the affected area.
Under-Keel Clearance
Routine observation of the echo sounder should become one of the watch
procedures.
Waypoints
Waypoints are good indicators of whether the ship is on time or not. If not, then
something has occurred or is occurring which has affected the passage and the
OOW will take steps to correct this occurrence. Waypoints are indicated on a
seperate checklist (411.006G) as part of the passage plan.
Transits (ranges)
Transits can be used as a wheel-over point, also to confirm that the ship is on
schedule.
Leading Lines
The transit of two readily identifiable land-based marks on the extension of the
required ground track, usually shown on the chart, are used to ensure that the
ship is safely on the required track.
Natural Leading Lines

Sometimes the OOW may be able to pick up a navigation mark in line with an
end of land, thus confirming that the vessel is on track.
Clearing Marks and Bearings

Clearing marks and clearing bearings, whilst not being considered to be a
definitive fix, will indicate to the OOW that the ship is remaining in safe
water.
Light Sectors
The changing colours of sectored lights can also be used to advantage by the
OOW who, being very aware of it, will realise that the ship is sailing into
danger.

5.2 Operational Procedures
5.2.1 Bridge Teamwork
5.2.2 Taking Over Watch
5.2.3 Watchkeeping
5.2.4 Pilot Procedures
5.2.5 Weather Reporting
Illustrations
5.2.1a Bridge Teamwork
5.2.4a Pilot Information Card

,OOXVWUDWLRQD%ULGJH7HDPZRUN
%ULGJH7HDPZRUN
$SSURDFKLQJ3RUW $W6HD
3LORWDJH &RQILQHG:DWHUV 5RXWLQH6LWXDWLRQV
/RZ9LVLELOLW\
2IILFHURIWKH:DWFK
0DVWHU 3URYLGHVWKHKLVWRULFDOQDYLJDWLRQDOGDWD
&RQVYHVVHOJLYLQJERWKKHOPDQG 0DLQWDLQVKLVRZQUDGDUPDSVDQGLQGH[LQJ
HQJLQHRUGHUV8VHVKLVUDGDUPDSV
DQGLQGH[LQJWRFURVVFKHFNWKH $GYLVHVWKH0DVWHURIWKHSRVLWLRQRIWKH
QDYLJDWLRQDOLQIRUPDWLRQ YHVVHOUHODWLYHWRWKHDJUHHGWUDFN
3LORW 2IILFHURIWKH:DWFK SURYLGHGE\WKH22: 2IILFHURIWKH:DWFK
VSHHGDQGFRXUVHPDGHJRRG
&RQVYHVVHODORQJWUDFN 5HVSRQVLEOHIRUQDYLJDWLRQ $GYLVHV22:RIKLVLQWHQWLRQV 3URJUHVVHVWKHURXWLQH

(QGHDYRXUVWRUHVROYHDQ\GLIIHUHQFHEHWZHHQ
DJUHHGZLWKWKH0DVWHU /LDLVHVZLWKSLORWDGYLVLQJ LQJRRGWLPHVRWKDWWKHVDIHSURJUHVV QDYLJDWLRQDQGFRQWURO
WKHLQIRUPDWLRQRQWKHWZRUDGDUVDQGFKDUW
KLPRIWKHVKLS
VSRVLWLRQ RIWKHSDVVDJHSODQFDQEHYHULILHG RIWUDIILFLQDFFRUGDQFH
/LDLVHVZLWK22:RQ UHODWLYHWRWKHDJUHHGWUDFN RUDQ\DPHQGPHQWVEHSURSHUO\FKHFNHG ZLWKWKH0DVWHU
VRUGHUV
0RQLWRUVWKHWUDIILFDQGDGYLVHVRIDQ\
QDYLJDWLRQWUDIILF DQGWKHSDVVDJHSODQ
FORVHTXDUWHUVLWXDWLRQV
0DVWHU +LJK5LVN$UHD
,QLWLDOO\DJUHHVWUDFNWRIROORZZLWKSLORW $QDGGLWLRQDORIILFHUPD\EHUHTXLUHG 0DVWHU

WRDVVLVWWKH0DVWHU7KLVRIILFHUZLOO
0DLQWDLQVDQRYHUYLHZRIDOO WDNHFRQWURORIWKHFRPPXQLFDWLRQV )RUPXODWHVDQGDSSURYHV
FRPPDQGVRUGHUVJLYHQ JLYHEDFNXSLQIRUPDWLRQWRWKH22: WKHQH[WSODQ
IRUWKHFKDUWSURYLGHWKH0DVWHU
0RQLWRUVQDYLJDWLRQRIWKHYHVVHO ZLWKUDGDULQGH[LQJDQGDQWLFROOLVLRQ 0RQLWRUVWKDWWKH22:LV
E\FURVVFKHFNLQJLQIRUPDWLRQ DGYLFHDVDFURVVFKHFNWR SURJUHVVLQJWKHSODQFRUUHFWO\
SURYLGHGE\WKH22: WKHVDIHSDVVDJHSODQ

5.2 OPERATIONAL PROCEDURES Master has assumed responsibility for the watch. The Master’s decision to take
over the watch must be clear and unambiguous and the fact recorded in the
5.2.1 BRIDGE TEAMWORK Deck Log Book.
Safe navigation is the most fundamental attribute of good seamanship. It is important for a ship’s complement to co-ordinate their activities,
Sophisticated navigational aids can complement the the basic skills of the communicate effectively and work effectively as a team. During emergency
navigator, but sophistication can bring its own dangers and there is a need for situations this is vital.
precautionary measures against undue reliance on technology. Experience has
shown that bridge teamwork and properly formulated procedures are critical in A bridge team that has a plan that is understood and is well briefed, with all
maintaining a safe navigational watch. members working together as a team, will have good situation awareness and
will be able to anticipate potentially dangerous situations. They will recognise
In determining the composition of the bridge team the Master should take into the development of a chain of errors and will be able to take early and positive
consideration: action to break the sequence and avoid a possible disaster.
• The state of visibility

• The anticipated traffic density
• The proximity of navigational dangers or other routing measures
such as traffic separation schemes
• The additional workload that may be caused by the nature of
the vessel’s immediate operating requirements and anticipated
manoeuvres
• The professional competence of the bridge personnel and their
familiarity with the vessel’s equipment and characteristics
• The operational status of the bridge equipment and controls
• The fitness of the members of the bridge team and the need to
ensure that all members of the bridge team have had the rest
periods as required by the STCW Code
• The need to ensure that the bridge is at no time left unattended
All members of the ship’s complement that have bridge navigational duties
will be part of the bridge team. The OOW is in charge of the bridge team for
that watch until such time as they are relieved.
It is most important that the bridge team work together closely, both within and
across the watches, as decisions made during one watch can, and will, have
an impact on another watch. All non-essential activity on the bridge should be
avoided.
The members of the bridge team should have a clear and unambiguous
understanding of the information that should be routinely reported to the
Master of the vessel, and the circumstances under which the Master should
be called.
The OOW will continue to be responsible for the conduct of the watch, despite
the presence of the Master on the bridge, until informed specifically that the

5.2.2 TAKING OVER THE WATCH 5.2.3 WATCHKEEPING Sufficient information should be recorded in the bridge log book, for the actual
track that the vessel followed to be reconstructed at a later date, including the
The officer of the watch should not hand over responsibility for the watch if The officer of the watch (OOW) is the Master’s representative and is in charge vessel’s position course and speed, the times of passing significant navigational
there is any doubt whatsoever as to the ability or fitness of the relieving officer of the bridge team. marks and any other information that may be considered relevant. All positions
to carry out their duties effectively. When in any doubt, the Master should be marked on navigational charts should be retained at least for the duration of
informed. The watchkeeping duties of the OOW include, but are not restricted to: the voyage. Paper records from course recorders, echo sounders and any other
relevant recording device should be suitably marked and retained. It is better
Before accepting responsibility for the watch the relieving officer must be to record too much information rather than too little.
• The maintenance of a proper all round lookout
satisfied with:
• Collision avoidance and compliance with the collision The OOW should be aware of the effects of operational and accidental
regulations pollution on the marine environment, and should be familiar with MARPOL
• The contents of any standing and night orders or special
• The plotting of the vessel’s position at regular intervals and and the Shipboard Oil Pollution Emergency Plan (SOPEP).
instructions relating to the safe navigation of the vessel
monitoring the vessel’s progress
• The position, course, speed and draught of the vessel
• Periodic checks on the navigational equipment in use, including
• The operational status of all navigational and safety equipment
the gyro and magnetic compasses
that is in use or may be required to be used during the course of
the watch • The keeping of records relating to the safe navigation of the
vessel
• Prevailing environmental conditions, including the state of
visibility, wind, sea and current and the effect of these factors • Completion of the daily watchkeeping checklist/tests
on the course and speed of the vessel
The OOW needs to maintain a high general awareness about the vessel and
• The procedures for use of the main engines their status and the
its day to day operation including a general watch over the vessel’s decks to
watchkeeping arrangements for the engine room
monitor people working on deck.
• The errors of the gyro and magnetic compasses
Routine tests of the bridge equipment should be undertaken to ensure that it
• The presence and movements of any vessel in sight or known to
is functioning correctly and communicating with other systems to which it
be in the vicinity
may be connected. Care should be exercised when using electronic means for
• Any conditions or hazards that are likely to be encountered plotting the position of the vessel and these should be cross referenced with
during the course of the watch visual means at every opportunity.
• The effect of trim list, water density or squat on under-keel
clearance Manual steering should be tested at least once a watch when the automatic pilot
is in operation.
• Any other circumstance that may be of concern during the
watch The gyro and magnetic compass errors should be checked and the magnetic
• The change of watch checklist has been filled in correctly deviation obtained at least once a watch and after every major course alteration.
The errors and deviations obtained should be recorded in the Compass Error
book and in the bridge log book.
It is most important that the OOW keeps to the passage plan as prepared, and
monitors the progress of the vessel in relation to that plan. Should a deviation
from the plan be required for any reason, the OOW should return to the plan
as soon as it is safe to do so.
Radar parallel indexing techniques are helpful in monitoring the vessel’s

progress in relation to the prepared passage plan. However, when using radar
for position fixing or monitoring, the OOW should check the accuracy of the
Variable Range Marker and Electronic Bearing Lines, as well as the overall
performance of the radar.
Issue: Final Draft IMO No. 9297357 Section 5.2.2/.3 - Page 1 of 1

Illustration 5.2.4a Pilot Information Card
PILOT INFORMATION CARD

Ship's Name: Date:
Call Sign: Deadweight: mt Year Built:
Draught Aft: m Forward: m Displacement: mt
SHIP'S PARTICULARS
Length OA: m Anchor Chain - Port: XX Shackles Starboard: XX Shackles
Breadth: m Stern: N/A
Bulbous Bow: No (1 Shackle = 27.5m / 15 Fathoms)
xx m xx m Air
Draught
m xx m
xx m
xx m
Parallel WL
xx m Loaded
xx m Ballast
Engine Type: Direct Drive, Slow Speed Diesel Maximum Power: PS
Manoeuvring Engine Order RPM Speed (knots)
Loaded Ballast
Full Ahead
Half Ahead
Slow Ahead
Dead Slow Ahead
Dead Slow Astern Time Limit Astern: hours

Full Ahead to Full Astern: Loaded
Slow Astern Ballast
Half Astern Stopping Distance: Loaded xxx nm
Maximum No. of consecutive starts: xx
Full Astern Minimum rpm: xx rpm
Astern Power: %

5.2.4 PILOT PROCEDURES The pilot will need to be acquainted with the bridge and to agree how his Monitoring
instructions are to be executed. Some pilots prefer to operate the controls
Pilots are engaged to provide local knowledge of a port or area through which themselves, while others will leave that to the ship’s staff. On large vessels, The vessel’s position must be plotted and progress monitored in exactly the
the vessel is passing. such as this, it is usual for the ship’s staff to operate the controls, so that the same manner when the pilot has the con, as it is under normal conditions.
pilot remains free to move about the bridge. He will need to know where the Such monitoring must be carried out by the OOW, and any deviations from the
When they have embarked and arrived on the bridge, the pilot becomes a VHF is situated and how to change channels. He may also require a radar to be planned track or speed observed and communicated to the Master. From such
member of the bridge team. The Master may either delegate the conduct of the made available for his use. Care must be taken to alter the mode of operation information the Master will be in a position to question the pilot’s decisions
vessel to the pilot, in close co-operation with the Master and OOW, or he may and range of the radar from that set by the pilot. with confidence, should the need arise.
keep the con himself with the pilot giving advice. Either way, it is important
that the Master/pilot relationship is agreed and clearly understood. The time available for the Master/Pilot exchange depends upon several factors,
including : Pilot Embarkation/Disembarkation Procedure
The presence of a pilot does not relieve the Master or OOW of their duties and
obligations with regard to the safety of the vessel. Should the Master, or OOW, a) Give the required ETAs to the pilot station and agree a time
• The position of the pilot boarding area. Often this is such that and position for the embarkation or disembarkation of the pilot.
in the absence of the Master, be in any doubt as to the pilot’s competence or
there will be little time between the pilot actually entering the Also establish on which side the pilot ladder is required.
actions then they must not hesitate in informing the pilot accordingly and take
bridge and taking over the con of the vessel.
over the con of the vessel.
• The speed of the ship at the pilot boarding area. b) Give the engine room the required notice.
The Master will, under normal circumstances, remain on the bridge during the • Environmental conditions such as poor visibility, strong
pilotage. However, in the event of a long pilotage, it may not be practical for c) The pilot ladder or the accommodation ladder should be suitably
winds, rough seas, strong tides or heavy traffic may inhibit the rigged, with a lifebuoy and heaving line ready for immediate
the Master to remain on the bridge throughout. In such cases he must delegate handover of the con to the pilot.
his authority to a responsible officer, probably the OOW, exactly as he would use.
do at sea. • Where circumstances do not permit a full Master/pilot exchange
to take place then the bare essentials should be covered d) An officer and assistant are assigned to ensure that the pilot is
immediately and the rest of the discussion held as soon as is safely embarked or disembarked.
Master/Pilot Information Exchange safe and practicable.
e) A suitable communication link should be established between
It is often the case that the Master of the vessel is not familiar with the pilotage Many ports use helicopters for the embarkation and disembarkation of pilots. the bridge and the deck party.
area and that the pilot is not familiar with the handling characteristics of the This can usually be achieved away from areas of heavy traffic or constrained
vessel. waters and without the need to reduce speed. See section 5.3.1 for advice on f) Ensure that the embarkation area is clear of oil or grease and
helicopter operations. any unnecessary objects.
When the pilot arrives on the bridge it is normal practice for the Master to
make time for a brief discussion with him. This will include such items as the g) Provide adequate illumination, if dark.
pilot’s planned route, his anticipated speeds and ETAs, both en route and at the Planning
destination and also what assistance he expects from the shore, such as tugs h) The engines should be on standby and the steering in manual.
and VTS information. A properly planned passage does not stop at the pilot boarding area.
i) The time and place of pilot embarkation and disembarkation
The Master should advise the pilot of the: The passage plan continues from sea to berth, or vice versa, the boarding of the should be recorded in the Bridge Movement Book and Deck
pilot, and the areas where a pilot has the con, being part of the passage plan. Log Book.
• Ship’s particulars This enables the Master and OOW to compare the progress of the ship with the
• Speeds at various engine rpm planned track and also familiarises them with the constraints and other details
of the pilotage. Abort and contingency planning will assist, should the ship
• State of readiness of relevant equipment
experience navigational or other problems.
• Manoeuvring characteristics
• Mode of propulsion and direction of rotation of propeller The Master and the bridge team should, as far as is possible, be aware of
the pilot’s intentions and be in a position to query his actions at any stage of
• Any other information that he feels is relevant the passage. This can only be effectively brought about by the members of
the bridge team consulting all the available sources of information prior to
Much of this information can be be made readily available on the Pilot entering the pilotage area and being aware of its difficulties and constraints.
Information Card, a copy of which should be handed to the pilot as he arrives
on the bridge of the vessel.

5.2.5 WEATHER REPORTING 7wwW1W2 Present weather, past weather.
Weather reports from voluntary observing ships are sent via the Inmarsat 222Dsvs True course and speed of the ship
system using the two digit (41) abbreviated dialling codes or by using the HF over the last three hours.
radio telex service. Reports should be sent to the nearest coast radio station
as shown on the diagram in the Admiralty List of Radio Signals Volume 1. In 6IsEsEsRs Thickness and rate of ice accretion.
certain areas of the world the number of meteorological reports (OBS) from ICE
ships is inadequate. ALRS Volume 1 shows these areas on a diagram. When in
these areas all ships are requested to send in OBS reports. These reports will be ciSibiDizi Various ice reports.
free of charge to the vessel. The synoptic hours of 0000, 0600, 1200 and 1800
UTC (GMT) are where possible used for recording the OBS. Transmission Code pages are provided in the ALRS for all the above sections with a full
is to be as soon after the designated time as possible to a suitable coast earth description. Should it be impractical to send the OBS in coded format it should
station (CES) within the WMO zone as depicted in the ALRS. In the event be sent in plain language.
of there being no CES within the zone, then transmit the OBS to the nearest
available CES or coast station. In addition to the above, the International Convention on the Safety of Life at
Sea also requires vessels to send weather reports where dangers to navigation
The weather reporting code FM13 X should be used to encode the reports. exist, such as icebergs, sea ice and abnormal weather systems such as tropical
Precise details of the code can be found in the ALRS. Auxiliary ships and ships revolving storms, or when the wind force is in excess of force 10 and no
which are making non-instrumental observations should use the following warning has been received. In addition to the preceding situations this OBS
format of the code: is to be sent to all ships in the vicinity and to the nearest coast station or
competent authority. Messages sent are to be prefixed with the Safety Signal
BBXX Identifier for ship report from a sea ‘SECURITE’.
station.
D.....D Ship’s call sign consisting of three or

more alphanumeric characters.
YYGGiw YY = day of month, GG = the

nearest whole hour GMT, iw= wind
indicator.
99LaLaLa Latitude in degrees and tenths of a

degree.
QcLoLoLo Quadrant of the globe and longitude

in degrees and tenths of a degree.
iRix/VV Precipitation data, wind indicator

and horizontal visibility.
Nddff Cloud cover, wind direction and

wind speed.
1snTT/ Sign of temperature and the

temperature in whole degrees.
4PPPP Pressure in hectopascal at mean sea

level.

5.3 Helicopter Procedures
5.3.1 Landing
5.3.2 Winching
Illustrations
5.3.1a Helicopter Operations - Procedures
5.3.1b Helicopter Operations - Checklist
5.3.2a Helicopter Winching

Illustration 5.3a Helicopter Operations - Procedure
HELICOPTER OPERATIONS
PREPARATIONS
COMMUNICATIONS
Hoist windsock.
Check helicopter landing
area and surrounding
decks are clear of loose
objects.
Prepare rescue boat.
Fixed foam system ready ROUTINE
EMERGENCY
to activate.
Rig two fire hoses - must
not be pointed at the
helicopter. Arrange helicopter
Portable foam, fire axe, rendezvous via agent.
crow bar, wire cutters, Discuss and agree
red emergency torch all requirements for
ready close to winching operation. Give Lat. MRCC
area. Long. speed / course. Investigate with the
Four men in proximity MRCC, the nearest
suits standing by, two to available rescue
act as foam equipment helicopter
operators. and discuss how
Hook handlers to have Change to working and who to contact.
thick rubber gloves, channel, either VHF or
rubber soled shoes and airband radio.
helmets with chin straps. Advise pilot of relative
,
wind/speed, ship s
course and speed,
pitch and roll.
Confirm winching HELICOPTER
Parties to advise bridge operation only and
when standing by. , Helicopter calls on VHF
details of ship s channel 16 and agrees
Officer in charge of deck helicopter area.
to complete check list channel for working on.
Confirm ETA.
and advise bridge of Agree with pilot the
readiness. heading for the
Engine room on standby operation.
fire pump running. Agree with pilot whether
or not winchman will be
lowered to ship to help
patient during winching
process and into
aircraft.
CASEVAC
Place passport, crew list,
discharge book, payoff
slips, MPO in bag and put Winching operation
with stretcher. carried out.

5.3 HELICOPTER PROCEDURES Winching Area Equipment
The IMO publication ‘Guide to Helicopter Operations’ gives comprehensive The winching area shall be situated so that it enables the helicopter pilot, • Large axe
instructions and requirements for helicopter operations. hovering over the clear zone, to have an unobstructed view of the ship and be • Crowbar
in a position which will minimise the effect of air turbulance and flue gases.
• Wire cutters
Helicopter operations are carried out in many areas for the transport of
personnel, stores and increasingly embarkation of pilots. The winching height should be kept to a minimum and operations where the • Red emergency signal/torch
height is greater than 12m should be avoided.
• Marshalling battons (at night)
Depending on the size, structure and type of the vessel, helicopter operations
are carried out either by the helicopter landing on the vessel deck or hovering A clear zone (minimum 5m diameter) should be clear of all obstructions and • First aid equipment
and a winching transfer used. clearly marked. This area shall be marked WINCH ONLY in large white
letters. Manning
Twin engined helicopters are always preferred for marine operations. Single
engined helicopters may be used under certain conditions but only if landing In the manoeuvring zone there should be no obstructions more than 3m high The deck party shall consist of one leader carrying a portable radio transceiver
on deck. in an area 1.5 times the diameter of the clear zone, or 6 metres high in an area (walkie talkie) for communicating with the bridge, and four more persons
2 times the diameter of the clear zone. Any portable ships side rails should be wearing fire protective suits. Normally two will be the fire party and two the
removed. rescue party. If there are remote controlled foam monitors the number may
WARNING
be reduced to three provided an equivalent level of protection can be safely
Single engine helicopters must not be used for hovering operations. assured.
The following minimum equipment shall be in place and ready for use prior to
any helicopter operations:
Landing Area
• Wind pennant flown to indicate relative wind direction across
Where helicopters are required to land on board the vessel there must be the ship’s deck (To be illuminated at night).
a designated area clearly marked with the aiming circle, clear zone and
manoeuvring zone. • At least two dry powder fire extinguishers with aggregate
capacity of not less than 45kg.
The Aiming Zone • A suitable foam application system (fixed or portable) capable of
supplying foam solution at a rate of not less than 6 litres/minute
The aiming zone should be a circle of at least 10m diameter which will for each square metre of clear zone for at least 5 minutes
give a landing area suitable for the larger machines normally used in marine
operations. This area should be obstruction free and accommodate the landing • Carbon dioxide (CO2) extinguishers with an aggregate capacity
gear of any helicopter that may use it. This area should be covered with a matt of not less than 18kg.
anti-slip surface painted in a dark non-reflecting colour which contrasts with • Deck water system, under pressure, capable of delivering at
the deck surfaces. least two jets of water to any part of the helicopter.
• At least two fire hose nozzles of the dual purpose type (jet/
The Clear Zone fog).
The clear zone should be as large as practicable with a diameter greater than • Fire resistant blanket and gloves.
the overall length of a helicopter (with rotors turning) which may use it.
• Sufficient fire proximity suits.
The Manoeuvring Zone

Note: In many cases the above requirements will be covered by regulations
The manoeuvring zone should be at least 1.3 times the diameter of the clear issued by the flag state.
zone in which the the rotors of the helicopter may overhang without danger
from obstruction. As well as the fire fighting equipment the following should be at hand:

,OOXVWUDWLRQD+HOLFRSWHU2SHUDWLRQV&KHFNOLVW
$///226(2%-(&76,19,&,1,7<2)23(5$7,1*$5($$5( %()25(728&+,1*+2,67:,5(67$7,&(/(&75,&,7<,6
6(&85('255(029(' ',6&+$5*('%<+(/,&237(5/2:(5,1*7+(&$%/(,172
7+(6($%()25(23(5$7,2125728&+,1*7+('(&.
$//$(5,$/6,19,&,1,7<2)23(5$7,1*$5($$5(
/2:(5('256(&85(' 0$1,1&+$5*(2)+22.+$1'/,1*,6(48,33(':,7+
+(/0(767521*58%%(5*/29(6$1'58%%(562/('
$3(11$1725:,1'62&.,6+2,67(':+(5(,7&$1 6+2(672$92,'7+('$1*(52)67$7,&',6&+$5*(
%(67%(6((1%<7+(+(/,&237(53,/27
$&&(6672$1'(;,7)52023(5$7,1*$5($,6&/($5
2)),&(52)7+(:$7&+,6&2168/7('$%2877+(
6+,365($',1(66 23(5$7,1*$5($,6)5((2)+($9<635$<6($621'(&.
&20081,&$7,21/,1.%(7:((1'(&.%5,'*( 6,'(5$,/6$:1,1*67$1&+,216$1'27+(5
+(/,&237(53,/27,66(783$1':25.,1* 2%6758&7,216$5(/2:(5('255(029('
),5(38036$5(5811,1*$1'7+(5(,6$'(48$7( :+(5($33/,&$%/(3257$%/(3,3(6+$9(%((15(029('$1'
35(6685(21'(&. 7+(5(0$,1,1*$3(;+$9(%((1%/$1.('2))
),5(+26(6$5(5($'<1($5727+( $//3(56211(/$5(:$51('72.((3&/($52)7+(
23(5$7,1*$5($ +(/,&237(5527256$1'(;+$8676
)2$0+26(6021,7256$1'3257$%/()2$0 $//7$1.623(1,1*6$5(6(&85(')2//2:,1*9(17,1*
(48,30(17$5(5($',/<$9$,/$%/( 23(5$7,216
'5<32:'(5(;7,1*8,6+(56$5(5($',/<$9$,/$%/( $//35(&$87,216$5(7$.(17235(9(179$3285(0,66,21
21'(&.
'(&.3$57<,6&203/(7(&255(&7/<'5(66('$1'
,1326,7,21
),5(+26(6$1')2$012==/(632,17,1*$:$<)5207+(
23(5$7,1*$5($,1&$6(2),1$'9(57(17',6&+$5*(
$5(6&8(3$57<,65($'<)25/2:(5,1*
7+(5(6&8(%2$7,65($'<)25/2:(5,1*
/$5*(+(/,&237(5$;(,65($',/<$9$,/$%/(
&52:%$5,65($',/<$9$,/$%/(
:,5(&877(56$5(5($',/<$9$,/$%/(
5('(0(5*(1&<6,*1$/725&+,65($',/<$9$,/$%/(
0$56+$//,1*%$7216$71,*+7$5(5($',/<$9$,/$%/(
),567$,'(48,30(17$5(5($',/<$9$,/$%/(
,)'$5.$'(48$7(/,*+7,1*$9$,/$%/(

5.3.1 HELICOPTER LANDING d) Keep well clear of the tail rotor.
Approval for helicopter operations is subject to a suitable landing area e) Once on board sit where directed by the winchman.
being available. Other areas may only be used in an emergency and with the
agreement of the helicopter pilot. f) Wear life jackets at all times during flights over water.
The landing or handling zone is to be carefully prepared ready for the operation g) Local regulations may require the wearing of survival suits.
and marked in accordance with the company’s and international requirements.
Refer to ICS Guide to Helicopter/Ship Operations. h) Fasten safety belt, study flight instructions and observe any no
smoking signs.
The ship must be on a steady course with a relative wind blowing across the
deck of at least ten knots from a direction between right ahead and abeam on Disembarking - Guidance To Passengers
the side opposite to the landing or hovering area. The helicopter pilot’s wishes
in this respect are to be complied with. a) Remain seated until ordered to leave by the helicopter attendant
or winchman.
The pitch and role must not exceed six degrees and the ship’s course is to be
adjusted to give the minimum motion whilst complying with the relative wind b) On leaving duck your head and walk briskly away from the
requirements. helicopter.
The relative wind direction can be indicated visually by flying a windsock, c) Keep well clear of the tail rotor.
illuminated at night. Additionally flags and or pennants are suitable during
daylight.
Note: Land on board operations are the preferred type where the landing area
complies with international requirements.
Prior to the operation being carried out, the helicopter procedure checklist must
be completed. A vessel restricted in its ability to manoeuvre is required, by the
regulations for preventing collisions at sea, to display the following signals:
• At night three all round lights in a vertical line, where they can
best be seen. The highest and lowest of these lights shall be red,
and the middle light shall be white.
• By day, three shapes in a vertical line where they can best be
seen. The highest and lowest of these shapes shall be balls and
the middle one a diamond. All these shapes shall be black in
colour.
Embarking - Guidance To Passengers

a) Enter the operations area only when ordered to do so by the
officer on the deck.
b) Approach the helicopter only when indicated to do so by a

member of the helicopter crew
c) Duck your head and walk at right angles to the longitudinal axis
of the helicopter. Stay in full view of either the winchman or the
pilot.

Illustration 5.3.2a Helicopter Winching
Helicopter Stretcher Lift
Stretcher Lift
1. Single Lift.
Single lift is a typical rescue sling.
Approach the sling in a way so that it
always is between you and the hoist.
The sling is to be put under the armpits
and the straps to be tightened.
2. Double Lift.
When using a double lift the helicopter
sends a rescuer down to put the sling
around the person to be rescued.

5.3.2 HELICOPTER WINCHING f) At the helicopter doorway the winchman will turn you to face e) At the helicopter doorway the winchman will turn you to face
outboard and will assist you into the helicopter. Do not try to outboard and will assist you into the helicopter. Do not try to
Only the hook handler may touch the winch line hook, as he is protected from help him, he has a set routine to follow. help him, he has a set routine to follow.
static electricity by the rubber gloves and rubber soled shoes that he is wearing.
Where possible the helicopter will dip the hook before hovering, to release g) Do not remove the strop until instructed to do so. f) Do not remove the strop until instructed to do so.
any static electricity, but this cannot always be carried out. Do not under any
circumstances tie the winch line to the ship. h) Sit where the winchman directs you, fasten your seat belt and g) Sit where the winchman directs you, fasten your seat belt and
study the in flight safety regulation. study the in flight safety regulation.
Preparations are basically the same as for landing on board and the helicopter
procedure checklist must be completed. Disembarking - Guidance To Passengers Double Lift
The hook handler on deck and the winchman in the helicopter play the most a) Do not leave your seat until instructed to do so. When a double lift is used the helicopter sends down a rescuer to assist and put
important part in these operations. When passengers are ascending, the hook the sling onto the person to be rescued.
handler should ensure that the strop is being worn correctly and should steady b) The winchman will check that the strop is correctly fitted.
them as they are lifted off the deck. As with the single lift place the sling as directed, both the rescuer and person
c) Sit in the doorway when the winchman orders you to do so and being rescued will be winched up to the helicopter.
When winching nets of stores or freight the hook handler should steady each give the thumbs up signal when ready.
load as it lands on the deck and then disengage it from the hook. Members of Basket Lift
the deck party do not need to assist in this. The hook handler should ensure d) When you reach the deck, let the strop fall to your feet and step
that freight being returned to the helicopter is properly stowed and that the load clear of it. When using a basket the person being rescued has to sit down with arms and
is properly hooked on and the safety hook shut. Only the hook handler should legs inside the basket. The head is to be bent towards the knees and the hands
unhook or hook on loads. A thumbs up sign indicates that the hook has been e) Leave the operating area briskly, keeping your head down. placed around the knees.
secured or released from the load, and the hook should be hand held until it is
hoisted clear of the deck. If more than one load has been delivered the empty The basket will be hoisted up and the rescued person assisted by the winchman
Rescue by Helicopter to enter the helicopter.
winch nets should be placed inside one net to make up the final hoist from the
ship.
Rescue by helicopter is used both when rescuing badly injured personnel and
when rescuing a whole crew from a ship or survival craft. Stretcher Lift
Embarking - Guidance to Passengers When rescuing badly injured persons a stretcher is used. The person to be lifted
The helicopter can use several types of lift as follows: is strapped into the stretcher and winched up to the helicopter. This may be
This will only be carried out in an emergency, providing the helicopter is twin
engined. carried out from the deck of a large vessel.
Single Lift
a) Personnel to be embarked should be dressed in tight fitting If from a liferaft the roof of the liferaft must be deflated and all other persons
Single lift refers to using a single sling and being winched up into the seated on the deflated roof.
clothes and wearing a safety helmet with the chin strap
helicopter.
fastened.
a) Place yourself vertically under the helicopter winch and fit the
b) Place yourself vertically under the helicopter winch and fit the
lifting strop around your body ensuring that it is well under the
lifting strop around your body ensuring that it is well under the
armpits.
armpits.
b) Pull the toggle on the lifting strop as close to the chest as
c) Pull the toggle on the lifting strop as close to the chest as
possible.
possible.
c) Grip the lifting strop at face level with both hands and keep the
d) Grip the lifting strop at face level with both hands and keep the
elbows firmly against the body.
elbows firmly against the body.
d) Give the the thumbs up signal when you are ready.
e) Give the the thumbs up signal when you are ready.

5.4 Garbage Management Plan
Illustrations
5.4a Garbage Management Plan

Illustration 5.4a Garbage Management Plan
REGULATIONS FOR GARBAGE DISPOSAL AT SEA

(ANNEX V OF MARPOL 73/78
*** OFFSHORE
GARBAGE TYPE OUTSIDE SPECIAL AREAS ** IN SPECIAL AREAS PLATFORMS &
ASSOCIATED VESSELS
PLASTICS - INCLUDES
SYNTHETIC ROPES, FISHING DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
NETS AND PLASTIC BAGS
FLOATING DUNNAGE, LINING

> 25 MILES OFFSHORE DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
AND PACKING MATERIALS
PAPER, RAGS, GLASS, METAL,

BOTTLES, CROCKERY AND > 12 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
SIMILAR REFUSE
* ALL OTHER GARBAGE

INCLUDING PAPER, RAGS,
> 3 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
GLASS, etc. COMMINUTED OR
GROUND
FOOD WASTE NOT

> 12 MILES > 12 MILES DISPOSAL IS PROHIBITED
COMMINUTED OR GROUND
* FOOD WASTE COMMINUTED

OR GROUND > 3 MILES > 12 MILES > 12 MILES
MIXED REFUSE TYPES **** **** ****
* COMMINUTED OR GROUND GARBAGE MUST BE ABLE TO PASS THROUGH A SCREEN WITH A MESH
SIZE NO LONGER THAN 25 MM.
** GARBAGE DISPOSAL REGULATIONS FOR SPECIAL AREAS SHALL TAKE EFFECT IN ACCORDANCE WITH
REGULATION 5 OF ANNEX V IN "MARPOL."
*** OFFSHORE PLATFORMS AND ASSOCIATED VESSELS INCLUDE ALL FIXED OR FLOATING PLATFORMS
ENGAGED IN EXPLORATION OR EXPLORATION OF SEABED MINERAL
RESOURCES, AND ALL VESSELS ALONGSIDE OR WITHIN 500 M OF SUCH PLATFORMS.
**** WHEN GARBAGE IS MIXED WITH OTHER HARMFUL SUBSTANCE HAVING DIFFERENT DISPOSAL OR
OR DISCHARGE REQUIREMENTS THE MORE STRINGENT DISPOSAL REQUIREMENTS SHALL APPLY.

5.4 GARBAGE MANAGEMENT PLAN • Food waste can be disposed in all areas over 12 miles offshore. Other Waste
Due regard should also be taken of any local authority, coastal, or port regulations • Oily rags may be burnt in the incinerator in small quantities.
Summary of Regulations regarding the disposal of waste. To ensure that the annex to MARPOL 73/78 is • Cans that have contained oils or chemicals must be stored
complied with, waste is treated under the following cases: before discharge ashore.
Annex V of MARPOL 73/78, the regulations for the prevention of Pollution
by Garbage from Ship’s, controls the way in which waste material is treated • Food waste • Incinerator ash must be stored on board in the location of a
on board ships. • Burnable dry waste, plastic and others special site, if less than 12 miles offshore. Otherwise the ash can
safely be dumped overboard.
Although it is permissible to discharge a wide variety of garbage at sea, • Non-burnable dry waste
preference should be given to disposal utilising shore facilities where available. • Other waste, including oily rags and cans, chemical cans and
A summary of the garbage disposal regulations are given next. incinerator ash
Special Areas Garbage Disposal Procedures

These are areas designated under MARPOL 73/78 which have stricter
restrictions for the disposal of wastes and garbage. Food Waste
Food waste production for approximately 50 people is given as 15 to 25kg per
Reference should be made to MARPOL 73/78 Annex I, Regulation 10, day or 75 to 125 litres per day without compacting.
however to summarise the special areas are:
• The Mediterranean Sea The daily food waste produced is collected in bags in the galley.
• The Baltic Sea
Burnable Dry Waste
• The Black Sea
Dry waste production for approximately 50 people is given approximately
• The Red Sea 30kg per day or 1000 to 1500 litres per day. The volume can be reduced by a
• The Persian Gulf factor of 5 by shredding the waste.
• North West European Waters
Dry waste from the accommodation is collected, shredded and then transported
• The Gulf of Aden to the incinerator room for burning.
• The Antarctic
Dry waste from the engine room is taken directly to the incinerator room.
• The Wider Caribbean Area
Food waste ONLY is permitted to be disposed of inside a Non-Burnable Dry Waste
special area, but not less than 12 miles offshore. No other
garbage can be disposed of within a special area. Non-burnable dry waste production for approximately 50 people is given as
approximately 20kg per day or 80 to 100 litres per day without compacting.
Garbage Outside Special Areas Non-burnable waste, from the accommodation is collected in the waste
management room before overboard dumping or discharge ashore.
• Disposal of plastics including plastic ropes and garbage bags are
prohibited.
• Floating dunnage, lining and packaging are allowed over 25
miles offshore.
• Paper, rags, glass, bottles, crockery and other similar materials
are allowed over 12 miles offshore.
• All other garbage including paper rags etc. are allowed over 3
miles offshore.

British Kesrtel Bridge Book

Caricato da

Informazioni sul documento

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

British Kesrtel Bridge Book

Caricato da

Copyright:

Formati disponibili

Document Title: Bridge Systems and Equipment Operating Manual Revision: Final Draft

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter - Page 1 of 7

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter - Page 2 of 7

Document Front Matter: British Kestrel Date: December 2005

Part 4: Emergency Systems and Procedures Part 5: Miscellaneous Procedures

4.1 Emergency Systems and Procedures 5.1 Passage Conduct

Issue: Final Draft IMO No. 9297357 Front Matter - Page 3 of 7

Document Front Matter: British Kestrel Date: December 2005

ISSUE AND UPDATES This manual was produced by:

• Updates are issued to all registered holders of documents. E-Mail: manuals@wmtmarine.com

• Sections are removed from circulation when obsolete.

Issue: Final Draft IMO No. 9297357 Front Matter - Page 4 of 7

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter - Page 5 of 7

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter - Page 6 of 7

Document Front Matter: British Kestrel Date: December 2005

INTRODUCTION Safe Operation Illustrations

Issue: Final Draft IMO No. 9297357 Front Matter - Page 7 of 7

1.1 Principal Data Illustrations

1.2 Ship Handling 1.1c General Arrangement - ‘A’ Deck

1.1g General Arrangement - Navigation Deck

1.2.3a Visibility Diagrams

1.3.2a Speed/Power Curves

1.3.4a Squat Curve

Document Section 1: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Section 1 - Page 1 of 16

Document Section 1: British Kestrel Date: December 2005

%LOJH &DUJR2LO7DQN &DUJR2LO7DQN

                    :DWHU%DOODVW7DQN :DWHU%DOODVW7DQN

Issue: Final Draft IMO No. 9297357 Section

Document Section 1: British Kestrel Date: December 2005

)LVK5RRP 9HJHWDEOH5RRP 'HFN6WRUH

Issue: Final Draft IMO No. 9297357 Section

Document Section 1: British Kestrel Date: December 2005

&HQWUDO$GPLQLVWUDWLRQ2IILFH &DUJRDQG(QJLQH&RQWURO5RRP *DPHV5RRP

Issue: Final Draft IMO No. 9297357 Section

Document Section 1: British Kestrel Date: December 2005

Illustration 1.1d General Arrangement - 'B' Deck

Dirty Linen Locker UP Cleaning Clean Linen Locker

Steward's Room Seaman 4

Crew's Recreation Room

Issue: Final Draft IMO No. 9297357 Section

Document Section 1: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Section

Document Section 1: British Kestrel Date: December 2005

Illustration 1.1f General Arrangement - 'D' Deck

Chief Engineer's Day Room

Chief Officer's Day Room

Issue: Final Draft IMO No. 9297357 Section

Document Section 1: British Kestrel Date: December 2005

Illustration 1.1g General Arrangement - Navigation Deck

Wheelhouse with Chart and Radio Space

Issue: Final Draft IMO No. 9297357 Section

Document Section 1: British Kestrel Date: December 2005

&DUJR2LO7DQNV :DWHU%DOODVW7DQNV 6*

&DSDFLW\ )XOO 0D[LPXP &DSDFLW\ )XOO 0D[LPXP

7RWDO  

Issue: Final Draft IMO No. 9297357 Section

Document Section 1: British Kestrel Date: December 2005

Illustration 1.1.2b Tank Capacity Tables

Fuel Oil Tanks SG 0.980 Lubricating Oil Tanks SG 0.900

:DWHU%DOODVW7DQN :DWHU%DOODVW7DQN

&DUJR2LO7DQNV :DWHU%DOODVW7DQNV 6*

&DSDFLW\ )XOO 0D[LPXP &DSDFLW\ )XOO 0D[LPXP

7RWDO

7UDQVIHU'LDPHWHUQPLOHV 7UDQVIHU'LDPHWHUQPLOHV 7UDQVIHU'LDPHWHUQPLOHV 7UDQVIHU'LDPHWHUQPLOHV

NQRWV NQRWV NQRWV NQRWV

NQRWV NQRWV NQRWV NQRWV

3RUWNQRWV 6WDUERDUGNQRWV 3RUWNQRWV 6WDUERDUGNQRWV

+DOI$KHDGUSP(VWLPDWHG +DOI$KHDGUSP(VWLPDWHG

7UDQVIHU'LDPHWHUQPLOHV 7UDQVIHU'LDPHWHUQPLOHV 7UDQVIHU'LDPHWHUQPLOHV 7UDQVIHU'LDPHWHUQPLOHV

NQRWV NQRWV NQRWV NQRWV

NQRWV NQRWV NQRWV NQRWV

3RUWNQRWV 6WDUERDUGNQRWV 3RUWNQRWV 6WDUERDUGNQRWV

1.3.4 SQUAT VALUES ,OOXVWUDWLRQD6TXDW&XUYH

• Wave making resistance increases at the forward end of the 1RWH7KHDERYHYDOXHVDUHIRURSHQZDWHUFRQGLWLRQV

*<52 0$,10(18

<52 <52 0$*1

'LPPHU6ZLWFKIRU'RZQ5HG/LJKW&HQWUH