Deck Manual PDF

Maersk Wave Deck Operating Manual
Deck Operating Manual 2.3 Ballast System 4.1.7 Damage Control

2.3.1 System Description 4.1.8 Emergency Operation of Bulkhead Watertight Doors
List of Contents: 2.3.2 Operation
4.2 Emergency Procedures - Navigation
Issues and Updates: 2.4 Automatic Heeling Control System 4.2.1 Steering Gear Failure
Mechanical Symbols and Colour Scheme: 2.4.1 System Description 4.2.2 Collision and Grounding
Electrical and Instrumentation Symbols: 2.4.2 Operating Procedure 4.2.3 Man Overboard
Introduction 4.2.4 Towing and Being Towed
2.5 Hydraulic Oil System
2.5.1 Ramp Control System 4.2.5 Oil Spillage and Pollution Prevention
Part 1: Ship Information
2.5.2 Deck Machinery Hydraulic Oil System 4.2.6 Emergency Reporting
1.1 Principal Data 2.5.3 Deck Hydraulic Oil Remote Control System 4.2.7 Emergency Procedures
1.1.1 Principal Particulars 4.2.8 Bridge Dead Man Alarm System
1.1.2 Tank Capacity Plan Illustrations
2.1.1a Travelling Lifter Illustrations
2.1.1b Jacking Unit on Movable Decks 4.1.1a Fire Hydrants System - 1&2
1.2 Ship Handling
2.1.1c Link Support 4.1.1b Arrangement of Isolating Valves for Car Decks
1.2.1 Turning Circles
2.1.2a Stern Ramp/Door 4.1.2a CO2 Flooding System
1.2.2 Visibility Over Bow
2.1.3a Side Ramp 4.1.3a Fire Detection System
1.3 Performance Data 2.3.1a Ballast System 4.1.3b Fire Zone Loops
1.3.1 Fuel Oil Consumption/Power Data 2.3.2a Ballast System Mimic Panel 4.1.4a Ventilation Fire Dampers - Navigation and Upper
1.3.2 Revolutions/Speed/Power Data 2.5.1a Ramp/Door Hydraulic System Deck Accommodation
1.3.3 Limitations on Operating Machinery 2.5.2a Deck Machinery Hydraulic Oil System 4.1.4b Ventilation Fire Dampers - on Upper Deck
2.5.3a Deck Control Console 4.1.4c Ventilation Fire Dampers - Decks 8 and 6
Illustrations 4.1.5a Fire Fighting Equipment - Navigation and Upper
1.1.1a General Arrangement - Ship Part 3: Loading/Unloading Procedures Deck Accommodation
1.1.1b General Arrangement - Cargo Decks 12 and 11 4.1.5b Fire Fighting Equipment - on Upper Deck
3.1.1 General Description 4.1.5c Fire Fighting Equipment - Decks 12 and 11
1.1.1c General Arrangement - Cargo Decks 10 and 9
3.1.2 Calculation for Typical Loading Conditions 4.1.5d Fire Fighting Equipment - Decks 10 and 9
1.1.1d General Arrangement - Cargo Decks 8 and 7
3.1.3 Shear Forces and Bending Moments 4.1.5e Fire Fighting Equipment - Decks 8 and 7
1.1.1e General Arrangement - Cargo Decks 6 and 5
3.1.4 Ship’s Control Centre 4.1.5f Fire Fighting Equipment - Decks 6 and 5
1.1.1f General Arrangement - Cargo Decks 4 and 3
1.1.1g General Arrangement - Cargo Decks 2 and 1 4.1.5g Fire Fighting Equipment - Decks 4 and 3
Illustrations
1.1.1h General Arrangement - Accommodation and 4.1.5h Fire Fighting Equipment - Decks 2 and 1
3.1.2a Trim, Stability and Loading - Light Ship Condition
Navigation Decks 4.1.5i Fire Fighting Equipment - Engine Room Machinery
3.1.2b Trim, Stability and Loading - Standard Loaded and
1.2.1a Turning Circle Diagrams Deck
Full Bunkers Condition
1.2.2a Visibility Over Bow 4.1.6a Lifesaving Equipment - Navigation and
3.1.2c Trim, Stability and Loading - Ballast and Full
1.3.1a Fuel Oil Consumption/Power Curve Accommodation Decks
Bunkers Condition
1.3.2a Power/Speed Curve 4.1.6b Lifesaving Equipment - on Upper Deck
3.1.2d Trim, Stability and Loading - Docking Condition
4.1.6c Lifesaving Equipment - Decks 12 and 11
with 50% Bunkers
Part 2: Cargo System Description 4.1.6d Lifesaving Equipment - Decks 10 and 9
3.1.4a Ship’s Control Centre
4.1.6e Lifesaving Equipment - Decks 8 and 7
2.1 Cargo Deck Layout 4.1.6f Lifesaving Equipment - Decks 6 and 5
Part 4: Emergency Systems and Procedures 4.1.6g Lifesaving Equipment - Decks 4 and 3
2.1.1 Movable Car Decks
2.1.2 Stern Ramp 4.1 Emergency Procedures - Deck 4.1.6h Lifesaving Equipment - Decks 2 and 1
2.1.3 Side Ramp 4.1.1 Fire Hydrant System 4.1.7a Damage Control Plan
2.1.4 Movable Ramps 4.1.2 CO2 Flooding System 4.2.3a Search Patterns
2.1.5 Bulkhead Doors 4.1.3 Fire Detection System
2.2 Cargo Ventilation 4.1.4 Fire Dampers
2.2.1 Ventilation System 4.1.5 Fire Fighting Equipment
4.1.6 Lifesaving Equipment
Issue: 1 Front Matter Page 1 of 8

Next Main Menu Print Exit
Part 5: Mooring and Deck Systems Part 6: Bridge Equipment and Operation Illustrations
6.1a Wheelhouse Layout
5.1 Mooring 6.1 Bridge Layout and Equipment 6.2.1a Radar Equipment
5.1.1 Mooring Arrangement 6.1.1 Bridge Console 6.2.1b Radar Operation
5.1.2 Anchoring Arrangement 6.3a Gyrocompass and Autopilot Systems
5.1.3 Anchoring, Mooring and Towing Procedures 6.2 Navigation System 6.3.1a Steering Stand
5.1.4 Bow and Stern Thrusters 6.2.1 Radars 6.4.1a Main Engine Remote Control System - Bridge Control
6.5.1a Doppler Speed Log
5.2 Lifting Equipment 6.3 Autopilot System 6.5.2a DGPS Navigator Panel
5.2.1 Deck Cranes 6.3.1 Steering Stand 6.5.2b Loran C
5.2.2 Accommodation Ladder 6.3.2 Gyrocompass 6.6.1a GMDSS Alarms and Frequencies
5.2.3 Pilot Ladder Hoist Reel 6.3.3 Magnetic Compass 6.6.2a Sound Powered and Exchange Telephones
6.3.4 Autopilot 6.6.4a Public Address and Talkback System
5.3 Lifesaving Equipment 6.3.5 Procedures 6.7.1a Signal Lights
5.3.1 Lifeboats and Davits 6.7.2a Deck Lights Panel
5.3.2 Liferafts 6.4 Main Engine Remote Control System 6.7.2b Deck Lighting Plan
5.3.3 Self-Contained Breathing Apparatus (SCBA) 6.4.1 Controls 6.8.1a Checklist - Passage Planning
5.3.4 Lifeboat Survival Guide 6.4.2 Procedures 6.8.1b Checklist - Deep Sea Navigation
6.8.1c Checklist - Coastal Navigation
Illustrations 6.5 Discrete Equipment 6.8.1d Checklist - Pre-Departure
5.1.1a Mooring Arrangement 6.5.1 Speed Log 6.8.1e Checklist - Pre-Arrival
5.1.4a Bow and Stern Thrusters 6.5.2 GPS Navigator 6.8.2a Bridge Teamwork
5.2.1a Provisions Cranes and Engine Room Parts Crane 6.5.3 Meteorological System 6.8.3a Checklist - Taking Over the Watch
5.2.1b Hose Handling Davit at Starboard Bunker Station 6.5.4 Echo Sounder 6.8.5a Checklist - Helicopter Procedures
5.2.2a Accommodation Ladder and Pilot Ladder Reel 6.5.5 Course Recorder 6.8.6a Checklist - Pilot Procedures
5.2.3a Required Boarding Arrangements for Pilot 6.5.6 Marine Clock 6.8.6b Checklist - Pilot Procedures
5.3.1a Lifeboat and Davits
5.3.2a Rampstand for Liferafts 6.6 Communications Systems Part 7: Miscellaneous Procedures
6.6.1 GMDSS
6.6.2 Sound Powered Telephones 7.1 Garbage Management Plan
6.6.3 Exchange Telephones
6.6.4 Public Address and Talkback System Illustrations
6.6.5 UHF Transceiver System 7.1a Garbage Management Plan 1 and 2
6.6.6 Shipboard Management System
6.7 Lighting Systems and Sound Signalling Systems

6.7.1 Navigation Lights
6.7.2 Deck Lighting
6.7.3 Sound Signalling Devices
6.8 Routine Procedures

6.8.1 Passage Planning Including Checklists
6.8.2 Bridge Teamwork
6.8.3 Taking Over the Watch
6.8.4 Weather Reporting
6.8.5 Helicopter Procedures
6.8.6 Pilot Procedures

Menu Next Prev Print Exit
Issue and Update Control This manual was produced by: Issue 1 Issue 2 Issue 3 Issue 4
This manual is provided with a system of issue and
update control. Controlling documents ensures that: WORLDWIDE MARINE TECHNOLOGY LTD. List of Contents June 2001
Issues and Updates June 2001
• Documents conform to a standard format; Mechanical Symbols & Colour Scheme June 2001
For any new issue or update contact: Electrical & Instrumentation Symbols June 2001
• Amendments are carried out by relevant personnel; Introduction June 2001
The Technical Director
• Each document or update to a document is approved
WMT Technical Office Text
before issue;
The Court House 1.1 June 2001
• A history of updates is maintained; 15 Glynne Way 1.1.1 June 2001
Hawarden 1.1.2 June 2001
• Updates are issued to all registered holders of Deeside, Flintshire 1.2 June 2001
documents; CH5 3NS, UK 1.2.1 June 2001
1.2.2 June 2001
• Sections are removed from circulation when E-Mail: manuals@wmtmarine.com 1.3 June 2001
obsolete. 1.3.1 June 2001
Document control is achieved by the use of the footer 1.3.2 June 2001
provided on every page and the issue and update table 1.3.3 June 2001
below.
Illustrations
In the right hand corner of each footer are details of the 1.1.1a June 2001
pages section number and title followed by the page 1.1.1b June 2001
number of the section. In the left hand corner of each 1.1.1c June 2001
footer is the issue number. 1.1.1d June 2001
1.1.1e June 2001
Details of each section are given in the first column of
1.1.1f June 2001
the issue and update control table. The table thus forms
1.1.1g June 2001
a matrix into which the dates of issue of the original
1.1.1h June 2001
document and any subsequent updated sections are
1.2.1a June 2001
located.
1.2.2a June 2001
The information and guidance contained herein is 1.3.1a June 2001
produced for the assistance of certificated officers who 1.3.2a June 2001
by virtue of such certification are deemed competent to
operate the vessel to which such information and Text
guidance refers. Any conflict arising between the 2.1 June 2001
information and guidance provided herein and the pro- 2.1.1 June 2001
fessional judgement of such competent officers must be 2.1.2 June 2001
immediately resolved by reference to Maersk Technical 2.1.3 June 2001
Operations Office. 2.1.4 June 2001
2.1.5 June 2001
2.2 June 2001
2.2.1 June 2001
2.3 June 2001
2.3.1 June 2001
2.3.2 June 2001
2.4 June 2001
2.4.1 June 2001
2.4.2 June 2001

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

4.2.6 June 2001
Text 4.2.7 June 2001
2.5 June 2001 4.2.8 June 2001
2.5.1 June 2001
2.5.2 June 2001 Illustrations
2.5.3 June 2001 4.1.1a June 2001
4.1.1b June 2001
Illustrations 4.1.2a June 2001
2.1.1a June 2001 4.1.3a June 2001
2.1.1b June 2001 4.1.3b June 2001
2.1.1c June 2001 4.1.4a June 2001
2.1.2a June 2001 4.1.4b June 2001
2.1.3a June 2001 4.1.4c June 2001
2.3.1a June 2001 4.1.5a June 2001
2.3.2a June 2001 4.1.5b June 2001
2.5.1a June 2001 4.1.5c June 2001
2.5.2a June 2001 4.1.5d June 2001
2.5.3a June 2001 4.1.5e June 2001
4.1.5f June 2001
Text 4.1.5g June 2001
3.1.1 June 2001 4.1.5h June 2001
3.1.2 June 2001 4.1.5i June 2001
3.1.3 June 2001 4.1.6a June 2001
3.1.4 June 2001 4.1.6b June 2001
4.1.6c June 2001
Illustrations 4.1.6d June 2001
3.1.2a June 2001 4.1.6e June 2001
3.1.2b June 2001 4.1.6f June 2001
3.1.2c June 2001 4.1.6g June 2001
3.1.2d June 2001 4.1.6h June 2001
3.1.4a June 2001 4.1.7a June 2001
4.2.3a June 2001
Text
4.1 June 2001 Text
4.1.1 June 2001 5.1 June 2001
4.1.2 June 2001 5.1.1 June 2001
4.1.3 June 2001 5.1.2 June 2001
4.1.4 June 2001 5.1.3 June 2001
4.1.5 June 2001 5.1.4 June 2001
4.1.6 June 2001 5.2 June 2001
4.1.7 June 2001 5.2.1 June 2001
4.1.8 June 2001 5.2.2 June 2001
4.2 June 2001 5.2.3 June 2001
4.2.1 June 2001 5.3 June 2001
4.2.2 June 2001 5.3.1 June 2001
4.2.3 June 2001 5.3.2 June 2001
4.2.4 June 2001 5.3.3 June 2001
4.2.5 June 2001 5.3.4 June 2001

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4
6.8.5 June 2001
Illustrations 6.8.6 June 2001
5.1.1a June 2001
5.1.4a June 2001 Illustrations
5.2.1a June 2001 6.1a June 2001
5.2.1b June 2001 6.2.1a June 2001
5.2.2a June 2001 6.2.1b June 2001
5.2.3a June 2001 6.3a June 2001
5.3.1a June 2001 6.3.1a June 2001
5.3.2a June 2001 6.4.1a June 2001
6.5.1a June 2001
Text 6.5.2a June 2001
6.1 June 2001 6.5.2b June 2001
6.1.1 June 2001 6.6.1a June 2001
6.2 June 2001 6.6.2a June 2001
6.2.1 June 2001 6.6.4a June 2001
6.3 June 2001 6.7.1a June 2001
6.3.1 June 2001 6.7.2a June 2001
6.3.2 June 2001 6.7.2b June 2001
6.3.3 June 2001 6.8.1a June 2001
6.3.4 June 2001 6.8.2a June 2001
6.3.5 June 2001 6.8.3a June 2001
6.4 June 2001 6.8.5a June 2001
6.4.1 June 2001 6.8.5b June 2001
6.4.2 June 2001 6.8.6a June 2001
6.5 June 2001
6.5.1 June 2001 Text
6.5.2 June 2001 7.1 June 2001
6.5.3 June 2001
6.5.4 June 2001 Illustrations
6.5.5 June 2001 7.1a June 2001
6.5.6 June 2001
6.6 June 2001
6.6.1 June 2001
6.6.2 June 2001
6.6.3 June 2001
6.6.4 June 2001
6.6.5 June 2001
6.6.6 June 2001
6.7 June 2001
6.7.1 June 2001
6.7.2 June 2001
6.7.3 June 2001
6.8 June 2001
6.8.1 June 2001
6.8.2 June 2001
6.8.3 June 2001
6.8.4 June 2001

Mechanical Symbols and Colour Scheme
Stop Valve Storm Valve With Hand Wheel Flexible Hose Observation Glass Overboard Discharge
Screw Down Non-Return Water Separator Spool Piece

Flow Control Valve Expansion Bend Pipe
Valve
P1 P2
Angle Stop Valve Pressure Reducing Valve Hopper Without Cover Air Trap / Deaerating Valve Discharge/Drain
Domestic Fresh Water
Normally Open
Angle Screw Down Non- Gear or Screw Type Pump N.O or N.C or
Solenoid Valve Orifice High Temperature Cooling Water
Return Valve Normally Closed
Low Temperature Cooling Water
Air Control
Lift Check Non-Return Valve Blind (Blank) Flange Centrifugal Pump Tank Penetration
Valve
Sea Water
Swing Check Non-Return Temperature Control Spectacle Flange

Mono Screw Pump Air Horn Hydraulic Oil
Valve Valve (With Hand Wheel) ( Open, Shut)
Lubricating Oil
3-Way Temperature Control Sounding Head with Dresser Type
Gate Valve Eductor (Ejector)
Valve (With Hand Wheel) Filling Cap Expansion Joint
Saturated Steam
Sounding Head with Self
Wax Expansion Temperature Not Connected
Butterfly Valve Closing Cap and Sampling Hand Pump
Control Valve Crossing Pipe
Cock (Self Closing) Condensate
3-Way Wax Expansion Feedwater

Ball Valve Suction Bellmouth Reciprocating Type Pump Connected Crossing Pipe
Temperature Control Valve
Fire/Deck Water
2-Way Cock Water Transducer Vent Pipe Cylinder Piston Actuator T Pipe
CO2
A Butterfly Valve With Vent Pipe with Filter Regulating Valve
3-Way Cock (L-Type) Hose Valve
Air Actuator Flame Screen With Strainer Fuel Oil
Marine Diesel Oil

3-Way Cock (T-Type) Suction Non-Return Valve Simplex Strainer Flow Meter Non-Return Ball Valve
Sludge/Waste Oil
Safety / Relief Valve Float Valve Duplex Strainer Liquid Level Gauge Hydraulic Operated Valve
(Open/Shut)
Air
Angle Safety / Relief Valve Deck Stand (Manual) Mud Box Manometer Drain Trap Bilges
Regulating Valve Hose Valve Rose Box Filter Spark Arrester Electrical Signal
Instrumentation
Self-Closing Valve Valve Locked Closed Y-Type Strainer HB Fire Hose Box Shuttle Valve
Quick-Closing Valve Foam Box

Valve Locked Open Steam Trap Without Strainer FB
(Pneumatic Operated)
Quick-Closing Valve Bellows Type

Steam Trap With Strainer Accumulator
(Wire Operated) Expansion Joint

Electrical and Instrumentation Symbols
CP Compound Gauge
Trip Automatic Trip DPI Differential Pressure Indicator
DPS Differential Pressure Switch
DPT Differential Pressure Transmitter
I Interlock FD Flow Detector
FS Flow Switch
FT Flow Transmitter
Locally Mounted IL Indication Lamps
XX
Instrument (2 letters) LAH Level Alarm High
LAL Level Alarm Low
Locally Mounted LI Level Indicator
XXX LIC Level Indicating Controller
Instrument (3 letters)
LS Level Switch
LT Level Transmitter
XXX Remotely Mounted
PAH Pressure Alarm High
XXXX Instrument
PAL Pressure Alarm Low
PI Pressure Indicator
Letters outside the circle
XXX PIC Pressure Indicating Controller
of an instrument symbol
XXXX
HH indicate whether high (H), PIAH Pressure Indicator Alarm High
high-high (HH), low (L) PIAL Pressure Indicator Alarm Low
or low-low (LL) function
is involved PIAHL Pressure Indicator Alarm High Low
O = Open PS Pressure Switch
C = Closed PT Pressure Transmitter
SAH Salinity Alarm High
Analogue Transmitter TAH Temperature Alarm High
TAL Temperature Alarm Low
TC Temperature Control
TI Temperature Indicator
TIC Temperature Indicating Controller
TIAH Temperature Indicator Alarm High
TIAL Temperature Indicator Alarm Low
TIAHL Temperature Indicator Alarm High Low
TS Temperature Switch
TT Temperature Transmitter
VAH Viscosity Alarm High
VAL Viscosity Alarm Low
VCA Vacuum Alarm
VCI Vacuum Indicator
VCT Vacuum Transmitter
VI Viscosity Indicator
VT Viscosity Transmitter
XS Auxiliary Unspecified Switch
ZI Position Indicator
ZS Limit Switch

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 the ship is supplied with shipbuilder’s plans and manufacturer’s are detailed in the various manuals available on-board. However, records show accessible when the manual is laid face up. When text concerning an illustra-
instruction books, there is no single handbook which gives guidance on that even experienced operators sometimes neglect safety precautions through tion 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 and the following basic rules must be remembered at all times.
items of machinery. Where flows are detailed in an illustration these are shown in colour. A key of
1 Never continue to operate any machine or equipment which all colours and line styles used in an illustration is provided on the illustration.
The purpose of this manual is to fill some of the gaps and to provide the ship’s appears to be potentially unsafe or dangerous and always report Details of colour coding used in the illustrations are given in the illustration
officers with additional information not otherwise available on board. It is such a condition immediately. colour scheme page.
intended to be used in conjunction with the other plans and instruction books
already on board and in no way replaces or supersedes them. 2 Make a point of testing all safety equipment and devices Symbols given in the manual adhere to international standards and keys to the
regularly. Always test safety trips before starting any equipment. symbols used throughout the manual are given on the symbols pages.
Information relevant to the operation of the Maersk Wave has been carefully
collated in relation to the systems of the vessel and is presented in two on board 3 Never ignore any unusual or suspicious circumstances, no matter Notices
volumes consisting of DECK OPERATING MANUAL and MACHINERY how trivial. Small symptoms often appear before a major failure
OPERATING MANUAL. occurs. The following notices occur throughout this manual:
The vessel is constructed to comply with Marpol 73/78. These regulations can 4 Never underestimate the fire hazard of petroleum products, such WARNING
be found in the Consolidated Edition, 1991 and in the Amendments dated as fuel oil or vehicle fuel vapour. Warnings are given to draw reader’s attention to operation where
1992, 1994 and 1995. DANGER TO LIFE OR LIMB MAY OCCUR.
5 Never start a machine remotely from the control room without
Officers should familiarise themselves with the contents of the International checking visually if the machine is able to operate satisfactorily. ! CAUTION
Convention for the Prevention of Pollution from Ships. Cautions are given to draw reader’s attention to operations where
In the design of equipment and machinery, devices are included to ensure that, DAMAGE TO EQUIPMENT MAY OCCUR.
In many cases the best operating practice can only be learned by experience. as far as possible, in the event of a fault occurring, whether on the part of the
Where the information in this manual is found to be inadequate or incorrect, equipment or the operator, the equipment concerned will cease to function (Note ! Notes are given to draw reader’s attention to points of interest or to
details should be sent to the Maersk Technical Operations Office so that without danger to personnel or damage to the machine. If these safety devices supply supplementary information.)
revisions may be made to manuals of other ships of the same class. are neglected, the operation of any machine is potentially dangerous.
Description
The concept of this Deck Operating Manual is to provide information to

technically competent ship’s officers, unfamiliar to the vessel, in a form that is
readily comprehensible, thus, aiding their understanding and knowledge of the
specific vessel. Special attention is drawn to emergency procedures and fire
fighting systems.
The manual consists of a number of parts and sections which describe the
systems and equipment fitted and their method of operation related to a
schematic diagram where applicable.

Part 1
Ship Information

Illustration 1.1.1a General Arrangement - Ship
Aft
Mast
FW No.12 Car Deck

Tank No.11 Car Deck
(P&S)
No.10 Car Deck
No.9 Car Deck
No.3 FO
Tank (S) No.8 Car Deck
Aft Peak Bosun Store
Tank No.7 Car Deck
No.3 FO
(P&S)
Tank (P) No.6 Car Deck
DO Tank
B.W
Aft Peak (P) No.5 Car Deck
Tank Machinery Deck No.4 Car Deck Bow Thruster
(Centre) Room
No.3 Car Deck
No.2 Car Deck No.1 Water
No.1 Water Fore
Ballast Tank
Ballast Tank (P&S)
(P&S) Peak
High Sea Chest No.5 Water No.4 Water No.3 Water No.1 Car Deck Tank
Ballast Tank (P&S) Ballast Tank (P&S) Ballast Tank (P&S)
Cool Water Bilge Tank Main Engine Waste Oil FO Over No.2 Water No.1 FO Fore Deep Echo Sound
Tank LO Sump Tank Tank (P) Flow Tank Ballast Tank (P&S) Tank (Centre) Tank and Doppler Speed
Log Compartment
Panama Pilot Provisions

Platform Crane Liferafts
DN
UP
UP DN
DN
Stern Ramp
Winch
Aft Mast
Light Post
Side Ramp
UP
Winch
O2 & Acetylene UP
Rooms UP
DN
Key
Engine Parts Engine Parts Panama Pilot Provisions Liferafts Garbage Room Vent
Crane Hatch Platform Crane
Issue: 1 1.1 Principal Data Page 1 of 10

Illustration 1.1.1b General Arrangement - Cargo Decks 12 and 11
Deck 12
UP
DN
Gas Tight
Door
Deck 11-12
DN
Ramp Way
UP
DN
Engine Casing Elevator
Deck 11
DN
UP
Gas Tight
Door
Deck 11-12 Deck 10-11

UP DN
Ramp Way Ramp Way
DN
UP
Key
Vent Trunking

Illustration 1.1.1c General Arrangement - Cargo Decks 10 and 9
Deck 10
UP UP
DN DN
UP
DN
Deck 9-10
DN
Ramp Way
Hydraulic
Stand
Deck 10-11
UP
Ramp Way
UP
DN DN
UP
Deck 9
UP UP
DN DN
UP
DN
Deck 9-10
Deck 8-9 Deck 9
Ramp Way
Ramp Way Tilt Ramp
Fixed Deck (Movable)
Fixed Deck
UP
DN DN
UP

Key
Vent Trunking

Illustration 1.1.1d General Arrangement - Cargo Decks 8 and 7
Lift Car Electrical

Rope Additional Cable
Store Stowage Trunking
Position
Deck 8
UP UP
DN
UP
DN Winch
Gas
Tight
Vent Door
Winch Deck 7-8
DN
Deck 6-7-8 Ramp Way (Movable)
Ramp Way UP DN
DN Hand Winch
for Tilt Ramp
Winch on 9 Deck
DN
UP DN
UP
Link Support
Positions (P & S)
Deck 7
UP
DN
Deck 7-8 Deck 6-7 Deck 7-8 Deck 6-7 Fore Peak
Tilt Ramp Ramp Way Ramp Way Tilt Ramp
DN UP
Deck 7-8
Deck 6-7-8 Ramp Way (Movable) DN
Ramp Way UP DN
UP
Bosun Store
Fixed
Deck
Stern Ramp
DN
UP DN UP
Key
Engine Casing Elevator Vent Trunking
Manhole

Illustration 1.1.1e General Arrangement - Cargo Decks 6 and 5
Engine Room
Lift Car
Emergency Escape Bunker Deck 6
Stowage
Hatch Station Access
Position
Hatch
UP
UP Accommodation Ladder DN DN
Lift Car Fore Peak
& Pilot Ladder Recess Stowage
Position
Deck 6-7-8
DN UP Ramp Way Deck 6-7
UP Hand
Ramp Way
Winch UP
Hydraulic Deck 6-5-4 Hydraulic Deck 6-5 for Tilt

DN DN Ramp on
Stand Ramp Way (Movable) Stand Ramp Way (Movable)
7 Deck
Stern Ramp
Accommodation Ladder
& Pilot Ladder Recess
UP
Engine Casing Elevator Bunker Hold Hold

Station Emergency Escape Side Emergency Escape
Hatch Ramp Hatch
No.2 No.1
Cylinder Oil Cylinder Oil HFO No.3 No.3
Aft Peak Tank Storage Storage Service FO DO
(C) Tank Tank Tank Tank (P) Tank (P) Deck 5
Fore
Deep
Bow
DN DN Tank Bilge
Aft Peak UP UP Thruster
Fresh Cofferdam Room Well
Tank Water
(P) Fore Peak
Tank
(P)
HFO Control Room
Settling
Tank
Deck 6-5
DN DN Watertight
Ramp Way
Door
UP
DN Main Deck 6-5-4 Fix Deck 6-5 Fix

Engine Main Ramp Way (Movable) UP DN UP
Ramp Ramp Way Ramp
LO Storage Engine
Tank LO Settling
DO Tank
Fresh
Water Service
Aft Peak Tank Tank
(S)
Tank
(S) Hold
Emergency Escape
Key
Hatch
Side
Escape Ramp Vent Trunking
Elevator No.3 Hold
Trunking FO Emergency Escape
Tank (S) Hatch Manhole

Illustration 1.1.1f General Arrangement - Cargo Decks 4 and 3
No.2 Cylinder No.1 Cylinder Lift Car

Oil Storage Oil Storage No.3 FO Tank DO Tank Stowage
Tank Tank (P) (P) Position Deck 4
Main
Engine LO
HFO HFO DN UP UP DN Fore
Settling Settling Service UP Deep
Tank Tank Tank Bow
Tank
Work Thruster
Manhole Room
Shop
Engine & Electric
Main
Store
Engine LO
Storage
Overhead Crane Watertight No.1
Tank DN UP UP
UP UP Working Space Door Water Ballast
Tank (P)
DN
DO Main Engine
Service Deck 6-5-4 Deck 4-3 Fix Deck 5-4 DO
UP DN UP UP
Tank DN
Ramp Way (Movable) Ramp Way Ramp Ramp Way Tank (S)
UP UP
DN
Main Air Compressors
High Voltage
Switchboard Manhole
No.3 FO Room
UP
Tank
UP
Hold
Emergency Escape
Hatch
Elevator Elevator Hold
Machine Room Emergency Escape
Hatch
Deck 3
Fore
Deep
DN UP UP DN Bow
Tank
Thruster
Room
Deck 2-3 No.1

Ramp Way Water Ballast
Tank (P)
Deck 4-3 Watertight DO

DN UP
Ramp Way Door Tank (S)
Hold
Emergency Escape
Key
Hatch
Hold Vent Trunking

Emergency Escape
Hatch Manhole

Illustration 1.1.1g General Arrangement - Cargo Decks 2 and 1
Deck 2
Fore
UP UP Deep
Bow
Tank
Thruster
No.1
Room
Water Ballast
Tank (P)
DN
DN
Deck 3-2
Watertight
Ramp Way
Door
Deck 2-1
DN UP
Ramp Way
DO
Tank (S)
Hold Emergency Hold Emergency

Escape Hatch Escape Hatch
No.4 Water No.3 Water

No.3 FO DO Ballast
Ballast
Tank (P) Tank (P) Tank (P) Deck 1 No.2 Water
Tank (P)
Ballast
Tank (P)
High No.1 Water
Sea Chest Ballast Fore
Tank (P) Deep Tank
Waste
Oil Tank
Escape Bilge Tank No.5 Water Bilge Bilge
Bilge No.2 FO UP UP
Trunking Ballast Well Well

Well Tank (P)
Tank (P)
UP UP
No.2 FO No.1 FO
Tank (C) Tank (C)
Deck 1-2
DN UP
UP Ramp Way
UP
Bilge DO Bilge Watertight
DO Well Bilge
Well Tank (S) Door
Tank (S) Well
Hold Bilge
Tank No.3 FO DO
Tank (S) Low Tank (S)
Sea Chest
DO Key
DO Tank (S)
DO
Tank (S) Vent Trunking
Tank (S)
Manhole

Illustration 1.1.1h General Arrangement - Accommodation and Navigation Decks
CO2 Room
Tally Office Spare
Seaman Seaman Seaman Seaman Pilot R/Office Officer
(D) (C) (B) (A) (D)
Crew's
Stevedore Infirmary Day Room
Toilet Spare
Officer
Deck Cleaning Gear (C)
Ship Ship
Store Electrics
Assistant Assistant Fire UP Room
(F) (E) Suez Spare
Locker Bonded Store
Crew Linen Officer
Locker
Beer Laundry (2) (B)
Upper Deck Room
Dry Vegetable Room
Provision Conference Room Archives
Switchboard Spare
Room Immersion Suits Officer
Dressing Emergency Meat Room Toilet Electrics (A)
Room Generator Room Room
Lobby &
Paint Store Air Condition
Fish Room
Unit
UP
Cleaning Gear
Ship's
Officer's Control
Smoking Centre
Room
Spare
Cook
Crew Galley
Ship Ship Ship Ship Ship Ship Motorman Seaman Seaman Duty Crew's Officer's
Assistant Assistant Assistant Assistant Assistant Assistant (F) (E) Mess Mess Dining
(H) (G) (D) (C) (B) (A) Saloon
2nd Chief
4th 3rd Engineer Engineer Radio
Engineer Engineer Bedroom Office Room
Deck Wheelhouse
Locker Store Chief
Engineer
2nd
Bedroom
Engineer Chief
Day Room Engineer
Day Room
Converter
DN
Navigation and Bridge Deck Air Condition Ducts

DN
Gymnasium
Captain
Office
Locker
Battery (1)
Room
3rd 2nd Cleaning Chief Chief Captain Captain

Officer Officer Gear Officer Officer Bedroom Day Room
Bedroom Day Room

1.1 Principal Data Main Engine Mooring Winches: Hydraulically driven
No. of sets: 1 No. of sets: 4
1.1.1 Principal Particulars Type: 2 stroke, single acting, direct reversible, crosshead Type: S20HM
Maker: MITSUBISHI Capacity: 20t - 15m/min.
Shipbuilder: Hashihama Shipbuilding Co. Ltd Model: 8UEC60LS
Hull Number: 1149 M.C.R. 14,121 kW x 100 rpm Pump Station
Ship Name: MÆRSK WAVE N.C.R. 12,003 kW x 94.7 rpm Pumps: 3 Sets - 90kW each - 330 bar
Keel Laid: 30 June 1999
Launched: 17 October 1999 Bow Thruster: Cranes: Provisions - 4.0 SWL
Delivered: 21 January 1999 Maker: Kawasaki Engine room - 4.0 SWL
Official Number: 388658 Type: KT-187B1
Nationality: SINGAPORE Motor rated: 3,300V 1,300kW Propeller
Port of Registry : SINGAPORE Motor speed: 1,160 rpm No. of sets: 1
Radio Call Sign: S6TV Propeller speed: 245 rpm Type: Right handed - fixed pitch
Type of Ship: Roll On/Roll Off Car Carrier Propeller diameter: 2,400 mm 4 blade No. of blades: 6
Navigation: Worldwide Blade angle, max: ±21º Diameter: 6.100m
Classification: DNV; +1A1, Car Carrier, RO/RO, Pitch (0.7R): 7.146m
Stern Thruster:
MCDK, OE.
Maker: Kawasaki Steering Gear
DNV ID No: 20636
Type: KT-105B1t Maker: Kawasaki H. I.
Length Overall: 179.900 m
Motor rated: 450V 770kW Type: FE21-207 four ram electric-hydraulic
Length between Perpendiculars: 179.000 m
Motor speed: 1,160 rpm
Breadth Moulded: 32.200 m
Propeller speed: 327 rpm
Depth Moulded(FBD.DK./STR.DK.): 15.070/32.200 m
Propeller diameter: 1,800 mm 4 blade
Designed Draft : 8.8 m Blade angle, max: ±21.4º
Draft (Summer) : 9.622 m
Gross Tonnage: 51,770
Nett Tonnage: 15,532 Main Generators
No. of sets: 3
Vehicle Capacity: 5214 Base model Corona (RT43) Type: Diesel engine
Ballast Capacity: 7519.3 m3 Maker: Ssangyong B&W 6L28/32H
Fuel Oil Capacity: 3183.4 m3 Capacity: 1,257 kW, 1,462 kVA 450V AC PF 0.8
Lubricating Oil Capacity: 50.2 m3
Fresh Water Capacity 440.9 m3 Emergency Generator
Type: D2866E
Service Speed: 19.2 knots Maker: DEMP
Endurance: 27,500 nm Alternator Type : UCM274 F
Consumption: 54.5 mt/day at 19.2 knots Capacity: 120 kW, 150kVA 450V AC PF 0.8
Manning Design Complement: 31 Persons + 6 Suez Crew Deck Machinery

Windlasses: Hydraulically driven,
Stern Ramp Combined With Mooring Winch (Enclosed
8.00/13.5 m width x 35 m length, 100 mt design load Gear type.
No. of sets: 2
Side Ramp Type: J-23CUO & S20HM
4.20 m width x 20.00 m length, 15 mt design load Capacity: 31.2t - 9m/min.
Portable Decks Anchors: Port and Starboard - 12 Shackles (27.5m/shackle)

No.s. 5, 7 and 9 decks can be hoisted

1.1.2 Tank Capacity Plan
Fuel Oil Tanks

Miscellaneous
Compartments Location Capacities (m3)
Frame Full 96% Full Compartments Location Capacities (m3)
No.1 HFO Tank (Port) 113-161 841.1 807.7 Frame Full
No.2 HFO Tank (Port) 65-113 375.2 360.2 Bilge
g Hold Clean Tank(Stbd)
( ) 33-45 33.5
No.2 HFO Tank (Centre) 47-113 1080.8 1037.6 Bilge
g Hold Dirty
y Tank 13-27 50.7
No.2 HFO Tank (Starboard) 65-113 370.3 355.5 Stern Tube Cooling
g Water Tank 8-13 17.5
No.3 HFO Tank (Port) 37-44 133.9 128.5 FO Sludge
g Tank ((Port)) 23-25 3.0
No.3 HFO Tank (Starboard) 42-49 458.5 440.2 21-23 3.0
LO Sludge
g Tank ((Port))
HFO Settling Tank (Port) 21-25 27.2 26.1 45-47 35.2
FO Overflow Tank (Centre)
( )
HFO Service Tank (Port) 22-29 28.7 27.6
Waste Oil Tank (Port) 33-45 33.5
Fuel Oil Total 3316.0 3183.4
Lubricating
g Oil Tanks Water Ballast Tanks
Compartments Location Capacities

p ( 3)
(m Compartments Location Capacities (m3)
Frame Full 96% Full Frame Full
Main Engine
g LO Storageg Tank 14-17 26.8 25.7 Fore Peak Tank (Centre) 201-F.E. 941.5
Main Engine
g LO Settlingg Tank 14-17 30.6 Fore Deep Tank (Centre) 193-201 354.5
Main Engine
g LO Sump p Tank 28-40 25.5 24.5 No.1 WB Tank (Port) 161-193 706.4
No.1 Cylinder Oil Storage Tank 17-20 39.9 No.1 WB Tank (Starboard) 161-193 706.4
No. 2 Cylinder Oil Storage Tank 14-17 53.2
No.2 WB Tank (Port) 113-161 825.8
Generator LO Storage Tank 6.5
Generator LO Settling Tank 6.5 No.2 WB Tank (Starboard) 113-161 846.5
Total 189.0 No.3 WB Tank (Port) 81-113 374.3
No.3 WB Tank (Starboard) 81-113 374.3
Diesel Oil Tanks No.4 WB Tank (Port) 65-81 175.5
No.4 WB Tank (Starboard) 65-81 187.2
Compartments Location Capacities
p ( 3)
(m No.5 WB Tank (Port) 49-65 231.4
Frame Full 96% Full No.5 WB Tank (Starboard) 49-65 231.4
DO Service Tank ((Port)) 13-17 26.3 25.2
Aft Peak Tank (Port) A.E.-9 719.6
DO Storage
g Tank (Port)
( ) 44-49 100.9 96.9
Total 127.2 122.1
Aft Peak Tank (Centre) A.E.-13 379.9
Aft Peak Tank (Starboard) A.E.-9 464.6
Water Ballast Total 7,519.3
Fresh and Feedwater Tanks
3)
Compartments
p Location
Frame Full
Fresh Water Tank ((Starboard)) 9-13 219.8
Fresh Water Tank ((Port)) 9-13 221.1
Total 440.9

Illustration 1.2.1a Turning Circle Diagrams
Normal Full Loaded Condition With Maximum Rudder Angle Normal Ballast Condition With Maximum Rudder Angle
Full Sea Speed (94.7 rpm) Full Sea Speed(94.7 rpm)
Tactical Diameter: 0.35 n miles Tactical Diameter: 0.38 n miles Tactical Diameter: 0.35 n miles Tactical Diameter: 0.38 n miles
10.2 knots 10.9 knots 10.4 knots 11.1 knots

1' 24" 1' 30" 1' 24" 1' 24"
7.9 knots
Advance: 0.39 n miles

7.3 knots

8.1 knots
3' 18" 7.5 knots

2' 54" 3' 12"
2' 54"

4' 18" 5' 18" 4' 12" 5' 6"
Port 19.2 knots Starboard 19.2 knots Port 19.7 knots Starboard 19.7 knots
Half Ahead (45 rpm) Half Ahead (45 rpm)
Tactical Diameter: 0.34 n miles Tactical Diameter: 0.36 n miles Tactical Diameter: 0.33 n miles Tactical Diameter: 0.35 n miles

2' 30" 2' 36" 2' 24" 2' 30"


4' 40" 4' 48" 4' 24" 4' 30"

7' 50" 7' 6" 7' 24" 6' 48"
Port 9.9 knots Starboard 9.9 knots Port 10.4 knots Starboard 10.4 knots
Maximum Available Rudder Angle:
Hard Right or Starboard - 35˚

Hard Left or Port - 35˚
Issue: 1 1.2 Ship Handling Page 1 of 2

1.2 Ship Handling
Illustration 1.2.2a Visibility Over Bow
1.2.1 Turning Circles
Aft
Mast
Visibility Over Bow
See Illustration 1.2.1a Ballasted Condition
1.2.2 Visibility Over Bow
See Illustration 1.2.2a
179.00 m
179.90 m 90.00 m (Wheelhouse)
DN
Principal Dimensions DN UP
UP
DN
Blind Zone
Stern Ramp
Winch
Length (Overall) 179.90 m Aft Mast

Light Post
Length (Between Perpendiculars) 179.00 m Side Ramp

UP
Winch
Breadth (Moulded) 32.20 m DN

UP
UP
Depth (Moulded) 34.50 m
Designed Draught (Moulded) 8.80 m Visibility Over Bow

Full Load Condition
Summer Draught (Moulded) 9.622 m
Aft
Mast
179.00 m
179.90 m 78.00 m (Wheelhouse)
DN
UP
UP DN
DN
Blind Zone
Stern Ramp
Winch
Aft Mast
Note ! For intermediate conditions see Light Post
Trim and Stability Calculations Side Ramp

UP
Winch
UP
UP
DN
Issue: 1 1.2 Ship Handling Page 2 of 2

Illustration 1.3.2a Power / Speed Curve
BHP(PS)
22,000
21,000
Illustration 1.3.1a Fuel Oil Consumption / Power Curve
20,000
M.C.O.
125 19,000
18,000
17,000
C.S.O.
120
16,000
Specific Fuel Oil
Consumption (g/PSh) 15,000
C.S.O. With 15% S.M.
14,000
115
13,000
Guarantee Speed At d = 8.8m
12,000 (19.20 Knots)
11,000
10,000 Measured
10000 12000 14000 16000 18000 20000
Corrected
BHP(PS) 9,000
(No Wind, No Current)
8,000
Design Draught = 8.8m

Displacement = 20,700t
17 18 19 20 21 22 23
Speed (Knots)
Issue: 1 1.3 Performance Data Page 1 of 2

1.3 Performance Data 1.3.3 Limitations on Operating Machinery
1.3.1 Fuel Oil Consumption/Power Data Ship’s Trial Condition
See fuel oil consumption / power curve in illustration 1.3.2a Forward Draught 6.94 m
Mid Draught 7.04 m
Fuel Consumption Aft Draught 7.22 m
RPM: 94.7 Minimum Steering Speed

BHP: 16000
Specific gravity of fuel at 150C: 0.991 Ship’s Condition Dead Slow Speed
Fuel oil temperature: 125°C Loaded 1.5 knots
Specific fuel consumption: 126.1 g/h BHP Ballast 1.5 knots
Daily consumption: 54.5 mt/day at 19.2 knots
Time and Distance to Stop
1.3.2 Revolutions/Speed/Power Data (Using Emergency Astern and Minimum Use of Rudder)
See power/speed curve in illustration 1.3.2a Loaded Condition Ballast Condition

Time Distance Time Distance
Engine order/rpm/speed table Full Sea Speed 6’ 36” 1.06 nm 6’ 48” 1.11 nm
Full Ahead 4’24” 0.42 nm 4’ 24” 0.46 nm
Engine Order rpm Loaded Condition Ballast Condition Half Ahead 3’ 24” 0.26 nm 3’ 36” 0.31 nm
Slow Ahead 2’ 42” 0.17 nm 2’ 48” 0.19 nm
Full Sea Ahead 94.7 19.2 knots 19.7 knots
Full Ahead 55 12.1 knots 12.7 knots
Half Ahead 45 9.9 knots 10.4 knots Number of Starts of Main Engine from Air Reservoir with Compressors
Slow Ahead 35 7.7 knots 8.1 knots Stopped
Dead Slow Ahead 25 5.5 knots 5.8 knots
Dead Slow Astern -25 11 in number down to a pressure of 6.5 kg/cm2.
Slow Astern -35
Half Astern -45 Maximum available rudder angle : 35° to port or starboard.
Full Astern -55
Emergency Astern 70
Issue: 1 1.3 Performance Data Page 2 of 2

Part 2
Cargo System Description

Issue: 1 2.1 Cargo Deck Layout Page 1 of 11

2.1 Cargo Deck Layout f) Lower the lifting table of the travelling lifter unit and stow the Panel Flop Supports
outriggers.
2.1.1 Movable Car Decks There are 8No. flop supports for the panels on No.7 deck. They are provided
The lift car can then be manoeuvred to the next required position. to support the deck panels when they are in their upper position.
General Description
Lowering the Car Deck The flop supports are used on No.1, 7, 8, 11 on the port side and No. 1, 7, 8,
In order to allow for the various heights of the vehicles transported, and ease and 12 on the starboard side.
of operation, the vessel is fitted with removable car decks on No.s 5, 7, and 9 The following procedure shall be used to position the car deck:
deck levels. When not in use, the flop supports are turned in and covered.
a) Ensure that the outrigger pads are extended on the travelling lifter
The car deck panels are of open construction with steel top plates around 15.5 unit, and double check that the unit is in position within the circles
metres x 12.8 metres dimensions, and capable of a load bearing 300 kg/m2 or marked on the deck.
0.9 tons per wheel vehicle loading.
b) Lift up the car deck panel until the car deck is about 100 mm
The movable car decks are positioned using specially designed travelling above the stowage point.
lifters, which themselves are maintained on board the vessel for such use. Auto
support retractable arms are then used for securing the car decks in position, c) Operate the jacking unit to retract the auto supports.
and retracted again using a jacking unit when removal is necessary. These auto
supports are incorporated into the car deck panel itself, together with lashing d) Lower the car deck until approximately 100 mm above the setting
holes on the top plate of the deck to facilitate securing of vehicles. position.
Operating Procedure e) Extend the auto supports out fully, then lower the car deck panel
onto the point where it then becomes seated.
Lifting the Car Deck
f) Lower the lifting table of the travelling lifter unit and stow the
In order to facilitate the removal of the movable car decks, positioning circles outriggers.
are marked on the decks directly beneath, in order that the travelling lifter
parks in the correct position so that the outrigger pads remain inside the The travelling lifter can then be manoeuvred to the next required position.
marked circles.
! CAUTION
Once in position and and the hydraulic drive engaged, all operations can be All personnel shall stand clear of the movable car decks during their
achieved using the control panel of the lift car and following the procedures operation as there is a high risk of injury if precautions are not followed.
below:
Link Support
a) Ensure that the outrigger pads are extended on the travelling lifter
unit, and double check that the unit is in position within the circles This is a total 8 No. automatic support system which are used for securing the
marked on the deck. movable car deck panels on No.7 deck. They are used to support the panels
when they are in the stowage position.
b) Lift up the car deck 100 mm. The auto supports remain extended.
Link supports are provided for panels No.1, 7, 8 and 11on the port side and
c) Operate the jacking unit to retract the auto supports. An orange No.1, 7, 8, 12 and 13 on the starboard side. No.13 has an automatic releasing
indicator bar is installed besides the auto support arm to confirm link support.
its retraction and extraction.
The support hooks are operated by heaving on a winch wire connected to the
d) Lift up the car deck panel further until the car deck is about 100 link support hook, after the travelling lifter has raised up the car deck and
mm above the stowage point. raised the pin off the hook. The deck is then raised or lowered to its new
position and the hook is then released to move back to engage the pin. The
e) Extend the auto supports out fully, then lower the car deck panel deck is now secured in its new position.
onto the stowage point where it then becomes seated.


2.1.2 Stern Ramp Additionally, the following pushbutton and selector switches are incorporated i) Move the MAIN WINCH lever to LOWER, while the
into the control stand: SPREADING WINCH lever is in the FOLD position, until the
Maker : Tsuji Heavy Industries Co Ltd outer section of ramp becomes free hanging. (Ensure the
Electric Source ON, OFF
SPREADING WINCH wire is slack).
General Auto Tension ON, OFF
No.1 Pump Running START, STOP Ensure the RAMP ANGLE 30 DEGREE light shows up.
The vessel is equipped with a folding stern ramp located at the after end of
No.6 car deck, starboard side at an angle of 35° to the ship’s centreline. The No.2 Pump Running START, STOP j) Return the SPREADING WINCH lever to STOP.
ramp consists of two main sections of extended length 35 metres, and breadth No.3 Pump Running START, STOP
8 metres at the narrowest point, opening to 13.5 metres at its base. k) Shift the SPREADING WINCH lever to SPREAD, while the
Lamp Test
MAIN WINCH lever is in the LOWERING position, and lower
The ramp sections are of open web construction, mild and high tensile steel the ramp.
For safety reasons a warning buzzer and rotating light is provided at the hull
with accessible voids at both sides, and having a maximum total working load
side, which operates in conjunction with ramp movement. In addition the
of 100 tons. The ramp end flap is of box construction. ! CAUTION
buzzer will sound when the ramp angle set points are exceeded. This measured
Ensure that the ramp flap keeps adequate clearance so as not to touch the
from the portable inclination sensor which is positioned on the ramp during
Operation of the ramp is by electro-hydraulic power supply, with movement quay during opening procedure. Do not straighten ramp sections 1 and 2
cargo operations.
transmitted via a series of galvanised wire rigged pulleys. in the middle of the ramp opening operation as this will damage the unit.
Stern Door Opening Procedure
The operating control valve stand is located on the upper deck starboard side l) Return the MAIN WINCH and SPREADING WINCH lever to
together with the main and spreader winches. the STOP position before the ramp lands on the quay.
a) Ensure that the hydraulic power unit is not used for operating
deck machinery, and the other cargo access equipment.
The ramp maintains its watertight integrity by means of a TS standard sponge m) Shift the MAIN WINCH lever to LOWER and SPREADING
rubber gasket secured with hydraulic cleats. A stainless steel compression bar WINCH lever to FOLD until the flap has completely rested on the
b) Push the SOURCE switch to ON and No.1 - 3 PUMP START to
is fitted to the ramp top plate. quay.
START.
The following indicator lamps are incorporated in the control valve stand: n) Slacken the operation and flap control ropes enough and return
Ensure that the following lamps are illuminated:
the lever to the STOP position.
Electric Source ON
SOURCE
Cleat LOCK, UNLOCK o) Leave the CLEAT / SECURING lever in the UNLOCKED
NO.1 - 3 PUMP RUNNING
Securing LOCK, UNLOCK position.
HYDRAULIC SYSTEM WORKING
Ramp CLOSE, OPEN (Note ! In case of high quay condition, adjust the angle of ramp section 2
RAMP CLOSE
Ramp Angle 30° against ramp section 1 by engaging the SUPPORT lever to OUT or IN at No.6
CLEAT LOCK car deck. Do NOT operate the SUPPORT lever with ramp section 2 in the
Ramp Angle Abnormal hanging position.)
SECURING LOCK
Auto Tension
c) Shift the MAIN WINCH lever to HOIST. p) Rig the portable handrails in position and set the inclination
No.1 Pump Running
sensor on ramp section 1.
No.2 Pump Running d) Return the MAIN WINCH lever to STOP.
No.3 Pump Running Maximum ramp angle (high and low limit) can be adjusted by the analogue
e) Release the manual lashing stopper hooks. meter in the meter box itself.
Hydraulic System Working
f) Shift the SPREADING WINCH lever to SPREAD. q) If using winch auto tension mode, shift the AUTO TENSION
Indication lamps for ramp CLOSE and cleat LOCK are also provided in the switch to ON.
wheelhouse. g) Shift the CLEAT / SECURING lever to UNLOCK and visually
ensure that the CLEAT UNLOCK and SECURING UNLOCK Ensure the AUTO TENSION lamp illuminates .
lamps light up.
r) Shift the MAIN WINCH and SPREADING WINCH levers to
h) Return the SPREADING WINCH lever to STOP, then move it to HOIST and SPREAD at half position and lock the lever in this
FOLD. position.


Stern Ramp Closing Procedure j) Shift the SPREADING WINCH lever to STOP.
a) Ensure that the hydraulic power unit is not being used for k) Shift the MAIN WINCH lever to HOIST, shift the SPREADING
operating deck machinery, or any other cargo access equipment. WINCH lever slightly to FOLD, while picking up the slack in the
wire.
b) Push the SOURCE switch to ON and No.1 - 3 PUMP START
switch to START. l) Reduce the speed in the MAIN WINCH by moving the lever
slightly to the STOP position. This is until the ramp close LIGHT
Ensure that the following lamps are illuminated: COMES ON, then move the lever fully to stop.
SOURCE
m) Continue picking up the slack on the SPREADING WINCH until
NO.1 - 3 PUMP RUNNING the outer section is in the fully closed position.
HYDRAULIC SYSTEM WORKING
n) Shift the CLEAT / SECURING lever to LOCK and ensure that
CLEAT UNLOCK CLEAT LOCK and SECURING LOCK lamps illuminate.
SECURING UNLOCK
o) Secure the manual locking stopper / hooks.
c) Remove the portable handrails.
p) Remove the tension on the wire by slightly moving both the
d) Remove the inclination sensor on the ramp. SPREADER and MAIN WINCH levers to the lower position.
Finally return the levers to the STOP position.
e) Shift the CLEAT / SECURING lever to UNLOCK and ensure that
CLEAT UNLOCK and SECURING UNLOCK lamps illuminate. q) Push the SOURCE switch to OFF and No.1 - 3 PUMP STOP
switch to STOP.
f) Shift the MAIN WINCH lever to HOIST. After hoisting ramp
section 2 slightly return the MAIN WINCH lever to STOP. When
the support cylinder is set, engage the SUPPORT lever to IN at
No.6 car deck.
g) Shift the MAIN WINCH lever to HOIST, and SPREADING

WINCH lever to FOLD until ramp section 1 inclines about 30
degrees to the vertical.Ensure that RAMP ANGLE 30 DEGREES
light illuminates.
h) Return the MAIN WINCH lever to STOP.
i) Shift the SPREADING WINCH lever to FOLD until ramp

section 2 reaches free hanging condition.
(Note ! Make sure that the flap maintains adequate clearance so as not to touch
the quay.)
! CAUTION
All personnel shall stand clear of the stern ramp during its operation as
there is a high risk of injury if precautions are not followed.

Illustration 2.1.3a Side Ramp
Upper Deck Upper Deck
No.12 Deck No.12 Deck
Key
No.11 Deck Grease Up Point No.11 Deck
No.10 Deck No.10 Deck
No.9 Deck No.9 Deck
No.8 Deck
No.8 Deck
No.7 Deck
No.7 Deck
No.6 Deck
No.6 Deck
No.5 Deck
No.5 Deck
No.4 Deck
No.4 Deck

2.1.3 Side Ramp Additionally, the following pushbutton and selector switches are incorporated g) After landing, engage the PUSHING lever to PULL and ensure
into the control stand: that the PUSHING/PULL lamp illuminates.
Maker : Tsuji Heavy Industries Co Ltd Electric Source ON, OFF
h) Shift the MAIN WINCH lever to LOWER and slacken the wire
General No.1 Pump Running START, STOP rope slightly.
No.2 Pump Running START, STOP
The vessel is equipped with a pivoting side ramp, located at a tangent to the i) Return each lever to STOP, except the CLEAT securing lever.
ships side and placed amidships, and at the starboard side of No.5 car deck. No.3 Pump Running START, STOP
Lamp Test j) Rig the portable handrails.
The ramp consists of one section of open construction of mild and high tensile
steel length 20 metres, and breadth 4.2 metres, with an end flap of box con- For safety reasons a warning buzzer and rotating light is provided at the hull k) Set the deck flaps.
struction. Maximum load strength of the ramp is 15 tons. side, which operate in conjunction with ramp movement. In addition the
buzzer will sound when the ramp angle set points are exceeded, as measured l) Set the inclination sensor on the ramp.
Operation of the ramp is by electro-hydraulic power supply, with movement from the inclination sensor located on the forward side of the ramp.
transmitted via a series of galvanised wire rigged pulleys. Maximum ramp angle (high and low limit) can be adjusted by the analogue
Operation meter in the meter box itself.
The control valve stand is located on the upper deck of the starboard side.
Side Door Opening Procedure Side Ramp Closing Procedure
The ramp maintains its watertight integrity by means of a TS standard sponge
rubber gasket secured with hydraulic cleats. A compression stainless steel a) Ensure that the hydraulic power unit is not being used for a) Ensure that the hydraulic power unit is not used for operating
round bar is fitted to the ramp top plate. operating deck machinery, or any other cargo access equipment. deck machinery, and the other cargo access equipment.
The following indicator lamps are incorporated in the control valve stand: b) Push the SOURCE switch to ON and No.1 - 3 PUMP START b) Push the SOURCE switch to ON and No.1 - 3 PUMP START
switch to START. switch to START.
Electric Source ON
Cleat LOCK, UNLOCK Ensure that the following lamps are illuminated: Ensure that the following lamps are illuminated:
Positioning Stopper LOCK, UNLOCK SOURCE SOURCE
Pushing Cylinder PULL / PUSHING NO.1 - 3 PUMP RUNNING NO.1 - 3 PUMP RUNNING
No.5 DK Position HYDRAULIC SYSTEM WORKING HYDRAULIC SYSTEM WORKING
No.6 DK Position RAMP CLOSE RAMP OPEN
No.6 DK Over Run Position NO.5 DECK POSITION PUSHING PULL
Lifting Angle CLEAT LOCK NO.5 DECK POSITION
Securing LOCK, UNLOCK SECURING LOCK POSITION STOPPER UNLOCK
Ramp CLOSE, OPEN POSITION STOPPER UNLOCK CLEAT UNLOCK
Ramp Angle Abnormal c) Shift the MAIN WINCH lever to HOIST. SECURING UNLOCK
Ensure at least two Hydraulic pumps are running
d) Shift the CLEAT/SECURING lever to UNLOCK and ensure that c) Remove the portable handrails.
Hydraulic System Working
the CLEAT UNLOCK and SECURING UNLOCK indicator
lights illuminates. d) Remove the inclination sensor on the ramp.
Indication lamps for ramp CLOSE and cleat LOCK are also provided in the
wheelhouse. e) Ensure the CLEAT UNLOCK and SECURING UNLOCK lamps
e) Shift the MAIN WINCH lever to LOWER and PUSHING lever
to PUSH. illuminate.
f) Continue shifting the MAIN WINCH lever to LOWER until the f) Shift the PUSHING lever to PUSH and ensure that the cylinder
ramp touches the quay and when the ramp rests on the cylinder rod extends correctly.
rod PULL easily.

g) Return the lever to STOP. Procedure for Lowering Side Door from No. 6 Car Deck to No. 5 Car Deck
h) Shift the MAIN WINCH lever to HOIST and raise until closed. In order to raise the side door it is necessary to keep the ramp at an angle of
Ensure that the RAMP CLOSE lamp illuminates. between 15 - 70° for the operation.
i) Shift the CLEAT / SECURING lever to LOCK and ensure that the a) Shift the CLEAT/SECURING lever to UNLOCK and ensure that
CLEAT LOCK and SECURING LOCK lamps illuminate. the CLEAT UNLOCK and SECURING UNLOCK lamps
illuminate.
j) Shift the MAIN WINCH lever to LOWER and slacken the wire
rope slightly, then return each lever to STOP. b) Shift and hold the PUSHING lever to PULL and ensure that the
PUSHING / PULL lamps illuminate.
k) Secure the deck flap.
c) Shift the LIFTING lever to UP and ensure that the NO.6 OVER
Procedure for Lifting Side Door from No. 5 Car Deck to No. 6 Car Deck RUN POSITION lamp illuminates.
In order to raise the side door it is necessary to keep the ramp at an angle of d) Shift the POSITION STOPPER lever to UNLOCK and ensure
between 15 - 70° for the operation. that the POSITION STOPPER UNLOCK lamp illuminates.
a) Shift the CLEAT/SECURING lever to UNLOCK and ensure that e) Shift the LIFTING lever DOWN until the ramp reaches No.5
the CLEAT UNLOCK and SECURING UNLOCK lamps deck. Ensure that NO. 5 DECK POSITION lamp illuminates.
illuminate.
f) Return the LIFTING lever to STOP on completion.
b) Shift and hold the PUSHING lever to PULL and ensure that the
PUSHING / PULL lamps illuminate. (Note! When the ramp inclines at an angle of 15° or less, engage the MAIN
WINCH lever to LOWER to maintain an angle of about 15 - 70°.)
c) Shift the POSITION STOPPER lever to UNLOCK and ensure
that the POSITION STOPPER UNLOCK lamp illuminates. g) Return the PUSHING lever to STOP.
d) Shift the LIFTING lever to UP and ensure that the NO. 6 OVER h) Operate the ramp as for side door closing procedure e) to i).
RUN POSITION lamp illuminates.
! CAUTION
e) Return the LIFTING lever to STOP. All personnel must stand clear of the side door during its operation as
there is a high risk of injury if precautions are not followed.
(Note ! When the ramp is at an incline angle of 15° or less, engage the MAIN
WINCH lever to LOWER and maintain an angle of about 15 - 70°.)
f) Shift the POSITION STOPPER lever to LOCK and ensure that

the POSITION STOPPER LOCK lamp illuminates.
g) Shift the LIFTING lever to DOWN and ensure that NO. 6 DECK
POSITION lamp illuminates.
h) Operate the ramp as for side door opening procedure d) to h).
(Note ! Care must be taken to ensure that the ramp adequately clears the quay
when lifting and lowering between car decks No. 5 and 6.)

2.1.4 Movable Ramps d) Shift the MAIN lever to UP and raise the ramp slightly and ensure i) Turn flaps on the car deck to the ramp side.
the LOCK POSITION lamp illuminates.
Maker : Tsuji Heavy Industries Co Ltd ! CAUTION
e) Return the lever to STOP. All personnel should stand clear of the movable ramps during their
General operation as there is a high risk of injury if precautions are not followed.
f) Shift the CLEAT lever to UNLOCK and ensure that CLEAT
The vessel is equipped with a number of internal movable watertight ramps on UNLOCK lamp illuminates. When No.7 and No.9 decks are moved to their mid positions, the tilting ramps
decks No. 6-4, 6-5, 7-8, and 9-10 of I beam mild, and high tensile steel con- leading into and out of No. 7 deck and into No.9 deck are raised manually,
struction. g) Shift the MAIN lever to UP and ensure that the RAMP CLOSE using a winch mechanism.
lamp illuminates.
Lifting and lowering is achieved by electro hydraulic oil cylinder incorporated
into the ramp, the controls for which are locally placed for maximum visibility. h) Shift the CLEAT lever to LOCK and ensure that the CLEAT
LOCK lamp illuminates.
The following indicator lamps are incorporated into the control valve stand:
i) Shift the MAIN lever to DOWN and return the CLEAT lever to
Electric Source ON
STOP.
Cleat LOCK, UNLOCK
Ramp CLOSE, OPEN j) Return the MAIN lever to STOP.
Lock at Intermediate Position (only for POS. 3.1 and 3.3) Procedure for Lowering the Movable Ramp
An indication lamp for ramp CLOSE is also provided in the ship’s control a) Ensure that the hydraulic power unit is not being used for
centre. operating deck machinery, or any other cargo access equipment.
Additionally, the following pushbutton switches are incorporated into the b) Push the SOURCE switch to ON.
control stand:
Electric Source ON, OFF Ensure that the following lamps are illuminated:
Lamp Test SOURCE
Operating procedures may vary slightly from the following due to the CLEAT LOCK
differences in design of the movable ramps from deck to deck. For further RAMP OPEN
details the manufacturer’s manual should be consulted in line with the
following procedures. c) Shift the MAIN lever to UP.
Procedure for Raising the Movable Ramp d) Shift the CLEAT lever to UNLOCK, and ensure that the CLEAT
UNLOCL light illuminates.
a) Ensure that the hydraulic power unit is not being used for
operating deck machinery, or any other cargo access equipment. e) Shift the MAIN lever to DOWN, and when the LOCK
POSITION lamp illuminates, stop the ramp by shifting the MAIN
b) Push the SOURCE switch to ON lever to STOP.
Ensure that the following lamps are illuminated f) Shift the CLEAT lever to LOCK and ensure that the CLEAT
SOURCE LOCK lamp illuminates.
CLEAT LOCK g) Shift the MAIN lever to DOWN and land the ramp onto POS. 2
rest.
c) Turn flaps on appropriate car deck to the car deck side.
h) Return the CLEAT lever and MAIN lever to STOP.

2.1.5 Bulkhead Doors Opening Procedure
Maker : Tsuji Heavy Industries Co Ltd a) Shift the DRIVING lever to OPEN.
General b) Shift the SECURING lever to UNLOCK, and ensure that the
DOOR CLOSE lamp has been extinguished, and the SECURING
The vessel is equipped with 4 single leaf, transverse bulkhead doors located at UNLOCK lamp has illuminated.
Frame 113 on decks 1~2, 2~3, 3~4, and 4~6. The doors range in height from
1.86 to 4.98 metres, but all are 4.4 metres in breadth and constructed of mild c) Hold the DRIVING and SECURING levers across until the door
steel, open construction. comes to rest on the back stopper.
The doors are made watertight using the TSUJI system of ‘P’ type solid rubber d) Insert the stopper pin in position.
packing compressed by a steel bar, the door being held closed by hydraulic
stopper. e) Return the levers of DRIVING and SECURING to STOP.
Operation is by cyclo drive oil motor and chain, the door movement facilitated Closing Procedure
by deck and head guide rollers and guides located above and below the door
tracks. Emergency operation is made possible using an welded eye attachment a) Remove the securing pin stopper.
on the door itself.
b) Shift the SECURING lever to UNLOCK and ensure that the
Indicator lamps are incorporated into the control valve stand as follows: SECURING UNLOCK lamp illuminates.
Electric Source ON
e) Shift the DRIVING lever to CLOSE and keep it in this position
Door CLOSE until the DOOR CLOSE lamp has illuminated.
Door OPEN
f) Shift the SECURING lever to LOCK and ensure that the
Securing LOCK, UNLOCK SECURING LOCK lamp has illuminated.
Indication lamp for door CLOSE is also provided in the ship’s office. g) Return the DRIVING and SECURING levers to STOP.
Additionally, the following pushbutton switches are incorporated into the ! CAUTION
control stand; All personnel should stand clear of the bulkhead doors during their
operation as there is a high risk of injury if precautions are not followed.
Electric Source ON, OFF
Lamp Test
Operating Procedure
a) Push the lamp box SOURCE button to ON before operating the

door, and push the SOURCE button to OFF after closing the door.
b) Ensure that the hydraulic power unit is not being used for
operating deck machinery, or any other cargo access equipment.
c) Push the lamp box LAMP TEST button and confirm all the lamps
illuminate.

2.2 Cargo Ventilation Zone Navigation Mode Fans Natural Vents WARNING
in Navigation Mode Due to the high capacity of the fans and the enclosed nature of the car holds,
2.2.1 Ventilation System the fans must be run in the correct combination, otherwise a build up of
A A4, A5, A7 and A8 A1, A2, A3 and A6
pressure would occur, resulting in the fans stalling and this would lead to the
Maker: Taiyo Electric Co Ltd B B1, B2, B7 and B8 B3, B4, B5 and B6 motors overloading and burning out. Overpressurising of the car holds would
Type: FAX type axial flow fan also endanger life, when a door was opened with the high air pressure acting
C C5, C6, C7 and C8 C1, C2, C3, and C4
on it, resulting in the door violently opening into the face of crew, stevedores,
General Description D D5, D6, D7 and D8 D1, D2, D3 and D4 pilots, agents or any shore personnel.
E E5, E6, E7 and E8 E1, E2, E3 and E4
The vessel is equipped with 45 explosion proof axial flow fans of various flow
capacities, covering all cargo deck spaces. Each fan consists of three major F F3 and F4 F1 and F2
components, casing, impeller and motor, and is designed to safely ventilate any
gases from the car decks. All the above supply fans are individually started from either the switchboard
room in the accommodation, starboard alleyway, or from the ship’s control
Operation room.
(Note ! Fans need to be started at least 15 minutes before work starts.) Each starter in the switchboard room is marked with a blue line under the
rating information sign.
Prior to start up of each fan ensure that the fire damper is fully open, as any
restrictions to the flow of air will result in damage to the fan and its
components. This is due to the fact that the fan motor is cooled by the air
travelling from the impeller unit, so a closed or nearly closed damper will
result in the motor heating up and causing damage.
The start up operation is initiated from the starter panel by pressing the start
button.
As the motor is run up, check to ensure that the operating current is within the
specified limits. A low air temperature will require more power to operate the
fan. This is due to the higher density of the colder air, thus the additional force
requirement to counteract when operating. The current value may therefore
exceed the rated value of the fan motor when operating in cold climates. In this
case the low temperature of the air will itself allow heat to dissipate from the
motor, allowing the motor to run safely under its rated power. However,
settings on the thermal relay on the starter should be changed accordingly as
per the manufacturer’s advice.
During operation, periodic checks should be performed for unusual sounds or

vibration on each fan motor.
Stopping the fans can be achieved at the starter panel and an emergency stop
button exists on the bridge.
The following sets of fans and natural exhaust outlets are used to ventilate the
cargo holds at sea, when it is thought to be necessary to improve quality of the
atmosphere:
Issue: 1 2.2 Cargo Ventilation Page 1 of 1

Illustration 2.3.1a Ballast System
Key
WV11 Sea Water

Bilge And Ballast
Stripping Eductor Bilges
WV10
WV232 CI
SO
WV9
C
WV45
To Fire Hydrant WV18 From Hold

WV46
System WV112 Bilge
No.4 Water No.2 Water No.1 Water
WV43 Ballast Tank No.3 Water
WV3 WV44 Ballast Tank Ballast Tank
(P) Ballast Tank
WV1 (P) (P)
WV6 (P)
PI PI
SO SO
WV17 WV16
P P P
Fire and Fire, Bilge and Ballast
Pump BWV9 BWV7
G.S. Pump Ballast Pump WV4
2
(8.0/2.0kg/cm2 (8.0/2.0kg/cm2 CI CI (8.0/2.0kg/cm
SO x 100/200 m3/h) BWV5
x 100/200 m3/h) x 100/200 m3/h) SO
C C C
BWV3
WV34 WV29
From Hold
Clean Bilge WV8 WV42 WV40 No.5 Water
Tank Ballast Tank BWV2
BV113
(P)
WV39
WV23 WV33 WV30 No.5 Water BWV1
BV111 WV41 Ballast Tank
(S) BWV4
From From
Main Direct Fore
Bilge Bilge Peak
Tank
Aft Peak
Tank BWV6
(P) WV35 From Main
Bilge System
Aft Peak WV5 Fore

Tank BWV10 BWV8 Deep
(C) WV36 Tank
No.4 Water No.3 Water No.2 Water No.1 Water
Ballast Tank Ballast Tank Ballast Tank Ballast Tank
Aft Peak FV5
(S) (S) (S) (S)
Tank WV7
(S) WV37
From FW Tanks
To
Central To
Cooling Fresh
Sea Water Water
Port Engine Room Floor Pump's Generator Engine Room Floor
Sea Chest
(High)
Starboard
Sea Chest
(Low)
WPV101 WPV139 WPV108 WPV102
Issue: 1 2.3 Ballast System - Page 1 of 3

2.3 Ballast System e) Shut off suction valve WV 39 and crossover valves WV 29 and e) On completion of educting, shut off the tank valves and stop the
WV 30 when gravitating ballast is no longer possible. fire, bilge and ballast pump. Shut down the remaining valves on
2.3.1 System Description the system.
f) Open ballast discharge valves WV 33 and WV 34.
The vessel is equipped with the following water ballast tanks:
g) Start the ballast pump on LOW START and open discharge valve
Fore peak tank WV 43. Ensure that ballast is entering the correct tank before
Fore deep tank increasing the pump speed as required.
No.1, 2, 3, 4 and 5 wing tanks h) Stop the ballast pump on completion and shut all valves on the
No.3 after peak tanks (port, centre and starboard) system.
The tanks are serviced by a 250 mm diameter ring main piping system, each Deballasting Procedure Using the Dedicated Ballast Pump
tank being isolated by a hydraulic butterfly valve, remotely operated from the
deck control console. a) Open the required tank valves of the tanks to be deballasted.
Each tank can be ballasted or deballasted, using the dedicated ballast pump or b) Open ballast line crossover valves WV 29 and WV 30.
the fire, bilge and ballast pump, with suction via the port or starboard sea
chests, and discharge via the port high overboard. c) Open ballast pump suction valve WV 39.
A ballast eductor rated at 50 m3/h is also installed in the system, enabling tanks d) Open the high overboard discharge valve WV 2.
to be stripped dry on completion of main deballasting operations, thus
removing any residual effects of free surface on the vessel, and permitting e) Start the ballast pump on LOW START and open ballast
visual inspection. discharge valve WV 45.
Tank ullages are remotely measured from the deck control console, allowing Check to ensure that the correct tanks are being deballasted before increasing
the operator a clear indication of ballast tank volumes at any time. the pump speed if required.
2.3.2 Operation f) On completion of deballasting stop the ballast pump and close all
the valves on the system.
Operation of the ballast system can be either manual or automatic.The manual
methods are described below. Automatic operation is described in section 2.4.1 As the dedicated ballast pump has been used for the above ballasting and
using the automatic heel controller. deballasting operations, the same process may be carried out using the fire,
bilge and ballast pump.
Ballasting Procedure Using the Dedicated Ballast Pump
Procedure for Stripping Ballast Tanks with the Ballast Eductor
a) Open the port (WPV 101 and WPV 139), or starboard (WPV 102
and WPV 108), sea chests as required. In order to minimise free surface effects the ballast tanks can be stripped
completely dry with the ballast eductor.
b) Open ballast pump suction valves WV 41 and WV 39.
a) Open overboard discharge valve WV2.
c) Open ballast line crossover valves WV 29 and WV 30.
b) Open eductor discharge, drive and suction valves WV 11, WV 3,
d) Open the required tank valves and commence gravitating in and WV 6 respectively.
ballast.
c) Open ballast line crossover valves WV 29 and WV 30.
Check to ensure that the correct tanks are being ballasted.
d) Start the fire, bilge and ballast pump on HIGH START and open
the tank valves of the tanks to be stripped alternately as required.

Illustration 2.3.2a Ballast System Mimic Panel
Ballast Stripping
WV2 No.5 Water No.4 Water No.3 Water No.2 Water
Eductor
WV Ballast Ballast Ballast Ballast
WPV101 11 Tank (P) Tank (P) Tank (P) Tank (P)
WV
WV 1
6
Aft Peak WPV139
Tank (P)
WV BWV BWV
WV 4 9 7 No.1 Water
3
Ballast
Tank (P)
WV
35
WV46 WV44 BWV

N O N 5
O
S
S
FIRE, BILGE WV34 WV29 Fore Deep
& BALLAST
Tank
STOP
LOW HI S O S O
START START Fore Peak
BWV Tank
Aft Peak PUMP 3
Tank (C)
BWV BWV
WV WV WV 2 1
36 42 40
WV45 WV43 WV33 WV30

N
S O S O
O
O
S
BWV
4
BALLAST
START STOP
BWV
PUMP 6
WV41
WV No.1 Water
S O 39 Ballast
BWV BWV Tank (S)
WV WV 10 8
37 5
WPV108
Aft Peak
Tank (S)
WV
WPV102 7
Ballast Ballast Ballast Ballast
Tank (S) Tank (S) Tank (S) Tank (S)

2.4 Automatic Heeling Control System 4. If the vessel inclines to the starboard side, the inclination detector senses this
change and sends a signal to the auxiliary relay, closing the sea suction valve
2.4.1 System Description WV 41 and overboard discharge valve WV 41, also opening the route valves
WV 30 and WV 34. The starboard heeling lamp illuminates.
The automatic heeling control system allows for compensation of ballast water
in No.3 port and starboard wing tanks during cargo loading and unloading 5. Sea water will now be pumped from 3 starboard ballast tank to 3 port ballast
operations. This is in order to maintain the vessel in an upright, or as near to tank via the ballast pump.
the upright position as possible.
6. As the hull inclination drops to zero the signal to the auxiliary relay is cut
The system consists of a heel detector, indicator, controller, converter and heel off and an UPRIGHT signal lamp illuminates. Simultaneously the tank route
setting panel, which are all mounted on the deck control console in the ship’s valves WV 30 and WV 34 are closed automatically, and the sea suction valve
control centre. A number of valves on the ballast system are designed to be WV 41 and overboard discharge valve WV 45 opened automatically.
controlled automatically from the heel controller, allowing the vessel to be kept
in the upright position with no operator assistance. Sea water will then resume the flow sea to sea through the pump.
2.4.2 Operating Procedure If the ballast level in the heeling tank (3 port or starboard) drops below a preset
level for any reason, a LOW LEVEL alarm is issued, and the lamp flashes a
To operate automatically the system should be set up as follows: warning.
a) Change over the heeling mode switch to the AUTO position. The system can be manually bypassed by simply turning the changeover
switch to MANUAL, thus allowing full manual control of the valves as
b) Open the sea valve WV 41, overboard discharge valve WV 45, required.
ballast pump suction valve WV 39, ballast pump discharge valve
WV 43 and tank valves BWV 9 and BWV 10.
c) Ensure the following valves are closed: WV 29, WV 30, WV 33

and WV 34.
d) Depress the START pushbutton on the ballast pump. The pump

will run from sea to sea at this stage.
The system will now automatically respond to any change of heel and act
accordingly as the following example.
1. If the vessel inclines to the port side the inclination detector senses this
change and sends a signal to the auxiliary relay closing the sea suction valve
WV41 and overboard discharge valve WV45, also opening the route valves
WV29 and WV33.
2. Sea water will then be pumped from 3 port ballast tank to 3 starboard ballast
tank via the ballast pump.
3. As the hull inclination drops to zero the signal to the auxiliary relay is cut
off and an UPRIGHT signal lamp illuminates. Simultaneously to this the tank
route valves WV 29 and WV 33 are closed automatically, and the sea suction
valve WV 41 and overboard discharge valve WV 45 opened automatically.
Sea water will then resume to flow sea to sea through the pump.
Issue: 1 2.4 Automatic Heeling Control System - Page 1 of 1

Illustration 2.5.1a Ramp/Door Hydraulic System Position 1 Stern Ramp/Door Position 2 Side Ramp/Door (STBD Side)
Main Winch Spreading Winch Main Winch
Cleat & Cleat & Piston

Pushing Securing Securing Pushing Lifting Stop
D C1 A1 B1 C2 A2 B2 E F C A B D E F G H J K L
Valve Stand "A" Valve Stand "B"
DR P T DR P T
Upper Deck
No.12 Car Deck
No.11 Car Deck
For Deck 9-10 Position 3-4
Main Ramp
D
Cleat C
Valve
B Stand"03"
Main A P T
No.10 Car Deck

No.9 Car Deck
No.8 Car Deck
No.7 Car Deck
Stern Ramp/Door Position 1 For Deck 6-4 Position 3-1 For Deck 7-8 Position 3-3 For Deck 6-5 Position 3-2
Main Ramp Main Ramp Main Ramp
J D D D
Valve Cleat C
Valve Cleat C
Valve Cleat C
Valve
Support H Stand"A1" Stand"C"
B B Stand"02" B Stand"01"
G P T To Aft Main A P T Main A P T Main A P T
Deck
Machinery
No.6 Car Deck
To Fore Deck
Machinery
Position 4-4 No.5 Car Deck

DR P T (Liftable)
D
Securing C Valve P
Power Unit
B Stand"E2"
(Yard Supply) Drive A T
No.4 Car Deck
Position 4-3
D
Securing C Valve P
B Stand"E1"
Driving A T
No.3 Car Deck
Position 4-2
D
Securing C Valve P
B Stand"E1"
Key T
Driving A
No.2 Car Deck
Position 4-1
Hydraulic Oil
D
Securing C Valve P
B Stand"E1"
Driving A T
No.1 Car Deck
Issue: 1 2.5 Hydraulic Oil System - Page 1 of 6

2.5 Hydraulic Oil System Movable Ramps
2.5.1 Ramp Control System Positioned on site, manual control valves for:
Main cylinders
Maker: Tsuji Heavy Industries Co Ltd
Cleating cylinders
General Description
Bulkhead Doors
The hydraulic ramp control system consists of three independent hydraulic
pump units designed to operate at 250 kg/cm2. These service the stern and side Positioned on site, manual control valves for:
ramps, transverse bulkhead doors and internal movable ramps within the car Driving oil motor
hold decks.
Securing cylinders
Each ramp has a local operating position, uniquely designed for the equipment
Ramp Handling Winch
it serves. The largest is the stern and side ramps which require all 3 hydraulic
motors to be running in order to operate the ramps at the required speed.
A number of electro hydraulic ramp handling winches are installed, located on
the upper deck level, each unit consisting of one oil motor and one non-
The hydraulic cylinders are fitted with a throttle valve as a safety device, in
grooved mid-flanged drum.
order to reduce the speed of the cylinder in case of any hose rupture during
operation.
Stern Ramp
Control Valve Stands
1 unit for the main winch with automatic tensioning device:
Each ramp/door unit has its own hydraulic control valve stand consisting of the Capacity: 25 ton x 25 m / min at 2nd layer
following: Auto brake capacity: 37.5 ton (150 %)
Stern Ramp 1 unit for the spreading winch with low tensioning device for anti-slacking of
wires:
At Upper deck level, manual control valves for:
Capacity: 12 ton x 15 m / min at 2nd layer
Main winch
Auto brake capacity: 18 ton (150 %)
Spreading winch
Cleating and securing cylinders Side Ramp
At No.6 deck, manual control valves for: 1 unit for the main winch:
Supporting cylinders Capacity: 9 ton x 21 m / min at 2nd layer
Butt rest Auto brake capacity: 13.5 ton (150 %) Stern Ramp Hydraulic Control Stand
Side Ramp
At Upper deck level, manual control valves for:

Main winch
Cleating and securing cylinders
Pushing cylinder
Lifting cylinder
Positioning cylinders

Illustration 2.5.2a Deck Machinery Hydraulic Oil System
Port Forward
Mooring Winch/Windlass
Port Aft
Mooring Winch
Centre
Mooring Winch
Centre Aft
Mooring Winch
Oil
Cooler
Starboard Forward
Mooring Winch/Windlass
Hydraulic Pump Unit
Starboard Aft
Mooring Winch
Key
Pressure Line
Drain Line
Return Line
LT Cooling Line
Hydraulic Oil Cooler

2.5.2 Deck Machinery Hydraulic Oil System Operating Procedure
Maker: Nippon Pusnes Co Ltd Starting
General Description During start up the pump should be switched to the lower pressure setting.
The deck machinery hydraulic oil system consists of three independent electro a) Check that the pressure selection valve is in the STANDBY
hydraulic oil pump units supplying high pressure hydraulic oil at 250 kg/cm2. position.
These service two windlass/winch units and four mooring winch units with oil
returning to the pump station via a return line at a pressure of 10 kg/cm2, thus b) Open the cooling water valves to the oil cooler.
allowing constant recharge of the system. Also incorporated into this system is
a separate line to each winch rated at 5 kg/cm2 to facilitate draining. c) Start pumps No.1, 2 or 3 as required.
The system is rated to operate under any of the following conditions: d) Switch the pressure selection valve to the WORKING position.
1. One set of windlass and one set of mooring winch driven simultaneously at Stopping
their rated load and speed.
a) Switch the pressure selection valve to the STANDBY position.
2. Two sets of mooring winch driven simultaneously at their rated load and
speed. b) Stop the pumps.
3. Six sets of mooring winches driven simultaneously at their rated load and c) Shut off the cooling water to the oil cooler.
reduced speed.
During operation the main line pressure, the oil cooler and oil temperature
The hydraulic pumps are of the stepless variable axial piston type, designed to should be checked at frequent intervals, together with audible checks on the
operate in an open constant pressure ‘ring main system’, where the oil sucked motors and pumps for any abnormal noise.
from the tank is further directed to the actuators and fed back to the tank.
A pressure control regulator with built in servo valve and spring is mounted on
the pump, enabling the pump to supply maximum oil delivery to the system.
When the preset pressure has been reached a pilot valve will open allowing oil
to flow through this valve, while at the same time causing the servo valve in
the regulator to close, reducing the pump’s displacement to zero.
When the system pressure again drops below the preset level, the spring in the
control regulator will force the servo valve to open and increase the pumps dis-
placement to deck, thus maintaining the delivery pressure at a near constant
level.
The system incorporates the facility for two pressure settings, standby and
working.
1. Standby is to be used when the winches are not in operation, but are required
to be readily operative.
2. Working is used when the winches are in full operation of heaving or

slacking.

Illustration 2.5.3a Deck Control Console
N N N N
O
S
S
N N N N
O
S
S
N N N N
O
S
S
N N N N
O
S
S
NO.11 Deck
F
NO.10 Deck
NO.9 Deck
E
NO.8 Deck
NO.7 Deck
D
NO.6 Deck
N N N N
NO.5 Deck
O
S
S
A
NO.4 Deck
C B
NO.3 Deck
NO.2Deck
NO.1Deck
Ballast Stripping
WV2 No.5 Water No.4 Water No.3 Water No.2 Water
DOV1 FOV1 Eductor
WV Ballast Ballast Ballast Ballast
WPV101 11 Tank (P) Tank (P) Tank (P) Tank (P)
S O S O
WV
WV 1
6
Aft Peak WPV139
OV206
Tank (P)
S O WV BWV BWV
WV 4 9 7 No.1 Water
No.3 3
OV204 FO DO 1 2 3 Ballast
Tank (P)
Tank (P) Tank (P) N N N N N N WV
S O
OV202 4 5 6 35
O
S
S
No.2
S O FO 7 8 9 WV40 WV44 BWV
N N 5
Tank (P)
* 0 #
O
S
S
To DO
Transfer Pump
N N N N N N
FIRE, BILGE WV34 WV29 Fore Deep
O
S
S
& BALLAST
Tank
OV201 LOW HI S O S O
S O STOP START START Fore Peak
BWV
From FO PUMP 3 Tank
OV207 S O Aft Peak
Transfer Tank (C)
No.2 No.1
Pump BWV BWV
FO FO N N N N N N WV WV WV 2 1
OV213 Tank (C) Tank (C)
O
36 42 40
O
S
S
To FO
S O
Transfer Pump
WV40 WV44 WV33 WV30
OV203 N
OV208 No.2 S O S O
O
S
Automatic
S O FO
S O BWV
Tank (S) N N N N N N
4
O
O
BALLAST
S
S
OV210
Telephone
START STOP
S O BWV
PUMP 6
OV205 OV209 NO.11 Deck
F
No.3 WV41
List
NO.10 Deck
S O S O No.1 Water
FO N N N N WV
NO.9 Deck S O 39 Ballast
O
O
E
Tank (S)
S
S
OV212
NO.8 Deck
BWV BWV Tank (S)
WV WV 10 8
S O NO.7 Deck
D 37 5
WPV108
NO.6 Deck
OV211
DOV2 FOV2 NO.5 Deck
Aft Peak
A
Tank (S)
S O N N N N N N NO.4 Deck
WV
S O S O WPV102 7
O
O
S
S
C B
NO.3 Deck
N
O
NO.2Deck
S
Ballast Ballast Ballast Ballast
NO.1Deck Tank (S) Tank (S) Tank (S) Tank (S)

2.5.3 Deck Hydraulic Oil Remote Control System
Maker: Nakakita Seisakusho Co Ltd
The vessel is fitted with a hydraulic oil remote controlled ballast water and fuel
oil transfer system operated from the deck control console in the ship’s control
centre. The system consists of a pump unit incorporating oil tank, pump, two
electric motors, relief valves and pressure switches. Operation of the pump unit
is by one of two electric motors as prime mover, achieving a delivery pressure
of 60 kg/cm2.
The pump is automatically changed over to non-load operation when the

hydraulic pressure reaches 60 kg/cm2. This is achieved by use of a pressure
switch device electrically linked to a spring loaded solenoid valve, so that
when the pressure reaches the set limit the pressure switch will become
inactive, thus removing the power to the solenoid valve. The solenoid valve
will then cause the vent port of the relief valve to open and recirculate the oil
to the tank.
The opposite occurs if the pressure drops below 50 kg/cm2. The pressure
switch is activated at this point, activating the solenoid valve, closing the vent
port of the relief valve and delivering full pressure to the delivery line.
The system is prevented from abrupt pressure changes by a non-return valve

on the delivery line and gas filled accumulators.
Operation
To start the pump simply depress the START button and the RUNNING lamp
will illuminate. The pump will pressurise the system and maintain it at between
50 to 60 kg/cm2. If the pressure falls below 45 kg/cm2 or rises above 65 kg/cm2
an alarm will sound on the deck control console.
Under normal operating conditions it is only necessary to run one pump at a

time. However, if a large number of valves are to be operated together, then
both pumps may be used simultaneously to pressurise the delivery line.
The pump is stopped by depressing the STOP button, the running lamp will be
extinguished and the pump will stop.
Opening and closing of remote valves is conducted from the control console.
Each valve is operated by a three-way switch which allows the oil to flow in
one direction through the valve when put into the open position and the reverse
direction when put in the close position.

Part 3
Loading/Unloading Procedures

3.1.1 General Description A pre-stowage meeting should take place in the loading port before the loading
date. A work plan can then be drawn up which should contain the following:
The vessel has a total of twelve enclosed car decks separated by transverse
watertight bulkhead doors and movable ramps. Vehicles are loaded and Stowage
discharged via the stern and side ramps whereby they are driven on and off Traffic routes
under their own power and tightly stowed in the appropriate decks.
Safety and security concerns
Allowable clearance for each vehicle varies from 300 mm to 500 mm front and Sequence of loading or unloading
rear, and 100 mm to 300 mm from side to side depending on the vehicles being
stowed. In this respect the vessel is designed to load some 4,474 ‘standard’ Number of superintendents/foremen/gangs/drivers/lashers required
cars, or various combinations of other larger vehicles.
Before loading all cargo compartments must be clean and in the following state
Vehicles up to 100 tons can be carried by the vessel, but are limited to car decks of readiness:
No.4, 6 and 8, as stability calculations allow. Car decks No.1, 2, 3 and 12 are
limited to the stowage of standard cars only, due to height and weight restric- Internal ramps set and secured. All cones distributed
tions, but decks No.5, 7, 9, 10 and 11 can accommodate land cruisers as well Manropes and drive protection fitted where needed
as standard cars.
Lashings points and equipment in good order
The port ‘Tally Man’ from ashore, working in the Tally Office in the after Lighting working correctly
accommodation on the upper deck, receives information from the tally men in
the car holds. This shows the formation of the cars as they are loaded into the Travelling lifter available when required
holds. The tally man then enters this information onto a master sheet, which
records the number of cars and the weights in each hold for that port. A copy The Chief Officer and a shore representative should walk the driveways and do
of this master sheet of information is sent on to the next port, to assist in a safety check on board before the loading begins.
formulating a loading/unloading plan. This information forms part of the
record of the vessel’s cargoes over a given period of time. (Note ! The Master has the right to refuse cargo which does not fulfil the
fundamental basis in respect of safe cargo handling.)
The Chief Officer uses the Loadstar loading computer program which
facilitates the process of planning and controlling loading conditions as The ventilation fans should be started at least 15 minutes before loading
follows: begins. See section 2.2.1.
1. It ensures that the limits for the longitudinal strength given by the Unloading
classification society are not exceeded.
The vehicles should only be driven forward and in a direction according to the
2. The GM curve is displayed. flow plan. See the Cargo Loading Procedure book in the ship’s control centre
for further details.
3. When the limits are exceeded the ‘Condition Status’ view is
coloured red. (Note ! Prior to any cargo operations the Cargo Watch Standing Orders should
be read and strictly adhered to.)
Loading
Prior to the vessel arriving in the loading port, a tentative stowage plan will be
given to the stevedores. This plan will contain such issues as:
All left hand driven cars should be loaded and discharged

according to the counter-clockwise method and the right hand
driven cars by the clockwise method.
Used vehicles which may leak oil, and could contaminate other
cargo, should be loaded accordingly to avoid this problem.
Issue: 1 Loading/Unloading Procedures - Page 1 of 9

Illustration 3.1.2a Trim, Stability and Loading - Light Ship Condition
No.1 Water
Ballast Tank (P&S)
BENDING MOMENT AND SHEARING FORCE
Max Shearing Force 2477 (MT) At Fr. No. 49.0
PARTICULARS OF TRIM PARTICULARS OF STABILITY Max Bending Moment 117255 (MT-M) At Fr. No. 97.0
2.00 7.00
Displacement (MT)....... 15061 Range of Stability (Deg) 72.9
Correspond Draught (M)......... 5.505 Maximum GO Z (M) 0.46 6.00
Fore Draught (M)......... 3.40 Angle of Max GO Z (Deg) 21.2
1.50
Aft Draught (M)......... 7.53 Residual Dynamic Stability (M-Rad) 5.00
Mean Draught (M)......... 5.47 Area-A (Up To 30 Deg) 0.158 Hogging Bending Moment
Trim (M)......... 4.13 Area-B (Up To 40 Deg) 0.177 4.00
MTC (MT-M)... 230.3 Area-C (Area-B - Area-A) 0.019 1.00
TPC (MT)....... 34.8 3.00
Note: Flooding Angle Of 84.4 (DEG) 84.4
LONG. VERT. FS. HEEL. 0.50 2.00

ITEM WEIGHT MG MOMENT KG MOMENT MOMENT CLG MOMENT
(MT) (M) (MT-M) (M) (MT-M) (MT-M) (M) (MT-M) (+) 1.00
(+) Shearing
LW 15061 6.50 97898 16.90 254529 0 -0.07 -1121 Bending Moment FP
0 0 Force
Prov. 0 0 (X105 MT-M) AP (-) (X103 MT)
Const. 0 0 (-) 1.00
Cargo. 0 0
WB 0 0 0.50
Shearing Force 2.00
FW 0 0
FO & DO 0 0
15061 0 -0.07 -1121 3.00
Total 6.50 97898 16.90 254529
1.00
4.00
CARGO WATER BALLAST Sagging
No.12 Car Deck o Fore Peak Tank 0
5.00
No.11 Car Deck o Fore Deep Tank (C) 0 1.50
No.10 Car Deck o No.1 WB Tank (P) 0 6.00
No.9 Car Deck (Lift Deck) o No.1 WB Tank (S) 0
No.8 Car Deck o No.2 WB Tank (P) 0 2.00 7.00
No.6 Car Deck o No.3 WB Tank (P) 0 GZ CURVE
7
No.4 Car Deck o No.4 WB Tank (P) 0
No.3 Car Deck o No.4 WB Tank (S) 0 6
No.2 Car Deck o No.5 WB Tank (P) 0
No.1 Car Deck (Tank Top) o No.5 WB Tank (S) 0 5
Sub Total o Aft Peak Tank (P) 0 Key
Aft Peak Tank (C) 0 4
GZ
FUEL OIL & DIESEL OIL Aft Peak Tank (S) 0 Fresh Water (Metres)
No.1 FO Tank (C) o Sub Total
Ballast Water 3
No.2 FO Tank (P) o
No.2 FO Tank (C) o FRESH WATER Fuel Oil and Diesel Oil 2
No.2 FO Tank (S) o FW Tank (P) 0
No.3 FO Tank (P) o (S) 0 Cargo
FW Tank
No.3 FO Tank (S) o Sub Total 0 1
DO Tank o Allowable Shearing Force
Sub Total
Allowable Bending Moment
0 15 30 45 60 75 90
Heel (Degrees)

Illustration 3.1.2b Trim, Stability and Loading - Standard Loaded and Full Bunkers Condition
No.1 Water
Ballast Tank (P&S)
2.00 7.00
1.50
MTC (MT-M)... 437.9 Area-C (Area-B - Area-A) 1.00
0.226
TPC (MT)....... 45.3 3.00

(+) Shearing
0 0 Force
Prov. 10 -51.50 -515 35.80 358 0 -1.00 -10 (X105 MT-M) AP (-) (X103 MT)
Const. 319 53.64 17112 11.92 3802 85 5.30 1691 (-)
0.03 126 1.00
Cargo. 4925 20.77 102277 0 0.34 1671
WB 4081 -24.73 -100920 3.22 13153 1388 -0.10 -403 0.50
2.00
FW 441 76.74 33841 11.72 5170 704 0.03 13 Shearing Force
FO & DO 3011 14.36 43247 3.21 9665 4065 -0.61 -1845
27848 6242 0.00 -4 3.00
Total 4.26 90789 13.97 388954
1.00
4.00
No.12 Car Deck 564 Fore Peak Tank 0 5.00
No.11 Car Deck 560 Fore Deep Tank (C) 0 1.50
No.10 Car Deck 559 No.1 WB Tank (P) 100 724 6.00
No.9 Car Deck (Lift Deck) 570 No.1 WB Tank (S) 100 724
No.8 Car Deck 491 No.2 WB Tank (P) 100 846 2.00 7.00
No.6 Car Deck 444 No.3 WB Tank (P) 96 369 GZ CURVE
7
No.4 Car Deck 300 No.4 WB Tank (P) 0
No.3 Car Deck 292 (S) 0 6
No.4 WB Tank
No.1 Car Deck (Tank Top) 107 No.5 WB Tank (S) 0 5
Sub Total 4925 Aft Peak Tank (P) 0 Key
Aft Peak Tank (C) 43 166 4
GZ
No.1 FO Tank (C) 96 755 Sub Total 4081
Ballast Water 3
No.2 FO Tank (P) 96 337
No.2 FO Tank (C) 96 970
FRESH WATER Fuel Oil and Diesel Oil 2
No.2 FO Tank (S) 96 332 (P)
FW Tank 100 221
No.3 FO Tank (P) 96 120 Cargo
FW Tank (S) 100 220
No.3 FO Tank (S) 96 412 441 1
Sub Total
DO Tank 96 85 Allowable Shearing Force
Sub Total 3011
0 15 30 45 60 75 90
Heel (Degrees)

Illustration 3.1.2c Trim, Stability and Loading - Ballast and Full Bunkers Condition
No.1 Water
Ballast Tank (P&S)
2.00 7.00
1.50
MTC (MT-M)... 322.5 Area-C (Area-B - Area-A) 0.375 1.00
TPC (MT)....... 40.6 3.00

(+) Shearing
0 0 Force
Prov. 10 -51.50 -515 35.80 358 0 -1.00 -10 (X105 MT-M) AP (-) (X103 MT)
Const. 319 53.64 17112 11.92 3802 85 5.30 1691 (-) 1.00
Cargo. 0 0
WB 3905 -27.65 -107983 3.10 12097 1275 0.34 1323 0.50
2.00
FO & DO 3011 14.36 43247 3.21 9665 4065 -0.61 -1845
22747 6129 0.00 51 3.00
Total 3.68 83600 12.56 285621
1.00
4.00
No.12 Car Deck 0 Fore Peak Tank 0 5.00
No.11 Car Deck 0 Fore Deep Tank (C) 0 1.50
No.6 Car Deck 0 No.3 WB Tank (P) 96 384 GZ CURVE
7
No.4 WB Tank
Aft Peak Tank (C) 23 91 4
GZ
No.1 FO Tank (C) 96 755 Sub Total 3905
Ballast Water 3
No.2 FO Tank (P) 96 337
No.2 FO Tank (C) 96 970
No.2 FO Tank (S) 96 332 (P)
FW Tank 100 221
FW Tank (S) 100 220
No.3 FO Tank (S) 96 412 441 1
Sub Total
Sub Total 3011
0 15 30 45 60 75 90
Heel (Degrees)

Illustration 3.1.2d Trim, Stability and Loading - Docking Condition with 50% Bunkers
No.1 Water
Ballast Tank (P&S)
PARTICULARS OF TRIM Max Bending Moment 117255 (MT-M) At Fr. No. 97.0
PARTICULARS OF STABILITY 2.00 7.00
Fore Draught (M)......... 6.76 Angle of Max GO Z (Deg) 79.8 1.50
MTC (MT-M)... 322.5 Area-C (Area-B - Area-A) 1.00
0.317
TPC (MT)....... 40.6 3.00

(+) Shearing
0 0 Force
Prov. 10 -51.50 -258 35.80 179 0 -1.00 -5 (X105 MT-M) AP (-) (X103 MT)
Const. 319 53.64 17112 11.92 3802 85 5.30 1691 (-) 1.00
Cargo. 0 0
WB 3845 -41.17 -158316 3.42 13133 497 0.48 1864 0.50
2.00
FO & DO 1507 34.07 51303 4.16 7033 669 -1.66 -2507
20957 1893 0.00 -68 3.00
Total 1.18 24694 13.40 280893
1.00
4.00
No.12 Car Deck 0 Fore Peak Tank 31 298 5.00
No.11 Car Deck 0 Fore Deep Tank (C) 60 218 1.50
No.6 Car Deck 0 No.3 WB Tank (P) 167 GZ CURVE
7
No.5 Car Deck (Lift Deck) 0 No.3 WB Tank (S) 0
No.4 WB Tank
Aft Peak Tank (C) 0 4
GZ
No.1 FO Tank (C) 0 Sub Total 3845
Ballast Water 3
No.2 FO Tank (P) 0
No.2 FO Tank (C) 92 931
No.2 FO Tank (S) 0 (P)
FW Tank 50 111
FW Tank (S) 50 110
No.3 FO Tank (S) 96 412 221 1
Sub Total
Sub Total 1506
0 15 30 45 60 75 90
Heel (Degrees)

3.1.2 Calculation for Typical Loading Conditions a) Enter the weight of variable loads and its LCG (MG) into the d) Enter the value of water density x inertia into the column of FS
column of WEIGHT and MG respectively. MOMENT.
Displacement Calculation from Draught Reading
b) Enter the value of WEIGHT x LCG (MG) into the column of e) Sum up the columns of VERT MOMENT and FS MOMENT and
In order to calculate the displacement from the draught readings, the following LONG.MOMENT. enter into the TOTAL row.
procedure should be followed:
c) Sum up the items of WEIGHT and LONG.MOMENT, and enter The vessel’s VCG above the keel corresponding to the displacement is
a) Read off the actual forward, midships and after draughts each side into the row of TOTALS. determined by dividing the TOTAL VERT. MOMENT by the DISPLACE-
of the vessel, and calculate the mean of these draughts. MENT.
The sum of all the weights is the vessel’s displacement.
b) Correct the above draughts to the draughts at the forward and after VCG = TOTAL VERT. MOMENT
perpendiculars using the tables Data No.3 ‘Correction Tables for LCG (MG) corresponding to displacement is determined by dividing the DISPLACEMENT
Fore and Aft Draught Marks’ found in the loading manual. TOTAL LONG.MOMENT by the DISPLACEMENT.
The FREE SURFACE CORRECTION is obtained by dividing the TOTAL FS
c) Calculate the following: LCG (MG) = TOTAL LONG.MOMENT MOMENT by the DISPLACEMENT.
DISPLACEMENT
Trim (t) Subtract the forward perpendicular draught from the FSC = TOTAL FS MOMENT
after perpendicular draught d) Obtain the MTC, LCF (MF) and LCB (MB) corresponding to dis- DISPLACEMENT
placement from Data No 1 ‘Hydrostatic tables’.
Mean draught Add the forward and after draughts (at perpendicu- f) Extract the Transverse Metacentre for the displacement from Data
lars) and divide this figure by two e) Calculate the vessel’s trim and draught as follows ; No.1 Hydrostatic Tables in the Loading Manual.
Deflection The difference between the actual visual read draught TRIM t = TRIM MOMENT = DISPLACEMENT x BG g) Calculate the vessel’s virtual vertical centre of gravity above the
and the mean draught above. 100 x M.T.C. 100 x M.T.C. keel (KGo) and corrected metacentric height (GoM).
Displacement (D1) can be extracted from table Data No 1 ‘Hydrostatic Tables’ dF = dc - (LBP/2 + LCF) x t KGo = VCG + FSC
found in the loading manual, after entering the corrected mean draught using LBP
GoM = Transverse metacentric height - KGo
the following calculation: dA = dc + (LBP/2 - LCF) x t
LBP Free Surface Effects
Corrected mean draught, dM = mean draught + 3/4 deflection where dF is the draught at the forward perpendicular
The correction due to trim ( C1) is made to the above displacement using Data dA is the draught at the after perpendicular Provided the tank is completely filled with liquid no movement of the liquid is
No.2 Correction Table of Displacement by Trim, again found in the Loading dc is the displacement draught possible and the effect on the ship’s stability is precisely the same as if the tank
manual. This corrects for the ‘wedge’ section not accounted for outside the LBP is the length between perpendiculars contained solid material.
perpendiculars of the vessel. LCF is the longitudinal centre of flotation from amidships
LCB is the longitudinal centre of buoyancy from amidships Immediately a quantity of liquid is withdrawn from the tank the situation
Actual displacement is calculated using the following formula: BG is the distance between LCB and LCG changes completely and the stability of the ship is adversely affected by what
MTC is the moment to change trim by one centimetre is known as the free surface effects. This adverse effect on the stability is
Actual displacement ( D2) = (D1 + C1 ) x s.g. of the dock water referred to as a ‘ loss in GM’, or as a ‘virtual rise in VCG’, and is calculated
1.025 Stability Calculation Procedure as follows ;
Using the blank sheets for trim and stability calculation in the Loading Manual
Calculation of Longitudinal Centre of Gravity (MG): page 93; Loss in GM due to free surface effects =
MG = L.C.B + 100 x MTC x t x s.g. of dock water a) Find the VCG (KG) and Inertia corresponding to loaded capacity Sum of free surface moments x s.g. of liquid in tank
D2 1.025 from Data No 8 ‘Capacity , MG, KG, and Inertia Table for Tanks Displacement of vessel in tons
in the Loading Manual.
Trim Calculation Procedure The free surface effects of all fuel oil, fresh water, feedwater and service tanks
b) Enter the V.C.G figure into the column KG found in 1) above. should be taken into account in both the arrival and departure conditions.
Using the blank sheets for trim and stability calculation in the Loading Manual
page 93. c) Enter the value of WEIGHT x VCG into the column of VERT.
MOMENT.

3.1.3 Shear Forces and Bending Moments Calculating Shear Forces and Bending Moments Procedure
A vessel in an equilibrium condition in water with an unequal cargo weight Shear forces and bending moments are calculated throughout the ship’s length Flow Chart for Checking the Longitudinal Strenght
distribution on board, will have longitudinal bending moments and shearing at nine stations respectively corresponding to four transverse bulkheads on the
forces in her hull structure throughout the ship’s length, due to the varying vessel.
Start
effects of hull weight, cargo and buoyancy.
With reference to the calculation sheets, the procedure is as follows ;
Shearing forces are forces which act across a material, resulting in shearing or
breaking of the material if the force exceeds the shear strength of the material a) For the % column on the calculation sheet the cargo weight is to
involved. be entered as a percentage of the maximum.
Standard
Bending moments are the total moments tending to alter the shape of the b) The figures in column L are distance from centre of gravity of Yes Loading
Condition
material acted upon at any given time. each tank or cargo space to corresponding check point. Column M
is the product of W x L columns.
If the bending moment or the shearing force exceeds a limit of that ruled by the No
classification authorities relating to hull structure members, the ship may c) Total all the weights in the W column and moments in the M
encounter damage to her hull structure. column and enter the results in (1) and (2) respectively.
Load
To avoid problems, estimating shearing forces and bending moments a d) Enter the displacement and trim in (3) and (4) Condition
Setting
simplified method of calculation has been devised ;
e) Extract from Table 1 the buoyancy integral coefficient (A value)
Shear forces and bending moments at any particular bulkhead throughout the at the corresponding draught and check point and insert this value
vessel’s length can be defined as follows ; in (5) of the calculation sheet.
Shear Force = W + WD +/- By Repeat the above procedure with tables 2,3,and 4 for values DA, DB and B and Calculation of
Ms and Fs
insert the values in (6), (11) and (13) respectively. at each
Ms < Allowable Ms
Bending Moment = M + MD - MBy Check Point

where f) Calculate each column by order of number in ( ), and the shear
force and bending moments can be obtained for each checkpoint
W is the fraction of the light ship weight at the bulkhead
in question.
concerned
WD is the deadweight at the bulkhead concerned
Ms < Allowable Ms No
By is the fraction of buoyancy at the bulkhead concerned which
can be positive or negative depending on the weight at that point
Yes
M is the moment by W about the bulkhead
MD is the moment by WD about the bulkhead
MBy is the moment by By about the bulkhead Fs < Allowable Fs No
W and M are constant values under any loading condition, and have been
calculated by the builder. Yes
WD and MD vary as the loading condition varies and are calculated using the
calculation sheets in the Loading Manual.
By and MBy are hydrostatic data calculated by the integral coefficient method End
and factors for these have been precalculated and included in tables in the
Loading Manual.

Illustration 3.1.4a Ship's Control Centre

Printer VDU Printer Printer
Sharp and Hewlett Packard Sharp VHF Furuno UMS Alarm Walkie Talkie
AL 1220 Keyboard Deskjet 1120C AL 840 FM 2510 NERA Alarm Battery Charger
Computor
Network
Server
Cupboard For
Conference Stationery and
Table Combustible Gas
Monitor
Loadstar
Computor
Sink
Deck Control
Console
Safety Plans
Holder

3.1.4 Ship’s Control Centre Remote indication of the water ballast and FO tank
contents
The ships control centre is situated on the upper deck on the starboard side of
the accommodation. It contains the following: Public address and automatic telephone stations
There are also three cupboards, one of which contains 2 sets of self-contained
To the outboard side of the entrance door there is:
breathing apparatus and associated equipment, with the other two containing
A conference table on which is the mobile phones battery charger working gear.
Cupboards containing stationery, gas monitor and resuscitation
equipment
Sliding plastic sheets displaying the safety plans for the vessel
Sink and draining board
A fire control station which has the following facilities:
Fire and general alarm switches
CO2 release to all fire zones
Quick-closing of FO, DO and LO tank valves
Closing valve for the funnel flaps
Emergency stops of the ventilation fans
Emergency stopping of the main engine and generator
engines
A sub panel of the fire detection system
To the inboard side of the entrance door there is:

A right angled table on which are:
The Loadstar computer, which the chief officer uses for
monitoring the safe condition of the vessel during cargo
operations
A computer workstation linked to the ship’s network
Three printers of varying capacity
A locked cupboard containing the ship’s network server
A deck control console with the following facilities:
Remote operation of :
Car deck lighting
Car deck ventilation fans
Water ballast system valves
Stopping and starting of water ballast system pumps
FO transfer system valves
Automatic heeling system

Part 4
Emergency Systems and Procedures

Illustration 4.1.1a Fire Hydrant System -1 WDV
323
WDV WDV WDV
310 6 322
Upper Deck
WDV WDV
309 Key
WDV 24
23 WDV
301 Fire Water
WDV WDV
207 321 WDV
WDV 306
Deck 12 WDV 22 WDV WDV
21 308 204
WDV WDV
WDV
307 3
WDV 42
41 WDV
WDV WDV
305
WDV WDV 1
WDV 19 WDV 16
15 205 WDV
20 WDV WDV
WDV 17 304 203
WDV
Deck 11 18 WD
WDV 40 WDV
WDV V201
39 302
WDV WDV 12
WDV 60 WDV 11
59 WDV 13 WDV
WDV 14
WDV 5
WDV 34
WDV 37
WDV 33
38
WDV 35
WDV WDV
36
WDV 58 WDV 8
Deck 10 WDV
57 7
WDV WDV WDV 30
WDV 76 231 29
WDV
75 WDV 31
WDV 32
WDV
WDV 55 WDV 52
56 WDV 51
WDV 53 WDV
WDV 26
Deck 9 WDV 74
54 WDV
73 WDV 25
WDV 48
WDV 47
WDV WDV 49
D
U
N
WDV WDV 50
90 WDV 71 WDV 68
72 WDV 67
WDV 69 WDV
Deck 8 WDV 70
WDV 89 44
WDV WDV
88 43
WDV 64
63
WDV
WDV 65
WDV 66
WDV
WDV 86 WDV 83
87 WDV 82
WDV 84 WDV
85 209
WDV WDV
WDV 79 208
78
WDV
WDV 80
81
WDV
WDV
77
313
WDV
314
D
N
U
P
To Hawse Pipes
and Bow Thruster Cooler
Issue: 1 4.1 Emergency Procedures - Deck - Page 1 of 36

4.1 Emergency Procedures - Deck Isolating valves are positioned on the upper deck to isolate the emergency
system from the engine room system, and from the port and starboard side
4.1.1 Fire Hydrant System hydrants in the holds.
Introduction Preparation for the Operation of the Fire Hydrant System
The fire hydrant and wash deck system can supply sea water to: All hydrants are closed.
The fire hydrants in the engine room Set up the isolating valves as shown in the table below.
The fire hydrants on deck Position Description Valve
The fire hydrants in the accommodation block Deck
Hawse pipes Open Engine room supply valve to deck fire main WDV301
Bilge and ballast eductor Open Supply valves to hold hydrants (port side) WDV309,
Ballast system 306, 305,
302
The fire hydrant and wash deck system is supplied by:
Open Supply valves to hold hydrants (starboard side) WDV308,
Fire, Bilge and Ballast Pump 307, 304
Maker: A/S De Smisthke Closed Hawse pipes supply valve WDV314

No. of sets: 1
Closed Bosun’s store eductor valve WDV315
Model: SL125-415
Capacity: 200/100 m3/h Engine Room
Locked Open Fire and GS pump SW suction valve WV8
Fire and General Service Pump
Locked Open Fire and GS pump discharge valve WV17
Maker: A/S De Smisthke
No. of sets: 1 Closed Fire and GS pump disch. valve to ballast system WV18
Model: SL125-415 Closed Fire and GS pump disch. valve to eductor WV9
Capacity: 200/100 m3/h
Closed Fire and GS pump overboard discharge valve WV10
The fire and general service pump is permanently set up for the fire main Closed Fire and GS pump suction from ballast system WV23
service with the discharge and suction valves locked open. The fire, bilge and
ballast pump is used as a back-up pump, if required. Closed Fire and GS pump suction from bilge system BV111
Both pumps take suction from the main sea water crossover line in the engine Closed Fire and GS pump suction from bilge tank BV113
room.
All of the above pumps are ready to be started remotely.
Emergency Fire Pump
Maker: A/S De Smisthke

No. of sets: 1
Model: SL-80-265
Capacity: 72 m3/h
The emergency fire pump supplies the fire main only. It is an electrically
driven vertical centrifugal type fitted with a separate electrically driven
priming pump. It is situated in a well in the steering gear compartment, with its
power supply taken from the emergency switchboard.

WDV
Illustration 4.1.1a Fire Hydrant System - 2 WDV 104
103
WDV
Deck 7 WDV 102
101
WDV Key
213
WDV WDV Fire Water
99 96
WDV
WDV 97
212 WDV
211 WDV WDV
WDV WDV
Deck 6 98 95 WDV 92
100
WDV 91
WDV
325 WDV 93
WDV 94
WDV WDV
210 WDV 113 110 WDV
WDV 114 WDV 109
214 WDV 111
112
WDV
Deck 5
WDV 106
105
WDV
WDV 107
108 To Eductor
WDV WDV
WDV 123 120 WDV
124 119
From
U
P
Emergency
U
Deck 4
P
Fire Pump WDV
U
P
WDV WDV
D
N
WDV 116
121
D
122
N
115
D
N
D
N
WDV
D
D
N
N
P
WDV 117
U
P
D
N
118
WDV WDV
WDV 133 130 WDV
134 129
Deck 3 WDV WDV WDV

132
D P
WDV 126
N
U
131
D
125
N
P
D
N
WDV
WDV 217
U
P
140 WDV
U
P
WDV
WDV 143 139
WDV
144
327
Deck 2
WDV WDV
WDV 218 WDV 136
WDV
From 141 135
142
Engine Room
Fire Pump
WDV
WDV
220
224
Deck 1
WDV
219 WDV
D
N
WDV
U
WDV
P
U
WDV 216
P
U
P
333
D
N
223 222
WDV
221 WDV
WDV 326
WDV 226 WDV
230 215
WDV
WDV WDV 329
330 227 WDV
WDV 225
229
WDV
328
WDV
228

Illustration 4.1.1b Arrangement of Isolating Valves for Car Decks
DECK / HOLD HOLD 1 HOLD 2 HOLD 3 HOLD 4

STARBOARD SIDE
No.1 CAR DECK WDV 307 WDV 308
No.4 CAR DECK WDV 304 WDV 307 WDV 308

VALVE No. LOCATION (PORT SIDE) VALVE No. LOCATION (STARBOARD SIDE)
WDV 302 WDV 304
No.11 CAR DECK WDV 304 WDV 307 WDV 308 Outside Radio Officer's Cabin Outside Galley
(Marked A) (Marked E)
No.12 CAR DECK WDV 304 WDV 307 WDV 308 WDV 305 WDV 307
Outside CO2 Room Starboard Side Midship of Passage Way
(Marked B) (Marked F)
PORT SIDE WDV 308
WDV 306
Aft of Midship Stairway Stbd Side Aft of Passage Way
(Marked C) (Marked G)
No.1 CAR DECK WDV 306
WDV 309 Forward of E.C.T.
(Marked D)

Note !
When Emergency Fire Pump is in operation, WDV 10
No.7 CAR DECK WDV 305 WDV 306 WDV 309 must be opened.
No.9 CAR DECK WDV 302 WDV 305 WDV 306 WDV 309

Illustration 4.1.2a CO2 Flooding System
Fire Station
Re-Release
CO2 Room
Instrument Panel
Electronic
Control Panel
PS PS PS PS PS
PS CO2 Liquid
16A Contents Meter
16B 16C 16D 16E 16F

16G 16H 16J CO2 Re-Release
2Kg CO2
Alarm
Valve
Open
4
From Air CO2 Tank

System (30.8 m3)
Engine Room
Cooling Compressor Twin
Purifier Room
CO2 Room
2Kg CO2
Local Remote
Release Box
For Purifier Room
Key
CO2
Electrical Signal
Air
Plug Connection
For Air Blow Test

4.1.2 CO2 Flooding System The alarm horns and flashing lights will operate in that room/zone. Procedure in the Event of an Uncontrollable Fire in the Engine
Room/Hold Zone and Release from the CO2 Room
Maker: Unitor Denmark A/S The ventilation fans will stop.
Type: Low pressure a) Ensure all personnel have evacuated the engine room/hold zone
Capacity: 27,400 kg f) Open the outlet valve on one of the 2 kg CO2 control cylinders. and have been accounted for.
Discharge time: 15 minutes
g) Open No.1 and No.2 control valves in the release cabinet. b) Stop the main engine, generating engines and boiler (engine
The CO2 flooding system for the engine room/purifier room/cargo hold com- room).
partments consists of a 30.8 m3 tank containing 27,400 kg of CO2. This is After a delay of approximately 90 seconds the main valve (4) on the outlet line
from the CO2 tank will open. c) Operate the FO, DO and LO tank quick-closing valves (engine
located in the CO2 room, situated on the port side of the accommodation on the
room).
upper deck.
The main valve (4) will close automatically after a preset time.
d) Close and check that all doors, hatches and fire flaps are shut.
In the event of a fire in the purifier room 264 kg would be released in 2
h) Check the quantity of CO2 released from the tank by the reading
minutes. e) Break the key box glass and take out the key.
on the CO2 contents meter.
In the event of a fire in the engine room 6,341 kg would be released in 2 f) Unlock and open the doors for the Pilot Valve For Main Valve
minutes. i) If more CO2 is required, press and hold the CO2 RE-RELEASE
16A and the room/zone required 16B - 16J.
button.
In the event of a fire in the cargo hold compartments up to 27,322 kg would be The alarm horns and flashing lights will operate in that room/zone.
released, depending on the zone size. j) If the pneumatic system fails to operate, the main valve can be
opened manually from the CO2 room and the tank contents The ventilation fans will stop.
The system can therefore be operated from 3 positions released by hand.
1. Fire control station in the ship’s control centre (all zones) g) Open the pilot valve for the main valve 16A.
k) Do not re-enter the room/zone for at lease 24 hours and ensure
2. Near the port diesel generator (for the purifier room only) that all reasonable precautions have been taken. h) Open the pilot valve for the room/zone required.
3. In the CO2 room (all zones)
These include: After a delay of approximately 90 seconds the main valve (4) on the outlet line
WARNING Maintaining boundary inspections from the CO2 tank will open.
Due to the danger to life, release of CO2 into any space must only be
Noting cooling down rates and/or any hot spots which may The main valve (4) will close automatically after a preset time.
considered when all other options have failed and then only on the direct have been found.
instructions of the Chief Engineer, who will have consulted the Master.
l) After this period, an assessment party, donning breathing i) Check the quantity of CO2 released from the tank by the reading
Procedure in the Event of an Uncontrollable Fire in the Engine apparatus can quickly enter the space through a door which is then on the CO2 contents meter.
Room/Hold Zone and Release from the Remote Control Cabinet at the shut behind them.
Fire Station in the Ship’s Control Centre j) If more CO2 is required, press and hold the CO2 RE-RELEASE
m) Check that the fire is extinguished and that all surfaces have button.
a) Ensure all personnel have evacuated the engine room/hold zone cooled prior to ventilation. Premature opening could cause re-
and have been accounted for. ignition if oxygen comes into contact with hot combustible
material.
b) Stop the main engine, generating engines and boiler (engine
room). n) Do not enter the room/zone without breathing apparatus until the
space has been thoroughly ventilated and the atmosphere proved
c) Operate the FO, DO and LO tank quick-closing valves (engine safe.
room).
d) Close and check that all doors, hatches and fire flaps are shut.
e) Open the release cabinet door for the room/zone required.

Fire Control Station

Procedure in the Event of an Uncontrollable Fire in the Purifier Room l) After this period, an assessment party, donning breathing
and Release from the Remote Control Cabinet at the Local Station apparatus can quickly enter the space through a door which is then
shut behind them.
a) Ensure all personnel have evacuated the purifier room and have
been accounted for. m) Check that the fire is extinguished and that all surfaces have
cooled prior to ventilation. Premature opening could cause re-
b) Close all the FO and DO valves, stop all the pumps and close the ignition if oxygen comes into contact with hot combustible
ventilation dampers, using the pull wires. material.
c) Break the glass in the key holder and remove the key. n) Do not enter the purifier room without breathing apparatus until
the space has been thoroughly ventilated and the atmosphere
d) Use the key to open the door. proved safe.
This will set off the alarm horns and flashing lights in the purifier room. Alarms for CO2 System
The ventilation fans will stop. The alarm positions are as follows:
e) Open the screw valve on one of the CO2 bottles. Engine room
Near port diesel generator
f) Open No.1 control valve in the box.
Near starboard diesel generator
g) Open No.2 control valve in the box. Purifier room
Control room
After a delay of approximately 90 seconds the main valve (4) on the outlet line
from the CO2 tank will open. Workshop
Engine stores
The main valve (4) will close automatically after a preset time.
Forward of main engine
h) Check the quantity of CO2 released from the tank by the reading
Cargo hold decks
on the CO2 contents meter.
One each in No.s 12, 11, 9 and 7
i) If more CO2 is required, press and hold the CO2 RE-RELEASE Two in No.5
button.
(Note ! There are no fire alarms on the car decks, so the CO2 alarms are
j) If the pneumatic system fails to operate, the main valve can be utilised when a drill or actual fire occurs.)
opened manually from the CO2 room and the tank contents
released by hand.
k) Do not re-enter the purifier room until it is agreed the the fire has
been extinguished. Ensure that all reasonable precautions have
been taken.
These include:
Maintaining boundary inspections
Noting cooling down rates and/or any hot spots which may
have been found.

Illustration 4.1.3a Fire Detection System

Operating Buttons:
Indication Devices: More Alarms Sounder Silence Reset Printer
This button allows the second line When this red button is pressed, When the green button is pressed,
More Alarms of the text display to be scrolled. all alarm devices and the internal all events in the system are reset.
Red lamp illuminates when more Reveals additional alarms on the buzzer are muted.
alarms are present. system.
Text Display
(Information Window)
DYFI
Dynamic Filter Process
Fire SOUNDER SILENCE

Detectors
Red Lamp Sign illuminates for
an alarm condition.*
Loop
MORE ALARMS RESET
00
DEVICE(S) STILL
These lamps can be custom IN ALARM COND.
assigned. Detectors
PREWARNING
Device(s) still in alarm condition.

FAULT
FUNCTIONS DISABLED
BS100 Loop
01
AUTRONICA
Amber (yellow) lamp illuminates MAINS
Detectors
when an address (detector)
is automatically disabled.
Loop
02 etc to
Prewarning Disconnection and Test Mode Switches
Amber (yellow) lamp illuminates Inside Cabinet Detectors
with a pulsating light when a
prewarning situation occurs.* Buzzer and Battery Inside Cabinet
Loop
10
Fault
Amber (yellow) lamp illuminates for
any fault. Pulsating light.*
The five element key-pad consists of four arrow keys
and one 'carry-out' (enter key). The key-pad is used to access Repeater Panel
Function Disabled and handle information on the system. The four arrow keys Ships Control Centre
Amber (yellow) lamp illuminates control the cursor on the control panel text display.
when any part of the system DYFI
is disabled (isolated). These keys scroll the menu and move the cursor SOUNDER SILENCE
up and down in the menu text on the text display.

RESET
These keys also scroll figures and letter values.

MORE ALARMS
DEVICE(S) STILL
IN ALARM COND.
Mains PREWARNING
Green lamp illuminates when the

FAULT
FUNCTIONS DISABLED
BS100
power is on. These arrow keys scroll the menu and move the cursor MAINS AUTRONICA
left or right in the menu on the text display.
'Carry-out' (entry) key. Selects the menu part on which the

cursor is currently pointed.
Repeater Panel
Common Fire Alarm Output 2 Minutes Delayed Engine Control Room (MCC)
Failure Output
To Engine Room Monitoring System DYFI
Dynamic Filter Process
(No Time Delay) SOUNDER SILENCE
Common Fire Alarm Output MORE ALARMS RESET
Mains DEVICE(S) STILL

IN ALARM COND.
(220 VAC)
PREWARNING
Note *Lamps go steady when

24V DC For Flame Detectors FAULT
FUNCTIONS DISABLED
BS100
"Sounder silence" button is MAINS AUTRONICA
operated. Common Fire Alarm Output For Door Release System

4.1.3 Fire Detection System The following indications appear on the control panel in the event of a Fire Alarm
prewarning:
Manufacturer: Autronica The following indications appear on the control panel in the event of a fire
The text display indicates the address(es) of the detector(s)
Type: BS-100/12 alarm:
which are in the in prewarning mode
The red FIRE indication lamp flashes and the buzzer sounds
The BS-100/12 fire detection system is a computerised, fully addressable The yellow prewarning lamp flashes and the internal
analogue fire alarm system with analogue detectors. The central control unit buzzer sounds The text display indicates the address(es) of the detector(s)
with back-up battery, operating panel and power supply is contained in a which initiated the first fire alarm. The display will also show
The display and printer will show text such as:
central cabinet on the bridge. There is a repeater control panel in the ship’s any items which may be disabled, eg, bells, sounders etc
control centre and a further repeater control panel in the engine control room. ‘PV05 ADDRESS NO. 0605
If the alarm was preceded by a prewarning alarm, the prewarning
There are 10 detector loops connected to the system. INVESTIGATE PREWARNING LOCATION’
lamp will illuminate steadily
The system uses a wide range of detectors and sensors to suit different needs If more than one prewarning event is registered, the display will change to: The display and printer will show text such as:
and conditions. It includes detectors with different alarm parameters, for ‘AL 01 ADDRESS NO. 0605’
example, ion and optical smoke detectors, heat and flame detectors, manual ‘PV07 ADDRESS NO. 0607
All sounders/fire doors/alarms/fan stops are activated
call points, short circuit isolators and timers are connected to the loop where 2 PREWARNINGS REGISTERED’
(as connected/programmed)
required. A fault in the system or a false alarm is detected immediately since
the function of the detectors and other installed loop units are automatically All active prewarnings may be seen via the menu function; ‘SHOW STATUS’
Action to be Taken in the Event of a Fire Alarm
and continuously tested. ‘PREWARNING’. Access to the menu is obtained by pressing the enter key on
the front panel.
Follow all precautions described in the local fire instructions. When the scene
Operation
of the fire has been investigated and the necessary action carried out, the
Action to be Taken in the Event of a Prewarning
sounders may be switched off.
The operating panel consists of a text display information window, indication
lamps, operating buttons and a five button/arrow keypad. These control items a) Follow all the precautions as described in the local fire instruc-
a) Open the control panel door.
enable the entire fire detection and alarm system to be controlled. tions.
b) Press the SOUNDER SILENCE button.
The five arrow keypad consists of four arrow keys and one ‘carry-out’ (enter) b) Open the control panel door.
key. The keypad is used for accessing system information. The four arrow keys
c) All alarm devices (including the internal buzzer) will be muted.
control the cursor on the control panel text display. c) Press the SOUNDER SILENCE button. The buzzer will give a
The red FIRE indication lamp will switch to a steady light.
short signal approximately every fourth minute as long as the
The up and down arrow keys are used for scrolling in the menu and for moving door remains open.
All alarm outputs from the control panel will be turned off when the
the cursor up or down in the menu text on the text display. The keys also scroll
SOUNDER SILENCE button is pressed.
figures and letter values when they are to be entered in the menu functions. d) The PREWARNING indication lamp will now change to a steady
light.
(Note! There are various silent alarm functions such as; day/night/master clock
The left and right arrow keys are used for scrolling in the menu and for
time controlled functions and sounder activation time delays available, see the
moving the cursor to the left or right in the menu, on the text display. e) Press the RESET button. The following text will shortly appear in
manufacturer’s manual for further information on these functions.)
the display; ‘RESET PROCEDURE IN PROGRESS WAIT .....’.
The CARRY OUT (ENTER) key selects the menu part to which the cursor This text will remain on the display for up to 60 seconds. The
If the MORE ALARMS indication lamp illuminates, see the next section.
currently points. reset procedure is executed within this 60 second period.
d) Press the RESET button. The following text will appear in the text
Prewarning f) If the detectors have now returned to a normal condition, the
display; ‘RESET PROCEDURE IN PROGRESS WAIT.....’ This
following text will appear in the display; ‘RESET OK’
text will remain on the display for up to 60 seconds. The reset
In certain conditions, such as a rise in the detector ionisation level, a detector ‘NORMAL CONDITION’.
procedure is executed within this 60 second period.
may trigger a prewarning alarm. This may be a prelude to an actual fire alarm,
so the alarm should be thoroughly investigated. g) Close the panel door.
e) If the detectors have now returned to a normal condition, the
following text will appear in the display; ‘RESET OK’
In the normal condition, the MAINS indication lamp will be the only indicator
‘NORMAL CONDITION’.
illuminated when the door is closed.
f) Close the panel door.

Illustration 4.1.3b Fire Zone Loops UP
DN
DN
DN
DN UP
Navigation and Bridge Deck Deck 7 UP DN

DN
UP
Bosun Store
Fixed
Deck
Zone 00
DN
UP DN UP
UP
DN
Zone 05 Zone 04 Zone 00

UP
Upper Deck UP
UP
DN DN
UP
DN UP
UP
DN
Deck 6 UP
UP
DN DN
Zone 00
UP
UP
DN
Zone 05 Zone 04
Deck 12
DN DN
UP UP
DN
UP
DN
DN
Deck 5
DN
UP
DN
Zone 10 UP DN UP
DN
UP
Zone 01 Zone 03 Zone 02 Zone 00
Deck 11 HFO HFO

Settling Service
Work
Shop UP
DN UP UP DN
Tank Tank
UP DN No.1
Deck 4
DN UP UP
UP UP Water Ballast
DN Tank (P)
UP DN
B.C.
Main Engine
UP UP DO
UP DN
DN Tank (S)
UP UP
DN
Zone 09 Zone 08
No.3 FO
UP
Tank
UP
UP
Zone 01 Zone 03 Zone 02

UP
DN DN
UP
DN
DN UP UP DN
Deck 10
Deck 3
UP
UP
DN DN
UP
Zone 09 Zone 08
Zone 03 Zone 02
UP UP
DN DN
UP
DN
UP UP
DN
DN
Fixed Deck Fixed Deck

Deck 9
Deck 2 DN UP
UP
DN DN
UP
Zone 07 Zone 06
Zone 03 Zone 02
UP UP
DN
UP
DN Winch
UP UP
Vent
Winch
UP
DN UP
DN
UP DN Deck 8 Deck 1
Winch
DN
UP DN
UP
Zone 07 Zone 06 Zone 01 Zone 03 Zone 02

After resetting, an address may still be in an alarm condition. This can be due d) Press the RESET button. The following text will appear in the text Within the sub-menus are sections that can only be accessed by technical or
to mechanical damage, water damage, the presence of smoke still within the display; ‘RESET PROCEDURE IN PROGRESS WAIT’ This text service personnel who have the required passwords. The password protected
chamber or an electrical fault. The address still in alarm will automatically be will remain on the display for up to 60 seconds. The reset levels are divided into two levels:
disabled (isolated from the rest of the system). The yellow DEVICE(S) STILL procedure is executed within this 60 second period.
IN ALARM COND. indication lamp will illuminate and the following text will Password Level 1: Operator Level
appear in the display: e) If the detectors have now returned to a normal condition, the
following text will appear in the display; ‘RESET OK’ Disable - Controls
‘01 ALARM ADDRESS DISABLED’ ‘NORMAL CONDITION’. System - Data
‘CONTROL PANEL IN ABNORMAL CONDITION’.
f) Close the panel door. Disable - Sounders
In this case contact technical personnel. Faults Change display and printer text
While an address is automatically disabled, the yellow DEVICES STILL IN The following indications appear on the control panel in the event of a fault. Password Level 2: Service Level
ALARM COND. indication lamp will be illuminated. If the alarm condition
disappears, the indication lamp will turn off and the address will be automati- The yellow FAULT indication lamp flashes and the internal System - Configuration
cally restored to the system. buzzer sounds Service
The text display upper line indicates the nature of the fault; Change control, alarm and disable group outputs
More Alarms FA indicates a loop or detector fault, SF indicates a system fault
The following indications appear on the control panel in the event of more Further detailed information on facilities available within the sub-menus can
alarms: If more (multiple) faults are present on the system, the display will indicate the be found in the manufacturer’s manual.
latest extra fault and label it ‘FAULT 2’ etc.
The red FIRE indication lamp flashes and the internal buzzer sounds
The red MORE ALARMS indication lamp illuminates Action to be Taken in the Event of a Fault Weekly Test Procedure (10% Detectors for Each Loop)
The text display upper line indicates the first address in alarm. a) Press the SOUNDER SILENCE button.
The lower text line will indicate the last address in alarm MAIN MENU
b) The internal buzzer is muted and the yellow FAULT indication
The prewarning lamp flashes. If the alarm was preceded by a lamp will switch to a steady light.
pre-alarm, the prewarning lamp will illuminate steadily
The display and printer will show text such as: c) Note the fault text indicated in the display and file the printout
‘AL 01 ADDRESS NO. 0605 from the printer. SERVICE FROM FRONT
‘AL 03 ADDRESS NO. 0608

d) Contact technical or service personnel.
All sounders/fire doors/alarms/fan stops are activated
(as connected/programmed) Menu Structure ENTER NUMBER
ENTER CODE
AND REPEAT
Action to be Taken in the Event of a ‘More Alarms’ Situation The main menu is accessed by pressing the MAIN MENU button. It consists
of the following sub-menus:
Follow all precautions described in the local fire instructions. When the scene
Out/In control: Disable and restore addresses, zones etc
of the fire has been investigated and the necessary action carried out, the ADDRESS FINISHED
sounders may be switched off. Show status: Alarms, warnings etc CONTROL
Test: Test the panel facilities, sounders etc

a) Open the control panel door.
System: Sensitivity, configuration, data etc
b) Press the MORE ALARMS button. The first press will indicate LOOP PRINT
Feed Paper: Printer
the second alarm address on the text display lower line. The
second press will indicate the third alarm address etc. Service: Reports, disabling/restoring, address and data control
c) Press the SOUNDER SILENCE button. All alarm devices

including the internal buzzer will be turned off. The red FIRE
indication lamp will switch to a steady light.

4.1.4 Fire Dampers
Illustration 4.1.4a Ventilation Fire Dampers - Navigation and Upper Deck Accommodation Upper Deck
CO2 Room Spare

Seaman Seaman Seaman Seaman
(B) Pilot R/Office Officer
Tally Office (D) (C) (A)
Crew's (D)
Day Room
Infirmary
Toilet Spare
M Officer
(C)
Deck
M
Store Electrics
Fire Cleaning
UP Gear Room
Suez Locker Bonded Store Spare
Crew Linen Locker Officer
Room
Dry Vegetable Room
Provision
Archives Spare
Ship Ship Switchboard
Officer
Dress Assistant Assistant Room
Emergency Meat Room Conference Room Toilet Electrics (A)
(F) (E)
Generator Room & Room
Paint Store Air Condition Lobby
Unit Fish Room Clean.
UP
Gear
M
Ship's
M Control
Officer's Centre
Duty Officer's
Ship Ship Galley Crew's Smoking
Ship Ship Ship Ship Dining
Mess Mess
Assistant Assistant Assistant Assistant Assistant Assistant Spare Saloon Room
(H) (G) (D) (C) (B) (A) Crew Seaman Seaman
Motorman Cook
(F) (E) M
M
M Navigation & Bridge Deck
M M Deck M
Wheelhouse
Locker 4th 3rd Store 2nd 2nd Chief Chief
Engineer Engineer Engineer Chief M Radio
Engineer Engineer Engineer
Bedroom Bedroom Engineer Room
Day Room Day Room
Office M
Converter
M
DN
M
DN
Gymnasium M
Key
AC
M
Chief Chief Captain Captain Locker
M Manually Operated Fire Damper 3rd Captain (1)
3rd Bedroom Officer Bedroom Office
Officer Day Room
Officer Day Room
M M
Battery
Room
Ventilator Emergency Stop
Station

Illustration 4.1.4b Ventilation Fire Dampers on Upper Deck
No.12 Car Deck

No.11 Car Deck
No.10 Car Deck
No.9 Car Deck
No.8 Car Deck
No.7 Car Deck
No.6 Car Deck

B.W
No.5 Car Deck
A No.4 Car Deck
Machinery Deck
No.3 Car Deck
No.1 Car Deck Ballast Tank (P&S)
Profile
Key
M Manually Operated Fire Damper
M M M M M M M M M M M DN M M M M M M M M M M
M
UP
UP DN M
DN
M M
M
M M
M
M M
M
M M
M M M
M M M A
M
UP
A M M M M
M M UP M
UP M
M M M M M M M M M DN M M M M M M M M M M
Upper Deck
M

Illustration 4.1.4c Ventilation Fire Dampers - Decks 8 and 6
Deck 8
UP UP
M M
DN M
UP
DN
M M M Deck 7-8-9
DN
Deck 6-8 Ramp Way (Movable)
Ramp Way UP DN
DN
Hand M
Winch
M
M
M
M
DN
UP DN M
UP
Deck 6
UP
DN DN
UP
Deck 6-8
DN UP Ramp Way Deck 6-7 UP
UP
Winch Winch Ramp Way
Winch
Deck 6-4 Deck 6-5
DN DN
Ramp Way (Movable) Ramp Way (Movable)
UP
Key
M Manual Operated Fire Damper

4.1.5 Fire Fighting Equipment
Illustration 4.1.5a Fire Fighting Equipment - Navigation and Upper Deck Accommodation x2 x2 x2 x2 x2 x2 x2 x2
x2
P CO2 CO2 P
9L 12 2 5 P P P 9L 12
OS
Key 25 12 6
BZ Buzzer For Fire and General x2
Emergency
CO2 Room Spare
P
Seaman Seaman Seaman x2
9L 12
BZ
Seaman (C) (A)
Fire Alarm Sub-Indicator Panel Crew's (D) (D)
Tally Office Day Room x2
Infirmary
A Class Fire Door Spare
Toilet x2
Officer
P (C)
A Class Fire Door Deck 9L 12
Store Electrics
x2
(Self-Closing) P BZ M Cleaning
UP Room
9L 12 Fire Gear
M Linen Officer
A and B Class Fire Door Crew Locker x2
(Magnetic Lock) Upper Deck P

P 9L 12 Room
9L 12 Dry Vegetable Room x2
Waterproof Siren For

M
Provision
Archives Spare
Fire and General Emergency Ship Ship Switchboard
Officer x2
Emergency CO2
Meat Room Conference Room Toilet Electrics (A)
(F) (E) 5
Fire Alarm Main and Panel P Air Condition Lobby
Paint Store 25 Fish Room x2
Unit UP
Clean.
M M Gear
Waterproof Ion
P
Detector 9L 12
x2
BZ BZ BZ
P Ship's
P M 9L 12
12 Control
Optical Waterproof 9L
Officer's Center
Themo Detector Duty Officer's x2
Ship Ship Galley Crew's Smoking
Ship Ship Ship Ship Dining
Mess Mess
Waterproof Pushbutton (G) (D) (C) (B) (A) Crew Seaman Seaman
(H) Motorman Cook CO2
CO2
x2
For Fire Alarm (F) (E) 5
5
P
FO
Pushbutton For x2
Fire Alarm
P P P
P
9L 12 9L 12 FIRE
Waterproof Alarm Bell 9L 12
P Powder Charges International Shore OS
For Fire and General 6 (6kg Powder) Connection
Emergency P P
9L 12 9L 12
P Portable Fire Extinguisher P Powder Charges Sprinkler For Paint P

CO2
2
9L 12 12
(12kg Powder) (12kg Powder) Store 9L 12
Deck Radio
Locker 4th Store BZ
Chief Wheelhouse
Portable Fire Extinguisher Powder Charges Hydrant Valve 3rd 2nd Chief Room
P
Engineer 2nd Engineer
P (25kg Powder) 25 (25kg Powder) Engineer Engineer Bedroom Engineer Chief CO2
25 Engineer Engineer
Day Room BZ Day Room BZ
5
Bedroom Office
Fire Hose Station Compressed Air Breathing
Boots
Apparatus Converter CO2
DN 5
P
9L 12
CO2 Portable Fire Extinguisher Spare Cylinder For DN
5 Gloves Gymnasium
(5kg CO2) Breathing Apparatus
CO2 Portable Fire Extinguisher AC BZ

2 50m Line Safety Helmet Chief Locker
(2kg CO2) Chief BZ BZ Captain Captain (1)
3rd 2nd Officer
Officer Captain Day Room Office
Officer Officer Day Room
Bedroom Bedroom Battery
International Shore Room
Fire Axe Safety Lamp
Connection CO2
2
Offshore Type Portable Ventilator Emergency Stop Navigation and Bridge Deck
P
Fire Extinguisher Protective Clothing P P
9L 12 Station 9L 12 9L 12
OS (12kg Powder)

Illustration 4.1.5b Fire Fighting Equipment - On Upper Deck
No.12 Car Deck

No.11 Car Deck
No.10 Car Deck
No.9 Car Deck
No.8 Car Deck
No.7 Car Deck
No.6 Car Deck

B.W
No.5 Car Deck
Machinery Deck
No.4 Car Deck
No.3 Car Deck
Profile
DN
UP
UP DN
DN
Air
Air
CO2 CO2
UP 2 2
UP
UP
DN
Upper Deck
P
9L 12
Key
P Portable Fire Extinguisher Isolating Stop Valve

9L 12
Hydrant Valve Fire Pump CO2 Release Cabinet
(12kg Powder)
CO2 Waterproof Siren For

Portable Fire Extinguisher Swing Check Non-Return
2 Emergency Fire Pump Fire Main
(2kg CO2) Valve Fire and General Emergency
A Butterfly Valve With Waterproof Pushbutton

Fire Hose Station Air Horn and Piston Horn
Air Actuator Air For Fire Alarm

Illustration 4.1.5c Fire Fighting Equipment - Decks 12 and 11
CO2
P P P P P P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
9L
P
6
Deck 12
UP
DN
P P P
9L 6 9L 6 9L 6
P
9L 6
P P P P
9L 6 9L 6 F
9L 6 9L 6
Deck 11-12
DN Ramp Way
UP
DN
P P P P P P P
9L 6 9L 12 9L 6 9L 6 9L 6 9L 6 9L 6
P P
P P P P
CO2
9L 6 P 9L 6
9L 6 9L 6 9L 6 9L 6 9L 6
P
9L 6 Deck 11
DN
UP
P
9L 6
P
9L 6
P P P
9L 6 9L 6 9L 6
Deck 11-12 Deck 10-11

UP DN Ramp Way
Ramp Way
DN
UP
P P
P P P P P
9L 6 9L 6
9L 6 9L 6 9L 6 9L 6 9L 6
Key
A Class Fire Door P Portable Fire Extinguisher

Hydrant Valve 9L 6 Fire Hose Station F Foam Unit
(Self-Closing) (6kg Powder)
Optical Waterproof P Portable Fire Extinguisher Water Fog

Typhoon For CO2 9L 12
Themo Detector CO2 (12kg Powder) Applicator
Release

Illustration 4.1.5d Fire Fighting Equipment - Decks 10 and 9
P P P P P
9L 6 9L 6 9L 6 P 9L 6 P 9L 6
9L 6 9L 6
9L
P
6
Deck 10
UP UP
DN DN
UP
DN
P P
9L 6 6
9L
Deck 9-10 DN
Ramp Way P
9L 6
P P P
9L 6 9L 12 9L 6 F
Deck 10-11
UP
Ramp Way
UP
DN DN
UP
P P P P P P P P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
P P P P P P P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
9L
P
6
Deck 9
UP UP
DN DN
UP
DN
P
9L 6
Deck 9-10 P
Deck 8-9 9L 6
Ramp Way Deck 9
Ramp Way
(Movable) Tilt Ramp
Fixed Deck Fixed Deck
P
9L 6
P
9L 6 P P
9L 6 9L 6
UP
DN DN
UP
P P P P P P
P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
9L 6
Key

Hydrant Valve 9L 6 Fire Hose Station F Foam Unit
Optical Waterproof P Portable Fire Extinguisher Water Fog

Typhoon For CO2 9L 12
Themo Detector CO2 (12kg Powder) Applicator
Release

Illustration 4.1.5e Fire Fighting Equipment - Decks 8 and 7
P P P P P
P
9L 6 9L 6 9L 6 9L 6 9L 6
9L 6
Deck 8
UP UP
DN
UP
DN
P
9L 6
P Deck 7-9 P
6 DN
9L
Deck 6-8 Ramp Way (Movable) UP 9L 6
Ramp Way DN
P DN
9L 6
Winch
P
9L 6 F
P P
9L 6 9L 6
DN
UP DN
UP
P P P P P P P
9L 6 9L 12 9L 6 9L 6 9L 6 9L 6 9L 6
CO2
P P P P P P
9L 6 P
6 6 6 6 6
9L 9L
Deck 7 9L 9L 9L
9L 6
UP
DN
P Deck 6-7
9L 6
Ramp Way Deck 7-8 Deck 6-7
P Ramp Way
9L 6
Tilt Ramp
Deck 6-8 Deck 7-8
Ramp Way DN UP Ramp Way (Movable) P
9L 6
Deck 7-8 DN
Tilt Ramp DN
UP
UP
P
P 6
9L
9L 6
P
DN
25
UP DN UP
AC
P P P P P P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
Key
Waterproof Alarm Bell
Hydrant Valve 9L 6 Fire Hose Station F Foam Unit For Fire and General
Emergency
Optical Waterproof P Portable Fire Extinguisher Water Fog Waterproof Ion Portable Fire Extinguisher AC
Compressor For Air
Typhoon For CO2 9L 12 P
Themo Detector CO2 (12kg Powder) Applicator Detector (25kg Powder) Breathing Apparatus
Release 25

Illustration 4.1.5f Fire Fighting Equipment - Decks 6 and 5 Deck 6
FIRE
P P P P P P P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6 6
PLAN 9L
P
P 9L 6
9L 6
UP
DN DN
UP
Deck 6-8
UP
DN Ramp Way Deck 6-7 UP
UP
Winch Winch Ramp Way P
Winch 9L 6
Deck 6-4 Deck 6-5

DN
Ramp Way (Movable) DN Ramp Way (Movable)
FIRE
FIRE FIRE F
PLAN
FIRE PLAN PLAN
PLAN
UP
P
9L 6
P P P P P P P P P
9L 6 9L 12 9L 6 9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
P
Deck 5 P P P
P P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
P
9L 6
DN DN
UP UP
Watertight Deck 6-5

Door Ramp Way
CO2
5
A
UP
A UP Deck 6-5
Deck 6-4 Fix Fix
Ramp Way (Movable) UP DN Ramp Way UP
Ramp Ramp
Emergency Fire
Pump
FIRE
PLAN
P
9L 6
P
9L 6
P
P P P P P 9L 6
9L 6 9L 6 9L 6 9L 6 9L 6
Key
Waterproof Alarm Bell FIRE
A Class Fire Door P Portable Fire Extinguisher Swing Check Non-Return
Hydrant Valve 9L 6 Fire Hose Station F Foam Unit For Fire and General Fire Plan
(Self-Closing) (6kg Powder) PLAN Valve
Emergency
Optical Waterproof CO2 Portable Fire Extinguisher P Portable Fire Extinguisher Water Fog Waterproof Ion Portable Fire Extinguisher A Butterfly Valve With
5 Emergency Fire Pump
Themo Detector (5kg CO2) 9L 12 (12kg Powder) Applicator Detector P
(25kg Powder) Air Actuator
25

Illustration 4.1.5g Fire Fighting Equipment - Deck 4 and 3
P P P
9L 6 9L 6 Deck 4 9L 6
CO2
Work DN UP UP DN
Shop UP
F
P P
9L 6 9L 6
P
9L 6
CO2 CO2
CO2
P
DN UP UP Watertight 9L 6
UP UP
Door
DN
Main Engine CO2

Deck 6-5-4
Ramp Way (Movable) DN Deck 4-3 Fix Deck 5-4
UP UP
DN Ramp Way Ramp Ramp Way
UP UP
UP
DN
CO2
P
9L 6
P
P 9L 6
9L 6
UP P P
9L 6 9L 6
UP
P P
9L 6 9L 6
Key
Ion Detector With Short Siren For Fire & General Alarm Siren For CO2 Address Interface Unit Pushbutton For P Portable Fire Extinguisher
Waterproof Themo Fire Pump 9L 6
Circuit Protector Emergency CO2 Release (For Flame Detector) Fire Alarm (6kg Powder)
Detector
Waterproof Alarm Bell
Waterproof Ion Optical Waterproof Water Fog
For Fire and General For Flame Detector Themo Detector Fire Alarm Sub-Indicator Hydrant Valve
Detector Themo Detector Applicator
Emergency Panel
P P P CO2 Portable Fire Extinguisher

6 6 9L 6 Fire Hose Station F Foam Unit
9L 9L 5 (5kg CO2)
DN UP UP DN
Deck 3
P
9L 6
P
6
Deck 3-2 9L
Ramp Way
CO2
5
Deck 4-3
UP
Ramp Way
Watertight
Door P
9L 6
P
9L 6
P P CO2 CO2
6 6 CO2 5
9L 9L 5
Control Room Deck Plan

P
P 9L 6
9L 6

Illustration 4.1.5h Fire Fighting Equipment - Decks 2 and 1
P P P Deck 2
9L 6 9L 6 9L 6
P
9L 6
P
9L 6
UP UP
P
F 9L 6
DN
DN
Deck 3-2
Watertight
Ramp Way
Door
DN
Deck 4-3
Ramp Way
UP
P
9L 6
P
P 9L 6
9L 6 P P
9L 6 9L 6
P
9L 6
Key
P Portable Fire Extinguisher Water Fog

Fire Pump 9L 6
(6kg Powder) Applicator
Optical Waterproof CO2 Portable Fire Extinguisher

Hydrant Valve 5 (5kg CO2)
Themo Detector
Fire Hose Station F Foam Unit

Deck 1 Escape Route
P
9L 6
UP UP
P
9L 6 P
9L 6
P
UP UP 9L 6
UP
UP Watertight P
P 6
9L 6
Door 9L
P
9L 6
P P
9L 6 9L 6

Illustration 4.1.5i Fire Fighting Equipment - Engine Room Machinery Deck
CO2
Key Engine Room
Siren For Fire and General

Emergency UP
No.3 HFO Diesel Oil
Tank (P) Tank (P)
Alarm Siren For CO2

CO2 Release
Waterproof Alarm Bell Aft Peak Fresh Water Engine and Electric
For Fire and General Tank (P) Tank (P) Store
Emergency
Workshop
P
12
Waterproof Themo CO2
9L
Detector
P
9L 12
P
CO2 9L 12
P
Waterproof Ion 9L 12
CO2
Detector No.1 Generator Diesel Engine

P DN UP UP
9L 12
UP UP
Address Interface Unit
(For Flame Detector) P
25
P
25
DN
For Flame Detector No.2 Generator Diesel Engine CO2
Main Engine
UP
Hydrant Valve DN
P No.3 Generator Diesel Engine UP
9L 12
UP
P F P
P DN 9L 12 9L 12
9L 12
Pushbutton For
Fire Alarm
CO2
P
25
P Portable Fire Extinguisher Engine

9L 12 P
(12kg Powder) 25 Room P
9L 12
Toilet
Aft Peak Fresh Water Exhaust
Tank (S) Tank (S) Cascade Gas
Economiser Elevator High Voltage
Tank F
Fire Hose Station Machinery Switchboard
Room Room
P No.3 HFO
12
9L
Tank (S)
UP
Portable Fire Extinguisher Incinerator
P Elevator
25 (25kg Powder) P
9L 12
UP
Vent Trunking
F Foam Unit

4.1.6 Lifesaving Equipment
Illustration 4.1.6a Lifesaving Equipment - Navigation and Accommodation Decks
Upper Deck Accommodation
CO2 Room Spare

Seaman Seaman Seaman Seaman
Tally Office (D) (C) (A)
Crew's (D)
Day Room
Infirmary
Toilet Spare
Officer
(C)
Deck
Store Electrics
M Cleaning
Fire UP Gear Room
Crew Linen Locker Officer
Room
Dry Vegetable Room
M
Provision
Archives Spare
Ship Ship Switchboard
Officer
Emergency Meat Room Conference Room Toilet Electrics (A)
(F) (E)
Paint Store Air Condition Lobby
Fish Room
Unit UP
Clean.
M Gear
Ship's
M
Control
Officer's Centre
Duty Crew's Officer's
Ship Ship Ship Ship Ship Galley Smoking
Ship Mess Mess Dining
(H) (G) (D) (C) (B) (A) Crew Seaman Seaman
Motorman Cook FD
(F) (E)
Key
Two Way Hand-Held Radio

Line-Throwing Appliance
Telephone Apparatus
Navigation & Bridge Deck Accommodation
Lifebuoy with Light Immersion Suit
and Smoke
Deck Wheelhouse Life Jacket
x3
Locker 4th 3rd Store 2nd 2nd Chief Chief
Lifebuoy Primary Means Of Engineer Engineer Engineer Chief Radio
Engineer Engineer Engineer
Escape Bedroom Bedroom Engineer Room
Day Room Day Room
Office
Outlet For Lifebuoy Secondary Means Of

Escape Converter
DN
DN
Float Free Emergency A Class Fire Door Gymnasium
Indicator Radio Beacon (EPIRB)
AC
A Class Fire Door Chief Captain Locker
Radar Transponder Chief Captain Captain
(Self-Closing) 3rd 2nd Officer Office (1)
Officer Bedroom Day Room
Officer Officer Bedroom Day Room Battery
M A&B Class Fire Door Room
Life Jacket (Magnetic Lock)
Box with 12 Rocket Remote Control

Parachute Flares FD (Magnetic Door Lock)

Illustration 4.1.6b Lifesaving Equipment - On Upper Deck Life Raft
x16
Life Boat
x32
Life Raft
x6
No.12 Car Deck

No.11 Car Deck
No.10 Car Deck
No.9 Car Deck
No.8 Car Deck
No.7 Car Deck
No.6 Car Deck

B.W
No.5 Car Deck
Machinery Deck No.4 Car Deck
No.3 Car Deck
Life Raft Life Jacket Life Raft Life Boat

x6 x16 x16
Profile x32
DN
Life Jacket UP
M x3 UP DN
DN
Life Raft
OXY ACE x16
Life Jacket Life Jacket

x4 x16
UP
UP
UP
DN
Key Upper Deck
Life Jacket Secondary Means Of M A&B Class Fire Door

Liferaft Lifebuoy With Line Lifebuoy Outlet Lights For Boat
Childrens Escape (Magnetic Lock)
Life Boat
x32
Float Free Emergency Remote Control
Life Jacket Embarkation A Class Fire Door
Childrens
Life Rescue Boat Lifebuoy with Light
Ladder
Indicator Radio FD (Magnetic Door Lock)
Beacon (EPIRB)
OXY ACE
Lifebuoy with Self A Class Fire Door Oxygen & Gas
Lifebuoy Emergency Light Primary Means Of
Lifeboat Igniting Light & (Self-Closing) Cylinders
For Boats/Rafts Escape
Smoke Signal

Illustration 4.1.6c Lifesaving Equipment -Decks 12 and 11
Deck 12
UP
DN
Deck 11-12
DN
Ramp Way
UP
DN
Key
A Class Fire Door

(Self-Closing)
Primary Means Of Escape
Secondary Means Of Escape
Deck 11
DN
UP
Deck 11-12 Deck 10-11

UP DN
Ramp Way Ramp Way
DN
UP

Illustration 4.1.6d Lifesaving Equipment - Decks 10 and 9
Deck 10
UP UP
DN DN
UP
DN
Deck 9-10
DN
Ramp Way
Deck 10-11
UP
Ramp Way
UP
DN DN
UP
Key
A Class Fire Door

(Self-Closing)
Deck 9
UP UP
DN DN
UP
DN
Deck 9-10
Deck 8-9 Deck 9
Ramp Way
Ramp Way Tilt Ramp
Fixed Deck (Movable)
Fixed Deck
UP
DN DN
UP

Illustration 4.1.6e Lifesaving Equipment - Decks 8 and 7
Deck 8
UP UP
DN
UP
DN
Deck 7-8-9
DN
Deck 6-7-8 Ramp Way (Movable)
Ramp Way UP DN
DN
Hand
Winch
DN
UP DN
UP
Key
A Class Fire Door

(Self-Closing)
Deck 7
UP
DN
Deck 7-8 Deck 6-7 Deck 7-8 Deck 6-7

Tilt Ramp Ramp Way Ramp Way Tilt Ramp
DN UP
Deck 7-8
Deck 6-7-8 Ramp Way (Movable) DN
Ramp Way UP DN
UP
DN
UP DN UP

Illustration 4.1.6f Lifesaving Equipment - Decks 6 and 5
Deck 6
Engine Room Escape
UP
DN DN
UP
Deck 6-7-8
DN UP Ramp Way Deck 6-7 UP
UP
Winch Winch Ramp Way
Hand
Deck 6-5-4 Deck 6-5 Winch
DN DN
Ramp Way (Movable) Ramp Way (Movable)
Car Hold Escape
UP
Car Hold Escape
Key
A Class Fire Door Lifebuoy

(Self-Closing)
Primary Means Of Escape Lifebuoy with Light
Secondary Means Of Escape Life Jacket

Deck 5
Engine Room Escape
DN DN
UP UP
Life Jacket
x2
Deck 6-5
DNDN UP UP DN Watertight Ramp Way
UP UP
Door
UP DN
DN Main Engine
Deck 6-5-4 Fix Deck 6-5 Fix
UP DN UP
DN
Ramp Way (Movable) Ramp Ramp Way Ramp
UP UP
DN
Car Hold Escape

UP
UP
Car Hold Escape

Illustration 4.1.6g Lifesaving Equipment - Deck 4 and 3
Deck 4
DN UP UP DN
UP
Work Engine & Electric

Shop Store
DN UP UP Watertight
UP UP
Door
DN
Main Engine
Deck 6-5-4 Deck 4-3 Fix Deck 5-4
UP DN UP UP
DN
Ramp Way (Movable) Ramp Way Ramp Ramp Way
UP UP
DN
UP
UP
Key

Deck 3
DN UP UP DN
Deck 3-2
Ramp Way
Deck 4-3 Watertight

UP
Ramp Way Door

Illustration 4.1.6h Lifesaving Equipment - Decks 2 and 1
Deck 2
UP UP
DN
DN
Deck 3-2
Watertight
Ramp Way
Door
Deck 4-3
DN UP
Ramp Way
Key
A Class Fire Door

(Self-Closing)

Deck 1
Escape Route
UP UP
UP UP
DN UP
UP
UP
Watertight
Door

Illustration 4.1.7a Damage Control Plan
In Ship's Control
Centre
Key
Watertight Bulkhead
Stern Ramp Ballast Valve Control Position

Bilge Valve Control Position
Fresh Water No.12 Car Deck
Tank No.11 Car Deck FO and DO Valve Control Position
(P&S) No.10 Car Deck Watertight Door
Aft Peak No.9 Car Deck Ramp / Door Control Position
Tank No.3 Fuel Oil
Tank (S) No.8 Car Deck
(P&S) Bosun Store
No.7 Car Deck No.3 Hold
Steering Gear
Room
No.6 Car Deck The Colour Code Indicates the Severity of the Damage
Aft Peak In Control Bow Thruster
Room Fore Deep B.W
Tank No.5 Car Deck Room
6 Tank Good Stability Margin S=1
(Centre) Machinery Deck No.2 Hold No.4 Car Deck No.1 Hold
6 No.3 Car Deck
Cool Water
No.1 Water Fore Small Stability Margin 0<S>1
Tank 6 No.2 Car Deck
Ballast Tank (P&S) Peak
No.5 Water No.2 Fuel Oil Tank (P&S) 6 No.1 Car Deck No.1 F.O Tank
No.4 Water No.3 Water Tank (Centre)
The Ship will Capsize / Sink S=0
B.L. Engine Room Double Bottom Ballast Tank (P&S) Ballast Tank (P&S) Ballast Tank (P&S) No.2 Water Ballast Tank (P&S)
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220
A. P. The figures in the tables refer to Condition Numbers in
the 'Damage Stability of Dry Cargo Ships' (Drg No. 13211)
Extent No. 1 2 3 4 5 6 7 8 9
which contains the information on the Angle of Heel,
No.5 No.4 No.3 Water Ballast No.2 Water Ballast Tank (P&S) No.1 Water Ballast Tank (P&S) Fore Deep Fore Peak Tank
Aft Peak T'k (P&S) Engine Room Water Ballast Water Ballast Tank (P&S) Tank Boson's Store the Residual Range of Stability and Floating Position in
Tank (P&S) Tank (P&S) No.1 Fuel Oil Tank (Centre)
Aft Peak T'k (C) Engine Room Double Bottom Bow Thr.
No.2 Fuel Oil Tank (P&S) Room form of Draught and Trim.
Steering Gear Room
Stern Ramp
Fresh Water T'k (P&S) No.3 F.O.T No.2 Fuel Oil Tank (Centre) Under No.6 Deck (No.1 Hold)
(S) Under No.6 Deck (No.2 Hold)
Notes
Under No.6 - 8 Deck (No.3 Hold)
1. GM and Draught of initial condition are assumed figures.
1 - Compartment Flooding
Partial Condition (7.99m) 1-1 1-3 1-5 1-7 1-9 1 - 11 1 - 13 1 - 17 In the Partial condition GM equals 1.31m, Draught equals 7.99m
1 - 19 In the Deepest condition GM equals 0.92m, Draught equals 9.60m
1-2 1-4 1-6 1-8 1 - 10 1 - 12 1 - 14 1 - 16 1 - 18 If the ship has a different GM in the actual loading condition, this
1 - 20 1 - 21 1 - 22 1 - 24 1 - 25 1 - 26 will give a different result with regard to stability after damage.
2. 47 (Stern Ramp) is assumed compartment for all damage conditions.
2 - Compartment Flooding The Stern Ramp recess has no buoyancy.
Partial Condition (7.99m) 2-1 2-5 2-9 2 - 13
2-3 2-7 2 - 11 2 - 15
2 - 17 Attention
Deepest Condition (9.6m) 2-2 2-6 2 - 10 2 - 14 1. All Water Ballast valves to be shut at sea.
2-4 2-8 2 - 12 2 - 16 2. All Water Ballast valves and Fuel Oil Valves to be shut when not in use.
2 - 18 2 - 22 2 - 24 3. When the ship is damaged during the opening of Water Ballast valves or
2 - 19 2 - 21 2 - 23 2 - 25 Fuel Oil valves, the valves are to be shut immediately.
4. All Sounding and Filling Caps to be closed before the voyage commences.
5. All Hatches to be closed before the voyage commences.
Partial Condition (7.99m)
( ) 3-1 3-7 3 - 13 6. All Watertight Doors to be closed before the voyage commences.
3-3 3-9
7. Indicator for Watertight Doors and Hatches are provided on Control Panel
in Wheelhouse.
Deepest Condition (9.6m) 3-2 3-8 3 - 14
3-4 3 - 10
3-6 3 - 12
Partial Condition (7.99m) 4-1
4-3
4-5
Deepest Condition (9.6m) 4-2
4-4
4-6

4.1.7 Damage Control
Damage control consists of an illustrated plan showing the vessel under

varying conditions of flooding. This supplies reliable information which
enables the Master to obtain an accurate guidance as to the stability of the
vessel under these conditions.
The information includes the following:
A curve of minimum operational metacentric height (GM) against

draught, which assures compliance with the relevant intact
stability requirements
Instructions concerning the operation of cross-flooding arrange-

ments such as watertight doors and their controls
Data and aids which may be necessary to maintain stability and

correct any list due to flooding
The Damage Plan indicates the levels of danger to the vessel (yellow, green
and red) when each compartment is flooded. Also included is the angle of heel.
The Damage Control Booklet lists the precautions to be taken to avoid the
danger to the vessel due to flooding as follows:
All ballast valves should be shut at sea
All ballast valves and fuel oil valves to be closed when not in use
If the vessel is damaged during the time that water ballast or FO
valves are open, they are to be shut immediately
All sounding and filling caps are to be closed before the voyage
commences
All watertight doors to be closed before the voyage commences
Indication of access doors and hatches to be provided locally and

on the bridge
The number of partially filled or slack tanks to be kept to a

minimum
Cargo and sizeable pieces of equipment has been correctly stowed

or lashed
Masters should exercise prudence and good seamanship, having

regard to the season of the year, weather conditions and the navi-
gational zone. They should take appropriate action as to the speed
and course warranted by the prevailing circumstances.

Watertight Bulkhead Door Operating Gear Chain Block to be Used for Opening Doors in an Emergency -
Available from Bosun’s Store

4.1.8 Emergency Operation of Bulkhead Watertight Doors e) During the closing of the door, collect the hydraulic hand pump
unit from the store on No.6 deck aft.
In the event of a failure in the ship’s main hydraulic oil system, the bulkhead
doors can be opened and closed manually, as described below. f) Once the door is open, connect the pressure hose to emergency
valve (C1) and the return hose to emergency valve (D1). Open the
Procedure for the Emergency Opening Operation of the Watertight emergency connection valves and the oil return valve to the main
Bulkhead Doors hydraulic system.
a) Collect the hand pump unit from the stores on No.6 deck aft. g) Operate the hand pump until the locking hook has secured the
door. The final locking will take a higher oil pressure (as when
b) Connect the pressure hose to the hydraulic stand emergency valve releasing).
(D1) and the return hose to the emergency valve (C1), as shown
in the photograph. Open the emergency connection valves and the Read the operating manual HS-10 for further details on this emergency
oil return valve to the main hydraulic system. operation.
c) Operate the hand pump until a pressure of approximately 170 kg/cm2

registers on the oil pressure gauge. This should be enough pressure to
overcome the initial locking mechanism of the locking hook.
d) Once the hook has been initially released, continue pumping until
the hook is completely clear of the door pin.
e) Close the emergency connection valves and disconnect the hand

pump hoses.
f) Remove the drive chain from the hydraulic drive motor.
g) Collect a 3 ton chain block from the bosun’s store, connect it

between a convenient car lashing connection and the eye at the
end of the door, as detailed in the photograph opposite.
h) When the locking hook is clear of the door pin and the driving
chain has been removed, operate the chain block to open the door.
i) Once the door is fully open, secure it with the stopper pin.
Procedure for the Emergency Closing Operation of the Watertight

Bulkhead Doors
a) Collect a 3 ton chain block from the bosun’s store, connect it

between a convenient car lashing connection and the eye at the
end of the door, as detailed in the photograph opposite.
b) Remove the driving chain from the hydraulic drive motor.
c) Remove the stopper pin which holds the door open.
d) Operate the chain block to close the door.

4.2 Emergency Procedures - Navigation
4.2.1 Steering Gear Failure
The following actions to be carried out :

STEERING CONTROL
Inform the Master. MODES
Inform the engine room.
Engage emergency steering.

(The procedure is posted in the steering gear room.)
‘Not Under Command’ shapes or lights to be exhibited.

Non Follow-up steering
Follow-up steering Automatic steering
tiller
Commence sound signalling. steering stand
for emergency override
autopilot A
Prepare the engines for manoeuvring.
Take the way off the ship.
Prepare for anchoring if in shallow waters. Yes Autopilot failure
Evaluate the need for tug escort/assistance.
Evaluate the need for salvage.

Failure No
of FU
Broadcast an URGENCY message to ships in the vicinity. Yes
Emergency
Emergency Steering Drill alteration
Emergency steering drill should be carried out at least once every three months No
Yes
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. This operation is to be directed Use helmsman to
steer, advise Master
from the navigation bridge. After each drill, details and the date carried out are and duty engineer of
Change to NFU
steering
to be entered in the Deck Log Book. any problem
In the event of using

the override tiller for
emergency alteration,
this will be instigated
by the OOW.
Use the helmsman to
steer. Call Master and
duty engineer, advise
of problem
Issue: 1 4.2 Emergency Procedures - Navigation - Page 1 of 12

4.2.2 Collision and Grounding f) Activate sound signals if in restricted visibility. 2) When vessel is moving ahead continuing movement ahead to
clear any spilled oil and/or altering course to minimise the effects
Minimising Damage g) Display shapes/lights. of fire and smoke.
If a collision is inevitable, damage can be minimised by striking a glancing h) The Chief Officer is to calculate damaged stability and gather 3) When aground or locked with another vessel in a collision
blow. information. situation, no movement to prevent further damage or spillage,
also refer to vessel response plan.
Collision amidships of either ship must be avoided whenever possible and a i) Prepare the rescue party/boat if necessary.
bow to bow, quarter to quarter or bow to quarter situation is preferable. Disabled Vessel
j) Broadcast a warning to other vessels in the vicinity.
Grounding In the event of a total power loss, steering failure or both, there are several
k) Gather information for initial and follow up reports. actions that can be taken to reduce the risk of stranding or collision. Significant
Particular attention must be paid to the possible changes in a vessel’s stability points are:
due to grounding. Manoeuvring a Vessel after a Collision
1) The single most effective action which can be taken to influence
A grounded ship is similar to a ship in dry dock. Since the vessel is no longer Following a collision or other incident that could result in oil spilling from the the direction of drift is to deliberately manoeuvre the ship so that,
floating, the pressure on the ship’s bottom has exactly the same effect as an vessel whilst under way, the subsequent movement of the vessel could be when stopped, the wind is on a particular side. That is, the
equal weight being removed from that level within the ship. Consequently the critical. No two situations will ever be the same and each situation will demand direction of drift can vary substantially with the wind on one side
centre of gravity rises and the GM is reduced. a different manoeuvre to be carried out by the Master. All points listed below of the ship or the other.
are to be considered and are intended to assist in making the right decision.
Grounding at low water on soft mud presents little danger. This is because the 2) When steering capability is lost, the drift direction and speed can
ship will settle into the mud and, as the tide rises, the pressures decrease and Consider the following: still be influenced by:
the centre of gravity falls once more. Sources of ignition
i. Giving the ship a list
Grounding at high water on a hard sea bed is potentially dangerous. Firstly, the Oil in the water
ii. Changing from stern to head trim
ship cannot settle and secondly, as the tide falls so the centre of gravity will rise Oil on fire
and a point may be reached where the GM becomes negative and the ship iii. Putting the rudder hard over to the downwind
unstable. Gas cloud formation and position position (putting the rudder hard over in the upwind
Location of fire on the vessel position has virtually no effect at all).
The ship may lie over on her side, causing further damage and/or flooding.
Evacuating casualties 3) When steering failure occurs, judicious use of the main engine
The greatest danger arises when the vessel grounds at high water on an uneven Current helm/engine situation can be helpful in changing the drift direction and speed or even in
hard bottom. stopping the ship altogether. Tests have shown that:
Momentum of own vessel
Grounding/Stranding i. Using full or emergency astern power it is possible to bring the
Availability of helm/engines stern of the ship up into the weather.
a) Stop the engines. Sound the emergency alarm and inform the Proximity of other hazards
Master and duty engineer. ii. Where the rudder is jammed in the hard-over position, careful
Effect of the wind on fire/smoke ahead manoeuvring can keep the ship’s head into the weather.
b) Sound the general alarm and muster the crew. Effect on vessel of currents, tides and wind
iii. The effect of propeller revolutions on a free flapping rudder is
c) Close all watertight and fire doors. Switch on deck lighting if such that the rudder will generally go to the hard-to-starboard
Options to be Considered position with either ahead or astern revolutions and will stay there
required.
as long as the engine revolutions are maintained.
1) When the vessel is stopped or nearly stopped, putting an astern
d) Establish the vessel’s position and inform the communication movement on the vessel to contain the effects of any fire forward 4) In an emergency, in good conditions, even a relatively small tug
centre. of the accommodation block. may be of value. Although it may not be powerful enough to turn
or the ship, it may be able to influence the direction of drift.
e) Sound all tanks and establish the extent of the damage. Sound for
depth over the side. 5) If power is available consider use of the bow thruster unit to both
steer the vessel and manoeuvre away from danger.

Illustration 4.2.3a Search Patterns
Williamson Turn
Ease the helm

Sector Search Pattern Square Search Pattern
and steady on
Reciprocal Course
5S miles
s
2nd Crossleg
S miles
3S miles
s
Datum 1st Leg
S miles
s
2nd Leg
3rd Crossleg 3rd Leg 5S miles
s 3S miles
s S miles
s
60° − 70°
2S mile
es 4S miles
s
First Search
When the ship's head is 60°
off original course, Second Search
put helm Hard to Port
2S mile
es
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
s
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
Original Course

4.2.3 Man Overboard Search and Rescue Sector Search Pattern
Procedure a) Check the position of the vessel in distress with respect to own a) Where the position of a person is known within reasonable limits,
ship’s position. the Sector Search Pattern should be used first.
In the event of a man overboard the following actions should be taken:
b) Relay the distress message, if no acknowledgement is received
a) Helm hard over toward the side on which the person fell. from the shore station. b) All turns are 120° to starboard.
b) Release the appropriate bridge wing lifebuoy. c) Proceed at maximum safe speed to the distress location and c) The length of the leg is dependent on the state of visibility and the
inform RCC. size of the search object, in as much as the length of each leg is
c) Mark the position on the ARPA and GPS. the same.
d) Inform owners/charters/operators of deviation.
d) Sound the General Alarm and make a PA announcement. d) The first leg of the search should begin in the direction where the
e) Maintain continuous listening watch on all distress frequencies.
e) Post a lookout to continuously keep sight of the person. person is most likely to be seen.
f) Consult MERSAR/IMOSAR manuals.
f) Continue executing the turn, the type of which will be dictated by e) Should the person still be missing on completion of the initial
the situation and the positions of ships close by. g) Establish communications with all other surface units and SAR
search pattern and it is known they are within the area, a second
aircraft involved in the SAR operation.
pattern should be commenced with the heading 30° to starboard
g) Ring engines to standby.
h) Follow instructions from the RCC and on-scene commander for of the initial search pattern heading.
h) As parties close up to emergency stations, the rescue boat can be executing SAR operations.
Square Search Pattern
prepared for lowering.
i) Plot positions, courses and speeds of other assisting units.
a) If the sector search pattern has failed to find the person, the ship
i) Hoist appropriate flag signals and use VHF to warn vessels in the j) Prepare engines for manoeuvring when near to the distress should commence the square search pattern from the same datum
vicinity. location. point.
General
k) Monitor X-band radar for locating survival craft transponder b) All turns are 90° to starboard. The length of the leg is dependent
The Williamson turn is a proven method of returning the ship, via a reciprocal (SART) signals using 6 or 12 mile RANGES.
on the state of visibility and the size of the search object. After the
course, to the position of the person overboard.
l) Post extra lookouts for sighting flares, switch on searchlights at first square has been completed, the subsequent increase in search
Performance of a Williamson turn will considerably reduce the ship’s speed. night. leg is increased accordingly.
The rapid posting of lookouts from as high a position as is practical is vital in m) Prepare rescue boat, pilot ladder and nets for assisting recovery of MERSAR
order to locate the person and/or to keep them in sight. survivors when sighted.
The IMCO MERSAR manual is a useful source of additional information.
Search patterns including those suitable for use with more than one ship and
Search Patterns aircraft are described.
(Note ! Refer to the Merchant Ships Search and Rescue Book and the
Wheelhouse Poster - Man Overboard Rescue Manoeuvre.)
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
overboard, whose position is known approximately, but cannot be seen are as
follows:

4.2.4 Towing and Being Towed Towing vessel should use its steering gear in conjunction with f) If the vessel is not in imminent danger, let the company process
towing vessel. the necessary salvage contracts.
Towing Another Ship
If the towed vessel’s steering is not available her rudder should be g) If vessel/complement is in imminent danger, sign the Lloyd's
placed amidships and locked.
There are many factors, which determine the most suitable method of taking open form (LOF 1990) for salvage contract.
another vessel in tow. The type and size of the ship to be towed, the urgency Towed vessel should not use her engines unless requested to do so.
of the situation, the duration of the tow and the route to be taken. Taking into h) The LOF 1990 should be used even if an agreement of fixed price
account the size of the Maersk Wind, and the equipment fitted, it is extremely Steering Problems for towing has been made.
unlikely that the towing of another vessel will be undertaken except in the case
If towing by the stern and the rudder is not locked, the rudder may
of extreme emergency, for example preventing a vessel from grounding when assume the hard-over position. i) Ensure that all instructions of the salvage master are followed.
neither a tug nor more suitable vessel is available.
If towing by the bow and the disabled vessel’s engines are used the j) Log all developments and instructions given by and all actions
Checklist propeller race can cause the rudder to assume a hard-over position. taken by the salvager, work done by the complement and
Items Yes/No/Remarks The disabled vessel’s trim if possible should be as follows:- equipment from the ship used by salvagers.
Initial Information Required. Towed by the bow trim should be one in one hundred by the stern.
Urgency of situation, time available before grounding. Towed by the stern trim should be one in eighty by the head.
Tonnage of other vessel. Steer directly into the wind to minimise yaw.
Type of towing equipment. Some larger vessels yaw the least on a heading twenty to thirty
degrees off the wind.
Is power available for deck equipment?
Passing Tow Line Alternatives
Manpower available.
Use line throwing apparatus to pass an initial light line followed by heavier
Connecting the Tow lines.
Decision made by Masters as to equipment usage.
A helicopter with a lift capacity of two to three tons could be used to facilitate
Use towing vessel’s ETA (preferred due to poop configuration). the connection.
Use towed vessel’s ETA. (Note ! It should be remembered that speed and yaw have a considerable effect
Establish continuous radio communication between the vessels. on the forces acting against a tow. In the case of speed, the forces vary directly
as the speed squared.)
Pass a light line between the vessels.
Connect to ETA buoy line and deploy when other vessel ready. Towing/Assistance from other Vessels
Tow wire connected to other vessel. a) If in distress, send a mayday message, contact the coast radio
station, contact the nearest rescue centre and the owner’s
If picking up the other vessel’s tow wire, rig a bridle between two of the poop
emergency number.
winches using their wires and connect to the tow wire using a suitable shackle.
(The design brake load on each winch is 80% of the wire breaking strain, but
b) Inform of ship’s particulars, situation and immediate specific
this could vary depending on the brake linings.)
requirements.
Commencing the Tow
c) If salvage vessels are underway to the ship, establish contact with
Towing vessel is to make way very gradually, using her engines in them.
short bursts of minimum revolutions.
Increase speed in stages of five revolutions per minute. d) Prepare to receive salvage assistance.
Do not alter course until both vessels are moving steadily. e) Inform the company about any casualties and the situation.
When altering course do so in stages of 5°.

4.2.5 Oil Spillage and Pollution Prevention
The following are guidelines for quick reference. The vessels S.O.P.E.P.
manual covers this subject in depth as does the Company Standing Orders.
Bunkering
When carrying out bunker oil transfer operations both in port or at sea a
suitable plan shall be devised clearly indicating the operation process, person
in charge and safety checklist prior to start, and during the operation. A
Pollution Control Team must be assigned.
An example of their duties and responsibilities is as follows:
Master, is responsible for external communications

Chief Engineer will supply technical advice to the pollution control
team
Chief Officer is in overall charge of the on board clean up/prevention
operation
Deck duty officer assists the Chief Officer in cleaning up any spillage
and the prevention of further pollution
Duty seaman and additional crew members used as required
Drills must be carried out on a regular basis, practising the team in all aspects
of their duties and responsibilities.
In order to comply with the ISM code, a record must be kept of the drills, the
effectiveness of the team and any recommendations for improvement.
(Note ! The oil dispersant is for use on deck and must not be used over the side
without the permission of the local authorities.)
Absorbent granules should be used to absorb the oil. They are also used to
extend and stop breaches in the barrier around the oil spill.
Atmospheric Emissions
Funnel Smoke
The engineer officer on duty is responsible for monitoring the funnel smoke
indicators, adjusting the combustion as required to ensure the smoke colour
which is lighter than shade two on the Ringlemann scale.
The deck officer of the watch is responsible for informing the engineer officer
on duty, should excessive smoke emission be observed issuing from the funnel.

4.2.6 Emergency Reporting (Note ! Nil reports, if applicable, must be made under each heading. This is Manoeuvring Accident
particularly important in the case of casualty reporting. Plain language should
The particulars of all accidents or incidents involving the ship and/or her be used in preference to code.) 1. Voyage from - to. Date and time:
personnel must be sent as soon as possible to Head Office by a secure means. Position (latitude and longitude)
Initial incident reporting may be advised via the telephone, the contents of the Checklists for Specific Accidents Berth
call being confirmed by telex. A full report must be made at the earliest Describe manoeuvre being carried out
opportunity. It would be beneficial to keep a template of the following Initial In the following it will not always be necessary to report on each item listed
Incident Report ready for use on each telex communication system. and conversely the list will not always cover every item that needs comment. 2. Describe circumstances leading up to accident:
Remember that the reports are used by Head Office to ascertain the particulars Courses steered
Initial Incident Report of an accident and, therefore to enable them to act accordingly. Positions
Engine movements.
1) Date and time (UTC) of the incident (a six figure group; first two Grounding Weather conditions
figures for the day of the month, the last four figures for the hours Wind force and direction
and minutes using the twenty four hour clock). 1. Voyage from - to. Date and time of grounding: Sea state
Position of grounding (latitude and longitude for clarity) Tidal conditions
2) Nature of the incident; collision, grounding, fire etc. Sufficient Draught of ship Bridge manning, also any witnesses
detail must be given to allow an overall appreciation to be made. Cargo/ballast and bunkers on board, where stored Pilot involvement
3. Damage incurred by own ship, jetty or others.

3) Position of ship. Latitude and longitude is preferred along with a 2. Heading of ship in grounded position:
general statement of where the vessel is. Soundings plan, prior to grounding, at time of grounding and 4. Actions taken after accident.
repeated as necessary at various stages between high and low water Involvement of other parties
4) Name, nationality and type of any other ship involved. Tidal conditions Tugs
Nature of bottom Port Authorities
5) Nature and extent of damage. Identify grounded section of ship Classification Societies
To own vessel Damage incurred or suspected P & I Club ( Involved if third party damage incurred)
Oil pollution actual or potential Surveyors
To any other vessel or installation involved
3. Weather conditions at time of grounding updated as necessary: 5. View on cause of accident.
6) Casualties if any, including those missing: Wind force and direction (Note ! All cases of known or suspected hull damage are to be recorded.)
To own vessel Sea state
Visibility Heavy Weather Damage
To any other vessel or installation involved Current, set and drift
Chart or charts in use 1. Voyage from - to. Date and time of damage:
7) State of sea and weather. Position of grounding (latitude and longitude for clarity)
Positions, courses steered, engine movements prior to grounding
Heading and estimated speed of ship at time of grounding Draught of ship
8) If immobilised and towage or other assistance may be necessary, Cargo/ballast and bunkers on board
Bridge manning at time of grounding
the following additional information must be included.
Navigation aids in use 2. Circumstances leading up to the damage:
Set and drift of current Pilot involvement Course steered ( include adjustments made because of the
An estimate of how long the vessel can safely remain without Position and movement of other ships in the vicinity where weather)
assistance under the prevailing circumstances relevant Engine revolutions ( include adjustments made because of the weather)
Weather
Nature of any assistance required 4. Actions taken after grounding: Wind force and direction
Give the names and positions of any Company ships contacted, Involvement of other parties: Sea state and swell
and those of associated companies in the vicinity Tugs Visibility
Port Authorities
Estimated time of readiness to proceed Classification Societies 3. Particulars of damage.
9) Details of cargo etc. lost overboard P & I Club ( Involved if third party damage incurred)
4. Any action taken to make good the damage.
10)Any other relevant information 5. View on cause of grounding. Outstanding repairs
List of damaged equipment requiring replacement

Loss of Anchors Position Report
1. Voyage from - to. Date and time: This report is transmitted within 24 hours of departure and continue to be
Position (latitude and longitude), also give additional details such transmitted within 48 hour intervals during the course of the voyage. It should
as actual bearings and radar distances include the ship’s name, time and position, together with the destination and
latest ETA.
Depth of water and nature of bottom
Tidal state and current Arrival Report
2. Operation in progress: This report takes the form of a simple statement that the vessel has reached her
Anchoring intended destination. It should be transmitted as soon as practicable upon
Weighing anchor arrival.
At anchor
Deviation Report
3. Method in use: This report is used to notify AMVER of any changes to the original sailing
Walking out plan that take place in the course of a voyage. Should the vessel receive a
On the brake change of orders the sailing plan should be reviewed and any changes that may
apply advised in the form of a deviation report.
4. Which anchor and how much cable lost.
Pro-forma messages are printed in the Admiralty List of Radio Signals.
5. Any other damage.
Vessels participating in the scheme also receive a comprehensive guide in the
AMVER form of the AMVER users manual.
The principle of any ship reporting system is to tap the resources of the Full details of the scheme can be obtained from:
numerous merchant vessels that are at sea at the time of a marine incident. One
The Commander Atlantic Area,
or more vessels may offer the earliest possible response if located near the
U.S. Coastguard
casualty. The purpose of AMVER is to maximise the effectiveness of response
Governors Island
to a marine emergency by co-ordinating and controlling the assisting ships.
New York
NY 1004 - 5099
AMVER (Automated Mutual-Assistance Vessel Rescue) is operated by the
USA
United States Coastguard for all merchant vessels of more than 1,000 grt, on
voyages in excess of 24 hours, regardless of nationality. AMVER centres
or
located in New York and San Francisco are capable of processing data auto-
matically and in the event of a marine incident co-ordinate the vessels most
The Commander Pacific Coast Area,
suitable to respond. The data is received through a vessel reporting system,
US. Coastguard
these reports may be made free of charge through participating stations.
Government Island
Almeda
The reports are made in the following format:
California
94501 - 5100.
Sailing Plan
AUSREP
This report may be made well in advance of departure from a port. The report
includes the ship’s name and call sign, the ports of departure and destination, A similar system is in existence on the Australian coast under the name
and the navigational route to be followed between them, along with estimated AUSREP. Participation in this scheme is compulsory for all vessels navigating
departure and arrival times. Any special resources such as advanced commu- between Australian ports. The scheme follows a similar reporting format to
nication systems should also be included in the report. AMVER, and full details are listed in the Admiralty List of Radio Signals.
Departure Report
This report is transmitted as soon as possible after departure. It should include

the ship’s name, call sign, and time of departure and either confirm that the
original sailing plan remains valid or update the changes instigated.

4.2.7 Emergency Procedures d) Exhibit NOT UNDER COMMAND signals. e) Close all watertight doors and fire doors.
General
e) Broadcast warning to ships in the vicinity. f) Switch on deck lighting as required.
Introduction
f) Ascertain the vessel’s position. g) Establish the vessel’s position and update the communication
The following sections contain the main steps in following the emergency centre.
procedures. For a detailed reference to a specific procedure, please refer to the Failure of Bridge Main Engine Control
Safety and Quality Contingency Manual and the relevant sections of the h) Consider using fixed extinguishing systems to prevent the spread
a) Inform the Master.
Bridge Procedures Guide. of the fire.
b) Inform the duty engineer/Chief Engineer.
Gyrocompass Failure i) Conduct a crew check before using the total flooding system.
c) Change over to engine room control.
a) Change to manual steering using the magnetic compass. j) Prepare to vacate the berth if required.
d) Establish emergency communications via telephone/portable
b) Inform the Master. radios. k) Consider disembarking non-essential personnel.
c) Check if the other gyros (if more than one on board) are working Power Supply Failure Fire in the Engine Room
and if so change over to the back-up system.
a) Inform the Master. a) Sound the fire alarm and muster the crew.
d) Change over and re-align the gyro repeaters to the back-up gyro.
b) Ensure the emergency power supply cuts in. b) Activate the emergency shutdown system in agreement with
e) Establish the vessel’s position. terminal duty personnel, if in port.
c) Check that the gyrocompass is in order.
f) Inform the gyro maintenance crew member. c) Direct the Emergency Response Team to tackle the fire.
d) Check that the navigational equipment is in order.
g) Check all equipment coupled to the gyro including: d) Consider using fixed extinguishing systems depending on the
extent of the fire.
e) Check the autopilot and change over to manual steering if
Autopilot
required.
Radars e) Conduct a crew check before using the total flooding system.
Direction finder f) Check that the steering gear is in order and change over to
emergency steering as required. f) Establish the vessel’s position and update the communication
Course recorder centre.
Repeaters g) Prepare emergency navigation lights.

g) Prepare to vacate the berth if required.
Turn indicator h) Consider broadcasting a warning to ships in the vicinity.
h) Consider disembarking non-essential personnel.
Satnav
Fire
Satcom
Main Engine Failure a) Sound the fire alarm and muster the crew.
b) Stop all cargo operations.

a) Inform the Master/Chief Engineer.
b) Change to manual steering and steer the vessel away from danger c) Ascertain the source of the fire and initiate the Emergency
areas. Response Team to tackle the fire.
c) Prepare anchors if in shallow waters. d) Stop ventilation as required.

Battening Down the Engine Room c) Re-transmit the distress message, if required to do so under the Piracy - when Passing or Approaching Pirate Waters
GMDSS procedure.
a) Stop the main engines and shut down the boilers. a) Proceed at full power.
d) Establish the position of the vessel in distress.
b) Sound the evacuation alarm. b) Keep radar and visual lookout including aft.
e) Maintain a listening watch on distress frequencies (2182 kHz /
c) Stop all ventilation fans. c) Illuminate the outside of the ship.
VHF channel 16 ).
d) Start the emergency generator and put on load. d) Have searchlights, signalling equipment, rockets and flares
f) Refer to search and rescue procedures in the IMO ‘Search and immediately available.
Rescue Manual’.
e) Trip quick-closing valves and the engine room auxiliary
machinery from the fire control centre. e) Continuously run fire pumps and direct two jets of water from the
g) Establish communication with surface units and SAR aircraft on poop on each quarter.
2182 kHz and/or VHF channel 16 or selected frequencies as per
f) Count all personnel and ensure none are in the engine room. GMDSS regulations. f) Keep all pass keys separate from other keys and conceal in a safe
g) Close all fire flaps and funnel doors. place when not in use.
h) Look for survival craft radar transponder signals on the radar.
h) Close all doors to the inert gas plant and engine room. g) Close all openings and entrances on deck.
Abandonment / Evacuation
i) Start the emergency fire pump and pressurise the fire main. h) Agree on an alarm signal to be given if boarding is discovered.
a) Send a distress signal by DSC Distress Alert
j) Operate the CO2 system. Piracy - when Boarding is Discovered
b) Prepare for abandonment. Select survival craft/embark stretcher
cases. a) Sound the general alarm.
Flooding
c) Search for missing persons. b) Turn on all lights, use floodlights and signal lamps to show the
a) Sound the emergency alarm/inform the Master. pirates that they are discovered.
d) Alert vessels in the vicinity.
b) Close all watertight and fire doors. c) Make VHF/radio contact with shore stations and ships in the
vicinity and ask for help.
e) Collect/distribute radio equipment/survival suits/medical
c) Check for casualties. equipment/seasickness medication.
d) If practical, barricade the bridge, engine room and crew in a
d) Switch on deck lighting if required. secured area.
f) Notify the Company.
e) Sound all tanks and establish the extent of the damage. e) Avoid direct confrontation with the pirates.
g) Manoeuvre the ship to facilitate abandonment.
f) Establish the vessel’s position and inform the communication
h) Activate the EPIRB.
centre.
i) Abandon ship. The order to abandon ship will be given verbally
g) Evaluate the ship’s stability.
by the Master.
h) Prepare pumps to transfer ballast as required.
j) Endeavour to remain close to the position given in the distress
alert.
Search and Rescue
a) Acknowledge the distress message on the appropriate R/T

channel.
b) Inform the Master.

Local War g) Keep the Company informed of the developments. f) Notify the next of kin via the company.
a) Investigate in consultation with agents, the possibilities of leaving Diving Operations g) In case of death of a seaman, the Master is to submit a report
harbour by own means if the situation gets worse. stating the full circumstances leading to the death.
a) Check that divers hold appropriate certificates.
b) Find out if mines or other obstacles have been placed in the fairway and h) If the vessel is in Danish waters, the Company shall make
the possibility of shifting the vessel to a less exposed area. b) Hoist the appropriate signal (flag ‘A’). arrangements for repatriation of the body/coffin.
c) Inquire if other ships in the harbour intend to break out and how c) Warn ships in the vicinity. i) If the vessel is in a foreign port, the Master with agents assistance,
they estimate their chances of success. will arrange repatriation of the body/coffin by air.
d) If in port, inform the port authorities.
d) Terminate all cargo handling, inform the complement and make j) Prepare a witnessed record of personal effects, valuables and
the ship ready for sea. e) The impressed current cathodic protection is to be switched off. papers and return as per the Company’s instructions.
e) Consider the possibilities of handling the ship out from the quay f) Suction valves on the side or vicinity of diving are to be shut.
and prepare for cutting the moorings.
g) The turning gear is to be engaged.
f) Start preparations for casualty control should the ship be damaged
due to hostilities. h) The duty engineer is to be warned of inadvertent discharge (boiler
blowdown).
g) Consider the best possible place of refuge with retreat possibili-
ties for the complement in case the vessel comes in the line of fire. i) Communicating signals are to be understood by both divers and
the standby team.
h) If staying on board is dangerous, consider evacuating the
complement to the safest place of refuge ashore. j) Ensure that adequate persons are on standby.
i) If evacuation is possible, make ready and prepare all actions k) The standby team is to maintain contact with the bridge.
necessary before abandonment.
l) The diving boat is to observe safety and fire precautions at all
j) After abandonment activate the radio beacon. times.
Call/Stay in an Area of Conflict m) The diving operation is to be monitored continuously by the

standby team.
a) If it suspected that the ship may come under fire, the complement
should be kept inside as far as practical. Death on Board
b) Lifesaving equipment, lifeboats and rafts should be inspected and a) If death is suspected to be caused by a criminal offence, follow the
made ready. guidelines in the contingency manual.
c) The medicine chest, hospital, first aid box and stretcher should be b) If death occurs while the vessel is in port, a death certificate must
inspected and kept ready for use. be issued by a doctor.
d) Inform the complement about the hazards and actions intended to c) If death occurs at sea, summon a doctor in the first port of call and
be taken, in detail. request a death certificate on the basis of the logbook entries.
e) Reinforce the wheelhouse and bridge with sandbags etc. d) Consult the Company and family before considering burial at sea.
f) Lift and secure the gangway. Close the mooring pipe, rig hawsers e) Unless burial at sea is authorised, the body should be kept in a
and run water on deck. refrigerated space until arrival in port.

4.2.8 Bridge Dead Man Alarm System
When the bridge operates with only one officer on watch, the protection of the
officer is monitored using the ‘Dead Man Alarm’ system.
At a preset time, determined by the Master, an alarm bell is set off which must
be answered within 3 minutes. The officer of the watch presses the reset
button, which sets up another preset time sequence, before the alarm buzzer
sounds again.
If for any reason the officer of the watch fails to acknowledge the buzzer alarm
on the bridge, an alarm in a dedicated officer’s cabin will sound, which
immediately calls the summoned officer to the bridge to investigate.
The reset buttons for the system are positioned at the following locations:
X-band radar console
S-band radar console
Forward chart table, near the GPS navigator panel
Aft chart table, near the GPS and Loran C navigator panels
Main manoeuvring console

Part 5
Mooring and Deck Systems

Illustration 5.1.1a Mooring Arrangement
Remote
Rope Control
Store Stand Stage For
Anchor Watch
Non-Slip
Mooring Paint
Winch
Aft Mooring Windlass

Fore Mooring
Deck Deck
Mooring
Winch
Mooring
Winch
Non-Slip R.H.
Paint
Mooring
Winch
Windlass
Non-Slip
Ramp Paint
Remote
Control
Remote Stand
Control
Stand Stage For
Remote Anchor Watch
Control
Stand
Shore Shore
Issue: 1 5.1 Mooring - Page 1 of 11

5.1 Mooring Reduction Gears Operation of Drum
The gear case is of totally enclosed watertight construction containing a pinion
5.1.1 Mooring Arrangement and a gear wheel.The gear sits in an oil bath and the main bearings are force a) Start up the hydraulic pumps on the pump station.
feed lubricated by a plunger pump driven by the motor shaft.
Manufacturer: Nippon Pusnes Co Ltd ! CAUTION
Model: S20HM Driving Unit Ensure that the windlass/mooring winch manual flow limiter is at the
MOORING position otherwise damage may occur to the motor if in the
The hydraulic motor is a ‘staffa’ radial piston type high torque, two speed WINDLASS position due to it being run greater than the permissible
Mooring Winch motor with local control valve attached to the hydraulic motor. speed during high speed operation.
Six mooring winches are provided: The motor allows for changeover between settings even under full load and b) Synchronise the clutch by turning the motor as necessary and
One on the port side of No.8 car deck forward combined with the speed operation. The two preset displacements are fixed in the proportion of 1 engage the same.
windlass to 3.5 when changing from low speed to high speed range, thus the speed
increases but the pull decreases 3.5 times. c) Insert the locking pin into the clutch lever.
One on the starboard side of No.8 car deck forward combined with the
windlass
Controls d) Release the band brake.
One on No.8 car deck centre forward Local
e) Pay out or haul in the mooring rope as required with the control
One on the starboard side of No.8 car deck aft A local control valve is mounted on each hydraulic motor and is activated by
lever.
Two on No.8 car deck aft port and starboard sides. a three position lever, which on release is spring centred to the stop position.
The other two positions are heave and lower. The speed is variable, according
f) Stop the winch by placing the control lever in the NEUTRAL
All winches are equipped with a split winch drum and all have one warping to the amount the lever is deflected towards the heave or lower positions,
position.
end except for the forward centre winch and the port aft winch. within the range of the hydraulic unit.
g) Engage the drum brake and disengage the clutch lever.
On the side of the local operating valve is a hydraulic motor speed range valve.
Rope Drum
This valve is a three position manual lever. Under normal conditions, the
The declutchable split drum with band brake consists of: h) Stop the hydraulic pumps at the pump station.
speed control lever will be set to automatic speed control, which will change
Drive source: Hydraulic the speed setting of the hydraulic motor according to the load acting on the
mooring line. Auto Tension Facility
Rope capacity: 200 metre 65 mm diameter nylon rope
Low Speed: The hydraulic oil is led to both chambers in the hydraulic motor, It is possible to use the mooring winch as a self-tensioning device during
Clutch control: Manual loading and unloading operations as follows:
which then produces maximum torque.
Brake control: Manual
High Speed: The hydraulic oil is led to only one chamber in the hydraulic a) Start up the hydraulic pumps on the pump station.
Winding load: 20 ton at first layer
motor which then runs at maximum speed. The relation between the torque in
Winding speed: 15 metres/minute range 1 and range 2 is approximately 3.5:1 and the relation between the speeds (Note ! Ensure that the windlass / mooring winch manual flow limiter is at the
is 1:3.5 respectively. MOORING position otherwise damage may occur to the motor if in the
Slack rope speed: 52.5 metres/minute WINDLASS position due to it being run greater than the permissible speed
Brake capacity: 60 ton at first layer Conventional Mooring during high speed operation.)
A total of twelve 65 mm diameter nylon ropes are capable of being deployed
Warping Drum b) Synchronise the clutch turning the motor as necessary and engage
for the mooring of the vessel. Forward on No.8 car deck each cable lifter has
The warpng drum consists of one fixed warping drum keyed on the main the same.
two rope drums attached. These can be deployed as head lines, breast lines or
shaft of non-whelp construction. springs depending on the berth configuration. On the forward part of No.8 car
c) Insert the locking pin into the clutch lever.
Winding load: 15 ton on drum deck one winch is situated with two drums right forward, these can be used for
head lines.
Slack rope speed: 52.5 metres/minute d) Release the band brake.
On the after end of No.8 car deck there are three winches, all with two drums.
e) Pay out or haul in the mooring rope as required with the control
The after two are used for stern lines or breasts,whilst the third winch has its
lever.
drums in the thwartships line, and is primarily used for breast lines or springs.

Illustration 5.1.1a Mooring Arrangement
Remote
Rope Control
Store Stand Stage For
Anchor Watch
Non-Slip
Mooring Paint
Winch
Aft Mooring Windlass

Fore Mooring
Deck Deck
Mooring
Winch
Mooring
Winch
Non-Slip R.H.
Paint
Mooring
Winch
Windlass
Non-Slip
Ramp Paint
Remote
Control
Remote Stand
Control
Stand Stage For
Remote Anchor Watch
Control
Stand
Shore Shore

f) Stop the winch by placing the control lever to NEUTRAL. i) Stop the winch by placing the control lever in the NEUTRAL
position.
g) Change the position of the changeover valve from NORMAL into
AUTO. j) Engage the drum brake to ON and disengage the clutch lever to
OUT.
h) Set the manoeuvring lever at AUTO position.
k) Stop the hydraulic pumps on the pump station.
i) On completion of mooring set the manoeuvring lever to
NEUTRAL and apply the brake. l) Set the bypass valves on the transmitters back to BYPASS.
j) Engage the drum brake and disengage the clutch lever.
k) Stop the hydraulic pumps on the pump station.
Remote Control Operation
The winches can be operated from a remote location near the ship’s side
allowing the winchman an unobstructive view of the mooring operation;
a) Start the hydraulic pumps on the pump station.
b) Connect the handle for operating the control valve and the
receiver for the remote control with the arm.
! CAUTION
Ensure that the windlass/mooring winch manual flow limiter is at the
MOORING position otherwise damage may occur to the motor if in the
WINDLASS position due to it being run greater than the permissible
speed during high speed operation.
c) Select the remote control stand to be used and set the bypass valve
to IN OPERATION.
d) Ensure that the bypass valves on the other remote control stand
have also changed to the IN OPERATION position. The control
handle must be clutched by the stopper in the NEUTRAL
position.
e) Ensure that the clutch of the drum not in operation is set at the
position OUT, and the brake set at the ON position.
f) Set the clutch of the drum to be used at the position IN.
g) Set the brake of the drum to be used at the OFF position.

Winch Remote Control Stand
h) Operation of the speed control valve can be controlled within the
range of 0-15 m/min, for the low speed (first layer) and 0-45
m/min for high speed (first layer), according to the operating
angle of the operating handle.

5.1.2 Anchoring Arrangement Driving Unit j) Release the brake slowly by means of the brake handle, and drop
The hydraulic motor is a staffa radial piston type high torque, two speed motor the anchor at a controlled rate.
Manufacturer: Nippon Pusnes Co Ltd` with local control valve attached to the hydraulic motor. The motor allows for
Model: J-23CUO + S20HM changeover between settings even under full load and speed operation. The ! CAUTION
two preset displacements are fixed in the proportion of 1 to 3.5 when changing When the anchoring speed is too high, it is possible that the anchor will
Combined Anchor Windlass/Mooring Winches from low speed to high speed range, thus the speed increases but the pull run away and the brake lining will become damaged by heat.
Windlass decreases 3.5 times.
k) Screw up the brake tight when the required amount of cable has
The windlass consists of one declutchable cast steel cable lifter with band Cable Lifter been released, but checking to ensure not too much weight comes
brake and a bellmouth with chain stopper included for each cable lifter. on the cable.
The cable lifter is of five whelp construction equipped with hydraulic brake.
Performance of Cable Lifter Situated outboard of each cable lifter is a roller type anchor wire stopper. The
anchor stopper is of welded steel construction with a cast steel roller and two l) Apply the chain stopper wire.
Maximum static load: 46.8 ton welded eye plates, placed over either side of the hawse pipe to facilitate the
securing of the stopper wire. Adjustment is made by a turnbuckle connected to m) Stop the hydraulic pumps at the pump station.
Lifting load: 31.2 ton
the wire and tightened as required.
Lifting speed: 9 metres/minute Alternatively the anchor may be walked out completely until the required
Two AC 14 high holding power stockless anchors of cast steel construction are scope of cable has been laid out.
Chain diameter: 81 mm
fitted along with an anchor chain of extra high strength steel. The chain is
Brake capacity: 221.5 ton connected to the anchor with a swivel and Kenter joining shackle, a further Procedure for Hauling in the Anchor
Combined Mooring Winch joining shackle is fitted every 27.5 metres (one shackle). The end of each
anchor cable is secured at the upper part of the chain locker, with a release a) Start the hydraulic pumps at the pump station
A mooring winch is combined with the anchor windlass and equipped with system which can be operated from outside the locker.
two split wire drums and one warping end. (Note ! Ensure that the windlass/mooring winch manual flow limiter is at the
Controls WINDLASS position.)
Drum
Both windlasses/winches can be controlled locally or from remote control b) Engage the claw clutch of the windlass.
The drum consists of two declutchable split drums with band brakes. stands on either side of the forward end of No.8 car deck.
Drive source: Hydraulic c) Release the chain stopper wire
Procedure for Lowering the Anchor Using the Motor
Wire capacity: 200 metre 65 mm diameter nylon rope
d) Release the windlass brake band.
Clutch control: Manual a) Start the hydraulic pumps on the pump station.
e) Pull the control lever to HEAVE position.
Brake control: Manual (Note ! Ensure that the windlass/mooring winch manual flow limiter is at the
Winding load: 20 ton at first layer WINDLASS position.) f) Haul in the anchor, reducing the speed to minimum as the anchor
reaches the near housed position.
Winding speed: 15 metres/minute b) Remove the spurling pipe and hawse pipe covers.
Slack rope speed: 52.5 metres/minute g) Engage the brake band and chain stopper wire.
c) Engage the clutch of the windlass.
Brake capacity: 60 ton at first layer
h) Disengage the claw clutch lever.
d) Insert the locking pin into the clutch lever.
Warping Drum
i) Stop the hydraulic pumps on the pump station.
It consists of one fixed warping drum keyed on the main shaft of non-whelp e) Remove the chain stopper lashing wire of the anchor.
construction.
j) Secure the hawse pipe and spurling pipe covers as required.
Winding load: 15 ton on drum f) Release the band brake.
Slack rope speed: 52.5 metres/minute g) Check over the side to ensure that it is clear.
Reduction Gears h) Lower the anchor to the water controlling the speed of descent
The gear case is of totally enclosed watertight construction containing a pinion with the control lever on the unit.
and a gear wheel. The gear sits in an oil bath and the main bearings are force
feed lubricated by a plunger pump driven by the motor shaft. i) Secure the anchor brake and disengage the clutch lever.

5.1.3 Anchoring, Mooring and Towing Procedures f) Ensure adequate communication is established and maintained Persons involved in towing operations should be briefed in their duties and the
between bridge and focsle. necessary safety precautions.
General
g) Anchors that are housed and not required should be secured Care shall be taken to keep clear of rope bights. Similarly, whiplash areas
When anchoring, mooring or towing, the main priority at all times shall be the against accidental release. should be evaluated, with personnel warned of the consequences of parting
safety of personnel, the vessel and its cargo and the prevention of damage to the lines and associated danger zones.
berth. This includes other ships, floating hoses, mooring boats, tugs or any other h) When the vessel has completed anchoring and the brake applied,
objects in the vicinity. Remember a safe operation is an efficient operation. ensure that the cable stopper is lowered and correctly positioned When letting go of towlines, ensure all personnel are clear of the end eye.
with lashings to prevent jumping. Cable stoppers form an integral Preferably, the eye should be lowered, under control of a slip line, thus
Safe mooring should also include the use of proper clothing, teamwork, com- part of cable restraint equipment and are designed to take the avoiding danger of injury and line snagging.
munications, use of a mooring plan, team selection and briefing prior to arrival. anchoring loads.
The surfaces of fairleads, bollards, bitts and drum ends should be kept clean
i) After heaving up the anchor and before entering open seas, ensure and maintained in good condition. Rollers and fairleads should turn freely and
All operations should comply with the Code of Safe Working Practices for
that the anchor is not twisted in the hawse pipe and that the flukes be in a sound condition.
Merchant Seamen and the terminal and port requirements.
are gently heaved hard up against the hull. Cable stoppers must
The decks of mooring areas should be treated to ensure anti-slip properties.
Anchoring Procedures also be in position, together with securing chains.
This can easily be accomplished by spreading fine salt free sand on top of wet
Clearing the anchors is the term used for removing the anchor securing chains. paint or using dedicated anti-slip paint.
j) To prevent flooding of the chain locker at sea, spurling pipes
should be properly covered and chain lashed.
a) Prior to removing the chains, the windlass should be turned over Always ensure there are sufficient personnel available at each mooring station
with full hydraulic pressure, then operated in the heave mode, to It is obviously good seamanship for all deck officers to become acquainted to accomplish their assigned tasks safely.
check that the brake is secure. Once it is certain that the brake is with the method used to secure the cables within the lockers, since the need to
Procedure for Changing Moorings and Moving the Vessel
secure the chains may be removed. However, the cable stopper is slip a cable may be both unexpected and urgent. A prolonged search for the
to remain in the lowered position. bitter end release mechanism, only to find it seized is not in keeping with good
a) Always ensure that sufficient personnel are on duty (and on deck),
seamanship. Always keep the mechanism lubricated and free of obstructions.
to safely handle the operation in hand and maintain the ship in a
b) Before lowering, letting go (and heaving-in), always check that
Towing safe condition. If the moorings have to be secured on bitts, at least
the area below and in the vicinity of the anchor is clear of small
three men are required at the mooring station. If moorings are
craft, tugs etc.
Towing operations lead to large loads being applied to ropes, fairleads, bitts winch reeled, two men should be sufficient.
c) Before letting go, always ‘walk’ (lower in gear) the anchor out of and connections. A sudden failure of any part of the towing arrangement can
have serious consequences, which should be considered, and appropriate b) If the shore require changes in the mooring arrangements, the
the hawse pipe close to the waterline. In waters up to 20 m deep,
safety precautions taken. Master must approve the changes. When there is a strong off-
the anchor and cable can be let go on the run. In waters over 20 m
berth wind or current, extra precautions must be taken to ensure
deep, the anchor should be first walked out close to the seabed
Only mooring lines in good condition, specifically allocated to towing, should that the required changes do not prejudice the safe mooring of the
and then let go. This ensures the anchor will not be damaged after
be deployed to tugs. These lines, one forward and one aft, should be kept apart vessel.
falling a considerable distance onto a hard seabed, also the cable
and not used for mooring except in an emergency. The towing lines and
will not run out of control and cause excessive weardown of the
associated equipment must be inspected prior to use. Any line found with c) If there is any possibility of danger, the Chief Engineer should be
brake.
defects, and/or excessive wear, must be rejected for use as a towing line. on duty in the engine room to activate the engine should the need
arise. In all cases the duty engineer should be advised.
d) When anchoring, it is preferable to have a slight astern movement Particular attention is drawn to the need to ensure that roller fairleads, bollards
over the ground. As a guide, this should not be in excess of half a etc. are: d) Sufficient power should be available to operate the mooring
knot in water depths up to 20 m. Where the water depth is in
Suitably sited to avoid obstructions winches on full tension.
excess of 20 m, it is preferable to have zero speed over the ground
until it is confirmed that the anchor is on the bottom. Slight stern Effectively secured to the ship’s structure e) If necessary, all cargo operations should be suspended during any
way can then be allowed to build up, with the anchor cable
Not unacceptably weakened by corrosion or age mooring changes.
developing a lead and the cable being paid out under control,
usually in sections of one shackle or shot, which is 26 m (15
Of suitable design, with a SWL for the intended use The Chief Engineer must be made aware of the possible requirement for the
fathoms) (emergencies excepted).
engines and be on duty in the engine room to act as required during the repo-
Suitable communications should be established between the bridge and sitioning.
e) Ensure that the windlass operator and others in the vicinity, wear mooring station prior to the commencement of operations.
goggles, hard hat, safety shoes and a good pair of overalls.

f) All crew should be called to mooring stations and communica- DO NOT use dangerously worn lines. e) Have messengers of natural fibre rope, and heaving lines of
tions established with fore deck, poop, bridge and shore manifold appropriate size, ready in advance.
watchman. DO take care when letting go lines, as the end of a line can whiplash and cause
injury or snag. To avoid this, it may be necessary to rig a slip line to assist in f) Nobody should attend mooring stations unless they are wearing
It should be noted that if the ship is well moored and the lines properly tended, controlled slacking. safety shoes, a safety helmet, a boiler suit, suitable gloves and any
the vessel will remain in position in almost all weathers. other items of safety clothing that may be deemed necessary.
DO wear a safety hat.
It is, therefore, important to plan the mooring, giving specific attention to deployment g) Fire wires, fore and aft on the seaward side, must be rigged
of reeled moorings, which will inevitably take most of the strain. Try to ensure that DO wear gloves when handling wires. according to terminal requirements, or with the eye maintained
at least one back spring aft and one spring forward are winch reeled lines. one metre above water level at all times, along with 6 full turns on
DO ensure adequate communications are established before starting a pair of bitts.
Handling Moorings operations.
Requirement for Tug Handling
When handling moorings the following guidelines should be followed.
DO ensure that only experienced persons are permitted to operate winches. Only use properly placed closed fairleads and associated bollards, which have
DO NOT surge synthetic ropes on drum ends. a direct lead from fairlead to bollard, for the securing of the tugs line.
DO use all split spool drums correctly, with the last few turns changed to the
DO NOT stand too close to winch drum or bitts when holding a line under narrow part of the split drum. A means for heaving the tugs line aboard with the ship’s heaving line or
tension. If the line surges you could be drawn into the drum or bitts. Stand back messenger must be provided, i.e. use of suitable fairleads, bollards, etc. to lead
and hold the line at a point about one metre away from the drum or bitts. DO ensure all spool drums are reeved in the correct direction, so that the load the heaving line on to the warping head of a mooring winch. The person
is transferred to the fixed part of the brake band. operating the winch must have line of sight to the person at the ship’s side
DO NOT apply too many turns; generally 4 turns are sufficient. directing the operation.
DO ensure all winch controls are clearly marked.
DO NOT bend the rope excessively. Environmental Effects On Mooring
DO have an axe and sharp knife always available, and a flashlight for night
DO NOT stand in the bight of a rope. operations. The moorings of a ship must resist environmental forces such as:
DO NOT leave loose objects in the line handling area. If a line breaks it may Fire Wire
Wind forces, which vary with the amount of exposed area of the ship and
throw such objects around as it snaps back. These wires must hang over the opposite side of the vessel to the berth, and are direction of blow such as offshore or onshore. Ensure the moorings have
required so that tugs may pull the ship away from a berth, without the adequate strength and length to meet adverse weather, in order to avoid any
DO NOT have more people than necessary in the vicinity of a line. assistance of crew members, in the event of an emergency. A fire wire can be condition which may lead to a dangerous occurrence. A weather report from
provided by securing a wire to bollards with six full turns and led directly to a another ship or port will give a clear picture of the situation.
DO NOT hold a line in position by standing on it. ship side fairlead, with no slack on deck. At no time should the free end eye of
the fire wire enter the water. Current, which can increase or decrease the effect of wind.
DO NOT lead wires through excessive angles.
General Mooring Procedure Tidal range is the most common cause of line failure whilst moored to a jetty,
DO NOT use leads out of alignment with the spool or drum end (warping sea island or quay.
drum). Mooring to Berth
Surging, caused by interaction with a passing ship, may cause shock loading
DO NOT leave winches and windlasses running unattended. a) Select and brief the mooring party of the known situation prior to on the mooring lines e.g. whilst the vessel is moored in a narrow channel, to
the pilot boarding. buoys at bow and stern, awaiting transit through canals or berth vacancy. The
DO NOT use winches in the automatic self-tensioning mode. Self-tensioning vessel should have enough lines to the buoys to resist any possible effect.
winches have been found to be the cause of accidents and are no longer to be b) Consult with the pilot for mooring requirements at the berth and
construct the final plan. In some ports, where the berth is exposed to the sea, a high long swell may be
used in that mode. present. Doubling up the lines in the same direction as the external force can
c) Brief the officers in charge of the mooring stations regarding the reduce the cradle effect on a vessel. The wear and tear of mooring lines can be
DO NOT attempt to handle a wire or rope on the drum end, unless a second reduced by having rollers fairleads and lines lubricated.
person is available to assist in removing the build up of slack. mooring plan, ensure they understand all requirements and that
the plan meets with their approval. Draught changes, in combination with other factors, can use cause excessive
DO NOT allow a rope or wire being paid out to run out of control. Always strain on mooring lines and have an adverse effect on loading arms. This can
ensure a line has one turn on the bitts before being paid out. Wires on dedicated d) Prepare mooring stations forward and aft. Lines should be run to be avoided by close observation of the tidal condition during loading and
stowage reels (not mooring winches) must never be paid-out directly. the fairleads in accordance with the plan. discharging.

Illustration 5.1.4a Bow and Stern Thrusters
Stern Bow
Thruster LO Thruster LO
Gravity Tank Gravity Tank
LAL LAL
Pump Unit Pump Unit

LV601 LV701
PS PS
(Set At (Set At
45kg/cm2) 45kg/cm2)
P P
Pu Pu
T T T T T T
Thrusters Control Bridge Wing Panel
LV602 LV702
Key
Stern Thruster Bow Thruster

Hydraulic Oil

5.1.4 Bow and Stern Thrusters 3. The stern tunnel thruster facilitates the manoeuvring of the vessel Construction
to a great extent when speeds are low or zero. The stern thruster
Bow Thruster is also a useful complement to the ship’s rudder even at higher The main part of the thruster is the propeller hub with the blades and the
speeds. The thruster and the rudder together give an increased propeller shaft. The input shaft is supported by spherical roller bearings and a
Maker: Kawasaki steering effect. thrust bearing while the propeller shaft is supported by two sets of spherical
Type: KT-187B1 roller bearings and a thrust bearing. The shaft rubber sleeve seals prevent water
Motor rated: 3,300V 1,300kW 4. The thrust is controlled by changing the pitch of the blades. The penetrating and oil leakage. The bevel gear is a right angle reduction gear
Motor speed: 1,160 rpm propeller always rotates in the same direction. As starboard and comprising an input shaft pinion and a propeller shaft bevel gear.
Propeller speed: 245 rpm port thrust must be equal, the blades are designed with zero initial
Propeller diameter: 2,400 mm 4 blade pitch and symmetrical blade section. The thrusters have two The propeller blades are cast from high-strength nickel aluminium bronze
Blade angle, max: ±21º purposes. One is to keep the vessel in position in a crosswind, the while the hub is cast from high-strength brass. The propeller shaft itself is
other one is to turn the vessel at zero or low speeds. forged carbon steel while the gears are made from alloy steel and the gear
Stern Thruster casing is ductile iron. The thruster drive motor is coupled to the propeller hub
(Note ! When a stationary vessel is turned with a tunnel thruster, the vessel is unit via a flexible coupling and a universal joint.
Maker: Kawasaki also given a sideways motion. The simultaneous turning and crabbing results
Type: KT-105B1t in a slow longitudinal motion of the vessel, ahead when the forward thruster Operation
Motor rated: 450V 770kW is used and astern when the stern thruster is used. This should be kept in mind
Motor speed: 1,160 rpm when manoeuvring in narrow harbours.) The thrusters can be started from their local positions, if required, which is at
Propeller speed: 327 rpm the motor starters in the thruster rooms. The starter cabinets have facilities to
Propeller diameter: 1,800 mm 4 blade (Note ! The transformer for the forward thruster is only rated for 30 minutes at start and stop the hydraulics and the drive motors. There are also status, fault
Blade angle, max: ±21.4º full load.) and alarm indication lamps and controls for the room and transformer space
Overview heaters. The front panel also houses a running hour meter and motor voltmeter
Operating Principle and ammeter.
The vessel is equipped with a bow and stern thruster.
In the propeller hub there is a servomotor which turns the propeller blades. The Remote Control System
The forward thruster is driven by a 3.3kV 1,300kW electric motor. As the servomotor consists of an integrated piston and an axially moving sliding
ship’s electrical network is 450V, a 450/3,300V 1,700kVA air cooled block. The remote control system is used to control the pitch setting of the thruster.
transformer is utilised to raise the voltage. This transformer is located in the
bow thruster starter cabinets. The stern thruster is driven by a conventional The propeller blades are connected to blade carriers by blade bolts which allow The system can order both port and starboard manoeuvres by changing the
450V 770kW electric motor. the blades to be changed, if required, within the thruster tunnel. pitch setting while the propeller blades continue rotating in one direction.
Control of the thrusters is from either the central bridge console or one of the Pressurised oil from the controlled hydraulic solenoid is fed to the hydraulic The manoeuvring is performed from a control station using the control dials (at
bridge wing consoles. the central wheelhouse control panel) or levers (at the wing control panels).
servo motor through pipes in the propeller shaft resulting in the movement of
the servomotor piston. The piston movement is converted into the rotary When ordering thrust with the control dials or levers, the system applies the
! CAUTION proper pitch setting according to a predefined pitch curve, allowing the thrust
The ship’s speed must be below 5 knots before using the bow and stern movement of the blades by the sliding block.
to be proportional to the lever position.
thrusters.
Each blade is provided with a sealing ring to prevent water entrance to the hub
or oil leakage. When manoeuvring, the load of the drive motor is controlled by the system
Each thruster system consists of four main parts:
through automatic regulation of the pitch. The maximum allowed load is
Lubrication determined by the ‘load limit’. The blade pitch will be automatically reduced
1. A tunnel with propeller unit, an electric driving motor, a hydraulic
if the control equipment senses that the drive motor is being overloaded.
system, and an electric control system.
The gears and bearings inside the case are lubricated by the bath method. The Only one control station can be in command at any time, either the port or
2. The propeller unit is driven by an electric motor at a constant speed lubrication oil in the gearcase is kept at a positive pressure by the header tank starboard bridge wing or the central control panel. On each control station the
and single direction of rotation. The propeller is provided with to ensure that in the case of leakage, oil leaks out and sea water ingress is actual pitch setting of the thrusters will be continuously indicated.
hydraulically adjustable propeller blades, which makes it possible avoided. The subsequent loss of oil will also indicate that there is seal damage.
to vary the magnitude and direction of thrust. The driving motor can be started only when the propeller blades are in the zero
pitch position, which reduces the starting torque to a minimum.

Illustration 5.1.4a Bow and Stern Thrusters
Stern Bow
Thruster LO Thruster LO
Gravity Tank Gravity Tank
LAL LAL
Pump Unit Pump Unit

LV601 LV701
PS PS
(Set At (Set At
45kg/cm2) 45kg/cm2)
P P
Pu Pu
T T T T T T
Thrusters Control Bridge Wing Panel
LV602 LV702
Key
Stern Thruster Bow Thruster

Hydraulic Oil

The central control panel has the following features: b) Check that there is adequate power available. If there are not Pitch Control Operation
enough generators on load at the main switchboard, the start will
Selection of control location; bridge central, port or starboard wings
be delayed while the PMS starts and loads another generator. The control lever or dial can be rotated approximately ±120° from the zero (12
Indication of control location; bridge central, port or starboard wings o’clock) position. The propeller thrust is approximately proportional to the
c) Ensure all electrical supplies are available. Turn the operation position of the control lever, via the pitch curve.
Control of pitch with proportional thrust command
switch to the STOP position. If all the supplies are present the
Indication of pitch CONTROL SOURCE lamp and MAIN SOURCE lamps are When thrust is demanded, the control system senses the difference between the
illuminated. setting of the control lever or dial and compares this to the position of the
Indication of drive motor current
blade pitch feedback potentiometer. The difference between the two is
d) Set the operation switch to the THRUSTER REQ position. The amplified and used as a signal to open the corresponding hydraulic solenoid
Start/stop of drive motor and hydraulic pump motor
hydraulic power unit will start and the HYDRAULIC OIL PUMP valve which will move the propeller blades in the required direction. When the
Thruster emergency stop buttons RUN lamp will be illuminated. The thruster room supply vent fan blades reach the position where there is no difference between the demand
will start and the THRUSTER ROOM SUPPLY FAN RUN lamp dial/lever position and the actual blade position, the solenoid valve closes and
Running lamps for the motors, pumps and fan
will be illuminated. the blades are held at that pitch. This is follow-up control.
Indication of alarms for:
e) Check that the thruster blade pitch is at the zero position. If not The thrusters are linked to a function of the PMS that will reduce the blade
Main motor overload
the main motor cannot be started. When the blades are set at zero pitch to the half-power level (this value is adjustable), if the thrusters are on-
Hydraulic pump motor overload pitch the READY TO START lamp will be illuminated. load and a generator reaches an overload condition.
Hydraulic oil low pressure
f) Set the operation switch to the RUN position. The main drive Emergency Stops
Gravity tank low level motor will start and the MAIN MOTOR RUN lamp will be
illuminated. There are emergency stops for each thruster located at each bridge control
Control power source failure
panel.
Generator overload g) The thruster is now active and can be controlled by turning the
demand control dial or lever in the required direction. The emergency stop pushbutton stops the drive motor. When the drive motor
Remote Operating Procedures
is stopped, the pitch is automatically reset to zero. Indication lamps at each
Stopping the Thruster control location indicate that the thruster has been stopped by the use of an
Control Location Selection
emergency stop button.
a) Check that the thruster blade pitch is at the zero position.
Changing over the thruster control location must only be performed when the
control dial position and the actual blade angle position correspond with each b) Set the operation switch to the THRUSTER REQ position. The
other. main motor will stop.
c) Set the operation switch to the STOP position. The hydraulic oil
a) Select the control panel to be used for thruster control, by turning
pump will stop and the HYDRAULIC OIL PUMP RUN lamp
the control position switch at the central control panel to the
will be switched off. The thruster room supply vent fan will stop
required location; PORT (port wing), W/H (wheelhouse central)
and the THRUSTER ROOM SUPPLY FAN RUN lamp will be
or STARBOARD (starboard wing).
switched off.
b) Control will be transferred to the requested location and the
d) Set the operation switch to the OFF position. The CONTROL
relevant CONTROL READY lamp will illuminate at the selected
SOURCE lamp will be switched off.
control panel.
Starting the Thruster
The procedure for both thrusters is identical.
a) Check that the control of the thruster at the motor starter panel in
the thruster room is set to REMOTE.

Illustration 5.2.1a Provisions Crane and Engine Room Parts Crane
Provisions Crane Engine Room Parts Crane
Issue: 1 5.2 Lifting Equipment - Page 1 of 6

5.2 Lifting Equipment Engine Parts Crane
5.2.1 Deck Cranes Maker: Sekigahara Seisakusho Ltd

Type: EEO-04048
Provision Crane No. of sets: 1
Maker: Sekigahara Seisakusho Ltd SWL: 4 tonnes
Type: EEO-04052 Max. outreach with horizontal jib: 4.8 metres
No. of sets: 2 Max lift: 40 metres
SWL: 4 tonnes Hoisting speed: 12.2 - 14 m/min
Max. outreach with horizontal jib: 5.2 metres Slewing sector: 360°
Max lift: 44 metres Slewing speed: 0.5 rpm
Hoisting speed: 12.2 - 14 m/min
Slewing sector: 360° Description
Slewing speed: 0.5 rpm
Two fixed jib engine parts cranes are installed, both on the upper deck, but one
Description located starboard side aft and the other port side forward of the vessel. The
cranes are powered by two separate motors, one for slewing and one for
Two fixed jib provision cranes are installed on the upper deck port and hoisting.
starboard sides of the vessel powered by two separate motors, one for slewing
and one for hoisting. Crane Control
Crane Control The crane is operated from the upper deck level, the controller being of a
The crane is operated from the upper deck level, the controller being of a movable type with the control switch and switch box linked together via a
movable type with the control switch and switch box linked together via a flexible 10 metre cable, thus allowing the operator to move to the position of
flexible 10 metre cable, thus allowing the operator to move to the position of greatest visibility for the operation.
greatest visibility for the operation.
The control box itself consists of a five switch unit, with controls for STOP,
The control box itself consists of a five switch unit, with controls for STOP, UP, UP, DOWN, RIGHT and LEFT. The jib is fixed thus the crane has a fixed
DOWN, RIGHT and LEFT. The jib is fixed thus the crane has a fixed radius of radius of operation reaching to 4.1 metres over the ship’s starboard side.
operation reaching to 4.09 metres over the ship’s port and starboard sides.
Load Limiting System
Load Limiting System
Each circuit is provided with equipment for limiting load to preset values cor-
Each circuit is provided with equipment for limiting load to preset values corresponding to the crane capacity.
responding to the crane capacity. Limit Switches
Limit Switches
The crane is provided with limit switches for both the hoisting and slewing
The crane is provided with limit switches for both the hoisting and slewing motors.
motors.
Driving Unit
Driving Unit
The driving unit consists of a 440 volt electric motor mounted on a gearbox
with reduction gearing driving the slewing and hoisting units.
The driving unit consists of a 440 volt electric motor mounted on a gearbox
with reduction gearing driving the slewing and hoisting units.
Brake Unit
Brake Unit
The brake consists of two steel plates, one spring loaded, which requires power
to create a magnetic field and release the unit, thus when there is a power
The brake consists of two steel plates, one spring loaded, which requires power
failure the system will automatically engage the brake and prevent the load
to create a magnetic field and release the unit, thus when there is a power
running away.
failure the system will automatically engage the brake and prevent the load
running away.

5.2.1b Hose Handling Davit at Starboard Bunker Station
Hose Handling Davit at Starboard Bunker Station

Hose Handling Davit Travelling Lifter The lever should be held over for two or three seconds after the lamp
illuminates.
Maker: Fujiki Trading Co Ltd Maker: Kawahara Mfg Co Ltd
Type: 25JD-09A/2A-2.4/1.5RG Type: KTLM-3057-34-28 e) Extend the jack-up unit until it sits directly beneath the movable
No. of sets: 2 No.of units: 2 deck.
SWL: 0.9 tonnes Lifting capacity: 28 tonnes
Max. outreach with horizontal jib: 1.5 metres Lifting speed: 4 m/min f) Raise the jacking device in the centre of the jack-up unit . This has
Hoisting speed: 10 m/min Maximum lift height: 5.45 metres the effect of lifting the rack and pinion gearing located in the
Slewing sector: 360° centre of the movable deck and retracts the auto supports from
Description each corner of the deck. Ensure that the JACKING UNIT FULL
Description EXTENSION lamp illuminates.
The vessel is supplied with two travelling lifters for the positioning of the
Two fixed jib hose handling davits are installed, on No.6 car deck at each movable car decks. Each lifter is based on a standard heavy goods vehicle unit g) Raise or lower the deck to the stowage or deck position as
bunkering location, port and starboard sides of the vessel. The davits are which can be driven around the vessel’s decks. The lifting unit is a hydrauli- required.
powered by a portable air motor for the hoisting mechanism and a manual cally operated extension platform which sits on the underside of the movable
crank handle for the slewing apparatus. deck, and enables the deck to be stowed or lowered into position by the jack h) When the movable deck is just above the correct position the
up unit. centre of the jacking device in the centre of the jack-up unit is
Davit Control retracted and this has the effect of lowering the pinion gearing on
Operating Procedure the underside of the movable deck and extending the auto
The davit is operated from the local position at each bunkering station on No. supports at each corner. Ensure that the JACKING UNIT FULL
6 car deck and consists of an air motor with one lever switch hoist, stop and Engine Start and Power Take Off Operation RETRACTION lamp illuminates.
lower. The slewing is carried out manually using a crank handle engaged in a
gear which then turns the davit directly. a) Pull the parking brake and ensure that the shift lever is in neutral i) The deck is then lowered further until it sits in position, whereby
and the power take off switch is off. the travelling unit can be lowered completely to its stowed
The air motor is connected via a flexible air hose to the ship’s fixed air supply position and the extension riggers removed also.
and, via a filtering system is then connected to the portable motor itself. In the b) Turn the ignition key to start the engine.
event of power failure, hoisting is possible using a manual lifting handle. j) Retract the outriggers.The jacking unit table must be at the lower
c) Step on the clutch pedal. When the power take off switch is turned limit position for the outriggers to be retracted, otherwise they
on, release the clutch pedal slowly. Check that the power take off will remain extended. Ensure that the OUTRIGGER FULL IN
pilot lamp illuminates. LAMP illuminates.
(Note ! The lift car must not be run with the power take off switch ON. k) Turn off the control panel.
When stopping the engine ensure that the power take off switch is turned
off.) l) Turn off the PTO switch to stop the hydraulic system.
Lifting Operation The travelling lifter can now be driven to the next location.
a) The traveller unit is first driven into the position as marked with
circles on the deck, so that all the outriggers sit within the circles
directly below the liftable car deck.
b) Turn on the power take off switch to start up the hydraulic system.
c) Turn on the control panel.
d) Set out the extension riggers with the acceleration lever and
operation lever and ensure that the OUTRIGGER FULL OUT
lamp illuminates.

Illustration 5.2.3a Required Boarding Arrangements For Pilot
Rigid
part Guard
ring
Pilot ladder must

extend at least
Officer In Contact With The Bridge 2 metres above
lower platform
Flexible
part
ship's side and should lead aft.

Maximum 550 slope.
Lower platform horizontal.
Rigid handrail preferred.
Ladders to rest
firmly against
ship's side
3 to 7 metres depending on
size of pilot launch and swell A pilot hoist made and rigged on accordance with SOLAS Chapter V,
together with a pilot ladder, rigged alongside for immediate transfer, may
be used subject to agreement between the Master and the Pilot. It should
be noted that the distance between the side ropes of the pilot hoist and
pilot ladder will be at least 1.4 metres.
PILOT
There must not
be any shackles,
knots or splices
The steps must
be equally spaced A Pilot Ladder Combined With An Accommodation Ladder Is Usually The Safer Method
Of Embarking Or Disembarking A Pilot On Ships With A Freeboard Of More Than 9 Metres
Very Dangerous
Ladder too long
The steps must
be horizontal
Spreaders must not be
lashed between steps
The side ropes must

PILOT
be equally spaced The loops are a tripping
hazard for the pilot and
can become fouled on PILOT
the pilot launch
At night pilot ladder and ship's deck lit

by aft shining overside light

5.2.2 Accommodation Ladders
Illustration 5.2.2a Accommodation Ladder and Pilot Ladder Reel
Two identical accommodation ladders are fitted to the vessel, one on the port
side and one on the starboard side of No.6 car deck. The ladders in the inboard
position are secured by wire strops and turnbuckles.
Once the securing strops are removed, the operation of swinging out and
lowering/hoisting is all done from a hand held button control wandering lead
box, which controls the air motor.
The first operation is to swing the ladder and upper platform into an outboard
position ready for lowering. At this time, a short pilot ladder can be attached to
the bottom of the pilot platform at the base of the ladder. Once in the outboard
position, the air motor continues to lower the ladder to the correct position.
Oilers protect the air motors.
Sufficient grease nipples are provided to ensure that with regular maintenance
and greasing, operation of the ladders should be trouble free.
5.2.3 Pilot Ladder Hoist Reel
Maker: Fujiki Trading Co Ltd

Type: NB-6(1/49)LR
Length: 19 metres
Hoist load: 150 kg
Supporting load: 150 kg
Accommodation Ladder - Starboard Side
General Description
Two pilot ladders are provided on a mechanical hoist reel system of sufficient
length to reach the ballast water line. The ladders are installed on No.6 car deck
near the midships level, clear of any overboard discharges, together with the
accommodation ladder units.
The pilot ladders are raised and lowered by means of portable air winch
connected to the ship’s air system via a flexible air line. In case of power failure
the ladders can also be raised and lowered manually via a winding handle
inserted over the end of the motor.
Pilot Ladder Reel
Access to No.6 car deck from the pilot ladder is by means of a removable gate.
Remote control of the ladder is possible via a simple remote control lever valve
connected to the flexible air line.

Illustration 5.3.1a Lifeboat and Davits
Turning Out And Lowering
From Inside The Boat
INT. LIGHT Air Pressure Control Valve

1.Draw out the toggle pin at the
brake lever of the winch on the
Top Buoyancy Tank Filled With 35 kg/m3 PU Foam deck.
Drum
Portable Fire
Water Spray Side Boarding Hatch Extinguisher
LIFTING HOCKS ON - OFF Valve
RELEASE LEVER Air Vent Duct
Natural Air Vent Rain Water

And Over/ Under Collector
Pressure Valve
Toggle Pin
MANUAL
HYDROSTATIC SMALL INVENTORY
BILGE PUMP UNIT FOR LIFTING STORAGE SPACE
HOCKS SAFELY STEEL PAINTED PORTABLE FRESH FRP Motor
WATER PLASTIC FOOD
FUEL OIL TANK CONTAINER
(20 LITRES EACH)
TANK
BATTERY
3 AIR BOTTLES 2
(50 LITRE 180Kg / cm )
Lever
Automatic Drain Plug
2.Release the cradle stoppers on
the platform.
Toggle Pin
Davit Arm
The Position of
Radar Transponder
O
20
3.Check the remote control line is led
to the inside boat, if not, set the remote
control line to the boat inside
Remote Control
MAERSK WAVE Line
Lead The Remote

No. 1 Control Line Into
The Boat
Davit Arm
Water Spray Tube

Top Of Boat
Issue: 1 5.3 Lifesaving Equipment - Page 1 of 9

5.3 Lifesaving Equipment Lifeboats Lowering Procedure Rustproof graduated drinking vessel
Food ration
5.3.1 Lifeboats and Davits a) Rig the painter, ensuring that the manual winding handle is
removed. Rocket parachute flare in container
Lifeboats General Hand flare in container
b) Withdraw the toggle pin at the winch brake lever.
Vessel is fitted with two totally enclosed fire protected lifeboats. Buoyant smoke signal in container
c) Release the davit arm cradle stopper.
Waterproof electric torch with 1 spare set battery and 1 spare bulb
Maker: Hyundai- Mulder & Rijke
Model: HDL71CT d) Open the inboard doors. The helmsman should enter first, Daylight signalling mirror with instructions
Dimensions (LxBxH): 7.10m x 2.40m x 1.125m x 2.7m disconnect the ships power supply and prepare to the start engine.
Lifesaving signal table
Number of persons: 32
Weight: Light load (including loose equipment) 2,670 kg e) Embark all personnel, ensure they are strapped in, then start the Whistle with lanyard
Persons (75kg x 32) 2,400 kg engine.
First aid outfit in waterproof case
Total davit load for lowering 5,070 kg
f) Pull continuously on the brake remote control wire until the boat Six doses of anti seasickness medicine per person
Engine maker: BUKH reaches the water, or lift the brake lever manually on the boat deck.
Seasickness bag for each person
Model: DV 24 RME
Engine type: Diesel, water cooled with header tank and external g) When the lifeboat reaches the waterline, release the brake remote Jack knife with lanyard
keel cooler control wire and operate the falls hook quick release lever.
Tin opener with lanyard
Horse power: 24HP
Speed: 6 knots h) Check that falls have released from the hooks and are clear. Buoyant rescue quoit attached to 30 m of buoyant line
Fuel tank capacity: Suitable for more than twenty four hours duration.
i) When ready, release the toggle painter, move ahead on the engines Manual bilge pump
The lifeboat is moulded from polyester resin, with the space between the seat, and steer away from the vessel. Set of fishing tackle
hull, canopy and canopy liner filled with polyurethane buoyancy foam. This
! CAUTION Tool set
provides the craft with enough buoyancy to remain afloat and upright, even if
holed below the waterline. The lifeboat is totally self-righting when fully The lifeboat engine may be run for a maximum of five minutes whilst not Portable fire extinguisher
loaded and flooded. waterborne. During this period the propeller clutch must not be engaged,
otherwise the propeller gland seal will be damaged. Search light
Each craft is fitted with two lifting hooks, which are designed to be released Radar reflector
simultaneously from inside the craft when it is fully waterborne. Lifeboat Equipment List
Thermal protective aids
Buoyant oars
WARNING Buoyant line for rescue boat
It is possible to release the hooks when the boat is out of the water, but this Crutch (rowlock) with lanyard
procedure is EXTREMELY DANGEROUS and must only be considered Boat hook
in very special circumstances.
Buoyant bailer with lanyard
The steering position is arranged so that there is an adequate view forward, aft Bucket with lanyard
and both sides for safe launching and manoeuvring.
Survival manual
The main engine starting battery and the emergency starting battery are Compass
contained in watertight boxes, recessed into the inner liner aft of the engine
compartment. A fuel shut off valve is situated on top of the fuel tank. Sea anchor with hawse and tripping line
Painter
The centre section of the boat contains the water tank, fuel tank and equipment
tanks, with access available to the drain plug. A manual bilge pump is Hatchet with vinyl bag
provided. Potable fresh water container
Rustproof dipper with lanyard

Entrance Hatch Remote Control Wire
Cradle Clamp Boat Hook
Embarkation Steps from Navigation Deck Embarkation Ladder from Upper Deck

Lifeboats Recovery Procedure Davits
a) Switch ON the power switch in the starter. Maker Sekigahara Seisakusho Ltd
Type: SHS -37-062 hinged gravity type
b) Reset the toggle pin at the brake lever on the winch.
Requirements
c) Reset the lifting hook quick release mechanism.
The davit is designed to permit boarding of the lifeboat when in the stowed
d) Hook on the fall suspension chains to the forward and aft hooks position. The lifeboat may be lowered without stopping, as swinging out and
on the lifeboat. lowering is a continuous movement. The winch brake release lever is released
remotely from inside the lifeboat, or alternatively manually from the deck.
e) Check that the power for the winch motor is on at the starter box. Davits are capable of swinging out the lifeboats against a list of 20°, and skates
are fitted to each boat to facilitate this.
f) Push the button on the winch motor control to start raising the
lifeboat. Winch
(Note ! The winch motor will lift the lifeboat with six persons in it on the port An electric motor mounted on the winch is used to hoist the lifeboats. Safety
side and with three persons on the starboard side.) devices automatically cut off power before the davit arms reach the stops. The
winch is equipped with a centrifugal brake, manual lowering brake, non-return
When recovering the lifeboat/rescue boat, ensure that the brake is on. clutch and manual hoisting handle. The falls can be manually wound out.
g) Check that the limit switch operates and stops the motor just short Recovery of Rescue Boat (Starboard Lifeboat)
of the fully raised position.
The recovery winch for the rescue boat has two speed settings, high and low.
h) Engage the winch handle and wind in the lifeboat the remainder It is important to use the low speed setting for recovering the boat at the turning
of the way manually. in level and final stowage thus minimising the risks of overstressing and
damage to the boat and davit.
i) Engage the davit arm cradle stoppers.
Limit Switch Device
j) Connect the slip hooks on the gripes and secure them with the
turnbuckle. Upper Limit Switch
A limit switch is installed 200 to 300 mm before the uppermost stowage
k) Turn the starter main switch OFF. position of the boat at the point where the davit arm comes to rest on the
frame.This prevents the boat falls continuing to be wound by the motor and
l) Slack on the brake until the boat is lowered onto the suspension causing a potential overload situation developing.
hooks at the davit head.
Speed Change Limit Switch
The combination davit for the rescue/lifeboat has a speed change limit switch
which operates as the boat reaches the turning in level of the davit. This limit
switch changes over the motor to the lower speed setting for stowing the
rescue/lifeboat.
Cradle Stopper
The cradle stopper is used to secure the boat in the fully housed position, and
consists of a locking lever device which engages into the top of the davit arm
locking the davit arm to the frame. An additional toggle pin holds the locking
lever in place to prevent accidental release.

Illustration 5.3.2a Rampstand For Liferafts
Ship
Deck
Holder For
Service Pipe
Ship
Side

5.3.2 Liferafts After a long stay in the raft it may be necessary to top up the two buoyancy
tubes. Connect the bellows’ plastic tube to the yellow topping up valves. If an
Liferafts empty raft should capsize the following procedure should be adopted:-
Maker: Viking
Type: Viking 16 DK, Viking 6 DK a) The side of the raft, where the carbon dioxide cylinder is attached,
lies deepest in the water. The place is marked RIGHT HERE.
Hydrostatic Units Stand with both feet on the cylinder, hold onto the righting strap
Maker: Hammer (placed across the bottom of the raft), manoeuvre the raft so that
Type: H20 the opposite side is facing into the wind, throw the body
backwards while holding onto the righting strap and keeping the
General feet on the cylinder.
There are four 16 man liferafts, stowed on the upper deck close by each
lifeboat, and one liferaft for six persons stowed on the upper deck right aft. All b) When the wind is very strong, the lifeline can be tied around the
the liferafts are constructed with twin buoyancy chambers, one above the other. waist to prevent the raft being blown away.
The bottom and the canopy of the rafts are of double construction and may be
inflated by bellows. The rafts are provided with boarding ladders, inside and c) A non-swimmer should keep hold of the righting strap and allow
outside gripping lines, capsize stabilisers and a salt water activated battery for the raft to fall back on him, the rubber raft will not injure him. He
both internal and external lighting. Accessories supplied are a rescue line with can then work his way back to the raft’s entrance under water,
rubber quoit, repair outfit, hand bellows, floating knife, operating instructions, holding onto the strap of the lifeline.
sea anchor (drogue) and an emergency pack to Solas standards.
d) If automatic inflation does not work, swim up to the container,
Release of Rafts tear off the black rubber bands between the brass rings on the two
nylon bands, and release raft by pulling the release wire or use the
Hammer H20 Hydrostatic Release Units (HRU) are fitted to each raft, which bellows placed inside the raft. The yellow valves for inflation by
will activate when submerged to a depth of two to four metres, releasing the means of the bellows are inside the raft.
rafts to float towards the surface. After activation of the HRU, the raft will still
be secured to the vessel by a weak wire line. However, after inflation of the
raft, sufficient drag is applied to break the weak link wire and allow the raft to
float free. The rafts may be released manually by unfastening the slip hook
securing the lashing round the container. Ensure the ring on the end of the
painter is still attached to the HRU. When the raft is thrown over the side, the
painter is pulled out until the carbon dioxide cylinder is activated and the raft
inflates.
Operating Procedure
After boarding the raft, the painter must be cut with the knife provided to avoid
the raft being sucked under. Paddle away from the danger zone using the
paddles placed in a bag close to the entrance of the raft. Alternatively one of
the lifeboats could be used to tow the raft clear.
When the raft is full of survivors, others can hold onto the lifeline around the
raft. The raft is able to support double the number of persons it is certified to
carry. When clear of danger zone stream the sea anchor or drogue. The sea
anchor stabilises the raft and helps to minimise drift. Inflate the canopy and the
bottom of the raft as this gives excellent insulation against the cold. To do this,
connect the bellows to each topping up valve in turn. These are placed in the
raft floor and inner canopy. The bellows are located in a bag at the entrance.

5.3.3 Self-Contained Breathing Apparatus (SCBA) 2. Check the cylinder is full ! CAUTION
Open cylinder valve slowly and check the gauge against the pressure stated on In toxic atmospheres where the contamination has exceeded certain levels,
The vessel is supplied with four sets of Positive Pressure SCBA, two are kept the cylinder. reference should be made to BS 4275 for guidance.
in the ship’s control centre and two in the fire locker in the accommodation
on the upper deck. The following are kept beside each set ready for use: 3. Leak test of apparatus In the event of the wearer using spectacles, or having facial hair, it is likely
Open the cylinder valve slowly then close it again, the gauge reading should that the face seal fit will be impaired.
Spare cylinders of air 1200 litres: 2 (plus one on set) not fall by more than 10 bar per minute. At very high work rates the pressure in the face mask of positive pressure
Safety lamp: 1 breathing apparatus may become negative at peak inhalations.
Fire axe: 1 4. Check the whistle setting
Fireman suit: 1 Gradually reduce the pressure in the system by partially turning the ON/OFF After Use
Rigid helmet: 1 demand valve switch. Let the pressure reading fall slowly, the whistle should
Boots: 1 blow at 68 bar for the 1200 litre cylinder. a) Turn off the positive pressure demand valve switch.
Gloves: 1
Lifeline: 1 Donning the Apparatus b) Slacken off the head harness and remove the face mask.
The apparatus has an estimated working duration of 20 minutes with a 1200 With the shoulder straps and waistbelt slackened, put on the apparatus and c) Turn off the cylinder valve.
litre cylinder, plus approximately 10 minutes duration once the whistle is adjust the shoulder straps until the cylinder is held snugly on the back. Fit the
activated. It consists of a high-pressure air cylinder mounted on a lightweight waistbelt and adjust as required. Hang the face mask strap around the neck. d) Slacken off the shoulder straps and undo the waistbelt and leg
frame. The padded synthetic harness, developed from the Bergen rucksack Secure a lifeline to the D ring. Now fit the leg straps of the lifting harness and harness.
principle, is fully adjustable to fit all sizes of wearer. A special lifting harness secure through the D rings. Check the demand valve is in the OFF position,
is fitted to all sets required for marine use, a lifeline is connected to the harness then turn on the cylinder air valve slowly. With the thumbs inside the head e) Take off the apparatus. Release any air trapped in system by
to give the wearer added security when entering enclosed spaces. harness straps, put the chin into the mask first and then pull the straps over the turning the demand valve to the ON then the OFF position.
head. Position the mask so that the chin fits snugly into the chin cup and then
The air cylinder is reduced by a single stage pressure reduction system. The air gently tighten the head harness, lower straps first. Do not over tighten. f) Remove the cylinder from the apparatus and mark it MT (empty)
leaves the cylinder and passes through a sintered bronze filter located in the for refilling.
cylinder connector manifold, then via a stainless steel reinforced ptfe supply hose Check for Positive Pressure
to the positive pressure demand valve, where it is reduced to a breathable pressure. Turn the black knob on the demand valve to the ON position, gently lift mask g) Place a fully charged cylinder in the apparatus so that it is ready
seal off the cheek to ensure that air flows out of the mask, proving that the air for instant use.
The tilt operated demand valve has a spring-loaded neoprene diaphragm to
give long reliable service. The simplicity of the valve eliminates the need for pressure in the mask is positive. Allow the mask to re-seal and then hold
breath. There should be no leakage from the exhale valve, as denoted by the h) Fully slacken off the head harness straps.
adjustment. The demand valve switch enables the wearer to apply positive
pressure to the mask by releasing the spring on the diaphragm. This insures sound of a constant flow of air from the demand valve.
i) Clean the face mask, by removing the demand valve and washing
that the air pressure in the face mask is always above the external atmospheric the mask in soapy water (do not use detergent). After drying,
pressure. Any leakage of air from the face mask, due to poor sealing, will be Check Face Mask Leakage
Close the cylinder valve and continue to breathe normally, until air in the lightly dust the face mask with French chalk. The interior of the
forced out to the atmosphere. visor may be wiped with a de-misting agent and a clean lint free
apparatus is exhausted. The face mask will be pulled gently onto the face.
When the pressure gauge shows zero, hold breath for 10 seconds. Any leakage cloth.
A pressure gauge is attached, via a fire resistant stainless steel reinforced tube,
which indicates cylinder pressure, and a whistle unit warns the user when will either be heard or shown by the mask moving away from the face. If a leak
is detected, turn on the cylinder valve, readjust the mask and head harness and Maintenance
approximately 10 minutes of air remains.
retest.
Monthly
The face mask is moulded in black non-dermatitic neoprene with a deep Check the Actual Cylinder Pressure
tapered reflex edge seal. When not in use a neck strap enables the mask to be The apparatus should be subjected to the test as stated in the Pre-Use and
Turn the cylinder valve full ON and check the reading on the pressure gauge.
carried on the chest. A fully adjustable five-point head harness holds the face Positive Pressure checks.
mask securely to the face. An integral speech diaphragm is moulded into the Check the Supplementary Air Supply
front of the face mask which requires no maintenance. Annually
To operate the supplementary air supply (demand valve override) depress the The demand valve diaphragm and all seals should be replaced annually, or
Pre-Use Check List PURGE button on the demand valve cover. This action causes the tilt valve more frequently as a result of the monthly inspection.
mechanism to be displaced and releases air into the face mask.
1. Switch off the demand valve z
Turn off the black positive pressure knob on the demand valve.

5.3.4 Lifeboat Survival Guide Additional duties, which should be allocated on the lifeboat muster list: craft when the vessel sinks, the HRU will automatically release the EPIRB
which will then start its transmissions. Where possible it is therefore beneficial
SARTS to the lifeboats
In the unfortunate event that the vessel has to be abandoned, it is necessary to for all the survival craft to stay together by tying the survival craft together.
make some very important decisions and carry out certain actions quickly. GMDSS portable radio to lifeboat The SARTS (transmitting at 9.2 - 9.5GHZ) should be positioned on the
These are summarised as follows: - extension pole switched on and mounted as high as possible.
EPIRB to lifeboat
Procedure Prior to Abandonment Blankets and provisions To minimise drift, rig the sea anchor, issue anti-seasickness tablets, ensure that
any persons in the water are accommodated in the lifeboat as soon as possible.
a) Put on extra clothing. Aboard the Survival Craft
Listen for whistles and look for survivors, signalling lights and lights of other
b) Put on a lifejacket. First Actions rafts, ships or aircraft. The lookouts should be properly briefed in their duties
Elect a leader, this will normally be the most senior officer or the regarding the collection of useful debris, how to keep a look-out, sector
c) Take extra clothing or blankets if possible. searches and the use of pyrotechnics, including when to use them.
person appointed on the muster list.
d) Drink water if possible. Proceed Towards the Nearest Land
Take a muster of persons on board.
e) Take water in sealed containers. In some circumstances this will be the most obvious choice. Factors to take
Search the area for other survivors or survival craft. into consideration are:
In addition to the statutory lifeboat equipment e.g. emergency radio, water,
rations, first aid kit etc., the following extra items would be useful: Liaise with any other survival craft to ensure that all persons are Was a distress alert sent?
Extra lifejackets accounted for.
If there is no EPIRB in the boats, search the area of the sinking to see if it has
Extra survival bags surfaced.
Assess the situation, is rescue likely and how long will it take?
Small plastic bags How far is it to the nearest land. Is the nearest land within the fuel range of
Do you stay close to the position of the sinking or proceed your craft?
Extra medical supplies towards the nearest land?
Indications of the proximity of land are changes in the wind direction around
Extra electric torches and batteries
Put the food and water under the control of one person who will sunset and sunrise. The land and sea breeze effect can be quite distinct in some
Paper and pencil be responsible for distributing the rations. areas. A good indication of land is a single cumulus cloud or occasionally
several appearing to be stationary close to the horizon whilst others are
Portable radio receivers, books, playing cards etc.
Collect in all additional food, clothing and sharp objects or moving. There are many other indications such as a green and blue reflection
Navigational instruments, books chart and chronometer weapons that may have been brought into the survival craft. on the underside of the clouds in low latitudes, the direction that birds fly in
either early in the morning or in the evening also the change in colour of the
Abandoning Vessel Procedure The leader must confirm to all that no food or water will be issued sea from green or blue to a lighter colour.
for the first 24 hours.
a) All personnel should, if possible, board the lifeboat without Do not approach land at night unless you know exactly where you are and that
getting wet. 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
b) If, for some reason, this is not possible and a jump into the water recorder of voyage log, navigator, helmsman and lookouts. to the watch leader any visual or audible occurrences.
has to be made, remember:
Give an anti-seasickness tablet to all personnel. Settling Down to a Period before Rescue
Make sure it is clear to jump
Hold your nose Stay Close to Position of Abandonment Having made an assessment of how long it will be before rescue is likely it is
now necessary to decide how the available food and water will be divided and
Hold down your life jacket With the improvements brought about by the GMDSS system in maritime issued. The following are a few guidelines:
Put your feet together search and rescue this is the most likely decision that will be made. Prior to
taking to the lifeboat a Distress Alert would be sent out this can be done at the The minimum daily water ration should be around 450 to 500 ml given in three
Look ahead when you jump touch of a single button. In addition there are the EPIRB and SARTS which separate issues at sunrise, noon and sunset. This quantity will be sufficient to
should be taken to the lifeboats when abandoning ship. The EPIRB, when avoid severe dehydration.
activated, allows the MRCC to locate the position of survivors and guide
vessels and aircraft to your rescue. Should the EPIRB not be in the survival

The daily food ration should consist of 800 to 850 kJ of the emergency rations Ensure that all take the anti-seasickness tablets for the first two days as after Salt Water Boils
given in three equal amounts. (This equates to around 500 gms). To make the this most seaman will be acclimatised to the motion of the craft. These are due to the skin becoming sodden with sea water. Do not squeeze or
decision as to how much should be issued, take the total available, separate one prick boils. Keep them clean and cover with a dry dressing. Keep the area as
third as emergency stock and should rescue not be forthcoming when expected Towards the evening try to hang out any damp clothing and make sure it is dry dry as possible to avoid chafing.
and then apportion the remainder on the above basis as a minimum. for the evening chill in the tropics. This avoids the loss of body fluid as body
heat dries the clothing and reduces the internal body temperature. Dry Mouth and Cracked Lips
In a lifeboat you can expect to find 3 litres of water and 10000 kJ of food for Swill water around the mouth prior to swallowing. Suck a button. Smear lips
each person that the boat is certified to carry. It should be noted that the As thirst grows the temptation increases to drink sea water. This must be with cream or soft petroleum jelly.
emergency rations consist mainly of carbohydrates, some fat and minimal prevented as ultimately death will certainly ensue.
protein. These rations do not require the consumption of water or body fluid Swollen Legs
for them to be digested, which is of great importance. All parts of the body should be shaded from the sun and the elements. This will This is common and due to long periods spent in a sitting position. It will
reduce the loss of body fluid and/or the risk sunburn or frostbite. subside without treatment after rescue.
Food and water should be issued in such a way that all can see that it is fair.
Everyone will become thirsty and as time passes human nature will make the If the water ration is at least one litre per person daily then fishing can be a Hypothermia
ration distribution a very difficult and harrowing experience and also the worthwhile exercise. Remember that fish are high in protein which brings its There is a risk of hypothermia in water below about 25°C. Extra clothing will
highlight of the day. own problems as previously mentioned. delay the onset of hypothermia even if immersed, and of course will provide
extra warmth for the survivor in the lifeboat even if immersion takes place.
If a desalination plant is available this should be put into operation The blood of sea birds is quite nutritious. To catch these try putting some of the Totally enclosed or partially enclosed lifeboats provide far better protection
immediately and its output used in preference to the internal water. fish guts on a piece of wood with a hook in the middle and allow it to float a from the elements than the older open type, but extra clothing is still essential
little way from the craft. for warmth in nearly all climates. If a survivor has been immersed in water and
Passing the Time has hypothermia, strip off wet outer clothing and replace with any available
The leader has to face and resolve the following problems: Do not encourage swimming as a form of exercise as this will use up energy dry garments. Warm the patient with extra layers of clothing and use life-
and put the individuals at risk from sharks. jackets as extra insulation. Use a thermal protective aid (plastic survival bag)
Maintain morale. This is best approached by giving duties to each person if available. Persons particularly at risk from hypothermia should be positioned
which are meaningful and ensuring that they are carried out. Injuries, Ailments and Treatment nearer the engine, which will run for 24 hours at full power and much longer
if kept on light loads. The engine can be a very valuable source of warmth in
Duties such as lookout, helmsman and baler should be rotated at intervals of Injuries cold weather, by running at light loads or using the engine for certain periods
not more than one hour, as this will prevent boredom and lack of vigilance A first aid kit is supplied with every lifeboat and a leaflet describing simple only, however fuel should be conserved as much as possible.
from setting in. first aid is enclosed with each kit.
Dehydration
Continually show confidence that rescue will take place. Do not allow Frost-Bite This is a fact of life in a survival craft. All you can endeavour to do is minimise
individuals to lapse into melancholy. Try to make everyone think of factors Usually occurs in extremities i.e. fingers, toes, ears. Wear protective clothing the rate at which the body looses fluid. Drinking either sea water or urine
other than the situation that they are in by introducing games of various forms. if possible. Reduce look-out periods in very cold weather, watch each other’s increases the rate at which precious body fluids are used up and in turn makes
If a portable radio is available tune it in and listen to the various programmes. conditions. Wriggle nose and cheeks and exercise hands and feet to keep the person even thirstier. Eventually the person will lapse into unconsciousness
Playing card games is useful, as considerable concentration is required. circulation going. and die. Avoid eating proteins, minimise exercise and try to stay dry and
comfortable.
Maintaining the Health of all On Board, both Mental and Physical Do not massage affected area once signs of frostbite have appeared. Warm the
area by holding a hand against it. Rescue
Routines can be counter productive and where possible restrict movement to a Take care as by now you are not as fit or as able when you boarded the survival
minimum as all movement consumes body fluid. Body fluid is probably the Urine Retention craft, your mental and physical processes will be operating in slow motion.
most significant single factor to controlling whether or not you survive. This can be dangerous, so overcome mental blockage early before urine
production is reduced by rationing. Ensure that everyone urinates within the first Establish communication with the rescue craft, give all details regarding the
The initial withholding of food and water for 24 hours puts the body into a 24 hours. If retention occurs, dangling hands in the water may help out but whilst condition of the survivors and discuss the simplest means of transfer to the
slightly dehydrated state which is the ideal situation for a prolonged period in this is being done keep a wary eye for sharks. After a period in a survival craft, other craft.
a survival craft. During this period all persons should be encouraged to urinate, urine will appear dark and smoky. This is normal and no action is necessary.
this will assist in reducing urinary retention problems later. The injured and weakest should be transferred first.
Sunburn
Do not consume food high in protein as this causes defecating which in turn Avoid excessive exposure to the sun by keeping under cover. Keep the head, Remember to take the log with you into the rescue craft.
causes body fluids to be used which will be irreplaceable. If possible keep a neck and other exposed areas covered. A very gradually acquired suntan may
good flow of fresh air through the boat as this will help to reduce sea sickness. be beneficial.

Part 6
Bridge Equipment and Operation

Issue: 1 6.1 Bridge Layout and Equipment - Page 1 of 2

6.1 Bridge Layout and Equipment Sound powered telephone and auto exchange telephone Forward Chart Table
Public address system controller
The bridge deck consists of the navigating wheelhouse and chartroom, radio The forward chart table is located on the port side of the wheelhouse enabling
room and associated equipment, together with the officers’ living quarters and No.2 VHF unit unrestricted outside viewing. Situated on the chart table for ready reference is
gymnasium at the rear of the bridge deck. a GPS, distance counter for the doppler log and a watch alarm reset button.
No.1 and 2 master gyro displays
The wheelhouse and chartroom are of open plan design with equipment Steering gear control panel After Chart Table
situated to best advantage for the safe navigation of the vessel. Bow and stern thruster controls
The aft chart table is right abaft the forward table, housing both No.1 and 2
6.1.1 Bridge Console Watch alarm reset switch gyrocompasses, a DGPS receiver and a distance counter for the doppler speed
log.
Located on the forward most bulkhead above the wheelhouse windows are a Located to port of the bridge main console is the main steering stand where the
number of instruments: vessel can be steered by gyro and magnetic compass in automatic or manual On the aft bulkhead of the wheelhouse the following equipment can be found:
Electric clock modes. Course recorder
Anemometer and anemoscope To the starboard side of the bridge main console is No.2 ARPA radar unit, No Master clock system
GPS waypoint indicator .1 ARPA being located to port of the main steering stand. Watertight door indicators
Digital gyro repeater Bridge Alarm Control Console Lighting panels
Rate of turn indicator Fire and general service pump start/stop

Positioned directly behind the bridge main console is the bridge alarm console
Doppler speed log analogue readout which contains the following equipment: Emergency fire pump start/stop
Navigation alarm panel Echo sounder and depth alarm relay Emergency fire pump suction and delivery valve controls
RPM indicator Fire alarm manual call point Fire detection panel
Radio distress alarm unit Alarm bell sounder

Situated on both port and starboard sides of the bridge front still within the
Distress button Weather facsimile receiver
wheelhouse, but in close proximity to the bridge wing doors are the external
sound monitor speakers, air and piston horn activation buttons, and the control Inmarsat B telephone and message alert buzzer
switch for the manoeuvring light. Each bridge wing houses a gyro repeater stand, a receptacle for No.1 VHF
No.1 VHF unit radio telephone, pushbutton switch for air and piston horns, control stand with
Moving abaft each side of the wheelhouse and located on port and starboard telegraph transmitter dial, doppler speed indicator, follow up pilot for steering
Navtex receiver
bulkheads can be found the dimmer switches for the external shaft revolution control, No.1 VHF loudspeaker and also the bow and stern thruster control
and rudder angle indicators, shaft revolution indicator, fire detection manual Emergency stops for accommodation and hold fans panel.
call points, receptacle for portable signal lamp and the switch for the outer
Navigation and signal light panel
passageway lights. Two 9 GHZ radar transponders are located, one on each Radio Room
side bulkhead and three VHF two way radios are sited on the port side Navigator call point
complete with battery charger. Situated aft and adjoining the wheelhouse is the radio room containing the
Engine monitor panel necessary GMDSS equipment for operating in sea areas A1, A2 and A3:
Bridge Main Control Console SSB transceiver
Located to starboard of the centreline and placed forward for accessible MF / HF DSC terminal watch receiver
outside viewing, the bridge main console consists of the following: No.1 and 2 Inmarsat C data terminals and printers
Digital depth indicator No.1 and 2 Inmarsat C distress buttons
Main display unit for doppler speed log Inmarsat B distress voice box, display unit and printer
Time controller for air and piston horn Facsimile
Engine telegraph transmitters,including emergency system
Issue: 1 6.1 Bridge Layout and Equipment - Page 2 of 2

Illustration 6.2.1a Radar Equipment

S-Band
X-Band
Scanner Unit
Scanner Unit
Transceiver
Transceiver
Scanner
Isolation
Switch
Ship
Supply
220V
Interswitch
Unit
UPS
UPS Supply
Supply S-Band Monitor X-Band Monitor 110V
110V
Isolation Isolation
Switch Switch
Speed Log Speed Log
Gyrocompass Gyrocompass
GPS GPS
Issue: 1 6.2 Navigation System - Page 1 of 6

6.2 Navigation System A display unit can be connected via the interswitch to any one of the scanner The counter (nnn) will increment every second up to a maximum of 999 during
units, and can be selected from that display as the master display for the period that the transceiver timer is running. When the transceiver has
6.2.1 Radars controlling that scanner, or as a slave display. The master/slave status of all warmed up and is available to transmit, the timer stops and the radar standby
Maker: Litton Marine Systems displays and their specific scanner couplings can be monitored from any message is displayed. If the transceiver is already warmed up and available to
Type: Bridge-Master E series display unit in the system. transmit, after the initial 12 seconds, the standby message is displayed
immediately.
Basic principle of radar A display unit can only be connected to one scanner at a time, and only a
master display has full control of the scanner. The controls which are available Slave Radar Start-Up
Radar is an acronym of Radio Detection and Ranging and uses a source of at a master display but not at a slave display, are as follows:
radio frequency power known as a transmitter to send via a transducer Selection of transmission pulse-length After the initial 30 seconds, the radar standby message is displayed.
(antenna) electromagnetic winds at the speed of light into the atmosphere. A
portion of these transmitted electromagnetic winds will be absorbed by any Tuning the transceiver The radar always powers up in standby mode.
medium which happens to be in its path. This wind is then re-radiated from the Tuning the performance monitor
medium again at the speed of light in all directions. Some of the electromag- Using the Radar Controls
netic winds are transmitted directly along the reciprocal course at which they
were received and are picked up by the radar antenna which also acts as a Operating Procedures
Control Panels
receiver. The received wave is amplified and, by use of high speed time
measuring equipment, the exact time delay can be measured and the distance Switching on the Radar
The following types of control panel are used for controlling the radar:
of the medium calculated. The direction from which the wind is received can
be easily measured as an azimuth bearing with reference to a selected datum a) Press the ON/OFF switch to turn on the radar display.
Simple Control Panel
point. The simple control panel is made up of a number of modules, which are
During the start-up sequence, a series of messages is displayed in the centre of
usually mounted immediately under the display monitor. A simple pointing
Equipment Description the video circle. The initial message indicates the type of radar and is displayed
device (joystick or tracker-ball), with two associated keys (left and right), is
for approximately 30 seconds.
used to control the radar and its display. The joystick/tracker-ball controls the
The vessel is fitted with two radars, one X-band (3cm) and one S-band (10cm). position of the on-screen cursor which is displayed as a small white arrow
Both radars are fitted with ARPA (automatic radar plotting aid). The The messages which follow depend upon the set-up chosen during the previous
when positioned outside the radar circle.
equipment is composed of a transceiver, scanner and a display unit with a high initialisation. An indication of this set-up is given in the top left hand corner of
definition colour CRT. the screen.
Selections are made by positioning the on-screen cursor over an object or
caption and clicking (press and release) with the ‘left’ key. The left key is
Information regarding the current settings and configuration of the radar are The MASTER (or SLAVE) caption indicates the type of display. A master
duplicated on the left hand side of the control panel, to enable two handed
displayed around the CRT. display has control over the radar system’s antenna and transceiver. From a
operation. The ‘right’ key is used on some items to provide additional func-
master display it is possible to switch to transmit, i.e. start the antenna rotating
tionality when available.
The display unit is fitted with a control panel, which is made up from a number and the transceiver transmitting radar pulses. It also allows selection of the
of modules which are mounted immediately below the screen. This panel length of the radar pulse transmitted, to tune the transceiver and to monitor the
Optional Dedicated Control Panel
contains a simple pointing device (a joystick or tracker-ball referred to as the performance of the radar.
A dedicated control panel, which contains a number of additional pushbuttons
cursor control) with two associated keys (left and right) which are used to and rotary controls, can be fitted as an optional extra. However, the simple
control the radar and its display. Also contained on the panel is a two memory- A slave display has no control over the antenna and transceiver. It must be used
control panel is always fitted.
card reader. Memory cards are used for storing and retrieving information such in conjunction with a master display. The pulse length, tuning and performance
as maps and recorded tracks. monitoring are all controlled by its associated master display, the controls
The dedicated control panel provides individual tactile controls for specific
associated with these functions are disabled on a slave display.
Both radars are equipped with automatic radar plotting aids (ARPA). Target functions. These functions would normally be accessed and adjusted using the
motion is displayed both graphically on the CRT and for chosen targets a cursor control and associated left/right keys of the simple control panel. The
Master Radar Start-Up
digital read-out is provided of all information necessary for anti collision controls available are as follows:
operation. After the initial 30 seconds, the radar warm-up message is displayed together
Pushbuttons: RANGE UP, RANGE DOWN TM/RM,
with a 3-digit counter.
The facility is available to both draw and save navigation lines for the pre- TRUE/RELATIVE VECTORS, CENTRE, ACK
programming of parallel index lines in order to assist in the monitoring of the ALARM
RADAR WARMING UP
vessels navigational track in coastal waters. PLEASE WAIT
Rotary Controls: GAIN, RAIN (Clutter), SEA (Clutter) EBL 1, VRM I,
nnn
The basic, single-scanner/single-display configuration is expanded by the PANEL (Brightness).
interswitch unit.

Illustration 6.2.1b Radar Operation
Motion Mode
COG
RANGE 000.00
Range + 000
350 010 TM HDG 3550
Heading
NM _ 020
6 340
330 030 N UP
RR 1.0 NM 17.4 KT NAV Speed
SOG
Transceiver Selection TZ A (X) 320 040
MASTER T VECTORS 16.0 MIN Vector Mode
Status STBY 310 050

T TRAILS SHORT 1 MIN Trail Mode
Transmission Pulse Length MP EBL1 OFF

300 060
VRM1 OFF
EBL and VRM
EBL2 OFF
070 VRM2 OFF
290
NO ALARMS Alarm Display
080
280
TARGET ( )
RANGE --.- NM
090
T BRG ---.- o
270
CPA --.- NM
TCPA --.- MIN Target Functions
COG ---.- o
260
100 SOG ---.- KT
BCD --.- NM
BCT --.- MIN
250 110
WIND AND DEPTH

WIND SPEED 22 KT User Specified Data
120 O
Performance Monitoring PM 240 WIND DIR'N 134 T
HL DEPTH 32 M
Heading Line
130
230
Event Record EVENT AZ PI TOOLS
ENH OFF 140
220 ARPA SYSTEM NAV
GAIN Miscellaneous Function Soft Keys
210 150 CENTRE TRIAL MAPS BRILL
RAIN
Video Controls MAN
SEA 200 160
Help Line Area
190 170
Tuning AFC 180
TUNE

The On-screen Cursor Permanent prompts, when they exist, are displayed on the upper of the two To Select a Mode
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
white arrow, referred to as the screen cursor. As the cursor passes into the video condition both lines are blank, unless in standby mode when the permanent Use the cursor control to position the screen cursor over the
circle it changes and is displayed as a small white cross, referred to as the video prompt OFF LINE is displayed. soft key for the mode required. (Usually TRANSMIT)
cursor. Left click to select.
When the auto-track (ARPA/ATA) or manual plotting (EPA) synthetics
Screen Cursor (information displays) are turned OFF, an appropriate message is permanently (Note ! A slave display can only be switched to TRANSMIT if its associated
As the screen cursor moves over a caption or item which can be accessed, its displayed on the upper line. master display is in transmit mode.)
box is highlighted (drawn in white), and two small boxes (representing the left
and right keys) appear next to the arrowhead cursor. One or both of these boxes Soft Keys and Fixed Menus Operating Procedure in Transmit Mode
is filled in white to indicate which key(s) are active and available for selection. A series of functional soft keys are displayed in the bottom right hand corner
of the display. a) After warm up select TRANSMIT mode.
If a caption box is not highlighted as the cursor passes over it, it indicates that
the caption or item inside the box cannot be accessed in the current mode. A left click on any one of these keys will reveal a fixed menu and a new set of
b) Select the transceiver.
Menu options and adjustable parameters selected by the screen cursor are soft keys associated with that menu. The menu appears in the area immediately
displayed in yellow while they are being adjusted. If a particular menu option above the soft keys.
c) Check user specified data such as own ship position, waypoint
is not available it is not highlighted when the screen cursor is positioned on it. A right click on some of the function soft keys will provide additional func- data, wind and depth and rudder angle which are displayed in the
Options which can never be selected because of the current radar configura- tionality, for example, switching the maps in the video circle ON or OFF. Items bottom right hand side.
tion, are not shown. from the menu are usually selected by a left click.
d) Select range scales and range rings. Ranges can be selected using
Video Cursor Drop Down Menus the +/- keys or drop down menus.
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
cursors 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 e) Check the transceiver tuning. The indicator is located at the
shown in the bottom right hand corner of the display. By default this box gives reveal a drop down menu of the alternatives available. bottom left hand corner of the screen. Auto or manual tuning can
cursor range and bearing (from own ship) and cursor latitude/longitude. be used.
A drop down menu is usually displayed in the vicinity of the screen cursor
(Note ! Soft keys are small boxed areas of the screen, usually containing a when the selection is made. Once a menu is displayed, the cursor is restricted f) Set the video gain. The video gain can be adjusted using the
single caption, which respond in much the same way as the dedicated function to the area within the menu and selections are made with a left click. A right shaded bar behind its associated caption. Always adjust the gain
keys of a computer keyboard.) click will close the menu without taking further action. setting while on the range scale of 12 or 24 miles. A light
background speckle must be present to achieve the best target
In transmit mode, the range and bearing of the cursor are relative to own ship’s Selecting a Mode of Operation detection and long range performance. A temporary reduction in
position. In standby mode, the range and bearing are relative to the centre of gain can be beneficial when searching for targets in rain or snow
the video circle. From the STANDBY display, there are three mode selections available, conditions.
(Note ! If, when in transmit mode, own ship’s position is lost, or there is a TRANSMIT g) Set anti-clutter sea control. Use the anti-0clutter sea control to
compass error, the latitude/longitude readings are replaced by dashes.) The normal operational mode. The antenna is rotating and the transceiver reduce sea clutter to an operational level where some residual
transmits and receives radar pulses enabling a radar picture to be displayed. clutter speckle is present. The setting must permit small targets,
Help Area often as similar signal strength to the sea clutter returns, to be
A help area consisting of two lines of yellow text is given in the bottom right INITIALISATION detected.
hand corner of the display. The system initialisation mode. This is used to set up the system parameters
Always use the control with great care. Avoid setting the control to completely
during installation.
This area is used to provide prompt information when, for instance, the user is remove all sea clutter, as this will reduce the detection of small targets. The
trying to make a selection which conflicts with the existing set up. setting should be periodically checked as prevailing sea conditions change.
MONITOR TEST
The test mode. This is used to set up the monitor, e.g. geometry, preset contrast h) Set the anti-clutter rain control. Use this control to optimise
etc. suppression of rain clutter, i.e. balance the detection of targets
within the clutter region with detection of those outside the clutter
The soft keys for selecting these modes of operation are located in the bottom region. Excessive suppression can cause loss of small targets. It is
left hand corner of the display. advantageous to use this control to search for targets in the clutter
region, returning the control to zero after the search.

Illustration 6.2.1b Radar Console
000 C00
RANGE +
340
350 010
020 RM(R) HDG 195.5 0
___*
0.25 NM - IN UP
330 030 SOG 0.0 KT NAV
TX 0 OO 320 040
MASTER
310 050 EBL 1 OFF
VRM 1 OFF
300 060 EBL 2 OFF
VRM 2 OFF
290 070
NO ALARMS
280 080
270 090
260 100
WAYPOINT DATA
250 110 WPT --- T BRG ---.--*
DTG ----.-- NM
XTD () --.-- NM
240 120 TTG --.-- NM
230
220
RADAR STANDBY 140
130
ARPA
PI
SYSTEM NAV
TRANSMIT MAPS BRILL

210 150
INITIALISATION 200 160 OFF LINE
190 180 170
MONITOR TEST v3.01

i) Set the enhanced video mode. This provides an improvement in
the presentation of small short range targets.
j) Select radar transmission pulse length. The current selection of

pulse length is indicated in the ‘pulse length’ soft key at the left
hand side of the display.
k) Set the brilliance using the soft key at the bottom right of the
display.
l) Check 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 correct stabilised display. Select ‘North
Up’ or ‘Course Up’.
n) Select motion mode. The motion mode determines whether own

ship moves across the radar picture or remains at a selected point,
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 indicate 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.
q) Set EBLs (electronic bearing lines). Two EBLs are available and
can be displayed simultaneously in the video circle.
r) Set VRMs (variable range markers). Two VRMs are available

and can be displayed simultaneously in the video circle.
s) Set target data. In transmit mode, any targets that appear on the
radar display within 40 nautical miles can be plotted or tracked.
Once a target has been plotted or acquired, information relating to
the target’s proximity to own ship and its speed and bearing is
maintained until the target is cancelled.
Radar Console - Port
t) Set navigation data. The display of way points, routes and
steering data, is switched on and off using the navigation (NAV)
soft key.This key also provides access to the navigation menu and
certain editing facilities.

Illustration 6.3.1a Steering Stand
Sperry
Issue: 1 6.3 Autopilot System - Page 1 of 8

6.3 Autopilot System of rudder order to helm angle at higher values, where fine control of the rudder LEDs, and eight indicator arrows that are illuminated by LED light bars on the
is not required, is increased logarithmically so that the total range of the rudder display assembly (four for port and four for starboard). Back-panel lighting of
6.3.1 Steering Stand travel can be ordered in less that one full turn of the wheel. the switch assembly is supplied by LEDs mounted on the display assembly.
Maker: Sperry Marine A selection switch on the display assembly allows the helm to be configured Procedure for the Operation of the Helm Steering Assembly
Model: ADG 300 VT for linear or non linear steering gear. Selection of non-linear mode allows the
installer to calibrate the helm order display, using trim potentiometers for a) Set the circuit-breaker supplying power to the helm steering
The steering stand, which is situated in the centre of the wheelhouse directly modifying the displayed helm order to match non-linear steering gear. assembly to ON. All displays and legends are blank if not in the
to port of the manoeuvring console, is the position from which manual and helm mode.
The mode switch input from the steering control system to the helm steering
automatic steering of the vessel will normally take place. The stand is fitted
assembly is used to enable, or disable, the helm order display. While operating b) Verify that the steering control system is in the non-helm mode.
with a wheel on the aft side, which the helmsman uses in conjunction with the
the steering system in the non-helm mode, the PREVIEW switch allows the The helm order display and legend are blank. The test and
rudder angle indicator and the gyrocompass display to steer the vessel.
helmsman to momentarily display the helm angle, which would be ordered preview legends are blank.
when the helm is again selected as the controlling device. Dimmer keys are
The magnetic compass is conveniently situated on the deck above the steering
provided for brightness control. They allow the intensity level of the displays c) Press the PREVIEW switch. The helm order display shows the
stand, along with a voice pipe for communication and conning in the event of
on the unit to be adjusted when operating the steering system in any mode. current helm order. The appropriate arrow indicator is lit if the
gyro failure.
Helm Wheel helm wheel is not set to zero helm order.
The compass card can be viewed through a periscope, with adjustable
reflectors to provide a good viewing angle. Lighting for the compass card is The helm wheel provides helm order inputs to steer the ship when the HAND Helm Wheel Steering Procedure
supplied from the emergency supply. mode of steering is selected. The helm wheel allows for 160° rotation ± 5° in
each direction from centre. (Note ! Before entering the helm mode of steering, verify that the helm wheel
The handwheel steering is of the follow-up type. The helmsman puts the is set to the desired helm order.)
handwheel to a rudder position and the rudder follows to the requested angle The helm wheel is mounted to a shaft equipped with a gear, which mechani-
which is shown on the rudder angle indicator. cally drives the variable resistors. a) Press and hold the PREVIEW switch.
The helm wheel and the casting have markings, which show the helm wheels The helm order display shows the helm order which will be used if the system
A changeover switch on the wheelhouse manoeuvring console is used to set the
centre position. The hub also contains hash marks, which show 5° and 10° cor- is switched to the helm mode. The appropriate arrow indicator is lit if the helm
steering mode to either AUTO, FU (steering stand) or the NFU (non follow up
responding to a linear 35° rudder steering system. wheel is not set to zero helm order.
tiller).
Potentiometers
In FU (follow up mode) The rudder stops when the selected position is b) Rotate the helm wheel to set the desired helm order before
reached. The three potentiometers are mechanically aligned with the helm wheel entering the helm mode of steering.
through gearing. Two single potentiometers are used as helm input for a dual
In the case of NFU tiller steering, the rudder moves in the pre-selected steering system and the third potentiometer provides the helm angle to the The helm order display shows the pending helm order. The appropriate arrow
direction as long as the tiller is being actuated. The position of the rudder in display assembly for displaying the helm order and direction. A section of the indicator is lit if the helm wheel is not set to zero helm order.
this case can be verified by observing the rudder angle indicator. potentiometer provides a steering failure alarm.
Confirm that the mode switch on the steering control system is set to helm.
Equipment Description Display Assembly The helm order display and preview legend is not lit on the display assembly.
The appropriate arrow indicator is lit if the helm wheel is not set to zero helm
The display assembly is a micro-controller based circuit board which provides order.
The helm steering assembly consists of a helm wheel, display assembly, switch
a digital read out of helm order (in degrees). It contains LED light bars which
assembly and three potentiometers.
provide panel illumination of the switch assembly. The display assembly c) Set intensity of the display by using the dimmer increase and
contains LED light bars, which illuminate behind arrows on the switch decrease switches.
The potentiometers contained in the unit are driven through the gearing
assembly. The arrows indicate the direction wheel rotation and approximate
attached to the helm wheel. The helm order is displayed numerically through
position (off centre, 1/3, 2/3, and full hard-over). The display assembly also d) Move the helm wheel.
an overlay switch panel using two 7-segment displays. Lighted arrows below
contains the circuitry for dimming the LEDs, and houses the circuitry for lamp
the seven segment displays indicate helm order, direction, and rough The helm order display shows the helm order.
test and helm advisor functions.
magnitude. Helm order is adjustable for maximum rudder angles of 20° to 75°.
The rudder order position agrees with the helm order value.
The ratio of helm order to wheel angle is variable. Wheel movement near Switch Assembly
midships, where fine control is desirable, gives helm orders similar to that
which would be provided by a conventional helm having approximately four The switch assembly contains three switches (PREVIEW, TEST, and
turns hard-over to hard-over. With this variable ratio helm, however, the ratio DIMMER), associated legends for the switches and for the HELM ORDER

Equipment Shut Down mounted fluid filled binnacle assembly sealed and designed for deck mounting. The gyrocompass will enter the run mode and settle automatical-
The display assembly is the operator’s primary user interface to the system and ly within five hours without any operator action other then turning
a) Position the rudder to MIDSHIPS. contains the controls and indicators used during normal operation of the the power on. If the heading is entered at the start up the
gyrocompass equipment. The display assembly contains an LCD, LED gyrocompass will settle within one hour. The SETTLE indicator
b) The rudder angle indicator should show zero degrees. indicator lights and displays, and switches. lamp will go off after one hour.
c) Position the circuit breaker supplying power to the helm The electronics control unit contains a microcomputer and other control Warm Starting the Compass
steering assembly to OFF. circuitry required to operate the master compass and display assembly. It also
contains the circuit boards to drive the step repeaters. a) The gyro wheel speed is checked. If the gyro wheel is not at run
d) The indicators on the helm steering assembly are not lit. speed, the gyro wheel is brought up to speed as for the cold start
Operating Procedures of the Gyrocompass up.
e) Turn the steering gear off.
The display assembly contains the operating controls for the MK 37 VT. b) If the gyro wheel is already up to speed and level, then the
6.3.2 Gyrocompass During normal operation, the HEADING display continuously shows the HEADING display is available and displayed momentarily. The
corrected heading to the nearest tenth of a degree. The data display presents the system will then enter the run mode. After entering the run mode,
Maker: Litton Sperry Marine Inc operator with menu options and fault messages. SPEED and LATITUDE are
the system will settle within five hours. The SETTLE indicator
Type: Mk 37 VT digital gyrocompass also displayed.
lamp will go off after five hours.
Upon initial power up and prior to entering the settle mode the system
General Description c) If the gyro wheel is not level then the gyro wheel levelling process
performs an automatic BITE process, or Built In Test and Evaluation of the
internal system hardware components. is initiated.
The gyrocompass is basically a free spinning wheel rotating on an axis at very
high speed. The wheel is so mounted in a framework that initially it can be The SETTLE indicator lights during gyro wheel auto levelling and settling of d) The compass enters the run mode and settles automatically within
pointed in any preferred direction. Apart from the spinning axis the mounting the compass. five hours.
framework contains two further axes mutually perpendicular, one of which
will, in practice be mounted vertically as the gyro will be used as a compass The appropriate ACTIVE or STBY indicator is lit on the display assembly of Correction of the Speed Latitude Error
which requires direction indication about a vertical axis, or the axis around each gyrocompass. The primary gyrocompass system normally operates in the
which the ship will turn from one course to another. The other will be active mode indicating that the system is controlling the output bus. The
secondary system operates in standby mode and is configured as the standby When the ship is at rest, the gyrocompass indicates the true north. When the
horizontal, thus permitting the gyro to turn in azimuth and tilt. ship is travelling, a small correction is to be applied, ie. the speed latitude error
system.
(SLE). It arises from the combination of the ship’s speed with the rotation of
Due to its high speed when running the gyrocompass exhibits gyroscopic The state of the gyro determines whether compass ‘cold’ or ‘warm’ starting the earth.
inertia, otherwise known as rigidity in space. This property is explained using procedures should be followed.;
Newton’s First Law of Motion. ‘Every body remains in its initial state of rest, When the ship is heading due east, the rotational velocity of the earth and the
or uniform motion in a straight line, unless a force is exerted on it’. Applying Cold Starting the Compass ship’s velocity fall in the same direction, when heading due west they fall in a
this to the gyro wheel it confirms that there must be a continuous force directed contrary direction. In both cases speed latitude error does not occur.
to the centre of rotation of the wheel which is counterbalanced by an equal Cold starting procedure is carried out when the compass is not rotating. The
force directed outward to account for its circular track. The spin axis of the sequence is as follows:
Heading north or south, however, the ship’s velocity forms an angle with the
wheel will maintain its orientation in space and point to an imaginary star, velocity of the earth. The gyro spin axis lines itself up with the apparent
often known as the ‘gyro star’. This property of gyroscopic inertia is a) Two audio beeps are sounded and the operator will be prompted
meridian, which is perpendicular to the resultant velocity. In this way the
appropriate because if the gyro is left alone it provides a datum reference from for a heading input. If the heading data is not input within five
indication suffers a deviation from the north.
which it does not deviate and hence the ability to seek North and maintain this minutes, the gyro will proceed with an auto level process.
position. As the ship’s speed, compared to the rotational speed to the earth, is only small,
b)The yoke will be offset based on the reference heading, operator
the angle is, in general, only small and can be neglected in some cases.
Design and Main Features provided or last known heading. The yoke will be slewed
clockwise or counterclockwise.
Speed and latitude correction can either be manually or automatically input by
The MK 37 VT digital gyrocompass equipment consists of a master compass, pressing the appropriate switch besides the speed and latitude controls.
display assembly, electronics control unit and the interconnecting cable c) The gyro wheel is brought up to speed within fourteen minutes.
assemblies.
d) The yoke is toggled by slewing back and forth to level the
The master compass provides uncorrected heading data to the electronics ballistic. This process takes approximately four minutes.
control unit for signal processing. The master compass consists of a shock

6.3.3 Magnetic Compass The optical cylinder is contained in the binnacle stand and has the effect of
magnifying the compass card to ensure that it is easily readable from the
Maker: Tokimec Inc, Japan steering stand within the wheelhouse.
Type: SH projection magnetic compass
General Description
The SH projection magnetic compass consists of a compass bowl, binnacle

stand and projector device, and is used to measure the direction of magnetic
north on the earth’s surface. Correction magnets are placed in and around the
binnacle stand in order to compensate for the effect of the ship’s structure on
the magnetic compass.
Compass Bowl
The compass bowl is a wet type containing a mixture of ethyl alcohol and
water, and having an expansion chamber to allow for temperature changes
within the range of +60°C to -30°C. Since the expansion chamber controls the
volumetric changes of the compass liquid , there is no fear of bubbles forming
in the liquid itself.
The bowl top edge is engraved every 1°and every 10° with 3 digits clockwise
from the ship’s heading 000.
The compass card is constructed of a metal sheet 165 mm in diameter and

marked with a number of 3 figures every 10° with reference to the north
indicated by 000 in figure.
The magnetic needle sticks positively to the float, and its magnetism never
diminishes due to ageing. The support jewel is sapphire and the pivot is made
of platinum-iridium alloy.
Binnacle Stand
The binnacle stand is made of corrosion proof light alloy casting. Its upper
part is equipped with a projector lamp and a reflector.
The gimbals are roller type and can hold the bowl in a horizontal position
against the ship’s tilt of less than 45° in any direction, caused by pitch and roll.
The binnacle stand incorporates the deviation correcting magnets provided for
by the rules, including semicircular deviation, quadrantal deviation, heeling
error and flinders bar.
Optical Cylinder and Projector Device
The projector device is mounted on top of the binnacle stand, and consists of
a bulb, plug and reflector unit.

Illustration 6.3a Gyrocompass and Autopilot Systems
Typical NAVIGAT X/Mod. 10

System Gyrocompass
Radar
Heading Signal 6 steps/o

Navcomputer
Plotter
Heading Via RS-422 Interface

Satnav, GPS,
Autopilot Display Unit

247
Digital
Repeater
Electronic Power
Power Input and Control Unit
Bearing Repeater
in Stand
Console Repeater
Bulkhead Repeater Course and Rudder
0
340
350 360 10 20
30
Angle Recorder
33 40 350 360 10 20
3 20 0
340 30
33 40
0
0
50
31
32
3 4
00
60
50
31
03
3 4
00
70
60
2
0 270 280 29
03
70
80 90 100 110
2
0 270 280 29
80 90 100 110
6
1
ANSCHUTZ
6
1
50 26
ANSCHUTZ
0
50 26
02
12
9 8
24
02
Sperry
13
12
0
8
23
9
0
24
14
13
0
0
0
22
23
15
10 0 14
0 2 160 0 0
170 180 190 20 22 0 15
21 0
0 160
170 180 190 20
Heading Signal 300 steps/o

6.3.4 Autopilot 3. TRACK Mode Display Unit
Steering mode which performs automatic head keeping using
Maker: Litton Marine Systems inputs from an external navigator, corrected for cross track error The display unit contains the operator controls and indicators used for
Type: Dual ADG 3000VT autopilot by the autopilot to steer the ship toward a waypoint over a autopilot operation. The display unit contains displays that indicate the current
designated track over the ground. heading, the ordered heading, the rudder order, and other information used
Description when steering in the autopilot mode. The display unit also contains a Liquid
Non-Follow Up (NFU) Mode Crystal Display (LCD) which displays information during installation,
The ADG 3000 VT (Adaptive Digital Gyropilot) steering control is a digitally operation, and troubleshooting. Light Emitting Diodes (LEDs) are used in the
controlled unit, which uses a microprocessor to control the rudder. The This is the most fundamental of all steering modes, and is selected by the assembly to provide back panel lighting, which illuminates to indicate the
autopilot continuously monitors the ship’s steering dynamics and adapts the MODE switch. This mode allows the operator the most direct control of the operating mode and highlight the operator controls. Also included on the
parameters of the generated control signals to provide the most efficient steering gear pump oil flow into the steering actuators. Operating the NFU display unit are controls used for testing the system, for adjusting the intensity
control of the rudder consistent with the ship’s heading and selected course. control causes the rudder to rotate left or right for as long as the control is held level of the display unit indicators for day or night viewing, and a control,
The adaptive nature of the autopilot is to provide minimum rudder motion, in the left or right position. On releasing the control the rudder remains which is used for muting the audible alarm.
which maintains ship stability while maximising fuel economy. stationary, holding position until the NFU controller is again operated, or the Controls and Indicators
steering mode is changed to a follow up mode. Setting the rudder angle to the
The autopilot provides the control and display functions along with circuits desired position is achieved by the helmsman observing the rudder angle Status Switch:
which process the control inputs, generate the display response, and determine indicator and operating the NFU control left or right. Used to select the automatic steering mode.
the rudder command. The various steering functions are selected by means of
the display unit, which enables the operator to choose the mode of steering The autopilot is automatically configured to NFU mode when the operator Auto Indicator:
control and any limits or special commands associated with the selected mode. moves the NFU controller to an active state. Lights to show that the autopilot is using the heading data from the compass
and the operator’s order setting.
The autopilot is used to automatically steer to a selected order using one or two
externally provided heading references. The heading order can be selected by Helm Mode Nav Indicator:
a human operator or by an electronic navigator. This is a manual full follow up (FFU) mode of steering and is selected by the Lights to show that the autopilot is using order inputs from an external
MODE switch. When the operator changes the position of the helm wheel, the navigator.
Operating Modes rudder begins to move and keeps moving until it reaches the ordered position Track Indicator:
indicated on the helm. To return the rudder to midships, the helm must be Lights to show that the autopilot is using order inputs from an external
The autopilot has provisions for indicating both automatic and manual steering manually positioned to the zero degree position. When HELM is selected the
modes. Automatic steering can be performed from the following three different navigator and the cross track error is corrected by the autopilot to steer the ship
autopilot goes into standby mode. toward a waypoint over a designated track over the ground.
automatic steering modes :
Basic Features
1. AUTO Mode STBY Indicator:
Performs automatic heading keeping using heading data from the The basic features of the autopilot are as follows: Lights to show that the external steering mode switch has selected a steering
gyrocompass and the operators order setting. The ADG 3000 mode other than autopilot for steering control, and also to indicate heading
monitors dynamic parameters such as speed and heading to con- Adaptive steering control which provides automatic adjustment of reference alarm when an excessive rate of change of heading has been detected
tinuously adapt the steering control output, to provide course the ship’s control parameters which indicates a heading signal fault.
keeping with minimal rudder motion, and hence maximum
Minimum rudder motion which in turn produces maximum
efficiency. NFU Indicator:
stability and fuel economy
Lights to show the takeover non-follow up controller (not part of the autopilot)
2. NAV Mode is active.
Computerised calibration at installation, using CALCON, which
Steering mode which performs automatic head keeping using
sets the controller gains and time constants specific to the ship’s
inputs from an external navigator to steer the ship toward a ADAP/MAN Display:
design, in keeping and vessel manoeuvring modes
waypoint. The NAV mode is selected by the autopilot when Display shows an A if adaptive (automatic) gain selection is chosen to
AUTO is selected by the MODE switch. The NAV mode differs An analogue rudder order output signal that is capable of driving compensate for sea conditions. If a fixed gain setting is chosen, the display
from the AUTO mode in that the course to steer is determined by two independent rudder servo amplifiers shows a number from one through seven. One is the highest gain, seven is the
an external navigation system. The external navigation system lowest. When the ADAP/MAN control is set to ADAPTIVE, the autopilot
provides course order data used instead of the ADG 3000’s own Direct connection to external heading reference or navigation
automatically determines the gain, based upon heading error and rudder
course data. The ship is steered directly to a waypoint set by the activity, to maintain ship stability while maximising fuel economy. When
external navigation system and maintaining that course to the Built-in self-test and continuous system monitoring
manual selection is wanted, the operator selects a high numerical setting to
waypoint. prevent excessive rudder activity in heavy seas, or selects a low numerical
Full alarm complement via the display unit and the alarm contacts
setting to provide tighter heading keeping.

Rudder Limit Display: Test Switch: b) Adjust the panel lighting intensity for day or night visibility, as
Used to show the current rudder limit set by the operator. When switch is pressed, the audible alarm sounds for one second and all LED appropriate. The initial intensity level for the LEDs is full
indicators and displays on the Control Unit are lit. When the switch is released, brightness, and the intensity level for the back panel lighting is
Rate Order Display: the indicators and displays return to their previous state. full dimness.
Used to show the current rate order or OFF if rate control is turned off.
System Indicator: c) Hold the ALARM TEST switch depressed for several seconds to
CONTROLS Display: Indicator flashes and the audible alarm sounds when the system processor test the functioning of all control panel indicators and the audible
Used to display information relating to the operation of the autopilot. detects a internal or external sensor input malfunction. The indicator remains alarm.
lit steadily after the alarm is acknowledged until the fault is cleared from the
Increase Scroll Switch: system. d) If required, synchronise the autopilot heading display to all
Used to increase the selection setting displayed in the CONTROLS display. compasses (see paragraph 2-4.11 in makers manual).
Compass Indicator:
Decrease Scroll Switch: Indicator flashes and the audible alarm sounds when the system processor e) If two compasses are installed on the ship, select the desired
Used to decrease the selection setting displayed in the CONTROLS display. detects an error in any heading input data. The indicator remains lit steadily compass that will serve as the primary source for ship’s heading
after the alarm is acknowledged until the fault is cleared from the system. input (as described in paragraph 2-4.11 in makers manual).
Controls Switch:
Used to enable the CONTROLS display and cycle through the list available Mute Switch: f) Select the operating mode for the autopilot (as described in
operator selected control settings. Used to silence the audible alarm. Also used to scroll through the list of fault paragraph 2-4.1 in makers manual).
messages displayed in the CONTROLS display.
Controls Indicator: Fault Acknowledgment
Identifies the CONTROLS display. Decrease and Increase Switches: After the system completes basic power checks, the system will proceed with
Used to alter the brightness of the display panel. internal status checks. If any failures occur doing this check, an alarm will
Rate Order Switch: sound. An advisory message will appear on the LCD when the MUTE switch
Used to select the turn rate order to be shown on the CONTROLS display. This Preset Switch: is pressed and held. (Refer to Chapter 5 in maker’s manual for the correct
turn rate order will be followed during manoeuvres when the ADO 3000 VT is Used to select the PRESET mode for order entry. actions.)
in the AUTO mode.
Accept Switch: Operating Procedure in Automatic (AUTO) Mode
Rudder Limit Switch: Used to enter the PRESET value from the PRESET display as the current
Used to select the rudder limit to be shown on the CONTROLS display. This heading order for display in the ORDER display. a) Adjust the autopilot front panel controls to the desired settings for
limit may be set to any value between one degree and the ship's maximum this mode.
rudder angle. This is the effective rudder limit, based on the calculated bias or Accept Indicator:
weather helm, and thus may differ from the actual rudder angle. Indicator lights steady to show the PRESET mode is selected. Indicator flashes b) Verify that the steering control system has selected the autopilot.
to show the PRESET order must be accepted to become active.
c) Press the STATUS switch to select the AUTO mode. When the
Rudder Limit Indicator: Order Control Knob: AUTO mode is selected, the autopilot response will depend on the
Indicator lights to show that the rudder order output is equal to the selected Used to enter a heading order when operating the autopilot in AUTO. The previous mode in use. In each case there is no change in the
rudder limit. heading order change cannot exceed 145° from the current heading. effective heading-to-steer on mode transition, i.e. the transfer is
smooth.
ADAP/MAN Switch: Preset Display:
Used to show the gain selection on the CONTROLS display. Displays the value entered using the order control knob when the PRESET d) Rotate the ORDER knob until the desired heading-to-steer
mode is selected. appears on the digital ORDER display.
Heading Display:
Used to show the heading data from the currently selected compass. The Order Display: (Note ! ORDER and all control settings may be changed at any time while
display flashes the last known heading whenever re-synchronisation is Shows the current heading order (in one-tenth of a degree resolution) of the operating in AUTO mode.)
required (such as during power-up or after a compass fault has been detected autopilot.
when non-synchronous heading data is being used). For operating in Nav and Track modes see paragraph 2.4.1 in the maker’s
Procedure for the Start up of the Autopilot manual.
Off Course Indicator: a) Apply power to the autopilot by rotating the steering control
The OFF COURSE alarm detects failure of the steering equipment to achieve SYSTEM switch to the desired PORT, STARBOARD, or BOTH
and maintain an ordered heading while in AUTO, NAV or TRACK modes. position.

6.3.5 Procedures
STEERING CONTROL
MODES
Non Follow-up steering

Follow-up steering Automatic steering
tiller
steering stand autopilot A
for emergency override
Yes Autopilot failure
Failure No
of FU
Yes
Emergency
alteration
No
Yes
Use helmsman to
steer, advise Master Change to NFU
and duty engineer of steering
any problem
In the event of using

the override tiller for
emergency alteration,
this will be instigated
by the OOW.
Use the helmsman to
steer. Call Master and
duty engineer, advise
of problem

Illustration 6.4.1a Main Engine Remote Control System - Bridge Control
Manoeuvring Auto Speed M-800- -W Bridge
Handle Control
Indicator
& Switch
Panel
Bridge Manoeuvring Panel
Engine Control Room
M-800- -C M-800- -S
Engine Control Room Engine Control Room
Control Panel Safety System Panel
Manoeuvring
Handle
Auto Speed
Control
MCG - 301 - C
Engine Electric Governor
Control Room M - 800 - - C REMOTE CONTROL UNIT
Manoeuvring Control Panel
M-800- -W Panel
Indicator
& Switch
Panel
Engine Room
Auxiliary Blower Control
Emergency/local Actuator
Telegraph Receiver Control Drive
Panel Unit
Solenoid Valve Panel Governor

Actuator
Valve Position Feedback
Engine Speed
Sensors
Issue: 1 6.4 Main Engine Remote Control System - Page 1 of 5

6.4 Main Engine Remote Control System The control modes are changed at: 6.4.2 Procedure
The local control station to LOCAL or REMOTE
6.4.1 Controls Starting the Main Engine from the Bridge
The ECR station to ECR-MANUAL or BRIDGE-AUTO or ECR-AUTO
Maker: Nabco Ltd a) When the telegraph transmitter is moved from the STOP to either
Governor type: MG-800 Change of Control Modes AHEAD or ASTERN direction, the camshaft changeover
solenoid valve (310A-ahead/310B astern) is energised. The
The main engine remote control system is designed for remote control of the output signal moves the camshaft to the required position, at the
main engine from the combined telegraph and manoeuvring lever in the same time the starting signal is transmitted to the governor.
wheelhouse. By moving this lever, the system will automatically start, stop, BRIDGE CONTROL
reverse and control the speed setting of the main engine. STATION b) The camshaft changeover solenoid is de-energised once the
Transfer takes place camshaft has completed its move. The starting air solenoid 310C
Start, stop and reversing are done electro/pneumatically, by a pneumatic valve immediately and without is now energised and starting air is admitted into the engine.
cabinet. A separate safety system is also provided, which runs in parallel to the Transfer only
Transfer proposal,
Transfer request or
remote control system. This protects the engine from damage by using possible with
only possible acknowledgement from
takes place c) Once the engine has run up to the air running speed, the air start
shutdown, slowdown and emergency stop functions.
with
a c k nacknowledgement
owledgement E.C.R. CONTROL
immediately
active control station
and without
solenoid 310C is de-energised to shut off the starting air. The stop
fromfromactive
active STATION proposal, request solenoid 310D is also de-energised and this releases the stop
Manoeuvring Function control station
control station or acknowledgement
(Note ! Cannot be cylinder 001 and fuel is supplied to the engine.
from active
Automatic manoeuvring by the telegraph transmitter in the wheelhouse, using prevented.)
control station
the micro-computer and pneumatic signals. (Note ! Cannot be prevented)
d) A preset time after the fuel has been supplied, the start signal for
the governor is reset and quickly matches the telegraph
Start/Stop and Reversing Function LOCAL CONTROL
transmitter signal. The engine speed then increases to that set by
Automatically controlled by the telegraph lever in the wheelhouse, through the STATION the telegraph transmitter.
remote control system to the pneumatic valves on the main engine.
Misfire, Starting Failure and Restarting
Speed Control Function
Automatically controlled, the setpoint is transferred from the telegraph If the engine fails to start within a preset time, due to the engine speed falling
transmitter in wheelhouse, through the remote control system to the governor (Note ! The local control station is the operating station with the highest below the air running speed, after fuel has been supplied, this is called a
system. priority. Interlocks prevent accidental energising of the solenoid changeover misfire. The engine is restarted automatically twice before a STARTING
valves during local control mode.) FAILURE alarm is given. The alarm can be reset by moving the telegraph to
Safety System Function STOP and procedures a) to d) repeated in order to restart the engine.
Any change of control mode is monitored on the bridge and ECR operating
Automatic shutdown and slowdown are operated from sensors on the main panels.
engine. Manual emergency stop, operated from switches on the bridge/engine If the engine speed fails to reach the air running speed within a preset time, the
control room/engine side. Changing over control from the engine room to the bridge cannot be carried starting operation is stopped and a STARTING FAILURE alarm is given. Once
out unless the following conditions apply: again the alarm can be reset by moving the telegraph to STOP and procedures
Order Printer a) to d) repeated in order to restart the engine.
Turning gear is disengaged
Logs the telegraph and remote control system orders, such as the telegraph
position, critical alarms and rpm. It also produces event, periodic, status and Starting air automatic stop valve in the AUTO position Starting Interlocks
start-up logs.
The system as electric power The following conditions will prevent the engine starting:
Control Modes Control air pressure is normal Turning gear engaged
The following control modes operate the propulsion plant: The emergency stop is cancelled Emergency stop is engaged
Automatic control from the bridge The control system monitoring function is normal Starting failure has not been cancelled
Automatic control from the engine control room The AUTO SLOWDOWN request is normal Slow turning mode is in abnormal condition
Manual control from the engine control room (Note ! The changeover can be completed with the engine running, if the
Manual control from the local control station (emergency control) bridge and engine room engine speed settings are matched.)

Bridge Manoeuvring Console

Speed Control Slow Turning Crash Stop
Control of Harbour Speed If the main engine is stopped for a preset time, the slow turning programme This is a reversing operation when the engine speed is equivalent to more than
will be initiated and the engine will be turned slowly for a number of FULL AHEAD.
By moving the telegraph transmitter into the normal manoeuvring positions, revolutions.
the main engine speed corresponding to that position is set due to the governor The procedure is the same as at the lower speed, except the timing settings for
control. However, the engine speed can be continuously changed by moving Reversing Procedure with Engine Running at Dead Slow or Slow Ahead the governor, the starting air and the camshaft (rpm) change over, allow the
the telegraph transmitter into every other position if required. The relationship engine to be reversed in a shorter time.
between telegraph position and speed is defined by a programmed curve as a) Whilst the engine is running in the ahead direction, move the
seen below. telegraph transmitter to an ASTERN position. Rough Sea Conditions
Programmed Speed Increase Towards Navigation Speed b) Because the engine direction is different from that of the telegraph By pressing the ROUGH SEA illuminated pushbutton on the bridge console,
transmitter, the stop solenoid valve 310D is energised and the stop the engine fuel oil supply will be controlled to prevent an overspeed trip
When the telegraph transmitter is moved to the NAV. FULL position, the cylinder 001 is operated to shut off the fuel to the engine. occurring.
engine speed is accelerated instantly up to the load up program starting
position. c) When the engine speed has decreased to the reversing level, the Power Failure Procedures
astern solenoid valve 310B is energised. This in turn allows the
From this position, up to full sea speed, the increase in speed is controlled by camshaft to be moved to the astern position. AC power failure:
the program loading up mechanism. The indicator lamp LOAD UP
Changeover is automatic to DC source.
PROGRAM is lit during this operation. d) Once the camshaft has moved to the astern position, the astern
solenoid 310B is de-energised, and the start solenoid valve 310C DC power failure:
Programmed Speed Decrease From Navigation Speed is energised. Starting air (brake air) is now supplied to the engine
and the governor is set to starting mode. This has no influence on the main engine operation
When the telegraph transmitter is moved from the NAV. FULL position, to a
Control air pressure failure:
position below FULL, the load down program is initiated. The engine speed is e) Once the engine is reversed and has run up to the air running
decelerated gradually down to NAV. FULL, and then instantly decelerated speed, the air start solenoid 310C is de-energised to shut off the The main engine can be stopped using the governor actuator.
down to the speed corresponding to the telegraph transmitter position. starting air. The stop solenoid 310D is also de-energised and this
releases the stop cylinder 001 and fuel is supplied to the engine. AC, DC and control air failure:
The indicator lamp LOAD DOWN PROGRAM is lit during this operation, and The engine will gradually stop and control can only be maintained at
is extinguished when the speed is within the manoeuvring range. d) A preset time after the fuel has been supplied, the start signal for the local station.
the governor is reset and quickly matches the telegraph
Programme Cancel transmitter signal. The engine speed then increases to that set by
the telegraph transmitter.
The load programme can be cancelled by pushing the CANCEL button
provided on the manoeuvring panels, both in the engine room and on the Semi-Crash Astern
bridge. The indicator lamp will be lit during the time the programme is in the
cancelled state. This is a reversing operation when the engine speed is equivalent to HALF
AHEAD.
Speed Increase Rate
The procedure is the same as at the lower speed, except the governor timing
During bridge control the speed increase rate can only be adjusted within the setting allows the engine to be reversed in a shorter time.
limits set by the value at the engine control console. The indicator lamp
SPEED LIMIT will be lit during this period.
Stopping
The main engine is stopped by moving the telegraph transmitter to the STOP
position. This energises the solenoid valve 310D and the stop cylinder 001 is
operated and the fuel is shut off.

Back-Up Control c) Check the speed of the engine from the ten keypad display on the
control unit for the governor.
If failure occurs in the control system, a back-up control system is fitted to
allow the main engine to be started, stopped, reversed and the speed controlled.
A selector switch is provided for starting and stopping, pushbuttons for
reversing and a dial for speed control.
(Note ! The engine must be stopped before the back-up system is engaged.)
Operating Procedures
Starting:
a) Ensure the speed adjusting dial is in the START position.
b) Move the back-up selector switch to the START position.
The starting air solenoid valve is energised and engine starts to turn.
c) After confirming that the engine has reached the starting speed,
operate the selector switch to the RUN position.
The starting air will be cut off and fuel oil will be supplied to the engine,
causing it to run at the speed equivalent to the dial position.
Speed Control:
a) Adjust the engine speed to that required by moving the dial.
b) Check the speed of the engine from the ten keypad display on the
control unit for the governor.
(Note ! There is no loading up program control available, so speed increase

must be done slowly.)
Stopping:
The engine is stopped by turning the back-up selector switch to the STOP
position.
Reversing:
(Note ! The reversing operation must only be done after visually checking that
the engine speed has fallen to below the changeover speed)
a) Ensure the backup selector switch is in the STOP position.
b) Press the required button ASTERN or AHEAD.

Illustration 6.5.1a Doppler Speed Log
Inner Panel
Key
Abnormal Lamp Electrical Signal

Inner Panel Cover
Main Display Pilot Lamp +12V -12V +30V +10V
6 5 4 3 2. 1 0-9
Set Button
Digit Selector Switch SET
SPEED DOPPLER SPEED LOG
DS-70 Clear Button

0 5 CLEAR
Distance Run
KNOTS Setting Switch
TEST SIG SLOW
DISTANCE RUN Response Time
Selector Switch
Test Switch
NORMAL 0 KNOTS FAST
N.M.
Dummy Signal
FURUNO Switch
Dimmer
DIMMER
Analogue Display
10
Junction Box
5 15
0 20
Speed Indicator Distance Indicator 5 25
DISTANCE RUN 10 30
SPEED
SELECT SET
KNOTS
KTS FURUNO
Transducer
NM
FURUNO FURUNO
Issue: 1 6.5 Discrete Equipment - Page 1 of 20

6.5 Discrete Equipment Distance Run Indicator: Clear Button:
Both forward and astern speeds are measured, and displayed as the Pressing this button resets the distance run display to 0.0 nautical
6.5.1 Speed Log distance run. When the power is turned off the present distance run miles. The button may be pressed at any time when a reset of the
figure is memorised for about a one week period. When power is distance run is desired. The button may also be pressed to erase
Maker: Furuno re-applied the previous figure is displayed. previously memorised data.
Type: DS - 70
Dimmer Set Button:
General Description This control adjusts the illumination of the display. This button sets the desired value of the selected digit according
to the digit selector and distance run setting switch.
A sonar beam can be used to determine the ship’s speed and distance travelled Test Switch:
by measuring the frequency shift (due to the doppler effect) of an acoustic NORMAL: Set to this position for normal use. Abnormal Lamp:
wind returning from a fixed reflector. TEST: When the system appears faulty, place the switch in An abnormal lamp lights when the speed data abruptly changes
this position and the dummy signal can be used in from the ship's present speed due to noise. If the lamp flashes
The Furuno DS 70 is provided with a transducer assembly mounted on the hull conjunction with this switch to check the system. more than about 1 or 2 times within 5 seconds, the speed
bottom to emit an ultrasonic signal in two directions simultaneously, and indication may be unreliable.
measure the resultant doppler shifts of return echoes. For accurate Dummy Signal Switch:
measurement, one beam of the signal is directed obliquely forward with The switch is effective only when the test switch is set to the Pilot Lamp:
respect to the ship and the other directed obliquely backwards. TEST mode. A pilot lamp lights when each voltage is correct.
The system can track echo signals from a few metres below the hull bottom 0.0 Knots: Dimmer:
down to several hundred metres on what is known as ground track. The speed A 0.00 or 0.01 knot reading indicates the system is operating Adjusts the illumination of the display.
so calculated is therefore the speed over the ground. When the water reaches a properly when the switch is placed in this position.
depth at which the return signal has attenuated to an unusable level, the doppler Ship’s Speed Indicator
log continues to function by making use of reverberation echoes. This mode is SIG:
known as water track mode of operation, whereby the doppler uses a layer of 24 through 30 knot reading indicates the system is operating This indicator displays the ship’s speed. The arrow marks at the left of the
water instead of the sea bed in which to measure the doppler shift and calculate properly when the switch is set to this position. digital display show the ship’s moving direction; when moving ahead the
the speed. upper arrow mark lights up, and when moving astern the lower one lights up.
Response Time Switch:
Equipment Description FAST: With the switch in this position, it takes approximately Distance Indicator
a half minute to track 90% of the ship’s speed.
Main Display This indicator displays the distance run. When the power is turned off, the
SLOW: In this position the response time is three times longer previous distance run figure is preserved for about a one week period by the
Power Switch: than the speed of the FAST position. Use this position when the incorporated battery. If the unit is off for more than one week, all digits
This switch provides power to the display unit. reading of the ship’s speed is unsteady due to rough sea indicate zero for about 30 seconds. Then the upper four digits go off, resulting
conditions. in normal indication.
Ship’s Speed Indicator:
This indicator displays the ship’s speed. The display is updated Digit Selector Switch: Dimmer:
every second, and the following indicators appear to alert the This switch is used for pre-setting the distance run. When set to This control adjusts the illumination of the display.
operator of the present status of the ship's speed reading. other than 0, the display will flash, signalling the unit is being
preset. Numerals 1 through 6 are for setting the distance run from Select:
0:0 (figure with colon) appears shortly after power is turned on tenths of a nautical mile to ten thousands of nautical miles, This button is used for presetting the distance run. When this
and this indicates that the system is now calculating the ship’s respectively. Numerals 7 through 9 are not used for setting the button is pressed successively, a flashing unit for indicating that it
speed. distance run. The distance run can be set to a maximum of is being preset is switched one by one from left to right. When the
99,999.9 nautical miles. SELECT button is pressed while the decimal figure is flashing, all
A flashing decimal point indicates that the echo level is low; no digits will flash, signalling the distance run figure is being reset to
signal is being received. Distance Run Setting Switch: zero. Further pressing of this button will return to normal
The desired value for the distance run is set with this switch. indication.
When moving astern a ‘ -’ (minus sign) is displayed.

Illustration 6.5.1a Doppler Speed Log
Inner Panel
Key
Abnormal Lamp Electrical Signal

Inner Panel Cover
Main Display Pilot Lamp +12V -12V +30V +10V
6 5 4 3 2. 1 0-9
Set Button
Digit Selector Switch SET
SPEED DOPPLER SPEED LOG
DS-70 Clear Button

0 5 CLEAR
Distance Run
KNOTS Setting Switch
TEST SIG SLOW
DISTANCE RUN Response Time
Selector Switch
Test Switch
NORMAL 0 KNOTS FAST
N.M.
Dummy Signal
FURUNO Switch
Dimmer
DIMMER
Analogue Display
10
Junction Box
5 15
0 20
Speed Indicator Distance Indicator 5 25
DISTANCE RUN 10 30
SPEED
SELECT SET
KNOTS
KTS FURUNO
Transducer
NM
FURUNO FURUNO

Set: To set 12.3 nautical miles, for example, use the following sequence:
This button sets the desired value of the selected digit according
to the SELECT button. Every pressing of the SET button a) Push the CLEAR button to reset the display to 0.0 nautical miles.
decreases the value at the flashing figure from 9 to 0. Press it until
the desired value is obtained. When the SET button is pressed at b) Set the left switch (DIGIT SELECTOR switch) to 1. The display
the moment all digits are flashing, the distance run indication is begins to flash.
reset to zero. c) Set the right switch (DISTANCE RUN SETTING switch) to 3,
push the SET button and the display should now read 0.3.
Analogue Display
d) Set the left switch to 2.
The ship’s speed is indicated in range scale of -10 to +30 knots.
. e) Set the right switch to 2, push the SET button, the display
Operating Procedure should now read 2.3.
Main Display f) Set the left and right switches to 3 and 1, respectively. Then,
press SET button, and 12.3 will be displayed.
a) Set the inner panel controls to the following positions.
g) Turn the left switch to 0 for normal use and the display stops
1. Test switch is at NORMAL position. flickering. Setting is now complete.
2. DIGIT SELECTOR switch to 0.
Distance Indicator
3. Confirm that RESPONSE TIME SELECTOR switch is set to
FAST. Clearing the Distance Run procedure:
b) Turn the POWER switch on. a) Press the SELECT button until all digits are flashing.
c) Adjust the DIMMER control. b) Press the SET button, and the distance run figure is reset to ‘ 0.0’
After power is applied, the following is displayed for 2-3 minutes while the c) Press the SELECT button again for normal use, and the display
ship’s speed is being measured. stops flickering.
: 0.0 or - : 0.0 Amending the Distance Run procedure:
The colon in the ship’s speed display indicates the system is now calculating Example amend 1123.5 to 1134.7
the ship’s speed. After the colon has extinguished, the figures change to the
actual speed gradually thereafter. Anytime the reading does not steady, refer to a) Press the SELECT button four times, and the tens digit will be
SELF TEST in the manufacturer’s manual. flashing.
d) Set the RESPONSE TIME switch. b) Press the SET button until the flashing figure changes to 3.
Normally the switch should be set to the FAST position, however, SLOW c) One digit will flash with the next pressing of the SELECT button.
position should be used under the following conditions.
d) Press the SET button until the figure changes to 4.
When sea conditions are rough and a steady read-out cannot be
obtained. e) Next, pressing the SELECT button causes the one tenths digit to
flash.
When sailing for an extended period at a constant speed.
f) Press the SET button until the figure changes to 7.
e) Set the Distance Run indicator.
g) Press the SELECT button twice to return to normal operation.

Illustration 6.5.2a DGPS Navigator Panel
Display Function Keys

Traffic
Lights
LMX 400 DGPS Navigator
Professional DGPS Navigator

1 2 3
NAV RTE WPT Mark Position
GPS1 GPS STATUS ABC DEF GHI
SNR 42 39 48 50 44 47 N
50
21 4 5 6
12
40 PLOT TIDE AUX Goto
JKL MNO PRQ
18
26 3
30 14
W E
PRN 12 14 1 23 21 26
1 7 8 9
17 5
POS GPS DGPS Light
Used sats : 6
STU VWX YZ
Visible sats : 11
Available sats : 24 23
Elevation mask : 7.5° S
0
E CFG C Power On/Off
Man Overboard
Litton
Marine Systems
Soft Keys Cursor Key

6.5.2 GPS Navigator In order to set up a DGPS system, the user must have a GPS reference station Yellow solid: DGPS position update, but with poor Horizontal
at a precisely known location, a DGPS navigator, and a communication link to Dilution of Precision ( HDOP) where the
GPS Position Fixing System transmit the corrections. geometry of the satellites in use are below that of
the preselected parameters, so that position fixing
Manufacturer: Litton Marine The DGPS beacon system allows the user to benefit from the accuracy of may not be as accurate as that normally expected.
Model: LMX 400 DGPS DGPS without the need to purchase and maintain a complete DGPS system Green solid: DGPS position update at normal operating
(reference stations, transmitting equipment, as well as receiving equipment, condition.
GPS Navigation Overview and navigators).
GPS Mode Traffic Light Operation
The Navstar Global Positioning System, commonly referred to as GPS, is a Cautioning Note for Use of GPS
satellite navigation system developed by the U.S. Department of Defence to
provide both military and civilian users with highly accurate, worldwide, The GPS/DGPS receivers like any other piece of navigational equipment Red flashing: Not tracking satellites. This will occur during
three-dimensional navigation and time. By receiving signals from orbiting should be used with great caution, and whenever possible other independent the first few minutes of switch on or lost
GPS satellites, users are now able to continuously navigate with an accuracy means of ascertaining the ships position must be used in conjunction. memory.
on the order of 18 - 20 metres since the United States government have Red/Yellow solid: Dead reckoning. If the DGPS or GPS signal is
removed the selective availability function. Previously civilian users Accuracy of DGPS can be expected to be within 5 metres for 95% of the time. not available the unit will switch to DR mode.
equipment was restricted to an accuracy of approximately 100 metres 2D The system is, however, controlled by the United States Department of
RMS. Defence, and errors can be introduced at any time they so desire, or the system Red solid: Tracking one or more satellites or during first 2
shut down completely without word of warning. minutes of initialisation of the unit.
The position fix with GPS is achieved by determining the distance from the Yellow solid: GPS position update, but with poor Horizontal
user (receiver) to each of several selected satellites, by measuring the Description of Controls Dilution of Precision ( HDOP) where the
propagation time from the satellite to the user. geometry of the satellites in use are below that
Traffic Light System of the preselected parameters, so that position
Marine radio beacons operating in the 283.5 to 325.0 KHz frequency range fixing may not be as accurate as that normally
were in widespread use for direction finding in coastal navigation. As the The LMX 400 DGPS has a series of indicator lights (red, yellow and green) on expected.
beacon system has been in place and widely used for many years, it provides the left hand side of the panel. These lights represent signal status of the
system. However, great care must to be taken here as it depends entirely on Green solid: GPS position update at normal operating
an effective means for the transmission of DGPS signals. Depending on their
which mode the system is operating in (DGPS or GPS) as to what the indicator condition.
local environment and power output, their signals may be usable to several
hundred miles. Marine beacons provide an economical means of obtaining lights actually represent.
Operating Key Functions
DGPS accuracy for coastal navigators. The DGPS version is designed to
provide low cost reception of DGPS corrections broadcast which is normally DGPS Mode Traffic Light Operation
free of charge by coastal authorities. Function Keys
Red flashing: Not tracking satellites. This will occur during
the first few minutes of switch on or lost
General Description These are the 18 press button keys to the right hand side of the display
memory.
panel.These keys have a number of useful one touch uses together with more
A technique referred to as Differential GPS (DGPS), allows users to obtain Red/Yellow solid: Dead reckoning. If the DGPS or GPS signal is detailed menu functions.
maximum accuracy from the GPS system. DGPS requires the use of two GPS not available the unit will switch to DR mode.
receivers. One receiver, known as the Reference Station, is placed at a Red solid: Tracking one or more satellites, or during first MAN OVERBOARD key located at the bottom right hand corner of the panel,
surveyed location, the coordinates of which are precisely known. The purpose 2 minutes of initialisation of the unit. when depressed for a few seconds activates the MOB 1 plot screen and
of the differential GPS system is to use the reference station to measure the displays the position at which the MOB was activated.
Yellow/Green solid: GPS position update, but no DGPS corrections
errors in the GPS signals and to compute corrections to remove the errors. The
are being received, usually occurring when the POWER ON/OFF key turns the unit on or off accordingly.
corrections are then communicated in real time to the navigators, where they
DGPS beacon signal is not available due to it
are combined with the satellite signals received, thereby improving their
being out of range. LIGHT key allows instant switching between two pre-programmed panel light
navigation or positioning. This technique is effective because many of the
errors at the reference station and navigators are common. The geographic settings.
validity of these corrections decreases with distance from the reference station,
but the corrections are valid for navigators hundreds of kilometres from the GO TO key allows the operator to create a route instantly from the present
reference station. position displayed to one other waypoint.

Illustration 6.5.2a DGPS Navigator Panel
Display Function Keys

Traffic
Lights
LMX 400 DGPS Navigator
Professional DGPS Navigator

1 2 3
NAV RTE WPT Mark Position
GPS1 GPS STATUS ABC DEF GHI
SNR 42 39 48 50 44 47 N
50
21 4 5 6
12
40 PLOT TIDE AUX Goto
JKL MNO PRQ
18
26 3
30 14
W E
PRN 12 14 1 23 21 26
1 7 8 9
17 5
POS GPS DGPS Light
Used sats : 6
STU VWX YZ
Visible sats : 11
Available sats : 24 23
Elevation mask : 7.5° S
0
E CFG C Power On/Off
Man Overboard
Litton
Marine Systems
Soft Keys Cursor Key

MARK POSITION key stores the present position, date and time at the next Show Active Route: Allows the option for the course line to NAV4 - Sensor Input Navigation
available waypoint. be shown.
NAV4 screen exhibits data from external information sources connected to the
Show Off Track Limit: Allows the option for the cross track
EDIT key controls the soft keys and edit fields within any screen where editing GPS. Those sources are wind instruments, speed log, compass and depth
error limits to be shown
is appropriate. sounder inputs as applicable. The sources can be set up in the CFG1 screen and
Show Data Window: Allows the option to select between reference should be made to the installation and service manual for further
CLEAR key allows erasing of a single character at a time, or erasing all two display types where the data is information on set up and compatibility. The NAV4 screen is divided into four
information if constantly depressed. displayed in a graphic screen or a window segments.
separate window.
CURSOR key is used to move between edit fields and also to move between The top left window shows details relating to the True Wind Angle (TWA),
function screen pages. The course can be reset at any time it is decided not to return back to track if True Wind Speed (TWS) and True Wind Direction (TWD).
the vessel drifts outside of the present cross track settings, by selecting RESET
FUNCTION key. Above and below each primary function key are numbers XTE from the display. The window below the wind data provides information relating to the ship’s
and letters. These numbers and letters are used in the edit mode most often in course and speed and displays the Course Over Ground (COG), Speed Over
RTE, WPT and CFG screens. The SKIP WAYPOINT softkey allows the waypoint presently heading towards Ground (SOG), Heading (HDG), Heading To Steer (HTS) to next waypoint,
to be skipped and advanced the next one. Speed log (LOG), Waypoint Closure Velocity (WCV) and the calculated drift
Soft Keys angle and rate.
NAV2 - Basic Steering Information
There are five soft keys which are so named because their purpose changes The window in the right, top corner of the screen shows the depth information.
from one menu or screen to the next. This view gives the range and bearing to the next waypoint. Below this the
course and speed over ground is displayed as calculated and further below the Below this window is the graphical representation of the next waypoint mark,
Navigation Screens cross track error displayed as follows: with information as to the Range (RNG) and Time To Go (TTG) to the next
waypoint. The calculated set and drift arrow is also graphically indicated on
The LMX 400 DGPS has four basic NAV screen displays. The RTE 1 screen A vertical line in the centre represents the vessels course line, the checkered this window.
provides the active route for the NAV screens, and also the up and down arrow area on the port and starboard sides indicate the area beyond the cross track
soft keys control which waypoints are skipped and which are restored for the error limits, and the number displayed next to the course line is the calculated
current route. ETA information is configured in the RTE 1 screen. cross track error. Whenever the vessel is right or left of course track the
checkered area turns to solid black indicating the side of the course line that
Reference should be made to the route section of the manufacturer’s manual the vessel is on.
for a full description.
Again as with the NAV1 display, the course can be reset if the vessel drifts
NAV1- The Panorama Screen outside present parameter settings by pressing the E key, followed by RESET
XTE. Press E again to return to the normal display status.
The view in this screen is designed to give a 3 dimensional ‘out of the window
picture’ of the route being followed, indicating navigation markers, course The next waypoint can be skipped by selecting the E key followed by SKIP
line, cross track error lines and waypoints as approached. WAYPOINT soft key. Press the E key again to return to normal display status.
Data will also be displayed of the course and speed over ground (COG,SOG) NAV3- Expanded Navigation Information
as calculated by the GPS and the range (RNG) and bearing (BRG) of the
waypoint from your present position. Time to go (TTG), the calculated time to NAV screen 3 has four windows, one window containing all the information of
reach the waypoint. NAV screen 2, the other windows exhibiting the present date and time, ETA to
the end of the route and also details of the next waypoint in graphical repre-
The panoramic display field can be customised to suit the operator by pressing sentation of the actual course angle.
the E key.
Reset XTE and Skip Waypoint is also available on the NAV3 display.
View: Will allow for zooming in or out of the
representation of the view.
Show Waypoints: Allows waypoints not part of the actual
route to be turned on or off.

Illustration 6.5.2b Loran C
LC - 90 MARK-II

Furuno LC-90 Mk. 11(M) Loran-C Navigator NUMERIC KEYS Primary Modes
Loran-C is a long range, low frequency, pulsed, hyperbolic navigation system Coloured orange, there are eleven numeric keys which are used to enter all i) Data Readouts
originally operated by the United States Coastguard. It was selected as the numeric data.
sponsored navigation system for maritime use by the United States S/C
Government, hence the most complete coverage exists around the coasts of the The key is a general purpose key for changing the name of the latitude or Speed and course made good, together with the vessel’s present position, the
USA, although many other areas of the world are also covered. longitude when entering entering data for functions requiring route and/or the waypoints in use.
latitude/longitude data, to change the default values for many modes and
All transmitters of Loran-C chains radiate at the same frequency of 100 kHz. functions and to turn on or off many functions. TTG
The propagation distance and wind stability achieved at this frequency gives a Speed (in knots) and time to go to destination (in hours and minutes) along
range adequate for deep sea navigation and an accuracy that is potentially The key is also used to convert position data from geographical format to with the route and/or the waypoints in use.
sufficient for use in coastal waters. The reliable range of a Loran-C chain is in time differences and vice versa.
the order of 1000 NM from the master station, although this can be consider- R/B
ably extended using less accurate skywave reception. Range (in nautical miles) and bearing (in degrees (magnetic or true)) from the
When entering data, leading zeroes must be entered (eg waypoint ‘1’ must be
vessel’s present position to the destination waypoint, along with the route
entered as ‘01’). Trailing zeroes, however, need not be entered fully.
The LC-90 unit has been designed for ease of operation. The front panel of the and/or waypoints in use.
unit has been sectioned into an LCD display to the left, and a touch sensitive Operating Mode/Function Selector Keys
keypad to the right. XTE
The cross track error (in nautical miles), with arrows to indicate the direction
The three blue keys at the lower left of the keyboard are the mode selector
There are nine modes of operation, each of which appear as abbreviated of offset and the course to steer to regain the track, the vessel’s present
keys. The ‘MODE’ keys, consisting of two arrow shaped keys, are used to
indicators below the main display. In addition to these frequently used position, route and/or waypoints in use, along with the course offset (in
select one of the nine mode screens. Depressing these keys causes the mode
operating modes, there are nine secondary functions. These functions contain degrees) and the range to the destination waypoint are displayed.
indicator arrow to move sideways to align itself above the operating mode
controls which are used less often and may be accessed by pressing the # key, labels, situated on the panel beneath the LCD display. The display on the LCD ii) Data Entry Modes
followed by the number of the function required. will change in accordance with the mode selected.
NAV - Navigation
The keyboard is divided into four functional areas, delineated by differing The # key is used to select one of the nine secondary functions. To access a The navigation mode. Cross track error with course offset along with range and
colour schemes. A distinctive beep is generated when a button is pressed. secondary function press the # key, followed by one of the numeric keys (1-9). bearing to the desired waypoint are displayed.
The functional groupings of the touchpad keys are as follows: Other Keys
RTE - Route
POWER ON/OFF and DIMMER This is the route planning mode. The waypoints for up to ten different routes
At the top left of the keyboard, coloured brown, are the SAV, RCL, CLR and
can be selected in this mode.
keys.
Coloured brown, these three keys are located at the top right of the keyboard.
When the PWR key is pressed the unit is activated and, after several seconds, WPT - Waypoint
The save SAV key is used when a position is to be stored in the event memory.
the display will will begin to show some activity. When turning off the unit, it Used for entering position data into a waypoint. Waypoint data data may be
The recall RCL button is used to recall the stored data from the event memory.
is necessary to press both the PWR and OFF keys simultaneously. entered or recalled for confirmation either as latitude/longitude or as time
The clear CLR key is used to clear a number from the display or to silence the differences.
The DIM key is used to vary the level of backlighting of both the keyboard and
audible alarm.
display. CLC - Calculation
The key is used to select where the cursor will be located, for data entry, on Calculation mode. Trial calculations of range and bearing from waypoint to
one of the five lines on the display. The cursor is indicated by the flashing of waypoint may be carried out in this mode. It is also possible to define a
the far left character on the desired line. After entering the new data, the blue waypoint by range and bearing from the vessel’s present position in this mode.
enter ENT key must be pressed, after which the cursor will automatically
advance to the next line where data can be entered. ALM - Alarm
Alarm limits for cross track error, border alarm, arrival alarm and anchor watch
alarm are defined in this mode.

DGPS Navigator and Loran C - on the After Chart Table

Secondary # Functions Initialising the Navigator Waypoint Entry by Use of the Present Position SAV Key
In each of these functions the blue # key is pressed, followed by a single If the unit is moved more than about 60 miles with the power switched off, it a) Store the vessel’s present position into the event memory by
number (1-9). The function in use is displayed at the right hand end of the third is necessary to initialise it for the local geographic area. pressing SAV
line of the display. To leave a secondary function, press either the left or the .
right arrow keys. a) Press # 1
b) Transfer the data from the event memory to the waypoint memory
by entering the number of the waypoint followed by ENT.
#1 The unit is now in initialisation mode.
The initialisation function. Used to enter the approximate present position and,
if automatic selection is disabled, the GRI and slave secondaries. Up to twenty such event locations may be saved, having event memory
b) Enter the vessel’s approximate latitude and longitude. Use the
key to set the N/S and E/W co-ordinates. numbers 100 to 119. If an attempt is made to save more than twenty locations,
#2 the earliest locations will be overwritten.
The position offset function. The LC-90 MkII will now begin searching for the master and slave stations for
the vessel’s geographical area. The aquisition process will take between three Waypoint Entry by Range and Bearing from the Present Position (CLC
#3 and five minutes, depending on the quality of the Loran signals in the area. Mode)
The averaging time function. This is the amount of time smoothing constant to
be applied to the latitude/longitude and the speed display. c) Exit the initialisation mode and enter the S/C mode by pressing a) Select Calculation-(CLC) mode by pressing the right arrow key
either or keys until the mode indicator arrow is aligned until the CLC mode screen is displayed.
#4 with the ‘S/C’ label on the front panel underneath the display.
The automatic ASF (Additional Secondary Factor) and automatic Magnetic Press the button and the TD’s will be displayed. b) Enter the waypoint number followed by ENT.
Variation Function. The amount of ASF correction automatically used by the
LC-90 MkII in the present geographical area is displayed.
When aquisition and locking is complete, all the signal warning indicators will c) Enter the range of the waypoint, from the vessel’s present
be extinguished and the TD readings will be stable. position, followed by ENT.
#5
The cycle selection function.
d) Switch to the latitude/longitude display by pressing and check d) Enter the bearing of the waypoint, from the vessel’s present
#6 the displayed position against a known position. position, followed by ENT.
This function displays the SNR (Signal to Noise Ratio) and the ECD
(Envelope to Cycle Difference). These give the operator an indication of the Waypoint Entry (WPT Mode) The latitude/longitude of the waypoint will be displayed in the upper two lines.
quality of the incoming Loran signals.
The LC-90 MkII has one hundred waypoints into which waypoint information Routes
#7 can be entered (numbered 00-99). Entry of a position into a waypoint is a two
The SNR (Signal Noise Ratio) visual/audio indicator. step process involving assigning a number to identify a particular waypoint and This is combining together a series of waypoints in such a manner that the
then entering the desired position into that waypoint. navigator will give a constant readout of course, speed, waypoint number,
#8 bearing to next waypoint and distance to next waypoint along with the ship’s
This is the Tuning Indicator Function. Waypoint Entry by Latitude and Longitude Co-ordinates
position and cross track error in the form of a bar graph. A maximum of ten
a) Select the waypoint mode by pressing the right arrow key until the routes can be stored with ten waypoints in each route.
#9
The Notch Filter status. WAYPOINT ENTRY screen is displayed.
Use of the LC-90 Mark 11(M) Navigator The first digit of the waypoint number will be flashing to indicate that the data
entry cursor is at this location.
Turning the Unit On
b) Enter the required waypoint number followed by ENT,
a) Press the PWR key. remembering to preceed single digit numbers with a ‘0’. The
cursor will now advance to the next line of the display.
After several seconds the display will activate.
c) Enter the latitude followed by ENT.
b) Adjust the LCD display and keyboard brightness to suit using the
DIM key.
d) Enter the longitude followed by ENT.
Use the key to set N/S and E/W co-ordinates.

Illustration 6.5.2b Loran C
LC - 90 MARK-II

Storing a Route Event Memory SAV Key ALARMS
a) Press Mode to enter RTE mode. When the SAV key is pressed, in any mode, the position of the vessel at that Using the Mode Arrow key display the ALM mode screen.
instant is stored in the event memory for future reference. Up to twenty such
The route number is displayed at the top left hand corner of the display with event locations may be stored in event memory numbers 100-119. If an attempt Setting the Arrival Alarm
each waypoint, in numerical sequence, below. A -- indicates that no waypoint is made to save more than twenty positions, the earliest locations will be
has been previously stored in that location. The display can be scrolled, one overwritten in sequence. a) Use the down arrow key to move the cursor to the bottom line.
line at a time by pressing the key.
b) Press CLR.
To return to the screen in use prior to the SAV key being pressed, press the
b) Enter the route number, on the first line, followed by ENT. MODE key.
c) If OUT is showing, press the key to display IN.
c) Enter the number of the first waypoint followed by ENT. To recall the event data, press the RCL key. The latest event data will be d) Enter the range required followed by ENT.
displayed. Repeated pressing of the RCL key will scroll backwards through the
d) Enter the subsequent waypoint numbers in the same manner as event data. To scroll forwards press . Setting the Off-Course Alarm
the first.
Transferring Event Data to Waypoint Memory a) Use the down arrow key to move the cursor to the fourth line.
Following a Route
To transfer event data to the waypoint memory: b) Press CLR.
Following a route, in the forward or reverse direction, is the process by which
a stored route is used for navigation. The LC-90 MkII displays sufficient nav-
a) Press RCL. c) Confirm that OUT is displayed next to XTE. If it is not, then press
igational information to guide the vessel from one waypoint to the next, auto-
matically switching from one waypoint to the next. the key to display OUT.
b) Press #, the last two digits of the event memory number followed
by ENT. d) Enter the range required followed by ENT.
a) Press the FR/TO key.
c) Press the two digit address of the destination waypoint number Setting the Border Alarm
b) Press the CLR key and enter the two digit number indicating the
desired route number (01-10), followed by ENT. followed by ENT.
a) Use the down arrow key to move the cursor to the fourth line.
If the route is being followed in the reverse direction, press the key. The screen will automatically return to the one in use prior to pressing RCL.
b) Press CLR.
Following a Route Previously Programmed
The display will now show the route number followed, to the right of the c) If OUT is displayed, press the key to display IN.
arrow, by the present and next waypoint numbers. When the arrival alarm is
a) Press the FR/TO key.
activated, the waypoints will change sequentially. d) Enter the range required followed by ENT.
Temporarily Deselecting a Waypoint in a Route (RTE Mode) b) Press the CLR key and then type in the two digit number of the
Setting the Anchor Watch Alarm
route to be followed.
A waypoint in a route may be deselected temporarily by entering a ‘-’ to the a) Use the down arrow key to move cursor to the third line and set
left of the waypoint number selected in the RTE mode, using the key. Note that the first waypoint shown to the left of the arrow when the route is
the audible alarm to ON.
first activated is always the ship’s actual position. The figure to the right of the
a) Press the MODE key to enter the RTE mode. arrow is the first waypoint. b) Use the down arrow key to move to the bottom line.
b) Select the waypoint to be temporarily deleted by pressing the c) Press CLR.

key.
d) Confirm that OUT is displayed next to the WCH indication. If it
c) Press CL ENT. is not, then press the key to display OUT.
e) Enter the range required followed by ENT.

6.5.3 Meteorological System The first five characters are always ‘ZCZC--’ and common to all messages. 2. Message type D (search and rescue information) is an SAR,
This part is used for message synchronisation. The latter four characters are message and will be printed immediately. To call this to the
The bridge is equipped with a wind speed and direction indicator capable of designated as b1, b2, b3 and b4 indicate origin, category and serial number of operators attention, the alarm buzzer sounds and the SAR
recording wind speeds in the range of 0 to 60 m/s in a 360° direction. An the message. warning LED lights.
aneroid barometer is also provided to measure the current atmospheric
pressure. Air temperature is measured by means of a hand thermometer. 3. When an abnormal character is received due to noise interfer-
Character b1 is the identification letter of the Navtex station; A to Z.
ence, it will be printed as * (asterisk).
These basic instruments are sufficient to provide the vessel with the necessary Character b2 indicates the type of message, A to Z as listed below. 4. Message type D (search and rescue information) will be
information to detect and avoid severe weather systems before their influence reprinted. (Reprinting can be inhibited by presetting.)
becomes dangerous. Monitoring of these instruments combined with the use of Character b3 and b4 indicate the serial number of the message. The serial 5. Message having serial No. 00 (emergency message) will be
the weather facsimile and Navtex equipment permits the operator to make his numbers are incremental from 01 to 99, before starting from 01 again. Number reprinted.
own local weather forecasts, and to apply this to his navigation and routing. 00 is specially reserved for important emergency messages, such as a search
and rescue (SAR) message. 6. Message types A, B, D and L or serial No.00 from rejected
Navtex System stations will be printed. (Printing of message type A from
The end of each message is indicated by NNNN (four successive N’s). rejected stations can be inhibited by presetting.)
Description
7. Message type D will print up to 2,000 characters regardless of
The Navtex system was developed to provide vessels with up to the minute Type of message (category) character error rate.
information automatically. A: Navigational warnings
Navtex Receiver
NAVTEX is an acronym for NAVigational TEleX. This is an international B: Meteorological warnings
direct printing service, using a single frequency worldwide, to promulgate nav- Maker: Furuno
C: Ice reports
igational and meteorological warnings to shipping. Navtex transmitters Type: NX-500
transmit a nine characters control code (header code) ahead of the main D: Search and Rescue information
message, so that the receiver can identify the station, message type and serial E: Meteorological forecasts Basic operation is confined to switching on the unit:
number automatically. The ship’s operator therefore, has a degree of selection
F: Pilot service messages Flip down the panel and turn on the power switch. As soon as the
over which category of messages can be received, by programming the
receiver accordingly. A built in microprocessor ensures that vital information G: DECCA messages NX-500 is turned on, the message NAV, PRINT READY is
is accepted. printed, indicating it is in standby, ready to receive the Navtex
H: LORAN messages signal. This is the receiving mode.
System Operation I: OMEGA messages
User settings can be adjusted to suit the needs of the vessel.
For navigation purposes, the world is divided into 16 areas. Each Navtex J: SATNAV messages
station has an identification code, from A to Z. The system uses a single K: Other electronic navaid messages (Messages All user settings are contained in the Main Menu. To get into the main menu
frequency, of 518kHz, worldwide. concerning radio navigation services) press the MENU key. The printout should look something like the following:
To avoid conflict between adjacent transmitting stations the following rules L: Navigational warnings additional to letter A
* ------------------------------- Print Head
apply. M to Y Not assigned ABCDEFG
1. The transmission schedule is determined so that two or more V to Y: Special services-allocation by IMO
---------------------Main Menu------------------
stations having a common service area may not transmit con- Z: No message on hand A: Set Station
currently.
B: Set Message
Message Handling in Navtex Receiver C: Set Function
2. Each station transmits with minimum required power to cover The Navtex receiver acquires, stores and prints Navtex messages according to D: Print Received ID
its service area (200 nautical miles nominal). the following rules. E: Print Status
1. Selectively acquires stations and categories of message F: Print NMEA data
Message Format
specified by the operator. Message types A, B and D cannot be G: End
For automatic identification of messages, each message starts with nine control ------------------------FURUNO------------------------
de-selected by the operator.
characters, called Header Codes.

The printing head is above ‘A’ of ‘A B C D E F G.’ Each character Volume Control: Audio:
corresponds to a main menu, which is listed below them on the printout. To call Adjusts the audio level of the monitor speaker. Lights when the alarm mode is activated.
up a menu, place the printing head above the letter corresponding to the menu
desired by operating the arrow keys <, > and press the ENT key or ACCEPT Up and Down Switches: SAR/MSG:
key. Used to scroll a number or message up or down. Lights when receiving the search and rescue message of NAV-TEX
signal.
Most functions are selected or deselected by designating upper (capital) or Left and Right Switches:
lower (small) case characters by pressing the ACCEPT key or REJECT key at Used to move the cursor or data sideways. Paper:
relevant characters, respectively. Lights when the recording paper runs out completely.
Ent:
The > and < keys move the printing head right or left to skip over functions or Used to enter data or activate a function. S - Level:
items which are not to be changed. Lights when the signal is too weak to receive.
Ch:
To escape from the user setting mode (at this stage), place the printing head Used to call up station and frequency data. Speed:
above ‘G’ and press either the ENT key or the ACCEPT key. The message Lights when the scanning speed is incorrectly set.
NAV, PRINT READY is displayed, indicating control is returned to the Mode:
receiving mode. Used to control operation of the printer. Phase:
Lights when the picture is out of phase.
Weather Facsimile Receiver SPD/IOC
Selects speed and IOC numbers. Operating Procedure for the Facsimile Receiver
Maker: Furuno
Model: FAX - 214 RCL/PRG The FAX-214 receiver uses a timer, which enables automatic recording of
Used to recall data stored in the memory, or used to programme data. facsimile signals up to 16 programmes according to a preset schedule. In most
General Description Phase: cases this may be the only operating mode used. However, if a program is
Adjusts picture phase. already in progress, or if the transmitting station does not use start and stop
The weather facsimile recording works on a similar principle as that of the signals, it will have to be received manually.
television picture. The picture is composed of many fine horizontal lines due Dimmer:
to the limitation of the transmission system involved. This requires that a frame Used to vary the level of back-lighting of the LCD display and LED a) Before starting the operation, obtain a radio facsimile frequency
picture be sent slice by slice as a multitude of narrow strips and reassembled intensity. list for the area. The Facsimile Station List attached to the
by a receiver, also as a series of narrow strips, thus eventually constructing a appendix of the manual (B-1 to B-3) may be useful to quickly find
complete picture. Paper Feed: out the call sign and frequency in the area, since it is arranged in
Used to feed paper. alphabetical order according to country.
The radio facsimile uses a much lower frequency and narrower bandwidth than
that of the television broadcast. It is due to this reason that it takes several Contrast: b) Make sure that the recording paper is properly loaded.
minutes to send a complete picture. Adjusts the contrast of the LCD display. c) Press the POWER button and the time will be displayed on the
The basic facsimile receiver consists of: window for several seconds. Then, the display will change to
Receiver Ext/Int: channel data: zone, station and channel numbers plus picture
Selects internal or external receiver. mode, followed by a call sign and frequency. When a specific
A panel, containing control keys, LCD display and annunciator
LEDs which display the status of the system. function is completed by the action of key strokes, the unit returns
Annunciator LEDs to the normal display, indicating the channel data previously
A printer. selected.
Tune:
Description of Controls and Keys The tuning bar runs up or down when the programmed ! CAUTION
frequency differs from the actual receiving frequency. Never turn the power off during recording. The printing head remains in
Power Switch: contact with the recording paper (roller), applying harmful pressure to
Turns the unit on/off. Timer: the printing head.
Lights when the timer mode is operating.
Sync Control: d) Set the intensity of the LCD using the contrast control.
Equalises picture synchronisation to align with the paper feed Print:
direction. Lights while the picture is being printed.

e) Select the facsimile station. i) Set SPD/IOC. (Note ! A priority Nav-tex message takes precedence over a facsimile
It may be necessary to set the correct SPD/IOC number recording. If a priority Nav-tex message is received during the printing out of
The facsimile station will usually transmit signals at several depending on the facsimile station. SPD and IOC stands for a facsimile recording, the facsimile recording is interrupted, the Nav-tex
different frequencies on the HF band (a few stations also transmit scanning speed and index of corporation, respectively. These are message is printed out, and then the remainder of the facsimile recording is
on the LF band). For convenience the probable frequency for a a kind of synchronised code to reproduce an exact copy of the printed out.)
quality recording may be selected at the receiver side. In choosing picture transmitted from the facsimile station, and are listed on the
a receiving frequency, the general rule of thumb is that the highest Facsimile Schedule Book. If the SPD is incorrectly set, a portion Timer Recording
probable frequency band must be selected for the initial attempt, of the picture will be overlapped or a multiple picture will be
then move to a low band if the picture is not reproduced satisfac- recorded. There will be notification of a wrong SPD setting by the Most of the LF to HF facsimile broadcasts all over the world are regularly
torily. lighting of the SPD annunciator LED. serviced according to a schedule issued by the meteorological observatory in
To overcome this, the FAX-214 employs a scan function which each country. Therefore, to receive a certain facsimile broadcast on a daily
automatically searches the frequencies assigned to a station and j) Match the phase. basis, the timer recording mode will virtually allow ‘hands-off’ automatic
locks onto the frequency of which the signal strength is the When the printer starts recording after the phase signal has been operation (self start and stop of the printing) once it has been pre-programmed.
highest. transmitted, or when the received signal is too weak to detect the
phase signal, the recording may be split into two parts by a thick Up to 16 programmes may be preset for timer recording. Prepare the Facsimile
f) Set tuning if required. white (or black) gap called a dead sector. The [PHASE] key is Schedule Book including the timetable for the local area and record the broad-
provided to compensate for the phase miss-matching, shifting the casting start and end time of the desired stations onto a notebook for reference.
There are rare occurrences, where the actual receiving frequency dead sector to the left edge of the recording paper. Should this
slightly deviates from the nominal transmitting frequency. The occur, the PHASE annunciator LED will light up and the message
TUNE indicator, composed of three LEDs, will flow up or down PHASE NG (Phase No Good) will be printed out as the recording
when the receiving frequency is lower or higher than the pre- data.
programmed frequency data. Press and hold the UP key until the
indicator stops flowing and only the centre LED lights and is Press the PHASE key and the message SET PHASE 00 appears
stable. On the contrary, press the DOWN key if the indicator on the display.
flows downward.
Read the scale at the centre of the dead sector and enter the value
(Note ! Tuning is inoperative when selecting the scan mode.) in the data column by using the UP or DOWN key. The value to
be corrected will range between 0 and 40.
g) Set the clock.
It is necessary to set the built-in clock to the local time or GMT Press the ENT key and the dead sector is shifted to the left edge
(Greenwich Mean Time) to properly operate the sleep mode and of the recording paper. Note that the PHASE key is also effective
timer recording. only while the printer is operative.
Press the RCL/PRG key and the time is displayed on the window. k) Set Synchronisation.
The SYNC control is used to fine tune phase matching. If the dead
Again press RCL/PRG, then ENT. The message ‘SET CLOCK?’ sector is plotted askew even when the PHASE is properly
will be displayed followed by ‘SET CLOCK xx:xx’. selected, turn the SYNC control to correct it.
Set the time to the incoming time signal by using the arrow keys Stopping Picture Recording
and press the ENT key at the exact moment the time signal is
released for the start of a new minute/hour. In the manual recording mode, the printer continues to operate even after the
picture is printed since the unit doesn’t detect the remote control signal (start
h) Set the monitor volume. and stop signal of the picture) in this mode. The key sequences to manually
The unit incorporates a speaker for monitoring the received stop printing are as follows.
signal. The MONITOR control located on the left hand side of the
panel adjusts the audio output level from the speaker. Push in and Press the MODE key and the display will indicate the message MANUAL
release the control to bring it out. STOP? for verification. Press the ENT key. Now the printer stops recording
and the unit is restored to the normal mode, indicating the channel data.

6.5.4 Echo Sounder The screen holding the most basic features is Screen 1, the Primary Operation
Screen. The main echo gram is displayed here together with the controls for
Maker: Skipper gain, Time Variable Gain adjustment, print mark line, start and stop of
Type: GDS 101 continuous printing, shallow alarm depth adjustment and deep alarm depth
adjustment.
General Description
The other screen displays allow for more specific data to be added for the users
The echo sounder is a sonar navigation system (sound navigation and ranging) preference. The manufacturer’s operational manual should be consulted for
used for measuring the depth of water below the vessel. further information.
It consists of three basic parts; a transmitter, receiver (combined as a Soft Key Control Functions
transducer) and a recorder, and works on a simple principle of measuring the
difference in time between transmitted and received sound wind signals, and Gain: The gain may be adjusted from 0 to 100 % to allow for optimal
converting that time into a depth by calculation, and finally recording this on echo levels from bottom and other objects.
a chart as a permanent display.
TVG: Time Variable Gain may be adjusted from 0 to 100 % to allow
The GDS 101 incorporates a large, high resolution graphic LCD and a dot for detailed echo control from the 0 to 50 metres depth range.
matrix thermal printer, with display graphics continuously shown on the LCD A low setting will reduce the gain in the area near the surface
along with complete navigation details. The printer is available as a hard copy to suppress noise and unwanted echoes from this area.
whenever required.
Digital Two different size digital depth indicators may be selected
The sounder uses three low frequency transducers to measure depths of up to Indication: from Screen 2.
1600 metres (38kHz for depths to 1,600 metres, 50kHz for depths to 1,000
metres and 200kHz for depths to 500 metres). One or more of the transducers Frequency: The frequency selector toggles among 38, 50 or 200kHz.
may be connected at the same time, the desired transducer selected from the
operator panel. Output Power: Power may be adjusted from 10 to 100 % in case of difficult
shallow water conditions. When a range of 10 metres is
Range scales consist of four depth setting recordings; 50, 100, 500 and 1,000 selected output power is automatically reduced to approxi-
metres. mately 10 %.
Basic Operation Draught: Draught may be compensated to allow for real depth from the
surface to be shown on the screen and printout.
The unit is activated by pressing any button on the keypad. Switching the unit
off however can only be achieved by pressing the SYSTEM OFF soft key Printer The printer is started and stopped with the PRINT buttons
button on screen 2. Operation: for however long a printing time period is required.
The fixed function buttons and the soft key buttons of the various screens along Alarm Settings: Depth alarm settings can be adjusted in Screen 1.
with the rotating encoder, facilitates entry of parameters, set-points and other
data. Clock Settings: Manual clock and calendar settings can be input in Screen 4.
Operation Screens History Memory: The GDS 101 has the facility to retrieve the last 30 minutes
of depth, time and all available navigational data.
Each of the operation screens contains a graphic picture and a selection of up
to 6 soft key buttons. The various screens are selected by keeping the MENU
button pressed and rotating the encoder in either direction. Turning the encoder
clockwise cycle the screens in the sequence 1 to 10, and counter clockwise
rotation cycles the screens 10 to 1. Screens 1 to 3, covering the primary
functions, may also be cycled by repeatedly pressing the MENU button.

6.5.5 Course Recorder
Maker: Tokimec Inc

Type: Dual Channel Recorder Flush Type
General Description
The dual channel recorder is designed for automatic recording of the ship’s
course and rudder angle, by receiving a constant electric signal from both gyro
panel and the rudder angle transmitter.
The recorder has a repeater motor which functions as part of the repeater
circuit of the master compass.With this the recorder activates a mechanism
which operates a pen for recording the course of the ship.
The signal from the rudder angle transmitter is fed to the signal synchroniser
and the output from the synchroniser is then amplified by the servo amplifier,
enabling the servo motor to operate the rudder angle recorder pen.
Basic Operation
Starting
a) Ensure that sufficient length of recording roll remains on the

recorder.
b) Lower the pen onto the recorder roll with the pen raise knob.
c) Line up the correct time with the time on the paper roll.
d) Adjust the course setting as required to ensure the pen marks the
correct quadrant and course.Adjust the setting by first isolating
the repeater power, then turn the indication tuning gear to the
correct course setting with the master gyro.
e) Turn on the power to the course and rudder angle pen, and
confirm the settings are correct.
Stopping
a) As the repeater motor stops when the power supply of the master
compass is turned off, turn off the repeater switch to stop the
recorder.
b) Turn the power switch to OFF.
c) Turn off the rudder angle signal switch.
d) Raise the pen with the pen raise knob off the paper recorder roll.

6.5.6 Marine Clock e) Synchronising hour and minute hands of the 30-second leap clock
to master clock.
Maker: Seiko
Type: Marine Quartz QC-6M3 With the hand-direction switch set to ADV, and the time regulation switch set
to ADJ, the group of the secondary clocks will be automatically adjusted at a
General speed 30 times faster than normal (forward). The hand can be reversed at a
speed 30 times faster than normal at REV position.
The QC-6M3 is a highly accurate master clock in which a quartz element is
incorporated for increased reliability and simplicity. A change of ship’s time is achieved by using the same procedures.
Initial Starting Procedure After synchronising the master and the secondary clocks, be sure to reset the
time regulation switch to NOR and the hand-direction switch to ADV.
a) Switch the AC and DC power breakers to the ON position.
Operating Secondary Clocks
The pilot lamp will light yellow.
Once adjusted, the secondary clocks move upon signals transmitted from the
b) If the red alarm lamp lights press the RESET switch to down master clock, consequently, it is usually unnecessary to adjust time during their
position, the master and secondary clocks will start and the alarm operations.
lamp will extinguish.
If it does become necessary to regulate a secondary clock alone, then it can be
Time Synchronisation Procedure achieved as follows:
a) Zero second synchronisation. 30-second leap secondary clock: Set the time by manually turning the
large wheel of the movement.
Synchronise the 0.5 and 30 second leap secondary clocks to zero
seconds by use of the ON switch on the master clock.When the 0.5-second leap secondary clock: Second hand is adjusted by manually
second hand of the master clock indicates zero seconds press the turning the large wheel, the minute
RESET switch to the down position. and hour hands are adjusted through
the knob.
b) Synchronising the second hand of the master clock to standard
time.
To stop the second hand depress the MASTER switch to STOP.

When the second hand indicates standard time, reset the switch to
NOR.
The master clock has a built in speaker if required for radio time
signals which can be turned on using the SPEAKER switch on the
panel.
c) Synchronising hour and minute hands of master clock to standard

time.
d) Open the movement cover and adjust the hour and minute hands
to the standard time turning the front knob clockwise or anti-
clockwise accordingly.

Illustration 6.6.1a GMDSS Alarms and Frequencies
Action To Be Taken on Receipt of A DSC Distress Alert
Which Sea Area is Own Vessel Currently Sailing?
A1 A2 A3
Distress
Channel 70 Channel 70 2187.5 kHz Channel 70 2187.5kHz HF
Received Via:
ACTION ACTION ACTION ACTION ACTION ACTION
Change to Channel 16 R/T Change to channel 16 R/T Change to 2182kHz Change to channel 16 R/T Change to 2182kHz Change to HF Frequency
that distress received on
Wait 3 minutes for coast Acknowledge vessel Wait 3 minutes for coast Acknowledge vessel Acknowledge vessel Wait 3 minutes for coast
station to acknowledge via R/T channel 16 station to acknowledge via R/T channel 16 via R/T on 2182kHz station to acknowledge
IF COAST STATION IF VESSEL IF COAST STATION IF VESSEL IF VESSEL IF COAST STATION

DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY:
Acknowledge vessel Send distress relay to Acknowledge vessel Send distress relay to Send distress relay to Relay to coast station
on VHF R/T CH16 coast station by most if in a position to assist coast station by most coast station by most
Relay to coast station suitable method suitable method suitable method
IF VESSEL IF DISTRESS IF VESSEL IF DISTRESS IF DISTRESS IF VESSEL

DOES NOT REPLY: CONTINUES: DOES NOT REPLY: CONTINUES: CONTINUES: DOES NOT REPLY:
Send distress relay to coast
station, if distress continues
Send distress relay Acknowledge vessel Acknowledge vessel Acknowledge vessel Send distress relay to
acknowledge using DSC on
to coast station using DSC. Then via using DSC. Then via using DSC on 2187kHz, coast station by most
2187kHz, then via R/T
R/T channel 16 on 2182kHz R/T channel 16 then R/T via 2182kHz suitable method, standby
Issue: 1 6.6 Communication Systems - Page 1 of 18

6.6 Communication Systems Distress Relay (Sending) The message format is as follows:
6.6.1 GMDSS This has slightly different formats, in one the relay message is sent unedited, MAYDAY MAYDAY MAYDAY
the other is sent as an All Ships Distress Relay and the third is to send the THIS IS
Overview message specifically to a coast station by the most suitable means. The second OWNSHIP OWNSHIP OWNSHIP
procedure may be followed when sending a distress alert for another vessel or MAYDAY
The radio equipment fitted complies with the GMDSS requirements for sea aircraft which is unable to do so. OWNSHIP
area A1, A2 and A3 with the maintenance requirement, duplication of POSITION
equipment and shore based maintenance. When sending a relay message, the coast station may acknowledge the NATURE OF DISTRESS
message, but it is not a requirement under GMDSS. What should occur is that ASSISTANCE REQUIRED
In distress situations the following two points regarding the GMDSS the coast station/MRCC sends out a Distress Relay to all ships in the area of ADDITIONAL INFORMATION FOR SAR
philosophy are to be carefully noted. the distress. This avoids confusion and overloading of communication
channels. The procedure is as follows: GMDSS Frequencies
1. A ship does not acknowledge a distress message using its
DSC equipment, this function is normally carried out by a shore Message is sent on Channel 70 DSC Distress Urgency Safety DSC kHz R/T kHz Telex kHz
station.The only occasion when you do acknowledge using the 2187.5 2182 2174.5
DSC controller is when you have relayed another vessel’s On receipt of this message monitor Channel 16 R/T 4207.5 4125 4177.5
distress message to a coast station, however, the original 6312.0 6215 6268.0
message continues to be sent. In this case acknowledge on the Daily tests 8414.5 8291 8376.5
frequency on which the distress alert was received using the 12577.0 12290 12520.0
DSC. (Note ! There are no live tests required under the GMDSS Regulations. Result 16804.5 16420 16695.0
of internal test should be entered in logbook.) Ch 70 Ch16
2. The basic concept is that the primary intention of a distress
alert is to inform a coast station and/or Marine Rescue Co- MF/HF DSC Controller Supplementary calling when 2182 kHz is being used for distress 2191
ordination Centre (MRCC). The MRCC will then instigate a
distress relay to ships in the required area and co-ordinate Unit should be kept on watch, scanning the distress DSC channels. DSC calling frequency ship to shore 2189.5 or national
search and rescue resources available.
Undesignated Distress Alert Routine calls shore to ship 2177
VHF DSC Controller
To send an undesignated distress alert, depress the DISTRESS button for six Ship to ship 2177 or national
The unit should be kept in the watch keeping mode on channel 70. seconds.
Safety message over one minute sent after a DSC safety alert 2048
To send an undesignated distress alert it should only be necessary to press the Message format is:
DISTRESS button for six seconds. On pressing the distress button the alarm Intership safety of navigation Ch 13
Distress
tone sounds through the speaker, the screen changes to show DISTRESS
CALL and the message is transmitted. MMSI number of ship Primary intership frequency Ch 6
Position and time UTC
Message format is: GMDSS Associated Equipment
Nature of distress
Distress The equipment is contained in the radio room and consists of the following
Telephony (AM, USB or FEC) frequency to reply on
MMSI number of ship components:
Position and time UTC Standard Distress Message

Regulations require all equipment to be powered while the vessel is under way.
Nature of distress, telephony (means of sending) The following message would be transmitted verbally in a calm clear voice on
either channel 16 R/T or 2182 kHz after the sending of the distress alert DSC-6 MF/HF DSC Terminal (Digital Selective Calling)
Message is sent on Channel 70 DSC
message on channel 70 DSC or 2187.5 DSC respectively. On 2182 kHz, after
On receipt of this message, monitor Channel 16 VHF R/T the two tone alarm signal is ended, press the handset key and transmit the
distress message. On the VHF change to channel 16 R/T and transmit the
message.

The DSC-6 has many functions, but the main functions are: Operation of Equipment 4. Secrecy of communications.
1. Distress Alert: The equipment in this radio console are interfaced by the makers MIF radio All administrations bind themselves to take the necessary measures to prohibit
Transmit the distress alert via the SSB radiotelephone. interface. For example, to transmit a message over the DSC-6 or NBDP, the Tx and prevent the following:
and Rx frequencies and class of emission are automatically set on the SSB
2. All Ships Call: radiotelephone and then the message is transmitted. The unauthorised interception of radio communications not intended
For urgent situation on own ship (for example, request for medical for the general use of the public.
assistance). Two printers are supplied and one is dedicated to the Inmarsat C. The other
printer is for both the DSC-6 and NBDP If the NBDP is used (message trans- The divulgence of the contents, simple disclosure of the existence,
3. Individual Call: mission or reception), this printer is automatically connected to the NBDP to publication or any use whatsoever, without authorisation of
Place a call to a specific ship or coast station. print out the data. When the printer selector switch in the console is set to the information of any nature whatever obtained by the interception of
AUTO position, it automatically connects one of those units to the printer on the radio communications.
SSB Radiotelephone a first-come-first-served basis. For example, if the DSC-6 is used (message
transmission or reception), the printer selector switch automatically connects 5. Log important calls.
For use on ship to ship and ship to station radio communications in the MF/HF the printer to the DSC-6 and disconnects itself from other equipment.
band. The main communications modes used are: All stations are required to record important calls such as distress, urgent and
Connection between DSC-6 and NBDP safety communications, in the following format:
Voice communications (J3E/H3E) via the handset
DSC communications (Telex) by the DSC-6 In the event that a call was transmitted over the DSC-6 and communication Time of transmission (start and stop), ship’s position, weather
with the receiving station was by the NBDP instead of the SSB radiotelephone, conditions.
Telex communications by the NBDP
if the DSC-6 and NBDP were not connected, the data would have to be
Subscriber’s ID (identification) number or call sign.
AA-50 MF/HF DSC Receiver manually set, such as working frequency, communication mode, etc., on the
NBDP. However, because they are connected by the remote function, the data Used class of emission and frequency.
Watches the DSC distress and safety frequencies. The AA-50 receives distress mentioned above are automatically set on the NBDP via the DSC-6.
Contents of call (for distress call, entire call).
alerts from vessels in distress and all ships calls (safety and urgent call) from
ship or coast stations. General Rules for Communications Communications state (atmospheric, scrambled, if gain, other).
Also, log in results of all mandatory tests.
NBDP (Narrow Band Direct Printing) 1. All stations are forbidden to carry out the following:
Unnecessary communications
The NBDP provides telex communications with coast stations over the MF/HF
band via the SSB radiotelephone. Furthermore, it can receive MSI (Maritime The transmission of profane language
Safety Information) messages via the SSB radiotelephone (scan reception). The transmission of signals without identification
Inmarsat C Mobile Earth Station 2. Silent times for distress frequency.
Provides distress and general telex communications for mobile and fixed Silent times are provided for the international distress frequency 2182 kHz for
terrestrial subscribers in the Inmarsat C communications network. Telex three minutes twice each hour beginning at 00 mins and 30 mins. Therefore,
messages are processed by what is known as store and forward telex. A telex never transmit 2182 kHz during those times unless your vessel is in distress.
message transmitted from the ship arrives at a coast station where it is stored
temporarily and then delivered to the subscriber specified. (No full duplex 3. Avoid interference.
communications are possible.)
All stations are forbidden to carry out the following:
AC/DC Radio Switch Box
The transmission of superfluous signals and correspondence
The AC/DC radio switch box consists of a battery charger and two rectifiers The transmission of false or misleading signals
which can accept both AC and DC power supply. In the event of main AC
power failure, auxiliary power (battery) provides power to the equipment for All stations shall radiate minimum power necessary to ensure a satisfactory
the amount of time stipulated by radio regulations. service.

Description of Radio Console Equipment Auto Ack: Turns transceiver remote and automatic transmission DSC Message Contents:
of acknowledge call (AUTO ACK) on or off.
Format specified (calling category) such as distress, individual.
MF/HF Digital Selective Calling Terminal (DSC)
Test: Conducts self-test. Address (coast ID and other ship ID)
Maker: Furuno
Category (communication priority)
Model: DSC 6/6A Print: Printing. (This is also available for automatic setting
of the printer.) Own ship ID
The DSC-6/6A is a digital selective calling terminal, which provides
Tele-command (class of emission)
distress/safety, and individual calling for coast station or marine vessels in the Contrast: Adjusts contrast of LCD in eight levels.
MF/HF band. When activated, it sends a distress message via the SSB TX and RX working frequencies (frequency data for voice communication
radiotelephone. It also receives calls the same type of calls from other stations. Volume: Adjusts volume of speaker. with other station after transmission of DSC message) or ship’s co-ordinates.
Calling Type File: Retrieves files. Procedure for Sending Distress Message
1. Distress Call RCVD: Displays contents of received messages (Storage a) Peel off the red seal, and then, press the DISTRESS key to
Transmit the distress alert to a coast station when the ship is in distress. capacity: 100 files, 50 each of distress and other). transmit the distress alert. (If there is sufficient time, enter the
nature of distress with numeric keys within five seconds. Refer to
2. All Ships Call XMTD: Displays contents of transmitted messages (Storage table shown below.) After five seconds, the alert is transmitted
When an urgent situation (engine trouble, request for medical assistance or capacity: 50 files). over TX DSC frequency.
transmission of important navigation safety information) occurs on your ship,
transmit to all ships including coast station. Scan: Starts and stops frequency scanning. b) Receive the distress acknowledge (DIST ACK) signal from coast
(If SSB frequency is set to 2182 kHz, scan function is station. If the distress call is not acknowledged within 3.5 - 4.5
3. Individual call not operated.) minutes it is automatically re-transmitted.
Call a specific station or ship. The receiving station transmits an acknowledge
signal. Operation The audible alarm sounds when DIST ACK is received. Press the
ALARM STOP key to silence the alarm.
Control Panel Description The DSC-6/6A is connected to the SSB radiotelephone and can control the
frequencies and communication mode settings of the radiotelephone by using c) After receiving the DIST ACK signal, communicate with the
Number Keys: Enters numeric data. the remote control function. For further details of the remote function, refer to coast station over working frequencies and class of emission
page 4 of the maker’s manual. (automatic setting) designated by own ship.
Cancel: Cancels wrong data and restores previous menu.
When receiving the distress alert or message addressed to own ship, the Nature of Distress
Illumination Key: Adjusts illumination of LCD, switches and keys in audible alarm sounds.
four levels. 1: Fire, explosion
When receiving the distress or urgent call, the alarm sounds until the ALARM 2: Flooding
Select Key: Displays Set Up Menu STOP key is pressed. For all other calls, the alarm sounds for five seconds
Changes settings of items appearing with a blinking when they are received. 3: Collision
question mark. The audible alarm tone depends on message received. The operator can know 4: Grounding
what type of message is received by listening to the alarm tone.
Ent Key: Registers key input (blinking item is registered). 5: Listing, capsizing
(Note ! The safety receive alarm frequencies are 2,200 Hz and 0 Hz (interval:
6: Sinking
Left Scroll Key: Shifts the cursor to the left. 250ms), and the individual receive alarm frequencies are 440 Hz and 880 Hz
Restores previous item when pressed at displays with (500ms), and the distress warning alarm (five seconds) frequencies are 1,300 Hz and 7: Disabled and adrift
a blinking question mark. 0 Hz (250ms). Note that these cannot be changed.)
8: Abandoning
Right Scroll Key: Shifts the cursor to the right. Transmitted and received messages can be saved to the memory and printed 0: Undesignated
out (optional printer required) if necessary.
Position: Ship’s position and time are shown when pressed.

Example of Individual Call TX: Selects a TX frequency. b) Adjust the back lighting. The dimmer 9 key adjusts the back
lighting for the operation display and the keyboard. Each time the
a) Prepare the message then transmit it to coast station (or other 4 (Speaker): Turns the internal or external loudspeaker on or off. The key is pressed, the back lighting changes in the sequence of high,
ship) by pressing the CALL key. The TX frequency of the SSB speaker mark appears on the display when the speaker is off. medium, low and off.
radio telephone is automatically changed to DSC frequency and
the message is transmitted. 5 (SQuelch): Turns the squelch function on or off. ‘SQ’ appears on the c) Turn the loudspeaker on or off. When using a handset and
display when the squelch function is on. therefore do not require the internal or external loudspeaker, it can
b) Receive the acknowledge back (ACK BQ) signal from coast be turned off by pressing the loudspeaker 4 key; the
station within five minutes over the RX DSC frequency. 6 (SCAN): Turns the scan/sweep function on or off. SCAN or SWEEP LOUDSPEAKER OFF MARK appears.
appears on the display when the scan or sweep function is on.
c) After receiving the ACK BQ signal, communicate with the coast d) Turn the squelch on or off. The squelch mutes the audio output in
station over working frequencies and class of emission designated RX: Selects a receive frequency. the absence of an incoming signal. Each time the 5 key is pressed,
by own ship or the coast station. the squelch is turned on or off. When radio noise is too jarring
7 (TX TUNE): Tunes the antenna coupler, TUNE appears during tuning, and during standby conditions, it may be muted by activating the
When the distress alert is transmitted by pressing the DISTRESS key, the OK appears after tuning is successfully completed. squelch; SQ appears when the squelch function is active.
output power of the SSB radiotelephone is automatically set to maximum.
8 (HI LOW): Alternately selects high or low output power. (Note ! The squelch is disabled on the class of emission TLX or FAX; SQ
SSB Radiotelephone blinks.)
9 (Dimmer): Adjusts back lighting of the keyboard and the operation
Maker: Furuno display panel. e) Select the class of emission/turning AGC on or off:
Model: FS - 1562
RCL: Selects ITU channel or custom channel. The MODE 1 key selects the class of emission and turns the AGC on or off.
The FS-1562 is an all-purpose radiotelephone system designed for marine Each time the key is pressed, the class of emission changes and AGC is turned
mobile communication in the frequency range 1.6 to 27.5 MHz. All ITU 2182: Selects 2182 kHz on H3E. Later, it should be changed to J3E on or off; AGC appears on the display when AGC is active (ON).
channels are pre-programmed. in the USA or other countries where necessary.
Indication Symbol Class of Emission
In addition, TX/RX frequencies can be pre-programmed into a E2 PROM INTERCOM: Calls remote station (if connected). Press this key, enter the J3E J3E Single sideband radiotelephony
having a capacity of 200 frequency pairs. station number and then press ENT key. H3E H3E Equivalent to AM radiotelephony. Only at
2182 kHz for transmitting, any frequency for
Rotary Controls ALARM: Releases two-tone alarm for 45 seconds. To transmit the receiving
alarm, press the key while holding down the ALARM key. To TLX J2B Radio telex
VOLUME: Turns the power on and off and adjust the loudspeaker stop it, press this key, NEVER press ALARM + ENT, except FAX F3C Reception of weather facsimile broadcast
volume. for a distress situation.
f) Select Frequency
RE GAIN: Adjusts the receiver sensitivity. ENT: Concludes data entry. Frequency can be selected by:
Direct key entry
FREQ./CH: Changes the frequency in conjunction with the TX or RX key. 0...9: Enters numeric data.
Also changes the channel numbers set with the RCL key. Channel number entry
Indications
FREQ./CH selector
Keys
The operation display provides the operational status by various marks and
indications. They are not all indicated at a time but only the related parts Making a Distress Call on 2182 kHz
1 (MODE): Selects a class of emission and controls AGC on and off. Press the
‘1’ key repeatedly until the required class of emission appears. appear with respect to the mode selected.
The frequency 2182 kHz is an International radiotelephony distress, urgency
Operation Procedure of the Radiotelephone and safety frequency for ship stations, public and private coast stations, and
2 (CURSor): Shifts cursor (underline marking). Press the ‘2’ key to move survival craft stations.
the cursor. a) The power switch is combined with the volume control. Turn the
volume control clockwise until a click is heard. Further clockwise A distress or emergency call is generally initiated by a radiotelephone alarm
3 (CLARIFY): Adjusts the receiver frequency for fine tuning when the rotation of the control raises the loudspeaker volume. To turn off signal on 2182 kHz. Watch keeping receivers on other stations will hear the
frequency is set in terms of Channel No. Not active in direct the power, turn the control fully counterclockwise until the click call.
frequency entry. The adjustable range is ±150 Hz in 10 Hz steps. is heard.

The FS-1562 is installed with a DSC terminal as required on GMDSS vessel, S-Meter Procedure to Delete Scan Frequencies
press the DISTRESS switch on the DSC terminal prior to commencing the
vocal communications. During reception, the meter works as a sensitivity meter indicating the relative a) Press the SCAN key to stop scanning. Currently selected
signal strength coming into the receiver. While in transmission, it indicates the frequency LEDs blink.
a) Press the 2182 key; 2182 kHz in the class of emission H3E is antenna current.
automatically selected. (In the U.S.A and other particular areas, b) Select frequency to delete by pressing appropriate frequency key
select J3E by pressing the MODE 1 key in succession.) (Note ! The S-meter will not work with AGC off.) 4M, 6M, etc. (2 MHz, 8 MHz and one more cannot be deselect;
watch on them is mandatory.)
When the 2182 key is pressed, the following parameters are set Procedure to Receive AM Broadcasting Stations
automatically: c) Press the SCAN key to resume scanning.
a) Press the MODE 1 key repeatedly until H3E with AGC is
Output power: Maximum selected. Procedure to Select Scan Frequencies
Loudspeaker: On
b) To tune in a 15,260 kHz shortwave station, as an example, press a) Press the SCAN key to stop scanning.
Squelch: Off as below:
b) Press desired frequency key. Its LED blinks.
b) While pressing and holding down the ALARM key, press the ENT RX, 1, 5, 2, 6, 0, 0, ENT.
key, and the alarm signal, modulated at 1,300 Hz and 2,200 Hz tones c) Press the SCAN key to resume scanning.
alternately, is emitted at full power for 45 seconds. (Note ! Do not miss the last zero.)
Receiving
The alarm can be monitored from the loudspeaker. The alarm may be cancelled Squelch Control
at any time by pressing the ENT (stop) key for immediate speech transmission. When receiving a distress or safety call the AA-50 locks onto the frequency,
the DSC MONITOR lamp blinks, and the DSC message is forwarded to the
Squelch is used to mute the receiver audio output when the receiver input is DSC-6.
Receiving less than a preset value or dominant noise is higher than a preset (1000 Hz)
level. To switch the squelch function ON, press the [5] SQUELCH key. Make Daily Check (Diagnosis Test)
a) Select a receiving frequency by one of the following methods: sure the label SQ appears on the display. To pick up a weak signal at high audio
frequencies, remove the squelch function notwithstanding a possible increase Check the unit daily for proper operation. Press the TEST key and the TEST
Direct frequency entry
of background noise. To do this, press the 5 SQ switch again. Make sure the LED lights up. If normal, the LEDs above the frequency keys light from left to
Channel number entry label SQ goes off. right.
b) Adjust the RF gain. The diagnostic test automatically stops and then scanning begins. (The TEST
Noise Blanker (NB) LED goes off.)
In normal use the RF GAIN control should be set for maximum. If the audio
Always in circuit. This function is to clip off input noise resulting from an If an error occurs, the offending frequency blinks.
on the received channel is unclear or interfered with other signals, adjust
engine ignition or motor brush sparks.
(usually reduce) the RE gain to improve clarity.
Satcom Systems
AA-50 MF/HF DSC Receiver
c) Adjust the clarifier:
Overview
The AA-50 MF/HF DSC receiver watches DSC distress and safety frequencies INMARSAT is an international satellite communication system designed to
For manual entry of frequency, simply turn the FREQ./CH control for fine
and is mainly designed for use in ocean areas A3 and A4. It can watch six DSC give almost worldwide coverage of voice, fax, telex and data messages to a
tuning. If reception is unclear, try to clarify the signal as follows:
distress and safety frequencies, however it is mandatory to watch on three: suitably equipped operator. The system consists of four geostationary (relative
2,187.5 kHz, 8,415 kHz and one more DSC distress and safety frequency. The fixed position) satellites located in areas above the earth to give optimum
1 Press the 3 CLARIFY key. If a frequency is selected by CH NO.,
equipment is set at the factory to watch all DSC distress and safety frequencies. coverage of ocean areas. However, because the satellites are geostationary and
the cursor which was located at the channel number, moves under
the 10 Hz place. Operating Procedure located above the equator coverage of polar regions is poor, hence there comes
a latitude at which coverage is not possible.
2 Turn the FREQ./CH control to fine tune the receiver on the a) Turn on the AA-50 to start watching on DSC distress and safety
wanted frequency. frequencies.
b) Rotate the VOLUME control to adjust the volume of the

3 To terminate this operation, press the 3 CLARIFY key again. The
loudspeaker.
cursor returns to the channel number.
c) Adjust back lighting for the keyboard, if necessary.

There are five marine Inmarsat systems in operation ; Each system can be recognised by its IMN as follows: High Speed Data Service
Inmarsat-A Direct dial telephone, telex and fax facilities. Can A high speed data transfer system is provided with full duplex link to a
also be used for data comms, E mail. SAT-A Seven digit code beginning with 1, eg 1444355 terrestrial ISDN network, thus allowing data to be transferred six times faster
SAT-B Nine digit code beginning with 3, eg 323415000 than other data systems.
Inmarsat-B The successor to SAT A, has the same facilities,
but uses digital instead of analogue technology, SAT-C Nine digit code beginning with 4, eg 423200164
and is therefore more efficient.
SAT-M Nine digit code beginning with 6, eg 623300163
Inmarsat-C A telex unit operating on ‘store and forward’
basis, ie not real time. Messages are prepared
Inmarsat B Station
and then sent in ‘packets’ of data to the Coast
Earth Station. All marine SAT C units have an Maker: Nera
Enhanced Group Call (EGC) receiver built in, Type: Saturn B System
which allows for the automatic reception of
Marine Safety Information (MSI). Equipment Description
Inmarsat-E Relates to the 1.6 GHz EPIRBS. These are not Main Control Unit
for use in sea areas A4 (polar regions) due to The main control unit is the heart of the Inmarsat-B system, transmitting and
there being no satellite coverage. receiving messages and alerting of equipment faults. The system contains the
following units:
Inmarsat-M Small direct dial telephone system.
Telex
The four satellites cover the main ocean regions and are named accordingly: The telex runs on a dedicated PC. The telex is connected to the GMDSS and
POR Pacific Ocean Region provides a means of transmitting and receiving distress messages.
IOR Indian Ocean Region Display Handset

AOR-E Atlantic Ocean Region East A handset complete with display and keypad controls the complete system.
AOR-W Atlantic Ocean Region West
Message Indicator
Network Co-ordination Station The message indicator is activated on reception of telex, telefax and data calls.
Each satellite system has its own Network Co-ordination Station (NCS) which
plays the function of controlling the traffic requested by a user. It is the NCS Distress Alarm
which, when a call is initiated, allocates a working channel on the satellite and The distress alarm provides activation and indication of an alert transmission
connects the operator to the CES. and reception.
Coast Earth Station Message Indicator
Within each of the satellite ocean regions there are a number of Coast Earth
Stations (CESs), also known as Land Earth Stations (LESs). The function of Two remote message indicators gives an alarm when a message is received and
the CES is to provide the land line connection for the requested call. indicates whether it is a fax, data or telex message.
Mobile Earth Stations Facsimile

Each operator equipped with suitable INMARSAT equipment is known as a A facsimile machine is linked to the system to allow for automatic transmis-
Mobile Earth Station (MES), or also known as a Ship Earth Station (SES), and sion and reception of telefax messages sent at up to 9600 bites per second
will have a separate Inmarsat identification number (IMN) depending on the (bps).
type of equipment that is fitted.
Distress Keys
One remote distress alarm key is provided.
Telephone
Three telephone handsets are provided in remote locations.

Inmarsat C Station Equipment Description Procedure for Preparing a Distress Alert
Maker: Furuno The communication unit is the heart of the FELCOM 12 system, transmitting a) Press F8 to display the Setup menu. Note that this key has
Type: Felcom 12 and receiving messages and alerting of equipment faults. precedence over any operation.
Overview The unit has an audible alarm which sounds in the following circumstances: b) Press 1 to display the Distress Message Setup screen.
The Inmarsat-C system provides worldwide telex and data transmission- and 1. EGC distress or urgent message is received. (Acknowledge the Distress Message Setup
reception of written information to owners of an Inmarsat-C transceiver or a alarm, then press the F10 key to silence the alarm.) LES ID: 144
terrestrial telex network via satellite. Update Time: 06 23 97-08-20 (YY-MM-DD)
2. During the interval between the transmission of the distress alert Position: LAT. 35:OON
Communication mode is store and forward telex, which means all information (by own vessel) and the receiving of the distress acknowledge LON. 135:OOE
sent is first stored at a LES and then delivered to the designated party. signal from LES. (The alarm automatically stops when your ship Protocol: Maritime
receives the distress acknowledge signal.) Nature: Un-designated
An EGC (Enhanced Group Call) receiver is built in the FELCOM 12 to receive Course: 187
the following types of messages, broadcast from a LES: 3. The system status monitor detects equipment fault. (To silence the Speed: 10 kts
alarm, press any key.)
1. Safety-NET governments and maritime authorities can use this service to c) The default LES ID is 144, AOR-E, NCS. To change, press Enter
distribute maritime safety information to ships within selected areas. The terminal unit displays which alarm is sounding. to display the LES ID list. Select a suitable LES and press Enter.
2. Fleet-NET commercial subscription organisations or shipping companies All operations are carried out from the computer terminal unit, through an on d) Press the down arrow key to select Update Time. Enter the time
can use this service to transmit information simultaneously to a selected group screen menu system. Control is virtually completely controlled from the key (hours and minutes and date) if necessary. The time indication
of ships, to provide up to the minute information. board. stays still showing the last update. Current time and position are
shown at the bottom right on the screen.
The Inmarsat C allows distress calls to be made, which are given immediate A printer prints transmitted and received messages.
priority over all other calls, and are automatically routed to a land-based e) Press the down arrow key to select Position.
Rescue Co-ordination Centre (RCC). The following equipment is connected to the Inmarsat C system for the
handling of distress messages. f) Press Enter to open the window for position entry.
The Inmarsat-C system consists of:
1. Received Call Unit (IC-303) g) Enter the position in latitude and longitude. Use the right arrow
Operation Control Centre (OCC)
The IC-303 releases 5 short beeps, which need not be acknowl- key to shift the cursor from degree to minutes and co-ordinate.
Satellite Control Centres (SCC) edged, when a message (except EGC broadcast) is received. Enter the co-ordinate with appropriate the alphabet key.
(Refer to page 4-26 in the maker’s manual for further details.)
Network Coordination Stations (NCS)
When an EGC distress or urgent message is received, it is h) Press Enter to close the window.
Land Earth Stations (LES) indicated by an audible alarm and blinking lamp. Press the alarm
stop button and the F10 key on the Felcom 12 keyboard. i) Press the down arrow key to advance the cursor to the protocol
Mobile Earth Stations (MES)
line.
The OCC, located at Inmarsat’s London headquarters, co-ordinates a wide 2. Distress Alert Unit (IC-302)
range of activities in the Inmarsat system, including commissioning of mobile The IC-302 enables transmission of the distress alert from a j) For marine vessels protocol should be set to MARITIME.
earth stations. remote location; for example, ship’s bridge. (Refer to page 6-3 for
more details.) k) Press the down arrow key to select Nature. Press Enter to display
The Inmarsat-C system divides the world into four regions and each region is the list. Select the following appropriate nature of distress.
covered by its own satellite. 3. Distress Message Controller
A connection is made to the DMC, which provides for the Un-designated Listing
In each region there is one NCS and several LESs. The NCS keeps track of all transmission and monitoring of distress alerts from all sources. Fire/Explosion Sinking
Inmarsat C transceivers in its region and broadcasts information such as navi- Flooding Disabled and Adrift
gational warnings, weather reports and news. The LES provides the link Collision Abandoning ship
between the MES and the terrestrial telecommunications networks via satellite. Grounding Further assistance required
Piracy or Armed Attack

If nature of distress is not specified, ‘ Un-designated’ is automatically
selected.
l) Press Enter to close the list.
m) Press the down arrow key to go to the Course and/or Speed entry.
Enter course and/or speed if they are different from what appears
on the screen.
n) Press Esc. Now update the data entered.
Distress Message Setup:
LES ID: 303 (YAMAGUCHI)

Update Time: 06:23 97-08-20 (YY-MM-DD)
Position: LAT. 30:00N
LON. 140:00E
Protocol: Maritime
Nature: Grounding
Course: 187
Speed; 0 kts
Press either YES or No
If Yes
DISTRESS ALERT UPDATED appears.
Current update is shown at the position display of the bottom

right corner.
o) Press Enter to register data that has just been entered.
To Transmit a Distress Alert
Press the DISTRESS button on the Distress Alert Unit IC-302.

This button requires two independent actions:
1. Peel off the red seal.
2. Break the protective cover and press the

DISTRESS button for more than 4 seconds.
The lamp inside the button flashes slowly and an audible alarm sounds, five
seconds later, the distress alert is transmitted.

GMDSS Associated Equipment without Radio Console SES: Displays date and time of distress messages (max. 50) Daily Test Procedure
received by EGC receiver or Inmarsat C SES.
Distress Message Controller (DMC) This unit is equipped with two types of self tests. The first test checks for
ALARM RST: Silences receive alarm. correct exchange of data between the DMC-5, DSC and radiotelephone to test
Maker: Furuno for correct transmission of the distress message. To conduct this test, press the
Model: DMC-5 Volume: Adjusts speaker volume in eight levels. Note however that the test switch at the default display. This test should be conducted daily to ensure
receive alarm sounds at maximum volume regardless of correct transmission in case of distress.
The DMC-5 Distress Message Controller automatically commands all control setting.
GMDSS communication equipment connected to it (VHF DSC, MF/HF DSC, (Note ! Daily check the MF/HF transceiver for proper tuning of safety and
Inmarsat C SES) to transmit the distress alert on GMDSS distress frequencies, Illumination Adjusts the illumination of the LCD, keyboard and switches in distress frequencies, for the same reasons.)
by peeling off the red seal and pressing the DISTRESS switch. Then, after Control: four levels.
receiving a distress acknowledge message from a coast station, the operator The second type of test is a series of tests, which is selected through the menu
can initiate distress communications by radiotelephone. It is primarily Contrast: Adjusts LCD contrast in eight levels. to identify the cause of operating problems.
designed for use on vessels that operate in ocean areas A3 and A4. Besides its
primary function, the DMC-5 also monitors all equipment connected to it for File: Not used.
distress alert calls, transmits distress acknowledge calls (VHF DSC, MF DSC
only), relays distress calls (HF DSC only). The Set-Up Key
(Note ! During transmission of a message (DISTRESS or CALL pressed), the
DSC and transceiver accept no key input, ‘Remote DMC’ appears on the The SET-UP key mainly enables equipment selection/deselection when
screen of the DSC. The keys of the radiotelephone will be unlocked when a pressed with other keys. Press the SET UP key then press the desired key
message transmission has been completed and the DMC-5 has moved to ‘Wait within 2-3 seconds.
for dist ack’ state.)
Navtex: NAV-TEX receiver selection/deselection.
Control Panel Description
VHF: VHF DSC receiver selection/deselection.
Number Keys: Enters numeric data.
MF-HF: MF/HF DSC receiver selection/deselection, and selects class
Cancel: Cancels data. Several presses can return control to the default of emission for distress communications.
display.
SES: EGC receiver or Inmarsat C SES selection/deselection.
Back: Shifts the cursor left for selection of items on the LCD.
Volume: Turns on and off keyboard response tone and selects receive
Select: Shifts the cursor right.
alarm tone.
Calls program menu. (Date/time entry and self-test selection).
For selection of items on the LCD.
Procedure for Transmission of Distress Call
Ent: Registers selection made with BACK and SELECT keys.
a) Peel off the red seal and then, press the DISTRESS key to
transmit the distress alert. If there is time, enter the nature of
Navtex: Displays date and time of distress messages (max. 50)
distress with numeric keys within five seconds. After five
received by NAV-TEX receiver.
seconds, the alert is transmitted over VHF DSC frequency.
VHF: Displays date, time and contents of distress messages (max.
b) Receive the distress acknowledge (DIST ACK) signal from coast
50) received by VHF DSC.
station. If the distress call is not acknowledged within 3 minutes it is
automatically re-transmitted. The audible alarm sounds when DIST
Receiver
ACK is received. Press the ALARM STOP key to silence the alarm.
MF- HF: Displays date, time and contents of distress messages (max.
c) After receiving the DIST ACK signal, communicate with coast
50) received by MF/HF DSC receiver.
station over working frequencies and class of emission (automatic
setting) designated by own ship.

VHF Radiotelephone TX: (Note ! To obtain correct scan watch/dual watch response, adjust the
Lights while transmitting. SQUELCH control precisely.)
Maker: Furuno
Model: FM - 8500 REM: Every press of the SQUELCH control changes the function as follows:
Lights when FM-8500 is under control of Remote Station .
Description OFF, DW, SCAN
USA:
USA mode. (Some ITU duplex channels are used as simplex Transmitting
The FM-8500 system consists of a main transceiver unit and two antennas. The channels.)
transceiver unit contains a VHF transmitter, receiver, and channel 70 watch
receiver module. The performance and operation are controlled on its front WX: Press the PTT (Press-to-talk) switch on the handset or microphone to talk, and
panel. The first antenna is utilised for transmitting and receiving and the Lights when a weather channel is selected. (Available in US version.) release it to listen for the response.
second antenna for watch keeping.
DW/SCAN: Output power
Two units are supplied and are additional to the equipment contained in the DW for Dual Watch; SCAN for scanning.
radio console. The VHF radiotelephone has a built in DSC unit and is BEFORE transmitting, think about the subjects which have to be commu--
Telephone Operational Sequence nicated and, if necessary, prepare written notes to avoid unnecessary interrup-
connected to the radio console GMDSS system via the Distress Message
Controller. a) Turn the power ON. tions and ensure that no valuable time is wasted on a busy channel. Listen
before commencing to transmit to make certain that the channel is not already
Controls To turn the power on, turn the VOLUME control clockwise until a click is in use.
heard. To turn the power off, turn the control fully counter clockwise until a
CHANNEL/ MODE: click is heard. Each press of the (HI/LOW] key selects HI or LOW output power. The
Selects a channel. Pressing the Channel Selector (rotary control) transmitter power is automatically set for low on the following channels.
b) Select channel modes.
changes the mode from INTL, USA, WX, and PRIV in this order.
(Appears when USA/WX and PRIV mode are registered.) While pressing the channel selector press the CH16 key to select the channel International: CH15, CH17
mode, International, USA (in the case of USA version), private (if authorised),
SQUELCH/DW/SCAN: or weather mode (USA version). The International version of FM-8500 has no USA: CH13, CH15, CH17, CH67;
Mutes the receiver when no signal is present on the channel selected. such selection. To operate USA channel 13 or 67 in high power, keep
Auto position automatically reduces white noise. Pressing the control [HI/LOW] pressed while talking into the handset.
changes the operating modes: Dual watch, Scan and Off. On the weather channel mode, a beep is emitted when the weather alert tone is
received. Turning the Loudspeaker ON/OFF
VOLUME/LOUDSPEAKER: c) Select channels.
Turns the power on or off and adjusts the volume of the built-in To turn the loudspeaker on/off, press the VOLUME control. The loudspeaker
loudspeaker. Pressing the control turns the loudspeaker on or off. Rotate the CHANNEL selector clockwise (counterclockwise) off mark appears when the speaker is off. The loudspeaker is automatically
until a desired channel is reached. turned off when the telephone handset is used on semi-duplex channels.
HI/LOW key:
Alternates high or low output power. d) Adjust volume. Channel 16
The VOLUME control adjusts the volume of the loudspeaker. Press the CH16 key to select channel CH16, International Calling and Safety
CH16 key:
Selects channel 16. e) Adjust squelch. Channel.
Loudspeaker Indicator The SQUELCH control adjusts the squelch threshold level. Adjust it so that This is an international calling and safety channel. The use is limited for
white noise heard in the loudspeaker just fades out. Perform this operation distress, safety and calling. The transmission on CH16 (156.800 MHz) should
The display shows the following indications: when no traffic is being received. AUTO squelch automatically reduces white be limited to within 1 minute except for distress calling.
noise. Usually select the AUTO position. Avoid turning the squelch too far
Internal loudspeaker OFF, by pressing the VOLUME control. clockwise; a long distance communication may be missed. Avoid calling on Channel 16 for purposes other than distress, urgency and very
Internal loudspeaker is automatically turned off whenever the handset is brief safety communications when another calling channel is available.
picked up.
LOW:
Lights for low RF power.

Illustration 6.6.2a Sound Powered and Exchange Telephones
Wheelhouse
Multifunction
24V DC Telephone No. 200
Supply
Engine Bell Type: NQW-390
Control
Room
24V DC Automatic
Telephone Automatic
Exchange Telephones
Relay Box
JRX - 88 Type: NQW-300
Main
Engine Automatic
Side Telephones
Automatic
Telephones Type: NQW-324-9
220V AC Numbers
201 - 249 100V DC
Relay Box Relay Box Automatic

Telephones
Steering Type: NQW-328ZBL

Gear
Room
Inmarsat B Public
Satcom Address
Chief System System
Engineer's
Office
Portable
24V DC 220V AC
Telephone
From Battery Supply
Charge/Discharge Type: NQW-330A
System
Wheelhouse
Sound Powered Telephone System Automatic Exchange Telephone System

6.6.2 Sound Powered Telephones 6.6.3 Exchange Telephones b) The operator dials the number of the person to which the call is to
be transferred.
Manufacturer: Japan Radio Co. Ltd Manufacturer: Japan Radio Co. Ltd
Model: JRX - 88 Type: JRX - 88 c) When the called person answers, inform them that the call is to be
transferred and hang up.
The sound powered telephone system is an emergency communication system The automatic telephone system is a solid state electronic telephone switching
which connects several important locations in the ship: system with integrated circuit components which ensure high quality trans- Paging Broadcast Facility Operation
mission. It is fitted to provide communication throughout the vessel. Alongside Individual extensions can be configured with the paging broadcast facility. The
Wheelhouse
each extension is a directory of all extensions in the system. Telephones are procedure is as follows:
Engine control room situated in all officer and crew cabins.
Main engine control station a) The caller lifts the handset.
The exchange is supplied by the 220V system and in the event of power
Steering gear room failure, from the 24V emergency battery system. b) The caller presses 75.
Chief Engineer’s office Rotating lights and horns are activated in the machinery spaces when the local
telephones are accessed. c) After a short delay the caller hears an electronic chime which is
The system is intended for use when all other forms of communication have also broadcast. The caller then relays the message.
been lost. The system uses communication cables which are directly wired to The system has the following facilities:
and from the phones. The system requires no external power source as d) The requested person may answer the page whilst it is in progress
electrical power for signalling is generated via the hand driven generator and Access to the Inmarsat system (extensions 200, 210, 211 and 232) by picking up a telephone and entering 77. The paging broadcast
the communication (speech) power is taken from the energy received at the Speed dialling is stopped and communication with the person who originated the
microphone which is converted into electrical energy for transmission. page is established.
Paging broadcasts
In rooms where the ambient noise level can be very high, there are flashing call Paging answer Setting Up a Wake Up Call
indicator lamps to alert personnel to an incoming telephone call. The called
party may then use the headsets to communicate. Wake up calls The wake up call consists of the person’s phone sounding a buzzer five minutes
before the registered wake up time and again at the registered time.
Call transfer
To Call Another Location
Specific locations on the ship are fitted with multifunctional telephones that Procedure to Set Up a Wake Up Call
a) Lift the handset and select the required station using the selector have a time display which originates from a central system clock. This clock
switch. is used for the wake up call functions. The system time can be set from the a) The caller lifts the handset.
wheelhouse multifunctional telephone only.
b) Turn the handle of the generator clockwise, whilst pulling the b) The caller presses 8.
handle slightly forward, a number of times. (If the generator Call Transfer
handle is pushed there will be no output from the generator.) c) On a multifunctional phone: The LCD panel on the telephone
Procedure to Transfer a Call with a Single Line Telephone indicates the time required for the wake up call. The time should
c) Lift the handset and communicate with the called party. be entered as for the 24 hour clock. For example, 4.30pm should
a) Whilst normal communication is in progress, the operator presses be entered as: 1, 6, 3, 0.
d) The handle may need to be cranked again after a period of time. the hook.
On a single line telephone enter the required time as above when
e) Replace the handset when finished. b) The operator dials the number of the person to which the call is to beep tones are heard after pressing 8.
be transferred.
To Receive a Call d) When the time has been entered, a beep tone sounds through the
c) When the called person answers inform them that the call is to be handset.
a) The bell will sound and the lamp will illuminate (if fitted). transferred and hang up.
f) Replace the handset.
b) Pick up the handset and communicate. Replace the handset when Procedure to Transfer a Call with a Multifunctional Telephone
finished. To cancel a wake up call, press 98. The wake up call is cancelled when the beep
a) Whilst normal communication is in progress, the operator presses tones are heard.
the TRANSFER button.

Illustration 6.6.4a Public Address and Talkback System
Wheelhouse Deckhead NVA 1010 Unit

Booster Amplifier
DC AC
+ - uv
General Alarm System

JB
NVJ-20
P.A. P.A. DC 24V
Stop Start
SP9 M M
AC 220V
NCE - 8000A Wheelhouse Controller
CP1 MIC1
1 - 18 12345
NCE 8000B Unit
Ship's Control Centre
Antenna
EXT 1 Sockets
1 - 18 12345 1 2 1 2 1 2 1 2 3 1 2 1 2 1 2 3 -17 18 12345

AM FM
CP1 MIC1 CP2 MIC3
NVA - 1805 50W Public Address System Central Unit M
SP13 SP5 SP7 (Located in Radio Room) SP4 SP6 SP12 Auto Tel DC AC
12 12 123 123 123 123 1 2 3- 6 7 8 + - uv
AC 220V
DC 24V
Automatic
Telephone
Exchange
Key
Terminals/Sockets
Port Starboard Aft Mooring Engine Control Forward Cabins and Cabins and
Station Room Mooring Passageways Passageways
Lifeboat Stations Station M Microphone
10W Horn Speakers
1/2/5W Speakers

6.6.4 Public Address and Talkback System SP OFF (Speaker Off) Switch Broadcasting from the External Source
Manufacturer: Japan Radio Co. Ltd This switch is used to select the SP OFF operation from the table of speaker a) Press the EXT switch. The EXT lamp illuminates. By pressing the
Model: JRX -88 operations. EXT switch, the radio programme or cassette of the built-in radio
cassette (the HVZ-1300 unit ) or the external source connected to
The public address system is provided to communicate important announce- EMG (Emergency) Switch the EXT connector is broadcast.
ments throughout the vessel. Speakers are provided in the accommodation
alleyways, public rooms, working spaces and outside decks. There is a facility This switch is pressed to select the emergency broadcasting mode from the b) Adjust the output volume with the MIC/EXT VOL control to
to play a radio tuner or a cassette from the unit in the wheelhouse. The system table of speaker operations. keep the level meter in the green zone.
is supplied from the main 220V system with automatic back-up from the
emergency 24V system. Level Meter Emergency Broadcasting
Operation The green zone of this meter corresponds to approximately half of the a) Press the EMG switch, the lamp on the EMG switch illuminates.
maximum output. This is the ideal level. The MIC/EXT control should be The emergency broadcast can now be made. Emergency
Public announcements may be carried out from the control panels installed in adjusted during broadcasting to keep the output level within this zone. broadcasts are made with maximum volume regardless of the
the wheelhouse and the ship’s control centre. Broadcasting is selected from the positions of the volume controls.
selection switches mounted on the control panel. MONI VOL (Monitor Volume) Control
Talkback System
There is a talkback facility to allow the system to be used for communication This control adjusts the output level of the monitor speaker.
during docking etc. The forward and aft mooring decks and the lifeboat The talkback system can be used for direct communication with selected areas
embarkation areas have microphones and speakers to allow communication MIC/EXT (Microphone/External Source Volume) Control such as the mooring decks.
with the bridge.
This control adjusts the output level of the microphone and the external source. a) Select the area required for communication.
Controls
Operation b) Press the talkback switch, which is fitted amongst the speaker
Speaker Selection Switches select switches.
a) Turn on the power using the POWER switch. The lamp on the
These switches are used to select the required groups of speakers for broad- switch illuminates to show that the power supply is on. When the c) Keep the microphone pushbutton depressed for talkback
casting. The lamp on the switch illuminates when they are selected. power is turned on, the SP OFF operation is automatically operation.
selected from the speaker operation table and the panel illumina-
Busy Lamp tion dimming is set to high. Broadcasting via Telephone (Paging)
This lamp illuminates when the microphone is on or the system is busy at the b) Select the required speaker output with the speaker select The automatic telephone exchange is connected to the public address system.
other control panel. switches. The lamp on the selected switch will illuminate. It can be accessed by dialling 75 from a telephone. The public address system
is automatically turned on and the paging broadcast can be made.
Dimmer Switch c) Set the MIC/EXT VOL and MONI VOL controls to the mid
position. Emergency Announcing during General Emergency Alarm Operation
This switch adjusts the brightness of the panel lamps. For each press of the
switch, the brightness changes in the order of; high, mid, low and off. d) For a microphone broadcast, press and hold the button on the If the general emergency alarm is sounding, announcements can still be made
actual microphone. Speak calmly and clearly into the by pressing the microphone button. The output volume should be adjusted with
EXT (External) Switch microphone. Adjust the output volume with the MIC/EXT VOL the MIC/EXT VOL control to keep the level meter in the green zone.
control to keep the level meter in the green zone.
This switch is used to connect or disconnect the external source. The external
source could be equipment such as the radio/cassette player or whatever is e) For an alarm broadcast, press the ALM switch, the 800Hz alarm
plugged into the EXT socket. tone is broadcast.
ALM (Alarm) Switch (Note! Whichever switch is pressed first, the microphone or the ALM switch,
is the one which has priority. Both switches cannot be used at the same time.)
Activation of this switch releases an 800Hz alarm tone for broadcast.

Two Way Radio VHF Emergency Radios d) When the channel is clear, press and hold down the PTT switch
on the side of the radio and speak slowly and clearly into the
Maker: Furuno microphone area. At the end of the message, release the PTT
Type: FM - 8 switch to listen (receive). Keep the transmission as short as
possible to conserve battery power and not to over-occupy the
The FM-8 is a two-way hand-held marine band VHF radiotelephone. channel.
The FM-8 consists of the main unit (radio) and a rechargeable battery pack,
which fits into the bottom of the main unit. The main unit is waterproof at 1 m
for 5 minutes. Emergency battery packs, coloured yellow, are supplied for
emergency operation. These battery packs cannot be recharged and have a
shelf life of around 5 years.
The FM-8 holds up to 14 channels, 8 standard (including distress channel 16)

and 6 optional (these are programmed at the factory). All controls are on the
top of the main unit. Battery warning, transmission lamp and channel selection
lamp are also provided.
The FM-8 provides short range voice distress communications in the GMDSS.
It is also suitable for routine shipboard communications.
Operating Procedure
Select the battery pack to use
The grey battery pack is for normal use, the yellow is for emergency use.
Receiving Procedure
a) Turn the radio on and turn the channel dial to desired position.
b) Adjust the squelch control so that noise just fades out.
c) Listen until a transmission is heard then adjust the volume control

for a comfortable listening level.
d) It is now ready to receive calls on the ship’s frequency.
Transmitting Procedure
a) Adjust the radio as in Receiving Procedure.
b) Monitor channel for activity to make sure it is clear before trans-

mitting. (The BUSY lamp lights when a frequency is occupied.)
c) Hold the radio in a vertical position with the microphone 5 - 8 cm

from the mouth.

6.6.5 UHF Transceiver System LED Indicator Low Battery Alert
Indicates radio operating status (green / red light emitting diode
Maker: Motorola, Japan Whilst in the transmit mode, the red LED will blink if the battery falls below
Type: HT1000 Three-Position (ABC) Toggle Switch a low voltage level. Also, the radio can be programmed to emit an alert tone to
Multiple-use,user selects feature indicate a low-battery condition. The tone will be emitted when the PTT is
General Features released in the transmit mode, and when the low battery condition is detected
Universal Connector in the receive mode.
The Motorola HT1000 is a portable UHF walkie talkie radio with rechargeable Provides access for programming, testing, and accessory
Nicad battery pack 7.5V DC providing up to 8 hours of standby power prior to connections 6.6.6 Shipboard Management System
recharge. It consists of a 16 channel transceiver operating in the range of 403
- 470 MHz, with a transmitter output power of 2 watts. Microphone Port The shipboard management system exists to ensure that the vessel is managed
Accepts voice input to the radio’s microphone safely and efficiently.
Channel Frequencies
Noise Cancelling Port Meetings are held at regular intervals to ensure all personnel are aware of the
The HT1000 has 3 channels preset to the following frequencies: Reduces background noise during transmit objectives of the system.
CHANNEL TRANSMIT RECEIVE Basic Operating Procedure Weekly meetings are held to discuss the vessel’s forthcoming operations
schedule, as well as mechanical or fabric maintenance due to be completed.
1 457.525 MHz 457.525 MHz Receiving a Call
A safety meeting is held each month, with a minimum of one meeting every 3
2 457.550 MHz 457.550 MHz a) Turn the radio switch to ON. A high pitched tone is generated and months.
the green LED will light to indicate a self-test has been performed
3 457.575 MHz 457.575 MHz successfully. The object of the safety meeting is to discuss safety at sea, prevention of
human injury or loss of life and avoidance of damage to the marine
Basic Controls b) Set the channel selector to the required position (1 to 16). environment and property.
ON/OFF/Volume Control c) Listen for a transmission and adjust the volume control for a
Turns the radio on and off, and adjusts the volume to suit comfortable listening level.
Channel Selector d) The radio is now set to receive calls on the selected frequency.
Selects the required channel (1 to 16 )
Transmitting a Call
Side Button 1 (Blue coloured)
Allows for the temporary deletion of a single channel from the a) Follow steps a), b) and c) above for receiving a call.
scan list during scanning
b) Ensure that the channel in use is clear of any traffic prior to
Side Button 2 transmission.
Can be programmed to transmit repeater access tones
c) When the channel is clear press and hold the PTT switch on the
Side Button 3 (Monitor button) side of the radio and speak slowly and clearly into the
Monitors a channel for activity and resets the radio after a call or microphone. The red LED will light up whilst in transmit mode.
page has been received When the transmission is completed, release the PTT button to
listen for a reply.
Push To Talk (PTT) Switch
Puts the radio in the transmit mode
Orange Top Button

Transmits an emergency alarm

Illustration 6.7.1a Signal Lights
INTERNATIONAL SIGNAL LIGHT LOCAL SIGNAL LIGHT
Issue: 1 6.7 Lighting Systems and Sound Signalling Systems - Page 1 of 5

6.7 Lighting Systems and Sound Signalling Systems Signaling Lights
6.7.1 Navigation Lights Morse/Manoeuvring Light
The control panel for the navigation lights is situated on the bridge console. A morse/manoeuvring light is fitted on the radar mast. The light is operated by
keys fitted in the wheelhouse and bridge wings.
The officer of the watch must ensure that navigation lights are properly shown
during his watch, in accordance with the applicable COLREGS. Portable Daylight Signal Light
Spare light bulbs must be kept accessible and ready for use. The navigation A waterproof Aldis type portable daylight signal lamp is provided and stored
light system must be tested periodically. in the wheelhouse. A receptacle supplied from the 24 volt system is provided
on each bridge wing.
Operating Procedure for Navigation Lights
Suez Canal Signal Lights
a) Operate the power switch.
A set of incandescent type Suez canal signal lights is provided as follows:
If the power supply is abnormal, the buzzer will sound. Five white lights on the radar mast
The appropriate navigation lights are switched on by their individual buttons. Five red lights on the radar mast
The outside lights and the corresponding main LEDs are illuminated. The lights can also be used for other purposes.
The outside lights are constantly monitored. If a lamp failure occurs the buzzer These above lights are controlled from the signal light panel in the wheelhouse.
will sound. The panel is supplied from the 220 volt emergency switchboard.
Revert to the spare set, replace the faulty lamp and return to the main set.
Testing Procedure for Navigation Lights
a) Operate the system TEST button.
The main LEDs are illuminated and the buzzer will sound if any have failed.
The standby LEDs are illuminated and the buzzer will sound if any have failed.
b) Switch the system test button to OFF.

Illustration 6.7.2b Deck Lighting Plan
Liferafts
Stern Ramp
Winch
Liferafts

6.7.2 Deck Lighting
Boat Preparation Lights and Launching Lights

ALWAYS ON
One 300W lamp with a switch is provided at each lifeboat station. The lights MANEUVERING LT
LIFE BOAT & RESCUE RESCUE BOAT PREPA LT
LIFE RAFT LT
RESCUE BOAT PREPA LT
LIFE RAFT LT
LIFE RAFT LT
BOAT OVER BOARD LT
are constructed so that they can be swung inboard for deck lighting and (UPP DK STBD) (UPP DK PORT) (UPP DK AFT)
outboard for over-side lighting of the lifeboat. They can be locked in either
ON ON ON ON ON
position.
Floodlights OFF OFF OFF OFF OFF

.
The following high-pressure sodium/halogen floodlights are provided for the
deck lighting and are controlled from the outside light control panel in the FLOOD LT 1KW X2 FLOOD LT 500W X2 OUT PASS
AFT MAST FORE AFT MAST AFT
(NAV BRI DK WING) (COMP DK) (ACCOMMODATION)
wheelhouse:
Two x 1 kW on the top of each bridge wing ON ON ON ON ON
One x 500W on each side lifeboat/rescue boat overboard

OFF OFF OFF OFF OFF
One x 500W on each side lifeboats preparation and liferaft (upper
deck starboard)
One x 500W on each side lifeboats preparation and liferaft (upper SIDE RAMP GANGWAY FUNNEL STERN RAMP STERN RAMP WINCH
deck port)
One x 500W on each side liferaft (upper deck aft) ON ON ON ON ON
Two x 500W on the deck above the wheelhouse

OFF OFF OFF OFF OFF
One x 400W on the after mast forward side for the upper deck forward
One x 500W on the after mast after side for the upper deck aft
AFT MOORING SPACE FORE MOORING SPACE
One x 500W on each side of the funnel for funnel mark illumination FO BUNKER STATION
(NORM & EM'CY) (NORM & EM'CY)
One 500W at the following locations:

ON ON ON ON
Side ramp
Gangway OFF OFF OFF OFF
Stern ramp
ACC LADDER
FWD STAIR WAY AFT STAIR WAY
Stern ramp winch STAIR WAY 4
5
6
ALWAYS ON OFF ON OFF ON OFF ON LAMP TEST
3
Accommodation Ladder Lights
7
2
EMERGENCY
8
1
The 1,000W searchlight on each bridge wing is used for accommodation
9
13
10
12
ladder illumination.
11
ALWAYS ON OFF ON OFF ON OFF ON OFF ON
NORMAL INSPECTION LT
Illustration 6.7.2a Deck Lights Panel

6.7.3 Sound Signalling Device At Anchor
Electric Piston Horn The signal comprises of a 5 second bell signal transmitted from the forward
loudspeakers followed by a 5 second gong signal transmitted from the aft
Maker: Ibuki Kogyo Co Ltd loudspeakers. The sequence repeats after a further 50 second silence period.
Type: Ibuki MH550 piston horn
Aground
Air Horn
The signal comprises of 3 distinct strokes on the bell followed by a 5 second
Maker: Ibuki Kogyo Co Ltd bell signal followed by 3 distinct strokes on the bell transmitted from the
Type: Ibuki A150ESSH air horn forward loudspeakers. Immediately following this is a 5 second gong signal
transmitted from the aft loudspeakers. The sequence repeats every 60 seconds.
Two whistles are fitted, one, air operated whistle mounted on No.1 (port) radar Both the bell and gong system can be operated manually using the manual bell
mast and an electrically operated whistle mounted on No.2 (starboard) radar signal and manual gong signal switches on the control panel.
mast.
The Ibuki piston horn is electrically operated, emitting a high intensity 138
decibel sound through a resonance action. The motor rotation is accelerated
over helical gears and transmitted over a crank mechanism to drive the piston
in a high speed reciprocating motion.
The air horn is equipped with diaphragms which vibrate by compressed air.
The air supply is controlled by a solenoid valve, which when opened allows the
compressed air to flow into the diaphragm chamber, overcoming the elastic
hold of the diaphragm and emitting the air through the horn.
A time controller panel, mounted on the bridge main control console, contains
the controls for the automatic fog signal function, which is switchable between
a single prolonged blast (5 seconds) every 60 seconds and two prolonged blasts
every 60 seconds. The choice of whistle in use is also controlled from this
panel.
Manual whistle pushbuttons are situated on each of the bridge wings, next to
the steering console and on the time controller panel of the whistle controller.
Fog Bell and Gong System
Maker: Ibuki Kogyo Co Ltd

Type: EDBG100
The electronic fog bell and gong system is an audio system for the automatic
sounding of bell and gong signals while at anchor or aground in reduced
visibility.
The system is designed for centralised operation from the wheelhouse control
panel.

6.8.1a Checklist - Passage Planning
Checklist for Preparing a Passage Plan
Vessel : __________________
indicates the check has been performed and appropriate action taken.
N/A indicates the check is not applicable to the vessel or prevailing conditions
Port of Departure - ETD (date/time

Port of Destination - ETA (date / time)
Total Distance
Pilot to pilot distance
Average speed and steaming time in open waters
Charts and nautical publications
Local information / VHF Channels
Tides and currents
Vessel traffic service areas
Pilots - time to notify
Pilot embarkation / disembarkation areas
Route planning - waypoints / courses / distances
Alternative routes and emergency anchoring
Traffic separation / routing schemes
Underkeel clearance - draught, speed and squat
Position fixing methods
Position fixing intervals
Navigation marks
Traffic likely to be encountered
Obstructions and hazards to navigation
Weather information and weather routing
Passage plan sighned by the officer who prepared it
Passage plan approved and signed by the Master
Checked by : ____________________________Date : _______________ Time : ____________
Issue: 1 6.8 Routing Procedures - Page 1 of 17

6.8 Routine Procedures The appraisal stage of passage planning examines these risks. If alternatives Ocean Passage
are available, these alternatives are evaluated and a compromise solution is
6.8.1 Passage Planning Including Checklists reached. Where the level of risk is balanced against commercial expediency, The passage may be a trans-ocean route, in which case the first consideration
the appraisal should be considered as the most important part of passage will be the distance between ports, bunker and stores requirements and avail-
General planning, as it is at this stage that all pertinent information is gathered, and a ability at the loading and discharge ports, or in case of an emergency en route.
firm foundation for the plan is laid. The urge to commence planning as soon as A great circle route is the shortest distance, but other considerations will need
A plan for the intended passage is to be prepared prior to sailing. possible should be resisted, as time allocated to appraisal will pay dividends to be taken into account including ;
later.
Procedure: Meteorological conditions even if the recommended route is
Information Sources longer in distance, as it may prove shorter in time, and the ship
a) It is customary for the Master to delegate the initial responsibili- less likely to suffer damage. Weather systems also need to be
ty for preparation of a passage plan to the officer responsible for The Master’s decision on the overall conduct of the passage will be based upon considered, e.g. the possibility of encountering tropical
the maintenance of the navigational equipment and publications, an appraisal of the latest available information. This appraisal will be made by revolving storms
usually the second officer. The plan should be assessed and considering the information from all possible sources including:
Ocean currents if advantageous
approved by the Master prior to commencement of the voyage. Chart catalogue
The proximity of war zones
b) All deck officers should carefully study the plan and when fully Navigational charts
understood sign at the bottom of the last page of the prepared Coastal Passages
Ocean Passages for the World
passage plan to show their understanding.
Routing or Pilot charts The main consideration at the appraisal stage will be to determine the distance.
c) No member of the bridge team should hesitate in questioning any The courses should be laid off, staying well clear of coastlines and offshore
Sailing Directions and Pilot books dangers. Attention must be given to the vessel’s draught and minimum under-
part of the proposed passage plan, if they consider that the safety
of the vessel is being compromised. Light lists keel clearance allowing for the effects of squat on the vessel.
Tide tables Traffic separation schemes shall be followed whenever possible. However, if
d) The Master is to ensure that a copy of the prepared plan for the the TSS is NOT used it shall be avoided by as wide a margin as possible and
forthcoming voyage is sent to Maersk head office prior to sailing, Tidal stream atlas’s
Rule 10 of the International Regulations for Preventing Collisions at Sea fully
for the attention of a Marine Superintendent. Notices to Mariners complied with. Details of mandatory traffic separation schemes can be found
in the IMO Ships Routing Guide.
The passage plan for a voyage, regardless of duration, can be broken down into Routing Information
two major stages: Radio signal information (including VTS and Pilotage services) Appraisal Completed
1. Preparation which consists of: Climatic information Having made an appraisal of the intended voyage, the Master will determine
Load line chart his strategy and then delegate to the assigned officer the planning of the
Appraisal
voyage. Irrespective of who actually does the planning, it is to be based on the
Planning Distance tables Master’s requirements, as it is the Master who carries the final responsibility
for the plan.
Electronic Navigational Systems information
2. Execution which consists of:
Radio and local warnings Passage Planning
Organisation
Owner’s instructions Passage plans should be made from berth to berth, not from pilot station to
Monitoring pilot station. This requirement is justified by referring to the IMO resolution,
Draught of vessel
which states that despite the duties and obligations of a pilot, his presence on
Passage Appraisal and Planning Personal experience board does not relieve the officer in charge of the watch from his duties and
Mariner’s hand book obligations for the safety of the ship. This makes it quite clear that it is
Before any voyage can be embarked upon or indeed, any project undertaken, necessary and prudent to plan from berth to berth, even though it is anticipated
those controlling the venture must have an understanding of the risks involved. Having collected together all the relevant information, the Master, in consulta- that there will be a pilot on board the vessel at certain stages of the voyage. The
tion with his officers, will be able to make an overall appraisal of the passage, plan also needs to include all eventualities and contingencies and will be
which may be one of, or a combination of the following: further discussed with the pilot when he boards to ensure compliance.
Issue: 1 6.8 Routine Procedures - Page 2 of 17

6.8.1b Checklist - Deep Sea Navigation 6.8.1c Checklist - Coastal Navigation
Checklist - Deep Sea Navigation Checklist - Coastal Navigation
Vessel: ________________________ Place ________________________ Date ____________ Date

Vessel : Place
The following shall be carefully examined

The following shall be carefully examined
1 Have all charts and nautical publications to be used been corrected up to date?
1 Have all charts and nautical publications to be used been corrected up to date?
2 Have the following factors been taken into consideration in preparing the passage plan
2 Have the following factors been taken into consideration in preparing the passage plan
- advice / recommendations in sailing directions - advice / recommendations in sailing directions
- weather - ships draft
- current - effect of squat
- available navigational aids and their accuracy - weather
- position fixing methods to be used - tides andcurrent
- daylight / night time passing of danger points - available navigational aids and their accuracy
- traffic likely to be encountered - position fixing methods to be used
3 Are Navarea warning broadcasts being monitored? - daylight / night time passing of danger points
4 Is participation in area reporting systems recommended? - traffic likely to be encountered
- requirements for traffic separation / routing schemes

Is the ship's position being fixed in accordance with Guidelines for Navigators in Maersk Vessels
5
Circulars? 3 Are Navarea warning broadcasts being monitored?
4 Is participation in area reporting systems recommended?
Comments 5 Have courses been laid off wellclear of obstructions?
Is the ship's position being fixed in accordance with Guidelines for Navigators in Maersk Vessels
6
Circulars?
Comments
Master
Signature (Master)
Master ____________________________ ____________________________________
Signature (Master)

Passage planning may be considered in two stages, though at times, they will Distance off navigational hazards or grounding line will depend on following: Waypoints
merge and overlap.
The draught of the ship relative to the depth and breadth of water
A waypoint is a position, shown on the chart, where a planned change of status
1. Ocean and open waters
The weather conditions will occur. It will often be a change of course, but may also be an event such
2. Coastal and estuary as:
The set and rate of the tidal streams or current
Start or end of a sea passage
Planning Sequence The volume of traffic
Alteration of speed
The age and reliability of the chart survey soundings
Charts Pilot embarkation point
The availability of safe water
Collect together all the charts for the intended voyage, putting them into the Anchorage
correct order. Ensure that all the charts and publications have been corrected to Regulations, both Company and National, regarding off shore distances must
the latest notices to mariners available. A point where an ETA or Notice of Readiness is to be given
also be observed.
Areas to be Avoided Aborts and Contingencies
Deviation from the planned track may be necessary at any time, e.g. having to
alter for another ship. However, such deviation from track should be limited,
Coastal and estuary charts should be examined, and all areas to be avoided, No matter how well planned and conducted a passage may be, there may come
so that the ship does not enter areas where it may be at risk or closely approach
carefully shown by highlighting or cross-hatching. the time when, due to a change in circumstances, the planned passage will have
the margins of safety.
to be deviated from.
Margins of Safety Under-keel clearance: It is important that the reduced under-keel clearance has
Aborts
been planned for and clearly shown.
Before tracks are marked on the chart, the clearing distances from any areas to
be avoided need to be considered. Among the factors which will be taken into When approaching constrained waters, the ship may be in a position beyond
In tidal areas, adequate under-keel clearance may only be attainable during the
account when deciding the size of the margin of safety are: which it will not be possible to do anything other than proceed. This is termed
period that the tide has achieved a given height. Outside that period, the area
the point of no return, and is the position where the ship enters water so narrow
The size and manoeuvring characteristics of the vessel must be considered as unsafe. Such a safe period is called the tidal window,
that there is no room to turn, or where it is not possible to retrace the track, due
and must be clearly indicated, so that the OOW is in no doubt as to whether or
The draught in relation to the available depth and breadth of water to a falling tide and insufficient under keel clearance.
not it is safe for the ship to proceed.
The accuracy of the position fixing systems to be used A position needs to be clearly marked on the chart showing the last point at
Tidal and current information is often available on the chart, though more
Tidal streams and currents which the passage can be aborted. The position of the abort point will vary
detailed information is available in ‘Ocean Passages For The World’, routing
with the circumstances prevailing eg., water availability, speed, turning circle,
charts, pilot books, tide tables and tidal stream atlases.
Margins of safety will show how far the ship can deviate from track, yet still etc., but it must be clearly shown, as must a subsequent planned track to safe
remain in safe water. water.
In confined waters, when navigating on large scale charts, the margins of
safety may require the ship to commence altering course, at a planned wheel
Safe water can be defined as areas where the ship may safely deviate. The reasons for not proceeding and deciding to abort will vary according to the
over position, some distance before the track intersection, to achieve the new
circumstances but may include:
planned track. These points are to be marked on the chart with information as
Tracks should be drawn on the small scale charts, according to the decisions
to the planned rate of turn and speed that it is calculated for. Deviation from approach line
made at the appraisal stage, regarding the route to be taken.
Machinery failure or malfunction
Radar Parallel Indexing
Chart changeover points should be quite clearly shown on all charts.
Instrument failure or malfunction
Parallel indexing is an invaluable and effective method of constantly
Track Considerations Non availability of tugs or berth
monitoring the vessel’s track in all states of visibility.
The ship must be in safe water at all times and remain at a safe distance off any Dangerous situation ashore or in harbour
ARPA mapping may be used in addition to, to but not to the exclusion of, other
dangers, to minimise the possibility of grounding in the event of machinery Any situation where it is deemed unsafe to proceed
methods of monitoring the vessel’s position.
breakdown or navigational error.

6.8.1d Checklist - Pre-Departure 6.8.1e Checklist - Pre-Arrival
BEFORE DEPARTURE CHECKLIST BEFORE ARRIVAL CHECKLIST
Vessel :
This Check List applies to all vessels in the fleet. Complete all sections with a or N/A Vessel :
Navigation This Check List applies to all vessels in the fleet. Complete all sections with a or N/A
Charts, Tide Tables, Sailing Directions Vessel Draft : Forward ________ Aft ________
Navigation
Instruments Charts, Tide Tables, Sailing Directions Reporting to VTS
Navigation Lights Master Gyro No. 1

Binoculars Master Gyro No. 2
Instruments
Chronometer Gyro Repeaters Gyro Repeaters Course Recorder and Rudder Recorder running
Sextants Course Recorder and Rudder Recorder Bearing Diopters and calibrated
Radio Direction Finder running and calibrated
Echo Sounder Forward and Aft
Weather Facsimile Magnetic Compass
NAVTEX and EGC Bearing Diopters
Communications
Echo Sounder Forward and Aft Radar No. 1 and ARPA
Log Radar No. 2 and ARPA VHF Radio Telephones Aldis Lamp
Electronic Position Fixing Systems Radar(s) Forward and/or Aft Walkie Talkies Whistle No. 1
Telephones - Emergency Telephones Whistle No. 2
Communications Public Address System
VHF Radio Telephones Watchkeeping Receiver

Walkie Talkies Aldis Lamp
Mooring and Anchoring Arrangements
Telephones - Emergency Telephones Whistle No. 1 Power on Deck Mooring lines ready
Public Address System Whistle No. 2 Anchors ready Checked time for calling crew
Mooring and Anchoring Arrangements Pilot Embarkation Arrangements

Power on Deck Anchors ready
ETA Pilot Time: Pilot contacted
Pilot Ladder or Hoist ready with safety equipment Pilot Ladder or Hoist sufficiently illuminated
Pilot Disembarkation Arrangements
Pilot Ladder or Hoist ready with safety
Pilot Ladder or Hoist sufficiently illuminated Engine related matters
equipment
Engine Telegraph and Emergency Telegraph Stabilisers in "IN" position
Engine related matters Manoeuvring Printer including Time Calibration Azimuth thruster in "IN" position
Engine Telegraph and Emergency Steering Gear and FU-NFU tested Duty Engineer informed
Stabilisers in "IN" position
Telegraph
Manoeuvring Printer including Time
Calibration
Rudder Indicator Starboard Upon completion of checks, entry to be made in vessels Logbook.
Steering Gear and FU-NFU tested Rudder Indicator Midship
Rudder Indicator Port Port: __________________________________ Date: _____________________ Time
Upon completion of checks, entry to be made in vessels Logbook. Checked by: ____________________ Rank: ___________ _______________________________
Signature (Checker)
Port :____________________________ Date :___________ Time :_____________
Checked by :_________________________ Rank :___________ _______________________

Signature (Checker)

Contingencies Planning Book Tidal stream information, obtained from the chart or tidal stream atlases, can
be included in the planned passage when the time of transit of a relevant area
Having passed the abort position and point of no return, it is still necessary to In addition to the information on the charts, the whole of the passage plan is known. Ideally, the course to steer should be calculated prior to making the
be aware that events may not go as planned and that the ship may have to take should be written into a planning book for continuous reference during the transit, though in fact, strict adherence to the planned track will actually
emergency action. Contingency planning will include: execution of the voyage. compensate for tidal streams. Current information can also be obtained and
shown on the chart.
Alternative routes Depending upon the length and complexity of the passage, or certain parts of
Safe anchorage it, it is good practice for an abbreviated edition of the plan to be copied into a It must always be borne in mind that safe execution of the passage may only
note book. This allows the person having the Con, other than a pilot, to update be achieved by modifying the plan to accommodate unforeseen circumstances
Waiting areas himself as and when required, without having to leave the conning position to such as items of navigational equipment becoming unreliable or inaccurate, the
Emergency berth check for information. departure being delayed, or the need to make a timed arrival at the next port.
Contingency plans will need to be made at the planning stage and clearly Master’s Approval The officer of the watch should have full knowledge of all safety and naviga-
shown on the chart. tional equipment on board the vessel, and should be aware of the operating
On completion, the plan must be submitted to the Master for approval. limitations of such equipment. The Master is to ensure that all bridge team
The following should be clearly indicated in the passage planning: personnel, including newly joined navigating officers, are familiarised with all
Plan Change navigational equipment and they are capable of undertaking the navigational
Available methods of position fixing
watch. If necessary, a newly joined officer should be accompanied by a
Primary and secondary position fixing All members of the bridge team will be aware that even the most thorough plan competent navigating officer until familiar with the equipment.
may be subject to change during the passage. It is the responsibility of the
Radar conspicuous points or objects person in charge to ensure that changes are made with the agreement of the In order to achieve the safe execution of the plan, it may be necessary to
Suitable Parallel indexing targets and ranges Master, and that all other members of bridge team are advised of such planned manage the risks by utilising additional deck or engine personnel. Pre-planning
change. will ensure that these personnel are sufficiently rested for any additional duties
Landfall lights
that may be required of them including an awareness of the positions at which
Radar targets Executing the Plan it will be necessary to:
Buoys Organisation Call the Master to the bridge for routine situations such as approaching the
Position fixing frequency coast, passing through constrained waters, approaching the pilot station or any
The plan having been made, discussed and approved, now requires its method other situation where the Master’s presence may be required.
Suitable anchorage in case of emergency or adverse weather of execution to be organised with the best use of the available resources. Final
conditions details will have to be confirmed when the actual timing of the passage can be Change from unattended to manned machinery spaces.
ascertained.
Vessel reporting points
Make extra personnel available, in addition to the watch keeper, for bridge
Pilot boarding area The tactics to be used to accomplish the plan can then be agreed and should duties such as manning the wheel, and keeping lookout.
include:
Tug management
Make personnel available, in addition to the watch keeper, deck duties such as
Areas of heavy traffic The ETA at critical points to take advantage of favourable tidal preparing pilot ladders, clearing and standing by anchors, and preparing
streams berthing equipment.
Transits
Compass error ETA at critical points, where it is preferable to make a daylight Before commencing the voyage there is considerable advantage to be gained
passage by briefing all concerned. This may take place over a considerable period of
Leading lines
time. As the actual commencement of the voyage approaches, certain specific
Clearing marks Traffic conditions at focal points. personnel will need to be briefed so that work schedules and requirements can
Luminous and geographical ranges of lights be planned. In particular, any variation from the routine running of the ship,
ETA at destination, particularly where there may be no advantage such as doubling of watches and anchor party requirements, must be specifi-
Land fall lights gained by an early arrival. cally advised to the personnel involved , either by the Master or the officer of
Use of echo sounder the watch. Such briefing will require frequent updating, and at different stages
of the voyage there may have to be further briefing. Briefing will make
individuals aware of their own part in the overall plan and contribute to their
job satisfaction.

Voyage Preparation l) Switch on and test the control equipment such as telegraphs, and Poor visibility or lack of definable visual objects may prevent a three-bearing
steering gear as appropriate, liaising with the engine room as fix being made. In this case radar derived ranges may be included in the fix,
This will normally be the task of the duty officer who will prepare the bridge required to ascertain all equipment operating properly. and under some circumstances comprise the whole of the fix.
for sea. Such routine tasks should be achieved with the aid of a checklist, and
cover all bridge equipment and steering gear tests as per SOLAS and company m) Switch on and test communications equipment for both internal In any case, a mixture of visual or radar bearing and radar ranges is acceptable.
requirements. and external us, VHF and MF radios, Navtex, Inmarsat and Electronic position fixing may also be used, particularly where there are no
GMDSS systems as appropriate. shore-based objects to be observed and the radar coastline is not distinct.
Bridge Preparation
n) Test the sound signalling devices. Generally all available position fixing methods should be used whenever
As and when directed by the Master, the officer responsible should prepare the practical.
bridge as follows: o) Ensure that clear view screens and wipers are operational and that
the windows are clean. Frequency
a) Ensure that the passage plan and supporting information is
available and to hand. p) Confirm that all clocks and recording equipment are synchronised. Fix frequency should have been determined at the planning stage. Even so this
may have to be revised, always bearing in mind the minimum frequency is
b) Check that the charts are in sequence in the chart drawer, and the q) After ensuring that there is no relevant new information on the such that the ship cannot be allowed to get into danger between fixes.
current chart is available on the chart table with the planned route telex, fax or Navtex, advise the Master that the bridge is ready for
drawn on. sea. Regularity
c) Check that the chart table equipment, such as pens, pencils, Monitoring the Ship’s Progress Fixing needs not only to be accurate and sufficiently frequent, it also needs to
parallel rules, dividers, note pads are in order and to hand. be regular so as to give a clear indication of set and the vessel’s speed over the
Monitoring is ensuring that the ship is following the pre-determined passage ground.
d) Check that ancillary watch keeping equipment such as binoculars, plan, and is a primary function of the officer of the watch. For this he/she may
azimuth rings and aldis lamps are in order and readily to hand. be alone, assisted by other ship’s personnel, or acting as back-up and Estimated Position
information source to another officer having the Con.
e) Confirm that monitoring and recording equipment such as the Regular fixing also allows a fix to be additionally checked. The estimated
course recorder and engine movement recorder, is operational and Monitoring consists of following a series of functions, analysing the results position should be marked on the chart for several hours (usually the following
that the recording paper is replaced if necessary. Records should and taking any action based upon such analysis. watch) ahead and each time a position has been fixed it should marked with the
be dated and signed as necessary. estimated position as a guidance.
Fixing Method
f) Confirm that the master gyrocompass is fully operational and that It is also good practice to observe the echo sounder reading at the same time
the repeaters are aligned. The compass error should be checked. The first requirement of monitoring is to establish the position of the ship. This when taking a fix, and writing this reading on the chart beside the fix. If the
This may be easily achieved when the vessel is alongside a berth may be done by a variety of methods, ranging from the very basic three bearing observed reading is not close to that expected on the chart then this can give
by referencing the charted heading of the berth with the ship’s lines, through a more technical use of radar ranges/bearings, to instant read out instant warning for the possible need to take action to prevent a dangerous
compass reading. of one of the electronic position fixing systems eg., GPS. situation arising.
g) Check that all instrument illumination lamps are operational. The result in the previous paragraph, is always the same. However, the fix has Cross Track Error
been derived, the end result is no more than a position. It is how this
h) Check the navigation and signal lights. information is used that is important. Having fixed the position, the OOW will be aware of whether or not the ship
is following the planned track, and whether or not the ship will be at the next
i) Switch on any electronic navigational equipment that has been Visual Bearings waypoint at the expected time. If the ship is deviating from the planned track,
shut down and ensure operating mode and position confirmed. it must be determined whether or not such deviation will cause the ship to sail
As stated previously, fixing methods vary. in to danger and what action should be taken to remedy the situation. Apart
j) Switch on and confirm the readouts of echo sounders and logs, from deviating from the track to avoid an unplanned hazard, such as an
and confirm associated recording equipment is operational with Basic fixing consists of more than one position line being obtained by taking approaching ship, there is no justification not to correct the deviation and get
adequate paper. bearings using an azimuth ring on a compass or repeater. the ship back on to the planned track.
k) After ensuring that the scanners are clear, switch on and tune Gyro or magnetic fixing, the bearings are corrected to true, drawn on the chart The OOW must use his/her judgement as to how great a compensation of
radars and set appropriate ranges and modes. and the position shown. Three position lines are the minimum required to course need be applied to return to track bearing in mind that even when
ensure a fix of reasonable accuracy. returning to track, an allowance is required to maintain the planned route.

Observance of the International Regulations for Prevention of Collisions Electronic aids should not be overlooked or ignored under any circumstances,
at Sea but it should be born in mind that echo sounders, radars, etc, are all aids to
navigation, not merely a single means of navigation.
Irrespective of the planned passage, conforming with the requirements of the
International Regulations for Preventing Collisions at Sea (The ‘rule of the Under Keel Clearance
road’) is mandatory.
Routine observation of the echo sounder is one of the watch procedures.
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 keep Waypoints
well clear.
Waypoints are good indicators of whether the ship is on time or not. If not, then
Despite the requirement to maintain track, rule 8 makes it quite clear that the something has occurred or is occurring which has affected the passage and the
giveway ship must keep clear, either by altering course or if this is impossible, OOW will take steps to correct this occurrence.
then by reducing speed, or a combination of both these factors. Proper planning
will ensure that the ship will never be in a situation where such action cannot Transits (ranges)
be taken.
Transits can be used as a wheel-over position, and also to confirm that the ship
Lookout
is on schedule.
Rule 5 of the international regulations for preventing collisions at sea states
every vessel shall, at all times, maintain a proper lookout by sight and hearing, Leading Lines
as well as by all available means appropriate, in the prevailing circumstances
and conditions, so as to make a full appraisal of the situation and of the risk of The transit of two readily identifiable land-based marks on the extension of the
collision. required ground track, usually shown on the chart, are used to ensure that the
ship is safely on the required track.
The keeping of an efficient lookout needs to be interpreted in its fullest sense,
with the OOW being aware that lookout includes the following items: Natural Leading Lines
A constant and continuous all-round visual lookout enabling a full Sometimes the OOW may be able to pick up a navigation mark in line with an
understanding of the current situation and the proximity of end of land, thus confirming that the vessel is on track.
dangers, other ships and navigation marks.
Clearing Marks and Bearings
Visual observation will also give an instant update of environmental
changes, particularly visibility and weather. Clearing marks and clearing bearings, whilst not being considered to be a
definitive fix, will indicate to the OOW that his ship is remaining in safe water.
Visual observation of the compass bearing of an approaching ship
will show whether or not it is changing and whether or not it Light Sectors
needs to be considered a danger. Reference should be made to
Rule 7 regarding approaching large vessels or vessels at close The changing colours of sectored lights can also be used to advantage by the
range whose bearing may appreciably change, but still remain a OOW who, being very aware of it, will realise that the ship is sailing into
collision risk. danger.
Visual observation of characteristics of lights is the only way of

positively identifying them, and this increases the OOW
situational awareness.
The lookout will also include the routine monitoring of ship control and alarm
systems such as regularly comparing standard and gyrocompasses and
checking that the correct course is being steered.

Illustration 6.8.2a Bridge Teamwork
Bridge Teamwork
Approaching Port At Sea

Pilotage Confined Waters Routine Situations
Low Visibility
Officer of the Watch
Master Provides the historical navigational data.
Cons vessel giving both helm and Maintains his own radar maps and indexing.
engine orders. Uses his radar maps
and indexing to crosscheck the Advises the Master of the position of the
navigational information vessel relative to the agreed track,
Pilot Officer of the Watch provided by the OOW. Officer of the Watch
speed and course made good.
Cons vessel along track Responsible for navigation. Advises OOW of his intentions Progresses the routine
Endeavours to resolve any difference between
agreed with the Master. Liaises with pilot advising in good time, so that the safe progress navigation and control
the information on the two radars and chart.
him of the ships position of the passage plan can be verified, of traffic in accordance
Liaises with OOW on relative to the agreed track. or any amendments be properly checked. with the Master's orders
Monitors the traffic and advises of any
navigation / traffic. and the passage plan.
close quarter situations.
Master High Risk Area
Initially agrees track to follow with pilot. An additional officer may be required Master
to assist the Master. This officer will
Maintains an overview of all take control of the communications, Formulates and approves plan.
commands / orders given. give backup information to the OOW
for the chart, provide the Master Monitors that the OOW is
Monitors navigation of the vessel with radar indexing and anti-collision progressing the plan correctly.
by cross checking information advice as a cross check to
provided by the OOW. the safe passage plan.

6.8.2 Bridge Teamwork Calling the Master to the bridge will not transfer the Con from the watch This will include; providing the OOW with navigational information as
officer to the Master. The OOW must continue to carry out his duties until such required, confirming important navigational decisions and coping with both
When the officer of the watch (OOW) is acting as the only lookout, and if for time as the Master informs him that he is taking the con. internal and external communications.
any reason he is unable to give his undivided attention to look out duties, he
must not hesitate to summon assistance to the bridge. Such assistance must be Once the Master has taken the Con, and the event has been logged in the Deck
immediately available. Log, then the watch officer moves into a supportive role, but is still responsible
for the actions of his watch members.
Under certain conditions the OOW may be the only person actively engaged in
the navigation of the ship. The steering may be in automatic and the lookout It is now necessary to define the role of the individual team members, which
engaged in duties around the bridge area. There is no apparent call for team will to a large extent depend upon the individuals involved and the practice of
work and the OOW will be personally responsible for all aspects of safe the ship. Unless each individual role is understood by all involved, there will
navigation. Nevertheless, he will be required to work within a framework of be overlapping or a possible ignoring of certain functions. Team work will
standing and specific orders, so that the Master will be confident that the watch depend upon the following role duties being carried out:
is being kept to his, and the company’s standards.
The single watch keeper status may change at short notice. If the OOW The Master controls movement of the vessel in accordance with
becomes engaged in duties which require him to forgo his obligations as the rule of the road and recommended traffic schemes He
lookout, then he will have to call his watch standby to take that role. It is the regulates the course and speed and supervises the safe navigation
responsibility of the OOW to ensure that the seaman assigned watch keeping of the vessel, together with co-ordinating and supervising the
duties is aware of the following: overall watch organisation.
His lookout duties and to what is expected of them The watch officer continues to navigate the ship, reporting relevant
information to the Master and ensuring that such information is
Knows how to report observations acknowledged. He will fix the vessel and advise the Master of the
Is adequately clothed and protected from the weather vessel’s position and other relevant information. He will monitor the
execution of the helm and engine orders, co-ordinate all internal and
Is relieved as frequently as necessary external communications, record all required entries in logbooks and
perform any other duties that may be required by the master. The
The watch keeping officer may require a man on the wheel in addition to the
lookout and helmsman will still be carrying out their assigned
lookout. It is the responsibility of the OOW to see that the vessel is safely and
duties, as above.
efficiently steered. It is his responsibility of the OOW to ensure that the
members of his bridge team are aware of their duties, and carry them out in a
Under certain circumstances, the Master may consider it necessary to have the
manner which will maintain the standard of the watch. Although neither
support of two navigating officers - one as OOW, the other as back-up. The
person, in this case, should find the duties difficult, the watch officer still needs
Master’s responsibilities will be as above, but the responsibilities of the two
to ensure that orders are correctly followed eg., helm orders are complied with
officers will require careful definition. It is obvious that a scenario requiring
as required, not as the helmsman thinks fit.
two watch officers supporting the Master will indicate that the ship is in a very
high risk situation. Probable factors will be:
Under certain circumstances the OOW may find it is necessary to call the
Master to the bridge. This may be because: Narrow margins of safety requiring very careful track maintenance
The pre-planning requires the presence of the Master on the Reduced under keel clearance
bridge. Heavy traffic
The Master’s standing or night orders have required him to be Poor visibility; or a combination of factors
called under certain circumstances.
The OOW will still carry out his duties as defined above and be generally
The OOW is some doubt, or has realised that a situation needs the responsible for the normal running of the watch. The additional officer’s role
experience and expertise of the Master. will provide the Master with radar based traffic information and to give general
back up to the OOW on the chart.

6.8.3a Checklist - Taking Over The Watch
CHANGE OF BRIDGE WATCH KEEPING OFFICER CHECKLIST
Vessel : ________________________________
DATE : DATE : DATE :

TIME :
1. Plotted position and present course
2. Navigation coming Watch
3. Magnetic/gyro compass/repeaters
4. Movements of Vessels in vicinity
5. Masters Watch instructions
6. Expected change of present conditions

7. Expected change of weather conditions
8. Look - Out
9. Navigation Lights
10. Smoke Detector
11. Radar and Radar Plotes
12. Watch receiver EGC and NAVTEX
13. Logbook entries
14. Course recorder checked and calibrated
OFFICER TO BE RELIEVED (INIT)
RELIEVING OFFICER (INIT)

6.8.3 Taking Over the Watch
The officer in charge of the watch shall :
Never leave the bridge unattended unless properly relieved.
Continue to be responsible for the safe navigation of the ship, despite the
presence of the Master on the bridge, until the Master informs him specifical-
ly that he has assumed that responsibility and this is mutually understood.
Notify the Master when in any doubt as to what action to take in the interest of
safety.
Not hand over the watch to the relieving officer if he has reason to believe that
the latter is not capable of carrying out his duties effectively, in which case he
shall notify the Master accordingly.
On taking over the watch, the relieving officer shall satisfy himself as to the
ship’s estimated or true position and confirm its intended track course and
speed. He shall also note any dangers to navigation expected to be encountered
during his watch.
Standing orders and supplementary Master’s instructions should be read and

signed when fully understood.
The relieving officer should be acquainted with the following information:

Courses plotted on the chart
Prevailing and predicted tides, currents and visibility
Operational condition of all navigation and safety equipment on the

bridge
Gyro/magnetic compass error
Movement of vessels in vicinity and the effect on own vessel
Identification of shore lights, buoys etc.
Conditions and hazards likely to be encountered on watch
Possible effect of any heel, trim, squat etc on under keel clearance
Execution and monitoring of the passage plan
Reference should be made to IMO STCW convention 1978 Annex A

‘Recommendations on Operational Guidance for Officers in Charge of a
Navigational Watch’.

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

Illustration 6.8.5a Checklist - Helicopter Procedures
ALL LOOSE OBJECTS IN VICINITY OF OPERATING AREA ARE BEFORE TOUCHING HOIST WIRE, STATIC ELECTRICITY IS
SECURED OR REMOVED DISCHARGED BY HELICOPTER LOWERING THE CABLE INTO
THE SEA BEFORE OPERATION OR TOUCHING THE DECK
ALL AERIALS IN VICINITY OF OPERATING AREA ARE
LOWERED OR SECURED MAN IN CHARGE OF HOOK HANDLING IS EQUIPPED WITH
HELMET, STRONG RUBBER GLOVES AND RUBBER SOLED
A PENNANT OR WINDSOCK IS HOISTED WHERE IT CAN SHOES TO AVOID THE DANGER OF STATIC DISCHARGE
BEST BE SEEN BY THE HELICOPTER PILOT
ACCESS TO AND EGRESS FROM OPERATING AREA IS CLEAR
OFFICER OF THE WATCH IS CONSULTED ABOUT THE
,
SHIP S READINESS DECK PARTY IS AWARE THAT WINCHING IS TO BE MADE
COMMUNICATION LINK BETWEEN DECK/BRIDGE/ OPERATING AREA IS FREE OF HEAVY SPRAY/SEAS ON DECK
HELICOPTER PILOT IS SET UP AND WORKING
SIDE RAILS, AWNING, STANTIONS AND OTHER
FIRE PUMPS ARE RUNNING AND THERE IS ADEQUATE OBSTRUCTIONS ARE LOWERED OR REMOVED
PRESSURE ON DECK
WHERE APPLICABLE, PORTABLE PIPES ARE REMOVED AND
FIRE HOSES ARE READY NEAR TO THE REMAINING APEX IS BLANKED OFF
OPERATING AREA
PORTABLE FOAM EQUIPMENT IS READILY AVAILABLE
DRY POWDER EXTINGUISHERS ARE READILY AVAILABLE
DECK PARTY IS COMPLETE, CORRECTLY DRESSED AND

IN POSITION
FIRE HOSES AND FOAM NOZZLES POINTING AWAY FROM THE

OPERATING AREA IN CASE OF INADVERTENT DISCHARGE
A RESCUE PARTY IS READY FOR LOWERING
THE RESCUE BOAT IS READY FOR LOWERING
LARGE AXE IS READILY AVAILABLE
CROW BAR IS READILY AVAILABLE
WIRE CUTTERS ARE READILY AVAILABLE
RED EMEGENCY SIGNAL/TORCH IS READILY AVAILABLE
MARSHALING BATONS (AT NIGHT) ARE READILY AVAILABLE
FIRST AID EQUIPMENT IS READILY AVAILABLE
IF DARK , ADEQUATE LIGHTING AVAILABLE
Helicopter Winching Area the Upper Deck

6.8.5 Helicopter Procedures At the helicopter doorway, the winchman will turn the man being winched to
face outboard and will assist him into the helicopter. Do not try to help him, he
Helicopter Winching has a set routine to follow.
A winch only area is located on the upper deck aft of the signal mast. This ship g) Do not remove the strop until instructed to do so.
does not have an unrestricted manoeuvring area available for a helicopter and
therefore they must not be allowed to land on the ship. h) Sit where the winchman directs you.
When a helicopter carries out a transfer while hovering over the deck, the i) Fasten seat belt and study the inflight safety regulations.
actual transfer will be effected by the use of a winch operated by the
winchman. Disembarking - Guidance To Passengers
The hook handler on deck and the winchman play the most important part in a) Do not leave your seat until instructed to do so.
these operations. When nets of stores are being handled, the hook handler
should steady each load as it lands on deck and disengage the hook. Items b) The winchman will check that the strop is fitted correctly fitted.
being returned to the helicopter, or empty nets, should be properly stowed and
c) Sit in the doorway when the winchman orders you to do so and
the safety hook shut. The hook should be kept in hand until clear of the deck.
give the thumbs up signal when ready.
The hook handler should wear properly secured protective headwear and
d) On reaching deck let the strop fall to your feet and step clear of it.
insulated rubber gloves and the hook must not be handled by any other member
of the crew.
e) Leave the operating area briskly, keeping your head down.
The winch hook must NEVER be attached to the ship.
Heavy loads may be carried underneath the fuselage of the helicopter

suspended from heavy cables. The deck party should remain well clear of the
load until it is released by the pilot, as the heavy supporting cables could cause
injury.
Embarking - Guidance To Passengers
a) This will only be carried out in an emergency and only with a twin
engined helicopter.
b) Personnel to be embarked should be dressed in tight fitting

clothes and wearing a safety helmet with chin strap fastened.
c) Place yourself vertically under the helicopter winch, fit the lifting
strop around your body ensuring that it is well under the armpits.
d) Pull the toggle on the lifting strop as close to the chest as possible.
e) Grip the lifting strop at face level with both hands and keep the
elbows firmly against the body.
f) Give the thumbs up signal when you are ready.

6.8.6a Checklist - Pilot Procedures
6.8.6b Checklist - Pilot Procedures
SHIP TO SHORE Master/Pilot Exchange SHORE TO SHIP Pilot/Master Exchange

SHIP IDENTITY SHIP REQUESTING PILOTAGE DETAILS
Name Call sign Flag Ship Name Call sign
Ship's agent Year built IMO No

ORIGINATING AUTHORITY
Cargo Type Ship type Last port
Contact name VHF channel
ADDITIONAL COMMUNICATION INFORMATION

Other means of contact
Fax Telex Other
PILOT BOARDING INSTRUCTIONS
PILOT BOARDING
Date/arrival time at pilot boarding station (UTC/LT)
Date/ETA Freeboard
Position pilot will board
SHIP PARTICULARS
Embarkation side port/starboard/TBA Approach course and speed
Draught fwd Draught aft Draught amidships (salt water)
Requested boarding arrangement
Air draught Length Beam
BERTH and TUG DETAILS
Displacement Dwt Gross Net
Intended berth and berthing prospects
ANCHORS
Side alongside port/starboard Estimated transit time to berth
Port anchor Stbd anchor (length of cable available)
Tug rendezvous position Number of tugs
MANOEUVRING DETAILS AT CURRENT CONDITION
Tug arrangement Total bollard pull
Full speed Half speed
Slow speed Min. steering speed LOCAL WEATHER AND SEA CONDITIONS at the pilot boarding station on arrival
Propeller direction of turn left/right Controllable pitch yes/no Tidal information (heights/times)
Number of propellers Number of fwd thrusters Number of aft thrusters Expected currents
MAIN ENGINE DETAILS Forecast weather
Type of engine motor/turbine/other DETAILS OF THE PASSAGE PLAN including abort points/emergency plans
Max. number of engine starts Time from full ahead to full astern
EQUIPMENT DEFECTS RELEVENT TO SAFE NAVIGATION
REGULATIONS including VTS reporting anchor/lookout attendance, max. allaowable draught
OTHER IMPORTANT DETAILS e.g. berthing restrictions, manoeuvring peculiarities
OTHER IMPORTANT DETAILS including navigation hazards, ship movements

6.8.6 Pilot Procedures Master/Pilot Information Exchange Responsibility
Navigation As stated above, the Master may not be aware of the area, or the pilot aware of Despite the presence of the pilot, the Master is still responsible for the safety
the peculiarities of the ship. These problems can be minimised by establishing of the ship. The pilot is the local expert and will obviously conduct the ship to
The ship’s Master is charged with the responsibility for the safety of the ship. a routine Master/Pilot exchange. the best of his ability, advising the Master as necessary and usually conducting
Pilots are engaged to assist with navigation in confined waters and to facilitate the passage. This applies whether the pilotage is voluntary i.e. the Master has
port approach, berthing and departure. When the pilot enters the bridge it is good practice for the Master to make time requested assistance or compulsory i.e. the ship is required to take a local pilot
for a brief discussion with the pilot. The Master may need to delegate the within defined areas.
The Master has the ultimate responsibility and has the right to take over from control to the OOW or other officer as appropriate, in order to discuss the
the pilot in the rare event of the pilot’s inexperience or misjudgment. intended passage with the pilot. These will include such items as the pilot’s Normally the Master will remain on the bridge during the pilotage. This
planned route, his anticipated speeds and ETAs, both en route and at the obviously will depend on the circumstances. In the event of long pilotage it
In practice, the Master may find himself in a position where he is not happy destination, what assistance he expects from the shore, such as tugs and VTS would not be practicable for the Master to remain throughout. In such cases he
about the way the passage is being conducted by the pilot, yet is in no position information and what contingencies he may have in mind for his part. must delegate his authority to a responsible officer, probably the OOW exactly
to even query the pilot’s action as he, the Master, has no idea as to what should as he would do at sea.
The Master needs to advise the pilot of handling characteristics of his ship, in
be happening. particular any unusual features and relevant information such as anchor Monitoring
condition, engine type and control and personnel availability. Much of this
Ideally, the Master and his bridge team should be aware of the pilot’s intentions information can be readily available on a Master/Pilot exchange form. The ship’s progress needs to be monitored when the pilot has the Con exactly
and be in a position to query his actions at any stage of the passage. This can as it has to be under any other conditions. Such monitoring needs to be carried
only be brought about by: When these broad outlines have been established, the pilot will need to be out by OOW, and deviations from the planned track or speed observed and the
The bridge team, being aware of the difficulties and constraints of acquainted with the bridge and agree how his instructions are to be executed, Master made aware exactly as if he had the Con. From such information the
the pilotage area. such as, does he want to handle the controls, or would he rather leave that to Master will be in a position to question pilotage decisions with confidence.
one of ship’s staff. He will need to know where the VHF is situated, how to
change channels and which radar is available for his use. In particular he needs Embark/Disembark Pilot Procedures
The pilot, being aware of the characteristics and peculiarities of
the ship. to be advised of the present mode of the radar. a) Arrange a time and place of embarkation position.
The pilot is now better placed to take the Con. The above will obviously b) Give the engine room notice.
The pilot being made familiar with the equipment at his disposal depend upon many factors such as:
and aware of the degree of support that he can expect from the c) Decide on the lee side and advise the pilot.
ship’s personnel. The position of the pilot boarding area. Often this is such that there will be little
time between the pilot actually entering the bridge and taking the Con. d) The pilot ladder and, if required, a combination ladder should be
Planning suitably rigged on the embarking side.
The speed of the ship at the pilot boarding area. This could also limit time
A well-planned passage will not stop at the pilot boarding area. availability. e) A lifebuoy and heaving line are prepared at the embarking
The planning will continue from sea to berth, or vice versa, the boarding of the position.
Environmental conditions such as poor visibility, strong winds, rough seas,
pilot being part of the plan. f) An officer and assistant is assigned to ensure that the pilot is
strong tides or heavy traffic may inhibit the exchange.
The navigator will still have planned the areas where the pilot actually has safely embarked or disembarked.
If the exchange has not been carried out for any reason, greater care will need
Con. This enables the Master and OOW to compare the progress of the ship g) The embarking area is clear of oil or grease and unnecessary
to be exercised by the bridge team. This situation should be avoided if possible.
with the planned track and also enables them to be aware of the constraints and objects.
other details of the passage. Abort and contingency planning will assist, should
the ship experience navigational or other problems. h) Provide adequate lighting if after dark.
i) A suitable communication link should be set up and tested

between the bridge, deck and pilot.
j) If not at anchor, the engines should remain on standby and a

helmsman at the wheel.
k) Pilot embarkation and disembarkation times should be accurately

recorded.

Part 7
Miscellaneous Procedures

Illustration 7.1a Garbage Management Plan - I
Garbage Management Plan For Maersk
Ship Operational Garbage Cabin Garbage & Public Room Galley & Messroom Garbage
Deck Engine Room Officers Crew Galley Stores Galley & Messroom
1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Food waste
2.Floating dunnage 2.Floating dunnage 2.Paper, rags, glass, bottles, 2.Paper, rags, glass, bottles, 2.Packing material 2.Plastics
3.Lining/packing materials 3.Lining/packing materials metal, etc. metal, etc. 3.Paper, glass, bottles, 3.Packing material
4.Paper, rage, glass, metal, 4.Paper, rage, glass, metal, metal, etc. 4.Paper, glass, bottles,
bottles, etc. bottles, etc. metals, etc.
5.Oily rags 5.Oily rags
6.Solid oily waste 6.Solid oily waste
7.Waste oil 7.Waste oil Separation Separation
Generated garbage Generated garbage
separated at source into the separated at source into the
marked receptacles by the marked receptacles by the
Chief Cook Chief Cook & 2/Cook
Separation Separation Separation Separation

Generated garbage Generated garbage Generated garbage Generated garbage
Chief cook will check with
separated at source into the separated at source into the separated at source into the separated at source into the
the bridge if vessel is more
marked receptacles by the marked receptacles by the marked receptacles by the marked receptacles by the
than 12 miles from nearest
occupants/users occupants/users occupants/users occupants/users
land 12 miles
Yes No
Location of Location of Location of Location of Collected
Collected by Collected by Collected by
receptacles receptacles receptacles receptacles by
Bridge 2nd Cook Work shop Motorman Cabin 2/Cook Cabin Occupant
Radio room 2nd Cook E.C.R. Motorman Cleaning gear Cleaning gear
Location of Processing of Food Waste Location of
Ships C.C. 2nd Cook Engine Store Motorman Lkr on A&C-Dk 2/Cook Locker on upp. Dk 2nd Cook Collected by Collected by
receptacles Food waste will be processed receptacles
Laundry 2nd Cook E/R Decks Motorman Conf. room 2/Cook Crew smoking 2nd Cook
Deck stores GP2 Off. smoking 2/Cook room Inside Store 2/Cook using chafe cutter or disposer Inside galley 2/Cook
room Suez room 2nd Cook and will be disposed to the Officers mess 2/Cook
infirmary 2/Cook Gymnasium 2nd Cook sea. Chief Cook is responsible Crew Mess GP2
for the operation of the
DISPOSER located in the
galley.
To Sea
Storage Storage
WATER TIGHT GARBAGE ROOM WATER TIGHT GARBAGE ROOM
LOCATED : On Starboad Side LOCATED : On Starboad Side
Upper Dk outside Galley Upper Dk outside Galley
The collected garbage to be brought The collected garbage to be brought
every morning to the garbage room every morning to the garbage room
as per designated duties for storage. as per designated duties for storage.
Issue: 1 Miscellaneous Procedures - Page 1 of 3

Illustration 7.1a Garbage Management Plan - 2
Storing Garbage In Garbage Room (Located On Starboard Side Upper Deck Outside Galley)
Red Receptacle Blue Receptacle Yellow Receptacle Green Receptacle Black Receptacle
For incineration For sea disposal For sea disposal Food waste For landing ashore
Examples >25 nm >25 nm for sea disposal
Examples
outside special area outside special area >25 nm
1.Plastic 1.Paint
Examples Examples outside special area
2.Burnable dunnage 2.Chemicals
3.Paper, rags, etc 1.Floating dunnage 1.Paper, rags, glass, metal, Examples
3.Oil soaked material
4.Oily rags 2.Lining bottles, crockery & similar 1.Food waste
5.Solid oily waste 3.Packing materials refuse
6.Waste oil 2.Incinerator ash
Collected By
GP2
Under supervision
of C/O and taken Sea Disposal Disposal To Shore Facility
to incinerator 1.Under the supervision of C/O 1.Under the supervision of C/O
2.Obtained permission from Bridge 2.All Disposals to be recorded in the
3.All Disposals to be recorded in the garbage log
garbage log
Incineration
By GP2 By GP2 and assisted by GP1
Under supervision
of 2/E
To Sea To land ashore

Generated ash
brought to storage
area and kept in
yellow receptacle
for sea disposal by
Motorman

7.1 Garbage Management Plan Procedure for the Disposal of Garbage
Designated Person responsible for the garbage management procedure is the At all times reference shall be made to the requirements of Annex V of
Chief Officer. MARPOL 73/78 and the IMO ‘Guidelines for the implementation of Annex V
of MARPOL 73/78. This is to ensure proper separation, disposal at sea, storage
Appointed person responsible for separation and disposing of garbage is a GP2 on board and landing to shore or barge, all of which shall be logged in the
vessel’s Garbage Log Book.
At all times the Chief Officer shall be consulted for approval before disposal
of garbage to the sea.
All persons on board involved with the handling of garbage will have to be
familiar with the requirements of Annex V of MARPOL 73/78, and the IMO
‘Guidelines for the implementation of Annex V of MARPOL 73/78’.
Procedure for Collecting Garbage
Each cabin and all the public rooms are provided with 2 bins for garbage. The
occupant must separate the garbage and place plastic in one and paper and
other disposable materials in the other.
When necessary, full bins will be emptied into large receptacles located in the
cleaning gear lockers on each deck.
A GP2, 2nd cook and motorman will each morning collect the garbage, check
that it is properly separated and take it to the watertight garbage storage room.
Paper and other non-disposable materials will be disposed of at sea, according

to and in compliance with the requirements of Annex V MARPOL 73/78 and
the IMO ‘Guidelines for the implementation of Annex V of MARPOL 73/78.
Plastic and other non-disposable materials will be compacted and stored on

board until the next landing of garbage.
Procedure for Processing Garbage
There is a disposer in the galley, in which all disposable leftovers will be

accumulated and washed into the sea, in compliance with the requirements of
Annex V of MARPOL 73/78 and the IMO ‘Guidelines for the Implementation
of Annex V of MARPOL 73/78’.
The 2nd cook is responsible for the operation of the equipment.
Procedure for Storing Garbage
The water tight garbage storage room, which has a storage capacity of approx-
imately 36m3, is located on the starboard side of the upper deck outside the
galley. It is to be used for the compacting and storage of all non-disposable
materials until the next landing of garbage. A GP2 shall ensure the proper
storing of garbage, under the supervision of the Chief Officer.

Menu Prev Print Exit

Deck Manual PDF

Uploaded by

Copyright:

Available Formats

You might also like

Deck Manual PDF

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Deck Manual PDF

Uploaded by

Copyright:

Available Formats

Maersk Wave Deck Operating Manual

Deck Operating Manual 2.3 Ballast System 4.1.7 Damage Control

Issue: 1 Front Matter Page 1 of 8

6.7 Lighting Systems and Sound Signalling Systems

6.8 Routine Procedures

Issue: 1 Front Matter Page 2 of 8

Issue: 1 Front Matter Page 3 of 8

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

Issue: 1 Front Matter Page 4 of 8

Issue: 1 Front Matter Page 5 of 8

Screw Down Non-Return Water Separator Spool Piece

Swing Check Non-Return Temperature Control Spectacle Flange

3-Way Wax Expansion Feedwater

Marine Diesel Oil

Quick-Closing Valve Foam Box

Quick-Closing Valve Bellows Type

Issue: 1 Front Matter Page 6 of 8

Electrical and Instrumentation Symbols

Issue: 1 Front Matter Page 7 of 8

The concept of this Deck Operating Manual is to provide information to

Issue: 1 Front Matter Page 8 of 8

Menu Next Prev Print Exit

FW No.12 Car Deck

Panama Pilot Provisions

Issue: 1 1.1 Principal Data Page 1 of 10

Engine Casing Elevator

Deck 11-12 Deck 10-11

Issue: 1 1.1 Principal Data Page 2 of 10

Illustration 1.1.1c General Arrangement - Cargo Decks 10 and 9

Engine Casing Elevator

Engine Casing Elevator

Issue: 1 1.1 Principal Data Page 3 of 10

Lift Car Electrical

Engine Casing Elevator

Engine Casing Elevator Vent Trunking

Issue: 1 1.1 Principal Data Page 4 of 10

Hydraulic Deck 6-5-4 Hydraulic Deck 6-5 for Tilt

Engine Casing Elevator Bunker Hold Hold

DN Main Deck 6-5-4 Fix Deck 6-5 Fix

Issue: 1 1.1 Principal Data Page 5 of 10

No.2 Cylinder No.1 Cylinder Lift Car

Deck 2-3 No.1

Deck 4-3 Watertight DO

Hold Vent Trunking

Issue: 1 1.1 Principal Data Page 6 of 10

Hold Emergency Hold Emergency

No.4 Water No.3 Water

Trunking Ballast Well Well

Issue: 1 1.1 Principal Data Page 7 of 10

Navigation and Bridge Deck Air Condition Ducts

3rd 2nd Cleaning Chief Chief Captain Captain

Issue: 1 1.1 Principal Data Page 8 of 10

Manning Design Complement: 31 Persons + 6 Suez Crew Deck Machinery

Portable Decks Anchors: Port and Starboard - 12 Shackles (27.5m/shackle)

Issue: 1 1.1 Principal Data Page 9 of 10

1.1.2 Tank Capacity Plan

Fuel Oil Tanks