British Emerald Bridge Systems & Equipment Operating Manual

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

Document Front Matter: British Emerald Date: September 2008
List of Contents 2.2 Integrated Navigation System 2.5.4 Meteorological System

Issue and Update CONTROL 2.5.5 Weather Facsimile Receiver
2.2.1 Radar Systems
MECHANICAL SYMBOLS AND COLOUR SCHEME 2.5.6 Echo Sounder
2.2.2 Electronic Chart Display and Information System
Electrical and Instrumentation Symbols 2.5.7 Automatic Identification System
(ECDIS)
Introduction 2.5.8 Master Clock System
2.2.3 Conning Display
2.5.9 Closed-Circuit Television System
Illustrations 2.5.10 Voyage Data Recorder
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Section 1: Ship Performance 2.2.1a Radar and ECDIS Equipment Illustrations
2.2.1b Radar Display and Control Panel
2.5.1a Speed Log System
1.1 Principal Data 2.2.1c Radar Display Detail
2.5.2a Electromagnetic Log System
2.2.2a ECDIS Screen and Control Panel
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1.1.1 Principal Particulars 2.5.3a Differential Global Positioning System (DGPS)
2.2.2b Dialog Box Activation
1.1.2 Dimensions 2.5.3b DGPS Front Panel
2.2.3a Conning Display
1.1.3 Tank Capacity Tables 2.5.4a Anemometer System
2.5.5a Weather Facsimile Receiver
Illustrations 2.3 Autopilot System 2.5.6a Echo Sounder System
1.1a General Arrangement 2.3.1 Steering Stand 2.5.6b Echo Sounder Equipment
1.1b General Arrangement - A and Upper Deck 2.3.2 Autopilot 2.5.7a Automatic Identification System
1.1c General Arrangement - B and C Decks 2.3.3 Trackpilot 2.5.8a Master Clock System
1.1d General Arrangement - D and Navigation Bridge Deck 2.3.4 Gyrocompass 2.5.8b Master Clock Control Panel

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2.3.5 Magnetic Compass 2.5.9a Closed-Circuit Television System
1.2 Ship Handling 2.3.6 Rudder Angle Indicators 2.5.9b Closed-Circuit Television OK400 Keyboard
2.5.9c Main Menu Control Buttons
1.2.1 General Information Illustrations 2.5.9d Sub-Menu Control Buttons
1.2.2 Turning Circles 2.3.1a Steering System 2.5.10a Voyage Data Recorder System
1.2.3 Manoeuvring 2.3.1b Steering Selection 2.5.10b Remote Alarm Panel (RAP)
1.2.4 Visibility 2.3.2a Autopilot Control Panel
Illustrations 2.3.3a Trackpilot Panel 2.6 Communications Systems
2.3.4a Gyrocompass System

1.2.2a
1.2.3a
1.3 Performance Data

Turning Circle Diagrams
Stopping Characteristics
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2.3.4b
2.3.5a
2.3.6a
Gyrocompass Heading Management Panel
Magnetic Compass
Rudder Angle Indicator

2.6.1
2.6.2
2.6.3
2.6.4
GMDSS Overview
Innarsat-C System
Inmarsat Fleet F77 System
MF/HF Transceiver System
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2.6.5 VHF Transceiver System
1.3.1 Squat Values 2.4 Engine Controls 2.6.6 Inmarsat Fleet 33
Illustration 2.4.1 Propulsion Manoeuvring Control 2.6.7 NAVTEX Receiver
2.4.2 Propulsion Control Procedures 2.6.8 Radio Rescue Equipment
1.3.1a Propulsion and Squat Particulars
2.4.3 Bow Thruster 2.6.9 VHF Emergency Hand-Held Radio
2.6.10 UHF Radiotelephone
Illustrations
Section 2: Bridge Equipment and Operation Illustrations
2.4.1a Propulsion Control System
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2.4.2a Propulsion Control Panels 2.6.1a GMDSS
2.1 Bridge Layout and Equipment 2.6.1b GMDSS Distress Reactions
2.4.3a Thruster Control System
2.4.3b Thruster Control Panels 2.6.1c GMDSS Equipment
Illustrations
2.6.2a Innarsat-C System
2.1a Bridge Layout 2.6.3a Inmarsat-F System
2.1b Bridge Main Console 2.5 Bridge Equipment and Instrumentation
2.6.4a SSB Radiotelephone and MF/HF DSC Transceiver
2.1c Wheelhouse Communication Console 2.5.1 Speed Log System Control Panels
2.1d Main Chart Table 2.5.2 Electromagnetic Log 2.6.5a VHF Transceiver System
2.5.3 Global Positioning System Navigator 2.6.5b VHF Indications on LCD
Issue: Final Draft - September 2008 IMO No. 9333591 Front Matter - Page 1 of 7
Document Title: Bridge Systems & Equipment Operating Manual Revision: Final Draft
2.6.5c VHF Transceiver Illustrations 3.4 Fire Fighting Systems

2.6.5d Flow Chart for DSC Distress Alert Acknowledgement
3.1.1a Fore and Aft Mooring Arrangement 3.4.1 Engine Room Fire Main System
2.6.6a Mini-M Telephone System
3.1.1b Fire Wire Reel 3.4.2 Fire and Deck Wash System
2.6.7a NAVTEX System
3.1.1c Brake Test Kit 3.4.3 Sea Water Spray System
2.6.7b NAVTEX Display
3.1.3a Forward Emergency Towing Arrangement 3.4.4 Dry Powder System
2.6.8a EPIRB
3.1.3b Forward Emergency Towing Arrangement 3.4.5 CO2 Fire Extinguishing System
2.6.8b SART
3.4.6 Fire Detection System
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2.6.9a GMDSS VHF Emergency Hand-Held Radio and Menu
3.4.7 Emergency Fire and Escape Route Protection Pump
Flow Chart 3.2 Lifting Equipment
3.4.8 Fire Fighting Equipment Plans
2.6.10a UHF Communication System 3.2.1 Deck Cranes 3.4.9 Fixed Gas Sampling and Gas Detection Systems
2.6.10b UHF GP340 3.2.2 Accommodation and Pilot Ladders 3.4.10 Quick-Closing Valves, Fire Dampers and Emergency
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2.6.10c UHF GM338 Radio
Illustrations Stops
3.4.11 Engine Room Water Mist Fire Extinguishing System
2.7 Internal Communications 3.2.1a Deck Cranes 3.4.12 First Aid Fire Fighting System
3.2.2a Accommodation Ladder 3.4.13 Galley Deep Fat Fryer Wet Chemical System
2.7.1 Automatic Telephone System
2.7.2 Public Address and Talk-back System 3.3 Lifesaving Equipmentt Illustrations
2.7.3 Common Battery Telephone System 3.3.1 Lifeboats and Davit 3.4.1a Engine Room Fire Hydrant System
2.7.4 Intrinsically Safe Telephone System 3.3.2 Fast Rescue Boat 3.4.1b Fire Control Station Layout
Illustrations 3.3.3 Liferafts 3.4.2a Deck and Accommodation Fire Main System
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2.7.2a Public Address and Talk-back System 3.3.4 Lifeboat/Liferaft Survival Guide 3.4.3a Water Spray System
2.7.2b Public Address Remote Controller 3.3.5 Lifesaving Equipment and Escape Routes 3.4.4a Dry Powder System on Deck
2.7.3a Common Battery Telephone
Illustrations 3.4.4b Dry Powder System
2.7.4a Intrinsically Safe Telephone
3.4.5a CO2 Fire Extinguishing System
3.3.1a Lifeboat
3.4.6a Fire Detection Panel
3.3.1b Lifeboat Release Gear Operation
3.4.6b (1) Fire Detection Equipment and Alarms on Main
3.3.1c Lifeboat Davit
2.8 Lighting and Warning Systems Deck, Motor Room and Cargo Compressor Rooms
3.3.2a Rescue Boat and Davit
3.4.6b (2) Fire Detection Equipment and Alarms on
2.8.1 Navigation and Signal Lights 3.3.3a Liferafts

2.8.2
2.8.3
2.8.4
Illustrations
Deck Lighting
Audible Warning Systems
Sound Reception System
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3.3.3b
3.3.3c
3.3.5a
3.3.5a
Liferaft Davit Launch Procedure
Righting a Capsized Liferaft
(1) Lifesaving Equipment on the Main Deck
(2) Lifesaving Equipment on Navigation Bridge Deck

3.4.6b

3.4.6b

Navigation Bridge Deck
(3) Fire Detection Equipment and Alarms on C and D
Decks
(4) Fire Detection Equipment and Alarms on A and B
Decks
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and Escape Routes
2.8.1a Navigation and Signal Light Control Panel 3.4.6b (5) Fire Detection Equipment and Alarms on Upper
3.3.5a (3) Lifesaving Equipment on C and D Decks and
2.8.2a Deck Lighting Control Panel Deck, Bosuns Store and Bow Thruster Room
Escape Routes
2.8.3a Fog Bell and Gong System 3.4.6b (6) Fire Detection Equipment and Alarms on Engine
3.3.5a (4) Lifesaving Equipment on A and B Decks and
2.8.3b Whistle System Room 2nd Deck Level and Steering Gear Room
Escape Routes
2.8.3c Whistle Control Panel 3.4.6b (7) Fire Detection Equipment and Alarms on Engine
3.3.5a (5) Lifesaving Equipment on Upper Deck, Bosuns
2.8.4a Sound Reception System Room 3rd Deck Level
Store and Bow Thruster Room and Escape Routes
3.4.6b (8) Fire Detection Equipment and Alarms on Engine
3.3.5a (6) Lifesaving Equipment and Escape Routes on
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Room 4th Deck Level
Section 3: Deck Equipment Engine Room 2nd Deck Level and Steering Gear
3.4.6b (9) Fire Detection Equipment and Alarms on Engine
Room
Room Floor Level
3.3.5a (7) Lifesaving Equipment and Escape Routes on
3.1 Mooring and Anchoring 3.4.7a Emergency Fire Pump Operation
Engine Room 3rd Deck Level
3.4.8a (1) Fire Fighting Equipment on Main Deck, Motor
3.1.1 Mooring Arrangement 3.3.5a (8) Lifesaving Equipment and Escape Routes on
Room and Cargo Compressor Rooms
3.1.2 Anchoring Arrangement Engine Room 4th Deck Level
3.4.8a (2) Fire Fighting Equipment on Navigation Bridge
3.1.3 Forward Emergency Towing Equipment 3.3.5a (9) Lifesaving Equipment and Escape Routes on
Deck
3.1.4 Aft Emergency Towing Equipment Engine Room Floor Level
3.4.8a (3) Fire Fighting Equipment on C and D Decks
3.4.8a (4) Fire Fighting Equipment on A and B Decks

3.4.8a (5) Fire Fighting Equipment on Upper Deck, Bosuns
Store and Bow Thruster Room
3.4.8a (6) Fire Fighting Equipment on Engine Room 2nd
Deck Level and Steering Gear Room
3.4.8a (7) Fire Fighting Equipment on Engine Room 3rd
Deck Level
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3.4.8a (8) Fire Fighting Equipment on Engine Room 4th
Deck Level
3.4.8a (9) Fire Fighting Equipment on Engine Room Floor
Level
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3.4.9a Gas Detection System
3.4.9b Gas Detection Panels
3.4.9c Gas Detection System Machinery Trip Cause and
Effect
3.4.10a Quick-Closing Valves and Fire Dampers System
3.4.11a Water Mist Fire Extinguishing System
Section 4: Emergency Procedures
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4.1 Steering Gear Failure
Illustration
4.1a Steering Gear Failure
4.2 Collision and Grounding
4.3 Search and Rescue

4.3.1
4.3.2
Missing Persons
Man Overboard ft
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4.3.3 Search Patterns
4.3.4 Bomb Search
Illustration
4.3.3a Search Patterns
4.4 Emergency Towing and Being Towed

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4.5 Oil Spill and Pollution Prevention
4.6 Emergency Reporting

4.6.1 AMVER
4.6.2 AUSREP
Issue and Update Control This manual was produced by:
This manual is provided with a system of issue and update control. WORLDWIDE MARINE TECHNOLOGY LTD.
Controlling documents ensures that: For any new issue or update contact:
Documents conform to a standard format; The Technical Director
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Dee House
Amendments are carried out by relevant personnel; Zone 2
Each document or update to a document is approved before Parkway
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issue; Deeside Industrial Park
CH5 2NS
A history of updates is maintained; UK
Updates are issued to all registered holders of documents;
E-Mail: [email protected]
Sections are removed from circulation when obsolete.
Document control is achieved by the use of the footer provided on every page
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and the issue and update table below.
In the right-hand corner of each footer are details of the pages section number
and title followed by the page number of the section. In the left-hand corner of
each footer is the issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who by virtue of such certification are deemed
competent to operate the vessel to which such information and guidance refers. ft
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Any conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to the Technical Operations Office.
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Machinery Symbols and Colour Scheme
Sounding Head with Centrifugal Fan

Stop Valve Storm Valve With Hand Wheel Drain Silencer
Screwed Cap
Sounding Head with Self-

Screw-Down Non-Return Overboard Discharge FI Flow Meter Bilge Hat
Closing Cap and Sampling
Valve
Cock (Self-Closing)
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Domestic Fresh Water
P1 P2 Float Type Air Pipe Head Fusible Plug
Angle Stop Valve Pressure Reducing Valve H B Fire Hose Box
(With Insect Screen)
High Temperature Cooling Water
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Angle Screw-Down Non- Float Type Air Pipe Head Drain Trap Thermometer Pocket
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Low Temperature Cooling Water Solenoid Valve
Return Valve (With Flame-Proof Screen)
Sea Water A Air Trap / Deaerating Valve

Lift Check Non-Return Valve Vent Pipe with Boss
Air Motor Valve Flame Screen
Hydraulic Oil
Swing Check Non-Return M
Foot Valve Boss and Plug
Valve Electric Motor Valve Vent Pipe
Lubricating Oil
Suction Bellmouth Needle Valve and V-Port Valve Simplex Auto

Saturated Steam Gate Valve Diaphragm Operated Valve
Backflushing Filter
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Condensate Diaphragm Operated Valve Simplex Water Strainer
Butterfly Valve with Positioner (3-Way Control) Needle Valve Dublex Oil Strainer
Feed Water
W Wax Expansion
Ball Valve Sea Chest
Type Control Valve Locked Cock Oil Tray Coaming
Fire/Deck Water
A Butterfly Valve With
2-Way Cock Mud Box Auto Vent Valve Ullage Stand with Cover
CO2 Air Actuator
Fuel Oil
Fuel Gas
Marine Diesel Oil

3-Way Cock (L-Type)
3-Way Cock (T-Type)

ft Piston Valve
Hose Valve
Rose Box
Y-Type Strainer
Remote Operated Valve
Emergency Shut-Off Valve

(Wire Operated)
Pressure Reducing Device
Scupper
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Cylinder Operated Valve with
Safety / Relief Valve Valve Locked Closed Observation Glass Positioner (3-Way Control A Air Horn
Sludge/Waste Oil
Rotary Plug Type)
Air
Angle Safety / Relief Valve Valve Locked Open Water Separator Self Contained Type S Steam Horn
Control Valve
Bilges
Regulating Valve Orifice Gear or Screw Type Pump Simplex Oil Strainer Discharge/Drain
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Electrical Signal
Normally Open
Self-Closing Valve Blind (Blank) Flange Centrifugal Pump Hopper Without Cover N.O or N.C or
Instrumentation Normally Closed
Quick-Closing Valve Flexible Hose Eductor (Ejector) Hopper With Cover Tank Penetration
(Hydraulic Operated)
Quick-Closing Valve Spectacle Flange Hand Pump Hose Coupling Spool Piece
(Air Operated) Open Shut
Electrical and Instrumentation Symbols

CP Capacitance RI RPM Indicator
A: Ammeter CI Compound Indication RCO RPM Counter
6,600V AC Earth AMC: A series Marine Controller
CO2 CO2 Meter RX Revolution Transmitter
AS: Ammeter Selection Switch
O2 O2 Meter RC Revolution Controller
AVC: Alstom Vessel Control
DP Differential Pressure SAH Salinity Alarm (High)
Battery bank BCS: Emergency Generator ACB Switch
440V AC DPAH Differential Pressure Alarm (High) SI Salinity Indication
BCS-B1: No.1 Bus Tie ACB Control Switch
BCS-B2: No.2 Bus Tie ACB Control Switch DPS Differential Pressure Switch SX Salinity Transmitter
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CB: Circuit-Breaker DPX Differential Pressure Transmitter SM Smoke Indication
220V AC 10M Manual Control
I/O Ethernet Network COS-A: Control Mode Selection Switch DPI Differential Pressure Indicator SMX Smoke Transmitter
COS-BT: Bus Tie Control Mode Key Switch DTAH Differential Temperature Alarm (High) TR Temperature Recorder
COS-M: Control Position Selection Switch (ESB-IAS) EM Electromagnetic Flow Meter TOC Temperature Control
Vacuum Circuit-Breaker Redundant 100M CTT: Current Test Terminals FAL Flow Alarm (Low/Non) TI Temperature Indication
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(Open Position) Ethernet Network ECR: Engine Control Room
FOC Flow Controller TIAH Temperature Alarm/Indicator (High)
ECS: Engine Control Switch - Start/Stop
FX Flow Transmitter TIAL Temperature Alarm/Indicator (Low)
Vacuum Circuit-Breaker 10M Field I/O EGD: Ethernet Global Data
FI Flow/Frequency Indication TIAHL Temperature Alarm High/Low Indicator
(Closed Position) Ethernet Network ETS: Earth Test Switch
F: Frequency Meter FS Flow Switch TS Temperature Switch
FVS: Frequency and Voltmeter Selection Switch FSL Flow Slowdown (Low/Non) TT Temperature Transmitter
Vacuum Circuit-Breaker GCS: Governor Control Switch FLG Float Type Level Gauge TSH Temperature Shutdown (High)
(Closed or Open Position) HM: Run Hour Meter HY Hydrazine Detector/Meter TSL Temperature Shutdown (Low)
IRM: Insulation Resistance Meter H 2O Hydrometer VX Vacuum Transmitter
I/O: Input/Output LAH Level Alarm (High) VS Vacuum Switch
Air Circuit-Breaker LT: Lamp Test Pushbutton LAVH Level Alarm (Very High) VA Vacuum Alarm
MB: Machine Bridge VSH Vibration Shutdown
LAEH Level Alarm (Extremely High)
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NB: Network Bridge
Moulded Case LAHH Level Alarm (High High) VI Viscosity Indication
PB: Port Synchroconverter
Circuit-Breaker LAL Level Alarm (Low) VC Valve Control
PC: Port Propulsion Control Cabinet
PE: Port Propulsion Excitation Cabinet LOC Level Controller VAH Viscosity Alarm (High)
PEC: Power Electronic Controller LCH Level Controller (High Alarm) VAHL Viscosity Alarm (High/Low)
Vacuum Contactor Switch
PHS: Panel Heater Switch LCL Level Controller (Low Level) VAL Viscosity Alarm (Low)
with Fuse
PLC: Programmable Logic Controller LCG Local Content Gauge XA Binary Contact
PLS: Propulsion Power Limitation System LI Level Indication XSH Other Shutdown
Disconnecting Switch PM: Port Propulsion Motor LIAL Level Alarm/Indicator (Low ) XSL Other Slowdown
PMS: Power Management System LIAH Level Alarm/Indicator (High) ZI Position Indication
PSI: Phase Sequence Indicator Meter ZS Limit Switch
ST
PD
Starter Panel
Power Distribution Board

ft PST:
PT:
PTM:
PTT:
RPRY:
RTS:
Phase Sequence Test Switch
Port Propulsion Transformer
Port Propulsion Premagnetising Transformer
Potential Test Terminals
Reverse Power Relay (Inside Panel)
Emergency Generator Sequence Test Switch
LIAHL Level Alarm/Indicator (High/Low)
LR
LS
MS
MC
MI
Level Recorder
Level Switch
Microswitch
Motor Control and Indication
Motor Indication (Run/Normal)
XXX
Function is Locally
Available
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SB: Starboard Synchroconverter OAH Oil Content Alarm (High) XXX Functions are Available
SC: Starboard Propulsion Control Cabinet OI Oil Content / O2 Indicator XXXX in Control Room
LD Lighting Distribution Board SE: Starboard Propulsion Excitation Cabinet PAH Pressure Alarm (High)
SHS: Space Heater Switch PAL Pressure Alarm (Low)
SM: Starboard Propulsion Motor XXX Functions are Available
PIAL Pressure Alarm/Indicator (Low)
Connection Box ST: Starboard Propulsion Transformer XXXX on a Local Panel
PIAH Pressure Alarm/Indicator (High)
STM: Starboard Propulsion Premagnetising Transformer
STR: Short Circuit Trouble Reset Switch PIAHL Pressure Alarm High/Low Indicator
SY: Synchroscope PICAHL Pressure Alarm High/Low Indicator/Control H
Distribution Transformer SYS: Synchroscope Selection Switch POT Proportional Position Indicator XXX Letters outside the circle
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PX Pressure Transmitter XXXX of an instrument symbol
TIB: Transceiver Interface Board L
TL: Synchro Lamps POC Pressure Controller indicate whether high (H),
V: Voltmeter high-high (HH), low (L)
Propulsion Transformer PR Pressure Recorder
VR: Voltage Regulator or low-low (LL) function
PI Pressure Indication is involved
W: Wattmeter PS Pressure Switch O = Open
WHM: Watt/Hour Meter
DG Diesel Generator PSH Pressure Shutdown C = Closed
PSL Pressure Slowdown
PH PH Detector/Meter
EG Emergency Generator
INTRODUCTION Safe Operation Illustrations
The safety of the ship depends on the care and attention of all on board. Most All illustrations that are referred to in the text are located either in-text where
General safety precautions are a matter of common sense and good housekeeping sufficiently small, or above the text, so that both the text and illustration are
and are detailed in the various manuals available on board. However, records accessible when the manual is laid open. When text concerning an illustration
Although this ship is supplied with shipbuilders plans and manufacturers
show that even experienced operators sometimes neglect safety precautions covers several pages the illustration is duplicated above each page of text.
instruction books, there is no single document which gives guidance on
through over-familiarity and the following basic rules must be remembered at
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operating complete systems as installed on board, as distinct from individual
all times. Where flows are detailed in an illustration these are shown in colour. A key of all
items of machinery. The purpose of this one-stop manual is to assist, inform
colours and line styles used in an illustration is provided on the illustration.
and guide competent ships staff and trainees in the operation of the systems Never continue to operate any machine or equipment which
and equipment on board and to provide additional information that may not appears to be potentially unsafe or dangerous and always report
Details of colour coding used in the illustrations are given in the Mechanical
such a condition immediately.
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be otherwise available. In some cases, the competent ships staff and trainees
Symbols and Colour Scheme which is detailed on earlier pages in this Front
may be initially unfamiliar with this vessel and the information in this manual Make a point of testing all safety equipment and devices Matter section.
is intended to accelerate the familiarisation process. It is intended to be used in regularly. Always test safety trips before starting any equipment.
conjunction with shipyard drawings and manufacturers instruction manuals, In particular, overspeed trips on auxiliary turbines must be Symbols given in the manual adhere to international standards and keys to the
bulletins, Fleet Regulations, the ships Captains and Chief Engineers Standing tested before putting the unit to work. symbols used throughout the manual are also given on previous pages in this
Orders, and in no way replaces or supersedes these publications, all of which
Never ignore any unusual or suspicious circumstances, no Front Matter section.
take precedence over this manual.
matter how trivial. Small symptoms often appear before a major
Information relevant to the operation of this vessel has been carefully collated failure occurs. Notices
in relation to the systems of the vessel and is presented in three on board Never underestimate the fire hazard of petroleum products,
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volumes, a CARGO OPERATING MANUAL, a BRIDGE SYSTEMS AND whether fuel oil or cargo vapour. The following notices occur throughout this manual:
EQUIPMENT OPERATING MANUAL and a MACHINERY OPERATING
MANUAL Never start a machine remotely from the cargo and engine
control room without confirming visually that the machine is WARNING
able to operate satisfactorily. Warnings are given to draw readers attention to operations where
The vessel is constructed to comply with MARPOL 73/78. These regulations
DANGER TO LIFE OR LIMB MAY OCCUR.
can be found in the Consolidated Edition, 1991 and in the Amendments dated
1992, 1994 and 1995. In the design of equipment, protection devices have been included to ensure
that, as far as possible, in the event of a fault occurring, whether on the part of CAUTION
The information, procedures, specifications and illustrations in this manual
have been compiled by WMT personnel by reference to shipyard drawings and
manufacturers publications that were made available to WMT and believed to
be correct at the time of publication. The systems and procedures have been
verified as far as is practicable in conjunction with competent ships staff underft the equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If any of these safety
devices are bypassed, overridden or neglected, then the operation of any
machinery in this condition is potentially dangerous.
Cautions are given to draw readers attention to operations where
DAMAGE TO EQUIPMENT MAY OCCUR.
Note: Notes are given to draw readers attention to points of interest or to

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supply supplementary information.
operating conditions. Description
It is impossible to anticipate every circumstance that might involve a potential The concept of this manual is to provide information to technically competent
Safety Notice
hazard, therefore, warnings and cautions used throughout this manual are ships officers, unfamiliar to the vessel, in a form that is readily comprehensible,
provided to inform of perceived dangers to ships staff or equipment. In many It has been recorded by International Accident Investigation Commissions
thus aiding their understanding and knowledge of the specific vessel. Special
cases, the best operating practice can only be learned by experience. that a disproportionate number of deaths and serious injuries occur on ships
attention is drawn to emergency procedures and fire fighting systems.
each year during drills involving lifesaving craft. It is therefore essential that
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all officers and crew make themselves fully conversant with the launching,
If any information in these manuals is believed to be inaccurate or incomplete, The manual consists of a number of parts and sections which describe the
retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
the officer must use his professional judgement and other information available systems and equipment fitted and their method of operation related to a
on board to proceed. Any such errors or omissions or modifications to the schematic diagram where applicable.
ships installations, set points, equipment or approved deviation from published
operating procedures must be reported immediately to the companys Technical The valves and fittings identifications and symbols used in this manual are the
Operations Office, who should inform WMT so that a revised document may be same as those used by the shipbuilder.
issued to this ship and in some cases, others of the same class.
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Section 1: Ship Performance
1.1 Principal Data 1.2 Ship Handling
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1.1.1 Principal Particulars 1.2.1 General Information
1.1.2 Dimensions 1.2.2 Turning Circles
1.1.3 Tank Capacity Tables 1.2.3 Manoeuvring
1.2.4 Visibility
Illustrations
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Illustrations
1.1a General Arrangement
1.1b General Arrangement - A and Upper Deck 1.2.2a Turning Circle Diagrams
1.1c General Arrangement - B and C Decks 1.2.3a Stopping Characteristics
1.1d General Arrangement - D and Navigation Bridge Deck

1.3 Performance Data
ft 1.3.1 Squat Values

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Illustrations
1.3.1a Propulsion and Squat Particulars

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Document Section 1: British Emerald Date: September 2008
British Emerald
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Issue: Final Draft - September 2008 IMO No. 9333591 Section 1 - Page 1 of 1
Illustration 1.1a General Arrangement
Elevation
10 9
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13
24
18
27
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19 12 13 14
4 3 2 1 22 Cargo Tank
15 16 25 26
20
8 7 6 5 23
11
17
21
Cross-Section
Key
Upper Deck
1 - No.1 Cargo Tank
2 - No.2 Cargo Tank
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3 - No.3 Cargo Tank
4 - No.4 Cargo Tank
5 - No.1 Water Ballast Tank (Port and Starboard)
11 28
9 - Cargo Compressor Room
10 - Motor Room
11 - Engine Room
12 - Fresh Water Tank (Port and Starboard)
13 - Generator Engine Lubricating Oil Settling Tank
(Port and Starboard)
Tank Top ft 14 -
15 -
16 -
17 -
18 -
Generator Engine Lubricating Oil Storage Tank
Marine Diesel Oil Settling Tank (Port and Starboard)
Marine Diesel Oil Storage Tank (Port and Starboard)
Water Ballast Tank in Engine Room
Aft Marine Diesel Oil Bunker Tank
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17 8 7 6 (Port and Starboard)
5
37 18 38 19 - Steering Gear Room
20 - Aft Peak Tank
23 21 - Cooling Water Tank
30 22 - Forward Marine Diesel Oil Bunker Tank
35 23 - Forward Water Ballast Tank (Port and Starboard)
19 32 33 34 36 4 29 3 2 1 28 27 24 - Bosuns Store
22
25 - Bow Thruster Room
26 - Fore Peak Tank (Void)
31 27 - Chain Locker
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23
28 - Accommodation
39 29 - Pipe Duct
30 - Store Space
18
8 7 6 5 31 - Rope Store
17 32 - Dirty Grey Water Holding Tank (Centre)
33 - Bilge Holding Tank (Centre)
Principal Particulars 34 - Oily Bilge Tank (Centre)
Length OA - 288.00m Freeboard - A Type Main Diesel Generator Engine - Wartsila 35 - Cooling Fresh Water Drain Tank (Centre)
Lenght BP - 275.00m Class - LR, +100AI Liquefied Gas Tanker, ShipRight (FDA Plus), Wartsila 12V50DF (V-Type): Two (2) Sets 36 - Marine Diesel Oil Overflow Tank (Centre)
Breadth (Mld) - 44.20m CM, *IWS, LI, EP, +LMC, UMS, ICC, CCS, NAV1 Wartsila 9L50DF (L-Type): Two (2) Sets 37 - Inert Gas Generator Gas Oil Service Tank (Port)
Depth (Mld) - 26.00m with Descriptive notes (Pt. HT., BWMP(S), Sea(Hss-4) 38 - High Sea Chest
Draft (Mld) (Design) - 11.47m SERS, SCM, MCM, MPMS) 39 - Low Sea Chest
Draft (Mld) (Scantg/Summer) - 11.47m Propulsion Power - Maximum Propulsion Power : 29,126kW x 90.6 rpm
Issue: Final Draft - September 2008 IMO No. 9333591 Section 1.1 - Page 1 of 7
Illustration 1.1b General Arrangement - A and Upper Deck

Upper Deck A Deck
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Rampway
Up Down
Cable Fresh Air
GCL A
Space Waste Waste Intake
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Fire No.1 LV Crews Lounge
Emergency Generator Mangmt Bin Crews Dining
Control Cargo CO2 Room
Room Room Room Beer Room
Station Room
WC
Dry
Provisions
Store
CD Bonded Pantry CD
& Store & Crews
PD No.1 MV PD TV Room
Cargo
Air Conditioning Room
C
Handling Space
Room
Down Smoking
Fish Room
Up
Engine Casing Engine Casing
Engine
Room Dairy
Galley WC Locker A
Lift
Acc
Lift
Dry Lift
VT
Ships
Laundry
WC
ft
Room Change Room
(Crew)
Change Room
(Officer)
CD
&
PD
No.2 MV
Cargo
Room
Vegetable
Meat
CD
&
PD
Officers
TV Room
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Deck Oil/ General
Duty Mess Room
Store Grease Store
GCU Fan Room
Paint & Store
Store Workshop
No.2 LV
General 6 Person Cargo
Officers Dining Room Officers Lounge
Store Worker Room Room
Chemical
Store
D
Up Down
Illustration 1.1c General Arrangement - B and C Decks

B Deck C Deck
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Fresh Air AC
Intake Trunk
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CO2 Room Assistant
Dispensary Hospital Seaman Fitter 4th Conference Room
Dry Room (B) Engineer
Junior
Crews Engineer
Laundry
WC
Locker CD CD
Steward Cadet Officers
CGL (B) B & &
Library (D) Laundry
PD PD
Training
C
Room
Games Room Able Seaman Drying
(C) Cadet Room
Seaman (C)
(A)
Engine Casing
Cargo
Able Seaman Gas Combustion Unit Room Control Room
Locker (B) Electrical
Seaman C Equipment WC
(B) Cadet Room
Gymnasium Able Seaman (B)
Lift Lift
Seaman
(C)
ft
Linen
Locker A
Baggage
Locker
CD
&
PD
(A)
Cook
Superintendent Night
Pantry
CD
&
PD
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Oiler
(B)
HPU Room 2nd Muster

Assistant 3rd Cadet Pilots General
Station &
Seaman Officer (A) (x2) Office
Oiler Safety Oiler Bosun
(A) Locker (C) (A)
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Illustration 1.1d General Arrangement - D and Navigation Bridge Deck

D Deck Navigation Deck
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Down
op
Locker A
2nd 2nd Chief
Engineers Engineers Engineers
CO2 Room Day Room Bedroom Day Room
Down
Cargo CD Chief
Engineers & Engineers
Day Room PD Bedroom
C
Up
3rd
Cargo Engineer
Engineers Navigation
Bedroom Locker Down
Supply
Fan Gas Combustion Unit Room
Room Battery Wheelhouse
ETOs WC
Room and Chart Space
Engineers 2nd
Day Room Officer Lift
Lift
Machinery
Up
ft
ETOs
Engineers
Bedroom
CD
&
PD
Captains
Bedroom
Up Lift Shaft
Escape
Hatch
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Down
Swimming
Pool
Chief Chief Captains

Locker E
Officers Officers Day Room

Exhaust Fan
HPU Room Day Room Bedroom
Room
D
Down
1.1 Principal Data 1.1.2 Dimensions Cargo Load Rates with Vapour Return
Length Overall: 288.43m
1.1.1 Principal Particulars Length BP: 275.00m All Tanks Maximum Loading Rate:
Moulded Breadth: 44.20m 2 Manifolds; not more than: 8,500m3/h
Ship Name: British Emerald Moulded Depth: 26.00m
3 Manifolds; not more than: 12,500m3/h
Radio Call Sign: MIBR Lightship Displacement: 31,901mt at 3.774m
TPC: 106.5mt Single Tank Maximum Loading Rate: 3,000m3/h
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IMO No: 9333591 FWA: 273mm
Official No: 739297
Propulsion System
MMSI No: 235050369 Primary Summer Draught: 12.220m
Nationality: British Summer Freeboard: 7.696m Diesel Electric
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Summer Displacement: 116,204mt
Port of Registry: Douglas (Isle of Man) Diesel Generator Engines
Summer Deadweight: 84,303mt
Type of Cargo: LNG
Manufacturer: Wrtsil
Type of Ship: GTlll Membrane Gas Tanker Alternative Summer Draught: 11.155m Model: 12V50DF
Navigation: Worldwide Alternative Displacement: 105,000mt
Alternative Deadweight: 73,099mt No. of engines: 2
Alternative Freeboard: 8,761m Type: Four-stroke, V type, dual fuel, turbocharged
Class Notation: Lloyds Register of Shipping +100A1, Liquefied Gas
Maximum power: 11,400kW (MCR) in gas mode, 11,400kW (MCR) in
tanker, ShipRight (FDA plus), CM, *IWS, L1, EP,
Ballast Draught: 9.65m diesel mode
+LMC, UMS, ICC, CCS, NAV1 with descriptive
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Ballast Freeboard: 10.266m Model: 9L50DF
notes (Pt. HT., BWMP(S), SEA(Hss-4), SERS,
Ballast Displacement: 93,558.3mt
SCM, MCM, MPMS. No. of engines: 2
Ballast Deadweight: 62,358.3mt
Type: Four-stroke, in-line, dual fuel, turbocharged
Inmarsat-F-77 Tel: 761 114 064 (Bridge) Height (Keel to Mast Head): 63.890m Maximum power: 8,550kW (MCR) in gas mode, 8,550kW (MCR) in
Inmarsat-F-33 Tel: 761 114 038 (Bridge) diesel mode
Inmarsat-F-77 Fax: 761 114 065 Distance Bow to Manifold: 146.470m Propeller type: Fixed pitch
Distance Stern to Manifold: 141.960m No. of blades: 5
Inmarsat-C (1): 423 500 542 Distance Bridge to Manifold: 84.000m
Inmarsat-C (2):
V-Sat Tel:

423 500 543
+44 1932 44 3770 - Bridge
+44 1932 44 3771 - General Office
+44 1932 44 3772 - Conference Room ft Distance Manifold to Rail:
Distance Manifold to Maindeck:
Distance between Cargo Manifolds:
Distance between Bunker/Cargo Manifolds:
3.500m
4.938m
3.000m
2.000m
Diameter:
Pitch (mean):
Direction of rotation:
8600mm
7215mm
Right-handed
Max propulsion power: 29,126kW at 90.6 rpm
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Distance Keel to Manifold: 30.938m
+44 1932 44 3773 - Telephone Booth (A deck) Cruising range: 18,000nm
Summer Draught Waterline to Manifold: 18.718m
Ballast Waterline to Manifold: 21.288m
E-mail: [email protected] Steering Gear
Operator: BP Shipping Limited Tonnages
Manufacturer: Yoowon-Mitsubishi Industries Ltd
Net Registered: 31,576.00mt
Owner: RBSSAF(19) Limited Model: YDFT-400-4-(45)
Gross Tonnage: 102,064.00mt
Suez Canal Net: 91,206.94mt Type: Two pump, four cylinder electro-hydraulic
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Shipbuilder: Hyundai Heavy Industries Ltd Suez Canal Gross: 105,467.24mt Isolation system: Automatic
Hull Number: 1777
Date Keel Laid: 03 April 2006 Cargo Tanks Manning design complement: 33 persons + 6 Suez crew
Delivered: 25 July 2007 Cargo Capacity @ 20C: 155,045.70m3 100%
Cargo Capacity @ -163C, SG 0.47: 71,778.40mt 98.5%
Cargo Capacity @ -163C, SG 0.50: 76,360.10mt 98.5%
1.1.3 Tank Capacity Tables
Cargo Tanks Diesel Oil Tanks (SG 0.900)

Capacity Centre of Gravity COMPARTMENT Frame Capacities Centre of Gravity
Frame 100% full 98.5% at - 163C LCG from VCG above No. Volume Volume Weight LCG from VCG above
COMPARTMENT No.
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at 20C S.G. =0.47 S.G. =0.50 Midship B.L. 100% Full 95% Full 95% Full Midship BL
m3 Tonnes Tonnes Metres Metres m3 m3 Tonnes Metres Metres
No.1 Cargo Tank 115-126 25,952.9 12,014.9 12,781.8 79.70 17.80 Aft MDO Bunker Tank (P) 52-67 431.2 409.6 368.7 -88.54 19.22
No.2 Cargo Tank 99-114 44,878.7 20,776.6 22,102.8 36.43 16.66 Aft MDO Bunker Tank (S) 45-67 534.5 507.9 457.0 -90.50 19.88
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No.3 Cargo Tank 83-98 44,885.0 20,779.5 22,105.9 -13.46 16.66 Forward MDO Bunker Tank (P) 127-151 2,491.1 2,366.5 2,129.9 107.53 12.91
No.4 Cargo Tank 68-82 39,329.1 18,207.4 19,369.6 -60.47 16.66 Forward MDO Bunker Tank (S) 127-151 2,460.2 2,337.2 2,103.5 107.62 12.91
Total 155,045.7 71,778.4 76,360.1 - - MDO Settling Tank (P) 45-51 144.2 137.0 123.3 -99.10 15.37
MDO Settling Tank (S) 45-51 144.2 137.0 123.3 -99.10 15.37
MDO Service Tank (P) 51-59 200.2 190.2 171.2 -93.44 15.19
MDO Service Tank (S) 51-59 200.2 190.2 171.2 -93.44 15.19
Water Ballast Tanks (SG 1.025) Total 6,605.8 6,275.5 5,648.1 - -
Capacities Centre of Gravity
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Frame 100% Full 99% Full LCG from VCG above
COMPARTMENT No. Midship BL Inert Gas Generator Gas Oil Tank (SG 0.900)
m3 m3 Tonnes Metres Metres COMPARTMENT Frame Capacities Centre of Gravity
Forward Water Ballast Tank (Port) 127-151 2,113.9 2,092.8 2,145.1 108.07 11.89 No. Volume Volume Weight LCG from VCG above
Forward Water Ballast Tank (S) 127-151 2,113.9 2,092.8 2,145.1 108.07 11.89 100% Full 95% Full 95% Full Midship BL
No.1 Water Ballast Tank (Port) 114-127 6,451.1 6,386.6 6,546.3 76.53 10.74 m 3 m 3 Tonnes Metres Metres
No.1 Water Ballast Tank (Starboard) 114-127 6,451.1 6,386.6 6,546.3 76.53 10.74 IGGGO Service Tank (P) 45-52 103.3 98.1 88.3 -98.70 23.18
No.2 Water Ballast Tank (P)
No.2 Water Ballast Tank (S)
No.3 Water Ballast Tank (P)
No.3 Water Ballast Tank (S)
98-114
98-114
82-98
82-98
6,673.7
6,673.7
6,789.3
6,789.3
6,607.0
6,607.0
6,721.4
6,721.4 ft6,772.1
6,772.1
6,889.4
6,889.4
34.77
34.77
-14.83
-14.83
8.81
8.81
8.69
8.69
Total 103.3 98.1 88.3
Marine Diesel Oil Overflow Tank

- -
(SG 0.900)
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No.4 Water Ballast Tank (Port) 67-82 5,652.8 5,596.3 5,736.2 -61.13 9.12 COMPARTMENT Frame Capacities Centre of Gravity
No. Volume Volume Weight LCG from VCG above
No.4 Water Ballast Tank (Starboard) 67-82 5,652.8 5,596.3 5,736.2 -61.13 9.12
100% Full 95% Full 95% Full Midship BL
Engine Room Water Ballast Tank (P) 45-67 1,132.7 1,121.4 1,149.4 -92.09 14.54
m3 m3 Tonnes Metres Metres
Engine Room Water Ballast Tank (S) 45-67 1,147.4 1,135.9 1,164.3 -92.05 14.41
MDO Overflow Tank (C) 57-61 41.6 39.5 35.6 -90.30 1.76
Aft Peak Tank (Centre) -6.1-17 1,483.0 1,468.2 1,504.9 -131.13 13.25
Total 41.6 39.5 35.6 - -
Total 59,124.7 58,533.7 59,997.0 - -
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Lubricating Oil Tanks (SG 0.900)

COMPARTMENT Frame Capacities Centre of Gravity
No. Volume Volume Weight LCG from VCG above
No.1 G/E LO Sump Tank (P) 25-40 32.8 31.2 28.0 -111.50 9.30
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No.2 G/E LO Sump Tank (P) 25-39 34.4 32.7 29.4 -111.90 9.30
No.3 G/E LO Sump Tank (S) 25-39 34.4 32.7 29.4 -11.90 9.30
No.4 G/E LO Sump Tank (S) 25-40 32.8 31.2 28.0 -111.50 9.30
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G/E LO Storage Tank (P) 37-43 76.9 73.1 65.8 -105.50 17.64
G/E LO Storage Tank (S) 37-43 76.9 73.1 65.8 -105.50 17.64
G/E LO Settling Tank (P) 32-37 64.1 60.9 54.8 -109.90 17.64
G/E LO Settling Tank (S) 32-37 64.1 60.9 54.8 -109.90 17.64
Total 416.4 395.8 356.0 - -
Fresh Water Tanks (SG 1.000)
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COMPARTMENT Frame Capacities Centre of Gravity
No. Volume 100% Weight 100% LCG from VCG above
Full Full Midship BL
m3 Tonnes Metres Metres
Fresh Water Tank (Port) 21-31 181.0 181.0 -116.51 17.75
Fresh Water Tank (Starboard) 21-31 181.0 181.0 -116.51 17.75
Total 362.0 362.0 - -
COMPARTMENT Frame
No. Volume
Other Tanks
Capacities
Volume ft
Weight
(SG 1.000)
Centre of Gravity
LCG from VCG above
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Cooling FW Drain Tank (C) 55-57 20.8 20.4 20.4 -92.70 1.76
Oily Bilge Tank (C) 51-55 41.6 40.8 40.8 -95.10 1.76
Bilge Holding Tank (C) 44-51 72.8 71.3 71.3 -99.50 1.76
Dirty Grey Water Holding Tank (C) 39-44 52.0 51.0 51.0 -104.30 1.76
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CW Tank (C) 8.6-17 89.8 88.0 88.0 -125.77 4.93
Sludge Tank (S) 37-51 33.9 33.2 33.2 -102.30 9.25
Total 310.9 304.7 304.7 - -
1.2 SHIP HANDLING 1.2.2 Turning Circles
See Illustration 1.2.2a.

1.2.1 General Information
1.2.3 Manoeuvring
Steering Particulars
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Time and Distance to Stop Maximum Rudder Angle 45 (less than 12 knots) / 35
Time: From Stbd. 15 to Port 15 with one power unit 18.65 secs.
Ahead to Normal Normal 1.2.4 Visibility
Full Astern Loaded Condition Ballast Condition Time: From Port 35 to Stbd 35 with one power unit 26.68 secs.
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Time Distance Time Distance Minimum speed to maintain course, propeller stopped 4.2 kts
Rudder angle for neutral effect 2 Port

Full Sea Speed 13.0 minutes 1.88nm 8.6 minutes 1.33nm
Harbour Full 10.8 minutes 1.13nm 7.1 minutes 0.80nm
Engine Order/RPM/Speed Table
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Speed
Engine Order Engine Order
Ahead Astern
RPM Loaded Condition Ballast Condition RPM
Full Sea Speed 90.6 21.1 21.5 Maximum 53
Harbour Full 53 12.6 12.7 Full 53
Harbour Half 45 10.4 10.5 Half 45
Harbour Slow
Harbour Dead Slow

35
25
8.0
5.6
8.2
5.8
Slow
Dead Slow
ft 35
25
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Minimum Revolution 20 rpm 4.68 Knots
Emergency Full Ahead to Full Astern 8 minutes 40 seconds
Stop to Full Astern 39 seconds
Astern Power 20% Ahead

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Illustration 1.2.2a Turning Circle Diagrams

Full Load Condition Full Load Condition Full Load Condition
Turning Circles at 35 of Rudder Turning Circles at 35 of Rudder
Deep Water Shallow Water
Course 090 Course 090 Course 090

Time 99'' Time 194'' Time 337''
Advance Speed 11.8 Advance Speed 5.8 Advance Speed 5.6
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4.14 3.91 6.28
cables cables cables
Course 360 Course 180 Course 360 Course 180 Course 360 Course 180
Time 444'' Time 203'' Time 905'' Time 407'' Time 1497'' Time 717''
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Speed 8.0 Speed 8.4 Speed 3.9 Speed 4.2 Speed 4.0 Speed 4.2
Course 270 Course 270 Time 0 min 0 Sec Course 270

Time 322'' Time 653'' Half Ahead Speed Time 1107''
Note: Turns to Port
Speed 8.0 Speed 4.0 Speed 4.1
and Starboard are Essentially
the Same
Time 0 min 0 Sec Time 0 min 0 Sec Distance 3.74 cables Time 0 min 0 Sec Distance 6.9 cables
Distance 3.72 cables
Full Ahead Speed Half Ahead Speed Half Ahead Speed
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Notes: Initial Speed Max. Ahead Notes: Initial Speed Half Ahead Notes: Initial Speed Max. Ahead
21.0kts. 10.4kts. 10.4kts.
Max. Rudder Angle Applied Throughout Max. Rudder Angle Applied Throughout Max. Rudder Angle Applied Throughout
Turn. Time in Seconds, Speed in Knots Turn. Time in Seconds, Speed in Knots Turn. Time in Seconds ,Speed in Knots.
Water Depth to Draught Ratio 1:2
Ballast Ballast
Turning Circles at 35 of Rudder
Deep Water
Advance
4.18
cables
Time
ft
Course 090
101''
Speed 10.4 Advance
4.80
cables
Course 090
Time 228''
Speed 6.2
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Course 360 Course 180 Draught at which the Maoeuvring Data where Obtained:
Course 360 Course 180
Time 958'' Time 446'' Loaded = Full Load Condition (Estimated)
Time 497'' Time 216''
Speed 4.4 Speed 4.6 Ballast = Normal Ballast Condition (Trial)
Speed 6.3 Speed 8.9
Loaded Ballast
11.82 m Fore 9.67 m Fore
Course 270 Course 270 11.82 m Aft 9.67 m Aft
Time 355'' Time 730''
Note: Turns to Port
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Speed 6.7 Speed 4.4
and Starboard are Essentially
the Same
Time 0 min 0 Sec Time 0 min 0 Sec Distance 4.30 cables

Distance 3.93 cables
Full Ahead Speed Half Ahead Speed
Notes: Initial Speed Max. Ahead Notes: Initial Speed Half Ahead
19.8kts. 10.4kts.
Max. Rudder Angle Applied Throughout Max. Rudder Angle Applied Throughout
Turn. Time in Seconds, Speed in Knots Turn. Time in Seconds, Speed in Knots
Illustration 1.2.3a Stopping Characteristics
Stopping Characteristics
Loaded Tank Reach Ballast
(Cables)
Min Kts Min Kts Min Kts Min Kts Min Kts Min Kts Min Kts Min Kts Min Kts Min Kts Min Kts Min Kts Min Kts Min Kts Min Kts Min Kts
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30 16
16.1 0.0
14.0 2.8
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27 14.7 0.0 14
10.4 7.5 11.0 5.4

24 12
13.4 0.0 13.3 0.0

9.6 6.1 8.3 10.2 8.4 9.1 10.0 5.2
21
Advance (Cable)
10
7.2 9.7 6.7 12.4 6.7 11.7 7.5 9.4

18
C
8
5.5 12.4 5.2 14.2 5.2 13.9 5.7 12.3

15
6
4.2 14.5 9.6 0.0 4.0 15.8 4.0 15.7 4.3 14.6
12
4
6.6 0.0
8.0 0.0
3.9 6.5
3.0 16.4
1.9 18.1
7.9 0.0
5.5 3.2
6.8 3.6
3.6 7.9
ft
2.9 17.3
1.9 18.6
9
6
2.8 17.3
1.8 18.8
8.7 0.0
3.7 7.3
7.2 0.0
6.1 1.5
3.0 18.4
1.9 13.3
7.9 0.0
4.1 6.1
6.5 0.0
2
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5.1 0.0 6.1 0.0 5.6 0.0 5.1 0.0 0
3.6 2.3 2.1 7.0 1.6 10.0 0.9 19.6 3.1 3.9 2.1 7.6 1.6 10.5 0.9 19.9 0.9 20.2 1.6 10.4 2.0 7.5 3.2 3.6 0.9 20.0 1.7 10.0 2.2 7.0 3.7 2.2 -6 -4 -2 0 2 4 6
3 Port Starboard
Transfer (Cable)
0.0 8.0 0.0 10.4 0.0 12.6 0.0 21.1 0.0 8.0 0.0 10.4 0.0 12.6 0.0 21.1 0.0 21.5 0.0 12.7 0.0 10.5 0.0 8.2 0.0 21.5 0.0 12.7 0.0 10.5 0.0 8.2 From Full Sea Ahead
0 Comparison of Turning (Maximum Rudder)
Slow Half Full Full Sea Slow Half Full Full Sea Cable Full Sea Full Half Slow and Full Astern Stopping Ability
Ahead Ahead Ahead Ahead Ahead Ahead Ahead Ahead Ahead Ahead Ahead Ahead (Rudder Amidships)
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Full Astern Stop Stop Full Astern Condition: Ballast Draft Condition
(Predictions) (Predictions) (Predictions) (Predictions)
Weather: Fine
Sea State: Calm
Draft (Fore): 9.67m
Draft (Aft): 9.67m
Relative Wind: Calm
1.3 Performance Data Illustration 1.3.1a Propulsion and Squat Particulars
1.3.1 Squat Values Propulsion Particulars
Duel Fuel Diesel Electric, Maximum Propulsion Power: 29,126 kW x 90.6 rpm
The ships squat value which is defined as the overall decrease in a vessels D/G Engine WARTSILA (12V50DF x 2 sets : 9L50DF x 2 sets
Man Overboard Rescue Manoeuvre
under-keel clearance, is the relationship between the ships speed through the Propeller 5 Blade Fixed Pitch (Dia. 8,600mm)
Sequence of Actions to be Taken:
water, its block coefficient and under-keel clearance.
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Speed (Knots)
Engine Order RPM Full Load Ballast - To Cast a Lifebuoy
When the speed of a vessel through the water is sufficiently fast and when there Max. Ahead 90.6 21.1 21.5
is a small static under-keel clearance, ie, between 1.0m to 1.5m, then grounding Full Ahead 53 12.6 12.7 - To Give the Helm Order
Half Ahead 45 10.4 10.5
can occur at either the bow or stern. For vessels with a full form, ie, tankers, the
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Slow Ahead 35 8.0 8.2 - To Sound the Alarm
grounding will often take place at the bow, for fine form ships, ie, passenger Dead Slow Ahead 25
Critical Revolutions
type ships, grounding would take place at the stern. Dead Slow Astern 25 - To Keep the Look-Out
Minimum RPM 20rpm / 4.68Knots
Slow Astern 35
Limit Astern Min
Bodily sinkage is due to the water being forced out from the bow as the vessel Half Astern 45
Time Limit in Minimum RPM NA
Full Astern 53 3
moves ahead which then flows down the side of the ship. The action of the Emergency: 53 RPM
Max. Astern 53
speed of flow of water passing down the side of the ship causes a decrease Full Astern from Full Ahead 8mins 40secs
Stop to Full Ahead secs
in pressure along the sides and underneath the vessel, this results in a bodily Astern Power 20% Ahead
sinkage and change in trim.
3 3
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The main governing factor with squat is speed; squat varies approximately
with the speed squared, ie, if the speed is halved, the squat effect is quartered. Thruster Effect Bow
kW 2000
Indications that the vessel has entered into shallow water conditions are as Time delay for full thrust 10 seconds
follows: Turning rate at zero speed 8.3 /min
Wave making resistance increases at the forward end of the Time delay to full reverse thrust 20 seconds
ship. Not effective above speed 5.0 kts 2
The ship becomes more sluggish to manoeuvre.

The draught indicators or echo sounder traces will indicate
changes in the aft draught.
The main engine rpm will show a decrease, if the ship is in open ft Draught Increase (Loaded)
4
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Estimated Squat Effect Heel Effect
water, ie, no breadth restrictions, this can account for a 20%
Under Keel Ship Speed Max. Bow Squat Heel Angle Draught
reduction in rpm. 1
Clearence (m) (Knots) Estimated (m) (Degree) Increase (m)
The ships speed will decrease, which in open water can be 4.0 0.127 2 1.54
2.80 6.0 0.316 4 3.09
approximately 30%, in a confined channel this reduction can be 8.0 0.626 8 6.21
in the range of 60%. When Vessel Reaches 60 Degrees of Original Course (Position 2) Wheel
4.0 0.100 12 9.40
7.01 is put Hard Over to Opposite Side
6.0 0.245 16 12.67
The ship may start to vibrate suddenly.
8.0 0.478
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Pitching and rolling motions will decrease.
The turning diameter for the ship will become twice the value
for open water conditions.
The time required for an emergency crash stop will be
increase.
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Section 2: bridge equipment and operation
2.1 Bridge Layout and Equipment
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Illustrations
2.1a Bridge Layout
2.1b Bridge Main Console
2.1c Wheelhouse Communication Console
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2.1d Main Chart Table
ft
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2.1 BRIDGE LAYOUT AND EQUIPMENT
Illustration 2.1a Bridge Layout 1
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4
3
Conning
X-Band Display S-Band ECDIS 21
Radar Radar 19
ECDIS
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Manoeuvring 20
Console Alarm
Chart Panel
2 Console IAS 2
5 Monitor
Stress Camera
Monitor Console
16
18 Key
10
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17 1 - Overhead Console
6 15
2 - Table
8 11 12 13 14
7 9 3 - Wheelhouse Console
30
4 - Camera Screen
28
5 - Steering Stand
6 - Photocopier
7 - Barograph
24 29 8 - ECDIS
22
9 - Chart Table
ft 23
25 26
27 10
11
12
13
14
-
-
-
-
-
Fire Detection Cabinet
Computer Terminals
Sat-B Station
GMDS Station
Cupboard
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15 - Pilots Chair
Dn 16 - SART
WC
17 - Wolf Lamp and Charger
18 - Fire Hose Box
31 19 - Gyrocompass Stand
20 - Bridge Wing Console
21 - Searchlight
22 - Safety Equipment Cupboards
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Lift 23 - AC Unit
Machinery 24 - Flag Locker
Navigation Battery 25 - Fire Hose Box
Locker Room 26 - Bookcase
27 - Sink
28 - Table
29 - Sofa
30 - EPIRB
31 - Water Fountain
Illustration 2.1b Bridge Main Console

Key 25 - Public Address Controller Handset 80 - Dead Man Alarm System
1 - Hull Stress Monitor 26 - No.1 UHF Remote Controller 10 17 18 19 20 21 32 33 36 37 81 - Console Power On Lamps
9
2 - Hull Stress Monitor Keyboard 82 - Alarm Lamps
15 35
24 34 38
3 - Hull Stress Monitor Trackball 13 22 25 28 83 - Emergency Diesel Generator Pushbuttons
11 27
y
4 - Alarm Module for Hull Stress Monitor 12 26 84 - General Emergency Alarm Pushbutton
6
39 40 42 43 44
5 - No.1 DGPS Navigator 16 85 - Fire Alarm
41
14 31
6 - Port ECDIS Monitor 50 45 86 - Alarm and Indicator Lamps Dimmer
7 23 29 30
46 47 48 49 53 54 57 58
op
7 - Port ECDIS Keyboard 5 87 - Test Switch
8
51 52 55 56 59 60 88 - Flicker Stop
62 64 66 68 70 89 - Buzzer Stop
48 - Manoeuvring Table 61 63 65 67 69 71 90 - Bridge Watch Alarm Panel

4
49 - Gyrocompass Monitor 91 - Bridge Watch Alarm Buzzer
1
50 - Whistle Pushbutton 92 - Watch Call Panel
3 51 - Bow Thruster Control Panel 66 - Clinometer 93 - VDR Remote Alarm Panel
2 52 - Propulsion Motor Panel 67 - Rudder Angle Indicator Dimmer 94 - No.2 Auto Telephone
C
53 - ECDIS/Conning Selector Switch 68 - Bow Thruster Pitch Indicator Dimmer 95 - Ship Performance Monitor
27 - No.1 UHF Remote Controller Handset 54 - Morse Key 69 - Anemometer & Dimmer 96 - Ship Performance Keyboard
28 - Telephone Directory 55 - Propulsion Motor Telegraph Transmitter 70 - Ceiling Rudder Angle Indicator Dimmer 97 - Ship Performance Trackball
29 - No.1 Auto Telephone 98 - IAS Monitor

78 81
30 - Common Battery Telephone 90 99 - IAS Keyboard
82 91
93
8 - No.2 Radar Selector Switch 31 - Log Table 72 75 79 100 - Gas Combustion Unit Inhibit Switch
10
11
12
-
-
Heated Glass Controller
Nameplate for Heated Glass
Red Light
Window Wiper Controller

32
33
34
35
-
-
Trim Indicator
List indicator
Sound Reception Unit
Conning Display Unit ft 74

73
77
86
80
84 85
83
86 87
88 89
50
92
94
28
95
101 -
102 -
Vent Inhibit Switch
CCTV Keyboard
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98
13 - No.1 and No.2 Duct Fan Heater Switches 36 - Propulsion Motor Speed Indicator 96
14 - Interval CHK System Reset No.1 Pushbutton 37 - Propulsion Power Indicator 97

98
15 - X-Band Radar Monitor 38 - No.2 VHF Telephone 56 - Propulsion Motor Speed Lever 100
99
101
16 - X-Band Radar Keyboard 39 - ESD Manual Pushbutton 57 - Auto Selector Switch Unit 71 - Steering Light Dimmer
17 - Navigation Light Indicator Panel 40 - Track Pilot Control Panel 58 - Mode Switch Unit 72 - S-Band Radar Monitor
99
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18 - Signal Light Control Panel 41 - ECDIS Selector Switch 59 - Override On/Off Switch Unit 73 - S-Band Radar Keyboard
19 - Auto Fog Bell Control Unit 42 - Gyro Repeater Compass 60 - Override Switch Unit 74 - Telephone
20 - Whistle Controller 43 - Autopilot Annunciator Unit 61 - Electric Clock Dimmer 75 - Starboard ECDIS Monitor
102
21 - Auto Turn Table Controller 44 - No.1 Autopilot Steering Unit 62 - Digital Depth Indicator Dimmer 76 - Starboard ECDIS Keyboard
22 - No.1 VHF Panel 45 - No.2 Autopilot Steering Unit 63 - Rate of Turn Dimmer 77 - No.1 Radar Selector Switch
23 - No.1 VHF Telephone 46 - Trim and List Indicator 64 - Ship Speed indicator Dimmer 78 - Satcom-C Distress Alarm Unit
24 - Public Address Controller 47 - Interval CHK. System Reset No.2 Pushbutton 65 - Digital Repeater Dimmer 79 - Satcom-C Distress Alert Receiving Unit
Illustration 2.1c Wheelhouse Communication Console
Key
1 - Ships Computer 8 - Computer Printer
y
2 - Mini-M Handset 9 - Furuno SSB Radiotelephone
3 - Inmarsat-F Handset 10 - Inmarsat-C Handset
4 - Inmarsat-F Distress Button 11 - Furuno DSC Transceiver
5 - Ships Computer 12 - VHF Radiotelephone
op
6 - Electric Clock 13 - Inmarsat-C Printer
7 - Fax/Copy Machine 14 - Inmarsat-C Display
4
10 12 1
C
Exit OK
10 2
2nd
9 3
C
1 2 3 1 2 3
8 4
8
4 5 6
4 5 6
7 5
7 8 9
7 8 9
* 0 #
6
6 13
* 0 #
Sailor
Thrane&Thrane
2 3
11
7
WATCH KEEPING AUTO ACK
Frequency Table DISTRESS
2187.5 4207.5 6312.0
16804.5 12577.0 8414.5
ROUTINE
2177.0 4219.5 6331.0
16903.0 12657.0 8436.5
1 2 3 35 00.000N MANUAL
135 00.000E 23:27
4 5 6
7 8 9
# SSB RADIOTELEPHONE
* 0
10
LAT AGC
CLOCK TIMER BFO
LON TIME
BAND
SSB CW TELEX SPCL
WIDTH
TEST START DEMO RCL TX RX

TUNE CURS
1 14
STOP
5
ALARM GENERATOR
9
PRESELECTOR ON 1 2 3 ITU DSC
TX POWER TX
LOW FULL SENSITIVITY AGG 4 5 6 HELP STO
TUNE
TEST SIDE TX
VOLUME 7 8 9 2197.5 2182
TONE TUNE TUNE
POWER
CONT-
RAST
SCAN SWEEP NB SO
* 0 . ENT
ft 12
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Illustration 2.1d Main Chart Table

Key
1 - ECDIS Unit 7 - NAVTEX Unit
2 - ECDIS Drive Unit 8 - Anemometer
3 - AIS Unit 9 - Digital Master and Slave Clock
y
4 - Doppler Speed Log 10 - Chart Drawers
5 - Electromagnetic Log 11 - Epson Printer
6 - GPS Unit 12 - Weather Fax Receiver
op
KT
0 60
30 30
Mode 40 30 80
60 60 20 40
PORT
S T BD
20 10 50 100
90 90
0 60
m/s 115
120 120 0 knot
150 150
100
5
3 4 FUSE FUSE
11
C
1
SLAVE ADJUST
7
SEC
UT/LT ADV REV END ENTER
6
ON/OFF
8
9
12
10
ft
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D
y
2.2 Integrated Navigation System
2.2.1 Radar Systems
op
2.2.2 Electronic Chart Display and Information System (ECDIS)
2.2.3 Conning Display
Illustrations
2.2.1a Radar and ECDIS Equipment
C
2.2.1b Radar Display and Control Panel
2.2.1c Radar Display Detail
2.2.2a ECDIS Screen and Control Panel
2.2.2b Dialogue Box Activation
2.2.3a Conning Display
ft
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Illustration 2.2.1a Radar and ECDIS Equipment
S-Band Radar Scanner on Radar Mast

X-Band Radar Scanner on Radar Mast
y
X-Band S-Band
Transceiver Transceiver 220V AC 3 ph
op
Port Wing Starboard Wing
Conning Display Conning Display
Conning Display
C
ECDIS Fail Alarm
220V AC 1 ph UPS
ECDIS Fail Alarm
Navigation Workstation
X-Band DGPS 1 & 2 S-Band UPS 220V AC 1 ph

Printer ECDIS No 2 ECDIS No 1
Processor Processor
UPS 220V AC 1 ph
Doppler Speed Log
ft Distribution Box
Gyrocompass
NMEA
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UPS BWMA
220V AC 1 ph
Rudder Angle
VDR
Bow Thruster Information
Anemometer
Shaft RPM
D
Echo Sounder
EM Log
AIS
Track Pilot
Issue: Final Draft - September 2008 IMO No. 9333591 Section 2.2.1 - Page 1 of 12
2.2 Integrated Navigation System ECDIS display unit Main Control Panel Controls
BWMA (alarms) Range Button Control
2.2.1 Radar Systems
Speed log distributor unit Press the plus (+) key to increase the radar range and the minus (-) key to
Manufacturer: Furuno Voyage data recorder (interfaced with X-band radar) decrease the radar range. The minimum radar range is 0.125nm and the
maximum is 96nm.
Type: FAR-28x7 Series Conning displays
y
Operation of the radar is via the trackball and/or control panel, all functions Brilliance (BRILL) Control
Equipment Description can be accessed via both. This adjusts the brightness of the LCD display and the optimum brilliance
setting will vary with both the ambient light conditions and user preferences.
The vessel is fitted with two fully inter-switched ARPA radars. The HB-100
op
The trackball unit comprises the trackball, left and right mouse buttons and
switching hub allows the operator to select the preferred radar configuration.
thumbwheel. The trackball is used to position the cursor at the required
All displays are fitted in the main wheelhouse console. The radars are arranged Gain Control
location on the screen. Dialogue boxes on the display can then be activated by
as follows:
pressing either the left or right mouse button. Turn the control clockwise to increase the gain and anti-clockwise to decrease
the gain. The receiver sensitivity should be set to a level that displays an even
Type/Transmitter Display Location background of noise which is barely visible.
Switching On the Radar
FAR-2827W/X-band 25 kW Wheelhouse port main console
A/C Sea Control
WARNING
FAR-2837SW/S-band 30 kW Wheelhouse starboard main console Before starting up the radar ensure that no personnel are working above This control reduces the effect of returns from crests of waves. In rough weather
C
or in the vicinity of the radar scanners. Serious or fatal injuries may the A/C sea control will have to be increased to suppress sea echoes close to
result from being struck by a rotating scanner. own ship. Do not apply too much A/C sea clutter as this can lose echoes from
Main Features nearby targets. A/C sea control can be applied manually or automatically. Roll
Open the switch cover and press the power switch at the top left-hand corner the trackball to position the arrow over the A/C sea setting box in the top right
The FAR-28x7 series of radars meet the IMO rules for radar installations on of the control unit. The same action is required to turn the radar OFF. It takes section of the display. Press the left key on the trackball to toggle between SEA
all classes of vessel. The 23.1" (585mm) LCD colour displays have effective approximately three minutes warm-up time before the radar is ready for AUTO and SEA MAN.
radar pictures (PPI) of 340mm diameter with space for on-screen alphanumeric transmission. A digital display shows the countdown time, when the timer
data. Guard zone protection is provided with audible and visual alarms. Target reaches 0:00, STBY is displayed and the radar is ready. During warm-up SEA AUTO allows for fine tuning of the A/C sea system within 20 dB. After
screen data includes CPA, TCPA, range, bearing, speed/heading of up to 6
ft
movement may be assessed by trails or by electronic plotting; additional target
assessment is provided by historical plots, vectors and target data tables. On-
targets at a time. Up to 100 targets can be acquired automatically and/or up to

100 targets manually, the required numbers being set by the operator. Traffic
and standby conditions, the ON TIME and TX TIME in hours and minutes are
displayed with no other information. This is normal as the antenna is stationary
and is not producing rotational information.
selecting SEA AUTO as described above, adjust the A/C SEA control knob
(100 levels are available), while observing the A/C sea level indicator.
Note: The Auto A/C function can erase weak target echoes. Adjust the
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control carefully, watching the display.
lanes, buoys, dangerous points and other important reference points may be Control Panel
displayed. When STANDBY is displayed on the screen, press the STBY/TX key to When in manual control, the A/C SEA control knob reduces the amplification
switch the transmitter on. The previously used range, pulse width, brilliance, of echoes at short ranges and progressively increases amplification as the
Other features include: VRMs, EBLs, and menu option settings will be automatically selected. Press range increases. After selecting SEA MAN as described above, adjust the A/C
Tracked targets with true or relative vectors the STBY/TX key again to return to the standby mode. SEA control knob (100 levels are available), while observing the A/C sea level
indicator.
Lost target alarms, electronic parallel index lines
Trackball
D
Enhanced target detection by echo average The correct setting of the A/C sea system should be such that the clutter is
This allows the operator to move the cursor around the radar screen. Point to broken up into small dots and small targets become distinguishable. If the
Echo stretch and interference rejection the TX/STBY box in the lower left corner of the display, then press the left setting is too low, targets may be hidden in the clutter, and if set too high,
button on the trackball unit; the transmitter switches on and the guidance box targets may disappear from the display.
The radars are interfaced with the following equipment: in the lower right-hand side of the display indicates TX.
DGPS navigator
AIS transponder
Gyrocompass
Illustration 2.2.1b Radar Display and Control Panel
Key Description
1 - POWER - Turns the system on/off.
Key 2 - EBL ROTARY ENCODER - Adjusts the active EBL.
A - Electronic Chart Area and 3 - BRILL - Adjusts display brilliance.
Information Area (See Seperate

6 NM
/1
DISPLAY
RADAR REF POINT
GAIN
SEA AUTO
25
22
HDG 000.0 T
O
4 - A/C RAIN - Suppresses rain clutter.
y
ANT POSN
HEAD UP TB RM 350 000 010
RAIN
TUNE AUTO
19
SPD 0.0kt BT WT
MAN 5 - A/C SEA - Suppresses sea clutter.
Illustration for Details) ANT 1 X-BAND 340 020 SB 0.0kt
330 030 34O40. 649 N
COG 00.0 T
O 6 - GAIN - Adjusts sensitivity of the radar receiver.
PULSE S1 135O18. 303 E
320 040 SET 000.0 T SOG 0.0kt 7 - VRM ROTARY ENCODER - Adjusts the active VRM.
B - Multi-Function Keyboard Area. PICTURE4 DRIFT 0. 9kt OS POSN 34O40.00N
TRIAL OFF DGPS 135O24.00E
8 - TRACKBALL UNIT - Trackball, thumbwheel and mouse buttons.
IR OFF
310 050
MENU 9 - EBL ON - Turns the EBL On.
op
ES OFF DEPTH 22.30m WIND 15.4 m/s
EAV OFF 45.1OT
C - Numerical Input Keyboard Area. AUTO RAIN ALIGN
20
40
N
- EBL OFF - Turns the EBL Off.
OFF 300 060 60
80 W E
-30 20 10 100 S
10 - F1 - Activates user-defined function or menu.
D - Trackball Manipulation Area. CURRENT 2.3kt 69.9 R
O
290 070 TEMP 16OC TTG 00:00:00

WPT001 6.5NM 35.2OR
DATE JUL/22/05 10:00UTC
ARP TARGET
280 080 No.42 13 - F4 - Activates user-defined function or menu.
BRG 25.5OT
RNG 3.4 NM 14 - ALARM ACK - Silences audible alarm.
T CSE 264.0OT
270 090
A
T SPD
CPA
12.3 KT
2.9 NM 15 - STBY TX - Toggles between standby and transmit.
TCPA 12.2 MIN
BCR
BCT
1.7 NM
20 MIN
16 - HL OFF - Temporarily erases the heading line
260 100
ARP TARGET
when pressed.
No.42
17 - EBL OFFSET - Enables, disables the EBL offset. In Menu
C
250 110 BRG 25.5OT
RNG
T CSE
3.4 NM
264.0OT operation, switches polarity from North to
T SPD 12.3 KT
240 120 CPA
TCPA
2.9 NM
12.2 MIN
South and East to West and vice versa.
BCR 1.7 NM
IL 1 ON BCT 20 MIN 18 - MODE - Selects the presentation mode.
032. 0OT
230 130
5 60NM TARGET ARPA MANU
OFF
AIS OFF
DISP 19 - OFF CENTRE - Shifts own ship position.
MARK LIST
220 140 GZ1
VECTOR
PAST POSN REL
TRUE 30M
3M
20 - CU/TM RESET - Moves own ship position in 75% radius in
GZ2
CPA LIMIT 0 5NM
210 150 ALARM1
22MIN
stern direction.
190.0OT. 5.75NM
Resets the heading line to 0o in course-up
ALARM2
BRILL 1 26 200 160 TRUE TRAIL OFF
190 180 170
HL
OFF EBL1 >280.9 T<O
WATCH
VRM1>3.682NM< CU/TM
RESET and true motion modes
TX
STBY EBL2 240.8 R
O
11:28
VRM2 5.221NM
ALARM
ACK
TARGET
DATA & ACQ
CURSOR
MENU 21 - INDEX LINE - Turns index lines on and off.
ft 22
23
24
25
-
-
-
-
VECTOR TIME
VECTOR MODE
TARGET LIST
CANCEL TRAILS
-
-
-
-
Chooses vector time (length).
Chooses vector mode, relative or true.
Displays ARP target list.
Cancels all target trails. In Menu operation it
clears line of data.
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26 - BRILL - To set screen brilliance.
1 2 7 8 27 - ENTER MARK - Enters marks; terminates keyboard input.
3 4 5 6
28 - VRM ON - Activates VRMs.
I
- VRM OFF - Deactivates VRMs.
BRILL A/C RAIN A/C SEA GAIN
29 - MENU - Opens and closes the main menu.
Closes other menus.
OFF 9 ON OFF 28 ON
16 1
17 2
18 30 - ACQ - Acquires a target for ARP after choosing it
3
HL EBL
EBL OFF OFFSET
MODE
VRM with trackball. Changes a sleeping AIS
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10 11 19 20 21 29 30 target to an activated one after choosing it
B 4 5 6
F1 F2 OFF CU/TM INDEX MENU ACQ with trackball.
CENTRE RESET LINE
31 - + RANGE - - Adjusts the radar range.
12 13 22 23 24 31 32
32 - TARGET DATA - Displays target data for ARP or AIS target
F3 F4
7
VECTOR
8
VECTOR
9
TARGET + TARGET
TIME MODE LIST
DATA
chosen with trackball
14 15 25 26 27
RANGE 33 33 - TARGET CANCEL - Cancels tracking on ARP or AIS or reference
ALARM STBY CANCEL 0 ENTER TARGET
target chosen with trackball.
ACK TX TRAILS BRILL MARK - CANCEL
C D
A/C Rain Control be attached to the keypad to ease identification of a particular function. The CU, TM RESET Key
functions are preset as follows:
AUTO RAIN and the A/C RAIN control knob are used to suppress rain clutter. When in course-up (CU) mode, pressing this key resets the heading marker
AUTO RAIN suppresses rain clutter in the picture and the A/C RAIN control Function 1 (F1): Interference rejector to 000. When in true motion (TM) mode, pressing this key moves own ship
knob suppresses clutter picked up by the antenna. position to 75% radius in stern direction.
Function 2 (F2): Echo stretch
To turn AUTO RAIN on or off, roll the trackball to position the arrow over the Function 3 (F3): Auto rain
VECTOR TIME Key
picture box on the left side of the display. Press the right key on the trackball
y
Function 4 (F4): Heading line off
module to show the picture box menu. Roll the trackball to select 6 AUTO This allows the operator to select the vector time from 30 seconds, 1, 2, 3, 6,
RAIN and then push the wheel. Roll the wheel to select the AUTO RAIN 12, 15 or 30 minutes.
To change a key to a different function, press the MENU key and open the
setting desired (the higher the number, the greater the degree of rain clutter CUSTOMISE/TEST menu. From this menu the key to change is selected then
suppression), or select OFF to turn the AUTO RAIN facility off. Press the VECTOR MODE Key
op
from the sub-menu choose the function to change to.
right key to close the menu.
Selects either true or relative vectors.
To adjust A/C rain, adjust the A/C RAIN control knob. The control knob Keys 0 -9
adjusts the receiver sensitivity. The higher the setting, the greater the anti- These are dual function keys. They are used to select various plot symbols and MENU Key
clutter effect. When echoes from precipitation mask solid targets, adjust the also to enter numeric data. Opens and closes the main menu to provide the following sub-menus:
A/C RAIN control to split up these unwanted echoes into a speckled pattern,
allowing recognition of solid targets. 1. ECHO - echo processing functions.
HL OFF Key
2. MARK - mainly turns markers off or on.
Pressing the HL OFF key temporarily removes the heading marker line,
C
Electronic Bearing Line (EBL) Controls 3. ALARM - sets guard alarm functions; outputs the alarm
releasing the key causes the heading marker to return.
ON selects and displays EBLs 1 and 2, OFF removes them. The rotary control signal.
moves the EBLs clockwise or anti-clockwise around the display. Bearing read- 4. ARP+AIS - sets ARP and AIS functions.
MODE Key
out is either true or relative and is displayed on the bottom left corner of the
screen. Each press of the MODE key scrolls through the following presentation 5. PLOTTER - chart and track functions.
modes: 6. CARD - memory card functions.
Variable Range Marker (VRM) Controls Head-up - relative motion unstabilised 7. NAV DATA - turns navigation data on or off.
ON selects and displays VRM1 and VRM2, OFF removes them. The rotary
control increases the VRM diameter when turned clockwise and reduces the
VRM diameter when turned anti-clockwise. The range display is on the lower
right corner of the screen.
ft Head-up/TB - relative motion with true bearing
North-up - relative motion referenced to North
Course-up - relative motion relative to ships course
True motion - true motion with north-up, ground or sea stabilised
8. NAV LINE+WAY PT - processes navigation lines and
waypoints.
9. CUSTOMISE+TEST - customises operations and executes
diagnostics.
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Acquire (ACQ) Control with compass and speed inputs
TARGET CANCEL Key
Used to acquire targets for ARP after selection with the trackball, and is also When pressed this key cancels the plotting of a specified target or of all tracked
The selected mode is indicated in the upper left corner of the screen.
used to change a sleeping AIS target into an activated target after selection targets.
with the trackball.
EBL OFFSET Key
ENTER MARK Key
Alarm Acknowledge Control Press this key to activate or deactivate the off-centre facility for the EBL. In
D
menu operation it switches polarity from north to south and east to west and Press this key to display marks such as a dangerous point, prominent target etc.
Used to silence any audible alarm present. Terminates keyboard input.
vice versa.
Function Keys TARGET DATA Key

INDEX LINES Key
There are four function keys (1-4) which are used to instantly call out Press this key to display the data of a selected target on the right-hand side of
Each press of this key toggles between displaying or removing the parallel
desired settings to perform special functions with a single key operation. the screen.
index lines.
Each function key can be given a particular combination of settings suited to
certain navigational purposes such as buoy, harbour, coastal, etc. Labels can
Illustration 2.2.1c Radar Display Detail
Key
A1 Heading Marker E1 Reference Point Box

A6 6 NM
/1
DISPLAY
RADAR
A7
E1
REF POINT
GAIN
SEA AUTO
E5
25
22
HDG F1 000.0 T O
A2 Picture Box, E2 Trial Manoeuvre (Elapsed
ANT POSN
HEAD UP TB RM
Main Picture Settings time shown when trial
A5
350 000 010
RAIN 19
SPD F2 0.0kt BT WT
manoeuvre is active)
y
MAN
TUNE AUTO A3 Pulse Length Box
A4 ANT 1 X-BAND 340 020 SB F3 0.0kt E3 Set and Drift Boxes
34 40. 649 N
O A4 Antenna Box
A3 PULSE S1 330 A1
030 E4
135O18. 303 E COG F4 00.0 T
O
A5 Presentation Mode Box E4 Cursor Data Box
320 040 E3
SET 000.0 T SOG F5 0.0kt A6 Range Box E5 Gain Settings
PICTURE4 DRIFT 0. 9kt OS POSN 34O40.00N F6 A/C SEA Setting
op
A7 Display Mode Box A/C RAIN Setting
A2 E2TRIAL OFF DGPS 135O24.00E TUNING Setting
IR OFF
310 H3 050
ES OFF
EAV OFF
H2
F7 MENU DEPTH 22.30m WIND 15.4 m/s
G1 20
45.1OT
N
AUTO RAIN F8 ALIGN 40 B1 Watch Box
F1 Heading
OFF 300 060 60
80 W E
(Alarm Watch Time)
F2 Speed, Source
-30 20 10 100 S B2 IL (Index Line) Box,
F3 Log Speed
CURRENT 2.3kt 69.9OR Index Line Orientation,
290 070 TEMP 16OC TTG 00:00:00 Index Line Interval F4 Course Over Ground
WPT001 6.5NM 35.2OR
DATE JUL/22/05 10:00UTC B3 Mark Box, Bearing F5 Speed Over Ground
and Range Mark
C
H4 F6 Source Position
G2 ARP TARGET
280 H7 080 No.42 B4 Brill Box F7 Menu Box
BRG 25.5OT B5 HL Off Box F8 Chart Align ON
RNG 3.4 NM
T CSE 264.0OT B6 TX/STBY Box G1 Zoom or ARP Data Box
270 H5
H6 J5 090 T SPD 12.3 KT
B7 EBL1 Box G2 Zoom, ARP or AIS Data Box
CPA 2.9 NM
TCPA 12.2 MIN B8 EBL2 Box G3 ARP, AIS Data Box
BCR 1.7 NM
BCT 20 MIN G4 Alert Box
260 100
250
240
H8 J1
ft 120
110
G3 ARP TARGET
No.42
BRG
RNG
T CSE
T SPD
CPA
25.5OT
3.4 NM
264.0OT
12.3 KT
2.9 NM
C1
C2
C3
C4
CU/TM RESET Box
ALARM ACK Box
VRM1 Box
VRM2 Box
H1
H2
H3
Origin Mark
Heading Line
Index Line
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TCPA 12.2 MIN C5 TRAIL MODE Box H4 Guard Zone
BCR 1.7 NM C6 ALARM Box H5 Cursor
B2 IL 1 ON BCT 20 MIN
032. 0OT J4 C7 Guard Zone (GZ) Box H6 OS Symbol
230 J3 130 D5 D6 D7
5 60NM
B3 MARK
J2
D4
TARGET
LIST
ARPA MANU
OFF
AIS OFF
DISP
C8 Guidance Box H7 No.1 EBL
VECTOR TRUE 30M D3 D1 CPA LIMIT Boxes H8 No.2 EBL
220 140 C7
GZ1
PAST POSN REL 3M D2
H1 GZ2 D2 PAST POSN Box J1 No.1 VRM
CPA LIMIT 0 5NM 22MIN D1
210 150 C6
ALARM1 D3 ARP VECTOR Box J2 No.2 VRM
190.0OT. 5.75NM G4
D
ALARM2
B4 BRILL 1 26 200 160 C5 TRUE TRAIL OFF
D4 Target List Box J3 Stern Marker
190 180 170 D5 ARP/ATA ACQ MODE Box J4 North Marker
HL
B5 OFF
B7
EBL1 >280.9 T< O
WATCH
C3
>3.682NM< C1 CU/TM
VRM1 RESET D6 AIS Display Box J5 Range Rings
B6 TX
STBY
B8
EBL2 240.8 R
O
11:28 C4
VRM2 5.221NM
C2 ALARM
ACK
TARGET
DATA & ACQ
CURSOR
C8 MENU
D7 AIS Message Arrival
B1
FUNCTIONS Video Lock-Up e) Press the wheel to complete and press the right-hand button to
exit the menu.
Guard Alarm Video lock-up or picture freezing can occasionally occur. This will be evident
to the operator if the picture is not updated with fresh information with every
This allows the operator to set a guard zone (guard alarm) to give an audible
antenna scan. The ERROR indicator may be displayed. To restore normal Pulse Length Selection
and visual warning of vessels or land entering a preset area. One or two guard
operation proceed as follows:
zones may be selected. The No.1 guard zone is available between 3 and 6 The pulse length in use is displayed in the upper left section of the screen. This
nautical miles and No.2 guard zone can be set anywhere when the No.1 guard will be in the form of:
a) Use the power switch to turn the power OFF, then ON again
y
zone is already in use. To set up a guard alarm: S1 (short pulse 1)
within 10 seconds. If the power switch is turned on within 10
seconds, the three minute warm-up time is bypassed. S2 (short pulse 2)
a) Place the cursor (using the trackball) in one of the GZ boxes
at the right side of the display. M1 (medium pulse 1)
b) Press the STBY/TX key to switch the transmitter on. The
op
previously used range, pulse width, brilliance, VRMs, EBLs, M2 (medium pulse 2)
b) Push the left button on the trackball unit, the box now reads
and menu option settings will be automatically selected.
GZx SET. M3 (medium pulse 3)
L (long pulse)
c) Move the cursor to a point at the maximum required distance Interference Rejection
and to the left side of the heading marker and push the left This may be used to reduce interference from other nearby radars. There are The pulse length settings can be adjusted as follows:
button. three levels of interference rejection indicated by legends IR1, IR2 or IR3 in the
top left-hand side of screen. To select the required level, proceed as follows: a) Using the trackball, place the arrow in the PICTURE box.
d) Move the cursor to a point on the right-hand side of the heading
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marker but at a lesser distance and push the left button. The a) Using the trackball, place the arrow in the PICTURE box. b) Press the right-hand button to open the PICTURE menu.
GZ box now reads GZx WORK.
b) Push the right-hand button to open the PICTURE menu. c) Roll the wheel down to the 8 PULSE menu, then press the
Receiver Tuning wheel.
c) Roll the wheel down to select 1 INT REJECT, then press the
Each time the radar is switched on the receiver is automatically tuned, so
wheel. d) Roll the wheel to choose the range and then press the wheel or
there is no front panel tuning control. A TUNE box at the top right of the
display shows if the tuning circuit is working. To select TUNE AUTO, roll the left button.
d) Roll the wheel to choose the rejection level and then press the
the trackball to place the arrow on the TUNE box. Press the left key on
the trackball module to toggle between TUNE AUTO and TUNE MAN.
Alternatively, roll the wheel to toggle between TUNE AUTO and TUNE
MAN and then press the wheel or the left key to confirm selection.
ft e)
wheel to select this level.
Press the right-hand button to exit the menu.
Gyrocompass Alignment
e)
f)
Roll the wheel to choose the pulse length and then press the
wheel.
Press the right-hand button twice to exit the menu.

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Manual Tuning
After switching the radar ON, the gyrocompass has to be aligned with the
If the operator is not satisfied with the automatic tuning, the receiver may be
on-screen GYRO read-out. Once set, it is not normally necessary to repeat
fine tuned as follows:
this operation unless the radar is switched OFF completely. To align the
gyrocompass:
a) Using the trackball, select the range box at the top left corner of
the screen and select the 48 nautical mile range.
a) Using the trackball, place the arrow in the HDG box.
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b) Using the trackball, select the tune box at the top of the screen
b) Press the right-hand button to open the HDG menu.
and select TUNE MAN.
c) Roll the wheel down to select GC-10 SETTING, then press
c) Using the trackball, place the arrow on the tuning bar area in the
the wheel or the left button.
tune box.
d) Roll the wheel to set the heading digits.
d) Roll the wheel to adjust tuning. The best tuning point is where
the bar graph is at its maximum.
Pulse Width Selection b) Using the trackball, place the arrow in the PICTURE box. Second Trace Echoes
Pulse width can be selected between narrow and wide. To change pulse In some circumstances, false echoes from very distant targets may appear on
c) Press the right-hand button to open the PICTURE menu.
width: the screen. To operate the second trace rejector proceed as follows:
d) Roll the wheel down to the 3 ECHO AVERAGE menu, then
a) Using the trackball, select the pulse length box on the left- a) Using the trackball, select the MENU box at the right side of
press the wheel or the left button.
hand side of the screen. The guidance box in the bottom right the screen and then press the left button. The MENU box may
corner of the screen will display PULSE NARROW/PULSE also be selected by pressing the MENU button on the radar
y
e) Roll the wheel to choose OFF, 1, 2 or 3 as appropriate
WIDE. control unit.
and then press the wheel or the left button:
b) Press the left button to shorten the pulse width or the right OFF: The echo averaging effect is switched off b) Roll the wheel down to 1 ECHO, then press the wheel or the
button to widen the pulse width. Selection can also be made by left button to open the ECHO menu.
op
1: Helps distinguish targets from sea clutter and suppress
rolling the wheel and pressing it or the left button.
brilliance of unstable echoes
c) Roll the wheel to select 2 2ND ECHO REJ and then press the
2: Distinguishes small stationary targets such as buoys wheel or the left button.
Echo-Stretch Function
3: Displays distant (weak) targets steadily
The echo-stretch feature enlarges targets to make them easier to see. This d) Roll the wheel to select OFF or ON and then press the wheel
facility is available on the 1.5 to 12 nautical mile ranges depending on the or the left button.
f) Press the right button to close the menu.
echo-stretch type. There are three settings available:
ES1 to enlarge in the bearing direction for long range e) Press the right-hand button twice to exit the menu.
CAUTION
detection.
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The echo averaging function should not be used when the vessel is in
Relative Brilliance of Screen Data
ES2 to enlarge in the range direction. heavy pitching and rolling conditions as this can result in losing true
targets. Before adjusting the brilliance levels, set the screen brilliance using the BRILL
ES3 to enlarge in the bearing and range directions.
control on the main control panel. The relative brilliance of marks and read-
outs on the screen can then be adjusted as follows:
The procedure to activate the echo-stretch facility is as follows: Speed Input
IMO recommendations indicate that an ARPA should be interfaced with a a) Using the trackball, select the BRILL box in the bottom left
a) Using the trackball, select the PICTURE menu and press the
speed log. However, if the speed log fails then speed information must be corner of the display and then press the right button to show the
right-hand button.
entered manually as follows:
b) Use the trackball wheel to select 2 ECHO STRETCH and
c)
then press the wheel or the left button.
Roll the wheel to select the required echo-stretch level and press ft a) Using the trackball, place the arrow in the SPD box.
b) Press the right-hand button to open the SPEED menu.

BRILL menu.
b) Roll the wheel down to the item to be adjusted, then press the
wheel or the left button.
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c) Roll the wheel to set the brilliance level and press the wheel.
the left button.
c) Roll the wheel down to 1 SHIP SPEED, then press the wheel
or the left button. d) Push the right-hand button once or twice to exit the menu.
d) Press the right-hand button on the trackball to exit the menu.
d) Roll the wheel to select MANUAL and then press the wheel or
Echo Averaging the left button.
This is a method of distinguishing between real target echoes and echoes from
e) Roll the wheel to select 2 MANUAL SPEED and then press
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sea clutter. It works by comparing information from successive antenna scans.
the wheel or the left button.
When an echo appears in the same place on each scan, eg, from a ship or land
mass, it enhances the echo on the screen. When echoes are randomly received
f) Roll the wheel to set the speed or enter the speed via the numeric
on successive scans from sea clutter, etc, the radar reduces their brilliance. To
pad. Press the wheel to finish.
carry out echo averaging proceed as follows:
g) Press the right-hand button to exit the menu.
a) On the main control panel, turn the A/C SEA control to the
optimum setting.
Note: Manual speed input is not available when the AIS feature is active.
Watch Alarm Turning AIS Display On / Off True Motion Auto Reset
When the AIS is turned on the targets are displayed with the appropriate AIS
The watch alarm sounds the audible alarm at the chosen time interval to help When in the true motion mode, the own ship mark is automatically returned
symbols. The procedure to turn it on or off is as follows:
keep regular watch of the radar picture for safety or other purposes. The watch sternward 75% from the centre of the screen when it reaches a location 75%
box appears in the lower left corner of the display with a watch timer which of the display radius.
a) Roll the trackball to place the arrow in the AIS DISP box at the
counts down from the value set. When a preset time interval has elapsed, the
right-hand side of the display.
audible watch alarm sounds, the screen label WATCH turns red and the watch
alarm timer freezes at 0:00. Video Plotter Display Settings
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b) Press the left-hand button to display AIS ON or AIS OFF.
Hiding or Showing Graphics
To silence the alarm, press the ALARM ACK key on the keyboard or roll the
a) Using the trackball, select the MENU box at the right side of
trackball to select ALARM ACK in the lower right section of the display and Other Operator Controls the screen and then press the left button.
then push the left button. The label WATCH turns to normal colour and the
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watch alarm timer resets and starts its countdown sequence again. For further radar operating procedures, refer to the Furuno Operators Manual b) Roll the wheel to select 5 PLOTTER then press the wheel or
Marine Radar Models FAR/FR-28x7 Series. the left button.
To set the watch time interval:
a) Using the trackball, place the arrow in the MENU box at the
Video Plotter c) Roll the wheel to select 9 DISPLAY, then press the wheel or
the left button.
right-hand side of the display. Equipment Description
The video plotter is a feature which allows video and chart data to be overlaid d) Roll the wheel to the item required, then press the wheel or the
b) Push the left-hand button to open the menu. onto the radar display. left button.
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c) Roll the wheel down to the 3 ALARM menu, then press the e) Repeat the process to hide/show other graphics.
wheel or left button. Display Modes
The radar has two display modes: f) Press the right button three or four times to close the menu.
d) Roll the wheel to choose 4 WATCH ALARM and then press
the wheel or the left button. Radar
Radar + Video Plotter Procedure to Start/Stop Plotting Own Ships Track
e) Roll the wheel to set the required time interval and then press A total of 6,000 points are allotted for storage of own ships track, marks and
the wheel or the left button. lines. When this memory becomes full, the oldest track is deleted to make room
Presentation Modes
f) Press the right-hand button twice to exit the menu.
Enabling / Disabling AIS ft Five presentation modes are available:

North-up
Course-up
for the latest track. The following table shows the relationship between the
plotting interval and maximum track recording time:
Interval Max. Recording Interval Max. Recording

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a) Roll the trackball to select the MENU box at the right side of Time Time
Head-up 10 seconds 55 hrs 30 min 2 minutes 27 days 18 hrs
the display and then press the left button.
Head-up TB (true bearing) 40 min
b) Roll the wheel to select 4 ARPAIS and then press the wheel North-up TM (true motion) 30 seconds 166 hrs 40 min 3 minutes 41 days 16 hrs
or the left button. 1 minute 13 days 21 hrs 6 minutes 83 days 8 hrs
Note: The screen may flash when the heading is changed by more than one 20 min
c) Roll the wheel to select 8 AIS FUNCTION and then press the
degree in the head-up or head-up TB mode.
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wheel or the left button. a) Using the trackball, select the MENU box at the right side of
To select a mode, use the MODE button or select the PRESENTATION the screen and then press the left button.
d) Roll the wheel to select OFF or ON as appropriate and then
MODE box and then press the left button.
press the wheel or the left button. b) Roll the wheel to select 5 PLOTTER, then press the wheel or
the left button.
e) Press the right button twice to close the menu. Note: Chart data is not displayed on the head-up and head-up TB modes.
c) Roll the wheel to select 3 OWN TRACK INTERVAL, then
AIS will appear in the lower right corner of the screen when the AIS function press the wheel or the left button.
is active.
d) Roll the wheel to choose the appropriate track plotting interval Entering Marks c) Roll the wheel to select the WPT item which best matches the
and then press the wheel or the left button. waypoint number you wish to enter and then press the wheel or
Marks to denote important points such as buoys or wrecks may be indicated on
the left button.
the display. Up to 6,000 marks may be stored as follows:
e) Roll the wheel to choose ON/OFF and push the left button.
a) Using the trackball, select the MARK box at the left side of d) Press the right button to close the menu. The guidance box now
f) Press the right button twice to close the menu. the screen. Press the right button to open the MARK menu. reads MARK SELECT/MARK MENU.
y
b) Roll the wheel to select 2 MARK KIND and then press the e) With the MARK box selected, roll the wheel to display the
Choosing Track Colour
wheel or the left button. waypoint number required and then press the left button. The
a) Using the trackball, select the MENU box at the right side of cursor moves to the effective display area and the guidance box
the screen and then press the left button. c) Roll the wheel to select MAP MARK and then press the wheel reads MARK/EXIT.
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or the left button.
b) Roll the wheel to select 5 PLOTTER, then press the wheel or f) Roll the trackball to place the cursor where it is required to
the left button. d) Push the right button to close the menu. The guidance box now inscribe a waypoint and then press the left button.
shows MARK SELECT/ MARK MENU.
c) Roll the wheel to choose 4 OWN TRACK COLOUR or 6 g) To enter a new waypoint, press the right button when the
TGT TRACK COLOUR, then press the wheel or the left e) With the MARK box selected, roll the wheel to choose the guidance box reads MARK/EXIT and then repeat steps (e) to
button. required mark and then press the left button. (f) inclusive.
d) Roll the wheel to choose the required colour and then press the f) Press the left button again and the cursor moves to the effective h) To exit the procedure, press the right button when the guidance
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wheel or the left button. display area and the guidance box reads MARK/EXIT. box reads MARK/EXIT.
e) Roll the wheel to choose ON/OFF and push the left button. g) Using the trackball, place the cursor where the mark is to be Entering Waypoints by Latitude and Longitude
inscribed and then press the left button. To continue inscribing
f) Press the right button twice to close the menu. the same mark repeat this step as often as required. a) Using the trackball, select the MENU box at the right side of
the screen and then press the left button.
Erasing Tracks h) To enter a different MARK, press the right button when the
guidance box reads MARK/EXIT and then repeat steps (e) to b) Roll the wheel to 8 NAV LINEWPT and then press the wheel
It is possible to erase all or a percentage of own ships track or other tracks to or the left button.
clear the display:
ft i)
(g) inclusive.
To exit the procedure, press the right button when the guidance
box reads MARK/EXIT.
c) Roll the wheel to 6 WPT SET and then press the wheel or the
left button.
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d) Roll the wheel to choose 2 WPT NO. SELECT and then press
b) Roll the wheel to select 5 PLOTTER, then press the wheel or Working with Waypoints the wheel or the left button.
the left button.
Up to 200 waypoints may be stored, numbered 001 to 200 inclusive. They may e) Use the wheel to select the required number, roll the wheel to
c) Roll the wheel to select 8 DATA ERASE, then press the wheel be entered using the cursor or by manual input of latitude/longitude. Up to 30 choose the location and then press the wheel to set.
or the left button. routes may be stored.
f) Roll the wheel to choose 4 WPT L/L and then press the wheel
d) Roll the wheel to choose 2 OWN TRACK or 3 TARGET or the left button.
D
Entering Waypoints Using the Cursor
TRACK, then press the wheel or the left button.
a) Using the trackball, select the MARK box at the left side g) Enter the latitude and longitude by rolling the wheel to choose
e) Roll the wheel to choose the percentage of track to erase and of the screen and press the right button to open the MARK the required location and then press the wheel. For input by
then press the wheel or the left button. For example, 30% will menu. keyboard, press the appropriate numeric keys and then press the
erase the oldest 30% of track displayed. ENTER MARK key.
b) Roll the wheel to select 2 MARK KIND and then press the
f) Press the right button three times to close the menu. wheel or the left button. h) To insert additional waypoints, repeat steps d) to g).
i) Press the right button three times to close the menu.
Waypoint List b) Roll the trackball to place the cursor on the waypoint to erase. A f) Roll the wheel to 3 NAV LINE NAME and then press the
flashing + appears on the mark when it is correctly selected. wheel or the left button.
The waypoint list stores data of all registered waypoints. Proceed as follows
to access the list:
c) Press the wheel or the left button to erase the waypoint. g) Use the wheel to enter a name.
d) To erase another waypoint, repeat steps b) and c). h) Roll the wheel to 4 NAV LINE ENTRY and then press the
y
e) To exit, press the right button when the guidance reads MARK
b) Roll the wheel to 8 NAV LINEWPT and then press the wheel
DELETE/EXIT. i) Roll the wheel to enter waypoint numbers in three digits. Roll
or the left button.
the wheel to choose a number, then press the wheel to set.
c) Roll the wheel to 7 WPT LIST and then press the wheel or the Erasing All Waypoints
op
j) To enter another navigation line, roll the wheel to choose 0
left button. a) Using the trackball, select the MENU box at the right side of BACK to return to the NAV LINE SET menu and then repeat
the screen and then press the left button. steps (d) to (i).
d) Roll the wheel to scroll through the list.
b) Roll the wheel to select 5 PLOTTER, then press the wheel or k) Press the right button several times to close the menu.
e) Press the right button several times to close the menu. the left button.
Other options which may be accessed in this way include:
To Display a Waypoint c) Roll the wheel to select 8 DATA ERASE, then press the wheel
or the left button. Adding waypoints to navigation lines
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Removing waypoints from navigation lines
the screen and then press the left button. d) Roll the wheel to choose 5 WPT ALL ERASE, then press the
wheel or the left button. Displaying the navigation line list
b) Roll the wheel to 8 NAV LINEWPT and then press the wheel
Deleting the navigation lines
or the left button. e) Press the right button three times to close the menu.
Setting up the navigation lines
c) Roll the wheel to 0 NEXT and then press the wheel or the left Displaying the navigation lines
button. Note: Waypoints cannot be erased if they are part of a navigation line.
Refer to the manufacturers operation manual for full details.

d) Roll the wheel to select 4 DISP WPT NO and then press the
e)
Roll the wheel to select ON/OFF and then press the wheel or
the left button. ft Navigation Lines
Up to 30 navigation lines may be entered, each having up to 30 waypoints.
Entering a New Navigation Line

Memory Cards - Recording and Playing Data
Memory cards should be treated gently and kept away from sunlight, heat
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sources, active gases, water, chemicals and magnetic materials.
f) Roll the wheel to select 5 DISP WPT NAME and then press a) Using the trackball, select the MENU box at the right side of
the wheel or the left button. the screen and then press the left button.
Formatting a Memory Card
g) Roll the wheel to select ON/OFF and then press the wheel or b) Roll the wheel to 8 NAV LINEWPT and then press the wheel Prior to use, memory cards need to be formatted, use the plotting keypad panel
the left button. or the left button. to format a memory card:
a) Insert a new card into the appropriate card slot.

D
h) Press the right button three times to close the menu. c) Roll the wheel to 8 NAV LINE SET and then press the wheel
or the left button.
b) Using the trackball, select the MENU box and then press the
Erasing Waypoints left button.
d) Roll the wheel to 2 NAV LINE NO. SELECT and then press
Individual waypoints or all waypoints may be deleted as follows: the wheel or the left button.
c) Roll the wheel to select 6 CARD and then press the wheel or
Erasing Individual Waypoints e) Use the wheel to enter the two-digit navigation line number. the left button.
a) With the cursor inside the effective display area, roll the wheel
to display MARK DELETE/EXIT in the guidance box.
d) Roll the wheel down to 2 DRIVE SELECT and press the Procedure to Replay Data f) If the radar transmitter and receiver are in good working order,
wheel or the left button. the innermost arc should appear at 16nm. The PM can detect a
a) Insert a formatted card into the appropriate card slot.
loss of 10dB.
e) Roll the wheel to the drive required and press the wheel or left
button. g) To switch the performance monitor off reverse the above
procedure.
f) Roll the wheel to select 0 NEXT, then press the wheel or the
c) Roll the wheel to select 6 CARD and then press the wheel or
y
left button.
the left button. Radar Switching Hub Unit Type HB-100
g) Roll the wheel to select 3 CARD INITIALISE and press the
d) Roll the wheel down to 2 DRIVE SELECT and press the Both radars are connected through an inter-switch unit. There are no operating
wheel or the left button. controls on the unit as all inter-switch combinations are selected using the
op
h) Roll the wheel to select 2 INITIALISE START and press the RADAR menu. An ethernet system is used to exchange video and control
e) Roll the wheel to the drive required and press the wheel or left signals and the actual inter-switching is carried out by a digitised signal.
wheel or the left button. The LED near the card illuminates
button.
and flashes, the CARD menu disappears and the message
FORMAT CARD appears. Selecting the Antenna
f) Roll the wheel to the 3 READ CARD and press the wheel or
left button. a) Using the trackball, place the arrow in the ANTENNA box on
Procedure to Record Data Onto a Memory Card the left side of the screen.
a) Insert a formatted card into the appropriate hand card slot. g) Roll the wheel to the data to replay and press the wheel or left
button to replay the chosen data. b) Press the left button to choose the antenna.
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wheel or the left button. When both radars are using the same antenna, all functions are controlled
Performance Monitors mutually apart from the following:
c) Roll the wheel to select 6 CARD and then press the wheel or Performance monitors are fitted as follows: Echo stretch
the left button.
Echo averaging
Radar Type Performance Monitor
d) Roll the wheel down to 2 DRIVE SELECT and press the Echo trails
X-band radars Furuno PM-31
e)
f)
Roll the wheel to the drive required and press the wheel or the
left button.
Roll the wheel to select the list item to record and then press the ft
S-band radar Furuno PM-51
The performance monitors are independent from the radars and are not
connected to them apart from their AC supplies. As the radars are inter-
switched via the Furuno HB-100 switching hub, it is important to select the
Zoom
Wiper
Vector mode, vector time
ARP, AIS track interval
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wheel or the left button: STRAIGHT mode. Then check radar performance as follows: Target alarm
Ships own track Speed data
a) Using the trackball, move the cursor to the MENU box and
Other ships track push the left button. L/L data
Marks
b) Scroll down using the wheel to 1 ECHO and push the wheel
Waypoint or left button.
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Installation data
c) Choose 4 PM and push the wheel or left button.
Setting data
d) Using the wheel select ON/OFF. The radar range will be
g) Enter the file name, up to 7 characters may be used. After
automatically set to 24nm.
entering the last of the seven characters, the data is recorded.
e) One or two arcs will appear on the LCD opposite the heading
line.
Displaying Antenna Information

The antenna information display shows data (radar band, model and position)
on the radar antennas currently being used. If an antenna is not being used, its
data area is blank.
a) Using the trackball, place the arrow in the ANTENNA box on

the left side of the screen.
y
b) Press the left button to select the required antenna for information.
An antenna which does not exist or is not being used cannot be
selected.
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c) Press the right button to show the antenna information display.
d) Press the right button to close the antenna information display.
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ft
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Illustration 2.2.2a ECDIS Screen and Control Panel
B Key Description
1 - POWER - Turns the system on/off.
Key C D E F G H 2 - EBL ROTARY ENCODER - Adjusts the active EBL.
A - Electronic Chart Area RM North Up True Vect 6 min Route SOUTHAMP* UserChart PilotData Radar Predictor 30 s 3 - A/C RAIN - Reduces rain clutter on the radar overlay.
B - Status Bar 5132.168'N 4 - A/C SEA - Reduces sea clutter on the radar overlay.
y
sand X
sand mud shells
00124.307'E
C - Presentation Mode sand pebbles
sand shells WGS 84 5 - GAIN - Adjusts radar gain on the radar overlay.
sand shells
DEADREC
D - Vector Mode and Vector Time sand
sand shells
Gyro 6 - VRM ROTARY ENCODER - Adjusts the active VRM.
sand mud shells
E - Planned Route, Chart Name

sand clay shells
(man) 68.0 7 - TRACKBALL UNIT - Trackball, thumbwheel and mouse buttons.
COG
68.0
F - Name of Pilot Data (man) 8 - EBL ON - Activates and displays EBL1 if none is displayed
sand shells
11.1Kt
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sand mud shells
sand mud shells SOG
G - Source of Target Data
sand shells
sand mud or if EBL2 is active.
Plan Speed 12.0Kt
sand Plan 248.0
Activates and displays EBL2 if EBL1 is active.
H - Predictor Time sand mud
Route 256.7 - EBL OFF - Deactivates and erases EBL1 if both EBLs are
I - Information Area Ch limit 185m displayed.
Off track <247m
sand shells
sand mud shells sand shells
Deactivates and erases EBL2 if EBL1 is deactivated.
J - Mouse Function Area sand mud Goto WP
WP15 sand shells Out of Gate 9 - F1 - Activates user-defined function or menu.
(Current left button, thumbwheel To WP 3
sand shells
sand mud shells
sand shells 10 - F2 - Activates user-defined function or menu.
Dist WOP 2.55nm
and right button functions, in that sand mud shells
sand shells
sand mud Time 07:30 I 11 - ALARM ACK - Press to acknowledge alarms generated by chart,
order, from left to right) A X
sand mud shells
Next WP 4
navigation or steering calculation.
sand mud Next 228.4
sand mud
Turn rad 1.0nm 12 - STD DSP - Activates the standard display presentation on the
sand mud shells
Turn rate 22/min ECDIS.
07.09.2005 07:30 13 - SYSTEM FAILURE - The red lamp behind the key lights and the buzzer
sand mud
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LOCAL (UTC 00:00)
sounds when a system failure is found.
sand mud sand mud Own Ship to Cursor:
3.548nm 13.2 14 - RADAR - Displays the Radar Overlay dialog box, which provides
sand shells Lat 5135.621'N functions for adjustment of the radar picture.
Lon 00125.606'E
sand mud sand mud 15 - 1/MARK - Displays the Nav. Marks dialog box, which mainly
sand mud
provides for activation/deactivation of various markers.
sand mud shells
Larger scale data exist 16 - 2/ABC/P BRILL - Adjusts the control head dimmer.
sand mud sand mud shells sand 1:50 000
sand shells
SINGLE 17 - 3/DEF/MODE - Selects the presentation mode: NU-TM, NU-RM,
sand mud shells HU-RM, CU-TM, CU-RM.
sand shells
mud sand mud
sand mud 18 - 4/GHI/OFF CNT - Off-centres own ship position to cursor location on the
ECDIS screen.
TM Info Ship
X
Reset Offcenter 19 - 5/JKL/SCROLL - Enables scrolling, with the trackball active.
ft J
20
21
22
23
24
-
-
-
-
-
6/NMO/RECORD
7/PRQS/PLAN
8/TUV/MONITOR
9/WXYZ/NEXT
CANCEL/SENSOR
-
-
-
-
-
Opens the Voyage Record sub-menu.
Opens the Plan Route dialog box.
Opens the Monitor Route dialog box.
Opens the Next page in a multi-page dialog box.
Opens the Sensor dialog box; or closes an open dialog
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box or window.
1 2 6 7 25 - 0/Space CU/ TU R - Returns own ship marker to screen centre in TM and
3 4 5 CU modes; or inserts a space.
I 26 - SHIFT/HELP - SHIFT: Shifts between lower case and upper case
alphabets.
A/C RAIN A/C SEA GAIN
HELP: Activates the info/help.
(N.B The cursor must not be over the input field).
OFF 8 ON 15 16 17 OFF 27 ON 27 - VRM ON - Activates and displays VRM1 if none is displayed
1 2/ABC 3/DEF or if VRM2 is active.
MARK P BRILL MODE
EBL VRM Activates and displays VRM2 if VRM1 is active.
D
9 10 18 19 20 28 29 - VRM OFF - Deactivates and erases VRM1 if both VRMs are
F1 F2 4/GHI 5/JKL 6/MNO
MENU MOB displayed.
OFF CNT SCROLL RECORD
Deactivates and erases VRM2 if VRM1 is deactivated.
11 12 21 22 23 30 31 28 - MENU - Displays the Main menu.
ALARM
ACK
STD 7/PQRS
PLAN
8/TUV
MONITOR
9/WXYZ
NEXT
+ EVENT 29 - MOB - Inscribes MOB mark on the screen.
DSP
13 14 24 25 26 RANGE 32 30 - + RANGE - - Adjusts the chart scale.
CANCEL 0/ SHIFT TARGET 31 - EVENT - Records textual information fixed to own ship's position.
RADAR
-
]
SENSOR CU/TM R HELP DATA

32 - TARGET DATA - Shows target data for selected ARPA target;
provides data for the selected chart area.
2.2.2 electronic chart display and information Operation The processor unit EC-1000C, is considered to be the heart of the system
system (ecdis) and is responsible for the loading, storing, updating and the processing of the
In this installation the ECDIS can be used by the operator to carry out voyage electronic charts. New or updated information is supplied from CD ROM or
Manufacturer: Furuno planning, ship position and ship monitoring functions. Some of the functions floppy disk using the supplied disk drives.
Type: FEA-2107 are performed automatically whilst others require an input from the operator.
Voyage planning refers to the preparation stage for an up-coming voyage and Control Panel RCU-018
includes the following:
y
Equipment Description The user interface is the control panel, which includes the keyboard and the
Route planning trackball unit incorporating the right and left mouse buttons and thumbwheel.
Two 20 ECDIS TFT display units and control panels are located the main Route calculation The keyboard functions are described in illustration 2.2.2a.
console, one on the chart table next to the X-band radar and one next to the Chart planning
op
S-band radar. Position and navigation data is supplied from the various ship Procedure to Turn the Power On or Off
sensors such as gyrocompass, speed log, GPS etc. User chart planning
a) At the rear of the processor unit turn the power switch to the ON
Ship position refers to the equipments ability to calculate and maintain the position.
Main Features ships position up to date during a voyage. This function is achieved using
the Kalman filter to continuously calculate the ships position from data b) At the control head press the power switch until a click is
The main features of this unit are as follows: received from the attached navigation sensors. The filter requires at least one felt, an audible confirmation will be sounded and the switch
Use of a Kalman filter to process GPS, DGPS and SDME data position sensor and one course sensor to operate. For automatic route steering illuminates.
to provide continuously updated vessel position or program track a speed input is also required. The filter will automatically
exclude sensors whose data is unreliable. c) At the monitor press the power switch to the ON position, the
C
Route planning and monitoring functions monitor should be illuminated. A screen display similar to that
Warning facilities to aid safe navigation Ship monitoring is a continuous check of navigation data, user actions and the shown in illustration 2.2.2a should be seen, the actual display
general performance of the system. The electronic charts are displayed as part will be dependent on the particular installation.
The display of depth and grounding warnings
of the monitoring system.
d) To turn the power OFF reverse the above procedure.
CD ROM interface to load and update the chart database
Illustration 2.2.2b Dialog Box Activation Radar Overlay (Left) NAV. MARKS (right) SENSOR (right)
Target data information from Automatic Identification System D E F
(AIS) and Automatic Radar Plotting Aid (ARPA) can be used to RADAR OVERLAY X NAV. MARKS X
SELECT SENSORS X
Radar Overlay Source Speed/Course Pos Other Record

aid collision avoidance
The system is connected to external sensors allowing the navigator to perform

navigational calculations, route planning and route monitoring.
ft RM North Up True Vect 6 min
Set Time Zone (right)
A
Set Time Zone, Date
sand
Route SOUTHAMP* UserChart
X
sand
PilotData
sand mud shells

Alarm List (right)
Alarm Queue
B sand shells
D
Radar
X
sand pebbles
Predictor 30 s
sand shells
5132.168'N
00124.307'E
WGS 84
DEADREC
F
X-MAST
Gain
Sea Clutter
19
Rain Clutter
67
Set 1
Display:
Ref. Pt
VRM
EBL
Set 2
Centered Ref. Pt
Parallel Index
Manual Speed
Log
Dual Log
(bottom)
(no pulse)
>
Kt
Kt
0.0 Kt
14.0 Kt
>
sand shells
sand mud shells 1 2451 Route: WP approach alarm Gyro 17 Rings: nm
Set time zone, and time of your sand clayRoute:
3 2457 shells Outside Chl Limits
(man) 68.0
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workstation
Info ARPA Kt
COG Process
(man)
68.0 Scan to scan EAVM EBL 136.1

ECDIS Display Time zone: sand shells sand mud shells

sand mud shells sand shells
sand mud
SOG 11.1Kt Interference OFF VRM 0.906 nm
(0:0) Dublin, Edinburgh, Lisbon, London Plan Speed 20.0Kt Reject Manual heading
Echo Stretch OFF Lat 6005.831'N
The ECDIS screen has several areas including a status bar across the top of Plan 248.0
sand
sand mud Lon 02455.766'E
Route 256.7 Echo Trail Ref. Pt: Gyro 1 3.48.3
Ch limit 185m
the screen, an information area down the right-hand side of the screen and the
Local time: 07 Sept 2004 07:30
Lat 6006.484'N
sand mud shells sand shells Off track <247m 0/30 min Lon 02454.508'E
sand shells Rate gyro 0.0 /min
Goto WP
electronic chart area which occupies the remaining 7/8 or approximately 90%
sand mud
WP15 sand shells Out of Gate RELATIVE
To WP 3
of the screen. Typical screen layout and control panel is shown in illustration
Noise
2.55nm G
sand mud shells
sand shells sand shells
Dist WOP 3/15
MONITOR ROUTE (right)
sand mud shells
sand shells
Time 07:30
2.2.2a X
Plan Route (left) sand mud shells
sand mud
CNext WP 4
Display above threshold
G
sand mud Next 228.4 Mode ECDIS and RADAR
D
sand mud MONITOR ROUTE - HELSINKI - HAMB - X
Turn rad 1.0nm
C Turn rate 22/min Transparency Opaque Monitoring Alarms Selections Waypoints
The types of electronic chart that can be displayed are: PLAN ROUTE - SOUTHAMPTON ROTTERDAM / 07.09.2005 07:30 sand mud shells X
07.09.2005 07:30 TO
WP Alarms Check Parameters Prepare
sand mud A LOCAL (UTC 00:00) WP 5 Max speed
WP NAME Lat Lon Leg/ Leg/Nm Str mode Rad/Nm Ch sand

limit/m
mud Spd min Spd max sand mud Own Ship to Cursor:
S57ed3 ENC (vector) 1 5048.627'N 00122.304'W 0.0 Rhumb Line 1.0 185 0 20
Lat
3.548nm 13.2
5135.621'N E
ETA
WP Time
2 5045.372'N sand shells
00109.031'W 111.1 9.0 Rhumb Line 1.0 185 0 20
3 5041.304'N 00053.101'W 111.9 10.9 Rhumb Line 1.0 185 0 20
Lon 00125.606'E Distance nm
CM-93 (vector) 4
sand
5033.981'N 00042.481'W 137.3 9.9 Rhumb Line
mud
1.0 185 0
sand mud
20 FINAL
5 5033.981'N 00023.895'W 90.0mud
sand 11.8 Rhumb Line 1.0 185 0 20 WP 6 Time 07 Sep 07:30:00
sand mud shells
Larger scale data exist
ARCS (raster) Enable changes
sand shells
WP count 20
sand mud
Insert before Next WP Delete
Total Length 279.2Nm
sand mud shells
Import Reverse All Visible
sand 1:50 000
SINGLE
Distance 2.9 nm
sand mud shells min
mud sand mud

B Suggested speed Kt
sand shells sand mud

Average Speed 8.0 Kt
TM Info Ship Speed profile Plan
X
Reset Offcenter
Procedure to Switch to Standby Mode activate the menu. As the cursor moves over some of the headings, the text a Local Area Network (LAN). To load an S57 chart from CD Rom proceed as
will change colour to green, purple or blue, depending on the current palette follows:
In the standby mode the audible alarms are disabled, this mode is normally selection. The thumbwheel can be used to scroll the available options or change
used for duration in port. To activate the Standby mode proceed as follows: set values, any selection or change is confirmed by pressing the thumbwheel. a) Insert the CD ROM into the appropriate drive.
a) Roll the thumbwheel to display the Menu/Info/Chart menu in b) Roll the thumbwheel to display Menu/Info/Chart Menu in the
Pre-departure Set-up
the mouse functions area and press the left mouse button. mouse functions area.
y
Prior to commencing a new voyage the following checks and procedures
b) Use the thumbwheel to select Initial Settings and push the should be carried out: c) Press the right mouse button to select and display Chart Menu.
thumbwheel.
Chart Material d) Select Load and Update Charts, from the sub-menu select chart
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c) Use the trackball to position the cursor over the black arrowhead from CD ROM and click the LOAD button.
to the right of the Initial Settings box. The Initial Settings menu A chart may be coded for computer use either as a raster or vector chart. A
is displayed. technique for vector charts is called S57ed3 and this is approved by IMO as the e) After loading the required information from the CD ROM the
only alternative for SOLAS electronic charts, and when approved it is known ECDIS will display the CD ROM dialogue box. If the system
d) Use the thumbwheel to select STANDBY and press the as an Electronic Navigational Chart (ENC). Zoom scale using a vector chart already has more up-to-date information loaded a warning
thumbwheel to confirm the selection. The following message is 1:1000 to 1:50,000,000. Charts issued by the private Company C-MAP are message will be displayed.
will be displayed at the top of the ECDIS screen. known as CM-93/2 and are NON-ENC.
f) From the CD ROM dialogue box, select the required charts to be
The ECDIS display in now in the STANDBY MODE. ARCS charts are exact copies of BA paper charts and share a common loaded onto the system and click the LOAD button. The charts
numbering system. They are supplied on each weekly update CD-ROM.
C
will be loaded into the ECDIS and then automatically converted
e) To return to normal mode use the trackball to position the cursor Currently around 2700 ARCS charts are available on 11 CD-ROMs covering to SENC format.
over BACK TO NORMAL MODE in the above message the worlds major trading routes and ports. Zoom scale using a raster chart is
box and press the left mouse button. The ECDIS will return to twice the original paper chart scale. g) The SENC convert window will be displayed. Again if any
normal operation. errors occur, an error message will be displayed.
ARCS or S57 charts should be updated before departure. Chart details and the
latest Notice to Mariners can be displayed by selecting Chart Legend from the h) The CD history window will be displayed when conversion is
display menu. For further information refer to the manufacturers operators complete. Click the X in the top right-hand corner of the box to
manual as follows: close this window.
SYSTEM IN STANDBY
(audible alarms switched off)
ft For ARCS charts see chapter headed Raster Chart Material
For S57 charts see chapter headed Vector Chart Material
For further details regarding SENC refer to the manufacturers operators
manual, Vector Chart Material chapter.
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BACK TO NORMAL MODE Display/Approve Date for S57 Charts and Manual Updates
It is important that the Display/Approve date for S57 charts is set as the current
date as some features may be date dependent. If the Display/Approve date is
not correctly set the wrong presentation may appear, or some features may
be completely absent. Details of how to set Display/Approve date are in the
Use of the Trackball Unit chapter Vector Chart Material.
The trackball is used to position the cursor at the desired location on the
D
screen. There are several dialogue boxes which can be activated by mouse
Procedure to Load S57 Vector Charts
clicking over certain areas of the ECDIS screen (see illustration 2.2.2b). Place
the cursor over the appropriate area, then click the right or left mouse button
An S57ed3-coded chart published by a government authorised Hydrographic
to display the corresponding dialogue box. Only one box may be displayed at
Office is known as an Electronic Navigational Chart (ENC). During the loading
any one time on the display screen. To close the box, click on the X at the top
process the ENC chart will be converted into a System Electronic Navigational
right corner of the box.
Chart (SENC). This is a process to allow the ECDIS to convert the ENC chart
into a dedicated format for the ECDIS software. There are also charts known
Dialogue boxes, which display a triangle in the upper left corner, contain a
as RENC, these are ENCs which are available through telecommunications or
menu to provide additional functions. Placing the cursor over the triangle will
Procedure to Select a Chart for Viewing from a Catalogue b) Press the right mouse button to select and display CHART Route Planning
MENU.
A route plan is the navigation or voyage plan of a vessel from the starting point
a) Roll the thumbwheel to display Menu/Info/Chart Menu in the to the final destination. Such a plan includes the following:
mouse functions area. c) If Activate ARCS chart is shown in the top line of the menu,
select it and press the thumbwheel. Route name
b) Press the right mouse button to select and display Chart Menu. Name, latitude and longitude of each waypoint
d) Select Load Charts from the menu and By Permits from the sub-
y
c) Select Chart Catalogue from the Chart menu. menu. The ARCS Load window will be displayed. Radius of turn circle at each waypoint
Safe channel limits
d) Select the desired chart to be displayed. A number of selections e) Insert the desired CD ROM into the drive and click the LOAD
Chart alarm calculation based on channel limits against the
are now available to determine where from and what type of button. A progress indicator will indicate the number of charts
chart database and user chart danger
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chart is selected. Refer to the manufacturers operators manual loaded and still to be loaded.
chapter 8, sections 8.5.2 and 8.5.3 for further information. Deadband width
f) Repeat step e) above until all the CD ROMs covered by the
Minimum and maximum speed for each leg
e) Click the OPEN button. licence have been loaded. On completion click on the X in the
ARCS Load window to close the window. The navigation method (rhumb line or great circle route)
Once open the chart may be viewed using different positions and scales. The Fuel saving
basic tools for browsing charts are: Range -, Range +, Set Chart Centre, Ship The procedure for viewing ARCS charts is similar to that used for the S57
Off-centre and TM Reset. charts. For further information on the use of S57 charts refer to chapter 8, and ETD from the first waypoint
on the use of ARCS charts refer to chapter 9, of the manufacturers operators ETA at the final waypoint
C
manual.
Procedure to Select a Chart for Viewing by Chart Name Ship and environmental conditions affecting the ship speed
calculations
a) Roll the thumbwheel to display Menu/Info/Chart Menu in the Set Chart Alarm Calculation
The name of the user chart to be used during route monitoring
mouse functions area. The ECDIS has the ability to detect areas where the depth of water is less than with the planned route
the safety contour, or where specified conditions exist. If a planned route goes
b) Press the right mouse button to select and display Chart Menu. across such areas an alarm will be indicated. The operator can select objects The name of the pilot data to be used during route monitoring
for inclusion in a danger area and may also define safe areas by creating a User with the planned route
c) Confirm that Activate ARCS chart is shown in the top line of Chart Area. The ECDIS can check the following:
the menu, if it is proceed to step f) below, if not proceed to d)
below.
d) If Activate S57 appears in the top line of the menu, select it

ft Predicted movement area of own ship
Planned route with locator function to find dangerous areas and
highlight the following:
Using the data above the ECDIS processor can calculate speed, course and
length of each leg, ETAs for each waypoint, fuel consumption and Wheel Over
Point (WOP) for the trackpilot, if fitted. Safe water areas are also calculated
based on the user-defined channel limits. This data is presented in tabular form
and can be printed, if a printer is fitted, and stored in a file for use at a later
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and press the thumbwheel.
Dangerous areas within the predicted area of own ship date.
e) Select Open Chart by Cell Name and press the thumbwheel. Dangerous areas within the monitored route
The main functions of route planning are to define: waypoints, turnings for
Dangerous areas within the planned route
f) Select the desired chart from the displayed list and click on the each waypoint, channel limits and speed for each leg, as well as to carry out the
OPEN CHART button. The selected chart will be displayed in calculations for the ETD and the ETA and most economical voyage plan.
Further details are available in the Chart Alarms chapter of the manufacturers
the electronic chart area. operators manual.
D
Procedure to Load ARCS Raster Charts Creating or Updating a Route
The process for loading and displaying ARCS charts is fundamentally the same A route is a complete navigation plan from the starting port to the final
as that for loading and displaying S57 charts. destination. Prior to departure it may be necessary to create a new route or to
modify an existing one.
a) Roll the thumbwheel to display Menu/Info/Chart Menu in the
mouse functions area.
Procedure to Plan a Route h) Proceed as in f) and g) above until all the required waypoints Modify an Existing Route
have been input.
It is possible to modify waypoints in an existing route plan in one of three
To create a new route, proceed as follows: ways:
i) Select the Alarms page to define the safety contour and any
a) Use the trackball to place the cursor on Route in the status bar, other required specifications for checking the route. Use the Manually updating the desired waypoints latitude and
a drop-down menu will be displayed, similar to the one shown thumbwheel to select an item from the list and then click longitude
below. Indication, Alarm or Ignore. Manually updating the distance and direction for the next
y
PLAN ROUTE - SOUTHAMPTON ROTTERDAM / 03.02.2004 07:27 waypoint
Route User Chart WP Alarms Check Parameters Prepare
WP NAME Lat Lon Leg/ Leg/Nm Str mode Rad/Nm Ch limit/m Spd min Spd max Use the left mouse button to drag and drop a waypoint
1 50 48. 627 N 001 22. 306 W 0.0 Rhumb Line 1.0 185 0 20
2 50 45. 372 N 001 09. 031 W 111.1 9.0 Rhumb Line 1.0 185 0 20
op
Monitor Not Selected
3 50 41. 304 N 000 53. 101 W 111.9 10.9 Rhumb Line 1.0 185 0 20 To manually update a waypoints latitude and longitude proceed as follows:
4 50 33. 981 N 000 42. 481 W 137.3 9.9 Rhumb Line 1.0 185 0 20
5 50 33. 981 N 000 23. 895 W 90.0 11.8 Rhumb Line 1.0 185 0 20
Plan Not Selected Enable changes WP count 20 Total length 279.2Nm a) Use the trackball to place the cursor on Route in the status
Insert before Next WP Delete Import Reverse All Visible
bar and click the PLAN button. Confirm that the Plan Route
dialogue box displays the route to be modified, if not click on
the black arrowhead and select the required route to modify.
j) Select the Check page to detect areas where the depth is less
b) Left click the Plan button to display the Plan Route dialogue
than the safety contour or where specified conditions exist. b) Click the WP tab.
box with the Route Plan menu. If the route plan menu is not
Click the Start button to create a list of alarms.
displayed click the black arrowhead in the top left-hand corner PLAN ROUTE - HELSINKI - HAMBURG / 09. 09. 2003 13:09
c) Check the Enable Changes box.
C
of the Plan Route dialogue box.
WP Alarms Check Parameters Prepare
Setting for Check
c) Use the thumbwheel to select Create from the menu and press Ignore during monitoring Indication during monitoring Alarm during monitoring
d) Select the waypoint number to be modified and place the cursor
the thumbwheel to select it. Areas To Be Avoided Indication User Chart Danger Ignore Safety Contour Ignore in the Lat or Lon field as required.
Specially Protected Areas Alarm Two Way Traffic Route
Alarm Indication
Traffic Separation Zone
Select
e) Roll the thumbwheel to set the required co-ordinates and press
Enable changes Partly Displayed Safety contour 10 m Copy from used settings the thumbwheel to confirm the setting.
Unselect
Create
Exchange with Monitored To manually update the distance and direction for the next waypoint proceed
Copy from Monitored
Backup and Restore
Report
Full WP Report
Passage Plan Report
Close ftk) Select the Parameters page to enter the Estimated Time of
Departure (ETD) and the Estimated Time of Arrival (ETA). If
appropriate select the required optimising mode.
PLAN ROUTE - HELSINKI - HAMBURG / 09. 09. 2003 10:11
as follows:
a) Use the trackball to place the cursor on Route in the status

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dialogue box displays the route to be modified, if not click on
WP Alarms Check Parameters Prepare the black arrowhead and select the required route to modify.
d) Use the alphanumeric keyboard or the thumbwheel to name Legs: 9 Alarms 12
Alarms by leg Legs by alarm Planned User Chart
the route (maximum of 8 characters), then left click the OK Safety Contour HELSINKI-HAMBURG b) Click the WP tab.
Alarms: Alarm: Safety Contour
button. The Plan Route dialogue box will be displayed.
Leg: 1 Locate leg Planned Pilot Data
Leg: 1 Locate leg HELSINKI-HAMBURG c) Check the Enable Changes box.
e) Use the trackball to move the cursor to the Enable Changes Start Close
Enable changes Partly Displayed
square and left click it to put a tick in the box (check Enable d) Select the required waypoint number with the cursor and press
D
Changes). the left mouse button.
f) Use the trackball to place the cursor on the chart position for PLAN ROUTE - SOUTHAMPTON ROTTERDAM / 09.02.2004 06:56
e) Click the Next WP button and the Next WP Distance/Direction
the first waypoint and press the left mouse button to confirm the WP Alarms Check Parameters Prepare
dialogue box will be displayed similar to that shown below.
position. Description ETD/UTC Speed limit
1 05 Nov 2003 09:46 20.0 Kt
ETA/UTC Optimize Income
g) When the waypoint has been entered, edit the name, steering
20 06 Nov 2003 02:00 Time table 0 $
mode, radius, channel limit and speed (Min and Max) in the
Enable changes 06 Nov 2003 02:00
Plan Route dialogue box, for that waypoint. Total Length: 279.2 nm
Note: Always use the current date as Approve Until and Display Until during Pilot Data
Select Route Monitor
a voyage in order to display charts with the correctly updated situation. If Pilot Data is a notebook data file, which gives a message to the navigator
Route has an impossible turn
the voyage lasts more than one week, set the current date at least once per according to own ship position, in the monitoring mode. This may be used
week. to define the range for each pilot data record and the ECDIS will display the
information and sound the new Pilot Data alarm. It may be necessary to create
a) Use the trackball to place the cursor on Route in the status bar, new Pilot Data, or to modify existing data.
a drop-down menu will be displayed.
y
OK
When creating an entry the operator sets the range for each pilot data. The
b) Use the trackball to place the cursor in the Monitor box and ECDIS compares own ship position and the pilot data range, and displays the
rotate the thumbwheel to display the required route. Press the relevant pilot data when own ship enters the pilot data set range.
f) In the Next WP field update the Direction and Distance settings thumbwheel to select the route.
op
and then click the OK button. The information will be updated To activate pilot data proceed as follows:
in the planned route.
Note: When a route has been selected for monitoring it is possible that the
message below may be displayed. This message suggests that the geometry a) Use the trackball to place the cursor on Pilot Data in the status
To drag and drop a waypoint to a new position, proceed as follows: bar, the pilot data display dialogue box will be displayed. The
of the route makes it impossible to sail the ship. If this happens select the
Plan Route dialogue box and make the necessary modifications. current pilot data selection will be displayed.
a) Use the trackball to place the cursor on Route in the status
dialogue box displays the route to be modified, if not click on Note: If the text Pilot Data is displayed in the status bar in red, this indicates
Select Route Monitor that the workstation is in the planning mode for pilot data. Proceed as in a)
the black arrowhead and select the required route to modify.
Route has an impossible turn above and then select Monitor from the display dialogue box.
C
b) Click the WP tab.
b) Select Monitor if necessary, then use the thumbwheel to scroll
c) Check the Enable Changes box. through the pilot data files. When the required file is displayed
press the thumbwheel.
d) Use the trackball to place the display cursor on the waypoint
OK For further details refer to the manufacturers operators manual Pilot Data
to be moved. Press and hold the left mouse button and then
simultaneously use the trackball to move the cursor to the new Chapter.
position. Release the left mouse button and the new waypoint
position will be set.
For information about how to change other waypoint parameters or settings

refer to the manufacturers operators manual Route Planning chapter. ft For further information regarding route monitoring functions refer to the
manufacturers operators manual Route Monitoring chapter.
User Charts
Back-up Operations
Back-up or restore functions are available from a number of menus allowing
the operator to manage data stored on the systems hard disk. Files can be
backed-up, copied, renamed or deleted using this function. To open the Backup
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& Restore dialogue box proceed as follows:
Route Monitoring The operator can construct simple overlay charts, known as user charts.
User charts can be used to highlight safety related items such as important
Route monitoring allows the user to permanently monitor the ships behaviour a) Use the trackball to position the cursor over the black arrowhead in
navigation marks, safe area for the ship, etc. The user chart area can also be
relative to the monitored route. Data relative to the ships monitored route is any open dialogue box, a drop-down menu will be displayed.
used to activate alarms and indications based on user supplied data.
displayed in the information area. The monitored route is displayed in the
electronic chart area and consists of the following: b) Use the thumbwheel to select Backup & Restore from the main
The process to create and activate a User Chart is similar to the process to
menu and press the thumbwheel to select it. The Backup &
D
The route is displayed with red dots. create and activate a Route Plan. For full details refer to the manufacturers
Restore dialogue box will be displayed.
operators manual User Chart Control chapter.
Solid red lines indicate the channel limits. Chart alarms are
detected using the channel limits. c) Use the thumbwheel to select and confirm each setting in the
Conning Display dialogue box for the required process.
The planned speed for each leg is shown inside a rectangle.
This provides information on the data collected from various sensors. The
Each leg has information regarding the planned course to steer. For further information regarding back-up and restore facilities refer to the
display provides information on heading, speed, course, rudder angle, wind
manufacturers operators manual Backup Operations chapter.
speed, wind direction etc. This display can be accessed via the Select Sidebar
menu.
Verify Configuration of Navigation Sensors An AIS speed vector can be displayed relative to own ships heading (Rel Vect) X
TARGET DETAILS
or with reference to the North (True Vect). The type and length of vector can
The navigator may select appropriate sensors to be used in the navigation AIS Active
be set from the status bar.
function and view their current values. If a selected sensor is not producing data, EUROP
the ECDIS indicates that the sensor is not valid. To verify sensor information
BRG 125.2 T
place the cursor on the position field, at the top of the information area and Procedure to Display AIS Target Data RNG 5.4 nm
right mouse click. The select sensors dialogue box will be displayed which will COG 251.3 T
SCG 12.5 Kt
be similar to that shown in illustration 2.2.2b. For further information refer to
y
a) Use the trackball to place the cursor over the desired AIS target CPA 5.2 nm
the manufacturers operators manual Navigation Sensors chapter. and press the thumbwheel. The AIS Target Dialogue window TCPA 16.2 min
BCR nm
will be displayed, similar to the one shown below. BCT >85 min
AIS Target Functions TARGET DIALOG 1 X
5951.283N GPS
op
02452.253E
An input is provided from the AIS junction box, so that AIS targets can be AIS Tracking
displayed on the ECDIS screen. The ECDIS system can store up to 1,000 Call Sign
EUROP
AIS targets in its storage buffer. Whenever the buffer becomes full, the HDG 253.0T
BRG 125.2 T
alarm message 3501 is generated to alert the operator to this fact. As well as RNG 5.4 nm Age 2.2 Draught 5.6m
containing automatic dead reckoning for all AIS targets, the storage buffer also COG 251.3 T Dest. ROTTERDAM
contains calculation of range, bearing, CPA, TCPA. The CPA and TCPA limits SCG 12.5 Kt
CPA 5.2 nm ETA (UTC+2) 12 Nov 14:30
set for dangerous targets are common for ARPA and AIS targets. TCPA 16.2 min Under Way Using Engine
BCR nm
BCT >85 min Length 89 m Width 13 m
The ECDIS can display up to 200 AIS targets within the user defined range.
C
Ref Bow 80 m Port 6 m
The user can select the number to be displayed up to 200; the alarm message
IMO 0
3500 will be generated if there are more than the selected number of targets in
b) To display the vessel call sign in place of the vessel name in the MMSI 7598434
the user defined range.
Target Dialogue box. Place the cursor in the box and press the Cargo Ship Carrying DG, HS
right mouse button, each press of the button alternates between or WP category B
Data sent from the AIS transponder will be dependent on the speed and course
of the tracked AIS target. Use the Help/Info function to display the current vessel name and vessel call sign.
reporting rate of each AIS target. The reporting rates are standardised by IMO For further information regarding AIS functions and using the ECDIS to send
regulations, based on this the ECDIS controls which targets are in tracking, c) If more details are required about the AIS target use the trackball or receive safety messages via the AIS refer to the manufacturers operators
to place the cursor inside the Target Dialogue box and press the
lost or deleted mode.
Procedure to Display AIS Targets

ft left mouse button. The Target Details box will be displayed,
similar to the example shown.
manual AIS Target Functions chapter.
ARPA Display
This optional facility allows for the radar image to be output onto the ECDIS
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a) Roll the thumbwheel to display the Chart Display/Info/Standard display. An exact match of the radar display and the chart are essential. Several
Display menu in the mouse functions area and press the left options are available, ECDIS only, ECDIS and Radar and Radar over chart.
mouse button.
b) If the Tracking page is not displayed click on an arrow tab in the Recording Functions
Chart Display dialogue box to display the Tracking page. Various voyage related information, such as movement and position of own
ship as well as dangerous radar targets are recorded by the ECDIS. Data is
c) Click on the radio button Std or Other of the Symbols item in
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recorded in the following logs:
the AIS Targets window, the AIS targets will be displayed.
Voyage log - records entire voyage from first to last point of a
The maximum number of AIS targets and the maximum range can also be set route
in the AIS Targets dialogue box. Details log - records position, course and speed once a minute
Danger targets log - records ARPA target data
A dangerous AIS target is displayed as a blinking target symbol alternating
between red and green; whereas a lost AIS target is displayed as a blinking Chart usage log - records information of the charts used in the
target symbol alternating between red and dark yellow. display
Alarms log - records system generated alarms For further information regarding the set-up of parameters refer to the
manufacturers operators manual Parameters Setup chapter.
If a printer is attached to the equipment the user may print the contents of any
of the above logs.
Procedure to Activate the Events or Man Overboard (MOB)
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Function
It is possible to log an event or record a man overboard position using the

mouse controls. For either function Event/Info/MOB must be displayed in the
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mouse functions area as described in a) below:
a) Roll the thumbwheel to display Event/Info/MOB in the mouse

functions area.
b) To record an event to the log book press the left mouse button.
It is possible to write a comment for a recorded event. The
comment will only be displayed in the electronic chart area if
Events is selected for display in the Tracking page of the Chart
Display dialogue box.
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c) In the event of a man overboard situation press the right mouse
button which will record the position in the logbook. The
position of the MOB is displayed on the chart as a red mark.
Refer to the manufacturers operators manual Recording Functions chapter for

further details.
Verify Datum
Datum selects different earth models. If the navigator is using both paper
and electronic charts it is important to use the same datum in order to avoid
misalignment between the two systems. Once selected, all numerical latitude/ ft
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longitude position values will use the same datum. To select datum:
a) Use the trackball to place the cursor over the datum indication
in the top right-hand corner of the display.
b) Roll the thumbwheel to select the required datum and then press
the thumbwheel to select it.
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Note: When using ARCS raster chart material, rasterised charts contain some
rasterised position information. These positions, for example the scales at the
edges of ARCS charts, are true only if the native datum of the ARCS chart
has been selected. ARCS charts will normally be used in conjunction with
the matching official paper chart and as such the selected datum will be the
same as the datum of the official paper chart in use.
Illustration 2.2.3a Conning Display
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Menu Selected Column Fixed Column Menu Selected Column
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SET R.O.T 28/min R.O.T 0.0/min NEXT WP 35
SET COURSE 253.6 30 20 10 0 10 20 30
ROUTE 256.6
Track Pilot Information
MODE ROUTE DIST WOP 0.39 nm Route Information
PLAN SPEED 15.2 Kt HDG 016.0 ETA 01:35

ACKN. WARNING
340
350 000 010 020 OFF TRACK R6m
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2485 Route: WP prewarning 330 030
LAT 6007.090N
100
0.0Kt LON 02459.085E
Propeller Information DGPS
50 Position Information
DATUM WGS84
0
RPM
ft 9.9Kt
BOTTOM
LOCAL TIME
DATE
09:49
11 Jan 2006
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m
5m/s 31
WIND m/s
79.3 DEPTH ALARM
TRUE
m 5m m
360 20
20 0.0Kt 40
16 Depth Information
Wind Information 60
12 ACT
80
8
D
100
4 30 20 10 0 10 20 30
hour -8 -4 0 ORD min -20 -10 0
Display in Navigation Mode
2.2.3 Conning display Display Windows Fuel Consumption

Rate of Turn There are three vertical status bars, each bar has been divided into two sections;
Manufacturer: Furuno
where the left side of the bar is indicating fuel consumption as planned, and the
Type: MU 201CE This window displays the numerical rate of turn, with the direction of turn in
right side is indicating the current situation.
the analogue information bar. CALC is displayed if the rate of turn is calculated
by the system. The bars are as follows:
Introduction
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Speed (kt)
Heading Information
The conning display system consists of the conning display module and three Fuel consumption (units per hour)
TFT display screens. Shown in graphical and numerical format.
Fuel consumption (units per nautical mile)
One display is mounted in the wheelhouse and one on each bridge wing.
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Speed Information
The module uses the information received by the ECDIS processor from various Bow speed, longitudinal speed and stern speed can be displayed. True wind Propeller Information
sensors and displays this information as navigational data when required. direction can also be indicated when true wind mode is selected. BOTTOM This window will display graphically the rpm fore and aft. Where variable
indicates the source of speed data. pitch propellers are fitted the pitch is also shown in a similar graph.
Conning Display
Position Window Azimuth Propulsion Window
The display is divided into three columns, the centre column displays fixed
information and the two outer columns display menu selected information. An Source of ships position information is shown, for example DGPS. The parameters are set under installation parameters. This window will display
example of the navigation display is shown in illustration 2.2.3a the RPM digitally, and the direction of thrust graphically.
Local date and time is displayed, the current date and time from the ECDIS.
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There are four different conning display modes, Harbour 1, Harbour 2,
Speedpilot Window
Navigation 1 and Navigation 2. These modes are pre-defined by the installation
parameters. Drift and Radius Window The information displayed here is to assist in optimising performance in
transiting a route:
SET RADIUS displays the current set radius on the trackpilot.
The mode is selected at the ECDIS display: ROUTE: Optimisation type of monitored route.
ACT RADIUS is the current set radius of the turn.
a) Use the thumbwheel to display MENU at the lower right PLAN LEG: Planned speed for current leg (based on plan).
HDG is the current vessel heading.
corner of the screen. SUGGESTED: If optimisation type is timetable, then this
b) Press the left mouse button and select CONNING DISPLAY

from the menu.
Six panels down each side of the display window can be menu controlled to ft DRIFT shows the direction and angle of drift.
COG displays course over ground and source of data.
Route Window
indicates suggested speed to keep to the timetable. For other
optimisation types this is line empty.
SPEED PILOT: Selected mode in speedpilot, alternatives are
OFF, SET and PLAN.
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display information chosen by the navigator depending on vessel operations. ACTUAL: Speed and source of the speed used by speedpilot.
This displays the information when a selected route is being monitored, and
The centre column of the screen is fixed data.
gives information with reference to the approaching waypoint. When NEXT is SET: Set position of handle and set speed of speedpilot during
displayed this refers to information regarding the course to the next waypoint operating mode SET of the speedpilot. The line is empty during
Information which can be displayed may be selected from the following typical
following the approaching waypoint, also included is the required turning other operating modes.
inputs:
radius to turn onto the new course at the approaching waypoint.
PLAN: Set position of handle and set speed of speedpilot during
Position sensors
operation mode PLAN of the speedpilot. The line is empty
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Wind sensors Weather Window during other operating modes.
Gyrocompass This can display North wind or True wind as required. The window will also
Rate of Turn gyro display the weather conditions over the previous 12 hours in graphical form. The last row is reserved for alarm indication. The display shows alarms as
ALnn, where nn is the number of alarm. Conning Display shows the speedpilot
Log Depth Window alarm as self-explanatory text.
Rudder Three alternatives are available, 50m, 100m and 200m depth scale. There is
also displayed graphically, the last 30 minutes of depth information from the A messages window can be used to display alarms where an optional central
Propeller and bow thruster echo sounder and depth alarm limit. alarm unit is connected.
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2.3 Autopilot System
2.3.1 Steering Stand
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2.3.2 Autopilot
2.3.3 Trackpilot
2.3.4 Gyrocompass
2.3.5 Magnetic Compass
2.3.6 Rudder Angle Indicators
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Illustrations
2.3.1a Steering System
2.3.1b Steering Selection
2.3.2a Autopilot Control Panel

ft
2.3.3a Trackpilot Panel
2.3.4a Gyrocompass System

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2.3.4b Gyrocompass Heading Management Panel
2.3.5a Magnetic Compass
2.3.6a Rudder Angle Indicator

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Illustration 2.3.1a Steering System Transmitting

Magnetic Compass
Bridge Console Trackpilot

Steering Stand
Track/ Autopilot No.2 Autopilot No.1 DC
Display and
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NFU Override Auto/ Autopilot
No 4
PWR
ON
No 3
PWR
ON
No 2
PWR
ON
No 1
PWR
ON
Control Panel
Tiller
SPD
SPD AUTO
AUTO 23.5
23.5 kt PWR PWR
Switch
SPD
SPD AUTO
AUTO 23.5
23.5 kt
kt kt PWR PWR
Hand
FAIL FAIL FAIL FAIL
Fibre-Optic Compass No.1/No.2

350 000 010 02
340 0
Annunciator
0 03 ACT ACT ACT ACT
33 0 RUN RUN RUN RUN
0 04
32 0
0
05
ACT ACT ACT ACT

31
0
0
FAIL FAIL FAIL FAIL

1
0
06
9
30
0
0
070
P S
260 270 280 29
080 090 100 110
No 2 No 1
8
2
7
3
250
6 4
0
12
24
5
0
0
13
23
0 14
22 15
0
0 0
21 0 160
170 180 190 20
op
DIMMER
Speed Log
ANGLE ANGLE
35 45 Speed WT
Terminal
SAL
SD1-6
BT
Override Auto
Distance/Direction
Trip
and
Total
Relay Terminal
Press
2 sec
P S
220V AC Power
Unit Unit Course and Rudder Angle Recorder
NFU Unit
24V DC
NFU
FU-2
OFF
FU-1
NFU Alarm Signals

SYSTEM
VDR
C
Alarm Signals
24V DC
Wheelhouse
Steering Gear Room

Junction
Box
440V AC 60Hz 3ph

No.4 Control
Junction
Box
No.2 ft No.3 Control
and Power Box
No.2 Control
and Power Box
Junction
Box
No.1
No.1 Control
and Power Box 440V AC 60Hz 3ph
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and Power Box
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Rudder Rudder Feedback
Rudder Feedback Actuator and Limit Signals
and Limit Signals
No.4 No.3 No.2 No.1

Motor Motor Motor Motor
Unit Unit Unit Unit
Rudder Angle Rudder Angle
Feedback Unit Feedback Unit
2.3 Autopilot System Non-Follow-Up (NFU) Mode The system is composed of the following individual units:
In NFU mode additional controllers are provided on the Steering Stand, Auto steering units No.1 and No.2 (adaptive) PB343
Manufacturer: Yokogawa wheelhouse console and both bridge wings. When moved in one direction the
Auto steering unit, EMRI Trackpilot
Type: PT 500 rudder will continue to move until the command is removed or the rudder limits
reached. If the controller is returned to midships the rudder will remain at this Steering repeater compass
angle. An opposite command has to be applied to bring the rudder back. Annunciator unit PH614
2.3.1 Steering stand
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Mode switch unit PH720
Automatic Mode
Introduction Auto switch unit PH 721
An electronic device produces the rudder command signals to steer the ship.
All steering systems involve sending rudder command signals from the The navigator sets the desired course on the autopilot controls or via the Hand steering unit PB335
op
position where the vessel is navigated to the steering gear compartment, where VMS and the system compares the set course with the actual course from the Terminal unit MPS 103
the machinery for controlling rudder movement is located. These rudder gyrocompass, or occasionally the transmitting magnetic compass. If there is
commands may be manually generated by a pilot/helmsman or electronically Rudder order indicator MHR110
a difference between set and actual courses, a rudder command signal causes
via an automatic pilot. the rudder to move in the correct direction and by an appropriate amount to NFU position selector switch PH 718/727
bring the vessel back on course. Modern autopilots are adaptive in that they can
Autopilot override failure alarm unit
The method of steering the ship is determined by use of the steering mode modify the steering to the changing external forces, such as sea conditions or
selector switch. The modes available to send rudder order signals to the wind as well as the individual characteristics of the ships hull. Tiller override failure alarm unit
steering gear include:
Manual Steering Remote Control Mode Auto Steering Unit (Adaptive) PB343
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Non-follow-up (NFU) mode Remote control of steering from port and starboard bridge wing positions, The adaptive auto steering units are located on bridge control console. It
remote steering control in wheelhouse and control from other navigation incorporates the functions required for auto steering.
Auto/Track mode
systems.
Remote Control
Steering Repeater Compass
The steering repeater compass is located on the steering stand. It receives series
Manual Steering (Follow-Up) System Configuration
signals from the main gyro unit which drives the repeater compass card to
Manual steering is normally carried out only when the vessel is manoeuvring, indicate the course of the vessel. The compass has a vernier card that is read
although it can be used in the event of autopilot failure.
In manual mode the ship is steered by the hand steering wheel located on
the aft of the steering control console. The hand steering control works in
ft An electronic unit sends and receives information to and from the steering
control unit which subsequently sends control signals to the steering gear
compartment.
Inputs and outputs include the following:

in 1/10 degree increments.
Annunciator Unit PH614

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follow-up mode. A gyrocompass repeater and rudder angle indicator are The annunciator unit is located on the BCC (centre) and gives indication of the
fitted to the steering control stand to facilitate manual steering. The magnetic Heading information from dual gyrocompasses operational status of the power supply, steering unit and auto steering unit. It
compass binnacle is also visible to the helmsman in case of failure of both activates an alarm in the event of a failure.
Heading information to course recorder
gyrocompasses. Dimmer controls are fitted to set appropriate lighting levels
to the rudder angle indicator, the magnetic compass display, the handwheel Ship speed from the speed log processor unit
Mode Switch Unit PH720
illumination and red ceiling lights. Rudder orders from the autopilot control panel
The mode switch unit is located on the steering stand and allows the operator
In follow-up mode a steering helm has a midships position and movement in Rudder orders from steering handwheel to select the steering mode. Three modes are available:
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both port and starboard directions. When the helm is moved away from the Rudder orders from NFU tiller TRACK: Steering controlled by an external computer.
midships position a rudder command voltage starts the steering gear causing
Alarm unit for Voyage Data Recorder (VDR) AUTO: Automatic steering.
the rudder to move. As it moves an electrical feedback signal from the rudder
stops any further movement once the desired angle of rudder is reached. If the Steering information to VDR HAND: Manual steering.
helm is left in this position the rudder will remain at that angle. If the helm
Rate of Turn from ROT gyrocompass
is now moved to another position, the rudder will follow this command and
Signals to the BWMA Auto Switch Unit PH721
take up a new position. For example, if the helm were returned to midships,
the rudder would return to midships. This system can only work when rudder This unit is located on bridge control console and provides selection between
feedback signals are available. steering units.
Illustration 2.3.1a Steering System Transmitting

Magnetic Compass
Bridge Console Trackpilot

Steering Stand
Track/ Autopilot No.2 Autopilot No.1 DC
Display and
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NFU Override Auto/ Autopilot
No 4
PWR
ON
No 3
PWR
ON
No 2
PWR
ON
No 1
PWR
ON
Control Panel
Tiller
SPD
SPD AUTO
AUTO 23.5
23.5 kt PWR PWR
Switch
SPD
SPD AUTO
AUTO 23.5
23.5 kt
kt kt PWR PWR
Hand
FAIL FAIL FAIL FAIL
Fibre-Optic Compass No.1/No.2

350 000 010 02
340 0
Annunciator
0 03 ACT ACT ACT ACT
33 0 RUN RUN RUN RUN
0 04
32 0
0
05
ACT ACT ACT ACT

31
0
0
FAIL FAIL FAIL FAIL

1
0
06
9
30
0
0
070
P S
260 270 280 29
080 090 100 110
No 2 No 1
8
2
7
3
250
6 4
0
12
24
5
0
0
13
23
0 14
22 15
0
0 0
21 0 160
170 180 190 20
op
DIMMER
Speed Log
ANGLE ANGLE
35 45 Speed WT
Terminal
SAL
SD1-6
BT
Override Auto
Distance/Direction
Trip
and
Total
Relay Terminal
Press
2 sec
P S
220V AC Power
Unit Unit Course and Rudder Angle Recorder
NFU Unit
24V DC
NFU
FU-2
OFF
FU-1
NFU Alarm Signals

SYSTEM
VDR
C
Alarm Signals
24V DC
Wheelhouse
Steering Gear Room

Junction
Box
440V AC 60Hz 3ph

No.4 Control
Junction
Box
No.2 ft No.3 Control
and Power Box
No.2 Control
and Power Box
Junction
Box
No.1
No.1 Control
and Power Box 440V AC 60Hz 3ph
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and Power Box
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Rudder Rudder Feedback
Rudder Feedback Actuator and Limit Signals
and Limit Signals
No.4 No.3 No.2 No.1

Motor Motor Motor Motor
Unit Unit Unit Unit
Rudder Angle Rudder Angle
Feedback Unit Feedback Unit
NFU Switch Unit PH718 Steering Procedures Illustration 2.3.1b Steering Selection
The NFU switch unit is located on the steering stand and consists of a non-
follow-up steering lever. Selection of the steering mode TRACK, AUTO or HAND is carried out from AUTO HAND
the bridge control console. TRACK
Hand Steering Unit PB335

Operation Centre
The hand steering unit is located on the steering stand and consists of a steering Console
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handle, steering angle indicator, dimmer and steering angle indicator lamps.
Before proceeding with any of the operations below, confirm that the steering
The steering angle indicator displays the rudder angle specified by the steering
gear power unit required has already been started. MODE
handle in hand steering mode. The steering indicator lamps shows the direction
of the actuator operation.
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Procedure to Select Hand Steering
Terminal Unit PN026 a) At the steering stand confirm that the helm indicator reads
zero. If necessary turn the hand steering wheel until the helm
The terminal unit provides input/output repeating and switching between the
indicator reads zero. P S
auto steering unit, hand steering unit, switch unit, annunciator unit, steering
repeater unit, control and power box and other external equipment.
b) Turn the mode selection switch on the bridge console to the
HAND position.
NFU Position Selector Switch
c) Turn the system selection switch to the FU-1 (No.1 system) or
C
The NFU position selector switch is located on the steering stand and allows
to the FU-2 (No.2 system) position.
the operator to place control of the NFU steering on the port or starboard bridge NFU
Steering
wing or at the steering stand. Stand
d) Hand steering from the hand steering wheel is now available.
OFF
FU-2 FU-1
Procedure to Select Automatic Steering
NFU NFU
a) At the steering stand set the ships course to the desired course
using the steering wheel, for example; 030.
ft b) At the bridge console autopilot unit set the required course (ie,
c)
030) on the automatic steering unit.
Turn the mode selection switch to the AUTO position.

SYSTEM
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d) Press the ENTER key on the automatic steering unit.
e) Automatic steering is now available.
Procedure to Select Non-Follow-Up (NFU) Steering

D
a) At the steering stand turn the system selection switch to the
either of the NFU positions.
b) Turn the position selection switch to the HAND position.
c) Non-follow-up steering is now available using the NFU steering

lever on the steering stand.
Illustration 2.3.2a Autopilot Control Panel
1 GYRO
SPD
SPD AUTO
AUTO 23.5
23.5 kt
kt
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16 oo
AUX
2
COMPASS
15
op
17
3 ALARM 12 14 H/S
C
4 RATE 7 RUDDER 9 ADJUST 11 ENTER
+
A F
RADIUS LIMIT
13
5 SPEED 6
OFF CRS
8
OPERATION
10
DRAFT -
ALARM MODE MODE
Key
1. Gyrocompass selection key.
2. Auxiliary compass selection key. ft

8. Selects the mode of operation as follows:
ECONOMY for automatic steering with emphasis

Middle - middle mode (55 - 80% of the
designed load condition.)
15. The course can be set by pressing and turning the dial
together so that one dial rotation alters the set course
by 25. Turning the dial clockwise increases the set course
angle, and anti-clockwise decreases the angle. Pressing
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on fuel saving steering during open water passages. Ballast - ballast mode (less than 55% and turning the dial together with the enter key pressed
3. Acknowledges active alarms. of the designed load condition.) permits updating of the set course to tenths of a degree.
PRECISION 1 selected during rough weather and
4. Course change control mode selection key. yawing becomes excessive in ECONOMY mode 11. Used to define set items and values. 16. The data display, displays various set data and alarm factors,
during open water passages. calculations of hull parameters. The display of results together
5. Selects the speed input between automatic and 12. Press the right arrow key to increase the set with other operations are provided by the operation of 16 key
manual. PRECISION 2 for automatic steering with emphasis course angle or press the left arrow key to switches and the course setting dial. The rudder angle and rate
on course keeping in busy shipping lanes or in areas decrease the set course angle. Press the left of turn can be displayed in a bar graph on the display screen.
6. Sets the deviation angle to detect an off-course of restricted navigation. and right arrow keys simultaneously to increase
alarm. (Note: The off-course alarm will be disabled the number before the decimal point by one. 17. Displays the current set course in 360 notation to tenths of a
D
if the auxiliary compass is not connected.) 9. Used to set the dimmer contrast, pilot control degree.
and hull parameter. 13. Allows switching of items and adjustments of set
7. Allows the rudder angle to be set within adjustable values up or down.
parameters. When the set rudder limit is reached 10. Selects the mode depending on the vessel's
'<-LIMIT' or 'LIMIT->' appears on the data display. loaded condition as follows: 14. The heading entered by pressing this key is read
as the set course.
Full - full load mode (80 - 100% of the
designed load condition.)
2.3.2 Autopilot Off-Course ALARM (Adaptive and Track) Left and Right Arrow Keys
Sets the deviation angle to detect an off-course alarm. Pressing the right arrow key increases the set course angle, while pressing the
Manufacturer: Yokogawa left arrow key decreases the set course angle. Press the right and left arrow keys
Model: PT500A Autopilot Note: The off-course alarm will be disabled if the auxiliary compass is not simultaneously to increase the number before the decimal point by one.
connected.
The Yokogawa PT500A adaptive autopilot is a digitally controlled automatic H/S
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steering unit which has autopilot, hand and non-follow-up steering Operation Mode
capabilities. The heading entered by pressing this key is read as the set course.
Selects the mode of operation as follows:
Auto Steering Unit (Adaptive) PB343 ECONOMY for automatic steering with emphasis on fuel Heading Display
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saving steering during open water passages Displays the current set course in 360 notation to tenths of a degree.
The adaptive auto steering unit is located on the bridge control console; it
incorporates the functions required for auto steering. Adaptive or track steering PRECISION 1 during rough weather when yawing is excessive
is selected via the auto unit selector switch located on the bridge console. in ECONOMY mode during open water passages Rate Radius
When adaptive steering is selected, the rudder limitation function is activated PRECISION 2 for automatic steering with emphasis on course Used to select the automatic course change control mode.
via a relay in the adaptive auto steering unit. The minimum speed is set by the keeping in restricted navigation
operator. If the minimum speed set by the operator is equalled or surpassed, or
an astern movement is ordered, the maximum rudder angle available is 35. Note: Not all of the functions described above are available on the vessels
Draft Mode system.
Selects the mode depending on the vessels loaded condition as follows:
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Auto Steering Unit (Track)
FULL Full load mode (80 - 100% of the designed load Operating Procedures
The track auto steering unit is located on bridge control console. It incorporates
condition)
the functions required for auto steering. Adaptive or track steering is selected
a) Switch on the control and power box power supply.
via the auto unit selector switch located on the bridge console. When track MIDDLE Middle mode (55 - 80% of the designed load
steering is selected, the rudder limitation function is activated via a relay in the condition)
b) Ensure that the test mode switch of the control and power box
track auto steering unit. The maximum rudder angle available is 35. BALLAST Ballast mode (less than 55% of the designed are set to normal.
load condition)
Data Display c) Ensure that the annunciator units Nos.1, 2, 3 and 4 PWR ON
The display of various set data and alarm factors, calculations of hull parameters
and the display of results together with other operations are provided by the
operation of 16 key switches and course setting dials. The rudder angle and rate
of turn can be displayed in a bar graph on the display screen. ft Speed
Selects the speed input between automatic and manual input.
Adjust
lamps are illuminated.
d) Ensure that the steering repeater compass is aligned with the

main gyrocompass.
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Used to set the dimmer contrast, pilot control and hull parameter. e) Select HAND on the mode switch.
Gyro
Selects the gyrocompass in use. Arrow up+ and Arrow down- f) Place the steering handwheel in the MIDSHIPS position.
Allows switching of items and adjustment of set values. g) Select FU-1 or FU-2 on the system switch. The caution alarm
Aux Compass and data display of the auto steering unit displays PROGRAM
Selects the auxiliary compass in use. Enter START SOFTWARE VAR.
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Used to define set items and values.
h) Press the buzzer STOP button on the annunciator unit.
Alarm
Course Setting Dial
Acknowledges any alarm occurring. i) Press the ALARM button on the auto steering unit. The display
The course can be set by pressing and turning the dial together so that one dial changes to normal indication allowing auto steering to be
rotation alters the set course by 25; turning the dial clockwise increases the set operated and the ships speed and heading are displayed.
Rudder Limit
course angle, and anti-clockwise decreases the angle. Pressing and turning the
Allows the rudder to be set within adjustable parameters. When the set rudder dial together with the ENTER key pressed permits updating of the set course
limit is reached <- LIMIT or LIMIT -> appears on the data display. to tenths of a degree.
Hand Steering b) Turn the mode switch to the AUTO position. The auto steering Safety Functions for Automatic Steering
unit performs auto steering to maintain the current course.
Rudder Limit
Turn the mode switch to the HAND position at any time to activate follow-up
steering using the hand steering wheel. c) Press the ENTER key to ensure that the course preset is defined The rudder limitation function of the PT500 autopilot bypasses the limit switch
as the new set course. in the feedback unit when the vessels speed falls below a minimum preset
value, extending the maximum rudder angle from 35 to 45.
Auto Steering
Course Change During Automatic Steering
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Defining the Operation Mode When adaptive steering is selected, the rudder limitation function is activated
The course can be altered during automatic steering by pressing the course via a relay in the adaptive auto steering unit. The minimum speed is set by the
a) Press the OPERATION MODE key. OP'N= aaaaaa is displayed setting dial, or the course setting key. Automatic course change will then occur operator.
(aaaaaa is the current operation mode). If the displayed operation according to the new set course.
mode is the required mode press the OPERATION MODE key
op
When track steering is selected, the rudder limitation function is activated via
to return to the normal display. If not continue to step b). Three modes are available for automatic course change control as follows: a relay in the track auto steering unit. The minimum speed is automatically set
Automatic course change function to minimise the course to 7 knots.
b) To change the operation mode press the ENTER key. OP'N<
aaaaaa displays the current operation mode. change time. This selection would normally be used during deep
sea navigation. Course Deviation Alarm Cancel
c) Use the up and down arrow keys to select the operation mode Constant rate of turn course change function effectively used When a course change of more than 1 is specified the alarm action is cancelled.
required. in the narrow channel. Hull length and speed are used as The alarm returns to the normal position if a course deviation of less than 3
parameters for control. continues for more than 30 seconds.
d) Press the ENTER key to confirm the entry. Press the OPERATION
C
Constant radius course change. Automatic course change to
MODE key to return to the normal display.
keep a constant turning radius when changing course. Ships Integral Action Limitation
speed is used as a parameter for the control.
Defining the Draft Mode When the course change command is less than 10 the previous integral
amount is retained. When the course change command is 10 or more the
a) Press the DRAFT MODE key. DRAFT= aaaaaa is displayed Course change mode is selected by pressing the Rate Radius key.
previous integral amount is reset to zero.
(aaaaaa is the current draft mode). If the current draft mode is
the required mode press the DRAFT MODE key to return to the Non-Follow-Up Steering
normal display. If not continue to step b). Manoeuvring for Reading Ship Parameters
b) Press the ENTER key. DRAFT< aaaaaa displays the current
c)
draft mode.
Use the up and down arrow keys select the operation mode ft
Setting the system switch to the NFU position on the steering stand, selects
non-follow-up steering. The lever is equipped with a self-return spring, when
released the lever returns to the neutral position. As long as the lever is held
over, the rudder will turn in the same direction.
The initial set values for the adaptive control parameters are factory set. Hull
movement parameters are set by manoeuvring for reading ship parameters in
the automatic steering mode, and optimum adaptive control is carried out.
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required. Note: For reading ship parameters, the ship should be manoeuvred in an area
less affected by disturbances such as tidal flow and with less than wind force
d) Press the ENTER key to confirm the entry. Press the DRAFT 3. The draft mode should be full load condition.
Preparation
Procedure to Set the Course
a) Maintain a constant ships speed.
D
a) There are three ways to input a new course value:
Press and turn the course setting dial until the desired course b) Press the RATE RADIUS key to select the course change
setting is reached. control mode and select the constant rate of turn course change
control. Set the rate of turn to 5 per minute.
Use the right and left arrow keys to set the desired course.
Press the H/S key to transfer the current gyro heading into c) Press the ADJUST key to select the parameter update computation
the set course display. (ADJUST MODE 8) and set ENABLE.
Manoeuvring for Parameter Reading Rudder Angle Limits Procedure to Set the Operation Mode
Repeat course changes of 20 or more to port, then starboard. The parameter a) Press the RUDDER LIMIT key. RUDDER LIMIT = xx is
update computation is completed 10 to 15 minutes after the manoeuvre displayed. If this setting is satisfactory press the RUDDER a) Press the OPERATION MODE key. OPN = aaaaaa displays
is commenced. During the parameter reading the data display 2 will read LIMIT key to return to the normal display. the current setting. If this is the desired mode press the
IDENTIFICATION UPDATE X. OPERATION MODE key again to return to the normal
b) Press the ENTER key. RUDDER LIMIT < xx displays the display.
When the parameter update computation is completed press the up or down current rudder limit value setting.
y
arrow key and the updated selection parameters are displayed. TV, KV, S/SU b) Press the ENTER key. OPN < aaaaaa displays the current
appear each time the up or down arrow key are pressed. Press the up or down c) Use the up and down arrow keys to select the desired rudder setting.
arrow key until UPDATE X is displayed, then press the ENTER key to limit value.
display DISABLE. Press the ADJUST key to complete the operation. c) Use the up or down arrow keys to select the desired operation
op
d) Press the ENTER key to confirm the entry. Press the RUDDER mode.
LIMIT key to return to the normal display.
Display Settings d) Press the ENTER key to confirm the entry. Press the OPERATION
Dimmer and Contrast Control MODE key to return to the normal display.
Procedure to Set the Off-Course Alarm
a) Press the ADJUST key. ADJUST MODE 1 DIMMER/
CONTRAST is displayed. Procedure to Set the Draft Mode
Note: The off-course alarm is disabled if the auxiliary compass is not
connected.
b) Press the ENTER key. DIMMER/CONTRAST DIMMER=xx a) Press the DRAFT MODE key. DRAFT = aaaaaa displays the
current setting. If this mode is the required mode then press the
C
displays the current brightness setting. If the autopilot is connected with the magnetic compass signal as an auxiliary
DRAFT MODE key again to return to the normal display. If not
compass, an off-course alarm can be detected by the magnetic compass
c) Press the ENTER key. DIMMER/CONTRAST DIMMER<xx continue to b).
heading during automatic steering. The magnetic compass detects whether the
displays the current brightness setting. gyrocompass is faulty or if the ship is not steering the set course and an alarm
b) Press the ENTER key. DRAFT < aaaaaa displays the current
is sounded to alert the operator. The limit angle and time delay can be set for
d) Use the up or down arrow keys to select the desired brightness setting.
this off-course alarm as follows:
setting.
c) Use the up or down arrow keys to select the desired draft
a) Press the OFF CRS ALARM key. OFF CRS ALARM LIMIT
e) Press the ENTER key to confirm the new setting. mode.
f) Use the up or down arrow keys to select the display DIMMER/

CONTRAST CONTRAST=xx displays the current contrast
setting. ft ANGLE = xx displays the current setting.
b) Press the ENTER key. OFF CRS ALARM LIMIT ANGLE <
xx displays the current setting.
d) Press the ENTER key to confirm the entry. Press the DRAFT
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c) Use the up and down arrow key to select the desired off-course Procedure to Set the Ships Speed Manually
g) Press the ENTER key. DIMMER/CONTRAST CONTRAST<xx alarm limit.
displays the current contrast setting.
The ships speed can be input automatically or manually as required. To set the
d) Press the ENTER key to confirm the entry. speed manually:
h) Use the up or down arrow keys to select the desired contrast
setting. e) Press the up or down arrow key. OFF CRS ALARM TIME = a) Press the SPEED key. SPD = aaaa=xx.xkt displays the current
xxx s displays the current setting. setting (aaaa is the input type AUTO or MAN). Use the up or
i) Press the ENTER key to confirm the new setting. Press the
D
down arrow key to switch from AUTO to MAN if necessary.
ADJUST key to return to the normal display. f) Press the ENTER key. OFF CRS ALARM TIME < xxx s
displays the current setting. b) Press the ENTER key. SPD <MAN=xx.xkt displays the
current speed input in use and the setting in knots.
g) Use the up and down arrow keys to select the required off-
course time delay. c) Use the up or down arrow keys to adjust the manual speed to the
desired setting.
h) Press the ENTER key to confirm the entry. Press the OFF
COURSE ALARM key to return to the normal display.
d) Press the ENTER key to confirm the entry. Press the SPEED key g) Use the up or down arrow keys to select the display CRS
to return to the normal display. DEVN ALARM TIME = xxs displays the current course
deviation time setting.
Procedure to Set the Course Control Mode h) Press the ENTER key. CRS DEV'N ALARM TIME< xxs
displays the current course deviation time setting.
a) Press the RATE RADIUS key. COURSE CHANGE = aaaaaa
y
displays the current setting. i) Use the up or down arrow keys to select the desired time delay
setting.
b) Press the ENTER key. COURSE CHANGE < aaaaaa displays
the current setting. j) Press the ENTER key to confirm the new setting. Press the
op
ADJUST key to return to the normal menu.
c) Use the up or down arrow key to select the desired course
change control mode.
Procedure to Set the Heading Monitor
d) Press the ENTER key.
CONTRAST is displayed.
If course change mode P-D is selected COURSE CHANGE =
aaaaaa displays the current setting.
b) Use the up or down arrow keys to select the display ADJUST
If course change mode RATE-M is selected RATE<xx/min MODE 3 HEADING MONITOR.
C
displays the current setting. To adjust the rate of turn use the up
or down arrow key. Press ENTER to confirm the entry. c) Press the ENTER key. HEADING MONITOR LIMIT ANGLE
If course change mode RATE-T is selected RATE<xx/t = xx displays the current heading limit setting.
displays the current setting. To adjust the rate of turn use the up
or down arrow key. Press ENTER to confirm the entry. d) Press the ENTER key. HEADING MONITOR LIMIT ANGLE
< xx displays the current heading limit setting.
If course change mode RADIUS is selected RADIUS< xx nm
displays the current setting. To adjust the turning radius use the e) Use the up or down arrow keys to select the desired setting.
up or down arrow key. Press ENTER to confirm the entry.
Procedure to Set the Course Deviation Alarm

ftf) Press the ENTER key to confirm the new setting.
g) Use the up or down arrow keys to select the display HEADING

MONITOR TIME= xxs. The current deviation time setting.
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CONTRAST is displayed.
h) Press the ENTER key. HEADING MONITOR TIME< xxs
b) Use the up or down arrow keys to select the ADJUST MODE displays the current course deviation time setting.
2 CRS DEV'N ALARM display.
i) Use the up or down arrow keys to select the desired time delay
c) Press the ENTER key. CRS DEV'N ALARM LIMIT ANGLE setting.
= xx displays the current course deviation alarm setting.
D
j) Press the ENTER key to confirm the new setting. Press the
d) Press the ENTER key. CRS DEV'N ALARM LIMIT ANGLE ADJUST key to return to the normal display.
< xx displays the current course deviation alarm setting.
e) Use the up or down arrow keys to select the desired alarm

setting.
f) Press the ENTER key to confirm the new setting.
Illustration 2.3.3a Trackpilot Panel
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ALARM GYRO
LIGHT
op
Press to Silence Alarm Buzzer MEDIUM Loading Condition Selection Group
RESET
LOADED
MANUAL
ECONOMY
SPEED
MEDIUM Steering Performance Selection Group
Gyro Heading and ROT Display
FUNC. OFF COURSE ON LIMIT PRECISE
SET HEADING
SETUP
Heading to Steer Display
C
ROUTE
TRACK
Dimmer and Operator Controls Steering Mode Indication Group
TURN
RUDD. LIMIT DEG. SPEED KN.
HEADING
RAD. ROT. READY

Switched Display Radius or Rudder Limit Switched Display Speed or ROT
N.M. /MIN
Press to Plan a Heading Change
ft
PROGRAM
HEADING
CHANGE
AUTO LIMIT
INCREASE
SPEED WARN GO
TO
WAYPOINT
Press to Select Go To Waypoint
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GO Press to Select Go To Track
Press to Select Radius Control RADIUS
TO
CONTROL PORT STBD TRACK
Radius and Heading Set Joystick
START ACKN PROGRAM

HEADING
Press to Select Heading Control CONTROL HEADING WARNING TRACK Press to Plan Program Track Turn
CHANGE TURN
DECREASE
D
FAP-2000 AUTOPILOT
2.3.3 TRACKPILOT Program Heading Change Pushbutton Immediate Heading Change When in Heading Control, Radius Control or
Program Track Modes
Selects preprogrammed heading changes.
Manufacturer: Furuno a) Move the joystick tiller to the left to move to port or to the
right to move to starboard until the desired SET HEADING is
Type: FAP-2000 Condition Indicator
displayed. This may be adjusted 180 left or right of the gyro
Indicates loading conditions. heading.
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Introduction Performance Indicator b) The vessel will immediately start to alter course.
The trackpilot control panel is located on the bridge control console. Illustration Indicates whether ECONOMY, MEDIUM or PRECISE modes are selected.
Program Heading Changes
2.3.3a refers and shows all controls and displays available to the operator.
op
Status Indicator a) Press the PROGRAM HEADING CHANGE pushbutton.
Gyro Display Indicates mode selected and readiness. b) Move the joystick tiller to the left to move to port or to the
This gives a continuous indication of the vessels gyro heading. A bar graph right to move to starboard until the desired SET HEADING is
underneath the digital heading read-out gives an impression of rate of turn. Alarm Reset Pushbutton displayed. This may be adjusted up to 240 left or right of the
gyro heading.
Flashes to indicate an alarm. When pressed it cancels the audible alarm
Set Heading Display buzzer.
c) Press the START HEADING CHANGE pushbutton which will
This shows the desired (set) heading whenever an order to move to port or have started to flash. The ship will now start to alter course.
C
starboard is received. This display also indicates an off-course alarm, turn side Special Function Key
(port or starboard) and rudder ON LIMIT indication.
Allows selection of the following: To Cancel a Pending Programmed Heading Change
Rudder Limit Display Manual speed selection and set-up a) Press PROGRAMME HEADING CHANGE again, or press
HEADING CONTROL or press RADIUS CONTROL. Any
This is the maximum angle of rudder that will be applied irrespective of Panel dimmer
of these actions will restore the immediate heading change
alteration of course applied. The rudder limit can be set by the operator in the Auto by speed rudder limit function facility.
range of 5 to 30. This display also indicates radius set point when in radius
Performance set-up
control mode. AUTO LIMIT indicates selection of automatic speed dependent
rudder limit function.
Speed Display
ft Condition set-up
Operating Procedures
Manual Speed Selection
a) Press the MANUAL SPEED pushbutton if there is no input
from the speed log. To adjust manual speed value go to FUNC
SETUP.
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This indicates vessel speed normally from the speed log electronic processor. Mode Selection
However, manual speed can be input if required. A speed warning indicator
a) Use the mode selector switch on the BCC to ensure AUTO Special Function Selection
shows in the case of log failure or low speeds. When in radius control mode
mode is selected. READY will show in the status indicator.
this display indicates rate of turn in degrees and minutes. a) Press the FUNC SETUP pushbutton.
b) Operate one of the five take-over pushbuttons to select the
Joystick Tiller Control b) Use up/down arrows to select one of the following functions:
required control mode from the following:
This is a four position control. In the up/down positions the operator can change MANUAL SPEED adjust
Heading Control
D
radius or rudder limit settings. In the left/right positions heading changes may AUTO LIMIT ON/OFF
Radius Control
be made to port or starboard respectively.
CONDITION (light, medium or loaded) selection
Program Track
PERFORMANCE (economy, medium or precise) selection
Control Mode Pushbuttons Go to Track
Five different operating modes can be selected: Go to Waypoint
Rudder Limit Functions
Local modes - Heading control or Radius control. The rudder limit can be set manually or can be automatically selected according
Computer assisted modes - Program Track, Go to Track or Go to Waypoint. to the ships speed.
Manual Rudder Limit Go to Waypoint Control Alarms

a) Operate the joystick tiller control in the up or down directions to a) Press the GO TO WAYPOINT button. Off-Course Alarm
increase or decrease the rudder limit values. A minimum value
The audible alarm may be cancelled by pressing the RESET button. The
of 5 and a maximum value of 30 can be selected. b) Use the joystick tiller to set the radius.
ALARM light will remain illuminated whilst the alarm condition is present.
c) The autopilot will steer between waypoints and will prevent the
Automatic Rudder Limit The off-course alarm will give a visual and audible alert when:
vessel from drifting away from the planned route.
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a) Select AUTO LIMIT ON via the FUNC SET procedure listed The difference between the set course and the gyro heading is
above. d) During turns the vessel will drift away from the planned greater than a preset value, typically set at 10.
designed turn displayed on the ECDIS display. The heading of the vessel cannot follow the rate of turn of the
b) The rudder limit will automatically increase with decreasing
op
tangent to the curve when in RADIUS MODE, because the
speed and vice versa. e) This facility can be used only when a good position source is rudder is on its limit for too long.
available such as DGPS.
c) If the joystick tiller is adjusted up or down, the system will
revert to manual rudder limit. Speed Alarm
Go to Track Mode
The speed alarm will be activated when:
a) Press the GO TO TRACK button.
Radius of Turn Adjustment The speed goes below 20% of the maximum cruising speed
a) Select RADIUS mode. b) Use the joystick tiller to set the radius. The speed goes 120% above the maximum cruising speed
C
b) Use the joystick tiller control in the up or down directions to c) The autopilot will try to prevent the ship from drifting away
increase or decrease the radius of turn value in 0.1nm steps with from the planned route between waypoints and turns. System Alarm
a maximum of 9.9nm. Any system failures detected will be displayed in the GYRO heading display.
d) This facility can be used only when a good position source is In case of a failure inside a control panel the GYRO display will show ERR
c) The equivalent RATE OF TURN value is shown in ROT display available such as DGPS. and a specific error number will be displayed in the SET HEADING display.
in /min. Values above 99/min are shown as HI. Chapter 3 of the operators manual gives details of these error codes.
Programme Track Mode
Condition Set-Up WARNING
a) Select CONDITION via the FUNC SETUP procedure.
b) Select one of three settings according to loading conditions.

fta) Press the PROGRAM TRACK pushbutton.
b) Use the joystick tiller control to set a new heading to steer and
radius.
If a system warning is displayed, select either HAND WHEEL or NFU
mode on the bridge control console and steer the ship manually.
Pre-Sailing Autopilot Checks

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c) Use the LOADED condition in shallow waters if the autopilot c) Press the START HEADING CHANGE button.
performance is affected.
a) Ensure at that two steering gear pumps are operating.
d) The autopilot tries to prevent the vessel from drifting off the
Performance Set-Up planned, designed turn, which is displayed on the radar/ECDIS b) Select HEADING CONTROL.
screen.
a) Select PERFORMANCE via the FUNC SET UP procedure.
c) If no speed signal is present, the alarm will sound. Press the
e) When the turn is completed, the vessel will continue track RESET button to silence the alarm.
b) Select one of the three settings from ECONOMY or MEDIUM
D
steering on the next leg.
for relaxed control to save fuel by reducing rudder orders, or
d) Press MANUAL SPEED and FUNC SETUP.
PRECISE during manoeuvring and when in confined waters.
e) Press the Up or Down keys to set a normal sailing speed.
f) Operate the joystick tiller up or down to indicate a rudder limit

of 10.
g) Operate the joystick tiller to the left to order a HEADING TO

STEER value 20 below GYRO heading.
h) Check that the rudder moves 10 to port.
i) Operate the joystick to the right to order a HEADING TO

STEER value 20 above GYRO heading.
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j) Check that the rudder moves 10 to starboard.
Normally the rudder should follow to within 1 error from the 10 order. If the
op
value exceeds 2 then something is wrong either in the autopilot, the steering
gear or the rudder angle indicator system. Have these systems checked out.
When the checks have been completed:
a) Press the MANUAL SPEED button to return the speed to log

input.
b) Select HANDWHEEL on the bridge control console mode
C
selector switch, and check that the HEADING TO STEER value
returns to the gyro heading.
ft
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D
Illustration 2.3.4.a Gyrocompass System

Starboard Bridge Wing
Wheelhouse Overhead Panel ROT Indicator
Port Bridge Wing 0
ROT Indicator
10 10
Port 10
0
10 Universal 20 20
Starboard
HDG / G Bridge Wing
Bridge Wing 20 20
287.4 Digital 30
PORT
RATE OF TURN
STBD
30
Bearing Bearing
0
10 10 30
PORT STBD
30
Repeater
Bearing Repeater
RATE OF TURN
Transmitting Repeater
Repeater
20 20
y
30
STBD
30
Wheelhouse Front Magnetic Compass

ROT
PORT
RATE OF TURN
Bearing
op
DIMMER
Bridge Console
DIMMER
Dimmer
DIMMER
DIMMER
DIMMER
Dimmer Dimmer Dimmer

Dimmer Console
Repeater
350 360 010 020
0 340 03
0
33 04
0 0
32
05
31
0
0
1
06
9
30
0
260 270 280 290
070
080 090 100 110
8
2
7
3
250
6 4
12
24
5
0
13
0
23
0
0 14
22 0
0 15
21 0
160
170 180 190 200
Track Control
IL
LU
MINATIO
N VDR
Dimmer
C
AIS Chart Table
MINATIO
Printer
LU N
IL
Dimmer BWMA
INS
INS
Compass Monitor
Navigation Locker
Sperry Marine
Sperry Marine
ACK MENU
NAVTWIN IV
DIM
-
DIM
+
NAVTWIN IV
Control Units
ft 24V DC
Autopilot
Sperry Marine
FOG
MK1
1
MK1
2
FLUX
GATE
352.8
352.5
352.5
355.4
DISPLAY DATA
DATE
18.01.06
TIME
11:12
MONITOR
HDG OFF
10
FOG
FLUXGATE
ALARM
NO ACTIVE
ALARM
Heading Management System
OFF HDG
10
SET: MAN
352.6
ACK
ENTER
MENU
NAVTWIN IV
DIM
-
DIM
+
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ACK MENU DIM DIM
- +
Switchover
Unit
Fibre-Optic 24V DC
Compass No.1
Steering Gear Room
Sat System
HDG / G
Interface DGPS 287.4
D
LOG
Alarms
Fibre-Optic 24V DC
Compass No.2
HDG / G
287.4
X-Band Radar
Interface DGPS
LOG S-Band Radar
2.3.4 gyrocompass The two gyrocompasses and the magnetic compass provide individual inputs to
the compass monitor unit which also houses the gyro control and display unit.
Manufacturer: Sperry Marine Systems The monitoring and controlling of all compass parameters can be performed
Type: NAVIGAT 2100 through this unit.
Introduction Design and Main Features
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Two identical heading sensor systems are provided in the navigation locker. The NAVIGAT 2100 gyrocompass is a microprocessor controlled system
Heading information from the sensors is fed to the following equipment: incorporating a fibre-optic gyrocompass.
Port and starboard bearing repeaters The fibre-optic compass is a complete solid-state design with no rotating or
op
Two steering gear repeaters other moving parts. It has very high reliability (MTBF) and no maintenance
requirements during its service life.
Wheelhouse bearing repeater
Rate of Turn indicator A fibre-optic coil is used as a very sensitive rate sensor which is capable of
measuring the speed of rotation of the earth.
Steering repeater visible from steering position
Wheelhouse repeater A combination of three such fibre-optic coils (x, y and z axis sensors) and a
Course printer dual-axis electronic level sensor is able to determine the direction of true north.
From the three rate of turn signals and the information from the electronic level
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S-band radar sensor a complex Kalman filter computes the direction of the rotation of the
X-band radar earth from which geographical north is derived.
Inmarsat terminal The fibre-optic compass is attached directly to the vessel, eliminating the use
Automatic Identification System (AIS) of a gimbal system. This arrangement supplies heading information and also
roll, pitch and rate of turn about all three axes.
Voyage Data Recorder (VDR)
The two navigation stations The fibre-optic compass has an extremely short settling time of only 30
The automatic pilot steering stand
The gyro system is also connected with the following external equipment:
GPS navigator (vessel position) ft minutes.
In addition to the sensor unit, the system comprises a control and display unit,
and an interface and power supply unit. Analogue and digital display units
and other peripheral equipment are supplied with output data through serial
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Speed log (vessel speed at 200 pulses per nautical mile) interfaces.
Two rudder angle units
NAVITWIN IV Heading Management System
Bridge Alarm System
The system continuously monitors and displays the data from up to three
In the event of failure of both heading sources, a transmitting magnetic compass true heading sources and one magnetic compass on a colour LCD display. It
provides course information to the system via a flux gate. monitors the difference between any two of the displayed headings and actuates
D
an audible and visible alarm if the difference between the two exceeds a preset
The compass units are normally powered from the ships 220V DC supply but threshold. NAVITWIN IV also provides automatic correction of magnetic
have an emergency 24V DC supply in the event of a mains supply failure. deviation and variation.
Illustration 2.3.4b Gyrocompass Heading Management Panel
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op
Sperry Marine NAVITWIN IV
DISPLAY DATA
FOG 352.8 DATE
18.01.06
TIME
C
MK1
1 352.5 11:12
MONITOR
ENTER
HDG OFF OFF HDG
352.5
MK1 10 10
FOG SET: MAN
2
FLUXGATE 352.6
ALARM
FLUX
GATE 355.4 NO ACTIVE ACK MENU DIM DIM
ft ALARM
Heading Management System
- +
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D
2.3.5 Magnetic Compass Fluxgate

An electrical signal can be produced from the magnetic compass fluxgate for
Manufacturer: Plath use by the navigation system.
Type: Navipol Jupiter
The angular position of the DC magnetic field in the card of a magnetic
compass can be scanned and converted into an electronic signal. This produces
General Description a 3-phase reference signal similar to a synchro signal. This sonde can be fitted
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to the cover or the bottom glass disk of the magnetic compass.
The Navipol 1 aluminium compass binnacle is located above the navigation
deck. It incorporates a Navipol periscope assembly designed to accept the Illustration 2.3.5a Magnetic Compass
Jupiter magnetic compass which provides magnetic heading information to the
op
steering stand. Binnacle
The binnacle has a glass window in the hood which allows the compass to
be viewed at the binnacle and a reflector tube that allows the compass to be
viewed from below deck.
The compass corrections are fitted either inside or on the binnacle. The B-C Fluxgate
corrections are made by rod magnets fitted in 13 bores inside the binnacle, the
D correction by the two soft iron balls fitted either side of the magnet and the
C
heeling error by a suspended chain inside the bucket tube inside the binnacle. 40W
Lamps
A control unit powered by AC mains and 24V DC supplies provide the binnacle
lighting via separate dimmer switches mounted on the steering stand.
The helmsman can observe the compass disk via an offset periscope
arrangement.
Magnetic Compass Maintenance

a) The compass bowl should be inspected regularly for signs of
leaks or bubbles.
ft Junction Box
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b) The upper and lower glass surfaces should be regularly
cleaned.
c) The compass gimbals should be checked according to the Gyrocompass

System
planned maintenance schedule.
Steering Console
d) A few times per year a check should be made on the pivot UMINATION
D
ILL
and jewel arrangement. This should be done with the vessel

220V AC
alongside. Using a magnetic object, cause the heading to deviate
by 2. Hold in this position for 10 seconds, and then remove Dimmers
the magnetic object. The compass card should settle within
15 minutes of arc of the original heading. If it does not, the
UMINATION
ILL
24V DC
compass should be overhauled by a competent authority.
Illustration 2.3.6a Rudder Angle Indicator
Wheelhouse Overhead Panel

Port Bridge Wing Starboard Bridge Wing
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Deckhead
5 0 5
10 10
5 0 5 15 15 5 0 5
10 10
20 RUDDER ANGLE 20 40 40 10 10
15 15 15 15
RUDDER ANGLE 25 25 RUDDER ANGLE
20 20 20 20
PORT
Steering Stand
STBD
25 25 30 30 25
25
PORT
PORT
STBD
STBD
30 35 35 30
30 30
Panorama Rudder
op
35 40 40 35
35 35
45 45
40
Angle Indicator
40 40 40
50 50
45 45 45 45
50 50 50 50
DIMMER
Bridge Console
UMINATION UMINATION
ILL ILL
UMINATION
ILL
C
Dimmer Dimmer Dimmer
UMINATION
ILL
Dimmer
ECDIS ECDIS
IAS VDR No.1 No.2
ft
Navigation Locker
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Steering Gear Room
Converter Junction Box 220V AC
Transmitter
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2.3.6 rudder angle indicators
Manufacturer: Daeyang
Type: RT-472
General Description
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The rudder angle indicator system comprises a transmitter unit which is
mechanically connected to the rudder stock in the steering gear room. This
provides an output from a synchro motor to the following indicators via a
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connection box:
Port and starboard bridge wing watertight indicators with
dimmer controls
Wheelhouse deckhead panorama type indicator with dimmer
control located on the bridge console
Wheelhouse overhead instrument panel with dimmer control
located on the bridge console
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Steering stand digital display
Outputs are also fed from the converter box to the following:
ECDIS No.1 and No.2
IAS
VDR
ft
A junction box for interconnecting all the components of the system is located
in the navigation locker.
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2.4 Engine Controls
2.4.1 Propulsion Manoeuvring Control
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2.4.2 Propulsion Control Procedures
2.4.3 Bow Thruster
Illustrations
2.4.1a Propulsion Control System
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2.4.2a Propulsion Control Panels
2.4.3a Thruster Control System
2.4.3b Thruster Control Panels
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Illustration 2.4.1a Propulsion Control System

Wheelhouse Central Console ARW
ASTERN 0 AHEAD
25 25
Shaft Speed
Port Bridge Wing PRW
50 50
(Overhead Console) SRW Starboard Bridge Wing
75 75
100 100
rpm
Propulsion Propulsion
Control Panel Control Panel
Power Shaft Speed Speed Lever Power Shaft Speed Speed Lever
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PROPULSION
ASTERN AHEAD
Propulsion Power Shaft Speed Telegraph Speed Lever
PROPULSION
ASTERN AHEAD
0 0
Control Panel
15 20 15 20
EMERG. EMERG.
OFF ON OVERRIDE OFF ON OVERRIDE
STOP STOP
25 25 25 25
10 25 ASTERN AHEAD 10 25
15 20 0
50 25 50
SILENCE SILENCE
50 25 50
AUX OFF AUX ON BUZZER RESET AUX OFF AUX ON BUZZER RESET
5 10 25 D 5
SL EAD AD
PROPULSION
30 30
50 50 OW DE OW
SL
ALARM POWER LIMIT. ALARM POWER LIMIT.
SLOWDOWN SHUTDOWN
TRANS CTRL 75 75 OFF ON OVERRIDE
EMERG.
STOP
5 SLOWDOWN SHUTDOWN
TRANS CTRL 75 75
SLOW
ACK HERE ACK HERE
30 SLOW
LEVER 0 35 LEVER 0 35
P WING BRIDGE S WING 75 75 HALF HALF P WING BRIDGE S WING
100 100
SILENCE
100 100
AUX OFF AUX ON RESET
LL FU
BUZZER
LOCAL ECR LOCAL ECR
MW rpm 0 35
FU LL MW rpm
ALARM POWER LIMIT. 100 100
MW rpm
- DIMMER + TEST - DIMMER + TEST
TRANS CTRL
CONTROL SLOWDOWN SHUTDOWN ACK HERE CONTROL
PANEL PANEL
FAILURE FAILURE
LEVER
P WING BRIDGE S WING
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LOCAL ECR
Electronic Electronic
- DIMMER + TEST
CONTROL
PANEL
FAILURE
Frame Electronic Frame

Frame
ARE
Power Shaft Speed
ECR 15 20
ASTERN 0 AHEAD
Control
25 25
10 25
50 50
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Panel 5
30
75 75
Rev Counter
0
Propulsion
35
100 100
MW rpm
Control Panel
PROPULSION
Telegraph
OFF ON OVERRIDE
EMERG.
STOP
Speed Lever Shaft Speed
AUX OFF AUX ON SILENCE RESET
ASTERN AHEAD
BUZZER
D 0
SL EAD AD 25 25
OW DE OW
SL
ALARM POWER LIMIT.
50
TRANS CTRL
SLOW
SHUTDOWN
SLOW
SLOWDOWN
50
ACK HERE
HALF
LEVER
P WING BRIDGE S WING HALF

LL FU
75 75
LOCAL ECR
FU LL
- DIMMER + TEST
CONTROL
PANEL
FAILURE 100 100
rpm
Chief Engineers Room

Electronic
Frame
ft AVC
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Control I/O Control I/O
Converter I/O Converter I/O

Motor
PB PEC Network SB
PEC AMC PLC
Motor ARL
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Network Control Emergency Motor I/O
Motor I/O Emergency PROPULSION
Keypad Stop
Stop
OFF ON OVERRIDE
EMERG.
Revolution Sensor
Control
STOP
ASTERN 0 AHEAD
(Propeller Shaft)
25 25
SILENCE
Keypad
AUX OFF AUX ON BUZZER RESET
Starboard Propulsion
50 50
ALARM POWER LIMIT.

75 75
TRANS CTRL
Drive Control - Local

SLOWDOWN SHUTDOWN ACK HERE
LEVER
100 100
P WING BRIDGE S WING
rpm
LOCAL ECR
Port Propulsion
SM
Key
- DIMMER + TEST
CONTROL
Drive Control - Local

PANEL
FAILURE
PM 10M Manual Control I/O PLC Programmable Logic Controller

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SL EAD AD
Ethernet Network
OW DE OW
SL
SLOW
HALF
SLOW
HALF
Redundant 100M Ethernet Network PEC Power Electronic Controller
LL FU
FU LL
10M Field I/O Ethernet Network AVC A Series Vessel Control

ASTERN AHEAD
Local Control Panel

2.4 Engine controls 2.4.1 Propulsion manoeuvring control The control stations employ an automatic follow-up lever system. Levers on
non-active stations are motorised and follow the reference sent by the lever on
the active station. This means that there is no necessity to line-up the levers
Introduction Introduction manually when changing control positions.
The main propulsion system consists of two frequency converters supplying a Each propulsion motor and its associated converter is controlled by one power
varying frequency supply from the main electrical network to two synchronous electronic controller (PEC). The PEC also manages the remote control, the Local Control from the Local Panel (Emergency Telegraph System)
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electric motors. The two motors provide dual inputs to a reduction gearbox motor auxiliaries, the speed reference and the anti-blackout limitation (ABOL). The propulsion systems can be operated from the local control panel located
which has a single shaft output driving a fixed pitch propeller. The PEC communicates with the other pieces of equipment through two field forward of the propulsion motors. This control location can be used in the case
input/output (I/O) networks: of a failure of the remote control systems at the ECR and the wheelhouse. An
The motors are rated at 14,860MW each and are coupled to the main reduction One redundant I/O network per PEC for control of the converter emergency telegraph is fitted at the local position to receive and acknowledge
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gearbox which drives the propeller shaft. Each motor is double wound with and the motor unit. (Network redundancy is due to the loop propulsion orders from the wheelhouse. The emergency telegraph system is
two three-phase windings. The frequency converters allow four quadrant configuration.) electrically independent from the levers on the bridge and in the ECR. A take-
operation which means the motor can be driven and braked in each direction. over pushbutton CTRL HERE for the selection of control location is provided
One redundant I/O network common to both PECs for the at the local control panel.
Each propulsion system consists of the following main components: remote control panels. (Network redundancy is due to the loop
configuration.)
Four 9,700kVA delta/star and delta/delta wound transformers To Transfer Propulsion Control from the ECR to the Local Position
connected to one of the 6.6kV main switchboards The propulsion system can be controlled from five control positions:
The propulsion converter with independent control system Wheelhouse central Note: Before changing over to local control ensure that there at TWO diesel
generators connected to the main switchboard. Check that the turning gear is
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The dual wound synchronous motor capable of 100 to 720 rpm Port bridge wing
in each direction. The minimum speed of 100 rpm is imposed disengaged before proceeding.
by the frequency converter Starboard bridge wing
Engine control room (ECR) a) Establish communications with the bridge by telephone and
A high degree of propulsion redundancy is provided by supplying each motor headset located forward of the control position.
separately from one of the two main switchboards. Each propulsion motor Local position
system operates totally independently of the other. Various safety actions are b) Ensure that one reduction gearbox electric-driven LO pump is
automatically applied to the propulsion in the event of certain failures or alarms Each PEC is able to manage the control panels. Therefore in the event of one running.
within each system. These consist of limitations and alarms, etc, which are all PEC failure, the control panels are still available via the other PEC.
explained further on in the propulsion section.
The converters are of the synchroconverter type. Each converter is composed

of four network bridges, NB1, NB2, NB3 and NB4, and two machine bridges, ft In addition to the PECs, an AMC PLC manages the functions common to both
motors. This includes anti-overload limitations (AOLL) and interfacing with
the external system (Alstom vessel control - AVC). The PECs and AMC PLC
are linked to the external IAS system through a main redundant network.
c) Ensure that one propulsion motor bearing LO pump is running.
d) Ensure that one jacking pump for each propulsion motor is

running.
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MB1 and MB2, connected together through a DC smoothing reactor. The
network bridges convert the fixed frequency AC power into DC power with e) On the propulsion control panel, see illustration 2.4.2a, press
variable voltage and current. The network bridges are composed of six-pulse The control stations are the interface between the operator and the propulsion the CTRL HERE pushbutton to take control of the propulsion
Gratz thyristor bridges. Each bridge is supplied by one of the two secondary system. Control equipment is fitted at the control stations to allow the operator motors.
windings of the propulsion transformer. Thanks to the 7.5 phase shifting on to start, stop and control the speed and direction of the propulsion motors and
the primary side of the 4 propulsion transformers, a 48-pulse configuration is the start and stop of the propulsion auxiliaries. The speed of the propulsion f) Press the SILENCE BUZZER and RESET pushbuttons to
achieved reducing the most powerful harmonic currents. With the bus tie open, motors is directly proportional to the speed reference signal generated by the silence and reset any alarms.
a 24-pulse arrangement is achieved on each switchboard. speed control lever minus any limitations, etc. System safety limitations and
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interlocks are always active, independent of the speed reference origin. g) Press the AUX ON pushbutton to start the transformer fans,
The machine bridge converts the DC power into a variable frequency, variable one converter cooling water pump for each converter and the
voltage AC power system to supply the motor windings. Each six-pulse When operating normally, the motors speed and direction are set from the propulsion motor fans.
machine bridge is made up of 2 x 6 thyristors. Thanks to the 30 shifting control levers in the wheelhouse. In certain circumstances, the motors can be
between both windings of one motor, a 12-pulse configuration is achieved controlled from the ECR or the local position following commands from the h) Press the green ON pushbutton to energise the propulsion
reducing the most powerful torque pulsations generated by each motor. wheelhouse via the emergency telegraph. system.
i) On the local Telegraph Panel, turn the selector switch from the
ECR to the ER position.
The propulsion system is now ready for local control. Taking Control
A transfer of the control location is dependent on the priority level of the
j) Acknowledge the telegraph orders. control location:
k) Move the Speed Setting Dial to order speed ahead or astern as Local position - highest priority
required. Remote control from the ECR lever
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l) Check that the speed matches the ordered speed. Wheelhouse/wheelhouse wings - lowest priority
When in local control, on issuing a command from the bridge, an emergency

telegraph alarm is activated. Muting of the alarm is achieved when the
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command is acknowledged by moving the local control lever to the position
requested.
Remote Manual Control from the Engine Control Room

The propulsion control panel fitted at the main ECR console has facilities to
start, stop and control the speed and direction of the propulsion motors and
the start and stop of the propulsion auxiliaries. A speed control lever, control
position selection switch and indication, speed indicators and power indicators
are fitted.
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When in ECR control, the ECR lever acts as a telegraph transmitter/receiver
and when a command is issued from the bridge, an alarm is activated. Muting
of the alarm is achieved when the command is acknowledged by moving the
ECR control lever to the position requested. The alarm will sound when there
is a difference between the bridge control lever position and the ECR control
lever position.
Control from the Wheelhouse

When in wheelhouse control, the propulsion can be controlled from the central
speed lever. The selection of which lever station is in command is made at the
central or wing console propulsion panels.
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The propulsion control panel fitted at the central wheelhouse console has
facilities to start, stop and control the speed and direction of the propulsion
motors and the start and stop of the propulsion auxiliaries. A speed control
lever, control position/selection illuminated pushbuttons, speed indicators, and
power indicators are fitted.
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The propulsion control panels fitted at each bridge wing have propulsion
control system status indication facilities (fault indication, alarm indication
and power limit indication). A speed control lever, speed indicator and power
indicator are also fitted.
Illustration 2.4.2a Propulsion Control Panels
Propulsion Control Panel Facilities
ON: This button starts propulsion providing all necessary criteria are met, ie, the speed lever should be in the STOP (0) position,
sufficient generators are on load, the propulsion auxiliaries are on and satisfactory, etc.
Note: This button is only active when the panel is in control. The button on the wheelhouse and bridge wing panels is used solely for indication.
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OFF: This button stops propulsion. This button is only active when the panel is in control. The speed lever should be in the STOP (0) position.
Note:The button on the wheelhouse and bridge wing panels is used solely for indication.
PROPULSION OVERRIDE: This button will override certain alarms to prevent any propulsion shutdown. This facility is activated when the buttons
indicator is illuminated and flashes every five minutes. This button is only active when the panel is in control.
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EMERGENCY STOP: This button stops propulsion immediately by tripping the propulsion transformers and blocking the firing pulses.
All emergency stop buttons at all panels are active when the propulsion is on.
EMERG.
OFF ON OVERRIDE
STOP RESET: This button resets the control system after a failure. This button is only active when the panel is in control.
SILENCE BUZZER: This button cancels the audible alarm and is illuminated when the alarm buzzer sounds.
This button is only active when the panel is in control.
AUX. ON: This button starts the propulsion auxiliaries (pumps, fans, etc) providing all necessary criteria are met, ie, pumps set to REMOTE, etc.
and is available when the auxiliaries are off and propulsion is off.
AUX OFF AUX ON SILENCE RESET Note: On the wheelhouse and bridge wing control panels, this button provides indication only.
BUZZER
AUX. OFF: This button stops the propulsion auxiliaries and is available when the auxiliaries are on and propulsion is off.
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Note: On the wheelhouse and bridge wing control panels, this button provides indication only.
CTRL HERE: This button requests a transfer of propulsion to that control location. The LED adjacent to this button flashes when awaiting
acknowledgement and illuminates steadily when control has been transferred.
ALARM POWER LIMIT TRANS ACK: This button acknowledges a transfer of propulsion from another control location. The LED adjacent to this button flashes
when acknowledgement has been requested.
TRANS CTRL
SLOWDOWN SHUTDOWN ACK HERE ALARM: This lamp illuminates yellow when an alarm is present.
POWER LIMIT.: This lamp illuminates orange when a propulsion limitation is in force due to limited power availability on the network.
P WING
LOCAL
BRIDGE
ECR
LEVER
S WING
ft SLOWDOWN: This lamp illuminates orange when a torque limitation is in force due to a fault.
SHUTDOWN: This lamp illuminates red after a propulsion motor trip.
LOCAL: This lamp illuminates green when local control is activated.
ECR: This lamp illuminates green when the engine control room is in control.
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BRIDGE: This lamp illuminates green when the wheelhouse central console is in control.
P WING: This lamp illuminates green when the wheelhouse port wing console is in control.
S WING: This lamp illuminates green when the wheelhouse starboard wing console is in control.
- DIMMER + TEST CONTROL PANEL FAILURE: This lamp illuminates red when that control panel fails and cannot communicate with the control system.
Control must be transferred to another control panel.
CONTROL
PANEL
FAILURE TEST: This button tests all panel illumination and the buzzer.
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DIMMER +/- : Adjusts the panel illumination.
Propulsion Control Panel
2.4.2 Propulsion control procedures c) At the relevant wing control panel, the CTRL HERE lamp OFF: This button stops propulsion. This button is only active when the panel is
illuminates steadily and the buzzer is stopped. No transfer in control. The speed lever should be in the STOP (0) position. The button on
acknowledgement is required. The S WING or P WING the wheelhouse and the bridge wing panels is used solely for indication.
To Transfer Propulsion Control from the Local Position to the ECR
indicator lamps are illuminated at all the control panels.
a) The LOCAL indicator lamps are illuminated at all the control TRIP OVERRIDE: This button will override certain alarms to prevent any
panels, the LOCAL pushbutton at the LOCAL position is propulsion shutdown and will also override certain alarms to enable starting of
Start/Stop Propulsion
illuminated, the local control panel is in control. the propulsion system. This facility is activated when the buttons indicator is
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At the ECR position now in control, the CTRL HERE lamp is illuminated illuminated and flashes and sounds every five minutes to remind the operator
b) The CTRL HERE pushbutton is pressed at the ECR propulsion steadily. that an override is still in operation. This button is only active when the panel
control panel. The CTRL HERE button indicator lamp at the is in control.
ECR control panel flashes, the TRANS ACK button indicator a) If the propulsion auxiliaries are not already running, press
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lamp at the local control panel flashes and the buzzer sounds at the AUX. ON pushbutton. The control system will start the EMERGENCY STOP: This button stops propulsion immediately by tripping
both control panels. auxiliaries in sequence. the propulsion transformers and blocking the firing pulses to the converter
thyristor bridges. All emergency stop buttons at all panels are active when the
c) At the LOCAL panel, transfer is acknowledged by pressing the b) The AUX. ON lamp will illuminate steadily when all the propulsion is on.
TRANS ACK pushbutton. The CTRL HERE button indicator auxiliaries have been started and all these systems are correct.
lamp is illuminated at the ECR control panel and extinguished AUX. ON: This button starts the propulsion auxiliaries (pumps, fans, etc)
at the local control panel and the buzzer is stopped. c) When the auxiliaries have been on for at least 20 seconds, the providing all necessary criteria are met, ie, pumps set to REMOTE, etc, and is
operator presses the PROPULSION ON pushbutton. When the available when the auxiliaries are off and propulsion is off.
control system is ready, the ON pushbutton illuminates. The
To Transfer Propulsion Control from the ECR to the Wheelhouse
available motors will now run when the speed lever is moved.
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Note: On the wheelhouse control panel and bridge wing control panels, this
a) The ECR indicator lamps are illuminated at all the control button is unused.
panels, the ECR position is in control. When propulsion is finished with, the following procedure is carried out:
AUX. OFF: This button stops the propulsion auxiliaries and is available when
b) The operator presses the CTRL HERE pushbutton at the a) The speed lever is at the 0 position. The operator presses the the auxiliaries are on and propulsion is off.
wheelhouse central panel. The CTRL HERE button indicator propulsion OFF pushbutton. After a short delay, the ON button
lamp at the wheelhouse control panel flashes, the TRANS ACK lamp is extinguished and the OFF button illuminates steadily.
button indicator lamp at the ECR control panel flashes and the Note: On the wheelhouse control panel and bridge wing control panels, this
buzzer sounds at both control panels. button is unused.
b) Propulsion is now off, the auxiliaries remain running for
c) At the ECR panel, transfer is acknowledged by pressing the

TRANS ACK pushbutton. The CTRL HERE button indicator
lamp is illuminated at the wheelhouse control panel and
extinguished at the ECR control panel and the buzzer is stopped.
ft a predetermined time and then stop automatically. The
propulsion auxiliaries control system is described in Section
2.3.3, Propulsion Control System, in the Machinery Operating
Manual.
SILENCE BUZZER: This button cancels the audible alarm and is illuminated
when the alarm buzzer sounds. This button is only active when the panel is in
control.
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The wheelhouse central has control. RESET: This button resets the control system after a failure. This button is
For further details of the propulsion starting and stopping sequences, please
only active when the panel is in control. This function is active at any time in
refer to Section 2.3.3, Propulsion Control System, in the Machinery Operating
the ECR; it is active on the bridge or wing stations when the relevant remote
To Transfer Propulsion Control from the Wheelhouse Central Console to Manual.
panel is active.
the Wheelhouse Wings
a) At the wheelhouse control panels, the BRIDGE indicator lamps Propulsion Control Panel Facilities Note: No automatic reset is provided for the propulsion system.
are illuminated at all the control panels, the central console
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position is in control. With reference to illustration 2.4.2a, the panels at both the bridge and engine ALARM: This lamp illuminates yellow and indicates that a failure generating
control room consoles are identical: only an alarm has occurred.
b) At the port or starboard wheelhouse wing panel, the operator
presses the CTRL HERE pushbutton, the CTRL HERE lamp ON: This button starts propulsion providing all necessary criteria are met, ie, POWER LIMIT: This lamp illuminates orange when a propulsion limitation
flashes and the buzzer sounds. the speed lever should be in the STOP (0) position, sufficient generators are is in force due to limited power availability on the network.
on load, the propulsion auxiliaries are on and satisfactory, etc. This button is
only active when the panel is in control. The button on the wheelhouse and the SLOWDOWN: This lamp illuminates orange when a torque limitation is in
bridge wing panels is used solely for indication. force due to a fault.
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EMERG.
OFF ON OVERRIDE
BUZZER
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TRANS CTRL
P WING
LOCAL
BRIDGE
ECR
LEVER
S WING
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CONTROL
PANEL
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SHUTDOWN: This lamp illuminates red after a propulsion motor trip. Propulsion Emergency Stops c) A negative torque is applied to the propeller (the propeller is
being driven by the backwash and braked by the propulsion
TRANS. ACK.: This function is used to acknowledge a transfer request from The propulsion can be stopped in an emergency by operating the hard-wired motor). The shaft speed is still positive but the power is negative.
another panel. It is flashing when the acknowledgement is requested by another pushbuttons at the propulsion remote or local control panels. The lines to these The power from the propeller is delivered to the network. Due
control panel. emergency stops are constantly monitored and in the event of a circuit failure to the braking effect the shaft speed decreases. During this part
an alarm is raised. If a power electronic controller (PEC) fails, the emergency of the procedure, as the power is negative it is necessary for it to
CTRL HERE: This function is used for transfer request of control to this stop circuit will remain in operation. be limited (PLS limitation) to prevent an under-load situation.
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panel. This button is illuminated when the control is active from this panel. It is
flashing when the transfer needs to be validated by a transfer acknowledgement When a REMOTE control panel emergency stop is pressed, the following d) The propeller speed reduces to zero. A negative torque is still
from the active remote panel. When it is flashing, the control transfer can be actions are carried out: applied, the power is zero.
cancelled by pressing the button a second time.
Stopping of the propulsion motor
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e) The propeller is driven in the astern direction (negative speed).
LOCAL: This lamp illuminates green when propulsion is controlled at the Tripping of the main circuit-breaker The power (positive) is taken from the network and delivered to
local control panel. Tripping of the excitation circuit-breaker the propeller.
ECR: This lamp illuminates green when propulsion is controlled at the ECR Tripping of the propulsion auxiliaries (with the exception of In the event of a crash stop manoeuvre, if any engine is running on gas, it will
control panel. the motor bearing jacking pumps, which, if necessary, must be automatically be switched to MDO mode on receipt of this command. Also, the
stopped locally) running LD compressor will be tripped.
P WING: This lamp illuminates green when propulsion is controlled at the
port wing console control panel. To restart propulsion after the operation of a remote emergency stop: Propulsion Fault Management
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BRIDGE: This lamp illuminates green when propulsion is controlled on a) Carry out a fault reset at the remote panel. Each propulsion system is totally independent, a failure in one motor system
wheelhouse central console. will not affect the other motor. Faults within the propulsion will affect the
b) Start propulsion as normal. system in different ways, see Section 2.3.2, Propulsion Limitation System, in
S WING: This lamp illuminates green when propulsion is controlled at the the Machinery Operating Manual for further information.
starboard wing console control panel. The continuity of the emergency stop circuit lines is permanently monitored. If
a failure occurs in one of the emergency circuits or in the emergency stop relay All faults which occur on the propulsion system are detected by the control
CONTROL PANEL FAILURE: This lamp illuminates red when that control an emergency stop circuit fault alarm is raised. system.
panel fails and cannot communicate with the control system. Control must be
transferred to another control panel.
TEST: This button tests all panel illumination and the buzzer.
ft Crash Stop Manoeuvre
If necessary it is possible for the propulsion system to perform a crash stop

manoeuvre. The control electronics will actuate the firing sequences of the
When a fault occurs, the signalling system will be activated on the HMI
supervision system and on the remote panel at the local, ECR or bridge operator
positions. All faults will be displayed on the HMI supervision system.
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DIMMER +/- : Adjusts the panel illumination. The fault effect will be one of the following:
converter bridges for synchronous propulsion regenerative braking down to
zero speed, reversal of the direction of rotation and subsequent restarting Alarm raised
Emergency Telegraph System in order to stop the vessel in the shortest possible time. The procedure is as
follows: Motor circuit-breaker tripping
An emergency telegraph system is provided which is designed to send Motor stopping
commands from the wheelhouse to the local control unit or the ECR panel. To a) It is assumed that the vessel is sailing at full speed, torque is
Torque limitation (with an associated torque limitation coefficient
transmit an order from the wheelhouse to the ECR or local control station, the maximum. The power from the network is delivered to the
depending on the fault)
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knob should be rotated until it points to the desired position. The corresponding propeller.
signal lamp will flash on the wheelhouse, the ECR and on the local control Fault can be overridden
panels and an audible alarm will be activated. At the destination station (ECR b) The crash stop procedure is automatically started as soon as the
or Local), the request can be acknowledged by lining up the knob with the lever is moved to 80% of the full astern position. The torque The control system utilises intelligent fault management to differentiate
requested position. The lamp will remain lit and the alarm will be silenced. is progressively reduced to zero and the power is reduced to between actual faults and sensor failures. The sensor outputs are monitored
zero. for extreme signals (open circuit, etc) and are also compared to other similar
sensors.
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EMERG.
OFF ON OVERRIDE
BUZZER
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TRANS CTRL
P WING
LOCAL
BRIDGE
ECR
LEVER
S WING
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CONTROL
PANEL
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The faults may be reset manually from the remote control system (pushbutton
on each remote control plate) when the corresponding remote control plate is
in operation. Alarms can be also acknowledged on the HMI but not reset.
Faults are usually memorised, which means that when the fault condition has
disappeared the fault effects are still present until the fault has been reset.
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Special Faults
Each drive PEC monitors the temperature of its own motor system.
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This monitoring is achieved by the use of PT100 sensors installed in the
relevant equipment. For each sensor, the following checks are made:
Connection check of the sensor to the PEC (sensor fault)
Alarm threshold, causing a torque limitation
Overriding Propulsion Safety System

Certain faults may be overridden in emergencies where the propulsion is
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absolutely essential. When a fault occurs, the signalling system advises the
operator if the fault can be overridden. The OVERRIDE illuminated pushbutton
on the control panels will flash for one minute. Overriding is carried out
using the OVERRIDE pushbutton on the propulsion control panels. When an
override is in force, the OVERRIDE pushbutton is illuminated constantly. If
a temperature is overridden it must be manually monitored if the propulsion
system is still in operation. The OVERRIDE lamp will re-flash every five
minutes to remind the operator that an override is still in operation.
CAUTION
Damage to equipment may occur when an alarm is overridden. Extreme
care should be taken when operating the plant with alarms overridden.
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The operator should monitor the equipment closely.
Premagnetising Transformers
When the propulsion transformer feeder circuit is requested to close, a
transformer premagnetisation sequence is initiated before the main circuit-
breaker is closed. This reduces the inrush current on the transformer such
that a single generator can support energisation of the transformer. The
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premagnetisation sequence energises the premagnetisation transformer for 5
seconds. The transformer is then prevented from further energisation for a
further 25 seconds to allow the transformer to cool down.
Illustration 2.4.3a Thruster Control System
Emergency
Start 0
50
0 50
A Stop 50 50 A 50
0 50
A
100 100
100 100 100 100
BRUNVOLL Ready BRUNVOLL
THRUSTER for Lamp BRUNVOLL THRUSTER
Start Test THRUSTER
Main Stop
Switch
Fill Level
System Auto
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Pitch Failure Stop
Emergency Emergency
Gravity Tank
Stop
Stop Manual Stop
Stop
Feedback Power
Overload Alarm
Pitch Central
Control Overload Thruster Control Lamp Servo Oil Buzzer Control Overload Thruster
Here Failure Here Test Press Level Off Here Failure
Port Bridge Wing Main Control Panel Starboard Bridge

Control Panel
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Electronics Wing Control Panel
Cabinet
Oil to Oil to
Power Supply Gear Shaft Sealing
Bridge Housing System
Thruster Room
Local
Start Cabinet
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Pump
Start/Stop
Signal to Drive
Motor Starter
Power Supply
P Oil to
PI
Gear Housing
ft Servo
Pump
H
Drain from Gear Housing
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M
Feedback Air Bleed
K
Unit
Drain from Sealing System
B
D
Key
Electrical
HP Hydraulic Oil
Bow Thruster
LP Hydraulic Oil
Unit
2.4.3 Bow Thruster A hydraulic power pack that supplies oil to the servo cylinder to Located on the top side of the of the thruster housing are three valves identified
adjust the pitch and direction. as H, K and B. Under normal operating conditions these valves are all
Bow Thruster kept closed, but valve H which is the hub drain valve can be used to check
The control system which regulates the blade pitch in accordance
Manufacturer: Brunvoll AS for water in the hub and can also be used to take samples of oil that can be sent
with demand from the bridge.
away for laboratory analysis. Valve B is the drain valve for the seal chamber
Model: FU-100-LTC-2750
between the two lip seals, and valve K is the vent valve which helps evacuate
Type: Electro-hydraulic CAUTION air when the hub is being filled with oil.
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No. of sets: 1 At speeds above 5 knots there is a risk of drawing air into the thruster
Input speed: 1,180 rpm tunnel, particularly when operating at a shallow draught. This will affect
the performance of the thruster and can cause cavitation damage to the Thruster Operation
Propeller speed: 256 rpm
blade tips. Cavitation can be detected by the hunting of the propulsion
Internal gear ratio: 12/56 Power is transmitted from the electric motor through a flexible coupling,
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motor ammeter and should be avoided.
Servo system: BPA VV 67 RE HPF input shaft and bevel gears to the propeller shaft which rotate the propeller
Input power: 2,000kW in a constant direction. The propeller part consists of four propeller blades, a
Lubricating and Servo Oil System thruster pod with a hydraulic servo cylinder and sliding block mechanism. The
Drive motor voltage: 6.6kV, 3-phase, 60Hz
propeller blades are connected to the blade carriers by blade bolts. The gear
Drive motor type: HLA9 802-66Y The lubricating and servo oil system used in the bow thruster is shown housing, which carries the propeller parts, is connected to the thruster tube by
Servo system: 440V, 3-phase, 60Hz schematically in illustration 2.4.3a above, and has three oil systems that can be bolts. The propeller shaft to which the blade carrier is fitted is supported in the
Servo pump pressure: 45 bar (maximum) detailed as follows: gear housing by special roller bearings. The gear housing is filled with oil and
is connected to the hydraulic power pack located above the thruster tube. The
Servo pump relief pressure: 53 to 55 bar
Servo Oil System head of oil in the gravity tank provides a static pressure in the gear housing and
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this helps to prevent water entering. The same oil is used for pitch actuation
The servo system is used for controlling the pitch of the propeller blades and and lubrication of the gears and bearings.
Introduction is filled with the same grade of oil that is used in the other two systems. Inside
the system are a number of seals, and one of them in the shaft distribution unit Pitch adjustment is produced by the thrust pitch servo cylinder which is located
The purpose of the bow thruster is to exert a sideways force which will allow
has a small but intended internal leakage. Here the oil passes from the servo in the propeller hub. The pin of each blade carrier locates in a hole on the
the bow of the ship to be turned when operating at slow speeds or when not
system to the lubricating system and is used to provide efficient lubrication of sliding block, the pin being offset from the axis of the blade and the propeller
under way. The thruster can also be used to keep the ship in position in a
the oil distribution unit. This small leakage results in a tendency for the blades shaft. This allows the pin to act like a crankpin for the blade, and when the pin
cross wind and to move the ship towards or away from a mooring position as
to creep out of position when on load, but because of the feedback system the is moved the blade will rotate because the circular section at the root of the
required.
ft
The thrust is produced by the rotation of a controllable pitch propeller which
is housed in a transverse cylindrical tunnel between frames 151 and 159.
The propeller is powered by a vertical electric motor via bevel gears, and the
movement is detected and automatically corrected. Because the systems are
interconnected, any excess oil in the system leaks back to the gravity oil tank.
Shaft Seal System

blade is held in a circular bearing in the hub. When the sliding block is moved
axially the blades rotate about their axes, thus changing the blade pitch. The
sliding block can move in both directions, thus the pitch of the blades can be
changed from positive to negative giving a flow of water in both directions.
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propeller blade pitch is adjusted for pitch and direction by a small hydraulic The propeller shaft is fitted with an outer axial seal and an inner double lip seal.
servo motor. The sliding block is moved by the cylinder piston located in the hub unit.
The chamber between the inner and outer seals is filled with system oil that
This is moved by hydraulic pressure from the servo unit with the oil being
is subject to a constant static head from the gravity oil tank. This prevents sea
The thruster essentially comprises the following sections: controlled and regulated by a proportional control valve. Oil flow for forward
water from entering the hub and contaminating the system.
blade pitch or astern blade pitch is dictated by the control system. Effectively,
The electric motor unit with drive shaft and bevel gearing one side of the piston is subjected to pressurised oil while the other vents back
driving the propeller hub. Gearbox System to tank so allowing the piston to move. A feedback unit is linked mechanically
The propeller unit with blades mounted in blade carriers in the to the cylinder piston and this transmits the position of the piston, and hence
The gearbox system provides for the lubrication of the bevel gears and the
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hub. the blades to the control system.
mechanical transmission components in the hub. The gear housing including
The gear housing which contains the bevel drive gear and the propeller hub is completely filled with system oil and is also subject to a
From the actuator mechanism oil returns to the servo unit which is linked to the
propeller drive shaft together with the oil pipes for activating static head from the gravity oil tank.
gravity tank and hence to the oil in the gear housing.
the blade pitch change.
The hydraulic system in the hub which adjusts the pitch of the Note: The thruster oil system must not be emptied when the ship is afloat, The servo pump is of the variable displacement vane type. When a blade pitch
propeller blades by moving a sliding block in which the blade and the system must always be kept under pressure from the gravity oil tank is requested a stroke is put on the pump to move the cylinder piston in the
carrier pins are located. to prevent the ingress of water into the hub. required direction, so giving the desired blade pitch and hence thrust.
Illustration 2.4.3b Thruster Control Panels
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Emergency
Start 0
Stop 50 50 A 0 A
100 100 50 50
100 100
Ready Lamp BRUNVOLL
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for BRUNVOLL
Start Test THRUSTER THRUSTER
Main Stop
Switch
System Auto
Pitch Failure Stop
Manual
Control ft Lamp
Feedback
Pitch
Servo
Overload
Oil
Power
Alarm
Central
Buzzer
Control
Here
Emergency
Stop
Overload
Stop
Thruster
Failure
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Here Test Press Level Off
Main Control Panel Bridge Wing Control Panel

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As the cylinder piston moves it also moves the feedback arm that is linked Auto stop The thruster main control panel is also fitted with an emergency system that
electrically back to the thruster PLC, which in turn sends a signal to the will allow the operator to manually adjust the blade position. This is achieved
Overload
proportional control valve to regulate the flow of oil to the cylinder actuator. by pressing the PITCH MANUAL pushbutton and then by pressing the port or
When the thruster blades are at the desired angle, the proportional control valve Oil level starboard arrow keys.
closes and the system oil from the discharge side of the pump goes across the Buzzer
relief valve back to the suction side. The build-up in pressure on the discharge The operation of the handle sends an electrical control signal to the proportional
side causes the pump to off-load by operating the loading/unloading valve Power alarm central control valve on the servo unit. The blade pitch feedback linkage on the gear
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on the pump casing. When another movement command is received from the Buzzer off housing is connected to a potentiometer which produces a signal related to
bridge, the proportional control valve moves accordingly, the pressure in the the port or starboard pitch which is already on the thruster blades. The signal
Dimmer switch
pump discharge line drops and the pump goes back on-load. The direction of received by the proportional control valve is the difference between the control
oil flow and hence which way the blade is pitched, is controlled by which way signal from the handle and the feedback signal. The signal to the servo unit
The bridge wing control panels are similar to the wheelhouse control panel, but
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the proportional control valve is operated. allows the vane pump to go on stroke and operates the proportional control
have a reduced capability and level of indication. The panels have a handle and
valve to supply oil to the thrust pitch servo cylinder which is located in the
pitch indicator, but only have the following illuminated buttons.
To protect the electric motor, the thruster can only be started and stopped when propeller hub. The thruster servo unit operates automatically to maintain the
the blades are in the neutral position. The system is interlocked to prevent the Control here pressure in the system so the servo oil pump will always tend to operate even
main motor from starting if the blade pitch is outside set limits, and interlock when the blades are in the desired position.
Stop
switches also prevent the main motor from starting if the system control oil
pressure is low. Emergency stop As the blades move the feedback linkage moves and operates the potentiometer
Overload so that there is a feedback signal proportional to the angle of the blades. When
the feedback signal is the same as that from the control handle the blades are
Wheelhouse and Bridge Wing Control Panels Thruster failure
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in the desired position and the two signals cancel each other out, thus with no
further oil flow from the servo unit the blades stop in that position.
The wheelhouse main control panel provides for the starting/stopping and Note: A rechargeable battery is fitted in the memory of the control module
control of the thruster and is equipped with a number of machinery running and in the PLC which prevents the loss of data when the power supply to the
alarm indicators. The layout of the panel is shown in illustration 2.4.3b above, controller is switched off. If the memory module is not powered for a period Procedure for the Operation of the Bow Thruster Unit
along with the control panels used on the bridge wings. of approximately two months, there is a risk that the battery will become
drained and the memory data lost. When it is required to operate the bow thruster, proceed as follows:
In the centre of the panel is the direction control handle and above that are two
meters. One gives a visual indication of the thrust being provided and the other
Starting
shows the power that the drive motor is taking. The thrust value should not be
allowed to exceed the 100 mark on the gauge in either direction even though
the indicator scale has values above this.
Illuminated indicators and pushbuttons are provided for the following items: ft Thruster Control System
The thruster is either controlled remotely from the main control panel in the
wheelhouse or from the slave panels on the port and starboard bridge wings.
Only when the thruster has been started from the main panel can control be
a) Start the bow thruster room ventilation fan.
b) Check the level of oil in the gravity oil tank and replenish as
necessary. The oil is common between the hub lubrication, the
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switched to one of the bridge wings. blade servo system and the seal system, so there is no risk of
Start
contamination between the three.
Emergency stop The thruster is activated by pressing the MAIN SWITCH pushbutton on the
wheelhouse control panel. This puts voltage onto the system controllers and c) Ensure that power is available to the thruster motor and to the
Ready for start
starts the electro-hydraulic servo pump unit in the bow thruster room. The system control cabinets. The bridge should inform the engine
Main switch READY FOR START indication will then be given and the thruster is then room prior to the starting of the thruster to ensure that sufficient
Stop started by pressing the START pushbutton on the main control panel. electrical power is available. Start an additional generator if
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required.
Pitch manual with port and starboard pushbuttons The pitch of the blades is normally controlled by operating the joystick handle
Control here on the control panel that has control. The operation of the lever is such that the d) Press the MAIN SWITCH pushbutton on the bridge main
ship will move in the direction that the control lever is moved to, ie, pushing control panel. The servo unit will start operating and the MAIN
Lamp test
the control lever to port will make the ship move to port and vice versa. SWITCH, STOP, CONTROL HERE and READY FOR START
System failure buttons will become illuminated.
Feedback pitch Only one panel can have control of the thruster at any one time, but if control
transfer is required, the CONTROL HERE pushbutton must be pressed on the
Servo pressure panel taking command.
e) If the READY TO START button is not lit it will be because one When the positions correspond, the lamp will become fully illuminated and the Power Alarm Central
of the following preconditions is not ready: transfer to the bridge wing will have been completed. This alarm is indicated on the control panel when there is no 24V power
Servo oil pressure is not available supply to the alarm system. This may indicate a blown fuse in the PLC control
The transfer of control to the other bridge wing or back to the wheelhouse main cabinet.
Blade pitch is not in the neutral position control panel is undertaken in the same manner as that described above.
Starter for electric motor not ready
Oil Level
Emergency Control
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Power is not available
This alarm activates when there is insufficient oil in the gravity oil header tank.
In the event of a failure in the thrusters control system resulting in there being The alarm can be accepted by pressing the BUZZER OFF button on the control
f) Press the START pushbutton to start the thruster motor. The
no pitch control from the control lever, the system can be switched to manual panel, but will only clear when extra oil is added to the system.
start sequence will commence and the motor will accelerate up
by pressing the PITCH MANUAL pushbutton on the wheelhouse main control
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to full speed. The START lamp will flash on and off until the
electric motor has reached full speed. panel. This should only be operated when the thruster has been started and is Overload
ready to be used. The pitch on the blades can now be adjusted by pressing the
The OVERLOAD alarm is activated when there is a high temperature in
g) When the electric drive motor has reached full speed, the impulse switches marked with arrows located immediately under the PITCH
the thrusters main electric motor. It is a visual indication only and is not
START lamp is fully illuminated and the READY FOR START MANUAL pushbutton. When in manual mode, the propeller pitch will move
accompanied by an audible alarm.
and STOP lamps are extinguished. as long as one of the impulse switches is operated, but since the follow-up
control is out of action, the pitch must be monitored at all times to ensure it
The overload occurs when the propeller absorbs between 1% and 10% more
The thruster is now ready for operation and movement of the handle to the left is maintained in the correct position and care must be taken not to exceed the
power than the maximum rated power of the motor. In the event of an overload
or right puts a pitch on the propeller and exerts a thrust. The pitch setting will maximum thrust.
occurring, the control system will automatically reduce the pitch on the blades
follow the lever and may be left in any position between neutral and full, but
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and regulate the power absorbed to 100%. When the temperature has fallen and
the thrust indicator must not exceed the 100 mark on the gauge.
Control Panel Functions the load reduced the indicator lamp will extinguish.
Stopping In addition to the control functions already described, there are a number of Feedback Pitch
a) To protect the motor, the propeller pitch must be set to the zero other alarms and indications on the control panels. These have been listed
previously but their functions are now detailed as follows: In the case of there being a failure in the feedback circuit, the FEEDBACK
(neutral) position before the thruster is stopped. PITCH alarm will activate and the system will lock the blade pitch on the
thruster at the current setting. This is designed to prevent the system from
b) Press the STOP pushbutton. The thruster drive motor will stop System Failure going out of control and into an overload condition.
c)
and the START lamp will be extinguished. The STOP and the
READY FOR START lamps will become illuminated.
Stop the bow thruster room ventilation fan.

ft This alarm comes up on the wheelhouse main control panel when there is a
fault or an alarm condition inside the PLC control panel.
The alarm conditions are identified by the illumination of LEDs inside the
If this alarm occurs, it will be necessary to stop the thruster using the
EMERGENCY STOP pushbutton or switch to manual control by pressing the
PITCH MANUAL pushbutton. In manual mode the pitch of the blades can then
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panel and cover the following items: be adjusted using the impulse buttons.
The thruster may be stopped from the wheelhouse main control panel or from
either of the bridge wing panels. Battery
Auto Stop
Reset
Procedure for Transfer of Control Between Wheelhouse and The AUTO STOP alarm will be activated on the wheelhouse control panel
Watchdog
when the control system has automatically stopped the main drive motor. This
Bridge Wings Run may be because the motor has tripped through overload or by the tripping of a
protection relay. The motor may also be stopped because of a low servo system
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Before control can be transferred from the wheelhouse main control panel to Halt
oil pressure preventing pitch control of the blades.
the bridge wing units, the thruster must first have been started and be operating Error
correctly.
For fault diagnostics refer to the manufacturers manual. Alarm Acceptance
a) At the bridge wing location where control is required press the The alarms that go through to the wheelhouse are accepted by pressing the
CONTROL HERE pushbutton. The pushbutton will flash until BUZZER OFF button on the control panel
the control lever has been moved to the position corresponding to
the current propeller pitch as indicated by the pitch indicator.
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2.5 Bridge Equipment and Instrumentation Illustrations
2.5.1 Speed Log System 2.5.1a Speed Log System
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2.5.2 Electromagnetic Log 2.5.2a Electromagnetic Log System
2.5.3 Global Positioning System Navigator 2.5.3a Differential Global Positioning System (DGPS)
2.5.4 Meteorological System 2.5.3b DGPS Front Panel
2.5.5 Weather Facsimile Receiver 2.5.4a Anemometer System
2.5.6 Echo Sounder 2.5.5a Weather Facsimile Receiver
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2.5.7 Automatic Identification System 2.5.6a Echo Sounder System
2.5.8 Master Clock System 2.5.6b Echo Sounder Equipment
2.5.9 Closed-Circuit Television System 2.5.7a Automatic Identification System
2.5.10 Voyage Data Recorder 2.5.8a Master Clock System
2.5.8b Master Clock Control Panel
ft

2.5.9a Closed-Circuit Television System
2.5.9b Closed-Circuit Television OK400 Keyboard

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2.5.9c Main Menu Control Buttons
2.5.9d Sub-Menu Control Buttons
2.5.10a Voyage Data Recorder System
2.5.10b Remote Alarm Panel (RAP)

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Illustration 2.5.1a Speed Log System
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Overhead Chart
Panel Table
Digital Display
Display
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ECDIS No 1 and 2
Radar S-Band
Radar X-Band
Log Processing Unit
Autopilot, VDR, AIS
220V AC
GYROs 1 and 2, ROT Gyro
Hull Stress Monitoring System,
ft Performance Monitoring System,

Track Control System
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220V AC Electronics Unit
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Transducer
2.5 Bridge Equipment and instrumentation Electronic Unit (ELC) Trip/Total/Dir

The ELC itself contains several components that generate the signals fed to Switches between trip distance, total distance if in Long or Trans mode and
2.5.1 Speed Log system the TRU. between trip distance. Also speed vector direction if in Res mode display.
Manufacturer: Consilium Marine The ELC also receives the returned signals which are then amplified, smoothed
Reset/Trip
Type: SAL T2 and converted into the NMEA signal form required by the log processing unit
(LPU). Resets the trip distance counter display to zero. The button must be depressed
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for two seconds to perform the reset function.
General Log Processor Unit (LPU)
Test/Dim
The SAL T2 is a correlation speed log which simultaneously measures the The LPU main function is to receive the NMEA data from the ELC along with
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data from the rate of turn gyro, and process this information into both NMEA By pressing both DIM keys simultaneously the instrument will light up all
true and relative speed of the vessel both fore and aft and athwartships using
and pulse forms. This is then fed to the log displays, docking indicators and segments and indicators.
a single transducer containing five piezo electric elements. This configuration
allows for speed measurement in all directions with a 60 resolution. The other navigation equipment requiring a log input.
By pressing each DIM key separately the illumination of the display will
transducer is fixed and flush-mounted within the ships hull.
The LPU feeds speed signals to: increase or decrease as required.
The system operates on the acoustic correlation principle, where the speed is ECDIS No1 and 2
measured by comparison of the time delay between sound echoes received by SD4-5 Speed Indicator
S-band radar
the two elements orientated fore and aft in the transducer.
This unit displays the WT speed and BT speed longitudinal/transverse or
X-band radar
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resulting direction true speed and longitudinal relative speed. The lower
The system operates as two independent log systems, one for sensing bottom
Steering stand display in the panel give direction of movement (000 - 180) with LED arrows
track (true) speed, Bottom Track Unit (BTU). The other for sensing water
indicating port or starboard.
track (relative) speed, Water Track Unit (WTU). The instrument determines Gyrocompass
the speed over the ground when operating in bottom track mode, and the speed VDR
through the water in water track mode, when the under-keel clearance exceeds Track Modes
approximately 300m. The parameters of the LPU are set up on installation and do not require any The unit will run in bottom track in water depths shallower than 300m. In greater
further adjustments unless any changes of input and output device are made. depths, where the return signal will be too weak, the unit will automatically
The echo signals from the transducer are processed by two microcomputers in An LCD menu is available for this operation, refer to the SAL T2 manual. switch to water track. An LED indicator, prominently located on each digital
wheelhouse. As both true and relative speeds are measured, it is also possible
to calculate the water current. The depth is calculated by measuring the time
lapse between transmitted and received bottom track pulses. ft
the electronics unit (ELC). The output signal is then fed to a distribution box
(LEB) and transmitted to one or more speed, distance or depth indicators in the
Indicators and Displays
Log information is made available to the navigator through two types of digital
log display, clearly indicates the mode of tracking in use.
There are two modes of bottom tracking available, each with a different precision
of accuracy. Normal mode calculates the speed directly from the distance/time
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information measured at the transducer. This is the most accurate mode
display units: available. However, when the signal/time delay is greater than the maximum
System Description pulse length of the transmitted signal, direct measurement is not possible. In
SD4-2 Universal Two Axis Log Display this case, the log automatically shifts to a less accurate Interpolation mode. The
The SAL T2 system is composed of the following units: limit at which the log will shift to interpolation mode is given by the product
This display unit has five control buttons having the following functions: of the depth of water in metres and the ships speed in knots. Should this value
fall below 41, the log will shift to interpolation mode.
Transducer Unit (TRU)
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This unit is located in the fore peak tank transducer box situated between BT/WT For example: Ships speed 7.5 knots, under-keel clearance 5m
frames 162 and 166 on the longitudinal centre line of the vessel, and fitted Switches between bottom track and water track modes. product = 7.5 x 5 = 37.5.
with a bottom valve to allow access to the TRU whilst the ship is in service.
The TRU is connected by cable to the Electronic Unit (ELC) located within a Thus the log will operate in interpolation mode.
Long/Trans/Res
protected area.
Switches between the longitudinal (fore and aft) mode display, transverse (port When operating in confined waters, or approaching a berth, when slow speed
and starboard) mode display and resulting speed mode display as a speed and combined with reduced under-keel clearances are commonly encountered, the
vector direction (0 to 360). log will be operating in interpolation mode and its accuracy will be less.
Performance and Accuracy

Water Track
Range of operation:
Under-keel clearance is minimum clearance beneath the transducer of 3m.
Speed:
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Speed measured is accurate to 0.1 knot or 0.5%, (whichever is greater) from
the stationary water layer 120mm below the transducer.
Distance:
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Distance read-out accurate to 1% of travelled distance through the water.
Bottom Track
Range of operation:
Under-keel clearance 3 to 300m in normal acoustic conditions.
True Speed read-out is accurate to 0.1 knot or 0.5% in Normal Mode,

0.2 knot in Interpolation Mode.
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Distance:
2 to 10nm: accuracy 0.2%
10 to 50nm: accuracy 0.1%
over 50nm: accuracy 0.05%
Depth
Accuracy of between 1% within the depth range based on a speed of sound
of 1,460m/s.
Factors Affecting Performance ft

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Excessive pitching, rolling and yawing will produce dynamic speed errors.
This is due to the non-linear cyclic ship motion that cannot be nulled out by
averaging within the system. These errors will be less than 0.2% in normal
operating conditions.
Under some unfavourable acoustic conditions, due to entrained air in water,

this type of log may fail to indicate a speed. Such conditions are uncommon.
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However, the limitations due to vibration, cavitation and the effect of pounding
should be noted.
2.5.2 Electromagnetic Log Illustration 2.5.2a Electromagnetic Log System
Manufacturer: Yokogawa Chart Table

Type: EML500-HV1
Master Indicator LR523
ECDIS 1 and 2
General
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Radar 1 and 2
An electromagnetic log detects a voltage proportional to the flow velocity of
Master Unit LT501
sea water that cuts across the magnetic field produced in the sensor.
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The sensor is in the form of a rod which is lowered 50mm below the hull line
via a gate valve. Autopilot
220V AC
Output from the EM Log is displayed on the analogue display of the control
panel on the chart table.
The EM Log information is also input to both, Radars, ECDIS and autopilot JB
units, which in addition, receive the speed signal from the SAL T2 log.
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Speed Log
Transducer
Tank Top Frame 257
Hull
ft
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Illustration 2.5.3a Differential Global Positioning System (DGPS)
Antenna
Antenna GPA-019S
GPA-019S
No.1 DGPS Navigator No.2 DGPS Navigator
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Display Unit GP-150 Display Unit GP-150
Wheelhouse Navigation Chart Table
FURUNO GPS NAVIGATOR GP-150 FURUNO GPS NAVIGATOR GP-150
22
20
0.72
27
Interface Unit
IF-2502
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24V DC
Supply
From Rectifier
Units
Multi-distribution Unit Multi-distribution Unit

MD-550 No1 MD-550 No2
ft Forward Chart Console

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Satellite
TV Rack
IAS Interface
BWMS VDR
Autopilot
No.1 Radar
Master Clock
No.2 Radar
ECDIS No.1 GMDSS Console
AIS
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Gyrocompass 1 and 2
Echo Sounder Inmarsat-F
ECDIS No.2
Ship Performance Monitor VHF
NAVTEX Receiver Speed Log
2.5.3 Global Positioning System Navigator Front Panel Controls Switch On

Power Key To switch the unit on, press the POWER key momentarily, the unit will now
Manufacturer: Furuno Electric Co. perform a self-test routine.
Type: GP-150 GPS Navigator The POWER key is used to turn the GP-150 on and off. To turn the GP-150 on,
press the POWER key momentarily, until a beep is heard. To turn the GP-150
When the unit is switched on for the first time it takes approximately 90
off, press and hold the POWER key for several seconds.
The GP-150 GPS navigator meets the carriage requirements set out in the IMO seconds to display the ships position. After this time any subsequent switch on
resolution MSC.112(73) and IEC 61108-1 Ed.2 for SOLAS. It provides speed of the unit should provide position data within approximately 12 seconds.
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over ground (SOG) information to the same accuracy as that required for speed Tone Key
and distance measuring equipment (SDME). The TONE key is used to control the brightness and contrast of the displays If a position could not be found, NO FIX will be displayed in the GPS
backlighting. To change either the brightness or contrast, press the TONE key. condition window. At initial start-up the GP-150 will operate in the basic GPS
mode only until the DGPS reference beacon is set. Operating in the DGPS
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System Overview To increase or decrease the contrast, press the left or right arrow key. To change
the brightness press the up or down arrow key as prompted by the on-screen mode can be in either AUTO or MANUAL, the default set-up at power on is
display. The TONE key is also used to change the latitude and longitude co- manual.
The Global Positioning System (GPS) is a satellite-based navigation system
operated and maintained by the US Department of Defence. The system ordinate.
comprises a constellation of 24 satellites providing worldwide, 24-hour, three- WAAS Set-Up
dimensional (3D) coverage. Numeric Keypad
a) Press the MENU/ESC key to display the main menu.
Pushbuttons 0 to 9 are used to enter numeric data in various screens as well as
Differential GPS controlling the chart layers in chart mode. The arrow key is used to move the b) Press the 9 key to display the system settings menu.
cursor between fields on some displays, eg, waypoint and route screens, and to
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Differential GPS (DGPS) is a sophisticated form of GPS navigation which
provides even greater positioning accuracy than standard GPS. DGPS relies on complete operations on numeric data fields. c) Press the 7 key to display the WAAS/DGPS SETUP menu.
error corrections transmitted from a GPS receiver placed at a known location.
This receiver, called a reference station, calculates the error in the satellite Cursor Controls (Omnipad) d) Press the left or right arrow key to select WAAS or Auto.
range data and outputs corrections for use by mobile GPS receivers in the
same area. DGPS eliminates virtually all the measurement error in the satellite The omnipad control keys or arrow keys, control the movement of the cursor
e) Press the down arrow key to select WAAS SEARCH.
ranges, enabling a highly accurate position calculation. on those screens where a cursor is present. On the plot screens, the cursor
appears as a cross hair and provides the ability to move around on the grid.
f) Press the left or right arrow key to select Auto or Man.
On the SETUP, WAYPT, and ROUTE screens, the up/down arrow keys are
Wide Area Augmentation System (WAAS)
The WAAS provides differential corrections for correctly equipped receivers
through geostationary satellites. There is a European system called European
Geostationary Navigation Overlay System (EGNOS) in operation, whilst a
ft used to move the cursor between items that may be changed by the user, while
the left/right arrows are used to edit or change a given item.
Navigation Displays
Note: If Auto is selected the GP-150 will automatically search the GEO
satellites depending on the ships current latitude. If Man is selected the
operator must enter the WAAS/EGNOS GEO satellite number required.
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Japanese (MSAS) system is being developed.
The GP-150 offers several different displays, which provide navigation
The GP-150 system offers a number of features including: information and guidance. To access the different displays, press the DISPLAY
SEL key once followed by the up or down arrow to highlight the required
Comprehensive navigation displays display. The selected display mode appears approximately 15 seconds later.
Storage capacity for 999 waypoints and 30 routes Alternatively, press the DISPLAY SEL key a number of times until the
required display is highlighted. The displays available are: Plotter 1, Plotter 2,
Alarms such as arrival, anchor and cross-track error Highway, Navigation and Data.
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Man overboard position marking
3D highway provides a presentation of ships track overlaid on
the intended course
Position data displayed in latitude and longitude or Line-of-
Position (LOP) for Decca or Loran-C
Illustration 2.5.3b DGPS Front Panel
FURUNO GPS NAVIGATOR GP-150
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1
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16 2
15 3
4 4
13 5
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12 6
11 7
10 8
ft 9
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Key
1. Cursor Key. Used as arrow keys and also to manipulate the 6. Decreases the display range. 11. Centres the ship's position or the cursor position in the LCD.
cross hair which appears in plot screens.
7. Turns the cursor on or off. 12. Increases the display range.
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2. Select the display orientation and registers selections in menus.
8. Deletes waypoints and marks, clears incorrect data and 13. Places a mark on the display.
3. Places an event mark at the ship's position or marks a man silences the audible alarm.
overboard position. 14. Registers waypoints and routes.
9. Turns the power to the unit on or off.
4. Sets the destination. 15. Selects the required display mode.
10. Adjusts the LCD contrast and changes the latitude/longitude
5. Turns the recording and plotting of the ship's track on or off. co-ordinate (ie, N to S or E to W). 16. Opens or closes menu selections and quits the current operation.
DGPS Set-Up Navigation Planning Procedure to Enter Waypoints by MOB Position/Event Position
Automatic Set-Up Procedure Waypoints a) Press the WPT/RTE key.
a) Press the MENU/ESC key to display the main menu. A waypoint is a particular location on a voyage whether it be a starting,
b) Press the 2 key, the MOB/Event Position screen is displayed.
intermediate or destination waypoint. The GP-150 can store up to 999
b) Press the 9 key to display the system settings menu. waypoints, numbered from 001 to 999. Waypoints can be registered in four
ways: Note: A MOB or event position cannot be registered when there are no
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c) Press the 7 key to display the WAAS/DGPS set-up menu. MOB or event positions saved. The buzzer will sound and the message No
By cursor MOB/event data in memory will be displayed for 3 seconds to warn the user
d) Press the down arrow key to select the DGPS station. By MOB (Man Overboard) position or event position if this is the case.
At own ships position
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e) Press the left or right arrow key to select Auto. The GP-150 will c) Press the left or right arrow key to select the MOB or Event
automatically search for a DGPS reference station. Through the waypoint list position data.
d) Follow steps e) to i) in the Entering Waypoints using the Cursor

Manual Set-Up Procedure Procedure to Enter Waypoints Using the Cursor
section.
a) Press the MENU/ESC key to display the main menu. a) Press the WPT RTE key, the Waypoint/Route menu appears.
Procedure to Enter Waypoints by Own Ships Position
b) Press the 9 key to display the system settings menu. b) Press the 1 key to select the cursor. Place cursor on desired
location is displayed. Press the NU/CU ENT key to continue a) Press the WPT/RTE key.
c) Press the 7 key to display the WAAS/DGPS set-up menu. or the MENU ESC key to escape.
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b) Press the 3 key to select own ships position.
d) Use the left or right arrow key to set the DGPS MODE to ON. Note: The display changes to Plotter 2 when the Highway, Navigation or
Data mode is in use. Note: If there is no position information available a waypoint at own ships
e) Press the up or down arrow key to select the DGPS reference position cannot be registered. The buzzer will sound and the message No
station. c) Use the arrow keys to place the cursor in the desired location for position data will be displayed if this is the case.
the waypoint.
f) Press the left or right arrow key to select MAN. c) Follow steps e) to i) in the Entering Waypoints Using the Cursor
d) Press the NU/CU ENT key and the waypoint data screen opens. section.
g) Enter the four digit ID number for the DGPS reference station.
An invalid entry will cause the buzzer to sound and the warning
INVALID ID is displayed for 3 seconds.
ft The date, time, position and the next empty, lowest waypoint
number is displayed. To enter a new 3 digit number proceed to
step e) below. To accept the displayed waypoint proceed to step
f) below.
Procedure to Enter Waypoints Through the Waypoint List
a) Press the WPT/RTE key.
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Note: If there is no ID number press the CLEAR key.
e) Enter a new three digit waypoint number in the highlighted part b) Press the 4 key to display the waypoint list.
h) Press the NU/CU ENT key. of the display.
c) Press the TONE key to select the position format in either
f) Use the down arrow key to display the waypoint mark shape latitude and longitude or LOP.
i) Enter the frequency using four digits, between 283.5kHz and
325.0kHz. symbol display.
d) Press the up or down arrow key, to select a waypoint number.
g) Use the left or right arrow keys to select the required mark
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j) Press the NU/CU ENT key and Baud Rate is highlighted.
shape. e) Press the left or right arrow key to enter the position.
k) Press the right or left arrow key to select the baud rate (25, 50,
h) Press the NU/CU ENT key and the waypoint comment window f) Use the numeric keys to enter the latitude and longitude. Use
100 or 200bps).
will be displayed. Use the arrow keys to produce a comment the TONE key to change the N/S or E/W co-ordinates as
(maximum of 12 characters) to be attached to the waypoint if necessary.
l) Press the MENU/ESC key to exit the menu.
required or proceed to (h) to exit without adding a comment.
g) Use the down arrow to display the waypoint mark shape symbol
i) Press the NU/CU ENT key to store the waypoint. The display display.
reverts to the last used display mode.
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16 2
15 3
4 4
13 5
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12 6
11 7
10 8
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Key
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h) Use the left or right arrow key to select a mark shape. Note: At step e) above, if the waypoint being edited is currently selected as a c) Enter other route waypoints as in a) and b) as required.
destination or part of a route when the NU/CU ENT key is pressed, a screen
i) Press the NU/CU ENT key. will open and display Are you sure to change?. Press the NU/CU ENT key d) Press the MENU/ESC key to finish.
to confirm the change or press the MENU/ESC key to cancel the change.
j) Enter a comment.
Procedure Using Previously Registered Waypoints
f) Press the MENU/ESC key to finish.
k) Press the NU/CU ENT key twice. The waypoint list is displayed, Note: Waypoint numbers must be entered in the order that they will be used
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return to step d) to enter another waypoint. in the route, not in numerical order.
Routes
l) Press the MENU/ESC key to exit. a) Press the TONE key. The highlight on the waypoint number
Often a voyage involves several course changes, requiring a series of waypoints. disappears.
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The sequence of waypoints leading to the ultimate destination is called a route.
Procedure to Edit Waypoints
The GP-150 can automatically advance to the next waypoint in a route. Up to b) Press the up or down arrow key to select the waypoint number
a) Press the WPT/RTE key. 30 routes can be stored and each route can contain up to 30 waypoints. Routes required.
can be registered in the Plotter 1 or Plotter 2 display modes.
b) Press the 4 key. c) Press the NU/CU ENT key, the selected waypoint number
Procedure to Register a Route appears on the route editing screen. The distance and time-to-go
c) Press the up or down arrow key to select the waypoint to edit. indications to the first waypoint entered are blank.
a) Press the WPT/RTE key.
d) Press the right arrow key to move the cursor into the selected d) Follow steps b) and c) above to enter extra waypoints.
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waypoint data area. b) Press the 5 key and the route list appears.
e) Press the MENU/ESC key to finish.
e) Edit the data as required. c) Press the up or down arrow key to move the cursor to the
required route number.
Note: Press the TONE key to return to the route editing screen.
f) Press the NU/CU ENT key.
d) Press the right arrow key and the route editing list window is
g) Press the MENU/ESC key to return to the last used display. displayed. Deleting Route Waypoints
a) Press the WPT/RTE key, the waypoint/route menu is displayed.
Note: At step e) above, if the waypoint being edited is currently selected e) If necessary press the up arrow key to enter the speed by which
as a destination or part of a route when the NU/CU ENT key is pressed, a
screen will open and display Are you sure you want to erase?. Press the
MENU/ESC key to cancel the erase process or press the ENT key to confirm
the erase process. ft f)
to calculate the time-to-go.
Press the left or right arrow key to select either Auto or Man. For
manual enter the speed and press the down arrow key, otherwise
b) Press the 5 key to display the route list.
c) Press the up or down arrow key to select the required route.

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select auto and then the down arrow key. Auto uses the current d) Press the right arrow key to display the route editing screen.
average speed.
Procedure to Delete a Waypoint from the Waypoint List
e) Select the waypoint number to delete.
a) Press the WPT/RTE key. Route waypoints may be entered in two ways, as follows:
1. Enter waypoint number directly f) Press the CLEAR key.
b) Press the 4 key.
2. Use the route editing screen
g) Press the NU/CU ENT key.
c) Press the up or down arrow key to select the waypoint to be
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deleted. Procedure to Enter the Waypoint Number Directly h) Follow steps c) and e) to delete other waypoints from the
a) Enter the 3-digit waypoint number. The cursor shifts to the skip selected route.
d) Press the CLEAR key.
window.
i) Press the MENU/ESC key to finish. The route will be updated
e) Press the NU/CU ENT key. It is possible to cancel the erase to reflect the changes.
process by pressing the MENU/ESC key at this point. b) Press the down arrow key to continue. If the waypoint number
in a) above does not exist, a message will be displayed stating
that the waypoint does not exist and the entry is cancelled.
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16 2
15 3
4 4
13 5
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12 6
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10 8
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Key
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Replacing Route Waypoints Setting Destinations g) A route number will be displayed on the screen (if no route
number is displayed, key in the desired route number). Press the
There are four ways to set a destination: NU/CU ENT key to accept the current or updated number.
b) Press the 5 key to display the route list. By cursor
Procedure to Set a Destination by MOB or Event Position
By MOB or event position
c) Press the up or down arrow key to move the cursor to the
required route number. By waypoint Note: This operation cannot be performed if there are no MOB or event
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positions registered. The buzzer will sound and the message No MOB/event
By route data in memory will be displayed for 3 seconds to warn the user if this is
d) Press the right arrow key to display the route editing screen.
the case.
e) Move the cursor to highlight the waypoint number to be Procedure to Set a Single Destination by Cursor
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replaced. a) Press the GOTO key, the GOTO setting list appears.
Note: A destination cannot be set if there is no GPS position data. The buzzer
will sound and the message No position data will be displayed if the GPS b) Press the 2 key to select MOB/Event Position.
f) Enter the new waypoint number.
position data is not available.
g) Press the NU/CU ENT key. The following message is displayed c) Press the left or right arrow key to select either MOB or Event
a) Press the GOTO key and the GOTO setting list is displayed. Position.
This waypoint already exists are you sure to change?.
b) Press the 1 key to select CURSOR. d) Press the NU/CU ENT key. A flag appears at the position
h) Press the NU/CU ENT key to confirm the change to the
waypoint number (to reject the change press the MENU/ESC selected if it is within the current display range. A dashed line
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key). Note: If the display in use is other than Plotter 1, the Plotter 2 display is connects own ship to the MOB or event position.
automatically selected.
i) Press the MENU/ESC key twice to finish. Note: When destination is cancelled the dashed line is erased but the flags
c) Place the cursor on the required location. remain.
Deleting Routes d) Press the NU/CU ENT key to select.
Procedure to Set a Destination Through the Waypoint List
Note: At d) above press the CLEAR key to clear the selection. Note: A waypoint must exist to set it as a destination. If a waypoint does not
b) Press the 5 key to display the route list.
c) Press the up or down arrow key to move the cursor to the

required route number.
ft e) Press the NU/CU ENT key to accept the location.
Note: The display mode in use before the destination was set is shown again
and a dashed line connects own ship and the destination. The destination is
exist the buzzer sounds and a No waypoint data message is displayed.
a) Press the GOTO key and the GOTO setting list is displayed.
b) Press the 3 key to display the waypoint list.

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d) Press the CLEAR key. If the route is in use, the following marked with a flag.
message will be displayed Are you sure to erase?. c) Enter the three digit waypoint number and then press the NU/
CU ENT key.
e) Press the NU/CU ENT key to confirm the change to the Procedure to Set Multiple Destinations by Cursor
waypoint number (to reject the change press the MENU/ESC a) Press the GOTO key, the GOTO setting list is displayed. Alternatively, after b) above the operator can select a waypoint as follows:
key).
b) Press the 1 key to select CURSOR. c) Press the TONE key to display the waypoint window.
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f) Press the MENU/ESC key to finish.
c) Place the cursor on the required location. d) Press the up or down arrow key to highlight the waypoint
number required.
d) Press the NU/CU ENT key to confirm the waypoint.
e) Press the NU/CU ENT key. The display now shows own ship as
e) Repeat steps c) and d) above for each destination point. the starting point connected to the waypoint by a dashed line.
f) When all the destination points have been entered press the NU/ In each of the above instances, own ship position becomes the starting point
CU ENT key. and a dashed line links it to the selected waypoint.
Illustration 2.5.4a Anemometer System
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Wind Transmitter
(Aeroplane Type)
Radar Mast
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Navigation Bridge Deck
Wheelhouse Overhead Console
Wheelhouse Chart Table
0
60 30 30
40 30
80
40
20 WIND SPEED 60 WIND DIRECTION 60 0
STBD
PORT
100 30 30 60
20 50
80
ft 10
2
0
60
115
90 90
60 WIND DIRECTION 60
40
20
30
WIND SPEED
40
STBD
PORT
0 120 120 100
20 50
m/s 10
knot 150 150
90 90
180
2 60
0 115
120 120 0
m/s
150 150 knot
180
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FUSE FUSE
UMINATION
ILL
Dimmer Control Room

Switch
D
Navigation Locker 0
60 30 30
40 30
80
JB
40
20 WIND SPEED
60 WIND DIRECTION 60
STBD
PORT
100
20 50
10
90 90
2 60
115
Converter IAS
0
0 120 120
Unit
m/s
knot 150 150
ECDIS 1 and 2 180
VDR Data Acquisition Unit

220 V AC
2.5.4 METEOROLOGICAL SYSTEM
Anemometer
Manufacturer: Daeyang Instruments Co

Model: DIC-AT-350
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Overview
The anemometer provides wind speed and direction information from a
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aeroplane type sensor located on the radar mast. Signals are fed by cable
to a converter box (DIC-AN-5120) in the aft chart table and then on to the
wheelhouse overhead gauge board and the ECDIS. Two separate indicators are
used, for wind speed and wind direction. The system is powered by a 220V
AC supply. An ON/OFF switch and an indicator dimmer switch are built into
the bridge control console.
Wind direction will be provided in wind velocity greater than 2m/s at 900. Wind
speeds between a minimum of 2m/s and maximum 60m/s will be indicated.
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Adjustments to the Wind Speed Indicator
Switch the power off and remove the cover on the wheelhouse gauge. Adjust
the internal zero adjusting screw using a terminal screwdriver.
Adjustments to the Wind Direction Indicator

Switch the power on and align the propeller to the ships head. Zero the
indicator by removing the cover on wheelhouse gauge, loosen the needle fixing
screw and adjust to zero. Re-tighten the needle screw.
Maintenance ft
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If the propeller becomes badly contaminated, remove it and polish with an
abrasive cleaner and then clean with gasoline. When replacing the propeller
ensure correct alignment with the key. Do not paint the propeller.
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Illustration 2.5.5a Weather Facsimile Receiver
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CONTRAST SYNC VOLUME
12 10 8 5
14 2 3 TUNE RCL
MODE
PRG
RECEIVER 16 100N JMH 36225

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

FURUNO DFAX 17 18 19 20 21 22 23 24
FACSIMILE RECEIVER FAX -214
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0 10 20 30 40
POWER
ON
1
ft
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Key
1 Power on/off switch 7 Used to call up station and frequency data 13 Paper feed control 19 Illuminates when the alarm mode is activated
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2 Equalises the picture synchronisation to align 8 Used to control operation of the printer 14 Used to adjust the contrast of the LCD display 20 Illuminates when receiving a NAVTEX search
with the paper feed direction 9 Selects paper speed and IOC setting 15 Internal or external receiver selection switch and rescue (SAR) message
3 Monitor speaker volume control 10 Used for memory recall or to program data 16 Tuning indication. The tuning bar runs up or down 21 Illuminated when the recording paper supply is exhausted
4 Used to scroll a number or message upward 11 Used for phase alignment to indicate a difference between the programmed 22 Illuminates when the signal is too weak to print a map
or downward 12 Used to adjust the backlighting intensity of the frequency and the received frequency 23 Illuminates when the scanning speed is incorrectly set
5 Used to move the cursor or data sideways LCD display and indicator LEDs 17 Illuminated when the timer mode is active 24 Illuminates when the picture is out of phase
6 Used to enter data or activate a function 18 Illuminated during printing
2.5.5 Weather Facsimile Receiver d) Referring to a time signal, use the arrow keys to adjust the time. c) Press the up or down arrow keys to select the correct speed for
When the set time coincides with the time signal, press the ENT the transmitting station.
Manufacturer: Furuno key. The new time is set and displayed.
Model: FAX - 214 d) Use the right arrow key to move the cursor to the IOC setting
Note: Do not turn the power off during recording as the printing head remains and use the up or down arrow keys to change the setting to that
in contact with the recording paper (roller), applying harmful pressure to the of the transmitting station.
Overview printing head.
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e) Press the ENT key. The new settings are printed and the weather
The weather facsimile machine provides a weather map picture of the weather map follows.
forecast for a given area. Due to the speed of transmission and the detail Selection of Stations and Frequencies
involved, some maps may take several minutes to receive. a) Press the CH key, the station and frequency data are displayed. If it is necessary to change the above settings while the unit is printing, proceed
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as follows:
The receiver is fitted in the chart space of the wheelhouse port main navigation b) Use the left arrow keys to move the cursor to the zone number,
console. The receiving antenna is fitted externally on the compass deck above then use the up or down arrow keys to select the required zone a) Press the SPD/IOC key. SPD/IOC xxx/xxx is displayed.
the wheelhouse. The unit operates from a 220V AC supply. number.
b) Continue as in b) to e) above. Press the SPD/IOC key to return
The basic facsimile receiver consists of: c) Use the right arrow key to move the cursor to the station number to the normal display.
A panel containing control keys, LCD display annunciator and column and use the up and down arrow keys to select the station
LEDs which display the status of the system number. Note: The SPD/IOC key is only functional when the printer is operating.
An integral printer
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d) Use the right arrow key to move the cursor to the channel
number column, select the scan mode by using the up and down Procedure for Phase Matching
Operational Procedure of Facsimile Receiver arrow keys to select the *. If a frequency is known to be reliable If the printer starts printing after the phase signal has been transmitted or the
in a given area, enter the channel number instead of the *. signal is too weak to detect a phasing signal, the recording may be split into
The FAX-214 receiver uses a timer, which enables automatic recording of two parts with a thick white (or black) gap called a dead sector. The phase LED
facsimile signals and up to 16 programmes can be scheduled. In most cases e) When the above data has been entered correctly, press the will be illuminated and Phase NG will be printed on the recording. If this
this may be the only operating mode used. However, if a programme is already ENT key. ..*...SCAN will be displayed while the receiver is occurs, proceed as follows:
in progress, or if the transmitting station does not use start and stop signals, scanning.
manual reception will have to be selected. Data such as time and programmed
frequencies are stored in the memory which is powered by a back-up battery.
Power On/Off
ft f)
Tuning
When the receiver has locked onto a frequency, the details of
frequency and station ID will be displayed.
a) Press the PHASE key. Set PHASE 00 is displayed.
b) Read the scale number corresponding to the centre of the dead

sector. This value will range between 0 and 40.
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Press the power switch to the ON position to switch the unit on and to the c) Use the up or down arrow keys to enter this figure.
OFF position to switch it off. When the power is switched on the time will be In some instances it may be necessary to fine tune the receiver. The tune
displayed for a few seconds followed by the channel data. indicator LEDs will move up or down indicating the correction required. Press d) Press the ENT key and the dead sector will be shifted to the left
the up or the down arrow key following the LEDs until the centre LED is edge of the recording paper.
illuminated steadily.
Procedure for Setting the Clock
Note: The PHASE key is only functional when the printer is operating.
It is important to set the clock to the correct time, as the timer function uses
Procedure for Setting the Scanning Speed and Index of Co-operation
the clock for starting and stopping the equipment. It is advisable to set the
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(IOC)
clock to Universal Co-ordinated Time (UTC) as most publications indicate Procedure for Signal Synchronisation
transmission times in UTC. The scanning speed available is 60, 90, 120 and 240 rpm.
This is the fine tune control for phase matching. If the dead sector is being
printed askew, even when phase is properly selected, turn the SYNC control
a) Press the RCL/PRG key. The current time setting is displayed. The IOC has two levels, 576 (high resolution) or 288 (low resolution).
knob clockwise or anti-clockwise to correct it accordingly.
b) Press the RCL/PRG key again and Set Clock? is displayed. a) Press the MODE key. Manual START ? is displayed.
c) Press the ENT key and Set Clock xx:xx is displayed (xx:xx is b) Press the ENT key, the display now reads SPD/IOC xxx/xxx.
the current setting). The cursor will be blinking under the SPD setting.
Procedure to Stop Picture Recording Timer Recording Procedure to Activate the Timer Function
In the manual recording mode the printer will continue running after the Procedure for Setting the Programme Schedule a) Press the SPD/IOC key and select the correct IOC (288 or 576)
weather map has been received as the stop signal is not recognised in this of the transmitting station, as indicated in the publication in
For the following procedure it is required to refer to the necessary publications,
mode. To stop the printer, proceed as follows: use.
such as the Admiralty List of Radio Signals, for station transmission
schedules.
a) Press the MODE key, Manual STOP ? is displayed. b) Press the MODE key and use the up or down arrow keys to
select TIMER ON in the display.
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a) Press the RCL/PRG key twice, then press the up or down arrow
b) Press the ENT key. The printer stops recording and the unit is
keys until Set Schedule is displayed.
returned to the normal mode indicating channel data. c) Press the ENT key. The programmed schedule closest to
the present time will be displayed. If there are no schedules
b) Press the ENT key and the data entry display for the programme
programmed, No Schedule ! will be displayed.
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Procedure to Activate Sleep Mode timer will be shown. The data columns are indicated below. Use
This provides an automatic stop facility when recording in the manual mode. the right arrow key to scroll across the display screen. If the
In accordance with the World Meteorological Organisation (WMO), most
There are two sleep modes; timer sleep and remote sleep. In timer sleep, the timer programme is full the message Schedule Full! will be
stations transmitting weather facsimiles transmit a remote control signal (start
printer stops recording at the designated time, set by the operator. In remote displayed and the unit reverts to normal mode.
and stop signal). With this in mind it is suggested that the equipment is set to
sleep the printer stop is activated by detection of a remote control signal. the remote start mode.
Zone Number
Station Number
To activate the sleep mode, proceed as follows: Channel Number (select '*' to activate the scan function) Note: In timer mode, all keys except the dimmer, paper feed and MODE
Picture Mode: N(Normal) or R(Reverse) keys are inoperative. To escape the timer mode, press the MODE key. The
a) Press the MODE key and use the up or down arrow keys to display returns to normal.
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000N PRV * xx:xx xx:xx
scroll the menu until SLEEP ON ? is displayed.
Program End Time: (Hour:Minute) Procedure for Operation of the Internal NAVTEX Receiver
b) Press the ENT key and the message OFF at _ : is displayed. Program Start Time: (Hour:Minute)
If the ENT key is pressed while the display remains blank, the Start Trigger: * Remote Start
printer will switch off and enter sleep mode immediately. s Timer Start (IOC is 576) If a standard NAVTEX message is received during the printing of a facsimile
f Timer Start (IOC is 288) recording, the message will be stored to memory and printed on completion of
c) Use the arrow keys to enter the time in the data columns to enter the facsimile message. If a priority NAVTEX message is received during the
the timer sleep function, for example, OFF at 12:45. In the following example, the machine is set to receive a facsimile broadcast printing of a facsimile recording, the recording is interrupted and the priority
NAVTEX message is printed out, followed by the remainder of the facsimile
d) To activate the remote sleep function, use the up and down arrow
keys to enter an asterisk in the first data column, for example,
OFF at *.
ft from station NAM in Norfolk, Virginia, USA using the remote start mode.
Zone: 5, Station: 3, Frequency: Scan mode, Start trigger: *,

Receive time: 13:20 to 13:45.
recording. To programme the unit to receive NAVTEX messages from selected
stations, proceed as follows:
a) Press the RCL/PRG key twice and then use the up or down
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c) Use the left arrow key to move the cursor to the bottom of the arrow keys to scroll through the menu until Set NAVTEX? is
Note: In this mode the unit display reads OFF Facsimile and is
zone column, then use the up or down arrow keys to select 5 displayed.
inoperative.
for the zone.
b) Press the ENT key, Station; ABCDEFGH will be displayed.
d) Use the left or right arrow keys to move to the next input field,
station, frequency, etc, then use the up or down arrow keys to c) Use the right arrow key to scroll across to station identification
make the required selection. (ID) Z.
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e) After the programme end time has been entered correctly, press d) A station identification letter must be in upper case to be
the ENT key. SET appears in the display for approximately selected. Use the left or right arrow key to move the cursor
two seconds and this indicates that the programme has been across to the desired station ID.
accepted.
e) Use the up or down arrow key to change a lower case letter to an
f) Repeat steps a) to e) to enter more scheduled programmes. upper case letter and vice versa. Continue until all the required
station IDs are indicated by upper case letters.
f) Press the ENT key; SET is displayed for a short time followed
by Message; ABcDefgh. Reception of message types A, B
and D are mandatory, these message types remain as upper case
letters and cannot be changed by use of the up or down arrow
keys.
g) Select the message types to be received by making the letter
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upper case as for the station IDs above.
h) When all the message settings are complete, press the ENT key,
SET is displayed for approximately two seconds.
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i) The audio alarm can be set in the alarm mode. Enter the alarm
mode and then use the up or down arrow keys to select the
display Audio alarm ON? or Audio alarm OFF.
j) Press the ENT key to confirm the selected state for the audio
alarm.
For further in-depth information consult the manufacturers handbook.
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ft
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D
Illustration 2.5.6a Echo Sounder System

Overhead Console
Digital Depth Indicator

FE-720 Chart Table Rear
Chart Table Rear
FURUNO Printer PP-505FE

Echo Sounder Display Unit
FE-700
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PRINTER PP-505
GRAPH
MENU ENT
FE-700 LOG
PAPER
DRAFT MUTE
DISP DIM
AUTO ALARM: 10m
ALARM MODE
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DIM BRILL INTERVAL
FORE 200kHz
RANGE : 5
GAIN : 8.5 AUTO COLOR * RANGE
MODE : NAV
FEED
- + FE-720 PWR /MARK
4 5
3 6
2 7
0 8
RANGE
4 6
2 8
0 10
GAIN
LOGBOOK
HISTORY OS DATA
DBS HELP
NAV MENU
MODE
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BELOW TRANSDUCER m
POWER
ECDIS Alarm System
MINATIO
LU N
IL
GPS VDR IAS

Dimmer
Junction
24V DC Box
ft Distribution Box FE-702 220V AC

MD-550 JB 24V DC
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Transducer Switching Box EX-8
Matching Box MB-502 Matching Box MB-504

D
50B-6B Transducer 200B-8B Transducer
2.5.6 Echo Sounder d) The brilliance/tone menu window closes if a key has not been d) Any changes to the draught setting must be made within 10
pressed for 10 seconds. seconds of opening this menu window.
Model: FE-700 Adjusting the Panel Illumination CAUTION
DBS does not indicate the water clearance below the keel. This mode
a) Press the DIM key, the panel dimmer menu will appear.
should not be selected when the vessel is transiting shallow waters to
Introduction avoid the possibility of grounding.
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b) Use the + or - keys to obtain the desired setting or press the DIM
The FE-700 echo sounder system comprises a main display unit on the chart key repeatedly until the desired setting is obtained.
table and a digital depth indicator on the wheelhouse forward bulkhead. Depth HISTORY Mode
information received from the transducers, located in the hull, can be displayed Selecting the Display Mode In this mode the screen has a split display showing a contour display on the
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on these units. Two transducers are used, a 50B-6B (50kHz 35 beam-width) left-hand side and a strata display on the right-hand side of the screen. The
and a 200B-8B (200kHz 6 beam-width). The transducers are sited in the ships The rotary MODE selection knob is used to select one of the seven available
range scale for both must be the same or the message OUT OF RANGE will
bottom plates, forward in a transducer box in the fore peak tank, between display modes as described below.
be displayed.
frames 162 and 163 and aft, in the engine room between frames 61 and 62.
The system can display information from other pieces of equipment such as NAV Mode The contour display can be scrolled left or right using the + and - keys to display
the GPS, and can provide outputs to equipment such as the bridge watch alarm the previous 24 hours soundings. The strata display shows the soundings for
This is the mode for general use. In this mode the display indicates the depth
monitoring system, Voyage Data Recorder (VDR), Echo Sounder printer, etc. the last 5 minutes.
from the transducer to the sea bed, and BELOW TRANSDUCER is displayed
in the bottom left-hand corner of the display. By default, the following settings
Operation are made: LOGBOOK Mode
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Power On/Off Colour: Amber In this mode a table displays time, depth and own ship position. There are 60
Range: Automatic range switching pages of data with page 1/60 being the oldest data and page 60/60 being the
Note: This unit must be switched on at all times whilst at sea as it provides
latest. There are three time interval options which can be selected; 5 seconds, 1
depth information to the recorder system on the Masters computer. Window: 15 minutes minute and 2 minutes. To change the time interval proceed as follows:
a) Press the POWER key, the unit will perform a self-test. Shallow Water Alarm: 20m
a) Rotate the MODE selection knob to the MENU position, the
Note: The user can customise the settings in this display mode as in any main menu is displayed.
b) Use the rotary MODE selection switch to select the display
c)
mode. NAV mode is suggested for general use. The default
colour is amber and the default unit of measurement is metres.
These can be customised later by the user.
To switch the unit off press the POWER key again. ft other display mode. Customised settings made in a display mode will be used
whenever the unit is switched on again.
Depth Below Surface (DBS) Mode

b) Use the down arrow key to highlight the INTERVAL option.
c) Use the + or - keys to select the time interval desired.

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In this mode the display indicates a draught adjusted depth reading. BELOW d) Rotate the MODE selection knob to the LOGBOOK position.
Note: To prevent damage to the sensitive electronic components do not press SURFACE is displayed in the bottom left-hand corner of the display, and the
the POWER key again for at least 5 seconds after switching off. draught value is displayed in the top right-hand corner of the display. When this OS DATA Mode
mode is selected the draught must be adjusted as follows:
In this mode, own ship data such as position, course and speed are displayed in
Adjusting the Display Illumination a) Rotate the MODE selection knob to the DBS position. Confirm digital format. If a GPS signal is not present then EPFS ERROR is displayed.
and set ships draft to use DBS mode will be displayed. There are two data screens available, DATA 1 and DATA 2, DATA 1 is the
a) Press the BRILL key and the brilliance/tone menu will be default setting.
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displayed.
b) Press the DRAFT key and the draught setting menu will be
b) Use the + or - keys to adjust the display brilliance to the desired displayed. HELP Mode
level. While this menu is active, each press of the BRILL In this mode a mimic of the control keys is shown on the screen. Press a control
key will toggle between setting the level to maximum from c) Use the + and - keys to select the required draught between 0 to
key and an explanation of the use of that key will be displayed.
minimum and then from minimum to maximum. 30 metres in 0.1m increments. The draught setting is displayed
next to a picture of a ship on the display.
c) Use the up or down arrow keys to set the tone (contrast) to the
desired level.
Illustration 2.5.6b Echo Sounder Equipment
8 9 10 11 12 13 14 15
G A B
Echo Sounder Display Unit
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FE-700
ALARM: 10m MUTE Echo Sounder Digital Depth Indicator

AUTO ALARM: 10m
DRAFT
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ALARM
1
FORE 200kHz DIM FE-720
BRILL
2 RANGE
FORE: 5 200kHz
GAIN
RANGE: 8.5
:5
MODE
GAIN : :8.5
NAV AUTO COLOR
16
3 MODE : NAV
4
- + 17 MENU ENT
4 5
3 6
5
2 7
18 DISP DIM C
C
0 8
RANGE
*
4 6
6 2 8
19
0 10
PWR
GAIN
LOGBOOK
HISTORY OS DATA
BELOW TRANSDUCER
BELOW TRANSDUCER
m
m
ft DBS
NAV
MODE
HELP
MENU
20
Key
A.
B.
C.
Omnipad - left/right/up/down arrow keys
Enter key - used to confirm selection
Dim key - used to set panel illumination
F D E
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POWER 21 D. * key - used to adjust display contrast
E. Power key - used to switch the unit on or off
7 F. Display key - Used to toggle between depth below transducer or depth below surface display
G. Menu key - used to display the main menu
Key
1. Mode Indication 12. Press to Select Panel Dimmer Menu
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2. Indication of the Transducer in Use 13. Press to Adjust the Draught Setting
3. Indicates the Range Setting (Used in the Depth Below Surface (DBS) Mode only)
4. Indicates the Gain Setting 14. Press to set the Depth Alarm or to Silence an Audible Alarm
5. Indicates the Display Mode 15. Press to Select the Display Brilliance/Tone Menu
6. Indication of the Depth and if Below the 16. Press to Select the Display Colour Menu
Surface or Below the Transducer 17. Used to Increase or Decrease Setting Values
7. Depth Unit (metres/feet/fathoms) 18. Rotate to Select Display Range
8. Indicates the Current Alarm Setting 19. Rotate to Adjust the Receiver Sensitivity
9. Depth Alarm Line 20. Rotate to Select the Desired Display Mode
10. Range Scale 21. Press to Turn the Power On or Off
11. Press to Switch Automatic Mode On or Off
MENU Mode Selecting the Display Colours Adjusting the Display Contrast
In this mode, seldom used functions are accessed and include the following: Press the COLOUR key and the COLOUR menu is displayed. The + and - a) Press the * key and the contrast menu will be displayed.
keys are used to select the desired level between 1 and 9. Level 1 monochrome
CLUTTER (AUTO, 0-16)
amber is the default setting. b) Use the left and right arrow keys to select the desired level,
INTERFERENCE REJECT (OFF, IR1, IR2, IR3) between 0 and 63. The default setting is 48.
PICTURE ADVANCE (SLOW, FAST) Setting the Shallow Water Alarm Limit
c) Press the ENT key to save the parameters.
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TREND INDICATOR (ON, OFF) The shallow water alarm is activated when echoes are returned from a shallower
INTERVAL (5s, 1min, 2min) depth than the preset limit. To set the depth at which the alarm will be activated
Selecting the Depth Mode
proceed as follows:
GO TO SYSTEM MENU? (NO, YES) The depths are displayed independently for the main display in either below
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a) Press the MUTE ALARM key and the depth alarm menu will be transducer or below surface. Press the DISP key to toggle between the below
In the above menu the up and down arrow keys are used for scrolling through displayed. transducer display to the below surface display.
the above items, and the + and - keys are used to set the desired option.
b) Use the + and - keys to set the desired alarm depth.
Menu Key Function
Note: The parameters in the SYSTEM MENUS are normally set during
installation and would not normally require altering by the user. c) Whenever the alarm is activated SHALLOW DEPTH ALARM Press the menu key to display the main menu which offers five options as
is displayed in the centre of the screen. follows:
Selecting the Range Scale DIM CONTROL
d) To silence the alarm press the MUTE ALARM key, the displayed
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If the received echoes disappear from the display screen, use the rotary message SHALLOW DEPTH ALARM is repositioned to the LANGUAGE
RANGE knob to select a range where the displayed echoes appear in the centre top half of the screen. UNITS
of the display.
ALARM SET
The equipment would normally be operating in the automatic mode and the Digital Depth Indicator - FE-720 TEST
range would be adjusted automatically. Operation
The procedure for selecting a setting from any of the above options is the same.
Switching On Below is an example of selecting the unit of depth measurement as metres:
Adjusting the Receiver Sensitivity
available picture. Set the GAIN control so that a slight amount of background
noise appears on the display. As a guide, a higher gain setting is used for
greater depths and a lower setting for shallower depths. ft
Use the rotary GAIN control knob to adjust the receiver sensitivity for the best
The main unit must be switched on to allow operation of the remote depth
indicator. Press the POWER key, the unit bleeps and displays the screen which
was in use at the time the unit was switched off.
a) Press the MENU key and the main menu is displayed.
b) Use the down arrow key to highlight the UNITS option, the
current unit options are highlighted.
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Switching Off
As with the range setting above when automatic is selected, the gain of the Press the POWER key and the unit will shut down. c) Press the ENT key.
receiver is set automatically.
Adjusting the Panel Illumination d) Use the up or down arrow keys to highlight the m option.
Selecting Automatic Operation
a) Press the DIM key. e) Press the ENT key to accept the selection.
a) Pressing the AUTO key and the AUTO MODE menu is
displayed.
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b) Press the left or right arrow keys to increase or decrease the level f) Press the MENU key to finish.
of illumination. Level 4 is the default level.
b) Use the + or - key to select the ON or OFF mode.
c) Press the ENT key to save the parameters.
Note: The AUTO MODE is cancelled whenever the range or gain are
changed manually.
Illustration 2.5.7a Automatic Identification System
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GPS/VHF
Combined Antenna
GVA-100
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Distribution
Box DB-1
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Chart Table
FURUNO UNIVERSAL AIS

Gyrocompass
Transponder Unit
GPS
FA-1501
Alarm Out
X-Band Radar
S-Band Radar
ft MENU
DISP
ENT
DIM
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ECDIS No.1 *
ECDIS No.2
FA-150 PWR
D
Power 220V AC
Supply
PR-240-CE 24V DC
2.5.7 automatic identification system Information Provided by the AIS The transponder unit receives, decodes and displays information from other ship
and shore stations fitted with AIS equipment. Information is displayed in either
Static Data
Manufacturer: Furuno text or graphic form on the monitor unit, and ship information such as position
Model: FA-150 This information is programmed into the AIS unit during installation and and speed supplied from ships equipment is interfaced via the transponder unit
includes the following: before being transmitted. Received AIS information is supplied to the vessels
IMO number MMSI number radar system. A serial port/pilot plug is provided for use by a pilot.
Introduction
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Length and beam Ships call sign and name
Operating Procedures and Controls
The Furuno FA-150 is a universal automatic identification system (AIS) Type of ship Location of the GPS antenna
capable of exchanging navigation and ship data between own ship and other
ships or coastal stations. The FA-150 complies with IMO MSC.74(69) Annex This data does not normally need to be changed. However, it may be altered CAUTION
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3, A.694, ITU-R M.1371-1 and DSC ITU-R M.825. It also complies with with the Masters authority. If the back-up battery is replaced the static data Users should be aware that other vessels and some VTS centres may
IEC 61993-2 (type testing standard) and IEC 60945 (EMC and environmental has to be entered again. not be fitted with AIS. Under certain circumstances, the Master may
conditions). switch the AIS off. Information provided by AIS may therefore not give
a complete picture of traffic in the area.
Dynamic Data
The FA-150 consists of a transponder unit and a compact display unit with a
4.5 silver bright display. This information is taken from the ships GPS and includes the following:
Switching the Unit On and Off
UTC date and time Position
The transponder unit contains a VHF transmitter, two TDMA receivers on The AIS should be switched on whenever the vessel is under way or at anchor.
parallel VHF channels, a DSC channel 70 receiver, interface processor and Course over ground (COG) Speed over ground (SOG) The Master has the authority to switch the AIS off if they believe its operation
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internal GPS receiver. The GPS receiver is a 12-channel all-in-view receiver Heading Rate of turn (ROT) may compromise the safety or security of the ship. When there is no longer a
and has differential capabilities (DGPS). The GPS receiver provides UTC threat of danger the system must be switched on again.
reference and also provides position, COG and SOG in the event that a The above information is automatically updated, however, the officer of the
connected external GPS receiver fails. watch should periodically check the data to confirm its accuracy. Press the POWER key to turn the equipment on or off. When switched ON, the
start-up screen will appear and the in-built test routine is initiated. The system
The AIS operates in the maritime VHF band on two dedicated frequencies will then sort incoming target information by distance from nearest to furthest,
Voyage Related Data this process takes several seconds to complete.
(AIS1-VHF channel 87B and AIS2-VHF channel 88B). The AIS receiver
monitors both channels. In some areas (such as the coasts of the USA) other Ships draught The ships static data will be transmitted within two minutes of switching on
channels may be used. When under the control of a Vessel Traffic System
(VTS) the system can be re-tuned remotely by the AIS shore station to other
suitable channels. The system can also operate on DSC channel 70. The
equipment transmits short bursts of data continuously which contain the ships
identification, position, course, speed and other navigational information for ft Navigation status (manual input)
Type of hazardous cargo
Destination and ETA (at the Masters discretion)
and then repeated every six minutes. The ships dynamic data is transmitted
between every 2 seconds to 3 minutes depending on the ships course and
speed alterations and voyage related data is transmitted every six minutes.
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reception by ship and shore stations within VHF range and is used for the Received AIS data will be shown on the display and can also be shown on the
following purposes: Safety Related Messages vessels radar display, if selected.
Collision avoidance when in the ship-to-ship mode Safety and routine messages may be sent to nearby vessels over the VHF
link. These messages are only an additional means of broadcasting safety Adjusting the Panel Dimmer and Contrast
Vessel monitoring when in the ship-to-shore mode
information and do not replace the requirements of the GMDSS. a) Press the DIM key to show the dimmer and contrast dialog box
Traffic management when interrogated by a VTS on the display.
System Configuration
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Ship-to-ship AIS needs no operator intervention as the navigating officer can b) Use the up/down arrow keys to adjust the panel dimmer, or the
view details of the other ships information on the AIS display unit. Pilots left/right arrow keys to adjust the contrast.
can build up a view of other vessels movements in the immediate area, The system comprises:
shore authorities can monitor ship movements, and it can be used to obtain Transponder unit (FA-1501) c) Press the ENT key to close the dialog box.
information from passing ships such as identification, destination, ETA, type
Monitor Unit (FA-1502)
of cargo, etc. Shore stations can also broadcast important information such as
tidal data and weather forecasts. The system is also useful in search and rescue GPS/VHF combined antenna (GVA-100)
(SAR) operations as it allows shore authorities to monitor the movement of
AC/DC power supply
rescue craft.
Menu Functions a) Use the cursor pad to select the Draught sub-menu and then d) Press the right arrow on the cursor pad to select page 2 of the
press the ENT key. The left-hand digit of the draught figure is NAV STATUS menu.
Functionality of the equipment is carried out through the menu. The menu
underlined.
operating procedure is as follows:
e) Select NEW and then press the ENT key.
b) Use the up and down arrows of the cursor pad to select the
a) Press the MENU key to display the main menu. This lists the
required number. f) Use the cursor pad to select ENTER A NEW DESTINATION.
sub-menus available as follows:
Press the ENT key.
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MSG c) Use the right arrow of the cursor pad to select the next digit
SENSOR STATUS and use the up and down arrows of the cursor pad to select the g) Enter the destination as described earlier, Entering Alphanumeric
required number. Data.
INTERNAL GPS
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USER SETTINGS d) Repeat step c) until the required draught has been entered and Note: Up to 20 alphanumeric characters can be used for a destination and up
then press the ENT to register the data. to 20 destinations may be entered.
INITIAL SETTINGS
CHANNEL SETTINGS e) Press the DISP key to close the menu. h) A previously entered destination may be selected from the NAV
DIAGNOSTICS STATUS menu by using the cursor pad to highlight the desired
Pre-Voyage Settings destination and then pressing the ENT key. An options window
b) Use the cursor pad to choose the required menu and then press will be displayed. Use the cursor pad to select the option
the ENT key. There are seven items on the NAV STATUS menu that should be entered before required (SELECT, EDIT, DELETE) and then press the ENT
commencing a voyage; navigation status, destination, arrival date, arrival time, key.
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c) Use the cursor pad to select the required sub-menu and then number of crew on board, vessel type and draught. This information can be
press the ENT key. entered as follows: Note: If deleting a destination, a prompt window will be displayed asking
Are you sure?. Use the left and right arrows on the cursor pad to highlight
Note: There are two types of sub-menu; Option selection and Data a) Press the NAV STATUS key. The NAV STATUS menu is Yes or No and press the ENT key.
entry. displayed.
i) Press the right arrow on the cursor pad to show page 3 of the
d) Use the up and down arrow keys on the cursor pad to select the b) Press the ENT key. NAV STATUS menu.
item required and then press the ENT key.
Depending upon the sub-menu selected, an option will be chosen or

alphanumeric data will be entered.
ft c)

Use the up and down arrow keys on the cursor pad to choose the
appropriate status and then press the ENT key. The status list is
as follows:
00: Under way using engine
j) DATE is highlighted, press the ENT key.
k) Use the cursor pad to enter the date of arrival and then press the
ENT key.
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Choosing an Option 01: At anchor l) TIME is highlighted, press the ENT key.
a) Use the up and down arrow keys to highlight the menu item 02: Not under command
required and then press the ENT key. m) Use the cursor pad to enter the estimated time of arrival and then
03: Restricted manoeuvrability
press the ENT key. (Use 24 hour notation).
b) A window showing the options for the item selected is overlaid 04: Constrained by draught
on the sub-menu selected. 05: Moored n) Press the right arrow on the cursor pad to show page 4 of the
NAV STATUS menu.
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c) Use the up and own arrow keys to select the option required and 06: Aground
then press the ENT key. 07: Engaged in fishing o) CREW is highlighted. Press the ENT key.
08: Under way by sailing
d) Press the DISP key to close the menu. p) Use the cursor pad to enter the number of crew on board (range
09: Reserved for high speed craft (HSC) 0-8191) and then press the ENT key.
Entering Alphanumerical Data 10: Reserved for wing in ground (WIG, eg, hydrofoil)
q) TYPE NO. is highlighted. Press the ENT key. Use the cursor
The procedure below describes entering numeric data on the DRAUGHT entry 11-14: Reserved for future use pad to choose the type of vessel and then press the ENT key.
screen. The procedure is the same for all data entry sub-menus. 15: Not defined (default)
r) Press the right arrow on the cursor pad to show page 5 of the The Plotter Display is declared a lost target. LOST is displayed in the HDG field when a target
NAV STATUS menu. becomes lost.
The plotter display automatically appears at switch-on and shows the range and
s) Press the ENT key. course of AIS equipped ships within the current range. The position and course Vessels Navigation Status Target Declared as Lost Target
of own ship is also displayed. After:
t) Use the cursor pad to enter the vessels draught (range 0-25.5m) Ship at anchor or moored and not 10 minutes
and then press the ENT key. Plotter Display moving faster than 3kts
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Data for Ship at anchor or moored and moving 50 seconds
u) Press the DISP key to close the menu. Selected faster than 3kts
Target
0-14 knots speed 50 seconds
Setting the CPA/TCPA
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0-14 knots speed with course change 50 seconds
[CELESTE] 14-23 knots speed 25 seconds
This sets the parameters for the closest point of approach (CPA) and time
to closest point of approach (TCPA) of an AIS target. When a ships CPA HDG: 111 14-23 knots speed with course
change
25 seconds
and TPCA are lower than those set, the buzzer sounds and the message
COLLISION ALARM is displayed. SOG: 10kt Speed higher than 23 knots 7 seconds
COG: 111 Speed higher than 23 knots with 7 seconds
a) Press the MENU key to display the main menu. n course change
CPA: 6.19 m
b) Use the up and down arrows of the cursor pad to highlight
TCPA: 1259
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Note: When a targets CPA and TCPA are lower than those set, the target
USER SETTINGS and then press the ENT key. flashes and an audible alarm sounds. The word DNGR is displayed in the
INTRD: 1 HDG field. Press any key to stop the flashing and silence the alarm. Suitable
RNG: 6 nm
c) Use the up and down arrows of the cursor pad to highlight
CPA/TPCA ALARM and then press the ENT key. DETAIL : [ENT] measures must be taken to avoid collision.
d) CPA is highlighted. Press the ENT key. Displaying Target Data
e) Use the cursor pad to enter the CPA (range 0-6.00nm) and then Target a) With the plotter display shown, press the DISP key to show the
f)
press the ENT key.
TCPA is highlighted. Press the ENT key.
g) Use the cursor pad to enter the TCPA (range 0-60 min) and then ft Selected Target
Dangerous Target
TARGET LIST which lists all the AIS targets being detected by
the FA-150 unit.
Note: It is also possible to select a target directly on the plotter display. Press
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the left arrow key on the cursor pad to order the targets in closest to furthest
press the ENT key. order from own ship. The right arrow key can be used to order targets in
Lost Target
furthest to closest order from own ship. The circle of the desired target will
h) ALARM MODE is highlighted. Press the ENT key. be black. Press the ENT key.
i) Choose ON to enable the CPA/TCPA alarm feature (or OFF to Plotter Display Control b) Use the up or down arrow keys on the cursor pad to choose the
disable it). Press the ENT key. target whose data is to be viewed and then press the ENT key.
a) Press the DISP key to show the plotter display.
Use the up or down arrow keys to scroll through the data.
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j) ALARM BUZZER is highlighted. Press the ENT key.
b) Use the up and down arrow keys on the cursor pad to select the
range in nautical miles from 0.125, 0.25, 0.5, 0.75, 1.5, 3, 6, 12 Procedure to Display the Dangerous Target List
k) Choose ON to enable the CPA/TCPA audible alarm (or OFF
and 24.
to disable it). Press the ENT key. a) With the plotter display shown, press the DISP key to show the
TARGET LIST which lists all the AIS targets being detected by
l) Press DISP to close the menu. Lost Targets the FA-150.
A target is declared as a lost target under the conditions shown in the table
below. A target is erased from the screen 6 minutes and 40 seconds after it b) Press the right arrow key on the cursor pad to display the
DANGEROUS LIST.
c) To display detailed information about a dangerous target, use Dynamic Data Display i) Select the message type (NORMAL or SAFETY) and then
the up or down arrow keys on the cursor pad to select a target press the ENT key.
and then press the ENT key.
[OWN DYNAMIC DATA] Antenna symbol flashes when transmitting j) Select CHANNEL and then press the ENT key.
d) Use the cursor pad to change the page. 01/MAY/2006 13:24:55
LAT : 3445.2132 N k) Select the channel on which to transmit the message and then
LON:13521.2345 E press the ENT key.
Note: The message LOST appears at the top of the dangerous list when no SOG: 8.1 kt INT GPS Internal/External GPS/DGPS
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AIS signal is received from the selected target. COG: 118.5 HDG: 118
ROT: R10.3/min If no ROT device connected l) Press the MENU key to return to the CREATE MESSAGE
PA: H RAIM: USE one of the following is displayed display.
Own Ships Data - Static Data
ROT less than 10/min : 0.0
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The OWN STATIC DATA display is shown over five pages and includes 10/min rightward or higher : R>10 m) Select SET MSG and then press the ENT key.
MMSI, call sign and name, IMO number, type of ship and location of position Position accuracy 10/min leftward or higher : L>10
fixing antenna. High or Low n) Use the cursor pad to enter the message. Use the up and down
arrows to select the character and the left and right arrows to
This data should be checked once per month or once per voyage, whichever is shift the cursor.
the shorter. Data may only be changed with the Masters authority. a) With the plotter display shown, press the DISP key three times
to show the OWN DYNAMIC DATA display. o) Upon completion of the message, press the ENT key to return to
a) With the plotter display shown, press the DISP key twice to the CREATE MESSAGE display.
show the OWN STATIC DATA display. Sending and Receiving Messages
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p) Select SEND MSG and then press the ENT key. The message
b) Use the cursor pad to view the own static data pages, down or Messages may be sent and received over the VHF link to all ships or to an ARE YOU SURE? is displayed. Use the left arrow to select
right arrows to go forward and up or left arrows to go back. individual ship by using its MMSI number. Safety of Navigation messages and YES and then press the ENT key to send the message.
routine messages are permitted. When a message is received, an alarm tone
c) Press the 1 key to select the OWN STATIC DATA sub-menu. sounds and the word MESSAGE is displayed. NOW SENDING is displayed during message transmission and SEND
MESSAGE COMPLETED is displayed at the end of the transmission. SEND
d) Use the up/down arrow keys to scroll through the other pages. MESSAGE UNSUCCESSFUL is displayed if the message could not be sent.
Procedure for Sending Messages If despite successful transmission, a message acknowledgement is not received
then SEND MESSAGE UNSUCCESSFUL. MMSI: xxxxxxxxx will be
e) Press the MENU key twice to return to main menu.
Own Dynamic Data Display

The own dynamic data display shows own ships dynamic data, which includes ft a) Press the MENU key to open the main menu.
b) Use the up and down arrow keys on the cursor pad to select
MSG and then press the ENT key.
displayed.
Procedure for Receiving Messages

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time, date, ships position, course over ground (COG), speed over ground c) Select CREATE MSG and then press the ENT key. When a message is received the message received window is displayed as
(SOG), rate of turn (ROT) and heading. below:
d) Select SET MSG TYPE and then press the ENT key. MESSAGE! PRESS ANY KEY
The OOW should periodically check position, speed over ground and ship
sensor information. e) Select ADRS TYPE and then press the ENT key. a) Press any key to erase the message received window.
f) Select ADRS CAST to send a message to a specific AIS b) Press the MENU key to display the main menu.
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equipped ship or BROADCAST to send a message to all AIS
equipped ships within range. Press the ENT key. c) Select MSG and then press the ENT key.
g) For BROADCAST go to step h). For ADRS CAST, MMSI is d) Select RX LOG and then press the ENT key.
selected. Press the ENT key and then use the cursor pad to enter
the MMSI number of the vessel that is to receive the message. e) To view the contents of an unread message, use the cursor pad
Press the ENT key. to choose the message and then press the ENT key.
h) Select MSG TYPE and then press the ENT key. f) Press the DISP key to close the menu.
Message Logs Regional Settings

A maximum of 20 messages can be stored in the transmitted message log and The status of the regional operating areas currently in the memory can be
20 in the received message log. The oldest message in each log is automatically displayed. Nine of any combination of AIS messages from shore-based AIS,
deleted to make room for the latest. DSC messages, manual settings and commands from ECDIS or a PC may be
registered, one of which will be HIGH SEA.
To display a message log proceed as follows:
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a) Press the MENU key to display the main menu.
b) Select MSG and then press the ENT key.
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c) Select TX LOG or RX LOG as appropriate and then press the
ENT key.
d) To view a message, select it using the up and down arrow keys

and then press the ENT key.
e) Press the DISP key to close the log.
Operating Channels
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VHF channels 87B (2087) and 88B (2088) are used primarily for AIS. If these
frequencies are not available in a particular region, the AIS can be switched
automatically to an alternative operating channel by a shore facility. Where
there is no shore-based authority or GMDSS Area A1 station in place, the AIS
may be switched manually. The eight most recent regional operating areas are
memorised.
The default settings are as follows:

Tx Power: 12.5W
Channel No. 2087, 2088
ft
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Frequency bandwidth: 25kHz
Tx/Rx mode: Tx/Rx
Viewing Channels
a) Press the MENU key to display the main menu.
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b) Select CHANNEL SETTINGS and then press the ENT key.
c) Select VIEW CHANNEL and then press the ENT key.
d) Press the DISP key to close the display.
Ilustration 2.5.8a Master Clock System
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Overhead Panel
Pilot
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Chart Table 220V AC
DIMMER
Dimmer
220V AC
MASTER SLAVE
24V DC
GPS
Alarm Panel Further Accommodation Clocks
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Telegraph Logger
NMES
SLAVE ADJUST
SEC
DIMMER UT/LT ADV REV END ADJUST ENTER
ON/OFF
CCR Console
ft JB Further Accommodation Clocks

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Second Adjust Switch
ECR Console
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JB Further Accommodation Clocks
2.5.8 Master Clock System Procedure for Automatic Operation (GPS) Procedure for Manual Operation
Time and Date setting with GPS: To set time and date when no GPS data is available:
Manufacturer: Marine Radio Company Limited
Model: MCS-980 a) Set the master, slave and logger clocks to 00.00.00h. a) Set the master, slave and logger clocks to 00.00.00h.
b) If received correctly UT and LT are set to the correct date and b) Press UT/LT key until UT is displayed.
Overview time in 24 minutes.
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c) Press the ADJUST key.
The master clock and slave clock system comprise the following: Adjust Local Time variations within a time zone:
A master clock panel incorporating the master clock, a pilot slave d) Set the universal time and date using the four arrow keys.
clock and the control switches is situated on the wheelhouse a) Press the UT/LT key until LT is displayed.
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chart table panel. e) Press the UT/LT button until LT is displayed.
b) Press the ADJUST key.
An input from the DGPS provides automatic time adjustment.
f) Press the ADJUST key.
30 slave clocks are positioned around the ship. (One of these c) Use the up/down arrow keys to adjust LT.
have the facility for second adjustment, in the CCR.) g) Set the local time and date using the four arrow keys.
d) Press ENTER.
The master clock will normally display Co-ordinated Universal Time (UTC) h) Press ENTER.
while the slave clocks display local (ships) time. The pilot slave clock controls
the ships slave clocks with the transmission of a 24V DC signal. There are two
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types of slave clocks on board, one model has three hands (hour, minute and Illustration 2.5.8b Master Clock Control Panel
second) and the other model has two hands (hour and minute).
The system provides a time signal input to the ships automation system UT/LT Year Month Day
Operation
LT 2006 11 2 1
2 _3 : 0 7 : 3 4 R
The main control panel is situated on the wheelhouse chart table panel and
is supplied with 220V AC with a back-up 24V DC supply fed from the
wheelhouse 24V DC battery charger panel. In the event of a power failure, the
system automatically switches over to the DC battery supply. Once the system
has been set up, the master clock is adjusted automatically from the DGPS ft Hour Minutes Seconds GPS Receiving (flashing)
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using the NMEA 0183 (National Marine Electronics Association) protocol.
Cursor
Slave Adjust
ADV and REV keys can advance and reverse the slave clock adjustment 30
times faster than normal adjust.
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SLAVE ADJUST
SEC
DIMMER UT/LT ADV REV END ADJUST ENTER
ON/OFF
Illustration 2.5.9a Closed-Circuit Television System
Wheelhouse
Camera No.1
PT9W Forward Mooring
Central
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Safe Area
Equipment
Rack
Camera No.2
PT9W Aft Mooring
Power 220V / 60Hz
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Hazardous Area
Junction
Port Manifold Starboard Manifold Box
OK-400-F
220V / 60Hz
Camera No.3 Camera No.4

Ex-286 Ex-286
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Engine Room Area
Camera No.5 Camera No.6 Camera No.7

Ex-286 Ex-286 Ex-286
Cargo Control Room
Camera No.8
ft
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RDC400WP
Power Power 220V / 60Hz

Camera No.9
RDC400WP
Junction
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Box
Camera No.10 OK-400-F

RDC400WP
Engine Room
Camera No.11
RDC400WP
2.5.9 CLosed-Circuit Television system Procedure to Select a Camera or Monitor Use the pan/tilt/left/right arrow keys, at the right-hand side of the keyboard,
a) Press the camera or monitor select key. to adjust the view from the camera. Pressing one of these keys will cause the
Manufacturer: HERNIS Scan Systems camera to tilt up or down or move to the left or right.
Type: HE 250 b) Press the up number of the camera/monitor to select the required
camera/monitor, for example No.2. Use the keys on the left-hand side of the keyboard to carry out the following
functions:
Introduction c) Press the ENTER key to complete selection. Zoom out or zoom in
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The vessel is fitted with a closed-circuit television system which covers the Focus near or far
The view from camera No.2 will now be displayed on the monitor.
principal areas of the external decks and the high fire risk areas of the engine Open or close the iris
room and machinery spaces. The signals from the cameras are transmitted, via
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the central rack, to one of two operator stations. The operator stations are in Procedure to Adjust the Settings of a Motorised Camera Wipe or wash/wipe the camera housing glass
the wheelhouse and cargo control room. At an operator station the operator can Once a camera has been selected by the operator it is possible to adjust the
view signals on one or two monitors as well as controlling the movement of The first three functions above can only be carried out if the camera has a zoom
view if it is a motorised camera and wash/wipe the housing glass if this facility
certain cameras in the system. lens facility.
is fitted.
The HE 250 system is capable of supporting 16 cameras, 8 monitors and three

keyboards.
In this installation there are: Illustration 2.5.9b Closed-Circuit Television OK400 Keyboard
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5 motorised type cameras in hazardous areas
2 motorised, safe area cameras
4 outdoor, dome-type cameras
3 19 monitors
2 keyboards
4 1 2 3
Control Panel
The OK400 keyboard is specially designed for the system and comprises:
Liquid crystal display (LCD)
ft 3
2
4
7
5
6
8
6
9
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Function keys 5 5
Numeric keypad 1 0 ?
Soft keys
F1, F2, F3 and F4 keys - these keys are not used F1 F2 F3 F4
7
9 8
The system is controlled via the programmable keyboard at one of the operator
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stations.
The HERNIS 250 CCTV system has a range of functions and facilities, which
are controlled from a Menu System with icons. The functions are selected by Key
identifying the icons shown in the

LCD display and pressing the adjacent soft 1. Wash/Wipe and Wipe Buttons 4. Zoom Out and Zoom In Buttons 7. Pan/Tilt/Left/Right Control Buttons
key.
2. Open Iris and Close Iris Buttons 5. Soft Keys 8. Monitor Select Button
3. Focus Near and Focus Far Buttons 6. Numeric Keypad 9. Camera Select Button
System settings and functions are controlled through a menu hierarchy system Illustration 2.5.9d Sub-Menu Control Buttons
displayed on the LCD. Selections are made using the soft keys which are
located on either side of the LCD as shown in illustration 2.5.9b. There are two
modes of operation: Select this key to return to the previous menu. This key allows the operator to reduce the LCD
backlight.
Operator mode
Administrator mode - a password is required for this mode
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This key allows the operator to increase the LCD
This key allows the operator to scroll up. backlight.
The main menu provides the following options:
Illustration 2.5.9c Main Menu Control Buttons
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This key allows the operator to scroll down. This key allows the operator to reduce the LCD
contrast.
Multi-Switch Menu
This key is used to enter the sub-menu for the switching
of camera groups which allows the operator to switch
between preset groups of cameras to a set of monitors. This key allows the administrator to enter the service This key allows the operator to increase the LCD
menu II sub-menu (a password is required). contrast.
VCR VCR Menu

This key is not used in this installation.
3-2-1 This key allows the operator start a selected sequence
GO or multi-switching.
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Service Menu I
This key is used to enter the system configuration sub-menu.
STOP This key allows the operator stop a running sequence.
Camera List Menu
This key is used to enter the camera overview sub-menu
which allows the operator to select camera to monitor
configuration and an administrator to change camera names. Not applicable.
Pre-position List Menu

This key is used to view the preset positions of the camera
in use and allows the operator to scroll, select and start any
preset position.
Sequence Menu
This key is used to enter the programming sequences sub-menu. ft This key allows the operator to add new text if
required. A set of numeric keys will appear when
a text related menu is selected.
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Providing that preset positions have been programmed the
operator can program different camera/monitor switch sequences.
A This key allows the operator to edit text if required.
This key allows the operator to delete certain items

within sub-menus.
D
This key allows the operator to back-space to delete
text when adding or editing text.
OK This key allows the operator to accept new or edited

text.
Illustration 2.5.10a Voyage Data Recorder System

Data Recording Unit
(Compass Deck)
MIC Wheelhouse Console - Port - No.1
MIC Wheelhouse Console - Starboard - No.2 VOYAGE DATA RECORDER

DO NOT OPEN
MIC Wheelhouse Steering Stand - No.3 REPORT TO AUTHORITIES
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FURUNO ELECTRIC CO. LTD. No.1 and No.2 VHF Radios
MIC Bridge Wing Console - Port - No.4
MIC Bridge Wing Console - Starboard - No.5 SHIFT
116 DISTRESS 1
MIC Wheelhouse Chart Table - No.6
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ALARM
MIC Wheelhouse Radio Table - No.7

HANDSET
VOLUME/POWER SQUELCH CHANNEL
Navigation Locker
DGPS
220V AC
NORMAL ERROR SAVE DIMMER

Remote Alarm Panel (RAP)
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SAVE ACK TEST
REMOTE ALARM PANEL
FURUNO VR-5000
Voyage Data Recorder
Bow Thruster Order/Feedback

Gyrocompass
ft NFU/FU
Ships Main Alarms IAS
Anemometer System
Converter Unit
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Data Collection Unit Navigation Lights Power Fail
Autopilot (VR-5010)
Steering Stand
Rudder Angle Indication
ECDIS Display X-Band Display

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Echo Sounder
Distribution Box
Speed Log
SAL T2
2.5.10 Voyage Data Recorder The DCU receives and processes information provided from the shipboard Procedure to Start Recording - Power On
audio, video and data sensors. This information is processed by the DCU and
a) Obtain the security key from the Master.
Manufacturer: Furuno then saved, simultaneously, to the flash memory of the final recording medium
Model: VR-5000 in the VR 5010 Data Recording Unit (DRU) and the removable hard disk drive
b) Unlock and open the main door of the DCU cabinet.
in the DCU. The removable disk should only be removed from the DCU by the
authorised person following an incident.
c) Press in the pushbuttons for the AC mains, DC mains and the
Introduction back-up battery. The status LEDs will change colour as the
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Data is supplied to the DCU from the following sources: system initialises. During normal operation the status LEDs are
The purpose of the voyage data recorder (VDR) is to maintain a store, in a illuminated as follows:
secure and retrievable form, of information concerning the position, movement, No.1 and No.2 VHF radiotelephone units
physical status, command and control of a vessel over the period leading up to, SYS 1, SYS 2, SYS 3 Orange
Wheelhouse microphones, five in total plus two on the bridge
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and following, an incident having an impact on or related to the vessel. wings DCU OK Green
The information contained in a VDR should be made available to both the X-band radar The back-up battery light will flash periodically when the
administration and the ship owner. This information is for use during any system is fully initiated.
DGPS multi-distribution panel
subsequent investigation to identify the cause or causes of the incident.
Autopilot d) Close and lock the cabinet door, return the key to the Master.
The VDR equipment automatically records and stores data from sources Gyrocompass
such as, radar, microphones, VHF and navigation equipment, etc. The VDR e) Ensure that the remote alarm panel NORMAL indicator light is
Speed log multi-distribution panel illuminated. Adjust the dimmer switch on the control panel to
unit stores 12 hours worth of data on a first-in, first-out basis. Recording is
set the brilliance to the required value for night navigation.
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continuous and should only be stopped, using the supplied security key, during Echo sounder distribution box
a period of essential maintenance when the vessel is in port or when the vessel Anemometer
is laid-up. Procedure to Stop Recording - Power Off
Alarm monitoring system
Recording should only be stopped during a period of essential maintenance
The VDR is supplied with 220V AC. Bow thruster (order and response)
when the vessel is in port or when the vessel is laid-up. Proceed as follows:
Steering stand (order and response)
The system comprises the following major components:
a) Obtain the security key from the Master.
Rudder Angle Indicator
VR-5020 Data Recording Unit (DRU)
VR 5010 Data Collecting Unit (DCU)
Bridge microphones
ft VR-5000 Data Recording Unit (DRU)

The DRU is housed in a protective capsule which is mounted in a special
shock-absorbing cradle, situated on the wheelhouse top. It is coated in a high
b) Unlock and open the main door of the DCU cabinet.
c) Set the AC mains, DC mains and the back-up battery

pushbuttons to the OFF position. All the indicator lights will be
extinguished.
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VR-5000 Data Collecting Unit (DCU) visibility finish and is fitted with an underwater acoustic beacon (pinger). The
The central unit of the VR-5000 is the VR-5010 Data Collecting Unit (DCU), pinger will be activated if it is submerged following an incident. The DRU is
connected to the DCU with a fire-wire cable. Note: If the main circuit-breaker at the emergency switchboard 220V AC
this unit is located in the N/E room on D Deck. This unit provides the interface
feeder panel, is used to switch the power off while the DCU AC mains
to the ships equipment through a data processor unit. It houses the power
The protective capsule can withstand a fire of 1,100C for 1 hour and deep-sea breaker is still ON, the back-up battery supply will automatically cut-in to
distribution unit and junction box. Two 12V back-up batteries are installed in
pressure at a depth of 6,000m. supply the equipment.
the DCU and should be replaced approximately every 4 years. The batteries
provide power for the system to record bridge audio only, for two hours,
This unit is stowed in its float-free cradle mounting on the compass deck.
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following a failure of the main and emergency power supplies.
There are a number of status indication LEDs situated on the power distribution Operation
unit. The LEDs are marked as SYS 1, SYS 2, SYS 3 and DCU OK. The LEDs
will be illuminated in a combination of red, green or orange to indicate the Under normal operation the VR-5000 does not require any operator intervention.
system status. For a full list of the codes and the cause of any faults, should Three keys are supplied with the equipment to provide security against
they exist, refer to chapter 3 of the manufacturers operating manual. unauthorised access. The keys should be stored by the Master, in a secure
location.
Remote Alarm Panel Procedure to Save the Data to the Hard Drive After an
The remote alarm panel is situated on the main bridge control console. Power Incident
is supplied to the panel from the DCU. If an alarm situation occurs the alarm
buzzer will sound and the error LED will be illuminated. If the error LED is
After an incident when it is necessary to remove the stored data in order for
illuminated the operator should check the status LEDs on the power distribution
it to be sent to the Administration or ship owners, the data recording must be
unit of the DCU.
stopped in order to remove the data hard drive caddy.
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If the alarm sounds proceed as follows:
a) At the RAP, press and hold in the SAVE button until the Save
LED starts blinking, this indicates that the recording is been
a) Press the ACK button to silence the buzzer.
stopped. Wait for the LED to become constant, this will then
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indicate that it is safe to remove the hard drive caddy.
b) If the error LED is illuminated, check the status LEDs on the
power distribution unit of the DCU. Refer to chapter 3 of the
b) Obtain the key to the DCU cabinet. Using a special key, unlock
manufacturers operating manual to determine the cause of the
the caddy, the caddy is removed by lifting up its handle and
fault. If necessary arrange for the maintenance personnel to
pulling the caddy out. This action will initiate an alarm on the
rectify the fault.
RAP which should be acknowledged.
c) When the fault has been cleared the error LED will be
c) The system should now be shut down by releasing the AC, DC
extinguished.
and battery power buttons.
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d) If a spare hard drive caddy in available, it can now be fitted
Illustration 2.5.10b Remote Alarm Panel (RAP)
and locked in position. The system should then be restarted as
previously described.
Note: After a load test of the emergency generator, ensure that the VDR
system is still functioning.
NORMAL ERROR SAVE DIMMER
ft
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SAVE ACK TEST
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Note: Every time that the X-band radar is switched off the alarm buzzer will
sound. Press the ACK button to silence the buzzer.
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2.6 Communication Systems Illustrations
2.6.1 GMDSS Overview 2.6.1a GMDSS
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2.6.2 Innarsat-C System 2.6.1b GMDSS Distress Reactions
2.6.3 Inmarsat Fleet F77 System 2.6.1c GMDSS Equipment
2.6.4 MF/HF Transceiver System 2.6.2a Innarsat-C System
2.6.5 VHF Transceiver System 2.6.3a Inmarsat-F System
2.6.6 Inmarsat Fleet 33 2.6.4a SSB Radiotelephone and MF/HF DSC Transceiver Control Panels
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2.6.7 NAVTEX Receiver 2.6.5a VHF Transceiver System
2.6.8 Radio Rescue Equipment 2.6.5b VHF Indication on LCD
2.6.9 VHF Emergency Hand-Held Radio 2.6.5c VHF Transceiver
2.6.10 UHF Radiotelephone 2.6.5d Flow Chart for DSC Distress Alert Acknowledgement
2.6.6a Mini-M Telephone System
ft 2.6.7a NAVTEX System
2.6.7b NAVTEX Display

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2.6.8a EPIRB
2.6.8b SART
2.6.9a GMDSS VHF Emergency Hand-Held Radio and Menu Flow Chart
2.6.10a UHF Communication System

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2.6.10b UHF GP340
2.6.10c UHF GM338 Radio

Illustration 2.6.1a GMDSS
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Inmarsat Cospas Sarsat
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Local User Terminal/
Relay Ship Mission Control Centre
Coast Earth Station
Rescue Co-ordination Rescue Co-ordination

Centre Centre
National/International
Network
ft National/International
Network
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Ship in Distress SAR Service
Coast Radio Station Coast Radio Station

HF, MF, VHF HF, MF, VHF
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EPIRB
SART
2.6 COMMUNICATION SYSTEMS It is in the interests of safety that the watchkeepers are aware of which sea GMDSS Distress, Urgency and Safety Frequencies in Terrestrial Radio Bands
area the ship is in at any time. There are four sea areas within GMDSS. The
Admiralty List of Radio Signals Volume 5 provides comprehensive details. Sea Area Band DSC Alerting Frequency RT Communications
2.6.1 GMDSS Overview
A1 Area A1 VHF Channel 70 Channel 16
The Global Maritime Distress and Safety System (GMDSS) is an international A2 MF 2,187.5 2182
This is an area within radiotelephone range of at least one VHF coast station
system relating to all vessels over 300 gross tonnes and all passenger vessels
at which continuous DSC alerting is available, as defined by a contracting A3/A4 HF* 4,207.5 4,125
engaged on international voyages, irrespective of tonnage. It provides
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government.
comprehensive communications for distress, urgency and safety operations in A3/A4 HF* 6,312 6,215
the terrestrial and satellite services. It specifies methods to be used to enable
A2 Area A3/A4 HF* 8,414.5 8,291
vessels requiring assistance to transmit specific alerting signals to indicate they
require help. There are nine vital communication functions which all vessels A3/A4 HF* 12,577 12,290
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This area excludes area A1 and is within radiotelephone range of at least one
complying with SOLAS regulations must be able to fulfil, namely: MF coast station at which continuous DSC alerting is available, as defined by A3/A4 HF* 16,804.5 16,420
Transmitting ship-to-shore distress alerts by at least two a contracting government.
separate and independent means, each using a different radio (Frequencies are quoted in kHz)
communication service A3 Area * Select an HF frequency band according to the distance from the nearest HF
Transmitting and receiving ship-to-ship distress alerts shore station and the time of day. Generally speaking, the higher the band
This area excludes areas A1 and A2, but is within the coverage range of the
the greater the range. At night, a lower band will achieve greater distances. If
Receiving shore-to-ship distress alerts Inmarsat satellite system, between latitudes 70 North and 70 South.
unsure, use 8MHz. (Inmarsat distress procedures are described later.)
Transmitting and receiving search and rescue co-ordinating
A4 Area
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communications Example of Distress Transmission Procedure in Area A1
Transmitting and receiving on-scene communications This area covers any sea areas not covered by areas A1, A2 and A3, ie, the
polar regions. 1. Send Distress Alert Via VHF Channel 70
Transmission and reception of location signals
Reception of maritime safety information Distress Alerting
2. Receive Distress Acknowledgement
Transmitting and receiving general radio communications to The primary function of a distress alert is to inform a coast station and/or Ship in
on VHF Channel 70
Coast
Distress in Radio MRCC
and from shore-based radio systems or networks a Marine Rescue and Co-ordination Centre (MRCC) of the ships situation. Sea Area Station
A1
On receipt of a distress alert, an MRCC will co-ordinate the rescue and will
Transmitting and receiving bridge-to-bridge communications
One of the features of GMDSS enables watchkeeping duties to be performed

by automatic means both ashore and on ships. It is unlikely that a manual radio
watch will be carried out on the RT distress frequencies in any particular band, ft relay details to other ships in the area. If the ship is in distress, the main
objective should always be to send the distress alert ashore by any appropriate
means. However, personnel may also consider alerting vessels in the vicinity
by sending a distress alert using Digital Selective Calling (DSC) equipment
3. Continue RT Distress Communication
on VHF Channel 16
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therefore it is important to precede any communications with an appropriate on VHF Channel 70 (for vessels within approximately 20 miles) or MF on Systems To Use For Distress Alerting
alert. There are four levels of priority given to such alerts: 2187.5kHz (for vessels within approximately 150 to 200 miles).
Distress: When the vessel or person(s) on board are in grave and Sea Area VHF DSC MF DSC HF DSC Inmarsat-C Inmarsat-B
The distress communication procedure should always be as follows: Ch.70 2187.5kHz 4/6/8/12/16MHz
imminent danger and require immediate assistance.
A1 Yes No No Yes Yes
Urgency: When the safety of the vessel or person(s) is threatened a) Send a distress alert on an appropriate band according to the sea
A2 No Yes No Yes Yes
and they require assistance. Examples include; not under area as listed below. This is a very important action as it attracts
A3 No No Yes Yes Yes
command and require a tow; vessel overdue; person(s) require the attention of radio personnel enabling them to listen to the
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distress message. A4 No No Yes No No
medical assistance.
Safety: These are reserved for meteorological and navigational
b) Expect an acknowledgement from a shore station either by DSC
warnings.
or telephony.
Routine: Normal alerts to attract the attention of coast stations
or other ship stations. c) Send a distress call and message on the Radio Telephony (RT)
distress frequency in the same band as the distress alert and
follow the instructions given by the MRCC/controlling station.
Illustration 2.6.1b GMDSS Distress Reactions
Procedure on Receiving a DSC Distress Alert
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ALERT RECEIVED ON
VHF Ch. 70 MF 2187.5kHz Any HF band
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Area A1 1 5 3
OWN
VESSEL Area A2 4 2 3
IS IN:
Area A3/A4 4 5 3
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a) Tune to RT Channel 16 and listen for distress communications. a) Tune to RT VHF Channel 16 and listen for distress communications.
1 4
b) Acknowledge receipt of the alert using RT on Channel 16 and carry out b) Acknowledge receipt of the alert using RT on Channel 16 and carry out
distress communications. distress communications.
c) If the alert is not responded to by a shore station, acknowledge by DSC on c) If the alert continues, relay ashore using any appropriate means.
Channel 70 and relay the alert ashore by any appropriate means.
2 ft
a) Tune to 2182kHz and listen for distress communications.
b) Acknowledge receipt of the alert using RT on 2182kHz and carry out distress
5
d) Acknowledge the alert by DSC on Channel 70.
a) Tune to RT 2182kHz and listen for distress communications.

b) Acknowledge receipt of the alert using RT on 2182kHz and carry out
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communications. distress communications.
c) If the alert continues, relay ashore using any appropriate means.
c) If the alert is not responded to by a shore station, acknowledge by DSC on
2187.5kHz and relay the alert ashore by any appropriate means. d) Acknowledge the alert by DSC on 2187.5kHz.
a) Tune to the RT distress frequency in the band on which the distress alert
3 was received.
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b) Do NOT acknowledge either by RT or DSC.
c) Wait at least 3 minutes for a shore station to send DSC acknowledgement.
d) If no shore station acknowledgement or RT distress communications is heard,

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

on Channel 16 or on 2182kHz.
Example of distress call and message by RT: a) DSC safety alert on VHF channel 70, indicating the intended c) Compose a distress message on the Inmarsat-C editor using the
RT transmission channel in the call. Do NOT expect to receive following format:
MAYDAY, MAYDAY, MAYDAY an acknowledgement.
This is British Emerald, British Emerald, British Emerald MAYDAY (or SOS)
MAYDAY b) Transmit a safety call and message on VHF channel 16 (or British Emerald / Inmarsat-C 423 500 542/3
British Emerald / MMSI No. 235 050 369 13). 18 35 North 77 58 West
21 34 North, 68 15 West On fire
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On Fire SECURITAY, SECURITAY, SECURITAY Require immediate assistance
Require immediate assistance All stations, all stations, all stations 23 persons on board
OVER This is British Emerald, British Emerald, British Emerald
Large floating container sighted in position 30 20 North, 64 d) Using the distress priority and ideally selecting the nearest
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55 West land earth station (LES) to the ships position, send the distress
Urgency Alerts
Danger to navigation keep sharp lookout message. If an LES is not selected here it will default to the
For messages concerning the safety of the vessel or person(s) on the vessel, OVER last used LES. Standby for further communications from the
use the following procedure on any appropriate radio band according to the MRCC.
sea area:
Procedure Following the Receipt of a DSC Distress Alert
a) Send a DSC urgency alert. See illustration 2.6.1b. Urgency or Safety Alerts Via Inmarsat-C
b) Send an urgency call and message. If required to send urgency or safety priority messages via Inmarsat-C,
Procedure on the Receipt of a DSC Urgency or Safety Alert compose the message using the edit facilities. Leave the message on the screen
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Example procedure of how to request medical assistance from Area A3: as text, then:
On receipt of a DSC urgency or safety alert, tune the RT to the frequency
indicated in the received alert and await reception of the call and message. Do a) Go to TRANSMIT mode.
a) Send a DSC urgency alert on 8414.5kHz, indicating the
NOT attempt to acknowledge an urgency or safety alert.
intended RT transmission frequency (8291kHz) in the call. Do
NOT expect to receive an acknowledgement. b) Select routine priority.
Procedures for Sending Alerts Via Inmarsat
b) Transmit an urgency call and message on 8291kHz as follows: c) Select the appropriate LES.
Inmarsat-C Distress Alerts

PAN, PAN, PAN
All stations, all stations, all stations
This is British Emerald, British Emerald, British Emerald
I have crew with severe injuries and require medical assistance
My position is 22 30 North, 79 27 West ft Inmarsat-C is an ideal system for distress alerting and messaging. It can be
used from sea areas A1/A2 and A3, but NOT area A4. Inmarsat-C does NOT
support voice communications, so all messages appear as text. Inmarsat-C is a
store and forward system. There are no live links between the ship and shore
authorities, therefore expect a short delay before any response from ashore.
d) Select the special code from the following:

32 to request medical advice
38 to request medical assistance
39 to request maritime assistance
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OVER 42 to provide weather danger and navigational warnings
Inmarsat-C Distress Transmission Procedure
Safety Alerts e) Send the message as text.
If it is necessary to send a meteorological or navigational warning use a) Send a distress alert, either designated or undesignated.
the following procedure on any appropriate radio band according to the Sending Alerts Via Inmarsat-F
circumstances: b) Expect a response from an MRCC within 2/3 minutes.
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Inmarsat-F supports a voice only channel for Distress, Urgency and Safety
a) Send a DSC safety alert. alerts.
b) Send a safety call and message.
Example procedure of how to advise vessels in the vicinity of a danger to

navigation and at the same time inform shore stations in Area A1:
Inmarsat-F (Fleet 77) Distress Transmission Procedure General Rules for Communications Details of the tests carried out on radio equipment as in
paragraph 5 below.
1. All Stations are Forbidden to Carry Out
Refer to the supplied Distress Card and follow the telephone distress call
procedure. When the MRCC answers speak clearly. An example message is Unnecessary communications Note: Any messages received as hard copies, such as NAVTEX, EGC, etc,
given below:
The transmission of profane language can be appended in date order at the rear of the logbook and an indication of
the time and frequency received can be noted in the log.
MAYDAY MAYDAY MAYDAY The transmission of signals without identification
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This is British Emerald
My position is 18 35 South 77 58 West 5. Testing of GMDSS Radio Equipment
2. Avoid Interference
My Inmarsat-F mobile voice number is 761 114 064/038
Sinking (Nature of Distress) All stations are forbidden to carry out the following: Daily Tests:
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Require immediate assistance
The transmission of superfluous signals and correspondence The proper function of the DSC facilities shall be tested at least
OVER
The transmission of false or misleading signals once per day without radiation of signals, by use of the means
Follow the instructions of the MRCC operator and when requested replace the provided by the equipment.
handset in the cradle to await further calls. Keep the telephone line clear so that All stations shall radiate the minimum power necessary to ensure satisfactory Battery voltage should be checked once per day and where
the MRCC can call back when necessary. service. necessary brought up to fully charged condition.
Printers should be checked daily to ensure an adequate supply
GMDSS Radio Watchkeeping 3. Secrecy of Communications of paper.
All administrations bind themselves to take the necessary measures to prohibit
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At sea, the vessel shall maintain a continuous radio watch on the following:
and prevent the following: Weekly Tests:
Frequency/Ch Purpose of Watch The unauthorised interception of radio communications not
VHF Ch. 16 * RT distress/urgency/safety and route call/reply intended for the general use of the public. Proper operation of the MF DSC facilities shall be tested weekly
by means of a test call with a coast station. When out of range
VHF Ch. 13 * International bridge-to-bridge safety of navigation The divulgence of the contents, simple disclosure of the existence, of an MF coast station for longer than one week the ship should
VHF Ch. 70 Short range DSC distress/urgency/safety and routine publication or any use whatsoever, without authorisation, of make a test call on the first opportunity when the ship comes
alerts information of any nature obtained by the interception of radio into range of such a coast station.
MF 2187.5kHz Medium range DSC distress/urgency and safety alerts communications.
HF 8414.5kHz **
518kHz
Inmarsat-C
Long range DSC distress/urgency and safety alerts
Reception of NAVTEX MSI
Reception of EGC MSI including shore-to-ship distress
alerts ft 4. Radio Log Keeping
All vessels are required to keep a radio log on the navigating bridge convenient
to the radio installation. It should be available for inspection by any authorised
Note: Live tests should NOT be made on VHF DSC equipment.
Monthly Tests:
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Inmarsat-F Reception of shore-to-ship distress alerts representative of any administration. Each EPIRB shall be examined monthly by operating its test
facility and ensuring that it is able to float free. It should be
* Vessels are required to monitor VHF channel 16 and channel 13 as The log contains details of the ships name, call sign, MMSI number, etc, inspected for security and any signs of damage.
continuously as is practicable whilst at sea. details of persons qualified to operate the radio equipment and the daily diary Each SART should be tested by means provided and by
** Plus at least one other HF frequency from 4,207.5, 6,312, 12,577 and of operation of the radio equipment. Entries in this latter part should contain observing rings on the vessels 3cm radar.
16,804kHz. the following:
Each survival craft VHF shall be tested on a channel other
Details of communications relating to distress, urgency and
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As the vessel has Inmarsat-C, there is no requirement to monitor HF DSC than channel 16. A rechargeable battery should be used for this
safety including times and details of ships involved and their operation, the supplied lithium batteries are for emergency use
frequencies for A3 distress alerts. MF/HF DSC equipment can be configured positions.
to watch the 2187.5kHz frequency only. only.
A record of important incidents such as breakdown or malfunction The radio battery compartment should be inspected and the
of equipment, adverse propagation and interference. security and condition of all batteries providing a source of
Serious breaches of radio procedures by other stations. energy for any part of the radio installation should be checked.
The position of the ship at least once per day. The condition of all aerials and insulators should be checked
monthly.
Brief Description of GMDSS Equipment Digital Selective Calling (DSC) Reception of Maritime Safety Information (MSI)
DSC is an automated watchkeeping and alerting system operating in the VHF, GMDSS provides facilities for the reception of meteorological warnings,
Search and Rescue Transponder (SART) MF and HF bands. It permits unmanned watchkeeping for distress/urgency/ navigational warnings and shore-to-ship distress alerts. SOLAS regulations
safety and routine calls in the terrestrial radio service by having dedicated require ships to monitor the appropriate frequencies in order to receive MSI in
The purpose of a SART is to indicate the position of survival craft or survivors
watchkeeping receivers listening out continuously. their area.
during search and rescue operations. It operates in the 3cm radar band only.
When activated, a SART sweeps the 3cm radar band and on receipt of radar
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pulses from a search and rescue craft it transmits coded signals. This results in Band Frequency/Channel Use Short Range MSI
a series of dashes appearing on the rescue craft radar display; similar to those VHF Channel 70 Distress/urgency/safety and routine alerts NAVTEX operating on;
of a RACON. The echo nearest to the rescue crafts own position represents MF 2187.5kHz Distress/urgency/safety alerts
518kHz for English language broadcasts
the position of the SART. The minimum range of a SART is 5 nautical miles. MF 2177.0kHz Routine shore-to-ship alerts
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In order to achieve this, the SART should be mounted at least 1 metre above MF 2177.0kHz Routine ship-to-ship alerts 490kHz for second language (or supplementary broadcasts)
sea level in a vertical aspect. If lying in the sea, the range may be limited to
MF 2189.5kHz Routine ship-to-shore alerts 4209.5kHz in tropical zones to overcome the effects of MF static
approximately 1 mile.
HF 4207.5; 6312; 8414.5; Distress/urgency and safety alerts
12577; 16804.5kHz 518kHz has to be included in a NAVTEX receiver. The other frequencies may
Emergency Position Indicating Radio Beacon (EPIRB) or may not be fitted according to vessel requirements.
HF 4, 6, 8, 12, 16, 18, 22 Paired DSC frequencies are available for
An EPIRB is a secondary means of transmitting a distress alert ashore usually and 25MHz bands routine alerts. Details in ALRS Volume 1
from a survival craft. It can be activated manually, but may also be released Long Range MSI
automatically by a hydrostatic release mechanism if the vessel sinks. Three Note: Frequencies shown in red should be monitored continuously by DSC
types of EPIRB can be used within GMDSS: Enhanced Group Call (EGC): Operating via Inmarsat-C
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watchkeeping receivers whilst at sea. To receive routine DSC alerts in MF
COSPAS/SARSAT satellite EPIRB giving coverage of all sea and HF bands an additional scanning receiver must be fitted. HF NAVTEX: Operating in areas where MF NAVTEX and EGC
areas are not available
Inmarsat-E EPIRB giving coverage in sea areas A1/A2 and A3 Maritime Mobile Station Identity (MMSI) System Details of these systems providing worldwide coverage are to be found in
Each mobile station (ship) and shore station having DSC equipment is issued Admiralty List of Radio Signals Volumes 3 and 5.
VHF DSC EPIRB giving coverage in sea area A1 only
with a unique MMSI number. This number is programmed into all DSC
equipment on installation. Self-identification is always automatically included Facilities on NAVTEX and EGC receivers allow operators to programme
All EPIRBs must be capable of indicating the vessels ID and position. Vessel reception of messages from different areas. EGC receivers automatically
in any DSC transmission. The MMSI system also permits individual stations
ID information is encoded into the EPIRB by the equipment manufacturer.
Positional information can be determined automatically by the COSPAS/
SARSAT satellites from measuring the Doppler effect: by having an in-built
GPS receiver or by manually inserting the position via a keypad on the EPIRB.
For COSPAS/SARSAT EPIRBs, there may be a maximum of 90 minutes ft or groups of stations to be called. The allocation of MMSI numbers is as
follows:
Ships Stations
restrict the reception of messages to the NAVAREA that the vessel is in by
awareness of the vessels position via GPS input. The world is divided up
into 16 NAVAREAS, each having its own provision. Additionally, choice
can be made over the type of warning available for reception. In order not to
receive unwanted information, navigators should programme MSI equipment
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before the alert is received ashore. accordingly.
9 digits, the first three being the country MID: eg, 232123456.
Inmarsat-E EPIRBs provide almost instantaneous alerting. Types of message which can be programmed:
Shore Stations
VHF EPIRBs work on VHF channel 70 and send a designated DSC alert to A: Navigational warning*
9 digits, the first two being 00, then country MID: eg, 002321234.
coast stations and vessels within an A1 area. They have an in-built SART for B: Meteorological warning*
determining position.
Group of Stations C: Ice report
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9 digits, the first being a single 0, then country MID: eg, 023212345. D: SAR info (distress alerts relays etc)*
E: Meteorological forecasts
F: Pilotage messages
G: Decca warnings
H: Loran-C warnings
I: Omega warnings
Illustration 2.6.1c GMDSS Equipment Transmitting and 2.6m

Receiving AT101/S2 Whip Antenna
Whip Antenna
AT-5000-HS-D No.2 Inmarsat-C No.1 Inmarsat-C

Antenna Coupling IC-115 Antenna IC-115 Antenna
Unit
FAX-5 Pre-amplifier
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Above Deck
No.2 PP-510 No.1 PP-510

Furuno RC-1800F Radio Console Printer Printer
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GMDSS Console
MF/HF DSC-60
No.2 Transceiver No.1
Printer Interface IF-8500
Transceiver FS-5000T
Tron Sart Tron Sart
Terminal Unit Terminal Unit

IC-215 100
200 300
IC-215
0
V A
MF/HF
SART (2 Sets) Control Unit FS-5000C Handset
1 x EPIRB
Port and Starboard Starboard
Wheelhouse Door
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Side Aft of
Wheelhouse
Ch
Ch16
16 156.000
156.000 Ch
Ch16
16 156.000
156.000 Ch
Ch16
16 156.000
156.000
Volume
Volume Volume
Volume Volume
Volume
HI HI HI
16 16 16
Power Supply
PR-850AR Power Supply
3 x VHF Hand-Held Radios Distributor
PR-300
05P0606 Power Supply
(NMEA)
PR-300
Mute Signal to
214 Weather
Fax Receiver
and Comm. ft
Terminal Board
Battery
Charger
BC 6158
Terminal Board Location
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Aerial Receiver
Battery Room
200AH Battery 200AH Battery
Wheelhouse Console
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220V AC
VHF Txer No.1 24V DC
Wheelhouse Console Chart Console

Distress/Alert
VHF Txer No.2 DGPS Receiving Unit IC-305
24V DC 24V DC
Chart Table
24V DC
NX-700 NAVTEX Receiver
Alarm Unit IC-306
J: Satnav warnings Inmarsat-D+ Inmarsat-B

K: Other navaid warnings A two-way communications service from equipment the size of a CD player. A nine digit code beginning with the number 3 followed by the country MID
With an integral GPS the Inmarsat D+ used for tracking and ship security alerts and a further five digits, for example; 342200162.
L: Navigational warnings additional to letter A*
systems.
V, W, X, Y: Special services - trial allocation
Inmarsat-C
Z: No messages on hand Inmarsat-E A nine digit code beginning with the number 4 followed by the country MID
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Utilising the L-band (1.6GHz) EPIRB system offering almost instantaneous and a further five digits, for example; 442200262.
Note: Messages marked * cannot be disabled. distress alerting via Inmarsat satellites. It can be used instead of a COSPAS/
SARSAT EPIRB for vessels trading in sea areas A1, A2 or A3 only. Inmarsat-F
Satcom Systems
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Can have up to 5 different IMN numbers per terminal, all are nine digit codes,
Inmarsat, the International Mobile Satellite organisation provides high quality Inmarsat-F (Fleet 77) but the first two figures indicate to which facility of the Fleet 77 system the
voice, telex, data and facsimile circuits to suitably equipped vessels. The Latest digital communications system from Inmarsat, as well as providing voice terminal is dedicated, ie, fax, voice, data, etc.
system comprises of four geostationary satellites in orbit approximately and fax channels, e-mail, high speed file transfer with internet/intranet access is
36,000kms above the equator. Each satellite provides coverage for a particular available. It is envisaged that Fleet 77 will replace Inmarsat-B systems.
ocean region, as below. Communication, via these satellites, at latitudes greater Inmarsat-M
than approximately 70 are unreliable due to the satellites being out of line-of- A nine digit code beginning with the number 6 followed by the country MID
sight when so far north or south. Inmarsat-M and Mini M and a further five digits, for example; 642200362.
A digital communications system for voice, low-speed data and facsimile
The four satellites cover the main ocean regions and are named accordingly:
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services. These systems do not conform to GMDSS. Note: An MES may also be referred to as a Ship Earth Station - SES.
AOR-W Atlantic Ocean Region West
POR Pacific Ocean Region Network Co-ordination Station (NCS)
IOR Indian Ocean Region Each ocean region has its own Network Co-ordination Station (NCS) which
controls the allocation of channels to MESs and LESs within its region. When
AOR-E Atlantic Ocean Region East a call is initiated, the NCS connects the MES to the LES.
The marine Inmarsat systems in operation are as follows:
Inmarsat-A
Using mainly analogue techniques, this system provides telephone, telex,
facsimile and data communications between suitably equipped MESs and ft Land Earth Station (LES)
Within each of the satellite ocean regions there are a number of Land Earth
Stations (LES). The function of the LES is to provide a connection between the
Inmarsat system and national and international telecommunications systems
worldwide. An LES may also be referred to as a Coast Earth Station (CES).
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subscribers ashore via their national and international telephone and data
networks.
Mobile Earth Stations (MES)
Inmarsat-B Each vessel equipped with suitable Inmarsat equipment is known as a Mobile
Earth Station (MES). Each MES is issued with a unique Inmarsat Mobile
Using digital techniques exclusively, this system features all of the facilities
Number (IMN). If a user has more than one MES, each will have its own
available in Inmarsat-A. However, it makes better use of the satellite power and
Inmarsat Mobile Number (IMN).
bandwidth, thus increasing the number of available channels and is more cost
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efficient. Inmarsat-B will eventually replace Inmarsat-A. Each system can be recognised by its IMN as follows:
Inmarsat -C Inmarsat-A
A digital satellite communications messaging system. This system does not A seven digit code beginning with the number 1 followed by a further six
support voice communications. Enhanced group call (EGC) equipment, based digits, for example; 1238763.
on this system, is used for receiving maritime safety information (MSI) and is
an integral part of all marine Inmarsat-C equipment.
Illustration 2.6.2a Inmarsat-C System
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Inmarsat-C Inmarsat-C
No.2 Antenna No.1 Antenna
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MF/HF Transceiver
FS 5000 Printer Printer
PP-510 PP-510
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Printer Interface IF-8500 IC-305 IC-306
FURUNO FURUNO
PR300
100
200 300
PR850A
0
V A
Chart Table
DGPS Dist. Unit
VHF No.1 ft
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VHF No.2
Alarm Distress/Alert
Unit IC-306 Receiving Unit IC-305
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2.6.2 inmarsat-c system Terminal Unit Short-cut Key Function

The terminal type Felcom 15, together with its associated keyboard, enables all Caps Lock Turns upper case on or off
operating procedures to be performed. A printer is connected to each terminal Tab Inserts horizontal tab characters
Type: Felcom 15 to produce paper copies of transmitted or received data.
Ctrl+[M] Same as Enter
The following controls are located underneath the screen of the visual display Ctrl+[H] Same as Back Space
Equipment Description Ctrl+[I] Same as Tab
unit, from right to left: the power ON/OFF switch, the distress pushbutton with
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safety cover and a 3.5 floppy disk drive. Fn Combined with an arrow key, scrolls the screen
Inmarsat-C provides handling of two-way worldwide telex and data information
on a store-and-forward basis. Maritime Safety Information is automatically Num Lock Turns the numeric input on or off
received via the in-built Enhanced Group Call (EGC) receiver. DGPS input Keyboard
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ensures that messages relating to the present Navarea are printed and that Short-cut Key Operation
Operation of the equipment is via a set of drop-down menus which may be
messages not relating to ships position are edited out. accessed using function keys F1-F10 located along the top of the keyboard. Commonly used functions may be accessed as follows:
The function menus and descriptions are as follows:
There are two Felcom 15 Inmarsat-C mobile earth stations installed in the
Short-cut Key Function
GMDSS console, No.1 and No.2 units. Each unit has a dedicated distress alert
received call unit (IC-305) located in the radio area and a unit (IC-305) located Function Menu Description ALT+N Same as NEW in File Menu
in the ships control centre. The system is shown in illustration 2.6.2a above. F1 File Processes files ALT+O Same as OPEN in File Menu
The system operates from 24V DC supplies originating from the GMDSS F2 Edit Provides text editing facilities ALT+Q Same as CLOSE in File Menu
battery charger rectifier unit in the GMDSS console. In the event of a mains F3 Transmit Transmits messages ALT+D Same as DELETE in File Menu
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failure, the Inmarsat-C systems will continue to operate from the emergency F4 EGC Sets up EGC message facilities ALT+S Same as SAVE in File Menu
radio battery.
F5 Reports Sets up data reporting function ALT+P Same as PRINT in File Menu
F6 Logs Displays send and receive message logs ALT+X Same as UNDO
Communications Unit F7 Options Login, Logout, testing facilities DELETE Same as CUT in Edit Menu
The central part of the Inmarsat-C system is the IC-215 Communication F8 Setup Sets up the system ALT+C Same as COPY in Edit Menu
Unit. The power switch should be left ON whilst at sea and in port so that the F9 Position Enters ships position INSERT Same as PASTE in Edit Menu
system is always available to receive incoming mail/EGC messages and to
F10 Stop Alarm Silences audible alarm Fn+ <- Same as Top of Text in Edit menu
transmit outgoing mail or distress alerts. When switched on, the power lamp is
illuminated and an automatic self-test routine will be carried out.
Printers
Two printers are supplied and one is dedicated to the Inmarsat C. The other ft Other keyboard functions include:
Short-cut Key
Esc
Function
Cancels an input and returns to previous screen
FN+ ->
ALT+V
Same as End of Text in Edit menu
Same as CHANGE WINDOW in Edit Menu
Procedure for Selecting Menus and Menu Options

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printer is shared by up to four units: MF/HF DSC Terminal, NBDP Terminal, Backspace Deletes character to left of cursor a) Press the required function key, for example; press F1 for FILE
and external VHF DSC (maximum two sets, option). It is automatically Menu.
Insert Same as PASTE function
connected to one of those equipment on a first-come-first-served basis. For
Delete Deletes the character selected by the cursor b) Select the required menu option using the up/down arrow keys
example, if the MF/HF DSC Terminal is used (message transmission or
reception), the printer is automatically connected to the MF/HF DSC Terminal Home Moves the cursor to the top of current message or by pressing the appropriate numeric key.
and disconnects itself from other equipment. End Moves cursor to the bottom of current message
PgUp Goes to previous page of the edit screen c) Press the ENTER key.
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Audible Alarm PgDn Goes to next page of the edit screen
Arrow keys Move the cursor up, down, left or right Display
The alarm will sound in the following circumstances:
Enter Registers key input The VDU display is divided into three sections:
When Distress or Urgency EGC messages are received. To
Shift Selects upper or lower case
cancel the alarm press the ESC key followed by the F10 key. The function menu along the top of the screen
Alt Short-cut when used with alphabet keys
After sending a distress alert the alarm will be automatically The working area which is the majority of the screen
Space Bar Inserts a space. Displays a file list or partial view
silenced when an acknowledgement is received from the LES. The operating status areas which are located beneath each
of file in certain menus
A system fault is detected. To silence this alarm, press any key. function and the three lower lines on the screen
System Initialisation n) Press the ENTER key to close the window. c) Use the UP or DOWN arrow key to select the required data
display format, for example; DD-MM-YY.
System Set-Up
o) Use the DOWN arrow to select MESSAGE OUTPUT PORT
The system set-up menu inputs date, time, operating mode and port functions. and press the ENTER key. d) Press the ENTER key to close the window.
To set the system up, use the following procedure:
p) Use the UP or DOWN arrow key to select the terminal to route e) Use the DOWN arrow key to select the Currency Unit and press
a) Press the F8 key. the received message to, from one of the following: the ENTER key to open the window.
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INT - all received messages will be routed to the main
b) Press the 2 key followed by the ENTER key to set the date and f) Use the UP or DOWN arrow key to select the currency unit to
terminal.
time. calculate the toll charges.
EXT - all received messages are routed to the terminal unit
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c) Use the numeric keys to enter UTC date and time. (As long as connected to the DTE port on the main terminal unit. g) Press the ENTER key to close the window.
the DGPS signal is available this should not be necessary.) INT+EXT - all received messages are routed to the main
and external terminal units. h) Press the DOWN arrow key to select Screen Saver and press
d) Press the ENTER key to close the window. the ENTER key to open the window.
AUTO - The sub-address of the DTE port is 001. Received
e) Use the down arrow key twice to select the MES operation messages with the sub-address of 001 are routed to the DTE i) Use the UP or DOWN arrow key to select ON or OFF for the
mode. terminal and those with a sub-address other than 001 are screen saver. If the screen saver is set to ON it will automatically
routed to the main terminal. start after 10 minutes of no key operations.
f) Press the ENTER key to open the MES operation mode
q) Press the ENTER key to close the window.
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window. j) Press the ENTER key to close the window.
g) Press the UP or DOWN arrow key to select INMARSAT-C r) Use the DOWN arrow to select EGC OUTPUT PORT and press k) Use the DOWN arrow to select Window Colour and press the
or EGC. Inmarsat-C provides telex communications and EGC the ENTER key. ENTER key.
reception when the terminal is not in use.
s) Use the UP or DOWN arrow key to select the terminal to route l) Use the UP or DOWN arrow key to select Window Colour
h) Press the ENTER key to close the window. the received EGC messages to, from one of the following: Setup or Default Colour. (For the window colour set-up
INT to use the main terminal unit procedure refer to the manufacturers operating manual.)
i) Use the DOWN key to select NAV PORT line and press the
j)
ENTER key.
Use the UP or DOWN arrow key to select one of the

following: ft t)
INT+EXT to use main and auxiliary terminals
Press the ENTER key to close the window.
u) Press the ESC key to open the update window.

m) Press the ESC key twice to return to the standby display.
Logging-In and Logging-Out

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OFF - if there is no GPS connection In order to inform a Network Co-ordinating Station (NCS) that the ship is
EXT - is there is an external GPS v) Confirm that YES is highlighted and press the ENTER key to available for sending and receiving mail within that ocean region, the system
confirm the updates as the system settings. must be logged-in. The first time the system is used, login must be performed
INT - if there is an in-built GPS manually, thereafter login is performed automatically even though the vessel
w) Press the ESC key to return to the standby display. may be changing ocean regions. Distress alerts may be transmitted and EGC
k) Press the ENTER key to close the window. messages received even when logged-out.
Terminal Set-Up
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l) Use the DOWN key to select ACTIVE PORT and press the
ENTER key. The Terminal Set Up selects date, display format, screen saver and display Logging-In
modes as follows: To login use the following procedure:
m) Use the UP or DOWN arrow key to select the active port from
one of the following: a) Press the F8 key. a) Confirm that SYNC (NCS) is displayed at the bottom of the
INT to use the main terminal unit screen.
b) Press the 4 key, followed by the ENTER key.
ALL to use the terminal unit (PC, etc) connected to the DTE b) Press the F7 key to display the OPTIONS menu.
on the main terminal
c) Press the 1 key, confirm that YES is highlighted and press the h) Press the ENTER key to close the window. f) Enter the station group name using up to 5 characters.
ENTER key.
i) Use the DOWN arrow to select FIXED AREA. g) Press the ENTER key to close the window.
d) LOGIN will start and the indication LOGIN will flash.
j) Press the ENTER key. h) Press the DOWN arrow key to select Station Name and press
e) When completed, SUCCESSFUL LOGIN is displayed and the ENTER key to open the station name entry window.
LOGIN stops blinking. The ocean region indicator appears on k) Use the numeric keys to input up to three fixed areas for chart
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the screen and the equipment goes into the idle state. correction service. i) Enter the station name using up to 15 characters.
f) Press the ESC key to return to the standby screen. l) Use the DOWN arrow to select the WAYPOINT. j) Press the ENTER key to close the window.
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m) Press the ENTER key and select ON to receive broadcasts for k) Use the DOWN key to select DESTINATION TYPE.
Logging-Out
the area of destination waypoint selected on the GPS.
Before switching the Inmarsat-C off, it is important to inform the NCS that l) Press the ENTER key to open the destination type window:
the ship is no longer available for handling mail. To logout use the following n) Press the ENTER key to close the window.
TELEX: For telex address.
procedure:
o) Use the DOWN arrow key to select STATION CODE and FAX: For Fax address.
a) Press the F7 key to display the Options menu. press the ENTER key to open the station code entry window. E-Mail: For e-mail address.
b) Press the 2 key, confirm that YES is highlighted and press the p) ENTER the NAVTEX stations codes (A-Z) for the present CSDN: Not used.
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ENTER key. NAVAREA. Press the ENTER key to close the window. PSDN: Packet switched data network
c) LOGOUT starts. X400: Data address (future use).

q) Use the UP or DOWN arrow key to select the message type and
press the ENTER key. Select ON or OFF as appropriate and DNID: Data Network ID.
d) When logout is completed, SUCCESSFUL LOGOUT appears press the ENTER key.
SPEC: For using special 2-digit codes
on the display.
r) Press the ESC key to open the update window.
e) The Inmarsat-C may now be switched off. m) Use the UP or DOWN arrow key to select the required
s) Confirm that YES is highlighted and press the ENTER key to destination type from the list.
EGC Settings
Only EGC messages relating to the current ships position will be printed.
The EGC set-up allows additional NAVAREA, NAVTEX stations and type of ft t)
update the EGC settings.
Press the ESC key to return to standby screen.

n) Press the ENTER key to close the window.
Depending on the destination type selected above, the details of the number
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to dial must be inserted. The principle of data entry is the same for whichever
message to be programmed. To set up the EGC receiver: The Station List destination type has been selected. The procedure below is for entering the
number for a telex destination.
a) Press the F8 key to display the SETUP menu. Up to 99 station IDs may be stored for accessing frequently used addresses. To
input a new address in the station ID list proceed as follows: a) Use the DOWN key to select COUNTRY CODE and press the
b) Press the 5 key, followed by the ENTER key. ENTER key.
a) Press the F8 key to display the SETUP menu.
c) Use the numeric keys to insert the lat/long of an ocean region b) From the list of telex codes, select the country code for ship-
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for which broadcasts are to be received. b) Press the 9 key to display the CONFIGURATION menu. to-shore telex or the ocean area code for ship-to-ship telex and
press the ENTER key.
d) Press the ENTER key to close the window. c) Press the 1 key to display the STATION LIST.
c) Use the DOWN arrow key to select STATION ID and press the
e) Use the DOWN arrow key to select the NAVAREA. d) Use the DOWN key to access a blank line and press the ENTER ENTER key to open the station ID window.
key.
f) Press the ENTER key. d) Enter the telex number of the subscriber or Mobile Earth Station
e) Press the ENTER key again to open the station group entry (MES). Up to 15 characters, including spaces, can be used.
g) Enter additional NAVAREA(S) - maximum of nine. window.
e) Press the ENTER key to close the window. c) Enter a file name of up to eight characters and then press the p) Press the DOWN arrow key to highlight Code and press the
ENTER key to save the message to disk. The message will be ENTER key to open the associated window.
f) Use the DOWN arrow key to select REMARKS and press the cleared from the display.
ENTER key to open the remarks entry window. q) Press the UP or DOWN arrow key to select the transmission
code from the following:
Transmitting Prepared Messages
g) Enter remarks as required, up to 20 characters.
IA5 - for e-mail or facsimile transmission
This method assumes normal telex messages are to be transmitted.
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h) Press the ENTER key to close the window. ITA2 - for telex transmission
a) Prepare the message on the screen.
DATA - for data transmission
i) Press the ESC key to return to the station list.
b) Press the F3 key to display the TRANSMIT screen.
r) Press the ENTER key to close the window.
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j) To enter another telex destination number, repeat the above
procedure from a) above. c) Press the 1 key, the Transmit Message menu is displayed.
s) Use the DOWN arrow key to highlight TRANSMIT and press
the ENTER key to open the start window.
k) Press the ESC key three times to return to the standby display. d) Use the DOWN arrow key to select STATION NAME and
press the ENTER key to open the station list.
t) Press the ENTER key to place the message in the message
Preparing Messages queue.
e) Use the UP or DOWN arrow key to select the station and press
the ENTER key. To send the message to a number of stations
Messages must be prepared and stored prior to transmission, messages cannot u) Press the ESC key twice to return to the standby display.
simultaneously, select the required station and press the space
be prepared and transmitted on a live link.
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bar, the selected stations will be identified with an asterisk.
For the procedure to transmit e-mail and data messages refer to the
manufacturers operating manual.
Preparing Routine Messages f) Use the DOWN arrow key to select the LES ID.
To prepare a routine message: g) Press the ENTER key to open the LES setting window.
a) Press the F1 key to display the FILE menu. h) Use the UP or DOWN arrow key to highlight the required
LES.
b) Press the 1 key to select NEW and the cursor should be
c)
flashing on the first line of the workspace.
Type the text of the message.
ft i)
j)
Press the ENTER key to close the window.
Use the DOWN arrow key to select Confirmation and press

the ENTER key to open the confirmation window.
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Saving Messages
k) For notification of message delivery from the LES, select ON.
Prepared messages may be saved as follows:
If notification is not required, select OFF. Press the ENTER key
to close the window.
a) Press the F1 key, followed by the 4 key.
l) Use the DOWN arrow key to highlight Send Delay and press
b) Enter a file name of up to eight characters and then press the
the ENTER key to open the associated window. A delay time of
ENTER key to save the message to disk. The current message
up to 99 hours and 59 minutes can be set.
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will remain on the display.
m) Press the ENTER key to close the window.
Alternatively the file can be saved as follows:
n) Use the DOWN arrow key to highlight Delivery Delay and
a) Press the F1 key followed by the 3 key, Save this message? is
press the ENTER key to open the associated window.
displayed.
o) Use the UP or DOWN arrow key to select Immediate or
b) Confirm that YES is selected and press the ENTER key.
Deferred delivery and press the ENTER key to close the
window.
Receiving Messages c) The distress alert is being transmitted when the button light is l) Use the alphanumeric keypad to enter the speed and press the
illuminated continuously and the alarm buzzer sounds. Sending ENTER key.
As long as the Inmarsat-C is logged in it will automatically receive any messages Distress Alert is displayed on the terminal screen.
addressed to it. On receipt of a message, the audible alarm will sound. This m) Press the ESC key to display the Update window, confirm that
may be cancelled by pressing the F10 key. Providing Auto Receive Message d) When a distress alert acknowledgement is received from an YES is selected and press the ENTER key.
Save and Auto Receive Message Print are set to ON in the auto set-up mode LES, Distress Acknowledgement Received will be displayed.
menu, messages will be automatically saved and printed as they are received. The button light on the IC-305 will flash slowly and the alarm n) Proceed as in a) to e) for Transmitting an Undesignated Distress
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The log file will show the 50 latest messages that have been received. buzzer will sound intermittently. Alert.
e) To silence the alarm, press the F10 key.

Other Features Sending a Distress Message
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For further details on other less-used functions of the Inmarsat-C terminal refer Once an acknowledgement of the distress alert has been received from the
Transmitting a Designated Distress Alert
to the manufacturers operation manual. LES, send further details of the situation as follows:
a) Press the F8 key, the SETUP menu is displayed.
a) Press the F1 key and then press the 1 key. The editor screen is
Distress Communications b) Press the 1 key, the Distress Alert Setup window is displayed. displayed.
AOR-East appears as the default LES.
If your vessel or a person on board your vessel is in grave and imminent danger b) Use the keyboard to prepare the distress message.
and requires immediate assistance, the Inmarsat-C may be used to obtain help. c) Press the ENTER key, the LES ID list is displayed. Use the UP
Further details are to be found in Section 2.6.1 GMDSS Overview. or DOWN arrow key to highlight the preferred LES and press c) Press the F3 key.
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the ENTER key.
Distress Transmission Procedure d) Press the 1 key to select Transmit Message. Confirm that
d) Use the DOWN arrow key to highlight Update Time and press PRIORITY is selected and press the ENTER key.
a) Send a distress alert.
the ENTER key.
e) Press the DOWN arrow key to highlight Distress and press the
b) Wait for an LES acknowledgement of the distress alert.
e) Use the alphanumeric keypad to enter the time and press the ENTER key to close the window.
ENTER key.
c) Prepare a distress message using the edit facilities previously
f) Use the DOWN arrow key to highlight LES ID and press the
described. (This may be performed and saved on the screen
f) Use the DOWN arrow key to highlight Position and press the ENTER key to open the LES list window.
before sending the distress alert if required.)
d) Transmit the message using distress priority.
ft ENTER key.
g) Use the alphanumeric keypad to enter the position data and

press the ENTER key to close the window.
g) Use the UP or DOWN arrow key to select the destination LES
for the distress message transmission. This should be the same
LES as the distress alert message was sent.
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Sending a Distress Alert
Note: The menu item Protocol is fixed as Maritime. h) Press the ENTER key to close the LES list window.
A distress alert contains the vessels ID, position, course and speed and is used
to attract the attention of personnel in the NCS, LES and MRCC. Other vessels
h) Use the DOWN arrow key to highlight Nature and press the i) Use the DOWN arrow key to highlight TRANSMIT and press
will not receive this alert directly. To transmit a distress alert use the following
ENTER key to display the Nature of Distress window. Use the the ENTER key to display the transmit message window.
procedure:
UP or DOWN arrow key to select the nature of distress and
press the ENTER key. j) Press the ENTER key to transmit the distress message to the
Transmitting an Undesignated Distress Alert selected LES. Distress Message Call Activated will be displayed
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a) Lift the flap over the distress button on the data terminal or the i) Use the DOWN arrow key to highlight Course and press the in red while the distress message is being transmitted.
Distress Alert/Received call Unit type IC-305. ENTER key.
When an acknowledgement is received, Distress Message Call
b) Press and hold the DISTRESS button for approximately 4 j) Use the alphanumeric keypad to enter the course and press the Acknowledged will be displayed.
seconds, until the button lamp illuminates continuously. ENTER key.
k) Use the DOWN arrow key to highlight Speed and press the
ENTER key.
Illustration 2.6.3a Inmarsat-F System
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Radar
Above Decks Mast
Below Decks
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Display Indicators:
Radio Table
Displayed at hook OFF.

220V AC
Hands-free ISDN
Main Microphone (( (( Flashes when receiving a call
Communication (( (( ALPHA
GPS Unit
Telenor IOR Displayed when the loudspeaker is ON
Telephone Ready for call
System Displayed when selecting letters on the
ALPHA
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DISTRESS Net Provider and keypad, eg, for phone book entries
Network Ocean Region
Computer
+ R Signal strength indicator
- ESC MENU
Distress Button Alarm indicator
Distress Alarm Unit OK

Bridge Port Function Keys:
Main Console
DEL
+ Press to adjust the earpiece volume Up
ftConnection
Box
Number Keys:
The keys also
include letters
for Phone
1
7
ghi
pqrs
2
8
abc
jkl
tuv
3
9
def
mno
wxyz ESC
- or Down during communication
Press to opens or close the Phone Book
Reverts to the previous position

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Book entries.
* 0 # A -- a R Press to transfer a call
]
MENU Press to select the function menu
Press to activate hands-free microphone/

loudspeaker ON/OFF, or hook ON/OFF
220V AC when the handset is in the cradle
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Hook ON/OFF
Incoming Incoming Facsimile

Indicator Indicator Machine Hands-free
OK Press to confirm selection
Loudspeaker
Wheelhouse Captain's Cabin
DEL Press to delete the last character or
the complete entry
ISDN Handset
Press to scroll up or down through the
function menu/choices
2.6.3 inmarsat Fleet F77 system Initial Switch On Procedure on Receipt of a Distress Alert
If the power to the unit is interrupted, the equipment will initiate a self-test and
Manufacturer: Furuno an automatic satellite search when power is restored. READY FOR CALL a) On reception of a distress alert, the alarm buzzer is activated.
Type: Felcom 70 will appear in the handset display when the unit is available for operation. A
bar graph on the handset display indicates the signal strength. b) Lift the handset connected to the distress alert unit and press the
Green telephone key.
Introduction
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Procedure to Make a Distress Call c) You will now be connected to an MRCC operator. Make a note
The FELCOM 70 installation comprises the following equipment: of the instructions provided by the MRCC operator and inform
The procedure for to make a distress call is given in the example below: the Captain.
Above Decks Equipment (ADE) - servo stabilised antenna with
RF-Tranceiver unit radome, located on the compass deck.
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a) Lift the ISDN telephone handset from its base.
Below Decks Equipment (BDE) - FELCOM 70 communication Procedure to Make a Standard Telephone Call
unit (CU), display handset, distress alarm unit and a facsimile b) Lift the flap covering the DISTRESS button on the Distress
machine which are located in the wheelhouse, see illustration Alert Unit and press and hold the DISTRESS button for 6 Calls can be made through the default LES or through a selected LES as
2.6.3a above. seconds. described below:
Telephone extension units are located in the wheelhouse,
Captains cabin and the general office. c) Press the # key to initiate the call, alternatively wait 15 seconds Making a Call Through the Default LES
to initiate the call automatically.
Connections to the ships telephone exchange, ISDN router and a) Dial the number in the following format 00441244535787#.
the PC network are also provided. The call will be routed via the default LES for the Ocean Region
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d) When the call is answered by the Rescue Co-ordination Centre
in which the ship is operating.
(RCC), transmit the distress message using the format below:
Communications Unit MAYDAY MAYDAY MAYDAY
Making a Call Through a Selected LES
This unit is the major part of the terminal, performing all the signal processing This is British Emerald MIBR calling via Inmarsat-F from
message handling functions and interfacing requirements of the telephone unit, a) Dial the number in the following format 2*00441244535787#.
18 35 South 77 58 West.
fax machine and computer. The call will be routed via the LES Goonhilly (2) in the United
My Inmarsat-F voice mobile number is 761 114 038 Kingdom. Replace the digit preceding the * to route the call via
My course and speed are 023 at 2 kts. the desired LES.
Display Handset
The display handset with keypad is situated in the wheelhouse on the GMDSS
console and allows control of communications and system functions. This unit
is used for the transmission and reception of Distress, Urgency and Safety
alerts and is connected directly to the distress alarm unit. ft State the NATURE OF DISTRESS, eg: fire/explosion,
sinking, flooding, disabled and adrift, collision, abandoning
ship, grounding, attack by pirates or listing.
Require immediate assistance.
To end a call press the ESC key on the handset.
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Provide any other information that would be useful to the
Distress Alarm Unit Search and Rescue (SAR) authorities.
The distress alarm unit provides activation and indication of an alert
transmission or reception. e) DO NOT clear the call until instructed to do so by the RCC
operator. Keep the Inmarsat-F telephone line clear of traffic so
that the RCC can contact the vessel as required.
Facsimile
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A facsimile machine is linked to the system to allow for automatic transmission
and reception of telefax messages sent at up to 9600 bits per second (bps).
Telephones
Extension telephones are located in the wheelhouse and in the Captains cabin
with its own unique Inmarsat-F telephone number.
Illustration 2.6.4a SSB Radiotelephone and MF/HF DSC Transceiver Control Panels
MF/HF DSC/Watch Transceiver
10
DSC/WATCH RECEIVER DSC-60
VOLUME
MF/HF DSC/Watch Transceiver 8. Cancels Incorrect Entry
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5 6 Silences Audio Alarm
DISTRESS RT DSC TEST
WATCH KEEPING AUTO ACK 12182 2 ABC 3 DEF 1. Distress/Urgency Safety Receive Frequency Restores Previous Menu
11
DISTRESS 2. Routine Receive Frequency Erases Error Message
1 2187.5 4207.5 6312.0 IntCom ACK SCAN
3. Ship Position 9. Transmits Calls Other Than Distress
16804.5 12577.0 8414.5 7 4 GHI 5 JKL 6 MNO 4. Receiver Volume Level 10. Increase/Decrease Receiver Volume Indication
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ALARM 12
ROUTINE ENT 5. Auto/Manual Acknowledgment Indicator 11. Cursor Pad Selects Menu Items
2 2177.0 4219.5 6331.0 6. Distress Button Under Flap (Transmits Distress Alert) 12. Accepts Data Entry
CANCEL8 7 8 PRINT 9 OVEN 13
16903.0 12657.0 8436.5 PORS TUV WXYZ 7. Flashes Red for Distress/Urgency Call 13. Green Light when Oven Power Is On
3 35o00. DOON 135o00. DOOE xxxxx Flashes Green for Safety Routine Call 14. Power Switch ON/OFF
VOLUME 25 FILE LOG SETUP POWER 14
4 CALL 9 0 #
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FREQUENCY TABLE
Tx 16472.4
ftRx 17245.30 CLOCK TIMER

SSB
LAT
LON
RADIOTELEPHONE
BFO
BAND
AGC
TIME
Class of Emission/Time Setting Keys
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SSB CW TELEX SPCL
WIDTH
START
TEST STOP SEND TUNE CURS RCL TX RX CANCEL
ALARM GENERATOR
PRESELECTOR ON 1 2 3 ITU DSC
TX POWER TX Frequency Selection Keys

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LOW FULL
DUPLEX
TUNE SENSITIVITY AGC 4 5 6 HELP STO
TEST SIDE CHECK

DUMMY
TONE TONE METER VOLUME 7 8 9 2187.5 2182
CONT-
POWER
RAST
DIMMER SCAN SWEEP NB SQ
* 0 . ENT
Transmitter Keys Receiver Keys
2.6.4 MF/HF transceiver system Transmitter Keys

Receive Keys
Manufacturer: Furuno Key Function Display Indication
POWER Used to turn the power ON or OFF.
Type: Transceiver FS-5000 TUNE CURS
Press and hold for more than 1 second
Digital Selective Calling Terminal DSC-60 to turn the power ON.
CONTRAST Adjusts the LCD backlighting in 8 PRESELECTOR ON
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Introduction steps.
DIMMER Adjusts the keyboard illumination in SENSITIVITY AGC
The MF/HF SSB radiotelephone transceiver control unit is located in the radio 8 steps.
space of the wheelhouse. The transmitter has a maximum output power of 400 TEST Press to test the two-tone alarm Ready to test Alarm VOLUME
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Watts which operates on all marine frequencies from 1.6 to 30MHz, all ITU RT generator. Press again to quit testing.
and DSC channels are pre-programmed. It is interfaced with the Furuno DSC- SCAN SWEEP NB SQ
60 MF/HF DSC terminal in order to comply with the GMDSS regulations. SEND To transmit the two-tone alarm Ready to send
A dummy load is incorporated in the antenna coupler in order to carry out signal press the SEND key followed Alarm
transmitter checks without radiating a signal. The entire system is designed by the START/STOP key. Press the
to operate from 24V DC which is normally provided by the ships mains via START/STOP key again to cancel Receiver Keys
rectifier unit types PR-300 and PR-850A. In the event of a mains failure, 24V the transmission. The alarm stops
DC is automatically supplied from the emergency batteries. automatically after 45 seconds. Key Function Display Indication
START/ Used in conjunction with the SEND Start TUNE To coarse tune the receiver, press the
C
STOP key to transmit the two-tone alarm. Stop CURS key followed by the TUNE
Operating Procedures
TX POWER Used to adjust the transmitter output FULL key.
Controls CURS Used to position the cursor to affect
LOW/FULL power. Press the FULL key for full LOW1
User interface is via the keyboard and LCD as shown in illustration 2.6.4a output power and press the LOW key LOW2 frequency change.
above. The keyboard has four sections which are: to toggle between LOW1 and LOW2. PRESELEC- To tune the receiver and antenna at
Transmitter keys TOR frequencies below 4.5MHz press the ON
Display TX Power key followed by the PRESELECTOR
Receiver keys FULL 400W approximately key.
Frequency selection keys
Class of emission and time settings
A brief description of the function of each key is given below. ft DUPLEX

LOW1 250W approximately
LOW2 140W approximately
Press the key to toggle between
duplex ON and duplex OFF.
DUP
ON Press to turn the PRESELECTOR on
or off.
SENSITIV- Use the up or down arrow key on this
ITY key to adjust the receiver sensitivity.
PRE
SEN
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TX TUNE Press to tune the transmitter to the TX TUNING VOLUME Use the up or down arrow key on this VOL
Transmit Keys antenna. Pressing the PTT switch also OK appears when key to adjust the speaker volume.
initiates transmitter tuning. tuning is complete
START
DUMMY Press to turn the dummy load on or DUMMY AGC Press to turn the automatic gain control AGC OFF
TEST SEND off.
STOP (AGC) on or off. SLOW or
FAST
ALARM GENERATOR
Dummy is automatically disconnected Mutes the speaker. (SP OFF)
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when the SEND and START keys are
TX POWER TX pressed in this order.
LOW FULL
DUPLEX
TUNE SCAN Press to start or stop frequency scan. SCAN
TONE Press to turn the test tone on or off. TONE
SWEEP Press to start or stop frequency sweep. SWEEP
TEST SIDE CHECK SIDE TONE Press to turn the side tone on or off. SIDE
DUMMY
TONE TONE METER NB Press to turn the noise blanker circuit NB
CHECK Press to select the check meter on or off.
POWER
CONT- METER display. Levels such as antenna
RAST
DIMMER
SQ Press to turn the squelch circuit on or SQ
current and transmitter output power
off.
etc, are displayed.
Frequency Selection Keys Key Function Display Indication Frequency Selection

Frequencies may be selected as ITU channels, custom channels or direct
2182 Press to set transmitter and receiver
frequency entry. There may be restrictions on direct frequency entries in order
SSB RADIOTELEPHONE frequencies to 2182kHz at full power.
to comply with national radio regulations.
CLOCK TIMER LAT BFO AGC 2187.5 Press to set transmitter and receiver
LON TIME
frequencies to 2187.5kHz DSC at full
power. Procedure to Select ITU Channels
SSB CW TELEX SPCL BAND
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WIDTH
ENT Cancels keyboard operation. a) Press the ITU key.
* Press to turn the key lock function on
or off. b) Use the number keypad to enter the required ITU channel, for
RCL TX RX CANCEL example; 801.
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Class of Emission and Time Setting Keys c) Press the ENT key to confirm entry.
1 2 3 ITU DSC
Key Function Display Indication
4 5 6 d) The operating frequency is now displayed, eg, Tx frequency
HELP STO SSB Press to select single side band (SSB).
8195kHz and Rx frequency 8719kHz.
CW Press to select CW (Morse)
7 8 9 2187.5 2182 transmission.
Note: For a full list of ITU channels refer to the ITU List of Coast Stations
TELEX Press to select telex operation. or Admiralty List of Radio Signals Volume I.
* 0 . ENT SPCL Each press scrolls through the class of
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emissions as follows: AM, R3E, FAX
and LSB. Procedure to Select Custom Channels
BFO Press to select the beat frequency Up to 400 custom channels may be programmed in by a FURUNO service
oscillator (BFO) frequency. Used in agent. These are in addition to the ITU channels which are factory set. Custom
CW TELEX and FAX only. channels can be recalled via the keyboard as follows:
AGC TIME Press to select the AGC curve FAST AGC SLOW
Frequency Selection Keys or SLOW. AGC FAST a) Press the RCL key.
Key Function Display Indication BAND- Press to select the receiver bandwidth BW 6kHz
b) Use the number keypad to enter the required channel number,
RCL
TX
Press to recall predetermined
channels.
Press to select the required transmitter
frequency.
ft
WIDTH
CLOCK
in three steps.
Press to display or hide the time of

day.
3kHz
0.3kHz
Displayed at bottom
right-hand side.
c)
for example; 124.
Press the ENT key.

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RX Press to select the required receiver TIMER Press to turn the wake-up timer on or Displayed at bottom d) The custom channel operating frequency is now displayed.
frequency. off. right-hand side.
CANCEL Press to cancel incorrect data input. LAT LON Press to display or hide the ships Displayed at bottom
Direct Frequency Entry
Number Used to enter the required frequency. latitude and longitude position. right-hand side.
a) Press the TX key to select transmitter entry.
keypad
ITU Press to recall ITU frequency. Switching the Set On/Off
b) Use the number keypad to input a frequency. The decimal point
DSC Press to recall DSC frequency. Press and hold the POWER key for more than 1 second. The LCD will is automatically inserted between last two digits so numbers
D
HELP Provides information about a keys illuminate. When the transmitter is turned on, time of day is displayed from a such as 4125kHz must be entered as 4 1 2 5 0.
function. To get information press the built in real time clock.
required key followed by the HELP c) Press the ENT key to accept the frequency.
key. To clear the information press the To set the clock, press the STO followed by the CLOCK key. Enter the date and
HELP key again. time in the yy.MM.hh.mm format from the numerical keypad. Once entered, d) Press the RX key to select receiver entry.
STO Press to save user parameters or press the ENT key in synchronisation with a time signal.
change factory-set parameters. e) Use the number keypad to input frequency. The frequency
should be entered as for the transmitter frequency.
f) Press the ENT key to accept the frequency. Key Function f) Use the up/down arrow keys followed by the ENT key again to
select and register any further options.
1 (RT 2182) Press the 1 key to switch from the DSC display to
g) If the transmitter and receiver frequencies are identical, press
the radiotelephone display. If pressed for more than 2
the TX key followed by the RX key, then key in the required g) Press the CANCEL key twice to return to the DSC standby
seconds it selects 2182kHz.
frequency. screen.
2 (DSC) Press the 2 key to select the DSC display.
3 (TEST) Press the 3 key to execute the daily DSC test.
Tuning the Transmitter Manual Entry of Ships Position
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4 (Intercom) Press the 4 key to turn the radiotelephone intercom on/
To initiate transmitter tuning after selecting the operating frequencies either: off. If a GPS or similar electronic position fixing system is not interfaced with the
5 (ACK) Press the 5 key to toggle between automatic and manual DSC, or if it becomes defective, the ships position can be entered as follows:
a) Press the PTT switch on the telephone handset, or DSC acknowledgement.
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a) Press the #/SETUP key to select the set-up menu.
6 (SCAN) Press the 6 key to start or stop the scanning of DSC
b) Press the TX TUNE key.
routine frequencies.
b) Select POSITION and press the ENT key.
7 (Loudspeaker) Press the 7 key to turn the loudspeaker on/off or silence
Using the Telephone Handset alarms other than the distress or urgency alarm. c) Press the ENT key to open the INPUT TYPE menu.
Hold the handset close to your mouth, press the PTT switch and speak clearly. 8 (PRINT) Press the 8 key to print the contents of log files, current
Transmission indication can be monitored on the operation display meter. screen or test results. d) Use the down arrow key to highlight MANUAL.
When a transmission is complete say the word OVER and release the PTT
switch. 9 (Lamp) Press the 9 key to adjust the keyboard and LCD back e) Press the ENT key to open the LATITUDE window.
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lighting/contrast.
Selecting 2182kHz for RT Distress 0 (LOG) Pressing the 0 key opens the Tx/Rx log file. f) Use the numeric keypad to enter the current latitude in four
* (FILE) Press this key to open the SEND MESSAGE file in order digits. Use the down arrow key to change North/South.
2182kHz is the international RT distress, urgency and safety frequency. It may
also be used to call ships and shore stations. It should be noted that other users to transmit a stored message. It selects a station when
preparing an individually addressed call. g) Press the ENT key to accept the latitude.
may not be maintaining a continuous radio watch on this frequency and will
only be alerted by a DSC call. Press the red 2182kHz key to automatically tune # (SETUP) Press this key to open the SetUp menu. h) Press the ENT key to open the LONGITUDE window.
the receiver and transmitter to 2182kHz and to select J3E emission, transmitter
full power, loudspeaker on and squelch off. i) Enter the longitude in five digits. Use the down arrow key to
Digital Selective Calling (DSC)

Overview
ftOperating Procedures
Switching On/Off
To switch the DSC on/off press the POWER switch. The DSC display is active
whenever the power is on.
j)
change East/West.
Press the ENT key to accept the longitude.

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Interfaced with the MF/HF radiotelephone transceiver is the Furuno DSC-60 k) Press the ENT key to open the TIME window.
DSC terminal incorporating a watch receiver which scans through the MF and
HF DSC Distress, Urgency and Safety frequencies. The DSC-60 has its own Selecting On-Screen Items l) Enter the UTC time, followed by the ENT key. The DSC Set Up
antenna to provide a continuous watch on the DSC frequencies. DSC alerts are Operation of the DSC is performed via a set of menus as follows: menu is displayed.
transmitted using the RT transmitter, therefore DSC alerts and RT calls cannot
be conducted simultaneously. a) Press the #/SETUP key to display the main menu. Distress Transmission Procedure
For the complete distress transmission procedures refer to Section 2.6.1,
D
DSC60 Operating Controls b) Use the cursor pad to highlight and select the required menu.
GMDSS Overview.
The DSC controls are shown in illustration 2.6.4a. In addition some keys on the c) Press the ENT key to accept the selection.
keypad have a dual function as described below: Sending a DSC Distress Alert
d) Use the up/down arrow keys to select the desired item.
If your vessel is in grave and imminent danger and requires immediate
assistance a DSC distress alert should be transmitted in one of the following
e) Press the ENT key to accept the selection.
ways:
Procedure to Send an Undesignated DSC Distress Alert Procedure After Sending a DSC Distress Alert b) Use the left arrow key to select ANSWER and press the ENT
key.
a) Lift the flap covering the DISTRESS button. If either an undesignated or designated DSC distress alert is transmitted the
following will take place:
c) Press the ENT key again to open CALL TYPE menu.
b) Press the distress button for at least three seconds, the button
will flash and the buzzer sounds. The contents of the alert are a) Transmission time is approximately 40 seconds after
d) Highlight RELAY ALL if you do not wish to address an
displayed on the screen. which the display indicates that it is waiting for distress
individual shore station, or RELAY COAST if you know the
acknowledgement.
y
MMSI number of a particular shore station.
c) After three seconds the distress light and buzzer are active
continuously and the button may be released. The alert b) When a DSC distress acknowledgement is received the audible
e) Press the ENT key to accept the entered data.
transmission is in progress. alarm will sound and the display indicates the details of the DSC
acknowledgement.
op
f) Press the ENT key to open the DSC FREQ menu.
Procedure to Send a Designated DSC Distress Alert
c) Until a DSC distress acknowledgement is received the DSC
a) Lift the flap covering the DISTRESS button. g) Select an appropriate frequency band in order to transmit
distress alert will be re-transmitted automatically, approximately
the alert to a shore station, taking into account range and
every 4 minutes.
b) Press the distress button momentarily. NATURE OF DISTRESS propagation conditions.
is displayed. d) To silence the audible alarm press the CANCEL or ENT key.
h) Press the ENT key to accept the selection.
c) Use the up/down arrow keys to highlight and select the e) Once a DSC acknowledgement has been received from a shore
appropriate nature of distress. i) Press the CALL key to transmit the relay.
station the RT transceiver will automatically switch to the
C
correct frequency for voice distress communications to take
d) Press the ENT key to accept the selection. j) Wait for distress relay acknowledgement is displayed.
place.
e) Press the ENT key to open the POSITION menu. k) Once an acknowledgement has been received, communicate
Procedure After Receiving a DSC Distress Alert with the shore station by voice using the appropriate RT distress
f) If a GPS is connected select AUTO, otherwise select MANUAL. frequency.
Note: Full details of GMDSS requirements are given in Section 2.6.1,
If MANUAL is selected the latitude, longitude and time must be GMDSS Overview. It is important that these guidelines are fully understood
entered now. and followed before considering using the DSC to acknowledge or relay any Procedure for Sending a Manual Distress Alert on Behalf of Someone Else
g) Press the ENT key to accept position/time data.
h) The SEND MESSAGE screen is displayed.

ft
received distress alerts.
Procedure for Sending a DSC Distress Alert Acknowledgement

On receipt of a DSC distress alert the audible alarm will sound and the message
in Distress
If you are aware of another vessel, person or aircraft in distress, and the Master
of your vessel authorises sending a distress alert relay, DO NOT use the red
distress button. Instead use the following procedure:
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i) Press the ENT key to open the COM. TYPE menu. Distress call received will be shown on the display:
a) Press the CALL key.
j) Select TELEPHONE and press the ENT key. a) Press the CANCEL key to silence the alarm.
b) Highlight RELAY ALL and press the ENT key.
k) Press the ENT key again to open the DSC FREQ menu. b) Use the left arrow key to highlight and select ANSWER.
c) Press the ENT key again to open the ID IN DIST menu.
l) Select a frequency, either 2187.5kHz for A2 area or one of the c) Press the ENT key to open the CALL TYPE menu.
d) If the MMSI number of vessel in distress is known enter it using
D
five HF frequencies for an A3 area. Selecting AUTO causes the
numeric keys. If unknown leave this field blank.
alert to be transmitted sequentially on each of the DSC distress d) Highlight ACKNOWLEDGE and press the ENT key.
frequencies.
e) Press the ENT key to register this data.
e) Press the CALL key to send the acknowledgement.
m) Press the ENT key and the display changes to the SEND
f) Press the ENT key to open the NATURE menu.
MESSAGE screen.
Procedure for Relaying a DSC Distress Alert
a) Silence the alarm by pressing the CANCEL key. g) Select the nature of distress and press the ENT key. (If the
n) Press the DISTRESS button for at least 3 seconds to send the
nature of distress is unknown select UNDESIGNATED.)
designated distress alert.
h) Press the ENT key to open the POS/TIME menu. Procedure After Receiving an All Ships DSC Call Each memory bank can store up to 50 messages, with the most recent message
being No.1 and the oldest being No.50. When a new message is stored it
When an all ships call is received the audible alarm will sound:
i) Enter the position/time of the ship/person or aircraft in distress, becomes No.1 and the others move down the bank, therefore No.50 is deleted
followed by the ENT key. Do not enter own ship position. from the memory. To open a log file proceed as follows:
a) Press the CANCEL key to silence the alarm and read the
contents of the received alert on the display.
j) Press the ENT key to open the COM. TYPE menu. a) Press the 0/LOG key to open the LOG FILE menu.
b) All ships calls which are not distress priority cannot be
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k) Highlight TELEPHONE followed by the ENT key. b) Highlight the log file to be viewed and press the ENT key.
acknowledged. A listening watch should be kept on the associated
RT distress/urgency and safety frequency.
l) Press the ENT key again to open the DSC FREQ menu. c) Use the up/down arrow keys to highlight a particular message
indicated by its date and time group.
c) To revert to the DSC standby screen press the CANCEL key
op
m) Select an appropriate frequency band and press the ENT key.
again.
d) Press the ENT key to view the full details of the message.
n) Press the CALL key to send the distress relay.
Procedure for Making Routine DSC Calls in the MF/HF Bands e) To print a file press the 8/PRINT key.
o) After the call is completed the DSC standby screen appears. The use of DSC for making routine DSC calls is not widespread in the MF and
HF bands. However, the procedure for doing so is similar to making an urgency f) To return to the log file press the CANCEL key.
Using the DSC for Calls Other Than Distress or safety call as detailed above. For full details refer to the manufacturers
operating manual. g) To return to the DSC standby menu press the CANCEL key.
Making Urgency or Safety Calls
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Before making RT urgency or safety calls it is important to alert the attention Other Types of DSC Calls Procedure for Testing the DSC Equipment
of other users by sending a DSC Urgency or Safety alert as follows: Radio regulations require that the DSC equipment is tested daily to check that
DSC calls may be made to other addresses including:
it is fully functional. To carry out a daily test:
a) Press the CALL key followed by the ENT key to display the An individual station using its MMSI number
CALL TYPE menu. a) Press the 3/TEST key.
A specific group of stations by entering the group MMSI
number
b) Use the up/down arrow keys to highlight ALL SHIPS and press b) After several seconds the test results will be displayed on the
the ENT key. A geographical area by specifying a particular rectangular area
screen and the audible alarm will sound. OK denotes no faults
c) Press the ENT key to display the PRIORITY menu.
d) Highlight URGENCY or SAFETY and press the ENT key.

ft Medical transport call
Polling call
Position call
c)
and NG (no good) indicates an error.
Record details of the test results in the GMDSS Radio Log

Book. If an error is indicated inform the Master and seek
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Automatic or semi-automatic telephone calls assistance from an authorised service agent.
e) Press the ENT key to open the COM TYPE menu.
f) Highlight TELEPHONE and press the ENT key. Full details are given in the appropriate section of the manufacturers operating
manual.
g) Press the ENT key to open the DSC FREQ menu.
Log Files
h) Select the required frequency and press the ENT key.
Three log files are provided for memorising the details of messages:
D
i) Press the CALL key to send the call. All ships call in progress Routine priority received calls
is displayed. Distress priority received calls
j) The DSC standby screen is displayed automatically at the end Transmitted calls
of the transmission.
k) The RT equipment is ready to lift the handset and make the

voice Urgency or Safety call and message.
Illustration 2.6.5a VHF Transceiver System
No.1 FM-8800S No.2 FM-8800S No.3 FM-8800S

VHF Radiotelephone VHF Radiotelephone VHF Radiotelephone
DSC VHF DSC VHF

Antenna Antenna Antenna Antenna
y
Compass Deck
op
FURUNO
INTL SHIFT
Hi
6
Handset
RX SCAN
MANUAL ACK 1
VOL 5 SQ 2
ALARM
for Wing
Speakers Microphone
Sockets
Bridge Wings
C
Wheelhouse
Amplifier
Handset Handset
Handset
JHJHGHGJHJ
JHJHGHGJHJ JHJHGHGJHJ
JHJHGHGJHJ 1236454AIJCIJIJIFC
JHJHGHGJHJ 1236454AIJCIJIJIFC JHJHGHGJHJ 1236454AIJCIJIJIFC
1236454 JHJHGHGJHJ
1236454 JHJHGHGJHJ 1236454 JHJHGHGJHJ
JHJHGHGJ
JHJHGHGJ JHJHGHGJ
JHJHGHGJHJ 1236454
1236454
FURUNO
JHJHGHGJHJ JHJHGHGJHJ 1236454
Keep pressed for 4 s in case of DISTRESS

The alert is transmitted with steady lighting FURUNO Keep pressed for 4 s in case of DISTRESS
The alert is transmitted with steady lighting
FURUNO Keep pressed for 4 s in case of DISTRESS
The alert is transmitted with steady lighting
66 66
INTL
66
SHIFT INTL SHIFT INTL SHIFT
INTL SHIFT INTL SHIFT INTL SHIFT
3 TEST
HANDSET
HANDSET VOLUME/POWER
VOLUME/POWER
OFF
OFF
Transceiver
AUTO
Hi
Hi
Rx
RX SCAN
AUTO ACK
SQUELCH
AUTO
SQUELCH
*
LAT: 34 45 N 10:45 UTC
MANUAL ACK
LON: 135 45 E AUTO
VOL 5 SQ
1
SCAN
WATCH CH70
2
*
CHANNEL
CHANNEL
DISTRESS
ALARM
CANCEL
CALL
MSG
CALL
PUSH TO ENTER
PUSH TO ENTER
1
1
IntCom
4 IntCom
4GHI
INTL
7 INTLUSA
7PQRS
* SHIFT
*
2
2ABC
5 ACK
ACK
5JKL
8 SCAN
SCAN
8TUV
0 HI/LO
0
6
3DEF
9 DW
PRINT
6MNO
9WXYZ
LOG
CH16
FILE
MENU
ENT
ft HANDSET
VOLUME/POWER
OFF
OFF
Transceiver
AUTO
Hi
Hi
Rx
RX SCAN
AUTO ACK
MANUAL ACK
*
LON: 135 45 E AUTO
SQUELCH
AUTO
SQUELCH
VOL 5 SQ
SCAN
WATCH CH70
LAT: 34 45 N 10:45 UTC
1
2
*
CHANNEL
CHANNEL
DISTRESS
ALARM
CANCEL
CALL
MSG
CALL
PUSH TO ENTER
PUSH TO ENTER
1
1
IntCom
4 IntCom
4GHI
INTL
7 INTLUSA
7PQRS
* SHIFT
*
2
2ABC
5 ACK
ACK
5JKL
8 SCAN
SCAN
8TUV
0 HI/LO
0
3 TEST
6
3DEF
9 DW
PRINT
6MNO
9WXYZ
LOG
CH16
FILE
MENU
ENT
HANDSET
VOLUME/POWER
OFF
OFF
Transceiver
AUTO
Hi
Hi
Rx
RX SCAN
AUTO ACK
MANUAL ACK
*
LON: 135 45 E AUTO
SQUELCH
AUTO
SQUELCH
VOL 5 SQ
SCAN
WATCH CH70
LAT: 34 45 N 10:45 UTC
1
2
*
CHANNEL
CHANNEL
DISTRESS
ALARM
CANCEL
CALL
MSG
CALL
PUSH TO ENTER
PUSH TO ENTER
1
1
IntCom
4 IntCom
4GHI
INTL
7 INTLUSA
7PQRS
* SHIFT
*
2
2ABC
5 ACK
ACK
5JKL
8 SCAN
SCAN
8TUV
0 HI/LO
0
3 TEST
6
3DEF
9 DW
PRINT
6MNO
9WXYZ
LOG
CH16
FILE
MENU
ENT
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Junction Junction Junction AC/DC PSU
Box Box Box
RB-8810 FURUNO
FURUNO
INTL SHIFT
Remote Hi
RX SCAN
MANUAL ACK 1
6
Station
VOL 5 SQ 2
D
ALARM
ABC DEF
DISTRESS
GMDSS: RC-1800F DC GMDSS: RC-1800F DC

VOLUME
GPS
GMDSS: RC-1800F NMEA GMDSS: RC-1800F NMEA 220V AC

VDR Radio Table VDR 24V DC
2.6.5 VHF transceiver system Illustration 2.6.5b VHF Indications on LCD
Type: Transceiver FM-8800S
6
INTL 1 SHIFT 2 INTL SHIFT
6
Remote Station RB-8810
4
y
Equipment Description Hi 5 Hi
Rx 7 RX SCAN
The FM-8800S transceiver system consists of two transceivers each with
two antennas and one transceiver with one antenna. The FM-8800S VHF
op
6 14 DUP 8 SCAN 3
transceiver provides simplex and semi-duplex operation. The system operates
on all ITU channels and may be programmed to operate on private and USA
channels.
AUTO ACK 9
*
LAT: 34 45 N 11
10 WATCH CH70
10:45 UTC
*
12
MANUAL ACK
VOL 5 SQ
1
2
LON: 135 45 E AUTO 13 Standby Display on Remote Handset
In order to comply with the GMDSS, a channel 70 watch receiver and full Standby Display on Transceiver Unit
Digital Selective Calling (DSC) facilities are incorporated in the equipment.
Electronic position system interface is provided by GPS. All operations are
controlled from the front panel. Reference No. Meaning
Displays the channel mode.
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VHF microphone sockets are provided on each bridge wing and are interlinked 1
(INTL / USA / WX / CANADA / INLND-WA / PRIV / (MEMO))
to the main VHF No.2. A handset with 10 metres of cable is provided for SHIFT is displayed if the shift function is active. Or channel mode (for
2
connection to a socket as required. example CANADA) is displayed at the MEMO mode.
Displays the scan mode: SCAN, DUAL or no display. During the scan
A remote station RB-8810 is located at the radio space and interlinked with 3 mode, channel indications are changed alternatively. No display means
No.1 VHF transceiver system. that the unit receives continuously on the same channel.
4 Lights when the loudspeaker is off. Goes off when the loudspeaker is on.
Two dipole antennas are fitted for transceivers 1 and 2. One antenna enables Displays the transmission output.
5
(Hi = 25W / Lo = 1W)
VHF RT operation whilst the other is available to receive DSC signals.
24V DC power is supplied by rectifier unit PR-300 which normally operates

from the ships main supply. In the event of mains failure the 24V DC supply
is provided by emergency batteries. ft 6
Displays reception signal strength by 4 steps.
1. No signal. Only antenna mark is displayed.
2. Less than 20 dB SINAD : antenna mark is displayed
3. 20 - 40 dB SINAD : antenna mark and two bars
4. 40 dB SINAD and more : antenna mark and three bars
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RX is displayed during reception and TX is displayed when
7
the RF signal detected at transmission state.
Priority of Operation Displays the current channel.
8
Where one or more remote stations are installed, the main transceiver unit has (PRIV channel: max three digits)
the highest priority. The remote station can be interrupted at any time by using Is displayed when the DSC routine call is received.
the handset on the main unit. 9 AUTO ACK : Automatic acknowledge
MANUAL ACK : Manual acknowledge
WATCH CH70 or WATCH VHF is selected at menu.
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The priority of operation of the VHF equipment is in the following order: 10 If the CH70 board is defective, WATCH CH70 NG appears.
DSC section of the FM-8800S If no MMSI is registered, the message DSC NOT USABLE appears.
11 Displays the longitude and latitude of own ship.
Bridge wing handset
12 Displays UTC time.
RT section of the FM-8800S Displays AUTO for automatic data input (L/L, time data) from a navigation
13
device or MANUAL for manual data input.
14 Displays when unread message(s) exist.
* : DISTRESS MODE is displayed at distress calling.

Operating Procedures Transmitting Receiver Scanning

Press the Press-To-Talk (PTT) switch on the telephone handset to transmit, The receiver scans all channels in the selected channel mode and listens to
All VHF radiotelephone (RT) and digital selective calling (DSC) operations and release it to listen for a reply. When the PTT switch is operated the VHF channel 16 between each and every other channel. To start scanning press the
may be carried out from the FM-8800S front panel shown in illustration keyboard controls are disabled. SHIFT and 8 SCAN in that order, the SCAN legend is displayed on the LCD. If
2.6.5c. a signal is heard on any channel the scan will stop on that channel and start dual
watch on that channel and channel 16. To cancel the scan facility press the PTT
There are four main areas on this control panel as follows: Transmitter Output Power
switch on the handset, or press the SHIFT key and then the 8 SCAN key.
y
Controls for VHF RT operation After pressing the SHIFT key each press of the HI/LOW key toggles between
high power (25W) and low power (1W). Low power is automatically selected
Keyboard controls for DSC operation for channels 15, 17, 75 and 76 in international mode and channels 13, 17, 67 DSC Operation
Controls for DSC operation including the distress button and 77 in USA mode. To access high power on USA channels 13 and 67 keep Operating Controls
op
the HI/LOW key pressed while speaking.
An LCD display There are three buttons for DSC calling:
Loudspeaker Control A distress button under a protective flap for initiating DSC
RT Operation distress alerts
The loudspeaker may be turned off by pressing the SHIFT key and then No.1
Turning Power On/Off key, the loudspeaker off mark appears when the speaker is off. In order to An alarm stop (distress cancel) button
Turn the volume control clockwise until a click is heard. Further clockwise avoid feedback, the loudspeaker is automatically turned off when the handset A call button for initiating all DSC calls other than own ship
rotation increases the receiver volume. To turn the power off rotate the volume is used. distress
control counter-clockwise until a click is heard.
C
Squelch, Dual Watch and Scan Controls
LED Warnings
Channel Mode and Channel Selection The squelch control is a rotary switch. For manual operation turn it counter-
The LED below the distress key illuminates continuously when the distress
To change the channel mode, press the SHIFT key immediately followed by clockwise until background noise is heard and then clockwise until receiver
signal is transmitted.
the 7INT/USA key several times until the desired mode is displayed. The noise just disappears. Turning too far clockwise will cause distant signals to
following modes are available: be missed. Turning the control fully counter-clockwise selects AUTO squelch
The ALARM LED blinks red and an audible alarm sounds when a distress
which is the normal operating position.
or urgent message is received. The LED can be extinguished and the alarm
INTL: International mode silenced by pressing the CANCEL key.
USA:
WX:
CANADA:
INLND-WA:
USA mode
Weather channel mode
Canada mode
Rhine river mode (used on inland waterways) ft Dual Watch (DW)
To monitor a working channel and channel 16 simultaneously:
a) Use the channel selector control to select the required working

The ALARM LED blinks green and an audible alarm sounds when a message
other than distress or urgent is received. The alarm is automatically silenced
two minutes after the message is received.
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PRIV: Private channel channel.
All other DSC operations are carried out using the keyboard located on the
MEMO: Memory channel if registered right-hand side of the FM-8800S control panel. The keyboard operates in two
b) Press the SHIFT key and then 9 DW key. The receiver will
now monitor the selected working channel and channel 16 modes, as a numeric input for inserting numbers 0 - 9 and as a dual function
Rotating the channel selector switch in either direction will scroll through all simultaneously, the DUAL legend is displayed on the LCD. input as follows:
the VHF channels. The LCD display shows the selected channel. Pressing the 1. POSITION: Position and time are displayed at the bottom of
CH 16 key automatically selects the international distress, urgency, safety and When the receiver finds a signal on CH16 it locks onto it until the signal the LCD during standby display when connected to automatic
call/reply channel. has gone, then it reverts to dual watch. If the other channel has traffic it still position input. For manual input see manufacturers/operators
D
continues to dual watch but the speech heard is intermittent, not constant as manual.
Note: Some of the above facilities may not be available according to the with CH16 traffic.
2. AUTO ACK: Press the SHIFT and 5 keys in that order
radio regulations in force.
to activate or disable the automatic DSC acknowledgement
c) To cancel the dual watch facility press the PTT switch on the
(AUTO ACK) function. Distress alerts may not be automatically
handset, or press the SHIFT key and then 9 DW key again.
acknowledged.
3. TEST: Press the SHIFT and TEST key to initiate the daily self- Procedure to Send an Undesignated DSC Distress Alert When the distress is transmitted (Distress Mode) it is
test, results are displayed on the LCD. The distress alarm, both possible to communicate with the remote station handset.
a) Open the flap on the DISTRESS button.
visual and audible occurs.
In the distress mode, CALL, FILE and MENU keys are
To stop the alarm press the CANCEL key. b) Press and hold the DISTRESS button for more than 3 seconds. inoperative.
4. PRINT: Press the LOG key to open the menu, scroll with The alarm sounds and the red lamp blinks. After three To return to the normal mode from the distress mode, turn
the channel knob or up and down arrows to choose RCVD seconds the lamp becomes steady and at the same time the the power off and on again.
y
ORDINARY, RCVD DISTRESS or TRANSMITTED. Select distress alert is transmitted for three seconds.
the message and press the ENT key to open the message. Press e) The screen changes to Distress Acknowledgment (DIST ACK)
the PRINT key to print out the message. If AUTO is selected Waiting display. It is possible to communicate via CH16.
in the initial print set-up, all received and transmitted calls are ** Compose Message **
op
printed out.
5. CONTRAST: To adjust the contrast of the display, press the ** Compose Message **
SHIFT key and rotate the CHANNEL knob or press the up and CALL TYPE: DISTRESS
down keys. NATURE: UNDESIGNATED CALL TYPE: DISTRESS
6. VOLUME: Press the MENU, scroll to choose volume and press
the enter key. From the displayed menu select the function and POS: 12 34 N 123 45E NATURE: UNDESIGNATED
press the ENT key, use CH knob or up and down arrow keys to AT : 12 : 34 POS: 12 34 N 123 45E
increase or decrease the level. Press the ENT key to save the
setting. Distress button AT : 12 : 34
C
7. FILE: Press the FILE key to open the message list file. Pressed Waiting for distress
8 LOG: Press the LOG key to display the three log file for acknowledgement
DSC messages, Received Ordinary, Received Distress and
Transmitted. Up to 50 calls may be stored in each log file, the
KEEP PRESSED FOR 3 S CH 16 now available
latest call being logged as No.1 and No.50 being deleted as each
new call is logged. c) When the DISTRESS key is pressed and held down the screen
TIME TO GO : 4M 12S
changes as follows:
Other keyboard controls include:
CANCEL Press the CANCEL key to cancel audible alarms and

delete wrong data and restores previous menu.
ft ** Compose Message **
f) When the DIST ACK is received :
Distress acknowledgement
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MENU Press the MENU key to display the set-up menu or to
change settings. CALL TYPE: DISTRESS received
ENT Press the ENT key to accept a selected item.
Up/Down Arrow Keys Used to shift the cursor to the desired location. NATURE: UNDESIGNATED
POS: 12 34 N 123 45E FROM : 003456789
ID IN DIST : 123456789
AT : 12 : 34
DSC Distress Alerting TCmd : DISTRESS ACK
D
Distress Call NATURE : UNDESIGNATED
If your vessel, or someone associated with your vessel, is in grave and
in Progress on CH70 POS : 12 23N 123 45E
imminent danger and requires immediate assistance, a DSC distress alert AT : 12 : 34 SIMP TP
should be transmitted in order to attract the attention of other ships and shore
stations within VHF range. An RT distress call and message may then be made
on channel 16. CANCEL ALARM
There are two methods of sending DSC distress alerts, undesignated and d) After the timer counts down to zero, Distress Call in Progress
designated. is announced.
Illustration 2.6.5c VHF Transceiver

VHF DSC Watch Receiver
y
1 Keep pressed for 4S in case of distress
The alert is transmitted
INTL SHIFT 2
116
6 7 8 18
SCAN
11 2 2 TEST CH 16
op
DISTRESS
ABC DEF
Hi 9 10 11 19
RX IntCom ACK PRINT
3 4 5 6 FILE
GHI JKL MNO
SCAN ALARM
12 13 14 20
AUTO ACK WATCH CH 70
Intl/USA SCAN DW
LAT: 46 71 N 14:17 UTC 4 CANCEL 7 8 9 MENU
LON: 98 36 E AUTO PQRS TUV WXYZ
C
HANDSET 15 16 17 21
VOLUME/POWER SQUELCH CHANNEL
5 CALL / * SHIFT 0 HI/LO * LOG ENT
MSG
OFF AUTO PUSH TO ENTER
ft
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Key
1. LCD display screen 5. Press to transmit calls 11. Prints communication files, current display and 16. Changes output power between high (25W) or low (1W)
daily test result
2. Press and hold the button for more than 6. Press to turn the loudspeaker ON or OFF 17. Displays transmitting or receiving messages
4 seconds to transmit a distress alert When off - loudspeaker icon appears in the display 12. Changes channel mode from/to international/ Moves screen to next item
USA/CANADA/etc Moves cursor forward when editing
3. Alarm Lamp 7. Used to set the panel illumination and LCD contrast
Flashes red for distress and urgency calls (Press SHIFT first) 13. Turns the scan function ON or OFF 18. Selects channel 16 directly
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Flashes green for business, safety and
routine calls 8. Press to initiate the daily test (Press SHIFT first) 14. Turns the dual watch function ON or OFF 19. Opens the message file list
4. Cancel incorrect data 9. Turns Interphone on or off (Press SHIFT first and follow 20. Opens the SET UP menu
15. Press to activate other keys secondary functions
Restore previous menu with ENT key) (Remote handset systems only)
Moves the screen to the previous item
Silence audio alarm 21. Enters/registers the input of data
Moves cursor backwards for editing
Cancel a transmission or printing request 10. Turns automatic acknowledgement of routine calls ON
Erase error message(s) or OFF
g) Press the CANCEL or ENT key, the screen changes to: Procedure to Send a Designated DSC Distress Alert d) Press the ENT key, the screen changes as follows:
a) Open the flap on the DISTRESS BUTTON.
** Received Message ** ** Compose Message **
b) Press the DISTRESS button momentarily.
APR08/04 18:30 ECC : OK The alarm sounds and the red lamp blinks and after releasing
DISTRESS ACK
the key within three seconds the alarm stops and the red CALL TYPE: DISTRESS
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lamp goes off. The following screen appears:
FROM : 003456789 NATURE: Flooding
ID IN DIST : 123456789
** Compose Message **
TCmd : DISTRESS ACK POS: 12 34 N 123 45E
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NATURE : UNDESIGNATED CALL TYPE: DISTRESS AT : 12 : 34
POS: 12 34 N 123 45E NATUREUNDESIGNATED
: UNDESIGNATED
AT : 12 : 34 SIMP TP
POS: 12
Fire34 N 123 45E SIMP TP
AT : 12Flooding
: 34
PRESS ENT SIMPCollision
TP
Grounding
Note: If the distress alert acknowledgement call is not received within The own ships position and current time in UTC are displayed if your FM-
C
Listing
3.5/4.5 minutes the distress alert is automatically re-transmitted and 8800S is connected to a navigation equipment, for example, GPS.

awaits the acknowledgement call. This is repeated until the distress alert is
acknowledged. e) Press the DISTRESS button for more than 3 seconds to send the
distress alert.
h) Press the ENT key, The standby display with CH16 and Hi
c) Rotate the channel knob to choose the nature of the distress, on
appears.
the remote handset press the up or down arrow key. ** Compose Message **
i) Provide the following information to the coast station, using the
handset.
Press the PTT switch and speak slowly and distinctly:

ft UNDESIGNATED
Fire
Sinking
Disabled & Adr
CALL TYPE: DISTRESS
NATURE: Flooding
POS: 12 34 N 123 45E
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MAYDAY, MAYDAY, MAYDAY pronounced as the French expression
Maider. Flooding Abandoning AT : 12 : 34
This is: British Emerald Call sign MIBR
Collision Piracy
MAYDAY. Distress button
Position in latitude and longitude. Grounding Man overboard
Pressed
The nature of the distress. Listing
The kind of assistance required.
Number of persons on board.
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Any other information which might facilitate rescue, for example, length, KEEP PRESSED FOR 3 S
colour and type of vessel.
Complete the transmission with OVER.
Note: Some countries do not have sea area A1. In this case ACK from the
coast station does not arrive over DSC. A ship in the vicinity will contact the
vessel in distress over CH16.
Procedure to Send a Distress Alert from CALL Key d) Press the ENT key to display the distress nature list: Note: If the position fixing device is not connected the operator will have to
a) Press the CALL key: enter the position in manually, see Furuno Operators Manual.
UNDESIGNATED Sinking
** Compose Message ** Fire
g) After confirming the ships position, press the DISTRESS key
Disabled & Adr for more than three seconds to transmit the distress alert.
Flooding Abandoning
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CALL TYPE: COAST CALL Collision Piracy After Sending the DSC Distress Alert
Grounding Man overboard The transmission of five successive DSC distress alerts will take approximately
TO : COAST AAA Listing 3 seconds, during which time the display will indicate distress call in progress
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on CH 70. The display will then indicate Wait for dist ack and show a
COAST ID : 003456789 countdown time until the next distress alert transmission will automatically
ROUTINE take place, approximately 4 minutes.
e) Rotate the CH knob or press the up and down keys to choose
Tcmd1 : SIMPLEX TP nature of distress, then press the ENT key: In an A1 area, a shore station will normally send a DSC Distress acknowledgement
which will be displayed on the LCD screen and cancel the 4 minute repetition
Tcmd 2 : NO INFO cycle of the DSC. Once this acknowledgement has been received commence
CH : 12 ** Compose Message ** RT distress communications on VHF channel 16.
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Further details of distress transmission procedure are in Section 2.6.1, GMDSS
b) Press the ENT key to show the call type selection window: Overview.
CALL TYPE: DISTRESS
Procedure for Cancelling a False DSC Distress Alert
COAST CALL POLLING NATURE: Abandoning If the DISTRESS button is pressed in error then carry out the following
SHIP CALL NEUTRAL procedure:
GROUP CALL MEDICAL POS: 12 34 N 123 45E
PSTN CALL RELAY ALL AT : 12 : 34 a) Switch off the equipment immediately by turning the VOLUME
ALL SHIPS
AREA CALL
POSITION
RELAY SEL
DISTRESS
ft SIMP TP
control counter-clockwise until it clicks.
b) Switch the power on again and select CH 16.

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c) Transmit an RT message addressed to All Stations giving
f) Press the ENT key to display the position set-up window: ships name and MMSI number followed by the words:

c) Rotate the CH knob or press the up and down keys to choose
Cancel my distress alert of DATE/TIME (UTC).
DISTRESS, press the ENT key:
Procedure When a DSC Distress Alert Has Been Received

INPUT TYPE : AUTO a) Silence the audible alarm by pressing the CANCEL key.
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CALL TYPE: DISTRESS b) Wait up to 5 minutes for a shore station to send a DSC distress
NATURE: UNDESIGNATED LAT : 34 41N acknowledgement.
c) Monitor channel 16 and expect RT distress communications to

POS: 12 34 N 123 45E LON : 134 30E take place.
AT : 12 : 34
SIMP TP TIME : 08 : 00 d) Send RT distress acknowledgement if appropriate.
Illustration 2.6.5d Flow Chart for DSC Distress Alert Acknowledgement
Determining if vessel should or should not transmit Distress Alert Acknowledgement Signal
DSC Distress alert received
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Transmission Distress Acknowledgement Over CH16
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Press CANCEL
key to silence alarm
** ALERT ACKNOWLEDGEMENT Select VHF CH 16 and transmit Distress
Acknowledgement to vessel in distress
1. Say MAYDAY once
2. Say ID number of vessel in distress three times
3. Say This is (own vessels name once) No reply Reply received
Listen of CH 16
4. Say ID number of own vessel three times
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for 5 minutes
5. Say Received MAYDAY once
Transmit DIST ACK to vessel Communicate with the
in distress over DSC CH70 vessel in distress
Did you receive No No No

acknowledgement from
CS and /or RCC?
KEY
Is distress
Yes ft
traffic in progress?
Is distress call
continuing?
Yes
Relay the distress alert to a coast station over DSC
Follow the instructions of the coast station
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CS Coast Station
RCC Rescue Co-ordination Centre
Yes Is own vessel Yes Acknowledege the alert by

able to radiotelephony to the ship in
distress on VHF CH 16 ** Begin search and rescue operation for vessel in distress
assist?
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No
Enter details
Inform CS and/or RCC
in Log
Note: It is not normal for a ship to send a DSC acknowledgement of a DSC

distress alert. Usually in an A1 area a shore station will do this. If your vessel ** Send Message ** COAST CALL POLLING
is in a position to render assistance an RT acknowledgment on channel 16
SHIP CALL NEUTRAL
should be made. For full details of GMDSS distress operating procedures DISTRESS ACK
refer to Section 2.6.1, GMDSS Overview. Ships should never send a DSC GROUP CALL MEDICAL
distress alert relay on VHF channel 70. TO : 123456789
TCmd : DISTRESS ACK PSTN CALL RELAY ALL
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Procedure for Transmitting a DSC Distress Acknowledgement ALL SHIPS RELAY SEL
NATURE : UNDESIGNATED
If you hear a DSC distress alert which is being repeated then, only with the AREA CALL DISTRESS
POS: 12 34 N 123 45E
permission of a shore station, you may terminate the alert by sending a DSC
POSITION
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acknowledgement as follows: AT : 12 : 34
a) Press the CANCEL or ENT key to silence the audible alarm and SIMP TP c) Press the ENT key followed by the SELECT key.
display the message.
PRESS CALL TO SEND d) Enter the MMSI number of the vessel in distress. If the MMSI
number is not known enter a 9 into all the available spaces.
** Received Message ** After transmission of the DIST ACK the standby display appears.
e) Press the ENT key.
Begin Search and Rescue Operations for the vessel in distress, communicating
MAY 10/04 08:30 ECC : OK
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over CH 16 (automatically set). Relay the distress alert to the coast station by f) The Nature of Distress window is displayed. If the nature
DISTRESS DSC and follow the instructions received from the coast station. of distress is unknown send the default condition which is
UNDESIGNATED. Otherwise use the SELECT key to choose
ID IN DIST : 123456789 the appropriate nature.
Sending a Manual Distress Alert Relay
NATURE : UNDESIGNATED If you become aware that another vessel, person or aircraft is in distress, a DSC g) Press the ENT key followed by the SELECT key.
POS: 12 34 N 123 45E distress alert relay may be transmitted on their behalf. The DISTRESS button
must not be used. Instead use the following procedure: h) Enter the lat/long of the distress vessel. If the position of the
AT : 12 : 34 vessel is not known enter a 9 into all the available spaces.
SIMP TP
PRESS ENT TO ACK
ft a) Press the CALL key to display the compose message screen:
i)
j)
Press the ENT key followed by the SELECT key.
Manually enter the UTC time of the distress.

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b) If there is no DIST ACK message from the coast station within k) Press the ENT key twice.
five minutes and vessel meets requirements for transmitting
DIST ACK, press the ENT key, then the CALL key for more CALL TYPE: COAST CALL l) Press the CALL key to transmit the distress relay.
than three seconds to transmit the DIST ACK.
COAST ID : 00 m) The screen will revert to the standby display if an all ships relay
ROUTINE was transmitted, or will display WAIT FOR RELAY ACK
if individual relay was transmitted. If no response is heard by
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TCmd1 : SIMPLEX TP DSC, press the CANCEL key to select the standby display.
TCmd2 : NO INFO After sending a manual distress alert relay, watch should be kept on channel 16
CHANNEL : 10 and RT distress communications should be expected.
b) Press the ENT key, the CALL TYPE window appears:
Manual Entry of Ships Position/Time Procedure for Making Urgency or Safety DSC Calls Procedure on Receiving an All Ships Call
If input from the GPS is lost, the message GPS ERR is displayed, the ships Prior to sending RT Urgency or Safety messages it is important to alert stations
On Hook
position should be manually inserted at regular intervals as follows: within VHF range by sending a DSC Urgency or Safety alert as follows:
A received all ships call may be from a shore or ship station announcing
a) Press the MENU key at the standby display to bring up the a) Press the CALL key, the display changes from the standby urgency or safety information. An audible alarm will be heard.
SETUP MENU. display to the COMPOSE MESSAGE screen.
a) Press the CANCEL or ENT key to cancel alarm.
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b) Rotate the CH knob or press the up/down arrows to choose b) Press the ENT key to open the call type list
POSITION from the second page of the menu.
All ships
c) Press the ENT key to display the following menu: COAST CALL POLLING call received
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SHIP CALL NEUTRAL
GROUP CALL MEDICAL
INPUT TYPE: AUTO PSTN CALL RELAY ALL
FROM : 123456789
ALL SHIPS RELAY SEL SAFETY
LAT : -- --- AREA CALL DISTRESS TCmd1 : SIMPLEX TP
POSITION TCmd2 : NO INFO
LON : -- --- CH : 16
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TIME : -- : -- c) Rotate the CH knob or press the up/down arrows to choose ALL
SHIPS and then the ENT key.
CANCEL ALARM
d) From the displayed table, SAFETY, URGENCY or DISTRESS
select SAFETY and press the ENT key.
d) INPUT TYPE is selected, press the ENT key and the AUTO/ The display changes to show the nature and content of the message.
MANUAL setting window appears e) Use the cursor to highlight SIMPLEX TP for simplex RT Included will be an indication of the RT channel to be used.
follow-up communications.
Note: If the position data from a positioning sensor is available, MANUAL
cannot be chosen, ie, the setting window is not displayed.
e) Rotate the CH knob or press the up/down arrows to choose

ft f) Press the ENT key, the SELECT CHANNEL or NO INFO is
displayed.
g) Highlight the SELECT CHANNEL and press ENT key to

** Received Message **
MAY 10/04 08:30 ECC : OK

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MANUAL and then the ENT key.
display the channel list. ALL SHIPS CALL
f) Enter the latitude using the numeric keys, four digits. To switch FROM : 123456789
h) Rotate the CH knob or press the up/down arrows to choose the
co-ordinates, use key 1 for north and key 2 for south.
channel, then press the ENT key. SAFETY
g) Press the ENT key and then enter the longitude, five digits,
i) Press the CALL key for more than three seconds to send the TCmd1 : SIMPLES TP
using the numeric keys. Key 1 is used to switch to east and key
2 for west.
DSC alert. TCmd2 : NO INFO
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j) Whichever channel is indicated in h) above will be set on the CH : 16
h) Press the ENT key and then input the UTC time with the
numeric keys.
VHF RT ready for the Urgency or Safety broadcast.
PRESS ENT TO CHANGE CH
i) Press the ENT key and CANCEL key to finish.
b) Press the ENT key, the display changes to the standby mode
indicating the specified channel. No DSC acknowledgement is
Note: If the correct position data is entered from a position source when in
permitted.
MANUAL the unit automatically reverts to AUTO.
Off the Hook g) Use the cursor to select ROUTINE for routine priority. Automatic acknowledgement is not possible under the following conditions:
Where an all ships call is received with the handset off the hook, the audible Priority: Distress, Urgency or Safety
alarm sounds and the ALARM LED blinks.
Communications Type: Fax, Data, No Info
Press the ACK. The display changes to the standby mode indicating the
ROUTINE Communications Frequency: Distress, Urgency or Safety
channel specified. BUSINESS Off Hook
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Note: BEFORE pressing the ACK key, pressing CANCEL will stop the
SAFETY Procedure for Making Other DSC Calls
alarm. Pressing CANCEL again will cancel the all ship call or press ENT
to accept the all ship call and the display changes to the standby mode,
URGENCY Other types of DSC call that can be made include:
DISTRESS
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indicating specified channel TEL: Automatic/semi-automatic telephone calls
GRP: Calls to a specific group by using a group MMSI
Procedure for Making DSC Calls to an Individual Station
POS: A call requesting another vessel to indicate position
There are two methods by which the operator can prepare and transmit DSC h) Use the cursor to highlight SIMPLEX TP for simplex RT
messages: follow-up communications. POL: Used to confirm that own ship is within range of another
ship
1) Preparing message for immediate transmission: i) Press the ENT key, the SELECT CHANNEL or NO INFO is MED: A Medical Transport call indicating that own ship carries
Press the CALL key at the standby display displayed. medical goods
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Select the call type NEU: Used to indicate that own ship has neutral status and is
j) Highlight the SELECT CHANNEL and press the ENT key to
not a participant in an armed conflict
Select other party (ID) as necessary display the channel list.
GEO: Calls may be addressed to a specific rectangular area.
Select the communications category
k) Rotate the CH knob or press the up/down arrows to choose the Only vessels known to be within that area will respond
Select the communications channel channel, then press the ENT key.
Press the CALL key for more than three seconds. Note: Full details of these calls are contained in the manufacturers operation
l) Press the CALL key for more than three seconds to send the manual.
2) Transmitting a message stored in the memory: message.
100 messages can be stored in the memory ready for
transmission as required
An individually addressed DSC alert may be made to a shore station to set up

ft m) Wait for an acknowledgement before transferring to the indicated
RT working channel.
Testing the DSC Equipment
Radio regulations require that the VHF DSC is tested daily to ensure correct
operation. Details of the test should be noted in the GMDSS Radio Log Book.
Any equipment failures should be notified to the Master. To test the DSC:
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RT or other communications. Alternatively, another ship may be called in order Procedure on Receiving an Individual Call
to set up an RT call on a specified simplex working channel:
The VHF transceiver responds to incoming calls differently, depending upon a) At the standby display, press the SHIFT and TEST key in that
a) Press the CALL key, the display changes from the standby to whether AUTO ACK is on or off. If automatic acknowledgement is on, the DSC order to initiate the test sequence.
compose message screen and the CALL TYPE is displayed in sends a reply without any operator intervention. If automatic acknowledgement
reverse video. is off, the contents of the received call can be viewed by successive presses of b) After a few seconds the test will be completed and the LCD will
the ENT key. Press the CALL key to transmit a manual acknowledgement. indicate the test results. If no faults are detected OK will be
b) Press the ENT key to open the call type list. displayed against each tested unit. Press the ALARM STOP key
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Procedure for Turning Auto Acknowledgement On/Off to silence the alarm followed by the CANCEL key to return to
c) Rotate the CH knob or the up/down arrows to select the type of the standby display.
To enable or disable the auto acknowledgement (AUTO ACK) of received
call.
calls, press the SHIFT and 5 key in that order. The LCD displays whether Auto c) If a fault condition exists NG will be displayed. A list of causes
or Manual acknowledgement is selected. and error messages can be found in the operators manual. Call
d) Choose SHIP CALL and press the ENT key.
for an authorised service agent.
e) Enter the MMSI number of the station to be called.
d) Press the CANCEL key to escape.
f) Press the ENT key to display the type of call display.
Illustration 2.6.6a Mini-M Telephone System
Handset
TT3007C Antenna
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New message
Battery capacity (Portable)

Signal strength
Futher entries Alpha mode on
Capsat
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Toggle field
2nd ABC Hook off Capsat
2nd button pressed Speaker on
Security enabled Exit OK

A Del
C
Ins Edit
B
C
Print Electronics Unit TT3034B
2nd
C
1 2 3
Menu Lock Area
abc def
4 5 6
Fax R Mute
jkl mno
ghi Power Alarm Ring Sync
7 8 9
Date Ant
SIM
pqrs tuv wxyz
Card
* 0 #
ft Cradle
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Thrane&Thrane
Capsat Satellite Telephone Thrane&Thrane

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24V DC
2.6.6 INMARSAT FLEET 33 Table 1 Key Functions Initial Switch On

a) Switch on the power supply.
Manufacturer: Thrane & Thrane KEY NORMAL MODE ALPHA MODE 2ND MODE
Type: Sailor Fleet 33 (IT3088A) Power on/off. Must be b) Press and hold the telephone ON/OFF key for 5 seconds. The
Menu held for 5 seconds to screen is filled with solid blocks and symbols followed by the
switch on/off. text initialising.
Equipment Description
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Exit Exit Menu / Cancel
selection c) For normal use no pin is required.
The installation comprises the following:
OK Accept selection
Above Decks Equipment (ADE) Making a Standard Call from the Main Unit
C ins Delete / Back space Delete/Back Insert entry
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antenna unit (TT-3008G) space Dialling numbers once connected with a LES: From the handset enter the
Below Decks Equipment (BDE) Edit Move one selection up Edit entry telephone number and press either Hook up, OK or # to initiate the call.
Transceiver unit ( TT-3038G) A Del Enable Alpha Mode Disable Alpha Delete entry
B Mode a) Dial 00 then the country code, area code followed by the
Operators handset with cradle (TT-3620G/TT-3622E) C subscribers number, maximum of 22 digits.
Power supply unit (PS4655) 2nd Enable 2nd Mode Enable 2nd Disable 2nd Mode For example: 00441244535787
Analogue telephone (LTP-3070) Mode
Audio Move one selection down b) Press DEL key to delete the digit on the left of the cursor if a
mistake is made.
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Main Control Unit Toggle Hook on/off
This unit is the major part of the terminal, performing all the signal processing 1 1 - ? ! , . : $ ( ) Recall last dialled c) Once the number has been correctly entered, press the Hook up
functions. The handset keypad with a built-in display allows control of +/1 number key to send the dialled number. Pressing the # key will achieve
communications and system functions. The LCD display can be adjusted for the same function.
2 2 ABC2
contrast and is back-lit for viewing in dim lighting and night-time operation. 3 3 DEF3 Area Selection The status of the call will be shown on the display; for example,
4 4 GHI4 Fax Call Handset LES connected.
The display contains symbols to indicate the current status and with the four
LED indicators below to show power (green LED), alarm (red LED), connected 5 5 JKL5R
(amber LED) and synchronisation (green LED).
The display contains the Land Earth Station (LES) and signal strength status,
mail box indicator, handset plus speaker enabling status and function status. ft 6
7
8
9
6
7
8
9
MNO6
PQRS7
TUV8
W XY Z 9
Mute
Toggle SPEAKER
Signal strength or
d) The duration of the call is displayed when connected.
e) To end a call replace the handset.

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In addition to the normal operation there are the following facilities available:
return
* * Hands-free mode - select to use the built-in loudspeaker.
Keypad Functions Phone Book. The phone book function allows the operator to
0 0 (Force cursor Help Desk
The keys on the keypad have multiple functions. Which of the functions of the move) enter frequently used numbers into the phone book memory.
key that are activated when pressed depends on the mode of the keypad. The # # <space> Dim Once the numbers are entered, the operator can press the BOOK
current mode of the keypad is signalled by the 2nd and ABC indicators in function key which displays the listings on the screen, then
the display. scroll down the list, select the number and press the CALL key
D
to connect.
In ALPHA MODE the different letter symbols for the numeric keys (1-9)
are selected by pressing the same key repeatedly until the desired symbol is Last Number Dialled
displayed. The cursor will automatically advance to the next position 2 seconds
after the key is pressed. If an error is detected in the entered string of symbols The short code 0 represents the last telephone number dialled. Pressing the #
the clear key, D, must be pressed until the symbol can be re-entered. key once will display a list of the last 20 numbers dialled. It is now possible to
scroll through the list and select a number by pressing the OK key, or accept it
Pressing 2nd Mode will change the functions of some keys. with a second press on the # key.
Receiving Handset Calls

The handset will ring and the yellow RING indicator will flash. The call can be
answered in two ways:
a) Press the Hook up key.
This will establish the connection and enable the microphone
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and earpiece. If the handset is in the cradle the speaker in
the terminal will also be enabled. The RING indicator lights
steadily during the connection.
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b) Lift handset out of the cradle.
This will establish the connection and enable the microphone

and earpiece. The RING indicator lights steadily during the
connection.
Volume Control
During the call it is possible to use the volume control at the side of the handset
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to control the speech level. The 2nd/8 key combination enables or disables
the speaker in the terminal. The speaker symbol on the display shows whether
the speaker is On/Off. To mute the microphone press the 2nd/6 key. When
muted the Off-Hook indicator will flash in the display.
Making a Call to Another MES

a) Dial 00, then the 87 plus the access code for the ocean area
followed by the subscribers IMN number.
For example: 00871762420510
b) The codes for the different areas are as follows: ft

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871 AOR-E (Atlantic Ocean Area East)
872 POR (Pacific Ocean Area)
873 IOR (Indian Ocean Area)
874 AOR-W (Atlantic Ocean Area West)
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Facsimile
A facsimile machine can be linked to the system if required. The telefax facility
supports Group 3 fax transmissions at a rate of 2.4kbps.
The telefax is assigned a separate incoming call number.
Full operating and maintenance instructions are to be found in the Thrane and
Thrane Users Manual supplied with the unit.
Issue: Final Draft - September 2008 IMO No. 9333591 Section 2.6 - Page x of x
Illustration 2.6.7a NAVTEX System
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Display Unit
Receiver Unit
NAVTEX RECEIVER
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PUSH TO OPEN
ENT MENU
ESC
+ LIST
_
DIM
PRINT
NAVTEX
NX-700
ft
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GPS
ECDIS No 1
ECDIS No 2
Rectifier
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220V AC
24V DC
2.6.7 Navtex Receiver Equipment Operation SAR (Search and Rescue) Message
a) When a SAR message is received, the audible alert sounds and
Manufacturer: Furuno The unit is operated and set up using the buttons on the front panel and the details of the SAR message are displayed on the LCD.
Model: NX-700A menus listed on the LCD display.
b) To silence the alarm, press any key other than the power on/off
Switching on the Unit key.
Introduction
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a) Press the power button to turn the unit on. A beep sounds and
the equipment shows the start-up display, when the ROM and Other Messages
Navigational Telex, is an international direct printing telex service used to
promulgate navigational and meteorological warnings to shipping. The unique RAM are checked for proper operation and the program number a) When any message other than a SAR is received the display
feature of NAVTEX is that the transmission sends a header code ahead of is displayed. The results of the check are shown as OK or NG shows one of the two following windows:
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the main message. In this way, the receiver can identify the station, message (No Good).
type and serial number of each message and reject an identical message
automatically. The NAVTEX receiver is located on the chart console. Received new intl msg. Received new local msg.
The NX-700A NAVTEX receiver complies with the new NAVTEX performance
standard MISC.148(77) which was implemented on or after 1st July 2005. Display new msg ? Display new msg ?
DUAL CHANNEL NAVTEX Yes No Yes No
The NX-700A can receive two channels simultaneously. One is set for 518kHz NX-700
to receive international NAVTEX messages and another can select from 490 to International Message Local Message
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4209.5kHz for domestic or local NAVTEX messages. The broadcast station can
FURUNO ELECTRIC CO.,LTD.
be selected automatically, according to ships own position when connected to
a GPS navigator, to receive messages when sailing within reach of each service
stations coverage. ROM:OK RAM:OK b) To read the message immediately, press to choose Yes and
Program No. 0850193-XX then press the ENT key to display the message.
Every incoming message is stored in the memory and displayed on the 5 inch
silver bright LCD, as well a being printed out. There are three fonts, small, c) To read the message later choose No, and press the ENT key
medium or large which can be selected by the operator for the LCD display. to close the window.
b) When the results are OK, after 5 seconds of the check being
The received messages with a selected channel information are sorted by order
of time in the message in box. The operator can identify the status of each
message from the message ID and icons displayed in the LCD
ft c)
completed the list display is shown, with the last frequency used
before the power was turned off.
At the default setting, when the results check is OK, ALL

To read a previously saved message, scroll up or down the list using the
keys on the cursor pad to highlight the required message. Press the ENT key to
display the detailed message.
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When SAR information is received the NX-700 notifies the operator of an MESSAGES display for 518kHz appears and all the messages Note: The operation guide at the bottom of the screen shows the functions of
incoming message by audible alarm. received on 518kHz are displayed on the screen. the keys available for use with the current screen.
For quick viewing, the operator can select and display messages of particular d) To change from 518kHz (international messages) to 490kHz
interest using the sort function. (local messages) press the right or left arrows on the cursor
pad.
The NAVTEX NX-700A Combines and integral line thermal head printer.
e) The NX-700 is preset to print out all received messages.
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Adjusting the LCD Dimmer

Adjust the LCD and panel dimmer with the +DIM- key.
Confirming a New Message

When a new message is received, depending on the type of message the
following is to be carried out:
Illustration 2.6.7b NAVTEX Display
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Display Unit Sample Display Screens
NAVTEX RECEIVER 518 I L1 L2 I L1 L2 I L1 L2 I L1 L2 NEW

518
ALL MESSAGES VO32 ERROR RATE=0.0%
153 MESSAGES APR 11 04 : 31 Y145/150
Shift Cursor and 153 HA5B APR 11 13.58
New !! NEW
202C VO32
Display or Select 152 JBB3 APR 11 13.56
Items on Menu
!! NEW
10033Q UTC APR 05
PUSH TO OPEN 151 VA05 APR 11 04.33 !!
KOREA NAVTEX//TAEAN C.O
C
150 VA04 APR 11 04.32 !!
SOURCE//ROUTINE : COMMUNICATION
Open Menus. 149 VD32 APR 11 04.31 SAR
INTERRUPTION/
Return to the 148 KBB0 APR 11 02.42 !!
COMMUNICATION WITH F/V QUYEDND<26
ENT MENU Registers Items on Enter
Previous ESC 147 JAB6 APR 11 02.34 !!
TOM. TAEAN REGISTRY, 10 CREW
Menu
Display 146 JB67 APR 11 02.31 !!
HAS BEEN INTERRUPTING SINCE LAST
145 IA44 APR 11 02.28 !!
CONTACT WITH HER AT 020900 UTC
Printer + LIST Open List Options 144
143
IA31 APR 11 02.27
HA30 APR 11 02.15
!!
APR. IN 36-47W, 12S-18E. WEST
_
Panel LCD Old
!!
COAST. ALL VESSELS ARE REQUESTED
DIM
Dimmer 142 HA03 APR 11 02.13 !!
TO MAKE A SEARCH FOR THE VESSEL
PRINT Open Print Options APR 11 2005 14:20:07 AND REPORT ANY INFORMATION TO
34" 44. 974' N TAEAN C. Q. (TEL:+02-41-675-0112-
ft
NAVTEX
NX-700
500
134" 54.
0.0kt
965' E
CDG 225.0'
Message List
K.C.G.TELEX K24920)
DISTANCE 484.8 nm
(ENT) SHOW LIST

(PRINT) PRINT MENU
Detailed Message
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D
Key Display Mode Function b) Press or to choose NAVTEX and then press the ENT key
or .
List Scrolls the list. Menu
Detailed Scrolls the message. c) Press or to choose Local Channel and then press the ENT
NAVTEX
List Switches the international and local lists. key or to show the local channel options.
Detailed Shows the newer () or older () message. System
MENU List Shows the main menu. Display d) Press or to choose the local frequency, 490kHz or
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Detailed 209.5kHz and then press the ENT key.
ENT List Shows the detailed message selected.
Detailed Shows the message list.
490kHz
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LIST List Shows list options. Main Menu
Detailed 4209.5kHz
PRINT List Shows print options. c) Press the ENT key or to open the NAVTEX menu.
Detailed Local channel options
NAVTEX
e) Press the MENU/ESC key several times to close the menu.
Confirming a New Message Receive Mode Manual
Local Channel 490kHz When showing the message list it is possible to switch frequency between 518,
The NAVTEX menu allows the operator to automatically or manually select
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Auto Print All 490 or 4209.5kHz by operating the or keys.
the station to be received.
Rcv Stations & Msg
The automatic mode requires navigation data and stations are automatically User select Station & Msg
selected according to the distance between own ship and the NAVTEX Editing the Settings for Station and Message
NAVTEX Menu
stations.
d) Press or to choose the Receive Mode and then press the For automatic identification of messages, each message starts with nine control
The manual mode allows the operator to select any station. ENT key or to show the receive mode options. characters called header codes.
The INS (Integrated Navigation System) mode allows the operator to set the
station, message and local channel from the external equipment connected.
a) Press the MENU/ESC key to show the main menu.

ft INS
Auto
Manual
The first five characters are always ZCZC_ and common to all messages.
The latter four characters are designated as B1, B2, B3 and B4 to indicate
origin, category and serial number of the message.
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Character B1 is the identification letter of the NAVTEX station
b) Press or to choose NAVTEX. A through to Z.
Receive mode options Character B2 indicates the type of message A through to Z as
listed below.
e) Press or to choose INS, Auto or Manual as appropriate,
and then press the ENT key. Character B3 and B4 indicate the serial number of the message,
these are counted up from 01 to 99 and then restart from 01
again. The number 00 is reserved for important emergency
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f) Press the MENU/ESC key several times to close the menu.
messages.
Choosing the Local Frequency The end of each message is indicated by NNNN.
The operator can chose 490kHZ or 4209.5kHz as the local frequency, this Type of message category:
function is only available in the auto or manual modes.
A: Navigational warning.
a) Press the MENU/ESC key to show the main menu.
B: Meteorological warning.
C: Ice report. The station and messages are selected from the Rcv Station & Msg or User Processing Messages
Select Station & Msg editing windows.
D: Search and Rescue information / pirate attack warnings. Choosing Messages to Display
E: Meteorological forecast. a) Press the MENU/ESC key to show the main menu. The operator can choose which category of messages to be displayed, All,
F: Pilot message. Alarm, User Selected and Good messages.
b) Press or to choose NAVTEX and then press the ENT
G: AIS. key. a) With the message list or detailed message displayed, press the
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H: LORAN message. LIST key to show the list options.
c) Press or to choose Rcv Station Msg or User Select
I: Spare.
Station & Msg editing window.
J: SATNAV message.
All Messages
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Receive mode
K: Other electronic navigational aid system message.
Alarm Messages
L: Navigational warning (additional to A). Rcv Station & Msg [Auto] User Messages
V to Y: Special services allocation by the NAVTEX Co-ordinating International frequency [518] Good Messages
Panel. Station Station
Lock Messages
Z: QRU (no message on hand) ABCDEFGHIJKLMNOPQRSTUVWXYZ
Message Message
List options
The general message format is as follows: ABCDEFGHIJKLMNOPQRSTUVWXYZ
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b) Press or to choose the item.
Local frequency [490]
Header Code
All Messages: Shows all messages received
Station
Alarm Messages: Shows only SAR/WARNING messages
ABCDEFGHIJKLMNOPQRSTUVWXYZ
User Selected Messages: Shows messages arranged at User
ZCZC_ B1 B2 B3 B4 Message
Main Message NNNN Select Station & Msg on the NAVTEX menu
Changeable item ABCDEFGHIJKLMNOPQRSTUVWXYZ
Good Messages: Shows messages whose error rate is less
MOVE
Start Code Main Message Termination Code than 4%
Serial Number
00 Emergency Message
01 - 99 Normal Message
ft [ENT] EDIT [MENU] RETURN TO MENU
Edit Window (Rcv Stations & Msg)

c) Press the ENT key to close the window.
The list chosen at step b) appears
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d) Press the ENT key to open the appropriate editing window.
Type of Message Note: When the following messages appear, set the List Window to All
A-Z Messages to show:
(see list) e) Press or to choose the item to edit and then press the ENT
key to show the alphabet selection window. Urgent Message: Message not chosen for display received: this
Station ID
is an international or local 00 message. Choose All Message
A-Z f) Press or to choose the letter then or to choose to (LIST menu) to display.
receive or not receive. Normal Message: International or local message not chosen
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Editing the Settings for Station and Messages for display received. Choose All Message (LIST menu) to
Note: The letter chosen NOT TO RECEIVE is marked with a - (hyphen). display.
To receive messages by station the operator has to choose Manual from the
Receive Mode on the NAVTEX menu. g) Press the ENT key.
The operator can select which type of messages are received, except for A, B, h) Repeat steps e) through g) to complete the selection.
D or L messages which cannot be de-selected, when in Manual or Auto from
the Receive Mode on the NAVTEX menu. i) Press the MENU/ESC key to close the window.
Protecting Messages from Deleting Alarm Messages e) Press the ENT key to print.
The sequence of events when an alarm message is received is as follows: Printing Messages Automatically
Note: When a message older than 66 hours or older than number 200 is
unlocked it is automatically deleted. When a message is received it can be automatically printed out.
When Receiving a SAR (Search and Rescue) Message
To prevent the message being deleted: The audible alarm beep sounds and the SAR message is displayed. a) Press the MENU/ESC key to open the main menu.
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a) Choose the message at the list display. b) Press or to choose NAVTEX, then press the ENT key to
When Receiving a Warning Message
show the NAVTEX menu.
b) Press the LIST key to show the list options. When the Warn Msg Alm (Warning Message Alarm) on the system menu is set
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to ON, the audible alarm sounds and the message is displayed.
c) Choose Lock Messages from the list window. Off
(The protect key-shaped icon appears next to the message.) Silencing the Audible Alarm All
Press any key except the power key.
User Select
All Messages
Alarm Messages Printing Messages Auto Print options
User Messages
Good Messages Received messages can be printed automatically or manually from the built-in
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printer (NX-700A). c) Press or to choose Auto Print, then press the ENT key to
Lock Messages show the auto print options.
List options Printing All Messages Displayed d) Press or to choose All, User Select or Off as appropriate.
a) Press the PRINT key to bring up the print options menu.
d) To unlock a message, choose it and select the Unlock Message All: Prints all messages when receiving.
in the list window. b) Press or to choose Print.
User Select: Prints only specified messages at the User Select
(The protect key-shaped icon disappears from the message.) Station and Message on the NAVTEX menu.
Note: A maximum of 50 messages for international and local (25% of each

memory) can be protected.
ft Print
Cancel Print
Print options
e)
Off: All messages are not printed automatically.
Press the ENT key.

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f) Press the MENU/ESC key several times to close the menu.
c) Press the ENT key to print.
Cancelling Printing
Note: When a message is received during the printing sequence, the new When a menu is displayed the operator cannot cancel the printing.
message cannot be printed.
To cancel printing:
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Printing Single Message Displayed
a) Press the PRINT key to open the print menu.
a) Press or to choose the message from the list.
b) Press to choose Cancel Print, then press the ENT key.
b) Press the ENT key to the detailed information.
c) Press the PRINT key.
d) Press or to choose Print.
Message List MESSAGE MEANING REMEDY

New message received. Appears when the oldest message is
In addition to the message Received new local (intl) msg the following Oldest message deleted to free up deleted to make space for the latest Press any key.
message related messages may appear on the display. memory. one.
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Same message with lower error rate Appears when two messages with the
received. same ID are received and the latter Press any key.
Currently displayed message will be error rate is lower than the former.
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deleted.
Term of validity expired. Appears when 66 hours have passed

Currently displayed message will be after receiving the currently displayed Press any key.
deleted. message.
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Message not chosen for display Appears when receiving an
received; it is an intl 00 message. international message not specified
Choose All Message (LIST menu) for display (00) at the SELECT
to display. MESSAGES display.
Message not chosen for display Appears when receiving a local

received; it is a local 00 message. message not specified for display (00)
ft Choose All Message (LIST menu) to at the SELECT MESSAGES display.

display.
Intl message not chosen for display Appears when receiving an

Press any key, and then choose All Message in the List window.
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received. Choose All Message (LIST international message not specified
menu) to display. for display (Normal) at the SELECT
MESSAGES display.
Local message not chosen for display Appears when receiving a local
received. Choose All Message (LIST message not specified for display
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menu) to display. (Normal) at the SELECT MESSAGES
display.
2.6.8 Radio Rescue Equipment Regular Tests Illustration 2.6.8a EPIRB

Every three months a visual inspection of the holding bracket should be carried
Electronic Position Indicating Radio Beacon - EPIRB out. Every two years the unit should be serviced, as per the manufacturers
instructions, by an authorised JOTRON agent. Every four years the battery
Manufacturer: Jotron should also be changed during the service.
Model: Tron 40S
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Introduction
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The function of the EPIRB is to help locate survivors in the event of a search
and rescue operation. The EPIRB will also act as an automatic means of
distress transmission if no other means is available. The EPIRB is housed in a
casing with a hydrostatic release. The EPIRB is positioned aft of the starboard
bridge wing.
Monthly Testing Procedure
The internal test of the battery and transmitter should be carried out once a
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month, as follows:
a) Remove the EPIRB from its bracket, holding the unit upright.
b) Wipe clean the EPIRB and check that the two earthing screws
for the mercury tilt switch are clean. The screws are close to
the join of the two EPIRB sections. If the unit is inverted after
removal and the screws earthed, the EPIRB will activate and set
c)
off a false alert.
Push the test switch to the test position. Within 15 seconds the
strobe and red light will flash several times. After one minute
the EPIRB will automatically reset. ft
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d) Check the expiry date of the battery unit.
e) Carefully replace the EPIRB in the correct position within its

bracket.
Note: The units normal stowage position is inverted, ie, the battery unit is
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uppermost.
f) Enter the results of the test in the GMDSS Logbook.
Search and Rescue Transponder - SART Monthly Testing Procedure Illustration 2.6.8b SART
Manufacturer: Jotron The SARTs should be checked once a month by activation and subsequent
Model: Tron SART checking of the ships 3cm (X-Band) radar display for the correct signal
indication. The procedure is as follows:
Overview a) Remove the SARTs from their brackets.
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Within GMDSS, the purpose of a Search and Rescue Transponder (SART) is b) When in open waters with no other ships nearby, take the
Tr o n S a r t
to locate the vessel in distress or persons in a survival craft originally from the SARTs to one of the ships bridge wings and activate it using the 9 G H z R a d a r Tr a n s p o n d e r
self-test button. The red LED will illuminate to show the unit
J OT RO N
vessel in distress.
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has activated.
A SART is an easily portable device which should be taken to the survival craft I N D I C ATO R L A M P
if it is necessary to abandon ship. c) The radar beam will interrogate the SART and the internal
loudspeaker will produce an audible signal. The signal is
The unit is a passive device, it will only transmit when interrogated by a continuous when close to the radar source but will become
transmission from an X-band (9GHz) radar. Once triggered it produces a intermittent at a distance.
TEST
Tron SART
distinctive dotted line on the radar screen representing approximately 10
ON
Search and Rescue

nautical miles. d) Check the 3cm radar display. The display should show 12 to 20 OFF
Transponder
dots radiating out from the position of the SART in concentric
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Once activated, the beacon itself provides confidence to survivors by giving an circles, similar to a racon indication.
audible and visual indication that a rescue vessel is in the vicinity.
e) Check the battery expiry date.
Two SARTs are carried on board, a SART is installed adjacent to each bridge
wing door. f) Enter the results of the test in the GMDSS Logbook.
Every four years the SART battery should be renewed.
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Illustration 2.6.9a GMDSS VHF Emergency Hand-Held Radio and Menu Flow Chart
Example Of Default
Display Screen
Ch 14 156.700 Setup
Volume Contrast
Single/DW/TW
HI
Channels
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Menu Backlight
Key tone Contrast
1 Info
Battery
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Ch 14 156.700 Single/DW/TW
Squelch Single
2
SQ DW
Key HI TW
1. Antenna Ch
Ch16
16 156.000
156.000
2. LCD Display Screen
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3. Press-to-Talk (PTT) Button 3 Volume
Volume Ch 14 156.700 Channels
4. Menu Key
5. Channel Key Volume 6
6. High/Low Power Key HI Hi/Lo 8
7. Up Arrow Key HI 9 TW
8. Down Arrow Key 4 7 10
9. Channel 16 Direct Select Key Menu Enter
10. Enter DW/TW Select Key DW/TW
11. Squelch Control Key
12. Power ON/OFF Key
Ch 16 156.000 Backlight
13. Microphone 5 11
Volume Off
14. Speaker
15. Battery Release Buttons
6
CH
HI/LO
16
8
9
SQ
12
ft 16
HI
Ch 14 Ch 16,9
Timer
Key tone
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Volume Off
13 Enter/TW Low
HI TW High
Ch 14 156.700 Info
14 SW ver: 1.00
Volume
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PTT Temp.: 25C
HI TX Battery: 5.83V
15 15
Ch 14 156.700 Battery
Volume Lithium
Receiving NIMH
HI RX
2.6.9 VHF emergency hand-held radio Squelch Adjustment (11) The procedure for changing any of the other function parameters from the main
menu is the same as the procedure described in a) to c) above.
Press the SQ key (11) and then use the Up or Down arrow key to adjust the
Manufcturer: JOTRON Electronics a.s. squelch threshold. Press the ENTER key (10) to confirm the settings and return
Type: TRON TR20 to the default display.
Introduction Channel 16 Direct Selection (9)
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To select channel 16 press the red 16 key (9) and channel 16 will be selected
The portable TR20 VHF transceivers carried on board are designed for GMDSS with default settings of high output power and full volume.
applications and meet the requirements of the European Telecommunications
Standards Institute (ETSI) to ETS 300 225 (European Technical Standards).
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They are constructed from glass reinforced polycarbonate in high visibility Channel Selection (5)
orange and are waterproof to IP67 standard. To select a channel press the CH key (5) and then use the Up or Down arrow
key to select the desired channel. Press the ENTER key to confirm the selection
Three hand-held TR20 GMDSS VHFs are located in the wheelhouse. Each and return to the default display.
unit consists of a transceiver, rechargeable battery (NiCad type) and a mains
operated battery charger. An emergency orange non-rechargeable lithium
High and Low Output Power (6)
battery is supplied with each unit and is only to be used in an emergency
situation. To select high or low transmitter output power press the HI/LO key (6). Each
press of this key toggles between high and low power. When high power is
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The radio has all the maritime simplex channels with a priority selection for selected, HI appears on the LCD screen.
channel 16. Set-up controls are on the front of the main unit. All necessary
operating parameters are indicated on the LCD screen. Menu Selected Options
The majority of the settings for the TR20 are carried out through the menu. The
Direct Select Controls menu hierarchy is shown in illustration 2.6.9a above.
Refer to illustration 2.6.9a above for the location of the function key numbers
and LCD screen examples. Procedure to Select Dual Watch Function
On/Off Switch (12)

Press this key to turn the transceiver on, the LCD illuminates indicating the
channel number etc. To turn the transceiver off, press and hold the key for ft a) Press the menu key (4) and the set-up menu will be displayed.
b) Use the Up or Down arrow key to highlight Single/DW/TW

and press the ENTER key (10). The Single/DW/TW screen is
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approximately two seconds; this prevents an accidental switching off. displayed, an asterisk denotes the current selection.
c) Use the Up or Down arrow key to move the cursor to the

Press-to-Talk Button (3)
required selection and press the ENTER key.
Press this key to transmit and release it to listen for a response.
d) To activate/deactivate DW or TW, when selected, press the
Volume Control (7) and (8) ENTER key. DW or TW and the channel numbers selected will
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be indicated in the display when active. To transmit DW or TW
To adjust the volume up or down press the Up arrow key (7) or the Down arrow must be deactivated by pressing the ENTER key.
key (8) respectively. The Up and Down arrow keys always act as the volume
control keys unless another function is selected. e) If a signal is received on one of the selected channels when
DW or TW is active, press the ENTER key to proceed with
communications. To return to DW or TW, press the ENTER key
again.
Illustration 2.6.10a UHF Communication System
Wheelhouse Remote Control Underdeck

Passages (Starboard) Passage (Port)
Whip Passage
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Compass Deck
Deck
Lighting
GM338
GM338
Post
Helical
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Antenna Whip
Cargo Console 220V AC

Splitter
GM338
Splitter
Base Station and Repeater
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GM338
Splitter
Engine Switchboard Steering Gear

220V AC
Room Room Room
5 3 1
Splitter
MOTOROLA
Engine Control Console

GP340 x 22
ft GP340
GP340
MOTOROLA
mic
mic
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Splitter
Engine D/G Room Converter Engine Pipe Duct
Room Room
GM338
Room
Splitter
GM338
Base Station and Repeater
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Splitter
220V AC
2.6.10 UHF RADIOTELEPHONE Green - Successful power-up Illustration 2.6.10b UHF GP340
Green flashing - Radio scanning
Manufacturer: Motorola
Model: GP340 Red - Transmitting
Red flashing - Channel busy when receiving or low battery
when transmitting
GP340 Introduction
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Yellow - Handset being called
Scan Button
The GP340 is an intrinsically safe UHF handset for use in all parts of the vessel. Yellow flashing - Radio call reminder alert Channel Switch Antenna
There are 22 hand-held units available in various locations. There are also 22
remote speaker/microphones for use with the hand-held radios as required.
MOTOROLA
On/Off and
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Making a Call Volume Switch 5 3 1
It features Emergency Signalling which can be configured to send a help signal Power LED
Once the channel has been selected and confirmed as free, proceed as
to a predefined person or group of people at a single push of the bright orange MOTOROLA
follows: MOTOROLA
EMERGENCY BUTTON. Signal Button 1
Speaker
a) Press the call button 1 and the alert tone will be transmitted. Send Button
The antennas for the UHF system are located in selected areas around the
vessel. GP340 Microphone
Signal Button 2 mic
b) Following a verbal response press the Press-To-Talk (PTT) Signal Button 4
GP340 mic
key to transmit a message, the indicator light will illuminate

The handset has a battery life of up to 14 hours. A choice of two power outputs
red during transmission. Release the PTT key to listen for a
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can be used to extend battery life. There are three 6-slot battery chargers
response.
available for charging the handset batteries. In addition there are four 1-slot
battery chargers in various locations.
c) The call will terminate automatically when communications
have ended.
Operation
Radio ON/OFF Receiving a Call
GP340
Turn the radio on by turning the on/off switch clockwise until a click is heard. When a call is received the alert tone for individual or group call is heard and
The radio operates a self-test, terminating with an audible beep if successful.
The volume can be adjusted by turning the on/off switch to a suitable setting,
clockwise for maximum volume and counter-clockwise for minimum volume.
The radio can be turned off by turning the on/off switch counter-clockwise
until a click is heard. ft the yellow indicator flashes. Press the PTT key to send a verbal response.
Changing the Battery

The battery may be changed (in a safe gas free environment) by pressing down
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on the two battery latches on the top of the battery pack and pulling the battery
away from the radio handset.
Channel Selection
The channel selector switch located next to the on/off switch is used to select A replacement battery can be inserted by placing the two tabs at the bottom of
the desired channel by turning the switch clockwise or counter-clockwise as the replacement battery into the corresponding holes of the radio and pressing
required. Up to 16 channels are available. Prior to transmission always ensure the battery into place against the radio handset.
that the channel selected is free. If the channel is in use the indicator lamp flashes
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red on the top of the radio unit. Alternatively, to check if the selected channel is
free press the monitor button.
LED Indicators
The red, green and yellow LEDs have various functions indicated by either
continuous illumination or flashing as follows:
GM338 Flush Mount Illustration 2.6.10c UHF GM338 Radio
Manufacturer: Motorola
Model: GM338
1
2 2 2
Introduction
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4
Two GM338 remote control units are fitted in each of two CDR700 base station 3
GM338
and repeater units. One GM338 in each CDR700 is used for transmission and 6 8 10 11 12
one for reception. The GM338 has a 128 channel operating capacity. 5
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7 9 10 9 13
The features of the GM338 include a large 14 character, 1 line, alphanumeric
display for access to multilingual menus, caller identity, address book, clock
and reminder alarm. The display also features a signal strength indicator.
A GM338 transceiver is also located in the wheelhouse.
The GM338 are supplied from a 220V AC source.
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Key
1. Press-to-talk (PTT Switch). 4. LCD Display. 10. Channel Selector/Menu Navigation Up/Down -
2. LED Indicators - 5. Microphone Jack. used for channel scrolling, when in menu
Indicates channel, scan, and monitor status, 6. Programmable Button 1. mode, used for menu navigation.
as well as receipt of a selective call. 7. Programmable Button 2. 11. Menu Enter/Select Button
3. On/Off/Volume knob - 8. Menu Exit/Escape Button. 12. Programmable Button 3.
used to turn the radio on or off, and to adjust 9. Edit Buttons Left/Right. 13. Programmable Button 4.
the speaker volume.
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2.7 Internal Communications
2.7.1 Automatic Telephone System
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2.7.2 Public Address and Talk-back System
2.7.3 Common Battery Telephone System
2.7.4 Intrinsically Safe Telephone System
Illustrations
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2.7.2a Public Address and Talk-back System
2.7.2b Public Address Remote Controller
2.7.3a Common Battery Telephone
2.7.4a Intrinsically Safe Telephone
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2.7 INTERNAL COMMUNICATIONS c) Listen for the chime sound in the earpiece and on the public e) When the second party answers, press the FLASH button
address system. followed by 16. The two parties will now be connected.
2.7.1 automatic telephone system
d) Make the required announcement via the telephone handset. Further numbers can be connected in this way. Only one group at any one time
Manufacturer: MRC is able to use the conference facility.
e) When the announcement is complete replace the handset.
Type: MCX-2088
f) When the conference call is completed, replace the handsets.
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Group Call
Introduction Call Transfer
Up to fifteen numbers are available in six separate groups.
The MCX-2088 automatic telephone system through an IDCS-500 exchange a) On receiving a call for another person, press the FLASH switch
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allows internal ship telecommunications. The system has a capacity of 61 to 84 a) Lift the handset and check for a dial tone. once and a dial tone is heard.
extensions. The exchange is powered from the ships mains and has a back-up
battery supply in the case of a power failure. The system offers the following b) Dial the group number required. b) Dial the number for the call destination.
features:
c) All the extensions in the group will ring simultaneously. c) When the call is answered, replace the handset.
Automatic dialling to other extensions
Paging facility (PA system and group paging) d) When an extension is answered the group call will cease.
Priority Interruption
External calls via Inmarsat or a shore telephone connection (A higher priority extension can interrupt the call of a lower priority
Ring Back
extension.)
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Conference call facility
If a called number is engaged:
Automatic ring back a) If the called extension is busy press the * button and listen for
Priority call a) Press # and confirm the engaged tone clears. the tone.
b) Extension will ring when called number completes the previous b) The called party hears an interruption tone and then the parties
Automatic Dialling
call. are connected.
a) Lift the handset and check for a dial tone.
This facility will automatically cancel after 30 seconds. If a busy tone is heard, the caller extension is a lower priority extension and is
b) Dial the extension number required.
c) When the ringing tone is heard wait for the called party to
answer.
ft Areas of High Ambient Noise
Telephone booths are provided in areas with high ambient noise levels such as
the engine room, emergency generator room etc. Headphones are also available
unable to carry out the interrupt.
c) Speak to the called party.

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d) Replace the handset when the call is complete.
d) On completion of the call replace the handset. as required, these can be switched on or off at the extension.
Morning Call
In these areas an incoming call is indicated by flashing beacons and electric
Trunk Calls
horns. a) Pick up the handset and press 17 or 18.
Four numbers are available for external calls:
b) When the dial tone is heard, press the appropriate numbers
12 - Satcom Conference Call
for the time required for the alarm call. A tone is heard for 10
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13, 14 - Trunk 1 & 2. a) Pick up the handset and press 16. seconds to confirm completion.
15 - Other
b) When the dial tone is heard again, dial the first person. c) Replace the handset.
Paging Call 0, 8 or 9 c) When the called person answers, press the FLASH button and If the extension is used in the meantime, the morning call is cancelled.
a) Lift the handset and check for a dial tone. listen for a dial tone. Party No.1 will hear music while on hold.
b) Press the 0 button. d) Call the second party number.
Telephone Exchange Front Panel
POWER DISPLAY
AC DC (TIME NORMAL : ALARM SHOWS EXTENSION NUMBER)
y
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ALARM RUN
TIME ADJUST
BUZZER MIN SEC SYSTEM

MIN
STOP CLEAR RESET
C
When operating normally the display will show the time.
In an alarm situation the extension number is displayed, if more than one

extension is faulty the display will show the extension numbers alternating in
a one second cycle.
In a fault situation a buzzer will sound and the red alarm LED will be
illuminated. The buzzer may be silenced using the BUZZER STOP key, the
LED will flash until the fault is rectified.
The time display may be set by using the minute adjust keys. ft
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Illustration 2.7.2a Public Address and Talk-Back System
Starboard Bridge Wing

Port Bridge Wing Wheelhouse Port Deckhead Wheelhouse Starboard Deckhead Upper Deck Forward
Upper Deck Aft Steering Stand
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POWER
Wheelhouse Panel
MIC
POWER
CALL
MIC
CALL
Compass Deck Rotating Speaker
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9 BUSY
8
7
6
5
4
FAILURE
3 P/A G/A
2
1
0
MIC MONI OUTPUT

CALL
220V AC MIC MONI DIMM

POWER
Controller OFF ???? ???? ???? ???? ALL/

EM'CY
SPEAKER SELECTOR
Fire Control Station Cargo Control Console

ALARM TEST
1A 1A 9 BUSY
IN USE FAIL IN USE FAIL 8 9 BUSY
7 8
6 7
6
5
4
FAILURE 5 FAILURE
3 P/A G/A 4
Fire Control Station/Lifeboat Station (Port and Starboard) General Alarm Switch
GENERAL ALARM 2 3
2
P/A G/A
1
0 1
0
P M - 2 7 1 M I C R O P H O N E C O N T R O L U N IT P G - 2 7 1 A L A R M G E N E R ATO R
MIC MONI OUTPUT MIC MONI OUTPUT
CALL CALL
Wheelhouse General Alarm Switch

BUSY
MIC MIC VOL DIMMER
CALL
POWER POWER
Engine Control Console General Alarm Switch

MIC MONI DIMM
MIC MONI DIMM
P 0 - 2 7 1 M A IN C O N T R O L U N I T
Communal Aerial
Signal Light Column
ALL/
C
OFF ???? ???? ???? ???? EM'CY OFF ???? ???? ???? ???? ALL/
EM'CY
Fire Alarm System

SPEAKER SELECTOR SPEAKER SELECTOR
PA - 2 8 1 P O W E R A M P L IF IE R
Accommodation Speaker Loops
PA - 2 8 1 P O W E R A M P L IF IE R Port Lifeboat Station Starboard Lifeboat Station
Mute In
PA No 1
220V AC
POWER IN FAIL FAIL LAMP
PF - 271 ALARM CONTROL UNIT

POWER IN FAIL
MAIN EM'CY
ALARM GENERATOR POWER
MAIN EM'CY
POWER IN FAIL
AC
MAIN
1A
DC
EM'CY
1A / 3A
MAIN EM'CY
AC
DC
ft Telephone Exchange
PA Emergency Power Fail
PA Main Power Fail
Fail Out
Bridge Control Console Alarm
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24V DC
POWER IN FAIL POWER IN FAIL
P P - 2 7 1 P O W E R S U P P LY U N I T P P - 2 7 1 P O W E R S U P P LY U N I T Whistle
LSC1
LSC2
PA No 2
LSC3
220V AC LSC4 Alarms Out Engine Control Console
Mute Column Light
24V DC Mute Entertainment Hazardous Area Cargo Manifold 9
8
BUSY
VDR Motor Room

7
6
5
4
FAILURE
Port
3 P/A G/A
2
1
0
0 Paging
MIC MONI OUTPUT
Steering Gear Room

CALL
Starboard MIC MONI DIMM

POWER
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MAIN AMPLIFIER UNIT
ALL/
OFF ???? ???? ???? ???? EM'CY
SPEAKER SELECTOR
2.7.2 PUBLIC ADDRESS AND TALK-BACK SYSTEM Alarm Generator Priority Calling.
The alarm panel allows the operator to start the fire alarm signal manually The system uses 6 levels of priority:
Manufacturer: Marine Radio Company Ltd or the general alarm signal automatically or manually, through the ships PA
Type: MPA-7800DCDF system. 1st : Emergency speech and from control panel in wheelhouse
overriding (Mute) general/fire/various alarms
Introduction Alarm Control and Power Supply Unit 2nd : Emergency General Alarm
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The alarm control unit indicates the state of the power supply to the unit and 3rd : Fire/various alarms
The MPA-7800DCDF Public Address (PA) and talk-back system has been sounds a buzzer if the power fails. LEDs also indicate if the system is operating
produced for the marine industry. Installed on the navigation bridge, the system 4th : Auto-telephone paging 0
on main or emergency supply.
allows for the broadcast of emergency as well as general announcements. 5th : Public addressing from control panel in main unit
op
Speaker Control Unit 6th : Radio, cassette, CD addressing from control panel in main
The system is connected to the fire alarm panel. In the event of a fire alarm
unit
being detected by the fire detection system, but not acknowledged by an This unit electronically connects the speakers as selected by an operator at the
operator within a specified time, the PA will automatically generate an alarm main or remote control units. Speakers are situated throughout the ship.
over the PA system. Remote Control Unit
Monitor Speaker Unit The remote control units are situated on the:
Main System This panel allows the operator to monitor an output signal, such as music, from Bridge Control Console
the main control panel. A monitor volume control knob is situated next to the
The dual main system consists of the following components: Cargo Control Room
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speaker.
Main control unit Fire Control Station
Power amplifier (400W) Radio and Cassette Unit Engine Control Console
Radio and cassette unit This allows the operator to play entertainment CDs or live radio over the PA
system. These units take priority over a broadcast being made from any other
Microphone control unit position.
Alarm generator
Power Amplifier Power Switch Unit
Operation
Alarm control and power supply unit
Monitor speaker panel
Power supply unit
ft This unit provides the main power supply for the public address system. If the
mains power supply fails then the unit is supplied by the emergency power
supply. The dual system uses two separate supplies to each cabinet.
Before making an announcement check the busy indicator lamp is not
illuminated, this confirms that the system is not already in use.
a) Press the speaker selection buttons to select the broadcast

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Talk-back System areas.
Main Control Unit
The talk-back facility is available from the following locations:
This unit has a microphone socket, volume control and 6 speaker selection b) Press the switch on the microphone and proceed with the
buttons. Before making a call, check to see if the busy light is illuminated. If Port and starboard bridge wings announcement.
it is, this indicates that the system is already in use from the remote controller Forward and after upper decks
or telephone paging system. After selecting a broadcast area, the operator uses c) When the announcement is complete, release the microphone
Port and starboard lifeboat stations
the microphone to make an announcement. switch and deselect the speaker selection buttons.
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Paging
Power Amplifier
Announcements can be made from any automatic telephone on the ship. An
Eight of these units are situated in the main rack and provide amplification for
all-ship announcement can be made by pressing 0 on any phone, and 8 or 9 for
different speaker loops.
group paging.
Microphone Control Unit

This unit electronically connects the audio input, as selected by an operator.
Illustration 2.7.2b Public Address Remote Controller
Key:
1. Microphone Socket 8. Lamp Dimmer Level Indicator
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2. Monitor Speaker 9. Broadcast Indicator
3. Microphone Input Volume Adjustment 10. System Failure Indicators
4. Microphone Input Volume Level Indicator 11. Alarm Key - Sounds 800Hz Alarm Tone
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14 5. Monitor Speaker Volume Adjustment 12. Power Switch - Turns Unit ON or OFF
6. Monitor Speaker Volume Level Indicator 13. Speaker Selection Keys
7. Lamp Dimmer Adjustment 14. Microphone PTT (Push-To-Talk) Switch
4 6 8
C
9 BUSY 9
8
7
6
5
4
FAILURE
3 10 P/A G/A
2
1
0
2 MIC MONI OUTPUT

CALL 11
ft MIC MONI DIMM

POWER
12
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3 5 7
1
COMP TALK CABIN

OFF E/R EM'CY
DK. BACK PASS
13
SPEAKER SELECTOR
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Illustration 2.7.3a Common Battery Telephone Common Battery Telephone Directory
LC-624G Telephone
Location
Number
Headset 1 Wheelhouse
2 Engine control room
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MRC 3
4
Cargo control room
Fire control station
5 No.1 LV/MV cargo SWBD room
3
6 No.2 LV/MV cargo SWBD room
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7 Electric equipment room
4 8 No.1 LV/MV main SWBD room
9 No.2 LV/MV main SWBD room
CALL 10 Bow thruster room
2 11 M/E local control station
1 2 1 12 12 E/R ballast pump space
3 11
4
5
10
9
13 Steering gear room
6 8
14 S/G emergency pump space
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15 E/R fire pump space
16 E/C CO2 room
17 E/C emergency generator room
HANDSET
HEADSET
5 6
ft
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Key
D
1 Handset
2 Speaker
3 Pilot Lamp
4 Call Pushbutton
5 Headset/Handset Changeover Switch
6 Noise Cancelling Microphone
2.7.3 Common battery telephone SYSTEM b) Lift the handset, then the calling signal is transmitted to the
selected slave station. No. Type Name 1:1 1:3 1:18 Location
Manufacturer: Marine Radio Company Ltd LC-511 0
Office/Accommodation/
Type: LC-600 c) Start communications when answered. 1 Desk LC-311 0
Cabin
LC-622 0
Answering:
LC-513A 0 Mess room (NWT)
Introduction
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a) The bell ring for calling and the lamp lights. LC-513B 0 Galley, mess room
This telephone system is designed for general or emergency calls primarily LC-513C 0 Galley, mess room
between the wheelhouse and machinery spaces. b) Lift the handset. LC-513F 0 E/R, S/G room (w/sub-rx)
LC-513G 0 E/R, S/G room (w/headset)
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The systems uses 24V DC from a specified power supply (MPS-050A). The c) Start communications. LC-313A 0 Mess room (NWT)
LC-600 system can support up to 12 extensions.
LC-313B 0 Galley, mess room
Calling via a slave type (LC-300 series only):
2 Wall LC-313C 0 Galley, mess room
Telephone Component List
a) Lift the handset, then the calling signal is transmitted to the LC-313F 0 E/R, S/G room (w/sub-rx)
Flush type - model LC-626B x 5 master station. (It is not possible to call another slave station). LC-313G 0 E/R, S/G room (w/headset)
Wall type - model LC-624B (watertight) x 6
LC-624A 0 Mess room (NWT)
Wall type - model LC-624G (watertight with headset) x 7 b) Start communications when answered.
Headsets - model MR-2000 (with 15m cord) x 7 LC-624B 0 Galley, mess room
LC-624C 0 Galley, mess room
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Electric horn - model EH0021 x 4 Answering:
Rotating light - model RL0041 (green) x 4 LC-624F 0 E/R, S/G room (w/sub-rx)
a) The bell ring for calling and the lamp lights. LC-624G 0 E/R, S/G room (w/headset)
The common battery telephone consist of four types, desk, wall, flush and
LC-515A 0 W/H (w/dimmer)
portable classified with connectivity of direct (1:1), master/slave (1:3) and b) Lift the handset.
mutual (1:18). LC-515B 0 Ballast, CCR
LC-515C 0 ECR (w/signal kit)
c) Start communications.
Operation LC-315A 0 W/H (w/dimmer)
LC-315B 0 Ballast, CCR
Calling via a direct type (LC-500 series only):
a) Lift the handset, push the call button.

ft Calling via a mutual type (LC-600 series only):
a) Lift the handset.
b) Select a desired slave station by means of the selection switch,

3 Flush
LC-315C
LC-626A
LC-626B
0
0
0
ECR (w/signal kit)
W/H (w/dimmer)
Ballast, CCR
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b) The calling signal is transmitted to the called party. LC-626C 0 ECR (w/signal kit)
and call the desired party by pushing the call button.
LC-517 0
c) Start communications when answered.
c) Start communications when answered. Bunker station, upper deck
4 Portable LC-317 0
P/S
Answering: LC-628 0
Answering:
a) The bell ring for calling and the lamp lights.
a) The bell ring for calling and the lamp lights.
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b) Lift the handset.
b) Lift the handset.
Calling via a master type (LC-300 series only):
a) Select a desired slave station by means of the selection switch.
2.7.4 Intrinsically safe telephone SYSTEM Illustration 2.7.4a Intrinsically Safe Telephone
Manufacturer: Marine Radio Company Ltd LC-200

Type: LC-200
Headset
Introduction
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This telephone system is designed for safe use in areas of explosive
MRC
atmospheres.
3
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In addition to each extension there is an intrinsically safe (IS) switch, IS
terminal box and an IS relay to activate a visual and audible device to alert the
operator to an incoming call.
1 2 3
The supply to the system is from the PABX via a barrier box in a safe area 2
which ensures a safe supply for the intrinsically safe equipment. 1 4 5 6
7 8 9
Operation
* 0 #
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The caller dials the hazardous area extension. The receiving relay in the relay
box activates the explosion-proof rotary light and the air horn. 4
HANDSET
When the handset of a hazardous area is lifted the impedance detector in the
barrier box links the telephone line with the PABX. The caller then dials the
required extension as normal. Replacing the handset onto the hook, restores HEADSET
5 6
the circuit.
ft
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Key
1 Handset
2 Speaker
D
3 Pilot lamp
L
4 Pushbuttons
5 Headset/Handset Changeover Switch
6 Noise Cancelling Microphone
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2.8 Lighting and Warning Systems
2.8.1 Navigation and Signal Lights
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2.8.2 Deck Lighting
2.8.3 Audible Warning Systems
2.8.4 Sound Reception System
Illustrations
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2.8.1a Navigation and Signal Light Control Panel
2.8.2a Deck Lighting Control Panel
2.8.3a Fog Bell and Gong System
2.8.3b Whistle System
2.8.3c Whistle Control Panel
ft
2.8.4a Sound Reception System
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Illustration 2.8.1a Navigation and Signal Light Control Panel
NAVIGATION LIGHT INDICATOR PANEL SIGNAL LIGHT CONTROL PANEL
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PORT STBD
UPPER STBD N.U.C/
ON ON DEEP DRAFT/ ANCHOR LIGHT
MAST HEAD RED& RED& RESTRICTED LIGHT (FORE MAST)
OFF
LIGHT (FORE MAST) QUARANTINE QUARANTINE ON ON
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LOWER SIGNAL LIGHT SIGNAL LIGHT
OFF OFF OFF
OFF ON
ON ON
WHITE& WHITE& DEEP DRAFT ANCHOR LIGHT
UPPER UPPER QUARANTINE QUARANTINE LIGHT (P&S) (STERN MAST)
PORT SIDE STBD SIDE SIGNAL LIGHT SIGNAL LIGHT PORT ON
OFF OFF OFF OFF
LIGHT LIGHT
OFF OFF
LOWER LOWER
ON ON
GREEN& RED& STBD ON
QUARANTINE QUARANTINE
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SIGNAL LIGHT SIGNAL LIGHT RESTRICTED DANGEROUS CARGO
OFF OFF LIGHT (P&S) LIGHT
UPPER UPPER PORT ON
MAST HEAD STERN LIGHT ON
OFF OFF OFF
LIGHT (RADAR MAST) WHITE&
QUARANTINE
LOWER STBD OFF
SIGNAL LIGHT
PORT N.U.C/
OFF DEEP DRAFT/ HUGHE VESSEL
RESTRICTED LIGHT LIGHT
ON ON
ON ON
ft OFF
WHITE&
QUARANTINE
SIGNAL LIGHT
RED&
QUARANTINE
SIGNAL LIGHT
OFF
OFF
PROPELLER
WARNING LIGHT
OFF
SUEZ CANAL
STERN SIGNAL LIGHT
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DC POWER DIMMER ON ON ON
WHITE&
QUARANTINE
SIGNAL LIGHT
OFF OFF OFF
AC POWER
POWER ON BUZZER LAMP/BUZZER
MAIN EMCY STOP TEST
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2.8 Lighting and Warning Systems
2.8.1 navigation and Signal lights
Introduction
y
The control panels for the navigation and signal lights are located on the
wheelhouse front console.
The officer of the watch must ensure that navigation lights are displayed in
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accordance with the applicable COLREGS during his watch. Spare light bulbs
must be kept accessible and ready for use. The navigation light system must be
tested periodically and before every voyage.
The navigation light control panel has a has a dual supply from the main and
emergency switchboard with an automatic changeover facility in the case of
one supply failing.
There are indicator lights for all supplies on the lower section of the panel
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and an alarm will be raised if one of the supplies fail. In the case of the main
or emergency supply failing, the supply is automatically changed over to the
remaining supply. A further emergency supply is from the 24V DC wheelhouse
distribution board.
The panels are fitted with a dimmer for night viewing which will vary the
brightness of the panel indicator lamps.
ft
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Illustration 2.8.2a Deck Lighting Control Panel
LIGHT CONTROL PANEL
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SEARCH LIGHT SEARCH LIGHT UPPER TRUNK DECK ILL LIGHT ACC. OUTSIDE PASSAGE LIGHT SHIP NAME BOARD LIGHT PROV.CRANE HANDLING SPACE
(STBD) (PORT) (NAV-DK FWD) (NAV-DK) (P&S) ILL LIGHT (ACC. D-DK AFT)
ON ON ON ON ON ON
op
OFF OFF OFF OFF OFF OFF
ACC. OUTSIDE PASSAGE LIGHT PROV. CRANE HANDLING SPACE OUTSIDE PASSAGE LIGHT FUNNEL MARK ILL. LIGHT AFT MOORING DECK ILL LIGHT LIFE BOAT PREPARATION &
(ACC.UPP.A,B,C,D DK) ILL. LIGHT (ACC. B-DK, AFT) E.CASING FUNNEL, XXX DECK (P&S) LAUNCHING LIGHT
ON ON ON ON ON ON
C
RESCUE BOAT PREPARATION XXX XXX XXX XXX XXX XXX XXX XXX XXX UNDER MANIFOLD AREA ILL
AFT OUTBOARD ILL. LIGHT
LAUNCHING LIGHT XXX XXX XXX XXX XXX XXX XXX XXX XXX LIGHT (PORT)
ON ON ON ON ON ON
UNDER MANIFOLD AREA ILL. PILOT LADDER ILL. LIGHT PILOT LADDER ILL. LIGHT UPPER DECK PASS ILL XXX XXX XXX XXX UPPER DECK ILL LIGHT
LIGHT (STBD) (STBD) (PORT) XXX XXX XXX XXX XXX XXX (FOREMAST. FWD)
ON
OFF
ft ON
OFF
ON
OFF
ON
OFF
ON
OFF
ON
OFF
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XXX XXX XXX XXX XXX XXX XXX XXX XXX XXX XXX XXX
FORESHIP OUTSIDE LIGHT
ON ON ON ON ON ON
UPPER DK PASS EMCY ILL LT. UPPER DECK EMCY ILL.LIGHT

XXX XXX XXX (FOREMAST, FWD)
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ON ON ON ON ON ON
2.8.2 Deck Lighting
Introduction
The deck lighting consists of floodlights using sodium and halogen units
which are used during periods when the vessel is at anchor or during cargo
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operations. These lights are to enable safe working operations to be carried out
during darkness and to illuminate the vessel. Other outside lighting consists
of explosion-proof neon lighting provided for the safe movement of personnel
around the outside accommodation etc.
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The outdoor lighting control panel is located in rear of the wheelhouse.
The toggle switches on the control panel are labelled with the area of
illumination.
The toggle switches control relays which are located throughout the ship.
When the appropriate toggle switch on the control panel is switched to the ON
position (up), these relays will energise and supply the relevant light fittings
from the deck lighting distribution boards.
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Equipment
Halogen floodlights 500W x 3
Sodium ballast floodlights 400W narrow beam x 6
Sodium ballast floodlights 400W x 2 wide beam x 16
Sodium ballast floodlights 400W steel x 1
Sodium ballast floodlights 400W x 2 steel x 20
Sodium ballast floodlights 1kW steel x 3
Searchlight 1kW W/2m x 2
Suez canal searchlight 3kW W/m cord/plug x 1
Incandescent floodlight 300W x 1
Portable incandescent floodlight 300W W/30M cord/plug x 1 ft
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2.8.3 Audible Warning systems Illustration 2.8.3a Fog Bell and Gong System
Aft Mast
Fore Mast
Fog Bell and Gong System
Manufacturer: Saracom Horn Gong Signal Horn Bell

Signal
Type: Amplidan 21500
y
Forward bell quantity: 4
Aft gong quantity: 4
JB JB
op
Introduction
The fog gong and bell system is an audio system for the automatic sounding of
bell and gong signals whilst the vessel is at anchor in reduced visibility.
The system is designed for centralised operation from the bridge via the main
control unit.
The signal comprises a 6.6 second bell signal transmitted from the forward Bridge Control Console
C
mounted re-entrant type horn speakers followed, after a 3.3 second silence
period, by a 6.6 second gong signal transmitted from the aft re-entrant type
horn speakers. The sequence repeats itself automatically after a further 16.5
second silence period.
The system can be operated manually by switching the bell signal and gong
signal switches on the control panel to MANUAL. On Emergency
AMPLIDAN
Hailer
The unit is supplied with and normally operates from a 220V AC and with 24V
DC power. In the event of a power failure the system would operate from the
DC supply.
ft Output Remote
Automatic
Fog Bell & Gong
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Signals
Manual
Bell Signal 220V AC
Manual
Power Gong Signal
24V DC
System 21500
D
Illustration 2.8.3b Whistle System
Radar Mast Wheelhouse Forward Bulkhead

Foremast
Manoeuvring Light Air Horn N.P. N.P.
Electric Horn
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Whistle Whistle
Pushbutton Pushbutton
Morse Key
H AH EH
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Bridge Control Console
7 bar Air
AUTO. FOG SIGNAL Saracom Junction Box

in
1 BLOW
2 BLOW
HC - 7123 Bosun's Store
3 BLOW
HORN CONTROL UNIT
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LIGHT ELEC. HORN STAND - BY BLOW
Public Address System

Main Amplifier Unit
LIGHT SELECTOR HORN SELECTOR DIMMER
LIGHT & AFT. FORE

LIGHT
HORN HORN HORN 440V 3ph
Mute Sound Reception
AUTO FOG SIGNAL SELECTOR POWER SWITCH Relay Box
ft MAN. 1 BLOW 2 BLOW 3 BLOW HEATER POWER 440V 3ph

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Port Bridge Wing Starboard Bridge Wing
TTON FOR TTON FOR

BU H BU H
220V AC
H
H
OR
OR
EA PUS
EA PUS
N Saracom
N Saracom
OR
OR
,K
,K
Co Co
N ., L N ., L
td. PUSA td. PUSA
Watertight Whistle Pushbutton Watertight Whistle Pushbutton

D
Watertight Morse Key Switch Watertight Morse Key Switch
Whistle System Illustration 2.8.3c Whistle Control Panel
Manufacturer: Saracom
Model: HC-7123
Introduction
y
There are two whistles fitted on this ship. An electrically operated whistle is
mounted on the fore mast and an air operated whistle is mounted on the radar
mast. A manoeuvring light which forms part of the system is also fitted on the
Saracom
op
radar mast. Automatic fog signal AUTO. FOG SIGNAL
sequences.
1 BLOW
The whistle control panel is mounted on the wheelhouse manoeuvring console.
The general alarm signal, from the public address system, is also connected to The 3-phase power
2 BLOW
3 BLOW
HC - 7123
supply is available to the
this unit. If the general alarm is activated, the alarm signal would be sounded electric horn when HORN CONTROL UNIT
through the selected whistle, alerting personnel on deck as well as other vessels
Press for manual
in the immediate vicinity. activation of the horn.
Control unit light switch.
The MAN switch and
LIGHT ELEC. HORN STAND - BY BLOW either the fore or aft horn
Whistle pushbuttons are located at the following locations: switch must be selected.
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Wheelhouse forward x 2
Used to adjust LED
Wheelhouse port bridge wing console illumination up or down.
Wheelhouse starboard bridge wing console LIGHT SELECTOR HORN SELECTOR DIMMER
Selects light only

Morse lamp key switches are located at the following locations: operation.
LIGHT & AFT. FORE
Wheelhouse forward LIGHT
HORN HORN HORN Used to select the
electric horn on the
Selects simultaneous
Wheelhouse port bridge wing console
Wheelhouse starboard bridge wing console
Operation ft light and horn operation

(the after horn must be
selected). AUTO FOG SIGNAL SELECTOR POWER SWITCH
forward mast.
Used to select the air
horn on the starboard
radar mast.
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Used to select manual Press to supply power to
operation of the fog horn.
MAN. 1 BLOW 2 BLOW 3 BLOW HEATER POWER
the control unit. When
the LED is extinguished,
The whistle control unit is normally left switched on. The operator uses the the unit is in standby
membrane type keys to make the required selection. mode.
Automatic signal
selection. Initiates the Press to switch horn
To initiate an operation, the key for the required function must be pressed heaters on.
signal sequence as
and the relevant LED will be illuminated. To cancel the selection, press the indicated on the Auto Fog
key again and the LED will be extinguished. An illuminated LED on a key Signal plate.
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indicates that the selection is active.
Elec. Horn Standby LED

This LED is illuminated when power is available to the electric horn drive
motor.
Light 3 Blow
The external manoeuvring light mounted on the lighting post will be This button operates the whistle with three blasts and will sound at intervals of
illuminated when this key is pressed. The key LED will illuminate to indicate not more than two minutes. The whistle will emit one prolonged blast followed
the selection. by two short blasts in succession.
Blow Heater
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After selecting the required horn to operate in the horn selector section, pressing Pressing this button operates the heater on the whistle to prevent the internal
this key will manually operate the horn or initiate an automatic sequence. mechanism from icing-up in cold locations.
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Light and Horn Power
To operate the light and the horn together, this key must be pressed and the This key switches the power to the control panel, On or Off.
LED illuminated. This function is only available in conjunction with the AFT
horn.
Aft Horn
To operate the air horn on the aft masthead, this key must be pressed and the
LED illuminated.
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The aft air horn can also be manually activated by a local pull wire on the main
mast.
Fore Horn
To operate the electric horn on the foremast, this key must be pressed and the
LED is illuminated.
Dimmer Buttons
Pressing these buttons will increase or decrease the panel illumination.
ft
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Man. Button
Pressing this key will select manual operation of the selected whistle.
1 Blow
Pressing this button will set the whistle to automatic operation for one
prolonged blast, at intervals of not more than two minutes.
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2 Blow
This button operates the whistle automatically with two blasts and will
sound at intervals of not more than two minutes. The whistle will emit two
prolonged blasts in succession with an interval of approximately two seconds
in between.
Illustration 2.8.4a Sound Reception System
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MSR-9200 External Sound Reception Unit
MRC MSR-9200
SOUND RECEPTION SYSTEM
C
Microphone MR-11 Microphone MR-11
Wheelhouse Wing Port
ft POWER DIMMER VOLUME

Wheelhouse Wing Starboard
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Mute Signal
Public Address System Main Rack
Whistle System
24V DC from Wheelhouse AUTO. FOG SIGNAL Saracom

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Group Panel HC - 7123
HORN CONTROL UNIT
Power Supply Unit
220V AC from Wheelhouse
Group Panel
Mute Signal
Whistles
2.8.4 Sound reception system Illuminated arrows on the unit are used to indicate the direction of the received
sound. The arrows operate in pairs as follows:
Manufacturer: Marine Radio Company Upper and starboard arrows illuminated: Sound received off the
Model: MSR-9200 starboard forward quarter.
Upper and port arrows illuminated: Sound received off the port
Introduction forward quarter.
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Lower and starboard arrows illuminated: Sound received off the
The sound reception system is an acoustic navigational aid which enables starboard aft quarter.
the officer of the watch (OOW) to hear external sound signals whilst inside
the enclosed wheelhouse by means of four microphones. The microphones Lower and port arrows illuminated: Sound received off the port
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are located port and starboard on the bridge wings and forward and aft on aft quarter.
the navigation bridge deck. The control and indication panel is fitted on the
wheelhouse starboard main console. When a sound signal is detected, the corresponding pair of red arrows will
illuminate and the sound will be heard through the speaker, providing that the
The system receives sound signals from all directions in the audio frequency level is set correctly. If the indicator lights are illuminated and no sound is
range of 70Hz to 820Hz. heard, adjust the volume control accordingly.
System Configuration Operation
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The system consists of: To switch on and set the unit up for reception, proceed as follows:
One sound reception unit (MSR-9200) located on the port
wheelhouse console. a) Set the POWER switch to the ON position, the switch LED will
illuminate.
Four microphones (MR-11), one on each of the bridge wings,
one forward centre of the navigation bridge deck and one aft
b) Rotate the dimmer control knob to set the panel illumination for
centre of the navigation bridge deck.
the ambient lighting conditions.
One power supply unit located in the wheelhouse console.
There are also inputs to the sound reception unit from the whistle/horn
controller and the Public Address (PA) system to enable muting of the sound
reception unit during the operation of the ships whistles.
ft c) Rotate the volume control knob to set the speaker level for the
ambient sound conditions.
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Sound Reception Unit
The sound reception unit is equipped with the following controls:
Power switch (On/Off)
Rotary dimmer control for adjustment of the panel illumination
Rotary volume control
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Section 3: Deck Equipment
3.1 Mooring and Anchoring
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3.1.1 Mooring Arrangement
3.1.2 Anchoring Arrangement
3.1.3 Forward Emergency Towing Equipment
3.1.4 Aft Emergency Towing Equipment
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Illustrations
3.1.1a Fore and Aft Mooring Arrangement
3.1.1b Fire Wire Reel
3.1.1c Brake Test Kit
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3.1.3a Forward Emergency Towing Arrangement
3.1.3b Forward Emergency Towing Arrangement

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Illustration 3.1.1a Fore and Aft Mooring Arrangement
Aft Upper Deck Plan Fore Upper Deck Plan
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Chafing Chain for
Emergency Towing
in Steel Box
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S1
S2 S3
F3
F4 F4
S4 CL CL
F1 F2
Storage Box
ft
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3.1 mooring and anchoring Mooring Winches (M1 to M7) Driving Unit
All of the winches on the vessel are self-contained units, requiring only an
3.1.1 Mooring Arrangement Manufacturer: TTS Kocks GmbH electrical supply to operate. Each drive unit has a constant speed electrical
Mooring winch type: 5530, each with 2 mooring drums and motor (the three drum winches and the windlasses have two drive units) driving
1 warping end a hydraulic pump. The hydraulic pump drives a hydraulic motor which can
Combined Anchor Windlass and Mooring Winches (W1 and
Electric motor model: 250 M be varied from no load to full load. The hydraulic motor drives the pinion
W2) shaft through a three-step reduction gearbox. The individual drums are then
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Rating: 99kW
manually clutched to the pinion shaft.
Manufacturer: TTS Kocks GmbH
Type: 1908-5530, each with 2 mooring drums Performance of Mooring Drum Note: The warping drum is keyed to the pinion shaft and cannot be
and 1 warping end
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Nominal load: 300kN disconnected.
Electric motor model: 280 M
Winding speed: 15m/minute
Rating: 175kW All hydraulic components, including the gears, are contained in a single main
Light line speed: 45m/minute gear casing. There are separate sumps for the hydraulic components and the
Brake holding load: 997kN gear casing, both contained within the main gear casing. The hydraulic oil
Performance of Mooring Drum components are permanently submerged in the hydraulic sump, while the gears
Nominal load: 300kN are splash lubricated in the gear sump. Pinion bearings are grease lubricated
Performance of Warping Drum through grease nipples. The winch is protected from any overload condition by
Nominal load: 300kN a safety valve on the hydraulic circuit.
Light line speed: 45m/minute
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Brake holding load: 997kN Each winch unit has a multi-disc brake located on the shaft of the first
Light line speed: 45m/minute
intermediate gear. In the event of a power failure or hydraulic failure, the disc
brake will close, locking the winch in its current position. The disc brake is in
Performance of Warping Drum operation at all times except when the winch controls are being used.
Mooring Winch/windlass
Nominal load: 300kN
Winding speed: 15m/minute Nine mooring winches in total are provided: Each winch has its own self-contained electrical control panel. This panel
fulfils all electrical starting and control functions for the winch unit. It provides
Light line speed: 45m/minute Two winches on the port and starboard sides of the upper deck controls and alarm functions as follows (for each motor, where applicable):
Anchor
Manufacturer:
Type: High holding power stockless anchor ft forward with two rope drums each, combined with the two
anchor windlasses and one warping drum per windlass.
One winch with two rope drums on the centre line of the upper
deck forward, aligned fore and aft with two warping drums.
Start/stop pushbutton
Power available
Running
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No. of sets: 2 One winch with two rope drums on the centre line of upper deck High motor temperature
forward, aligned athwartships.
Weight: 13,350kg each High oil temperature
Two winches with two rope drums on the port and starboard side
Filter service required
of upper deck aft, with one warping drum at each winch.
Cable Chains
Two winches with two rope drums adjacent to the machinery CAUTION
No. of sets: 2 casing on the poop deck aft, one port, one starboard side, with
The mooring winch motors are only continuously rated for 60 minutes
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Diameter: 102mm one warping end per winch.
use. It is therefore important that the winches are not started until they
Length: 13/14 shackles One with two rope drums on centre line of the poop deck, with are needed.
Special quality: Steel grade U3 two warping drums.
Illustration 3.1.1b Fire Wire Reel
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Winch Drum Fire Wire
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Direction
Lever
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Portable
Air Motor
Locking Nuts
Air Motor Exhaust
Air Hose Connection

ft Air Supply In
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Air Supply In-line Filters
Brake Pedal
Deck Level
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Winch Controls c) Ensure that the control lever is in the NEUTRAL position and Note: The direction of turn of the capstan is indicated by a large arrow on
that all clutches are disengaged. the top of the warping drum. The operator should ensure that any ropework is
Local
applied in the correct direction with the correct number of turns for the task
A local control block is mounted on each winch and is activated by a three- d) Turn on the power at the control panel by pressing the START in hand. Refer to the Oil Companies International Marine Forum booklet,
position lever which, on release, is spring-centred to the stop position. The button. Check that the indicating panel shows no irregularities. Effective Mooring.
other two positions are heave and lower. The speed is variable, according to the Ensure that the winch is free to turn in both directions.
amount the lever is deflected towards the heave or lower positions, within the
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range of the electro-hydraulic unit. During the low speed range (neutral lever e) Engage and lock the required clutch. Fire Wire Reel
position to approximately full movement) the motor is developing maximum
torque, thereafter during the high speed range the available torque is dropping f) Release the appropriate band brake. Manufacturer:
off until light line load speeds are reached. Speed is steplessly controlled by the
Type:
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relative position of the control lever. g) Move control to the required control stand.
No. of capstans:
h) Pay-out or haul-in the rope as required. Wire rope:
Conventional Mooring Winding load:
Mooring Complement i) Stop the winch by ensuring that the control lever is in the Winding speed:
NEUTRAL position, then press the STOP button.
No. Type
22 Mooring ropes, 200 m x44 mm Marlow STEELITE XTRA j) Engage the drum brake and disengage the clutch lever. Two fire wire reels are provided for the stowing of the fire wire, one at the
SUPERLINE, BS127tonne focsle and one on the poop deck. These units are operated by a portable air
motor which attaches to the gearbox on the reel. The air motor is connected to
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22 11m x 72mm Marlow HERCULES 8 strand multiplait Note: If the units are operating in cold conditions (ambient temperature
the ships air supply line and has an in-line filter and oiler attached.
polyester rope tails, BS 168 tonne. Each with a leather below +3C), the winches should be rotated slowly on the low speed setting
protected 2m eye for where port regulations require their use until the component parts are warm, thereafter use the system as normal.
Operation of the Fire Wire Reel
A typical minimum arrangement for mooring would be using the 2/2/2 Capstans
configuration, twelve would be in use. Forward on the focsle, the head line a) Remove any covers and lashings from the fire wire reel.
winch has two drums and would have two head lines deployed in front of the Manufacturer: Jung-A Marine Co. Ltd
vessel. Each anchor windlass has two rope drums and the windlass nearest the b) Test the air supply and ensure any water is removed.
Winding load: 2000kg
berth would have its two lines deployed as breast lines. The athwartships winch
aft of the anchor windlasses would have two lines deployed as spring lines.
On the upper deck adjacent to the machinery casing are two further winches,
ft Winding speed:
No.of capstans:
25m/min
4 sets
c) Connect the portable air motor to the fire wire reel gearbox and
lock into position with the securing wing nuts.
d) Connect the airline and open the air supply valve.

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each with two drums, these would normally be used for springs. The poop deck There are four (4) electric-driven capstans provided to assist with the handling
winch nearest the berth would have two lines deployed as breast lines, and the of moorings from tugs.
centre line winch would have its two lines deployed as stern lines behind the e) Lead the fire wire eye to clear the storage drum.
vessel.
Operation of the Capstan f) Release the band brake by pressing down on the brake pedal.
The above could be considered as an absolute minimum, with further lines to
be used as local conditions and berthing arrangements require. a) Remove the covers from the capstan. g) Operate the air motor in the direction required, pulling the fire
wire clear and ensure no slack turns are allowed to develop.
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b) Ensure the controller is in the neutral position.
Operation of the Winches Stowing the fire wire rope is performed in a similar reverse manner.
c) Switch on the power to the unit.
a) Remove the covers from the winch.
d) Test the capstan by operating in both heave and lower
b) Check the oil level in both the hydraulic oil sump and the directions.
gearbox sump. Open the oil cooler air flap.
Mooring Winch Brake Test Kit Illustration 3.1.1c Brake Test Kit
Manufacturer: TTS Kocks GmbH

Type: JAH Hydraulic jack
The brake test kit consists of a hydraulic jack fitted with a pressure gauge, a
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piston extension, a mounting device and a bracket with a bolt and split pin.
The test kit has been provided to enable the brake performance to be checked on
an annual basis to prove the efficiency of the winch brakes. Where new brake
Brake Test Kit
linings have been installed it is important to run the winch in slow rotation to
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disc dia. 1420mm
smooth down the linings for about 30 minutes while engaging the brake before 80%MBL = 582 bar
60%MBL = 436 bar
completing a brake test. It is important not to let the brake linings overheat.
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Operation of the Mooring Winch Brake Test Kit 11 4 5
a) Remove the covers from the winch.

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b) Install the mounting device at the connection pipe.
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12
c) Place the test jack on the mounting device and turn the drum to 13
align the locating hole on the winch with the bracket.
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d) Ensure the centre line of the piston is aligned with the centre 7
line of the connection pipe.

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e) Disengage the winch clutch.
f) Secure the mounting device.
g) Fasten the band brake.

ft Key
10
8 Brake Test Kit Foundation

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h) Close the pressure relief valve and operate the handpump lever. 1 - Hydraulic Jack
2 - Piston Extension
i) During this operation it is required to press the oil filling screw
3 - Support
from time to time, to compensate for vacuum and over-pressure
4 - Pin
due to the oil flowing to and from the oil reservoir,
5 - Security
6 - Connector
j) Observe the pressure gauge and note when the brake begins to
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slip. 7 - Hydraulic Gauge
8 - Sealing
k) Stop operating the handpump and release the pressure. 9 - Piping
10 - Piping
Secure the equipment and compare the results with those recommended by the 11 - Distance Ring
manufacturer. 12 - Adapter Plate
13 - Screw
Handling Moorings DO NOT allow a rope or wire being paid-out to run out of control. Always c) Brief the officers in charge of the mooring stations regarding the
ensure a line has one turn on the bitts before being paid-out. Wires on dedicated mooring plan, ensure they understand all requirements and that
Care shall be taken to keep clear of rope bights. Similarly, whiplash areas should stowage reels (not mooring winches) must never be paid-out directly. the plan meets with their approval.
be evaluated, with personnel warned of the consequences of parting lines and
associated danger zones. When letting-go tow lines, ensure all personnel are DO NOT use dangerously worn lines. d) Prepare mooring stations forward and aft. Lines should be run
clear of the end eye. Preferably, the eye should be lowered under control of a to the fairleads in accordance with the plan.
slip line, thus avoiding danger of injury and line snagging. DO take care when letting-go lines, as the end of a line can whiplash and cause
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injury or snag. To avoid this, it may be necessary to rig a slip line to assist in e) Have messengers of natural fibre rope and heaving lines of
The surfaces of fairleads, bollards, bitts and drum ends should be kept clean controlled slacking. appropriate size ready in advance.
and maintained in good condition. Rollers and fairleads should turn freely and
be in a sound condition. The decks of mooring areas should be treated to ensure DO wear a safety hat. f) Nobody should attend mooring stations unless they are wearing
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anti-slip properties. This can easily be accomplished by spreading fine salt-free safety shoes, a safety helmet, a boiler suit, suitable gloves
sand on top of wet paint or using dedicated anti-slip paint. DO wear gloves when handling wires. and any other items of safety clothing that may be deemed
necessary.
Always ensure there are sufficient personnel available at each mooring station DO ensure adequate communications are established before starting
to accomplish their assigned tasks safely. operations. g) Fire wires, forward and aft on the seaward side must be rigged
according to terminal requirements, or with the eye maintained
When handling moorings the following guidelines should be followed: DO ensure that only experienced persons are permitted to operate winches. 1m above water level at all times, along with 6 full turns on a
pair of bitts.
DO NOT surge synthetic ropes on drum ends. DO use all split spool drums correctly, with the last two or three turns changed
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to the narrow part of the split drum.
DO NOT stand too close to winch drum or bitts when holding a line under Requirement for Tug Handling
tension. If the line surges you could be drawn into the drum or bitts. Stand back DO ensure all spool drums are reeved in the correct direction, so that the load
and hold the line at a point about 1m away from the drum or bitts. is transferred to the fixed part of the brake band. Only use properly placed closed fairleads and associated bollards, which have
a direct lead from fairlead to bollard for the securing of the tugs line.
DO NOT apply too many turns; generally 4 turns are sufficient.
DO ensure all winch controls are clearly marked.
A means for heaving the tugs line aboard with the ships heaving line or
DO NOT bend the rope excessively. messenger must be provided, ie, use of suitable fairleads, bollards, etc, to lead
DO have an axe and sharp knife always available and a flashlight for night
operations. the messenger line on to the warping head of a mooring winch. The person
DO NOT stand in the bight of a rope.
DO NOT leave loose objects in the line handling area. If a line breaks it may
throw such objects around as it snaps back.
ft Fire Wire
These wires must hang over the opposite side of the vessel to the berth and
operating the winch must have line of sight to the person at the ships side
directing the operation.
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DO NOT have more people than necessary in the vicinity of a line. are required so that tugs may pull the ship away from a berth, without the
assistance of crew members in the event of an emergency. Two fire wires are
DO NOT hold a line in position by standing on it. fitted, one starboard side forward and one starboard side aft, and stowed on
manual drums when not in use. Each fire wire is then rigged in port to comply
DO NOT lead wires through excessive angles. with terminal requirements and secured on deck with a minimum of six full
turns on the bollards.
DO NOT use leads out of alignment with the spool or drum end (warping
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drum).
General Mooring Procedure
DO NOT leave winches and windlasses running unattended. Mooring to the Berth
a) Select and brief the mooring party of the known situation prior
DO NOT attempt to handle a wire or rope on the drum end, unless a second
to the pilot boarding.
person is available to assist in removing the build-up of slack.
b) Consult with the pilot for mooring requirements at the berth and
construct the final plan.
3.1.2 Anchoring Arrangement Hydraulic Brake Unit Combined Mooring Winch

Each windlass is fitted with two separate braking systems. There is a manual/
Combined Anchor Windlass/Mooring Winches hydraulic band brake and a hydraulically operated disc brake. These brakes A mooring winch is combined with the anchor windlass and is equipped with
allow safer anchor drops through easier and more precise control of the anchor two split rope drums and one warping end. This unit has two motors and is
Manufacturer: TTS Kocks GmbH identical to all the other winch units on the vessel. For a full description of the
chain. Both brakes are operated from a remote control stand positioned at the
Type: 1908-5530 side of the vessel with a clear view of the anchoring operation. The remote mooring winch, see Section 3.1.1.
control stand incorporates a BRAKE OPEN/BRAKE CLOSED lever, which
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operates the disc brake system. CAUTION
Performance of Cable Lifter
The mooring winch motors are only continuously rated for 30 minutes
Lifting load: 494kN (nominal according to ISO 4568) use. It is therefore important that the winches are not started until they
Band Brake
741kN (maximum according to ISO 4568) are needed.
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Lifting speed: 0~12m/min nominal The band brake is the static brake used to secure the anchor when in position.
The tension on the band brake can be adjusted using the handwheel. This, in
Chain capacity: 102mm Operation of the Windlass
turn, can be used to adjust the final speed of the anchor, thus the band brake
Brake capacity: 3,294kN acts as a speed limiter. The band brake is disengaged hydraulically and engaged
by spring force. The hydraulic tacho-generator measures the chain speed and Lowering the Anchor
Anchor regulates the pressure in the brake cylinder accordingly. If the chain speed is
too high, the oil pressure in the brake cylinder is reduced and the brake engaged a) Remove the covers from the windlass.
Type: HHP high holding power by the spring force. Normally, the hydraulic pressure is off the band brake
No. of sets: 2 making the anchor secure in its current position. b) Check the oil level in both the hydraulic oil sump and the
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Weight: 13,350kg each
The band brake can be released hydraulically from the remote operating stand
positioned with a view over the side of the vessel. The band brake is released c) Ensure that the control lever is in the NEUTRAL position and
Cable Chains by moving a control lever away from its locked closed position to the locked that all clutches are disengaged.
No. of sets: 2 open position. The lever is spring centred and if the lock is released, when the
lever is in the open position, will return to the closed position, applying the d) Turn on the power at the control panel by pressing the
Diameter: 102mm START pushbutton. Check that the indicating panel shows
brake. Thus the band brake also acts as a fail-safe brake.
Length: 13/14 shackles (385M/357.5M) no irregularities. Ensure that the winch is free to turn in both
directions.
Special quality:
Windlass
Steel grade U3
ft The band brake has a pretension indicator, which shows the current setting of
the brake. This can be used to adjust the final speed of the descent by using the
handwheel to align the arrow on the plate at the brake cylinder with the groove
on the brake spindle. It also allows the brake to be reset to its previous position
when it has been released.
e) Remove the anchor securing chains, spurling pipe and hawse
pipe covers.
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Each windlass consists of one declutchable cast steel cable lifter with a braking f) Engage and lock the required clutch.
unit. There is a cable stopper included for each cable lifter.
Disc Brake g) Release the cable lifter brake.
The cable lifter is also fitted with a disc brake. The disc brake consists of a
Cable Lifter h) Move control to the required control stand.
calliper, brake shoes and hydraulic cylinders. It is also operated by a remote
Each cable lifter is of five-whelp construction and is equipped with a cable lever located on the same remote control stand as the band brake lever. This
stopper unit. The cable stopper unit is of welded steel construction with a bar allows one man to operate both brakes, facilitating easier and more precise i) Set the chain measuring device to zero.
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type compressor and a locking bolt (with toggle pin). Additionally, there is a anchor handling.
turnbuckle/wire type stopper integral to each cable stopper unit. j) Check over the side to ensure that the area below is clear of
The disc brake is purely a dynamic brake, used to control the descent of the obstructions.
Two high holding power anchors of cast steel construction are fitted along anchor. It is capable of holding the weight of the anchor, but should only be
with an anchor cable of extra high strength steel. The cable is connected to the used to do so for a short time, the band brake should be applied as soon as all k) Lower the anchor to the water by means of the driving motor.
anchor with a swivel and Kenter joining shackle. A further joining shackle is operations are completed. The brake is disengaged when the lever is in the
fitted every shackle, ie, 1st shackle, 2nd shackle, etc. The end of each anchor neutral position, therefore this brake will not fail-safe. l) Stop the windlass by ensuring that the control lever is in the
cable, the bitter end, is secured at the upper part of the chain locker with a NEUTRAL position.
release system which can be operated from outside the locker.
m) Engage the cable lifter brake and disengage the clutch.
n) Lower the anchor with the cable lifter brake, with a maximum
regulated speed of 2.5 meters per second.
o) When the anchor is fully laid out, apply the chain stopper and fit
the locking pin.
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p) Stop the motor.
Heaving-In the Anchor
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a) Check the oil level in both the hydraulic oil sump and the
b) Ensure that the control lever is in the NEUTRAL position and

that all clutches are disengaged.
c) Turn on the power at the control panel by pressing the

START pushbutton. Check that the indicating panel shows
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no irregularities. Ensure that the winch is free to turn in both
directions.
d) Engage the windlass clutch and lock in position.
e) The duty fire pump should be started for deck wash and the
hawse pipe washing valve opened.
f) Release the chain stopper.
g) Release the cable lifter brake.
h) At the local control stand move the control lever in the direction ft
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of the up arrow (HEAVE).
i) Haul-in the anchor, reducing the speed to minimum as the

anchor reaches the near housed position.
j) When the anchor is at the housed position Stop the windlass

by ensuring that the control lever is in the NEUTRAL position.
Fit the chain stopper and secure with the locking pin when the
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anchor is fully home.
k) Engage the cable lifter brake and disengage the clutch.
l) Stop the motor.
m) Stop the duty fire pump for deck wash and close the hawse pipe
washing valve.
Illustration 3.1.3a Forward Emergency Towing Arrangement
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Bulwark Panama Chock
ft Towing Rope
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Smit Bracket
Deck Level
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Chafing Chain
3.1.3 forward Emergency Towing Equipment Emergency Procedure - Forward Equipment Retrieval Procedure
Manufacturer: Tanktech Co. Ltd. a) Remove the securing wires from the chafing chain and withdraw a) Pass a heaving line to the tug though the Panama chock. The tug
Type: Keta-43F the shaft from the Smit bracket. will attach a messenger line to the heaving line.
Chafing chain: 76mm x 8.06 metres
b) Pass a heaving line to the tug though the Panama chock. The tug b) Retrieve the heaving line and the messenger line and attach the
Safe working load: 2000kN will attach a messenger rope to the heaving line. messenger line to the end of the chafing chain.
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c) Retrieve the heaving line and pass the line around the roller c) Disengage the chain from the Smit bracket and allow the tug to
Description and Operation of Forward Towing Equipment pedestal and back to the tug via the Panama chock. draw the chafing chain and towing wire onto the focsle deck.
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The emergency towing arrangement is designed to comply with IMO resolution d) The tug will heave the attached messenger line on board and d) Lash down the towing wire. Remove the messenger rope and
MSC 35(63), chapter V regulation 15-1 as amended in SOLAS 1994 and around the fittings and back to the tug, heaving the towing line disconnect the towing wire/shackle.
classification society regulations. across to the vessel.
e) Unlash the towing wire. Return the towing wire and messenger
The forward arrangement comprises the chafing chain and chain stopper (Smit e) The tug will continue heaving until the towing line has passed line to the tug.
Bracket). The chain stopper forms the strongpoint and transmits the load to the through the Panama chock and close to one end of the chafing
vessels structure through the strengthened area that it is mounted upon. chain. At this point the towing line must be secured to a point f) Wash the chafing chain with fresh water. When the chain is
close to the chafing chain. dry, move the chain to its storage tube. Place the shackle in the
The chain is locked into the chain stopper by manually passing the zinc-plated storage box and secure.
steel shaft through the frame and the associated chain link. A locking pin is
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f) Unshackle the messenger line from the secured towing line and
used to secure the device. attach to the one end of the chafing chain with the pear-shaped
shackle. Request the tug to take the weight on the messenger
The chafing chain passes through the Panama chock and terminates with a line which will draw the end of the chafing chain across in front
link to which the tow rope is attached. As its name suggests, the chafing chain of the Smit bracket.
is used for the section of the tow where chafing could result in damage to the
equipment as it passes through the Panama chock. g) Transfer the messenger line to the free end of the chafing chain.
Pass the pear-shaped shackle into the Smit bracket and secure
with the shaft and the locking pin.
Maintenance Procedures
a) Check the storage condition of the chafing chain and shackle.

Ensure that they are dry and free from excessive rust. Treat as
required. ft h) The tug will now heave the chafing chain attached via the
messenger line close to the towing line.
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i) Attach the towing line to the outboard end of the chafing chain
b) Ensure that the Smit bracket and shaft are operating freely and remove the lashing from the towing line. Request the tug to
and that the locking pin is also operating freely. Lubricate as take the weight on the towing line which will draw the chafing
necessary. chain out through the Panama chock.
j) Once the slack has been removed, the tug can start to tow.
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WARNING
As with any mooring operation, safe handling of lines and chains requires
clear communication between all parties and constant awareness of
the situation. All of the safety procedures observed during mooring
operations are to be employed at this time.
Illustration 3.1.3b Forward Emergency Towing Arrangement
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ft
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Chain Storage Box Bulwark
Smit Bracket
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Panama Chock
Deck Level
3.1.4 AFT Emergency Towing Equipment e) When all the messenger line has paid-out, the towing line
thimble eye should be placed onto the deck and clear of the
Manufacturer: Marlow Ropes Ltd. storage box.
Type: M.E.T.S.
f) Once the towing vessel has retrieved the pick-up gear, it will
Chafing chain: 76mm diameter Grade U3
secure the messenger rope and start to pull on it at a low load
Messenger line: 20mm Steelite 120m and the towing pennant will start to fall into the sea.
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Towing pennant: 2000kN
g) When the towing pennant is fully paid-out, the chafing chain
will be deployed and lead out through the fairlead with the other
Description and Operation of the Aft Emergency Equipment end secured to the Smit bracket. At this point, the towing vessel
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can secure the towing pennant and towing can commence.
The aft towing arrangement is intended for quick release and easy retrieval. A
storage box contains the pick-up gear, a marker buoy and messenger rope. The
towing pennant is also stored in the aft fibre glass container. Maintenance Procedures
a) Ensure that the lubrication maintenance is up-to-date.

Fairlead and Smit Bracket
The fairlead is mounted on a strengthened part of the deck, able to withstand b) Check the condition of the towing pennant and the pick-up
the forces exerted during the tow. It is arranged on the centreline aft, in line gear.
with the Smit bracket.
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c) Check the operation of the marker buoy strobe light.
Pick-Up Gear
d) Check the condition of the fairlead and towing bracket.
The pick-up gear is stored in a box mounted to the side of the fairlead. The
box has a hinged cover and is arranged so that when the cover is opened it can
fold flat onto the top of the box. The pick-up gear is stored in a valise and the
marker buoy can be activated before passing the buoy and line out through the
fairlead.
The pick-up gear comprises of a marker buoy with a strobe light attached to
a pick-up rope. The pick-up rope is buoyant and brightly coloured to make it
easily visible, and is attached to a heavier gauge messenger rope which is used
by the towing vessel to haul the towing pennant on board. ft
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Emergency Procedure
Deployment
a) Remove the webbing straps and lift up the hinged lid and fold
onto the top of the box.
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b) The valise is then opened and the marker buoy is removed and
the strobe light should be turned on to activate the light.
c) Remove about half of the messenger line onto the deck, taking
care to ensure that the line is placed ready for deployment.
d) Drop the marker buoy and line overboard passing through the
stern fairlead and ensure that the remaining line is also clear.
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3.2 Lifting Equipment
3.2.1 Deck Cranes
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3.2.2 Accommodation and Pilot Ladders
Illustrations
3.2.1a Deck Cranes
3.2.2a Accommodation Ladder
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ft
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Illustration 3.2.1a Deck Cranes
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MacGREGOR SWL XX T X,X - XX m
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Jib
A - Cargo Hose Handling Crane 2,663
Parking
Cargo Machinery Room Crane 1,700
Provisions and Engine Room Stores Crane 2,663 E
A
B - Cargo Hose Handling Crane 4,500
Provisions and Engine Room Stores Crane 2,000
C - Cargo Hose Handling Crane 5,000

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F D - Cargo Hose Handling Crane 25,000 F
Hatch Opening Cargo Machinery Room Crane 17,000
B Remote C E - Cargo Machinery Room Crane 2,300

Start/Stop Minimum Outreach Provisions and Engine Room Stores Crane 2,300
Panel
F - Pennant Fitted to Cargo Hose Crane Only
ft D
Maximum Outreach
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Dimensions in mm
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3.2 lifting equipment Provisions and Engine Room Stores Crane Introduction
Manufacturer: MacGregor
3.2.1 Deck Cranes There are five hydraulically-driven deck cranes provided for handling the
Type: GP 400-5,124-2 (Crane 6)
cargo hoses, cargo machinery, provisions and engine room stores, and they are
No. of sets: 1 (Starboard) positioned as follows:
Cargo Hose Handling Cranes
Serial number: 62506631
The cargo hose handling cranes are located centrally between
Manufacturer: MacGregor SWL: 5.1 tonnes
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the two midship manifolds and are able to handle the cargo oil
Type: HH 400-1025-2 Working radius: 24m, maximum hoses for use on the port and starboard side manifolds.
Serial number: No.1 62506628, No.2 62506629 4.8m, minimum The cargo machinery is positioned aft of the cargo machinery
No. of sets: 2 (Cranes 1 and 2) Hoisting speed no load: 0 to 20m/min room on the starboard side of the main deck.
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SWL: 10 tonnes Hoisting speed at SWL: 0 to 16m/min The provisions crane and engine room stores are positioned on
Working radius: 25m, maximum List/trim, maximum: 5 list / 2 trim the port and starboard side of the engine room casing on C deck
5m, minimum Slewing sector: 360 (funnel restricts full 360 operation) level.
Hoisting speed no load: 0 to 20m/min Slewing speed: 0 to 0.7 rpm
Hoisting speed at SWL: 0 to 10m/min Luffing: 120 seconds Crane Control
List/trim, maximum: 5 list / 2 trim Wire rope: 18mm x 158m
Each crane is controlled from an open platform above the slewing ring and
Slewing sector: 360 Lifting height: 65m entrance to the platform is by ladder. Located at this platform are three control
Slewing speed: 0 to 0.7 rpm Motor: 33kW (continuous), 46kW at 40% levers, luffing, hoisting and slewing. All motions have stepless speed control
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Luffing: 120 seconds Hydraulic oil tank: 950 litres from 0 to maximum. Two motions can be operated at the same time with full
Lifting height: 58m capacity, but with reduced speed.
Wire rope: 18mm x 145m Type: GP 160-0517-1
Motor: 37.5kW (continuous), 48kW at 25% No. of sets: 1 Port Load Limiting System
Hydraulic oil tank: 950 litres Serial number: 62506632 (Crane 5) Each hydraulic circuit is provided with relief valves for limiting hydraulic
SWL: 5.0 tonnes pressure to preset values corresponding to the crane capacity.
Cargo Machinery Room Crane
Manufacturer:
Type:
No. of sets:
MacGregor
GP 160-0617-2
1 (Crane 3) ft
Working radius:

Hoisting speed no load:
Hoisting speed at SWL:
17m, maximum
3.4m, minimum
0 to 20m/min
0 to 10m/min
Limit Switches
Hook Stop. The crane is provided with an automatic hook stop driven by an
extension arm on the winch drive, this threaded extension arm operates the
hook limit switches when the hook reaches its maximum top and bottom
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Serial number: 62506630 List/trim, maximum: 5 list / 2 trim position.
SWL: 6 tonnes Slewing sector: 360
Working radius: 17m, maximum Slewing speed: 0 to 1.6 rpm Luffing Up/Down
3.4m, minimum Luffing: 120 seconds
The luffing cylinder is designed for safe buffering in the extreme positions.
Hoisting speed at SWL: 0 to 10m/min Wire rope: 18mm x 71.5m
List/trim, maximum: 5 list / 2 trim Lifting height: 58m
Hydraulic System
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Slewing sector: 360 Motor: 32.5kW (continuous), 46kW at 40%
Slewing speed: 0 to 1.6 rpm Hydraulic oil tank: 550 litres Each crane is provided with its own built-in hydraulic power, with the slewing
Luffing: 50 seconds column utilised as a tank for the hydraulic oil.
Lifting height: 55m
Each crane has a local starter/stop panel located on the crane pedestal, the main
Wire rope: 18mm x 132m
starter boxes for the hose cranes and cargo machinery crane are located in the
Motor: 33kW (continuous), 46kW at 40% air conditioning room, upper deck, port side.
Hydraulic oil tank: 550 litres
The main starter boxes for the provision cranes are located in the pipe trunk Starting Procedure Parking the Crane
space D deck.
a) Ensure that all of the aft winch gear driven from the aft power a) Park the crane with the jib in a horizontal position and resting
The winch motor system is fitted with a load control/pipe rupture valve which pack system have their brakes engaged and secure and the drive on the jib support cradle.
will freeze the load on the hook in the event of a hose failure. Additionally, clutches disengaged.
load control/pipe rupture valves are fitted to the luffing cylinder and slewing b) Secure the hook to the lashing line and apply a slight tension in
ring, ensuring that all movement is stopped in the event of a hose failure in the b) The electrical isolators for each crane are normally left in the the wires.
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associated system. ON position to ensure a continuous electrical supply to the
motor heaters. c) Press the Stop pushbutton on the control panel. The indicator
The system is fitted with an emergency handpump that can be used to connect lamp Crane Running will be extinguished and the indicator
into power lines to release the slewing brakes and lower a load onto the deck. c) Press the START pushbutton on the control panel. The indicator lamp Anti-condensation Heater will be illuminated.
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lamp Crane Running will be illuminated and the indicator lamp
Hoisting Machinery Anti-condensation Heater will be extinguished. d) Ensure that the electrical isolators for each crane remain in
the ON position to ensure a continuous electrical supply to the
The winch unit consists of: d) The crane can also be started remotely by pressing the green motor heaters.
Drum with bearing and brackets START pushbutton on the remote start/stop panel on the crane
slewing column.
Winch gear with spring operated/pressure release fail-safe Emergency Stop
brake e) After starting, check for any leakage and ensure the sound of the There are emergency stops positioned at the following locations:
pump is normal. Pushbutton on the remote start/stop panel on the crane slewing
The wire ropes, of the non-rotating type and galvanised, have a minimum
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safety factor of 5 and are fitted as follows: column
f) At the control platform check that the control levers are in
Cargo hose handling crane is of 18mm diameter and 145m neutral. Emergency stop cock at the side of the control levers
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g) Check that the wire is run correctly in the sheaves and that the Possible Hazards
Cargo machinery room crane is of 16mm diameter and 132m
wire rope ends are securely clamped.
long During the operation of the crane the levers must be operated slowly and
Provisions and engine room stores crane is of 18mm diameter smoothly in order not to induce a swinging motion in the hanging load.
h) Lower the hook in order to release the lashing wire securing the
and 158m long Extreme care must also be taken when operating the crane in the winch-up
hook to the top of the port midships deck stores.
The wire sheaves are provided with double roller bearings on steel axles. All
bearings have grease nipple lubrication.
ft i) Ease the jib out of the jib support cradle, check that all movements
(hoist-luffing-slewing) are operational without load.
or jib-up motion, where the jib angle is nearing its maximum value and the
hook is close to the hook stop, as the load may hit the underside of the jib. The
operator must always be able to see the landing area for the load, or be in direct
contact with somebody who can see the landing area.
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j) The crane is ready for use.
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Illustration 3.2.2a Accommodation Ladder
Accommodation Ladder
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Upper Platform
Profile
Spindle Pipe
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Upper Deck
Lifting Pulleys
ft
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DWL
(13000 A/B)
Accommodation Ladder in the Lowered Position

55
LBWL
(9460 A/B)
3.2.2 Accommodation and pilot Ladders Procedure for Lowering the Accommodation Ladder Securing
a) Hoist the accommodation ladder by means of the LADDER
The accommodation ladder controls are located on a control stand, aft of the HOIST controller, pulling the lever in the UP direction until the
Accommodation Ladder pilot ladder reel. The controls consist of one lever to stow and unstow the handrails are just below the ladder support frame.
Manufacturer: Samgong Co. Ltd accommodation ladder. Compressed air is used to drive the winch motors of
Length: 29.0m both ladders. b) One man wearing a safety harness and a self-inflating life jacket
releases the hinged handrail sections and the safety chains, plus
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Ladder weight: 1140kg each
Rigging those for the lower platform and those on the upper platform.
Accommodation winch: Type CPAS-25-310
Winch motors: Air operated a) From the stowed position, release all of the lashing hook bolts
c) When the man is clear, continue hoisting the ladder.
Winch motor type: SAM 5.5PE-450D on the accommodation ladder.
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Winch speed: 450 rpm d) At the remote control stand, pull the lever of the air motor
b) The lower platform will need to be adjusted by means of the
Air pressure: 6kg/cm2 controller in the UP direction. The ladder will now continue to
locking pins in order that the platform is horizontal when the
rise and will connect to the ladder support frame continuing on
Safe working load: 4,125kg (55 persons) ladder is deployed.
to its stowed position. A limit switch prevents the ladder being
pulled in too far, to avoid damage to the ladder falls.
c) Ensure the air supply valve is open, carefully blow the air supply
Drum Mounted Rope Pilot Ladder line free of water. Check there is sufficient oil in the oiler unit
e) Secure the ladder with lashings hook bolts. Close the main
Manufacturer: and drain the water filter.
air supply valve. Apply the cover to the winch and air motor.
Motor type: Air 2.5hp Remove the hoses from the air motors and stow them to ensure
d) Ensure all the hinged rails and chains are in the open position.
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that the deck is kept clear.
Hoisting load: 200kg
Supporting load; 300kg e) At the remote control stand, push the lever of the air motor to
the lowering (Down) direction. The ladder support frame with Manual Operation
Hoisting speed: 10-15m/min
ladder attached will lower to the horizontal. Should the need arise to operate the accommodation ladder in the manual
Working pressure: 6kg/cm
mode, a handle is provided to fit onto the gear shaft and to hand crank the
Rope ladder size: 8.8m f) At the remote control stand, continue to push the lever of the gearbox to hoist or lower the accommodation ladder.
air motor in the lowering (Down) direction. The ladder will
now descend. Continue lowering until there is sufficient room
Introduction
One aft facing aluminium alloy accommodation ladder has been provided on
each side of the vessels upper deck. The ladders are operated by a compressed
ft
air motor controlled from an operators stand situated at the ships side, aft of
beneath the ladder support frame for a man to pass.
g) One person is required to don a safety harness and inflatable life

jacket to rig the hinged handrail sections and the safety chains,
plus those for the upper platform.
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each pilot ladder reel.
h) Rigging of the lower platform is then carried out.
The accommodation ladder is designed to reach the lowest ballast waterline
draught, with an angle of inclination of not more than 55. The accommodation i) Fit the upper platform ropes. The ladder is now rigged and can
ladder can be used in conjunction with a pilot ladder which is secured onto the be lowered when required, monitoring the torque on the ropes
upper deck. at all times.
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Note: Always leave at least 2 layers of wire on the lowering drum of the j) Once the accommodation ladder is in position, put the operating
accommodation ladder. Always check it is safe to lower or raise the ladders. lever in neutral and close the air supply to the motor.
k) Check there is a lifebuoy available, that the deck is clear of

WARNING
obstructions and a heaving line is ready. Ensure adequate
This procedure requires work to take place outside of the ships rails. lighting.
Appropriate personal protective equipment should be donned including
lifelines attached to a suitable strongpoint. At night there must be
Note: When the accommodation ladder is rigged alongside a berth, an
adequate illumination to safely complete the task.
accommodation safety net should be rigged.
Procedure for Operation of the Pilot Ladder b) If not already fitted, install the air motor in the reduction
gearbox for the winch.
For safety reasons there should adequate personnel in the deployment of
the pilot ladder. Once the pilot ladder drum has been tracked to the desired c) Remove the man-ropes and the turnbuckles on the winch
position, it should be secured with the turnbuckles. drum.
d) The winch driver operates the control lever to commence
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Rigging
heaving-up the pilot ladder, whilst further personnel monitor the
a) Ensure that the air supply is available ascent of the ladder and its correct spooling onto the drum.
b) Remove the chains at the ships side in way of the pilot ladder e) When fully stowed, secure the chains at the ships side and
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access. secure the turnbuckles and cover the drum as necessary.
c) Remove the covers and lowering turnbuckles from the drum. f) Shut off the air supply.
d) Operate the control to lower the ladder off the drum, whilst WARNING
the drum turns in the desired direction. The ladder will require
This procedure requires work to take place outside of the ships rails.
feeding off the drum, to ensure no slack turns and that the ladder
Appropriate personal protective equipment should be donned including
does not become fouled on deck obstructions.
lifelines attached to a suitable strongpoint. At night there must be
adequate illumination to safely complete the task.
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e) When the ladder has been paid-out to the ships side, continue
lowering, ensuring the ladder continues to lower without
obstruction to the desired height.
f) Secure the winch turnbuckles and secure the man-ropes to the

pad eyes provided at the ladder access.
At light draughts, where the height from the waterline to the upper deck
exceeds nine metres, both the pilot ladder and the accommodation ladder must
be secured to the ships side to prevent swinging. The lashing arrangement
takes the form of two sunken eyes, one for the pilot ladder and one for the
accommodation ladder.
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g) One man is required, equipped with a safety harness and an
inflatable life jacket, descends the accommodation ladder and
secures the lashings, one for the pilot ladder and one lashing for
the accommodation ladder.
h) Ensure that a lifebuoy is sited at the ladder, along with a

heaving line. Confirm that the area is clear of obstructions, and
if operating at night or other periods of low lighting, ensure that
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adequate illumination is provided.
Securing
a) One man is required, equipped with a safety harness and an
inflatable life jacket, descends the accommodation ladder and
removes the lashings of the pilot ladder and accommodation
ladder from the two sunken eyes, and returns to deck.
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3.3 Lifesaving Equipment Illustrations
3.3.1 Lifeboat and Davit 3.3.1a Lifeboat
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3.3.2 Fast Rescue Boat 3.3.1b Lifeboat Release Gear Operation
3.3.3 Liferafts 3.3.1c Lifeboat Davit
3.3.4 Lifeboat/Liferaft Survival Guide 3.3.2a Rescue Boat and Davit
3.3.5 Lifesaving Equipment and Escape Routes 3.3.3a Liferafts
3.3.3b Liferaft Davit Launch Procedure
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3.3.3c Righting a Capsized Liferaft
3.3.5a (1) Lifesaving Equipment on the Main Deck
3.3.5a (2) Lifesaving Equipment on Navigation Bridge Deck and Escape Routes
3.3.5a (3) Lifesaving Equipment on C and D Decks and Escape Routes
3.3.5a (4) Lifesaving Equipment on A and B Decks and Escape Routes
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3.3.5a (5) Lifesaving Equipment on Upper Deck, Bosuns Store and Bow Thruster
Room and Escape Routes
3.3.5a (6) Lifesaving Equipment and Escape Routes on Engine Room 2nd Deck
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Level
3.3.5a (7) Lifesaving Equipment and Escape Routes on Engine Room 3rd Deck Level
3.3.5a (8) Lifesaving Equipment and Escape Routes on Engine Room 4th Deck Level
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3.3.5a (9) Lifesaving Equipment and Escape Routes on Engine Room Floor Level
Illustration 3.3.1a Lifeboat
Side Elevation
Sprinkler Distribution Manifold Solar Panels Sprinkler Distribution Heads
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CA LL
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Fuel Tank
Water Inventory
Tank
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Plan
Air Cylinders
Looking Forward Looking Aft
ft Seating Arrangement
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Air Cylinders
3.3 Lifesaving Equipment instrument panel and the combined engine speed/ahead and astern control launch davit. As the engine coolant is sea water cooled, maintenance test runs
lever. Located on the left-hand side of the helmsmans steering seat position is must be limited to the point where the coolant reaches working temperature.
3.3.1 Lifeboat and davit the free-fall release control lever.
Water Spray
The engine starting battery and the emergency starting battery are contained in
Lifeboat watertight boxes, recessed into the inner liner aft of the engine compartment. The lifeboat is equipped with a water spray plant which is set in operation
Manufacturer: F.R.Fassmer and Co. by opening a sea water valve in the bottom of the boat in front of the engine
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Solar panels are located in the top of the cabin housing for continuous charging compartment (normally open). The water is pumped to the pipes and nozzles
Model: GAR-T 8.8
of the batteries. Whilst the boat is in use, the batteries are charged from a by an engine-driven pump. This water curtain is designed to protect the boat
No. of sets: 1 dynamo on the engine. even if the surface of the water is on fire to a degree that there will be no
Dimensions (L x B x H): 8.82m x 2.70m x 3.35m appreciable temperature rise during a 10 minute period. In normal operation
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Number of persons: 40 The engine is also fitted with an inertia start mechanism in the event both when the water spray is not required the small drain line valve on the pump
Weight: Light load (including loose equipment) 5,000kg batteries fail. casing should be left in an open position.
Total davit load for
lowering: 8,150kg A fuel shut-off valve is situated on top of the fuel tank. Air Supply System
The centre section of the boat contains the water tanks, fuel tank and equipment The lifeboat has three compressed air cylinders, two large and one small.
Engine tanks, with access available to the air cylinders and the drain plug. One manual They are located below the crew seating area, two on one port side and one
bilge pump is provided on the aft port bulkhead. on the starboard and are used for maintaining a positive pressure breathable
Manufacturer: Sabb atmosphere inside the lifeboat if it is in a toxic area. The bottle pressure is
Model: L3.139 LB Natural ventilation is achieved via an automatic valve located in the rear access maintained at 200 bar. If the pressure falls below 180 bar the bottles should be
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Engine type: Diesel, water-cooled with header tank and external door, additionally, there is an over-pressure valve which prevents the cabin topped-up.
keel cooler becoming dangerously over-pressurised when the emergency air system is in
operation. The air cylinders are pressurised to 200 bar, and should be topped-up Note: The air supply can be operated when the lifeboat is still secured in
Davit if the pressure drops to 180 bar. the davit, but the air supply has a limited duration of approximately ten
minutes.
Manufacturer: F.R.Fassmer and Co.
No. of sets: 1 Description
System Type: D-FH.85 Free-Fall Release Mechanism Operation
Introduction
ft The free-fall release mechanism comprises a hand hydraulic pump which pushes
on a stop pawl which is restraining a release hook. Under normal conditions, a
securing pin is fitted to prevent accidental loss of the boat. The pin is attached
to a lanyard, which is attached to the stern access door, such that the pin must
WARNING
All crew members should be familiar with the operating procedures for
this launching appliance and lifeboat. Failure to follow the procedures
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The vessel has one 40 seat free-fall lifeboat mounted in a launch davit on the may result in serious injury to personnel or equipment damage.
be removed before being able to open the door. During maintenance periods,
vessels stern with the boarding area aft of the engine casing on a level with
when it is necessary to enter the lifeboat, the lanyard is to be disconnected from
A deck. Access to the boarding area is from the accommodation A deck, the
the door to allow access to the boat and the pin remains in place. Another safety Correct procedures for Abandon Ship Training and Drills can be found in
bridge deck or the outside stairs. The route from A deck is protected by the
feature is the bypass valve in the hydraulic circuit which is normally left open chapter 3 of the SOLAS regulations. Generally, free-fall lifeboats shall be
deluge system.
to release all hydraulic pressure to the reservoir. launched with their assigned operating crew aboard, and manoeuvred in
The lifeboat is moulded from fire retardant polyester resin, with the space the water at least once every 3 months during an abandon ship drill. If it is
between the seat, hull, canopy and canopy liner filled with polyurethane Engine impossible or impractical to free-fall launch, it is acceptable for the lifeboat to
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buoyancy foam, which provides the craft with enough buoyancy to remain be lowered, provided it is free-fall launched at least once every 6 months.
The lifeboat engine is a closed-circuit water-cooled diesel engine, with an
afloat and upright, even if holed below the waterline. The lifeboat is totally external cooling coil fitted to the underside of the boat. The engine is mounted
self-righting when fully loaded and flooded. There is a low platform aft on a solid galvanised frame which houses the integral stern tube. It is normally
provided to assist when rescuing people from the water. started from the battery which drives an electric starter motor and is controlled
from the steering position. In addition to the battery start the engine can be
The boat is fitted with a lifting hook arrangement which is designed primarily
started by the inertia spring start mechanism. The engine lubricating oil system
for recovery of the boat, as the launch of the boat in an emergency situation
is arranged so that the engine may safely be started whilst inclined on the
would be by the activation of the free-fall release mechanism. The steering
position has a steering console containing the normal steering, engine
Procedure for Boarding the Lifeboat CAUTION c) Engage the winding handle, turn about twelve revolutions until
the red indicator appears in the inspection window.
The lifeboat engine may be run for a maximum of five minutes whilst
a) Muster at the lifeboat station aft of the funnel casing at A deck not water-borne. During this period the propeller clutch must not be
level, wearing a life jacket and carrying the immersion suit in its d) Operate the trip lever, the engine should now start.
engaged, otherwise the propeller gland seal will be damaged.
carrying bag, which are located in each crew members cabin,
and await instructions. e) Once the engine is started, pull back the engine control lever to
d) Once the engine is started, pull back the engine control lever to
the NEUTRAL position, the control lever button is released and
the NEUTRAL position, the button is released and the gearbox
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b) When told, enter the lifeboat (hand carrying your life jacket and the gearbox engaged.
engaged.
immersion suit) quickly and in an orderly manner, occupying
the forward seats first. Life jackets and immersion suits are then
To Stop Engine
stored beneath your legs. To Start the Engine - Spring Start
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a) Move the control lever to the NEUTRAL position and allow the
c) The last seat to be occupied should be for the hook-release a) Check that the fuel supply is on and the control lever is at the
engine to idle for 2 minutes to cool.
operator. maximum forward position and gearbox disengaged.
b) Stop the engine by pressing the STOP button.
Note: The hook-release operator should board last after carrying out b) Press the RESET button (located near the trip lever).
prelaunch checks, ensuring that the lashing devices on the skid are released
and that the landing area is safe. The lashing devices are normally released as Illustration 3.3.1b Lifeboat Release Gear Operation
soon as the safety wire across the entrance to the lifeboat is released.
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d) Once seated, secure the four point safety harness.
e) Place your knees against the seat in front and push your body
firmly against the backrest of your own seat. Cross your arms
and grasp the shoulder straps. Keep your head facing aft and do
not turn to the side.
f) Remain seated after launch unless instructed otherwise.
To Start the Engine - Battery
a) Check the fuel tank cock is open. ft 3

1
8
9
10
11
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4 5
2
b) To start the engine, turn either of the battery supply switches 7
through 90 to the ON position. Check that the engine control 6
lever is in the NEUTRAL position, press the button on the side

of the lever to disengage the gearbox and then move the lever
forward to the MAXIMUM position.

c) On the main console turn the starter switch to the IGNITION
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position, continue to turn the switch to the HEATING position, Key
hold at this position for 10 to 20 seconds. After the preheating 1. Hydraulic Oil Tank
2. Release Lever
phase turn the switch to START. Return the switch back to the 3. Hand Hydraulic Release Pump
4. Securing Pin
IGNITION position when the engine has started. 5. Bypass Valve
6. Hydraulic Hose
7. Hydraulic Cylinder with Piston Return Spring
Note: If the engine has not started within 10 seconds, return the switch to the 8. Stop Pawl
9. Safety Bolt
IGNITION position and wait 60 seconds to allow the starter motor to cool 10. Release Hook
11. Retaining Chain
down before attempting to restart the engine.
Illustration 3.3.1c Lifeboat Davit
Lifting Position
Recovery Position
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Stowed Position
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C Deck
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35
ft
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Upper Deck
Procedure for Launching the Lifeboat Using the Free-Fall Procedure for Launching the Lifeboat Using the Winch Procedure for the Recovery of the Lifeboat
Release Mechanism Mechanism
WARNING
WARNING The launching operation of the lifeboat using the winch mechanism is carried The maximum number of persons allowed in the lifeboat during
The lifeboat will descend with considerable speed into the water, out with a crew member operating the winch and rigging in/out cylinder recovery is 6. This number must not be exceeded, as failure of the lifting
particularly if the ship is in ballast condition, so for safety it is important control levers at the control stand at the ships side on the aft deck. equipment may be the result and lives may be put in danger.
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to ensure the crew are properly secured in their seat belts.
a) Check the oil level in the winch hydraulic power pack which a) Ensure that the side lashing plates of the launching ramp are
is located in the steering gear compartment, top-up if required open prior to recovery.
Note: The release mechanism safety pin is connected by a wire to the centre using the correct grade of oil.
of the rear door and arranged so that the door cannot be opened unless the
b) Extend the davit to its maximum outboard position by extending
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safety pin is removed. This is to prevent an attempted launch with the safety b) Start the power pack pump from the control station on the aft
pin in. the main cylinders from the hydraulic control station.
deck.
c) Lower the recovery traverse.
a) Once the order to abandon ship has been made by the Master, c) Lower the recovery hooks and release the traverse griping gear
embark the crew on the lifeboat. situated on the embarkation platform (both sides). d) Ensure there is sufficient slack in the lifting cable to allow for
waves and swell, and hook the cable to the boat lifting lines.
b) Fasten seat belts and obtain confirmation that all persons are d) Release the lashing devices.
adequately secured.
WARNING
e) Connect the recovery hooks to the boat lifting rings and take up
As the strain is taken on the lift there may be considerable whip in the
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c) Secure all hatches and door. Turn the battery changeover switch the slack in the wires.
to either battery No.1 or No.2. line. Once the line is secure, keep well clear. Preferably retreat to the
inside of the cabin.
WARNING
d) Start the engine with the drive disengaged.
The operation of connecting the lifting rings is carried out in an e) Commence hoisting in one continuous smooth action until the
e) Open the breathing air supply if required. unprotected guard rail area of the lifeboat, therefore the crew member lifeboat is clear of the water.
allocated for this operation must wear a safety harness which is secured
f) Release the boat securing device as follows: to a strongpoint. f) Take a line from the ship and align the lifeboat for entry into the
davit.
Confirm that the safety pin is removed.
Close the hydraulic oil bypass valve.
Release the operating release lever safety pin and pump the
handle. ft f) Embark the lifeboat and ensure that all persons are properly
secured in their seat belts, wearing a life jacket, and that all
hatches and the door are secure.
g) Release the boat securing device.

Before swinging the davit in, confirm that the hoist line has spooled correctly.
g) Retract the davit to its home position by retracting the main

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cylinders from the hydraulic control station.
The boat will now free-fall into the water.
h) Extend the davit to its maximum outboard position by extending h) With the boat positioned on the slide, re-engage the free-fall
the main cylinders from the hydraulic control station. launch mechanism.
g) Open the sea water valve for the water spray system.
i) Start the engine with the drive disengaged. i) Release the lifting gear.
For the actions to be taken once in the water refer to Section 3.3.4 of this
manual.
j) Lower the lifeboat. j) Reconnect the lashing device cables into their closed position.
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k) As soon as the boat is floating, release the boat lifting gear. k) Carry out routine checks on the fuel, oil, air etc, and reconnect
the electrical supply.
Illustration 3.3.2a Rescue Boat and Davit
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ft
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3.3.2 Fast Rescue Boat Steering is completed using a Teleflex/Morse wire arrangement which is Procedure to Launch the Rescue Boat from the Control Stand
operated directly by the steering wheel.
a) Check the oil level in the hydraulic power pack, located in the
Fast Rescue Boat The fast rescue boat can be launched while the ship is under way using the air handling space port side, top-up if required using the correct
Manufacturer: F.R. Fassmer & Co. painters, provided the ship is doing less than 5 knots, in calm waters. At least grade of oil.
No. of sets: 1 once a month, the boat should be launched and the drive unit operated in the
Model: FRR 6.5 ID - SF ahead and astern directions. The engine may be run out of the water for a b) Check the area over the side is clear for the launch.
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maximum of 5 minutes for maintenance purposes.
Dimensions (L x B x H): 6.10m x 2.23m x 2.56m
c) Release the lashing strap slip hooks.
Design draught: 0.37m The rescue boat can be launched from a control stand located aft of the craft or
Number of persons: 15 from inside the boat if necessary. d) Rig the painter to the rescue boat and to the designated secure
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Weight: Light load (including loose equipment) 1,700kg point forward of the davit. The painter length should be
Hoisting load (6 persons): 2,150kg The davit head is fitted with a hydraulic wave compensation unit, which appropriate to the vessels freeboard and should be adjusted as
Engine manufacturer: Bukh and Steyr 144VTI, 144bhp ensures that when the rescue boat is being recovered the fall wire is maintained necessary.
in a taut condition as the boat rides the sea swell.
with Hamilton 213 water jet
e) Embark the rescue boat personnel wearing the appropriate
Engine type: Diesel, two-circuit water-cooled survival gear, ensure the safety pin is in its correct position in
WARNING
Starting system: Battery the lifting hook assembly.
The fast rescue boat is a powerful boat which can accelerate/decelerate
Speed: 28 knots with 3 persons, 23 knots with 6 persons and change direction very quickly. Command of the boat is by authorised
Fuel tank capacity: 100 litres personnel only who have been on the specialist company approved f) Open the sea water inlet valve to the engine which is located on
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training course. the port side in a compartment below the steering position.
The fast rescue boat is specifically for search and rescue and for towing and g) Start the hydraulic system power pack motor, ensure the control
marshalling liferafts. It is to be kept in a constant state of readiness for any Off-Load Release Gear voltage lamp is illuminated.
emergencies such as man overboard, etc. The fast rescue boat normally seats 3
crew on saddle seats. In an emergency, up to 6 persons may be carried. The rescue boat is fitted with on/off-load hook release gear, the gear is h) With the rescue boat personnel securely seated in the boat,
prevented from operation when out of the water by a hydrostatic release unit. operate the winch control lever in the UP direction in order to
A single inboard diesel engine is fitted which drives a composite water jet. The The release mechanism will only clear the release gear for operation when the lift the boat clear of the support. When the boat is clear of the
top speed with 3 persons on board is 28 knots, the range is approximately 100 boat is in the water. support, operate the rigging out cylinder to rig the boat over the
nautical miles. The engine is mounted on flexible rubber mountings. The sea
water cooling is drawn through a sea water filter and an isolating valve before
passing through the cooling circuit and being injected into the exhaust pipe,
where it helps to silence and cool the exhaust gases. Two batteries are fitted to ft WARNING
The release gear can be cleared for release when on load (ie, not in the
water) by breaking a safety glass and then removing the shackle pin.
i)
side. Confirm the area over the side is still clear.
When the boat is fully rigged out, operate the winch control
lever to lower the boat to the water.
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supply the electrical equipment which are charged via a solar panel unit located This is to enable the emergency release of the hooks only. This method is
on the self-righting arch. Whilst the boat is in use, the batteries are charged only intended for use when the boat is in the water and the hydrostatic j) When the boat is in the water start the engine with the jet control
from a dynamo on the engine. The boat is launched and stowed from a single release fails to clear the release lever. It is a SOLAS condition that the lever in the neutral position, engage the water jet and control the
point hoist fitted with a Fassmer on/off-load release hook. equipment is inspected weekly and maintained every 3 months. Consult speed of the engine and jet flow to maintain position.
the Fassmer instruction manual for detailed maintenance instructions.
The boat is constructed from an inner lined, glass fibre reinforced polyester k) Check that the hydrostatic release unit has freed the lifting gear
single skin. The space between the skin and the inner liner is filled with locking mechanism, the release lever safety pin can now be
polyurethane foam for buoyancy. The seating positions double as storage removed and the release arm lifted which will open the lifting
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containers for fuel, provisions, etc. The boat is fitted with an integrated foam hook.
filled GRP self-righting arch which does not require a conventional gas cylinder
and inflatable bag arrangement. An integral radar reflector and a solar-powered l) With the boat under control, release the painter from the control
light is fitted to the self-righting arch. The boat is fitted with a five air chamber pull wire located to the starboard side of the helmsmans
inflatable fender which covers all sides, except the stern. It is designed to still position and steer away from the ship.
be operational with one damaged air chamber and damage to the double bottom
area. Even if all air chambers are damaged, the boat will remain afloat. The
cockpit area is self-bailing, therefore no bilge pump is fitted.
Procedure for Operating the Fast Rescue Craft Engine Procedure to Launch the Rescue Boat from Inside the Craft j) Check that the hydrostatic release unit has freed the lifting rear
locking mechanism, the release lever safety pin can now be
Before Starting
In the event that it is necessary to deploy the rescue boat under dead-ship removed and the release arm lifted which will open the lifting
a) Open the sea water inlet isolating valve. conditions, or there are no crew members available to control the operation hook.
from the remote control stand, it is still possible to deploy the craft from inside
b) Turn the battery changeover switch to position 1 or 2. the boat. k) With the boat under control, release the painter from the control
pull wire located to the starboard side of the helmsmans
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c) Ensure that the throttle and jet control levers are in the neutral There are two control pull wires in the boat, one for release of the winch brake position and steer away from the ship.
position. (red pull handle), and the other to rig-out the davit arm (yellow pull handle).
The hydraulic power pack has a stored power accumulator cylinder which will
d) Ensure that the stop cord is attached to the helmsman and the allow the rigging-out under dead-ship condition.
Procedure to Recover the Rescue Boat
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switchboard.
a) Ensure that the lifting hook quick-release mechanism inside the
Before the rigging-out can be carried out from inside the boat the ball valve
rescue boat has been reset before coming back alongside below
Starting the Engine located inboard of the operation lever and directly below the boat must be
the falls, and that the safety pin is in its correct locking position.
opened.
a) Press the ON/OFF button to activate the switchboard. The
audible alarm will sound indicating the audible alarm system is b) Once alongside, retrieve the painter line and attach it to the
a) Check the oil pressure on the accumulator pressure gauge. Open
working. painter release hook.
the rigging-out ball valve inboard of the remote control pull
wire operated valve.
b) Press the START button until the engine fires and release. c) The lifting hook can then be attached to the falls, ensuring that
the housing unit is correctly positioned.
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b) Check the area over side is clear for the launch.
CAUTION
d) With the rescue boat correctly attached to the falls and painter
The jet control lever must not be operated until the boat is in the water. c) Release the lashing strap slip hooks.
line, disengage the water jet drive to stop the engine.
The engine should not be run for more than five minutes with the boat
out of the water. d) Rig the painter to the rescue boat and to the designated secure
e) With all crew and passengers safely positioned, signal the
point forward of the davit. The painter length should be
deck party to begin hoisting the rescue boat. Press the wave
The audible alarm will continue to alarm until the engine lubricating oil appropriate to the vessels freeboard and should be adjusted as
compensation button to ensure the tension is maintained in the
pressure has reached normal operating pressure. necessary.
falls wire.
If the battery is not fully charged, change over the battery selector switch and
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repeat the procedure. Only if both batteries fail to start the engine alone, should
the BOTH position be used.
e) Embark the rescue boat personnel wearing the appropriate
survival gear, ensure the safety pin is in its correct position in
the lifting hook assembly.
f) When the boat is clear of the water, stop heaving and check that
the hook mechanism is correctly secured and the hydrostatic
release guard plate has moved into the safe locked position.
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f) Open the sea water inlet valve to the engine which is located on
Stopping the Engine g) Resume heaving, returning the boat back to the embarkation
the port side in a compartment below the steering position.
level. The deck party should ensure that the remote control
a) Ensure that the throttle and jet control lever are in the neutral brake wire is properly gathered at the same time.
position and that the engine is running at idling speed. g) With the rescue boat personnel securely seated in the boat,
operate the yellow pull handle, the boat will be lifted from its
h) When the boat reaches the embarkation position, stop heaving
b) Press the STOP button until the engine is stopped. support as the davit arm is rigged-out.
(if the boat has not already reached the limit switch level) and
disembark the personnel. The boat can then be hoisted until it is
h) When the boat is fully rigged-out operate the red winch brake
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c) Press the ON/OFF button to deactivate the switchboard. fully recovered.
pull handle to lower the boat to the water.
d) Turn the battery changeover switch to the OFF position. i) Stow the boat in its cradle and secure the boat and the launching
i) When the boat is in the water start the engine with the jet control
davit as required. The electrical power supply to the motor
lever in the neutral position, engage the water jet and control the
should be maintained in order that the motor heater stays in
speed of the engine and jet flow to maintain position.
operation while the motor is not in use.
Once the boat is secured, it must immediately be made ready for its next
launch.
Illustration 3.3.3a Liferafts
14
13
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15
16
17
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Liferaft Retaining Straps
Liferaft
18 Painter
Slip Hook
2
Shackle
19
3
Attachment Line Hammar Hydrostatic
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Release Unit
Weak Link
4 (Red) Expiry Date
20
21
Thimble
10
22
9
5 23
24
Shackle
6 Cradle
7
25
ft Hydrostatic Release
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12
8 11
Key
1 - Rainwater Catchment and Collecting Unit 9 - Floor in Middle 18 - Outer Canopy

Rainwater Collecting Bags and Operational Instructions Inside 10 - Floor at Bottom 19 - Retro-Reflective Tape
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2 - Internal Grab Line 11 - Boarding Ladder 20 - Viewing Port
3 - Suspension Strap 12 - CO2 Cylinder 21 - Double Door
4 - Patch for Lifting Arrangement 13 - Arch Tube 22 - Bilge Arrangement
5 - Upper Buoyancy Tube 14 - External, Automatically Active Light 23 - Drain
6 - Lower Buoyancy Tube 15 - Internal, Automatically Active Light 24 - Double Zip Closure
7 - External Grab Line 16 - Arch Tube 25 - Emergency Pack
8 - Stabilising Pockets 17 - Inner Canopy
Illustration 3.3.3b Liferaft Davit Launch Procedure
Release Of Liferaft From Launching Appliance

1. TURN DAVIT TO LAUNCHING POSITION 2. POSITIONING RACK TO LAUNCHING POSITION
1. HOOK AT REST 2. ATTACHING LIFERAFT TO HOOK 3. ARMING HOOK (1m ABOVE WATER)
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- RELEASE THE LASHINGS AND CHECK THE RAFT IS
- SLEW THE CRANE UNTIL THE HOOK IS VERTICALLY ABOVE THE READY FOR LAUNCHING
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CENTRE OF THE LIFERAFT STORAGE AREA - DISENGAGE THE HYDROSTATIC RELEASE
- LOWER THE FALL TO THE LIFERAFT - ENSURE THE BOWSING LINES ARE FREE
AUTOMATIC AUTOMATIC AUTOMATIC
RELEASE RELEASE RELEASE
3. RAFT HOOKING 4. INFLATE RAFT
DURING
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DESCENT
- PULL THE FLAP TO ACCESS LIFTING RING DANGER!

- ENGAGE HOOK AND CHECK ARROW IN SAFE POSITION PULL ONCE, DO
NOT PULL TWICE.
- FASTEN BOWSING LINES TO CLEATS - HOIST RAFT TO REQUIRED POSITION FOR INFLATION
- FASTEN RED PAINTER LINE TO A STRONG POSITION - PULL PAINTER TWICE TO INFLATE RAFT
- HOIST RAFT CLEAR OF THE CRADLE - ADJUST BOWSING LINES
5. EMBARKATION 6. LAUNCHING 4. LIFERAFT RELEASE 5. MANUAL IN WATER RELEASE 6. MANUAL EMERGENCY IN WATER RELEASE
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C1
ft
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- RELEASE BOWSING LINES AND PLACE INTO RAFT
- CHECK INSIDE OF RAFT - CHECK CLEAR BELOW
AUTOMATIC AUTOMATIC AUTOMATIC
- CHECK NO SHARP OBJECTS - LIFT BRAKE (C) TO LOWER RAFT TO 1 METRE ABOVE WATER. RELEASE RELEASE RELEASE
- ASSIST PERSONS TO EMBARK RAFT FOR LAST RAFT OPERATE REMOTE BRAKE (C1)
7. LAUNCHING
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AS RAFT BECOMES
- FROM RAFT ACTIVATE RELEASE HOOK WATER-BORNE WEIGHT IF AUTOMATIC HOOK IF MANUAL HOOK
- LOWER RAFT TO WATER, RELEASE HOOK WILL NOW OPEN COMES OFF HOOK AND RAFT RELEASE DOES RELEASE DOES
IS AUTOMATICALLY RELEASED NOT WORK NOT WORK
- FROM RAFT CUT PAINTER
3.3.3 Liferafts Launch Procedure for the Davit Launched Twenty-Five Man n) Release the bowsing lines from the cleats and throw the loose
Liferafts ends into the liferaft.
Manufacturer: Viking Lifesaving Equipment Ltd
Type: 4 x 25 person davit launch a) Undo the Senhouse slip and release the webbing straps. Clear o) Release the red inflation tag from the ships rail and throw the
1 x 6 person manual launch them from the liferaft canister. loose end into the liferaft.
Total weight: 258kg each (25 person davit launch) p) Check that the water below the launching area is clear and
b) Plumb the davit arm over the liferaft in its stowage position.
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85kg each (6 person manual launch) proceed to lower the liferaft using the brake handle on the
c) Free the release hook connecting shackle from its protective winch. The liferaft can be lowered from inside the craft by
pulling on the D ring suspended from the davit. This releases the
General flap within the liferaft canister (the shackle is marked with a red
tag). brake. The rate of descent is governed by a centrifugal brake.
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There are four 25 person liferafts in total, two are stowed on each side of the q) When the liferaft is approximately 1 metre above the water, cock
upper deck with the launching davit near to the accommodation entrances and d) Lower the davit fall wire until the lifting hook mechanism is in
line with the liferaft. the release hook mechanism into the AUTOMATIC RELEASE
one 6 person liferaft stowed on the forward focsle deck. position.
All four 25 person liferafts are of the davit launch type, and are fitted with e) Connect the lifting hook mechanism on the end of the fall wire
to the liferaft lifting shackle (marked with the red tag), and r) Resume lowering and the liferaft should automatically release
a hydrostatic release unit. The forward 6 person liferaft is not fitted with a when it makes contact with the water.
hydrostatic release unit. ensure that the lifting hook release mechanism cocking handle
is in the locked position.
s) Once afloat and steady, cut the painter and manoeuvre the liferaft
All the liferafts are constructed with twin buoyancy chambers, one above the
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f) Using the winch drum handle, take the weight of the liferaft clear of the ships side using the paddles or with assistance from
other. The bottom and the canopy of the rafts are of double construction and a powered craft.
may be inflated by bellows. on the gantry fall wire and lift the liferaft clear of the deck and
swing the davit outboard.
t) To launch the next liferaft the hook is hoisted back and the
The rafts are provided with boarding ladders, inside and outside gripping lines, davit is swung inboard to plumb the remaining liferaft and the
capsize stabilisers, and a salt water activated battery for both internal and g) Secure the liferaft bowsing lines to the dedicated cleats on the
embarkation deck. Ensure that the bowsing lines are not tangled automatic hook is attached to the next liferaft.
external lighting.
and have adequate slack to allow the liferaft to inflate freely.
Accessories supplied are a rescue line with rubber quoit, repair outfit, hand Release of Rafts
bellows, floating knife, operational instructions, sea anchor (drogue) and an
emergency pack which meets SOLAS standards.
Davit ft h) Secure the liferaft red inflation line loosely to the ships rail.
i) Ensure that the water beneath the launching area is clear of any
obstructions, and pull hard on the liferaft inflation tag and inflate
the liferaft (this will take approximately 25-30 seconds).
Hydrostatic Release Units (HRUs) are fitted to each of the large rafts. These
will activate when submerged to a depth of two to four metres, releasing the
rafts to float to the surface.
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After activation of the HRU, the raft is still secured to the vessel by a weak
Manufacturer: Ilho Marine Tech. j) Once fully inflated, bowse the liferaft into the ships side and link. After inflation, sufficient drag is applied to break the weak link and allow
Type: D-RC. 21/4.0 ensure that it is level with the embarkation deck by adjusting the it to float free.
SWL: 2.1 tonne bowsing lines, before tying them securely onto the cleats.
No. of sets: 2 The rafts may be released manually by unfastening the slip hook securing the
k) The first crew member should enter the liferaft and make an lashing round the container. Ensure the ring on the end of the painter is still
Working radius: 3m initial inspection of the raft to check that all is safe and correct, attached to the HRU, or a strongpoint on the ships deck.
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prior to embarking any more crew members.
Two manually operated liferaft launching davits are fitted, one each side of the When the raft is thrown over the side, the painter is pulled out until the CO2
vessel on the upper deck. Each davit can be plumbed over each of two twenty- l) Ensure the embarking crew remove all sharp objects which may cylinder is activated and the raft inflates.
five man inflatable liferafts. damage the liferaft, and embark one at a time, loading evenly
around the circumference of the interior.
m) Embark a maximum of 25 crew into the liferaft.
Illustration 3.3.3c Righting a Capsized Liferaft
Direction Direction Direction

Of Of Of
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Wind Wind Wind
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Right Here
Right Here
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Swim to the capsized liferaft. Swim to the side of the liferaft where the CO2 cylinder is attached
Manoeuvre the liferaft so that the opposite side is facing the wind.
(the place is marked 'Right Here').
Direction
Of
Wind
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Of
Wind
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Stand with feet on the cylinder, hold onto the righting strap Throw the body backwards while holding onto the righting Embark the liferaft and bail out the water.
(placed across the bottom of the raft). straps and keeping the feet on the cylinder. Adopt survival techniques as outlined in Section 3.3.4.
Operation When the wind is very strong, the lifeline can be tied around the waist to
prevent the raft being blown away.
a) After launching and boarding the liferaft, the painter must be cut
with the knife provided to avoid the raft being pulled under. A non-swimmer should keep hold of the righting strap and allow the raft to fall
back on him (the rubber raft will not injure him). He can then work his way
b) Paddle away from the danger zone using the paddles placed in back to the raft entrance under water, holding onto the strap of the lifeline.
a bag close to the entrance of the raft.
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If automatic inflation does not work:
c) Alternatively, the lifeboat or rescue boat could be used to tow
the raft clear. j) Swim up to the container, tear off the black rubber bands
between the brass rings on the two nylon bands and release the
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When the raft is full of survivors, others can hold onto the lifeline around it. raft by pulling the release wire.
The raft is capable of supporting double the number of persons it is certified
to carry. k) If the raft does not inflate fully the bellows can be used to top it
up.
d) When clear of the danger zone, stream the sea anchor
(drogue). The valves for inflation by means of the bellows are inside the raft and are
coloured yellow.
The sea anchor stabilises the raft and helps to minimise drift.
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e) 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, which are placed in
the raft floor and inner canopy.
The bellows are located in a bag at the entrance.
After a long stay in the raft it may be necessary to top-up the two buoyancy
tubes.
f) Connect the bellows plastic tube to the yellow topping-up

valves.
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If an empty raft should capsize, the following procedure should be adopted.
Note: The side of the raft where the CO2 cylinder is attached lies deepest in
the water and is marked with the words RIGHT HERE.
g) A crew member should stand with their feet on the cylinder and
take hold of the righting strap which is placed across the bottom
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of the raft.
h) Manoeuvre the raft so that the opposite side is facing into the
wind.
i) The crew member should then lean backwards while holding

onto the righting strap and keeping their feet on the cylinder.
3.3.4 Lifeboat/LIFERAFT Survival Guide Additional Duties Allocated on the Lifeboat Muster List Thermal protective aids for 10% of the number of persons
SARTS (radar transponders) to the lifeboats permitted in the liferaft, but at least for 2 persons
In the event that the vessel has to be abandoned, it is necessary to make some
very important decisions and carry out certain actions quickly. These are GMDSS portable radios to the lifeboats
Lifeboat Equipment
summarised as follows: EPIRB to lifeboat
Blankets and provisions One survival manual
Prior to Abandonment
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One copy of rescue signals
If time and circumstances permits: Equipment Found in Liferafts and Lifeboats Two rescue quoits with 30 metre line
Put on extra clothing Liferaft Equipment SOLAS A Two boat hooks
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Put on a life jacket One bailer
Operational instructions
Take extra clothing or blankets Two buckets with lanyard
Two sea anchors and cord
Drink water One sea anchor
Two paddles
Take water in sealed containers Two painters
Rescue quoit with line
In addition to the SART, EPIRB and GMDSS radios, the following items will Bellows Two hatchets
be of use : One rustproof dipper with lanyard
Repair kit
Extra life jackets One rustproof graduated cup
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One buoyant safety knife - two in rafts for more than twelve
Extra survival bags persons One flashlight (Morse) with spare batteries and bulb
Small plastic bags Four rocket parachute flares One signal mirror
Extra medical supplies Six hand flares One radar reflector
Extra electric torches and batteries Two buoyant smoke signals One pocket knife with lanyard
Paper and pencil Electric torch with spare bulb and batteries Three tin openers
Portable radio receivers, books, playing cards etc
Navigational instruments, books, chart and chronometer
Ship Captains Medical Guide
ft Whistle
Signalling mirror
Scissors
Instructions for survival
One tool kit
Engine spares and manual
Four TPAs
One first aid kit
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Abandoning Vessel
Illustrated table of lifesaving signals 140 Anti-seasickness tablets
All personnel should, if possible, board the lifeboat without getting wet.
One bailer, two in rafts for more than twelve persons 40 x 1000kj food rations
If for some reason this is not possible and a jump into the water has to be made, Two sponges 120 litres of fresh water
the following procedure should be adopted:
Emergency ration, 10,000kJ per person Four parachute flares
Make sure it is clear to jump
Drinking water, 1.5 litres per person Six hand flares
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Hold your nose
One drinking vessel Two smoke signals
Hold down your life jacket
Three tin openers One compass
Put your feet together
Fishing tackle One searchlight
Look ahead when you jump
Medicine box One fire extinguisher
Anti-seasickness medicine, 6 doses per person One SART
Seasickness bag, 1 per person
Aboard the Survival Craft To minimise drift, rig the sea anchor, issue anti-seasickness tablets, ensure Settling Down to a Period Before Rescue
that any persons in the water are accommodated in the lifeboat or liferaft, if Having made an assessment of how long it will be before rescue is likely it is
First Actions
possible. now necessary to decide how the available food and water will be divided and
Move away from immediate danger. issued. The following are a few guidelines.
Listen for whistles and look for survivors, signalling lights and lights of other
Elect a leader, this may be the most senior officer or the person rafts, ships or aircraft. The lookouts should be properly briefed in their duties
appointed on the muster list. The minimum daily water ration should be around 450ml to 500ml given in
with regard to the collection of useful debris, how to keep a lookout, sector
three separate issues at sunrise, noon and sunset. This quantity will be sufficient
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Give an anti-seasickness tablet to all personnel. searches and the use of pyrotechnics.
to avoid severe dehydration. The daily food ration should consist of 800kJ to
Activate the EPIRB (Emergency Position Indicating Radio 850kJ of the emergency rations given in three equal amounts as for the water.
Beacon). Proceed Towards the Nearest Land (This equates to around 500g.)
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Take a muster of persons on board. In some circumstances this will be the most obvious choice. Factors to take
into consideration are: To make the decision as to how much should be issued, take the total available,
Search the area for other survivors or survival craft. separate one third as emergency stock should rescue not be forthcoming when
Was a distress alert sent? expected, then apportion the remainder where possible on the above basis as
Liaise with any other survival craft to ensure that all persons are
If no EPIRB is in the boat, search the area of the sinking to see a minimum.
accounted for.
if it has surfaced.
Assess the situation. Is rescue likely and how long will it take? In each lifeboat there will be 3 litres of water and 10,000kJ of food for each
How far to the nearest land, is the nearest land within the fuel person that the boat is certified to carry. It should be noted that the emergency
Do you stay close to the position of the sinking or proceed range of your craft?
towards the nearest land? rations consist mainly of carbohydrates, some fat and minimal protein. These
rations do not require the consumption of water or body fluid so that they can
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Put the food and water under the control of one person who will Indications of the proximity of land are changes in the wind direction around be digested, which is of great importance.
be responsible for distribution of the rations. sunset and sunrise. The land and sea breeze effect can be quite distinct in
some areas. A single cumulus cloud, or occasionally several, appears to be Food and water should be issued in such a way that all can see that it is fair.
Collect in all additional food, clothing and sharp objects or stationary close to the horizon whilst others are moving, is a good indication of
weapons that may have been brought into the survival craft. Everyone will become thirsty, and as time passes human nature will make
land beneath. Also if a single cloud, with no others around, remains stationary the ration distribution a very difficult and harrowing experience, and also the
No food or water should be issued for the first 24 hours. close to the horizon. There are many other indications such as a green and blue highlight of the day.
reflection on the underside of the clouds in low latitudes, the direction that
The leader should nominate different people to the following
birds fly in either early in the morning or in the evening, also the change in If a desalination plant is available, this should be put into operation immediately
positions, first aid, signalman, hull repairs, engine repairs,
colour of the sea from green or blue to a lighter colour.
recorder of voyage log, navigator, helmsman and lookouts.
Stay Close to Position of Abandonment

With the improvements brought about by the GMDSS system in maritime ft Do not approach land at night unless you know exactly where you are and that
the landing area or harbour entrance can be safely transited. During the hours
of darkness lookouts should keep a good watch for the sound of surf and report
and its output used in preference to the internal water.
Passing the Time

The leader has to face and resolve the following problems:
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search and rescue this is the most likely decision that will be made. Prior to to the watch leader any visual or audible occurrences.
taking to the lifeboat a DSC distress alert should be sent out. This can be done Maintain morale, this is best approached by giving duties to each person which
at the touch of a single button. In addition there are the EPIRB and SARTS are meaningful, and ensuring that they are carried out.
which should be taken to the lifeboats when abandoning ship. The EPIRB when
activated allows the marine rescue co-ordination centre (MRCC) to locate the Duties such as lookout, helmsman and baler should be rotated at intervals of
position of survivors and guide vessels and aircraft to the rescue position. not more than one hour, as this will prevent boredom and lack of vigilance
from setting in.
D
Should the EPIRB not be in the survival craft when the vessel sinks the
hydrostatic release unit will automatically release it, and it will then Continually show confidence that rescue will take place. Do not allow
automatically start its transmissions. Where possible, it is therefore beneficial individuals to lapse into melancholy. Try to make everyone think of factors
for all the survival craft to stay together, if possible by tying the survival craft other than the present situation by introducing games of various forms. If a
together. portable radio is available, tune it in and listen to the various programmes.
Playing card games is useful, as considerable concentration is required.
The SARTS should be positioned on the extension pole, switched on and
mounted as high as possible. The batteries will last for 96 hours on standby and
about 8 hours continuous operation if vessels are in the area and accessing it.
Maintain the health of all on board, both mental and physical. Routines can Exposure Hypothermia
be counter productive. Where possible restrict movement to a minimum as all
movement consumes body fluid. Body fluid is probably the most significant There is a risk of hypothermia in water below about 25C. Extra clothing
single factor to control whether or not you survive. will delay the onset of hypothermia even if immersed, and of course will
provide extra warmth for the survivor in the lifeboat even though immersion
The initial withholding of food and water for 24 hours puts the body into a takes place. Totally enclosed or partially enclosed lifeboats provide far better
slightly dehydrated state, which is the ideal situation for a prolonged period in protection from the elements than the older open type, but extra clothing is still
y
a survival craft, during this period all persons should be encouraged to urinate, essential for warmth in nearly all climates. If a survivor has been immersed
this will assist in reducing urinary retention problems later. in water and has hypothermia, strip off the wet clothing and replace with dry
garments, if available. Warm the patient with extra layers of clothing and use
Do not consume food high in protein as this causes defecating which in turn life jackets as extra insulation. Use a thermal protective aid (plastic survival
op
causes you to use up your body fluids which you will be unable to replace. bag) if available. Persons particularly at risk from hypothermia should be
positioned nearer the engine, which will run for 24 hours at full power and
If possible keep a good flow of fresh air through the boat as this will help to much longer if kept at reduced speed.
reduce seasickness. Ensure that all persons take the anti-seasickness tablets for
the first two days. After this, most people will be acclimatised to the motion The engine can be a very valuable source of warmth in cold weather, but fuel
of the craft. should be conserved as much as possible, dependent upon sea conditions, by
running at reduced speed or using the engine for certain periods only.
Towards the evening try to hang out any damp clothing and make sure it is dry
for the evening chill in the tropics. This avoids the loss of body fluid as body
Dehydration
C
heat dries the clothing and reduces the internal body temperature.
As thirst grows, the temptation increases to drink sea water. This temptation This is a fact of life in a survival craft. All you can endeavour to do is minimise
must be resisted at all costs. the rate at which your body loses fluid. Drinking either sea water or urine
increases the rate at which precious body fluids are used up and in turn makes
All parts of the body should be shaded from the sun and the elements. This will the person even thirstier, eventually the person will lapse into unconsciousness
reduce the loss of body fluid and also reduce the risk of sunburn or frostbite. and die. Avoid eating proteins, minimise exercise and try to stay dry and
comfortable.
If your water ration is at least one litre per person daily then fishing can be a
worthwhile exercise. However, remember that fish are high in protein which
brings its own problems as previously mentioned.
The blood of sea birds is quite nutritious. To catch sea birds, try putting someft Emergency Repair of Lifesaving Appliances
A repair kit should be included in the liferaft on-board equipment pack. Small
leakages can be stopped using the leak-stoppers found in the repair kit. As a
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of the fish guts on a piece of wood with a hook in the middle and allow it to last resort wet rags may be inserted into a hole or bound over using tape or
float a little way from the craft. whatever means can be found.
Do not encourage swimming as a form of exercise, this will use up energy and Damage below the waterline can be repaired by moving the weight within the
can put the individuals at risk from sharks. raft to the opposite side so that the damaged part is lifted clear of the water
permitting the repair to be made.
D
Repairs can be made to dry surfaces using the adhesive tape supplied in the
repair kit.
These are only temporary repairs and should be replaced by making a

permanent repair using the special glue and patches provided.
3.3.5 LIFESAVING EQUIPMENT AND ESCAPE ROUTES
Illustration 3.3.5a (1) Lifesaving Equipment on Main Deck
25P 25P
y
op
6P
L.J.B
C
25P 25P
L.J.B
Key
Immersion Suits
Life Jackets
ft 6P
25P
Liferaft (6 persons)

ra
Life Jacket
L.J.B
Box
Embarkation Ladder
International Lifebuoy with 30m Lines

D
Lifebuoy with Night Light
Rescue Boat (6 persons)
Direction of Escape
Illustration 3.3.5a (2) Lifesaving Equipment on Navigation Bridge Deck and Escape Routes
y
op
C
Navigation
Locker
Key
Battery Wheelhouse
WC
Room and Chart Space
Lift Satellite EPIRB
ft Machinery
L.J.B
L.J.B
Direction of Escape
Life Jacket Box

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Life Jackets
GMDSS Portable VHF
Immersion Suits
D
Emergency Escape Breathing Device
Lifebuoy with Night Light
Radar Transponder
Illustration 3.3.5a (3) Lifesaving Equipment on C and D Decks and Escape Routes
4th Conference Room 2nd 2nd
y
Chief
Engineer CO2 Room Engineers Engineers Engineers
Day Room Bedroom Day Room
Junior
Engineer
op
Chief
Cargo CD
Engineers
CD Engineers &
Cadet Bedroom
& Day Room PD
(D) PD
Training
Room
Cargo 3rd
Cadet Engineers Engineer
(C) Cargo Bedroom
Control Room
Supply
Gas Combustion Unit Room Fan Gas Combustion Unit Room
C
Room ETOs
WC Engineers CGL
Cadet Day Room 2nd
(B) Officer
Lift Lift
ETOs
CD CD
Engineers
Superintendent & &
Bedroom Captains
PD PD
Bedroom
3rd
Officer
Cadet
(A)
ft Pilots
(x2)
General
Office
Swimming
Pool
Chief
Officers
Day Room
Chief
Officers
Bedroom
Captains
Day Room
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HPU
Room
C Deck Engine Casing Deck D Deck

Key
D
Immersion Suits
Direction of Escape
Life Jackets
Illustration 3.3.5a (4) Lifesaving Equipment on A and B Decks and Escape Routes
Fresh Air Waste Waste Fresh Air

L.J.B
Intake Management Bin Intake
CO2 Room
Emergency Generator Crews Dining Room Space Dispensary Hospital
Dry Room Assistant
Room Room
y
Beer Crews Lounge
Oiler
WC Fitter
Crews (A)
Laundry
Dry Incinerator Room
Provisions
op
Store WC
Bonded Laundry Steward
Pantry CD Locker CD
Store & &
PD PD
Crews Able Seaman
Handling Space TV Room (C)
Games Room
Seaman
Smoking (A)
Fish
Room GCU Room
Engine Room
Able Seaman
C
Dairy Locker Seaman (B)
WC Locker
(B)
Gymnasium Able Seaman
X Lift Lift (A)
Vegetable
Galley
CD Seaman CD
Officers
& (C) &
TV Room
Meat PD PD Cook
Paint
Store
Deck
Store
&
Workshop
Oil/ General
Grease Store
Store
ft
Duty Mess Room
Officers Dining Room

Officers Lounge GCU Fan Room
Oiler
(B)
Oiler
(A)
2nd Muster
Station
Oiler
(B)
Assistant
Oiler
(A)
Bosun
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Chemical
Store
Key
Emergency Escape Personnel Protective Equipments: FL FL SL

Life Jacket Box
FL
D
Life Jackets L.J.B
Protective Clothing, Gloves, Footware, 2 3
Breathing Device 3
Goggles
Immersion Suits Direction of Escape Air Compressor with
Charging Manifold Safety Equipments: Comprising Self-
Contained Air Breathing Apparatus,
Hoisting Stretcher Lifeboat (40 persons)
Spare Cartridge and Charge for 25kg SL Protective Clothing, Boots, Gloves,
Dry Powder Extinguisher/ Spare Goggles, Steel Cored Rescue Line
Medical Supply X
FL 2 Cartridge and Charge for 12kg Dry with Belt, Explosion-Proof Lamp
Muster Station Powder Extinguisher
Illustration 3.3.5a (5) Lifesaving Equipment on Upper Deck, Bosuns Store and Bow Thruster Room and Escape Routes
Key
Rescue Boat
(6 persons)
6P
y
25P 25P
25P
Direction of Escape
op
Embarkation Ladder
No.1 Life Jackets

Fire Cargo LV
Emergency Generator Control Room
Room Station
Bow Immersion Suits
Thruster
L.J.B 6P
International Lifebuoy
C
with 30m Lines
No.1
Cargo MV Lifebuoy with
Room Night Light
Air Conditioning
Room L.J.B Life Jacket Box
Sunken Bosuns
Engine Room
Deck Store
ft
Ships
Laundry
Change Room
(Crew)
Change Room
Lift
CD
&
No.2
Cargo MV
Room
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(Officer)
PD
Deck Oil/ General
Paint Store Grease Store
Store & Store
Workshop
General No.2
8 Person
Store Cargo LV
Worker Room
Chemical Room
Store
D
25P 25P
Illustration 3.3.5a (6) Lifesaving Equipment and Escape Routes - Engine Room 2nd Deck Level and Steering Gear Room
Water Ballast Tank In

Engine Room (Port)
y
Inert Gas
After Marine Diesel Oil
N2 Generator Generator Gas Oil
Bunker Tank (Port)
Space Service Tank
Fresh
op
Water
Tank
Cofferdam
Aft Peak Water

Ballast Tank
L.J.B
C
Steering Engine Room Up
Key
Up Emergency Exit
(Primary Escape
ft Up
Route)
Emergency Exit
(Secondary Escape
Route)
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Emergency Escape
Aft Peak Water Fresh Welding Area Breathing Device
Ballast Tank Water
Tank
Life Jacket
Workshop
Store Immersion Suit

D
Bunker Tank (Starboard)
L.J.B Life Jacket Box
Engine Room (Starboard)
Illustration 3.3.5a (7) Lifesaving Equipment and Escape Routes- Engine Room 3rd Deck Level
y
op
No.1
No.2
C
ft
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No.1
No.2
Key
No.3 No.1 No.1 Emergency Exit
(Primary Escape
Route)
D
No.4 No.2 No.2
Emergency Exit
(Secondary Escape
Route)
Emergency Escape
Breathing Device
Illustration 3.3.5a (8) Lifesaving Equipment and Escape Routes on Engine Room 4th Deck Level
y
No.2 No.1
op
No.1 No.1
No.2 No.2
No.2 No.1
No.1 Generator Engine No.1 Generator
C
ftNo.3 Generator Engine No.3 Generator

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Key
No.2 No.1 No.3 No.2 No.1 Emergency Exit

(Primary Escape
Route)
D
Emergency Exit
(Secondary Escape
No.5 No.3 No.1 Route)
No.8 No.7 No.6 No.4 No.2
Emergency Escape
Breathing Device
Illustration 3.3.5a (9) Lifesaving Equipment and Escape Routes on Engine Room Floor Level
y
Engine Room (Port)
op
Up
No.1
Tank Top
No.2
No.1 Generator Engine
Lubricating Oil Sump Tank
C
No.1
Down No.2
Escape Tunnel
No.3
ft
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Key
Lubricating Oil Sump Tank No.2 No.1
Emergency Exit
(Primary Escape
Route)
Emergency Exit
(Secondary Escape
Sludge Tank
D
Route)
Up
Emergency Escape
Breathing Device

Engine Room (Starboard) Emergency Telephone
y
3.4 Fire Fighting Systems
3.4.1 Engine Room Fire Main System 3.4.6b (1) Fire Detection Equipment and Alarms on Main Deck, Motor Room and Cargo Compressor Rooms
op
3.4.2 Fire and Deck Wash System 3.4.6b (2) Fire Detection Equipment and Alarms on Navigation Bridge Deck
3.4.3 Sea Water Spray System 3.4.6b (3) Fire Detection Equipment and Alarms on C and D Decks
3.4.4 Dry Powder System 3.4.6b (4) Fire Detection Equipment and Alarms on A and B Decks
3.4.5 CO2 Fire Extinguishing System 3.4.6b (5) Fire Detection Equipment and Alarms on Upper Deck, Bosuns Store and Bow Thruster Room
3.4.6 Fire Detection System 3.4.6b (6) Fire Detection Equipment and Alarms on Engine Room 2nd Deck and Steering Gear Room
C
3.4.7 Emergency Fire and Escape Route Protection Pump 3.4.6b (7) Fire Detection Equipment and Alarms on Engine Room 3rd Deck Level
3.4.8 Fire Fighting Equipment Plans 3.4.6b (8) Fire Detection Equipment and Alarms on Engine Room 4th Deck Level
3.4.9 Fixed Gas Sampling and Gas Detection Systems 3.4.6b (9) Fire Detection Equipment and Alarms on Engine Room Floor Level
3.4.10 Quick-Closing Valves, Fire Dampers and Emergency Stops 3.4.7a Emergency Fire Pump Operation
3.4.11 Engine Room Water Mist Fire Extinguishing System 3.4.8a (1) Fire Fighting Equipment on Main Deck, Motor Room and Cargo Compressor Rooms

ft
3.4.12 First Aid Fire Fighting System
3.4.13 Galley Deep Fat Fryer Wet Chemical System

3.4.8a (2) Fire Fighting Equipment on Navigation Bridge
3.4.8a (3) Fire Fighting Equipment on C and D Decks

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3.4.8a (4) Fire Fighting Equipment on A and B Decks
Illustrations
3.4.8a (5) Fire Fighting Equipment on Upper Deck, Bosuns Store and Bow Thruster Room
3.4.1a Engine Room Fire Hydrant System 3.4.8a (6) Fire Fighting Equipment on Engine Room 2nd Deck and Steering Gear Room
3.4.1b Fire Control Station Layout 3.4.8a (7) Fire Fighting Equipment on Engine Room 3rd Deck Level
D
3.4.2a Deck and Accommodation Fire Main System 3.4.8a (8) Fire Fighting Equipment on Engine Room 4th Deck Level
3.4.3a Water Spray System 3.4.8a (9) Fire Fighting Equipment on Engine Room Floor Level
3.4.4a Dry Powder System on Deck 3.4.9a Gas Detection System
3.4.4b Dry Powder System 3.4.9b Gas Detection Panels
3.4.5a CO2 Fire Extinguishing System 3.4.9c Gas Detection System Machinery Trip Cause and Effect
3.4.6a Fire Detection Panel 3.4.10a Quick-Closing Valves and Fire Dampers System
3.4.11a Water Mist Fire Extinguishing System

Illustration 3.4.1a Engine Room Fire Hydrant System

To Fire and Wash Deck System
BF107 BF94
To Fire and Wash Deck System
BF114 BF
To Escape Route Protection System (3.4.7a)
Upper Deck 106 Upper Deck
y
2nd Deck (Port) B Deck
BF98 BF129
2nd Deck (Aft) Upper Deck

BF122 BF113
3rd Deck (Port) 2nd Deck (Starboard)
op
BF100 BF99
3rd Deck (Aft) 2nd Deck (Forward)

BF124 BF123
4th Deck (Port) 200 50 3rd Deck (Starboard)

BF102 BF101
4th Deck (Aft) 3rd Deck (Forward)

BF126 BF125
Floor (Port) 4th Deck (Starboard)

BF104 BF103
Floor (Aft) 4th Deck (Forward) PI

BF128 BF127 FCS
PI
Floor (Starboard) PIAL
BF105 PS PX
C
IAS
200
200
Key
BF115 200 200
Sea Water B12V
Sunken Deck
Fire/Deck Water 40
PIAL
B59V IAS
Steering Gear Bilge
150 200 Set at 12.7 Bar
Room
BF116
BF117
Electrical
Instrumentation
Air
ft 200
N.O.
B6V
150
MS
B8V
200
N.O.
B7V
150
MS
B9V
B14V
To
Sea Water
Spray
PS PI PX
187V
40
ra
PI PM
BF118 200 200 System From
IAS BA42V B18V (3.4.3a)
PI PI PI General Service Air
Sea Water System
Emergency Fire and Bilge, Fire and PI Hydrophore
2 1 (2.9.3a Machinery)
Escape Route General Service Sea Water Tank
Protection Pump Pumps Spray Pump (1500 Litres)
CI CI 32 40
(450/72m3/h x 90/110mth) BF133 (245/150m3/h x 30/115mth) (850m3/h x 110mth) B16V B17V
CI
B1V B2V
32
Sea Chest B3V B4V IAS BA43V
LS
PI
D
B36V B5V
Fire Line
S S Pressure Pump Drain To
(2m3/h x 115mth) Bilge
CI
250 250 150 50
Low Sea IAS 250 IAS High
Inlet Chest Sea Inlet
From Forward 200 From Forward B15V
(Starboard) Chest
LS Bilge Well (Starboard) Bilge Well (Port) 50 LS (Port)
BA24 S2V 1000 1000 1000 S1V BA23
3.4 Fire Fighting Systems Introduction The bilge, fire and GS pumps are both permanently set for use on the fire and
deck wash system, with the discharge and suction valves always being left
3.4.1 Engine Room Fire main System The fire and deck wash system can supply sea water to the following: open during normal operations.
The fire hydrants in the engine room In the event of an emergency, No.1 pump is started from the emergency panels
Bilge, Fire and General Service Pumps at the following positions.
The fire hydrants on deck
Manufacturer: Hamworthy Fire control station (start only)
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The fire hydrants in the accommodation block
No. of sets: 2
The cargo manifold sea water curtain system Locally at the pump (start and stop)
Type: Vertical, motor-driven, centrifugal, self-priming
The escape route protection system IAS system (start and stop)
Model: SVS200F
op
Capacity: 245/150m3/h at 30/115mth The side passageway bilge, bosuns store bilge, chain locker Main switchboard group starter panels (start and stop)
bilge and bow thruster room bilge eductors
The sea water cooling to the brakes on the port and starboard No.2 pump cannot be started from the emergency panels, but is automatically
Sea Water Hydrophore Unit started via the IAS, activated by a low pressure switch, when the demand is
windlasses
Manufacturer: Hamworthy greater than that of the sea water hydrophore unit pump.
No. of sets: 1 The engine room fire main has outlets on each deck level in the engine room The pumps can also be used to pump bilges via the bilge main which connects
Model: EHU-1.5-OR and at each outlet is a hose box containing a fire hose and nozzle unit. to all of the engine room bilge wells. This would only ever be used in an
Pressure switch settings: On - 10 bar, Off - 11.5 bar emergency situation, as the oily water separator will be bypassed and it is
The fire main is pressurised at between 10 and 11.5 bar by means of a sea
C
possible that water contaminated with oil could be discharged overboard.
water hydrophore unit which is maintained under pressure by means of the
3
Fire Line Pressurising Pump fire line pressure pump. The sea water hydrophore unit pump is rated at 2m /h The water spray pump may be started locally, and only from the port main HV
and cannot support washing down decks etc. The sea water hydrophore unit switchboard. Other emergency pumps are started from LV switchboard group
Manufacturer: Hamworthy
operates in the same way as the fresh water hydrophore units, with air pressure starter panels.
No. of sets: 1 providing the loading in the hydrophore tanks. The connection from the sea
Model: MB32X4S water hydrophore unit to the fire main is via valve B17V to the outlet manifold The No.1 fire, bilge and GS pump has a direct bilge suction from the engine
Capacity: 2m3/h at 115mth from the fire pump and the bilge, fire and GS pumps. room port forward bilge well. In normal operations however, the bilge suction
valves on each pump would be closed. Sea suction for the pumps is taken from
Emergency Fire and Escape Route Protection Pump
Manufacturer:
No. of sets:
Hamworthy
1 ft
The fire line pressure pump is normally set for an automatic start and stop
operation. The pump selector switch is set to REMOTE and automatic
operation may then be selected at the fire pump system IAS graphic screen.
The pump may be started and stopped manually if required by calling up the
pump faceplate at the IAS screen and double-clicking on the START or STOP
the main sea water crossover main that connects to the high (port) and low
(starboard) sea chests.
Dual delivery pressure is achieved by a changeover port on the suction side

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of the pumps, which allows either in parallel or in series operation of the twin
Type: Vertical, motor-driven, centrifugal, self-priming soft keys as necessary. impellers.
Model: SVS250
Capacity: 450/72m3/h at 90/110mth The main fire pump may also be started and stopped from the IAS screen
provided that the local selector switch is set to remote. Note: It is extremely important that at no time should the bilge suction valves
be left open when the pump discharge valves are open to the fire main. This
There is no automatic start facility available for this pump, nor is there an is because of the risk that oil contaminated water could be pumped onto a
Water Spray Pump
automatic start after a blackout. fire and the possibility that the pump could lose suction from the bilge well.
D
Manufacturer: Hamworthy These valves are interlocked to prevent this happening.
No. of sets: 1 The hydrant outlet valves should be operated at frequent intervals to ensure
Type: Motor driven, vertical, centrifugal that they will open satisfactorily should it be necessary in the event of an
Model: EVD350E emergency.
3
Capacity: 850m /h at 110mth
Note: After use, the hose and nozzle unit must be properly stowed in the hose
Rating: 400kW at 1,800 rpm
box ready for future use. Any defects in the hose, nozzle, valve or system
must be reported immediately and rectified as soon as possible. Hose boxes
must never be left with components which are defective.
Illustration 3.4.1b Fire Control Station Layout Pushbutton

Fire Repeater Panel/ Stop Switch for Fire Alarm
Automatic
Cargo Machinery Trip for Inert Gas and Speaker
Telephone
CO2 Panel and Engine Room System
CO2 Release
for Diesel Repeater Panel/
Panel for Port Main Intrinsically Safe Telephone
CO2 Panel Generator Cargo Area Repeater Emergency International
CO2 Panel Switchboard Hose
for Diesel Room Panel for Gas Sampling/ Shutdown Pushbutton
for Diesel Room and Connection
Release Cabinet Release Cabinet CO2 Panel for Generator and Hydraulic Accommodation and Others Pushbutton for General
Generator Incinerator
for Port Monitor for Starboard Monitor Engine Room Room Power Pack CO2 Supply Repeater Panel for Gas Alarm
Room CO2 Fire
y
Dry Powder System Dry Powder System Purifier Room Room (Port) (Starboard) Room Cabinet Detection
Extinguisher
Local
Fire Fighting
System
op
Isolating
Valve
FA-10
C
2 Sets of Self-Contained Breathing Apparatus and 4 Sets of Spare Cylinders
FORWARD
UPPER
DECK
ft PA System
Remote Control
ra
D
CO2 Main Control Panel Quick-Closing Quick-Closing Quick-Closing
Firemen Valve Air
Supply for Local Fire Valve Air Valve System
Outfit CO2 Panel for Quick-Closing to Main
Cabinet Fighting System to Engine Operating
Locker Emergency Generator Valve Quick-Closing Generator
Room Cabinet
and Rack Room and Cargo CO2 Panel Air to Main Fire Main Valve Air
Vent Engine
Containing Switchboard for Oil/Grease Generator Pressure to
Emergency Damper (Port)
Breathing Apparatus Room (Port) Store and CO2 Panel Engine Indicator Others
CO2 Panel Start/Stop
for Cargo for Cargo Compressor (Starboard) Group
for Cargo Panel
Switchboard Room and for Gas
Motor Room
Room (Starboard) Combustion Unit
Procedure to Operate the Sea Water Hydrophore Unit Position Description Valve The pump can be started from the following positions in the event of an
emergency:
No.2 Bilge, Fire and General Service Pump
a) Ensure that the main sea water crossover pipe is flooded with Fire control station (start only)
either the high or low sea suction valve open. Open Sea water suction valve B3V
Closed Suction valve from the bilge main B1V Locally at the pump (start and stop)
b) Vent the sea water hydrophore tank and, using the fire line Open Discharge valve to the fire main B8V No.4 group starter panel in the steering gear room (start and
pressure pump, fill it until the water level gauge glass is full, Closed Discharge valve to overboard B6V stop)
y
then stop the pump. Suction valve B15V and discharge valve
B16V must be open. Bridge emergency panel (start only)
c) On the port and starboard sides of the accommodation, at the
upper deck level, open the following valves:
c) Open the air supply valve and pressurise the hydrophore tank Fire Control Station
op
to the general service air supply pressure. The hydrophore tank Description Valve The fire control station, situated on the port side of the accommodation on the
gauge valves must be open.
Discharge valve from the engine room fire main system BF106 upper deck, contains the command for the fire fighting systems and equipment
Isolating valve to aft deck, steering gear room and BF107 necessary for fighting a fire from a safe environment.
d) The sea water hydrophore tank is now operational and SW can
be supplied to the fire main by opening valve B17V. starboard side of upper and main decks
It includes the following:
Isolating valve to starboard side of upper and main decks BF108
e) Select automatic operation for the fire line pressure pump. Isolating valve to port side of main deck BF94
Isolating valve to starboard side of main deck BF96 Personnel Protection
Procedure to Set Up the Bilge, Fire and General Service Pumps 4 sets - self-contained breathing apparatus with up to 30 minutes
C
d) Start one of the bilge, fire and GS pumps from one of the
for Fire Main Duties capacity
positions listed earlier.
12 sets - personnel protection equipment
It has been assumed that the sea water suction crossover line is in operation e) Open one of the desired engine room fire hydrant valves on the 4 sets - firemans outfit
and that each of the fire hydrant valves in the engine room, accommodation fire main after connecting the fire hose.
and on deck are closed. 1 set of first aid kit
4 sets of SCABA spare cylinders
Note: When one of the fire, bilge and GS pumps are started, the fire main
Emergency Fire and Escape Route Protection Pump
will be pressurised and ready for immediate operation. If all of the fire main
outlets are closed however, there will be no flow of water through the pump
which will result in a temperature rise and possible damage to the pump
casing. It is therefore usual to have at least one outlet or the hawse pipe
wash valve slightly open to ensure there is always a flow of water through ft
The emergency fire and escape route protection pump, which is located in
emergency fire pump space in the steering gear room can pressurise the fire
main system if required. However, its primary use is to pressurise the escape
route protection system, which consists of spray nozzles directed to protect
Communication Equipment
Common battery telephone

Automatic telephone
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the ships staff as they proceed to the liferafts and lifeboat in an emergency
the pump.
situation. General alarm pushbutton
a) Ensure all valves to the other services are closed. Fire alarm pushbutton
The emergency fire pump is an electrically-driven self-priming centrifugal
pump and is situated in the emergency fire pump recess in the steering gear Gas detection alarm repeater units (3)
b) In the engine room set the bilge, fire and general service pumps
compartment. Its power supply is taken from the emergency switchboard. Public address remote controller
for supplying water to the fire main as below. This is the normal
setting of the pump valves.
The emergency fire pump has its own sea suction chest with the suction valve
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BF133 and BF118 always in the open position, so that the pump can be started Fire Fighting Equipment
Position Description Valve and supply water to the fire main immediately.
No.1 Bilge, Fire and General Service Pump International ship/shore connection
Open Sea water suction valve B4V The sea chest valve BF133 is operated by a hydraulically actuated manual
Control cabinet for dry powder system for cargo manifold
Closed Suction valve from the bilge system B2V handwheel located at the steering gear room level.
Open Discharge valve to the fire main B9V Control cabinet for the local fire fighting system
The valves should be operated periodically to ensure that they are operational Supply cylinder cabinets for the CO2 system
Closed Discharge valve to overboard B7V
and free to be closed should the need arise.
Remote panel for fire detection system
Remote panel for gas detection system

Remote panel for gas sampling system
Control cabinet for the quick-closing valves and the fire
dampers
Control valve cabinet for CO2 systems to the following rooms:
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Engine room
Port and starboard diesel generator rooms
Port and starboard main switchboard rooms
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Port and starboard cargo switchboard rooms
Emergency generator room
Cargo compressor room
Cargo motor room
Hydraulic power pack room
Purifier room
Incinerator room
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Paint store
Chemical store
Oil and grease store
Switch box for the cargo ESD system
Emergency stop pushbuttons for:
ES-C
ES-A2
ES-A1
ft
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D
Illustration 3.4.2a Deck and Accommodation Fire Main System

BF75 BF78
BF76 BF77
BF79 BF80 BF81
Aft Elevation BF82 BF83 BF84 Forward Elevation
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BF129 BF85 BF86 BF87
BF107 BF88 BF89 BF121 BF90

To Escape Route BF03
op
BF92 Protection System (3.4.7a)
BF BF91
BF114 BF113 BF05
106
BF93
Steering Gear BF115 BF94
BF98 BF99
Room BF06 BF07
2nd Deck BF122 BF123
Eductor
BF100 BF101 Driving Line BF11
BF116 3rd Deck BF08
BF124 BF125
BF117 Key
Aft Peak
Tank
PI BF102 BF103 Fire Water Forward
BF118
Marine
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PI Hydraulic Oil Diesel Oil
Emergency Fire Pump BF126 BF127
4th Deck Tank
(450/72m3/h x 90/110mth) BF104 BF105
Cooling BF128
From Fire Jockey Pump BF09
Water Tank BF133
Bow Thruster Fore Peak
Sea Chest Tank Top Deck Room Tank
Bilge, Fire & General
Service Pumps Pipe Duct Pipe Duct
(245/150m3/h x 30/115mth)
Plan Forward
For Emergency
Generator Room
BF114 BF107
To Escape Route Protection System
PI BF95 BF71
ft For Upper Deck
To Bilge Eductor
BF60
Cargo Manifold Platform
BF48
BF49
BF47
BF46 BF40 BF38

Water Ballast Tank
BF22 BF14
BF09
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BF94
Steering Gear BF108 BF91 BF68 BF56 BF34 BF28 BF18 BF07 BF05
BF106 BF93
Room BF61 BF41 BF23
BF72 BF66 BF62 BF58 BF54 BF44 BF36 BF32 BF30 BF26 BF20 BF08 BF03
To BF
Engine Casing BF15
Accommodation 119
BF115 BF132 BF12 BF01
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk BF11
Bosuns Store
To Swimming Pool Accommodation BF06
BF13 BF02
Area BF67
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BF110 BF109 BF16 BF120
BF21
BF74 BF70 BF65 BF59 BF55 BF45 BF37 BF33 BF31 BF27 BF04
BF130
BF64 BF43 BF25
BF96 BF69 BF57 BF36 BF29 BF19

BF92
BF131 BF112 BF73 BF63 BF50 BF42 BF39 BF24 BF17
BF97
To Hydraulic BF53
Power Unit Room BF51
To Escape Route Protection System BF52
3.4.2 Fire and Deck Wash System Under normal operating conditions, these valves should be kept open at all Aft Deck Fire Main
times to ensure that water is always available to all of the hydrants. Fire hydrants in the after deck areas and the funnel uptake casing are supplied
Fire Main directly from the fire main system in the engine room via branch pipes. This
Note: All of the hydrant valves should be opened at frequent intervals to section of the main is supplied with drain valve to allow the lines to be drained
ensure that they will be free should they be required in an emergency. Use of in cold weather to prevent freezing. The main is also used to fill the ships
The fire main system has numerous hydrants in the engine room, accommodation
all deck valves should take place at least once every two months and this can swimming pool through valve BF110.
block and forward and aft working deck areas. At each outlet is a hose box that
be achieved during fire drills and normal deck washing procedures.
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contains a fire hose and a discharge nozzle. These must be fully maintained at
all times and the outlet valves should be operated at regular intervals to ensure Accommodation Fire Main Systems
that they open and close satisfactorily and are ready for immediate use in the Hawse Pipe
event of an emergency. The accommodation is equipped with two independent fire main systems, one
Water supplied to the fire main on the main deck is also used at the two anchor that is supplied from the sea water fire main as shown in illustration 3.4.2a
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chain hawse pipes for cleaning the chain as the anchors are being retrieved. and is connected to the engine room fire pumps, and another first aid system
In addition to supplying water to the fire hydrants, the engine room fire main
Each hawse pipe has its own isolating valve fitted with extended spindles to that operates using water from the potable fresh water system. The details
system also supplies water to the water spray system (at a much lower capacity
allow them to be operated individually from the main deck level. The valves and layout of this second system have been provided in illustrations given in
than the designated water spray pump), the engine and bow thruster rooms,
are BF03and BF04 for the port and starboard hawse pipes respectively. Section 3.4.12 of this manual.
the sewage treatment plant, the water spray system and the ships swimming
pool. The water spray system has been described in detail in Section 3.4.3 of
this manual. Bow Thruster Room The sea water system has two hydrants fitted to each deck in accordance with
the layout shown in illustrations 3.4.2a of this manual. The outlets on each
The fire main is also used to provide driving water for the bow thruster room deck are permanently connected to 40mm diameter hoses that are 20 metres in
The fire main must be maintained in an operational condition at all times and bilge eductor. The flow to the eductor is regulated by valve BF08 to operate the
all of the hydrant outlet valves kept closed. This will ensure that in the event length when fully extended. Each hose is equipped with a discharge nozzle that
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eductor, the fire main and bilge system valves must first be lined-up and one of can be manually adjusted from a jet to a spray.
of an emergency, there is sufficient water pressure available at the hydrants in the fire pumps manually started.
the locality of the fire.
The accommodation sea water fire main is split into two rising mains, with one
Cargo Manifold Water Curtains supplying the port side and the other the starboard side. To prevent this section
Main Deck Fire Main System of line from freezing in cold conditions, it can be drained by isolating the fire
Water supplied to the fire main on the main deck is configured in accordance The port and starboard cargo manifold side shell water curtains are supplied pumps and opening hydrants low down in the engine room and the two air
with the layout shown in illustration 3.4.2a and is used to supply the with water from the main deck fire main. Each water curtain is supplied with release valves located on top of the bridge deck. If this is done, care must be
following: one regulating valve, on the port side BF47 and BF51 on the starboard side. taken to vent any air from the line from the highest point when refilling with
The fire hydrants on the working decks
The hawse pipe for chain cable washing
The bow thruster room bilge eductor
ft These valves are manual valves that have to be opened during cargo operations.
Because no isolating valves have been fitted on the branch lines, these valves
are the only ones that can be used to open or shut off the water to the curtains
Each water curtain spray rail has a deflector plate fitted over the top. The rail
water.
Preparation for the Operation of the Fire Main System

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The ship side water curtain arrangement by the loading To prepare the fire main and fire hydrant system for use, refer to illustration
nozzles are angled at 45 to the horizontal, and together with the deflector 3.4.2a and proceed as follows:
manifolds on the port and starboard sides
plates ensure that all of the spray water is directed down the side shell of the
The helicopter winching area on the starboard side of the ship. It has been assumed that the sea water suction crossover line is in operation
forward deck and that each of the fire hydrant valves in the engine room, accommodation
Chain Locker Draining and on deck are closed.
The fire main hydrants on the cargo deck have been positioned at 15 meter
intervals to ensure that all areas of the main deck can be reached by water The forward deck fire main also supplies water to the chain locker eductors a) Open one fire hydrant outlet valve or a chain cable washing
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discharged from a fire hose. All of the hydrant outlets are branched off a plates. The flow of water is regulated by valve BF07, with the two chain valve/water curtain valve to ensure there is a continuous flow
150mm diameter fire main line that runs up each side of the ship in the side lockers having their own eductor suction valves, namely BG03 for the port of water through the pumps.
passageways and up onto the trunk deck level, and all of the outlet valves are locker and BG04 for the starboard.
numbered BF.
The valves are manually operated and are used to remove any liquid that may
Intermediate valves have been fitted in the fire main along the passageways to have collected in these spaces.
allow sections of the pipeline to be isolated in the event of a line failure or the
need to undertake maintenance.
Illustration 3.4.2a Deck and Accommodation Fire Main System

BF75 BF78
BF76 BF77
BF79 BF80 BF81
Aft Elevation BF82 BF83 BF84 Forward Elevation
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BF129 BF85 BF86 BF87
BF107 BF88 BF89 BF121 BF90

To Escape Route BF03
op
BF92 Protection System (3.4.7a)
BF BF91
BF114 BF113 BF05
106
BF93
Steering Gear BF115 BF94
BF98 BF99
Room BF06 BF07
2nd Deck BF122 BF123
Eductor
BF100 BF101 Driving Line BF11
BF116 3rd Deck BF08
BF124 BF125
BF117 Key
Aft Peak
Tank
PI BF102 BF103 Fire Water Forward
BF118
Marine
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PI Hydraulic Oil Diesel Oil
Emergency Fire Pump BF126 BF127
4th Deck Tank
(450/72m3/h x 90/110mth) BF104 BF105
Cooling BF128
From Fire Jockey Pump BF09
Water Tank BF133
Bow Thruster Fore Peak
Sea Chest Tank Top Deck Room Tank
Bilge, Fire & General
Service Pumps Pipe Duct Pipe Duct
(245/150m3/h x 30/115mth)
Plan Forward
For Emergency
Generator Room
BF114 BF107
To Escape Route Protection System
PI BF95 BF71
ft For Upper Deck
To Bilge Eductor
BF60
BF48
BF49
BF47
BF46 BF40 BF38

Water Ballast Tank
BF22 BF14
BF09
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BF94
Steering Gear BF108 BF91 BF68 BF56 BF34 BF28 BF18 BF07 BF05
BF106 BF93
Room BF61 BF41 BF23
BF72 BF66 BF62 BF58 BF54 BF44 BF36 BF32 BF30 BF26 BF20 BF08 BF03
To BF
Engine Casing BF15
Accommodation 119
BF115 BF132 BF12 BF01
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk BF11
Bosuns Store
To Swimming Pool Accommodation BF06
BF13 BF02
Area BF67
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BF110 BF109 BF16 BF120
BF21
BF74 BF70 BF65 BF59 BF55 BF45 BF37 BF33 BF31 BF27 BF04
BF130
BF64 BF43 BF25
BF96 BF69 BF57 BF36 BF29 BF19

BF92
BF131 BF112 BF73 BF63 BF50 BF42 BF39 BF24 BF17
BF97
To Hydraulic BF53
Power Unit Room BF51
To Escape Route Protection System BF52
Note: When one of the fire, bilge and GS pumps is started, the fire main Note: After use, the hose and nozzle unit must be properly stowed in the
will be pressurised and ready for immediate operation. If all of the fire main hose box ready for future use. Any defects found in the hose, nozzle, valve or
outlets are closed however, there will be no flow of water through the pump system must be reported immediately and rectified as soon as possible. Hose
which will result in a temperature rise and possible damage to the pump boxes must never be left with components which are defective.
casing. It is therefore usual to have at least one outlet or the hawse pipe
wash valve slightly open to ensure there is always a flow of water through
the pump.
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b) In the engine room, set the bilge, fire and general service pumps
for supplying water to the fire main as below. This is the normal
setting of the pump valves.
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Position Description Valve
Open Sea water suction valve B4V
Closed Suction valve from the bilge system B2V
Open Discharge valve to the fire main B9V
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Position Description Valve
Open Sea water suction valve B3V
Closed Suction valve from the bilge main B1V
Open Discharge valve to the fire main B8V
c) On the port and starboard sides of the accommodation, at the

upper deck level, open the following valves:
Description Valve ft
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Discharge valve from the engine room fire main system BF106
Isolating valve to aft deck, steering gear room and starboard BF107
side of upper and main decks
Isolating valve to starboard side of upper and main decks BF108
Isolating valve to port side of main deck BF94
Isolating valve to starboard side of main deck BF96
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d) Start one of the bilge, fire and GS pumps from the one of the
positions listed earlier.
The deck fire main is now pressurised and ready for use. Open the hydrant
valves as required.
Illustration 3.4.3a Water Spray System
Cargo Manifold
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WS27 WS11
WS28 WS26 WS24 WS10 WS07
Steering Gear
Room WS18 WS09 WS04
WS22 WS29 WS20 WS17 WS15 WS08 WS05 WS03 WS01
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WS09
No.4 Trunk WS16 WS06 WS02
WS
21
No.4 No.4
Liquid Gas
Dome Dome WS19 No.3 No.2 No.1
Liquid No.3 Liquid No.2 Liquid No.1
Dome Gas Dome Dome Gas Dome Dome Gas Dome
WS23 No.3 Trunk No.2 Trunk No.1 Trunk

WS25 Motor Cargo
Room Compressor
WS13
Room WS14
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CG614
CG615 Cargo Manifold
CG616 CG620 CG619
CG617 CG613
Engine Room
From
To and From
Fire Main
System B14V
Fresh Water
System
(2.12.1a Machinery)
IAS
B19V
LS
BA41V
ft
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(3.4.1a)
PM
IAS BA42V B18V
PI
Sea Water
Spray Pump To
Reference Shipyard Drawing: 2T-7400-003 Rev No.300 - Sea Water Spray System
(850m3/h x 110mth) No.1 and No.2
CI Water Ballast Eductors
Key
D
IAS BA43V
LS
Sea Water
From Sea Water Crossover LNG Vapour
3.4.3 sea Water Spray System The water spray pump and fire, bilge and GS pumps may be operated from:
Fire control station (start only)
Water Spray Pump Bridge emergency console (start only)
Manufacturer: Shin Shin Machinery Co. Ltd. Locally (start and stop)
No. of sets: 1
Via IAS (start and stop)
Type: Motor-driven, vertical, centrifugal
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Model: EVD350E Main switchboard group starter panels (start and stop)
3
Capacity: 850m /h at 110mth
Rating: 400kW at 1,800 rpm Procedure for Supplying Sea Water to the Water Spray System
op
Using the Water Spray Pump
Introduction It is assumed that the sea water main suction valves BA23V and BA24V at the
sea water valve chest(s) are open to provide sea water suction.
The water spray pump is located in the engine room and takes suction from the
main sea water crossover pipe. Either the high or low sea chest must be open a) Ensure all intermediate isolating valves along the water spray
to this suction main at all times. system on the deck must be open.
The water spray pump supplies sea water to the spray nozzles at the following b) Set up the valves as shown in the following table:
locations:
C
Accommodation forward bulkhead Position Description Valve
Cargo machinery and electric motor room exterior bulkheads Open Water spray pump suction valve BA43V
Open Water spray pump discharge valve BA41V
Cargo manifold area
Closed Water spray line drain valve B18V
Cargo tank liquid and gas domes As Required Deck system water spray line valve WS27V
Fuel gas master valves As Required Accommodation front system water spray line WS26V
valve
The water spray pump provides a dedicated supply of water to the deck water
spray system. A secondary supply, at greatly reduced capacity, is possible from
the bilge, fire and GS pumps. The water spray pump suction valve BA43V and
discharge valves BA42V and BA41V are operated from the IAS, the discharge ft As Required Accommodation aft system water spray line WS28V
Locked
closed
valve
Crossover valve from the fire main system B14V
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valves to the deck water spray system and accommodation water spray system
normally remain in the open position. After the water spray discharge valve, c) Start the pump from the one of the positions listed previously.
there is a line drain valve, B18V, in the engine room which is normally locked
closed. This valve is opened after the system has been operated in order to The water spray system is now in use and delivering water to all the spray
drain the water spray system. nozzles, either onto the deck area(s) or the accommodation or both.
Provision is made for flushing the spray line with fresh water from the domestic
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fresh water system if required.
The water spray pump is also used for supplying drive water to the ballast
eductors, and may also be used for supplying the deck fire main system by
opening the cross-connecting valve B14V in the engine room. Conversely, the
water spray system can also be supplied by the fire, bilge and general service
pumps or the emergency fire pump via the same cross-connecting valve in the
engine room.
Illustration 3.4.4a Dry Powder System on Deck

Main Dry Spare Dry
Powder Monitor Powder Monitor
Elevation (Port and Starboard) (Port and Starboard)
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Aft Elevation
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
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2nd Deck
3rd Deck
Aft Peak
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Tank
4th Deck
C
Tank Top Deck Key
No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) Nitrogen and
Sodium
Bicarbonate
Main Dry Spare Dry
Powder Local Release Powder
Dry Powder Unit No.3 Monitor Boxes for Monitors Monitor Dry Powder Unit No.1
Steering Gear
Plan
ft
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Room Dry Powder
Hose Box No.8 Dry Powder Dry Powder Dry Powder
Hose Box No.6 Hose Box No.4 Hose Box No.2
No.4 Trunk Dry Powder No.2 Trunk No.1 Trunk Bosuns Store
Hose Box No.5 Dry Powder Dry Powder
Accommodation
Hose Box No.3 Hose Box No.1
Area Cargo
Dry Powder No.3 Trunk
Hose Box No.7 Manifold
D
Area
Dry Powder Unit No.4 Main Dry Local Release Spare Dry Dry Powder Unit No.2
Powder Boxes for Monitors Powder
Monitor Monitor Reference Shipyard Drawing: 2T-7400-003 Rev No.300 - Dry Powder Fire Ext. System
3.4.4 DECK Dry Powder System The remote release control cabinets are at the following locations: N2 gas will be released and open the N2 gas cylinders which will pressurise the
dry powder storage tank. Release of the N2 gas to the dry powder storage tank
Cargo control room on C deck for the port and starboard
cylinders also opens the dry powder discharge valve to the manifold monitor.
Equipment manifold monitors
Manufacturer: Unitor Ltd. Fire control station on the upper deck for the port and starboard The system is now in operation.
No. of sets: 4 (two port, two starboard) manifold monitors
Type: Sodium bicarbonate agents - nitrogen propellant Locally at each manifold monitor If the system fails to operate, a tank runs out of dry powder or the N2 gas
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cylinders are empty, the tank on the other side can be connected as follows:
Tank capacities: 1,710 litres containing 1,440kg (each tank) Main deck forward and aft for the hose cabinets - 8 sets
Nitrogen cylinders: 6 sets per tank, each 50 litres at 200 bar e) At the dry powder units open the manual crossover valves to
Minimum discharge time:45 seconds with all monitors and hoses in use Each system consists of a tank containing sodium bicarbonate and a rack of 6
connect the port and starboard units.
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cylinders containing N2 gas under pressure. The discharge valves on the N2 gas
Monitors: 2 sets each - port and starboard
cylinders are designed to be opened manually or by the N2 gas pressure from
Monitor capacities: 17kg/sec f) Open the release cabinet door for the opposite manifold, where
the remote release control cabinet bottle. Each release control cabinet contains
the release N2 charged cylinder is located.
Hand hoses: 8 sets at 33m length - port and starboard one N2 gas cylinder containing 2.68 litres pressurised to 55 bar.
Hand hose capacities: 3.5kg/sec g) Open the screw-down discharge valve on the release N2 charged
The system is operated by releasing the N2 charged cylinder in the control
cylinder.
cabinet, this activates the N2 gas cylinders discharge valves and opens the
Introduction selection valve on the dry powder supply pipe to the manifold monitor or the
h) Pull down the valve lever which open the ball valve on the N2
hose cabinet. The mixture of powder and N2 gas is then forced through the
gas discharge pipeline.
The dry powder fire extinguishing system consists of four identical systems, pipelines to the monitors and hose cabinets.
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situated on the port and starboard side of the upper deck passageways, each
supplying one monitor and two hand hose cabinets. The systems may be cross- The dry powder storage tank is pressurised by the N2 gas and the tank pressure The other dry powder unit will now discharge to the monitors on the side that
connected to supply two monitors, and four hand hose cabinets. operates a pressure switch, which in turn opens a shuttle valve, to divert N2 gas has the empty tank.
through the control valve to open the main discharge valve on the dry powder
The monitors are situated at the cargo hose manifolds and the hand hose tank. Note: Close the outlet valve on the empty tank to prevent powder being
cabinets are strategically situated to cover the cargo deck area. discharged into the empty tank.
Procedure for Operating the Monitor Dry Powder System
Note: Before commencing cargo operations, direct the monitor towards the
cargo manifold to be used and open the valve under the monitor.
No.1 dry powder unit is positioned forward port inside the bosuns store and
supplies the port side manifold forward monitor and No.1 and No.3 hand hose ftfrom the Cargo Control Room or the Fire Control Station
a) Open the ball valve at the monitor; this must always be open
during cargo loading or discharge.
Procedure for Operating the Monitor Dry Powder System
from the Local Station
If the remote systems fail the units can be locally operated. The N2 cylinder
release valves can be opened by using the local release cabinet.
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cabinets. No.2 dry powder unit is positioned forward starboard inside the
There are four release stations for the manifold monitors, two for the port
bosuns store and supplies the starboard side manifold forward monitor and
manifold and two for the starboard. a) Open the local release cabinet door for the required manifold,
No.2 and No.4 hand hose cabinets. No.3 dry powder unit is positioned in the
aft port trunk deck passageway and supplies the port side manifold aft monitor where the release N2 charged cylinder is located.
b) Open the release cabinet door for the required manifold, where
and No.5 and No.7 hand hose cabinets. No.4 dry powder unit is positioned aft
the release N2 charged cylinder is located. b) Open the screw-down discharge valve on the release N2 charged
starboard trunk deck passageway and supplies the starboard side manifold aft
monitor and No.6 and No.8 hand hose cabinets. The monitors are situated at cylinder.
c) Open the screw-down discharge valve on the release N2 charged
the port and starboard side of the cargo manifold and the hand hose cabinets
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cylinder. c) Pull down the valve lever which open the ball valve on the N2
are strategically situated to cover the cargo deck area.
gas discharge pipeline.
d) Pull down one of the two valve levers which open the ball
Note: There is a crossover line between No.1 and No.2 dry powder units and valves on the N2 gas discharge pipeline. One ball valve is for N2 gas will be released and open the N2 gas cylinders which will pressurise the
between No.3 and No.4 dry powder units. This allows the operator to use the the aft monitor the other is for the forward monitor. dry powder storage tank. Release of the N2 gas to the dry powder storage tank
port unit on the designated starboard monitor or vice versa. Similarly No.2
also opens the dry powder discharge valve to the manifold monitor.
and No.4 hose box can be supplied from No.1 dry powder unit. The aft deck
is also interconnected.
The system is now in operation.
Illustration 3.4.4b Dry Powder System

No. 7 Hose Station No. 5 Hose Station No. 3 Hose Station No. 1 Hose Station
Release Release
Fire Control Room Station Station
for Monitor Port Side Port Side for Monitor
Remote (After) (Forward)
Release Station
Operation
for Monitors
Instruction
Starboard Port
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A B
Dry Chemical Powder Room (Port Side After) Dry Chemical Powder Room (Port Side Forward)
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PI PI
Operation Instruction
Cargo Control Room 6 - Nitrogen Cylinders 6 - Nitrogen Cylinders

Remote
Release Station
C
for Monitors
Starboard Port
Operation Instruction Operation Instruction
No. 8 Hose Station No. 6 Hose Station No. 4 Hose Station No. 2 Hose Station
Release Release
Station Station
for Monitor Starboard Side Starboard Side for Monitor
(After) (Forward)
ft
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A B
Dry Chemical Powder Room (Starboard Side Aft) Dry Chemical Powder Room (Starboard Side Forward)
Key
PI PI
D
CO2
Nitrogen
6 - Nitrogen Cylinders 6 - Nitrogen Cylinders
Nitrogen and
Sodium
Bicarbonate
Operation Instruction Operation Instruction

Reference Shipyard Drawing: 6T-7432-003 Rev No.03 - Dry Powder Fire Ext. System
If the system fails to operate, a tank runs out of dry powder or the N2 gas Procedure for Operating the Dry Powder Hose System Procedure to Clean the System After Use
cylinders are empty, the tank on the other side can be connected as follows:
a) Open the cabinet door at one of the hose stations. The system should be cleaned immediately after use by blowing through the
d) At the dry powder units open the manual crossover valves to pipelines with compressed air.
connect the port and starboard units. b) Take out the full length of the hose.
a) Close the handle in the release station or hose station.
e) Open the release cabinet door for the opposite manifold, where c) Open the screw-down discharge valve on the release N2 charged
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the release N2 charged cylinder is located. cylinder. b) Using a manual release handle, which is located near the N2 gas
cylinders, close the top valve of the N2 gas cylinders.
f) Open the screw-down discharge valve on the release N2 charged d) Pull down the handle which opens the ball valve on the N2 gas
cylinder. discharge pipeline. N2 gas will be released and open the N2 gas c) Wait until all N2 gas is released from the dry powder tank.
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cylinders which will pressurise the dry powder storage tank.
g) Pull down the valve lever which open the ball valve on the N2 Release of the N2 gas to the dry powder storage tank also opens d) Manually close the dry power storage tank main discharge
gas discharge pipeline. the dry powder discharge valve to the hose. valve.
The other dry powder unit will now discharge to the monitors on the side that e) Operate the pistol nozzle when the hose is pressurised and direct e) Connect an air hose from the ships general service air system
has the empty tank. dry powder as required. to the system flushing connection and blow air through the
system.
Procedure for Manual (Emergency) Operation of the Dry Note: It is important that the operator is standing in a well supported position
as there will be a high recoil when the nozzle is opened due to the gas f) When only air comes out of the drain, monitors or the hose
Powder System
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pressure in the system. nozzles, shut off the air supply, disconnect the air hose and
return all valves to their normal position
a) Using a manual release handle, which is located near the N2 gas
cylinders, open the top release valve of the N2 gas cylinders. Precautions g) Recharge/replace the pilot cylinder and main N2 gas cylinders at
the next opportunity.
b) Manually open the relevant sector discharge valve on the Always wear full fireproof clothing and personal protection
distribution manifold. equipment h) Replenish the dry chemical agent in the dry powder tank.
After opening the cabinet door the operation must begin quickly
c) Operate a dry powder monitor or hose nozzle as required.
ft to prevent the powder caking

Be aware of the reaction of the nozzle gun on commencing
discharging
Prevent kinking of the hose and twists in the line
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Illustration 3.4.5a CO2 Fire Extinguishing System
CO2 Room Fire Control Station

Pa
No.15 No.12 No.5 No.4 No.3 No.2
Ka La Ma Na Oa No.16 Emergency No.14 No.13 Cargo No.11 No.8 Main Main Diesel Diesel
C-Deck Oil and Diesel Cargo Cargo Switchboard Cargo No.10 No.9 Hydraulic No.7 No.6 Switchboard Switchboard Generator Generator No.1
No. No. Grease Generator Motor Computer Room Switchboard Chemical Incinerator Power Paint Purifier Room Room Room Room Engine
Store Room Room Room (Starboard) Room (Port) Store Room Pack Room Store Room (Starboard) (Port) (Starboard) (Port) Room
291 291
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Open to Air
CO2 Cylinders for Engine Room
C-Deck
No. No.
266 151
op
Open to Air
B-Deck
No. No. No. No. No. No. No. No. No. No. No. No.
1 7 8 18 19 29 30 79 80 129 130 150
Open to Air
CO2 Cylinders for Outside Engine Room (24 Cylinders)
A-Deck
No. No. No. No. No. No. No. No. No.
1 3 4 5 6 7 9 12 Emergency 24 Aa Ab Ba Bb Ca Cb Da Db Ea Eb Fa Fb Ga Gb Ha Hb Ia Ib Ja Jb Ka Kb La Lb Ma Mb Na Nb Oa Ob Pa Pb
Operating
Handles
CO2 Room
C
Open to Air
CO2 Cylinders for Engine Room CO2 Cylinders for Engine Room
A-Deck PI
No. No. No. No.

557 515 290 267
No.11 No.12 No.14 No.15
Cargo Cargo No.13 Cargo Emergency No.16
No.7 No.8 No.9 No.10 Switchboard Switchboard Cargo Compressor Diesel Oil/Grease
Paint Store Hydraulic Pack Incinerator Chemical Store Room Entrance Room Entrance Compressor Motor Room Generator Store Motor
Entrance Room Entrance Room Entrance Entrance (Port) (Starboard) Room Entrance
ft Entrance Room Entrance Room Entrance
Pa
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Ja Jb Ia Ib Ha Hb Ga Gb Fa Fb Ea Eb Da Db Ca Cb Ba Bb Aa Ab
Ob Nb Mb Lb Kb Jb Ib Hb Gb Fb Eb Db Cb Bb Ab
Pb
No.1 No.1 No.2 No.3 No.4 No.5 No.6 No.7 No.8 No.9 No.10 No.11 No.12 No.13 No.14 No.15 No.16
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Protected Areas
No.1 No.2 No.3 No.4 No.5 No.6 No.7 No.8 No.9 No.10 No.11 No.12 No.13 No.14 No.15 No.16
GVU GVU Main Switchboard
Engine Room Diesel Generator Diesel Generator Main Switchboard Purifier Room Paint Store Hydraulic Power Incinerator Room Chemical Store Cargo Switchboard Cargo Switchboard Cargo Compressor Cargo Compressor Emergency Diesel Oil and Grease
Room Room Room (Port)
557 Cylinders Room (Port) Room (Starboard) Room (Starboard) 7 Cylinders 3 Cylinders Pack Room 4 Cylinders 1 Cylinder Room (Port) Room :9
Room (Starboard)
Cylinders Room Motor Room Generator Room Store
(Port) (Starboard) 11 Cylinders
50 Cylinders 50 Cylinders 11 Cylinders 4 Cylinders 9 Cylinders 9 Cylinders
(Starboard) 24 Cylinders 12 Cylinders 6 Cylinders 1 Cylinder
3.4.5
Co2 Fire extinguishing System System Description When the release system is activated for a particular protected space, only the
required number of cylinders for that space are released.
Areas Protected
Manufacturer: Unitor AS
Type: High pressure The central bank CO2 system installed on the vessel protects the following Protected Space No. of Cylinders
areas: Required
Capacity : 581 cylinders each containing 68 litres
557 cylinders for engine room spaces and 24 Engine room Engine room 557
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cylinders for outside engine room spaces Port diesel generator room Port diesel generator room 50
Starboard diesel generator room 50
Starboard diesel generator room
Port main switchboard and transformer room 11
Introduction Gas combustion unit GCU room
Starboard main switchboard and transformer room 11
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Port main switchboard and transformer room GCU room 7
WARNING
Starboard main switchboard and transformer room Purifier room 7
DANGER OF ASPHYXIATION
Purifier room Paint store 3
Re-entry to a CO2 flooded area should not be made until the area has
been thoroughly ventilated. Hydraulic power pack room 4
Paint store
Incinerator room 4
Hydraulic power pack room
WARNING Chemical store 1
Due to the hazard of electrostatic shock during gas release, the gas Incinerator room No.1 high voltage cargo switchboard rooms 9
bottles must not be touched. Chemical store No.2 high voltage cargo switchboard rooms 9
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No.1 high voltage cargo switchboard rooms Cargo compressor room 24
Depending upon the application, CO2 is normally employed at levels of Cargo compressor motor room 12
between 35% and 50% by volume to produce an oxygen deficiency and thus No.2 high voltage cargo switchboard rooms
extinguish a fire. This level of oxygen deficiency is not sufficient to sustain Emergency generator room 6
Cargo compressor room Oil/grease store 1
life. Fixed high pressure CO2 fire extinguishing systems are therefore designed
to include safeguards which prevent the automatic or accidental release of CO2 Cargo compressor motor room
whilst the protected area is occupied. Emergency generator room Alarms and Trips
CO2 is an asphyxiant, but not toxic and it does not produce decomposite
products in a fire situation.
The CO2 cylinders are fitted with a safety device called a bursting disc which
will relieve excess pressures caused by high temperatures. To avoid these discsft Oil/grease store
Central Bank CO2 System

The central bank CO2 system consists of 581 cylinders each containing 68
The engine room valve release cabinet door will stop the following:
Engine room ventilation fans - 4 sets
The engine room valve release cabinet door will initiate an audible and visual
alarm in all the areas.
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bursting, it is recommended that the cylinders are located in areas where the litres of CO2 located in the CO2 room, which is situated on the port side of the
ambient temperature will not exceed 45C. engine casing on the A, B and C decks.
Valve Release Cabinet
Note: Some gaseous extinguishing agents may cause low temperature burns These cylinders are connected to discharge nozzles within the protected space CO2 valve release cabinets are located in the following places:
when in contact with the skin. In such cases the affected area should be via cylinder manifolds and distribution pipework. CO2 room - engine room only
thoroughly irrigated with clean water and afterwards dressed by a first aid
trained person. A pressure gauge and pressure switch are fitted to the main CO2 manifold. Fire control room - all areas
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Outside each room - near entrance door
The system is designed to discharge the required number of cylinders into
the protected space at the same time. Each protected space requires a certain
number of cylinders to give a 40% concentration of CO2. The system is operated by a supply of CO2 separate from the main fire
extinguishing CO2.
The total number of cylinders is determined by the largest protected
compartment and this is the high and low voltage switchboard and transformer It is stored in small pilot cylinders installed within the supply cabinet. The pilot
room, which also incorporates the engine control room. cylinders are connected to the main pilot system pipework via two isolation
valves installed within the valve release cabinet.
Illustration 3.4.5a CO2 Fire Extinguishing System
CO2 Room Fire Control Station

Pa
No.15 No.12 No.5 No.4 No.3 No.2
Ka La Ma Na Oa No.16 Emergency No.14 No.13 Cargo No.11 No.8 Main Main Diesel Diesel
C-Deck Oil and Diesel Cargo Cargo Switchboard Cargo No.10 No.9 Hydraulic No.7 No.6 Switchboard Switchboard Generator Generator No.1
No. No. Grease Generator Motor Computer Room Switchboard Chemical Incinerator Power Paint Purifier Room Room Room Room Engine
Store Room Room Room (Starboard) Room (Port) Store Room Pack Room Store Room (Starboard) (Port) (Starboard) (Port) Room
291 291
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Open to Air
CO2 Cylinders for Engine Room
C-Deck
No. No.
266 151
op
Open to Air
B-Deck
No. No. No. No. No. No. No. No. No. No. No. No.
1 7 8 18 19 29 30 79 80 129 130 150
Open to Air
CO2 Cylinders for Outside Engine Room (24 Cylinders)
A-Deck
No. No. No. No. No. No. No. No. No.
1 3 4 5 6 7 9 12 Emergency 24 Aa Ab Ba Bb Ca Cb Da Db Ea Eb Fa Fb Ga Gb Ha Hb Ia Ib Ja Jb Ka Kb La Lb Ma Mb Na Nb Oa Ob Pa Pb
Operating
Handles
CO2 Room
C
Open to Air
CO2 Cylinders for Engine Room CO2 Cylinders for Engine Room
A-Deck PI
No. No. No. No.

557 515 290 267
No.11 No.12 No.14 No.15
Cargo Cargo No.13 Cargo Emergency No.16
No.7 No.8 No.9 No.10 Switchboard Switchboard Cargo Compressor Diesel Oil/Grease
Paint Store Hydraulic Pack Incinerator Chemical Store Room Entrance Room Entrance Compressor Motor Room Generator Store Motor
Entrance Room Entrance Room Entrance Entrance (Port) (Starboard) Room Entrance
ft Entrance Room Entrance Room Entrance
Pa
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Ja Jb Ia Ib Ha Hb Ga Gb Fa Fb Ea Eb Da Db Ca Cb Ba Bb Aa Ab
Ob Nb Mb Lb Kb Jb Ib Hb Gb Fb Eb Db Cb Bb Ab
Pb
No.1 No.1 No.2 No.3 No.4 No.5 No.6 No.7 No.8 No.9 No.10 No.11 No.12 No.13 No.14 No.15 No.16
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Protected Areas
No.1 No.2 No.3 No.4 No.5 No.6 No.7 No.8 No.9 No.10 No.11 No.12 No.13 No.14 No.15 No.16
GVU GVU Main Switchboard
Engine Room Diesel Generator Diesel Generator Main Switchboard Purifier Room Paint Store Hydraulic Power Incinerator Room Chemical Store Cargo Switchboard Cargo Switchboard Cargo Compressor Cargo Compressor Emergency Diesel Oil and Grease
Room Room Room (Port)
557 Cylinders Room (Port) Room (Starboard) Room (Starboard) 7 Cylinders 3 Cylinders Pack Room 4 Cylinders 1 Cylinder Room (Port) Room :9
Room (Starboard)
Cylinders Room Motor Room Generator Room Store
(Port) (Starboard) 11 Cylinders
50 Cylinders 50 Cylinders 11 Cylinders 4 Cylinders 9 Cylinders 9 Cylinders
(Starboard) 24 Cylinders 12 Cylinders 6 Cylinders 1 Cylinder
One isolation valve is connected via small bore pilot gas pipework to the h) After 10 minutes, close the pilot cylinder handwheel valve. Galley CO2 System
cylinder bank to open the cylinders after a time delay of approximately 30
seconds, the other is connected via a separate pilot gas line to open the line i) When the pilot pressure gauge within the control box is zero, The galley exhaust duct is fitted with a CO2 fire extinguishing system. The
valve to the protected spaces. The isolation valves are positioned so that the close both pilot isolation valves. CO2 is contained in a 6.8kg cylinder stored in a cabinet in the starboard
valve release cabinet door cannot be closed with the valves in the open position. bulkhead of the galley.
It is also arranged that the valve release cabinet door will operate the switches Note: Allow time for structural cooling before opening the space and
when in the open position, to initiate audible and visual alarms. ventilating the CO2 gas. The procedure for operating the system is as follows:
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A time delay unit is located in the pilot CO2 pipeline to the main storage bottles. a) On discovering a fire in a exhaust duct space, raise the alarm.
WARNING
This unit allows for a time delay of about 30 seconds between actuation of the
main cylinder release isolating valve and the actual operation of the cylinder Do not enter a CO2 flooded space without using breathing apparatus.
b) Stop the galley duct fan and close all dampers and flaps.
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release valves. This delay offers time for personnel in the protected spaces to
evacuate them after the CO2 release alarm has sounded. Manual Operating Procedure from the CO2 Room c) Conduct a muster of all personnel ensuring that everyone is
accounted for.
A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2 Should the pilot CO2 cylinders fail to open the main CO2 cylinders for the
pressure. protected compartment then these must be opened manually. The main line d) Open the valve release cabinet door and open the release valve
valve to the protected compartment must also be operated manually. The CO2 on the cylinder.
Operating Procedure from the Fire Control Station cylinders for each protected compartment are grouped together and so it is
easy to recognise which cylinders must be manually opened for any protected d) Do not restart the duct fan until the fire has been extinguished
a) On discovering a fire in a protected space, shut down the compartment. and the vent duct is cool.
C
machinery in that space together with fuel supplies, if any,
and ventilating systems. Close all doors, ventilators and other The procedure for opening the main cylinders is as below; these should be
openings having first ensured that all personnel have been opened by operation of the manual release lever on top of each CO2 cylinder
evacuated. as follows:
b) Conduct a muster of all personnel ensuring that everyone is a) Open the main line valve leading to the protected space.
accounted for. The gas must not be released until any missing
persons are accounted for and are known not to be in the b) Remove the manual release handle from its mounting position
c)
protected space where CO2 is to be released.
Open the valve release cabinet door for the compartment where
the fire is located. Upon opening the door an audible alarm will
sound and the ventilation fans will stop. Pull the two handles in ft c)
near the cylinders.
Insert the end of the handle into the hole in the release lever.
Push the handle as far as possible in order to operate the release
mechanism for the cylinder.
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a downwards direction on the isolation valves.
d) Repeat this procedure for each cylinder until the specified
d) Obtain the key for the supply cabinet from inside the valve number have been discharged.
release cabinet.
All cylinders can be individually manually discharged into any of the protected
e) Open the supply cabinet door and open the valve on one of the compartments as and when they are required.
pilot CO2 cylinders.
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f) Pilot CO2 will open the required number of cylinders for the
protected space and will also open the main ball valve. The gas
is released to the protected space after the time delay period.
g) Go to the CO2 room and check that the discharge valve for the
selected area has opened and the correct number of cylinders
have been released. If not open by hand.
Illustration 3.4.6a Fire Detection Panel
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op
Central Unit Panel
Salwico CS3000
POWER ON
CS3000 CONTROL CHECK
FIRE
DISCONNECTION
6 13 DATE 2006-09-02 TEST......
C
ALARM TRANSFER
SECTION DETECTOR TIME 08;52;24
EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA EXTERNAL FAULT
ALARM
EXTERNAL CONTROL
ACTIVATED
ft ALARM RESET
4
1
5
2
6
3
D
SD
DETECTOR
SMOKE
DETECTOR
EC
AD
EXTERNAL
CONTROL
ALARM
DELAY
M
R
MUTE
RESET
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SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Fire Alarm Panel Operating Panel

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3.4.6 Fire Detection System ALARM RESET: This key is used to reset the fire RESET: Fault handling key used to reset the
alarm. faults.
Manufacturer: Consilium Marine
Type: CS 3000 Salwico Fire Detection System ALARMS IN QUEUE: LEDs indicate multiple alarms ON, OFF, TIMER: Operation keys used to choose the
which can be scrolled through using operation to perform.
this key. Each alarm is listed in the
General Description alphanumeric display. LIST: List handling keys, the LIST key is
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used to open the list function.
The CS3000 Fire Detection system is a computerised, fully addressable The arrow keys are used to scroll
Indicators Description
analogue fire alarm system with analogue detectors. The operating panel, through the lists.
control unit and power supply are contained in a central cabinet in the EXT. CONTROL LED indicating that an external
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wheelhouse. The detector loops are connected to the system with a 7.2Ah ACTIVATED: control output is active.
Indicators Description
battery system back-up in the event of a power failure. The system is looped
to the gas sampling and alarm system and to the IAS cabinet in the electrical SECTION/DETECTOR LED indicating that an alarm reset POWER ON: Illuminated when the power is on.
equipment room on C deck. NOT RESET: has been attempted but failed.
(Detector still in alarm.) DISCONNECTION: General disconnection of detectors
The Salwico CS3000 comprises a wide range of detectors and sensors to indicator.
suit different needs and conditions. It includes detectors for different alarm Operating Panel
parameters, for example, smoke, heat and flames. Manual call points, short- TEST: Is lit when the central unit is in test
circuit isolators and a timer are connected to the loop where required. A fault mode.
The operating panel is used for controlling the system and to display extra
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in the system or a false alarm is detected immediately since the function of information in case of a fire alarm. The alphanumeric display is used as a
the detectors and other installed loop units are automatically and continuously ALARM TRANSFER: Is lit when the dedicated fire output
complement to the numeric display on the fire alarm panel, as a communication is activated (steady light) and is
tested. medium when operating the system and to display guiding texts for the function flashing when the door is open, the
keys. Under normal conditions, when the central unit is in normal status, the fire output is deactivated.
The fire alarm repeater alarm unit is fitted in the fire control station. The repeater text Salwico CS3000 is displayed together with the date and time.
panel allows the ships staff to monitor alarms and scroll through alarms in
the queue list, but not to accept any alarms or perform any disconnections or EXTERNAL ALARM: Is lit when an external alarm output
reconnections. The system can also identify defective detectors in each loop. Keys Operation is disconnected or faulty.
The system can be monitored via the IAS and a typical screen display is shown
here.
Central Unit Panel ft F1, F2, F3, F4:

Function keys, used for choosing
functions from the menus in the
display and for entering certain
characters with no keys of their
own.
DELAY OFF:

SYSTEM FAULT:
Is lit when the time delay is
deactivated.
Is lit when a fault occurs in the

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system.
The central unit panel is divided into two parts, the fire alarm panel and the 0-9: Numeric keys.
operating panel. The fire alarm panel is activated when there is a fire alarm ABNORMAL COND: Is lit when an abnormal condition
in the system. The operator verifies and supervises the system by using the has occurred.
Correction key: The last key stroke is erased.
different keys and the display on the operating panel.
Return key: The system returns to normal status,
Fire Alarm Panel Salwico CS30000 is displayed.
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The fire alarm panel is activated when a fire alarm is detected on the system.
S, D, SD, EA, AD: Command keys used to choose the
unit (section/detector no. etc) to
The FIRE indicator flashes and the section number and detector address in
operate.
alarm are displayed on the numeric display.
MUTE: Fault handling key used to
Keys Operation acknowledge faults and to mute the
ALARM MUTE: This key is used to acknowledge buzzers.
the fire alarm and mute the buzzers.
System Operation f) The second fire alarm address is displayed both on the fire If no key is depressed for about 60 seconds the display returns to the first non-
alarm panel and on the alphanumerical display. The fire alarm is resettable fire alarm.
Detection of a Fire Alarm
presented on the two first lines on the display. Five seconds after
FIRE lamp is flashing: A fire alarm is detected in the system. pressing ALARMS IN QUEUE, the first fire alarm is displayed If the fire alarm is reset it disappears from the display and from the fire alarm
again. list. The display then returns to the next fire alarm or if there are no more fire
a) Press ALARM MUTE to mute and acknowledge the fire alarms it returns to normal status, Salwico CS3000 is displayed. If the alarm
alarm. g) If ALARMS IN QUEUE is pressed when the last fire alarm does not reset, the reason is displayed on line three. The problem should be
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is displayed, the first fire alarm is displayed again and the investigated. The non-resettable fire alarm is displayed again.
b) The FIRE indicator stops blinking and becomes steady red. The ALARMS IN QUEUE indicator goes out for 5 seconds.
audible fire alarm, including the internal buzzer is permanently The LIST key can always be used regardless of system status. Pressing LIST
silenced when the ALARM MUTE is pressed. shows the fire alarms one by one on the first line of the alphanumerical display.
Reset Fire Alarm
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They can then be reset in the normal way one by one. If the alarm does not
c) The section number and detector address in alarm are displayed reset, the reason is displayed on line three. The problem should be investigated.
on the fire alarm panel and on the alphanumerical display on the Only one fire alarm can be reset at a time, ie, the displayed fire alarm. If there The not resettable fire alarm is displayed again.
operating panel. are more, the next one will appear on the display.
a) Press the MUTE button for 2 seconds to acknowledge the Fault Indication
d) The section number and the detector address are displayed on
the first line, and additional information about the location is alarm. The FAULT indicator is flashing and the internal buzzer is sounding. One or
displayed on the second line, if provided. more faults are detected in the system and the latest fault is displayed on the
b) Press the LIST button. alphanumeric display. The first line displays the word FAULT, a fault code
followed by the section number, the detector address, and a fault message.
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ALARMS IN QUEUE lamp is flashing. There is more than one fire alarm in
the system. c) Press the F1 button below the Fire Alarm display key to select Additional text is displayed on line two, if provided The fault codes are listed
the appropriate fire alarm. in the manufacturers manual. Only one fault can be acknowledged at a time.
a) Press ALARM MUTE repeatedly to mute and acknowledge all Press M in the FAULT field to acknowledge the fault and mute the buzzer.
the fire alarms. d) Press the ALARM RESET button to reset the fire alarm. It will The FAULT indication stops flashing and becomes steady yellow. The internal
disappear from the display and be inserted into the history list. buzzer is permanently silenced. The fault is placed in a fault list and the
b) The FIRE and ALARMS IN QUEUE indicators stop flashing alphanumeric display is erased. The next fault is displayed if there are more
and become steady red when all the fire alarms are muted. The e) If the fire alarm does not reset, the reason is displayed on line faults. Otherwise the display is erased and it returns to its previous status. The
audible fire alarm is permanently silenced when the ALARM three. The indicator SECTION/DET NOT RESET is displayed. number of faults in the system and the order they occurred is displayed on line
c)
MUTE is pressed.
The section number and detector address in alarm are displayed

on the fire alarm panel and on the alphanumerical display on the ft This could be because the detector still detects high levels of
smoke, fumes and/or ionisation etc. The actual detector may
also be faulty and should be investigated.
three. The fault list can be scrolled through by using the up and down arrow
keys.
To Reset Faults
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operating panel. Fire Alarms That Do Not Reset
a) Press LIST to open the list function. Faults can only be reset
d) The address of the first fire alarm is displayed on the first line, A detector that cannot be reset can be listed in two ways. Press the LIST or from the fault list.
and additional information about the alarming unit is displayed ALARMS IN QUEUE key.
on the second line, if provided. The address of the latest fire
b) Press F2 to select the fault list. The latest fault is always
alarm is displayed on the third line, and additional information The ALARMS IN QUEUE key can only list the non-resettable fire alarms displayed first. The fault list can be scrolled through using the
about this unit is displayed on the fourth line. The total number if all fire alarms are acknowledged and reset (ie, the ALARMS IN QUEUE list key. The LED on the arrow key is lit if there are more faults
of fire alarms is shown to the right on line one.
D
LEDs are not lit) and if all faults are acknowledged. If this is not the case, the to be listed.
ALARMS IN QUEUE key will only list the fire alarms that are not reset.
e) Press the ALARMS IN QUEUE button to display the next fire
c) Press the arrow keys until the appropriate fault is displayed.
alarm. a) Press ALARMS IN QUEUE repeatedly to select the appropriate
fire alarm. The fire alarm address is displayed on the fire alarm d) Press R in the FAULT field to reset the fault. The system
panel and the operating panel alphanumerical display. attempts to reset the fault.
b) Press ALARM RESET. The system tries to reset the fire alarm.
e) The fault is reset if it disappears from the list. The next fault is Reconnections
displayed after about 5 seconds. If the fault list is empty, the text
LIST EMPTY is displayed, and the system returns to normal Disconnected units can be reconnected from the disconnected list by selecting
status, Salwico CS3000 is displayed. If the fault is not reset, the appropriate disconnection. The status is then changed by pressing the ON
the reason is displayed on line three. Investigation is required. key or using the same procedure as Disconnection, but press the OFF - ON
button.
Disconnections
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Different parts of the fire alarm system can be disconnected, for instance,
sections, detectors, manual call points, section units, alarm devices, external
control devices and loops. This can be useful when there is welding in a
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particular section or removal of detectors is required due to structural shipboard
work etc. A whole section can be disconnected permanently or for a defined
time interval using the timer function. The disconnected section can only be
reconnected from the Disconnections list.
When operating the system a mistake can be corrected using the BACK key to
erase one step at a time backwards. To interrupt the disconnection function and
return to normal status, press the RETURN key. The system returns to normal
status and Salwico CS3000 is indicated.
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Disconnection Process
a) Press the S button to select the section.
b) Enter a section number and the section menu is displayed.
c) Press OFF to disconnect the section.
d) When the section is disconnected the text on line three is

changed to ORDER DONE.
ft
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e) The DISCONNECTION LED is illuminated if this is the first
active disconnection in the system.
f) A message is displayed on line three for about five seconds

if the system cannot disconnect the section. The system then
returns to the previous menu.
D
g) Continue to define the next disconnection or, if finished, return
to normal by pressing RETURN.
h) Press the D button to disconnect a detector.

D for all detectors
SD for smoke detectors
Heat detectors are selected in the section menu.
Further in-depth operations are available from the manufacturers manual.
Illustration 3.4.6b (1) Fire Detection Equipment and Alarms on Main Deck, Motor Room and Cargo Compressor Rooms
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op
C
Motor Room ft
Cargo Compressor Room
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Key
Space Monitored by Gas Detector
Space Monitored by Smoke Detector
Manually Operated Call Point

D
Illustration 3.4.6b (2) Fire Detection Equipment and Alarms on Navigation Bridge Deck
Navigation Deck
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op
C
Wheelhouse
and Chart Space
Navigation
Locker
Battery
CP
Room
ft Lift
Machinery
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Key
Pushbutton for General Alarm

D
CP Fire Detection System Control Panel
Illustration 3.4.6b (3) Fire Detection Equipment and Alarms on C and D Decks
C Deck D Deck
2nd 2nd
Engineers Chief
Engineers
4th Conference Room Day Room Engineers
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Bedroom
Engineer CO2 Room Day Room
Junior
Engineer
op
Cargo CD
Cadet CD Engineers & Chief
(D) Training & Day Room PD Engineers
Room PD Bedroom
Cargo 3rd
Cadet Engineers Engineer
Cargo Bedroom
(C)
Control Room
Supply
Gas Combustion Unit Room Fan Gas Combustion Unit Room
C
Room ETOs
WC Engineers CGL
Cadet Electrical
(B) Day Room 2nd
Equipment Officer
Room Lift Lift
RP
ETOs Captains
CD CD
Engineers Bedroom
Superintendent & &
Bedroom
PD PD
3rd
Officer
Cadet
(A) ft Pilots
(x2) General
HPU
Swimming
Pool
Chief
Officers
Chief
Officers Captains
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Office Bedroom Day Room
Room Day Room
Key

D
Space Monitored by Heat Detector
RP Repeater Panel
Illustration 3.4.6b (4) Fire Detection Equipment and Alarms on A and B Decks
Fresh Air Waste Waste Fresh Air

Intake Management Bin Intake Assistant
CO2 Room Dispensary
Emergency Generator Crews Dining Crews Lounge Hospital Oiler Fitter
Room Space
Room Room Dry Room
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Beer (A)
WC
Crews
Laundry
Dry Incinerator Room
Provisions
op
Store Bonded
Laundry WC
Store Pantry Locker CD
CD
& Steward
&
PD PD
Crews
TV Room
Handling Space Games Room
Able Seaman
Seaman (C)
(A)
Fish Smoking
Room GCU Room Able Seaman
Engine Room
(B)
C
Dairy Seaman Locker
WC Locker
(B)
Gymnasium
Lift Lift
Able Seaman
Vegetable
(A)
Galley CD
CD Officers Seaman
& TV Room & Cook
Meat (C)
PD PD
Deck Oil/ General

Store Grease Store Duty Mess Room Oiler
Paint
Store
&
Workshop
Store
ft
Officers Lounge
GCU Fan Room
(B)
Oiler
(A)
2nd Muster
Station
Oiler
(B)
Assistant
Oiler
Bosun
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Chemical (A)
Store
A Deck B Deck
Key
Space Monitored by Flame Detector

D
Space Monitored by Heat Detector
Illustration 3.4.6b (5) Fire Detection Equipment and Alarms on Upper Deck, Bosuns Store and Bow Thruster Room
Key
Space Monitored by
Smoke Detector
RP
Space Monitored by
Heat Detector
Manually Operated
y
Call Point
Space Monitored by
Gas Detector
Pushbutton for
General Alarm
op
RP
Repeater Panel
Fire
Emergency Generator Control
Room No.1
Station
Cargo LV
Room Bow
Thruster
No.1
CD Cargo MV
Room
C
&
PD
Air Conditioning
Room
Sunken Engine Room Bosuns

Deck Store
ft Ships
Laundry
Lift
No.2
Cargo MV
ra
CD Room
&
PD
Oil/ General
Deck Grease Store
Paint Store
Store
Store
&
Workshop General
Store No.2
8 Person
Cargo LV
Worker Room
D
Room
Chemical
Store
Illustration 3.4.6b (6) Fire Detection and Alarms on Engine Room 2nd Deck Level and Steering Gear Room

Engine Room (Port)
y
Inert Gas
N2 Generator Generator Gas Oil
Bunker Tank (Port)
Space Service Tank
Fresh
op
Water
Tank
Cofferdam
Aft Peak Water

Ballast Tank
C
Steering Engine Room
Key
ft Space Monitored by
Smoke Detector
Space Monitored by
Flame Detector
ra
Space Monitored by
Aft Peak Water Fresh Welding Area Gas Detection
Ballast Tank Water
Tank
Manually Operated
Workshop Call Point
Store
Space Monitored
D
by Heat Detector
Bunker Tank (Starboard)
Gas Detection
Water Ballast Tank In Repeater Panel
Illustration 3.4.6b (7) Fire Detection and Alarms on Engine Room 3rd Deck Level
y
op
Up
No.1 Switchboard and

Transformer Room
No.1
No.2
C
No.1
ft No.2 Switchboard and
ra
Transformer Room
No.2
Key
Space Monitored by
No.3 No.1 No.1
Smoke Detector
No.4 No.2 No.2 Space Monitored by

Up Flame Detector
D
Space Monitored by
Gas Detection
Manually Operated
Call Point
Illustration 3.4.6b (8) Fire Detection and Alarms on Engine Room 4th Deck Level
y
No.2 No.1
op
No.1 No.1
Up
No.2 No.2
No.2 No.1
No.1 Generator
Converter Room
C
No.2 Generator
ft No.4 Generator Engine

No.3 Generator
Converter Room
ra
No.4 Generator
Key
Purifier Room
Space Monitored by
Smoke Detector
Up
Space Monitored by
D
Flame Detector
Space Monitored by
Gas Detection
Manually Operated
Call Point
Illustration 3.6.4b (9) Fire Detection and Alarms on Engine Room Floor Level

Engine Room (Port)
y
Up
op
No.1 Up
No.2
C
No.1
Dn No.2
No.3
Up
ft
ra
No.2 No.1
Up Up
D
Key
Smoke Detector
Engine Room (Starboard) Manually Operated
Call Point
Illustration 3.4.7a Emergency Fire Pump Operation
Liferafts
Rescue Boat
BF95
To Fire
Main Line
BF94
Up
y
Emergency
Generator Navigation Bridge Deck
Room
D Deck
op
Lifeboat Accommodation Area
C Deck
Engine
Casing
B Deck
Paint Deck For Lifeboat
Store Store
C
Up
A Deck
To Fire
Main Line
BF96
BF97 BF96
Liferafts
BF97
To Upper Deck
Fire and Wash
BF107 BF94 Deck System
(Port)
BF114
Upper Deck
BF
106
To Accommodation
ft
Fire and Wash Deck System
For Liferaft Fire Main Line

ra
BF115
Sunken Deck From Engine Room

Fire Main System
Steering Gear
Room
Key
BF116
D
Sea Water
BF117
Fire/Deck Water
PI
BF118
Hydraulic Oil
PI
Instrumentation
Emergency Exit
BF133
(Primary Escape
Route)
Sea Chest
3.4.7 Emergency Fire and Escape Route Protection Bridge emergency panel (start only) Position Description Valve
Pump Normally Pump suction valve BF118
The emergency fire pump is an electrically-driven self-priming centrifugal
open
pump and is situated in the emergency fire pump recess in the steering gear
Emergency Fire and Escape Route Protection Pump Open Discharge valve to the port side fire main BF107
compartment. Its power supply is taken from the emergency switchboard.
Manufacturer: Hamworthy Open Discharge valve to the starboard side fire main BF108
No. of sets: 1 The emergency fire pump has its own sea suction chest with the suction Open Discharge valves to the port and starboard deluge BF95
y
valve and discharge valve always in the open position, so that the pump can systems BF97
Type: Vertical, motor-driven, centrifugal, self-priming
be started and supply water to the fire main immediately. The valves should,
Model: SVS250 however, be operated periodically to ensure that they are operational and free c) Start the emergency fire pump from the one of the positions
Capacity: 450/72m3/h at 90/110mth to be closed should the need arise. listed previously.
op
There is a weed blow valve for the emergency fire pump sea chest located in
Bilge, Fire and General Service Pumps
the engine room, starboard aft below the floor plate area.
Manufacturer: Hamworthy
No. of sets: 2 The water deluge system can also be supplied by the fire, bilge and general
Type: Vertical, motor-driven, centrifugal, self-priming service pumps via the engine room fire main discharge line by opening valve
BF106.
Model: SVS200F
Capacity: 245/150m3/h at 30/115mth The bilge, fire and GS pumps are both permanently set for use on the fire and
C
deck wash system with the discharge and suction valves always being left open
during normal operations.
Introduction
In the event of an emergency, No.1 pump is started from the emergency panels
The emergency fire and escape route protection pump, which is located in at the following positions:
emergency fire pump space in the steering gear room can pressurise the fire
main system if required. However, its primary use is to pressurise the escape Fire control station (start only)
route protection system, which consists of spray nozzles directed to protect Locally at the pump (start and stop)
the ships staff as they proceed to the liferafts and lifeboat in an emergency
situation.
ft
It is designed to provide protection from the effects of heat, smoke and toxic
gases. The system supplies sea water to the spray nozzles at the following
locations on both the port and starboard side:
IAS system (start and stop)
Main switchboard group starter panels (start and stop)
No.2 pump cannot be started from the emergency panels, but is automatically
ra
started via the IAS, activated by a low pressure switch, when the demand is
Exit doors of the accommodation block on A deck, through to greater than that of the sea water hydrophore unit pump.
the stairways at the port and starboard sides of the engine casing
block leading to the lifeboat
Procedure for Supplying Sea Water to the Water Deluge
Davit launched liferaft areas on the upper deck, port and
System Using the Emergency Fire Pump
starboard.
a) Ensure all valves to the other services are closed.
D
The water deluge system is supplied by the emergency fire pump, which has its
power supply from the emergency switchboard. The pump can be started from
b) Set the emergency fire pump valves as shown in the following
the following positions in the event of an emergency:
table:
Fire control station (start only)
Locally at the pump (start and stop) Position Description Valve
No.4 group starter panel in the steering gear room (start and Normally Sea water chest suction valve BF133
stop) open
3.4.8 fire fighting equipment plans

Illustration 3.4.8a (1) Fire Fighting Equipment on Main Deck, Motor Room and Cargo Compressor Rooms
y
Key
op
P Fire Extinguisher (12kg Dry Powder)
12
W Space Protected by
Water Spray Fire
Fighting System
CO2 Space Protected by
Fire Extinguishing
System (CO2)
Hose Box with Spray/

Jet Fire Nozzle
C
W
Fire Hydrant
CO2 Fire Extinguisher (6.8kg CO2)

6.8
CO2
Remote Control for
Fuel Oil Valves
W
W
ft W
C C
C
Stop Valve for Fire Main
Closing Device for Ventilation

Inlet or Outlet (Cargo Spaces)
No.1 and 2 Cargo Compresser

ra
Room Exhaust
CO2 C 10
10 10
Motor Room W P P
12 12 Motor Room Supply
C 11
CO2
W W CO2
W Air Locker for Motor Room Supply
12 12
W W
D
Cargo Compressor Room C Fire Damper for Cargo
and Other Space
C
11 11
Illustration 3.4.8a (2) Fire Fighting Equipment on Navigation Bridge Deck
y
Key
W
6.8
op
WL Repeat Control Panel for Fixed
Water Based Local Fighting
REPEAT System
W
WL Alarm Control Panel for Fixed
Water Based Local Fighting
ALARM System
W
35 Fire Hydrant
M A C
C
WL WL Jet Fire Nozzle
A
C Ventilation Remote Control or
REPEAT ALARM
Navigation Shut-Off for Cargo and Other Space
Locker SAFETY
A Ventilation Remote Control or
PLAN Shut-Off for Accommodation Space
W
Wheelhouse M Ventilation Remote Control or
Battery WC Shut-Off for Machinery Space
Room 36 and Chart Space
Lift Stop/Start Switch for Fire,
ft
Machinery
SAFETY
Bilge and Gas Pump
Stop/Start Switch for

Emergency Fire Pump
ra
Storage Tube for Safety Plans
35 PLAN
F First Aid Hose Box with

W Hose Reel and Valve
Wheel House Window Defrosting

35
Battery Room Exhaust

D
36
W Closing Device for
Ventilation Inlet or Outlet
A (Accommodation Spaces)
W Space Protected by
Water Spray Fire
Fighting System
Illustration 3.4.8a (3) Fire Detection Equipment on C and D Decks

W
A A
P 2nd 2nd Chief W

4th Conference Room
y
12 W Engineers Engineers Engineers
Engineer W
CO2 Room Day Room Bedroom Day Room
Junior P
Engineer 12
P P
A 12 12
op
F
A
F
P
CD Cargo C.D Chief
M Cadet & Engineers & Engineers
P P
(D) PD CO2 Bedroom
12 Day Room P.D
Training 6.8
M Room
Cadet A 3rd
Cargo Engineer
(C) A Engineers
P A Bedroom W
M M 12 P W
Cargo Supply
Gas Combustion Unit Room Control Room Fan Gas Combustion Unit Room
C
Electrical Room
Equipment WC ETOs C.G.L P
M M Cadet P 12
Room Engineers 2nd
M (B)
Lift GD Day Room 12
Lift Officer
W
M
Superintendent CD C.D
W
ETOs Captains
& &
P Engineers Bedroom
CO2 12PD Bedroom A P.D
6.8 A
F F
3rd
Officer
Cadet
(A)
ft Pilots
(x2) P
12
General
Office
W
Swimming
Pool
W
P
12
Chief
P
12
Officers
Day Room
Chief
Officers
Bedroom
P
12
Captains
Day Room W
ra
HPU
Room
32 33 34
A
W A A
C Deck D Deck
Key
D
P Closing Device for
Dry Powder Monitor W B Class Fire Door
Release Station Fire Hydrant GD Portable Gas Detector
(Self-Closing)
B Class Fire Door Galley and Pantry Exhaust
M
Ventilation Inlet or
Outlet in Machinery
34
Space Protected by Space
CO2 Hose Box with Spray/ A Fire Damper for A Class Fire Door W
Fire Extinguisher (6.8kg CO2) Night Pantry Exhaust
6.8 Jet Fire Nozzle Accommodation Space Water Spray Fire
(Self-Closing)
32 Fighting System
Closing Device for
Ventilation Inlet or Outlet P Fire Extinguisher First Aid Hose Box with Sanitary Exhaust M
A
F
A Class Fire Door Fire Damper for
(Accommodation Spaces) 12 (12kg Dry Powder) Hose Reel and Valve
33 Machinery Spaces
Illustration 3.4.8a (4) Fire Fighting Equipment on A and B Decks
S S
C C W W
25
A A A
CO2 Fresh Air Fresh Air

Waste Waste
6.8 Intake 31 Intake P Assistant
CO2 Room Management Bin 12
Emergency Generator Crews Dining Room Space 26 Hospital Oiler Fitter
y
C Dispensary
CO2 Room Beer Room
Crews Lounge
Dry Room (A)
CO2 WL 24 WC
x581 P
CO2 A 12 Crews
P F Laundry
x17 Dry C Incinerator Room
12 135 A A
Provisions
F
op
F
Store C
Bonded M WC
WL Pantry CD W Locker CD
Store Steward
A & Crews 29 &
PD TV Room Laundry PD
LOCAL M
Handling Space M
WL FIRE
A
PLAN 30 Games Room Able Seaman
LOCAL 23 Galley (C)
P A
Seaman
12 F
Smoking (A)
Fish FL M 135
Room
GCU Room
Engine Room 30 Able Seaman
CO2 P (B)
C
WL A F
Dairy M Locker 12
9 WC Locker P Seaman
12 (B)
30 Gymnasium Able Seaman
CO2 CO2 Lift Lift
Vegetable 6.8 6.8 P W (A)
M 25
ANSUL W W
30 28 28 Seaman CD
CD Officers &
CO2 (C)
& TV Room M A PD Cook
Meat PD
x2 CO2
A F
29 6.8 F
A
Paint
Store
Deck
Store
&
Workshop
Oil/
Grease
Store
General
Store
ft Duty Mess Room

P
12 Officers Lounge
C CO2
GCU Fan Room
Oiler
(B)
Oiler 2nd Muster Oiler

Assistant
Oiler Bosun
ra
(A) P Station (B) (A)
Chemical CO2
22 6.8 12
Store 27
CO2
W W
A
W
A A
Key
CO2 Dry Powder W A Fire Damper for Smoking Room Space Protected WL Local Control Panel Closing Device for
B Class M Fire Damper for
D
Monitor Release Fire Hydrant Accommodation CO2 for Fixed Water Ventilation Inlet or HPU for Valve
Fire Door Exhaust by Fire Machinery Spaces
Station Space Based Local Fire C Outlet in Cargo Control Room Exhaust
(Self-Closing) 24 Extinguishing LOCAL Fighting System 31
Hose Box with System (CO2) and Other Space
CO2 Fire Extinguisher Spray/Jet Fire B Class Fuel Gas Pipe Duct and FIRE Safety Plan to
6.8 (6.8kg CO2) F First Aid Hose F Portable Foam S Stop Valve for be of Metal
Nozzle Fire Door Hospital Exhaust FL Space Protected 9 Fire Extinguisher Vlave Hood Room Exhaust
Box with Hose Reel Water Spray Main 28 PLAN PhotoFrame
26 by CO2 for Deep
P Fire Extinguisher Closing Device and Valve Duty Mess No.1 and 2 Machinery
Fat Cooking Portable Foam Waste Management
12 (12kg Dry Powder) for Ventilation Room Space Protected Space Supply ANSUL Box for
A Class Fire Door 22 Equipment Applicator Unit Room 29
ANSUL
WL by Fixed Water 25 Deep Fat Cooking
A Inlet or Outlet (Self-Closing)
Galley
CO2 Wheeled Fire HPU for Valve Equipment
P Fire Extinguisher (Accommodation Based Local Fire CO2 Battery F No.1-No.4 Main Diesel
25 (25kg Dry Powder) A Class Fire Door Supply (45Kg) Extinguisher Control Room Generator Supply GALLEY (3.0 GAL)
Spaces) 23 Fighting System 135 27 30
(135 Litre Foam) Exhaust
Illustration 3.4.8a (5) Fire Fighting Equipment on Upper Deck, Bosuns Store and Bow Thruster Room
W CO2
CO2 WL
M
CO2
SAFETY W W W 6.8
MAIN
PLAN W
P P
W W C A C
21
y
F CO2 CO2 A A A A No.1 CO2
45 6.8 6.8 W
C 16 Cargo LV
Fire P
A Room
Emergency CO2 W Control 12 CO2
Station Bow
Generator A 6.8 Thruster
Room C
op
G C 16
Room
F
A No.1
Cargo MV
W A Room
W P 15
W 7
12 14 C
CO2 CO2 CO2
Air Conditioning 6.8
Room
A
A
14 A A
C
Sunken Engine Room Bosuns
Deck CO2
A C Store 6 W
C 13 6.8
C
M CO2 8
P CO2 6.8
12
Ships Change Room
W
Laundry (Crew) CO2
W
Change Room
(Officer) No.2 C
C F
Cargo MV 7
20 Deck P Room
CO2
Paint Store 12
Store & C SAFETY CO2 CO2
C
19
CO2
Workshop
CO2
Chemical
Store
18
W 17
C
C
ft
PLAN
CO2
General
Store
8 Person
Worker Room
A A
No.2
Room
6.8
A Cargo LV
W
C
C
Ventilation Remote
Control or Shut-Off
for Cargo and
Other Space
B Class
Fire Door
A
Ventilation Remote
Control or Shut-Off
for Accommodation
Space
Deck Store
Exhaust
ra
W
C 19
(Self-Closing)
Paint and Lamp
B Class Store Exhaust
Fire Door 20
Emergency
C C Bosuns Store Generator Room
Supply Exhaust
6 21
Bow Thruster Air Conditioning
Key
Space Protected Room Supply Room Exhaust
Fire Extinguisher Emergency Diesel A Fire Damper for CO2 by Fire First Aid Hose SAFETY Storage Tube 7 13
P G Accommodation
F W Stop Valve for
Generator Set Box with Hose Reel for Safety Plans Pipe Duct
D
12 (12kg Dry Powder) Extinguishing PLAN Fire Man Accommodation
Space and Valve Keel Exhaust
Emergency Switchboard System (CO2)
Closing Device Start/Stop Switch Closing Device for 8 14
CO2 Fire Extinguisher Stop/Start Switch
6.8 (6.8kg CO2) Ventilation Remote Control for Ventilation W Space Protected by for Water Spray Ventilation Inlet or Accommodation
M for Fire, Bilge and Sundry Exhaust
Water Spray Fire Pump C Outlet in Cargo (High/Low) Fan
or Shut-Off for A Inlet or Outlet Gas Pump 17
Portable Foam (Accommodation Fighting System P Dry Powder Monitor and Other Spaces 15
Machinery Space Hose Box with Chemical Accommodation
Applicator Unit W Spaces) Spray/Jet Fire Release Station A Class Fire Door
Store Exhaust (High/Low)
Fire Hydrant WL Local Control Panel Nozzle (Self-Closing) 18 16
F Semi-Portable Foam CO2 Dry Powder for Fixed Water CO2
Monitor Release Stop/Start Switch for CO2 Remote C Fire Damper for
45 Fire Extinguisher Valve Box for Based Local Fire A Class Fire Door International Shore
Station MAIN Emergency Fire Pump Release Station Cargo and Other
Quick Closing Operation Fighting System Connection
Space
Illustration 3.4.8a (6) Fire Fighting Equipment on Engine Room 2nd Deck Level and Steering Gear Room
Key
Water Ballast Tank In CO2 Fire Extinguisher (6.8kg CO2)

6.8
Engine Room (Port)
y
N2 Generator Inert Gas Hose Box with Spray/
Space After Marine Diesel Oil Jet Fire Nozzle
Generator Gas Oil
Bunker Tank (Port)
Service Tank
W
Cofferdam Fire Hydrant
op
P
12 M Fire Damper for
Machinery Spaces
Fresh
Aft Peak Water Water
Ballast Tank Tank P Fire Extinguisher
W 12 P
P 12 (12kg Dry Powder)
12 W
F M
W 135 A-Class Fire Door
04
P
C
Steering Engine Room 25
WL Space Protected by Fixed
Water-Based Local Fire
Fighting System
WL Space Protected by
P CO2
12 Fire Extinguishing
P WL System (CO2)
12
LOCAL P F Wheeled Fire Extinguisher
12 135 (135 Litre Foam)
CO2
ft
05
W
04
M
P
W
12
CO2
6.8
P
25
Portable Foam Applicator Unit
Fire Extinguisher
(25kg Dry Powder)
ra
P 03 CO2
Aft Peak Water Welding 12
Fresh
Ballast Tank Water Area M Emergency Fire Pump
Tank Workshop
P
12
Engine Room Toilet Exhaust
03
Store
No.1 and 2 Main Diesel
D
After Marine Diesel Oil Generator Exhaust
Bunker Tank (Starboard) 04
Water Ballast Tank In Welding Space Exhaust

Engine Room (Starboard) 05
WL Local Control Panel for Fixed
Water-Based Local Fighting
LOCAL System
Illustration 3.4.8a (7) Fire Fighting Equipment on Engine Room 3rd Deck Level
Key

6.8
y
Jet Fire Nozzle
W
Fire Hydrant
F
op
135
WL WL
M Fire Damper for
CO2 Machinery Spaces
LOCAL 6.8
W P W W CO2
P
12 12
CO2
Remote Control for
M Fuel Oil Valves
CO2
02 No.1 6.8
No.2 CO2
02 LOCAL Fighting System
CO2 WL CO2
C
P Fire Extinguisher
12 (12kg Dry Powder)
CO2
CO2 A-Class Fire Door

6.8
P Space Protected by Fixed

12 WL
Fighting System
P
12
02
No.1
WL
ft CO2
CO2
CO2
W
CO2
CO2
CO2
F
135
Space Protected by
Fire Extinguishing
System (CO2)
Wheeled Fire Extinguisher

(135 Litre Foam)
ra
No.2
6.8 6.8
02 CO2 Portable Foam Applicator

CO2
No.3 No.1 No.1 P 6.8
12
No.4 No.2 No.2 W M IG Inert Gas Installation
P M
12
D
Emergency Fire Pump
01
Fuel Oil Room Exhaust

01
Gas Valve Hood Room and

GVU Hood Exhaust
02
Illustration 3.4.8a (8) Fire Fighting Equipment on Engine Room 4th Deck Level
y
No.2 No.1
op
No.1 No.1
CO2
No.2 No.2 6.8
P W
W No.2 PNo.1 P
12 12 12 Key
M CO2
P No.1 Generator Engine P
12 12 CO2 Fire Extinguisher (6.8kg CO2)
6.8
No.1 Generator P
12 CO2
6.8 F Wheeled Fire Extinguisher
C
No.2 Generator Engine P 45 (45 Litre Foam)
CO2
12 CO2
P
No.2 Generator 12 Hose Box with Spray/
WL Jet Fire Nozzle
P P LOCAL CO2
12 12 P 6.8 W
12 Fire Hydrant
P F P CO2
No.3 Generator Engine CO2
12 12 6.8
45
CO2 M Fire Damper for
ft
P
12
No.3 Generator
P
12
LOCAL
W
WL 6.8
CO2
CO2
6.8
CO2
Machinery Spaces
Remote Control for

Fuel Oil Valves
ra
No.4 Generator
CO2
P P WL Water-Based Local Fire
12 12
LOCAL Fighting System
P W M LOCAL
12 Purifier Room CO2
WL P Fire Extinguisher
CO2 CO2
6.8 12 (12kg Dry Powder)
P P
12 12
D
A-Class Fire Door
WL Space Protected by Fixed

Fighting System
CO2 Space Protected by

Fire Extinguishing
System (CO2)
Illustration 3.4.8a (9) Fire Fighting Equipment on Engine Room Floor Level
y
Engine Room (Port)
op
Up P
12
No.1
No.2
W
W
C
P P
12 12
No.1
Dn No.2
No.3
P
12
W
W
ft P
12
P
12 W
ra
W
Key
P Fire, Bilge and

12 GS Pumps
P Fire Extinguisher
12 (12kg Dry Powder)
D
Up
Fire Hose With Reel
W
and Nozzle
W
Water Ballast Tank In Fire Hydrant
Illustration 3.4.9a Gas Detection System

No.1 Tank IBS for Gas Dome SW2020
No.2 Tank IBS for Gas Dome Gas Sampling System Central
No.3 Tank IBS for Gas Dome
No.4 Tank IBS for Gas Dome
No.1 Tank IS for Gas Dome IAS Cabinet
No.2 Tank IS for Gas Dome GAS 001 005 GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE
PUMP ROOM
No.3 Tank IS for Gas Dome

F1 F2 F3 F4
7 8 9 FAULT
4 5 6
IBI
1 2 3
No.4 Tank IS for Gas Dome

0
No.1 Vent Mast Wall Mounted
y
No.2 Vent Mast
No.3 Vent Mast
No.4 Vent Mast
Side Passageway Forward Port
Side Passageway Forward Starboard
Side Passageway Mid Port
op
Side Passageway Mid Starboard
Side Passageway AFT Port Fire Control Station
Side Passageway AFT Starboard
No.1 Tank IBS for Liquid Dome Repeater Panels
No.2 Tank IBS for Liquid Dome IBI
No.3 Tank IBS for Liquid Dome Wall Mounted
No.4 Tank IBS for Liquid Dome
Cargo Compressor Room Port Cargo Machinery Trip System and
Cargo Compressor Room Starboard Engine Room System
Gas Vent Drain Tank
No.3 Tank IBS for Liquid Dome Main 220V AC Input
No.4 Tank IBS for Liquid Dome Emergency 220V AC Input
Cargo Compressor Room Port Relay Outputs etc
C
Cargo Compressor Room Starboard CS3000
Gas Vent Drain Tank GS3000 Fire Detection System Central
No.4 Tank IBS for Liquid Dome Gas Detection System Central
No.4 Tank IBS for Liquid Dome FIRE
Cargo Compressor Room Port

6 13
F1 F2 F3 F4
GAS 001 005 GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE
PUMP ROOM
7 8 9 FAULT
Cargo Compressor Room Starboard

4 5 6
F1 F2 F3 F4 1 2 3
7 8 9 FAULT 0
4 5 6
Gas Vent Drain Tank

1 2 3
Measuring Gas Outlet
Stop Valve Box Dry Instrument Air Inlet 5-16 kg/cm2
IR Gas Detector EEx lad Intrinsically Safe

Hazardous Area Safe Area
No.1 of Engine Gas Valve Hood Room
No.1 of Engine Gas Duct ISOL SM-13/11 ft Fresh AIr Inlet
Water Filter Outlet to Floor
Hazardous Area Safe Area

Cargo Machinery Trip System and
Engine Room System
Main 220V AC Input
Emergency 220V AC Input
ra
No.2 of Engine Gas Duct No.1 Main Diesel Generator Room Supply Fan Relay Outputs etc
No.1 Main Diesel Generator Room No.2 Main Diesel Generator Room Supply Fan ISOL SM-13/11
No.2 of Engine Gas Valve Hood Room No.1 Machinery Space Supply Fan
No.3 of Engine Gas Duct Main 220V AC Input
No.4 of Engine Gas Duct No.3 Main Diesel Generator Room Supply Fan
No.2 Main Diesel Generator Room No.4 Main Diesel Generator Room Supply Fan GS3000
No.1 GCU Gas Valve Hood Room No.2 Machinery Space Supply Fan ISOL SM-13/11
ISOL SM-13/11 Inert Gas Line Gas Detection System Central Emergency 220V AC Input
No.2 GCU Gas Valve Hood Room
Relay Outputs etc
GAS 001 005 GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE
PUMP ROOM
CC Type Gas Detectors EEx 4 ST800EX

F1 F2 F3 F4
7 8 9 FAULT
4 5 6
1 2 3
D
0
CC Type Detectors EEx 4 ST800EX

Hazardous Area Safe Area Hazardous Area Safe Area
Accommodation Navigation Locker Wheelhouse (Starboard) Safe Area Hazardous Area
Wheelhouse (Port) ISOL SM-13/11 Passageway (Port) ISOL SM-13/11
Passageway (Port) General Office Lobby (Port)
SM-13/11 ISOL Crews Message Room
Cargo Control Room Passageway (Starboard) Safe Area Hazardous Area
Accommodation Passageway (Port) Air Intake Passageway (Port)
Accommodation Air Intake 2nd Muster Station Cargo Machinery Trip System Emergency Generator Room Galley
SM-13/11 ISOL Cargo Motor Room Officers TV Room
Hospital Passageway (Starboard) and Engine Room System
Bosun Store Lobby (Port)
Passageway (Port) Officers Lounge Air Condition Room (Starboard)
Crews Room Lounge ISOL SM-13/11 Lobby (Starboard) ISOL SM-13/11 Main 220V AC Input Bow Thruster Room
Crew TV Room Officers Dining Room Emergency 220V AC Input SM-13/11 ISOL Cargo Motor Room SM-13/11 ISOL Air Condition Room (Port)
Lift Machinery Room Lobby (Starboard)
Relay Outputs etc
3.4.9 Fixed Gas SAMPLING and gas detection measuring 0 to 100% LEL and the other measuring 0 to 100% volume. The find a gas alarm in the gas alarm list and the two other keys to either mute or
Systems LCD panel on the front of the main control panel displays both the LEL and % to reset an alarm. The gas level is measured again to see if the alarm condition
volume readings for the point being sampled. has disappeared.
Manufacturer: Consilium Marine AB
System: Salwico There are 31 external sampling points and one internal sampling point which is The right-hand side is used for operation of the system. Press one of the six
located inside the analyser unit at the top of the cabinet. This internal sampling LIST and SET UP keys to operate and monitor the system. All six keys will
point is positioned to detect any gas due to leaking pipework within the cabinet. open a list of items (sampling points, alarms etc).
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Salwico model: SW2020 It will alarm and shut down the system at 30% LEL. If a sample from any of the
Type: Sample draw continuous 21 min cycle 31 sampling points reaches 30% LEL a high gas alarm will be activated on the Use the four arrow keys to find the item required and use the function keys to
IAS. A high high gas alarm is activated if the gas reading rises to 60% LEL. A select an action to perform.
Cargo part: 32 - Infrared detectors complete sampling cycle takes approximately 21 minutes.
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For example, it is possible to make a manual measurement on sampling point
There are two sampling points in the cargo control room, one on the forward No. 5 (SP5) by first pressing LIST SAMPLING POINTS, then choose SP5
Salwico model: GS3000
bulkhead and the other on the aft bulkhead. If a gas sample of 60% is detected with the arrow keys and finally press F3 (Measure) to start measuring on SP5.
Cargo machinery: 10 - Infrared detectors at either point the LD and HD compressors will be tripped, and the master The sampling point details will be shown on the display.
gas valve CG930 will be closed. This also applies to the sampling point in the
Engine room: 7 - Infrared detectors
motor room air lock space. Some menus require a numerical input; manual measurement is one of them.
Accommodation etc: 36 - Catalytic detectors Enter a new value with the numerical keyboard. Press Enter to change the
There are two vacuum switches fitted within the system, one is used for an new value into the current value and press F1 to start measuring.
Sampling range: 0-100% LEL (0-5% vol) methane + 100% internal leakage test and the other for a flow failure on the transportation pump.
The internal leakage test is carried out every 24 hours and consists of closing
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Start-up time: <60 seconds all the sampling solenoid valves and running the analyser pump. If the vacuum Standby
Self-test: Continuous switch is activated, it proves the integrity of all the pipework, valves, pump The control unit is in standby mode most of the time. The display shows that
and the also the vacuum switch. An alarm sounds in the event of the vacuum the measurement sequence is running. The system always displays the last
switch not being activated. measurement.
Introduction
The Automatic Pipe Cleaning System (APCS) is activated by a sampling The standby menu displays the system status. The standby mode can be
There are two completely separate gas monitoring/trip systems fitted on board. pipeline becoming blocked. This will cause the pump to stop and the automatic identified by the clock in the upper right corner and can be reached by pressing
One is the fixed gas sampling system which monitors from sampling points in pipeline cleaning function will be started. This consists of purging the sampling the HOME key. The control unit will automatically return to standby mode 30
the hazardous gas zone, and the other is the fixed gas detection system which
monitors from the non-hazardous gas zone. The analysing/control units for
both systems are located in the electrical equipment room on C deck. There are
repeater units for both systems installed in the fire control station which enable
the active alarms to be viewed. ft line back to the sampling point with dry compressed air for 15 seconds in order
to clear the blockage. The pump will then restart and try to obtain another
sample. If the vacuum switch is again activated the flow failure alarm is
activated.
minutes after the last keyboard entry.
Lists
All manipulations required by the average user can be performed from the four
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There are also two pressure switches fitted within the system, for monitoring lists in the system.
In the event of a gas being detected, alarms are activated simultaneously on the the discharge pressures of the pre-suction pump and the analyser pump. They
IAS stations on the bridge, cargo control room and engine control room, and on are activated in the event of a low discharge pressure from either pump and
the repeater units in the fire control station located on the port side upper deck. will stop the pump and the sampling sequence, resulting in a flow failure alarm. Alarm List
The alarms which sound in the engine room, motor room and cargo machinery There are three calibration gas bottles located inside the analyser cabinet, one The left-hand side of the control unit always displays the sampling point in
room are two-tone high pitched sirens and flashing lights to indicate that the of 50% LEL, one of 100% by volume and one of 100% N2. These are used for alarm and the alarm level (high or low).
gas alarm has been activated. Both systems are calibrated on 100% methane. calibrating the two Simrad GD10 infrared gas analysers.
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Mute any gas alarms by pressing ALARM MUTE and reset gas alarms by
Gas Sampling Panel Operation of the Fixed Gas Sampling System pressing ALARM RESET. Press ALARM IN QUEUE to display the next gas
alarm (if any).
Fixed Gas Sampling System Control Unit
The system consists of a pre-suction pump which draws from each of the The control unit of the GS2020 gas sampling system is divided into two When more detailed information about an alarm is required, press LIST
sampling points individually via a suction filter and discharges into the gas separate parts. ALARMS on the right-hand side of the control unit. This list is opened
sampling unit via a flame screen. An analyser pump sucks the sample and automatically when a new gas alarm is detected. Use the arrow keys to display
discharges it into the infrared gas analyser and finally out to the atmosphere. The left-hand side consists of only three keys: ALARM MUTE, ALARM the next and previous alarms.
There are two gas analysers, both of which are in constant use, with one RESET and ALARM IN QUEUE. The ALARM IN QUEUE key is used to
Illustration 3.4.9b Gas Detection Panels
Control Panel
Salwico GS3000
POWER ON..............
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GAS GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE DISCONNECTION....
001 005 TEST..........................
PUMP ROOM ALARM TRANSFER..
SECTION DETECTOR EXTERNAL ALARM...
DELAY OFF................
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SYSTEM FAULT.........
F1 F2 F3 F4 ABNORMAL COND....
ALARM LEVEl 1
ALARM MUTE
ALARM LEVEl 2 ALARMS IN QUEUE 7 8 9 S SECTION EA EXTERNAL FAULT
ALARM
4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE
ALARM RESET
1 2 3 AD
ALARM
DELAY R RESET
ALARM LEVEl 2
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IN QUEUE 0 ON OFF TIMER LIST
Repeater Panel
ft On Line
GAS ALARM List
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More alarms List
Local mute
Lamp test
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Fault List Set-up - General Settings 3) Internal leakage in the analysing unit is indicated when the
Press LIST FAULTS, on the right-hand side of the control unit, to display the The system changes the access level and enters configuration mode when the automatic leakage control fails. This control is automatically
faults in the system. This list is automatically opened when the system detects correct access code for level 2, 3 or 4 is entered. The system will not start until initiated every 24 hours by closing all the sampling valves,
a fault. Mute faults by pressing the FAULT MUTE key and reset faults by the user chooses to start the system again (the access level is automatically running the analysing pump and checking that the vacuum
pressing the FAULT RESET key. changed back to 1) or the user time-out expires after 30 minutes. switch is activated. If the vacuum switch is not activated the
cause is a leakage at the vacuum side of the pump from pipes,
Choose a menu with the arrow keys. The menu numbers in this document are solenoid valves, a pipe coupling or the vacuum switch itself.
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Sampling Point List
shown between brackets in each header.
Press LIST SAMPLING POINTS to enter the sampling point list. 4) Calibration: This fault indicates that zero or span calibration is
not completed due to a value that is out of range, either due to a
Select a sampling point with the arrow keys and use the function keys to Actions in the Event of an Alarms gas sampler fault or a test gas fault. The bottle might be empty
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perform an action. or the test gas mixture is not corresponding to the value that is
Gas Alarm
set for span calibration.
The following actions can be performed on a sampling point: 1) When the ALARM MUTE button is pressed, the audible
alarm stops and all alarm outputs with mute functionality are 5-8) Gas Sampler 1-4. Indicates a fault depending on which type of
Value: Display the value of the last gas measurement. sampler that is in use. There might be a loss of power, a dirty
deactivated. The scanning cycle continues and will give new
Measure: Start measuring the gas concentration. With this alarms for each sampling point exceeding the alarm level. The mirror in an internal radiation sampler or a sensor failure etc.
function it is possible to make a prompt check of the actual alarms are stored in the alarm list and the sampling point of the
gas concentration of the selected sampling point. The sampling last occurred alarm is shown as well as the alarm level low or 9) Moisture fault (Option). Indicates that water is sucked into the
time can be set in minutes though never below the set-up high. pipe system of the analysing unit.
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time. The gas value is updated and continuously shown in the
display. The possible alarm (low or high) will be decided when 2) Activation of the ALARM RESET button starts a revaluation 10) High temperature in the analysing unit (Option).
the gas reading is stable. The remaining measurement time is of the sampling point in alarm. An alarm reset request will
continuously shown. stop the sampling sequence and make a new measurement. 11) Power fault (Option). As indicated if there are two independent
This re-evaluation is to be able to accept an alarm reset on the power supplies and one fails.
Purge: Clean the pipe for that particular sampling point for 30 sampling point if the level is now below the alarm level. If the
seconds. Before connection to the analysing flow an automatic ALARM IN QUEUE button is pushed and a RESET is made of 12) Flow fault on sample point #. Indicates a flow fault on the sample
decompression is made through the internal sampling point for all sampling points in alarm, the system will start re-evaluating point listed. Before indication of a flow fault the automatic pipe
10 seconds in order to protect the pressure switch and pump these sampling points one by one. It may therefore take a while cleaning function first attempts to remove the cause of the flow
membrane.
Actions such as purge and manual measure cannot be performed on

disconnected sampling points. The only allowed action on a disconnected
sampling point is RECONNECT. ft to complete alarm reset for several sampling points.
The re-evaluation sequence can be interrupted by manual measurement or

purge (see the sampling point list below).
fault by flushing the sampling pipe for 15 seconds and then
tries to obtain a new sample. If the flow fault still remains the
sampling point is automatically disconnected and a flow fault
alarm is generated and listed in the fault list. The scanning cycle
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continues to the next sampling point. As long as the flow fault
Fault Alarm for a certain sampling point is listed in the fault list the fault
After a measure or purge manoeuvre, the normal measurement sequence starts
remains.
at the sampling point that was interrupted. 1) An analysing pump fault is caused by a pressure switch and stops
the pump and scanning sequence if the system does not have the Other fault alarms monitor the internal condition of the gas sampling system.
Disconnection List pump redundancy option. The pressure switch is detecting that
the pump pressure is too low. The cause is probably a membrane
Press LIST DISCONNECTION to open the disconnection list. leakage of the pump or a fault of the pressure switch itself. Repeater Unit - Located on Cargo Control Console
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Service is needed if the fault cannot be reset.
Disconnected sampling points are displayed one by one by using the arrow Gas alarms are shown on the mini repeater.
keys. Reconnect a sampling point by pressing Fl (Reconnect). 2) A bypass pump fault is caused by a pressure switch. The
scanning cycle continues. The bypass pump stops. The cause for The previous and next alarms (if any) can be listed with the arrow keys. Faults
this fault is the same as described for the analysing pump. are shown when there are no non-muted gas alarms in the system. The previous
and next faults (if any) can be listed with the arrow keys. The clock is shown
when there are no alarms or faults in the system.
Illustration 3.4.9c Gas Detection System Machinery Trip Cause and Effect
Cause
L)
L)
LE
LE
L)
0%
L)
L)
0%
L)
LE
LE
LE
-6
L)
LE
-6
L)
L)
0%
0%
y
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LE
0%
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L)
0%
LE
LE
LE
(3
(6
LE
-6
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(3
(6
-6
L)
L)
0%
0%
0%
0%
(6
0%
0%
te
te
LE
LE
d
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-6
-6
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ec
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te
et
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st
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Effect
En
En
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G
1 No.1 Engine Shutdown
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5 No.1 Engine Gas to Diesel Oil Mode Changeover
9 Gas Valve CG-616 Close for No.1 and No.2 Engine
10 Gas Valve CG-617 Close for No.3 and No.4 Engine
11 Main Diesel Generator Room (No.1 and No.2 Engine)
Normal Lighting Power Cut-Off
Engine Control Panel Power Cut-Off and ft
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Motor Starter Power Cut-Off
Normal Lighting Power Cut-Off
Engine Control Panel Power Cut-Off and
Motor Starter Power Cut-Off
15 Gas Combustion Unit Starter 1 Shut Down
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17 Gas Valve CG-614 Close for Gas Combustion Unit
18 Gas Valve CG-615 Close for Gas Combustion Unit
19 I.A.S Field Station (FS03) Power Cut-Off
20 I.A.S Field Station (FS05) Power Cut-Off
21 Emergency Switchboard Power Cut-Off for Dist. Board
22 LSC Power Cut-Off for Main Generator Room (Port)
23 LSC Power Cut-Off for Main Generator Room (Starboard)
Gas Compressor Seals Note: When testing the motor room trip system, shut off the steam supply to Manufacturer: Draeger
the glycol heater. No. of sets: 1
Gas compressor seals and N2 purge from the gas piping in the engine room can Type: CMS analyser and chips
be vented to No.4 LNG vent mast or to No.4 IBS vent mast.
Portable Gas Analysers and Detectors Chips: 1 for CO - 5-150 ppm
1 for CO2 - 1000 - 25,000 ppm
Fixed Gas Detection System
The portable gas detection equipment on board is both comprehensive and 1 for H2S 2 -50 ppm
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well proven. Each instrument is certificated and comes with manufacturers
The fixed gas detection system consists of 53 fixed gas detectors located within
operating instructions and recommended spares and test kits. The certificates
the accommodation, engine room, emergency generator room and motor room. Manufacturer: BW Technologies
are to be suitably filed and the monthly tests recorded.
There are three types of detector heads in use: No. of sets: 1
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1. Bucom ST600EX, which is of the catalytic type and is used WARNING Type: Gas unit (gas alert clip extreme)
to detect flammable gas (methane) in air with an operating Gases detected: O2 0 to 30% by volume
The batteries must never be replaced in a hazardous area due to the
detection range of 0 to 100% LEL.
potential for an electrical discharge.
2. Bucom ST600EX, which is of the infrared type and is used
to detect flammable gas (methane) in air with an operating These instruments measure the level and volume of O2, CO2, CO and CH4
detection range of 0 to 100% LEL. (methane) present in a tank when the tank is being inerted or gassed-up.
3. FGD-3, which is of the infrared type and is used to detect
flammable gas (methane) in air with an operating detection Manufacturer: Riken Keiki
range of 0 to 100% LEL. Type: RX - 415, 2-gas unit
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No. of sets: 2
There are 36 detectors of the catalytic type at inside various locations, the Gases detected: CH4 0 to 100% LEL and
accommodation, air conditioning rooms, emergency generator room, cargo 0-100% by volume
motor room, bosuns store, bow thruster room, and the lift machinery room O2 0 to 25% by volume
which will activate a gas alarm if the LEL reading reaches 30%. A high high
alarm will be activated if the reading increases to 60% LEL.
Manufacturer: RKI
If the two detectors of the catalytic type inside the cargo motor room are set Type: Eagle 4-gas unit
off simultaneously, the motor room supply fan will be tripped, causing all non-
in stopping the HD and LD compressor motors and auxiliary LO pumps, glycol

heating circulating pump, air lock supply fan and the 24V power supply to the ft
intrinsically safe power supplies to the motor room to be tripped. This will result
No. of sets:
Gases detected:

3
CH4
O2
CO
0 to 100% LEL
0 to 40% by volume
10 to 500 ppm
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CTS trim and list system.
CO2 0 to 5% by volume
There are seven detectors of the infrared type inside the engine room at various
locations to cover the supply, exhaust and forced draught fan intakes. These Manufacturer: RKI
will activate a gas alarm if the LEL reading reaches 30% and a high high alarm
Type: GX-2001 4-gas unit
if the reading reaches 60%.
No. of sets: 6 (4 for cargo use, 2 for engine room use when
entering GVU rooms))
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There are ten detectors of the infrared type in the engine room, these are duct-
mounted and located in the engine gas valve hood rooms, DF engine gas ducts, Gases detected: CH4 0 to 100% LEL
main diesel generator rooms and the GCU valve hood room. These will activate O2 0 to 40% by volume
a gas alarm if the LEL reading reaches 30% and if the reading reaches 60%, a CO 10 to 500 ppm
high high trip will be activated which will close the master fuel gas valve and
H2S 0 to 100 ppm
stop the gas burning in the engines. There is one detector of the infrared type
located in the inert gas dryer outlet pipe which will activate a gas alarm if the
LEL reading reaches 30% and a high high alarm if the reading reaches 60%.
Illustration 3.4.10a Quick-Closing Valves and Fire Dampers System
To Fire Damper Air Cylinder for Engine Room Ventilation

Fire
Control S
S No.1 Starboard Main
Station PS
PS
No.1 Port Main Generator Generator Room Supply
IAS
Room Supply Fan Damper Fan Damper
PI S No.2 Starboard Main
Starboard Main Generator Engines Group S
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Air Bottle for S
Emergency Starboard Main Generator
Shut-Off Port Main Generator Engines Group S Room Exhaust Fan Damper
Valve Port Main Generator Room
Exhaust Fan Damper
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Starboard Machinery Space
Supply Fan Damper
Port Machinery Space
Key Supply Fan Damper
Other Groups S
Air Purifier Room
Fuel Oil/Gas Oil Exhaust Fan Damper
S
Lubricating Oil Purifier Room Supply
From General Service Duct Damper
Air System (2.9.3a Machinery) Marine Diesel Oil
S S Switchboard and
Sludge/Waste Oil Switchboard and
Transformer Room (Port) Transformer Room (Starboard)
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Electrical Signal Ventilation Damper Ventilation Damper
S Switchboard and
Instrumentation S Transformer Room (Starboard)
Switchboard and
Transformer Room (Port) Ventilation Damper
F-311V F-317V F-7V F-40V Ventilation Damper S Switchboard and
S Transformer Room (Starboard)
Switchboard and Supply Duct Damper
Incinerator Incinerator Gas Combustion Gas Combustion
Transformer Room (Port) S
Marine Diesel Waste Oil Unit Marine Diesel Unit Igniter Gas Gas Valve Unit Room
Supply Duct Damper
Oil Tank Service Tank Oil Service Tank Oil Service Tank (Starboard) Exhaust Fan
S Damper
Upper Deck Incinerator Room S
Gas Valve Unit Room
Ventilation Damper
F-5V F-6V
ft S
S
Incinerator Room
Supply Duct Damper
S
S
(Starboard) Exhaust Fan
Damper
Gas Valve Unit Room
(Starboard) Air Intake Damper
Gas Combustion Unit

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Gas Combustion Unit Room Exhaust Fan Damper
Inert Gas Room Air Inlet Damper
Generator Gas Oil S
Service Tank L-243V L-14V L-15V Gas Combustion Unit
S Gas Valve Unit Room Room Exhaust Fan Damper
306V
2nd Deck (Port) Exhaust Fan
Gearbox Generator Engine Generator Engine Damper Gas Combustion Unit
Lubricating Oil Lubricating Oil Lubricating Oil
S 307V Fan Room Damper
Gravity Tank Settling Tank (Port) Settling Tank (Starboard) Gas Valve Unit Room
(Port) Exhaust Fan
3rd Deck Damper Gas Combustion Unit
308V Fan Room Damper
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S
Gas Valve Unit Room Gas Combustion Unit
270V (Port) Air Intake Damper 309V Fan Room Damper
F-102V F-301V F-3V F-10V F-201V F-202V F-1V F-104V F-302V F-4V F-103V F-203V F-204V F-2V
Gas Combustion Unit
Funnel Ventilation 281V Fan Room Damper
Marine Diesel Marine Diesel Marine Diesel Marine Diesel 271V Damper
Marine Diesel Marine Diesel
Oil Settling Tank Oil Bunker Tank Oil Settling Tank Oil Settling Tank
Oil Service Tank (Port) Oil Service Tank (Starboard) Funnel Ventilation Damper
(Port) (Port) (Starboard) (Starboard) 282V
Funnel Ventilation
4th Deck Damper
Funnel Ventilation Damper
3.4.10 Quick-Closing valves, fire dampers and Tank Valve Description Valve Tank Valve Description Valve
emergency stops Marine diesel oil bunker Marine diesel oil transfer pump F1V Gas combustion unit igniter Outlet to gas combustion unit gas F40V
tank (port) suction gas oil service tank oil ignition pump
Introduction Marine diesel oil bunker Marine diesel oil transfer pump F2V Incinerator marine diesel oil Incinerator ignition pump suction F311V
tank (starboard) suction tank
To ensure a fast and effective ability to respond to a fire situation the ship is Marine diesel oil service Marine diesel oil transfer pump F3V
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provided with means to shut off tanks containing flammable liquids that would tank (port) suction
normally be open; to shut down the pumps and other equipment that could Marine diesel oil service Marine diesel oil transfer pump F4V Fire Dampers
cause or maintain a fire, and to shut off the air supply to a fire. tank (starboard) suction Remote Operation
Incinerator waste oil service Mill pump suction F317V Fire dampers operate to close the ventilation openings in the event of a fire
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Oil Tank Quick-Closing Valves tank in the engine room spaces. The dampers are kept open by air pressure acting
Marine diesel oil service To auxiliary boiler and separator F101V on the pneumatic cylinders from the 250 litre storage cylinder, via the supply
CAUTION tank (port) valve which is locked open. A counterweight, which is attached to the damper
Some tanks such as lubricating oil tanks do not have quick-closing valves Marine diesel oil settling To separator F102V linkage closes the damper when the cock is turned 90 to vent the air from the
fitted. This is because they are normally closed and only opened for short tank (port) pneumatic cylinders.
periods of time when required. It is therefore important to ensure that Marine diesel oil service To auxiliary boiler and separator F103V
these valves are always closed when not in use. tank (starboard) There are 35 fire dampers which are activated from the fire control station, of
which 25 are activated by the emergency stop system.
Marine diesel oil settling To separator F104V
All of the outlet valves from the fuel oil and lubricating oil tanks from which
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tank (starboard)
oil could flow to feed a fire are equipped with pneumatically operated quick- Marine diesel oil service To No.1 generator engine F201V Mushroom-type engine room ventilators and engine room vent fan dampers are
closing valves. These valves are operated from the fire control station located tank (port) manually opened and closed by means of manually operated levers. These are
on the upper deck on the port side of the accommodation block. situated at the ventilators.
Marine diesel oil service To No.2 generator engine F202V
tank (port)
The valves are supplied with compressed air at 7 bar from a 250 litre storage
cylinder located in a cabinet in the fire control station. The cylinder is fitted Marine diesel oil service To No.3 generator engine F203V Emergency Stops
with an alarm to warn of low pressure and is fed from the engine room general tank (starboard)
service air main. Marine diesel oil service To No.4 generator engine F204V The emergency stops are grouped as follows:
A non-return valve is fitted on the inlet line which is normally in the open
position to ensure that a full charge of air is always available.
The oil tanks are grouped into three systems as shown in illustration 4.6a, with
ft tank (starboard)
Marine diesel oil settling
tank (port)
Marine diesel oil settling
To auxiliary boiler
To auxiliary boiler
F301V
F302V
ES-C - Engine Room Auxiliary Machinery
Waste management store exhaust fan

Deck store and workshop exhaust fan
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tank (starboard)
one three-way cock operating each system. In normal operation the supply line Paint store exhaust fan
Generator engine lubricating Outlet valve L14V
to each group of tank valves is vented to atmosphere, but when the cock is Oil and grease store exhaust fan
oil settling tank (port)
turned 90, compressed air is directed to the pistons, which collapse the bridge
of each valve in that group, thus causing the valves to close. Generator engine lubricating Outlet valve L15V Chemical store exhaust fan
oil settling tank (starboard)
Nos.1 and 2 compressor room exhaust fans
The valves are reset by venting the air supply and operating the valve Reduction gear lubricating Outlet valve L243V
handwheel in a closed direction to reset the bridge mechanism and then by oil gravity tank Nos.1 and 2 passageway exhaust fans
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opening the valve in the normal way. Propulsion motor LO Outlet to bearings L245V Pipe duct keel exhaust fan
gravity tank
Hydraulic pressure unit valve control room exhaust fan
The valves listed in the following table all relate to the illustration 3.4.10a Inert gas generator gas oil Outlet to gas oil transfer pump F6V
shown above. service tank Emergency generator room exhaust fan
Inert gas generator gas oil Outlet to inert gas generator gas oil F5V Nos.1 and 2 compressor room supply fan
service tank service pump Steering gear room supply fan
Gas combustion unit marine Outlet to gas combustion unit F7V
diesel oil service tank marine diesel oil service pump Nos.1 and 2 bosuns store supply fans
Illustration 3.4.10a Quick-Closing Valves and Fire Dampers System
To Fire Damper Air Cylinder for Engine Room Ventilation

Fire
Control S
S No.1 Starboard Main
Station PS
PS
IAS
PI S No.2 Starboard Main
Starboard Main Generator Engines Group S
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Air Bottle for S
Emergency Starboard Main Generator
Shut-Off Port Main Generator Engines Group S Room Exhaust Fan Damper
Valve Port Main Generator Room
Exhaust Fan Damper
op
Starboard Machinery Space
Supply Fan Damper
Port Machinery Space
Key Supply Fan Damper
Other Groups S
Air Purifier Room
Fuel Oil/Gas Oil Exhaust Fan Damper
S
Lubricating Oil Purifier Room Supply
From General Service Duct Damper
Air System (2.9.3a Machinery) Marine Diesel Oil
S S Switchboard and
Sludge/Waste Oil Switchboard and
Transformer Room (Port) Transformer Room (Starboard)
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Electrical Signal Ventilation Damper Ventilation Damper
S Switchboard and
Instrumentation S Transformer Room (Starboard)
Switchboard and
Transformer Room (Port) Ventilation Damper
F-311V F-317V F-7V F-40V Ventilation Damper S Switchboard and
S Transformer Room (Starboard)
Switchboard and Supply Duct Damper
Incinerator Incinerator Gas Combustion Gas Combustion
Transformer Room (Port) S
Marine Diesel Waste Oil Unit Marine Diesel Unit Igniter Gas Gas Valve Unit Room
Supply Duct Damper
Oil Tank Service Tank Oil Service Tank Oil Service Tank (Starboard) Exhaust Fan
S Damper
Upper Deck Incinerator Room S
Gas Valve Unit Room
Ventilation Damper
F-5V F-6V
ft S
S
Incinerator Room
Supply Duct Damper
S
S
(Starboard) Exhaust Fan
Damper
Gas Valve Unit Room
(Starboard) Air Intake Damper
Gas Combustion Unit

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Gas Combustion Unit Room Exhaust Fan Damper
Inert Gas Room Air Inlet Damper
Generator Gas Oil S
Service Tank L-243V L-14V L-15V Gas Combustion Unit
S Gas Valve Unit Room Room Exhaust Fan Damper
306V
2nd Deck (Port) Exhaust Fan
Gearbox Generator Engine Generator Engine Damper Gas Combustion Unit
Lubricating Oil Lubricating Oil Lubricating Oil
S 307V Fan Room Damper
Gravity Tank Settling Tank (Port) Settling Tank (Starboard) Gas Valve Unit Room
(Port) Exhaust Fan
3rd Deck Damper Gas Combustion Unit
308V Fan Room Damper
D
S
Gas Valve Unit Room Gas Combustion Unit
270V (Port) Air Intake Damper 309V Fan Room Damper
F-102V F-301V F-3V F-10V F-201V F-202V F-1V F-104V F-302V F-4V F-103V F-203V F-204V F-2V
Gas Combustion Unit
Funnel Ventilation 281V Fan Room Damper
Marine Diesel Marine Diesel Marine Diesel Marine Diesel 271V Damper
Marine Diesel Marine Diesel
Oil Settling Tank Oil Bunker Tank Oil Settling Tank Oil Settling Tank
Oil Service Tank (Port) Oil Service Tank (Starboard) Funnel Ventilation Damper
(Port) (Port) (Starboard) (Starboard) 282V
Funnel Ventilation
4th Deck Damper
Funnel Ventilation Damper
Bow thruster room supply fan Waste oil transfer pump No.1 LO separator supply pump
Nos.1 and 2 HD compressor auxiliary LO pumps No.2 LO separator No.1 MDO separator
Nos.1 and 2 LD compressor auxiliary LO pumps No.2 LO separator supply pump No.1 MDO separator supply pump
Nos.1 and 2 remote operated cargo valve hydraulic oil pumps No.2 MDO separator Reduction gearing CJC filter
Nos.1 and 2 remote operated ballast valve hydraulic oil pumps No.2 MDO separator supply pump No.2 jacking unit LO pump
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Nos.1 and 2 remote operated cargo valve hydraulic oil topping- Engine room bilge pump
up pumps
No.1 jacking unit LO pump ES-B - Engine Room Auxiliary Machinery
Nos.1 and 2 remote operated ballast valve hydraulic oil topping-
up pumps Smoking room exhaust fan
op
ES-A1 - Engine Room Auxiliary Machinery
Nos.1 and 2 forward MDO transfer pumps Hospital and dispensary room fan
Fans:
Night pantry
Nos.1 and 2 main diesel generator room supply fan
ES-A2 - Engine Room Auxiliary Machinery Nos.1 and 2 wheelhouse duct heater
No.1 main diesel generator room exhaust fan
Fans: Duty mess room exhaust fan
No.1 GCU room exhaust fan
Nos.3 and 4 main diesel generator room supply fan Galley supply fan
Nos.1 and 2 gas valve unit hood room exhaust fan (port)
No.2 machinery space supply fan Sanitary space exhaust fan
No.2 auxiliary air handling unit (AHJ 01)
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No.2 main diesel generator room exhaust fan Air conditioning room exhaust fan
No.1 propulsion motor transformer cooling fan
No.2 GCU room exhaust fan Wheelhouse air conditioning coil unit
Nos.1 and 2 propulsion motor transformer cooling fan
Nos.1 and 2 gas valve unit hood room exhaust fan (starboard) Galley air conditioning coil unit
Auxiliary boiler
No.2 auxiliary air handling unit (AHJ 02) Nos.1 and 2 main air conditioning units
Nos.1 and 3 GCU power unit
No.2 propulsion motor transformer cooling fan No.1 auxiliary air conditioning units (AHU01 and 02)
No.1 inert gas generator blower
No.2 inert gas generator blower Galley and pantry exhaust fan
Inert gas generator air dryer unit
Nos.1 and 2 GCU power unit
No.2 MCC for Nos.3 and 4 generator engines
Starboard exhaust gas economiser
ft No.1 MCC for Nos.1 and 2 generator engines
Port exhaust gas economiser
Machinery space supply fan
Sundry space exhaust fan
Provisions refrigeration fan
Battery room exhaust fan
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Engine room toilet exhaust fan
Nos.1 and 2 AC unit cooler for port converter room The emergency stop switches are at the following locations:
Electrical workshop fan coil unit
Welding space exhaust fan Oil pumps:
Wheelhouse Panel
Nos.1 and 2 AC unit cooler for starboard converter room Nos.1, 2, 3 and 4 MDO circulating pumps
ES-A1, ES-A2, ES-B and ES-C
No.1 reduction gearing LO circulating pump
Oil pumps:
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No.1 LO transfer pump
Nos.5, 6, 7 and 8 MDO circulating pumps Fire Control Station
No.1 MDO transfer pump
No.2 reduction gearing LO circulating pump
No.1 MCC for Nos.1 and 2 generator engines ES-A1, ES-A2, and ES-C
No.2 LO transfer pump
Auxiliary boiler
No.2 MDO transfer pump
Inert gas generator FO pump
No.2 MCC for Nos.3 and 4 generators Engine Room Entrance
Gas oil transfer pump
Gas oil transfer pump ES-A1 and ES-A2
No.1 LO separator
Illustration 3.4.11a Water Mist Fire Extinguishing System

Wheelhouse
Key
LOCAL FIRE FIGHTING SYSTEM
EXTENSION INDICATOR PANEL
High Pressure Fresh Water
Fresh Water
y
Electrical Signal
Air
Extension Indicator Panel
Local Operating Panels
op
Discharge Alarm to With Location
Light Signal Column LOCAL FIRE FIGHTING SYSTEM
CONTROL PANEL
Generator Engine Generator Engine Boiler Main Power
Monitoring Signal to 1 and 2 3 and 4
Alarm Monitoring System

G.C.U Incenerator Lubricating Oil and
IGG Main Diesel Oil Purifiers
Generator Engine 1,2

Valve Abnormal
Valve Abnormal IGG
Lubricating Oil and
Main Diesel Oil Purifiers S Inert Gas Generator Area
G.C.U Valve Incenerator IGG

Lubricating Oil and
Main Diesel Oil Purifiers
NO
Abnormal Valve Abnormal Valve Abnormal Valve Abnormal
NC
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From Pump Power
Emergency
Fail
Pump Manual Pump Motor Overload Pre Warning
S Incinerator Area
Switchboard
Auto/Manual System Stop Buzzer Lamp Test Buzzer NO
NC
Generator Engine Generator Engine Boiler Buzzer Stop
1 and 2 3 and 4
S Boiler Area
G.C.U Incenerator IGG Lubricating Oil and
NO
NC
LOCAL FIRE-FIGHTING SYSTEM OPERATION PROCEDURE
From
Emergency
Switchboard
Source
LOCAL FIRE FIGHTING
PUMP START PANEL
0
Anemeter
100
200
A
300
60
0 90
0
Running
ft In case of fire (Manual Operation)

(1) Push the [START (DISCHARGE)] switch of the discharge section --- this switch is lighting
<< Fire water is discharged >>
Discharge stop
(1) Push the [STOP DISCHARGE] switch
<< Discharge is stopped >> ___ the (DISCHARGE) lamp turns off the light
Restoration after fire fighting
(1) At the first restore fire detector and fire pump unit.
(2) Push the [SYSTEM RESET] switch of control panel ___ system is initialized
Notice of indication
Lamp lighting and a siren are signifying activity/abnormality of equipment.
Do proper operation according to system instructions.
In case of fire, mechanical ventilations are stopped automatically.
Attention of switch operation.
Never operate a switch besides a fire or inspection!
Push the [SYSTEM RESET] switch after restoration of external equipment.
Careful reading and understand an instruction manual before operating control panel.
S
NC
NO
Purifier Area
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Hour Meter
Fire Control Station
S GCU Area
Starboard
m
Fresh Water
LO Manual/Auto Start Stop Heater NO
Tank
181m3 NC
Junction Box
CNP S Nos.1 and 2 Generator Engine Area
NO
D
NC
PI PI PS
S Nos.3 and 4 Generator Engine Area
Port
Fresh Water NO
Tank NC
181m3 D31V NO
NC NC
Water Mist Fire Extinguishing Supply Pump
(300 Litres/min x 12kg/cm2)
Air Test Connection
3.4.11 Engine Room water mist Fire extinguishING The areas protected by the system are as listed below: Manual Operation
sYSTEM
Area No. of Nozzles The system can be activated from the following locations:
Manufacturer: Tanktech Co. Ltd Port main generator room 20 Port side of the A deck level outside the incinerator room
No. of sets: 1 Starboard main generator room 20 entrance - serving the incinerator
Model: X-Mist Gas combustion unit 4 Starboard side of the A deck level, in the GCU fan room near
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Pump type: Multi-stage vertical centrifugal Incinerator 1 the GCU operating panel - serving the GCU
Pump model: MXV 50-1605-60 Lubricating oil and marine diesel oil separators 5 2nd deck level forward the auxiliary boiler burner cleaning
Capacity: 18m3/h at 10kg/cm2 Inert gas generator 5 bench - serving the auxiliary boiler
Detection system: CS 3000 Auxiliary boiler 1
op
Port forward on the 3rd deck level, outside the port switchboard
and transformer room - serving the inert gas generator
The system is maintained in a constant state of readiness and the pump is
Introduction permanently connected to one of the fresh water tanks. 4th deck level, near the elevator door, 2 panels - serving the port
main generator engine room and the starboard main generator
The system comprises a fire detection part and a fire fighting part. The fire In automatic mode the system is activated by smoke or flame detector heads engine room
detection is provided by the CS 3000 fire detection system and the fire fighting mounted in the protected areas. Outside the purifier room forward door on the 4th deck level
part is provided by a single multi-stage water pump. - serving the purifier room
If one detector is activated a warning alarm is sounded, when a second detector
The Tanktech fire fighting system provides a high pressure water mist spray to At the fire control station on the upper deck, where all the above
head is activated the system is brought into operation.
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specific areas of the machinery space and is additional to and independent of areas can be activated
other engine room fire fighting systems. CAUTION At the pump solenoid valves, which are operated using the
During periods of engine room maintenance it is important to ensure special screwdriver located next to the solenoid valves
The equipment consists of a high pressure multi-stage pump which takes
that the spray heads are never painted as this will impair their
suction from either the port or starboard fresh water tank through a gate valve There is an indicator panel on the bridge.
performance.
which is locked open. The pump is located in the engine room on the 3rd deck
level on the port aft side near No.2 inert gas generator blower unit.
Procedure for Operating the Water Mist Fighting System Blowing Through the System After Use
The principle of the water mist system is that the very fine droplets of water
tend to exclude oxygen from the atmosphere in the vicinity of the fire, thereby
starving the burning material of oxygen. When the fine water droplets come
into contact with the flames they rapidly evaporate because of their large
surface area for small mass and this produces a rapid cooling effect on the ft a) Ensure that the fresh water tank has sufficient water for
operating the local fire fighting system.
b) Ensure that power is available to the fire fighting control

After the system has been operated for a particular space the lines must be
blown through with compressed air to remove all water which could cause
corrosion.
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fire. The pump unit must be isolated so that it will not operate and the pump
panel.
discharge valve closed. The pump drain valve is opened to drain water from the
The steam produced by the evaporation acts to further reduce the space pump outlet lines. The flushing air valves from the general service air system
c) Ensure that the high pressure pump starting panel has power
available for oxygen. Because the water is in mist form the system is also and the section supply valves for the areas which have been operated manually
available and is switched to AUTO.
useful for oil fires. are opened. Compressed air is then blown through the section pipes and the
spray heads, removing all water from that section. When flushing is complete
d) Ensure that all of the manual valves at the pump unit are open
Water at high pressure is injected into the protected space through special the air valves are closed, the section supply valves are returned to the closed
except the air supply valve, test valves and drain valve.
position and to automatic operation. The pump drain valve is closed and the
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nozzles which break down the water stream into very fine mist-like particles.
The positioning and distance of the spray heads from the protected equipment pump returned to AUTO.
In this condition the system will operate automatically with the appropriate
is critical to ensure complete protection is provided. machinery valve releasing water to the spray heads for that protected space.
System checks must then be carried out after purging to ensure that the system
The pump supplies seven outlet lines fitted with sprinkler nozzles which serve and its control panels are set for automatic operation.
various areas of the machinery space. Each outlet has its own supply valve
remotely operated from the control panel.
Illustration 3.4.11a Water Mist Fire Extinguishing System

Wheelhouse
Key
LOCAL FIRE FIGHTING SYSTEM
EXTENSION INDICATOR PANEL
High Pressure Fresh Water
Fresh Water
y
Electrical Signal
Air
Extension Indicator Panel
Local Operating Panels
op
Discharge Alarm to With Location
Light Signal Column LOCAL FIRE FIGHTING SYSTEM
CONTROL PANEL
Generator Engine Generator Engine Boiler Main Power
Monitoring Signal to 1 and 2 3 and 4
Alarm Monitoring System

G.C.U Incenerator Lubricating Oil and
IGG Main Diesel Oil Purifiers

Valve Abnormal
Valve Abnormal IGG
Lubricating Oil and
Main Diesel Oil Purifiers S Inert Gas Generator Area
G.C.U Valve Incenerator IGG

Lubricating Oil and
NO
Abnormal Valve Abnormal Valve Abnormal Valve Abnormal
NC
C
From Pump Power
Emergency
Fail
Pump Manual Pump Motor Overload Pre Warning
S Incinerator Area
Switchboard
Auto/Manual System Stop Buzzer Lamp Test Buzzer NO
NC
Generator Engine Generator Engine Boiler Buzzer Stop
1 and 2 3 and 4
S Boiler Area
G.C.U Incenerator IGG Lubricating Oil and
NO
NC
LOCAL FIRE-FIGHTING SYSTEM OPERATION PROCEDURE
From
Emergency
Switchboard
Source
LOCAL FIRE FIGHTING
PUMP START PANEL
0
Anemeter
100
200
A
300
60
0 90
0
Running
ft In case of fire (Manual Operation)

(1) Push the [START (DISCHARGE)] switch of the discharge section --- this switch is lighting
<< Fire water is discharged >>
Discharge stop
(1) Push the [STOP DISCHARGE] switch
<< Discharge is stopped >> ___ the (DISCHARGE) lamp turns off the light
Restoration after fire fighting
(1) At the first restore fire detector and fire pump unit.
(2) Push the [SYSTEM RESET] switch of control panel ___ system is initialized
Notice of indication
Lamp lighting and a siren are signifying activity/abnormality of equipment.
Do proper operation according to system instructions.
In case of fire, mechanical ventilations are stopped automatically.
Attention of switch operation.
Never operate a switch besides a fire or inspection!
Push the [SYSTEM RESET] switch after restoration of external equipment.
Careful reading and understand an instruction manual before operating control panel.
S
NC
NO
Purifier Area
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Hour Meter
Fire Control Station
S GCU Area
Starboard
m
Fresh Water
LO Manual/Auto Start Stop Heater NO
Tank
181m3 NC
Junction Box
CNP S Nos.1 and 2 Generator Engine Area
NO
D
NC
PI PI PS
S Nos.3 and 4 Generator Engine Area
Port
Fresh Water NO
Tank NC
181m3 D31V NO
NC NC
Water Mist Fire Extinguishing Supply Pump
(300 Litres/min x 12kg/cm2)
Air Test Connection
Procedure for Testing the System
The system should be tested once each month with an officer on duty on the
bridge at the time of testing.
a) Close the outlet valves after the section valves to all protected
spaces.
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b) Open the test valve below the outlet valve and also open the
drain valve.
op
c) Open the section valve manually by pressing the section
pushbutton.
d) Check that the pump starts and that the section valve opens and
the control panel indicates mist release.
e) Reset the control panel alarm and check that the pump stops and
the section valve closes.
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f) Close the section test valve and repeat the test for the other
section.
g) After completion of tests, close the drain valve and open all
outlet valves after the section valves.
h) Check that fresh water is available, check and clean strainers

and ensure that the system is returned to the AUTO mode.
ft
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3.4.12 first aid fire fighting System

Introduction
The first aid fire fighting system consists of hose reel and nozzle sets connected
to the domestic fresh water and situated within the accommodation. This
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allows fresh water to be quickly made available to extinguish any fires before
they can develop.
The hose reel and nozzle sets are located at the following locations:
op
Upper deck alleyway port side - near entrance to No.2 LV cargo
switchboard room
Upper deck alleyway starboard side - near entrance to fire
control station
A deck alleyway port side - near crews mess room
A deck alleyway starboard side - near officers lounge
B deck alleyway port side - near hospital door
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B deck alleyway starboard side - near cooks cabin
C deck alleyway starboard side - outside conference room
C deck alleyway starboard side - outside general office
D deck alleyway port side - outside chief engineers day room
D deck alleyway starboard side - outside captains day room
Navigating bridge deck - wheelhouse starboard side inboard
bulkhead
Operation
ft
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In the event of a fire proceed as follows:
a) Raise the alarm and proceed to the nearest hose and reel set.
b) Open the fresh water valve and run out the hose reel towards the
fire.
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c) Open the nozzle valve and direct the fresh water spray towards
the base of the fire.
3.4.13 Galley Deep Fat Fryer Wet Chemical System Procedure for Operating the Fat Fryer Extinguishing System
Manufacturer: Ansul a) After auto-ignition of the fat fryer has taken place, the fire alarm
Type: R-102, wet chemical pushbutton in the galley or passageway should be pressed and
information relayed to the bridge duty officer on the nature of
the fire.
The fat fryer appliance in the galley is protected by a fixed fire suppressant
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system. The protection system is comprised of a single 5.7 litre storage cylinder b) Activate the galley emergency stops (ES-G) from the working
containing an aqueous organic wet chemical solution which is pressurised with alleyway adjacent to the entrance into the galley on the port
nitrogen to a pressure of 690kPa when the release cartridge is activated. The side, this will isolate the electrical supply to the fat fryer (and all
system is fitted with a remote release mechanism, which is located in the galley electrical equipment) and stop the two galley ventilation
op
officers pantry at the starboard entrance to the galley. Additionally, the housing fans. The fan dampers for the galley uptakes, one natural supply
front panel for the storage and release cartridge is fitted with a Cocked Fired and one electrical supply, and exhaust should be closed. Ensure
indicator. The wet chemical discharge from the cylinder is led via piping to a all staff are out of the galley.
single fixed nozzle located above the fat fryer appliance.
c) Release the fat fryer fire suppressant system from the pull
Fat fryers are particularly difficult to protect due to the amount of stored heat release station located in the galley adjacent to the entrance into
that is contained in a large quantity of cooking oil. This is relevant, in that the galley on the port side. The system will now knock down the
in order to stop the oil re-flashing after the flame has been extinguished, it flames and form a foam layer on the surface.
is very important that the temperature of the liquid is allowed to cool to a
level approximately 33C below its auto-ignition temperature. In the event
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WARNING
that the thermal cut-out on the fat fryer fails to operate, the temperature of the
oil will be raised by the heating element to an auto-ignition temperature of No attempt should be made to remove the foam layer or spray water
approximately 370C. This temperature can rise further until the heat source is onto the fat fryer unit.
removed and the action of extinguishing takes place.
d) Ensure that the flames have not spread into the galley ducting.
The wet chemical agent is a pre-mixed aqueous solution which, when released
as an atomised spray onto the burning surface quickly knocks down the flame e) Careful monitoring of the fat fryer unit and surrounding area,
within 4 to 6 seconds and forms a foam layer on top of the liquid. The layer of including the galley trunking area, should be maintained by
foam must be able to remain stable without breaking down for approximately
20 minutes, during which time the temperature of the liquid should have cooled
ft
down sufficiently to stop re-ignition. Therefore it is vital that the heat source is
eliminated as soon as possible and that no attempt is made to remove the foam
layer until it can be confirmed that the fryer is cold.
a fire watch team until they are sure that the fire has been
extinguished.
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Note: There are no toxic products produced by this system when it is released
or after its effect on the fire.
WARNING
It is important that the electrical supply is isolated from the fat fryer
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before the fire suppressant system is used as the wet chemical solution is
electrically conductive.
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Section 4: Emergency Procedures
4.1 Steering Gear Failure
op
Illustration
4.1a Steering Gear Failure
4.2 Collision and Grounding
4.3 Search and Rescue
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4.3.1 Missing Persons
4.3.2 Man Overboard
4.3.3 Search Patterns
4.3.4 Bomb Search
Illustration

ft
4.3.3a Search Patterns
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4.4 Emergency Towing and Being Towed
4.5 Oil Spill and Pollution Prevention
4.6 Emergency Reporting

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4.6.1 AMVER
4.6.2 AUSREP
Illustration 4.1a Steering Gear Failure
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Steering Control Modes
op
Automatic Automatic
Steering Steering Wheel Steering Local Steering
Autopilot A Autopilot B Engaged Gear Room Control
Has
NO
Wheel Steering
Has Failed ? Has
Has
the In-use YES YES YES
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YES the Local
NFU Steering
Autopilot Steering Control
Failed ?
Failed ? Failed ?
Has
NO NO
NO the Back-up YES
Autopilot
Failed ? Change to Local Steering
(Rudder Servo Unit or
NO Torque Motor) Control
ft
Rectify the Original
Autopilot Problem
Change to Steering
Column Control.
Use Helsman to Steer.
Advise Master and Duty
Engineer of Any Problems
Call Master and
Chief Engineer to Advise
of the Problem
Use Local Steering
(Rudder Servo Unit or
Torque Motor) Control
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Rectify the
Steering Stand Problem
Rectify the
Autopilot Problem
Normal Operations Inform the Master and Chief Engineer Prepare for Anchoring if in Shallow Waters
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Exhibit 'Not Under Control' Shapes or Lights Evaluate the Need for Tug Boat Escort or
Assistance
Commence Sound Signalling
Evaluate the Need for Salvage
Prepare Engines for Manoeuvring
Broadcast an URGENCY Message to Ships
Take the Way off the Ship in the Vicinity
4.1 Steering Gear Failure To operate the emergency steering system, the MANUAL and INDEP buttons
on the steering gear control panel on the manoeuvring console on the bridge
must be pressed. This will switch both steering gear units to manual control
Introduction and allow them to operate independently of each other. The starting and
stopping of the pumps on each steering gear can then take place inside the
The following actions to be carried out following a failure of the steering steering compartment. Establish communications with the bridge, then operate
gear: each steering gear in response to their requests by moving the torque motor
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control levers manually.
a) Inform the Master.
The operator in the steering gear compartment controls the steering gear using
b) Inform the engine room. one of the following methods:
op
c) Attempt to engage the emergency steering. This procedure is 1. Turn the Local/Remote switch to the LOCAL position at the
posted in the steering gear room. local auto pilot control panel and control the selected pump by
pressing the NFU Port and Starboard pushbuttons.
d) If steering cannot be re-established, Not Under Command 2. Turn the autopilot control panel off and control the steering gear
shapes or lights are to be exhibited. via a control lever attached to the telemotor. Return the lever to
the neutral position once the required rudder position has been
e) Commence sound signalling. reached. This form of steering control is termed non-follow-up
(NFU).
f) Prepare engines for manoeuvring.
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An emergency steering drill should be carried out at least once every three
g) Take the way off the ship. months when traffic and navigational restrictions permit.
h) Prepare for anchoring if in shallow waters. 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 from
i) Evaluate the need for tug escort/assistance. the navigation bridge. After each drill, details and the date it was carried out are
to be entered in the Official Log Book and Particulars and Records Book.
j) Evaluate the need for salvage.
k) Broadcast an URGENCY message to ships in the vicinity.
Actions on Receipt of Steering Gear Alarms on the Bridge ft

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Start a second steering motor
Stop the steering motor unit in alarm
Establish and rectify the cause of the alarm.
Emergency Steering
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This involves the local control of one of the pumps by means of turning the
torque motor manually. Instructions must be transmitted to the steering gear
room from the bridge by telephone. As the pumps are controlled individually
by hand, it is not possible to ensure that control of two pumps will take place
at exactly the same time, therefore only one pump unit must be operating on
each steering gear when in emergency control from the steering gear room. The
second unit must be shut down as usual. This applies to both steering gears.
4.2 Collision and Grounding Stranding or Grounding o) Make the ships position available to the radio table, satellite
terminal and other automatic distress transmitters. Update as
a) Stop the engine necessary.
Minimising Damage
b) Sound the General Emergency Alarm. p) Evaluate the need for salvage assistance.
If a collision is inevitable, damage can be minimised by striking a glancing
blow. q) Make ready for lightering or towing.
c) Close all watertight doors and non-essential air intakes.
y
Collision amidships of either ship must be avoided whenever possible and a r) Communicate with the Casualty Committee and owners/
d) Maintain VHF watch on channel 16 and if appropriate on
bow to bow, quarter to quarter or bow to quarter situation is preferable. operators.
channel 13.
op
Imminent Collision/Collision e) Switch on deck lighting at night. s) Broadcast a distress alert and message if the ship is in grave and
imminent danger and immediate assistance is required, otherwise
a) Sound the General Emergency Alarm. f) Exhibit light/shapes and make appropriate sound signals. broadcast an urgency message to ships in the vicinity.
b) Manoeuvre the ship so as to minimise the effects of collision. g) Check the hull for damage and check for oil pollution.
c) Close all watertight doors. h) Sound the bilges and tanks and compare the results against
departure soundings.
d) Switch on deck lighting at night.
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i) Visually inspect compartments such as the forward store, pump
e) Switch VHF to channel 16 and if appropriate to channel 13. room and engine room if possible.
f) Make the ships position available to the radio room, satellite j) Sound around the ship and determine which way deep water lies
terminal and other automatic distress transmitters. Update as and the nature of the sea bed.
necessary.
k) Consider the following:
g) Sound bilges and tanks after collision. Isolating damaged tanks
h) Check for fire/damage.
i) Prepare the lifeboats and fire fighting equipment.

ft Advantages/risks in case of refloating
Potential effect of the sea
Potential for pollution
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j) Check stability/damage stability and manoeuvring capability of Risk of ignition to escaping gas cloud
the vessel.
Potential drift to a perilous location
k) Offer assistance to the other vessel as appropriate. Setting of anchors or taking ballast in empty tanks to
stabilise the vessel pending assistance
l) Broadcast a distress alert and message if the ship is in grave Potential for further damage to the hull or machinery
and imminent danger and immediate assistance is required,
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otherwise broadcast an urgency message. l) Obtain information on local currents and tides, particularly
details of the rise and fall of the tide and the weather forecast.
m) Evaluate if any unignited cargo gas is escaping. Assess the
danger of ignition and issue warnings as appropriate. Minimise m) Isolate damaged tanks to ensure an intact hydrostatic head and
the danger by manoeuvring the vessel, if practical. integrity.
n) Reduce the draught of the ship by the transfer of cargo, ballast

or fuel internally, after considering the effects of transfer on
stability.
Illustration 4.3.3a Search Patterns

Williamson Turn
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Ease the helm
Sector Search Pattern Square Search Pattern
and steady on
Reciprocal Course
op
5S miles
2nd Crossleg
S miles
3S miles
Datum 1st Leg
C
S miles
2nd Leg
3rd Crossleg 3rd Leg 5S miles 3S miles S miles
60 - 70
2S miles 4S miles
First Search
When the ship's head is 60
off original course, Second Search
put helm Hard to Port
ft Note !
The leg length is dependent upon visibility
and the size of the object. Each leg is 120
2S miles
ra
to starboard. The second search is 4S miles
commenced 30 to starboard of the original
track.
Note !
The individual leg length 'S' is dependent
upon visibility and the size of the object,
increasing by a factor of one every third leg.
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Man Overboard to Starboard-
put helm to Starboard
Original Course
4.3 search and rescue 4.3.2 man overboard 4.3.3 Search Patterns
4.3.1 Missing Persons In the event of a man overboard the following steps should be implemented. Search patterns are based on the principle that the vessel works outwards from
a starting point, this can be in the form of squares circles or triangles. One or
In the event of a person being suspected missing, the officer of the watch more vessels can be involved and the search area can be expanded if aircraft
Shout man overboard - indicating port or starboard.
should be informed and steps put in place to determine if they are actually are involved.
missing or just not readily available. Throw the nearest lifebuoy overboard - try and maintain visual
y
contact. 4.3.4 Bomb search
Determine where and when the person was last seen
Raise the alarm and inform the bridge.
Organise a search of the vessel including decks, engine room If it is suspected that a bomb has been placed on board, the local port authority
and all accessible spaces The officer of the watch will instigate man overboard procedures is to be informed so that they can organise a bomb disposal team.
op
including releasing a combined light and smoke lifebuoy to
Prepare to turn the vessel round and retrace the track to where assist in marking the area and sound the general alarm. If the vessel is at sea then the ships personnel will have to attempt to locate
and when there was a last sighting of the person
Activate MOB on the GPS and radar if fitted. the device.
Post additional lookouts
Turn the vessel away from the side that the person went
Prepare the rescue boat for immediate use and have the crew The ships crew should be divided up into small teams of two or three men and
overboard and carry out either a Williamson Turn or some other
standing by in such a way that those familiar with certain areas search that area.
manoeuvre that brings the vessel back on its reciprocal track,
heading back towards the target.
Should the on board search not find the person, then use the VHF to call to The most likely area for placing bombs is where they can cause the most
other vessels in the area asking them to keep a good lookout as they transit the Post additional lookouts. damage, ie, engine rooms or control rooms, but other areas will also have to
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area. Prepare the engine room for manoeuvring. be checked.
Advise any other vessels in the area. With modern technical advances it is possible the bomb could be activated by
Other vessels may join in the search.
Prepare the rescue boat for immediate use and have the crew remote control. With this in mind the use of ships portable radios should be
On arrival at the last known position, a search of the area will be required. standing by. avoided.
This may involve only your own vessel or possibly others who have come to Manoeuvre the vessel as close as possible to the target.
assist. During any search great care should be taken to avoid disturbing any device as
Launch the rescue boat. again movement may be the trigger for detonation.
There are several search patterns that can be used and these are set out in
Section 4.3.3.
ft Effect a rescue and retrieve the rescue boat.

Administer first aid and, if necessary, obtain medical
assistance.
In the event of a device being found, all personnel should be moved away to an
area of safety and the immediate area sealed off as far as practicable.
Fire fighting gear should be made ready so that in the event of detonation,
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damage control can be activated very quickly.
Advice and assistance should be requested from the owners/local port

authorities on how to deal with the situation and where the vessel can go to
get this help.
Survival craft should be made ready in case the situation demands the
D
abandonment of the vessel.
Individual Responsibilities When Conducting a Bomb Search
Each vessel will organise and produce its own plan of action for stowaway and
bomb searches.
4.4 Emergency Towing and Being Towed passes through the Panama fairlead. This will prevent the towing wire from Commencing Tow
unnecessary chafing. Where the ship is totally without power but towage from a) The towing vessel to make way very gradually, using her
the bow is still necessary, a messenger can be led from the ocean-going tug engines in short bursts of minimum revolutions.
Introduction through the vessels towing fairlead and returned to the tug. The tugs winch is
then used to heave round the towing wire for connection to the ships chain. b) Increase speed in stages of five revolutions per minute. Do not
This vessel is fitted with a specially designed Emergency Towing Apparatus
(ETA). On the forward deck there is a custom-built Panama fairlead, a section alter course until both vessels are moving steadily.
Towing Another Ship
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of towing chain and a Smit towing bracket. On the aft deck is an automated
c) When altering course do so in stages of 5.
system which allows a towing wire to be released and deployed by one man. There are many factors which determine the most suitable method of taking
another vessel in tow. The type and size of the ship to be towed, the urgency d) The towing vessel should use its steering gear in conjunction
of the situation, the duration of the tow and the route to be taken. Taking into with the towed vessel.
Being Towed
op
account the size of the vessel, and the equipment fitted, it is extremely unlikely
Stern System that the towing of another vessel will be undertaken except in the case of e) If the towed vessels steering is not available her rudder should
extreme emergency. For example, preventing a vessel from grounding when be placed amidships and locked.
The aft towing arrangement is intended for quick release and easy retrieval. A
storage box contains the pick-up gear, marker buoys and messenger rope. The neither a tug nor more suitable vessel is available, the following should be
considered. f) The towed vessel should not use her engines unless requested to
towing pennant and retrieval rope are stored on the storage drum situated under do so.
the deck in the steering flat forward of the fairlead and the strongpoint.
The initial information required:
Steering Problems
The pick-up gear is stored in a box mounted to the side of the fairlead. The Urgency of the situation, time available before grounding
box has a drop-down cover and is arranged so that when the cover is opened, If towing by the stern and the rudders are not locked, the rudders may assume
Size of the other vessel
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the pick-up gear drops into the sea. The pick-up gear is attached to the end of the hard-over position. If towing by the bow and the disabled vessels engines
the towing pennant through the fairlead and is therefore ready for use with no Type of towing equipment available are used, the propeller race could cause the rudders to assume a hard-over
attaching of the gear necessary. Is power available for deck equipment? position.
The pick-up gear comprises of two marker buoys with a self-igniting light Available manpower The disabled vessels trim if possible should be as follows:
attached to a pick-up rope. The pick-up rope is buoyant and brightly coloured Towed by the bow - trim should be one in one hundred by the
to make it easily visible, and is attached to a heavier gauge messenger rope Connecting the Tow stern
which is used by the towing vessel to haul the towing pennant on board.
Towed by the stern - trim should be one in eighty by the head
To deploy the system, pull the toggle pin out of the pick-up gear box and pull
the wedge handle forward. The gear inside containing the pick-up line and
buoys will drop into the sea. Once the towing vessel has retrieved the pick-up
gear, it will secure the messenger rope and start to pull on it at a low load.ft Decision made by Master as to equipment usage
Use towing vessels emergency towing arrangement (preferred
due to poop configuration)
Use towed vessels emergency towing arrangement
Steer directly into wind to minimise yaw
Some larger vessels yaw the least on a heading 20 to 30 off the
wind
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The weak link on the stowage drum will break (at approximately 3 tonnes Establish continuous radio communication between the vessels
load) and the towing pennant will start to fall into the sea. When the towing Passing Tow Line Alternatives
pennant is fully paid-out, the stopper will come up against the towing bracket. Pass a light line between the vessels
At this point, the towing vessel can secure the towing pennant and towing can Connect to emergency towing arrangement buoy line and deploy Use line throwing apparatus to pass an initial light line followed by heavier
commence. when the other vessel ready lines. A helicopter with a lift capacity of two to three tons could be used to
facilitate the connection.
Bow System If picking up the other vessels tow wire, rig a bridle between two of the
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poop winches using their wires and connect to the tow wire using a suitable It should be remembered that speed and yaw have a considerable effect on the
Using the bow system will require considerable manpower and time to rig and shackle. forces acting against a tow. In the case of speed, the forces vary directly as the
also the availability of the deck machinery. speed squared.
Note: The designed brake load on each winch is 80% of the wire breaking
It is most likely to be used in conjunction with a salvage tug and for a pre-
strain but this could vary depending on the brake linings.
planned tow when the vessel is in no immediate danger. To rig the system
it will be necessary first to place the section of chafing chain in the towing
bracket, then using light lines and messengers, finally heaving on board the
tugs towing wire which is then secured to the vessels chafing chain with the
purpose designed shackle. Ensure that the chafing chain, when slackened back,
4.5 Oil Spill and Pollution Prevention The spill containers around bunker tank vents, the save-alls around bunker understood by all involved in the bunkering or fuel oil transfer
manifold connections, should have the plugs suitably secured to the save- procedure.
Refer to the Ships Oil Pollution Emergency Plan (SOPEP) and the Vessel all and fitted when in any port. The sea water alongside the vessel must be
Response Plan (VRP). inspected for traces of oil a few minutes after operations have begun and b) Shore or barge tanks, whichever form is being used, should be
periodically while operations continue. A supply of absorbent granules should checked for water content and volume held in each and every
The avoidance of pollution is of paramount importance. The company be kept near the hose connections when in port. Sawdust should not be used to tank, including those defined as not part of the operation.
regulations must be consulted and the procedures and response plans contained soak up oil as this presents a fire hazard.
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must be well known to all officers. c) Representative samples are to be drawn using the continuous
If, despite the adherence to proper procedures, an oil spill does occur, all drip method for the duration of the loading operation and
Note: Where action is taken to prevent or minimise pollution, no action must bunker operations should be stopped by the quickest means possible and should dispatched for analysis. Samples should be taken at the bunker
be undertaken that could jeopardise the safety of personnel on board and on not be restarted until the source of the leak has been identified and cured, and supply manifold inlet to the ship system and the supplier
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shore. hazards from the released oil have been eliminated. In most cases, the cause requested to witness sampling.
of the leak will be obvious but, in some instances, such as spillages resulting
from a slight hull leakage, the source may be difficult to locate, requiring the d) As far as possible new bunkers should be segregated from
Checklists services of a diver. existing bunkers on board. If bunkers being received are to be
loaded into the same tanks as existing bunkers on board, great
Company and terminal checklists must be completed prior to commencement care must be taken to avoid problems of incompatibility. If
of any operation that may involve a risk of pollution. It is the responsibility of Tank Overflow there is any doubt about the compatibility between the new and
the Chief Engineer to ensure that these checklists are properly completed, with existing bunkers the new bunkers should not be loaded on top of
shore representatives in attendance, as appropriate. Tank overflows should be avoided at all times. Correct use of the ships ullaging existing bunkers.
equipment and testing of the high level alarms prior to commencing oil transfer
C
Prior to loading or discharging, a terminal representative will contact the Chief operations, will help prevent this. Remember that when topping-off oil tanks, e) No internal transferring of bunkers should take place during
Engineer to discuss safety procedures and complete the ship/shore safety the loading rate must be reduced. If an oil tank overflows, the level within the bunker loading operations, unless permission has been obtained
checklist. If it is not possible to comply with all the provisions of the ship/shore tank must be lowered by dropping back to an empty, or partially empty tank. from the Chief Engineer.
checklist a reason should be given and agreement reached upon appropriate It must not be allowed to fill the overflow tank. If all of the other oil tanks are
precautions to be taken between the vessel and the terminal. Where a question full, then the operation should be stopped immediately. f) The Chief Engineer should calculate the estimated finishing
is considered to be not applicable, then a note to that effect should be inserted ullages/dips, prior to the starting of loading based on bunker
in the remarks column. The Chief Engineer should take personal charge of all Precautions to be Observed Prior to and During the Loading quality data provided by the supplier.
bunkering operations to ensure that frequent ullage/sounding checks are made
and that bunker loading rates are reduced when topping-off oil tanks. Similarly,
when transferring fuel oil from main tanks to settling/ready use tanks, the
ullages/soundings must be frequently checked. Do not rely on high level alarms
and automatic pump cut-offs as these can malfunction. ft of Bunkers
During all bunkering operations the Chief Engineer will be in overall charge
with assistance provided by other officers and crew as required.
g) Bunker tanks should not exceed 95% full.
h) Any bunker barges attending the vessel are to be safely moored

alongside before any part of the bunker loading operation begins.
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Frequent checks must be made of the mooring arrangements as
Note: Fuel tanks must only be filled to 95% of their total capacity and the bunker barge draught will change during bunkering.
Scupper Plugs operators bunkering procedures must be strictly adhered to at all times.
i) Level alarms fitted to bunker tanks should be tested prior to any
Many pollution incidents in ports are due to improperly sealed scuppers. Before and during bunkering, the following steps should be complied with:
bunker loading operations.
For this reason, it is most important that the Chief Engineer and responsible
watchkeeping officers check all scupper plugs routinely during oil transfer a) All engineers and other personnel involved in the bunkering
j) The soundness of all lines should be verified by visual
operations. Where scuppers are plugged using wooden blocks, these must be process should know exactly what role they are to play and
inspection.
D
cemented into place. what their duties are to be. Personnel involved should know
the location of all valves and gauges and be able to operate
k) The pre-bunkering checklist should be completed and exchanged
CAUTION the valves both remotely and locally if required. A bunker
with the supplier, who should also be provided with a copy of
plan should be drawn up prior to bunkering and all personnel
Scupper plugs are not to be removed during bunkering operations. the bunker plan.
involved in bunkering must receive a copy of the bunkering plan
and be fully aware of the contents of the plan and understand
Do not forget to plug the scuppers by the accommodation sides and in the areas l) The Chief Engineer is responsible for bunker loading operations,
the entire operational procedure. Company rules regarding the
adjacent to the oil tanks. There are many fuel oil ventilator pipes in these areas, assisted at all times by a sufficient number of officers and ratings
taking of bunkers and transfer of fuel oil within the ship must be
all of which are potential sources of oil pollution. to ensure that the operation is carried out safely.
m) A watch should be kept at the manifold during loading. Pollution Responses Inform the agent and get him to contact the local P + I club
representative.
Emergency Plans
n) All personnel involved in the bunkering operation should be in
Breath test all watchkeepers and key personnel on duty if the
radio contact. The MARPOL 73/78 Regulations require that tankers of 150 GRT and above
incident appears to have been caused by some on board factor
must be provided with a Shipboard Oil Pollution Emergency Plan, (SOPEP).
involving them.
o) The maximum pressure in the bunker line should be below the
relief valve pressure of 5.4 bar which connects to and discharges Alongside During Cargo Operations
y
oil to the fuel oil overflow tank. Other Action to Consider
Sound the fire alarm. Make a PA announcement Pollution incident, all parties
Is a local contractor required to assist in the clean-up? If so, liaise with agents
p) Safe means of access to barges/shore shall be used at all times. muster and report in and No smoking on board until further notice.
and head office to arrange this.
op
q) Scuppers and save-alls, including those around bunker tank Stop the cause of pollution as quickly as possible if it is within the ships
Make the engines ready as soon as possible in case it is necessary to move.
vents, should be effectively plugged. Oil dispersant and fuel power to do so. Utilise all available manpower to commence an immediate
Will it be necessary to disconnect the cargo hoses?
oil absorbent materials must be readily available at the bunker containment operation.
manifold. If necessary, vacate the berth. However, this may spread the pollution. If it is
CAUTION safe to stay (not floating in too much oil) then do not vacate.
r) Drip trays are to be provided at bunker hose connections In some ports when loading it is forbidden to close ship valves until
and means of containing any oil spills must be in place. Fire shore/barge pumps have stopped. CHECK CAREFULLY, as doing that Oil dispersant - permission must be obtained and approval gained from the
hoses must be rigged and charged and dry powder or foam could worsen the situation by rupturing a line if flow is continuing at local port authority before introducing any chemicals or oil dispersant into the
extinguishers provided at the manifold. pressure. This detail should have been advised to the vessel as part of the water. Permission will probably not be given.
C
pre-bunkering meeting.
s) The initial loading rate must be agreed with the barge or shore
station and bunkering commenced at an agreed signal and Recommended Pollution Equipment
communication with the supplier proved and continually tested. Actions to be Taken
Scupper plugs
Only upon confirmation of there being no leakage and fuel
Consider floating a mooring rope to contain the spill within the Wilden air-driven portable pump
going into only the nominated tank, should the loading rate be
confines of the ship and jetty.
increased to the agreed maximum. Squeegees - rubber blade deck wiper
Check that all personnel are present and accounted for, check
t) When the tank being filled approaches 90% full, the filling rate and confirm who is ashore. Designate one person to look for Scoops, buckets and brushes
should be reduced by diverting some of the flow to another
bunker tank; if the final tank is being filled the pumping rate
must be reduced. Filling of the tank must be stopped when
the tank reaches 95% full. When topping-off the final tank the ft persons not immediately accounted for on board. Record all
events.
Use all possible means to prevent oil going over the side with
the vessels anti-pollution teams and equipment.
2 x 200 litre empty drums
Absorbent granules
Oil dispersant in portable drums
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filling rate must be reduced at the barge or shore station and not Oil dispersant portable sprayer
by throttling the filling valve. Treat any casualties - further assistance can be requested via the
terminal, agents or VHF. Cotton waste/rags
CAUTION Restrict movement in the polluted area to necessary staff only. Oil absorbent materials
At least one bunker tank filling valve must be fully open at all times Depending on the nature of the occurrence, and the type/position Protective clothing - rubber gloves, sea boots
during the bunkering operation. of berth, consider readying a lifeboat for possible evacuation if
fire should break out. Sausage booms
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HFO bunker tanks are fitted with high level alarms. Send a casualty telex (initial short version). Patay, hand-driven pump
On VHF channel 16, inform the port captain or authority of the In the event of a considerable amount of clean-up equipment being used,
All relevant information regarding the bunkering operation is to be entered in
spillage or use an alternative channel for the particular port. careful consideration must be given to the disposal of oil-soaked materials if
the Oil Record Book on completion of loading. The information required to
be entered includes date, time, quantity transferred, tanks used and personnel If in the USA, inform the USCG. Details are in the SOPEP and these are to be disposed of by incineration.
involved. Emergency Response Plan.
If in California, see additional notes on Californian Oil Spill
Contingency Plans and Vessel Response Plan.
4.6 Emergency Reporting Deviation Report 4.6.2 AUSREP
The Company requirements with regard to what and when to report are clearly This report is used to notify AMVER of any changes to the original sailing plan A similar system is in existence on the Australian coast under the name
laid down in the Company Quality Assurance Policy and Procedures. that take place in the course of a voyage. Should the vessel receive a change AUSREP. Participation in this scheme is compulsory for all vessels navigating
of orders the sailing plan should be reviewed and any changes that may apply between Australian ports. The scheme follows a similar reporting format to
4.6.1 AMVER advised in the form of a deviation report. AMVER, and full details are listed in the Admiralty List of Radio Signals.
y
The principle of any ship reporting system is to tap the resources of the Pro-forma messages are printed in the Admiralty List of Radio Signals. Note: This reporting system is active, ie, once initiated, if no report is sent
numerous merchant vessels that are at sea at the time of a marine incident. then search procedures will be set in place.
One or more vessels may offer the earliest possible response if located near the Vessels participating in the scheme also receive a comprehensive guide in the
casualty. The purpose of AMVER is to maximise the effectiveness of response form of the AMVER users manual.
op
to a marine emergency by co-ordinating and controlling the assisting ships.
Full details of the scheme can be obtained from:
AMVER (Automated Mutual-Assistance Vessel Rescue) is operated by the
United States Coastguard for all merchant vessels of more than 1,000grt, on
The Commander Atlantic Area
voyages in excess of 24 hours, regardless of nationality. AMVER centres located
in New York and San Francisco are capable of processing data automatically US Coastguard
and in the event of a marine incident co-ordinate the vessels most suitable to Governors Island
respond. The data is received through a vessel reporting system, these reports
may be made free of charge through participating stations. New York
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NY 1004 - 5099
The reports are made in the following format:
USA
Sailing Plan OR
This report may be made well in advance of departure from a port. The
report includes the ships name and call sign, the ports of departure and The Commander Pacific Coast Area
destination, and the navigational route to be followed between them, along US Coastguard
with estimated departure and arrival times. Any special resources such as
advanced communication systems should also be included in the report.
Position Report ft

Government Island
Almeda
California
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94501 - 5100.
This report is transmitted within 24 hours of departure and continues to be
transmitted within 48 hour intervals during the course of the voyage. It should
include the ships name, time and position, together with the destination and
latest ETA.
Arrival Report
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This report takes the form of a simple statement that the vessel has reached
her intended destination. It should be transmitted as soon as practicable upon
arrival.

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What equipment is discussed on the bridge?

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What navigation systems are described?

What navigation systems are described?

Document Title: Bridge Systems & Equipment Operating Manual

Revision: Final Draft

List of Contents 2.2 Integrated Navigation System 2.5.4 Meteorological System

1.3 Performance Data

2.6.5c VHF Transceiver Illustrations 3.4 Fire Fighting Systems

3.4.8a (4) Fire Fighting Equipment on A and B Decks

Section 4: Emergency Procedures

4.2 Collision and Grounding

4.3 Search and Rescue

4.4 Emergency Towing and Being Towed

4.6 Emergency Reporting

Issue and Update Control This manual was produced by:

Documents conform to a standard format; The Technical Director

Machinery Symbols and Colour Scheme

Sounding Head with Centrifugal Fan

Sounding Head with Self-

Sea Water A Air Trap / Deaerating Valve

Suction Bellmouth Needle Valve and V-Port Valve Simplex Auto

Marine Diesel Oil

3-Way Cock (T-Type)

Emergency Shut-Off Valve

Electrical and Instrumentation Symbols

Power Distribution Board

INTRODUCTION Safe Operation Illustrations

Note: Notes are given to draw readers attention to points of interest or to

1.1 Principal Data 1.2 Ship Handling

1.1.2 Dimensions 1.2.2 Turning Circles

1.1.3 Tank Capacity Tables 1.2.3 Manoeuvring

1.1c General Arrangement - B and C Decks 1.2.3a Stopping Characteristics

1.1d General Arrangement - D and Navigation Bridge Deck

ft 1.3.1 Squat Values

1.3.1a Propulsion and Squat Particulars

Illustration 1.1a General Arrangement

Illustration 1.1b General Arrangement - A and Upper Deck

Cable Fresh Air

Illustration 1.1c General Arrangement - B and C Decks

HPU Room 2nd Muster

Illustration 1.1d General Arrangement - D and Navigation Bridge Deck

Chief Chief Captains

Officers Officers Day Room

1.1.3 Tank Capacity Tables

Cargo Tanks Diesel Oil Tanks (SG 0.900)

Marine Diesel Oil Overflow Tank

Lubricating Oil Tanks (SG 0.900)

Fresh Water Tanks (SG 1.000)

1.2 SHIP HANDLING 1.2.2 Turning Circles

See Illustration 1.2.2a.

Rudder angle for neutral effect 2 Port

Harbour Full 10.8 minutes 1.13nm 7.1 minutes 0.80nm

Engine Order/RPM/Speed Table

Full Sea Speed 90.6 21.1 21.5 Maximum 53

Harbour Full 53 12.6 12.7 Full 53

Harbour Half 45 10.4 10.5 Half 45

Harbour Dead Slow

Emergency Full Ahead to Full Astern 8 minutes 40 seconds