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DECK OPERATING MANUAL 2.3 Ballast System Part 5: Emergency Systems and Procedures
2.3.1 System Description
LIST OF CONTENTS 2.3.2 Hydraulic Remote Valve Operating System 5.1 Emergency Procedures - Deck
ISSUE AND UPDATES 2.3.3 Ballast Operations
5.1.1 Introduction and General Procedures
MACHINERY SYMBOLS AND COLOUR SCHEME 2.3.4 Anti-Heeling System
5.1.2 Fire Hydrant System
ELECTRICAL AND INSTRUMENTATION SYMBOLS
5.1.3 CO2 Fire Extinguishing System
INTRODUCTION Illustrations 5.1.4 Smoke Detection System
2.1.1a Cargo Bay/Row Plan Arrangement 5.1.5 Fresh Water Mist Extinguishing System
Part 1: Ship Information 2.1.2a Hatch Cover Arrangement 5.1.6 Fire Detection System
2.1.2b Hatch Covers Sealing Arrangement 5.1.7 Fire Alarm System
1.1 Principal Data
2.1.3a Cell Guide System 5.1.8 Fire Flap Location and Control
2.2.1a Cargo Hold Ventilation 5.1.9 Fire Fighting Equipment
1.2 Ship Handling 2.3.1a Ballast System - Mimic Panel 5.2 Emergency Procedures - Navigation
2.3.2a Hydraulic Remote Valve Operating System
1.2.1 General Information 5.2.1 Steering Gear Failure
2.3.3a Ballasting Operation
2.3.3b Deballasting Operation 5.2.2 Collision and Grounding
1.3 Performance Data 2.3.4a Anti-Heeling System 5.2.3 Man Overboard
5.2.4 Towing and Being Towed
1.3.1 Fuel Oil Consumption / Power Data 5.2.5 Oil Spillage and Pollution Prevention
1.3.2 Revolutions / Speed / Power Data Part 3: Container Handling Procedures 5.2.6 Emergency Reporting
1.3.3 Limitations on Operating Machinery
Illustrations
Illustrations 3.1 Loading
5.1.2a Fire Hydrants System (Accommodation and Deck)
1.1.1a General Arrangement 3.1.1 Container Lashing 5.1.2b Fire Hydrants System (Engine Room)
1.1.2a Container Cell Address System 3.1.2 Loading of Dangerous Goods 5.1.3a CO2 Fire Extinguishing System
1.1.3a Tank Capacity Tables 3.1.3 Reefer Container Loading Arrangement 5.1.4a Smoke Detection System
1.1.3b Tank Capacity Tables 3.1.4 Reefer Container Fresh Water Cooling System 5.1.5a Fresh Water Mist Extinguishing System
1.1.4a Sounding Pipe Positions Illustration 5.1.6a Fire Detection Panel
1.1.5a Deck Plans - Upper, A and B Decks 5.1.7a Fire Alarm System - Upper Deck and Focsle Deck
1.1.5b Deck Plans - C, D and E Decks 3.1.1a Container Lashing System 5.1.7b Fire Alarm System - A, B and C Decks
1.1.5c Deck Plans - F, G and Bridge Decks 3.1.1b Midlock Units 5.1.7c Fire Alarm System - D, E and F Decks
1.2.2a Turning Circles 3.1.1c Container Lashing and Securing System 5.1.7d Fire Alarm System - G and Bridge Decks
1.2.3a Visibility Diagram 3.1.3a Reefer Containers Loading Arrangement 5.1.8a Fire Flap Location and Control - Mooring, Upper and
1.2.4a Wind Scale / Squat Graphs 3.1.4a Reefer Containers Fresh Water Cooling System Focsle Decks
1.3.1a Speed / Fuel Consumption Curves 5.1.8b Fire Flap Location and Control - A and B Decks
1.3.2a Speed / Power Curves Part 4: Deck Control Systems 5.1.8c Fire Flap Location and Control - G and Bridge Decks
5.1.9a Fire Fighting Equipment - Upper Deck and Focsle Deck
4.1 Ship’s Control Centre 5.1.9b Fire Fighting Equipment - A and B Decks
Part 2: Cargo System Description 5.1.9c Fire Fighting Equipment - C and D Decks
5.1.9d Fire Fighting Equipment - E and F Decks
2.1 Cargo Arrangement Illustration 5.1.9e Fire Fighting Equipment - G and Bridge Decks
5.2.3a Search Patterns
2.1.1 Cargo Plan 4.1a Ship’s Control Centre 5.2.5a Garbage Management Plan I
2.1.2 Hatch Cover Arrangement 4.1b Fire Control Station 5.2.5b Garbage Management Plan II
2.1.3 Cell Guide System
Illustrations
8.1a Loadstar Tank Graphical View
8.1b Loadstar Bay View and IMDG Conflict Report
8.1c Loadstar Help Menu
8.1d Loadstar Lashing View
8.2.2a Loading Condition - Lightship
8.2.2b Loading Condition - Docking
8.2.2c Loading Condition - Ballast Departure
8.2.2d Loading Condition - Ballast Arrival
8.2.2e Loading Condition - Loaded Departure
8.2.2f Loading Condition - Loaded Arrival
8.2.3a Distance of Invisibility
This manual is provided with a system of issue and update The Technical Director Issue 1 Issue 2 Issue 3 Issue 4
control. Controlling documents ensure that: WMT Technical Office List of Contents February 2002
The Court House Issue and Updates February 2002
• Documents conform to a standard format; 15 Glynne Way Machinery Symbols & Colour Scheme February 2002
Hawarden Electrical & Instrumentation Symbols February 2002
• Amendments are carried out by relevant Deeside, Flintshire
Introduction February 2002
personnel; CH5 3NS, UK
Text
• Each document or update to a document is E-Mail: manuals@wmtmarine.com
1.1 February 2002
approved before issue;
1.2 February 2002
• A history of updates is maintained; 1.2.1 February 2002
1.3 February 2002
• Updates are issued to all registered holders 1.3.1 February 2002
of documents; 1.3.2 February 2002
1.3.3 February 2002
• Sections are removed from circulation when
obsolete. Illustrations
1.1.1a February 2002
Document control is achieved by the use of the footer 1.1.2a February 2002
provided on every page and the issue and update table 1.1.3a February 2002
below. 1.1.3b February 2002
1.1.4a February 2002
In the right hand corner of each footer are details of the 1.1.5a February 2002
pages section number and title followed by the page number 1.1.5b February 2002
of the section. In the left hand corner of each footer is 1.1.5c February 2002
the issue number. 1.2.2a February 2002
1.2.3a February 2002
Details of each section are given in the first column of the 1.2.4a February 2002
issue and update control table. The table thus forms a matrix
1.3.1a February 2002
into which the dates of issue of the original document and
1.3.2a February 2002
any subsequent updated sections are located.
Text
The information and guidance contained herein is produced
for the assistance of certificated officers who, by virtue of 2.1 February 2002
such certification, are deemed competent to operate the vessel 2.1.1 February 2002
to which such information and guidance refers. Any conflict 2.1.2 February 2002
arising between the information and guidance provided 2.1.3 February 2002
herein and the professional judgement of such competent 2.2 February 2002
officers must be immediately resolved by reference to 2.3 February 2002
Mærsk Technical Operations Office. 2.3.1 February 2002
2.3.2 February 2002
This manual was produced by: 2.3.3 February 2002
2.3.4 February 2002
WORLDWIDE MARINE TECHNOLOGY LTD.
Text
8.1 February 2002
8.2 February 2002
8.2.1 February 2002
8.2.2 February 2002
8.2.3 February 2002
Illustrations
8.1a February 2002
8.1b February 2002
8.1c February 2002
8.1d February 2002
8.2.2a February 2002
8.2.2b February 2002
8.2.2c February 2002
Stop Valve Stop Valve Electromagnetic Magnetic Filter Hopper Without Cover Automatic Start
Operated
Angle Stop Valve Angle Safety / Relief Valve Sounding Head with
Spool Piece Automatic Stop
Filling Cap
Fire/Deck Water
Foot Valve Rotary Control Valve Hand Pump Float Level Gauge
CO2
Fuel Oil
Two-Way Cock Level Valve Centrifugal Pump Hydraulic Valve Block
Instrumentation
Self-Closing Valve Simplex Strainer Flow Meter Remote Start and Stop
Safety / Relief Valve Mud Box Connected Crossing Pipe Remote Stop
Temperature Control Valve Rose Box T Pipe Automatic Start and Stop
CP Compound Gauge
Trip Automatic Trip DPI Differential Pressure Indicator
DPS Differential Pressure Switch
DPT Differential Pressure Transmitter
I Interlock FD Flow Detector
FS Flow Switch
FT Flow Transmitter
Locally Mounted IL Indication Lamps
XX
Instrument (2 letters) LAH Level Alarm High
LAL Level Alarm Low
Locally Mounted LI Level Indicator
XXX LIC Level Indicating Controller
Instrument (3 letters)
LC Level Controller
XXXX Letters outside the circle LS Level Switch
XXX of an instrument symbol
LT Level Transmitter
indicate whether high (H),
HH PAH Pressure Alarm High
high-high (HH), low (L)
or low-low (LL) function PAL Pressure Alarm Low
is involved
PI Pressure Indicator
O = Open
C = Closed PIC Pressure Indicating Controller
PIAH Pressure Indicator Alarm High
XXXX
Remotely Mounted PIAL Pressure Indicator Alarm Low
XXX
Transmitter and Tag Number PIAHL Pressure Indicator Alarm High Low
PS Pressure Switch
PT Pressure Transmitter
SAH Salinity Alarm High
TAH Temperature Alarm High
TAL Temperature Alarm Low
TC Temperature Control
TI Temperature Indicator
TIC Temperature Indicating Controller
TIAH Temperature Indicator Alarm High
TIAL Temperature Indicator Alarm Low
TIAHL Temperature Indicator Alarm High Low
TS Temperature Switch
TT Temperature Transmitter
VAH Viscosity Alarm High
VAL Viscosity Alarm Low
VCA Vacuum Alarm
VCI Vacuum Indicator
VCT Vacuum Transmitter
VI Viscosity Indicator
VT Viscosity Transmitter
XS Auxiliary Unspecified Switch
ZI Position Indicator
ZS Limit Switch
The second part details the cargo systems including the cargo arrangement CAUTION
The safety of the ship depends on the care and attention of all on board. Most Cautions are given to draw reader’s attention to operations where
and securing, hold ventilation and the ballasting system.
safety precautions are a matter of common sense and good housekeeping DAMAGE TO EQUIPMENT MAY OCCUR.
and are detailed in the various manuals available on board. However, records
Part three describes the loading and unloading procedures and handling of
show that even experienced operators sometimes neglect safety precautions
hazardous cargoes.
through over-familiarity and the following basic rules must be remembered (Note: Notes are given to draw the reader’s attention to points of interest or
at all times. to supply supplementary information.)
Part four details the ship’s control centre.
Illustrations
Elevation
Sewage Treatment Space for HFO Space for
Plant Additional Crane Tank Additional Crane
Engine Control Greyed out Area Refers to Top of DH
Room Positions for 45' Containers
H - Deck
G - Deck
F - Deck
Water Water
Ballast Ballast
00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 Tanks Heavy Fuel Oil Tanks
Diesel Oil
Water Auxiliary Control Water Water HFO Water Water Water Water Thruster
Cofferdam
Ballast Room Ballast Ballast Tank Ballast Ballast Ballast Ballast Room Cross Section
Bilge Water Fresh Water
Tank Tank
Upper Deck
Reefer Positions:
On deck - air cooled: 248FEU
In hold - FW cooled: 352FEU
Lubricating Oil Total 600FEU
Elevation
40 36 32 28 24 20 16 12 08 04
48 44 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01
13 13 13
13 13 13 13 13 13 13 13 13 13 12 12 13 2 2 3 3 3 3 4 4
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 4 4
IMO Visibility Line
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 (11R) 13 (11R) 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (10R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 11 11 9
13 (11R) 13 (11R) 13 (13R) 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 11 11
7
11 (11R)
7 5
5 11 11 11 11 11 11 11 11
5 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (7R) 5 3
5 5 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 11 (11R) 11 (11R) 11 9 (9R) 9 7 (5R) 5 3 3 1
1 1 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 11 (11R) 9 (9R) 9 7 (7R) 7 5 (5R) 5 1 1 1
9 (9R) 9 11 (11R) 11 11 (11R) 11 11 (11R) 11 9 9 (9R) 7 (7R) 7 5 (5R) 5 3 (3R) 3 1 1
Cargo Hold
No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold No.1
94 11 09 07 05 03 01 00 02 04 06 08 10 12
92
90
88
86
84
Cross Section
82
80
12 09 07 05 03 01 00 02 04 06 08 10
10
08
06
04 09 10
02 07 05 03 01 00 02 04 06 08
HFO Side Tank (Starboard) T101 136-174 745.2 8.28 124.26 -13.44 DO Storage Tank (Port) T200 44-54 140.1 9.83 39.94 12.21
HFO Double Bottom Tank (P) T102 136-174 649.3 2.32 122.57 8.99 DO Storage Tank (Starboard) T201 44-54 145.2 9.77 40.00 -12.06
HFO Double Bottom Tank (S) T103 136-174 649.3 2.32 122.57 -8.99 DO Service Tank (Starboard) T202 42-44 44.5 11.76 34.96 -10.66
HFO Deep Tank Forward (P) T104 136-140 553.9 10.90 110.27 6.97 DO Tank - Emergency Generator T203 30-33 3.9 19.32 25.74 7.24
HFO Deep Tank Forward (S) T105 136-140 567.8 10.78 110.29 -6.66 Total 333.6 10.17 39.14 -1.46
HFO Double Bottom Tank (C) T106 100-136 358.7 0.82 94.51 -0.00
HFO Double Bottom Tank (C) T107 62-100 379.7 0.82 64.94 -0.00
HFO Service Tank T110 36-39 67.5 13.94 30.62 11.74 Lubricating Oil Tanks (s.g. 0.900)
HFO Settling Tank T111 30-36 119.5 14.33 27.09 11.75
Location Capacity V.C.G. L.C.G. T.C.G.
Tank Name
Total 4985.0 6.39 107.82 0.69 (Frame No.) 100% Full m m m
m3
LO Storage Tank - Aux. Engines T502 20-22 39.5 15.37 17.49 -13.45
LO Storage Tank - Main Engine T503 22-26 83.4 15.22 19.89 -13.46
Fresh Water Tanks (s.g. 1.000)
Stern Tube Drain Tank T504 18-21 15.6 1.35 16.47 -0.00
Tank Name Location Capacity V.C.G. L.C.G. T.C.G. Location Capacity V.C.G. L.C.G. T.C.G.
(Frame No.) 100% Full m m m Tank Name
(Frame No.) 100% Full A.B. Fwd AP m
m3 m3 m m
Waste Oil Tank T600 57-62 79.00 0.99 48.02 0.00 WB Fore Peak Tank (C) T400 243-270 576.4 7.31 199.99 0.00
Scavange Air Collecting Tank T601 42-45 9.60 1.57 35.42 -3.76 WB Double Bottom Tank (C) T401 230-243 109.6 2.78 187.70 0.06
Cooling Water Drain Tank T602 35-42 13.60 1.67 31.79 -3.45 WB Side Tank (P) T402 212-243 594.4 9.64 177.50 4.09
LO Purifiers Sludge Tank T603 47-55 10.80 7.10 41.28 -7.33 WB Side Tank (S) T403 212-243 594.4 9.64 177.50 -4.09
Swimming Pool Tank T604 40-44 35.30 19.96 34.09 8.76 WB Double Bottom Tank (C) T404 212-230 278.0 2.81 176.09 -0.00
HFO Drain Tank T605 35-43 16.50 1.65 32.29 3.49 WB Side Tank (P) T405 174-212 988.4 8.95 152.91 9.40
HFO Purifiers Sludge Tank T606 35-44 37.30 8.85 32.67 7.41 WB Side Tank (S) T406 174-212 988.4 8.95 152.91 -9.40
Bilge Water Tank T607 21-33 94.90 1.32 22.06 -0.00 WB Double Bottom Tank (P) T407 174-212 510.2 2.46 152.27 3.94
Distilled Water Tank T608 26-29 59.30 11.61 22.69 9.54 WB Double Bottom Tank (S) T408 174-212 511.0 2.46 152.30 -3.93
Stern Tube FW Cooling Tank T609 9-18 74.20 4.26 12.83 0.00 WB Double Bottom Tank (C) T409 138-174 363.5 0.82 124.57 -0.00
Cargo Hold Bilge Tank T610 44-56 127.80 5.76 41.59 8.27 WB Side Tank (P) T410 100-136 508.3 9.04 94.37 15.02
Waste Oil Tank T612 46-55 47.80 1.49 41.21 -4.34 WB Side Tank (S) T411 100-136 508.3 9.04 94.37 -15.02
Total 605.90 5.26 32.49 3.13 WB Double Bottom Tank (P) T412 100-136 695.0 1.85 94.36 10.33
WB Double Bottom Tank (S) T413 100-136 695.0 1.85 94.36 -10.33
WB Double Bottom Tank (P) T414 62-100 653.0 2.17 65.66 9.11
Operational Sea Chests (s.g. 1.025) WB Double Bottom Tank (S) T415 62-100 653.0 2.17 65.66 -9.11
Location Capacity V.C.G. L.C.G. T.C.G. Heeling Tank (P) T416 62-100 569.0 8.64 64.23 14.20
Tank Name
(Frame No.) 100% Full m m m
m3 Heeling Tank (S) T417 62-100 569.0 8.64 64.23 -14.20
Fire Fighting Sea Chest SC1 230-231 6.5 2.85 183.73 -1.08 WB Side Tank (S) T419 44-57 139.7 5.65 42.01 -8.38
High Sea Chest SC2 57-62 22.6 3.51 48.17 8.78 WB Aft Peak Tank (P) T420 4-18 254.2 11.83 10.22 3.83
Lower Sea Chest SC3 55-58 21.9 1.42 45.61 -4.81 WB Aft Peak Tank (S) T421 4-18 259.6 11.84 10.26 -3.94
Total 51.0 2.53 64.26 1.68 Total 11018.5 6.23 117.61 -0.11
21 22 23 5 6 7
20 38 36 17
11
18
Hatch No.11-P
19 12 4
13 3 2
Engine
1
Room
24
25 14
26 15 8 Hatch No.1
Air Hatch No.11-S Hatch No.2
16 9
Condition
27 Hatch No.10 Hatch No.9 Hatch No.8 Hatch No.7 Hatch No.6 Hatch No.5 10 Hatch No.4 Hatch No.3 35
34
Plant
33 32 31 30
29 39 28 37
Key
No.1 Ballast Tank T 400 No.16 Fuel Oil Tank T 103 No.31 Auxiliary Engine LO Storage Tank T 502
No.2 Ballast Tank T 401 No.17 Fuel Oil Tank T 100 No.32 Clean LO Tank T 505
No.3 Ballast Tank T 407 No.18 Fuel Oil Tank T 106 No.33 Cylinder LO Storage Tank T 506
No.4 Ballast Tank T 405 No.19 Bilge Well No.34 Cylinder LO Storage Tank T 507
No.5 Ballast Tank T 407 No.20 Diesel Oil Tank T 200 No.35 Ballast Tank T 404
No.6 Bilge Well No.21 Ballast Tank T 416 No.36 Ballast Tank T 410
No.7 Bilge Well No.22 Bilge Well No.37 Ballast Tank T 411
No.8 Ballast Tank T 408 No.23 Ballast Tank T 414 No.38 Fresh Water Tank T 300
No.9 Bilge Well No.24 Bilge Well No.39 Fresh Water Tank T 301
No.10 Ballast Tank T 406 No.25 Ballast Tank T 415
No.11 Fuel Oil Tank T 104 No.26 Ballast Tank T 417
No.12 Bilge Well No.27 Bilge Well
No.13 Ballast Tank T 409 No.28 Diesel Oil Tank T 201
No.14 Bilge Well No.29 Diesel Oil Tank T 202
No.15 Fuel Oil Tank T 105 No.30 Main Engine LO Storage Tank T 503
Up
Dn
Workshop
Ox Garbage
Room Up Up
AC
CO2
Locker
Deck Pool Duty Mess
Emergency Generator Swimming
Stores Tank Dining Room
neil lindfield
Gymnasium Pool
Room
Elevator
Elevator
Shaft
Shaft
Vent
Elevator Laundry
Shaft
Galley
Dry
Ship's
Provisions
Control Centre
Vent
Cables Cables
Bonded
Cables Store
Up Dn
Beer Room
Ship's
Control
Centre
Infirmary Freezer Cold
Provisions Provisions
Suez Crew Air Conditioning
Plant
Up Up
Tally WC
Office
WC
Dn
Up
Up
1st Engineer's
Spare Bedroom
Crew Crew Crew Junior Repair Man Repair Man 1st
Officer Engineer
Up Up
Dn
Chief
Up Up Up Steward
Crew 2nd Officer
Cables Cables Cables
Up Dn
Chief
Officer
Crew Locker Crew's Dayroom Crew Crew 1st Officer Spare
Chief Officer's
Bedroom
Up
Issue: 1
Illustrations
Eye Position
40 36 32 28 24 20 16 12 08 04
48 44 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 02
13 13 13
13 13 13 13 13 13 13 13 13 13 12 13 13 2 2 3 3 3 3 4 4
IMO Visibility Line
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 4 4
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 (11R) 13 (11R) 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (10R) 13 11 11 9
13 13 (11R) 13 (13R) 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 11 11
11 (11R)
L.W.L L.W.L
Obscured Obscured
Distance Distance
Fe
Ae
FP FE
AE AP
Loaded: (Trim 12.25m) 16.10m Loaded: (Trim 12.25m) 394.90m
Ballast: (Trim 9.72m /5.65m) 19.80m Ballast: (Trim 9.72m /5.65m) 292.80m
Containers on deck must be stacked in such a manner that the IMO Resolution A.708(17) is not contravened. The Loadstar computer software
calculates the position of each container in relation to draught and trim and will indicate on the Ship Overview window if this limitation has
been exceeded by changing the visibility line to red.
A. The view of the sea surface from the conning position should not be obscured by more than two ship lengths, or 500m, whichever is
less, forward of the bow to 10° on either side irrespective of the ship's draught, trim and deck cargo.
B. Blind sectors caused by cargo, cargo gear and other obstructions outside the wheelhouse forward of the beam obstructing the view
of the sea surface as seen from the conning position, should not exceed 10° each. The total arc of blind sectors should not exceed 20°.
The clear sectors between blind sectors should be no less than 5°. However, in the view described in A, each individual blind sector
should not exceed 5°.
9000m2
8000m2
7000m2
6000m2
5000m2
Wind Scale
200
190
4000m2
180
170
Athwart wind force = 0.52* 10 -4* w2
160 A = Athwart wind area in m2
150 W = Wind speed in m/s
3000m2
140
130
Wind Pressure (Tons)
120
100
100
2000m2
90
70
15
60
14
50
1000m2
40 13
30
12
20
10 11
0 10
5 10 15 20 25 30
200
Wind Pressure (Tons)
180
160
140
120
100
80
60
40
20
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Illustrations
24
22
16
14
20.0 30.0 40.0 50.0 60.0 70.0 80.0 90.0 100.0 110.0 120.0 130.0 140.0 150.0
Fuel Consumption
(Metric Tons / 24 hours)
24
22
16
14
6 10 14 18 22 26 30 34 38 42 46
Horsepower
(BHP x 1000)
Illustrations
2.1.1a Cargo Bay/Row Plan Arrangement
Key
20 foot container
10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09
The container stowage plan (See illustration 1.1.2a Container Cell Address The ship’s power generating capacity is based upon the power requirement for
System) shows where containers of particular length as well as reefer • Before a voyage commences care should be taken to ensure that
600 teu’s at 10.2kW for chilled and 6kW for frozen reefers.
containers may be stowed. The ship is divided into bays, these are numbered the cargo and sizable pieces of equipment have been properly
from forward, the even numbers are for 40ft locations and the odd numbers (Note: The Loading Manual contains cross sectional drawings of all the bays stowed or lashed so as to minimise the possibility of both
are for 20ft locations. with the positions of reefer boxes and box sizes shown.) longitudinal and lateral shifting while at sea, under the effect of
acceleration caused by rolling and pitching.
The container stowage is numbered in tiers. In the holds the tiers are numbered The Loading Manual gives details of container loading plans and also
from the bottom of the hold and are designated 02, 04, 06, 08, 10, and 12. indicates the vertical and transverse centre of gravity positions for containers.
• The Master should ensure that any loading conditions, not
On deck they are numbered from the deck level and are designated 80, 82, Such information is required in order to allow calculations to be performed
included in the Loading Manual, should be assessed for intact
84, 86, 88, 90, 92 and 94. in order to determine the effect that loading, or removing, a container has
and damage stability compliance with free surface corrections
on the draught, trim and angle of heel. The Loading Manual gives example
The stowing of containers on deck must take account of visibility requirements applied to GM (or KG) throughout the voyage as per IMO
calculations for determining such information but under normal circumstances
and the maximum stowing numbers for each stack is based upon SOLAS Resolution A.749 (l8) and SOLAS Chapter II-I Part B-1
the shipboard staff are not required to perform such calculations.
visibility requirements. Regulation 25 respectively.
Loading and discharge of containers is controlled ashore and calculations
Refrigerated containers must be loaded in designated places and oriented in performed by computer. Loading must take account of the hold or deck space • The Master should ensure that only one pair of water ballast
a particular way so that the reefer equipment is adjacent to electrical power available at the loading port, the size of container (length and height), whether tanks is slack at any one time.
connections on deck and the cooling water and electrical power connections reefer or not, the port of discharge and the nature of the cargo in the container,
in the cargo holds. hazardous goods require particular attention. Ship’s staff will be informed
about the number of containers and will have to deal with ballast pumping in
In the cargo holds, all 20ft and 40ft reefer containers must face aft, except in order to ensure the correct draught and trim when leaving port. Under normal
bay 19 where they must face forward. All reefer containers on deck must face circumstances, their only input to the loading and discharge operation is to
aft apart from on bay 48 where they must face forward. ensure that the ship is in a fit state for loading and discharge, that hatch covers
are free to be moved and that reefer containers are disconnected/connected
The ship has the capacity to carry 248 teu air cooled reefer containers on deck from/to the cooling water and electrical power supplies at the correct time. It
and 352 teu water cooled reefer containers in the cargo holds. will also be necessary for the duty officer to ensure that the shore gangs are
aware of the use of the different type of container locking mechanisms. Prior
to leaving port the Master must ensure that the vessel’s stability is within
acceptable limits and that the vessel is seaworthy i.e. containers are lashed as
required and that hatch covers are secure.
Many of the conditions shown in the Loading Manual involve a change in the
water ballast distribution between departure, half way through the passage and
arrival stages. The taking on or discharge of water ballast inevitably results
in free surface being present during the transition stage and allowance should
be made for this, particularly in adverse weather conditions. The free surface
effects should be calculated to take account of the most onerous transitory
stage relating to such operations for that ballast tank or pair of tanks, with
the greatest free surface moment of those involved in the change. This
assumes that only one ballast tank or pair of tanks is allowed to have a
free surface at any time. If this is not the case, the correction should be
increased as appropriate.
At all times during loading and discharge the duty officer must pay attention
to the trim and angle of heel in order to ensure that the limits set for lifting and
replacing hatch covers as given in section 2.1.2 are not exceeded.
Heel ± 1° (maximum)
Trim ± 1° (maximum)
40P
36P 32P 28P 24P 20P 16P 12P 08P
04P 02P
20C 16C
04S 02S
No.1
Cargo
No.11 Cargo Hatch No.10 Cargo Hatch No.9 Cargo Hatch No.8 Cargo Hatch No.7 Cargo Hatch No.6 Cargo Hatch No.5 Cargo Hatch No.4 Cargo Hatch No.3 Cargo Hatch No.2 Cargo Hatch Hatch
No.3 13,306 x 10,479 32.4 13,203 x 7,484 25.4 13,306 x 10,479 32.4
No.4 13,306 x 10,479 32.4 13,203 x 7,484 25.0 13,306 x 10,479 32.4
No.5 13,306 x 10,479 32.4 13,306 x 7,492 25.1 13,306 x 10,479 32.4
No.6 13,306 x 10,479 32.4 13,203 x 7,484 25.0 13,306 x 10,479 32.4
No.7 13,306 x 10,479 32.4 13,203 x 7,484 25.0 13,306 x 10,479 32.4
No.8 13,306 x 10,479 32.4 13,306 x 7,492 25.1 13,306 x 10,479 32.4
No.9 13,306 x 10,479 32.4 13,203 x 7,484 25.0 13,306 x 10,479 32.4
No.10 13,306 x 10,479 32.4 13,203 x 7,484 25.0 13,306 x 10,479 32.4
Heel ± 1° (maximum)
Bay 44 Bay 48
Trim ± 1° (maximum)
40ft: 120.0 tonnes 40ft: 102.0 tonnes
Maximum Coaming Deflection Longitudinally
The hatch covers are designed in accordance with the rules of the classification
society and calculated for the following loads:
The container stack load as per point load as well as weight distribution of
the containers is as below:
Transverse Side of Non-Weathertight Hatch Cover Longitudinal Side of Non-Weathertight Hatch Cover
Hatch Hatch
Cover Cover
Flap Seal
Arrangement Compression Bar
Hatch
Rubber Packing Cover Hatch Cover
Anti-Lifting Fitting
Compression Bar
The longitudinal joints are aligned with the hold containers, i.e. all of the Transverse: 25mm or 300mm in way of the panel longitudinal joint on Stacking On Board
containers under a cover panel can be unloaded when the panel is removed. the hatch covers.
When stacking, the stacking supports of the upper panel must be resting on
Longitudinal: 650mm between 20ft containers, other than those 20ft the stacking pads on the deck plate of the lower panel. The pads are designed
containers loaded on the centre hatch covers of No.3, 4, 6, to prevent the sliding of the upper panels. When lift-away covers are being
Sealing 7, 9 and 10. In these positions it is EXTREMELY important stacked, the twist-locks and turnbuckles not higher than 260mm over the deck
that only midlocks are used to secure the containers as the plate, can remain in place. However, the turnbuckles in way of the inner ends
The sealing between the hatch cover and coaming for hatches No.1 to 3 and
longitudinal distance between them is 50mm. of the 20ft containers must not be higher than 160mm.
the side panels of hatches No.4 to 11 is achieved by means of rubber packing,
which is fitted in the panel and tightens against the coaming. The packing is a
of cellular type, acting on top of the compression bar on the coaming. 40ft containers are stowed symmetrically. The covers can be stacked almost freely on all adjacent panels, whenever
practical.
The non-weathertight sealing between the hatch covers and coaming for the The outermost containers rest on the ship’s side supports.
centre panels of hatches No.4 to 10 is achieved by a labyrinth seal formed Stacking on the Quay
by an angle bar on the coaming. Any 45ft containers are stowed on bays No.04, 08, 12, 16, 20, 24, 28, 32, 36,
and 40, with stowing on the upper layers above layer 82. Permission must be obtained to stack panels on the quay before the procedure
Watertight sealing between the hatch cover panels for hatches No.1 to 3 is is commenced.
achieved by means of rubber packing which is fitted as one section and In the cargo holds, 2 x 20ft container stacks of three or more must be locked
in place by a 40ft container on top. (Note: When stacking on the quay, there are no stacking guides. Therefore it
tightens against a counter rubber on the other section. This MacGregor
is essential to ensure that the stacking supports are really resting on
Omega-type rubber packing is withdrawn by means of compressed air
Fixed lashing plates are welded on the top plate as follows: the stacking pads of the lower panel.)
(approximately 4 bar) before lifting off the covers. The compressed air piping
is fitted in the side panels. 2 holes (breaking load 50 tonnes) for 20ft containers
4 holes (breaking load 50 tonnes) for 40ft/45ft containers
Sealing between the hatch cover panels for covers No.4 to 10 is achieved by
means of double rubber flap seals. No operation is necessary on the sealing
Stopper plates are fitted to prevent turnbuckles from falling over the top plate
when opening/closing the hatch covers. Drainage ways are fitted at each end
edge during the operation of the panels.
of the flap seal for the non-weathertight hatches.
The actual container load for container lashings are based on the stack load
decided by the loose lashing maker.
Midlock Positions
on Centre Hatch for
No.3, 4, 6, 7, 9 and 10
Stacking Pads
for Hatch Covers
c) Connect the compressed air hose to the snap coupling on the h) Disconnect the spreader from the panel.
hatch cover to be opened.
i) Open the Omega valve to release the pressure; this action
d) Open the valve on the trunk pipeline. closes the Omega seal. The Omega valve can be closed when
air is no longer escaping.
e) Open the Omega valve for 20 to 30 seconds in order to retract
the Omega seal. j) Replace the hold down devices and check that they are secure.
k) Lift the hatch cover panel and manoeuvre it carefully and lower
it to a suitable position.
a) Ensure that all personnel involved in the lifting procedure Air Line for Inflating the
Omega Seal
understand the dangers involved and are aware of the signalling
procedures being used.
c) Clean the coaming top as well as the bearing pads on the Omega Seal Fitting
cargo rests.
40' - Container
Stopper
Doubler Plate
Cell Guide
Container
Fixed Cones
Hanging Stacker
Doubler Plate C16A
Stopper
Doubler Plate
40' - Container
20' - Container
Stopper
20' - Container 20' - Container
Doubler
Cell Guide
Bracket Bracket
Cell Guide
Container
20' - Container 20' - Container
Bracket Bracket
Fixed Cones
Bracket Bracket
Doubler Plate
Bracket Bracket
Stopper Hanging Stacker Hanging Stacker
Bracket
Fixed Cone Doubler Plate Fixed Cone Bracket Stopper
Cell
Guide
Stopper
Bar
Illustrations
SC-17 SC-01
04P
SC-19 Bow Thrust
02P Room Exhaust
EC-31 EC-07
SC-33 16C EE-02
20C EC-05
EC-29 SC-26 SC-10 EC-02
EC-22 EC-14
36C 32C 28C 24C 12C 08C
SC-27 EC-23 EC-15 SC-11
EC-30 EC-06 EC-03
SC-34
EC-32 EC-08 Bow Thrust
04S 02S
SC-20 Room Supply
SC-04 SE-03
SC-18
No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold No.1 Cargo Hold
Port Four Supply Fans Four Supply Fans Four Supply Fans Four Supply Fans Two Exhaust Fans
One Exhaust Fan SC-25: 21,000m3/h SC-19: 21,000m3/h SC-09: 17,700m3/h SC-01: 16,000m3/h EC-02: 4,500m3/h
EC-35: 2,820m3/h SC-28: 21,000m3/h SC-20: 21,000m3/h SC-12: 17,700m3/h SC-04: 16,000m3/h EC-03: 4,500m3/h
One Natural Suppy SC-33: 21,000m3/h SC-26: 21,000m3/h SC-17: 17,700m3/h SC-10: 16,000m3/h
Intake of 2,820m3/h SC-34: 21,000m3/h SC-27: 21,000m3/h SC-18: 17,700m3/h SC-11: 16,000m3/h Two Natural Suppy
Intakes
No.6 Cargo Hold Four Exhaust Fans Four Exhaust Fans Four Exhaust Fans Four Exhaust Fans Each of 4,500m3/h
Starboard EC-29: 21,000m3/h EC-21: 21,000m3/h EC-13: 17,700m3/h EC-05: 16,000m3/h
Key
EC-36: 2,100m3/h EC-30: 21,000m3/h EC-22: 21,000m3/h EC-14: 17,700m3/h EC-06: 16,000m3/h
One Natural Suppy EC-31: 21,000m3/h EC-23: 21,000m3/h EC-15: 17,700m3/h EC-07: 16,000m3/h
Supply Fans
Intake of 2,100m3/h EC-32: 21,000m3/h EC-24: 21,000m3/h EC-16: 17,700m3/h EC-08: 16,000m3/h
Exhaust Fans
The entry port of each supply fan and the outlet port of each exhaust fan are
provided with swing type lockable covers which should be kept closed when
the fan is not in use, in order to prevent the ingress of debris.
Exhaust ducting in hold No.2, extends from the fan housing at the upper deck
level down into the hold. The two innermost fans have exhaust ducting which
extends to the bottom of the hold and this ducting has five inlets, one at each
reefer container level. The two outermost air exhaust ducts also have five
inlets but only extend down to the 5th deck. At this deck there are two inlets,
one on each side of the trunking. In cargo holds No.3, 4 and 5 the exhaust
ducting from each fan extends down to the bottom of each hold with inlets at
each reefer container deck level.
Illustrations
BALLAST
721 STOP PUMP
033 721
024
721 721 721 721 721 721
040 016 013 011 008 005
4 1.5
721
3 1
721 022 T400
0.5 023
2 bar bar
0
SUCTION 1 -0.5
-1 -0.5 0 0.5 1 1.5
721 0 PRESSURE -1 SUCTION
045 T415 T413 T409 T408
T419
721 721 721
020 012 007
HFO
721 721 721
039 032 043
SEA T417
CHEST Heeling HFO T403
DEEP Tank T411 T406
WB Side Tank (S) T403 212-243 594.4 9.64 177.50 -4.09 Ballast Pump
WB Double Bottom Tank (C) T404 212-230 278.0 2.81 176.09 -0.00
No. of sets: 1
Maker: Behrens Pumpen
WB Side Tank (P) T405 174-212 988.4 8.95 152.91 9.40
Type: Vertical, centrifugal with air eductor priming unit
WB Side Tank (S) T406 174-212 988.4 8.95 152.91 -9.40
Model: VRW 7/350 S
WB Double Bottom Tank (P) T407 174-212 510.2 2.46 152.27 3.94
Capacity: 500m3/h at 2.5 bar
WB Double Bottom Tank (S) T408 174-212 511.0 2.46 152.30 -3.93
WB Double Bottom Tank (C) T409 138-174 363.5 0.82 124.57 -0.00 Ballast/Bilge Pump
WB Side Tank (P) T410 100-136 508.3 9.04 94.37 15.02
No. of sets: 1
Maker: Behrens Pumpen
WB Side Tank (S) T411 100-136 508.3 9.04 94.37 -15.02
Type: Vertical, centrifugal with air eductor priming unit
WB Double Bottom Tank (P) T412 100-136 695.0 1.85 94.36 10.33
Model: VRW 7/350 S
500/250m3/h at 2.3/3.4 bar
WB Double Bottom Tank (S) T413 100-136 695.0 1.85 94.36 -10.33
Capacity:
WB Double Bottom Tank (P) T414 62-100 653.0 2.17 65.66 9.11
WB Double Bottom Tank (S) T415 62-100 653.0 2.17 65.66 -9.11 Ballast/Bilge Eductor
Heeling Tank (P) T416 62-100 569.0 8.64 64.23 14.20 No. of sets: 2
Heeling Tank (S) T417 62-100 569.0 8.64 64.23 -14.20 Maker: Korting Hannover AG
WB Side Tank (S) T419 44-57 139.7 5.65 42.01 -8.38
Model: 13.37.So
Capacity: 100m3/h at 2 bar
WB Aft Peak Tank (P) T420 4-18 254.2 11.83 10.22 3.83
WB Aft Peak Tank (S) T421 4-18 259.6 11.83 10.26 -3.94
The ballast pump can take suction from the sea water suction manifold and
Total 11018.5 6.43 117.61 -0.11 the water ballast tanks. The ballast/bilge pump can take suction from the sea
water suction manifold, the water ballast tanks and the main bilge system
which includes the cargo hold bilge wells. The pumps are used for supplying
Water Ballast Tanks water to drive the ballast/bilge stripping eductors. The eductors are used for
Sea water SG=1.025 stripping the ballast tanks and bilges.
(Note: VCG Measured from BL
The ballast system is controlled from the ship’s control centre via a mimic
LCG Measured from midship (+ forward, - afterward)
panel console which enables the pumps to be started and stopped and ballast
TCG Measured from CL (+ starboard, - port))
system valves to be opened and closed remotely.
N
Hydraulic Supply
Hydraulic Return
Hatch No.11-P
Hatch No.10 Hatch No.9 Hatch No.8 Hatch No.7 Hatch No.6 Hatch No.5 Hatch No.4 Hatch No.3 Hatch No.2
Hatch
No.1
Hatch No.11-S
A721-040 A721-019 A721-016 A721-012 A721-011 Ballast Valves A721-007 A721-003 A721-001
Ballast Valves
A721-042 A721-021 A721-020 A721-013 A722-007 A721-008 A721-004 A721-002 Ballast Valves
Ballast Valves Ballast Valves Ballast Valves
Ballast Valves A721-024 A721-022 A721-014 A722-008 Bilge Valves A721-009 A721-005 A722-001
A721-027 A721-023 A721-015 A722-009 A721-010 A721-006
A721-029 A721-028 Ballast Valves A722-010 A723-117 A722-004 A722-002
Bilge Valves
A721-032 A722-011 Bilge Valves A723-118 A722-005 Bilge Valves A722-003
A721-034 A721-033 A722-012 A723-119 A722-006
A721-036 A721-039 A723-120 Fuel Oil Bunker
A721-038 A721-043 A723-121 Valves
Ballast Valves A721-046 A721-045 A723-122
A721-048 A722-014 A723-183
Bilge Valves
A721-013 A722-015 A723-174
A721-016 A723-011
A721-190 A723-012
A723-013
Fuel Oil Bunker
A723-014
Valves
A723-015
A723-016
A722-189
System Valve No. BESI No. System Valve No. BESI No.
A721-012 37 A721-003 61
A721-013 38 A721-004 62
A721-014 39 A721-005 63
A721-015 40 A721-006 64
A722-010 41 A722-002 65
A722-011 42 A722-003 66
A722-012 43
Valve Controller VC 2.4.8
Valve Controller VC 2.4.5
Located at the centre, forward part of hold 2.
Located at the centre, aft part of hold 3.
System Valve No. BESI No.
System Valve No. BESI No. A721-001 67
A721-011 44 A721-002 68
A722-007 45 A722-001
A722-008 46
A722-009 47
A723-017 48
A723-018 49
A723-019 50
A723-020 51
A723-021 52
A723-022 53
A723-183 70
A723-174 3
H LI WB
56500 Tank No.410
From Cargo Hold Heeling
Discharge to Tank Bilge System Tank No.416
H 038 T610 HFO
H
021 LI
015 Tank
Discharge from the Cargo 56560
419 H
Heeling HFO
H 039 Tank No.417 H 012 Tank
020 LI
56570 LI WB
56510
Tank No.411
Key
Sea Water
Note:-
All valve numbers are preceded by 'A721' unless stated otherwise Air
Procedure for Setting up for Ballasting Open Ballast pump manual SW suction valve A721-024 c) Open the hydraulic ballast valves A721-023 and A721-029. Sea
Closed Ballast pump discharge hydraulic line valve A721-033 water will now flood into the required ballast tanks.
Filling ballast tanks via the ballast and ballast/bilge pumps.
Open Ballast pump discharge manual valve A721-055
CAUTION
a) Ensure that all suction strainers are clear. Closed Ballast pump discharge to ballast/bilge eductor A721-045 If water is to be run into the ballast tanks by gravity, then the pump(s)
Open Ballast pump discharge to starboard ballast line, discharge valve must remain closed in order that the pump elements
b) Ensure all the pressure gauge and instrumentation valves are do not rotate.
open and that the instrumentation is reading correctly. hydraulic valve A721-032
Closed Forward ballast line crossover valve A721-003 When the flow rate drops off to the point that pumping ballast is more
c) Open the required hydraulically operated remote ballast tank efficient, change over to pumping as described previously. When a tank level
valves as indicated in the table below on the ballast system Open Ballast/bilge pump manual SW suction valve A721-027
moves into the high level alarm condition, the ballast tank screen display will
mimic console. The description assumes that the SW suction Closed Ballast/bilge pump discharge hydraulic line valve A721-034 change the colour of the tank which is in alarm, to red.
main is already in service with the necessary sea chest SW
Open Ballast/bilge pump discharge manual valve A721-054
suction valve open. When ballasting operations are complete, shut down the pumps and close all
Closed Ballast/bilge pump discharge to ballast/bilge eductor A721-045 the line valves. Fill in the ballast log ID 207Q with the appropriate details.
Ballast Tank Valve Open Ballast/bilge pump discharge to port ballast line,
Water ballast tank 400 A721-001 hydraulic valve A721-036
Water ballast tank 401 A721-002
d) Check the quantity of ballast to be added to the particular
Water ballast tank 402 A721-006 tank(s).
Water ballast tank 403 A721-005
(Note: Under normal circumstances no more than one pair of ballast tanks (port
Water ballast tank 405 A721-010 and starboard) should be partly filled at any one time in order to prevent
Water ballast tank 406 A721-007 stability problems due to the effect of slack tanks. Tanks not currently
being filled or emptied should be completely filled or empty.)
Water ballast tank 407 A721-009
Water ballast tank 408 A721-008 e) Open the ballast pump discharge valve 25% then start the
pump. Open the discharge valve to 50-75% to maintain a back
Water ballast tank 409 A721-011
pressure of 1.5 to 2 bar.
Water ballast tank 410 A721-015
Water ballast tank 411 A721-012 f) Open the ballast/bilge pump discharge valve 25% then start the
pump. Open the discharge valve to 50-75% to maintain a back
Water ballast tank 412 A721-014 pressure of 1.5 to 2 bar.
H LI WB
56500 Tank No.410
From Cargo Hold Heeling
Discharge to Tank Bilge System Tank No.416 HFO
H 038 T610
H
021 LI
015 Tank
Discharge from the Cargo 56560
419 H
Heeling HFO
H 039 Tank No.417 H 012 Tank
020
LI
56570 LI WB
56510
Tank No.411
Note:-
All valve numbers are preceded by 'A721' unless stated otherwise
c) Set up the valves on the ballast mimic console as required Procedure for Stripping Ballast Tanks using the Ballast
using the table below. Stripping Eductor
Position Description Valve There are two stripping eductors on the system. Both eductors can be used to
Closed Pump SW main hydraulic suction valve A721-028 strip the ballast tanks or the cargo hold bilge wells. The following description
relates to the use of the port ballast eductor.
Open Starboard ballast line suction valve A721-023
Open Port ballast line suction valve A721-029 a) Set the valves for the ballast/bilge pump to supply driving water
to the ballast/bilge stripping eductor as indicated below.
Open Ballast pump manual SW suction valve A721-024
Closed Ballast pump discharge hydraulic line valve A721-033 Position Description Valve
Open Ballast pump discharge manual valve A721-055 Open SW main hydraulic suction valve A721-028
Closed Ballast pump discharge to ballast/bilge eductor A721-045 Open Pump manual suction valve A721-027
Closed Ballast pump discharge to starboard ballast line, Open Pump manual discharge valve A721-054
hydraulic valve A721-032
Open Pump discharge hydraulic valve to eductor drive A721-046
Open Starboard overboard discharge valve A721-039
Closed Pump discharge to ballast main and overboard line A721-034
Closed Forward ballast line crossover valve A721-003
Open Eductor suction hydraulic valve from ballast line A721-048
Open Ballast/bilge pump manual SW suction valve A721-027
Closed Eductor manual suction valve from bilge line A721-047
Closed Ballast/bilge pump discharge hydraulic line valve A721-034
Open Overboard discharge valve: port A721-038
Open Ballast/bilge pump discharge manual valve A721-054 or starboard A721-039
Closed Ballast/bilge pump discharge to ballast/bilge eductor A721-045 Closed Discharge onto ballast main: port A721-036
Closed Ballast/bilge pump discharge to port ballast line, and starboard A721-032
hydraulic valve A721-036
b) Start the ballast/bilge pump and check that there is suction
Open Port overboard discharge valve A721-038 indicated on the eductor pressure gauge on the control panel.
Open The desired set of ballast tank suction valves
c) Using the mimic display, open the individual ballast tank valves
d) Check the quantity of ballast water to be removed from the in order to strip the remaining water from the tank(s). Check
particular pair of tanks. Water should normally be removed that the tank level is falling.
from the port and starboard ballast tanks at the same time with
heeling being controlled by the anti-heeling system. Under d) When tanks have been stripped, check that the tanks are dry,
normal circumstances only one pair of ballast tanks should be then shut down the ballast/bilge pump and shut all valves.
slack in order to ensure that there are no stability problems.
e) Fill in the ballast record log ID 207Q.
e) Open the ballast pump discharge valve 25% then start the
pump. Open the discharge valve to 50-75% to maintain a back
pressure of 1.5 to 2 bar. Empty the ballast tank(s) concerned.
>2.5 >5
LIST
ON ON
2 8 6 4 2 1 8 6 4 2 0 2 4 6 7 1 2 4 6 8 2
>2.5 >5
PORT STB
Alarm
Electronic ON ON
System
Master OFF
READY
OFF
READY
Unit MODE
INDIC
MAN
AUTO
LAMP
TEST
MODE
INDIC LAMP
Anti Heeling System MAN TEST
AUTO
Emergency
Stop
Anti Heeling System
230V 6A
Supply Wheelhouse
95% 95%
LCH Hold 5 LCH
From
Control
Air
System
Heeling Pump
(550 m3h)
Sea Water
Electrical Signal
Heeling System
Isolation Box and Local
Control Panel
Heeling System
Motorised Flow Control
Valve
d) Ensure that there is an air supply for the operation of the List Sensor Fault
c) Ensure that the air supply is open to the automatic shut-off
control valve; this comes from the control air system via valve valve.
• The pump stops and the automatic valve closes
A725-122 after the control air dryer.
d) At the local control box turn the sector switch to MANUAL. • List bar graph indicator is flashing
e) Ensure that the start angle and valve delay period are set • System switches over to MANUAL mode
correctly. e) Insert the service key in the keyhole and turn it to the required
pump flow direction. The pump will start and the automatic
f) Select AUTO operation on the control panel and allow the shut-off valve will open. To stop the pump turn the service key 5° Emergency Stop
system to run. to the vertical position.
• The pump stops and automatic valve closes when the list
g) Check that the system is controlling the angle of heel as f) Return the selection back to REMOTE when required. exceeds a value of 5°
required. • The operating mode changes automatically to MANUAL
Alarm and Safety Conditions • Pump operation is blocked to the side that the list has been
Procedure for Operating the Anti-Heeling System in Manual exceeded
Mode System Alarm Under normal loading and discharge conditions the system will operate
This mode can be selected from either the main panel in the SCC or on the automatically provided that the water level in the heeling tanks is correct.
Potential free alarm contact output for:
slave panel on the bridge.
• Voltage failure
a) Operate the anti-heeling system as in sections a) to e) above. • Pump failure
b) Select MAN operation on the control panel by pressing the • Valve failure
MODE button and scrolling down the options. • Tank low level
c) Monitor the list indicator and operate the ON buttons for • List sensor fault
movement of water to the port or starboard sides as necessary. • 2.5° alarm
Pressing the particular illuminated ON button will open the
remotely operated valve and start the pump, moving water
Pump Failure
to that side of the ship. Pressing it again will shut the valve
and stop the pump. • The pump stops and the automatic valve closes
• Indicating lamp changes to red flashing
• System switches over to MANUAL mode
• Reset: Press MODE switch
3.1 Loading
Illustration
Fittings
External Lashings For 20' Containers Bay 01 - 05 (hatch No.1 and 2) External Lashings For 40' Containers Bay 04 - 48 Internal Lashings For Mix of 20' and 40' Containers
2 2
2 2
1 1
3.1 LOADING Play Midlock Base Operation (English) Play Midlock Operation (English)
3.1.1 CONTAINER LASHING Illustration 3.1.1b Midlock Units
Containers stowed on the upper deck must be lashed securely using standard
Mærsk lashing systems. Steel gear boxes and racks are provided for storing
the lashing systems which comprise stacking cones which are located at the
corners of mating tiered containers and turnbuckle/strap systems. Containers
sit on the hatch covers and container posts, located at the ship’s sides, and First Tier
Second Tier
Container
the lower tier of containers is securely attached to the lashing eyes. Walkways Container Bottom Socket
Bottom Socket
are provided at the ends of hatches in order to give access to the container
lashing points; these walkways also give access to the hold hatches, ventilator
fan hatches and the reefer containers.
The corners of containers which sit on the container posts and the hatch
covers are positioned by means of cones (type C5AM-HC, Base Twistlocks),
the foot of the cone being located in a socket fitted to the container post or
the hatch cover. (Twenty foot containers loaded onto the centre hatch covers
of No.3, 4, 6, 7, 9 and 10 hatches require special attention, this is discussed
in detail in the following paragraph after the caution note.) Above the first
tier of containers the corners of the tiered containers are positioned by means To Forward
To Aft First Tier
of double cones (type C5AM-DF, Twistlocks). Care must be taken to ensure Hatch Cover
Hatch Cover Container
Edge Top Socket
that the cones are correctly positioned for the size of container being loaded. Edge
Deck Securing
Twenty foot containers have a gap between them to allow for passage when Socket
fitting lashings, as a result they occupy greater linear space on the hatch cover
and so the outermost sockets must be used. Hatch Cover
CAUTION
Any 20ft containers loaded onto the centre hatch covers of No.3, 4, 6, 7, 9
and 10 hatches MUST USE the midlock securing units at the mid points.
Hatch Cover Second Tier
Mid Point Container
Due to the shortened length of the centre hatch covers on hatches No.3, 4, 6, 7, Bottom Socket
9 and 10, a special securing device is fitted into the mid sockets when loading
20ft containers onto the hatch cover. This is due to the shorter linear length
between the 20ft containers not allowing sufficient movement of the releasing
wires or access to operate with the normal twistlocks.
Use of Locking Arrangement for 20ft Containers on Centre Hatch Covers No.3, 4 - 6, 7 - 9, 10
20ft 20ft
Semi-Automatic Twistlocks Semi-Automatic Twistlocks
Used at Forward and Used at Forward and
Aft Hatch Positions ONLY 2 Aft Hatch Positions ONLY
3 3
20ft 20ft
3 2 3
3 3
20ft 20ft
3 3
20ft 20ft
40ft 40ft 40ft 40ft 40ft 40ft
2
1 1
40ft 40ft
The security of the lashings must be checked before the ship sails.
Mixed 20ft and 40ft Lashing
Excessive force must not be used to tighten up the turnbuckle/rod assembly
nuts. Their design is such that when they land on the tube end, the gap in the When there is a mix of 20ft and 40ft containers on the same hatch, the
nut is closed onto the spindle thereby ensuring the nut will not work loose. external lashing system cannot be applied due to the securing eyes on the Twistlock Operation on the Quay
hatch being covered by the 20ft containers. Internal lashing has to be used.
It is essential that the correct equipment is used at each location. All equipment All 20ft containers are internal single cross lashed to the bottom of the second
Stop Movie Pause Movie Resume Movie
must be checked before use to ensure that it is not damaged and is fit for tier and the 40ft containers are internally parallel lashed to the top of the first
the purpose intended. The same inspection is required of the lashing eyes tier and bottom of the second tier.
and connection points.
If 45ft containers are carried, they must be stowed on top of a 40ft container.
Forty foot containers must never be stowed on top of a 45ft container.
Full details of the lashing systems, equipment used and their maintenance can
be found in the Cargo Securing Manual.
Dangerous goods can be carried in the cargo holds No.1 to No.5 but only the
following classes as indicated in the table below.
Class Description of Dangerous Goods Cargo Holds Weather Class Description of Dangerous Goods Cargo Holds Weather
Deck Deck
1 2 3 4 5 1 2 3 4 5
40 36 32 28 24 20 16 12 08 04
48 44 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 02
4
IMO Visibility Line
9
13 (11R) 13 (11R) 13 (11R) 13 (11R) 13 (11R) 13 (11R) 13 (10R) 13 (11R) 13 (11R) 13 (11R) 9
13 (11R) 13 (11R) 13 (13R) 13 (13R) 13 (13R) 13 (13R) 13 (13R) 13 (13R) 13 (13R) 13 (13R) 13 (13R)
7
11 (11R)
5
11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (7R) 3
11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (5R) 1
11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (7R) 5 (5R) 1
9 (9R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (7R) 5 (5R) 3 (3R)
Cargo Hold
No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold No.1
12 12 12 12 12
10 10 10 10 10
08 08 08 08 08
06 06 06 06 06
04 04 04 04 04
02 02 02 02 02
LAL
41030
TC TC
TI
PI +- PI
PI +- PI
58156
Container cooling fresh water is supplied by a separate FW circulation system Each branch on the main return line is fitted with an automatic air vent device
which has its own FW pumps, coolers, SW pumps, expansion tank and just prior to the line passing through the bulkhead.
steriliser unit. The tank is provided with a low level alarm.
The coolers are supplied with sea water by means of container cooling SW
pumps (see section 2.4.1 in the Machinery Operating Manual). The container
CFW system operates on demand from the reefer container system. The
container CFW steam preheater maintains a minimum temperature of 2°C in
the circulating water system on return from the reefer containers; this prevents
the water freezing in the pipeline system. A three-way control valve maintains
a container cooling water supply temperature of at least 36°C by diverting
water away from the coolers as necessary.
The silver ion steriliser, identical to that fitted in the FW supply line from
the FW generator, is located between the container cooling water supply
and return lines and operates automatically to maintain the water in a sterile
condition.
The procedure for setting up the container CFW system in the engine room is
described in 2.5.3 in the Machinery Operating Manual.
Illustration
Chair Chair
Fire Alarm
5kg CO2 Fire and Lifeboat
Extinguisher Stations
Alarm
Deck A
Corridor
Fire
Station
Chair Chair
Chair Chair
Notice
Board
Chair Chair
1 2 3 Engine Room
Release
Cabinet
Cargo Hold
Release RELEASE CABINET
CARGO HOLD
Cabinet
International
Fire Control Shore BREAK
GLASS
FOR
Station Connection x 2 KEY UnITOR
6 SUPPLY CABINET
Pilot CO2
Supply Cabinet
Cleaning 5 4
Room
CO2 Supply
to Cargo Hold
Lifesaving Equipment, Diverter Valves
Container Fire Fighting Equipment Water Mist Release Box Fire Pumps Control Panel
3 Smoke Detection System 4 Smoke Diving Equipment 5 and Chemical Suits 6 and Emergency Shutdown Panel
Emergency
Stop Pusnbuttons
Water
Mist
Release
Box
Fire Pump(s)
Start/Stop Pushbuttons
The fire station can be accessed from either the SCC or the working alleyway
on A deck. The following command and detection systems and fire fighting
equipment are contained within the fire station:
5.1 Emergency Procedures - Deck 5.1.2a Fire Hydrants System (Accommodation and Deck)
5.1 EMERGENCY PROCEDURES - DECK e) Broadcast a warning to all ships in the vicinity. k) Prepare to vacate the berth if required.
a) Inform the Master / Chief Engineer. g) Establish the vessel’s position and update the communication f) Establish the vessel’s position and inform the communication
centre. centre.
b) Change to manual steering and steer the vessel away from
danger areas. h) Consider using fixed extinguishing systems to prevent the g) Evaluate the ship’s stability.
spread of the fire.
c) Prepare anchors if in shallow waters. h) Prepare pumps to transfer FO bunkers/ballast as required.
i) Conduct a crew check before using the total flooding system.
c) Re-transmit the distress message, if required to do so under c) Request assistance by radio. b) Inform them of the ship’s particulars, situation and immediate
the GMDSS procedure. specific requirements.
d) If practical, barricade the bridge and engine room and put the
d) Establish the position of the vessel in distress. crew in a secured area. c) If salvage vessels are underway to the ship, establish contact
with them.
e) Maintain a listening watch on distress frequencies 2182kHz e) Avoid direct confrontation with the pirates.
or VHF channel 16. d) Prepare to receive salvage assistance.
Local War
f) Refer to search and rescue procedures in the IMO Search and e) Inform the Company about any casualties and the present
Rescue Manual. a) Endeavour to establish direct contact with the Consul and the situation.
Company.
g) Establish communication with surface units and SAR aircraft f) If the vessel is not in imminent danger, let the Company
on 2182kHz and/or VHF channel 16 or selected frequencies as b) Investigate, in consultation with the Port Authority, agents and process the necessary salvage contracts.
per GMDSS regulations. the local Consul, the possibilities of leaving harbour by your
own means if the situation deteriorates. g) If the vessel/crew is in imminent danger, sign the Lloyd’s Open
h) Look for survival craft radar transponder signals on the radar. Form (LOF 1995) for salvage contract.
c) Find out if mines or other obstacles have been placed in the
fairway and investigate the possibilities of shifting the vessel h) LOF 1995 should be used even if an agreement of fixed price
Abandonment/Evacuation
to a less exposed area. for towing has been made.
a) Send distress signal by DSC Distress Alert.
d) Enquire if other vessels in the harbour intend to break out and i) Ensure that all instructions issued by the salvage master are
b) Prepare for abandonment. Select the survival craft/embark what they estimate their chances of success are. followed.
stretcher cases.
e) Terminate all cargo handling, inform all personnel and make j) Log all developments and instructions given by and all actions
c) Search for missing persons. the vessel ready for sea. taken by the salvager, work done by the crew and equipment
from the ship used by the salvagers.
d) Alert vessels in the vicinity. f) Start preparations for casualty control should the ship be
damaged due to hostilities.
e) Collect and distribute radio equipment/survival suits/medical
equipment/seasickness medication. g) Consider the best possible place of refuge with retreat
possibilities for the ship’s complement in case the vessel is
f) Notify the Company. fired on.
g) Manoeuvre the ship to facilitate abandonment. h) If staying on board is dangerous, consider evacuation of the
crew to a safer place of refuge ashore.
h) Activate the EPIRB.
i) If evacuation is likely to become necessary, endeavour to make
i) Abandon ship. The order to abandon ship will be given verbally all necessary preparations beforehand.
by the Master.
A724
057 A724 A724
061 069
A724
079
A724
059
A724
091 A724 A724 A724
063 065 067
A724 A724
093 095
A724 A724
058 080
A724
062 A724
A724 070
060
International
Fire Shore Connection
A724023 A724084
A724
096
A724 A724
From 085 071 Upper Deck
Focsle
Engine A724 A724 A724 A724 A724 A724 Deck A724
Room A724 043 042 040 039 037 036 047
099
A724
035
A724
A724 044
045 A724
098 To
Bilge Eductor
A724 A724
077 075 To Hawse
A724 Pipes
073 A724
074
A724
076
A724 A724 A724 A724 A724 A724 A724
024 025 027 029 030 032 033
A724
034
Focsle
A724 Deck A724
From 026 048
Engine A724
Room A724 072
A724 Key Bow Thruster Room
089 A724
086
A724 048
097 Fire Water Sea A724 A724
A724022 A724078 PI +- A724 Emergency PI A724 056
Chest 055
International Forward 050 Fire Fighting Pump 053
Sea Water 75m3/h
Fire Shore Connection
• The fire hydrants in the engine room e) Open the required hydrant valves on the fire main after
• The fire hydrants on deck Preparation for the Operation of the Fire Hydrant System connecting the fire hose.
• The fire hydrants in the accommodation block a) Ensure the deck main isolating valve in the engineers’ under Deck fire hydrant valves are located as follows:
• Hawse pipes passageway port and starboard are open (normally locked open).
• Forward bilge eductor system
b) All hydrant outlet valves must be closed. Location Hydrant Valve
The following pumps can supply the fire and wash deck system: Port Starboard
c) Set up the valves as shown in the table below:
Upper deck
Fire Pump It is assumed that the SW main suction valves at the SW valve chest(s) are
Mooring deck aft A724-045 A724-024
No. of sets: 1 open to provide SW suction, and that the forward ring main isolating valves
A724-077 and A724-074 are open. These valves are located in No.1 hatch at Accommodation block aft A724-044 A724-025
Maker: Behrens Pumpen
the first level down, port and starboard sides, and that the isolating valves in No.11 cargo hatch A724-043 A724-026
Type: Vertical, centrifugal the port and starboard engineers’ alleyway are open as follows:
Model: VRW5/350 G No.9 cargo hatch A724-042 A724-027
Capacity: 140m3/h at 7 bar Port Alleyway Starboard Alleyway No.7 cargo hatch A724-040 A724-029
Bilge/Fire Pump Engine room No.5 cargo hatch A724-039 A724-030
isolating valve A724-023 A724-022 No.4 cargo hatch A724-037 A724-032
No. of sets: 1
Maker: Behrens Pumpen Isolating valve No.2 cargo hatch A724-036 A724-033
to accomm. A724-085 A724-086
Type: Vertical, centrifugal with self-priming unit Bosun’s store A724-035 A724-034
Isolating valve
Model: VRW5/420 G
to deck A724-084 A724-078 Mooring deck forward A724-047 A724-046
Capacity: 220/140m3/h at 7/5.8 bar
Steering gear room A724-073
Fire Pump
The bilge/fire pump is normally set so that it can supply water to the fire Position Description Valve
main. The fire pumps can be started locally, from the fire station and bridge.
The bilge/fire pump suction valve from the sea suction main and the discharge Open (locked) SW main suction valve A724-001
valve to the fire main outlet are locked open. Closed Line drain valve A724-006
All the above pumps take suction from the main sea water crossover line Open (locked) Pump discharge to fire main A724-004
in the engine room. Open Bilge/fire pump crossover valve A724-007
A7 24
0224 A797
2 A7 0
0724
8 To Key
Pa Star
ssa bo
ge ard Fire Water
wa
y
Sea Water
A7
4th 0 1 24
5
A7 De Fir
ck A7 e
01 24 0 1 24 FroMain
0 6
5 m
Deth
ck
A7 Fir
e
00 24 FroMain
9
5 m A7
A7 Deth 2
Ta
n 2 24 ck 014
kT 00 4 A706 Fir
e
4
op 8 0 P I +- FroMain
5 m
A7 PI Deth
24 ck
ard A707 0024
o 0 4
v erb
O
To A7
PI
Fir SW
eF
0622 Bil A7
2 A ge Puighti 2 Ma
in
7 Pu /Fire mp ng 00 4 r Fir
1422 mp 1 ate e
9 aW FroMain
Se 5 m
Deth
A7 ck
0024
4
The emergency fire pump located in the bow thruster room has its own sea Pump Suction Valve Pump Sea Chest
Pump Discharge Valve Isolation Valve
water suction valve chest with the manual valve A724-048 locked open. The A724-053
A724-050
A724-048
sea chest vent line valve A729-163 should remain in the open position. The
sea chest also has an air weed blow facility which is kept shut in normal
operations. The connections onto the main fire line with associated isolating
valves are in No.1 hatch, bay No.1 at the top level port and starboard.
P
To Alarm and To Alarm
SMOKE DETECTION SYSTEM SDS
ECR
Ventilation Via Via
Via Relay Relay Relay
Stop Via Repeater
Box Box Box ON FIRE FAULT
P
P
Key
To Alarm
Via Relay Hold No. 4
Box
To Alarm and
Ventilation
Stop Via
Relay Box Hold No. 3
To
To Bridge
Free
Air
P
Hold No. 2
To Alarm and
Ventilation
Stop Via
Time Delay Relay Box
CO2 Relay Unit
Box To
Bridge
POD Valve P
Release Hold No. 1
Cylinder
Engine
Room
Group A Power Supply
Group B
Group C
Group D
Group E
188 CO2 Bottles
Total Discharge
Supply
Cabinet for Pilot
Release System
Release
Cabinet for Engine
Room System
Timer Release
Device
It is arranged that when the release cabinet doors are opened, switches (Note: Allow approximately 24 hours for structural cooling before opening
will initiate audible and visual alarms for the cargo holds and engine room the engine room and ventilating the space.)
respectively and additionally, stop the ventilation fans in the engine room.
WARNING
A pressure gauge is fitted to the pilot CO2 pipeline to indicate the pilot Do not enter a CO2 flooded space without using breathing apparatus.
CO2 pressure.
In the unlikely event of pilot gas initiation failure from the fire station:
In the event of fire, Maersk Shipping fire fighting reporting and response
procedures apply. The following text applies purely to the operation of the a) Proceed to the engine room release box in the CO2 room. Open
CO2 systems. the release cabinet, the alarms will sound in the engine room
and the ventilation fans will stop. Carry out the same procedure
d) to h), as for the operation from the fire station.
Operating Instructions
Manual Operation
Engine Room System
In the unlikely event of pilot gas initiation failure from both the fire station
and CO2 room:
a) When a fire is deemed to be out of control and on the command
of the Master/Chief Engineer, shut down machinery fuel
It is assumed that the release cabinet(s) are already open, with the alarms
supplies and ventilating systems. Close all doors, ventilators
being sounded, ventilation shut down and all personnel accounted for.
and other openings, having first ensured that all personnel have
been evacuated and accounted for.
a) Release the individual cylinders by using the four manual
release handles which are situated on the bulkhead close to the
b) Go to the extinguishing system control box in the fire control
release cabinets in the CO2 room.
station.
b) When all the cylinders have been released, open the POD
c) Open the engine room release cabinet door, this will cause the
valve for the engine room by moving the yellow extension arm
alarms to sound in the engine room and stop the ventilation
upwards through 90°.
fans.
The same conditions apply as previously mentioned for re-entry into the space.
d) Open both isolation valves by pulling the valve levers down.
a) Before operating the extinguishing system, ensure that there are Manual operation of the cargo hold system is the same as for the manual The galley is fitted with an independent CO2 extinguishing system. In the
no personnel in the cargo space and all personnel are accounted operation for the engine room, except in this case, only manually open the dry provisions room there is a single 9.8kg CO2 cylinder situated at the
for. Stop any ventilation units leading air into the compartment, required amount of cylinders for the capacity of that hold. There is a tag plate partition bulkhead between the galley and dry provisions area. In the event
seal all openings including hatch covers, ventilators, ports, at the end of each row of cylinders indicating the row capacity. of fire in the galley trunking:
sounding pipes etc. connected with the compartment.
When the required amount of cylinders have been opened, manually open the a) Operate the fan damper closing button in the alleyway beside
b) Go to the cargo hold system three-way diverter valves in the cargo hold POD valve by turning the yellow lever through 90° upwards. the galley door.
fire control station and reposition the three-way diverter valve
for the cargo hold on fire by pulling down the lever to redirect b) Open the CO2 cabinet door, the ventilation fans for the
CO2 gas down that line. Emergency Generator CO2 System galley will shut down, the ‘accommodation fail’ alarm will be
indicated on the duty alarm system 40M panel.
c) Open the release door for the cargo hold manifold block, this The emergency generator room is fitted with an independent CO2 extinguishing
will cause the alarm to sound in the cargo holds. Open the system. There are two 45kg CO2 cylinders situated in a room adjacent to the c) Open the CO2 cylinder valve, then open the discharge line
manifold valve(s) A to E for the required amount of main bank emergency generator room. valve to the trunking casing. Close the valves when the CO2
cylinders to be released. Open the ‘main valve cargo hold’ has been discharged.
valve situated on the right hand side of the cabinet. In the event of fire in the emergency generator room:
d) Take the key from the release cabinet and open the supply a) Operate the fan emergency stop pushbutton directly outside
cabinet door. Release one pilot CO2 cylinder by opening the the room.
pilot cylinder handwheel valve. The POD valve for the cargo
holds will now open, directing CO2 via the diverter valve b) Operate the DO tank quick-closing valve, SOS valve 9 in the
into that hold. fire station.
(Note: During the above procedure and until arriving in port, keep all c) Ensured that all personnel have been evacuated and accounted
openings sealed and directional valves open. Do not open the hatches for.
or other openings of the compartment until arrival in port.)
d) Open the emergency generator CO2 room, the CO2 alarm in
In the unlikely event of pilot gas initiation failure in the fire station: that space will sound. Open both cylinder valves, then operate
the discharge valve into the space.
a) Go to the cargo hold system three-way diverter valves in the
fire control station and reposition the three-way diverter valve (Note: Allow sufficient time for structural cooling before opening the
for the cargo hold on fire by pulling down the lever. CO2 gas emergency generator room and ventilating the space.)
will now be directed down that line.
b) Go to the cargo hold CO2 release box in the CO2 room. Carry
out the same procedure c) to d) as for the operation from
the fire station.
Fire Station
ON FIRE FAULT
Sample Lines
3 No.2 Hold Fwd and Aft 10 No.6 Hold Port Fwd and Aft
1 2 3 4 5 6 7 8 9 10 11 Three-Way Valves
CO2
Cargo Holds
Fire Station
ON FIRE FAULT
Sample Lines
3 No.2 Hold Fwd and Aft 10 No.6 Hold Port Fwd and Aft
Three-Way Valves
CO2
Cargo Holds
Issue: 1
On-Line/Off-Line
By activating this special function, all detection lines are indicated one by one
with their present status (on or off) indicated as follows:
By pressing the ACCEPT button in this situation, the relevant detection line
toggles to the opposite position; the status of the next detection line appears.
Drain To
Bilge Well
R1015
A796-004
The main control panel for the water mist system is located in the engine
d) At the control panel ensure that there is 220V and 24V power
control room, with a solenoid operating control panel located in the fire control
and ensure that the motor starter ‘power on’ and ‘heater on’
room. The fresh water mist system releases water mist into a compartment
lamps are illuminated.
automatically when a fire is detected by at least two fire detection heads. It can
also be activated by pressing the appropriate compartment solenoid release
e) Set the motor switch to the AUT position; the water mist
button at the engine control room or fire control room panel. Additionally,
pump will start and pressurise the pipe system. It will cut out
local solenoid release panels are situated outside of each of the areas being
when the pressure sensor indicates that the desired pressure
protected.
has been produced.
1 4 3 2
MAINS
1. - Lamp Lit by Fire Alarm - Flashing or Steady.
FIRE FAULT
2. - Lamp Lit when Panel is Mains Powered.
DISCONNECTIONS
3. - Lamp Lit by Fault Alarm - Flashing or Steady.
8 9 10 11
1 4 3 2
MAINS
1. - Lamp Lit by Fire Alarm - Flashing or Steady.
FIRE FAULT
2. - Lamp Lit when Panel is Mains Powered.
DISCONNECTIONS
3. - Lamp Lit by Fault Alarm - Flashing or Steady.
8 9 10 11
1 4 3 2
MAINS
1. - Lamp Lit by Fire Alarm - Flashing or Steady.
FIRE FAULT
2. - Lamp Lit when Panel is Mains Powered.
DISCONNECTIONS
3. - Lamp Lit by Fault Alarm - Flashing or Steady.
8 9 10 11
The alarm panel must be in the unlocked position with the master key d) When all the required sensors have been disconnected, press
inserted in the OPERATION lock and rotated. The display will change from the arrow key below DISCONNECT. Turn the master key
Normal Function with the time shown, to indication of any parts of the off. A buzzer will sound, the disconnections LED will light
system that are disconnected. At the bottom of the display three options up and SENSORS DISCONNECTED will be displayed on
will be shown, CONNECT/DISCONNECT, FUNCTION TEST and OTHER the screen.
FUNCTIONS.
To Reconnect a Sensor Head
a) Press the arrow button below the CONNECT/DISCONNECT
option, the options will now change to CONTROL OUTLETS, The alarm panel must be in the unlocked position with the master key inserted
SENSORS and DISCONNECT SENSORS IN ALARM. in the OPERATION lock and rotated.
Selecting control outlets allows the operator access to a sub-menu consisting a) Press the arrow button below the CONNECT/DISCONNECT
of the following: option and type in the detector head to be reconnected. There
will be an option to reconnect all disconnected heads.
Parallel Alarm Connected: Disconnection of this function
prevents fire alarms being sent to the DAS 40M monitoring
b) Press the arrow key below the CONNECT option.
system.
Up
O2 Garbage Reefer
Room Workshop
AC
CO2 CO2
Vent
Elevator
Shaft
Engine
Room Engine Room
Stores
Hatch
Key
Vent
Waterproof Ion
Smoke Detector
Cables
Up Dn
Waterproof Siren For
CO2 CO2 Alarm
Focsle Deck
Air Conditioning
Plant Manually Operated
Suez Crew Call Point
WC
Emergency Generator
Up
G
Upper Deck
Emergency Switchboard
A Deck
B Deck
Dn C Deck
Up
Up Up
Locker Key
Duty Mess Crew Crew Crew
Gymnasium Dining Room
Swimming
Pool
Waterproof Ion
Elevator Smoke Detector
Shaft Elevator
Shaft Up Heat Detector
Laundry
Crew Manually Operated
Call Point
Elevator
Galley Shaft
Alarm Bell
For Fire and General
F.P Emergency
Engine Fire
Casing Station Engine Crew
Casing
E.S.O.P Quick-Closing Valve for Fuel Oil
Engine
Casing
Dry Pushbutton for
Ship's Provisions Fire Alarm
A. E. H
Control Centre
Cables Up
Crew Stop for Pumps - FO, LO, Purifiers
Cables Cables
Bonded F.P & Oil Fired Boiler
Store
Up
Start/Stop for Fire Pumps
Beer Room E.O.S.P
Infirmary
Ventliation Emergency Stop
Cold
Freezer Provisions Locker Crew's Dayroom
Provisions Crew
Up
Junior Repare Repare Spare 1st Engineer's 1st Chief Engineer's Chief
Spare
Officer Bedroom Engineer Bedroom Engineer's
Dayroom
Dn
Captain's
Chief Dayroom
Junior Chief Officer's Captain's
1st Officer Spare Bedroom Officer Pilot Bedroom
Officer Crew
Key
Up
Waterproof Ion
Smoke Detector
Elevator SCBA Converter
Shaft Compressor Room
Alarm Bell
For Fire and General
Emergency
Up
Wheelhouse
Engine wc
Up Up
Casing Pushbutton for
Empty Room
Fire Alarm
Dn Dn
Fire Alarm Repeater Panel
Dn Dn
E.S.
M.E
Manually Operated
Call Point
Cables Up Radio
AEH
Equipment
Room Stop for Pumps - FO, LO, Purifiers
& Oil Fired Boiler
ME-09 EE-09 MS-33 SC-33 ME-29 EC-29 MS-26 SC-26 ME-21 EC-21 MS-17 SC-17 ME-13 EC-13 MS-10 SC-10 ME-05 EC-05 ME-02 EC-02
NS-13
NS-11 NS-09/1
ME-11 EE-11 ME-35 EC-35 NS-35 ME-31 EC-31 MS-25 SC-25 ME-22 EC-22 MS-20 SC-20 ME-14 EC-14 MS-09 SC-09 ME-07 EC-07 MS-01 SC-01
ME-13 SE-12
A
NS-16 NS-09/2
EE-02
EE-01
Hatch No.11-P
Engine Hatch No.10 Hatch No.9 Hatch No.8 Hatch No.7 Hatch No.6 Hatch No.5 Hatch No.4 Hatch No.3 Hatch No.2
Room Hatch No.1
SE-03
R
ME-16 E-05 MS-10 AC-02 ME-10 ME-05 NS-36 ME-32 EC-32 MS-28 SC-28 ME-24 EC-24 MS-20 SC-20 ME-16 EC-16 MS-12 SC-12 ME-08 EC-08 MS-04 SC-04
AC-01 E-06
ME-19 EE-10
ME-23
ME-06
ME-36 EC-36 MS-34 SC-34 ME-30 EC-30 MS-27 SC-27 ME-23 EC-23 MS-18 SC-18 ME-15 EC-15 MS-11 SC-11 ME-06 EC-06 ME-03 EC-03
NS-19
ME-24
NS-02
ME-01
Key
ME-02
Closing Appliance
R ME-03
Remote Control for Fire Damper Focsle Deck
Ventilator
NS-01
Dn
ME-06 ME-01
A
Up Up
A
SE-12-1A
A Locker E-01-4B
Duty Mess Dining Room
Swimming
NE-12-2A Gymnasium Pool
Elevator
Elevator
Shaft
Shaft
S-05
E-01-2B
A
E-06 A
S-05 Laundry S-06 E-01
A
A AC-01-3A
Dry Local
Ship's
Provisions
S-07 Control Centre A
A A
Bonded
E-05-4A Store
S-08 S-07 AC-01-3B
Key
Beer Room
A S-08
Automatic Operated Fire Damper
Infirmary Cold
Freezer Provisions
Closing Appliance Provisions
Ventilator
AC-01-1A
AC-01-3H
ME-04
NS-1G
MS-04 SEH-04
A
Up
A AC-01-1H
Elevator
Converter
ME-20 Shaft
Room
A Wheelhouse
Up
Up Up
wc A
NE-05 Empty Room A
E-05-1H
Engine
AC-01-2H Casing Emergency Stops
Dn Dn
Accommodation
Engine Room
Dn Dn Cargo Holds
A Key
Cables Up
ME-07 A
Automatic Operated Fire Damper
Closing Appliance
A
E-05-2H
Ventilator
NE-2E
Illustration 5.1.9a Fire Fighting Equipment - Upper Deck and Focsle Deck
P
9L 12
25
Hatch No.11-P
10FT
Engine Hatch No.10 Hatch No.9 Hatch No.8 Hatch No.7 Hatch No.6 Hatch No.5 Hatch No.4 Hatch No.3 Hatch No.2
Room Hatch No.1
CO2
Air Hatch No.11-S 5
Condition P
Plant 25
CO2
P
CO2 CO2 CO2 CO2 CO2 9L 12
Focsle Deck
Key
International Shore
Connection Portable Extinguisher
P
(25kg Powder)
25
10FT
10 Ft Extension Piece
CO2 Alarm in Cargo Holds
CO2
Dn
Up Up
Locker
Duty Mess Dining Room
Swimming P
Gymnasium Pool 9L 12
P 5FT
9L 12
Elevator
Elevator
Shaft
Shaft
Key
Laundry
P
9L 12
Fire Station Water Hose
P
9L 12
Galley
CO2
5
P
9L 12
F Fire Main With Fire Valve
Engine Fire
Casing Station International Shore
WF
Connection Engine
Casing
Panel for Remote
WF
Controlled Water Fog Dry
Ship's
Provisions
Control Centre
Cables CO2
Cables
Portable Extinguisher Bonded
5
(5kg CO2) Store
Ship's
Control Beer Room
Centre CO2 Portable Extinguisher
2 (2kg CO2)
P
Infirmary 9L 12
P Cold
9L 12 Freezer Provisions
P Portable Fire Extinguisher Provisions
9L 12
CO2 (12kg Powder)
5
Fire Blanket
5FT
5 Ft Extension Piece
F Fire Station
P
9L 12
C Deck D Deck
P
9L 12
Up
P
Elevator Elevator
Shaft
9L 12
Shaft Locker
Up Dn
P
9L 12
CO2
5
Up
Key
Engine
Fire Main With Fire Valve Casing
P
9L 12
Up Dn
P Portable Fire Extinguisher
9L 12 (12kg Powder)
Up
P
P 9L 12
9L 12
E Deck F Deck
P P
9L 12 9L 12
Elevator Elevator
Shaft Shaft
5FT
Officer's Chief Engineer's
Dayroom Office
Key
Up Up
Fire Station Water Hose
Dn Dn
P Portable Fire Extinguisher
9L 12 (12kg Powder)
Chief Captain's
Officer Dayroom
Spare Pilot
Chief Officer's Captain's
Bedroom Bedroom
P
P
9L 12
9L 12
CO2
5
P
9L 12
Up
CO2
Elevator 2
Converter
Shaft
Room
P
9L 12
Up
Wheelhouse
Up Up
wc
Empty Room
Engine
Key Casing
Dn Dn
CO2
2
CO2 Portable Extinguisher
5
(5kg CO2)
P
Portable Fire Extinguisher
9L 12 (12kg Powder)
CO2
2
P
9L 12
Illustrations
Emergency steering drill should be carried out at least once every three
months when traffic and navigational restrictions permit. steering
Change to NFU
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 the navigation bridge. After each drill, details and the date it is carried
out are to be entered in the Deck Log Book.
Use Helmsman to steer, In the event of using the override tiller for emergency alteration,
advise Master and duty This will be instigated by the OOW.
engineer of any problem
Use the helmsman to steer. Call Master and duty engineer, advise
of problem.
The greatest danger arises when the vessel grounds at high water on an If power is available, consider use of the bow thruster unit to
uneven hard bottom. When aground or locked with another vessel in a collision both steer the vessel and manoeuvre away from danger.
situation, no movement to prevent further damage or spillage,
also refer to the vessel’s response plan.
Manoeuvring a Vessel after a Collision
Following a collision or other incident that could result in oil spilling from Disabled Vessel
the vessel whilst under way, the subsequent movement of the vessel could
be critical. No two situations will ever be the same and each situation will In the event of a total power loss, steering failure or both, there are several
demand a different manoeuvre to be carried out by the Master. All points actions that can be taken to reduce the risk of stranding or collision.
listed below are to be considered and are intended to assist in making the
right decision. Significant points are:
Williamson Turn
5S miles
2nd Crossleg
S miles
3S miles
S miles
2nd Leg
3rd Crossleg 3rd Leg 5S miles 3S miles S miles
60° − 70°
2S miles 4S miles
First Search
When the ship's head is 60°
off original course, Second Search
put helm Hard to Port
2S miles
Note:
The leg length is dependent upon visibility
and the size of the object. Each leg is 120°
to starboard. The second search is 4S miles
commenced 30° to starboard of the original
track.
Note:
The individual leg length 'S' is dependent
upon visibility and the size of the object,
increasing by a factor of one every third leg.
h) As parties close up to emergency stations, the rescue boat can Performance of a Williamson Turn will considerably reduce the ship’s speed. b) All turns are 90° to starboard. The length of the leg is dependent
be prepared for lowering. on the state of visibility and the size of the search object. After
The rapid posting of lookouts is vital in order to locate the person and/or the first square has been completed, the subsequent increase in
i) Hoist the appropriate flag signals and use the VHF to warn search leg is increased accordingly.
to keep them in sight.
vessels in the vicinity.
• Initial information required f) If the towed vessel’s steering is not available, her rudder should
• Urgency of situation, time available before grounding be placed amidships and locked.
• Tonnage of other vessel g) The towed vessel should not use her engines unless requested
• Type of towing equipment to do so.
• Is power available for deck equipment?
• Manpower available Steering Problems
• If towing by the stern and the rudder is not locked, the rudder
Connecting the Tow may assume the hard-over position.
a) The decision is to be made by the Masters as to equipment • If towing by the bow and the disabled vessel’s engines are
usage. used, the propeller race can cause the rudder to assume a
hard-over position.
b) Use the towing vessel’s emergency towing arrangement • The disabled vessel’s trim, if possible, should be as follows:
(preferred due to poop configuration).
Towed by the bow trim should be one in one hundred by
c) Establish continuous radio communication between the the stern.
vessels. Towed by the stern trim should be one in eighty by the
head.
d) Pass a light line between the vessels.
• Steer directly into the wind to minimise yaw.
e) Connect to the emergency towing arrangement buoy line and • Some larger vessels yaw the least on a heading 20-30° off
deploy when the other vessel is ready. the wind.
(The design brake load on each winch is 80% of the wire breaking strain but A helicopter with a lift capacity of two to three tons could be used to facilitate
this could vary depending on the brake linings.) the connection.
Ship Operational Garbage Cabin Garbage and Public Room Galley and Messroom Garbage
Deck Engine Room Officers Crew Galley Stores Galley and Messroom
1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Food waste
2.Floating dunnage 2.Floating dunnage 2.Paper, rags, glass, bottles, 2.Paper, rags, glass, bottles, 2.Packing material 2.Plastics
3.Lining/packing materials 3.Lining/packing materials metal, etc. metal, etc. 3.Paper, glass, bottles, 3.Packing material
4.Paper, rage, glass, metal, 4.Paper, rage, glass, metal, metal, etc. 4.Paper, glass, bottles,
bottles, etc. bottles, etc. metals, etc.
5.Oily rags 5.Oily rags
6.Solid oily waste 6.Solid oily waste
7.Waste oil 7.Waste oil Separation Separation
Generated garbage Generated garbage
separated at source into the separated at source into the
marked receptacles by the marked receptacles by the
Chief Cook Chief Cook and Steward
Yes No
Location of Location of Location of Location of Collected
Collected by Collected by Collected by
receptacles receptacles receptacles receptacles by
Bridge Steward Work shop Motorman Cabin Steward Cabin Occupant
Radio room Steward E.C.R. Motorman Cleaning gear Cleaning gear
Location of Processing of Food Waste Location of
Ships C.C. Steward Engine Store Motorman Lkr on A&C-Dk Steward Locker on upp. Dk Steward Collected by Collected by
receptacles Food waste will be processed receptacles
Laundry Steward E/R Decks Motorman Conf. room Steward Crew smoking rm Steward
Deck stores Dayman Off. smoking Steward Suez room Steward Inside Store Steward using chafe cutter or disposer Inside galley Steward
room Gymnasium Steward and will be disposed to the Officers mess Steward
Infirmary Steward sea. Chief Cook is responsible Crew Mess Steward
for the operation of the
DISPOSER located in the
galley.
To Sea
Storage Storage
Red Receptacle Blue Receptacle Yellow Receptacle Green Receptacle Black Receptacle
For incineration For sea disposal For sea disposal Food waste For landing ashore
Examples >25 nm >25 nm for sea disposal
Examples
outside special area outside special area >25 nm
1.Plastic 1.Paint
Examples Examples outside special area
2.Burnable dunnage 2.Chemicals
3.Paper, rags, etc 1.Floating dunnage Paper, rags, glass, metal, Examples
3.Oil soaked material
4.Oily rags 2.Lining bottles, crockery & similar 1.Food waste
5.Solid oily waste 3.Packing materials refuse
6.Waste oil
The deck officer of the watch is responsible for informing the engineer Other Waste
officer on duty should excessive smoke emission be observed issuing from
Cans that have contained oils or chemicals must be stored in the garbage
the funnel.
room before discharge ashore.
6.1 Mooring
Illustrations
Dn
Bow Thrust
Emergency Stop
Down to
Steering Gear
Compartment
Down to
CO2 Room
Dn
Bow Thrust
Emergency Stop
Stern Thrust
Emergency Stop Key
• Two on the poop deck; one port side athwartships, one starboard d) On the winch/windlass unit, ensure that the claw clutch for the
The control unit consists of a variable speed control lever allowing the winch
side athwartships each incorporate a single split drum with a cable lifter is locked in the OUT position.
to be operated at three speed settings in manual control in either direction,
single warping end. or two speed settings in auto-tensioning mode. An indication light panel with
e) Synchronise the clutch, turning the motor as necessary with
• One centrally located winch on the poop deck facing aft rope tension meter and changeover switch allows the winch to be used as
the pushbutton adjacent to the individual clutches and engage
incorporating three split drums together with one warping end. a self-tensioning unit.
the same.
Wire Drum Conventional Mooring f) Insert the locking pin into the clutch lever.
Declutchable split drum with band brake: The vessel is fitted with ten moorings, one installed on each drum. Six of
the moorings are 56mm x 220m polypropylene ropes which are installed on g) Release the band brake.
Drive source: Electric the three split drum units forward and aft. The remaining four moorings are
64mm x 220m nylon ropes which are installed on the winch/windlass units h) Pay out or haul in the mooring rope as required with the three
Clutch control: Manual speed control lever.
forward and the two athwartship winch units aft. Additionally, there are 5
Brake control: Manual
sets of nylon ropes in each of the stores baskets in the Bosun’s store and
Winding load: 160kN at first layer steering gear compartment. i) Stop the winch by placing the control lever in the neutral
Winding speed: 7.5/15 metres/minute (vertical) position.
Brake holding load: 480kN At the forward end of each cable lifter one split drum is attached. These
can be deployed in any combination as breast lines or springs, depending j) Engage the drum brake and disengage the clutch lever.
on the berth configuration and are the first lines run ashore from forward.
Warping Drum Forward of the windlass units, and centrally located on the focsle, is a triple k) Stop the winch motor by pressing the EMERGENCY STOP
drum winch unit with three single drums. These moorings can be deployed as button.
Each drum consists of one fixed warping drum keyed on the main shaft, and
of non-whelp construction: headlines or breasts as required.
(Note: It should be noted that the highest speed setting of the winch
Winding load: 160kN on drum On the after end of the vessel there are three winches enabling a combination controller is intended ONLY for pulling up the slack rope of the
of moorings to be deployed as necessary depending on berth configuration. mooring drum.)
Light line speed: 15 metres/minute
The two athwartship winches are used to run the first lines ashore from aft.
A single motor drives the triple drum winches, with the individual drums
clutched in or out as required depending on how the lines are to be deployed.
IN IN IN
1
TAKE OVER TAKE OVER TAKE OVER
LY ON DECK
O N G
USE OORIN
STLEM
CA
FORE
b) Set the control switch in the desired slotted notch on the control
panel to the required tension (25%, 50%, 75% or 100% pull).
(Note: It is possible at any time to run the winch under manual control by
moving the three speed control levers.)
c) Check that the receiver remote control cabinets are switched on,
located in the Bosun’s deck store and steering gear compartment
respectively. On the waistband control unit turn the power
control switch key through 90° clockwise. The unit will make
a bleeping sound and the power indication lamp will illuminate
as a flashing green colour. When the battery life is low, the
colour of the flashing light will change to red indicating a
operating period of approximately 10 to 15 minutes.
Windlass Reduction Gears b) Ensure power is available for the electric motor for the
windlass. Reset the emergency stop switch then press the
Two declutchable cast steel cable lifters with band brake are fitted. A The gear case is of totally enclosed watertight construction containing a TAKE OVER button, the READY FOR OPERATION lamp
bellmouth with chain stopper is included for each cable lifter. pinion and gear wheel. The reduction gear sits in an oil bath, splash lubricated will illuminate.
with a breather valve facilitating pressure equalisation between gear case
Performance of Cable Lifter and atmosphere. c) Remove the spurling pipe and hawse pipe covers.
Lifting load: 459kN A strain gauge ring is located in the bearing of the gear shaft for measuring d) Engage the clutch of the windlass and insert the locking pin
Lifting speed: 9 metres/minute tension on the unit. Inside the gear case, there is a multiple disc safety clutch into the clutch lever.
Chain diameter: 81mm situated between motor and reduction gear which protects the reduction gear
Brake holding load: 2,170kN from overheating. e) Remove the anchor chain stopper and lashings.
Access from
g) Haul in the anchor, reducing the speed to minimum as the Forward)
anchor reaches the near housed position.
2nd Deck
h) Engage the brake band and chain stopper when the anchor
is fully home.
g) Anchors that are housed and not required should be secured • Effectively secured to the ship’s structure
Anchoring Procedures against accidental release. • Not unacceptably weakened by corrosion or age
Clearing the anchors is the term used for removing the anchor securing • Of suitable design, with a SWL for the intended use
h) When the vessel has completed anchoring and the brake
chains. applied, ensure that the cable stopper is lowered and correctly
Suitable communications should be established between the bridge and
positioned to prevent jumping. Cable stoppers form an integral
a) Prior to removing the chains, the windlass should be turned mooring station prior to the commencement of operations.
part of cable restraint equipment and are designed to take the
over, then operated in the heave mode, to check that the brake anchoring loads.
is secure. Once it is certain that the brake is secure, the chains Persons involved in towing operations should be briefed in their duties and
may be removed. However, the cable stopper is to remain in the necessary safety precautions.
i) After heaving up the anchor and before entering open seas,
the lowered position. ensure that the anchor is not twisted in the hawse pipe and Care shall be taken to keep clear of rope bights. Similarly, whiplash areas
that the flukes are gently heaved hard up against the hull. should be evaluated, with personnel warned of the consequences of parting
b) Before lowering, letting go and heaving-in, always check that Cable stoppers must also be in position, together with securing
the area below and in the vicinity of the anchor is clear of lines and associated danger zones.
chains.
small craft, tugs etc.
When letting go of towlines, ensure all personnel are clear of the end eye.
j) To prevent flooding of the chain locker at sea, spurling pipes Preferably, the eye should be lowered, under control of a slip line, thus
c) Before letting go, always ‘walk’ (lower in gear) the anchor out should be properly covered and chain lashed. avoiding danger of injury and line snagging.
of the hawse pipe close to the waterline. In waters up to 20m
deep, the anchor and cable can be let go on the run. In waters It is obviously good seamanship for all deck officers to become acquainted The surfaces of fairleads, bollards, bitts and drum ends should be kept clean
over 20m deep, the anchor should be first walked out close to with the method used to secure the cables within the lockers, since the need and maintained in good condition. Rollers and fairleads should turn freely
the sea bed and then let go. This ensures the anchor will not to slip a cable may be both unexpected and urgent. A prolonged search for and be in a sound condition.
be damaged after falling a considerable distance onto a hard the bitter end release mechanism, only to find it seized, is not in keeping
sea bed, also the cable will not run out of control and cause with good seamanship. Always keep the mechanism lubricated and free of The decks of mooring areas should be treated to ensure anti-slip properties.
excessive weardown of the brake. obstructions. This can easily be accomplished by spreading fine salt free sand on top of wet
paint or using dedicated anti-slip paint.
CAUTION
If it is necessary to lower the anchor by controlling the speed of descent Always ensure there are sufficient personnel available at each mooring station
with the band brake, then it is possible that the anchoring speed may to accomplish their assigned tasks safely.
become too high, resulting in the anchor running away and the brake
lining becoming damaged by heat.
Illustrations
5 6 11
3
9 10
12
1 23 22
2. - Roller Slewing Bearing 13 14. - Left Hand Joystick for Jib/Slew Motion
21
3. - Slewing Column 15. - Arm Rest
11. - Winch for Working Cage 23. - Window for Emergency Descent
18
12. - Hook Block
16
17
The crane is electro-hydraulically operated with hoisting, slewing and jib clockwise (item 3) when the pilot light ‘Motor On’ illuminates.
movement driven by hydraulic operation.
e) Press the green pushbutton PARK POSITION UNLOCKED
The hoisting gear consists of one axial piston pump with variable delivery, one until the pilot light illuminates (item 5). M !
i) Hoist the jib to the lower block park position (approximately 3m) M M M M
Crane Controls
until the pilot light PARK POSITION illuminates (item 5).
The hoisting, luffing and slewing movements of the crane are steplessly
controlled by a hydraulic joystick and carried out simultaneously from the j) Lower the hook block from its garage storage position.
control stand position in the operator’s cabin.
k) Lower the jib to the maximum outreach and lower the hook.
M
Safety Features M
l) Turn the key switch HOOK PARKING to the normal ‘0’
The crane is provided with the following safety features: position (item 6).
• Spring loaded multiple disc brakes automatically activated
when the crane control lever is returned to neutral, or in the m) Operate the crane as required. emergency stop
event of power failure.
• Hydraulic overpressurisation protection by means of pressure
limiting valves.
• Emergency stop buttons located at the control box, switch
cabinet and at the base of the crane ascent ladder.
a) Hoist the jib to the minimum outreach. 0 I 0 I 3-fall 2-fall The crane is equipped with a control system for the operation of an automatic
container spreader and rotator. The system is controlled from the driver’s
6
b) Turn the key switch to PARKING (item 6). to
cabin alongside the controls for the crane jib.
hook parkpos. hook parking
c) Hoist the jib to the lower block park position (approximately 3m) The rotator/spreader system enables the crane to be operated with an electro-
until the pilot light PARK POSITION illuminates (item 5). 0 I hydraulic remote controlled spreader complete with integral rotator for quick,
safe and easy positioning of the cargo.
d) Hoist the lower hook block into the garage storage position. 3 7 4 8
The spreader is connected via the electric power cable reel to the electric
e) Lower the jib to the rest position by turning the key switch
Slewing Interlock control system of the crane. By use of the rotator/spreader controls the
PARKING to the ‘I’ position (item 6) and depressing the Attention I operate only
with boom in horizontal
operator can rotate the cargo to the left or right hand side for easy and
pushbutton PARK POSITION (item 5) until the jib down 0 I quick positioning.
movement stops.
The cable reel selected via key switch Operation Mode of Cable Drum to
f) Slew the crane until the pilot light SLEWING INTERLOCK Winch for working cage position I ensures that the electric connections between the crane and the
POSITION illuminates (item 7). spreader/rotator are maintained under constant tension.
0 0 I
g) Operate the key switch PRESELECTION SLEWING INTERLOCK Operation of the Rotator
(item 3).
a) Start up the crane as described for the operation of the crane
h) Press the blue pushbutton PARK POSITION LOCKED (item 8) M !
unit above.
until the inserted pilot light illuminates.
5 b) Attach the cargo rotator.
i) Press the MOTOR OFF button.
The cargo rotator can be controlled by the foot rocker switch
j) Press the pushbutton CRANE OFF to isolate the main breaker. M M (toggle switch) to the left or right.
k) Close all doors and openings on completion. c) Press the pushbutton at the right hand side of the joystick to
2 1
operate the rotator/spreader.
M M M M
M
M
emergency stop
Locking Pin
Locking
Pin Location
Hole
DREGGEN
Year 2000 L486 Max
Ton CE 10 SWL.
500mm
Wire Hanger
Aft
Description Once the securing dogs and clamps are removed, the operation of swinging
Accommodation Ladder out and lowering/hoisting is all done from a local control switch.
Two identical accommodation ladders are fitted, one each on the port and Control Pushbuttons
starboard sides of the upper deck adjacent to hatch No.10 facing aft. The
ladders in the inboard position are secured by metal dogs and clamps and are Operation
designed to reach the ballast waterline at a maximum angle of 50°.
a) Check that the emergency stop pushbutton is in the OUT
position.
Once the four securing dogs and clamps are removed, the operation of
swinging out and lowering/hoisting is all done from a control stand at
b) Ensure the area below the ladder is clear. Swing out the ladder
a position aft of the ladder. The winch motors are elecric drive. Each
and upper platform into an outboard position ready for lowering
bridge wing also has a control stand for the operation of their respective
by pressing the DOWN arrow button on the control panel.
accommodation ladder. The starter isolating panels for the accommodation
ladders are in the respective engineer’s alleyway between watertight doors
c) Lower the ladder down to a maximum of 55°.
1008/6 and 1009/7.
d) Fit the upper platform stanchions and lash correctly.
Operation
e) Secure the pilot ladder to the ship’s side at the three securing
a) Check that the emergency stop pushbutton is in the OUT points.
position. Check that the power supply is ON at the isolation
control box(s) in the engineer’s alleyway. f) Rig out the pilot rope ladder and secure.
b) Release the four securing dogs. g) To raise the pilot ladder press and hold in the UP arrow
pushbutton on the control switch box;S the limit switch will cut
c) Ensure the area below the ladder is clear. Swing out the ladder out the motor when the ladder is fully housed. Before stowing
and upper platform into an outboard position ready for lowering the ladder remove the stanchions and lashings.
by pressing the down arrow button on the control panel. Accommodation Ladder Control from
the Bridge Wings (Note: The support wheels on the starboard side pilot ladder do not rest
d) Lower the ladder to the required height. The working angle firmly against the ship’s side when lowered into position, which
is between 20° to 50°. proves difficult in secureing the ladder firmly to the three securing
points.)
6.3.3 Liferafts
Illustrations
4
12
1
3
5
5
11 11
10
Key
12
Lifeboat Remote
Release Wire Pull
Lifeboat Manual
Winching In Point
11
10
Key
h) Reconnect the lashing and secure with the rachet levers. Cradle Stopper
The davit arm cradle stopper is used to secure the boat in the fully housed
i) Turn the starter main switch OFF. position and consists of a locking lever device, which engages into the top
of the davit arm, locking it to the frame, there is one fitted at each end of
j) Slack off the brake until the boat is lowered onto the suspension the davit assemble. Each cradle stopper arm is secured in position with a
hooks at the davit head. strop and slip hook.
Fuel Tank
Bilge Well Hatch
1860
Batteries
Radar Reflector
Rigging Out
Cylinder
Radar
Reflector
1530
Cradle Release
Pins
Base Line
400
i) When the boat is fully rigged out and clear of the ship’s side,
lift the brake lever of the winch and lower the boat. This can
also be done either from within the boat by pulling on the
longer, forward control wire pull, or from the winch itself.
Issue: 1
The Rhp. 11/2.0 davit system is designed for launching a rescue boat including
the full complement of persons from the embarkation position to the water
level. The rescue boat is rigged from the embarkation position to the lowering
position by means of hydraulic stored power. The lowering procedure is
gravity operated. Both rigging out and lowering can be conducted from inside
the boat or at the davit winch position.
Rigging Out
Rigging out of the davit is performed by means of a hydraulic cylinder,
situated on the davit arm.
Cradle
The hydraulic control system consists of three main components; Release Pin
3) Hydraulic Cylinder
Mounted on the davit arm, the hydraulic cylinder is the actuator
of the stored power rigging out mechanism.
Recovery of the craft is controlled from the control box situated at the ship’s
side just forward of the MOB craft. By pushing the hoisting button, the boat
can be lifted to the embarkation positon. For reasons of safety, the design
of the button is such that an immediate braking power is available as soon
as the button is released.
Liferaft Release
Slip Hook
Thanner Hydrostatic
Release Unit
Liferaft
Painter
Cradle
Duties such as lookout, helmsman and baler should be rotated at intervals of Injuries, Ailments and Treatment Hypothermia
not more than one hour, as this will prevent boredom and lack of vigilance
There is a risk of hypothermia in water below about 25°C. Extra clothing will
from setting in. Injuries delay the onset of hypothermia even if immersed, and of course will provide
A first aid kit is supplied with every lifeboat and a leaflet describing simple extra warmth for the survivor in the lifeboat even if immersion takes place.
Continually show confidence that rescue will take place. Do not allow
first aid is enclosed with each kit. Totally enclosed or partially enclosed lifeboats provide far better protection
individuals to lapse into melancholy. Try to make everyone think of factors
from the elements than the older open type, but extra clothing is still essential
other than the situation that they are in by introducing games of various forms.
for warmth in nearly all climates. If a survivor has been immersed in water
If a portable radio is available tune it in and listen to the various programmes. Frostbite and has hypothermia, strip off wet outer clothing and replace with any
Playing card games is useful, as considerable concentration is required.
This usually occurs in extremities i.e. fingers, toes, ears. Wear protective available dry garments. Warm the patient with extra layers of clothing and use
clothing if possible. Reduce lookout periods in very cold weather, watch each lifejackets as extra insulation. Use a thermal protective aid (plastic survival
Maintaining the Health of all On Board, both Mental and other’s conditions. Wriggle nose and cheeks and exercise hands and feet to bag) if available.
Physical keep circulation going.
Routines can be counter-productive and where possible restrict movement to Do not massage affected area once signs of frostbite have appeared. Warm the
a minimum as all movement consumes body fluid. Body fluid is probably the area by holding a hand against it.
most significant single factor to controlling whether or not you survive.
Urine Retention
The initial withholding of food and water for 24 hours puts the body into a
slightly dehydrated state which is the ideal situation for a prolonged period This can be dangerous, so overcome ‘mental blockage’ early before urine
in a survival craft. During this period all persons should be encouraged to production is reduced by rationing. Ensure that everyone urinates within the
urinate, as this will assist in reducing urinary retention problems later. first 24 hours. If retention occurs, dangling hands in the water may help
out but whilst this is being done keep a wary eye for sharks. After a period
Do not consume food high in protein as this causes defecating which in turn in a survival craft, urine will appear dark and smoky. This is normal and
causes body fluids to be used which will be irreplaceable. If possible keep a no action is necessary.
good flow of fresh air through the boat as this will help to reduce sea sickness.
Ensure that all take the anti-seasickness tablets for the first two days as after
this most seaman will be acclimatised to the motion of the craft.
Duties such as lookout, helmsman and baler should be rotated at intervals of Injuries, Ailments and Treatment Hypothermia
not more than one hour, as this will prevent boredom and lack of vigilance
There is a risk of hypothermia in water below about 25°C. Extra clothing will
from setting in. Injuries delay the onset of hypothermia even if immersed, and of course will provide
A first aid kit is supplied with every lifeboat and a leaflet describing simple extra warmth for the survivor in the lifeboat even if immersion takes place.
Continually show confidence that rescue will take place. Do not allow
first aid is enclosed with each kit. Totally enclosed or partially enclosed lifeboats provide far better protection
individuals to lapse into melancholy. Try to make everyone think of factors
from the elements than the older open type, but extra clothing is still essential
other than the situation that they are in by introducing games of various forms.
for warmth in nearly all climates. If a survivor has been immersed in water
If a portable radio is available tune it in and listen to the various programmes. Frostbite and has hypothermia, strip off wet outer clothing and replace with any
Playing card games is useful, as considerable concentration is required.
This usually occurs in extremities i.e. fingers, toes, ears. Wear protective available dry garments. Warm the patient with extra layers of clothing and use
clothing if possible. Reduce lookout periods in very cold weather, watch each lifejackets as extra insulation. Use a thermal protective aid (plastic survival
Maintaining the Health of all On Board, both Mental and other’s conditions. Wriggle nose and cheeks and exercise hands and feet to bag) if available.
Physical keep circulation going.
Routines can be counter-productive and where possible restrict movement to Do not massage affected area once signs of frostbite have appeared. Warm the
a minimum as all movement consumes body fluid. Body fluid is probably the area by holding a hand against it.
most significant single factor to controlling whether or not you survive.
Urine Retention
The initial withholding of food and water for 24 hours puts the body into a
slightly dehydrated state which is the ideal situation for a prolonged period This can be dangerous, so overcome ‘mental blockage’ early before urine
in a survival craft. During this period all persons should be encouraged to production is reduced by rationing. Ensure that everyone urinates within the
urinate, as this will assist in reducing urinary retention problems later. first 24 hours. If retention occurs, dangling hands in the water may help
out but whilst this is being done keep a wary eye for sharks. After a period
Do not consume food high in protein as this causes defecating which in turn in a survival craft, urine will appear dark and smoky. This is normal and
causes body fluids to be used which will be irreplaceable. If possible keep a no action is necessary.
good flow of fresh air through the boat as this will help to reduce sea sickness.
Ensure that all take the anti-seasickness tablets for the first two days as after
this most seaman will be acclimatised to the motion of the craft.
Lifebuoy Released
Lifebuoy Hydraulic from Bridge
Lifebuoy Release Unit
Released
from Bridge
1XPS 1XPS
1XSB 1XSB
2X
20 PERS. FIRE
PLAN
20 PERS. 15 PERS.
1XPS
1XSB
15 PERS.
Key
FIRE
C PLAN
Upper Deck Focsle Deck
6 PERS.
Hatch No.11-P
Engine Hatch No.10 Hatch No.9 Hatch No.8 Hatch No.7 Hatch No.6 Hatch No.5 Hatch No.4 Hatch No.3 Hatch No.2
Room Hatch No.1
6X
Air Hatch No.11-S
Condition
Plant
1X
FIRE
PLAN
6 PERS.
17X
_
Locker Lifeboat (35 Person)
+
Battery Set for
Safety Lamp Duty Mess Dining Room
Swimming
Gymnasium Pool 6X
Embarkation
Protection Goggles Galley
CO2 Ladder
Fire
Engine Station Liferaft (20 Person) 45m Safety Line
Casing G
F C 20 PERS.
Engine
Casing
Liferaft (15 Person) Safety Helmet
15 PERS.
Dry
Ship's
Provisions
Control Centre Lifebuoy Fireproof Clothing
RA
Cables Cables
Bonded
Store
Compressed Air Breathing Rubber Boots
4 Ltr Apparatus
Beer Room
Spare Cylinders For RA Resuscitation
2 Ltr Breathing Apparatus Apparatus
Cold
4 Ltr Oxygen Bottle for
Resuscitation Apparatus
C Control Station Freezer Provisions
Provisions
Infirmary 4 Ltr
18X
C Deck D Deck
Down
Elevator Elevator
Shaft Shaft Locker
Up Dn
Up
Key
Primary Means Of
Up
Crew Escape Up
2nd Officer
Cables Cables
Up Dn
Down
Indication Panel
Master Clock Watertight Doors Deck Lighting
1 2 3 4 5
1009 1007 1005 1003 1001
6 7 8 9 10
0 0 0 0 0 0 0 0 0 0
1 1 1 1 1 1 1 1 1 1
Lamp Test Dimmer
0 0 0
1 1 1
Weather Fax
Emergency Pump Control
RECEIVER
SPD CM ENT
PHASE 10C
kHz
EXT INT
ALARM FACSIMILE
0 10 20 30 40
1 2 3 4
ON Flap 1 Open
POWER
ON
Course Rudder
Printer
ANSCHUTZ
Set 5 6 7 8
Print Date Time Conf.
On/Off Time Feed Mode
Test
Key
1: Bilge/Fire Pump
ON/OFF Pushbuttons
5: Emergency Stop
Accommodation Ventilation
Echo Sounder
Recorder 6: Emergency Stop
Engine Room Ventilation
8: Emergency Stop
Air Conditioning Plant
WT Log
BAR
IIIII
IIII DEGREE
III 30
BT Long/Res
III
PORT RUDDER ANGLE STBD
Key I20 50 50
I
IIII
BT Trans/Dir
IIII
40 40
IIIIIIIIIII
10
20
100 100
1 - Engine Order Telegraph rpm
0 20 20
3
9 8 7
9 8 7
9 8 7
5
2 1
2 1
2 1
0 12 0 12 0 12
4 - RPM Indicator 11 1 11 1 11 1
5 - Speed Log 16 17 18
6 - FU Tiller
7 - Bow Thruster
9
8 - Stern Thruster
Reduce
10 - Safety System Alarm Panel
Down
RPM
Slow
11 - Dimmer Pushbuttons 10
Buzzer
Failure
Down
BMS
Stop
Shut
12 - Morse Lantern
6
13 - Whistle 8 7
ALARM
Take-Over Unit
Standby
Active
15 - Buzzer Watch Alarm
SERVICE
OVER
TAKE
ON
Test
1
10
10
10
10
16 - Dimmer Start Air Indicator 22
Tiller FU
5
5
5
5
PITCH INDICATION
PITCH INDICATION
17 - Dimmer Rudder Angle Indicator
0
0
0
0
18 - Dimmer RPM Indicator 6 5 4
5
5
5
3
9 8 7
10
10
2 1
10
10
21 0
11 1
12
19
3 4
ap Navigator MK10 DGPS Professional
1 2
SWITCH = DIMMER
CHART
LIGHTING
Speed
2154 WT
4587 500 00.034N Gyro 1 1 . 0 0
(man)
SAL
30
190 57.025W GMG 1 3 . 7
0
501-6
11 5 9 (pos)
WGS 64 UN 701080
DGPS SMG 1 3 . 2 k t
11 2 4 11 5 4 BT
Plain Speed 20.0Kt Next WP 2
30
11 5 4
1859
Plan CTS 70 Cht WOP 4.44nm
11 2 4
1068 Route 70 ETA Distance/Direction
11 5 4 023
Ch limit 100m 31 Dec 01 08:09 Trip
1470 300
11 5 4 Off track >59m Next CTS 110
Turn Rad 1.0nm
Turn Rate 160/min Total
Key
Lowest low water tide
2584
Quality of data
2584
11 6 0 Magnetic var.
6 7
5
11 4 9
11 5 6
11 3 9
11 8 0
1758
Cursor
From own ship 3011.5nm 208.60
15007.174N 00503.011W
02.00
29.12.2001 05:53 UTC 29.12.2001 07:53 FLE Standard 1:5000 02.00
1 - LAN PC Station
3 - DGPS No.2
4 - NAVTEX Receiver
5 - Watch Alarm
7 - Clock
7.2.1 Radars
Illustrations
7.1.1 BRIDGE CONSOLE • Port side and aft window wiper and heater controls
Bridge Aft Bulkhead Control Panel
• Navigation and signal light panels
The bridge consists of a wheelhouse, chart tables and GMDSS radio console
• Talkback control unit • Ship’s clock master control unit
area with equipment sited for optimum advantage for navigating the vessel.
• Sat Com B telephone • Automatic telephone extension
Located centrally forward and above the wheelhouse windows are a number • Sat B NERA message indicator, distress alarm unit, GMDSS • Course/rudder printer control unit with heading/rudder
of display instruments: remote alarm unit and No.2 VHF movement printer below
• Waypoint course and distance indicator • PA controller and ship’s emergency alarm pushbuttons • Weather fax printer unit with echo sounder printer below
• Slave clock • Sound powered phone • Power distribution panels 24V and 230V
• Speed log • Anti-heeling control panel • Watertight doors open/closed indication
• Gyrocompass repeater • Central window wiper and heater controls • Fire pump start and stop controls
• Shaft revolution indicator • Fog bell and gong control panel • Ventilation system emergency stops for accommodation, engine
• Bridge alarm panel indicator room, cargo holds and forward deck and air conditioning
• External sound surveillance controller
• Wind speed and direction indicator • Power lighting and navigation distribution panels 24V and
• Automatic telephone extension
230V
• Sound direction indicator • Bow and stern thruster control panels
• Deck lighting control panel
• PA speaker • Echo sounder with forward and aft transducer selection switch
On the starboard aft side of the wheelhouse is the converter room which • Emergency manoeuvring telegraph Bridge Wing Consoles
houses the two gyrocompass units, main server unit and various controllers • Main engine load control program load/run indication On each bridge wing is located a manoeuvring console housing a main
and power managers for the navigation equipment. engine telegraph transmitter, control panel for bow and stern thruster units,
• Duty alarm system 40M and Lyngsø BMS panels
rudder angle indicator, speed log indicator, rpm indicator, starting air pressure
Planning Chart Table • Shaft revolution indicator and shaft power torque meter indication and follow-up steering control. Also on each bridge wing can
• Starting air pressure gauge and main engine emergency stop button be found a gyro repeater stand, hydraulic release mechanism for the man
Situated at the port side of the wheelhouse is the planning chart table comprising
overboard lifebelt and a remote control panel for lowering and raising the
of two chart drawer units, a main chart table top, the ECDIS planning station • No.1 VHF control unit
corresponding accommodation ladder, after it has been swung out.
with monitor and keyboard and a LAN PC monitor and keyboard.
• Manoeuvring control telegraph
Built into the right hand side of the console and from left to right is the • Watch alarm harbour/sea mode pushbutton, watch alarm GMDSS Radio Console
following nautical equipment: pushbutton, morse lamp pushbutton and whistle pushbutton
Situated in the aft starboard corner and adjoining the wheelhouse is the
• DGPS No.2 unit • Hatlapa steering pump selection and safematic control panel radio space containing the GMDSS equipment for operating in sea areas
A1, A2 and A3:
• Navtex receiver • Steering stand
• MF/HF DSC terminal watch receiver and radiotelephone
• Watch alarm pushbutton and buzzer alarm • Starboard ARPA unit (S-band)
• Inmarsat C data terminals and printers
• SD1-6 speed log display unit • ECDIS console
• Inmarsat C distress buttons
• Slave clock • Starboard chart table area. Nautical charts are stored in the
chart drawers beneath the chart table unit. • Inmarsat B distress voice box, display unit and printer
Bridge Manoeuvring Control Console • No.1 DGPS and Loran C unit • Facsimile
Located centrally and placed forward for accessible outside viewing is the • SD1-6 speed log display unit and watch alarm pushbutton • GMDSS emergency hand held VHF units
bridge manoeuvring control console housing the primary navigational and • Slave clock • Automatic telephone master extension units
control equipment:
59 52 53 54 55 83
63 64 65 81
98
47 58 43 44 48 49 45 50 51 19 82 102 91 92 93 99 94 95
1 6 8 9 10 11 12 13 14 16 17 78 84 88 103
15
30 39 97 96 101 100
7 36 37 73 72
18 35 22 20
29 41 24 79 80 76 77
71
4 5 31 38 86 87
25 60 74 75
3 90
32 70 67
104 105
2 85 89
28 26 27 34 33 40 23 21 66 69 68
46 56 61 62 57 42
Key
1 - Radar Monitor 31 - Satcom-C Alarm Unit and Distress Key 58 - Lamp Test, Signal Lamps 84 - Radar Monitor
2 - Radar Keyboard 32 - GMDSS Alarm Unit 59 - Wheelhouse Lighting 85 - Radar Keyboard
3 - Autopilot Remote Control Keyboard 33 - Automatic Telephone 60 - Watch Alarm/Harbour/Sea (see section 4.1 for details)
4 - Whistle 34 - Sound Powered Telephone 61 - Morse Lantern 86 - Whistle
5 - Morse Lantern 35 - Talkback Unit 62 - Whistle 87 - Morse Lantern
6 - Central Fire Alarm 36 - Public Address Unit 63 - Dimmer Waypoint Indicator (Overhead Panel)
7 - Smoke Alarm Panel 37 - General Alarm Unit 64 - Dimmer Wind Speed Indicator (Overhead Panel) 88 - ECDIS Monitor
8 - Signal Lanterns Panel 38 - Duty Alarm System DAS 40M Panel 65 - Lamp Test Alarm Index Panel (Overhead Panel) 89 - ECDIS Keyboard
9 - Navigation Lanterns Main Panel 39 - Bow Thruster Panel 90 - ARC Keyboard
10 - Navigation Lanterns Spare Panel 40 - Stern Thruster Panel 66 - FU Handwheel
11 - Anti-Heeling Unit 41 - Sound Reception Unit 67 - Mode Select Switch 91 - DGPS Receiver 1
12 - Signal Automat 68 - NFU Tiller 92 - Loran-C Receiver
13 - Window Wiper/Heating 42 - Watch Alarm, Harbour / Sea 69 - Override 93 - Speed Log
14 - Echo Sounder 43 - Goose Neck Lamp 70 - Operator Unit Gyro 94 - Clock
15 - Changeover Switch Echo Sounder Transducer 44 - Goose Neck Lamp 71 - Gyrocompass 95 - Window Wiper/Heating
16 - RPM Indicator 45 - Goose Neck Lamp 72 - Rudder Angle Indicator
17 - Torsion Indicator 46 - Reduce RPM 73 - Rate of Turn Indicator 96 - Buzzer Watch Alarm
18 - Window Wiper/Heating 74 - Autopilot 1 97 - Chart Table Light
19 - Starting Air Indicator 47 - Dimmer Console Lighting 75 - Autopilot 2 98 - Lamp Console Lighting
20 - Main Engine Overload Indicator Panel 48 - Dimmer Console Lighting 76 - Dimmer Main Lighting Magnetic Compass
21 - Engine Order Telegraph 49 - Wheelhouse Red Light 77 - Dimmer Emergency Lighting Magnetic Compass 99 - Dimmer Chart Table Light
22 - Emergency Order Telegraph 50 - Dimmer Starting Air Indicator 78 - Steering Gear Panel 100 - Dimmer Clock
23 - Bridge Manoeuvring System Alarm Panel 51 - Dimmer RPM Indicator
24 - VHF 1 transceiver 52 - Dimmer Clock (Overhead Panel) 79 - Dimmer Steering Light 101 - Watch Alarm
25 - VHF 1 Handset 53 - Dimmer Speed Log (Overhead Panel) 80 - Dimmer RAI/Rate of Turn Indicator
26 - VHF 2 Transceiver 54 - Dimmer Digital Gyro Repeater (Overhead Panel) 81 - Dimmer Panorama RAI 102 - Socket 230V AC
27 - VHF 2 Handset 55 - Dimmer RPM Indicator (Overhead Panel)
28 - Satcom-B Telephone 82 - Main Lighting Magnetic Compass 103 - UMS 2100 Alarm Monitor
29 - Satcom-B Distress Alarm 56 - Emergency Stop for Main Engine 83 - Emergency Lighting Magnetic Compass 104 - Keyboard
30 - Satcom-B Remote Message Indicator 57 - Watch Alarm 105 - Trackball
Indication Panel
Master Clock Watertight Doors Deck Lighting
1 2 3 4 5
1009 1007 1005 1003 1001
6 7 8 9 10
0 0 0 0 0 0 0 0 0 0
1 1 1 1 1 1 1 1 1 1
Lamp Test Dimmer
0 0 0
1 1 1
Weather Fax
Emergency Pump Control
RECEIVER
SPD CM ENT
PHASE 10C
kHz
EXT INT
ALARM FACSIMILE
0 10 20 30 40
1 2 3 4
ON Flap 1 Open
POWER
ON
Course Rudder
Printer
ANSCHUTZ
Set 5 6 7 8
Print Date Time Conf.
On/Off Time Feed Mode
Test
Key
1: Bilge/Fire Pump
ON/OFF Pushbuttons
5: Emergency Stop
Accommodation Ventilation
Echo Sounder
Recorder 6: Emergency Stop
Engine Room Ventilation
8: Emergency Stop
Air Conditioning Plant
WT Log
BAR
IIIII
IIII DEGREE
III 30
BT Long/Res
III
PORT RUDDER ANGLE STBD
Key I20 50 50
I
IIII
BT Trans/Dir
IIII
40 40
IIIIIIIIIII
10
20
100 100
1 - Engine Order Telegraph rpm
0 20 20
3
9 8 7
9 8 7
9 8 7
5
2 1
2 1
2 1
0 12 0 12 0 12
4 - RPM Indicator 11 1 11 1 11 1
5 - Speed Log 16 17 18
6 - FU Tiller
7 - Bow Thruster
9
8 - Stern Thruster
Reduce
10 - Safety System Alarm Panel
Down
RPM
Slow
11 - Dimmer Pushbuttons 10
Buzzer
Failure
Down
BMS
Stop
Shut
12 - Morse Lantern
6
13 - Whistle 8 7
ALARM
Take-Over Unit
Standby
Active
15 - Buzzer Watch Alarm
SERVICE
OVER
TAKE
ON
Test
1
10
10
10
10
16 - Dimmer Start Air Indicator 22
Tiller FU
5
5
5
5
PITCH INDICATION
PITCH INDICATION
17 - Dimmer Rudder Angle Indicator
0
0
0
0
18 - Dimmer RPM Indicator 6 5 4
5
5
5
3
9 8 7
10
10
2 1
10
10
21 0
11 1
12
19
3 4
ap Navigator MK10 DGPS Professional
1 2
SWITCH = DIMMER
CHART
LIGHTING
Speed
2154 WT
4587 500 00.034N Gyro 1 1 . 0 0
(man)
SAL
30
190 57.025W GMG 1 3 . 7
0
501-6
11 5 9 (pos)
WGS 64 UN 701080
DGPS SMG 1 3 . 2 k t
11 2 4 11 5 4 BT
Plain Speed 20.0Kt Next WP 2
30
11 5 4
1859
Plan CTS 70 Cht WOP 4.44nm
11 2 4
1068 Route 70 ETA Distance/Direction
11 5 4 023
Ch limit 100m 31 Dec 01 08:09 Trip
1470 300
11 5 4 Off track >59m Next CTS 110
Turn Rad 1.0nm
Turn Rate 160/min Total
Key
Lowest low water tide
2584
Quality of data
2584
11 6 0 Magnetic var.
6 7
5
11 4 9
11 5 6
11 3 9
11 8 0
1758
Cursor
From own ship 3011.5nm 208.60
15007.174N 00503.011W
02.00
29.12.2001 05:53 UTC 29.12.2001 07:53 FLE Standard 1:5000 02.00
1 - LAN PC Station
3 - DGPS No.2
4 - NAVTEX Receiver
5 - Watch Alarm
7 - Clock
7.2.1 Radars
Illustrations
Planning Workstation
11 5 4 Plan CTS Cht WOP 4.44nm
30 11 2 4 1859
1068 Route 70 ETA
11 5 4 023
Ch limit 100m 31 Dec 01 08:09
1470 300
11 5 4 Off track >59m Next CTS 110
Turn Rad 1.0nm
Turn Rate 160/min
1859 S57 chart legend
1068
1758
Cursor
From own ship 3011.5nm 208.60
15007.174N 00503.011W
02.00
29.12.2001 05:53 UTC 29.12.2001 07:53 FLE Standard 1:5000 02.00
Printer CPU
Converter Room
115V 115V
001
003
230V 230V
047
Transceiver (XCVR 2) Transceiver (XCVR 1)
25A 10A 25A 10A
044
AC AC AC AC
230V 230V 230V 230V
Feeding From Emergency Switchboard
Ethernet
30
RAINR N 21:05.06 SET 000.0 o T FTC N 21:21.20 GPS (4) 11 5 9 WGS 64 (pos)
LONG W 8:11.62 DGPS SMG 1 3 . 2 k t
SEA N 18:12.62 DRFT 0.0 KT GPS 11 2 4 11 5 4
FTC N 21:21.20 GPS (4) NUP 11:13 19/09/01 TIME Plain Speed 20.0Kt Next WP 2
RM 300 60 30
11 5 4
1859
Plan CTS 70 Cht WOP 4.44nm
LONG W 8:11.62 GPS 11 2 4
1068 Route 70 ETA
TGT 1 PLT 023
11:13 19/09/01 TIME
Hub
TGT 1 PLT Turn Rad 1.0nm
BRG 172.0 o
- T CSE 094.5 - oT Turn Rate 160/min
RNG 18.76 - NM TSPD 14.7 - KT S57 chart legend
1859
048
- NM 1068
CSE 094.5 - oT CPA 6.54
2154 Cell name AA5C1CDE
TSPD 14.7 - KT TCPA -131 - MIN 2059 Navigation purposes Harbour
CPA 6.54 - NM BCR -17.8 - NM Issue date 19980203
TCPA -131 - MIN 270 90 BCT -6 - MIN 11 5 4
1859
Edition number 2
BCR -17.8 - NM Last displayed update 000
270 90 BCT -6 - MIN Update issue date 19980203
1068
Last update appl. data 19980203
Projection Mercator
11 5 4 11 5 9
2154 Horizontal datum WGS 84
Interswitch L=5m
Vertical Datum
018
Sounding datum
Lowest low water tide
240 120 2584
Quality of data
IR 11 6 0 Magnetic var.
240 120 SYM ON 2584
FAST OFF 11 4 9
IR MASTER 11 5 6
AUDIO ON 11 3 9
SYM ON XCVR1 3CM 11 8 0
TRAILS LONG
FAST OFF 1758
MASTER AUDIO ON 150 --VECTORS-- Cursor
EBL1 BRG 210
XCVR1 3CM TRAILS LONG TRUE STD 24.0 MIN MAIN ARPA SET MAPS From own ship 3011.5nm 208.60
EBL2 BRG UP 15007.174N 00503.011W
210 150 --VECTORS-- EBL2 ORG VRM1 VRM2
EBL1 BRG TRUE STD 24.0 MIN MAIN SET
180
02.00
ARPA MAPS 29.12.2001 05:53 UTC 29.12.2001 07:53 FLE Standard 1:5000 02.00
EBL2 BRG UP
EBL2 ORG 180 VRM1 VRM2
Monitor Monitor
Internal Internal Internal Internal
Serial Serial ECDIS
115V 115V UPS
MATCH
230V 230V 1500
Position Alarms Speed Course Bus Position Alarms Speed Course Bus COM COM COM COM Course Bus
4 5 1 2
079002
079003
076113
076112
16A 16A 10A
040
014
015
016
072103
072203
Internal Internal Internal Internal
AC From To From From AC 230V From To From From From To From AC Power
230V Datamanager Speed Log Gyrocompass Feeding from Datamanager Speed Log Gyrocompass AutoPilot Datamanager DGPS DGPS 230V Failure
Emergency Switchboard 1 2
BMCC Converter Room BMCC Converter Room BMCC BMCC
Maker: Raytheon Marine A display unit can be connected, via the interswitch, to any one of the The radar display bearing scale can be broken into four main sectors
Type: Pathfinder/ST MK2 ARPA (X-band and S-band) scanner units, and can be selected from that display as the master display containing the following information:
for controlling that scanner, or as a slave display. The master/slave status of
all displays and their specific scanner couplings can be monitored from any
Basic Principle of Radar display unit in the system. Upper Left Corner
Radar is an acronym of Radio Detection and Ranging and uses a source Contains information on the radar range scale in use, distance between Range
of radio frequency power known as a transmitter to send via a transducer Radar Control Panels Rings and present display settings for TUNE, GAIN, RAIN RATE, SEA and
(antenna) electromagnetic waves at the speed of light into the atmosphere. FTC. Also included in this area is the range group button, NUP (North Up)
Bezel Screen and Control Panel Layout and RM (Relative Motion) legends.
A portion of these transmitted electromagnetic waves will be absorbed by
any medium which happens to be in its path. This wave is then re-radiated Bezel Screen
from the medium again at the speed of light in all directions. Some of the Upper Right Corner
electromagnetic waves are transmitted directly along the reciprocal course The bezel screen layout encircling the right hand side of the display unit
contains the following controls: Contains cursor data bearing and range read outs. When the cursor or one
from which they were received and are picked up by the radar antenna which
of the cursor functions is selected, ie EBL, VRM, Nav Line etc., the bearing
also acts as a receiver. The received wave is amplified and, by use of high
and range to the cursor is displayed. The cursor button provides selection
speed time measuring equipment, the exact time delay can be measured and Power Switch (Red) of Lat/Long, ETA (expected time of arrival) and TTG (time to go) to the
the distance of the medium calculated. The direction from which the wave
Illuminates for approximately 5 seconds when depressed. Provides the power cursor. Own ship and tracked target data is also displayed in this area of
is received can be easily measured as an azimuth bearing with reference to
to the radar unit. the screen.
a selected datum point.
As previously mentioned, both radars are equipped with ARPA allowing up Contrast Control Panel Layout
to forty (40) targets to be tracked at any one time. Target motion is displayed Adjusts the contrast of the monitor. The control panel comprises of the trackball, and physical controls used for
both graphically on the CRT and for two chosen targets a digital read out is radar system operation.
provided of all information necessary for anti collision operation.
PCMCIA Card
The ARPA also allows the operator to set up an auto acquisition zone around RAM card used to download maps which may be up-loaded to another GAIN
one’s own ship so that when targets enter the zone, they will be automatically display. Adjust the receiver sensitivity.
acquired and tracked.
RAIN R
Reduces the clutter from rain, snow and other precipitation.
0
RANGE 24 NM RINGS 4 NM BRG 183.3 o T RNG 16:13 H:M HDG 200.5 o T GYRO
TUNE AUTO CURSOR ETA 13:14 H:M CMG 200.5 o T SEA STRB
330 30 TTG 0:44 H:M
GAIN SPD 21.7 KT MANUAL
RAINR N 21:05.06 SET 000.0 o T
SEA N 18:12.62 DRFT 0.0 KT
FTC N 21:21.20 GPS (4)
PCMICA Card
LONG W 8:11.62 GPS
NUP 11:13 19/09/01 TIME
60
RM 300
TGT 1 PLT
- o
BRG 172.0 T
RNG 18.76 - NM
094.5 - o
CSE T
TSPD 14.7 - KT
CPA 6.54 - NM
TCPA -131 - MIN
BCR -17.8 - NM
270 90 BCT -6 - MIN Contrast Control
Contrast
Brightness Control
Brightness
240 120
Degauss Button
IR Degauss
SYM ON
FAST OFF
MASTER AUDIO ON
XCVR1 3CM TRAILS LONG
210 150 --VECTORS--
EBL1 BRG TRUE STD 24.0 MIN MAIN SET
EBL2 BRG ARPA UP MAPS Power
Power Button
EBL2 ORG 180 VRM1 VRM2
IR Degauss
SYM ON
FAST OFF
MASTER AUDIO ON
XCVR1 3CM TRAILS LONG
210 150 --VECTORS--
EBL1 BRG TRUE STD 12.0 MIN SET
EBL2 BRG MAIN ARPA UP MAPS Power
EBL2 ORG 180 VRM1 VRM2
Off
In Command Start WPT Radius
+
-
Heading Drift Track Radius
Go Clear Go Ready
Control Correct Control
4 5 6
Dislplay Course True
Reset UP Trails
Gain Rain R Sea
1 2 3
Display Day Aquire
Center Night
Test +/-
Vector
0
Sym
.
Vector
+
Mode On/Off Time
System Stby
- + Range
Clear TX On
CE Escape E
Panel HL Off Senc -
b) Press CNCL twice. The plot point and the previous plot history Auto Acquire Set-Up a) Position the trackball cursor on SET UP and press ENTER on
disappears and the plot identifier is removed from the cursor. the control panel. The set up menu will appear.
The auto acquisition function enables the automatic acquisition of targets
within an area of either 0.25 to 20 nm, or 3 to 6 nm from own ship. b) Position the trackball cursor over EXCLUSION SECTORS
c) Press CNCL a third time to complete the operation. Three exclusion areas can be established to block acquisition of false echoes, and press ENTER on the control panel. The cursor read out
reflections and land masses. This function is available between ranges 0.25 will change to AUTO ACQ O and a cursor symbol will appear
Cancelling ALL Plots to 24 nm inclusively. between the inner and outer ring of the display.
a) Position the trackball cursor over ARPA and press ENTER.
a) Set the radar range switch to a suitable desired range scale c) Position the trackball cursor at the start point of the desired
The ARPA function display page appears.
where the outer zone will be set. exclusion zone and press ENTER.
b) Position the trackball cursor over CNCL ALL PLOTS and press
b) Increase the intensity of the rings (if required) by positioning d) Position the trackball cursor at the end point of the desired
ENTER on the control panel.
the trackball cursor over SET UP and pressing ENTER on exclusion zone and press ENTER
the control panel.
c) Position the trackball cursor over YES and press ENTER.
All plots will now be cancelled. Placing the cursor over NO (Note: The exclusion zone must be at least 5° in bearing distance.)
c) From the set up menu set the ARPA data brilliance to the
cancels the function.
desired intensity. The above procedure can be repeated until a maximum of three exclusion
zones have been created.
Designate TGT d) Exit ARPA data by pressing ENTER or CNCL on the control
This function is used to display target data information and is only available panel. e) Return to the main menu and activate the exclusion zones by
on the range scales between 0.25 and 24 nm. positioning the trackball cursor on EXIT and pressing ENTER
e) Position the trackball cursor on SET UP and press ENTER on on the control panel.
By positioning the trackball cursor over the designated target and pressing the control panel. The set up menu will appear.
ENTER twice, that target data can be used to designate a target plot mark or Cancelling an Exclusion Zone
true mark in order to obtain a data read out. f) Position the trackball cursor on OUTER RING and press
ENTER on the control panel. a) Position the trackball cursor over EXCLUSION SECTORS and
A designate target can be cancelled by positioning the trackball cursor over the press ENTER on the control panel.
designated target and pressing CNCL. The symbol data will be removed. g) Position the trackball cursor to define the desired range of the
outer auto acquisition ring and press ENTER. b) Position the trackball cursor over an exclusion zone boundary
to be cancelled and press CNCL. The selected exclusion zone
Main Function Display Page h) Position the trackball cursor on INNER RING and press will be cancelled.
The main menu provides the operator with the following features: ENTER on the control panel. The cursor will change to AUTO
ACQ O. c) Return to the main menu by positioning the trackball cursor
• Auto acquisition for ARPA unit
over EXIT and press ENTER.
• Curved heading line (HL) set up i) Position the trackball cursor to define the desired range of the
inner auto acquisition ring and press ENTER.
c) Position the trackball cursor over FINAL CSE and press a) Position the trackball cursor over the SART button and press i) Use the trackball to adjust the tuning for maximum PMU
ENTER on the control panel. Enter the desired final course ENTER on the control panel. The SART facility will be turned effect.
using the data entry keypad and press E SENC. on.
j) Position the trackball cursor over TUNE and press ENTER on
d) Position the trackball cursor over LANE WIDTH and press (Note: When the SART function is activated, the IR function automatically the control panel to activate the auto tune function. Readjust
ENTER on the control panel. Enter the desired lane width in deactivates.) the GAIN as required.
meters using the data entry keypad and press E SENC.
b) Position the trackball cursor over the IR button and press Transmission of the PMU display appears as a series of arcs which are
e) Position the trackball cursor over ACCEPT and press ENTER ENTER on the control panel. The SART facility will be turned approximately 60 to 90° in width, separated by 1/3 mile intervals. The first
on the control panel. A curved heading line with the projected off and the IR function reactivated. of these arcs appears at 1/3 mile and subsequent arcs occur for approximately
course change appears attached to own ship. 6 miles.
Performance Monitor The PMU display arcs appear from about 135 to 225°. The width of the
f) When it is required to implement the course change and steer
the vessel following the curved heading line, position the The PMU provides a transmitter power check and a receiver sensitivity check. display arcs is a measure of the transmitted power. If the width decreases
trackball cursor over START and press ENTER on the control When targets are not available the PMU can also be used for manual tuning of between observations, the transmitted power has decreased. When the width
panel to start the active turn. the radar to ensure maximum radar performance at all times. decreases down to the CALIBRATION width, transmitted power is down
about 3dB and service is required.
The curved heading line is now ground stabilised and attached to the radar Position the trackball cursor over the PERF MON button and press ENTER on
map. If own ship is out of the lane parameters set as lane width, an OFF the control panel. This will toggle the performance monitor function on or off Trial
COURSE visual warning appears flashing in the warnings area. and displays the PMU legend in the lower left of the display.
The trial manoeuvre feature allows the operator to see the results of possible
changes in own ship’s speed and/or course without committing the ship to
If a further course change is anticipated, the above procedure should be Viewing the PMU Response Display the actual manoeuvre.
repeated to define the anticipated course change using pending turn set up.
a) Set the radar to TX ON.
When the trial manoeuvre function is on, a large letter T appears flashing
Input the turn radius, final course and lane width. Position the trackball cursor
b) Select 6, 12 or 24 nm range scale. at the bottom of the display to remind the operator that the radar is in trial
over ACCEPT and press ENTER on the control panel. A curved heading line
manoeuvre mode.
with the projected course change is attached to own ship.
(Note: The PMU will not give true results with the radar set to short pulse.)
When altering course under trial manoeuvre, the trial heading is indicated by
a yellow dashed line originating from own ship.
b) Position the trackball cursor over ENTER LAT/LON and press a) Position the trackball cursor over MOVE POINT on the edit
EDIT CTRL Menu ENTER on the control panel. control menu and press ENTER on the control panel.
Creating a Stabilised Map
c) Position the trackball cursor on the radio button O adjacent b) Position the trackball cursor over BY LAT/LON of the move
If a map is to be created that is outside of the ARPA range i.e. above 24 nm, line point menu and press ENTER on the control panel.
to the desired line style required and press ENTER on the
select MANUAL position and enter a new own ship’s position within 24 nm
control panel.
of where the map is to be drawn. c) The point selected defaults to point 1. Place the trackball cursor
d) Enter the points latitude and press E SENC on the control on the down arrow and press ENTER on the control panel to
Creating a map by cursor toggle through the available points.
panel. The +/- VECTOR MODE key toggles between N/S.
a) Position the trackball cursor over EDIT LINES and press d) When the desired point to be moved has been located, enter the
ENTER on the control panel. latitude of the points new location using the numeric keypad.
e) Enter the points longitude and press E SENC on the control
panel. The +/- VECTOR MODE key toggles between E/W. Use the +/- VECTOR MODE key to change hemispheres and
b) Position the trackball cursor on the radio button O adjacent press E SENC on the control panel. The point is moved to the
to the desired line style required and press ENTER on the new location and fixed to the radar map.
control panel.
f) Continue to enter the points at the desired latitude and longitude
locations until all the desired points have been input. e) Position the trackball cursor over EXIT when completed and
c) Press MENU on the control panel. The radar area pop-up press ENTER to return to the EDIT LINES menu.
menu appears.
g) Return to the map function display page by placing the trackball
cursor over EXIT and press ENTER on the control panel. Map CTRL Menu
d) Move the trackball to highlight NAV LINES and press ENTER
on the control panel. Erase Displayed Map
Moving a Line Point
e) Position the trackball cursor at the start point of the line to The map presented on the screen is always in temporary storage. In order to
Two methods exist for moving a line point; either by cursor or by latitude draw a new map the displayed map must be erased.
be drawn and press ENTER. Use the trackball to draw the and longitude.
required line.
a) Position the trackball cursor over MAP CTRL and press
Moving a line by cursor: ENTER on the control panel.
f) Press ENTER when the desired line has been created on the
display. a) Position the trackball cursor over EDIT LINES menu and press b) Position the trackball cursor over ERASE DISPLAYED MAP
ENTER on the control panel. and press ENTER on the control panel. The erase display map
If a new leg of the same line is required from this point repeat above steps e)
and f) until all the required legs have been created. acknowledgement menu appears.
b) Position the trackball cursor over MOVE POINT on the edit
control menu and press ENTER on the control panel. c) Position the trackball cursor over YES and press ENTER on
g) Press CNCL to end the line.
the control panel to erase the displayed map. Place the trackball
c) Position the trackball cursor over BY CURSOR of the move cursor over NO and press ENTER to cancel the erase of the
h) If it is required to cancel the nav lines function, press ENTER, line point menu and press ENTER on the control panel.
then CNCL on the control panel, or press 3 ACQUIRE to displayed map.
provide the default cursor. d) Position the trackball cursor over the desired point to be moved d) Return to the map display page by placing the trackball cursor
and press ENTER. over EXIT and pressing ENTER on the control panel.
Planning Workstation
Port Chart Table
Printer CPU
047
Ethernet Cable
ECDIS
Display Unit
Port ARPA Starboard ARPA Pathfinder MK2
Display Unit Display Unit
Pathfinder MK2 Pathfinder MK2 Ethernet 11 5 9 30
2154
4587 500 00.034N
190 57.025W
WGS 64
DGPS
Gyro 1 1 . 0 0
(man)
GMG 1 3 . 7
(pos)
0
SMG 1 3 . 2 k t
Hub
11 2 4 11 5 4
Plain Speed 20.0Kt Next WP 2
30
11 5 4
1859
Plan CTS 70 Cht WOP 4.44nm
11 2 4
1068 Route 70 ETA
11 5 4 023
0 Ch limit 100m 31 Dec 01 08:09
147 300
11 5 4 Off track >59m Next CTS 110
Turn Rad 1.0nm
Turn Rate 160/min
1859 S57 chart legend
1068
Internal
Last displayed update 000
Update issue date 19980203
1068
Last update appl. data 19980203
018
Projection Mercator
11 5 4 11 5 9
2154 Horizontal datum WGS 84
Vertical Datum
11 5 9
Higher high water large tide
Sounding datum
Lowest low water tide
2584
Quality of data
11 6 0 Magnetic var.
2584
11 4 9
11 5 6
11 3 9
11 8 0
0 o 0 o
RANGE 24 NM RINGS 4 NM BRG 183.3 T RNG 16:13 H:M HDG 200.5 o T GYRO RANGE 24 NM RINGS 4 NM BRG 183.3 T RNG 16:13 H:M HDG 200.5 o T GYRO 1758
Cursor
TUNE AUTO CURSOR ETA 13:14 H:M CMG 200.5 o T SEA STRB TUNE AUTO CURSOR ETA 13:14 H:M CMG 200.5 o T SEA STRB From own ship 3011.5nm 208.60
330 30 TTG 0:44 H:M 330 30 TTG 0:44 H:M 15007.174N 00503.011W
GAIN SPD 21.7 KT MANUAL GAIN SPD 21.7 KT MANUAL
RAINR N 21:05.06 SET 000.0 o T RAINR N 21:05.06 SET 000.0 o T 29.12.2001 05:53 UTC 29.12.2001 07:53 FLE Standard 1:5000 02.00
02.00
Ethernet Cable
SEA N 18:12.62 DRFT 0.0 KT SEA N 18:12.62 DRFT 0.0 KT
FTC N 21:21.20 GPS (4) FTC N 21:21.20 GPS (4)
LONG W 8:11.62 GPS LONG W 8:11.62 GPS
NUP 11:13 19/09/01 TIME NUP 11:13 19/09/01 TIME
60 60
RM 300 RM 300
TGT 1 PLT TGT 1 PLT
BRG 172.0 - oT BRG 172.0 - oT
RNG 18.76 - NM RNG 18.76 - NM
CSE 094.5 - oT CSE 094.5 - oT
TSPD 14.7 - KT TSPD 14.7 - KT
CPA 6.54 - NM CPA 6.54 - NM
TCPA -131 - MIN TCPA -131 - MIN
BCR -17.8 - NM BCR -17.8 - NM
ECDIS
270 90 BCT -6 - MIN 270 90 BCT -6 - MIN
048
240 120 240 120
UPS
IR IR
Interswitch
SYM ON SYM ON
FAST OFF FAST OFF
MASTER AUDIO ON MASTER AUDIO ON
XCVR1 3CM TRAILS LONG XCVR1 3CM TRAILS LONG
MATCH
210 150 --VECTORS-- 210 150 --VECTORS--
EBL1 BRG TRUE STD 24.0 MIN MAIN SET EBL1 BRG TRUE STD 24.0 MIN MAIN SET
EBL2 BRG ARPA UP MAPS EBL2 BRG ARPA UP MAPS
EBL2 ORG 180 VRM1 VRM2 EBL2 ORG 180 VRM1 VRM2
1500
COM COM COM COM Course Bus
4 5 1 2
10A
040
014
015
016
072103
072203
Auto Pilot
Dimmer Dimmer Dimmer Dimmer
10 10
DEGREE
PORT RUDDER ANGLE STBD
20 20
30 30
PORT % Rate of Turn STBD
Course
Control
ANSCHUTZ Repeater NAUTOPILOT
Course
Control
AC Power
230V Failure
Heading Heading
Gyro Track Gyro Track
Control Control
Magnet Magnet
Control
Preset
Set Course
Radius
R.o.T.
Control
Preset
Set Course
Radius
R.o.T.
To
Datamanager
Sensor External Sensor External
Limits Limits
Values Set Values Set
Display Display
Test Test
ANSCHUTZ
CourseRudder
Printer
ANSCHUTZ ANSCHUTZ
Steering Mode
Printer
1 2
BMCC ap Navigator MK10 DGPS Professional
GPS1
Professional DGPS Navigator
SNR 42 39 48 50 44 47
GPS STATUS
N
1
NAV
ABC
2
RTE
DEF
3
WPT
GHI
ap Navigator MK10 DGPS Professional
GPS1
Professional DGPS Navigator
SNR 42 39 48 50 44 47
GPS STATUS
N
1
NAV
ABC
2
RTE
DEF
3
WPT
GHI
50 50
21 4 5 6 21 4 5 6
12 12
40 PLOT TIDE AUX 40 PLOT TIDE AUX
Set Remote 18 JKL MNO PRQ 18 JKL MNO PRQ
26 26
Control 30
W
3
14
E
30
W
3
14
E
PRN 12 14 1 23 21 26 PRN 12 14 1 23 21 26
1 7 8 9 1 7 8 9
17 5 17 5
Used sats : 6
POS GPS DGPS Used sats : 6
POS GPS DGPS
STU VWX YZ STU VWX YZ
Print Date Time Conf. Visible sats : 11 Visible sats : 11
On/Off Time Feed Mode Available sats : 24 23 Available sats : 24 23
Elevation mask : 7.5° Elevation mask : 7.5°
S S
0 0
Test E CFG C E CFG C
DGPS DGPS
1 2
Main Charts ARCS Options Display Ship Routes Nav Tools Logs Integration Help
S57 STD
DSF Chart Name ARCS: 3134
ARCS
View Scale =.= =.= nm
Chart Scale 1:1 250 000 =.= nm
Position N 21 21.311
GPS1 Sats=6 W 18 11.578
740
232
128 CMG Speed WT Speed BT
75 174 203.0 deg 21.7 kts 22.0 kts
GPS Log GPS
289 338 475
274 Wind True North Drift Depth
64
219 90 deg =.= deg =.= m
80 460
12 212
301 192 3.0 kn =.= kts
523
750 Heading Gyro
434 311
7040 190 200 210
441 901
200.5
651
Turnrate o/min
730 90 60 30 30 60 90
1227 1086 1582
578
1336 < 2
1606
06
0
30
1659
=.= nm =.= nm ==.== hh.mm
0 70
1413
290
Brightness
080
28 0
100
110
1620
1132
24
951
12
0
1245 921
1578
23
0
13
0
22 0
0 14
21 0
0 15
20 0
190
16 0
1453
7585 768 Power
180 17 0
Power Button
21.4NM 073.7"TTG:001:00 Center Chart: N 12"69.924" E 46" 26.004" 0.00NM 000.0" TgtVect True/Gnd
07 0
1413
29 0
080
280
1272 1244 1433 1559 Waypoint Next ===
= ==.=== Track Crs
090
270
= ==.=== ===.= deg Degauss
1401
LITC 10:28:17 Nov 01, 2001
260
100
1422 Local Time 10:28:17 Nov 01, 2001
25 0
110
1620
1132
24
0
951
12
0
1245 921
1578
23
0
13
0
22 0
0 14
21 0
0 15
20 0
16 0 7585 768
Power
190 180 170 1453
21.4NM 073.7"TTG:001:00 Center Chart: N 12"69.924" E 46" 26.004" 0.00NM 000.0" TgtVect True/Gnd
Radius Off
In Command Start WPT
+
Take
Set Goto Waypoint Track Course Port Stbd Port Stbd
Over
-
Heading Drift Track Radius
Control Go Clear Go Ready
Correct Control
Alarm Ack
Test
¬ ! @ # $ % & * ( ) _ + I
<
Del - +
. 1 2 3 4 5 6 7 8 9 0 - = \
Panel
Tab
Q W E R T Y U I O P { }
In
Control Alt Space Alt Control
Nav Interface
Free EBL
Selects which devices are attached to which ports and selects data
communications protocol. Allows the operator to draw an electronic bearing line displaying the range
and bearing from one point to another.
Ship Info
Fixed EBL
Specifies the ship’s dimensions and the location of navigational device
antennas relative to the bow and port side. Allows the operator to draw an electronic bearing line displaying the range
and bearing from own vessel to a set point.
7.3.2 Gyrocompass
7.3.3 Autopilot
Illustrations
0 0
Sensor External
Test
Test
0 Rudder
Active
10 10 Active
Standby Limits Set Angle Standby
Values 20 20
30 30
Display Rudder
Angle 0
Test
Steering Stand
Autopilot Remote
24V DC
Control Panel
Radar
Consoles
Gyroompass
Gyrocompass No. 1 No. 2 No. 3
Feedback Feedback Feedback
Unit Unit Unit
Gyro Gyro
Heading Signal Heading Signal
24V DC 24V DC
Emergency
Key Tiller
Rudder Position Signals
Hydraulic Oil
Electrical Signal
Instrumentation/Control
b) Set the new set course using the rotary dial on the operator
unit of the autopilot, the course new heading is indicated in
the SET COURSE LCD.
Print
Johannes Mærsk Deck Operating Manual
Illustration 7.3.2a Gyrocompass System
Bridge Central Overhead Panel
Gyro Repeater
NAUTOPILOT REPEATER
Course ANSCHUTZ 0
Control 10 10
Heading 20 20
Gyro 30 30
Heading
Display Track
Magnet Control
GYRO COMPASS
STD 20
ANSCHUTZ
Para- Alphanumeric
M a n u a l S t e e r i n g
Line Display
meter R.o.T. Test
Tiller
G1: 343,8º Set Heading
Display
G2: Stdby (112,6º) Economy/
Set Control Precision
Preset Display Radius
Set Course R.o.T.
Test
Limits
24V DC Supply
Set
Values
Inmarsat-B
X-Band Radar Repeater Stand Type
(Port Bridge Wing)
S-Band Radar
24V DC Supply
24V DC Supply
Gyrocompass
Control Unit
(Converter Room)
350 360 10 20
340 30
0
33 40
0
32
0
50
31
3 4
00
60
03
Repeater
70
2
270 280 29
80 90 100 110
ANSCHUTZ
0 260
7
0 25
12
9 8
24
0
13
0
23
14
20 0
02 0
15
21 0 160
170 180 190 20
230V AC Supply
The display will read either ‘Aut Spd: +xx.xkts’ or ‘Sys: +xx.xkts’ iAlarm Signal and Acknowledgment Request for Take - Over After
- Reference Value Adjustment
- Operating Mode Switchover
b) Press the SPEED key again to switch over to manual setting. LCD Display
iFirst Line: i Second Line: iCall: Contrast Adjustment LCD Display
- Status or Heading Value of Selected Compass - Status of the Second Compass (Only Possible When LED is Not Flashing)
The display will read ‘Man Spd: +xx.xkts’, the last entered manual figure. - Current Speed or Latitude Value - Alarms, Warnings, Notes etc Contrast Change With and Keys
- Alarms, Warnings, Notes etc
c) Use the UP arrow or DOWN arrow keys to input the correct
speed figure.
d) Press the SET key to confirm the speed input value. GYRO COMPASS
(Note: In order to return to automatic speed correction follow the above
STD 20
ANSCHUTZ
procedure pressing the SPEED key twice and confirming the entry
with the SET key.)
Test
iDimmer ,
Continuous Change in Brightness
iValue adjustment ,
iSelect Gyros One Or Two, iCall Up Current Latitude or Speed for Speed and Latitude in the
Corresponding LED Illuminates. Values and Operating Mode Respective Operating Mode (Manual)
iTest: Automatic Test Run
iCall Up Gyro Status iOperating Mode Switchover After After Simultaneously
Renewed Actuation Pressing the and keys.
iCall Up Alarm Cause After (Take-over by SET Key) Check: - The LCD Segments
Acknowledgment - The Brightest LEDs
- The Key Illumination
iCall Up Uncorrected Heading - The Audible Signal
Value of Selected Gyro
• Course or track control using the Quick Tune function. Quick Display of the current parameter group d) Press any function or command key to quit the configuration
tune makes the adjustment to the autopilot, taking data from up selection.
to 6 stored parameter groups. The data corresponds to certain Possible alarm or error messages are shown overlaid in the text line (no
ship conditions such as loaded condition, trim or weather audible alarm signal). e) If it is required to change between Economy mode and
conditions. This mode provides a quick manual adaptation to Precision mode, the CONTROL PRESET key should be
the ship’s behaviour. Automatic Steering pressed.
The text box displays ECON and PRECISION and the active
• Course or track control using the economy or precision functions. a) Set the steering selector switch to AUTOPILOT 1 or 2.
mode of operation flashes.
These functions cause the autopilot to react automatically to Steering control is with the Autopilot and Heading Control is
the current weather conditions. automatically selected.
f) Press the UP or DOWN arrow key to change to the required
The operating condition is as follows: mode of operation (Economy or Precision) and press the SET
The operating economy function reduces the rudder movement while remaining key to confirm the entry.
The autopilot is automatically switched to the operating mode
on a reliable course.
COURSE CONTROL.
The operating precision function guarantees an exact course. The sea condition The Actual Course is accepted as the Set Course pre-
is standardised through a special filter and the rudder movement will be adjustment.
slightly reduced. The ship is held on the course of the last effective parameter
setting.
• Track limit Alarms, warnings, malfunctions and configuration changes etc, are accompanied
‘RUDDER’ will be displayed alongside with its parameter
value. Select the required value using the UP or DOWN arrow • Rudder Trim limit by various system messages, eg, ‘Off Heading’ which accompanies a heading
keys. deviation alarm and ‘Speed Alarm’ which accompanies an implausible speed
• Ship Load percentage
input signal.
d) Press the SET button to accept the new value. Display
The full list of system messages and further in-depth information is available
e) Select the next parameter by pressing the PARAMETER key. Additional information can be displayed in the text alphanumeric display line in the manufacturer’s manual for this equipment.
using the DISPLAY key.
‘Cnt. RUDDER’ will be displayed alongside with its parameter
Autopilot Remote Control Panel
value. Select the required value using the UP or DOWN arrow The displayed information is overwritten when:
keys.
• An alarm or warning occurs Maker: Raytheon Marine
f) Press the SET button to accept the new value. • The operator enters values Model: Anschutz 102-879
Sensor The display returns to normal when the alarm or warning is acknowledged or The procedure to activate the Autopilot Remote Control Panel (ARCP)
the entry of values is completed. situated directly above the port ARPA and ECDIS keyboards is as follows:
The sensor function key allows the heading and speed inputs to be managed.
Additional information available includes: It is presumed that the autopilot is active and in control.
a) Press the SENSOR key on the Autopilot operating panel.
• Heading deviation
The heading information source currently in use flashes in the a) At the ARCP, press the TAKEOVER key. The SET LED
display. The required source can be selected using the UP or • Speed flashes.
DOWN arrow keys. • Set course
b) The operator acknowledges take-over by pressing the SET key.
• Set Rudder The IN COMMAND and READY LEDs illuminate.
b) Once the required heading source is selected, press the SET
key to confirm the input. • Off Heading (Off course) limit
c) Select heading control or track control as required by pressing
c) Press the SENSOR key continuously until ‘MAN’ appears in Display Lamp Test the appropriate key.
the text display box.
Before the display test can be carried out, the steering selector switch must be The following facilities are available from the ARCP:
The present manual speed is displayed in knots. The manual
set to MANUAL (NP2030 PASSIVE mode). • Change preset heading
speed can be adjusted using the UP or DOWN arrow keys.
The test is displayed after pressing the two TEST keys simultaneously. • Change turn radius
d) Press the SET key to confirm the new speed setting input.
• Track control to waypoint or track
The following items are tested:
e) If it is required to change the speed input from manual to • Heading control drift correction
log, press the SENSOR key continuously until ‘LOG’ appears All displays (7 segment display)
in the text box. Status displays In the case of an emergency steering manoeuvre, the heading and track
control are overridden by a movement of the tiller.
f) Press the SET key to confirm the speed source input. Status displays of the keys
Steering Control
Modes
Failure No
of FU
Yes
Emergency
alteration
No
Yes
The magnetic needle sticks positively to the float and its magnetism never
diminishes due to ageing. The support jewel is sapphire and the pivot is made
of platinum-iridium alloy.
Binnacle Stand
The binnacle stand is made of a corrosion-proof light alloy casting. Its upper
part is equipped with a projector lamp and a reflector.
The gimbals are of a roller type and can hold the bowl in a horizontal
position against the ship’s tilt of less than 45° in any direction, caused by
pitch and roll.
Illustrations
ME : R UN N I NG 7 7 . 8 R PM, S t A I R 2 5 . 4 B A R
L I M I T E R : NO L I M I T
7.4.1 MAIN ENGINE CONTROLS The DMS2l00i control the functions of the MAN B&W 2-stroke slow-speed The following are available at each control location for the main engine
propulsion engine by means of the DMS2100i Gamma programmable logic
• Analogue instruments for indication of main engine rpm
Bridge Manoeuvring System (DMS 2100) controller (PLC) which is located in the DMS control cabinet, together with
the units for the DPS2100 engine safety system. The main engine safety • Analogue instruments for indication of main engine starting
Maker: Lyngsø Marine A/S system is completely independent of the DMS. air pressure.
Model: DMS 2100i • Dimmer potentiometer for illumination of the analogue
The alarm and monitoring part of the machinery components controlled by instruments (bridge only)
the DMS2100i are handled by other Geamar programmable logic controllers
Introduction (PLC’s) in the ICMS 120ISL alarm and control system. • Emergency stop pushbutton with cover.
• A DMS2100i operator panel with the following functions:
The Diesel Manoeuvring System - DMS2100i is a bridge manoeuvring system The DMS2100i and the ICMS 120ISL alarm and control system are
used for the remote control of a ship’s main diesel engine connected to a • A four line display with 40 characters on each line
independent systems, each with its own Geamar PLCs, they are only
fixed pitch propeller. connected by a network to transfer alarms and information to the operator • Soft keys S1 to S4 for operation of the DMS
watch station (OWS) and printers (Manoeuvring Order Printer). functions
The DMS2100i is operated by means of telegraph levers and standard
• Six selection keys: ESC, ENT and four arrow keys
DMS2100i panels with built in four line displays. Slowdown signals for the main engine are transferred as hardwired signal
lines for safety reasons. The slowdown inputs to the DMS2100i are defined • SELECT of DMS control functions of STATUS,
The DMS2100i is operated as a completely independent stand alone system, as supervised inputs, which means that malfunction of the signal transmission CONTROL and SETTINGS
with all information and internal alarms displayed on the DMS Operator cable can be detected. All hardware component and logic circuitry of the • Control location selection and indication for BRIDGE
Panels. DMS2100i and the ICMS 120ISL alarm and control system is independent CTRL., ECR CONTROL and LOCAL CTRL.
which means that it is still possible to control the propulsion machinery even
The DMS2100i works as an integrated part of the integrated control and in case of a total breakdown of the alarm and monitoring system. • Sub-Telegraph selection and indication for SEA MODE,
monitoring system (ICMS120ISL), the systems being interconnected by means STAND BY and FWE (finished with engine) mode
of a communication network, so that alarms, indications and measurements The power supply for the DMS2100i, as well as for the DMS2100i and ICMS • SLOW DOWN indication, SLOWD. CANCEL and
values from the DMS2100i can also be displayed on the operator watch station 120ISL, are uninterruptable power supply (UPS) protected. There is a separate SLOWD. RESET operation
(OWS) and alarm panels in the alarm and control system. fuse for the DMS2100i Geamar, the DPS PLC and the remaining hardware
connected to this system. • SHUT DOWN indication, SHUTD. CANCEL and
The DMS2100i can be configured to provide complete control for: SHUTD. RESET operation
• START BLOCK indication and key selecting the start
DMS Panels for Remote Control blocking status list
• Main engine start/stop
• Start blocking indications The DMS is connected with DMS operator panels positioned at all control • LIMITS CANCEL indication and operation key
locations. Each panel has instruments for indicating engine rpm and starting • 100% indication lamp for main engine overload switch
• Main engine set point air pressure and a pushbutton for emergency stop. Panels are situated as
• Main engine shutdown indications from the main engine safety follows: • UMS2100 keys for the following alarm functions in the
system DMS Gamma computer:
• One in the engine control room (ECR)
• Main engine slowdown system • STOP HORN and ALARM ACKN. keys
• One on the bridge
• Main engine speed measurement and indication • ALARM LIST and ADDITIONAL LIST key
• A panel built into the cover of the control stand on the bridge
• Control transfer for Bridge/ECR/Local changeover wings port and starboard • DISPLAY CHANNEL and ADJUST CHANNEL
keys
• Sub-telegraph with finished with engine (FWE), standby and
sea-mode • MAINTENANCE and DIMMER keys
• Serial interface to the EGS2000 electronic governor • ALARM and FAULT indication lamps
Alarm Monitor
LAMPS
SYSTE
Y S4
MAIN TAKE
ENGIN ESC
OVER ENG.
STBD
S2 WING
ENG. OVER
TAKE ONSERV.
OVER
ON EMGY.
S1 SCALES ONSERV.
ine
SERV. STOP
FAULT so
2100
Alar
m
ALAR
Syst
M
em
100%
DAS
40M
FAULT
DPS
ALARM
2100
FAULT
ENGIN
E
SAFET
Y
SYSTE
M
S1
S2
S3
S4
ESC
ENT
Telegraph
Duty EDIT
/
ALARM
LIST ST
DIMMER ENT
CONTRA
E-
MAINT
NANCE
ar ADD.
ESC
LISTS
Geam #
6 PQR Y
+/-
ASSIST
CALL DISPLA
5 MNO #
ine
S4 +/- Mar
so
ASSIST
CALL
4 JKL .
S3 REM.
AIL Lyng
ME
STN
3 GHI CTRL.F
ATLAS S2 FIRE 4 JKL M
E
ALARM SYSTE
2 DEF E
S1 9 YZ R FAILUR
ENGIN
S1 S2 S3 S4
E
ALARM SENSO
1 ABC
FAILUR M ENT
WATCH ME WN 8 VWX
SCC SYSTE
Y S4
SLOWDO
ALARM
DUTY 7 STU E SAFET
E
ME WN
BRIDG S3
SHUTDO
ALARM ENGIN ESC
DEAD RED.
MAN ME S2
RPM
ASSIST S1
CALL
FAULT
2100
ESC ENT
DPS
ALARM
Main Engine
ALARM FAULT
Engine S1 S2 S3 S4
DEAD
MAN
ME
SHUTDOWN
1 ABC
ME
SLOWDOWN
2 DEF
ENGINE
ALARM
3 GHI
FIRE
ALARM
4 JKL
ME REM.
CTRL.FAIL
5 MNO
ASSIST
CALL
+/- #
6 PQR
ASSIST
CALL
ME RED.
RPM
7 STU
BRIDGE
ALARM
8 VWX
SCC
ALARM
9 YZ
SENSOR
FAILURE
4 JKL
SYSTEM
FAILURE
. +/- #
System Panel
EGS
Panel ESC ENT
Transfer of control does not place until the telegraph levers are aligned, • ECR CTRL. LED, i.e. the old control location on the bridge
acknowledgement is received from the acknowledging location and the panel and ECR panel are illuminated with a steady light until
changeover handle in the ECR console is changed to the new control transfer has taken place.
position. • BRIDGE CTRL. LED, i.e. the new control location ion the
bridge panel and ECR panel are illuminated with a slow
Whether BRIDGE CTRL. or ECR. CTRL. is selected depends on the position flashing light if the telegraph levers are aligned until transfer
of the changeover handle placed in the ECR console. has taken place or the request is cancelled.
In case of a shutdown, operators at the bridge and ECR get a shutdown The slowdown information is shown on three keys at the DMS panel, both on
prewarning alarm before the shutdown is executed by the safety system. the ECR and on the bridge. It is also possible to see the status information
about each slow down on the slowdown status display. The slowdown inputs
are treated like an alarm input to the alarm system.
Governor Speed Set Point Engine speed sensing is done by the VIT unit and speed values are transferred The condition is indicated on the bridge and ECR operating panels. The
from the VIT to the DMS by means of a serial communication line. limitation remains active until the telegraph lever is moved to a position
The position of the telegraph handle creates the desired value in the form of representing a speed value below the speed limit value.
a milli-voltage, this signal is processed in the DMS and sent as the speed set For safe and reliable operation of the engine three speed threshold values
point to the electronic speed governor (EGS 2000) via the serial interface. are defined. It is possible to suppress the bad weather limitation using the menu item Bad
Weather Monitoring on the control panel.
The telegraph lever covers the range between stop to full ahead (and full The RPM is Above Ignition Speed
astern). When manoeuvring mode is selected, the speed set point is limited to Manual Limitations
manoeuvring full ahead. In addition to the telegraph lever a fine adjustment is This value is important for the start procedure as it defines fuel admission
and the cut off of starting air. It is possible to activate a limitation manually at the ECR panel by pressing
available for the engine speed set value via the pushbutton ORDER ADJUST
the pushbutton RPM LIMIT and using the cursor keys on the ECR DMS
in the operating panel on the bridge. With the aid of the Order Adjust menu
panel to define the desired manual speed limit. The pushbutton is illuminated
a fine adjustment of ± 3% of the engine speed is possible. It is not possible Overspeed and the text SPEED SET LIMITED is displayed.
to make fine adjustments below the engine minimum speed or above the
This is essential for engine safety and if the engine speed exceeds this value
rated speed. Fine adjustment is only active in the ahead direction and is
the engine is stopped immediately.
automatically cancelled if the telegraph control lever is moved more than Engine Supervision
± 3% out of its momentary position. It is automatically cancelled when the
control lever is set to stop or astern. Bad Weather Speed Limitation The DMS carries out supervision of the engine pneumatic system, the fuel
A reduced maximum speed is defined to prevent excessive engine racing in rack and the functioning of the operating control modes;
There are four different modes of behaviour for increase of the speed set bad weather because the propeller comes out of the water frequently. • Feedback of the control modes
point relative to the lever travel.
• The start sequence
The above values are adjustable.
• Linear for ahead and astern range • The stop sequence
• Non-liner for ahead and linear for astern Main Engine Limitations • The reversing sequence
• Non-linear for astern and linear for ahead • The unintended engine stop
To protect the propulsion plant against damage caused by events such as
• Non-linear for ahead and astern overload, faulty operating conditions or heavy sea states, the DMS or Engine
Other operating data for the engine such as lubricating oil and cooling water
Safety System (DPS) automatically activates limitations. The individual
Subtelegraph Commands are monitored by the DPS and UMS systems.
limits are set by the respective parameters and ramp functions control the
acceleration/deceleration program.
Illuminated EMERGENCY STOP pushbuttons, located in the wing consoles Alarm State Display
The main engine is manoeuvred at the bridge control station using the
telegraph. When in bridge control mode the engine will operate automatically and on the bridge console.
Alarm active non-acknowledged: Alarm symbol light flashing
in response to a control signal from the bridge telegraph or one of the bridge
Alarm active acknowledged: Alarm symbol light steady
wing telegraphs. By pressing the TAKE OVER button at the required bridge Emergency Stop Alarm gone acknowledged: Alarm symbol light extinguished
wing consoles either of the wing telegraphs may be selected or deselected.
The emergency stop pushbuttons are wired in parallel with one contact on each Alarm gone non-acknowledged: Alarm symbol light flashing
Engine operating conditions may be changed at the DMS2100i control panel
if required; control of the engine may be switched between bridge and engine directly to the emergency stop solenoid. A second contact on each pushbutton
is wired to the DPS 2100 as an individual digital input. A collective output is If there are unacknowledged alarms, the first one is shown on the display
room using this panel.
wired to the emergency stop solenoid. and can be visually acknowledged. If this is done, the display switches to
the next unacknowledged alarm and so on, until all unacknowledged alarms
Procedure for Manoeuvring the Engine from the Bridge when Leaving Port Pressing any EMERGENCY STOP pushbutton leads to an immediate stop of are acknowledged.
a) Check with the engine room that all systems are operational the engine. The emergency stop is recorded in the DPS 2100 and indicated on
and that the engine can be manoeuvred and controlled. the display of the operating panel. The cursor keys are used to scroll up and down the alarm list. The alarm
indications can be displayed one after another, until START OF LIST is
b) At the operating panels on the bridge and in the ECR ensure In addition, SHUTDOWN ACTIVE is displayed on the display screen and the displayed in line two, or END OF LIST is displayed in line four. These
that BRIDGE CONTROL is selected. LEDs ALARM and the LED in the button SHUTD. ACTIVE are illuminated. are the limits of the alarm list. If there is only one alarm in the list, the
scroll function is ineffective. If the alarm list is empty, the message NO
c) At the operating panel check that the correct operating program As the emergency stop pushbuttons are mechanically built as switches, the ALARMS is displayed. To leave the alarm list the ESC button must be
for the engine has been selected and that MANOEUVRING stop order remains active until the pushbutton(s) used for an emergency stop pressed. Following this instruction, the indication previously shown on the
mode is selected. are pressed again to switch off. When the emergency stop is switched off, display appears again.
the shutdown has to be reset.
d) Check that all engine systems are within correct limits and that If critical operating states occur during the presence of the alarm list on the
no alarms are present. Operating and Indication Panel display, then the list immediately disappears and the corresponding critical
operating states are shown on the display.
The operating panel provides a number of keys which allow communication
e) Confirm with the engine room that all other systems, eg with the DPS 2100. The keys are directly functional or used to select menus
steering gear and thruster units, are operational. (Note: If the operator does not intervene further, the system display is
and lists. automatically shown after expiry of the time out interval. In default,
f) Select STANDBY condition when ready for engine the time out is 10 minutes.)
manoeuvring. Audible Acknowledge
Any alarm leads to an audible signal at the control/indicator panel from which Visual Alarm Acknowledge
g) Move the telegraph lever to the appropriate positions for ahead the ship is being operated. This also applies to the acknowledgement of this For visual acknowledgement of an alarm, the alarm list has to be selected. An
or astern movement as required. signal. Pressing the button STOP HORN acknowledges the audible alarm unacknowledged alarm is indicated by the flashing state indication in front
and switches off the buzzer. of the alarm text. The alarm is visually acknowledged by pressing the key
h) When manoeuvring is completed and the ship is clear of
ALARM ACKN. This provides visual acknowledgement of the alarm.
pilot restrictions, select SEA MODE and move the telegraph
Selecting the Alarm List
transmitter to the required position. The load program will If the alarm state was ALARM ACTIVE NON-ACKNOWLEDGED, the state
now bring the engine up to the demand speed over a pre- Any alarm is recorded in the alarm list. For the visual acknowledgement
display turns to ALARM ACTIVE ACKNOWLEDGED with the steady state
programmed time period. The LIMIT CANCEL button will now of the alarm the alarm list must first be selected. This is done by pressing
light indication in front of the alarm text. Where more unacknowledged alarms
flash continuously. Do not press LIMIT CANCEL otherwise the key:
are present, the display switches automatically to the next unacknowledged
the engine will immediately accelerate/decelerate to the speed alarm. Otherwise the display remains in the actual position.
setting.
The maintenance menu indicates the function of the keys S1 to S3. The To leave the maintenance menu the ESC button must be pressed. Following
particular functions are described as follows: this instruction, the information shown on the display, before the ESC key
was first pressed, appears again.
S1. Pressing the key S1 sets the basic brightness of the LEDs in all keys
of the panel. There are 15 steps available. The actual level is indicated in (Note: If the operator does not intervene further, the system display is
the display. With every key stroke the brightness changes to the next step automatically shown after the display time out.)
in the circle, i.e. 0, 1, 2, 3 ... 15 and back to 0, where 0 is the lowest and
15 the highest brightness.
S2. Pressing the key S2 sets the basic brightness of the display background
light. There are 15 steps available. The actual level is indicated in the
display. With every key stroke the brightness changes to the next step in
the circle, i.e. 0, 1, 2, 3 ... 15 and back to 0, where 0 is the lowest and
15 the highest brightness.
CONT STATION
CONT MODE
Wheelhouse
Over Switch Control Switch
FEED BACK ABNORMAL
SYSTEM ABNORMAL
LOAD INDICATOR
10 5 0 5 10
Stern Thruster
0
Motor 1,100kW
10 10
EMERGENCY EMERGENCY
STOP STOP
Follow Follow
CAUTION PORT STBD
Feeder
1.DO NOT USE THE THRUSTER OVER 5 KNOTS
PITCH INDICATION TO AVOID A VIOLENT VIBRATION PITCH INDICATION
PORT STBD
Bosun's Store
2.SET THE CONTROL LEVER AT THE SAME
10 5 0 5 10 POSITION AS ORIGINAL TO KEEP A
CONSTANT PITCH WHEN CHANGING OVER
10 5 0 5 10
THE CONTROL STATION
Up Up Port Stbd 5
0
5
KAWASAKI 5
0
5
440V Distribution
LAMP BUZZER heavy industries, ltd. LAMP BUZZER
DARK BRIGHT BUZZER STOP DARK BRIGHT BUZZER STOP
TEST ALARM TEST ALARM
RESET RESET
10 10 10 10
3 Phase Board
Control
440V 60Hz
Position Starboard
MSB Breaker Port
Selection Bridge Wing
Bow Thruster Bridge Wing
Feeder Overload Hydraulic Starter
Control Mode
Protection
Changeover
Variable Setting
+
-
Amplifier Overload
Protection
Cancel
Port
Amplifier Maximum
Limit
PT100
Temperature
Sensors for Hydraulic Power Pack
Motor Windings
Starboard
Transformer Amplifier Maximum
Load Star Connection Zero
Limit
Signal Contactor Pitch
Start
Interlock
Motor Heater
Current/ Main Circuit Bow
Signal Breaker Thruster Motor Blade Position Contro
Converter 1,100kW Distribution Block
and Solenoids
Starting Circuit
Pitch Signal
Breaker
Blade Angle
Transmitter
Motor
Current PT100 Port Max. Stbd Max.
Zero Pitch
Sensing Temperature Pitch Pitch
Detector
Sensors Detector Detector
THRUSTER UNIT
Starting Transformer
• The electric motor unit with drive shaft and bevel gearing The follow up indication in the cont mode area will be lit. This
driving the propeller unit hub Operating Limits means that control is via the pitch direction handles. Selection
of the ‘non follow up’ mode allows the pitch direction via
• The propeller unit with blades mounted in the hub the pushbuttons in an emergency. This function is not available
The thruster units must operate within specific limits of draught and speed.
• The hydraulic unit which changes the pitch of the propeller The draught of the ship at the thruster must exceed 4.1m and the ship must on the bridge wings.
blades not be operating above 5 knots. If the limit in either case is exceeded there
is a risk of air being drawn into the thuster unit and this can result in blade e) To transfer control to either bridge wing, select WING in the
• The control system which regulates the blade pitch in accordance
cavitation or vibration. Air being drawn in is marked by a change in load on cont station mode area. At the required bridge wing control
with demand from the bridge
the thruster and by hunting of the main motor ammeter. station press the CONT HERE pushbutton. It is possible to
transfer control while there is pitch on by ensuring that the
Side Thruster Unit The main motor must only be started when the blades are in the neutral zone bridge wing pitch control handle corresponds to the wheelhouse
(zero pitch) or in the allowable zone (blade pitch of +3° or -3°). The system pitch control handle.
Power is transmitted from the electric motor through the flexible coupling, is interlocked to prevent the main motor from starting if the blade pitch is
input shaft and bevel gears to the propeller shaft, rotating the propeller in outside the set limits. Interlock switches also prevent the main motor from When in bridge wing control, it is necessary to pass control
a constant direction. starting if the cooling fan has stopped, if the power pack gravity tank level is back to the wheelhouse before the opposite bridge wing can
low or if the control oil pressure is low. be selected for control.
The propeller part consists of four propeller blades, a propeller hub with
a hydraulic servomotor and the sliding block mechanism. The propeller Five starts per hour of each thruster unit is allowed, with two consecutive f) When the main motor is running the blade pitch may be
blades are connected to blade carriers by blade bolts and this assures easy starts if the starting transformer is in a cold condition. The time taken for each changed by means of the control handle on each thruster, the
exchange of blades in the thruster tunnel. The gear case, which carries the motor to run up to full speed is 12 seconds. angle of the blades is indicated on the pitch LCD indicator.
STERN THRUSTER
10 5 0 5 10
LOAD INDICATOR
10 5 0 5 10 0
LAMP BUZZER PORT STBD 5 5
DARK BRIGHT STOP LAMP BUZZER
BUZZER ALARM STOP
DARK BRIGHT BUZZER
TEST RESET
TEST
ALARM
RESET
OPERATION MODE 5 5
10 10
OIL
CONT THRUST
STOP PUMP
POWER START/
RESET START/
ON/OFF RUN
RUN
10 10
b) Press the operation mode STOP/RESET pushbutton. The Bow Thruster Control
DistributionBox
hydraulic control pump will remain on until the motor has
stopped.
The bow thruster drive motor and hydraulic servo pump are located in the
bow thruster compartment, with the gravity tank located in the stairwell in
bay 3. The stern thruster hydraulic servo pump is located in the propeller
shaft area on the starboard side. The gravity tank is located in the steering
gear compartment.
Gravity Header
Tank Line
Direction Control
Solenoid Block
7.5.2 Loran C
Illustrations
7.5.2a Loran C
The echo signals from the transducer are processed by two microcomputers BT/WT When operating in confined waters, or approaching a berth, when slow speed
in the electronics unit (ELC). The output signal is then fed to a distribution Switches between bottom track and water track modes. combined with reduced under keel clearances are commonly encountered, the
box (LEB) and transmitted to one or more speed, distance or depth indicators log will be operating in interpolation mode and its accuracy will be less.
in the wheelhouse. As both true and relative speeds are measured, it is also Long/Trans/Res
possible to calculate the water current. The depth is calculated by measuring Switches between the longitudinal (fore and aft) mode display, transverse
the time lapse between transmitted and received bottom track pulses. (port and starboard) mode display and resulting speed mode display as a speed Performance and Accuracy
and vector direction (0 to 360°). Water Track
System Description Trip/Total/Dir Range of operation:
Switches between trip distance, total distance if in Long or Trans mode and Under keel clearance is minimum clearance beneath the transducer of 3m.
The SAL 860 system is composed of the following units: between trip distance, speed vector direction if in Res mode display.
Speed measured is accurate to 0.1 knots or 0.5%, (whichever is greater) from
Reset/Trip the stationary water layer 120mm below the transducer.
Transducer Unit (TRU)
Resets the trip distance counter display to zero. The button must be depressed
This unit which is located in bay 8 aft on the longitudinal centre line of the for two seconds to perform the reset function. Distance:
vessel and fitted with a bottom valve to allow access to the TRU whilst the Distance read out accurate to ± 1% of travelled distance through the water.
ship is in service. The TRU is connected by cable to the electronic unit (ELC) Test/Dim
located within a protected area of the focstle store. By pressing both DIM keys simultaneously the instrument will light up all Bottom Track
segments and indicators.
Range of operation:
Electronic Unit (ELC)
By pressing each DIM key separately the illumination of the display will Under keel clearance 3 to 300m in normal acoustic conditions.
The ELC itself contains several components that generate the signals fed
increase or decrease as required.
to the TRU. The ELC also receives the returned signals which are then True Speed read out is accurate to 0.1 knots or 0.5% in Normal Mode
amplified, smoothed and converted into the NMEA signal form required by ± 0.2 knots in Interpolation Mode.
the log processing unit (LPU).
Total
0735
99
Press Test
2 sec
Long Trip
BT Reset
Trans Total
WT Res Dir Trip
DIM
FURUNO
1 2 3
RCL
4 5 6
FR
TO #
7 8 9
MODE 0 ENT
S/C TTG R/B XTE NAV RTE WPT CLC ALM LC - 90 MARK-II
ENT R/B
#4
This is used to enter data or activate a function. Range and bearing to destination and present position and waypoint/route
information. Automatic ASF and Magnetic Variation automatic function can be disabled
# here.
XTE
This key is used to select one of nine secondary functions. Press the key
followed by a number to access the required function. Cross track error, with arrow indicators to show direction of offset and #5
direction to steer to get back onto track also present position and waypoint/
route information. Cycle select function.
Waypoint Entry b) Enter the new route number and press the ENT key. The
Use of the LC-90 Mark II Navigator flashing cursor now moves to the first waypoint entry position.
The equipment has 100 memory locations for storing waypoints numbered
The procedure for using the LC-90 Mark II is simple and follows four from 00 to 99. The first memory location is reserved to store own ship’s c) Enter the waypoint number then press the ENT key.
basic steps: position for cross track and route planning calculations. To enter a new
waypoint position data or recall old data for display, the waypoint memory d) Repeat the above step until either all the waypoints have been
a) Switch on. location number has to be entered first so the Loran can place or retrieve the entered or the maximum of ten has been reached.
correct information. Note the waypoints being used by an active route cannot
b) Initialise the navigator. be changed until the route is made inactive. e) Return to the S/C display or other screen as required.
c) Enter the waypoint positions. The simplest method of entry by the seafarer is to enter the latitude and To follow a route which has been previously programmed into the navigator.
longitude of each waypoint, this is done in the Waypoint mode. Select the
d) Organise the route and activate it. waypoint mode by pressing the right arrow key until the Waypoint Entry a) Press the FR/TO key.
screen is displayed.
Turning on the LC-90 Mark II b) Press the CLR key and then type in the two digit number of
The waypoint number will be flashing to indicate that the cursor is at this the route to be followed.
position. Enter a waypoint number using a leading zero if necessary then press
Press the PWR key, the panel background will be illuminated at a setting the ENT key. The cursor will automatically advance to the latitude entry, enter
level. Adjust the LCD display and keyboard brightness to suit using the (Note: The first position shown to the left of the arrow when the route is first
this and press the ENT key. Now enter the longitude followed by pressing activated is always the ship’s actual position. The figure to the right
DIM key. the ENT key. Continue entering as many waypoints as required by selecting of the arrow is the first waypoint. When the arrival alarm is activated,
a new number for each one. the waypoints will change sequentially.)
Initialising the LC-90 Mark II
Routes
Where the unit is being powered up for a cold start: A series of waypoints are combined in such a manner that the navigator
will display a constant read out of course, speed, waypoint number, distance
a) Press both the PWR and CLR keys at the same time. This will and bearing to the next waypoint. The ship’s position and cross track error
clear the internal memory completely and will allow the unit to are displayed in the form of a bar graph. Ten routes can be stored with a
initialise itself for the present geographic area. Continue to hold maximum of ten waypoints in each route.
the CLR key until two distinctive beeps are heard.
Use the mode arrow key display the ALM mode screen.
a) Use the down arrow key to move the cursor to the bottom line.
b) Press CLR.
a) Use the down arrow key to move the cursor to the fourth line.
b) Press CLR.
a) Use the down arrow key to move the cursor to the fourth line.
b) Press CLR.
a) Use the down arrow key to move the cursor to the third line
and set the audible alarm to ON.
b) Use the down arrow key to move to the bottom line. Loran C and DGPS Unit on Starboard Chart Table
c) Press CLR.
1 2 3
NAV RTE WPT Mark Position
GPS1 GPS STATUS ABC DEF GHI
SNR 42 39 48 50 44 47 N
50
21 4 5 6
12
40 PLOT TIDE AUX Goto
JKL MNO PRQ
18
26 3
30 14
W E
PRN 12 14 1 23 21 26
1 7 8 9
17 5
POS GPS DGPS Light
Used sats : 6
STU VWX YZ
Visible sats : 11
Available sats : 24 23
Elevation mask : 7.5° S
0
E CFG C Power On/Off
Man Overboard
ECDIS
ap Navigator MK10 DGPS Professional Display Unit ap Navigator MK10 DGPS Professional
GPS1
SNR 42 39 48 50 44 47
GPS STATUS
1
NAV
ABC
2
RTE
DEF
3
WPT
GHI
Pathfinder MK2 GPS1
SNR 42 39 48 50 44 47
GPS STATUS
1
NAV
ABC
2
RTE
DEF
3
WPT
GHI
N N
50 50
21 4 5 6 21 4 5 6
12 12
40 PLOT TIDE AUX 40 PLOT TIDE AUX
18 JKL MNO PRQ 18 JKL MNO PRQ
26 3 26 3
30 14 30 14
W E W E
PRN 12 14 1 23 21 26 PRN 12 14 1 23 21 26
23
1 7
POS
STU
8
GPS
VWX
9
DGPS
YZ
Used sats :
Visible sats : 11
6
17 5
23
1 7
POS
STU
8
GPS
VWX
9
DGPS
YZ
DGPS No.1
Available sats : 24 Available sats : 24
Elevation mask : 7.5° Elevation mask : 7.5°
S S
0 0
E CFG C E CFG C
2154
4587 500 00.034N Gyro 1 1 . 0 0
(man)
30
190 57.025W GMG 1 3 . 7
0
11 5 9 WGS 64 (pos)
DGPS SMG 1 3 . 2 k t
11 2 4 11 5 4
Plain Speed 20.0Kt Next WP 2
30
11 5 4
1859
Plan CTS 70 Cht WOP 4.44nm
11 2 4
1068 Route 70 ETA
11 5 4 023
Ch limit 100m 31 Dec 01 08:09
1470 300
11 5 4 Off track >59m Next CTS 110
Turn Rad 1.0nm
Turn Rate 160/min
1859 S57 chart legend
1068
1758
Cursor
From own ship 3011.5nm 208.60
15007.174N 00503.011W
02.00
29.12.2001 05:53 UTC 29.12.2001 07:53 FLE Standard 1:5000 02.00
201
202
102
101
204
104
To To
24V DC Datamanager Datamanager 24V DC
from Radio Console from Radio Console
BMCC BMCC
COM COM
2 1
072203
072103
Alarm Power Alarm Power
Out Failure Out Failure
NAV1- The Panorama Screen Again as with the NAV1 display the course can be reset if the vessel drifts
outside present parameter settings by pressing the E key followed by Reset
The view in this screen is designed to give a 3 dimensional ‘out of the window
XTE. Press E again to return to the normal display status.
picture’ of the route being followed, indicating navigation markers, course
line, cross track error lines and waypoints as approached.
The next waypoint can be skipped by selecting the E key followed by Skip
Waypoint soft key. Press E key again to return to normal display status.
Data will also be displayed of the course and speed over ground (COG,
SOG) as calculated by the GPS and the range (RNG) and bearing (BRG) of
the waypoint from your present position. Time to go (TTG), the calculated
time to reach the waypoint.
KNOTS WO AL
MPH WS AL
SAM
KM/H Electronics
NAVTEX DEBEGNT-900
RECEIVER 2900 NAVTEX Receiver ALARM
M/S
WIND SPEED 0 MAXIMUM PAPER
30 30 LOCK
EXT RX
60 60
ALARM
MENU ALARM
MENU STOP
STOP
SELECT
90 YOUNG 90 SELECT MONITOR
MONITOR
WIND TRACKER
EXCLUDE
EXCLUDE DIMMER
DIMMER
120 120
LINE
LINE POWER
BRIGHT RESET FEED
FEED
POWER
ENTER SELECT
150 150
180
POWER
Indicates power on and power on/off switch.
Navtex Signal Acquisition If either the printer paper is near its end, or an accidental stop of the printer- a) Press the PAPER FEED key.
head is detected, the PAPER indicator is illuminated and the audible alarm
will be activated. b) To control another function, go to the corresponding function.
The LOCK indicator indicates that the receiver has synchronised with the
phasing signal, which is sent in advance of the message.
In the event of the printer-head jamming: c) To select either the controlled status printing, the self-diagnostics
test or the memory clear function, press the EXCLUDE key.
If the signal strength becomes weak, or if the receiver encounters strong
a) Switch off the receiver and check both the printer and the
interference, the character-error will increase. When the character error-rate
paper. d) Discontinue the operation. After a few minutes, the system will
exceeds a preset level, the receiver will stop printing and the STOP message
finish automatically and print the following message:
will be displayed. At the same time, the LOCK indicator will extinguish.
b) After removing the cause of the jam, confirm that the printer
head moves smoothly on the paper. FUNCTION TERMINATED
Printing Navtex Message and Storing its Identifier
c) Switch the receiver back on. The unit will now revert to normal signal reception.
When the message is accepted, the printer begins to print the message. The PRINTER indicator will extinguish and the alarm will
When the message end code NNNN is printed the message reception is be reset.
completed.
General Instructions
After printing a Navtex message its identification code is stored. However,
if the character-errors exceed 4% of the received information the processor
will not store its identification. The Debeg 2900 is capable of storing 30 By pressing a function control key, the printer will print a function control
identifications. When the 31st identification is stored, the oldest will be message.
erased. After passing approximately 65 hours from storing, its identification
is erased. The stored identifications are used to avoid reprinting a message To control a function, the key should be repeatedly pressed until the required
that has already been received. function control message is printed out. For example, to start the diagnostics
test depress the MENU key repeatedly until this control message is printed.
If the printing of a Navtex message is incomplete due to either the end • When the printer is printing, the processor will signal that any
of paper feed or an accidental stop of the printing head, its message key operation is unavailable, with a warning tone.
identification will not be stored.
• When the LOCK indicator is illuminated, the receiver will
refuse all key inputs except the MONITOR and DIMMER
Navtex Message Failure keys. However, to control the receiver immediately, press the
MENU key for about 3 seconds, the processor will stop its
In the following circumstances, the receiver will discontinue receiving: reception and go into the control menu.
• When character errors rise above 33% of the received • If a key unconnected with the operating circumstances is
characters. pressed, the processor will ignore the key input and an audible
tone will be given.
• At the PAPER alarm. The printer will however, continue to
print a few lines after the alarm has been given.
Completing an Entry of Instruction
Audible Alarm at Receipt of a Type D Navtex Message
If a control function is selected by operation of the MENU key, the receiver
will continue to receive a Navtex signals, but will not print until the signal
Upon reception of SAR information, (category ‘D’), the receiver puts on
processor has completed its control operation. For example, if a diagnostics
the ALARM indicator and activates the audible alarm until the ALARM
check is being carried out, any messages received, whilst the check is being
STOP key is pressed.
carried out, will not be printed until the check is completed.
When the printer starts recording after the phase signal has been transmitted, CONTRAST SYNC VOLUME
TUNE RCL
MODE
or when the received signal is too weak to detect the phase signal, the PRG
RECEIVER
recording may be split into two parts by a thick white (or black) gap called kHz
PHASE
SPD
10C
CM ENT
a dead sector. The PHASE key is provided to compensate for the phase
EXT INT
mismatching, shifting the dead sector to the left edge of the recording paper. TIMER PRINT AUDIO
ALARM
SPEED PHASE
Should this occur, the phase annunciator LED will light up and the message FURUNO DFAX
FACSIMILE RECEIVER FAX -214
‘Phase NG’ (Phase No Good) will be printed out as the recording data.
Press the PHASE key and the message ‘Set PHASE 00’ appears on the
0 10 20 30 40
display.
Read the scale at the centre of the dead sector and enter the value in the
data column by using the UP or DOWN key. The value to be corrected will
range between 0 and 40.
POWER
ON
Press the ENT key and the dead sector is shifted to the left edge of the
Power Switch
recording paper. The PHASE key is also effective only while the printer
is operative.
k) Set synchronisation.
LAZ 5000
04:50:25 L a t 1 6 05 6 . 0 1 0 N
27-Nov-01 L o n 0 5 4 00 5 . 0 0 0 E
Recorder
10
Echograph
20
30
40
220V Supply
50
ENTER
Junction Box
DATE Altering System Parameters and Settings General Information for using menus
Shows the actual date.
When the system is switched off, the parameters pre-selected are stored in the The enter key is used to call up the various menus in sequence. The order in
NAV OFF which they appear is as follows:
system’s memory. When the system is switched on again, these parameters
Flashes to indicate that the navigation mode is not in use i.e. the user has
will be recalled and used (except the dim setting). Press the enter key 1x - ALARM MENU
selected other units, sound velocity or depth mode.
Press the enter key 2x - PARAMETER MENU
LATITUDE and LONGITUDE Gain, Range and Dim Settings
Press the enter key 3x - LOG DATA MENU
These windows will display the actual latitude and longitude only if the
system is connected up to the ship’s navigation system. Press the enter key 4x - SYSTEM SET-UP MENU
GAIN (amplification), RANGE (depth range) and DIM (display area
backlighting) settings are made by pressing the relevant keys. There are two If the enter key is pressed 5x, the ALARM MENU will re-appear.
PRINTING keys for each setting, one marked with an arrow pointing upwards and one
This window is usually blank. If the user chooses to make a hard copy of marked with an arrow pointing downwards. Pressing these keys will alter When a menu is called up, the title will be highlighted i.e. it will appear
the echogram, by pressing the printer key (a printer must be connected), the the present setting. The new setting will appear briefly on the display area in inverse text as light text on a dark background or vice versa, depending
word PRINTING will appear here. directly above the key being pressed and the effects of a change can be upon the DIM setting.
observed directly on the display area. Pressing the key a second time will
ALARM alter the setting by a further unit.
These windows show the depth alarm settings. The upper window shows the
minimum depth alarm, the lower window shows the maximum depth alarm.
If the alarms are not activated, e.g. Status = OFF, the relevant window(s) Gain
will remain blank. If an alarm condition is present, the relevant window
will flash. The unit is fitted with an automatic gain control circuit for data processing.
Gain only influences the displayed echo information. The gain setting can
REPLAY be altered between 0 and 10 whereby 0 is the lowest and 10 the highest
When the user selects information stored over the previous 24 operating hours gain (amplification) factor.
using the LOG DATA MENU, the word REPLAY will appear here.
If the sea bed trace appears too weak, the gain level should be increased to
give a clear presentation. If there is a lot of noise on the display area, the gain
The large window at the right-hand side of the information area is used level must be decreased. The value set will appear on the display area above
to display the actual water depth, the measurement mode and the units of the key (between 0 and 10). Pressing the same key a second time will cause
measurement. the value to increase or decrease by one further unit. Repeat the procedure
until a satisfactory sea bed trace is achieved.
1 2 3 4 5
6 7 8 9 10
f) Press the ENTER key and the SEC key simultaneously. c) Set the time adjustment value required using the -MIN and
+MIN keys.
g) Enter the seconds using the digit keys 1 to 0.
d) Press ENTER to confirm the entry.
h) Carry out the same procedure above to set the date using the
YEAR, MON and DAY keys. e) Press MENUE to return to the time displayed.
(Note: Both UTC and LT must be initially set in order for the clock to
operate.)
7.6.1 GMDSS
Illustrations
A1 A2 A3
Distress
Channel 70 Channel 70 2187.5 kHz Channel 70 2187.5kHz HF
Received Via:
Change to Channel 16 R/T Change to channel 16 R/T Change to 2182kHz Change to channel 16 R/T Change to 2182kHz Change to HF Frequency
that distress received on
Wait 3 minutes for coast Acknowledge vessel Wait 3 minutes for coast Acknowledge vessel Acknowledge vessel Wait 3 minutes for coast
station to acknowledge via R/T channel 16 station to acknowledge via R/T channel 16 via R/T on 2182kHz station to acknowledge
Acknowledge vessel Send distress relay to Acknowledge vessel Send distress relay to Send distress relay to Relay to coast station
on VHF R/T CH16 coast station by most if in a position to assist coast station by most coast station by most
Relay to coast station suitable method suitable method suitable method
7.6.1 GMDSS This has slightly different formats, in one the relay message is sent unedited, MAYDAY MAYDAY MAYDAY
the other is sent as an All Ship’s Distress Relay and the third is to send the
THIS IS
Overview message specifically to a coast station by the most suitable means. The second
procedure may be followed when sending a distress alert for another vessel or OWN SHIP OWN SHIP OWN SHIP
The radio equipment fitted complies with the GMDSS requirements for the aircraft which is unable to send it. MAYDAY
sea areas A1, A2 and A3 with the maintenance requirement, duplication of
When sending a relay message, the coast station may acknowledge the OWN SHIP
equipment and shore based maintenance.
message, but it is not a requirement under GMDSS. What should occur is POSITION
In distress situations the following two points regarding the GMDSS that the coast station/MRCC sends out a Distress Relay to all ships in the
area of the distress. This avoids confusion and overloading of communication NATURE OF DISTRESS
philosophy are to be carefully noted:
channels. The procedure is as follows: ASSISTANCE REQUIRED
1. A ship does not acknowledge a distress message using its DSC a) Message is sent on Channel 70 DSC. ADDITIONAL INFORMATION FOR SAR
equipment; this function is normally carried out by a shore
station. The only occasion when you do acknowledge using the b) On receipt of this message, monitor Channel 16 R/T. GMDSS Frequencies
DSC controller is to relayed another vessel’s distress message
to a coast station, however the original message continues to be c) Daily tests. Distress Urgency Safety DSC kHz R/T kHz Telex kHz
sent. In this case you would acknowledge on the frequency the 2187.5 2182 2174.5
distress alert was received, using the DSC. (Note: There are no live tests required under the GMDSS Regulations. 4207.5 4125 4177.5
Results of internal tests should be entered in the log book.) 6312.0 6215 6268.0
2. The basic concept is that the primary intention of a distress alert 8414.5 8291 8376.5
is to inform a coast station and/or Marine Rescue Co-ordination 12577.0 12290 12520.0
MF/HF DSC Controller
Centre (MRCC). The MRCC will then instigate a distress relay 16804.5 16420 16695.0
to ship’s in the required area and co-ordinate search and rescue The unit should be kept On Watch, scanning the distress DSC channels. Ch 70 Ch16
resources available.
Supplementary calling when 2182kHz is being used for distress 2191
Undesignated Distress Alert
VHF DSC Controller
To send an undesignated distress alert, depress the DISTRESS button for DSC calling frequency ship to shore 2189.5 or national
The unit should be kept in the watch keeping mode on Channel 70. six seconds.
Routine calls shore to ship 2177
To send an undesignated distress alert it should only be necessary to press the Message format is:
DISTRESS button for six seconds. On pressing the distress button the alarm Distress Ship to ship 2177 or national
tone sounds through the speaker, the screen changes to show DISTRESS
MMSI number of ship Safety message over ONE minute sent after a DSC safety alert 2048
CALL and the message is transmitted.
Position and time UTC
Message format is: Inter ship safety of navigation: Ch 13
Nature of distress
Distress. Primary inter ship frequency: Ch 6
Telephony (AM, USB or FEC) frequency to reply on
MMSI number of ship.
Position and time UTC. Standard Distress Message
Nature of distress telephony (means of sending).
The following message would be transmitted verbally in a calm clear voice
Message is sent on Channel 70 DSC.
on either Channel 16 R/T or 2182kHz after the sending of the distress alert
On receipt of this message, monitor Channel 16 VHF R/T. message on Channel 70 DSC or 2187.5 DSC respectively. On 2182kHz,
after the two tone alarm signal is ended, press the handset key and transmit
the distress message. On the VHF change to Channel 16 R/T and transmit
the message.
MF/HF MF/HF VHF DSC VHF Aerial VHF DSC VHF Aerial VHF
DSC Aerial Aerial Aerial Aerial
Aerial
Above Deck
Handset Handset
MF/HF SatCom C2 Telex Printer Sat-B Telex Printer SatCom C1 Telex Printer
MF/HF DSC Unit
Aerial No.1 No.2
Remote VHF/DSC
Tuning Unit VHF/DSC
Mains/Battery Alarm Panel System System
Alarm Panel in the SCC
Port Wing
Sat-C No.2 Sat-C No.1 Handset
Monitor Monitor
Data Data
From GPS
SAM Electronics DEBEG 3220C INM-C SAM Electronics DEBEG 3220C INM-C
From GPS
INM-C Transceiver
Starboard
SatCom-C2 Keyboard SatCom-C1 Keyboard
Wing
Handset
Power Power No.3
Supply Supply VHF in
the SCC
Remote Data
Alarm Panel From Gyro
on the BMCC
250W MF/HF
Transceiver and
DSC
AC Supply
220V
3 GMDSS Survival
From GPS Craft Portable
Navigator VHF Transceivers AC Supply AC Supply
AC Supply and Charger 220V 220V
220V
Individual call c) The audible alarm sounds when the ‘Distress acknowledgement
Controls
received’ message is received. Press the VIEW key to silence
Calls a specific station or ship. The receiving station transmits an acknowledge
and read the contents of the call.
signal. ON /OFF: Turns the power on and off
d) After receiving the ‘Distress acknowledgement received’
message, communicate with the coast station over working SHIFT: Press and hold for yellow functions
Operation frequencies and class of emission (automatic setting) designated
by own ship. DISTRESS: Lift the protective cover and press and hold for 3
The Debeg 3105 is connected to the SSB radiotelephone and can control the seconds, then follow the guide instructions.
frequencies and communication mode settings of the radiotelephone.
Nature of Distress
TEL / DSC: In TEL mode radiotelephone parameters are shown
When receiving the distress alert or message addressed to own ship, the and selected. In DSC mode DSC parameters are
1: Fire, explosion 7: Disabled and adrift
audible alarm sounds. shown and selected.
2: Flooding 8: Abandoning
3: Collision 0: Undesignated ADDR BOOK: Address book which can be accessed in the DSC
(Note: The safety receive alarm frequencies are 2200Hz and 0Hz (interval:
250ms). The individual receive alarm frequencies are 440Hz and 4: Grounding mode.
880Hz (500ms), and the distress warning alarm (five seconds) 5: Listing, capsizing
frequencies are 1300Hz and 0Hz (250ms). These cannot be changed.) Tx CALL: Press to start creating a DSC call
6: Sinking
Transmitted and received messages can be saved to the memory and printed Rx LOG: Opens the received log of calls in DSC mode.
out (optional printer required) if necessary.
Press the SHIFT key followed by the SQUELCH key to turn the squelch a) Press VIEW to read the contents of the call.
key on or off. Example of ARQ transmission
b) Press MORE to continue reading the call.
Setting the Transmitter Power Level a) Press the Call ARQ key.
c) Press ACK/REPLY to transmit a distress acknowledgement or
Three power setting levels are available; HIGH, MED or LOW. The power distress relay. The printer responds by printing ‘Enter ARQ call code’.
levels can be adjusted by pressing the SHIFT key followed by the PWR key
until the desired power level is reached. b) Type in the call code and press ENTER on the keyboard.
RADIOTELEX TERMINAL Transmission commences and the Tx indicator lamps starts
Mode of Emission System Overview flashing. When a successful connection has been made the Tx
lamp gives a steady illumination.
Three modes of emission are selectable on the unit: SSB TELEPHONY, AM The terminal receives and transmits telex messages and requires the SSB
TELEPHONY and TELEX. Each mode is selected by pressing the MODE The exchange of answer backs is initiated by the coast station.
radiotelephone to function.
key on the right side of the display.
c) When GA+? is displayed traffic may be transmitted by typing
All telex messages initially arrive at a coast station where they are forwarded in the required message on the display screen using the
Two Tone Alarm to the telex subscriber specified. keyboard.
The two tone alarm can be activated by pressing the SHIFT key followed The radiotelex receives Maritime Safety Information (MSI) via the SSB d) On completion end the transmission by pressing the WRU key
by the ALARM key. radiotelephone, which specific coast stations broadcast on HF bands.
This printer prints all receive and transmit telex messages. FEC Mode
The alarm consists of a 45 second two tone alarm signal which can be stopped
at any time by pressing the STOP key in the frequency display. FEC is an acronym meaning Forward Error Correction. In this mode the
(Note: On GMDSS vessels, watch on MSI is mandatory. This can be
transmitting station sends information twice with a 280ms interval between
done with the Navtex Receiver or the EGC Receiver built into the
transmissions to reduce receive error. However the transmitting station is not
Inmarsat C.)
provided with receipt confirmation. Therefore, use this mode for one-way
uninterrupted transmission of messages where confirmation of receipt is not
required.
Handset Handset
ADDR
JKL 4 MNO 5 PQR 6
CH BOOK
No.2 No.1
>
VHF/DSC VHF/DSC
TEL
Tx 1W US CALL ALARM DSC STU 7 VWX 8 YZ 9
FUNC P
SQ SHIFT
. 0 # 16
* ON/OFF ON/OFF
VOL
ON/OFF
Loudspeaker
24V DC 24V DC
GMDSS GPS Data From GMDSS GMDSS GPS Data From GMDSS
Console Console Console Console
Volume
Shift Key VHF DSC System No.2 VHF DSC System No.1
(Press and hold for Located on Bridge Manoeuvring
Squelch Control Control Located on Bridge Manoeuvring
yellow functions)
(Adjust to silent when no DISTRESS button Control Console Port Side Control Console Starboard Side
station is received) (Protected by shield)
TEL/DSC function switch To use, lift the shield
In TEL mode radiotelephone parameters and press for 3 seconds,
are shown and selected guided by the text
In DSC mode DSC parameters are shown and selected displayed
Indicator Lamps. Condition when lit:
Tx: Transmitting
1W: 1 watt transmission mode
US: US channel system activated
CALL: DSC call for you received
ALARM: Alarm call received
d) Key in the nine digit MMSI number of the ship or shore Output Power
Example Message:
station to be called.
Before transmitting, think about the subjects which have to be communicated
All Stations, All Stations, All Stations and, if necessary, prepare written notes to avoid unnecessary interruptions
e) Press the soft key next to ACCEPT to confirm the number.
This is NAME, CALL-SIGN, DSC NUMBER, POSITION. and ensure that no valuable time is wasted on a busy channel. Listen before
transmitting to make certain that the channel is not already in use.
f) Key in the working channel or the telephone number to be Cancel my distress alert of
contacted.
DATE, TIME, UTC. Each press of the SHIFT and PWR key selects the power output. The
transmitter power is automatically set for 1W on the following channels.
g) Press the soft key next to ACCEPT to confirm the number. Master, NAME, CALL-SIGN. DSC NUMBER, DATE, TIME
UTC.
h) Press the soft key next to SEND to transmit the call. International: CH15, CH17
USA: CH13, CH15, CH17, CH67;
When a distress alert is transmitted, the output power is automatically set VHF RADIOTELEPHONE
to maximum.
Maker: STN Atlas Turning the Loudspeaker On/Off
When receiving the distress alert or message addressed to own ship, the Type: Debeg 6301CU To turn the loudspeaker on/off, press the SHIFT and SPK key on the pad. The
audible alarm sounds. loudspeaker off mark appears when the speaker is off.
When receiving the distress or urgent call, the alarm sounds until the ALARM Controls
Channel 16
STOP key is pressed. For all other calls, the alarm sounds for five seconds
when they are received. Press the 16 key to select channel CH16, the International Calling and
ON /OFF: Turns the power on and off
Safety Channel.
16: Selects TELEPHONY mode and channel 16.
Procedure for Transmitting a Distress Call This is an international calling and safety channel. Its use is limited for
PTT: Press to talk key distress, safety and calling. The transmission on CH16 (156.800 MHz) should
a) Remove the cover over the distress key, and then, press the be limited to within 1 minute except for distress calling.
DISTRESS key for 5 seconds, until RELEASE is shown on the SHIFT FUNC: Enters the function menu to set up the handset and system. If
display to transmit the distress alert. function menu is active it enters VHF telephony mode. Avoid calling on channel 16 for purposes other than distress, urgency and very
brief safety communications when another calling channel is available.
b) Receive the distress acknowledge (DIST ACK) signal from the
coast station. If the distress call is not acknowledged within 3.5 Telephone Operational Sequence
- 4.5 minutes it is automatically re-transmitted.
a) Turn the power on by pressing the ON/OFF button for one
The audible alarm sounds when DIST ACK is received. Press the ALARM second.
STOP key to silence the alarm.
b) Activate the VHF functions by pressing the 16 key.
c) After receiving the DIST ACK signal, communicate with the
coast station over working frequencies and class of emission c) Set the squelch level until the noise level is not audible using
(automatic setting) designated by own ship. the SQ and arrow up or down keys.
To start dual watch, select the required channel number to be dual watched b) Press SHIFT and 2.
and press the SHIFT and DW keys. DW will then appear on the display 10
screen. The message ‘STORES CH’ will be displayed for a few seconds.
1
To stop the dual watch press the SHIFT and DW keys, or press 16 on Function Menu MEM VOL SG
the panel. 2
The function menu offers facilities to view and set up the functionality of TX IW US 6
the handset and VHF transceiver.
Scanning 3 PWR I/U SPK DIM
5
The Debeg 6301CU has eight independent sets of memory tables to save a) Press the SHIFT and FUNC keys simultaneously.
channels for making scanning sessions. Each memory table may contain all TELEPHONY appears on the display.
4 CANCEL SELECT
11
channels available in the system. VOL
AUTO
7 CH SQ
To distinguish between the tables, each table has a number (0~7), and to each b) Press the arrow up or arrow down keys consecutively to scroll SCAN STO DEL 12
2
number can be attached a name of up to seven characters. through the menu to the desired location. ABC 1 DEF GHI 3
MEM INT-C DW 13
JKL 4 MNO 5 PQR 6
To attach a name to a scan table, enter the function menu. c) Press the SELECT key to enter the desired location.
STU 7 VWX 8 YZ- 9
The scan table number selected is shown on the display. d) Press the CANCEL key to return to the function menu. 8 SHIFT
FUNC P
* . 0 # 16 14
9
Setting the Scan Table
a) Press the SHIFT button and 4 on the panel.
15
The VHF display shows the message ‘SEL’ and the MEM symbol. The lower
part of the display shows the scan table’s number and name.
The VHF display will now show the new scan table number 0.
Scanning Channels
1. Display
2. Indicator lamps TX, 1W & US 9. FUNC key
a) Press SHIFT and 1. 3. TX power level 10. ON/OFF button
4. INT/US 11. Volume control
5. Dimmer 12. Squelch selection
The lower display will show the scan table number, name and priority channel 6. Speaker ON/OFF 13. Intercom
of the scan table. 7. Channel selection 14. Channel 16 quick selection
8. Shift key 15. Loudspeaker
If the scan table does not contain any channels, scanning will not be started
and the display will show:
NO
MEM EMPTY
Tracking and
Stabilisation
Equipment
Above Decks
Below Decks
Facsimile
From Gyro
NERA SATURN B
Signal Strength Indicaton
From DGPS
Message Indicator Message Indicator
FAX MESSAGE
NE
N ER
RAA Power Indicaton
on Bridge Manoeuvring DATA MESSAGE
TELEX MESSAGE
Control Console RESET ON
Interface Unit Select Function Key Access Alpha Functions Key
(Selects Help - If Available)
Remote Distress Enter Key
NE RA Satur n B
Alarm Unit Alarm Test LED Access Shift Functions Key
DI S T R E S S
ALARM
Distress Alert
Captain's Office LES / Ocean Region Selection
Acknowledge AC K N OW L E D G E
Activated LED Displays Additional Help
Button Arrow / List Keys
Switches Internal (Step through Functions)
Distress Alarm Distress Button Speaker On/Off
Ramsat Ramsat
Received LED Wheelhouse (Under Flap) Modem and
9V DC Switches Between
Handsfree and
Normal Use
Ship's Control Centre
Cisco Router
Main
Control
Handset
Radio Room
SatCom B Console
To Telephone
Exchange
220V AC
Power Supply Unit
24V DC
4. Inmarsat-E Relates to the 1.6GHz EPIRBS. These are not Distress Calling
Main Control Unit
for use in sea areas A4 (polar regions) due to
there being no satellite coverage. The main control unit is the heart of the Inmarsat-B system, transmitting and
a) Lift the Sat B telephone handset from its base.
receiving messages and alerting of equipment faults. The system contains
5. Inmarsat-M Small direct dial telephone system. the following units:
b) Lift the flap covering the DISTRESS button and press and hold
the DISTRESS button for 6 seconds.
The four satellites cover the main ocean regions and are named accordingly: Telex
POR Pacific Ocean Region The telex runs on a dedicated PC. The telex is connected to the GMDSS and c) Wait for the dialling tone on the telephone handset.
IOR Indian Ocean Region provides a means of transmitting and receiving distress messages.
d) Press the # key to initiate the call.
AOR-E Atlantic Ocean Region East
Display Handset e) When the call is answered verbally transmit the distress
AOR-W Atlantic Ocean Region West
A handset complete with display and keypad controls the complete system. message in the format described in section 2.2.1.
Network Co-ordination Station f) Replace the handset on completion of call to maintain a clear
Message Indicator
line.
Each satellite system has its own Network Co-ordination Station (NCS) which The message indicator is activated on reception of telex, telefax and data
controls the traffic requested by a user. It is the NCS which, when a call calls.
is initiated allocates a working channel on the satellite and connects the
operator to the CES.
Alarm Indicator
When a distress alert has been sent, the alarm LED will flash until
acknowledgement is received from the LES and then it will remain on. The
alarm indicator can now be switched off by pressing the STOP button.
c) Press the tab key to move the cursor to the priority field
‘(*) Routine’.
The charger has two charging positions. The front position is designed for
a portable radio mounted with a battery. The rear charging position is not
normally connected and is employed as storage for a spare battery or an
emergency battery.
Operation
a) Connect the charger to a 230V AC source.
e) If the charger accepts the battery, the indicator for the charging
position in use will light up constant red.
for use. + -
SQ
3
g) The charging process can always be interrupted by switching
off the charger at the ON/OFF switch or by removing the radio.
In that case, it is necessary to press the CHAR switch in order 4
PWR VOL
to start a new 14-hour charging period.
CH SQ
h) If left in the charger, the battery will not be damaged as the
charger maintains the battery by means of a trickle charge
when the 14 hours have expired.
Key Switches
4. Call
Maker: STN ATLAS Marine Electronics a) Lift the handset of the telephone unit when the telephone
Type: Debeg 7782 bell rings.
The Debeg 7782 emergency sound powered telephone system is installed b) Press the TALKER key in the handset to speak and listen to
on board to fulfil the demands of emergency communication between vital the calling station.
positions on the vessel during times of power failure or failure of the primary
telecommunication system. c) Replace the handset in the cradle when the call is completed.
The telephones are self-energised by voice and require no external power (Note: It is possible for a third party to monitor the call by lifting another
source except for manual cranking of the generator handle. handset on the system.)
Bridge Channel 1
Engine Control Room Channel 2
Chief Engineer’s Office Channel 3
Emergency Generator Room Channel 4
Steering Gear Room Channel 5
Emergency Manoeuving Station Channel 6
The telephones positioned in noisy areas are of the head set type with a voice
compensated microphone.
Operation Procedure
Calling
a) Lift the handset of the telephone unit and listen to ensure that
the line is free.
This is only available from the ship’s control centre, Captain’s office, Chief The main telephone operator station is placed on the wheelhouse in the radio
Automatic Telephone Engineer’s office and fire station. operator station area. In order to ensure that the wake-up facility is maintained
with the correct ship’s time, proceed as follows:
Maker: SAM Electronics
a) From one of these designated extensions, press the * key
Type: Debeg 8105 followed by 411. The outside number can now be dialled. a) At the main telephone operator station, press the PROG
pushbutton.
The Debeg 8105 automatic exchange telephone system provides the
telecommunications throughout the vessel with each unit having auto-dialling Procedure for Paging via the PA Address System b) Enter the access code number 71.
facilities to the other extensions. The distribution board and exchange is
located in the converter room on the bridge. This is available from all extensions. c) Enter the new time in 24 hours format using the numeric
keypad. When the time is correct, press the OK pushbutton.
A subscriber’s index is placed next to each telephone unit. In those positions a) It is possible to make a broadcast throughout the entire ship
outside of the accommodation, the telephones are of the waterproof type. In from any automatic telephone extension by pressing the * key d) To escape this function, press the speaker pushbutton, or lift
areas of high noise levels, i.e., in the steering gear compartment and at the followed 469. the handset briefly.
emergency manoeuvring stand for the main engine, headsets can be used.
Where headsets are used, the headset extension must first be placed into Procedure for Interrupting a Busy Line Procedure for Group Calling
its socket on the side of the telephone unit. The handset is removed from
its cradle and the selection switch moved over from ‘handset’ to ‘headset’. This is only available from the wheelhouse, ECR, engine room extensions, The wheelhouse (including both bridge wings) and engine room each have
The telephone unit in the emergency generator room has a additional hearing ship’s control centre, Captain’s office, Chief Engineer’s office, and the fire three lines into these areas. It is possible to make a group call which will ring
receiver. station. all the phones in these locations.
The automatic telephone system also has the following facilities: a) From one of these designated extensions, press the ‘R’ key Wheelhouse Group Call
followed by the * key, then 46. The caller will now break
• Connection onto the Sat B system form selected extensions into the line.
a) From the hand set press * followed by 4501, all the automatic
• Connection onto the ship/shore land line in port form selected telephones on the wheelhouse will ring, lines 10, 11 and 12.
extensions Procedure for Making a Call Back
• Paging over the ship’s PA system from all extensions Engine Room Group Call
This is available from all extensions.
• Interrupt facility from selected extensions
• Call back facility from all extensions a) From any of the extensions, press the ‘R’ key followed by the a) From the hand set press * followed by 4502, all the automatic
* key then 61. When the engaged line that was called becomes telephones on the engine room will ring, lines 22, 77 and 78.
• Access to the wake-up call facility from all extensions free, the telephone on both parties will ring.
Procedure for Connection onto the Sat B system Procedure for Placing a Wake-Up Call
This is only available from the Captain’s office, Chief Engineer’s office, radio This is available from all extensions.
room and the infirmary.
a) From the handset, press the * key followed by 642. Enter
a) From one of these designated extensions, press the * key the time using the keypad, hours then minutes in the 24 hour
followed by 410. The outside number can now be dialled. This format. Replace the receiver. The wake-up system will take
facility must only be used on the authority of the Captain. into account any change in the ship’s clocks.
PUBLIC ADDRESSOR The talk-back system is used for the following areas:
• Accommodation and public rooms (Line 2) d) Personnel at the outside station will press the TALK button
• Line 1 and 2 plus outside areas on their unit and acknowledge the call. To relay the message
from the bridge wait for their acknowledgement to end before
operating the PRESS TO TALK switch on the main control
Operating Procedure panel.
Restricted visibility sound signals including the fog bell and gong signals
complying with rule 35 of the COLREGS may also be automatically generated
by the unit.
The system is designed for centralised operation from the wheelhouse control
panel. Power is supplied from the ship’s main 230V AC and additionally by
an emergency back-up 24V DC. Fog Bell and Gong Control Panel
a) When the signal to abandon ship is given, the designated person Manufacturer: Serpe I.E.S.M
EPIRB (Float Free Type) on the muster list should collect the EPIRB from its container. Type: Rescuer
If this is not possible, then the last person to leave the bridge
Type: Kannad 406 FW’ Frequency: 9GHz
should ensure that it is taken.
Frequency: 406MHz
b) When safely in the survival craft, deploy the aerial. The Search And Rescue Transponder (SART) forms an important part
There is a EPIRB (Emergency Position Indicating Radio Beacon) mounted on of GMDSS. The function of the transponder, which consists of a 9GHz
the starboard side of bridge deck which is fitted with a hydrostatic release. c) Unscrew the transparent cap and put the switch to the ON transmitter/receiver, is to indicate the position of a ship by producing range
position. After a few moments the xenon strobe light and red and bearing information on any X band radar display.
The function of the EPIRB is to help locate survivors in the event of a search marker light will flash.
and rescue operation. The EPIRB will also act as an automatic means of The transmitted signal is triggered by interrogation from an X band radar
distress transmission if no other means is available. d) Screw the transparent cap back on and place the unit in a and produces a distinctive dotted line on the radar screen, representing
clear upright position. approximately 10 nautical miles. The SART, once activated, responds
EPIRB Testing
The survival EPIRB is designed to be removed from the bridge and taken to
the survival craft if abandonment of the ship is to take place.
It is located on the port side of the bridge, forward of the access door to the
port bridge wing. Adjacent to this EPIRB is one of the two SART units Hydraulic Release
Unit for Lifebuoy
Aft of Liferafts on
A Deck
Illustrations
ANCHOR AFT
MASTHEAD NUC RED 3 NUC RED 3 MASTHEAD
PORT
AFT PORT SIDE STBD SIDE AFT
ROTTERDAM SIDE
LIGHTS
ANCHOR AFT
PORT SIDE NUC RED 3 NUC RED 3 PORT SIDE
STARBOARD
RED PORT SIDE STBD SIDE RED
SIDE
STARBOARD STARBOARD
NUC WHITE NUC WHITE
SIDE SIDE STERN
PORT SIDE STBD SIDE
GREEN GREEN
ANCHOR AFT
STARBOARD
SIDE FEED 1
6 5 4
RESET O O
1 2 1 2
3
9 8 7
FEED 2
2 1
0
11 1
12 FEED 1
7.7.1 NAVIGATION LIGHTS a) Operate the lamp TEST button on each individual panel, the
outside lamps and corresponding LEDs are illuminated. The
Maker: Aqua Signal outside lights should be visually checked. The buzzer will
sound if any have failed.
The control panels for the navigation lights are situated on the bridge
manoeuvring control console and consist of a signal lantern lights panel, b) Switch the system TEST button to off.
navigation panel and a spare navigation panel located side by side.
Signalling Lights
The officer of the watch must ensure that navigation lights are properly shown
during his watch, in accordance with the applicable COLREGS.
Morse/Manoeuvring Light
Spare light bulbs and fuses must be kept accessible and ready for use. The A morse/manoeuvring light is fitted on the main mast. The light is operated
navigation light system must be tested periodically. by a pushbutton fitted on the bridge manoeuvring control console by each
ARPA control panel, by the manoeuvring telegraph and on each bridge wing
Power feed line 1 is from the emergency switchboard 230V system. Power control console.
feed line 2 is from the 230V navigation distribution panel.
Portable Daylight Signal Light
Operation Procedure for Navigation Lights A waterproof Aldis type portable daylight signal lamp is provided and stored
in the wheelhouse and is provided with a 24V socket at each bridge wing
Operation of the lights from both the main panel and spare panel is essentially control console.
the same:
The outside lights are constantly monitored. If a lamp or fuse failure occurs,
the buzzer will sound and the pushbutton light and corresponding LED will
flash. An alarm indication is sounded on the ‘duty alarm panel’.
MAERSK SEALAND
Halogen floodlights are provided for the deck lighting and controlled from the
lighting control panel in the wheelhouse or SCC:
Floodlight Floodlight 1,000W Floodlight 500W Floodlight Floodlight Floodlight
Floodlight Light Above Light Below Aft Part Outside Lighting
Top of Deckhouse Top of H-Deck Top of H-Deck Top of Deckhouse Fore Mast Fore Mast
Funnel Mark Winches Aft Bay 44 Bay 48 A-Deck
• One x 500W halogen floodlight on the foremast facing forward Facing Forward Facing Forward Facing Forward Facing Aft Facing Aft Winch Area
Illustrations
Planning Sequence • The age and reliability of the chart survey soundings. • Anchorage.
• The availability of safe water. • A point where an ETA or Notice of Readiness is to be given.
Charts
Regulations, both Company and National, regarding off shore distances must
Collect together all the charts for the intended voyage, putting them into the Aborts and Contingencies
also be observed.
correct order. Ensure that all the charts and publications have been corrected No matter how well planned and conducted a passage may be, there may
to the latest Notices to Mariners available. Deviation from the planned track may be necessary at any time, e.g. having to come the time when, due to a change in circumstances, the planned passage
alter for another ship, however, such deviation from track should be limited, will have to be deviated from.
Areas to be Avoided so that the ship does not enter areas where it may be at risk or closely
approach the margins of safety. Aborts
Coastal and estuary charts should be examined, and all areas to be avoided,
carefully shown by highlighting or cross-hatching. Under-keel clearance: It is important that the reduced under-keel clearance When approaching constrained waters, the ship may be in a position beyond
has been planned for and clearly shown. which it will not be possible to do anything other than proceed. This is termed
Margins of Safety the point of no return, and is the position where the ship enters water so
In tidal areas, adequate under-keel clearance may only be attainable during the narrow that there is no room to turn, or where it is not possible to retrace the
Before tracks are marked on the chart, the clearing distances from any areas to
period that the tide has achieved a given height. Outside that period, the area track, due to a falling tide and insufficient under keel clearance.
be avoided need to be considered. Among the factors which will be taken into
must be considered as unsafe. Such a safe period is called the tidal window,
account when deciding the size of the ‘margin of safety’ are:
and must be clearly indicated, so that the OOW is in no doubt as to whether A position needs to be clearly marked on the chart showing the last point
• The size and manoeuvring characteristics of the vessel. or not it is safe for the ship to proceed. at which the passage can be aborted. The position of the abort point will
vary with the circumstances prevailing e.g. water availability, speed, turning
• The draught in relation to the available depth and breadth
Tidal and current information is often available on the chart, though more circle, etc. and it must be clearly shown, as must a subsequent planned
of water.
detailed information is available in ‘Ocean Passages For The World’, routing track to safe water.
• The accuracy of the position fixing systems to be used. charts, pilot books, tide tables and tidal stream atlases.
• Tidal streams and currents. The reasons for not proceeding and deciding to abort will vary according to
In confined waters, when navigating on large scale charts, the margins of the circumstances but may include:
Margins of safety will show how far the ship can deviate from track, yet safety may require the ship to commence altering course, at a planned wheel • Deviation from approach line.
still remain in safe water. over position, some distance before the track intersection, to achieve the new
planned track. These points are to be marked on the chart with information as • Machinery failure or malfunction.
Safe water can be defined as areas where the ship may safely deviate. to the planned rate of turn and speed that it is calculated for. • Instrument failure or malfunction.
Tracks should be drawn on the small scale charts, according to the decisions • Non availability of tugs or berth.
Radar Parallel Indexing
made at the appraisal stage, regarding the route to be taken. • Dangerous situation ashore or in harbour.
Parallel indexing is an invaluable and effective method of constantly
monitoring the vessel’s track in all states of visibility. • Any situation where it is deemed unsafe to proceed.
Chart changeover points should be quite clearly shown on all charts.
ARPA mapping may be used in addition to, but not to the exclusion of, other
Track Considerations methods of monitoring the vessel’s position.
The ship must be in safe water at all times and remain at a safe distance
from any dangers to minimise the possibility of grounding in the event of
machinery breakdown or navigational error.
The OOW must judge how great a compensation of course need be applied to The lookout will also include the routine monitoring of ship control and
return to track bearing in mind that even when returning to track, an allowance alarm systems such as regularly comparing standard and gyrocompasses and
is required to maintain the planned route. checking that the correct course is being steered.
Rule 16 States: Every vessel which is directed to keep out of the way of
Waypoints
another vessel shall, so far as possible, take early and substantial action to
keep well clear. Waypoints are good indicators of whether the ship is on time or not. If not,
then something has occurred or is occurring which has affected the passage
Despite the requirement to maintain track, rule 8 makes it quite clear that and the OOW will take steps to correct this occurrence.
the give-way ship must keep clear, either by altering course or if this is
impossible, then by reducing speed, or a combination of both these factors. Transits (Ranges)
Proper planning will ensure that the ship will never be in a situation where
such action cannot be taken. Transits can be used as a wheel-over position, and also to confirm that the
ship is on schedule.
Lookout
Leading Lines
Rule 5 of the international regulations for preventing collisions at sea states
every vessel shall, at all times, maintain a proper lookout by sight and hearing, The transit of two readily identifiable land-based marks on the extension of
as well as by all available means appropriate, in the prevailing circumstances the required ground track, usually shown on the chart, are used to ensure that
and conditions, so as to make a full appraisal of the situation and of the the ship is safely on the required track.
risk of collision.
Natural Leading Lines
The keeping of an efficient lookout needs to be interpreted in its fullest sense,
Sometimes the OOW may be able to pick up a navigational mark in line with
with the OOW being aware that lookout includes the following items:
an end of land, thus confirming that the vessel is on track.
Weather reports from voluntary observing ships are sent via the Inmarsat ciSibiDizi Various ice reports.
system using the two digit (41) abbreviated dialling codes or by using the HF
radio telex service. Reports are to to the nearest coast radio station as shown Code pages are provided in the ALRS for all the above sections with a full
on the diagram in the Admiralty List of Radio Signals Volume 1. In certain description. Should it be impractical to send the OBS in coded format it
areas of the world the number of meteorological reports (OBS) from ships is should be sent in plain language.
inadequate. ALRS Volume 1 shows these areas on a diagram. When in these
areas all ships are requested to send in OBS reports. These reports will be In addition to the above, the International Convention on the Safety of Life at
free of charge to the vessel. The synoptic hours of 0000, 0600, 1200 and 1800 Sea also requires vessels to send weather reports where dangers to navigation
UTC (GMT) are where possible used for recording the OBS. Transmission exist, such as icebergs, sea ice and abnormal weather systems such as tropical
is to be as soon after as possible to a suitable coast earth station (CES) revolving storms, or when the wind force is in excess of force 10 and no
within the WMO Zone as depicted in the ALRS. In the event that there warning has been received. In addition to the preceding situations this OBS
in no CES within the zone then transmit the OBS to the nearest available is to be sent to all ships in the vicinity and to the nearest coast station
CES or coast station. or competent authority. Messages sent are to be prefixed with the Safety
Signal ‘SECURITE’.
The weather reporting code FM13 X should be used to encode the reports.
Precise details of the code can be found in the ALRS. Auxiliary ships
and ships which are making non-instrumental observations should use the
following format of the code:
222Dsvs True course and speed of the ship over the last three
hours.
40 Foot Containers
Safety Line
Ladder Secured To
Top of Containers
In the deck store there is the equipment for carrying out the following
procedures.
Embarking - Guidance To Passengers
This will only be carried out in an emergency, providing the helicopter is
a) Collect and insert the four corner posts into the sockets, one
twin engined.
in each corner.
a) Personnel to be embarked should be dressed in tight fitting
b) Attach a safety line to all four posts, thereby creating a
clothes, wearing a safety helmet with the chin strap fastened.
cordoned off area.
b) Place yourself vertically under the helicopter winch and fit the
c) The anti-slip netting is now laid over the top of the container
lifting strop around your body ensuring that it is well under
platform and attached to the four corner posts.
the armpits.
d) An access ladder should be made available to reach the
c) Pull the toggle on the lifting strop as close to the chest as
platform and secured in place.
possible.
Only the hook handler may touch the winch line hook, as he is protected
d) Grip the lifting strop at face level with both hands and keep the
from the static by the rubber gloves and rubber soled shoes that he is
elbows firmly against the body.
wearing. Where possible, the helicopter will ‘dip’ the hook before hovering,
to release any static, but this cannot always be carried out. DO NOT under
e) Give the thumbs up signal when you are ready.
any circumstances tie the winch line to the ship or get it caught in any
obstructions.
f) At the helicopter doorway the winchman will turn you to face
outboard and will assist you into the helicopter. Do not try to
Prior to operations the Helicopter Procedure checklist must be completed.
help him, he has a set routine to follow.
h) Sit where the winchman directs you, fasten your seat-belt and
study the in-flight safety regulations.
Illustrations
8.1a Loadstar Tank Graphical View
8.1 LOADING COMPUTER The tool bar at the top of the page contains menu headings. When the mouse
cursor is left clicked on one of these menu headings a pop down sub-menu
Maker: Mærsk Data AS appears. There is the facility to make pop down menu selections and to
Type: LOADSTAR Version 1.0 Release 0.12 navigate through the modules with the keyboard.To do this press and hold
down the ALT key then key in the letter which is underlined in the tool bar, but
primarily the system is designed for the use of the mouse cursor.
LOADSTAR is an advanced loading program designed for use with a PC
and facilitates the planning and control of various loading conditions on
board the vessel. Tank Contents
There are two ways in which to view the tank contents, either tabular or
General Description graphical. The tabular format is similar to the PC Windows Explorer directory
and sub-directory system. Clicking on the + sign next to the group heading
The Loadstar loading computor software is installed on a stand alone windows will open the sub-directory for the individual tanks under that group heading.
enviroment PC with a 17 inch monitor located in the ship’s control centre, The values for each tank can be inserted, either as a volume, sounding, weight
with a direct link into the Geamar 120 ISL system for on-line input of or % full. As data is filled in for each tank, the FSM, LCG, TCG and VCG
the ship’s tank capacities. Indication of those tanks with on-line input are figures will be displayed.
indicated by a green box in the individual tanks when viewing the tank
contents window. Additionally, the software is installed on the PC LAN which In the graphical view window, each group type is able to be viewed separately.
has no direct input from the on-line tank capacities. These LAN stations Right clicking in this window allows the operator to select which tank
are not used for the entry of data during cargo operations and subsequent grouping is to be displayed plus a few other operations including input
calculations, although they can be used for maintaining a spotting file on settings. Input settings allows the operator to select whether the tank data is
hazardous cargo information in addition to the primary input into the main for an individual tank or across the group or for all tanks.
Loadstar PC. The chief officer is responsable for the control and entry
of data as issued by the shore representatives in repect of the proposed Double clicking with the left mouse button in the selected tank opens up the
loading/unloading manifest. Each day the engine room department will issue dialogue box for entering the data for that tank. The data fields are identical
the chief officer with soundings from those tanks that are not directly linked as for the tabular style window. A representation of the tank location in a plan
to the automatic tank sounding system. view is given in this format, apart from the lubricating oil and miscellaneous
tank groups. In this format, when a tank (or stores/spare gear/provisions/crew
After the entry of data, calculations will be made by the software to give the etc., in the miscellaneous group) has reached 98% capacity, the colour will
stress and stability information, areas where cargo limitations are exceeded or change from a pale blue to royal blue. If a tank is selected as 100% full then
conflicts occur under those conditions. the colour will change to dark blue.
With all the relevant information calculated by the software, the chief officer When Graphical View is selected, the Stress Curve and Condition Status
will determine the required amount and location of ballast water that must be windows open. As data for each tank is filled in, the stress curves and ship
carried/discharged in order to maintain the ship in a stable condition, within condition information is calculated and immediately updated.
allowable stress limitations and the required trim.
Port Code Dialogue
A futher function of the loading computer software is the lashing module.
From the Settings menu, select Port Codes; each port should be given a unique
This Loadstar plug-in module calculates the stress on the lashing gear.
three letter abbreviation and a colour along with the full name for that port.
Information refering to this module and its operation can be found in the
Colour coding each port abbreviation will help to give a clear indication of
Cargo Securing Manual.
the container layout when the Bay View window is open.
In all instances where allowable Class Society limitations are exceeded, the
affected point where this has occured will be highlighted in red. This includes
ship stresses, GM figure, hatch loading, lashing gear loading, IMO visibility
line exceeded and the wind stack stowage position.
Row Number
Red Diamond Indicating
IMDG Conflict
8.2.1 Introduction
Illustrations
8.2.2a Loading Condition - Lightship
4) Under these circumstances, area ‘b’ should be equal to or forecasts and the navigational zone and should take the
GoZ
prevailing circumstances.
f
2) Area under curve up to 40°, or the angle of flooding (qf) 3 3. Before a voyage commences care should be taken to ensure that
Lever
b
if this angle is less than 40°, should not be less than 0.09 the cargo and sizeable pieces of equipment have been properly
metre-radians. stowed or lashed so as to minimise the possibility of both
longitudinal and lateral shifting while at sea, under the effect of
(Note: (qf) is 40° or a lesser angle at which water could enter the hull.) 1w2 acceleration caused by rolling and pitching.
1w1
3) Area between 30° and 40°, or the angle of flooding (qf) if this 2 c
angle is less than 40°, should not less than 0.03 metre-radians. a 4. The Master should ensure that for any loading conditions
not included in this manual should be assessed for intact
4) The righting lever GoZ should be at least 0.20 metres at an Angle of Heeling
and damage stability compliance with free surface corrections
0
angle of heel not less than 30°. applied to GM (or KG) throughout the voyage as per IMO
Resolution A.749(18) and SOLAS Chapter 11-I Part B-1
5) Initial metacentric height (GoM) should be not less than 0.15 1 Regulation 25 respectively.
metres.
6) The maximum righting arm should occur at an angle of heel 5. The Master should ensure that there is only one pair of water
(Ø°) =angle of heel under action of steady wind ballast tanks being slack at any one time.
preferably exceeding 30° but not less than 25°.
(Ø°) = angle of roll to windward due to wave action.
(Ø°) = angle of down flooding (Øf) or 50° or (Øc) whichever is the least
Once a quantity of liquid is withdrawn from the tank, the situation is changed
and the stability of the ship is adversely affected by what is known as
the free surface effects. A tank which is only partly filled with liquid is
known as a slack tank. The adverse effect on the stability of free surface
effect is referred to as a loss in GM or as a virtual rise in VCG and is
calculated as follows:
2 x 3.146 x K
Rolling Period : Ts=
√GoM
Where K is a variable
Lightship Condition
The ship’s lightweight and centre of gravity used in this manual are the
final values obtained from inclining test and deadweight measurement for
this ship.
Lightweight 14,450 MT
KG 13.00m (above baseline)
Stowage of Containers
Refer to each typical loading condition.
Under normal conditions the loading computer will perform the stability
calculations on the basis of information supplied. However, it is important that
personnel responsible for ensuring that the ship is in a stable and seaworthy
condition at all times understand the process involved in determining the
stability parameters. It is also important that personnel are able to assess the
values determined by the computer and can recognise any possible spurious
results which the computer may give. The effect of the use of fuel and
other consumables during passage has on the stability of the vessel must
be understood by those responsibility for the vessel’s stability. The stability
and safety of the ship are the responsibility of the Master and the senior
officers, not the computer.
HFO
Tank
Void
space
Heeling
Water
Tank
Ballast
00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260
Diesel Oil
Water Water Water HFO Water Water Water Water
Ballast Cofferdam Ballast Ballast Tank Ballast Ballast Ballast Ballast
Bilge Water Fresh Water
Tank Tank
Distilled Water Diesel Oil Heeling Tank Water Ballast Fuel Oil Fuel Oil Water Ballast
Fuel Oil Fresh Water
Water
Ballast
Water
Ballast
Lubricating Oil
Tank Top
6 6
5 5
GM = 4.685m
Ship IMO Recommended
Displacement 14,450.0 metric tonnes
4 4 KM 17.68 metres
Righting KGo 13.00 metres
Lever GMo 4.685 metres 0.150 metres
(metres) Area up to 30° 0.588 metres radians 0.055 metres radians
3 3 Area up to 40° 0.954 metres radians 0.090 metres radians
Area between 30° and 40° 0.366 metres radians 0.030 metres radians
GZ maximum 2.339 metres 0.200 metres
Angle at GZ maximum 49.157° 25.0°
GZ
2 2
Metres Radian
1 1 0.954 at 40°
E (PHI)
0.588 at 30°
0 0
0 10° 20° 30° 40° 50° 60°
Port Side
Heeling Angle
200000
t
m en
Mo
ing
nd
100000 Be
HFO
Tank Bending
Moment 0
(tm) 0
Void
space
Heeling
Water
Tank
Ballast -100000
00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260
6000
4000
Distilled Water Diesel Oil Heeling Tank Water Ballast Fuel Oil Fuel Oil Water Ballast
Fuel Oil Fresh Water
2000
Shear
Force 0
Water (t)
Ballast
Shear Force
-2000
Water
Ballast
-4000
Lubricating Oil
-6000
Tank Top
T100 HFO Side Tank Port 98.0 123.60 12,112.8 5.04 493.92 292
T101 HFO Side Tank Starboard 98.0 123.60 12,112.8 5.04 493.92 292
T102 HFO Double Bottom Tank Port 629.9 122.55 77,194.25 2.28 1,436.17 0
T103 HFO Double Bottom Tank Starboard 629.9 122.55 77,194.25 2.28 1,436.17 0
T104 HFO Deep Tank Port 0 110.27 0 10.90 0 0
E (phi)
GM=3.29m
T105 HFO Deep Tank Starboard 0 110.29 0 10.78 0 0
3 3 T106 HFO Double Bottom Tank Centre 348.0 94.51 32,889.48 0.80 278.4 0
T107 HFO Double Bottom Tank Centre 368.4 64.94 239,239 0.81 2,984.04 0
T108 HFO/MDO Overflow Tank 0 41.74 0 1.48 0 0
Righting T109 HFO Daily Service Tank 67.2 33.00 2,217.6 13.72 921.98 15
Lever T110 HFO Daily Service Tank 64.8 30.62 1,984.18 13.84 896.83 15
(metres)
GZ T111 HFO Settling Tank 94.7 27.10 2,566.37 13.73 1,300.23 30
T200 MDO Storage Tank Port 46.7 40.06 1,870.80 8.38 391.35 74
2 2 T201 MDO Storage Tank Starboard 56.7 40.01 2,268.57 8.46 479.68 99
T202 MDO Service Tank Starboard 38.8 34.96 1,356.45 11.72 454.74 108
T203 MDO Emergency Generator Tank 3.4 25.74 87.52 19.29 65.59 0
T300 Fresh Water Side Tank Port 0 47.60 0 9.70 0 0
T301 Fresh Water Side Tank Starboard 100.0 47.57 4757.0 8.76 876.0 306
Metres Radian 0
T400 Water Ballast Peak Tank 0 199.99 0 7.31 0
T401 Water Ballast Double Bottom Tank Centre 112.3 187.70 21,078.71 2.78 312.94 0
1 1 0.916 at 40° T402 Water Ballast Side Tank Port 561.3 177.37 99,557.78 9.36 5,253.77 508
T403 Water Ballast Side Tank Starboard 561.3 177.37 99,557.78 9.36 5,253.77 508
I)
PH T404 Water Ballast Double Bottom Tank Centre 284.9 176.09 50,168.0 2.81 8,005.69 0
E(
0.496 at 30° T405 Water Ballast Side Tank Port 0 152.91 0 8.95 0 0
T406 Water Ballast Side Tank Starboard 0 152.91 0 8.95 0 0
T407 Water Ballast Double Bottom Tank Port 178.9 150.99 27,012.11 0.91 162.99 482
T408 Water Ballast Double Bottom Tank Starboard 178.9 151.06 27,024.63 0.91 162.99 486
0 0
T409 Water Ballast Double Bottom Tank Port 0 124.57 0 0.82 0 0
0 10 20 30 40 50 60 T410 Water Ballast Side Tank Port 0 94.37 0 9.04 0 0
Heeling Angle Port Side T411 Water Ballast Side Tank Starboard 0 94.37 0 9.04 0 0
T412 Water Ballast Double Bottom Tank Port 0 94.36 0 1.85 0 0
T413 Water Ballast Double Bottom Tank Starboard 0 94.36 0 1.85 0 0
T414 Water Ballast Double Bottom Tank Port 0 65.66 0 2.17 0 0
T415 Water Ballast Double Bottom Tank Starboard 0 65.66 0 2.17 0 0
T416 Water Ballast Heeling Tank Port 0 64.23 0 8.64 0 0
Mean Draught: 8.79m T417 Water Ballast Heeling Tank Starboard 76.0 59.78 4,543.28 4.37 332.12 93
Draught at A.P: 8.79m T419 Water Ballast Side Tank Starboard 0 42.01 0 5.65 237.7 0
Draught at F.P: 8.79m T420 Water Ballast Aft Peak Tank Port 0 10.22 0 11.83 0 0
Draught (Mean): 8.79m T421 Water Ballast Aft Peak Tank Starboard 0 10.26 0 11.84 0 0
Trim: 0.0m T500 LO Circulation Tank Centre 35.2 35.16 1,237.63 1.10 38.72 22
Heeling: 0.0° T502 LO Storage Tank Main Engine 14.2 17.50 248.5 13.58 192.84 10
LCG: 98.82m T503 LO Storage Tank Main Engine 30.0 19.92 597.6 13.34 400.2 20
KM: 14.65m T504 Stern Tube Drain Tank 0 16.47 0 1.35 0 0
GM: 3.29m T505 LO Cleaning Tank 0 13.54 0 15.60 0 0
T506 Cylinder Oil Storage Tank 29.7 10.01 297.30 14.27 423.82 23
KG0 (solid): 11.25m
T507 Cylinder Oil Storage Tank 26.9 6.04 162.48 14.61 393.01 22
KG (fluid): 11.36m
T600 Waste Oil Tank 0 48.02 0 0.99 0 0
T601 Scavenge Air Collecting Tank 0 35.42 0 1.57 0 0
T602 Cooling Water Drain Tank 0 31.79 0 1.67 0 0
T603 Sludge Tank LO Separators 0 41.28 0 7.10 0 0
T604 Swimming Pool Tank 21.2 34.09 722.71 8.76 41.34 35
Ship IMO Recommended T605 Fuel Oil Drain Tank 0 32.29 0 1.65 0 0
T606 Sludge Tank FO Separators 0 32.67 0 8.85 0 0
Displacement 31,942.0 metric tonnes T607 Bilge Water Tank 0 22.60 0 1.32 0 0
KM 14.65 metres T608 Distilled Water Tank 25.0 22.72 568 10.50 262.5 67
KGo 11.25 metres T609 Stern Tube Cooling Fresh Water Tank 74.0 12.83 9,519.86 4.26 316.09 0
GMo 3.290 metres 0.150 metres T610 Cargo Hold Bilge Tank 0 41.59 0 8.27 0 0
Area up to 30° 0.496 metres radians 0.055 metres radians T612 Waste Oil Tank 0 41.21 0 1.49 0 0
Area up to 40° 0.916 metres radians 0.090 metres radians Miscellaneous Items 92.5 99.98 9,248.15 19.24 1,779.7 0
Area between 30° and 40° 0.420 metres radians 0.030 metres radians Containers 12,545.0 107.09 1,343,444 11.57 145,145.65
GZ maximum 2.923 metres 0.200 metres Deadweight 17,492.0 110.85 1,728,559.4 9.80 171,421.6
Angle at GZ maximum 49.352° 25.0° Total Weight 31,942.0 98.82 3,156,508.4 11.25 359,347.5
200000
nt
o me
in gM
nd
100000 Be
Bending
HFO Moment
Tank (tm)
0
Void 0
space
Heeling
Water
Tank
Ballast
-100000
00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260
Diesel Oil
Water Water Water HFO Water Water Water Water -200000
Ballast Cofferdam Ballast Ballast Tank Ballast Ballast Ballast Ballast
Bilge Water Fresh Water
Tank Tank
0 50 100 150 200 250
Frame
6000
4000
Distilled Water Diesel Oil Heeling Tank Water Ballast Fuel Oil Fuel Oil Water Ballast
Fuel Oil Fresh Water 2000
Shear
Force 0
Water (t)
Ballast Shear Force
-2000
Water
Ballast
-4000
Lubricating Oil
200000
t
en
om
M
g
n din
100000 Be
HFO
Tank
Bending
Moment 0
Void 0
(tm)
space
Heeling
Water
Tank
Ballast
-100000
00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260
Diesel Oil
Water Water Water HFO Water Water Water Water
Cofferdam -200000
Ballast Ballast Ballast Tank Ballast Ballast Ballast Ballast
Bilge Water Fresh Water
Tank Tank
0 50 100 150 200 250
Frame
6000
4000
Distilled Water Diesel Oil Heeling Tank Water Ballast Fuel Oil Fuel Oil Water Ballast
Fuel Oil Fresh Water
2000
Shear
Force 0
Water (t)
Ballast
Sh
ea
Water -2000 rF
or
Ballast ce
-4000
Lubricating Oil
40 36 32 28 24 20 16 12 08 04
48 44 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01 200000
13 13 13
13 13 13 13 13 13 13 13 13 13 12 12 13 2 2 3 3 3 3 4 4
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 4 4 Bending Moment
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9 100000
13 13
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 (11R) 13 (11R) 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (10R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 11 11 9
13 13 (11R) 13 (13R) 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 11 11
7
11 (11R) Bending
7 5
5 11 11 11 11 11 11 11 11
Moment 0
5 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (7R) 5 3
(tm) 0
5 5 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 11 (11R) 11 (11R) 11 9 (9R) 9 7 (5R) 5 3 3 1
1 1 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 11 (11R) 9 (9R) 9 7 (7R) 7 5 (5R) 5 1 1 1
9 (9R) 9 11 (11R) 11 11 (11R) 11 11 (11R) 11 9 9 (9R) 7 (7R) 7 5 (5R) 5 3 (3R) 3 1 1
00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260
-200000
6000
4000
Distilled Water Diesel Oil Heeling Tank Water Ballast Fuel Oil Fuel Oil Water Ballast
Fuel Oil Fresh Water 2000
Shear
Force 0
Water (t)
Ballast Shear Force
Water -2000
Ballast
-4000
Lubricating Oil
40 36 32 28 24 20 16 12 08 04
48 44 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01
200000
13 13 13 nt
o me
13 13 13 13 13 13 13 13 12 12 13 2 2 3 3 3 3 4 4
gM
13 13
13 13 in
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 4 4 nd
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9 Be
100000
13 13
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 (11R) 13 (11R) 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (10R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 11 11 9
13 13 (11R) 13 (13R) 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 11 11
7
11 (11R)
7 5
Bending
5 11 11 11 11 11 11 11 11
5
Moment 0
5 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (7R) 3
(tm) 0
5 5 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 11 (11R) 11 (11R) 11 9 (9R) 9 7 (5R) 5 3 3 1
1 1 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 11 (11R) 9 (9R) 9 7 (7R) 7 5 (5R) 5 1 1 1
9 (9R) 9 11 (11R) 11 11 (11R) 11 11 (11R) 11 9 9 (9R) 7 (7R) 7 5 (5R) 5 3 (3R) 3 1 1
00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260
-200000
6000
4000
Distilled Water Diesel Oil Heeling Tank Water Ballast Fuel Oil Fuel Oil Water Ballast
Fuel Oil Fresh Water 2000
Shear
Force 0
Water (t)
Ballast
Sh
ea
rF
Water -2000
or
Ballast
ce
-4000
Lubricating Oil
Eye Position
40 36 32 28 24 20 16 12 08 04
48 44 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 02
13 13 13
13 13 13 13 13 13 13 13 13 13 12 13 13 2 2 3 3 3 3 4 4
IMO Visibility Line
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 4 4
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 (11R) 13 (11R) 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (10R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 11 11 9
13 13 (11R) 13 (13R) 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 11 11
11 (11R)
L.W.L L.W.L
Obscured Obscured
Distance Distance
Fe
Ae
FP FE
AE AP
Loaded: (Trim 12.25m) 16.10m Loaded: (Trim 12.25m) 394.90m
Ballast: (Trim 9.72m /5.65m) 19.80m Ballast: (Trim 9.72m /5.65m) 292.80m
Containers on deck must be stacked in such a manner that the IMO Resolution A.708(17) is not contravened. The Loadstar computer software
calculates the position of each container in relation to draught and trim and will indicate on the Ship Overview window if this limitation has
been exceeded by changing the visibility line to red.
A. The view of the sea surface from the conning position should not be obscured by more than two ship lengths, or 500m, whichever is
less, forward of the bow to 10° on either side irrespective of the ship's draught, trim and deck cargo.
B. Blind sectors caused by cargo, cargo gear and other obstructions outside the wheelhouse forward of the beam obstructing the view
of the sea surface as seen from the conning position, should not exceed 10° each. The total arc of blind sectors should not exceed 20°.
The clear sectors between blind sectors should be no less than 5°. However, in the view described in A., each individual blind sector
should not exceed 5°.
The height to which containers are loaded on particular hatches influences the
forward and aft visibility as does the draught and trim of the ship. There are
areas of obscured visibility at the bow and the stern which must be considered
as they influence the navigation and control of the vessel. Various regulating
and state bodies set limits on the distance of invisibility and these must be
complied with at all times.
Distance of Invisibility
Regulation Limits
LOA = 216.840 m
LBP = 203.795 m