JUNIOR ENGINEER (ECE-DSS)1

CHAPTER 1: POPULAR MECHANICAL GAUGES AND TOOLS USED ON SHIPS

1. Ruler and scales
They are used to measure lengths and other geometrical parameters. This tool is one of the most
famous measuring instruments in mechanical engineering. They can be a single steel plate or a
flexible tape type tool. They are usually available in the measuring scale of inch or cm.

They are used for quick measurement of parts and always kept with other measuring gauge or tools
in the workshop for handy access. The ruler and scales are not used where precise measurement is
required. It is made from stainless steel which is durable and will not rust or corrode.

2. Calipers
They are usually of two types- inside and outside caliper. They are used to measure internal and
external size (e.g. diameter) of an object. It requires an external scale to compare the measured
value. This tool is used on those surfaces where a straight ruler scale cannot be used. After
measuring the body/ part, the opening of the caliper mouth is kept against the ruler to measure the
length or diameter.

Some callipers are integrated with a measuring scale; hence there is no need of other measuring
instruments to check the measured length. Other types are odd leg and divider caliper.

3. Vernier Caliper
It is counted in the list of quality measuring instruments, which are used to measure small
parameters with high accuracy. It has got two different jaws to measure outside and inside
dimensions of an object. It can be a scale, dial or digital type Vernier calliper. Vernier calliper is
one of the most used mechanical measuring tools onboard ship.

Least count of the vernier caliper is the difference between the values of main scale division and
one vernier scale division.

Least Count = Value of one main scale division – Value of one vernier scale division.
= 1 mm – 9/10 mm = 1 mm – 0.9 mm = 0.1 mm or 0.01 cm

4. Micrometer
It is an excellent precision tool which is used to measure small parameters and is much more
accurate than the vernier calliper. The micrometer size can vary from small to large. The large
micrometer calliper is used to measure large outside diameter or distance. E.g. Large micrometer is
used as a special mechanical measuring tool for main engine to record the outer diameter of the
piston rod.
They are available in two types- Inside micrometre (to measure inside diameter) and Outside
micrometer (for measuring outside diameter). The Least count of the micrometer is 0.01 mm or
0.001cm.
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5. Feeler gauge
Feelers gauges are a bunch of fine thickened steel strips of different thickness bundled together. The
thickness of each strip is marked on the surface of the strip. The feeler gauge is used to measure the
clearance or gap width between surface and bearings.

E.g. The feeler gauge is widely used to measure piston ring clearance, engine bearing cleaner,
tappet clearance etc.

6. Telescopic Feeler Gauge

Similar to the functionality of feeler gauge, this type of gauge is also known as tongue gauge, and it
consists of long feeler gauge inside a cover with tongue or curved edge.

The long feeler strips protrude out of the cover like a telescope so that it can be inserted into remote
places where feeler gauge access is not possible. E.g. It is used to measure the bearing clearance of
the top shell. It is essential that after the use of the telescope gauge, the strip should be cleaned and
retracted back to its housing; else it may damage the feeler strip.

7. Poker Gauge
Poker gauge is one unique tool among different types of measuring instruments is available in
mechanical or digital form on ships. It is only used for one purpose; to measure propeller stern
shaft clearance, also known as propeller wear down. It is a type of depth measuring instrument,
whose reading indicates the wear down of the stern shaft.

A special access point or plate is provided which can be either open, bolted, secured or welded,
depending upon the ship design. The Poker gauge is inserted to in this access point to measure the
propeller drop. The poker gauge is a special instrument which is kept with the chief engineer, and
the reading is usually taken every dry dock.

The design of the poker gauge may vary as each vessel has customised poker gauge made available
during the handing over from the shipyard. While taking the reading the shaft to be turned, so that
propeller boss matches with the marking of the shaft.

8. Bridge Gauge
As the name suggests, Bridge gauge looks like bridge
carrying the measuring instrument at the centre of the
bridge. They are used to measure the amount of wear of
Main engine bearing. Typically the upper bearing keep is
removed, and clearance is measured for the journal. A feeler
gauge or depth gauge can be used to complete the process.
A feeler gauge or depth gauge can be used to complete the
process.
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9. Liner Measurement Tool

A liner measurement tool is a special tool for marine engines which comes in a set of the straight
rod of different marked length, which can be assembled together to make the measuring tool of the
required length. It is used to measure the wear down or increase the diameter of the engine liner.

It is considered as special tools when compared to other types of measuring tools and kept
separately with other engine special tools under chief engineer or 2nd engineer supervision.

10. American Wire Gauge

American wire gauge or AWG is a standard tool which is circular and has various slots of different
diameter in its circumference. It is used to measure the cross section of an electric cable or wire.
This tool is usually kept in the electrical workshop of the ship, and electrical officer uses it for
measuring wire thickness.

11. Bore Gauge

A tool to accurately measure the diameter of any hole is known as bore gauge, It can be a scale, dial
or digital type instrument. The most common type which is used on the ship is dial type bore gauge,
which comes with a dial gauge which is attached to the shaft and replacement rods, also known as
measuring sleds, of different size to measure different hole dimensions. It is usually calibrated in
0.001 inch (0.0025 cm) or 0.0001 inch (0.00025 cm).

12. Depth Gauge

A depth gauge is used to measure the depth of a slot, hole or any other surface of an object. It can
be of scale, dial or digital type. The depth gauge can be a micrometre style type, a dial indicator
type, or modified Vernier type tool, which means the measuring base is fitted on the reading scale
of a micrometre, dial indicator or the Vernier scale.

13. Angle Plate or Tool

As the name suggests, this is a tool comprising of two flat plates which are at a right angle to each
other, and it is used to measure the exact right angle of an object or two objects joined together.
This tool is usually kept in workshop away from any tools or chemical which may roughen the
surface of the angle plate.

14. Flat Plate

The flat plate or a surface plate is a precision flat surface used to measure the flatness of an object
when it is kept over the flat plate acting as a reference. The flat plate is also kept in a workshop in a
secure location, and a wooden piece is usually held on the top of the flat surface as the protective
cover to safeguard the surface. Regular visual inspection and calibration need to be done to check
for wear, scoring etc. on the surface.

15. Dial Gauge

The dial gauge is ressuri in different tools as stated above and can be separately used to measure the
trueness of the circular object, jumping off an object, etc. It consists of an indicator with the dial,
which is connected to the plunger carrying the contact point. Once the contact point is kept in touch
with an object (to be measured), any unevenness or jumping will cause the plunger to move.
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The plunger is connected to the pointed in the dial. The dial is such attached that it does not retract
but swings in an arc around its hinge point to show the reading in the indicator.

16. Lead Wire

It is a conventional method to use soft lead wire or lead balls to measure the wear down or
clearance between two mating surfaces. The lead wire or balls of fixed dimension (which is usually
larger than the expected clearance) are kept between two surfaces, and both are tightened against
each just as in normal condition. The change in the width of the lead wire or ball will show the
clearance or wear down.

17. Oil Gauging Tapes

Also known as sounding tapes, these are special types of gauges only used to measure the level of
the fluid (HFO, DO, Lubes, Water etc.) inside the ship’s tanks. The sounding tapes can be of a
mechanical type where the tape is retracted in a coil and connected to a heavy bob at the end. The
mechanical tapes are the most commonly used in all dry ships, however, in tankers ships, electronic
sounding gauges, electrically powered servo type gauges, ultrasonic type etc.

18. Seawater Hydrometer

A small glass instrument for measuring the density and saturation of the salt in the seawater. This is
an essential tool for deck officers as the draft survey will be determined using the water density to
calculate the cargo weight for loading. It is also used for ensuring compliance with the load line
survey.

19. Crankshaft Deflection Gauge

A form of dial gauge specifically made to measure the crankshaft deflection of the marine engine.
The working is similar as explained in the dial gauge, the only difference is the construction which
let this tool hang between two webs allowing it to measure the deflection when the crankshaft
rotates.

20. Engine Peak Indicator

A measuring instrument for a marine engine with pressure indicator dial used to measure the peak
pressure generated inside the engine cylinder. The pressure indicator dial is connected to the
blowdown valve located on the top of the cylinder. There is a check valve provided before the
indicator, which when opens will the pressurized gases to continually flow inside the indicator till it
reaches the maximum value in the dial.

Once the pressure is measured, an exhaust valve provided on the side of the valve is opened which
release the ressurized gas from the instrument. It is an oil filled pressure gauge instrument which
helps in resisting the vibration and also acts as good heat resistant.

21. Engine Indicator Diagram Tool

It is a cylindrical device containing the indicator piston with spring and needle, used to draw the
indicator diagram for a particular cylinder when it is fixed on the indicator cock of the unit.

The internal pressure changes in the cylinder are transferred to the indicator piston which is
balanced with the spring. The displacement in the piston is magnified and transformed into an
indicator diagram by using a precision link mechanism connected to a metal stylus.
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22. Planimeter
An instrument which is used to measure areas of irregularly shaped areas of an arbitrary two-
dimensional shape on plans or drawings.

CHAPTER 2: VHF INSTRUMENTS

Marine VHF Radios, Marine GPS and Marine Autopilots

MARINE VHF RADIOS:

 VHF means ‘very high frequency’.
 Used for sending a distress message by seamen.
 Marine VHF Radios are two-way communicators that transfer and receive messages to and from
the responding station.
 It has a VHF antenna which transmits high-frequency waves, measured in MHz.
 VHF radio can range up to 30 nautical miles if the antenna is high enough.
 Most critical function of a Marine VHF Radio is that – It is beneficial when sending distress
signals across the channels to coast guards and other ships and boats in the periphery.
 Also, specific Marine VHF Radios can be used to make calls through a marine operator
for a certain sum making it double up as a telephonic communicator.

FIGURE: A WIRELESS HAND-HELD VHF RADIO (WALKY-TALKY)

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FIGURE: A FIXED VHF MARINE RADIO

 Vital aspect of Marine VHF Radios comes in two main categories:

a. Portable, and
b. Non-portable.
 Some also have an inbuilt GPS (Global Positioning System) receiver and an AIS (Automatic
Identification System) receiver too.
 A handheld VHF radio has waterproof coverings and is battery-operated to facilitate power
transmission. So even if they fall into the water, they can float and still function.
 The fixed or the non-portable VHF marine Radios cover a lot of aerial ground. Their power
transmission and energy source are enormous compared to their portable counterparts and are
far more feasible regarding their operational facilities.
 Fixed radios also offer the Digital Selective Calling or DSC feature, which sends your
location to the nearest coast guard with the push of one button. However, for this function, the
radio should have its internal GPS receiver or be connected to another GPS on a boat, like
a chart plotter.
 To take maximum advantage of DSC radio, one should have a maritime mobile service
identity or MMSI number, which can help you to connect with other vessels in the vicinity.
 All boaters and sailors are required to have a VHF Radio on board their vessel, per United
States Coast Guard. Most radios offer full international coverage with three maps of the USA,
Canada and international waters.

How to use a VHF Radio:

 Always perform a radio check to ensure that it is working correctly. However, channel 16
should not be used for this.
 The radio should be turned to a one-watt power setting, and the microphone should be keyed.
Call ‘radio check thrice along with the vessel name and the location. Then you can wait for the
reply.
 You can use a calling channel depending on the nature of the distress and the kind of assistance
needed.
 A ship wanting to call a boater can do so on channel 9, and anybody, including boaters, can
call a commercial vessel or shore via channel 16.
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 This regulation prevents congestion on channel 16, the distress, safety and calling
frequency.
 Also, boaters must maintain a watch on either channel 9 or 16 when the radio is on and not
communicate with any station.
 When using a VHF Radio during an emergency, tune it to channel 16 and full power.
 If your life is in danger, you can make a distress call by saying “Mayday Mayday Mayday,” the
name of the vessel and call sign.
 After the coast guard responds, reply with the position of the vessel, ideally with your latitude
and longitude from the GPS.
 A rescue boat can find you easily if the distress call offers complete information.
 If you are not in a life-threatening situation but a bad position, say “pan-pan.”
 You can also give additional information such as vessel movement, speed, destination and
number of people requiring medical attention and tow, the colour hull, cabin etc. Repeat in
intervals if you do not receive an answer from the other side.
 According to the Telecommunications Act of 1996, recreational boaters can use a VHF radio,
an EPIRB and marine radar without an FCC ship station license.
“The Telecommunications Act of 1996 is a United States federal law enacted by the
104th United States Congress on January 3, 1996, and signed into law on February 8,
1996, by President Bill Clinton. It primarily amended Chapter 5 of Title 47 of the United
States Code.”

MARINE GPS SYSTEMS:

 Marine GPS Systems have become an essential apparatus for marine travel.
 Just like their counterparts fixed in cars, Marine GPS Systems help ships and boats stay on
course, especially in areas where marine life forms thrive.

Importance of Marine GPS Systems:

 Everyone should have a GPS onboard, even when sailing on a small boat near the coast.
 Conditions at sea are ever-changing, and mechanical failure or bad weather is possible. Also,
modern GPS is not very expensive.
 Most people might ask, why buy a GPS when you have one on your cell phone?
 However, mobile phones have many drawbacks. They are not fixed on your vessel. They might
break or get damaged by strong waves, they are not waterproof, and their batteries die fast.
Hence, GPS is essential life-saving equipment when you are at sea. Even non-professionals,
recreational boaters and fishers should have a GPS with them.

Miscellaneous uses of GPS:

 Apart from showing your real-time location, GPS has other uses too.
 For boaters, it can be used for setting up anchor alarms.
 You can make a geofence around your boat while it’s anchored, and if it gets loose and breaks
the geofence, the alarm is triggered. Hence, it can function as a security system and even if you
are away from it, if someone tries to steal it, you get a text message on your phone.
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 If it is connected to other electronic devices, it can offer other functions too. For instance, it can
allow the autopilot to steer the course and provide additional data on the digital charts. It can
give the VHF radio the position data of your vessel.

 Also, Marine GPS Systems enable shipmen to pinpoint the location of other ships to avoid any
collision in the waters and thus cause damage to people and cargo aboard the vessel.
 It is important to note that Marine GPS Systems come with protective waterproofing, have
buttons and dials that can be operated even through gloves and offer easy usability to all marine
travellers.
 The accuracy of GPS depends on many factors, including atmospheric conditions, receiver
quality etc. Once operational, a GPS continuously updates your location while offering speed
and directional information.
 It also enables sailors and boaters to permanently save locations, commonly known as
waypoints, to mark a fishing hotspot, a reef, etc.
 One can also make a waypoint route to reach points A to Z.
 While earlier GPS showed position in terms of latitude and longitude, their modern counterparts
show the location as a digital chart, much like you see your location on a street map on your
mobile phone.
 Such GPS, also called chartplotters, have comprehensive and detailed maps with great
accuracy.

MARINE AUTOPILOTS:
 Marine Autopilots form the third and final support system of Consumers Marine.
 In the old days, a ship had to be physically manoeuvred by the captain, leaving no scope for the
captain to mingle with the rest of the ship’s crew.
 In contemporary times, however, the emergence of Marine Autopilots has solved the problem of
physically manoeuvring the ship or the boat, thus allowing the captain far more flexibility in his
operations.
 Marine Autopilots are available in a wide array of forms.
 They can be classified from complex models to simple ones, thus offering support not only to
experienced seafarers but also to newer and fresher ones.
 Marine Autopilots also rely on Marine GPS Systems, thus making these two types of equipment
dependent on each other to a larger extent.
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 The recent expectations of Consumers Marine reflect the development and evolution that has
taken place in marine travelling.
 As times have changed, the demand for products and equipment by Consumers Marine has also
changed.
 In today’s times, equipment like Marine VHF Radios, Marine GPS Systems and Marine
Autopilots has become the core necessity of any marine travelling because without them, one
can get lost in the huge maze of water surrounding the earth – both as well as symbolic.

1. What is the range of a VHF marine radio?

It is used for contacting rescue services, docks, harbours, marinas, nearby vessels etc. It
operates in a high-frequency range between 156 and 162.025 MHz, with a connecting range of
25 to 30 miles.

2. Which VHF channel should you avoid using as a working channel?

You should avoid channel 16 as it is the most crucial channel, used as national distress,
safety and calling frequency.

3. What is the importance of GPS in the maritime industry?

The Global Positioning System has changed how the world operates, especially marine
search and rescue, which has become relatively easier and quicker. GPS offers the fastest and
the most accurate way for mariners to navigate and measure speed and location.

4. Can you use a GPS with a transducer?

Yes, you can still use the GPS. However, the transducer/sonar or the depth finder will not
function. Hence, one must have a transducer since it performs a vital function.

5. Do all sailboats have marine autopilots?

New sailboats usually have pre-installed autopilot; however, you can get one installed on
older boats. Different autopilot systems are used for other boats. It is helpful on long sailing
trips and saves lots of energy.

BACKGROUND OF MARINE VHF RADIO:

 Marine radio was the first commercial application of radio technology, allowing ships to keep
in touch with shore and other ships, and send out a distress call for rescue in case of emergency.
 Guglielmo Marconi invented radio communication in the 1890s, and the Marconi Company
installed wireless telegraphy stations on ships beginning around 1900.
 Marconi built a string of shore stations and in 1904 established the first Morse code distress
call, the letters CQD, used until 1906 when SOS ("Save Our Souls" and "Save Our Ship".) was
agreed on.
 SOS is a Morse code distress signal (…---…), used internationally, that was originally
established for maritime use.
 In formal notation SOS is written with an overscore line, to indicate that the Morse code
equivalents for the individual letters of "SOS" are transmitted as an unbroken sequence of three
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dots / three dashes / three dots, with no spaces between the letters. [1] In International Morse
Code three dots form the letter "S" and three dashes make the letter "O", so "S O S" became a
common way to remember the order of the dots and dashes.
 The first significant marine rescue due to radio was the 1909 sinking of the luxury
liner RMS Republic, in which 1,500 lives were saved. This and the 1912 RMS Titanic rescue
brought the field of marine radio to public consciousness, and marine radio operators were
regarded as heroes.
 By 1920, the US had a string of 12 coastal stations stretched along the Atlantic seaboard
from Bar Harbor, Maine to Cape May, New Jersey.
 The first marine radio transmitters used the longwave bands. During World War I amplitude
modulation was developed, and in the 1920s spark radiotelegraphy equipment was replaced
by vacuum tube radiotelephony allowing voice communication.
 Also in the 1920s, the ionospheric skip or skywave phenomenon was discovered, which
allowed lower power vacuum tube transmitters operating in the shortwave bands to
communicate at long distances.
 Hoping to foil German detection during the World War II Battle of the Atlantic, American and
British convoy escorts used Talk-Between-Ships (TBS) radios operating on VHF.

TYPES OF EQUIPMENTS:
 Sets can be fixed or portable.
 A fixed set generally has the advantages of a more reliable power source, higher transmit power,
a larger and more effective antenna and a bigger display and buttons.
 A portable set (often essentially a waterproof, VHF walkie-talkie in design) can be carried on a
kayak, or to a lifeboat in an emergency, has its own power source and is waterproof if GMDSS-
approved.
 A few portable VHFs are even approved to be used as emergency radios in environments
requiring intrinsically safe equipment (e.g. gas tankers, oil rigs, etc.).
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1. Voice-only – Voice only equipment is the traditional type, which relies totally on the human
voice for calling and communicating. Many lower priced handheld units are voice only as well
as older fixed units.
2. Digital Selective Calling – DSC equipment, a part of the Global Maritime Distress Safety
System (GMDSS), provides all the functionality of voice-only equipment and, additionally,
allows several other features:
 The ability to call another vessel using a unique identifier known as a Maritime Mobile
Service Identity (MMSI). This information is carried digitally and the receiving set will
alert the operator of an incoming call once its own MMSI is detected. Calls are set up on the
dedicated VHF channel 70 which DSC equipment must listen on continuously. The actual
voice communication then takes place on a different channel specified by the caller.
 A distress button, which automatically sends a digital distress signal identifying the calling
vessel and the nature of the emergency
 A built in GPS receiver or facility to connect an external GPS receiver so that the user's
location may be transmitted automatically along with a distress call.
When a DSC radio is bought new the user will get the opportunity to program it with the
MMSI number of the ship it is intended to be used on. However to change the MMSI after the
initial programming can be problematic and require special proprietary tools. This is allegedly
done to prevent theft.
3. Automatic Identification System (AIS)
 More advanced transceiver units support AIS.
 This relies on a GPS receiver built into the VHF equipment or an externally connected one
by which the transceiver obtains its position and transmits this information along with some
other details about the ship (MMSI, cargo, draught, destination and some others) to nearby
ships.
 AIS operates as a mesh network and full featured units relay AIS messages from other
ships, greatly extending the range of this system; however some low-end units are receive
only or do not support the relaying functionality.
 AIS data is carried on dedicated VHF channels 87B and 88B at a baud rate of 9,600bit/s
using GMSK modulation] and uses a form of time-division multiplexing.
4. Text messaging – Using the RTCM 12301.1 standard it is possible to send and receive text
messages in a similar fashion to SMS between marine VHF transceivers which comply with this
standard. However, as of 2019 very few transceivers support this feature. The recipient of the
message needs to be tuned to the same channel as the transmitting station in order to receive it.

REGULATION: Automatic Transmitter Identification System (marine)

For use on the inland waterways within continental Europe, a compulsory Automatic
Transmitter Identification System (ATIS) transmission conveys the vessel's identity after each
voice transmission. This is a ten-digit code that is either an encoded version of the ship's
alphanumeric call sign, or for vessels from outside the region, the ship MMSI prefixed with "9".
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The requirement to use ATIS in Europe, and which VHF channels may be used, are strongly
regulated, most recently by the Basel agreements.

CHANNELS AND FREQUENCIES

 A marine VHF set is a combined transmitter and receiver and only operates on standard,
international frequencies known as channels.
 Channel 16 (156.8 MHz) is the international calling and distress channel.
 Transmission power ranges between 1 and 25 watts, giving a maximum range of up to about
60 nautical miles (111 km) between aerials mounted on tall ships and hills, and 5 nautical
miles (9 km; 6 mi) between aerials mounted on small boats at sea level.
 Frequency modulation (FM) is used, with vertical polarization, meaning that antennas have to
be vertical in order to have good reception. For longer range communication at sea, marine
MF and marine HF bands and satellite phones can be used.
 Half-duplex channels here are listed with the A and B frequencies the same. The frequencies,
channels, and some of their purposes are governed by the ITU.
 The original allocation of channels consisted of only channels 1 to 28 with 50 kHz spacing
between channels, and the second frequency for full-duplex operation 4.6 MHz higher.
 Improvements in radio technology later meant that the channel spacing could be reduced to
25 kHz with channels 60 to 88 interspersed between the original channels.
 Channels 75 and 76 are omitted as they are either side of the calling and distress channel 16,
acting as guard channels. The frequencies which would have been the second frequencies on
half-duplex channels are not used for marine purposes and can be used for other purposes that
vary by country.
 For example, 161.000 to 161.450 MHz are part of the allocation to the Association of American
Railroads channels used by railways in the US and Canada.[

DG SHIPPING INDIA CIRCULAR:

1. The International Maritime Organisation (IMO) has noted with concern the widespread
misuse of VHF channels at sea especially the distress, safety and calling Channels 16 (156.8
MHz) and 70 (156.525 MHz), and channels used for port operations, ship movement services
and reporting systems. Although VHF at sea makes an important contribution to navigational
safety, its misuse causes serious interference and, in itself, becomes a danger to safety at sea.
IMO has asked Member Governments to ensure that VHF channels are used correctly.
2. All users of marine VHF on India vessels, and all other vessels in Indian territorial waters and
harbours, are therefore reminded, in conformance with international and national legislation,
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marine VHF apparatus may only be used in accordance with the International
Telecommunications Union's (ITU) Radio Regulations. These Regulations specifically prescribe
that:

i. Channel 16 may only be used for distress, urgency and very brief safety communications
and for calling to establish other communications which should then be concluded on a
suitable working channel
ii. Channel 70 may only be used for Digital Selective Calling not oral communication;
iii. On VHF channels allocated to port operations or ship movement services such as VTS, the
only messages permitted are restricted to those relating to operational handling, the
movement and the safety of ships and to the safety of persons;
iv. All signals must be preceded by an identification, for example the vessel's name or callsign;
v. The service of every VHF radio telephone station must be controlled by an operator holding
a certificate issued or recognised by the station's controlling administration.
vi. All the communication should be recorded in the requisition log book.

3. Appendix I to this notice consists of notes on guidance on the use of VHF at sea. Masters,
Skippers and Owners must ensure that VHF channels are used in accordance with this guidance.
4. For routine ship-to-ship communications, the following channels have been made available in
Indian waters: 6, 8, 72 and 77. Masters, Skippers and Owners are urged to ensure that all ship-
to-ship communications working in these waters is confined to these channels, selecting that
most appropriate in the light of local conditions at the time. VHF USER should ensure that no
interference is caused and no infringement of ITU Rules takes place.
5. Channel 13 is designated for use on a worldwide basis as a navigation safety communication
channel, primarily for intership navigation safety communications. It may also be used for the
ship movement and port services.

CHAPTER 3: THE IMPORTANCE OF CALIBRATION IN THE MARINE INDUSTRY

 Marine calibration is important when it comes to maintaining the resources on board.
 Calibration is important when it comes to maritime safety, which is a primary priority for
maritime business.
 Calibration means adjusting an instrument, or piece of equipment to meet a defined
specification.
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 Calibration compares the value to a predefined standard value, the accuracy of a measuring
instrument.
 Calibration may also include the adjustment of the instrument to bring it into alignment with the
standard.

PRESSURE AND TEMPERATURE CALIBRATION:

 Measuring pressure and temperature is the most common and widely used measurements on
board ships.
 These measurements are often essential for the operation and often used as critical components
in safety arrangements.
 As with almost all instrumentation, there is a chance that a drift in the instruments’
measurements, and a measurement with an offset compared to the actual conditions could lead
to lower efficiency, breakdowns or even in worst cases fatal catastrophes.

Temperature Calibrator TC65:

 Temperature is a fundamental parameter for evaluating several onboard components, like

temperature sensors, thermometers and temperature switches/thermostats. Periodic sensor
calibration is critical for staying on target.
 The TC65 portable calibrator is highly accurate, and covers temperatures from 30°C to 650°C.
It features a removable insert for increased flexibility.
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Pressure Gauge Calibrator (PM205):

 Numerous onboard systems, such as exhaust systems, starting air and hydraulics, rely on
appropriate pressure levels. As is the case for temperature sensors, calibration is necessary for
precise pressure measurements.
 The included pressure calibrator can be used for calibration checks on pressure gauges,
transmitters, pressure switches, indicators, recorders and controllers.
 The standard kit is suitable for pressure levels from -0,8 bars (slight vacuum) to 60 bars. For
higher pressure levels, we offer a special kit that can handle up to 700 bars.

Standard Special
kit kit

Pressure range -0.8 to 60 up to 700

(bar)

DIFFERENT METHODS OF INSTRUMENT CALIBRATION:

 The process of evaluating the measurements made by the instrument to be calibrated against an
instrument known to be making measurements that surpass the suitable limits of precision and
correctness is known as instrument calibration.
 If any variation is found, then the instrument is calibrated so that it can give exact readings and
values. It is common for any instrument to lose its calibration after a long period of usage. After
the process of calibration, the instrument is good to use again.
 Calibration is necessary for:
1. A crucial measurement.
2. If the instrument has undergone adverse conditions and cannot give the right reading.
3. When the output does not match the stand-in instrument.
4. Drastic change in weather.
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5. Cyclic testing of instruments.

When are Instruments Calibrated?

 Instruments which measure length, temperature, pressure etc should be calibrated against some
standard measurement at regular intervals as preferred by the manufacturer.
 Methods of calibration depend on whether the instrument is calibrated regularly or only
occasionally for a special task where a highly calibrated instrument is required.
 It is essential to get the instruments calibrated every now and then even if they are in good
condition to prevent wrong measurements of extremely crucial measurements.

Methods of Calibration:

 Data Calibration – This method is akin to accredited calibration except that they are not
accredited to the ISO standard and not supplemented by data with doubtful measurements.
 Standard Calibration – This is the method used for instruments which are not critical to
quality or do not require accreditation. To make sure the standards are operative, it is
necessary to document the process.
 ISO 17025 Accredited Calibration – This is one of the most rigid forms of calibration. An
account of the measurement details is maintained. International Organization of
Standardization is a benchmark which shows that the company has maintained its standard
rules and regulations to maintain a level of quality.

There are 4 things to keep in mind to achieve a level of quality.

1. Maintaining a Record – When an instrument is being calibrated it is mandatory to

maintain a record of every minute detail of the results before and after the calibration.
2. Accurate List of Instruments – It is necessary to maintain an updated list of
instruments if your company abides by ISO Standards. An ISO certification is rejected if
the instruments are in the list, but they are not physically available.
3. Inspect the Documentation – Regular inspection of the calibration process is
mandatory other than just documenting the process. The changes can easily be detected
if the calibration process is closely audited every single time. It is necessary to document
the changes as well as to get an ISO certification.
4. Well-framed Quality Module – It is necessary to frame a module to keep the quality in
check. The quality professionals need to follow the same code according to the module
to make sure there is regularity in the calibration processes. Only the companies with
clear quality modules which is documented on a regular basis will be eligible for ISO
certification.

Calibration Procedures:

 The measurements acquired from the scale are compared with the measurements of the sub-
standard instrument and the calibration curve is formed from the obtained values.
 If the measurements from the instruments are parallel to the substandard then it is a good
enough calibration. Otherwise the readings will have to be taken multiple times.
 Static input is applied to the instruments and depending on the dynamic response the static
calibration is built.
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Calibrations of an instrument ensures precision, consistent measurements, adheres to the

government related standards which results in better and more accurate reading.
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