Maersk Laberinto HN4224 Deck Operating Manual Issue 1 October 2012 PDF

Maersk Laberinto Deck Operating Manual
List of Contents 2.2 Cargo Hold Ventilation Section 4: Deck Control Systems
Issue and Updates
Machinery/CARGO Symbols and Colour Scheme Illustrations
4.1 Ship’s Control Centre and Fire Control Station
Electrical and Instrumentation Symbols 2.2a Cargo Hold Ventilation
Introduction 2.2b Typical Hold Ventilation Arrangement Illustrations
4.1a Ship’s Control Centre
2.3 Ballast System
Section 1: Ship Characteristics 4.1b Fire Control Station
2.3.1 System Description
2.3.2 Hydraulic Valve Remote Control System
1.1 Principal Data 2.3.3 Ballast Operations Section 5: Emergency Systems and Procedures
2.3.4 Anti-Heeling System
Illustrations Illustrations 5.1 Emergency Procedures - Deck
1.1a General Arrangement 2.3.1a Ballast System 5.1.1 Introduction and General Procedures
1.1b Container Cell Address System 2.3.1b Principle of Ballast Water Treatment 5.1.2 Fire Hydrant System
1.1c Tank Capacity Tables (i) 2.3.2a Hydraulic Valve Remote Operating System 5.1.3 CO2 Fire Extinguishing System and Galley Fat Fryer
1.1d Tank Capacity Tables (ii) 2.3.3a Ballasting Operation Extinguishing System
1.1e Sounding Pipe Positions 2.3.3b Deballasting Operation 5.1.4 Cargo Hold Smoke Detection System
1.1f Deck Plans - Upper, A and B Decks 2.3.3c Stripping Operation 5.1.5 Fire Detection System
1.1g Deck Plans - C, D and E Decks 2.3.4a Anti-Heeling System 5.1.6 Fire Alarm and Detection System
1.1h Deck Plans - F, G and H Decks
1.1i Deck Plans - I, J and Navigation Bridge Decks Illustrations
Section 3: Container Handling Procedures 5.1.2a Fire Hydrant System (Accommodation and Deck)
1.2 Ship Handling 5.1.2b Fire Hydrant System (Engine Room)
Illustration 3.1 Loading 5.1.2c Additional (Emergency) Fire Pump
5.1.3a CO2 Fire Extinguishing System
1.2.1a Wheelhouse Poster 3.1.1 Container Lashing
5.1.3b CO2 Room Arrangement
3.1.2 Loading of Dangerous Goods
5.1.4a Cargo Hold Smoke Detection System
3.1.3 Reefer Container Loading Arrangement
1.3 Performance Data 5.1.5a Fire Detection System
3.1.4 Reefer Container Monitoring System
1.3.1 Limitations on Operating Machinery 5.1.5b Fire Alarm Control and Repeater Panels
3.1.5 Reefer Container Fresh Water Cooling System
1.3.2 Effect of Squat and Heel 5.1.6a Fire Alarm and Detection System - Profile
Illustrations 5.1.6b Fire Alarm and Detection System - Upper, A and B Decks
3.1.1a Container Lashing System: Loose Lashing Equipment 5.1.6c Fire Alarm and Detection System - C, D and E Decks
Section 2: Cargo System Description 5.1.6d Fire Alarm and Detection System - F, G and H Decks
3.1.1b Container Lashing System (Lashing Bridge)
3.1.1c External Lashing Method from 1 High Lashing Bridge with 5.1.6e Fire Alarm and Detection System - I, J and Navigation
2.1 Cargo Arrangement Lashing Adjustment Bridge Decks
2.1.1 Cargo Plan 3.1.3a Reefer Container Loading Arrangement
2.1.2 Hatch Cover Arrangement 3.1.5a Reefer Container Fresh Water Cooling System 5.2 Emergency Procedures - Navigation
2.1.3 Cell Guide System 5.2.1 Steering Gear Failure
Illustrations 5.2.2 Collision and Grounding
5.2.3 Man Overboard
2.1.1a Cargo Bay/Row Plan Arrangement 5.2.4 Towing and Being Towed
2.1.2a Hatch Cover Arrangement 5.2.5 Oil Spillage and Pollution Prevention
2.1.2b Hatch Stacking and Movement 5.2.6 Emergency Reporting
2.1.2c Hatch Covers - Fitting and Securing Arrangements 5.2.7 Piracy Attack
2.1.3a Cell Guide System
Illustrations
5.2.1a Steering Gear Failure
5.2.3a Search Patterns
5.2.5a Garbage Regulations
Issue: 1 IMO: 9526978 Front Matter - Page 1 of 9

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
Section 6: Mooring and Deck Systems Section 7: Bridge Equipment and Operation 7.5 Discrete Equipment
7.5.1 Speed Log
6.1 Mooring 7.1 Bridge Layout and Equipment 7.5.2 Echo Sounder
7.5.3 Differential Global Positioning System
6.1.1 Mooring Arrangement Illustrations 7.5.4 Automatic Identification System
6.1.2 Anchoring Arrangement 7.5.5 Meteorological System
6.1.3 Anchoring, Mooring and Towing Procedures 7.1a Bridge Layout
7.1b Bridge Main Consoles 7.5.6 Master Clock System
Illustrations 7.1c Overhead Console 7.5.7 Voyage Data Recorder (VDR)
7.1d No.1 Bridge Group Panel 7.5.8 Audible Navigational Aids
6.1.1a Mooring Arrangement
6.1.2a Anchor Housing and Cable Storage 7.1e No.2 Bridge Group Panel Illustrations
7.1f Bridge Wing Console
7.5.1a Speed Log Display
6.2 Lifting Equipment 7.5.2a Echo Sounder
7.2 Integrated Navigation System (INS) 7.5.3a DGPS Control Panel
6.2.1 Deck Stores Crane
7.2.1 Radar Systems 7.5.4a AIS Display
6.2.2 Suez Mooring Boat and Fuel Oil Hose Handling Crane
7.2.2 Electronic Chart Display and Information System (ECDIS) 7.5.5a Meteorological System
6.2.3 Accommodation and Pilot Ladders
7.5.7a Wheelhouse Panel
Illustrations Illustrations 7.5.8a Whistle Control Panel
6.2.1a Deck Stores Crane 7.2.1a Control Panel
6.2.2a Suez Mooring Boat and Fuel Oil Hose Handling Crane 7.2.2a ECDIS Display Screen 7.6 GMDSS and External Communications Systems
6.2.3a Accommodation Ladder
7.6.1 GMDSS Overview
7.3 Autopilot and Steering Systems 7.6.2 Inmarsat-C System
6.3 Lifesaving Equipment 7.3.1 Steering Gear and Steering Procedures 7.6.3 Inmarsat Fleet Broadband System
6.3.1 Lifeboat and Davits 7.3.2 Autopilot 7.6.4 Iridium System
6.3.2 Rescue Boat and Davit 7.3.3 Gyrocompass 7.6.5 VHF System
6.3.3 Liferafts 7.3.4 Magnetic Compass 7.6.6 MF/HF System
6.3.4 Self-Contained Breathing Apparatus 7.3.5 Rudder Angle Indicator 7.6.7 NAVTEX Receiver
6.3.5 Lifeboat Survival Guide 7.6.8 VHF Hand-Held Emergency Radios
Illustrations 7.6.9 UHF Hand-Held Radios
6.3.6 Lifesaving Equipment Safety Plans
7.3.1a Steering Gear Hydraulic System 7.6.10 SAR Communications
Illustrations 7.3.1b Emergency Steering Procedure Illustrations
6.3.1a Lifeboats and Davits 7.3.3a Gyrocompass Operation Unit
6.3.1b Lifeboat Drop-In Balls Release and Reset 7.3.4a Magnetic Compass 7.6.1a GMDSS
6.3.2a Rescue Boat and Davit 7.6.1b GMDSS Distress Reactions
6.3.3a Righting a Capsized Liferaft 7.6.4a Radio Communications Panels
7.4 Main Engine and Thruster Controls
6.3.6a Lifesaving Equipment - Side Elevation
6.3.6b Lifesaving Equipment - Upper, A and B Decks 7.4.1 Main Engine Manoeuvring Control 7.7 Internal Communications
6.3.6c Lifesaving Equipment - C, D and E Decks 7.4.2 Main Engine - Procedures
7.4.3 Bow Thruster 7.7.1 Sound Powered Telephone System
6.3.6d Lifesaving Equipment - F, G and H Decks
7.7.2 Automatic Telephone System
6.3.6e Lifesaving Equipment - I, J and Navigation Bridge Decks Illustrations 7.7.3 Public Address and Talk-Back System
7.4.1a Main Engine Control System
7.4.1b Main Engine Manoeuvring Control Panels 7.8 Lighting Systems
7.4.3a Bow Thruster Hydraulic Circuit
7.4.3b Bow Thruster Control Panels 7.8.1 Navigation and Signal Lights
7.8.2 Deck Lighting

Illustrations
7.8.1a Navigation and Signal Light Control Panels
7.8.2a Deck Lighting Panel
7.9 Routine Procedures

7.9.1 Passage Planning
7.9.2 Bridge Teamwork
7.9.3 Taking Over the Watch
7.9.4 Weather Reporting
7.9.5 Helicopter Operations
Illustrations
7.9.2a Bridge Teamwork
7.9.5a Helicopter Operations
Section 8: Trim and Stability
8.1 Loading Computer
8.2 Trim, Stability and Bending

8.2.1 Introduction
8.2.2 Loading Conditions

Issue and Updates This manual was produced by: Item Issue 1 Issue 2 Issue 3
List of Contents Oct 2012
This manual is provided with a system of issue and update control. Controlling WORLDWIDE MARINE TECHNOLOGY Limited Issue and Updates Oct 2012
documents ensures that:
Machinery/Cargo Symbols and Colour Scheme Oct 2012
• Documents conform to a standard format; For any new issue or update contact:
Electrical and Instrumentation Symbols Oct 2012
• Amendments are carried out by relevant personnel; Introduction Oct 2012
The Technical Director
Section 1: Ship Characteristics
• Each document or update to a document is approved before WMT Technical Office
Dee House 1.1 Principal Data Oct 2012
issue;
Parkway Illustrations
• A history of updates is maintained; Zone 2, Deeside Industrial Park 1.1a General Arrangement Oct 2012
• Updates are issued to all registered holders of documents; Deeside, Flintshire 1.1b Container Cell Address System Oct 2012
CH5 2NS, UK 1.1c Tank Capacity Tables (i) Oct 2012
• Sections are removed from circulation when obsolete.
1.1d Tank Capacity Tables (ii) Oct 2012
Email: manuals@wmtmarine.com 1.1e Sounding Pipe Positions Oct 2012
Document control is achieved by the use of the footer provided on every page
and the issue and update table below. 1.1f Deck Plans - Upper, A and B Decks Oct 2012
1.1g Deck Plans - C, D and E Decks Oct 2012
In the right-hand corner of each footer are details of the pages section number 1.1h Deck Plans - F, G and H Decks Oct 2012
and title followed by the page number of the section. In the left-hand corner 1.1i eck Plans - I, J and Navigation Bridge
D Oct 2012
of each footer is the issue number. Decks
1.2 Ship Handling Oct 2012
Details of each section are given in the first column of the issue and update Illustration
control table. The table thus forms a matrix into which the dates of issue of the 1.2.1a Wheelhouse Poster Oct 2012
original document and any subsequent updated sections are located. 1.3 Performance Data Oct 2012
1.3.1 Limitations on Operating Machinery Oct 2012
The information and guidance contained herein is produced for the assistance 1.3.2 Effect of Squat and Heel Oct 2012
of certificated officers who, by virtue of such certification, are deemed
Section 2: Cargo System Description
competent to operate the vessel to which such information and guidance refers.
2.1 Cargo Arrangement Oct 2012
Any conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately 2.1.1 Cargo Plan Oct 2012
resolved by reference to the company’s Technical Operations Office. 2.1.2 Hatch Cover Arrangement Oct 2012
2.1.3 Cell Guide System Oct 2012
Illustrations
2.1.1a Cargo Bay/Row Plan Arrangement Oct 2012
2.1.2a Hatch Cover Arrangement Oct 2012
2.1.2b Hatch Stacking and Movement Oct 2012
2.1.2c atch Covers - Fitting and Securing
H Oct 2012
Arrangements
2.1.3a Cell Guide System Oct 2012
2.2 Cargo Hold Ventilation Oct 2012
Illustrations
2.2a Cargo Hold Ventilation Oct 2012
2.2b Typical Hold Ventilation Arrangement Oct 2012
2.3 Ballast System Oct 2012
2.3.1 System Description Oct 2012
2.3.2 Hydraulic Valve Remote Control System Oct 2012
2.3.3 Ballast Operations Oct 2012
2.3.4 Anti-Heeling System Oct 2012

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Illustrations 5.1.3b CO2 Room Arrangement Oct 2012 6.3.2 Rescue Boat and Davit Oct 2012
2.3.1a Ballast System Oct 2012 5.1.4a Cargo Hold Smoke Detection System Oct 2012 6.3.3 Liferafts Oct 2012
2.3.1b Principle of Ballast Water Treatment Oct 2012 5.1.5a Fire Detection System Oct 2012 6.3.4 Self-Contained Breathing Apparatus Oct 2012
2.3.2a ydraulic Valve Remote Operating
H Oct 2012 5.1.5b Fire Alarm Control and Repeater Panels Oct 2012 6.3.5 Lifeboat Survival Guide Oct 2012
System 5.1.6a Fire Alarm and Detection System - Oct 2012 6.3.6 Lifesaving Equipment Safety Plans Oct 2012
2.3.3a Ballasting Operation HN4224 Oct 2012 Profile Illustrations
2.3.3b Deballasting Operation HN4224 Oct 2012 5.1.6b Fire Alarm and Detection System - Oct 2012 6.3.1a Lifeboats and Davits Oct 2012
2.3.3c Stripping Operation HN4224 Oct 2012 Upper, A and B Decks
6.3.1b Lifeboat Drop-In Balls Release and Reset Oct 2012
2.3.4a Anti-Heeling System Oct 2012 5.1.6c ire Alarm and Detection System - C, D
F Oct 2012
and E Decks 6.3.2a Rescue Boat and Davit Oct 2012
Section 3: Container Handling Procedures 6.3.3a Righting a Capsized Liferaft Oct 2012
5.1.6d Fire Alarm and Detection System - F, G Oct 2012
3.1 Loading Oct 2012 and H Decks 6.3.6a Lifesaving Equipment - Side Elevation Oct 2012
3.1.1 Container Lashing Oct 2012 5.1.6e ire Alarm and Detection System - I, J
F Oct 2012 6.3.6b Lifesaving Equipment - Upper, A and B Oct 2012
3.1.2 Loading of Dangerous Goods Oct 2012 and Navigation Bridge Decks Decks
3.1.3 Reefer Container Loading Arrangement Oct 2012 5.2 Emergency Procedures - Navigation Oct 2012 6.3.6c Lifesaving Equipment - C, D and E Oct 2012
3.1.4 Reefer Container Monitoring System Oct 2012 5.2.1 Steering Gear Failure Oct 2012 Decks
3.1.5 Reefer Container Fresh Water Cooling Oct 2012 5.2.2 Collision and Grounding Oct 2012 6.3.6d Lifesaving Equipment - F, G and H Oct 2012
System Decks
5.2.3 Man Overboard Oct 2012
Illustrations 6.3.6e Lifesaving Equipment - I, J and Oct 2012
5.2.4 Towing and Being Towed Oct 2012 Navigation Bridge Decks
3.1.1a Container Lashing System: Loose Oct 2012 5.2.5 Oil Spillage and Pollution Prevention Oct 2012
Lashing Equipment Section 7: Bridge Equipment and Operation
5.2.6 Emergency Reporting Oct 2012 7.1 Bridge Layout and Equipment Oct 2012
3.1.1b ontainer Lashing System (Lashing
C Oct 2012
Bridge) 5.2.7 Piracy Attack Oct 2012 Illustrations
3.1.1c
External Lashing Method from 1 High Oct 2012 Illustrations 7.1a Bridge Layout Oct 2012
Lashing Bridge with Lashing Adjustment 5.2.1a Steering Gear Failure Oct 2012 7.1b Bridge Main Consoles Oct 2012
3.1.3a Reefer Container Loading Arrangement Oct 2012 5.2.3a Search Patterns Oct 2012 7.1c Overhead Console Oct 2012
3.1.5a eefer Container Fresh Water Cooling
R Oct 2012 5.2.5a Garbage Regulations Oct 2012 7.1d No.1 Bridge Group Panel Oct 2012
System Section 6: Mooring and Deck Systems 7.1e No.2 Bridge Group Panel Oct 2012
Section 4: Deck Control Systems 6.1 Mooring Oct 2012 7.1f Bridge Wing Console Oct 2012
4.1 hip’s Control Centre and Fire
S Oct 2012 6.1.1 Mooring Arrangement Oct 2012
Control Station 7.2 Integrated Navigation System (INS) Oct 2012
6.1.2 Anchoring Arrangement Oct 2012 7.2.1 Radar Systems Oct 2012
Illustrations
6.1.3 nchoring, Mooring and Towing
A Oct 2012 7.2.2 Electronic Chart Display and Information Oct 2012
4.1a Ship’s Control Centre Oct 2012 Procedures System (ECDIS)
4.1b Fire Control Station Oct 2012 Illustrations Illustrations
Section 5: Emergency Systems and Procedures 6.1.1a Mooring Arrangement Oct 2012 7.2.1a Control Panel Oct 2012
5.1 Emergency Procedures - Deck Oct 2012 6.1.2a Anchor Housing and Cable Storage Oct 2012 7.2.2a ECDIS Display Screen Oct 2012
5.1.1 Introduction and General Procedures Oct 2012 6.2 Lifting Equipment Oct 2012 7.3 Autopilot and Steering Systems Oct 2012
5.1.2 Fire Hydrant System Oct 2012 6.2.1 Deck Stores Crane Oct 2012 7.3.1 Steering Gear and Steering Procedures Oct 2012
5.1.3
CO2 Fire Extinguishing System and Oct 2012 6.2.2 uez Mooring Boat and Fuel Oil Hose
S Oct 2012
Galley Fat Fryer Extinguishing System 7.3.2 Autopilot Oct 2012
Handling Crane
5.1.4 Cargo Hold Smoke Detection System Oct 2012 7.3.3 Gyrocompass Oct 2012
6.2.3 Accommodation and Pilot Ladders Oct 2012
5.1.5 Fire Detection System Oct 2012 7.3.4 Magnetic Compass Oct 2012
Illustrations
5.1.6 Fire Alarm and Detection System Oct 2012 7.3.5 Rudder Angle Indicator Oct 2012
6.2.1a Deck Stores Crane Oct 2012
Illustrations Illustrations
6.2.2a Suez Mooring Boat and Fuel Oil Hose Oct 2012
5.1.2a ire Hydrant System (Accommodation
F Oct 2012 Handling Crane 7.3.1a Steering Gear Hydraulic System Oct 2012
and Deck) 6.2.3a Accommodation Ladder Oct 2012 7.3.1b Emergency Steering Procedure Oct 2012
5.1.2b Fire Hydrant System (Engine Room) Oct 2012 6.3 Lifesaving Equipment Oct 2012 7.3.3a Gyrocompass Operation Unit Oct 2012
5.1.2c Additional (Emergency) Fire Pump Oct 2012 6.3.1 Lifeboat and Davits Oct 2012 7.3.4a Magnetic Compass Oct 2012
5.1.3a CO2 Fire Extinguishing System Oct 2012

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3

7.4 Main Engine and Thruster Controls Oct 2012 7.7.3 Public Address and Talk-Back System Oct 2012
7.4.1 Main Engine Manoeuvring Control Oct 2012 7.8 Lighting Systems Oct 2012
7.4.2 Main Engine - Procedures Oct 2012 7.8.1 Navigation and Signal Lights Oct 2012
7.4.3 Bow Thruster Oct 2012 7.8.2 Deck Lighting Oct 2012
Illustrations Illustrations
7.4.1a Main Engine Control System Oct 2012 7.8.1a Navigation and Signal Light Control Oct 2012
7.4.1b Main Engine Manoeuvring Control Oct 2012 Panels
Panels 7.8.2a Deck Lighting Panel Oct 2012
7.4.3a Bow Thruster Hydraulic Circuit Oct 2012 7.9 Routine Procedures Oct 2012
7.4.3b Bow Thruster Control Panels Oct 2012 7.9.1 Passage Planning Oct 2012
7.5 Discrete Equipment Oct 2012 7.9.2 Bridge Teamwork Oct 2012
7.5.1 Speed Log Oct 2012 7.9.3 Taking Over the Watch Oct 2012
7.5.2 Echo Sounder Oct 2012 7.9.4 Weather Reporting Oct 2012
7.5.3 Differential Global Positioning System Oct 2012 7.9.5 Helicopter Operations Oct 2012
7.5.4 Automatic Identification System Oct 2012 Illustrations
7.5.5 Meteorological System Oct 2012 7.9.2a Bridge Teamwork Oct 2012
7.5.6 Master Clock System Oct 2012 7.9.5a Helicopter Operations Oct 2012
7.5.7 Voyage Data Recorder (VDR) Oct 2012 Section 8: Trim and Stability Oct 2012
7.5.8 Audible Navigational Aids Oct 2012 8.1 Loading Computer Oct 2012
Illustrations 8.2 Trim, Stability and Bending Oct 2012
7.5.1a Speed Log Display Oct 2012 8.2.1 Introduction Oct 2012
7.5.2a Echo Sounder Oct 2012 8.2.2 Loading Conditions Oct 2012
7.5.3a DGPS Control Panel Oct 2012
7.5.4a AIS Display Oct 2012
7.5.5a Meteorological System Oct 2012
7.5.7a Wheelhouse Panel Oct 2012
7.5.8a Whistle Control Panel Oct 2012
7.6 MDSS and External
G Oct 2012
Communications Systems
7.6.1 GMDSS Overview Oct 2012
7.6.2 Inmarsat-C System Oct 2012
7.6.3 Inmarsat Fleet Broadband System Oct 2012
7.6.4 Iridium System Oct 2012
7.6.5 VHF System Oct 2012
7.6.6 MF/HF System Oct 2012
7.6.7 NAVTEX Receiver Oct 2012
7.6.8 VHF Hand-Held Emergency Radios Oct 2012
7.6.9 UHF Hand-Held Radios Oct 2012
7.6.10 SAR Communications Oct 2012
Illustrations
7.6.1a GMDSS Oct 2012
7.6.1b GMDSS Distress Reactions Oct 2012
7.6.4a Radio Communications Panels Oct 2012
7.7 Internal Communications Oct 2012
7.7.1 Sound Powered Telephone System Oct 2012
7.7.2 Automatic Telephone System Oct 2012

Machinery/Cargo Symbols and Colour Scheme
Pressure Control Driven Crossing Pipes Domestic Fresh Water

Stop Valve (Globe) Ball Float Valve Spool Piece
Connected
Butterfly Valve Spectacle Flange Crossing Pipes

Stop Valve (Angle) Sounding Head with Cap High Temperature Cooling Water
(Gear Box Type) ( Open, Shut) Not Connected
3-Way Valve Ball Valve Sounding Head Tee-Pipe Connection Low Temperature Cooling Water
Separator
with Self-Closing Valve
Gate Valve Ball Valve with Coupler Observation Glass Drain Trap Penetration (Tank) Sea Water
Screw-Down Emergency Shut-Off Valve

Sight Glass Y-Type Strainer Penetration (Up) Hydraulic Oil
Non-Return Valve (Globe) (Remotely Operated)
Screw-Down Needle Valve Penetration (Down) Lubricating Oil

Simplex Strainer Drain Trap
Non-Return Valve (Angle)
Non-Return Valve 3-Way Cock Valve Saturated Steam

Duplex Oil Strainer Steam Trap with Valve Penetration (Up / Down)
(Globe) (L-Port)
Non-Return Valve 3-Way Cock Valve Condensate

Rose Box Steam Trap with Float Cross-Sectional Pipe View
(Angle) (T-Port)
Non-Return Valve with Flap Non-Return Ball Valve Feed Water

Mud Box Horn Deck Stand - Local Hydraulic
(Globe) without Spring H
Swing Check Valve Deaerating Valve Air Vent Head Flow Meter Fire/Deck Water
FM
(Goose Neck Type)
Hose Valve (Globe) Storm Vent Valve Air Vent Pipe (Goose Neck Ejector/Eductor CO2
Type with Float/Screen)
Hose Valve (Angle) Storm Vent Heavy Fuel Oil

Flexible Hose Centrifugal Pump
Swing Check Valve
Temperature Control Marine Diesel Oil

Pressure Reducing Valve Blank (Blind) Flange Gear Pump
Wax Valve
N.C Normally Closed Marine Gas Oil

Safety Valve (Globe) Discharge/Drain Screw Pump
N.O Normally Open Sludge/Waste Oil

Safety Valve (Angle) Overboard Discharge Piston Pump
Self-Closing Valve (Globe) M Electric Motor Driven Air

Drain Hopper Mono Pump
Self-Closing Valve (Angle) A Air Motor Driven Bilges/Drains

Hopper with Cover Hand Pump
Regulating Valve S Solenoid Driven Level Gauge with Valve Electrical Signal
Suction Bellmouth (Flat and Cylindrical Type)
W Level Gauge Instrumentation

Quick-Opening Valve Wax Driven Scupper (Float/Dial Float Type)
H Level Gauge with Valve

Quick-Closing Valve Hydraulic Driven Orifice
Dial Type (Content Type)

Electrical and Instrumentation Symbols
I Current to Pressure Pushbutton

P Converter Solenoid Valve (Start/Stop/Running) Air Circuit-Breaker CI Compound Indicator
DPI Differential Pressure Indicator
DPT Differential Pressure Transmitter
P Pressure to Current M Pushbutton Switch DPS Differential Pressure Switch
I Converter Motor Operated Valve
(Alternative) FD Flow Detector
FS Flow Switch
FT Flow Transmitter
C Pushbutton Switch
Control Panel J NWT Joint Box LI Level Indicator
P (Alternative)
LT Level Transmitter
LS Level Switch
LIC Level Indicating Controller
Uninterrupted Power WT Joint Box
UPS
Supply
J ( J ) 2 Glands (4 Glands)
Pushbutton (Start/Stop) LAH Level Alarm High
LAL Level Alarm Low
PI Pressure Indicator
BL Bell PS Pressure Switch
Rectifier HS Humidistat PT Pressure Transmitter
PIC Pressure Indicating Controller
PAH Pressure Alarm High
WT 110 Central Meter PAL Pressure Alarm Low
Battery Water Transducer
PIAH Pressure Indicator Alarm High
PIAL Pressure Indicator Alarm Low
Alarm Monitoring PIAHL Pressure Indicator Alarm High Low
Space Heater Rectifier Equipment
(Element Type)
AMS System SI Salinity Indicator
SD Salinity Detector
SAH Salinity Alarm High
TG SV Solenoid Valve
Turbine Generator Overcurrent Relay Making Contact
Auxiliary TI Temperature Indicator
Relay TS Temperature Switch
Contact TT Temperature Transmitter
DG Diesel Generator Normally Open Switch Breaking TIC Temperature Indicating Controller
TAH Temperature Alarm High
TAL Temperature Alarm Low
TIAH Temperature Indicator Alarm High
EG Emergency Generator Normally Closed Switch Making Contact TIAL Temperature Indicator Alarm Low
With Time
Limit in TIAHL Temperature Indicator Alarm High Low
Closing VAH Viscosity Alarm High
Breaking VAL Viscosity Alarm Low
M AC Induction Motor Fuse
10A VCI Vacuum Indicator
VCT Vacuum Transmitter
VCA Vacuum Alarm
GM Governor Motor RL Indicator Lamp Making Contact VI Viscosity Indicator
With Time VT Viscosity Transmitter
Limit in XS Auxiliary Unspecified Switch
Opening ZI Position Indicator
Earth D-D Relay Coil Breaking ZS Limit Switch
Transformer BZ Buzzer Making Contact

Flicker
Relay
Function is Locally
SIG Breaking XXX
Power Supply Unit R B
Whistle Relay Box Available
Group Junction Box xx Emergency Stop XXX Function is Remotely

LD Liquid Sensor GJB/XX XXXX Available
(xx = Location) Pushbutton Box
ZBK Zener Barrier Box Resistor Trip Automatic Trip
LM Limit Switch Variable Resistor Vacuum Circuit-Breaker

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

Section 1: Ship Characteristics
1.1 Principal Data
1.2 Ship Handling
1.3 Performance Data
1.3.1 Limitations on Operating Machinery
1.3.2 Effect of Squat and Heel

Illustration 1.1a General Arrangement 55 53 51 49 47 45 43 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 9 7 5 3 1 20Ft

Bay No.
67 65 63 61 54 50 46 42 38 34 30 26 22 18 14 10 6 2 20Ft
70 66 62 58 20’/40’/45’ 20’/40’/45’ 20’/40’/45’ 20’/40’/45’ 20’/40’/45’ 20’/40’/45’ 20’/40’/45’ 20’/40’/45’ 20’/40’/45’ 20’/40’/45’ 20’/40’/45’ 20’/40’/45’ 20’/40’/45’ 20’/40’/45’ On Deck Midship
40’ 20’/40’/45’ 20’/40’/45’ 40’ 20’/40’ 20’/40’ 20’/40’ 20’/40’ 20’/40’ 20’/40’ 20’/40’ 20’/40’ 20’/40’ 20’/40’ 20’/40’ 20’/40’ 20’/40’ 20’/40’ In Hold
Section
20’/40’ 20’/40’ 40’
Profile
18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 14
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 14
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18
18 18 18 18 18 18 18 18 18 16
16 14
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 14
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 (14) 14
36 (12) 18 18 (16) 18 18 (16) 36 (16) 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 16
16 (14) 14
36 (12) 18 18 (16) 18 18 (16) 36 (16) 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 16
16 (14) 14
36 (12) 18 18 (16) 18 18 (16) 34 (15) 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 16
36 (12) 30
16 16 16 16 30 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 14 14 12 12 6 6 Bosun
16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 14 14 10 10 4 4 Store Cargo Hold
1 16 16 (13) 8 (6) 3 8 16 (13) 16 16 (13) 16 16 (13) 16 16 (13) 16 16 (13) 16 16 16 16 (13) 16 16 (13) 16 16 (13) 16 16 (13) 16 16 (13) 16 12 (9) 12 8 (6) 8 2 2
5 6 22
Void
12 12 (11) 8 (6)
4
8 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 22 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 10 (9) 10 6 (4) 6 2 2
2 12 16 (15) 16
1616 (15) 16 16 (15) 16
18 16 (15) 16 16 (15) 16
20 16 (15) 16
24 16 (15) 16 16 (15) 16
2614 (13) 14 12 (11) 12
28 8 (7) 8 4 4
Void
10
16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 23 16 (15) 16 16 (15) 16 16 (15) 16 12 (11) 12 10 (9) 10 6 (5) 6 2 2
31
13 14 14 (13) 14 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 12 (11) 12 10 (9) 10 8 (7) 8 4 (3) 4 2 2
7 8 9 11 8 (5) 8 12 (9) 12 14 (11) 14 14 (11) 14 13 (11) 13 14 (11) 14 12 (9) 12 10 (7) 10 6 (3) 6 4 4 2 2 30 32
15 17 19 21 25 27 29
Wing Water Heavy Fuel Oil Wing Water
A.P. 10 20 30 40 50 60 70 80 90 100 110 120 F.P.140 Ballast Tank Deep Tank Ballast Tank
Accommodation Ladder Pilot Assist Ladder Upper Deck (Starboard) (No.1 Port and (Port)
Starboard)
Double Bottom Heavy Fuel Oil Double Bottom

Water Ballast Deep Tank Water Ballast
Tank (Starboard) (No.2 Port and Tank (Port)
Starboard)
No.16 No.15 Open No.14 No.13 No.12 No.11 No.10 No.9 No.8 No.7 No.6 No.5 No.4 No.3 No.2 No.1 Heavy Fuel Oil
Deep Tank
Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch (No.3 Port and
12.6 x 12.6 x 12.6 x 33 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x Starboard)
40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 35.69m 30.65m 15.53m
Principal Dimensions
Length O.A. Approximately 299.9m
Length B.P. 286.8m
Breadth (Mld) 45.2m
Accommodation Ladder Pilot Assist Ladder
Depth (Mld) 24.2m
26 Tank Top
6 Draught Design (Mld) 12.5m
5 42 Draught Scant. (Mld) 13.5m
43 Service Speed: 23.3 Knots at Design Draught
36 44 (90% MCR, 15% S.M.)
No.8 Hold
Steering 37 45 Main Engine: Type: MAN B&W 9S90ME-C8
Gear Room 15
10 41 35 MCR: 45,740kW x 78.0 rpm
No.7 Hold No.6 Hold No.5 Hold No.4 Hold No.3 Hold No.2 Hold No.1 Hold NCR: 41,170kW x 75.3 rpm
9 39 C/L
Derated to: 38,880kW x 73.9 rpm
8 11 40 34
3 C/L
31
4 37 38 35 29 30 Key
12
17 19 21 25 27 Sea Water Ballast Tank Lubricating Oil
Co2 Room 13
Engine Room 14
2 28 Heavy Fuel Oil Fresh Water
6 16 18 20 24
Key
1 - Steering Gear Room 10 - Emergency Exit 19 - No.6 Double Bottom Water Ballast Tank (Port and Starboard) 28 - No.2 Wing Water Ballast Tank (Port and Starboard) 37 - Clean Drain Tank (Starboard)
2 - No.8 Water Ballast Tank (Port and Starboard) 11 - Main Engine System Oil Sump Tank (Centre) 20 - No.5 Wing Water Ballast Tank (Port and Starboard) 29 - No.2 Double Bottom Water Ballast Tank (Port and Starboard) 38 - Main Engine Jacket Cooling Water Drain Tank (Starboard)
3 - No.1 / No.2 Diesel Oil Service Tanks (Starboard) 12 - Cascade Tank (Starboard) 21 - No.5 Double Bottom Water Ballast Tank (Port and Starboard) 30 - No.1 Water Ballast Tank (Centre) 39 - Waste Oil Tank (Starboard)
4 - No.1 / No.2 Diesel Oil Storage Tanks (Starboard) 13 - Distilled Water Tank (Starboard) 22 - Fuel Oil Overflow Tank (Port) 31 - Bow Thruster / Emergency Fire Pump Room 40 - Hold Bilge Collecting Tank (Port)
5 - Main Engine Cylinder Oil Storage Tanks (Port) 14 - High Sea Chest 23 - Heavy Fuel Oil Deep Tank (Port and Starboard) 32 - Valve Recess Area 41 - Generator Engine Lubricating Oil Storage Tank (Port)
6 - Fresh Water Tanks (Port and Starboard) 15 - Low Sea Chest 24 - No.4 Wing Water Ballast Tank (Port and Starboard) 33 - Accommodation 42 - Low Sulphur Heavy Fuel Oil Settling Tank (Port)
7 - Stern Tube Cooling Water Tank 16 - No.7 Wing Water Ballast Tank (Port and Starboard) 25 - No.4 Double Bottom Water Ballast Tank (Port and Starboard) 34 - Bow Thruster Room Trunk 43 - Low Sulphur Oil Service Tank (Port)
8 - Bilge Well (Centre) 17 - No.7 Double Bottom Water Ballast Tank (Port and Starboard) 26 - No.3 Wing Water Ballast Tank (Port and Starboard) 35 - Bilge Well 44 - Heavy Fuel Oil Service Tank (Port)
9 - Stern Tube Lubricating Oil Drain Tank (Port) 18 - No.6 Wing Water Ballast Tank (Port and Starboard) 27 - No.3 Double Bottom Water Ballast Tank (Port and Starboard) 36 - No.1 Main Engine Cylinder Oil Storage Tank (Port) 45 - Heavy Fuel Oil Settling Tank (Port)
Drawing Reference: GA DA1D1Z029, 13.04.2011, REV 0
Issue: 1 IMO: 9526978 Section 1.1 - Page 1 of 10

1.1 Principal Data Anchors and Cables Bridge Equipment
Bow Anchors
Shipbuilder: Daewoo Shipbuilding and Marine Engineering Co. Equipment Manufacturer/Model
Ltd. Manufacturer: Kum Hwa Cast Steel Co. Ltd., Korea
Inmarsat Fleet Broadband JRC - JUE-500
Hull number: 4224 Type: Spek-type stockless anchor
Iridium System Iridium
Ship name: Maersk Laberinto No. of sets: 2
Inmarsat-C JRC - JUE-85
Delivered: 23rd May 2012 Weight: 21,500kg
VHF Transceiver System JRC - JHS-770S
Official number: HK-3473 MF/HF Transceiver JRC - JSS-296
IMO number: 9526978 Cable Chains Weather Facsimile Receiver JRC - JAX 9B
MMSI number: 477174800 Manufacturer: Dai Han Anchor Chain Co. Ltd. NAVTEX Receiver JRC - NCR-333
Fleet Broadband number: 870 77316 1554 No. of sets: 2 VHF Emergency Hand-Held Radios JRC - JHS-7
Inmarsat-C number: 447704275 Dimensions: 770.0m total length x 114mm diameter UHF Communications Motorola - GP328
447704276 Port: 385.0m DGPS Satellite Navigator JRC - JLR-7800
Iridium: 8816 777 01798 Starboard: 385.0m Voyage Data Recorder JRC - JCY-1800
Nationality: Hong Kong Special quality: Steel grade U3 Radars JRC - 9122 9XA (25kW X-Band)
Port of registry: Hong kong 9132 SA (30kW S-Band)
Radio call sign: VRKJ7 ECDIS JRC - JAN-901B
Mooring Ropes
Type of ship: Container ship JAN-2000
Navigation: Worldwide No. of sets: 12 x synthetic fibre (nylon) Gyrocompass Yokagawa - CMZ900D
Classification: ABS Register, +A1, (E), Container Carrier, Dimensions: 220m x 78mm Magnetic Compass KMTC - Reflecta
SH-DLA, SFA(20), +AMS, + ACCU, ES, TCM, Breaking strength: 130 tonnes Autopilot Yokagawa - PT500A
UWILD, CRC Speed Log JRC - JLN-550
Spare ropes: 6
Length overall: 299.9m (approx.) Echo Sounder JRC - JFE-680
Length between Anemometer Heriana/Gill Instruments -Ultrasonic
perpendiculars: 286.80m Hatch Covers Bridge Control of Main Engine Nabtesco
Breadth moulded: 45.20m
Rudder Angle Indicator Heriana
Depth moulded: 24.20m Design: MacGregor Finland
Automatic Identification System JRC - JHS-182
Draught (summer)): 13.523m Manufacturer: DSME
EPRIB JRC - JQE-103
Draught (scantling): 13.50m Type: Pontoon
SART Jotron - Tron SART 20
Lightship weight: 30,370.2t Operation: Lift-away, manual locking/unlocking
Master Clock System MRC - MCS-980
Deadweight at summer Whistle System Kockums - TLG2000
draught: 94,121.0t Cargo Equipment Sound Powered Telephone MRC - LC-800
Total number of TEUs: 8,700
Automatic Telephone System MRC - MCX-2064
Service speed (load): 22.4 knots Loading computer: IS Interschalt Maritime Systems - Seacos MACS3
Public Address and Talk-back System MRC - MPA-7800ECD2
Service speed (ballast): 23.0 knots
Conning Display JRC - JAN-2000-CON
Minimum safe manning: 14 persons
Safety complement: 36 persons

Illustration 1.1b Cargo Bay/Row Plan Arrangement
Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch
Aft Deck Hatch Hatch Upper Deck No.7A No.7F No.6A No.6F No.5A No.5F No.4A No.4F No.3A No.3F No.2A No.2F No.1A No.1F
No.8A No.8F
67 65 63 61 55 53 51 49 47 45 43 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 9 7 5 3 1
70 66 62 58 54 50 46 42 38 34 30 26 22 18 14 10 6 2
18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 14
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 14
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 14
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 14
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 (14) 14
36 (12) 18 18 (16) 18 18 (16) 36 (16) 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 16
16 (14) 14
36 (12) 18 18 (16) 18 18 (16) 36 (16) 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 16
16 (14) 14
36 (12) 18 18 (16) 18 18 (16) 34 (15) 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 16
36 (12) 30
16 16 16 16 30 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 14 14 12 12 6 6 Bosun
16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 14 14 10 10 4 4 Store
S/G Room 16 16 (13) 8 (6) 8 16 (13) 16 16 (13) 16 16 (13) 16 16 (13) 16 16 (13) 16 16 16 16 (13) 16 16 (13) 16 16 (13) 16 16 (13) 16 16 (13) 16 12 (9) 12 8 (6) 8 2 2
12 12 (11) 8 (6) 8 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 10 (9) 10 6 (4) 6 2 2
16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 14 (13) 14 12 (11) 12 8 (7) 8 4 4
Bow Thruster/ Void
16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 12 (11) 12 10 (9) 10 6 (5) 6 2 2 Emergency
Engine Room Fire Pump
14 (13) 14 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 12 (11) 12 10 (9) 10 8 (7) 8 4 (3) 4 2 2
Room
8 (5) 8 12 (9) 12 14 (11) 14 14 (11) 14 13 (11) 13 14 (11) 14 12 (9) 12 10 (7) 10 6 (3) 6 4 4 2 2
A.P. 10 20 30 40 50 60 70 80 90 100 110 120 F.P. 140
No.8 Hold No.7 Hold No.6 Hold No.5 Hold No.4 Hold No.3 Hold No.2 Hold No.1 Hold
Dangerous Cargo Holds
Container Cell Numbering Sequence

Bay 58
18 16 1412 10 08 06 04 02 010305 07 091113 15 17 17 15 13 11 09 07 05 03 01 020406 08 101214 16 18 Bay Row Tier
Rows 96
98 94
96 Standard Height 92
94 90 Tier
92 High Cube 88 Key
90 86
88 84 1 40ft Bay Number
86 82
84 80
82 Upper Deck 78 1 20ft Bay Number
80 Main Engine Air Trunk
78 16
Cargo Hold 14
12 Note
10 Tier Height and Row Width on Deck
8 and Under Deck vary according to Bay;
6 Tier and Row Numbering will change
4 accordingly.
Key 2
Reefer Unit This Plan reflects stowage of High Cube
containers. Please see Cargo Securing
16 14 12 10 08 0604 02 01 03 05 07 09 11 13 15 Manual for Detailed Stowage Possibilities.
Rows
Drawing Reference: Container Stowage Plan DA101Z041, 08.11.2011, REV 0

Illustration 1.1c Tank Capacity Tables (i)
Water Ballast Tanks SG 1.025 Fuel Oil Tanks SG 1.01

Capacities Centre of Gravity Capacities Centre of Gravity
Tank Location 100% Full LCG VCG
Tank Location LCG VCG
Frames m3 MT m m from from
100% Full
No.1 Deep WBT (C) 110 - 115 1770.1 1814.3 250.367 6.111 AP BL
No.2 Double Bottom WBT (P) 100 - 110 770.6 789.9 227.631 2.906 Frames m3 MT m m
No.2 Double Bottom WBT (S) 100 - 110 770.6 789.9 227.631 2.906 HFO Deep Tank (1P) 75 - 80 1515.4 1530.5 150.080 9.183
No.2 Wing WBT (P) 100 - 110 2441.0 2502.0 230.444 11.647 HFO Deep Tank (1S) 75 - 80 1573.3 1589.0 149.960 9.434
No.2 Wing WBT (S) 100 - 110 2441.0 2502.0 230.444 11.647 HFO Deep Tank (2P) 75 - 80 1643.5 1659.9 149.825 9.027
No.3 Double Bottom WBT (P) 90 - 100 1218.2 1248.6 199.703 2.373 HFO Deep Tank (3P) 75 - 80 849.2 857.7 149.825 10.730
No.3 Double Bottom WBT (S) 90 - 100 1218.2 1248.6 199.703 2.373 HFO Deep Tank (3S) 75 - 80 849.2 857.7 149.825 10.730
No.3 Wing WBT (P) 90 - 100 1545.5 1584.1 201.591 10.500 HFO Service Tank (P) 42 - 50 154.9 156.4 67.000 12.670
No.3 Wing WBT (S) 90 - 100 1545.5 1584.1 201.591 10.500 HFO Settling Tank (P) 42 - 50 294.3 297.2 67.000 12.900
No.4 Double Bottom WBT (P) 80 - 90 1348.3 1382.0 171.504 1.825 Low Sulphur HFO Deep Tank (2S) 75 - 80 1643.5 1659.9 149.825 9.027
No.4 Double Bottom WBT (S) 80 - 90 1348.3 1382.0 171.504 1.825 Low Sulphur HFO Service Tank (P) 42 - 50 154.9 156.4 67.000 12.670
No.4 Wing WBT (P) 80 - 90 895.6 917.9 171.445 12.224 Low Sulphur HFO Settling Tank (P) 42 - 50 158.6 160.2 67.000 12.670
No.4 Wing WBT (S) 80 - 90 895.6 917.9 171.445 12.224 Total 8836.8 8924.9 142.745 9.776
No.5 Double Bottom WBT (P) 70 - 80 1394.3 1429.2 142.799 1.736
No.5 Double Bottom WBT (S) 70 - 80 1394.3 1429.2 142.799 1.736
No.5 Wing WBT (P) 70 - 80 900.9 923.4 142.600 12.185
Diesel Oil Tanks SG 0.900
Capacities Centre of Gravity
No.5 Wing WBT (S) 70 - 80 900.9 923.4 142.600 12.185
No.6 Double Bottom WBT (P) 60 - 70 1334.0 1367.3 113.894 1.702 Compartment Location LCG VCG
from from
No.6 Double Bottom WBT (S) 60 - 70 1334.0 1367.3 113.894 1.702 100% Full
AP BL
No.6 Wing WBT (P) 60 - 70 900.9 923.4 113.700 12.185
Frames m3 MT m m
No.6 Wing WBT (S) 60 - 70 900.9 923.4 113.700 12.185
No.1 DO Storage Tank (S) 18 - 22 182.0 163.8 31.100 16.550
No.7 Double Bottom WBT (P) 50 - 60 1500.1 1537.6 84.236 2.773
No.2 DO Storage Tank (S) 18 - 22 151.7 136.5 31.100 16.550
No.7 Double Bottom WBT (S) 50 - 60 1500.1 1537.6 84.236 2.773
No.1 DO Service Tank (S) 18 - 22 196.8 177.1 31.100 16.550
No.7 Wing WBT (P) 50 - 60 810.0 830.2 85.526 12.874
No.7 Wing WBT (S) 50 - 60 810.0 830.2 85.526 12.874 No.2 DO Service Tank (S) 18 - 22 182.0 163.8 31.100 16.550
No.8 Wing WBT (P) 13 - 22 1403.2 1438.3 25.421 13.29 Total 712.5 641.2 31.100 16.550
No.8 Wing WBT (S) 13 - 22 1403.2 1438.3 25.421 13.29
TOTAL 34695.3 35562.1 156.355 156003

Illustration 1.1d Tank Capacity Tables (ii)
Lubricating Oil Tanks SG 0.90 Fresh Water Tanks SG 1.000

Capacities Centre of Gravity Capacities Centre of Gravity
Compartment Location LCG VCG Compartment Location LCG VCG
from from from from
100% Full 100% Full
AP BL AP BL
Frames m3 MT m m Frames m3 MT m m
ME System LO Storage Tank (P) 22 - 24 99.3 89.4 39.825 16.735 Distilled Water Tank (S) 35 - 42 80.8 80.8 61.263 3.528
No.1 ME CLO Storage Tank 22 - 24 99.3 89.4 39.825 16.735 Fresh Water Tank (P) 25 - 35 189.3 189.3 51.750 16.035
No.2 ME CLO Storage Tank 22 - 24 102.4 92.2 39.770 16.735 Fresh Water Tank (S) 25 - 35 189.3 189.3 51.750 16.035
ME CLO Service Tank (P) 48 - 50 4.3 3.8 69.400 20.815 Total 459.4 459.4 53.423 13.836
ME System LO Settling Tank (P) 22 - 24 99.2 89.3 39.862 16.643
ME System LO Sump Tank (C) 22 - 33 87.1 78.4 46.382 1.259
GE LO Storage Tank (P) 27 - 29 12.6 11.4 52.600 21.600
TG LO Storage Tank (S) 42 - 46 6.4 5.8 65.400 21.190
Total 510.6 459.7 41.827 14.277
Miscellaneous Tanks
Capacities Centre of Gravity
Compartment Location LCG VCG
from from
100% Full
AP BL
Frames m3 m m
Bilge Water Holding Tank (P) 23 - 32 117.7 48.889 1.732
Clean Drain Tank (S) 23 - 29 92.9 47.364 1.742
Hold Bilge Collecting Tank (P) 32 - 50 94.0 62.724 1.605
FO Overflow Tank (C) 39 - 46 78.6 63.902 1.776
ME JCW Drain Tank (S) 29 - 32 24.8 54.626 1.692
No.1 Sludge Tank (P) 42 - 50 138.7 67.000 6.365
No.2 Sludge Tank (S) 29 - 39 34.7 58.467 7.335
Sewage Holding Tank (P) 25 - 27 67.4 48.675 9.455
ST Cooling Water Tank (C) 9 - 15 73.4 13.366 3.666
Waste Oil Tank (P) 32 - 39 20.5 58.600 1.870
Cascade Tank (S) 39 - 42 12.5 62.600 14.985
ST LO Drain Tank (P) 20 - 21 5.8 32.525 2.170
FO Overflow Tank in Hold (P) 75 - 78 62.1 146.575 15.095
Total 823.1 59.588 4.752

Illustration 1.1e Sounding Pipe Positions
Note
Wing water ballast tanks sounding pipes
are located in the underdeck passageways.
The remaining tanks sounding pipes are
located in the cargo holds at the second level.
5 7 11 15 19 23
1 3 8 12 16 20 24
No.16 No.15 Open No.14 No.13 No.12 No.11 No.10 No.9 No.8 No.7 No.6 No.5 No.4 No.3 No.2 No.1
Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch
12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 12.6 x 27 12.6 x 12.6 x
40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 40.85m 35.69m 30.65m 15.53m
2 4 9 13 17 21 25
6 10 14 18 22 26
Key
1 - No.8 Water Ballast Tank (Port) 10 - No.6 Wing Water Ballast Tank (Starboard) 20 - No.3 Double Bottom Water Ballast Tank (Port)
2 - No.8 Water Ballast Tank (Starboard) 11 - No.5 Wing Water Ballast Tank (Port) 21 - No.3 Double Bottom Water Ballast Tank (Starboard)
3 - No.7 Double Bottom Water Ballast Tank (Port) 12 - No.5 Double Bottom Water Ballast Tank (Port) 22 - No.3 Wing Water Ballast Tank (Starboard)
4 - No.7 Double Bottom Water Ballast Tank (Starboard) 13 - No.5 Double Bottom Water Ballast Tank (Starboard) 23 - No.2 Wing Water Ballast Tank (Port)
5 - No.7 Wing Water Ballast Tank (Port) 14 - No.5 Wing Water Ballast Tank (Starboard) 24 - No.2 Double Bottom Water Ballast Tank (Port)
6 - No.7 Wing Water Ballast Tank (Port) 15 - No.4 Wing Water Ballast Tank (Port) 25 - No.2 Double Bottom Water Ballast Tank (Starboard)
7 - No.6 Wing Water Ballast Tank (Port) 16 - No.4 Double Bottom Water Ballast Tank (Port) 26 - No.2 Wing Water Ballast Tank (Starboard)
8 - No.6 Double Bottom Water Ballast Tank (Port) 17 - No.4 Double Bottom Water Ballast Tank (Starboard) 27 - No.1 Water Ballast Tank (Centre)
9 - No.6 Double Bottom Water Ballast Tank (Starboard) 18 - No.4 Wing Water Ballast Tank (Starboard)
19 - No.3 Wing Water Ballast Tank (Port)

Illustration 1.1f Deck Plans - Upper, A and B Decks
Upper Deck A Deck B Deck
FO Liferaft Lifeboat
Davit (20 Persons x 2) (36 Persons) Rescue Boat
Deck
Store
Up Up Dn Up Dn
Reefer Toilet
Hospital Safety
Workshop Duty
Store Emergency
Mess Generator Room
Room Gymnasium
Paint /
Lamp Store Toilet/Shower Dining
Room
Cable Trunk Dn
Cable Trunk
No.1 Cable Trunk
Engineer Air
Engine Room Air Space Linen
Fan Room Changing Space
Room Elevator Locker
Elevator Elevator
Deck
Changing Engine
Room Crew
Engine Engine Engine (D)
Casing Toilet Casing Galley Casing Toilet/Shower
Engine
Crew
Locker (E)
Engine
Dry Crew
Provision (F)
Fire Store
Control Toilet/Shower
Room
Beverage Engine
Store Crew
Bonded (G)
Duct Store Duct
Trunking Trunking
No.2 Engine
Air Freezing Air Crew
Engine Room Space Room Space
Fan Room (H)
Toilet/Shower
Ship’s
Acetylene Locker Office Dn Drying
Dn Room
Oxygen Locker Up Up
Toilet/Shower Up
Cooling
Provisions Room Toilet Ship’s
Garbage Tally Laundry
Store Office Refrigerating Suez Crew (6)
Machinery Room
Up Up Dn Up Dn
Deck
Toilet
Davit (20 Persons x 2) (36 Persons)
Drawing Reference: General Arrangement - DA101ZO29 - REV 0

Illustration 1.1g Deck Plans - C, D and E Decks
C Deck D Deck E Deck
Cleaning
Gear Room
Up Dn Dn
Up Up
Deck Toilet/Shower
Crew Spare 2nd
Safety/ Engineer
Cofferdam Pool Deck (F) Swimming Officer
Tank Pool (B) Day Room
Store Toilet/Shower Dn
Deck Deck
Crew Crew 2nd
Cable Trunk Cable Trunk (A)
(G) Cable Trunk Engineer
Air Space Elevator Awning Toilet/Shower Bedroom
Elevator Locker Locker Elevator Toilet/Shower
Elevator
Machinery
Deck Room Deck 4th
Crew Crew Engineer
(H) (B)
Engine Engine Engine
Casing Toilet/Shower Casing Toilet/Shower Casing Toilet/Shower
Deck
Engine Crew Radio
Crew (C) Officer
(A)
Engine Provision
Crane Deck
Crew Crew Electrician
(B) (D)
Toilet/Shower Toilet/Shower Toilet/Shower
Deck
Engine Crew Spare
Crew (E) Officer
(C) (A)
Duct Server
Trunking Locker Dn Up
Air Space Duct
Trunking Duct
Trunking
Air
Cofferdam Conditioning Up Officers’
Dn Dn
Toilet Up Machinery Up Crew’s Day Room
Room Day Room
Up Up Dn
Maintenance
Crew (2)
Up Dn Dn
Toilet

Illustration 1.1h Deck Plans - F, G and H Decks
F Deck G Deck H Deck
Cleaning
Gear Room
Up
Chief
Engineer
Office
Dn
Dn
Up Up Dn
Cable Trunk Chief Cable Trunk Cable Trunk

Engineer
Elevator Day Room Elevator Elevator
Chief
Engineer
Casing Toilet/Shower Casing Casing
2nd
Officer
3rd
Officer
Toilet/Shower
3rd
Engineer
Toilet/Shower
Dn Up
Chief Dn Up Dn Up
Officer
Duct Bedoom Duct Duct
Trunking Trunking Trunking
Up Dn Up Dn
Up Dn
Chief
Officer
Day
Room
Locker

Illustration 1.1i Deck Plans - I, J and Navigation Bridge Decks
J Deck Navigation Bridge Deck
I Deck
Dn
Up Dn Up Dn
Cable Trunk Cable Trunk Conference

Room Up
Elevator
Elevator Elevator Wheel
Electrical
Equipment Pilot Wheelhouse
Room
Toilet
Engine Toilet/Shower
Casing Engine
Casing
Captain Engine
Bedroom Casing
Captain
Day
Room
Toilet
Battery Up Dn
Room
Captain
Dn
Dn Up Office
Duct Duct
Trunking Trunking
Up Dn Up Dn Dn

1.2 Ship Handling
Illustration 1.2.1a Wheelhouse Poster
Turning Circles at Maximum Rudder Angle (35°) Emergency Manoeuvres Ballast Emergency Manoeuvres Loaded
Distance
Distance
Cables Cables
(/Lpp)
(/Lpp)
95 sec 97 sec 140 sec 143 sec
12.3 kts 12.5 kts loaded 8.2 kts 8.3 kts loaded
(full ahead) (half ahead)
2.531 25 25
2.595
2.506
2.562
193 sec 197 sec 292 sec 298 sec
1.055 1.083 1.078 1.111
8.1 kts 8.4 kts 5.2 kts 5.3 kts
2.451 420 sec 434 sec 2.535 2.492 655 sec 677 sec 2.57 20 20
6.4 kts 6.6 kts 4.0 kts 4.1 kts
305 sec 313 sec 470 sec 483 sec
6.7 kts 7.0 kts 4.2 kts 4.4 kts
15 15
0 Distance (cables) 0 Distance (cables)
Deep Water (Estimated) Deep Water (Estimated)
Distance
Distance
10 10
(/Lpp)
(/Lpp)
117.8 sec 116.7 sec 146.4 sec 164.4 sec
13.3 kts 14.3 kts ballast 8.9 kts 8.6 kts ballast
(full ahead) (half ahead)
3.286
2.868
3.096
3.47
248.6 sec 259 sec 318.2 sec 335.1 sec

1.114 1.328 0.904 1.204 5
8.2 kts 9.5 kts 6.1 kts 6.7 kts
3.304 545.5 sec 575.3 sec 3.994 3.012 663.1 sec 695.4 sec 3.532
6.5 kts 7.8 kts 5.2 kts 6.8 kts
392.5 sec 420.1 sec 498.8 sec 505.8 sec Port 5 0 5 Stbd Port 5 0 5 Stbd
7.0 kts 8.3 kts 5.4 kts 6.8 kts
From Full Sea Ahead Comparision of turning (35° rudder) and full astern stopping ability (rudder amidship)
Man Overboard Rescue Manoeuvre
0 0 Sequence of action to be taken
Distance (cables) Distance (cables)
- to cast a lifebuoy
Deep Water (Trial) Deep Water (Estimated)
- to give the helm order
Stopping Characteristics
-- ALL HELM ORDERS : HARD OVER
Distance
ballast Track reach (x 1000m)

(/Lpp)
218 sec 210 sec (half ahead) - to sound the alarm

11.6 kts 11.3 kts 7 - to keep the look-out
Water Depth/Draft Depth
Ratio = 1.2 Loaded 1099 19.4 Ballast Insert a recommended turn
10
3.572
3.463
430 sec 411 sec

2.701 2.515 1097 15.4
6
10.9 kts 10.5 kts 774 18.0
9
1093 11.5 645 17.0
773 14.0
5.523 864 sec 825 sec 5.116 5 AT 30 DEGREE BEFORE
556 16.0 8
10.7 kts 10.3 kts 643 13.0 OPPOSITE COURSE
647 sec 617 sec 514 22.4 751 10.0
499 15.0
1081 7.2 553 12.0
10.7 kts 10.3 kts 495 14.0 774 20.8 7
392 13.0
625 9.0 484 11.0 390
4
358 11.0 13.0
419 19.0
429 10.0 352 12.0
438 18.4
326 10.0 781 6.0 535 8.0 363 18.0 6
294 9.0 382 9.0 319 11.0 390 17.0
0 Distance (cables) 463 7.0 3
321 9.1 262 8.0 625 5.0 340 8.0 290 10.0 290 15.0
Shallow Water (Estimated) 298 7.0

402 6.0 262 9.0 243 13.0 5
301 7.0 673 15.3 413 23.8
263 6.0 226 7.0 502 4.0 235 8.0 198 10.0
343 5.0 653 11.7
263 6.0
298 15.0
222 5.0 187 6.0 208 7.0
2 161 6.1 449 14.0
381 3.0
290 4.0 222 5.0 177 6.0
349 13.0 380
618 8.1
252
213
14.0
13.0
222 18.3 4
132 1.1 10.0 222 10.0
176 4.0 148 5.0 176 4.0 144 5.0 279 12.0 181 12.0
208 3.0 222 9.0
255 14.5 226 11.0 291 9.0 409 7.0 154 11.0 179 8.0 302 14.8
112 4.0 246 2.0 226 8.0
135 5.0
127 3.0 127 3.0 111 4.0
1 152 9.0 176 7.0
292 6.0
111 9.1
144 7.0 191 6.0 3
132 2.0 6.0 209 5.0 114 6.0
103 2.0 81 2.0
80 3.0 80 3.0 101 7.0 136 77 7.0 89 5.0
148 5.0
81 2.0 147 4.0 108 4.0 204 11.1
160 10.2 51 2.0 64 5.0 77 4.0 51 5.0
63 1.0 51 2.0 117 1.0 63 1.0 98 3.0 75 3.0
48 3.0 85 2.0
20 1.0
39 1.0
26 1.0 39 1.0 26 1.0 25 2.0 35 2.0 60 2.0 21 2.0 48 2.0 2
15 1.0 19 1.0 29 1.0 13 1.1 17 1.0 24 1.0 40 1.0
AFTER 60 DEGREE
(sec)(kts) (sec)(kts) (sec)(kts) (sec)(kts) (sec)(kts) (sec)(kts) (sec)(kts) (sec)(kts) (sec)(kts) (sec)(kts) (sec)(kts) (sec)(kts) (sec)(kts) (sec)(kts) (sec)(kts) (sec)(kts)
CHANGE OF INITIAL
1
Slow
Half
Full
Full Sea
Slow
Half
Full
Full Sea
Full Sea
Full
Half
Slow
Full Sea
Full
Half
Slow
COURSE “OPPOSITE RUDDER”
Ahead to full Ahead to Stop Ahead to Stop Ahead to full 4 3 2 1 0 1 2

Astern Astern

1.3 Performance Data Efficiency of Bow Thruster
THRUSTER EFFECT AT TRIAL CONDITIONS
1.3.1 limitations on operating machinery
Thruster kW Time delay Turning rate Time delay Not effective
for full thrust at zero speed to reverse above speed
Service speed: 22.4 knots full thrust
MCR: 38,880kW at 73.9 rpm Bow 2,300 - 10.55º/min - 5 knots
NCR: 34,992kW at 71.3 rpm
Specific fuel consumption Ship’s Condition
at MCR: 172.8g/kW/h Normal loaded draught: 12.5m even keel, approximately
Daily consumption: 132m3, approximately Normal ballast draught: 6.00m F, 9.44m A, trim 3.44m
Engine Order/Rev/Min/Speed Table Number of Starts of Main Engine from Air Reservoir with Compressors
Barred speed range: None (normal firing) Stopped
Above 67 rpm (one cylinder misfiring) 15 in number.
61 - 67 rpm (axial vibration damper inactive)
Time and Distance to Stop
Engine Order Rev/min Loaded Ballast
Time and Distance to stop
Condition Condition
(knots) (knots) Normal Loaded Condition Normal Ballast Condition
Nav. full ahead 73.9 22.4 23.0 Time Distance Time Distance
Full ahead 54.0 17.0 17.3 Nav. full 1,099s ≈5,100m 774s ≈4,100m
ahead
Half ahead 43.0 13.5 13.8
Half ahead 1,033s ≈5,200m 653s ≈2,100m
Slow ahead 32.0 9.9 10.2
Dead slow ahead 21.0 5.8 6.2
Dead slow astern 21.0 4.2 4.5
Slow astern 32.0 7.2 7.5
Half astern 43.0 9.9 10.1
Full astern 54.0 12.4 12.7
Steering Particulars
Minimum steering speed: 3.3 knots
Type of rudder: Full spade, semi-balanced
Maximum available rudder angle: 35° to port or starboard
Hard-over to hard-over time: 12.74 seconds (both power units)
Issue: 1 IMO: 9526978 Section 1.3.1 - Page 1 of 1

1.3.2 Effect Of Squat And Heel
Squat
As the vessel proceeds through the water, the draught increases in relation to
the speed. This effect is more pronounced in shallow waters and should be
taken into consideration, especially when manoeuvring in a confined area.
The table shows the calculated effect in confined waters at various draughts.
DRAUGHT INCREASE (LOADED)

Estimated Squat Effect
Under Keel Ship’s Speed Max. Stern Squat Estimated (m)
Clearance (Knots) Infinite Width Confined Water
of Channel (W/B=4)
13.5m 5 0.08 0.15
(H/D=2.0) 10 0.32 0.65
15 0.74 1.52
2.7m 5 0.11 0.23
(H/D=1.2 10 0.46 0.98
15 1.07 2.28
Note: H/D = water depth/ship’s draught

W/B = width of channel/ship’s breadth
Heel
The angle of heel also increases the maximum draught of the vessel and this
effect should be taken into consideration when manoeuvring, especially when
turning at speed. The effect of even light crosswinds will also cause the vessel
to heel, especially when in light load or ballast condition.
EFFECT of HEEL
Angle of Heel Increase in Draught
Degrees Metres
1 0.39
2 0.79
4 1.58
8 3.18
12 4.80
16 6.48

Section 2: Cargo System Description
2.1 Cargo Arrangement
2.1.1 Cargo Plan
2.1.2 Hatch Cover Arrangement
2.1.3 Cell Guide System
2.2 Cargo Hold Ventilation
2.3 Ballast System
2.3.1 System Description
2.3.2 Hydraulic Valve Remote Control System
2.3.3 Ballast Operations
2.3.4 Anti-Heeling System

Illustration 2.1.1a Cargo Bay/Row Plan Arrangement
Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch
Aft Deck Hatch Hatch Upper Deck No.7A No.7F No.6A No.6F No.5A No.5F No.4A No.4F No.3A No.3F No.2A No.2F No.1A No.1F
No.8A No.8F
67 65 63 61 55 53 51 49 47 45 43 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 9 7 5 3 1
70 66 62 58 54 50 46 42 38 34 30 26 22 18 14 10 6 2
18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 14
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 14
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 14
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 14
36 18 18 18 18 36 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16
16 (14) 14
36 (12) 18 18 (16) 18 18 (16) 36 (16) 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 16
16 (14) 14
36 (12) 18 18 (16) 18 18 (16) 36 (16) 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 16
16 (14) 14
36 (12) 18 18 (16) 18 18 (16) 34 (15) 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 18 18 (16) 16
36 (12) 30
16 16 16 16 30 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 14 14 12 12 6 6 Bosun
16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 14 14 10 10 4 4 Store
S/G Room 16 16 (13) 8 (6) 8 16 (13) 16 16 (13) 16 16 (13) 16 16 (13) 16 16 (13) 16 16 16 16 (13) 16 16 (13) 16 16 (13) 16 16 (13) 16 16 (13) 16 12 (9) 12 8 (6) 8 2 2
12 12 (11) 8 (6) 8 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 10 (9) 10 6 (4) 6 2 2
16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 14 (13) 14 12 (11) 12 8 (7) 8 4 4
Bow Thruster/ Void
16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 12 (11) 12 10 (9) 10 6 (5) 6 2 2 Emergency
Engine Room Fire Pump
14 (13) 14 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 16 (15) 16 12 (11) 12 10 (9) 10 8 (7) 8 4 (3) 4 2 2
Room
8 (5) 8 12 (9) 12 14 (11) 14 14 (11) 14 13 (11) 13 14 (11) 14 12 (9) 12 10 (7) 10 6 (3) 6 4 4 2 2
A.P. 10 20 30 40 50 60 70 80 90 100 110 120 F.P. 140
Container Cell Numbering Sequence

Bay 58
18 16 1412 10 08 06 04 02 010305 07 091113 15 17 17 15 13 11 09 07 05 03 01 020406 08 101214 16 18 Bay Row Tier
Rows 96
98 94
96 Standard Height 92
94 90 Tier
92 High Cube 88 Key
90 86
88 84 1 40ft Bay Number
86 82
84 80
82 Upper Deck 78 1 20ft Bay Number
80 Main Engine Air Trunk
78 16
Cargo Hold 14
12 Note
10 Tier Height and Row Width on Deck
8 and Under Deck vary according to Bay;
6 Tier and Row Numbering will change
4 accordingly.
Key 2
Reefer Unit This Plan reflects stowage of High Cube
containers. Please see Cargo Securing
16 14 12 10 08 0604 02 01 03 05 07 09 11 13 15 Manual for Detailed Stowage Possibilities.
Rows
Drawing Reference: Container Stowage Plan DA101Z041, 08.11.2011, REV 0

2.1 Cargo Arrangement The Loading Manual gives details of container loading plans, and also indicates • Before a voyage commences, care should be taken to ensure that
the vertical and transverse centre of gravity positions for containers. Such the cargo and sizable pieces of equipment have been properly
2.1.1 Cargo Plan information is required in order to allow calculations to be performed in order stowed or lashed, so as to minimise the possibility of both
to determine the effect that loading or removing a container has on the draught, longitudinal and lateral shifting while at sea, under the effect of
trim and angle of heel. The Loading Manual gives example calculations for acceleration caused by rolling and pitching.
Cargo is located in containers of 20ft, 40ft and 45ft length; the 45ft long
determining such information, but under normal circumstances, the shipboard
containers are only loaded on deck in the upper tiers of the stacks. Containers • The Master should ensure that any loading conditions not
staff are not required to perform such calculations.
are generally 8ft 6in tall, but 9ft 6in tall containers may be loaded on deck included in the Loading Manual, should be assessed for intact
or in the holds provided that the total height limits are not exceeded. Live and damage stability compliance with free surface corrections
refrigerated containers are loaded in designated spaces in the holds or on deck Loading and discharge of containers is controlled ashore and calculations applied to GM (or KG) throughout the voyage as per applicable
in the lower tiers. Live reefer containers must be loaded in specific locations in performed by computer. If it is found that the loading plan needs to be changed IMO Resolutions and SOLAS regulations.
order to allow for connection of the cooling water pipes in the cargo holds, and due to an update from the previous loading port which puts a stack loading out
of allowable parameters, then it will be necessary to liaise with the loading • Ideally, and whenever practicable, only one pair of water ballast
electrical power for the refrigeration units. tanks is slack at any one time in order to reduce the effects of
master to relocate some of the containers. Loading must take account of the
hold or deck space available at the loading port, the size of container (length free surface.
The container stowage plan shows where containers of particular length and
height, as well as reefer containers, may be stowed. The ship is divided into and height), whether reefer or not, the port of discharge, and the nature of
bays and these are numbered from forward. the cargo in the container. Hazardous goods require particular attention; see Free Surface Effect
Section 3.1.2 for further details.
Many of the conditions shown in the Loading Manual involve a change in the
Vertically, container stowage is numbered in tiers. In the holds the tiers are water ballast distribution between departure, half way through the passage, and
Ship’s staff will be informed about the number and weight of containers, and
numbered from the bottom of the hold and are designated 02, 04, 06, 08, 10, arrival stages. The taking on or discharge of water ballast inevitably results in
will have to deal with ballast pumping in order to ensure the ship’s stress and
12, 14, 16 and 18. On deck the tiers are numbered from the upper deck level free surface being present during the transition stage, and allowance should
bending moments are maintained within limits, and that the draught and trim
and are designated 78, 80, 82, 84, 86, 88, 90, 92, 94 and 96. be made for this, particularly in adverse weather conditions. The free surface
are correct for leaving port. Under normal circumstances, their major function
to the loading and discharge operation is to ensure that the ship is in a fit state effects should be calculated to take account of the most onerous transitory
For bay 58, tiers are numbered from the upper deck level and are designated stage relating to such operations for that ballast tank or pair of tanks, with the
for loading and discharge, that hatch covers are free to be moved, that reefer
78, 80, 82, 84, 86, 88, 90, 92, 94, 96 and 98. greatest free surface moment of those involved in the change. This assumes that
containers are disconnected/connected from/to the cooling water, and electrical
power supplies at the correct time, and monitoring the containers for damage only one ballast tank or pair of tanks is allowed to have a free surface at any
The stowing of containers on deck must take account of visibility requirements, time. If this is not the case, the correction should be increased as appropriate.
during lifting operations.
and the maximum stowing numbers for each stack is based upon SOLAS
visibility requirements. In calculating the free surface effects in tanks containing consumable liquids,
Prior to leaving port, the Master must ensure that the vessel’s stability is within
acceptable limits, and that the vessel is seaworthy, ie, containers are lashed as the free surface correction should be the maximum value attainable between
Reefer containers must be oriented in a particular way when loaded in order that the filling limits envisaged for each tank, consistent with any operating
required and that hatch covers are secure.
the reefer equipment is adjacent to the water and electrical power connections. instructions. It should be assumed that for each type of liquid, at least one
Reefer containers may be loaded in all bays on deck and in all bays in the holds transverse pair or a single centre line tank has a free surface, and the tank or
with the exception of bay No.2. General Precautions Against Capsizing combination of tanks taken into account should be those where the effect of
free surface is the greatest. At all times during loading and discharge, the duty
Forward of the accommodation, all reefer containers, both on deck and in Although loading arrangements are made ashore, it is the responsibility of the officer must pay attention to the trim and angle of heel in order to ensure that
the holds, are loaded with the refrigeration machinery facing aft. Aft of Master of the vessel to ensure that the vessel is safe and seaworthy at all times, the limits set for lifting and replacing hatch covers as given in Section 2.1.2
the accommodation, all reefer containers are loaded with the refrigeration and the following points must be observed. are not exceeded.
machinery facing forward with the exception of bay 62 in the hold, where the
• Compliance with the stability criteria does not ensure immunity List ± 3° (maximum)
machinery faces aft.
against capsizing, regardless of the circumstances, or absolve
Trim ± 2° (maximum, by the head or stern)
the Master from his responsibilities. The Master must exercise
There are power and cooling water connections for 850 FEU reefer containers
prudence and good seamanship, having regard to the season of
in the cargo holds, and power connections for 857 FEU reefer containers on The anti-heeling and ballast systems must be operated to maintain conditions
the year, weather forecasts and the navigational zone, and should
deck. within these limits.
take the appropriate action as to speed and course warranted by
the prevailing circumstances.
Note: The ship’s Cargo Securing Manual contains cross-sectional drawings
of all the bays with the positions of reefer boxes and box sizes shown. • Care should be taken to ensure that the cargo allocated to the
ship is capable of being stowed, so that compliance with the
criteria can be achieved. If necessary, the amount should be
limited to the extent that ballast weight may be required.

Illustration 2.1.2a Hatch Cover Arrangement
Hold 8 Aft Hold 8 Fwd Hold 7 Aft Hold 7 Fwd Hold 6 Aft Hold 6 Fwd Hold 5 Aft Hold 5 Fwd Hold 4 Aft Hold 4 Fwd Hold 3 Aft Hold 3 Fwd Hold 2 Aft
Hold 2 Fwd
Port 16-P 15-P 14-P 13-P 12-P 11-P 10-P 9-P 8-P 7-P 6-P 5-P 4-P
29t 29t 29t 29t 29t 29t 29t 29t 29t 29t 29t 29t 29t Port Hold 1 Aft
3-P
35t 2-P Hold 1 Fwd
29t
Centre 16-CP 15-CP 14-CP 13-CP 12-CP 11-CP 10-CP 9-CP 8-CP 7-CP 6-CP 5-CP 4-CP Port
Port 30t 30t 30t 30t 30t 30t 30t 30t 30t 30t 30t 30t 30t 1-P
Centre
23t
3-C 2-C
30t 30t Starboard
Centre 16-CS 15-CS 14-CS 13-CS 12-CS 11-CS 10-CS 9-CS 8-CS 7-CS 6-CS 5-CS 4-CS 1-S
Starboard 30t 30t 30t 30t 30t 30t 30t 30t 30t 30t 30t 30t 30t Starboard 23t
2-S
3-S 29t
35t
Starboard 16-S 15-S 14-S 13-S 12-S 11-S 10-S 9-S 8-S 7-S 6-S 5-S 4-S
29t 29t 29t 29t 29t 29t 29t 29t 29t 29t 29t 29t 29t
Hatch Cover
Number
Hatch Cover
Weight
Bay Number
Row Number
Hatch Cover Markings

2.1.2 Hatch Cover arrangement Maximum Stack Weight on Hatch Covers The hatch covers sit on the hatch coamings via low friction bearing pads called
Flexipads, which are fabricated from rubber and attached to the hatch covers by
Hatch Covers No.1 means of stainless steel bolts. Shim plates may be fitted for height adjustment.
General The downward force of the hatch cover is borne by the Flexipads, and they
20ft: 68.5 tonnes compensate for the dynamic forces on the hatch covers caused by the vessel’s
The weather deck hatch covers are manufactured by MacGregor and are of the movement.
20ft and 40ft: 157 tonnes
lift-away type, operated by a crane for lifting and replacing. The equipment is
designed according to the Lloyd’s Register (LR) rules 1998 and Notice 1998, 40ft: 120 tonnes Hatch cover panels are not interchangeable and must always be refitted on the
and to their approval, and also complies with SOLAS, International Load Hatch Covers No.2 and No.3 hatch section from which they have been removed. Each hatch panel is marked
Line Convention, and National Authorities of Denmark (DIS) regulations. The with its weight, hatch cover and bay index.
hatch covers are constructed from high tensile steel LR-AH36 and LR-A with 20ft: 68.5 tonnes
a minimum plate thickness of 7mm. The lift-away covers can be operated in a non-sequential order; see illustration
20ft and 40ft: 187.5 tonnes
2.1.2b for the hatch cover stacking configuration system.
The equipment fulfils the International Load Line Convention 1966 with 40ft: 140 tonnes
amendments and SOLAS 1988 with amendments regarding hatch cover The longitudinal joints are aligned with the hold containers, ie, all of the
Hatch Covers No.4 to No.16
(MSC.143(77), Regulation 16). containers under a cover panel can be unloaded when the panel is removed.
20ft: 68.5 tonnes
Each cover is designed for a wave load of 3.5t/m. Before the hatch covers are replaced, the coaming area should be inspected to
ensure that the areas in way of the bearing surface are free from debris. The
The hatch covers are designed to be lifted and replaced under the following 40ft: 140 tonnes opportunity should also be used when the hatch covers are cleared to inspect
conditions: the bearing surface of the frame supports.
List ± 3° (maximum to port or starboard) Operation of the Hatch Covers Container Arrangement
Trim ± 2° (maximum by the head or stern)
The lift-away covers are operated by means of a crane and a 20ft or 40ft Container fittings of the raised type (110mm high), and lashing plates are
spreader. Lifting pots for the spreader are arranged longitudinally on each hatch arranged on the hatch covers.
Maximum Coaming Deflection Longitudinally
cover, and are clearly marked with sighting lines. The top plate is reinforced in
Maximum relative movement is approximately ±70mm. No other coaming way of the spreader foundations with doubling plates.
The distance between containers are:
deflections or movements have been considered.
Prior to fitting, it may be necessary to remove twistlocks in way of the spreader. • Longitudinally, 76mm.
Hatch No.1 has two cover panels and hatches No.2 and No.3 have three cover Care should be taken to ensure that the spreader is fitted correctly before the • Transversally, 38mm and 158mm (covers No.1 to No.3, 218mm)
panels. The remaining hatches, No.4 to No.16, each have four cover panels. hatch cover is removed. in way of the panel longitudinal joints.
The hatch covers are non-weathertight. The hatch covers and container pedestals are fitted with sockets in order to The outermost containers rest on the ship’s side supports.
secure the containers to the ship with base twistlocks at the first layer. See
Loads on Hatch Covers Section 3.1 regarding securing and lashing of containers. Positions for 45ft containers are indicated by the dashed areas on illustration
2.1.1a Cargo Bay/Row Plan Arrangement.
The container stack load as per point load as well as weight distribution of the Each hatch cover panel is fitted with two fixation devices designed to prevent
containers is as below: movement of the cover when in place. A rolling stopper is fitted at the forward In the cargo holds, a stack containing more than three 2 x 20ft container stacks
20ft means a 20ft container and after end of each panel. This consists of a locator guide welded to the must be locked in place by a 40ft container on top.
hatch coaming. A bracket arrangement is welded to the hatch cover which
40ft means a 40ft container locates around the locator guide when the cover is correctly fitted. A similar
arrangement exists at the after end of each panel, but differs in that an extra Identification of the Panels
All figures relate to 8ft 6in high containers. bracket welded to the cover locates around a plate arrangement welded to the
hatch coaming, in addition to the bracket and guide arrangement described The top plates of the hatch covers are marked by welding beads with a
above. description of the hatch weight, bay number, row number and hatch number.
Longitudinal movement of the covers is prevented by means of a pin stopper The lifting sockets are painted yellow and the angle mark for the lifting points
attached to the hatch coaming. A bracket on the hatch cover has a hole cut into are painted white.
the steel which locates over the pin. These pins are fitted only to the forward
end of the hatch coamings.

Illustration 2.1.2b Hatch Stacking and Movement
Hold 8 Aft Hold 8 Fwd Hold 7 Aft Hold 7 Fwd Hold 6 Aft Hold 6 Fwd Hold 5 Aft Hold 5 Fwd Hold 4 Aft Hold 4 Fwd Hold 3 Aft Hold 3 Fwd Hold 2 Aft
Hold 2 Fwd
Port
Hold 1 Aft
Hold 1 Fwd
Centre
Port
Centre
Starboard
Starboard
Hatch Covers Nos.4 to 16 Stacking Possibilities on Board Hatch Covers Nos.4 to 16 Stacking Possibilities Ashore
HC.4S HC.4S
or or
HC.4CS HC.4CS
or or
HC.4CP HC.4CP
HC.4P HC.4P
HC.4CS
or
HC.4CS HC.4CP
or or
HC.4CP HC.4S
HC.4P HC.4P

General Safety Instructions Procedure for Lifting the Hatch Cover Panels
Because of the large dimensions and the weight of the hatch covers (up to a) Ensure that all personnel involved in the lifting procedure
30 tonnes), it is essential that cover panels are prevented from swinging. understand the dangers involved, and are aware of the signalling
Especially dangerous is a situation where the hatch cover, while being opened, procedures being used.
becomes lodged and is then suddenly released.
b) Check that there is no loose equipment on the panel which could
Care must be taken by all involved in the lifting and fitting of hatch cover fall during lifting.
panels, and those involved in the procedure must be warned of the dangers
before any operation. No loose equipment must be left on the cover panel c) Connect the spreader to the lifting sockets on the hatch cover
during lifting. Panels should only be lifted and fitted when the vessel’s list and panel, either at the 20ft or 40ft sockets.
trim are within the limits as previously indicated.
d) Lift the hatch cover panel and manoeuvre it carefully and lower
it to the required position.
Procedure for Stacking the Cover Panels
Stacking On Board e) Disconnect the spreader from the panel.
When stacking, the stacking supports of the upper panel must be resting on
the stacking pads on the deck plate of the lower panel. The pads are designed Procedure for Refitting and Closing a Hatch Cover Panel
to prevent the sliding of the upper panels. When lift-away covers are being
stacked, the twistlocks not higher than 260mm over the deck plate can remain a) Ensure that all personnel involved in the lifting procedure Bearing Pads with Shim Plates.
in place. understand the dangers involved, and are aware of the signalling
procedures being used.
The cover panels in general can be stacked on adjacent longitudinal or
athwartships panels, with a maximum of three panels on top. See illustration b) Check the bearing surfaces for possible damage for each hatch
2.1.2b for stacking configurations. cover.
Stacking on the Quay c) Clean the coaming top as well as the bearing pads on the cover
panels.
Under normal circumstances, hatch covers are invariably stacked on the quay.
Stacking on the quay must always be done according to the alignment marks, d) Connect the spreader to the lifting sockets.
with a maximum of four panels in a tier.
e) Shift the panel and carefully line-up the rolling stoppers with the
Note: Although container terminal personnel arrange for the hatch panels to stopper guides. When lined-up, lower the panel.
be landed on the quay, consideration should still be given by ship’s staff to
the panel loading on the quay. As the hatch cover is lowered into position, the rolling stopper brackets on each
cover will locate around the stopper guide and guide the hatch cover into the
When stacking on the quay, there are no stacking guides. Therefore it is correct position.
essential to ensure that the stacking supports are really resting on the stacking
pads of the lower panel. f) Disconnect the spreader from the panel.
g) If necessary, replace any missing or damaged base twistlocks.
Pin Stopper Viewed from Above.

Illustration 2.1.2c Hatch Covers - Fitting and Securing Arrangements
Fy-stopper and Guide (Aft Side) for Side Panel Fy-stopper and Guide (Aft Side) for Centre Panel
Plan View Plan View
Guide-stopper (Fore Side) for Side Panel Guide-stopper (Fore Side) for Centre Panel
Pin Stopper
Plan View Plan View

Pin Section

Illustration 2.1.3a Cell Guide System
40' Container
Stopper
Doubler Plate
Cell Guide
Bracket Bracket
Container
Bracket Bracket
40' Container
Bracket Bracket
Doubler Plate Bracket Bracket
Fixed Cone Stopper Doubler Plate
Bracket Bracket
Fixed Cone 20' Container 20' Container
20' Containers Bracket Bracket

Stopper
Doubler
Bracket
20' Container 20' Container
Cell Guide
Bracket Bracket
Container 20' Container 20' Container Bracket
Bracket
Hanging Stacker SDL-1
(3,000 Carried)
Shear Load: 21.0 Tonnes
Fixed Cone Stopper Doubler Plate
Bracket Bracket
Fixed Cone
20' Container 20' Container Fixed Cone
Doubler Plate
Stopper

2.1.3 Cell Guide System
Cell guides are fitted in the holds and allow for the optimum loading and
removal of containers as they guide the container down or up in the hold space.
They consist of vertical steel angle bars running from just above the bottom
of the hold to the hatch coaming. The guides are located at the corners of the
container stack and the upper end of the guides is angled outwards in order to
provide an entry guide. Longitudinal positioning of the guides suits 20ft or 40ft
containers.
Cell guides are permanent fixtures in the holds and they are attached to the
ship’s structure by means of welded brackets. Cell guides prevent movement
of a hold container stack in a seaway and so can be subjected to large forces.
They can also be subjected to damage during loading or discharge if containers
become stuck in the guides. Cell guides should be inspected whenever there is
an opportunity to do so, in order to check for signs of damage which can impair
easy lifting and lowering of containers.
At the bottom of the holds (tank top level), containers rest on doubling plates
which allow air circulation and water drainage. Stoppers are also welded to
the mid point doubling plate, and act as guides to give the correct location
for the 20ft containers to ensure that they do not become misaligned in the
guides. Cones welded to doubler plates on the tank top at the bottom of the cell
guides provide location points for the lower containers. Containers rest upon
each other in the holds and the cell guides prevent longitudinal and transverse
movement.
Hanging stackers are used in the corner points of the containers above the base
container, to ensure the correct location and support in the stack. The hanging
stacker units are fitted into the container on the quay before they are lifted onto
the ship.
In order to assist the ease of entry of the spreader (when unloading) and
container (when loading), the cell guides are designed with an athwartship and
forward and aft guide plates; the forward and aft plates are angled outwards.
The guide plates acting to stop athwartship movement of the spreader/container
have their heights alternating; this is so that the spreader/container is only
aligning against three sides and not a box shape which would be more difficult
to line-up on.

Illustration 2.2a Cargo Hold Ventilation
Nos.3,4,6 and 7 Holds: Supply Only Mushroom Ventilators.

Exhaust is via Vent Flaps on the Side of the Hatch Covers
HFO Tank
C C C C C C C C
1 3
No.16 No.15 Open 2 No.14 No.13 No.12 No.11 No.10 No.9 No.8 No.7 No.6 No.5 No.4 No.3 No.2 No.1
Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch Hatch
C C C C C C C C
No.8 Cargo Hold No.7 Cargo Hold No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold No.1 Cargo Hold
Supply Fans are Reversable

Key
Mushroom Ventilator, Supply
Mushroom Ventilator, Exhaust
1
For Pipe Duct (Stand-By)
2
For Pipe Duct
3 Natural Exhaust For Pipe Duct
C
Manually Operated Vent Louvres

2.2 cargo hold ventilation
Introduction
The cargo hold ventilation is via axial supply and exhaust fans located in the
respective holds.
Each hold has an independent ventilation system. The following table gives
details of the fans:
Hold No. of No. of Fan Fan Type Power Fan

No. Supply Exhaust Capacity (kW) Speed
Fans Fans (Each) (rpm)
m3/h
1 1 1 31,050 AKA-800/410 18.5 1,760
2 6 reversible 25,996 AKA-800/410 15.0 1,750
3 8 reversible 25,447 AKA-800/410 15.0 1,750
4 8 28,222 AKA-800/410 15.0 1,750
5 8 26,750 AKA-800/410 15.0 1,750 Mushroom Ventilator with Permanently Attached Operating Wheel. Louvre Ventilator for holds no. 3, 4, 6, and 7.
6 8 28,435 AKA-800/410 15.0 1,750
7 8 27,495 AKA-800/410 15.0 1,750 Operation of the Cargo Hold Ventilation System
8 2 2 24,955 AKA-800/410 11.0 1,755
Normally, the ventilation fans are started and stopped from the “Cargo Hold Fan
The cargo hold ventilation fans are of the axial flow type and are directly Control” mimic on the Aconis workstation, either in the ship’s control centre or
coupled to a totally enclosed, fan-cooled, marine-type electric motor. The fans on the bridge. They cannot be operated from the engine control room ACONIS
and motors are located in the cargo holds at the second level. workstation. The operator should ensure that the screw lift weathertight fire
dampers above each fan are open before the fans are started.
Mushroom type ventilators are located as follows:
Note: The cargo hold fans can only be operated through the ACONIS
workstations when the relevant LOCAL-REMOTE switch on the local group
Hold No. Vents Forward Vents Mid Vents Aft
starter panel (LGSP) is set to REMOTE.
1 1 1
2 2 4
The local group starter panels for the fans are located in the underdeck
3 4 4 passageways as follows:
4 4 4
5 2 4 Hold Supply (LGSP/Passage/Fans) Exhaust/Supply
6 4 4 (LGSP/Side/Fans)
7 4 No.1 10/starboard/1 9/port/1
8 4 No.2 9/port/1, 10/starboard/2 9/port/2, 10/starboard/1
No.3 9/port/2, 10/starboard/2 9/port/2, 10/starboard/2
Catwalk Mushroom Ventilator with Detachable Operating Handle.
The mushroom ventilators aft of hatch No.14 are mounted at deck level and are No.4 11/port/2, 12/starboard/2 11/port/2, 12/starboard/2
operated by a permanently attached manual operating wheel. The remaining No.5 11/port/1, 12/starboard/2 11/port/2, 12/starboard/1
ventilators are all installed at the first level of the lashing bridges and as such Louvre Ventilators for Holds No.3, 4, 6, and 7
No.6 13/port/2, 14/starboard/2 13/port/2, 14/starboard/2
form part of the lashing bridge catwalk. As permanently attached manual 4 sets of louvre ventilators are fitted to holds No.3, 4, 6, and 7, making a total No.7 13/port/2, 14/starboard/2 13/port/2, 14/starboard/2
operating wheels would present a tripping hazard, the ventilators in these areas of 16 louvre ventilators. Louvre dimensions are 860mm x 440mm x R75. See
are operated by means of a manual handle which, when not in use, is stowed No.8 13/port/1, 14/starboard/1 13/port/1, 14/starboard/1
arrangement below.
on one of the lashing bridge supports adjacent to the ventilator.

Illustration 2.2b Typical Hold Ventilation Arrangement
Exhaust Mushroom Supply Exhaust Supply

Ventilator
1st Platform Top
Upper Deck
Fan and Motor

Assembly
2nd Deck
Pipe Duct
L20 L15 L10 L5 L1 L-5 L-10 L-15 L-20

In the event of an emergency requiring the cargo hold ventilation fans to be Operation of the Cargo Hold Fans
stopped, emergency stop pushbuttons are sited at the following locations:
• Emergency stop pushbutton ES-4 in the wheelhouse bridge Control of the cargo hold fans is normally achieved via the Cargo Hold Fan
control console, port side. Control mimic at either the SCC or wheelhouse ACONIS workstations. The
cargo hold fans can only be operated through the ACONIS workstations when
• Emergency stop pushbutton ES-4 in the CO2 room, port the relevant LOCAL-REMOTE switch on the local group starter panel (LGSP)
bulkhead forward. is set to REMOTE.
• Emergency stop pushbutton ES-C in the fire control station, aft
bulkhead group panel. The procedure for operating the fans is as follows:
a) Click “Menu” on the ACONIS workstation. The “Graphic

In addition to the cargo ventilation being stopped when ES-4 is pressed, the Menu” screen will be displayed.
following will also be stopped:
• Forward under passageway supply fan port and starboard. b) In the “Cargo Holds” group, click “Cargo Hold Fan Control”.
The Cargo Hold Fan Control mimic will be presented.
• Mid under passageway supply fan port and starboard.
c) Click on the fan that is to be operated.
• Aft under passageway supply fan port and starboard.
• Forward pipe duct supply fan. d) From the options on the presented window, click “Start” to start
the selected fan or “Stop” to stop it.
• Aft pipe duct supply fan.
e) Press “Command” to execute the request.
In the event of fire, stop all ventilation fans and close all fire flaps.
The on-screen icon of the selected will change colour according to the request
If CO2 is to be injected into a cargo hold, the CO2 alarm is sounded in all holds made; green to indicate running or grey to indicate that the fan has stopped.
as soon as the control valve cabinet door is opened in the fire control station or
in the CO2 room. The cargo hold fans will be stopped automatically when the
cargo hold CO2 main valve is opened, but they may be turned off manually by
pressing the emergency stop pushbutton ES-4 in either the fire control station,
the CO2 room, or wheelhouse bridge control console port side.
See Section 5.1.3, CO2 Fire Extinguishing System, for the use of CO2 in the
cargo holds, and Section 5.1.4, Cargo Hold Smoke Detection System, for
guidance on the smoke sampling system in the cargo holds.

Illustration 2.3.1a Ballast System

Local Key
Hydraulic
300
Common with Control Ballast/Sea Water
300
ER Cont. Stand H ER 1st Deck
BAE38 BAE39 BAE40 BAE41 Bilge
M-H
M-H
M-H
M-H
250 250
Lightest Ballast Compressed Air
Water Line
H P V201-8 P V201-8 From Sewage
BAE31 No.1 No.2 250
200 Holding Tank
BWTS BWTS
BAE36 BAE32
200
BAE33 PI
200
150
250 BAE29 BAE30 BAE37 Eductor
250
250 BAE34 150 PI
CP BAE25
No.7 Wing Water No.6 Wing Water No.5 Wing Water No.4 Wing Water No.3 Wing Water No.2 Wing Water
P V201-32 P V201-32 Ballast Tank (P) Ballast Tank (P) Ballast Tank (P) Ballast Tank (P) Ballast Tank (P) Ballast Tank (P)
V201-9 P P 250
150 BAE24
No.1 No.2 (Heeling Tank)
Filter V201-9 Filter
V212-31 P P P V201-3
No.8 Water 250 V201-3
125
Ballast Tank (P)
250 250 125
No.4 DB
PT PI PT CP BAE12 No.7 DB No.6 DB No.5 DB Water No.3 DB No.2 DB
BAE23 BAE22
M-H
M-H
300 Water Water Water Water Water
350 Ballast
Ballast Ballast Ballast Tank (P) Ballast Ballast
BAE21 250 125
BAE11 Tank (P) Tank (P) Tank (P) BA032 Tank (P) Tank (P)
M-H
M-H M-H
250
M-H
250 200 200 200 200 200
BAE07 Sacrificial BAE03
200
No.1 Ballast Flange M-H
BAE01 200 200 200 200
M-H
300 200 200

and Bilge Pump
BAE04 BA026 BA011 BA036 BA017 P BA020 BA003
BA015 BA028
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
Compressed Air
For Priming Sea Water 250 BA013 BA024 BA022 BA009 BA007 250 BA005
Cross Main in 250
PI
M-H
M-H Engine Room 125
200
250 Anti-Heeling
Pump BA001
BAE35 PI BA018
M-H
Compressed Air BA035 No.1 Water
For Priming 250 BA012 M-H
BA021 BA008 BA006 250 BA004 Ballast
Tank (C)
BA014 BA027 BA025 BA010 BA023 BA016 P BA019 BA002
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
PT PI PT CP
300 M-H
BAE02
M-H
BAE10 200 200 200 200 200 200

M-H
BAE20 BAE05 200

M-H M-H
250 200 200 200 200 200
250 BA031
M-H
BAE08 Sacrificial BAE06 BAE13 No.7 DB No.6 DB No.5 DB No.3 DB No.2 DB
No.2 Ballast Flange Water Water Water No.4 DB Water Water
350
No.8 Water and Bilge Pump 300 Ballast Ballast Ballast Water Ballast Ballast
Ballast Tank (S) Tank (S) Tank (S) Tank (S) Ballast Tank (S) Tank (S)
Tank (S)
250
300
From Bilge, Fire

and Ballast Pump
To Bilge, Fire No.4 Wing Water
and Ballast Pump No.7 Wing Water No.6 Wing Water No.5 Wing Water No.3 Wing Water No.2 Wing Water
Ballast Tank (S)
Ballast Tank (S) Ballast Tank (S) Ballast Tank (S) Ballast Tank (S) Ballast Tank (S)
(Heeling Tank)
Direct Bilge From Cargo
Suction Bilge Main
Reference Shipyard Drawing: 4214DA800D101 Page 8/45

2.3 Ballast System No.4 wing water ballast tanks port and starboard, which are utilised by the All of the ballast tank valves are located outside of the respective ballast tanks,
anti-heeling system, are an exception to this, as they are partly filled, and are which allows maintenance and inspections to be carried out on all of the valves
2.3.1 system description used to adjust the heel of the ship during loading and unloading operations. without having to enter the tank. The individual tank valves with their actuators
Water is transferred from the port heeling tank to the starboard heeling tank, or are located at tank top level between each cargo hold in the pipe tunnel.
Ballast water may be contained in the following tanks: vice versa, in order to keep the ship in the upright position using a dedicated
anti-heeling pump system. The heeling tanks are filled and emptied by way of The ballast system is equipped with a single stripping eductor as follows:
the ballast pumping system. In the event of a failure of the anti-heeling system,
Tank No. Frame No. Capacity m3
the ballast pump is used to transfer ballast as required between the port and Manufacturer: Ki-Won
No.1 deep water ballast tank (C) 110 - 115 1770.1 starboard heeling tanks. No. of sets: 1
No.2 double bottom water ballast tank (P) 100 - 110 770.6 Capacity: 80m3/h
Pumps which serve the ballast system are:
No.2 double bottom water ballast tank (S) 100 - 110 770.6
No.2 wing water ballast tank (P) 100 - 110 2441.0 The stripping eductor can discharge directly overboard or overboard via either
Ballast and Bilge Pumps of the two ballast water treatment system units.
No.2 wing water ballast tank (S) 100 - 110 2441.0
No.3 double bottom water ballast tank (P) 90 - 100 1218.2 Manufacturer: Desmi
No. of sets: 2 The eductor may be driven with either of the two ballast and bilge pumps or
No.3 double bottom water ballast tank (S) 90 - 100 1218.2 the bilge, fire and ballast pump.
No.3 wing water ballast tank (P) 90 - 100 1545.5 Type: Vertical single-stage in-line centrifugal
No.3 wing water ballast tank (S) 90 - 100 1545.5 Model: NSL200-330/D16 All ballast and deballasting operations for each tank must be entered into the
No.4 double bottom water ballast tank (P) 80 - 90 1348.3 Capacity: 500m3/h at 4.5 bar Ballast Log Record Book, stating date, ship’s position, temperature, specific
Motor rating: 440V; 90kW; 1,776 rpm gravity, pumped quantity, tank quantity and any further remarks. Refer to IMO
No.4 double bottom water ballast tank (S) 80 - 90 1348.3
Resolution A868(20).
No.4 wing water ballast tank (P) (heeling tank) 80 - 90 895.6
No.4 wing water ballast tank (S) (heeling tank) 80 - 90 895.6 Bilge, Fire and Ballast Pump
No.5 double bottom water ballast tank (P) 70 - 80 1394.3 Ballast Water Treatment System
Manufacturer: Desmi
No.5 double bottom water ballast tank (S) 70 - 80 1394.3 No. of sets: 1
Manufacturer: Alfa Laval
No.5 wing water ballast tank (P) 70 - 80 900.9 Type: Vertical single-stage in-line centrifugal
No. of modules: 2
No.5 wing water ballast tank (S) 70 - 80 900.9 Model: NSL150-415/D16
Model: PureBallast 2.0
No.6 double bottom water ballast tank (P) 60 - 70 1334.0 Capacity: 400/90m3/h at 4.5/8.0 bar
Type: Advanced oxidation technology
No.6 double bottom water ballast tank (S) 60 - 70 1334.0 Motor rating: 440V; 90kW; 1,776 rpm
Capacity: 500m3/h
No.6 wing water ballast tank (P) 60 - 70 900.9
No.6 wing water ballast tank (S) 60 - 70 900.9 The ballast pumps take their suction from the main sea water system in the
engine room for ballasting operations. Due to the introduction of alien marine species from foreign ballast water
No.7 double bottom water ballast tank (P) 50 - 60 1500.1
being discharged into their port areas and harming or disturbing the local
No.7 double bottom water ballast tank (S) 50 - 60 1500.1 The ballast system is controlled via the “Ballast System” mimic on the ACONIS ecological balance, several countries now have mandatory controls regarding
No.7 wing water ballast tank (P) 50 - 60 810.0 workstation in either the ship’s control centre (SCC) or the wheelhouse. This the discharge of ballast water.
No.7 wing water ballast tank (S) 50 - 60 810.0 enables the pumps to be started and stopped and ballast system valves to be
No.8 wing water ballast tank (P) 13 - 22 1403.2 opened and closed remotely. Most of the valves are hydraulically operated. The vessel is fitted with a ballast water treatment system in order to meet
No.8 wing water ballast tank (S) 13 - 22 1403.2 The remote operating valve system is described in the following section. requirements as defined by the International Maritime Organisation (IMO).
During ballast operations, careful co-ordination between the engine room and
Water Ballast Total 34695.3 the ship’s control centre to monitor the performance of the ballast pumps is The system is controlled by five valves. There are valves at the filter inlet and
required. Some ballast valves are manually operated from the engine room, and outlet, a filter bypass valve, a system bypass valve, and a valve to control the
Water is added to or removed from the ballast tanks in order to maintain the therefore the engine room staff must inform the duty deck officer when manual flow of water through the system to ensure that the maximum rated flow is not
correct draught and trim of the ship, to ensure optimum stability, and that the ballast valves have been operated as requested by the duty or chief officer. exceeded. This valve also ensures sufficient pressure drop in order to provide
ship’s stress and bending moments are maintained within acceptable limits. effective backflushing.
Ideally, no more than one tank or pair of tanks should be partly filled (slack)
at any one time, as slack tanks can produce a free surface effect which is The water flow control valve is fitted with a flow meter to prevent excessive
detrimental to stability. flow rate. The flow meter also provides the control panel with information
relating to the amount of ballast water moved.

The first stage of treatment during ballasting operations is the passage of Illustration 2.3.1b Principle of Ballast Water Treatment
ballast water through a 40 micron filter. This filter blocks the passage of larger
organisms and also reduces the amount of sediment that enters the ballast
tanks. The filter is cleaned by means of an automatic backflushing system.
Valve Closed
From the filter, the ballast water passes to the advanced oxidation technology Valve Open
(AOT) module. The AOT module creates, with the help of a catalyst and a light Wallenius
source, short-lived radicals having a lifetime measured in a few milliseconds. AOT
These radicals then attack and destroy the micro-organisms by breaking down
Piping
their cell membranes. System
Filter
The performance of the AOT module is safeguarded by the Cleaning-in-Place Pump
(CIP) unit which, by circulating a cleaning solution, prevents the build-up of
sea water scale. Each AOT module takes approximately 15 minutes to treat.
The cleaning cycle occurs automatically after each ballast/deballast operation.
The cleaning solution is reusable and need only be replaced every 12 months
or when its pH reaches 3.0. Sea Ballast Ballast Ballast Sea
Chest Tank Tank Tank Chest
There are ballast water sampling points before and after the treatment system,
in accordance with IMO guidelines, so that ballast water may be drawn off in Ballasting
order to evaluate its quality. Ballast water passes through both the filter (to limit
the intake of organisms and sediment) and the AOT unit
The system is controlled by means of a graphical touch screen control panel.
Ballasting
Before ballasting commences, the AOT module lamps go through a brief start- Valve Closed
up sequence. During this sequence, the lamps are cooled by sea water. Once Valve Open
ballasting commences, the system electronics are cooled using fresh water, Wallenius
AOT
Once ballasting is complete, the automated CIP cycle will occur. The automatic
Piping
cycle can be overridden and manual cleaning initiated from the control panel. System
This must occur within 30 hours of the completion of ballasting operations. Filter
Pump
The AOT modules are rinsed with fresh water prior to the commencement of the
CIP cycle. The filter is also rinsed with fresh water following the completion
of ballasting operations.
Deballasting
Sea Ballast Ballast Ballast Sea
Deballasting procedure is the reverse of the ballasting procedure, with the Chest Tank Tank Tank Chest
exception that the discharged water does not pass through the filter. It does
however pass through the AOT module, in order to eliminate any micro- Deballasting
organisms that may have regenerated whilst in the ballast tanks. Ballast water passes through the AOT unit, but in this instance, the filter
is bypassed to avoid contamination at the deballasting site.

Illustration 2.3.2a Hydraulic Valve Remote Operating System
Key
Electrical Signal
Hydraulic Oil
Passageway
Ship’s Office
LPU-D (1)
CAMS (Open/shut)
BA032
No.7 Cargo Hold No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold
LPU-D (3) LPU-D (3) LPU-D (4) LPU-S (4) LPU-D (3) LPU-D (3) LPU-D (6)
Electrical Supply (Open/shut) (Open/shut) (Open/shut) (Open/shut) (Open/shut) (Open/shut) (Open/shut)
220V AC BA015 BA013 BA011 0F502 BA009 BA007 BA001 BA003
BA028 BA026 BA024 0F504 BA022 BA020 BA005 BS001
BS012 BS010 BA036 0F506 BS008 BS006 BS003 BS101
Local Valve BS043 0F507
LPU-D Control Cabinet
Local Power Unit (71 Sets) Bow
(Double-Acting Actuator) No.7 Pipe Duct No.6 Pipe Duct No.5 Pipe Duct No.4 Pipe Duct No.3 Pipe Duct No.2 Pipe Duct No.1 Thruster
Cargo Hold Room
Actuator
Portable Bulkhead
Handpump Mounted LPU-D (3) LPU-D (3) LPU-D (4) LPU-S (3) LPU-D (3) LPU-D (3) LPU-D (5)
Handpump (Open/shut) (Open/shut) (Open/shut) (Open/shut) (Open/shut) (Open/shut) (Open/shut)
Valve BA014 BA012 BA008 BA006
BA010 0F501 BA002 BA004
1 Set BA021
LPU-D (16) LPU-D (2) LPU-D (1) BA027 BA025 BA023 0F503 BA019 BA018 BS002
(Open/Shut) (Continuous) (Open/Shut) BS011 BS 009 BA035 0F505 BS007 BS005 BS004
BAE01 BAE02 BAE03 BAE07 BSE26 BS042
BAE04 BAE05 BAE06 BAE08 Shipside Valve
BAE10 BAE11 BAE35
BAE38 BAE39 BAE40 No.7 Cargo Hold No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold
BAE41 BSE10 BSE11
BSE48 LPU-D (1)
(Open/shut)
BA031
Engine Room
Passageway
Reference Shipyard Drawing: 4214_OUT Page H17

2.3.2 Hydraulic valve remote control system detected by signs of oil visible at the valve actuator. Any hydraulic oil leakage
must be investigated and rectified as soon as possible.
System
Manufacturer: Damcos
Type: Electro-hydraulic
Ballast Valve BAE31

Local Power Unit
No. of units: 71
Working pressure: 135 bar
Safety preset pressure: 150 bar
Safety valve pressure: 210 bar ±40 bar
Hydraulic test pressure: 225 bar
Portable Handpump
Manufacturer: Damcos
Model: PHP 25-05 Emergency Closing Device.
No. of sets: 1
Working pressure: 135 bar maximum Hydraulic Remotely Operated Ballast Valve. Hydraulic valve BAE31 for the ballast overboard discharge is operated by
Location: Engine room floor, forward means of the emergency closing device, located on the engine room 1st deck.
In an emergency, valves can be opened or closed by means of a portable
handpump unit which is provided with the system and stored in the engine
room at floor level forward, adjacent to the fire pumps. This portable unit
Introduction Hydraulically Actuated Valves
connects to the emergency quick-connections on the valve hydraulic actuator.
The valves may then be opened or closed locally by operation of the handpump.
A number of valves throughout the ship are remotely operated by hydraulic Some valves may also be operated by means of a spanner. System Valves
means from the system mimic displays at the operator workstations in the Ballast System
ship’s control centre and engine control room. Valves are fitted with hydraulic
Valve Valve Identification
actuator units, incorporating mini power packs (local power units), enabling the
valves to be opened and closed from the screen mimic display for the system BA001 No.1 water ballast tank (C) fill and suction
concerned. Systems having remotely operated valves are the fuel oil loading BA002 No.2 wing water ballast tank (S) fill and suction
and transfer system, the ballast system, and the cargo hold bilge system. BA003 No.2 wing water ballast tank (P) fill and suction
BA004 No.2 double bottom water ballast tank (S) fill and suction
The valves have valve position indicators fitted so that the position of the
BA005 No.2 double bottom water ballast tank (P) fill and suction
valve, open or closed, can be seen locally and indicated on the screen mimic
display. Two of the valves, BAE07 and BAE08, are the discharge valves from BA006 No.3 double bottom water ballast tank (S) fill and suction
the ballast pumps No.1 and No.2 respectively, and are fitted with double-acting BA007 No.3 double bottom water ballast tank (P) fill and suction
actuators which allow for variable opening of the valve. These valves may be BA008 No.4 double bottom water ballast tank (S) fill and suction
opened proportionally between 0% and 100% in order to control the discharge BA009 No.4 double bottom water ballast tank (P) fill and suction
flow rate and back-pressure from the pump; the amount that the valve is opened
BA010 No.5 double bottom water ballast tank (S) fill and suction
is displayed on the mimic as a percentage.
BA011 No.5 double bottom water ballast tank (P) fill and suction
Each valve actuator has its own mini power pack or LPU (Local Power Unit) BA012 No.6 double bottom water ballast tank (S) fill and suction
consisting of an electric motor-driven hydraulic pump and an oil reservoir. This BA013 No.6 double bottom water ballast tank (P) fill and suction
arrangement means that only electric power and signalling cable is connected BA014 No.7 double bottom water ballast tank (S) fill and suction
to the valve positioner. Oil leakage from the hydraulic reservoir can be readily
Hydraulic Valve Emergency Handpump. BA015 No.7 double bottom water ballast tank (P) fill and suction

System Valves System Valves Procedure for Operating the Remote Closing Valve System
Ballast System Fuel Oil Filling and Transfer System
a) Inspect the oil level (via the sight glass) on the hydraulic oil
Valve Valve Identification Valve Valve Identification reservoir for each valve local power unit to ensure its normal
BA018 Ballast main forward isolating valve OF501 No.3 HFO deep tank (S) fill and suction working level and that there are no signs of any leaks.
BA019 No.3 wing water ballast tank (S) fill and suction OF502 No.3 HFO deep tank (P) fill and suction
BA020 No.3 wing water ballast tank (P) fill and suction OF503 No.2 HFO deep tank (S) fill and suction b) Ensure that the 220V power isolation breaker for each substation
BA021 No.4 wing water ballast tank (S) fill and suction OF504 No.2 HFO deep tank (P) fill and suction is in the ON position.
BA022 No.4 wing water ballast tank (P) fill and suction OF505 No.1 HFO deep tank (S) fill and suction
c) Check that the screen mimic displays in the ship’s control centre
BA023 No.5 wing water ballast tank (S) fill and suction OF506 No.1 HFO deep tank (P) fill and suction for each controlled system are operational.
BA024 No.5 wing water ballast tank (P) fill and suction OF507 HFO overflow tank fill and suction
BA025 No.6 wing water ballast tank (S) fill and suction d) Using the pointing device on the required screen mimic, open
or close the valves as required by left-clicking on the valve on
BA026 No.6 wing water ballast tank (P) fill and suction System Valves
the mimic. A window is presented with options for OPEN or
BA027 No.7 wing water ballast tank (S) fill and suction Bilge System CLOSE. Left-click as required. The valve colour will change to
BA028 No.7 wing water ballast tank (P) fill and suction Valve Valve Identification yellow to indicate that the valve is moving and then change to
BA031 No.4 wing water ballast tank (S) fill and suction BS001 No.1 cargo hold (S) aft bilge well suction valve either green (open) or grey (closed).
BA032 No.4 wing water ballast tank (P) fill and suction BS101 No.1 cargo hold (P) aft bilge well suction valve
BA035 Starboard ballast main isolating valve BS002 No.2 cargo hold (S) aft bilge well suction valve e) To operate a throttling valve, left-click “CMD” below the valve
BA036 Port ballast main isolating valve on the mimic. The “Valve Order” window will open. Left-click
BS003 No.2 cargo hold (P) aft bilge well suction valve
in the “Valve Order” field. The “Input Value” window opens.
BAE01 Ballast pump suction crossover port BS004 Pipe duct port forward bilge well suction valve Input the opening value as a percentage. Left-click “Command”;
BAE02 Ballast pump suction crossover starboard BS005 Pipe duct starboard forward bilge well suction valve the valve will now open the requested amount and the “Valve
BAE03 No.1 ballast pump suction from ballast main BS006 No.3 cargo hold (P) aft bilge well suction valve Response” field will display the valve status.
BAE04 No.1 ballast pump suction from sea water crossover BS007 No.3 cargo hold (S) aft bilge well suction valve
BAE05 No.2 ballast pump suction from sea water crossover BS008 No.4 cargo hold (P) aft bilge well suction valve Procedure for Operating the Emergency Valve Portable
BAE06 No.2 ballast pump suction from ballast main BS009 No.5 cargo hold (S) aft bilge well suction valve Handpump
BAE07 No.1 ballast pump discharge BS010 No.6 cargo hold (P) aft bilge well suction valve
BAE08 No.2 ballast pump discharge BS011 No.6 cargo hold (S) aft bilge well suction valve The handpump has its own oil reservoir which must be fully charged.
BAE10 No.8 water ballast tank (S) fill and suction BS012 No.7 cargo hold (P) aft bilge well suction valve
a) Connect the handpump hoses to the quick-release connections
BAE11 No.8 water ballast tank (P) fill and suction BS042 No.5 cargo hold (S) centre bilge well suction valve on the emergency control block on the actuator, A to A and B to
BAE35 Isolating valve to No.8 water ballast tanks (P) and (S) BS043 No.5 cargo hold (P) aft bilge well suction valve B.
BAE38 BWTS discharge to overboard from No.1 BWTS BSE10 No.8 cargo hold (P) aft bilge well suction valve
BAE39 BWTS discharge to ballast main from No.1 BWTS BSE11 No.8 cargo hold (S) forward bilge well suction valve b) Turn the handpump pilot valve to the desired position - OPEN
BAE40 BWTS discharge to overboard from No.2 BWTS BSE26 To overboard or CLOSE.
BAE41 BWTS discharge to ballast main from No.2 BWTS BSE48 To overboard
c) Operate the handpump lever until the desired valve position
is reached. Observe the pressure gauge for nominal working
Local Control Panel pressure of 135 bar.
The valve remote control system is controlled from a single local control panel
located at the forward end of the engine room floor. The control panel contains
the valve control modules for all 71 system valves and electrical power is
supplied at 220V AC or 24V DC. The local control panel is interfaced with the
vessel’s Control and Monitoring System (CAMS). Internally, there is a double
220V AC electrical power outlet.

Illustration 2.3.3a Ballasting Operation

Local Key
Hydraulic
300
300
M-H
M-H
M-H
M-H
250 250
Water Line M-H
H Open Valve
P V201-8 P V201-8 From Sewage
BAE31 No.1 No.2 250
200 Holding Tank
BWTS BWTS
BAE36 BAE32
200
BAE33 PI
200
150 Ballasting No.2 DB Port and Starboard

250
250 BAE34 150 PI
CP BAE25
V201-9 P P 250
150 BAE24
V212-31 P P P V201-3
No.8 Water 250 V201-3
125
Ballast Tank (P)
250 250 125
No.4 DB
BAE23 BAE22
M-H
M-H
350 Ballast
BAE21 250 125
M-H
M-H M-H
250
M-H
250 200 200 200 200 200
200
BAE01 200 200 200 200
M-H
300 200 200

and Bilge Pump
BA015 BA028
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
Compressed Air
Cross Main in 250
PI
M-H
M-H Engine Room 125
200
250 Anti-Heeling
Pump BA001
BAE35 PI BA018
M-H
Tank (C)
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
PT PI PT CP
300 M-H
BAE02
M-H
BAE10 200 200 200 200 200 200

M-H
BAE20 BAE05 200

M-H M-H
250 200 200 200 200 200
250 BA031
M-H
350
Tank (S)
250
300
From Bilge, Fire

and Ballast Pump
Ballast Tank (S)
(Heeling Tank)
Suction Bilge Main

2.3.3 Ballast Operations d) Open the required remote control ballast valves on the ACONIS Valve Valve Identification
workstation “Ballast System” mimic, as indicated in the table
BAE29 No.1 BWTS inlet (open)
Ballast water must only be pumped into ballast tanks or out of ballast tanks in Section 2.3.2, Hydraulic Valve Remote Control System. The
when full consideration has been given to the effect of transfer on the trim, description assumes that the sea water crossover main is already V201-8 No.1 BWTS outlet (open)
draught, stability and stresses of the ship. Ideally, no more than a single tank, in service with the necessary sea chest suction valves open. V201-3 No.1 ballast water filter inlet valve (open)
or pair of tanks, should be in the partly filled (slack) condition at any one time, V201-32 No.1 ballast water filter outlet valve (open)
although on occasion it may be necessary for additional tanks to be slack for In normal ballast operations, the port and starboard ballast tanks are serviced V201-9 No.1 ballast water filter bypass valve (closed)
operational conditions. by their respective pumps, that is No.1 pump is used to service the port tanks,
and the No.2 pump is used to service the starboard tanks. However, either g) When the lines have been set, inform the engine room that
Local regulations must be taken into account before discharging ballast pump may be used to service the port or starboard tanks by use of the pump No.1 ballast and bilge pump is about to be started. Start No.1
water and any restrictions on the discharge of ballast water must be strictly crossover valves BAE01 and BAE02. ballast and bilge pump and open the throttling discharge valve
observed. The ballast water treatment system (BWTS) should be used during BAE07 approximately 60%. Operate the pump discharge valve
all ballasting/deballasting operations. The description assumes that No.1 ballast and bilge pump is being used for to regulate the back-pressure between 2.0 and 2.5 bar.
filling both the port and starboard ballast tanks through No.1 BWTS.
All ballast and deballasting operations for each tank must be entered into the h) Check the quantity of ballast to be added to the particular ballast
Ballast Log Record Book, stating date, ship’s position, temperature, specific WARNING tanks.
gravity, pumped quantity, tank quantity and any further remarks. Additionally,
Under no circumstances must both ballast aand bilge pumps be used to
the IMO Ballast Water Reporting Form must be filled in if required by port
fill a single tank due to possible over-pressurisation of the tank. Note: Ideally, no more than one pair of ballast tanks (port and starboard)
authorities.
should be partly filled at any one time in order to prevent stability problems,
e) Set the ballast pump(s) and line valves as follows: due to the effect of the free surface effect in the slack tanks. Tanks not
Procedure for Setting Up for Ballasting currently being filled or emptied should be either completely full or empty.
Position Description Valve
Filling ballast tanks via the ballast and bilge pumps: Open No.1 ballast and bilge pump sea suction valve BAE04 i) When the ballasting operations are complete, shut down the
Closed No.1 ballast and bilge pump suction from ballast BAE03 pumps and close all system valves.
a) Ensure that all suction strainers are clear. system
Closed No.1 ballast and bilge pump discharge valve BAE07 j) Fill in the Ballast Log Record Sheet.
b) Ensure that all the pressure gauge and instrumentation valves Closed Discharge to overboard BAE31
are open and that the instrumentation is reading correctly. Note: Ballast water may be run into the double bottom ballast tanks by
Closed No.1 BWTS discharge to overboard BAE38 means of gravity. Although this is a slower process than using the pumps, it
c) Ensure that there is no vacuum on the ballast main. If necessary, Open No.1 BWTS outlet to ballast main BAE39 does allow for greater control in as much as it precludes the possibility of
vent the bottom ballast main(s) through an empty ballast tank. Closed Ballast eductor inlet valves from ballast and bilge BAE34 damage to the tanks due to over-pressurisation.
pumps BAE37
CAUTION Closed No.2 ballast and bilge pump sea suction valve BAE05 CAUTION
Hydraulic hammer in ballast lines may cause serious damage and must Closed No.2 ballast and bilge pump suction from ballast BAE06 If water is to be run into the ballast tanks by gravity, then as a precaution,
be prevented at all times. Valves must only be opened in a manner that system the pump discharge valve must remain closed in order that the pump
will prevent damage to pipes, pumps and other valves in the system. In Closed No.2 ballast and bilge pump discharge valve BAE08 elements do not rotate.
the planning and execution stages of ballast operations, consideration Set Water ballast main port aft crossover valve BAE01
must be given to the following:
Set Water ballast main starboard aft crossover valve BAE02
a) The opening of valve(s) from an empty tank into a line that may or Closed Water ballast main forward crossover valve BA018
may not be empty or in partial vacuum. This will allow the pressure or Open Ballast main port side forward section isolating valve BA036
vacuum that may be present to decay slowly. Open Ballast main starboard side forward section isolating BA035
valve
b) Back-filling of the lines from the sea chest should be done in a Open Tank valves as required
controlled manner by only opening the appropriate valves to the pumps
and the ballast lines. This will again allow the pressure or vacuum that
may be present to decay slowly. It may also be possible to vent any f) In addition, the BWTS valves in the following table should be
displaced air in the lines through the ballast overboard discharges. operated to permit the ballast water to pass through the BWTS
valves.

Illustration 2.3.3b Deballasting Operation

Local Key
Hydraulic
300
300
M-H
M-H
M-H
M-H
250 250
Water Line M-H
H Open Valve
BAE31 No.1 No.2 250
200 Holding Tank
BWTS BWTS
BAE36 BAE32
200
BAE33 PI
200
150 Deballasting No.3 Wings Port and Starboard

250
250 BAE34 150 PI
CP BAE25
V201-9 P P 250
150 BAE24
V212-31 P P P V201-3
No.8 Water 250 V201-3
125
Ballast Tank (P)
250 250 125
No.4 DB
BAE23 BAE22
M-H
M-H
350 Ballast
BAE21 250 125
M-H
M-H M-H
250
M-H
250 200 200 200 200 200
200
BAE01 200 200 200 200
M-H
300 200 200

and Bilge Pump
BA015 BA028
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
Compressed Air
Cross Main in 250
PI
M-H
M-H Engine Room 125
200
250 Anti-Heeling
Pump BA001
BAE35 PI BA018
M-H
Tank (C)
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
PT PI PT CP
300 M-H
BAE02
M-H
BAE10 200 200 200 200 200 200

M-H
BAE20 BAE05 200

M-H M-H
250 200 200 200 200 200
250 BA031
M-H
350
Tank (S)
250
300
From Bilge, Fire

and Ballast Pump
Ballast Tank (S)
(Heeling Tank)
Suction Bilge Main

Illustration 2.3.3c Stripping Operation

Local Key
Hydraulic
300
300
M-H
M-H
M-H
M-H
250 250
Water Line M-H
H Open Valve
BAE31 No.1 No.2 250
200 Holding Tank
BWTS BWTS
BAE36 BAE32
200
BAE33 PI
200
150
250 BAE29 BAE30 BAE37 Eductor Stripping No.4 DB Port and Starboard
250
250 BAE34 150 PI
CP BAE25
V201-9 P P 250
150 BAE24
V212-31 P P P V201-3
No.8 Water 250 V201-3
125
Ballast Tank (P)
250 250 125
No.4 DB
BAE23 BAE22
M-H
M-H
350 Ballast
BAE21 250 125
M-H
M-H M-H
250
M-H
250 200 200 200 200 200
200
BAE01 200 200 200 200
M-H
300 200 200

and Bilge Pump
BA015 BA028
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
Compressed Air
Cross Main in 250
PI
M-H
M-H Engine Room 125
200
250 Anti-Heeling
Pump BA001
BAE35 PI BA018
M-H
Tank (C)
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
M-H
PT PI PT CP
300 M-H
BAE02
M-H
BAE10 200 200 200 200 200 200

M-H
BAE20 BAE05 200

M-H M-H
250 200 200 200 200 200
250 BA031
M-H
350
Tank (S)
250
300
From Bilge, Fire

and Ballast Pump
Ballast Tank (S)
(Heeling Tank)
Suction Bilge Main

Procedure for Pumping and Stripping Out Ballast Tanks Note: When deballasting, it is permissible to bypass the BWTS filter, as Position Description Valve
the water was filtered during the ballasting process. This will also avoid Open Ballast main port side forward section isolating valve BA036
The description below assumes that No.1 ballast and bilge pump is being used contamination at the deballasting site.
for emptying both the port and starboard ballast tanks through No.1 BWTS. Open Ballast main starboard side forward section isolating BA035
valve
e) Check the quantity of ballast water to be removed from the
a) Ensure that all the pressure gauge and instrumentation valves Open Tank valves as required
particular pair of tanks. Water should normally be removed
are open and that the instrumentation is reading correctly. from the port and starboard ballast tanks at the same time with
b) In addition, the BWTS valves in the following table should be
heeling being controlled by the anti-heeling system. Under
b) Determine the amount of ballast water to be pumped from each opened to permit the ballast water to pass through the BWTS
normal circumstances only one pair of ballast tanks should be
tank. valves.
slack in order to ensure that there are no stability problems.
c) Set up the valves as required using the table below: f) When the lines have been set, inform the engine room that Valve Valve Identification
No.1 ballast and bilge pump is about to be started. Start No.1 V201-9 No.1 filter bypass
Position Description Valve ballast and bilge pump and open the throttling discharge valve BAE33 No.1 advanced oxidation technology (AOT) module inlet
Closed No.1 ballast and bilge pump sea suction valve BAE04 BAE07 approximately 60%. Operate the pump discharge valve V201-8 No.1 advanced oxidation technology (AOT) module outlet
Open No.1 ballast and bilge pump suction from ballast BAE03 to regulate the back-pressure between 2.0 and 2.5 bar.
BAE38 No.1 BWTS outlet to overboard
system
Closed No.1 ballast and bilge pump discharge valve BAE07
Procedure for Stripping the Tanks Using the Stripping Eductor Note: When deballasting, it is permissible to bypass the BWTS filter, as
Open Discharge to overboard BAE31 the water was filtered during the ballasting process. This will also avoid
Open No.1 BWTS outlet to overboard BAE38 There is a single eductor on the ballast system that is used to strip out the contamination at the deballasting site.
Closed No.1 BWTS outlet to ballast main BAE39 ballast tanks. The discharge water from the ballast and bilge pumps is used to
Closed Ballast eductor inlet valves from ballast pumps BAE34 drive the ejector. The following procedure is utilising No.1 ballast and bilge c) When the lines have been set, inform the engine room that No.1
BAE37 pump to strip the port and starboard ballast tanks and No.1 BWTS. ballast and bilge pump is about to be started. Start No.1 ballast
Closed No.2 ballast and bilge pump sea suction valve BAE05 and bilge pump and open the throttling discharge valve BAE07
a) Set the valves of the ballast and bilge pump to supply water to approximately 60%. Operate the pump discharge valve further
Closed No.2 ballast and bilge pump suction from ballast BAE06
the ballast eductor as below. to regulate the back-pressure to between 2.0 and 2.5 bar and
system
ensure that water is being discharged through the overboard
Closed No.2 ballast and bilge pump discharge valve BAE08 discharge line from the eductor.
Set Water ballast main port aft crossover valve BAE01
Open No.1 ballast and bilge pump sea suction valve BAE04
Set Water ballast main starboard aft crossover valve BAE02 d) Open the individual ballast tank valves in order to strip the
Closed No.1 ballast and bilge pump suction from ballast BAE03
Closed Water ballast main forward crossover valve BA018 remaining water from the tanks.
system
Open Ballast main port side forward section isolating valve BA036 Closed No.1 ballast and bilge pump discharge valve BAE07 e) When tanks have been stripped, stop the pump and close all the
Open Ballast main starboard side forward section isolating BA035 Open Ballast eductor drive inlet valve from No.1 ballast and BAE34 tank and line valves.
valve bilge pump
Open Tank valves as required Closed No.2 ballast and bilge pump sea suction valve BAE05 f) Fill in the Ballast Record Log and the appropriate IMO Ballast
Closed No.2 ballast and bilge pump suction from ballast BAE06 Water Reporting Form if required by port authorities.
d) In addition, the BWTS valves in the following table should be system
opened to permit the ballast water to pass through the BWTS Closed No.2 ballast and bilge pump discharge valve BAE08 Note: Ballast water may be run out of the side tanks by means of gravity.
valves. Set Water ballast main port aft crossover valve BAE01 Although this is a slower process than using the pumps it allows for greater
control, unless it is found that it is more beneficial to use the pumps.
Set Water ballast main starboard aft crossover valve BAE02
Valve Valve Identification Closed Water ballast main forward crossover valve BA018
V201-9 No.1 filter bypass Set Eductor suction from starboard ballast tanks BAE22
BAE29 No.1 advanced oxidation technology (AOT) module inlet Set Eductor suction from port ballast tanks BAE23
V201-8 No.1 advanced oxidation technology (AOT) module outlet Open Eductor outlet valve BAE32
BAE38 No.1 BWTS outlet to overboard Open Discharge to overboard BAE31
Closed Eductor discharge valve to No.2 BWTS inlet BAE36

Illustration 2.3.4a Anti-Heeling System
PS Automatic SB
-0.2°
Ship's Control Centre
PS Automatic SB
-0.2°
Alarm
Electronic System
Master
Unit
Ind Auto Stop

Ind Auto Stop
Emergency
Stop
A Ship’s Control Centre Operating Panel
001165
6
230V 6A
Supply
PUMP
POWER PUMP PUMP ON PUMP ON SPACE LEAKAGE
SOURCE FAULT PS SB HEATER ALARM
Cargo Hold No.5
LAMP
TEST
Passageway Passageway
Port Starboard
0
MANO AUTO
Heeling PUMP TO PS Heeling

PUMP TO
PS - SB Tank Port Tank
(No.4 WWBT) Starboard
PUMP TO SB
(No.4 WWBT)
440V AC BA032 BA017 BA016 BA031

220V AC M-H P P M-H
Switch Box/Motor Starter for Anti-Heeling System Heeling Pump

(Engine Control Room) BA022 1,000m³/h x1.6 bar BA021
M-H
M-H
LL LL Key
Sea Water
Ballast Main Ballast Main Electrical Signal

No.4 Double Bottom (Port) (Starboard) No.4 Double Bottom
Water Ballast Tank (P) Water Ballast Tank (S)
Reversible Propeller
Pump

2.3.4 Anti-Heeling System The pumping system operates in response to a sensor which detects any Manual Operating Mode
change in the ship from the upright position. The heel detector pendulum unit
To operate the anti-heeling system manually, proceed as follows:
Anti-Heeling System is located in a mounting plate which is fitted athwartships on the ship’s centre
Manufacturer: Hoppe Bordmesstechnik GmbH line. The signal from this is transferred to the anti-heeling system pump control
(a) To transfer ballast from starboard to the port side, press ‘‘to
panel, and it responds by operating the pump to transfer water between the
PS’’. The tank valves will open and the pump will start to
anti-heeling tanks in order to correct the list.
transfer ballast. The image below shows the pump and tank
Heeling Pump valves in running condition.
Manufacturer: Hoppe Bordmesstechnik GmbH Control Panel
Model: AH-300-1.8-V/280S-2 The main anti-heeling panel in the ship’s control centre (SCC) comprises a 6
Type: Vertical, reversible propeller inch colour LCD touch screen. A navigation support bar located at the bottom
No. of sets: 1 of the panel has five pushbuttons which are used to execute all operating
functions. The touch screen may also be used to execute control functions.
Capacity: 1,000m³/h at 1.6 bar
Motor rating: 440V; 87/121kW; 3,600 rpm
Operation
WARNING The anti-heeling system is controlled from the ship’s control centre.
Automatic operation of the anti-heeling system is only permitted in
harbour.
StBy (Standby) Mode
From standby mode it is possible to move to one of the following operating
Introduction modes.
The anti-heeling system utilises No.4 wing water ballast tanks port and (b) When the desired heel correction has been achieved, press
starboard for adjusting the vessel’s list as required. • Pressing ‘‘Ind’’ accesses the standby indication screen; see ‘‘Stop’’; the pump will stop and the tank valves will close.
image below.
The heeling tanks are filled and emptied as part of the ballast system; see (c) Pressing ‘‘Ind’’ will return to the manual indication screen.
Section 2.3.3 for details and precautions to be taken on ballasting.
(d) Press “StBy” to return to the standby screen.
The anti-heeling system enables the vessel to remain in the upright position
during cargo loading and discharge operations. In order to ensure that containers (e) The manual indication screen is accessed by pressing the
move freely in the cell guides, the vessel should be in the upright position, but ‘‘Mimic’’ button.
the loading and discharge of containers can result in a slight port or starboard
list. Correction of the list is achieved by moving a quantity of water from the port The manual indication screen, as shown in the image below, shows a graphical
to the starboard anti-heeling tank or vice versa. A reversible flow propeller-type image of the angle of heel and the tank levels in the anti-heeling tanks.
pump connects the two anti-heeling tanks, which means that it can pump water
from the port tank to the starboard tank and vice versa. Operation of the pump
is completely automatic and is under the control of the anti-heeling system. A
remotely operated pneumatic shutdown valve is located on either side of the
pump, BA17 (port) and BA16 (starboard). When water has been transferred
from one tank to the other in order to correct a list, the valve is automatically
closed in order to prevent water flow due to gravity; the valve closes gradually • ‘‘Auto’’ changes the operating mode to automatic.
in order to prevent water hammer, the closing time of which must be correctly
set for the size of valve. On this vessel the valve size is DN 350, the closing time • ‘‘Off’’ turns the menu mode off.
for which should be set at approximately 30 seconds. • ‘‘Man’’ activates manual anti-heeling mode.
Ballast valves BA031 and BA032 must be opened before operating the • ‘‘Preheel’’ activates the pre-heel operating mode.
system. • “Mimic” activates StBy screen.

Automatic Operating Mode
When the automatic mode is selected, the anti-heeling system automatically
opens the tank valves and starts the pump to transfer ballast whenever the
angle of heel limit values have been reached. The operator may adjust the
angle of heel limit values as required. In the image below, the system is set to
commence ballast transfer at an angle of heel of 1.5 degrees and to stop when
the vessel returns to upright.
• Press ‘‘Ind’’ to move to the automatic indication screen.

• Press ‘‘Auto’’ to commence the automatic adjustment of the
angle of heel in accordance with the preset limits.
The image below shows the current status of the anti-heeling system; ballast is
being transferred from port to starboard.
Heeling Pump.
For detailed operating instructions, refer to manufacturer’s instruction

manual.

Section 3: Container Handling Procedures
3.1 Loading
3.1.1 Container Lashing
3.1.2 Loading of Dangerous Goods
3.1.3 Reefer Container Loading Arrangement
3.1.4 Reefer Container Monitoring System
3.1.5 Reefer Container Fresh Water Cooling System

3.1 Loading Illustration 3.1.1a Container Lashing System: Loose Lashing Equipment
3.1.1 Container Lashing
Containers stowed on deck must be lashed securely using the standard Maersk
lashing systems. Steel colour-coded gear boxes are provided for storing the
lashing systems which comprise fully automatic twistlocks and hanging
stackers. These gear boxes are fitted into 40ft flat racks, of which there are Wire Handle
four on board. The flat racks are landed ashore for use by the stevedores when Wire Handle
fitting or removing the locking mechanisms. The colour-coded boxes enable
the stevedores to readily identify which type of securing device should be used
or removed from the containers; a red storage box in each flat rack is reserved
for damaged devices. The fully automatic twistlocks are stored in blue colour- 1 Base Twistlock (Fully-Automatic) C8A-HC (APM 451001) 2 Twistlock (Fully-Automatic) C8A-DF (APM 450998)
coded gear boxes, of which there are forty-six on board. Hanging stackers (2,460 Pieces Carried) SWL 25 tonnes (10,600 Pieces Carried) SWL 25 tonnes (lashing) and
SWL 10 tonnes (lifting)
are stored in the yellow colour-coded gear boxes, of which there are six on
board. Other equipment includes the knob lashing rods which are kept on
board and are stowed in racks located along the ship’s side on the upper deck.
The turnbuckles are secured to the container pedestals and lashing bridges.
Depending on where the lashings are to be used, dictates the type and length Hanging Stacker SDL-1
of the lashing units deployed; this is indicated in the Cargo Securing Manual. (3,000 Pieces Carried) SWL 21 tonnes
The quantity and type of the individual lashing devices are indicated in the
illustration 3.1.1a.
The corners of containers which sit on the container posts and the hatch covers
are secured by means of fully-automatic base twistlocks (type C8A-HC), the
foot of the cone being located in a socket fitted to the container post or the hatch Fittings
cover. Above the first tier of containers, the corners of the tiered containers are
positioned by means of fully-automatic twistlocks (type C8A-DF). However, in
bay 58, stackers are fitted between tiers up to 5 high stacking and in cell guides, Turnbuckle Type FLX5-APM-800-130-S (APM 448721)
twistlocks are fitted above the cell guides and in stacking above 5 high. (10 Pieces Carried) SWL 24 tonnes
Turnbuckle Type FLX5-APM-856-200-S (APM 357390)
Nineteen lashing bridges are fitted aft of each 40ft bay and forward of bay 58. Lashing Rods Type 2420-K4S US (APM 448720) (10 Pieces Carried) SWL 24 tonnes
From the 2 high lashing bridges, containers are lashed when the third level tier (80 Pieces Carried) SWL 24 tonnes Turnbuckle Type FLX5-APM-970-130-S (APM 448722)
is added, from the 3 high lashing bridges, containers are lashed when the fourth Lashing Rods Type 2490-K3S US (APM 448715)
(260 Pieces Carried) SWL 24 tonnes
level tier is added and from the 4 high lashing bridge (bay 58), containers are (60 Pieces Carried) SWL 24 tonnes Turnbuckle Type FLX5-APM-1000-170-S (APM 425453)
lashed when the 5th tier is added. It is the top securing points of the second tier (700 Pieces Carried) SWL 24 tonnes
container (3rd or 4th tier depending on the height of the lashing bridge), and Lashing Rods Type 2520-K3S US (APM 451005) Turnbuckle Type FLX5-APM-1050-200-S (APM 425454)
(105 Pieces Carried) SWL 24 tonnes (460 Pieces Carried) SWL 24 tonnes
the bottom securing points of the third tier container (4th or 5th tier depending
on the height of the lashing bridge) which are securely attached to the lashing Lashing Rods Type 2635-K4S US (APM 448714) Turnbuckle Type FLX5-APM-1100-170-S (APM 448723)
(2,280 Pieces Carried) SWL 24 tonnes (115 Pieces Carried) SWL 24 tonnes
eyes on the lashing bridge. These locations use the specific turnbuckles and
hinged knob rod lashing devices. Turnbuckle Type FLX5-APM-1100-224-S (APM 408809)
Lashing Rods Type 2920-K4S US (APM 448719) (85 Pieces Carried) SWL 24 tonnes
On this vessel the external paralash system is used to secure mixed stows of
20ft, 40ft and 45ft containers, except at bay 70, bay 58, bay 06 aft, bay 07 Lashing Rods Type 3050-K4S US (APM 448718)
(70 Pieces Carried) SWL 24 tonnes Turnbuckle Type FLX5-APM-1195-170-S (APM 448724)
forward, bay 02 aft and bay 03 forward, using turnbuckles and hinged knob (100 Pieces Carried) SWL 24 tonnes
lashing rods. Fully automatic twistlocks are used throughout. Lashing Rods Type 3100-K4S US (APM 448717)
As shown in the Cargo Securing Manual, when 20ft containers are stowed in a Lashing Rods Vertical Type FLX-F-50/2120 (APM 448713) Turnbuckle Type FLX5-APM-1230-230-S (APM 448725)
tier and are not mixed with 40ft containers, fully automatic twistlocks are used (70 Pieces Carried) SWL 24 tonnes (25 Pieces Carried) SWL 24 tonnes
to secure the containers between each tier. Rod lashings are not used. Drawing Reference: Cargo Lashing Manual March 2011

Note: Notice boards illustrating the different lashing methods suitable for Russian Stowage
that particular location are displayed adjacent to each bay.
The design of the hatch covers and container pedestals allows the stowage of
two 20ft containers end to end on one full bay. This then allows 40ft containers
SEALASH Lashing Program to be loaded on top of the 20ft containers. Fully automatic twistlocks are used
throughout; midlock stackers are not used on this vessel.
The Seacos MACS3 loading computer software has been reinforced with
the addition of a Lashing Module plug-in. This software calculates the
recommended lashing programme that should be undertaken in order to Container Weight
correctly lash the containers according to the size and weight carried on the
hatches. See Section 8.1 for more detailed information. It will also show in The container weights in holds and on hatches should be kept below the
which positions and configuration the lashing gear should be used. following allowable figures.
In the cargo holds, the maximum weight for each 20 foot containers in 40 foot
Standard Lashing Pattern for External Lashing cells is 27 tonnes. The maximum weight for each 40 foot container in the cargo
holds is 33 tonnes.
Rod lashings and turnbuckles are used to secure 40ft containers or a combination
of 20ft and 40ft containers in a paralash configuration; see illustrations 3.1.1b
Maximum Stack Weight on Hatch Covers
and 3.1.1c. Four lashing rods and turnbuckles are used to secure the corner
castings of each group of two containers as shown in the illustration. Fully Hatch Covers No.1
automatic twistlocks are fitted to the corner castings of the containers at each
tier. 20ft: 68.5 tonnes
If 45ft containers are carried, they must be stowed on top of a 40ft container.
(40ft containers should never be stowed on top of a 45ft container.) 40ft: 120 tonnes
Exceptions to the Standard Lashing Pattern Hatch Covers No.2 and No.3
Bay 07 Forward and Bay 03 Forward
20ft: 68.5 tonnes
Containers are lashed using the internal paralash system.
20ft and 40ft: 187.5 tonnes
Bay 07 Aft and Bay 02 Aft 40ft: 140 tonnes
Containers are lashed using the internal paralash system.

Hatch Covers No.4 to No.16
Bay 58
20ft: 68.5 tonnes
Outboard containers are lashed using the internal paralash system, inboard
containers are secured with an internal single cross-lash and vertical lashings.
40ft: 140 tonnes
Bay 70
CAUTION
Containers are lashed using the internal paralash system. The Cargo Securing Manual is to be followed for all cargo lashing
situations, together with the loading computer. They provide the
definitive guide for all safe cargo loading and lashing situations, and as
such should be followed fully.

Illustration 3.1.1b Container Lashing System (Lashing Bridge)
Lashing Method Bay 66-62, 54-10, 06F Lashing Method Bay 58
20ft/40ft/45ft Containers (from 2-High Lashing Bridge External Lashing Only) 40ft Containers (Cell Guides from 4-High Lashing Bridge Internal Lashing Only)
45 ft 40 ft
40 ft
8½ ft 9½ ft 9½ ft
9½ ft 9½ ft 9½ ft
2x20 ft 2x20 ft 8½ ft
Lashing Method Bay 70 Fore Lashing Method Bay 70 Aft

40ft Containers (from 3-High Lashing Bridge Internal Lashing Only) 40ft Containers (from 2-High Lashing Bridge Internal Lashing Only)
9½ ft 9½ ft
8½ ft 8½ ft 8½ ft 8½ ft 8½ ft 8½ ft
9½ ft 8½ ft 9½ ft 9½ ft 9½ ft 8½ ft 9½ ft 9½ ft
9½ ft 9½ ft 9½ ft 9½ ft 9½ ft 9½ ft 9½ ft

Illustration 3.1.1c External Lashing Method from 1 High Lashing Bridge with Lashing Adjustment
45 ft 40 ft
40 ft
Set the lashing rod into the turnbuckle. On 9ft 6in containers,
the lower knob end is located in the upper position in the
turnbuckle. Adjust the slider if the rod length passes into the
slider section, ensuring it securely locates on the knob. The
8½ ft 9½ ft 9½ ft
tensioning spanner is used just to apply sufficient tension in
the assembly.
Adjust the slider until it

is firmly over the knob.
2x20 ft 2x20 ft 8½ ft
Use the spanner to tighten the lashing,
Move the slider fully down ensuring that it is not over-tightened.
over the knob to secure
it into the turnbuckle.

Dangerous Goods - Permitted Stowage
Dangerous goods may only be carried on the weather deck and

in cargo holds No.1, No.2 and No.3 as indicated in the table
below.
Class Description of Dangerous Goods Cargo Hold No.1 Cargo Hold No.2 Cargo Hold No.3 Weather Deck
1.1 - 1.6 Explosives (all divisions)
1.4S Explosives, division 1.4, compatibility group ‘S’
2.1 Flammable gases

2.2 Non-flammable, non-toxic gases
2.3 Toxic gases (flammable)
2.3 Toxic gases (non-flammable)
3 Flammable liquids - low and intermediate flashpoint less than 23°C

3 Flammable liquids - high flashpoint greater than or equal to 23°C but less than or equal to 60°C
4.1 Flammable solids, self-reactive substances, and solid desensitized explosives

4.2 Substances liable to spontaneous combustion
4.3 Substances which, in contact with water, emit flammable gases (liquids)
4.3 Substances which, in contact with water, emit flammable gases (solids)
5.1 Oxidising substances (agents)

5.2 Organic peroxides
6.1 Toxic substances (liquids) - low and intermediate flashpoint less than 23°C
6.1 Toxic substances (liquids) - high flashpoint greater than or equal to 23°C but less than or equal to 60°C
6.1 Toxic substances (liquids) - non flammable
6.1 Toxic substances (solids)
8 Corrosives (liquids) - low flashpoint less than 23°C

8 Corrosives (liquids) - high flashpoint greater than or equal to 23°C but less than or equal to 60°C
8 Corrosives (liquids) - non flammable
8 Corrosives (solids)
9 Miscellaneous dangerous substances and articles
Stowage Permitted
Stowage Not Permitted

3.1.2 Loading Of Dangerous Goods Classes of Dangerous Goods Intended to be Carried General Notes for IMDG Materials
Under normal circumstances, the loading computer will not allow the stowing The ship carries a full set of the IMO International Maritime Dangerous Goods Goods of class 1 should not be stowed within a horizontal distance of 6m from
of containers containing dangerous goods in spaces where they are not Code (IMDG), Volumes I, II and the Supplement volume. any fire, machinery exhausts, galley uptakes, lockers used for combustible
permitted. However, in the event of a computer malfunction, the following stores or other potential sources of ignition, and not less than a horizontal
information may prove useful. distance of 8m from the bridge, living quarters and lifesaving appliances.
Volume I:
Great care must be taken when carrying dangerous goods. It is essential to know Deals with general provisions, definitions, and training; classification; When dangerous goods of classes 2.1, 2.3, 3, 4, 5.1, 6.1 (solids) and 9 are
what goods are in each container so that they can be stowed safely. The ship is packing and tank provisions; consignment procedure; construction carried underdeck, they are to be carried in closed freight containers only.
issued with a class society document of compliance, indicating which IMDG and testing of packagings, intermediate bulk containers (IBCs),
coded material can be carried and in which specific areas of the vessel. large packagings, portable tanks and road tank vehicles; provisions Power ventilation is not required for classes 4 (solid) and 5.1 (solid) when
concerning transport operations. carried in closed freight containers in purpose-built dedicated container cargo
Certain cargoes should not be stowed close to other cargo for fear of a reaction spaces.
should leakage occur. It is important to study the documentation relating to
Volume II:
the carriage of dangerous goods so that the incorrect positioning of cargo is For classes 2, 3, 4 (liquid), 6.1, 8 and 9 when carried in closed freight
prevented. Deals with dangerous goods list and limited quantity exceptions; containers in purpose-built dedicated container cargo spaces, the ventilation
Appendix A concerning the list of generic and NOS proper shipping rate may be reduced to not less than two air changes per hour. For the purpose
In the event of fire, it is essential to know what commodities are stowed in each names; Appendix B concerning a glossary of terms: index of of this requirement, a portable tank is a closed container.
container so that appropriate action can be taken with respect to fire fighting substances, material or article with the marine pollutant grading (MP),
procedures, use of breathing apparatus, and the type of fire fighting media that class number and UN number. Stowage and segregation of freight containers of different classes of dangerous
can be used etc. goods in the hold and on the upper deck, in compliance with the applicable
The Supplement volume deals with emergency procedures (EmS), medical requirements of the IMDG code, remains the responsibility of the Master.
When the loading manifest is received on board, information will be passed first aid (MFAG), solid bulk cargo loads (BC code), reporting procedures,
over on what IMDG coded materials are to be loaded and where. The chief packing cargo transport units, use of pesticides on ships, carriage of nuclear Dangerous goods requiring electrical equipment of a standard greater than
officer will be given this information as part of the loading manifest issued by materials (INF code) and the Appendix, covering resolutions, circulars and IIB/T4 should not be carried underdeck, ie, substances with an auto-ignition
the shore-ship planning office. The manifest details are entered into the loading other standards referred to in the IMDG Code and the Supplement. temperature of 135°C or less, or goods requiring Group IIC electrical
computer. If there is any conflict with the type of material that is to be carried, equipment, should not be carried underdeck.
or its proposed location, the loading computer will issue an IMDG conflict The ship is issued with a Dangerous Cargo Manual issued by AP Møller, which
warning. contains all UN identification numbers, EmS and MFAG numbers, conditions Dangerous goods of class 9 in packaged form, which according to the IMDG
for acceptance, limitations and any further remarks on the conditions for Code, emit flammable vapours, are not to be carried underdeck.
If the type of material and location are in order, a spotting plan will be printed carriage.
which consists of an IMDG cargo summary list. This list includes the type of The table above indicates the permitted stowage areas on this vessel.
material, the weights in kg, the destination port(s), the voyage number and The classification society and the MCA regulatory body for this vessel have
port of departure abbreviation, and the bay location address for each container each issued Document of Compliance (Special Requirements for Ships Note: This vessel is not equipped with a dangerous cargo bilge pump or a
carrying IMDG material. Each IMDG container and bay location should Carrying Dangerous Goods) certificates for this ship. These documents will dangerous cargo bilge holding tank.
be issued with a unique spotting number, which will also be written on the list the type of IMDG that can be carried on board the vessel, and the locations
manifest details and kept together in a folder on the bridge. Each port is given where they can be placed. Photocopies of these documents are placed in the
a specific abbreviation and file tab number. Cargo Securing Manual. Refer to the table on the previous page to ascertain the
positions in which different categories of dangerous goods can be stowed.
The spotting plan is used in the event of a fire on deck or in the cargo holds
to check if any IMDG coded materials are in the vicinity of the fire. If they For carriage of IMDG materials, the ship has a space type definition of 2B for
are, then reference is made to the manifest details via the spotting plan underdeck stowage, and a space type definition of 6 for weather deck stowage.
number located under the designated divider location, cross-referenced with It states that the vessel is built as a purpose-built container ship with cargo
the spotting plan number taken from the bay plan layout. From the manifest spaces intended for the carriage of dangerous goods in freight containers and
details, the EmS (emergency procedures) and MFAG (medical first aid guide) portable tanks (closed freight containers and portable tanks only).
numbers can be found. With these details known, reference is made to the
IMDG Code Supplement Book which is located on the bridge to see what
special precautions should be taken to tackle a fire if it is in one of these
containers, or if it is necessary to ensure that the container is protected from
the effects of the fire or flooding.

Illustration 3.1.3a Reefer Container Loading Arrangement
18 18 18 18 18 18 96 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 96
96 18 18 18 18 18 18 18 18 94 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16 16 94
94 18 18 18 18 18 18 18 18 92 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16 16 16 14 14 92
92 18 18 18 18 18 18 18 18 90 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16 16 16 14 14 90
90 18 18 18 18 18 18 18 18 88 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16 16 16 14 14 88
88 18 18 18 18 18 18 18 18 86 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16 16 16 14 14 86
86 18 18 18 18 18 18 18 18 (16) 84 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 16 16 16 14 14 84
84 18 (12) 18 18 18(16) 18 18 18(16) 18 (16) 82 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 16 16 16(14) 14 14 82
82 18 (12) 18 18 18(16) 18 18 18(16) 17 (15) 80 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 16 16 16(14) 14 14 80
80 18 (12) 18 18 18(16) 18 18 18(16) 15 78 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 18 18 18(16) 16 16 16(14) 14 14 78
78 16 (12) 16 16 16 16 16 16 15 10 10 10 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 10 10 10 8 8 8 6 6 6 4 4 4 4 4 4 2 2 2
18 18
16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 14 14 14 12 12 12 6 6 6 16
16 16 16(13) 8(6) 8 8 14 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 14 14 14 10 10 10 4 4 4 14
12 12 12(11) 8(6) 8 8 12 16(13) 16 16 16(13) 16 16 16(13) 16 16 16(13) 16 16 16(13) 16 16 16 16 16 16(13) 16 16 16(13) 16 16 16(13) 16 16 16(13) 16 16 16(13) 16 16 12(9) 12 12 8(6) 8 8 2 2 2 12
10 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 10(9) 10 10 6(4) 6 6 2 2 2 10
08 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 14(13) 14 14 12(11) 12 12 8(7) 8 8 4 4 4 08
06 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 12(11) 12 12 10(9) 10 10 6(5) 6 6 2 2 2 06
04 16(13) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 16(15) 16 16 12(11) 12 12 10(9) 10 10 8(7) 8 8 4(3) 4 4 2 2 2 04
02 8(5) 8 8 12(9) 12 12 14(11) 14 14 14(11) 14 14 13(11) 13 13 14(11) 14 14 12(9) 12 12 10(7) 10 10 6(3) 6 6 4 4 4 2 2 2 02
Note!
All areas shaded blue indicate refrigerated container
stowage positions - the number of which for each tier
are shown in brackets
Drawing Reference: Cargo Securing Manual March 2011

3.1.3 Reefer Container Loading Arrangement On deck, all full reefer containers must be securely lashed according to the Additionally, the fresh water and associated sea water cooling systems for
standard lashing pattern. All reefer containers on deck face forward with the the reefers and the cargo hold fans are also included in the preferential
refrigeration unit at the aft end, with the exception of bays 58, 62, 66 and 70 tripping system. The distribution panels are located in the port and starboard
Introduction where the refrigeration units must face forward. passageways as indicated in the next table with additional reference material
as follows:
The ship has been fitted with the provision to carry a total of 1,707 FEU reefer
In the cargo holds, provision is made to stow the containers with the refrigeration
containers in the following areas:
units aft, to permit connection to the electrical and cooling water supplies. In
bay 66 (No. 8 hold aft) the refrigeration units must face forward. Reefer Container Distribution Panel Locations
On deck, 857 FEU:
Cargo bay No.02: 42 Starboard Underdeck Passageway
Stack weight limitations apply to all hatches and the aft deck loading area.
Cargo bay No.06: 48 When the loading manifest for all container weights and positions are Feeder Panel Space Served
Cargo bay No.10: 48 downloaded into the Seacos MACS3 loading computer, calculations will be RPD-2 Hatch No.1, Hatch No.2
Cargo bay No.14: 48 made to ensure that no weight restriction limits are being exceeded, apart from
RPD-4 Hatch No.3, Hatch No.4, Hatch No.5
Cargo bay No.18: 48 the stress and stability considerations on the ship.
RPD-6 Hold No.1, Hold No.2F, Hold No.2A, Hold No.3F
Cargo bay No.22: 48 The largest capacity for the carriage of reefer containers is on deck. Again, RPD-8 Hatch No.5, Hatch No.6, Hatch No.7
Cargo bay No.26: 48 there are weight limitations that have to be taken into account; see the Cargo RPD-10 Hold No.3F, Hold No.3A, Hold No.4F
Cargo bay No.30: 48 Securing Manual for details. RPD-12 Hatch No.7, Hatch No.8, Hatch No.9
Cargo bay No.34: 48 RPD-14 Hold No.4F, Hold No.4A
A feature of this ship is that cooling of the reefer containers in the cargo
Cargo bay No.38: 48 RPD-16 Hold No.4A, Hold No.5F
holds is by means of an integral fresh water cooling ring main system. Each
Cargo bay No.42: 48 bay that can be connected to a reefer electrical power socket has an adjacent RPD-18 Hatch No.10, Hatch No.11, Hatch No.12
Cargo bay No.46: 48 flexible supply and return cooling water hose which is connected to the same RPD-20 Hold No.5A, Hold No.6F, Hold No.6A
Cargo bay No.50: 48 container, and forms the ring. The hoses are of the snap-on self-sealing type. RPD-22 Hatch No.12, Hatch No.13, Hatch No.14
Cargo bay No.54: 48 The supply is a male coupling, and the return is a female coupling; this ensures RPD-24 Hold No.6A, Hold No.7F
that incorrect connections cannot be made.
Cargo bay No.58: 47 RPD-26 Hatch No.14, Open Hatch, Hatch No.15
Cargo bay No.62: 48 Note: If maintenance is carried out on any of the hoses, it is most important RPD-28 Hold No.7F, Hold No.7A, Hold No.8F
Cargo bay No.66: 48 that the correct fittings are used on the correct lines. RPD-30 Hatch No.16, Mooring Deck
Cargo bay No.38: 48
The cooling system is supplied from an independent fresh water cooling Port Underdeck Passageway
Holds, 850 FEU: system in the engine room. Feeder Panel Space Served
Cargo bay No.06: 10 RPD-1 Hatch No.1, Hatch No.2
The reason for using a fresh water cooling system on the reefer containers in
Cargo bay No.10: 33 RPD-3 Hatch No.3, Hatch No.4, Hatch No.5
the cargo holds is that the bulk of the heat generated by the refrigeration units
Cargo bay No.14: 55 is transferred to the circulating cooling water. This significant reduction in heat RPD-5 Hold No.1, Hold No.2F, Hold No.2A, Hold No.3F
Cargo bay No.18: 64 that would otherwise have been generated by the running of the cooling fans on RPD-7 Hatch No.5, Hatch No.6, Hatch No.7
the individual containers, and then subsequently transferred into the cargo hold, RPD-9 Hold No.3F, Hold No.3A, Hold No.4F
Cargo bay No.22: 76
allows a smaller air change than would otherwise have been necessary. This RPD-11 Hatch No.7, Hatch No.8, Hatch No.9
Cargo bay No.26: 82 lower volume of air flow allows smaller fans and trunking for the ventilation
RPD-13 Hold No.4F, Hold No.4A
Cargo bay No.30: 84 system in the cargo holds.
RPD-15 Hold No.4A, Hold No.5F
Cargo bay No.38: 84
Reefer container plug-in power supply boxes are watertight. Only when a RPD-17 Hatch No.10, Hatch No.11, Hatch No.12
Cargo bay No.42: 84
power lead connector plug has been fitted into the socket can the isolation RPD-19 Hold No.5A, Hold No.6F, Hold No.6A
Cargo bay No.46: 84
switch be turned to the ON position. The separate groups of reefer power RPD-21 Hatch No.12, Hatch No.13, Hatch No.14
Cargo bay No.50: 82 sockets are fed from the main switchboard 440V, 3-phase supply through RPD-23 Hold No.6A, Hold No.7F
Cargo bay No.54: 76 individual circuit-breakers.
RPD-25 Hatch No.14, Open Hatch, Hatch No.15
Cargo bay No.62: 12
The reefer power distribution system is one of the main consumers that RPD-27 Hold No.7F, Hold No.7A, Hold No.8F
Cargo bay No.66: 24
is affected by the power management system preference tripping system. RPD-29 Hatch No.16, Mooring Deck

3.1.4 reefer container monitoring system recorder information box will now appear. The manufacturer of the refrigeration
unit and data recorder unit will be given on the title bar. On this dialogue/data
Manufacturer: York Marine/Johnson Controls, Viby, Denmark box there is an area where the entry of the container location can be entered.
Model: Refcon This dialogue box can also be used to access various data and measurements
as well as inputting load and discharge port information.
Introduction It is also possible to view an on-screen event log of a particular reefer container.
This is accessed by selecting a specific reefer container, either through the
The Refcon alarm and monitoring system allows the ship’s officers to monitor CONTAINER SUMMARY or BAY PLAN screen. After double-clicking on
the condition of the reefer containers, either when they are loaded in the cargo the container, a data information dialogue box will appear. The top data line
holds or on the hatch covers. The system provides the following functions: will indicate the manufacturer and type of controller. Directly below the top
data line there are seven operator selection pushbuttons. Selecting the LOG
• Alarm and temperature conditions are continuously monitored
FILES option opens up another pop-up screen, LOG FILES. From this display
for each container.
the operator can view the container generated log data. Via the Refcon list
• The system records the history of each container including VIEW LOG option pushbutton, the operator is taken to a tabular display of the
all important parameters; data is stored in comprehensive log recorded data from the time the reefer container was plugged in. Selecting the
files. TREND option pushbutton at the bottom of the display allows the operator to
view the data in a graphical format for a clear understanding of the data over
• Commands are sent directly to each container, for example, a
a time period. The time line can be shifted to the left or right of the initial
change of set point may be sent from the Refcon terminal via
selection point.
the keypad. Reefer Container Power Sockets.
• The system interfaces with the vessel’s loading computer and During cargo loading and discharging operations, the monitoring system should
data may be transferred to the shore side stevedore office be set from SEA mode to HARBOUR mode. In this way the disconnections/
terminal to maintain continuity of data recording. connections that take place will not induce an alarm in the system. When cargo
operations are complete, the mode setting is set to SEA. Any disconnections of
In order for the system to function correctly it is necessary that the reefer a power supply to an individual reefer container while in this mode will send
containers are fitted with a master modem known as a remote monitoring an alarm signal to the main CPU and the alarm and monitoring system.
module (RMM). This will allow data to be transmitted via the power connection
cable, which is referred to as power cable transmission (PCT). The changing of any monitoring modes, operational parameters and conditions
etc, can only be carried out by authorised staff who have password clearance
The Refcon system acts as a LAN, with substations feeding information into to make any such changes. A detailed description of the Refcon alarm and
the main Refcon CPU. Alarms and/or fault conditions are displayed on the monitoring system can be found in the manufacturer’s instruction manual
Refcon display unit in the SCC. The control and monitoring system monitors Operating Guide.
the Refcon system for any alarms on the reefer containers, or in the Refcon
monitoring system itself.
Remote Data Collection Unit
The Refcon system distribution boards (RD) are located in the port and starboard As an option of the Refcon system, the vessel is equipped with a remote hand-
underdeck passageways. The workstation and monitor is located in the ship’s held data collection unit, RDC MkII. The RDC has a VGA touch-screen and
control centre. See illustration 4.1a of this Deck Operating Manual. can be connected to the Refcon workstation via a USB connection.
When a reefer container fitted with an RMM is loaded on board the ship and The RDC allows for the collection of data from non-communicating reefer
connected up to the power socket, the Refcon system will interrogate the containers. A list of non-communicating reefers is downloaded to the RDC
container and feed the data back to the main CPU. At this point the Refcon from the Refcon workstation. It is then possible to go to reefers on the list and
system will know the ID number of the container but not its actual position on compare the downloaded data with the actual data on the reefer.
the ship.
The data downloaded to the RDC from the Refcon workstation may then either
The reefer container locations are manually imported. To carry out this be accepted or changed as required. When the operator returns to the Refcon
procedure, move the cursor to CONTAINER SUMMARY on the toolbar and workstation he can upload the corrected data into the system.
select STANDARD INFORMATION. The list of all the reefer containers
communicating with the Refcon will be shown. Select the required reefer
container and double-click on the data line with the mouse; the container data

Illustration 3.1.5a Reefer Container Fresh Water Cooling System
Local Hydraulic Control
No.1 Reefer Fresh
Key 25 From Fresh Water Water Cooler Engine Room 1st Deck
Hydrophore Line (100% 9,900 Mcal/H)
Fresh Water FW801 TI PI PI TI
H
FW860 450 550
Steam
FW835 FW837 FW840
Electrical Signal 80% Cooling
LAH LS Fresh Water
Expansion FW853
Tank
LAL LS (2.0m3) TI PI PI TI
FW854
50% 450 550
FW802 FW803 FW834 FW839

CAMS
No.2 Reefer Fresh
A Deck Water Cooler
Set: 22°C Scupper (100% 9,900 Mcal/H)
TT TI PI PI TI
B
450 450 550
FW832 FW841
550
FW851
TT TI PI PI TI
C
FW852
450 450 550
FW831 FW842
From Reefer Sea
Water Cooling Pumps
Temp: 22°C
450
FW830 FW FW CAMS
125
FW804 073 075
450 400 300 FW
Silver 077
TI TI Ion Type 200 TT
A
Reefer Fresh Sampling Steriliser
(120m3/h) FW FW FW FW FW FW FW FW FW FW
Water Heater
868 870 872 874 876 878 882 884 886 888 FW FW
FW829 (120m3/h) FW813 890 892 FW
FW FW FW FW FW FW FW FW FW FW 894
FW806 201 202 203 204 205 206 207 208 209 210 FW FW
450 Temp: 4°C
FW807 211 212 FW
80 FW815 50 150 150 150 150 150 150 150 150 150 125 213
Steam In Steam Out 125 100
FW816 FW814 65
450 From Hot and
FW805
CAMS Cold Fresh
Water System 50 80 100 No.8 Engine No.7 No.6 No.5 No.4 No.3 No.2 No.1
FW857 FW856 FW855 Room
Cargo Hold Cargo Hold Cargo Hold Cargo Hold Cargo Hold Cargo Hold Cargo Hold Cargo Hold
FW863 FW862 FW861

FW810 FW809 FW808
PS PS PS
PI PI PI
65
125 100
Chemical 150 150 150 150 150 150 150 150 150 125 FW
No.3 No.2 No.1 Injection Tank FW FW 893
(2-Speed) (80 Litres) FW FW FW FW FW FW FW FW FW FW 889 891
CP CP CP 867 869 871 873 875 877 881 883 885 887
FW811
200
FW822 FW821 FW820 TT FW812
450 400 300
FW FW
450
072 074
Reefer Fresh Water Circulation Pumps Set: 4°C
(950m3/h x 40mth)
Drawing Reference: 4214DA800D101 - Fresh Water Cooling for Reefer Container

3.1.5 reefer container Fresh Water Cooling The reefer container FW coolers are supplied with SW via dedicated reefer Procedure for Operating the Reefer Fresh Water Cooling
System container cooling SW pumps (see Section 2.4.1 in the Machinery Operating System
Manual). The reefer container FW cooling system operates on demand from
the reefer container system. The reefer container FW preheater maintains a The following description assumes that the system is being started for the first
Refrigerated Container (Reefer) Fresh Water Circulation Pumps minimum temperature of 4°C in the FW cooling system on the return from time and the procedure should be followed with reference to the sea water
Manufacturer: Desmi the reefer containers; this prevents the water freezing in the pipeline system. A system; see Section 2.4.1 of the Machinery Operating Manual.
No. of sets: 3 temperature controlled regulating valve, FW830, maintains the reefer container
FW cooling supply temperature of at least 22°C by bypassing the fresh water The start-up of the low temperature fresh water cooling system is as follows:
Type: Vertical in-line centrifugal
coolers as necessary.
Model: DSL300-320B/Aa
a) Ensure that control air and heating steam are available.
Capacity: 950m3/h at 4.0 bar The two reefer FW coolers are rated at 100% of the maximum cooling
Motor rating: No.1 pump 440V; 138/48kW; 1,782/1,188 rpm requirement.
b) Confirm that the reefer circulation FW system and expansion
No.2 & 3 pumps 440V; 158.4kW; 1,782 rpm tank have been filled to the correct level. When starting the
The silver ion steriliser is located between the container FW circulating supply
pumps, observe the expansion tank level and replenish as
and return lines, and operates automatically to maintain the water in a sterile
Reefer Fresh Water Coolers necessary. Filling of the expansion tank is carried out by valve
condition.
FW801 from the fresh water hydrophore system.
Manufacturer: Tranter
There are three of each FW circulating and cooling SW pumps; each pump is
No. of sets: 2 c) Ensure that the system is treated with the appropriate
rated at 100% of the maximum total cooling load of the reefer container cooling
Type: Plate requirement. No.1 reefer cooling SW pump and No.1 reefer FW circulation chemicals.
Model: GLD-230N pump are both 2-speed. This allows for a degree of flexibility of the system so
that when there is a low reefer load or when the sea water temperature is below d) Ensure that all instrumentation isolating valves, eg, pump
Capacity: 9,900Mcal/h
22°C, it is possible to run the system with No.1 reefer SW cooling pump and suction and discharge pressure gauges/pressure switches are
Flow rate: 2,400m³/h SW / 1,900m³/h FW open and that the instrumentation is operational. Check that the
No.1 reefer FW circulating pump on low speed.
gauges are reading correctly.
Reefer Fresh Water Heater The main FW cooling supply pipelines pass from the engine room into the
port under passageway, and the return pipelines re-enter the engine room from e) Ensure that the blanks are fitted to the reefer cooler inlet and
Manufacturer: DongHwa Entec outlet branch pipes. Branch pipes are used for dry docking
the starboard under passageway. There is an isolating valve on the supply and
No. of sets: 1 return lines for each branch into and out of the cargo holds, just before the lines purposes only.
Type: Shell and tube pass through the passageway bulkhead.
Surface area: 36.03m2 f) Ensure that the SW cooling system supplying the reefer coolers
In the reefer cargo holds the piping system is branched off the main vertical is operational. Refer to Section 2.4.1 of the Machinery Operating
Capacity: 120m3/h at inlet 1ºC, outlet 7ºC
pipeline at each required level. Each branch runs athwartships. There is a 25mm Manual.
bore circulating FW bypass line at the beginning and end of each branch supply
Steriliser line, which is then connected into the return line. Each end of this bypass line Note: The 100% flow rate of the cooling water pumps and coolers allows
Manufacturer: Samkun Century is fitted with an orifice plate. These bypass line orifice plates ensure that there for one pump and one cooler to be assigned during normal operation. In the
is a flow maintained through the cooling circuit at all times. From the branch following procedure it is assumed that No.1 FW circulating pump is the duty
No. of sets: 1 lines, individual isolating valves are fitted with flexible hoses for connecting to pump with No.2 assigned as standby. For the FW coolers, No.1 is the duty
Type: Silver Ion the individual reefer container cooling water connection points. cooler and No.2 cooler assigned as standby.
Model: SS-6000
Capacity: 6.0m3/h The supply and return connections to the container are of the snap-on connector g) Set the reefer FW circulation pumps and valves as in the
type; supply is a male connection and the return is a female connection. If following table:
maintenance is carried out on the hoses, then the correct fittings must be
Introduction used.
The reefer container fresh water (FW) cooling is supplied by an independent

FW circulation system provided with its own cooling FW circulation pumps,
coolers, sea water (SW) pumps, expansion tank and steriliser unit. The
expansion tank is supplied with make-up water from the domestic fresh water
hydrophore system. The tank is provided with a low level alarm.

Position Description Valve m) Open the steam heater supply and return valves, and ensure that
the temperature control valve is operating at the preset value.
Open No.1 reefer FW circulation pump suction valve FW820
Open No.1 reefer FW circulation pump discharge valve FW855 n) Open the supply and return valves at the reefer containers as
Open No.2 reefer FW circulation pump suction valve FW821 required and check their operation.
Open No.2 reefer FW circulation pump discharge valve FW856
Open No.3 reefer FW circulation pump suction valve FW822
Open No.3 reefer FW circulation pump discharge valve FW857
Operational 3-way temperature control valve FW830
Open No.1 reefer FW cooler inlet valve FW834
Open No.1 reefer FW cooler outlet valve FW835
Closed No.2 reefer FW cooler inlet valve FW831
Closed No.2 reefer FW cooler outlet valve FW832
Open Reefer FW heater inlet valve FW829
Open Reefer FW heater outlet valve FW813
Closed Steriliser bypass valve (locked closed) FW807
Open Steriliser inlet valve FW806
Open Steriliser outlet valve FW805
Closed Chemical injection tank inlet valve FW808
Closed Chemical injection tank drain valve FW811
Closed Chemical injection tank outlet valve FW812
Open Expansion tank outlet valve to pump suction line FW803
Closed Expansion tank drain valve FW802
h) Select the reefer FW circulation pumps for remote operation at

the pump starter panels.
i) On the ACONIS workstation pump control system mimic,

select one reefer FW circulating pump as the master pump; the
pump will start when selected. At the pump selector screen,
select another pump and assign as standby. As the cooling load
increases, two pumps may be required and a second pump
may be started as a master pump. The standby pump start and
stop limits may be selected at the pump control system mimic
on the ACONIS workstation (Section 3.1.2 of the Machinery
Operating Manual refers).
j) Check the expansion tank and replenish as necessary.
k) Check the system circulation and check for leaks when the Cargo Hold Reefer Fresh Water Connections.
system is under pressure to ensure that the system temperature
is correctly maintained. Vent any air as necessary.
l) Start the steriliser unit and ensure that it is operating correctly.

Take water samples for analysis.

Section 4: Deck Control Systems
4.1 Ship’s Control Centre and Fire Control Station

Illustration 4.1a Ship’s Control Centre
7 8
9 10 11
4 5 12 13 14
6 16
15
17
Key NOTE
1 - Fire Extinguisher 5kg CO2 10 - PA/GA Remote Controller and Microphone Certain items of loose equipment, such
as computers, printers, telephones, etc,
2 - ACONIS Extension Alarm Panel 11 - VHF and Handset
may be sited in different locations according
3 - Refcon Computer 12 - ACONIS Workstation to the individual vessel requirements.
4 - Network Computer 13 - ACONIS Workstation
5 - Automatic Telephone 14 - Load Computer
6 - Ballast P&ID 15 - Anti-Heeling Control Panel
7 - Analogue Clock 16 - Anti-Heeling P&ID
8 - Clinometer 17 - Cargo Hold Lighting Control Panel
9 - Anemometer

4.1 Ship’s Control Centre And Fire • Double locker
Control Station • Access door to upper deck alleyway.
The ship’s control centre (SCC) or ship’s office, is located on the upper deck, Port bulkhead, aft to forward:
starboard side forward, within the accommodation area, where all the necessary • Anti-heeling control panel
equipment and controls are located to permit the centralised administration and
supervision of cargo loading and discharging operations, ballast operations, FO • Access door to fire control station
bunkering and the MACS 3 loading computer calculations and data entries.
The ship’s fire control station (FCS) is located adjacent to and accessed from
the SCC.
Ship’s Control Centre (SCC)

The layout and function of the different areas in the SCC is as follows:
Forward bulkhead, port to starboard:

• Double locker
• Network Computer
• Automatic telephone
• 2 x ACONIS workstations
• Analogue clock
• Clinometer
• Anemometer
• PA/GA remote controller
• No.3 VHF radio
• Load Computer
• Double locker
Starboard bulkhead, forward to aft:

• Meeting table and four chairs
• Cargo hold lighting control panel
Aft bulkhead, starboard to port:

• Access door to upper deck alleyway
• 5kg CO2 fire extinguisher
• ACONIS extension alarm panel
• Sink and cupboards
• Refcon Computer
• Filing cabinet
• Refrigerator
• UHF hand-held radios and charger

Illustration 4.1b Fire Control Station
View A
4
1 1 1 1 2 3 5 8
6 View B
View A
7
17 10
1 1 1 1
4 5 6
2 8 11
1 1 1 1 7
View D View B 3
10
16
11
9
15 14 13 13 12
View C
View C View D
Key
1. CO2 Control Valve Cabinets for Cargo Holds 11. Emergency Quick-Closing Valve Box
2. CO2 Release Control Cabinet for Engine Room 12. Emergency Escape Breathing Devices (x3)
3. CO2 Control Cylinder Cabinet for Cargo Holds 13. Fireman’s Outfit Lockers
4. CO2 Instruction Chart 14. Fire Control Station Group Emergency Panel
5. Smoke Detection Extension Cabinet 15. 5kg CO2 Fire Extinguisher 14 16 17
6. Smoke Detection Main Cabinet 16. International Shore Connection FIRE
12
7. Smoke Detection System Control Panel 17. Local Fire Fighting Main Control Panel
8. Stretcher
12
9. Automatic 3-Way Valves 13 13
10. Main Control Panel for Engine Room Space
12
Closing Damper 15

Fire Control Station (FCS) Port bulkhead, aft to forward:
The FCS is located inboard of, and adjacent to, the SCC and is accessed by • International shore connection
means of a connecting door. A second door gives access directly into the upper
• Access door to store room
deck cross alleyway.
• Main control panel for water-based local fire extinguishing
Equipment located in the FCS is as follows: system
Forward bulkhead, port to starboard:

• Cargo hold control valve cabinets
• Smoke detection/CO2 3-way valves
• CO2 system instructions
• CO2 release control cabinet for engine room
• CO2 control cylinder for cargo holds
• Smoke detection extension cabinet
• Smoke detection cabinet
• Smoke detection extraction fans
Starboard bulkhead, forward to aft:

• Control panel for engine room dampers
• Access door to SCC
• Quick-closing valve control cabinet
Aft bulkhead, starboard to port:

• Emergency escape breathing devices, spare and training
• 2 x fireman’s outfit lockers
• Fire control station group panel containing:
• Emergency stops for engine room and cargo hold vent fans
• Emergency stops for FO/DO oil pumps and purifiers
• Start/stop pushbuttons for fire pumps
• Emergency stop for main generators
• Fire alarm pushbutton
• General alarm pushbutton
• Sound powered telephone
• Repeater panel for fire detection system
• 5kg CO2 fire extinguisher
• Access door to upper deck cross alleyway

Section 5: Emergency Systems and Procedures
5.1 Emergency Procedures - Deck
5.1.1 Introduction and General Procedures
5.1.2 Fire Hydrant System
5.1.3 CO2 Fire Extinguishing System and Galley Fat Fryer Extinguishing System
5.1.4 Cargo Hold Smoke Detection System
5.1.5 Fire Detection System
5.1.6 Fire Alarm and Detection System
5.2 Emergency Procedures - Navigation
5.2.1 Steering Gear Failure
5.2.2 Collision and Grounding
5.2.3 Man Overboard
5.2.4 Towing and Being Towed
5.2.5 Oil Spillage and Pollution Prevention
5.2.6 Emergency Reporting
5.2.7 Piracy Attack

5.1 Emergency Procedures - Deck f) Ascertain the vessel’s position. Fire in the Engine Room
a) Sound the fire alarm and muster the crew.
5.1.1 Introduction And General Procedures Power Supply Failure (Blackout)
a) Inform the Master. b) Activate the emergency shutdown system in agreement with
terminal duty personnel, if in port.
Introduction
b) Ensure the emergency power supply cuts-in.
c) Direct the Emergency Response Team to tackle the fire.
The following sections contain the main steps in following emergency
procedures. For a detailed reference to a specific procedure, please refer to the c) Check that the gyrocompass is in order.
d) Consider using fixed extinguishing systems depending on the
Safety and Quality Contingency Manual and the relevant sections of the Bridge extent of the fire.
Procedures Guide. d) Check that the navigational equipment is in order.
e) Check the autopilot and change over to manual steering if e) Conduct a crew check before using the total flooding system.
Gyrocompass Failure required.
f) Establish the vessel’s position and update the communication
a) Change to manual steering using the magnetic compass.
f) Check that the steering gear is in order and change over to centre.
b) Inform the Master. emergency steering as required.
g) Prepare to disconnect bunkering hoses if required.
c) Check if the other gyro is working and if so change over to the g) Prepare the emergency navigation lights.
h) Prepare to vacate the berth if required.
back-up system.
h) Consider broadcasting a warning to ships in the vicinity.
i) Consider disembarking all non-essential personnel.
d) Establish the vessel’s position.
Fire
e) Inform the gyro maintenance crew member of the failure/ Flooding
malfunction. a) Sound the fire alarm and muster the crew.
a) Sound the emergency alarm/inform the Master.
f) Check all equipment coupled to the gyro including: b) Stop all cargo operations.
b) Close all watertight and fire doors.
• Autopilot. c) Ascertain the source of the fire and initiate the Emergency
c) Check for casualties.
• Radars. Response Team to tackle the fire.
• Course recorder. d) Switch on deck lighting if required.
d) Stop ventilation as required.
• Repeaters.
e) Sound all tanks and establish the extent of the damage.
• Turn indicator. e) Close all watertight and fire doors.
• ECDIS. f) Establish the vessel’s position and inform the communication

f) Switch on deck lighting as required.
centre.
• Satcom.
g) Establish the vessel’s position and update the communication
g) Evaluate the ship’s stability.
centre.
Main Engine Failure
h) Prepare pumps to transfer FO bunkers/ballast as required.
a) Inform the Master and Chief Engineer. h) Consider using fixed extinguishing systems to prevent the
spread of the fire.
b) Change to manual steering and steer the vessel away from
danger areas. i) Conduct a crew check before using the total flooding system.
c) Prepare the anchors if in shallow waters. j) Prepare to disconnect bunkering hoses if required.
d) Exhibit ‘not under command’ signals. k) Prepare to vacate the berth if required.
e) Broadcast a warning to all ships in the vicinity. l ) Consider disembarking non-essential personnel.

Search and Rescue Piracy Towing/Assistance From Other Vessels
a) Acknowledge the distress message on the appropriate R/T a) Activate the ship’s security alert system. a) If in distress, send a Mayday message, contact the coast radio
channel. station, contact the nearest rescue centre and the owner’s
b) Sound the general alarm. emergency number.
b) Inform the Master.
c) Turn on all lights. Use floodlights and signal lamps to show the b) Inform them of the ship’s particulars, situation and immediate
c) Re-transmit the distress message if required to do so under the pirates that they are discovered. specific requirements.
GMDSS procedure.
d) Request assistance by radio. c) If salvage vessels are under way to the ship, establish contact
d) Establish the position of the vessel in distress. with them.
e) If practical, barricade the bridge and engine room and put the
e) Maintain a listening watch on distress frequencies 2182kHz or crew in a secured area. d) Prepare to receive salvage assistance.
VHF channel 16.
f) Avoid direct confrontation with the pirates. e) Inform the Company about any casualties and the present
f) Refer to search and rescue procedures in the IMO Search and situation.
Rescue Manual. Local War
f) If the vessel is not in imminent danger, let the Company process
g) Establish communication with surface units and SAR aircraft on a) Endeavour to establish direct contact with the Consul and the the necessary salvage contracts.
2182kHz and/or VHF channel 16 or selected frequencies as per Company.
GMDSS regulations. g) If the vessel/crew is in imminent danger, sign the Lloyd’s Open
b) Investigate, in consultation with the Port Authority, agents and Form (LOF 2000 or later) for salvage contract.
h) Look for survival craft radar transponder signals on the radar. the local Consul, the possibilities of leaving harbour by your
own means if the situation deteriorates. h) LOF 2000 should be used even if an agreement of fixed price for
Abandonment/Evacuation towing has been made.
c) Find out if mines or other obstacles have been placed in the
a) Send distress signal by DSC Distress Alert. fairway and investigate the possibilities of shifting the vessel to i) Ensure that all instructions issued by the salvage master are
a less exposed area. followed.
b) Prepare for abandonment. Select the survival craft/embark
stretcher cases. d) Enquire if other vessels in the harbour intend to break out and j) Log all developments and instructions given by and all actions
what they estimate their chances of success are. taken by the salvager, work done by the crew and equipment
c) Search for missing persons. from the ship used by the salvagers.
e) Terminate all cargo handling, inform all personnel and make the
d) Alert vessels in the vicinity. vessel ready for sea.
e) Collect and distribute radio equipment/survival suits/medical f) Start preparations for casualty control should the ship be
equipment/seasickness medication. damaged due to hostilities.
f) Notify the Company. g) Consider the best possible place of refuge with retreat possibilities
for the ship’s complement in case the vessel is fired on.
g) Manoeuvre the ship to facilitate abandonment.
h) If staying on board is dangerous, consider evacuation of the
h) Activate the EPIRB. crew to a safer place of refuge ashore.
i) Abandon ship. The order to abandon ship will be given verbally i) If evacuation is likely to become necessary, endeavour to make
by the Master. all necessary preparations beforehand.
j) Endeavour to remain close to the position given in the distress

alert.

Illustration 5.1.2a Fire Hydrant System (Accommodation and Deck)
PI WDA11 Navigation Bridge Deck WDA13
Key
WDA38 WDA37
80 J Deck 80
Fire/Deck Water
WDA36 WDA35
I Deck Sea Water
WDA34 WDA33 Air
H Deck
Paint/Lamp Store WDA29 WDA32
(in Accommodation) G Deck
From Fire Main WDA09 F Deck WDA15

WDA51
WDA52 WDA08 E Deck WDA16
50
Spray Nozzles WDA27
3.5 bar x 60l/min Brass WDA07 WDA17
D Deck
Swimming
Garbage Store WDA06 Pool WDA18
C Deck
From Sanitary WDA05 WDA25 WDA19
Supply System B Deck
PY131V
WDA04 WDA20
A Deck
Spray Nozzles WDA03 To Paint/Lamp WDA21
3.5 bar x 60l/min Brass 25 100 Store (A) 100 25
WDA01
WDA02 Upper Deck WDA23 WDA22
WDA26
WDA28
100 From Engine 100
Room
100
WD028 WD026 WD022 WD070 WD020 WD018 WD056 WD016 WD014 WD053 WD052 WD034 WD004
100 100 50 50 50
On Mooring PT
Deck WD072 WD024 WD068 WD066 WD064 Passageway
65 (Port)
WD054 WD062 50
WD060 Bow Thruster Room
WDA26 PI
WD030
From Sea Water
50 40 Suction
No.8 Engine No.7 No.6 No.5 No.4 No.3 No.2 No.1 100
Cargo Hold Room Cargo Hold Cargo Hold Cargo Hold Cargo Hold Cargo Hold Cargo Hold WD003
WD032 Cargo Hold
To
Paint/Lamp Bosun N.O. WD047
Store (A) WD002 Store
125
S/G 100 Compressed
Room Fire Control Air for
Room Weed Blowing WD048
100 WD001
Additional
(Emergency) PI
Co2 Room WDA28 Fire Pump
On Mooring WD061 WD005 (72m3/h x
Deck WD055 WD063 9 bar)
Passageway
WD073 WD025 WD071 WD069 WD067 WD065 (Starboard) PI
WD031 65 100 100 50 50 50 WD042
N.O.
100
WD029 WD027 WD023 WD021 WD019 WD057 WD017 WD015 WD051 WD035 WD050 WD043
Drawing Reference: 4214DA800D101 - Fire and Water Deck System

5.1.2 Fire Hydrant System engine control room. Each GSP has a main breaker for the pumps as well as e) Open the required hydrant valves on the fire main after
pushbuttons for starting and stopping the pumps. connecting the fire hose. Deck fire hydrant valves are located as
follows:
Introduction The main fire and GS pump is normally set so as to supply water to the fire
main. The pumps can be started locally, from the bridge and the fire control Location Hydrant Valve
Fire safety plans are located adjacent to the upper deck accommodation station (FCS) which is located adjacent to the SCC. Main Deck and Passageways Port Starboard
entrances port and starboard. These enable shore fire parties arriving at the ship
Mooring deck aft WD030 WD031
using either accommodation ladder to see the layout of the ship. These plans The pumps for fire fighting duties take suction from the main sea water
must not be removed from these locations and checks must be made at frequent Above mooring deck aft WD028 WD029
crossover line in the engine room.
intervals to ensure that they are there and that they are complete. A fire plan is No.8 hold WD026 WD027
also displayed inside the upper deck accommodation. Adjacent to accommodation WD022 WD023
Note: It is essential that all fire hoses are stored correctly and that the nozzles
are located with the hoses. All items must be maintained in serviceable No.7 hold WD020 WD021
An international shore connection allowing shore hoses to be connected to the No.6 hold WD018 WD019
condition at all times.
ship’s fire main is stored in the fire control station.
No.5 hold WD056 WD057
The fire hydrant and wash deck system supplies sea water to: Preparation for the Operation of the Fire Hydrant System
• The fire hydrants in the engine room and machinery spaces.
a) Ensure the deck main isolating valves in the under passageway, No.2 hold aft WD053 WD051
• The fire hydrants on deck and in the underdeck passageways. WDA26 port and WDA28 starboard, and the accommodation No.2 hold forward WD052 WD035
• The fire hydrants around the accommodation block. isolating valves WDA01 port and WDA23 starboard, are open. No.1 hold WD034 WD050
• The water spray system for the paint/lamp store. Focsle deck WD004
b) All hydrant outlet valves on deck and in the engine room should
• Hawse pipes. be closed. Bosun’s store WD002
Passageway by No.8 hold WD072 WD073
The following pumps supply the fire and wash deck system: c) Set up the valves as shown in the table below: Passageway adjacent to engine room WD070 WD071
Passageway by No.7 hold WD068 WD069
Main Fire and General Service Pump Main Fire and General Service Pump Passageway by No.5 hold WD066 WD067
Manufacturer: Desmi Passageway by No.4 hold WD064 WD065
No. of sets: 1 Passageway by No.2 hold WD062 WD063
Locked open SW main pump suction valve WDE22
Type: Vertical single-stage in-line centrifugal Passageway by No.1 hold WD060 WD061
Locked open Pump discharge valve to fire main WDE24
Model: NSL100-415/D16
Capacity: 90m3/h at 7.0 bar Location Hydrant Valve
Bilge, Fire and Ballast Pump
Motor rating: 440V; 44.4kW; 1,776 rpm Accommodation Block Port Starboard
Position Description Valve Upper deck WDA03 WDA21
Closed Suction from ballast main line BSE04 Paint/lamp store WDA51
Bilge, Fire and Ballast Pump Closed Suction from cargo bilge main BSE05 A deck WDA04 WDA20
Manufacturer: Desmi Closed Suction from engine room bilge main BSE12 B deck WDA05 WDA19
No. of sets: 1 Closed Pump discharge to bilge overboard BSE27 C deck WDA06 WDA18
Type: Vertical single-stage in-line centrifugal Closed Pump discharge to ballast main line BSE48 D deck WDA07 WDA17
Model: NSL150-415/D16 Open SW main pump suction valve WDE21 E deck WDA08 WDA16
Capacity: 400/90m3/h at 4.5/7.0 bar Open Pump discharge valve to fire main WDE26 F deck WDA09 WDA15
Motor rating: 440V; 90kW; 1,776 rpm G deck WDA29 WDA32
d) Start the selected pump from any of the remote locations to
Navigation bridge deck WDA11 WDA13
The main fire and general service (GS) pump and the bilge, fire and ballast supply water to the fire main.
pump are located in the engine room at the floor level port forward. The fire
and GS pump is fed from group starter panel (GSP) No.2 and the bilge, fire
and ballast pump is fed from GSP No.1, both of which are located in the

Illustration 5.1.2b Fire Hydrant System (Engine Room)
Key
WDE12 Fire/Deck Water
Engine Casing C Deck
50 Sea Water
Air
Engine Casing A Deck WDE11 Bilge
Fire
65
Control
(Port) (Starboard)
Room
Upper Deck
To Accommodation and WDA26 To Accommodation and

Deck Hydrants. See WDE05 WDE10 WDA28 Deck Hydrants. See
Illustration 5.1.2a Illustration 5.1.2a
1st Deck
Aft Side 50
To Fixed Local WDE04 WDE09

WDE13 2nd Deck
Water-Based Fire
50
Fighting System 150 PI PI
N.O. N.O.
Near Emergency 150 250
WDE06 Exit Door 50 WDE03 WDE08 3rd Deck WDE24 WDE22
65 50 Main Fire and
General Service Pump Main
(90m3/h x 9 bar) Sea Water
50 50 Line
Near Shaft
250
WDE01 Tunnel WDE02 WDE07
Floor
WDE21
150
250 From Ballast

Compressed Air
Main Line
BSE04
PI PI
100 From Ballast Water 150 300

Treatment System
WDE26
Bilge, Fire and 300 From Cargo
Ballast Pump Bilge Main
H (400/90m3/h x 7.2/9 bar) BSE05
200 250
BSE27
BSE26
300 From Engine Room
200
Bilge Main
BSE12
125 BSE38
From Hold Bilge To Ballast 250

Stripping Pump System
BSE48 BSE49

Engine Room and Machinery Spaces Fire Hydrants Additional (Emergency) Fire Pump
Location Hydrant Valve Manufacturer: Desmi

Machinery Space Port Starboard Aft No. of sets: 1
Floor WDE02 WDE07 WDE01 Type: Vertical single-stage in-line centrifugal
3rd deck WDE03 WDE08 WDE06 Model: NSL100-415/D16
2nd deck WDE04 WDE09 WDE13 Capacity: 72m3/h at 7.0 bar
1st deck WDE05 WDE10 Motor rating: 440V; 44.4kW; 1,776 rpm
A deck casing WDE11
C deck casing WDE12 The additional (emergency) fire pump is an electrically-driven self-priming
vertical centrifugal pump which is situated in the bow thruster room. Its power
Steering gear WD032
supply is taken from the emergency switchboard. The pump may be started
Bow thruster room WD042 locally or remotely from the bridge and the fire control station.
Suction and discharge valves from this pump are locked open so that the pump
Drain Valves may be started and will supply water to the fire main immediately.
Ensure that the following drain valves are closed, unless the system has been
drained for maintenance: The additional (emergency) fire pump has its own sea water suction valve
WD047 which is locked open. The additional fire pump non-return discharge
valve WD043 is also locked in the open position. There is an air weed-blowing
Position Description Valve connection located between the suction valve and the filter which is kept shut
Closed Port side upper deck drain valve WDA02 in normal operations. The discharge from the secondary fire pump links into
Closed Starboard side upper deck drain valve WDA22 the fire main through the manual isolation valve WD005 which is located in
Closed Underdeck passageway port aft drain valve WD024 the bosun’s store.
Closed Underdeck passageway stbd aft drain valve WD025 Illustration 5.1.2c Additional (Emergency) Fire Pump Additional (Emergency) Fire Pump in Bow Thruster Room.
Closed Underdeck passageway port fwd drain valve WD054
Closed Underdeck passageway stbd fwd drain valve WD055 Key Bow Thruster Room
From Sea Water
Fire/Deck Water Suction
Note: If the vessel is trading in very cold climatic conditions where it is
Air
possible that the deck main could freeze, it will be necessary to drain the fire
N.O. WD047
main down, and leave it in a dry condition and close the isolation valves.
125
To Fire Hydrant System Compressed Air for
(See 5.1.2a) Weed Blowing
Other Valves Fitted to Fire Main
As required Anchor chain wash port WD003 Additional
(Emergency) Fire Pump CP
As required Anchor chain wash starboard WD001 WD005 (72m /h x 9 bar)
3
As required Swimming pool drain valve WDA25

As required Swimming pool filling valve WDA27 100 PI
WD042 N.O.
100
Bosun’s Store WD043

Illustration 5.1.3a CO2 Fire Extinguishing System
To Open Air Wheelhouse
Control Cylinder Cargo Hold Control Valve Cabinets SMOKE DETECTION SYSTEM SDS-48
Engine Room Repeater

Cabinet No.1 No.2 No.3 No.4 No.5 ON FIRE
ACCEPT TEST RESET

FAULT
SWITCH FANS Panel

DIAGNOSES
safetec ON-/OFFLINE
Control Cylinder Cargo Hold Control Valve Cabinets

Cabinet No.1 No.2 No.3 No.4 No.5
TD A a B b C c D d E e To Atmosphere
9 Bottles d 2 Bottles f 80 Bottles P (Upper Deck
Pneumatic No.6 No.7 No.8 Accommodation
Time Forward)
Delay
A a B b C c D d E e
CO2 Room No.6 No.7 No.8
F f G g H h
Engine Room
10 Bottles e 62 Bottles c 24 Bottles g
PI PS E F G H
A B C D F f G g H h
P P
Key
CO2 Line
Pilot Line
Fire Control Station
Compressed Air
104 Bottles a 67 Bottles h 79 Bottles b
Detection Extension Electrical Signal
Fan Motor
Engine Room : 437 Bottles Unit Unit
Unit CO2 Cylinder Valve
No.1 Cargo Hold : 104 Bottles No.5 Cargo Hold : 260 Bottles Power Supply
No.2 Cargo Hold : 250 Bottles No.6 Cargo Hold : 357 Bottles AC 220V
No.3 Cargo Hold : 322 Bottles No.7 Cargo Hold : 346 Bottles Emergency Power
No.4 Cargo Hold : 355 Bottles No.8 Cargo Hold : 171 Bottles Supply AC 220V
Abnormal to
Alarm System
Engine Room Junction

Box
H G F E D C B A
To CO2 Alarm
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
A A A A A A A A
No.8 Cargo Hold No.7 Cargo Hold No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold No.1 Cargo
Hold
S S S S S S S S
Air Supply
Drawing Ref: Schematic Diagram 101-4214-030

5.1.3 CO2 Fire Extinguishing Systems and galley Central Bank CO2 System system for a particular space is activated. The following sizes are used for each
FAT FRYER EXTINGUISHING system space and are located in the CO2 room:
The central CO2 bank, which is located in the CO2 room on the steering gear • 150mm for the main engine room CO2 discharge.
Manufacturer: NK Korea deck on the starboard side of the vessel between frames (-)6 and 13, consists
of 437 cylinders, each containing a 45kg CO2 charge. • 20mm for the cargo hold discharge.
Type: High pressure
Capacity: 437 cylinders, each containing 45kg
These cylinders are connected to discharge nozzles within the protected spaces Control Valve Cabinet Positions
Spaces protected: Engine room, cargo holds and emergency generator via cylinder manifolds and distribution pipework. The distribution pipes in the
room Discharge of the CO2 is manually operated from a control valve cabinet. There
hold spaces are also used as detection pipes for the smoke detection system,
are cabinet boxes connected to the central bank system. These are located as
and operation of three-way valves is required to change from the normal smoke
follows:
detection mode to CO2 release mode. The smoke detector three-way valves are
Introduction located in the fire control station on the upper deck.
In the Fire Control Station
Dependent upon the application, CO2 is normally employed at levels of between
A pressure gauge and pressure switch are fitted to the main CO2 manifold. The
35% and 50% by volume to produce an oxygen deficiency and thus extinguish • Master control valve cabinet for engine room CO2 release.
system is designed to discharge the required number of cylinders into each
a fire. This level of oxygen reduction is also capable of causing asphyxiation.
space as indicated in the following: • Master control valve cabinet for cargo holds CO2 release.
Fixed systems are therefore designed to include safeguards which prevent the
automatic release of the CO2 whilst the protected area is occupied. The users • Engine room - 437 cylinders.
of portable extinguishers should ensure that there is sufficient air to breathe • No.1 cargo hold - 104 cylinders. In the CO2 Cylinder Room
normally. CO2 is not generally regarded as having a high intrinsic toxicity
and is not normally considered to produce decomposite products in a fire • No.2 cargo hold - 250 cylinders. • Master control valve cabinet for the engine room CO2 release.
situation. • No.3 cargo hold - 322 cylinders. • Master control valve cabinet for the cargo holds CO2 release.
• No.4 cargo hold - 355 cylinders.
WARNING From the fire control station the CO2 cylinders are released remotely, but in the
• No.5 cargo hold - 260 cylinders.
DANGER OF ASPHYXIATION CO2 room they can be released both remotely and, should the remote system
Re-entry into a CO2 flooded area should not be made until the are��
a ��
has • No.6 cargo hold - 357 cylinders. fail, manually by hand.
been thoroughly ventilated. • No.7 cargo hold - 346 cylinders.
• No.8 cargo hold - 171 cylinders. Alarms
All of the CO2 cylinders are fitted with safety devices to relieve excess pressure
caused by high temperatures. To avoid these safety devices operating, it is Various audible alarms are connected to the system to give warning to personnel
recommended that cylinders are located in areas where the ambient temperature in that area of imminent CO2 discharge. They are installed in both the engine
CO2 Requirements
will not exceed 46°C. Cylinders must not be stored in direct sunlight. CO2 may room and cargo holds. They are initiated via a heavy duty relay from switches
The amount of CO2 required to be carried on board the vessel depends upon mounted on the engine room release control cabinets, the individual cargo hold
cause low temperature burns when in contact with the skin. In such cases, the
the volume of the largest protected compartment. The largest hold (No.6) is control valve cabinets and on the main CO2 release valves.
affected area should be thoroughly irrigated with clean water and afterwards
26,945.1m³, and that would require 14,433.86kg of CO2, or 357 cylinders,
dressed by a trained person.
each containing 45kg. The engine room, excluding the casing, has a volume
of 27,512m³, and for a CO2 concentration of 40% would require 19,651.43kg Engine Room CO2 Release Cabinet
System Description of CO2, or 437 cylinders, each containing 45kg. If the release of CO2 is
authorised, all 437 cylinders are released into the engine room. The system is operated by a supply of CO2 separate from the main fire
Areas Protected extinguishing central bank of CO2 cylinders. This activation CO2 is stored
The CO2 system consists of a central bank of cylinders installed in a designated CO2 pilot cylinders are used for activating the release of the main CO2 in two 1.05kg pilot cylinders installed in a release control cabinet at the fire
compartment in the ship in order to protect the following areas: cylinders. Two pilot cylinders are located in the CO2 room and two in the fire control station and in the CO2 room. The key to open the pilot cylinder cabinet
control station for each system (engine room and cargo holds); one cylinder at is located adjacent to the control cabinet. The pilot cylinders are connected to
• Engine room the main pilot system pipework via isolation valves installed within the control
each location is a standby cylinder.
• Cargo holds No.1 to No.8 box, both for the engine room and cargo hold systems. Additionally, the pilot
cylinders have their own individual cylinder valves, ensuring double isolation.
Distribution Valves
There is also an independent 3-cylinder system for the protection of the
emergency generator room. Distribution valves are installed into the CO2 discharge pipework between the For the engine room system, isolation valve No.1 is used to direct pilot gas to
CO2 manifold and the discharge nozzles to direct the CO2 gas into the space open the main valve to the engine room. No.2 is connected via small bore pilot
where the fire is located. The engine room system and the cargo hold system gas pipework to the cylinder bank to open cylinders via a time delay unit.
each have a single valve. The distribution valves are opened when the CO2

Illustration 5.1.3b CO2 Room Arrangement
Fr 6 Fr 9 Fr 13
1 2 10
CVC CVC CVC CVC
Hatch Cargo Hold Control
Opening Valve Cabinets
I
4
I
F A
419 382 381 360 359 312 311 266 265 211 210 157 156 103 102 49 5 9
Exhaust Fan 420 383 380 361 358 313 310 267 264 212 209 158 155 104 101 50 7
421 384 379 362 357 314 309 268 263 213 208 159 154 105 100 51 48 1
422 385 378 363 356 315 308 269 262 214 207 160 153 106 99 52 47 2
X X 3 6
377 364
E
423 386 355 316 307 270 261 215 206 161 152 107 98 53 46 3
8
424 387 376 365 354 317 306 271 260 216 205 162 151 108 97 54 45 4
D
425 388 375 366 353 318 305 272 259 217 204 163 150 109 96 55 44 5
426 389 374 367 352 319 304 273 258 218 203 164 149 110 95 56 43 6 Part Section ‘X - X’
427 390 373 368 351 320 303 274 257 219 202 165 148 111 94 57 42 7
428 391 372 369 350 321 C 302 275 256 220 201 166 147 112 93 58 41 8
371 370 Engine Room

429 392 349 322 301 276 255 221 200 167 146 113 92 59 40 9 Main Valve
430 393 348 323 300 277 254 222 199 168 145 114 91 60 39 10
G
431 394 347 324 299 278 253 223 198 169 144 115 90 61 38 11
H
432 395 346 325 298 279 252 224 197 170 143 116 89 62 37 12
B
433 396 345 326 297 280 251 225 196 171 142 117 88 63 36 13
434 397 344 327 296 281 250 226 195 172 141 118 87 64 35 14
401 418
435 398 343 328 295 282 249 227 194 173 140 119 86 65 34 15
402 417
436 399
403 416
Cargo Hold
342 329 248 228 193 174 139 120 85 66
437 400 Main Valve
404 415 341 330 294 283 33 16
247 229 192 175 138 121 84 67
405 414 340 331 293 284 32 17
246 230 191 176 137 122 83 68
406 413 339 332 292 285 245 231 190 177 136 123 82 69 31 18
407 412 338 333 291 286 244 232 189 178 135 124 81 70 30 19
408 411 337 334 290 287 243 233 188 179 134 125 80 71 29 20
409 410 28 21 Natural Engine Room and Cargo Hold Main

336 335 289 288 242 234 187 180 133 126 79 72
Supply Valves in CO2 Room
27 22
Safety Relief 241 235 186 181 132 127 78 73
Valve 240 236 185 182 131 128 77 74 26 23
25 24
Key
239 237 184 183 130 129 76 75
238 Cargo Hold 1. Control Cylinder Cabinet for Cargo Holds

Control Valve Cabinet 2. Release Control Cabinet for Engine Room
To Atmosphere, Connections to Cylinders
Mooring Deck 3. CO2 Cylinder Rack
Starboard Aft A: To 104 CO2 Cylinders (No.1)
4. CO2 Main Pipe Assembly
Fr -6 B: To 250 CO2 Cylinders (No.2)
5. Flexible Hose
Cap Cap C: To 322 CO2 Cylinders (No.3)
6. 45kg CO2 Cylinder and Valve Assembly
Fr -2 Storage Storage
D: To 355 CO2 Cylinders (No.4)
7. Engine Room Main Valve
E: To 260 CO2 Cylinders (No.5)
8. Air Connection
Fr 2 F: To 357 CO2 Cylinders (No.6)
9. Cargo Hold Main Valve
G: To 346 CO2 Cylinders (No.7)
Fr 6 10. Emergency Stop Pushbuttons for ER and Hold Fans
H: To 171 CO2 Cylinders (No.8)
Fr 9
Fr 13
Drawing. Ref.: CO2 Room Arrangement 101-4214-060 Rev. 4

No.2 isolation valve is positioned so that the control box door cannot be h) Pull down the control valve handle (2) which directs pilot gas to c) Rapidly take the same action on the remaining gas cylinders.
closed with the valve in the open position and thus the audible alarm cannot open the cylinder bank via the time delay unit.
be cancelled. It is also arranged that the control box door will operate a switch WARNING
when it is in the open position to initiate audible and visual alarms. After the time delay has run down, the charge in the time delay cylinder is Discharging CO2 cylinders create large static charges and will freeze
directed to each individual CO2 storage cylinder valve through the pilot piping. anything in direct contact with them. Do not touch a discharging
A pressure gauge is fitted to the pilot CO2 pipeline within the pilot cylinder This pilot pressure will force the cylinder valves to open. Extinguishing CO2 cylinder.
cabinet to indicate pilot CO2 pressure. gas is now released from the main cylinder bank to the engine room nozzles.
Time Delay Unit i) Proceed immediately to the CO2 room and ensure that all of
the cylinders have fired. If not, the remaining cylinders must be
A time delay unit of 30 seconds is provided to initiate a time delay between fired immediately by hand. Fired cylinders will exhibit icing on
activation of the CO2 injection system and actual injection of the CO2. The their external surfaces. To fire a cylinder manually, pull out the
device is provided for the engine room system and allows time for the alarm safety pin and pull down on the valve handle.
to sound before CO2 is actually injected into the engine room. Discharge
of the CO2 is initially manually accomplished from an individual control WARNING
cabinet located in the fire control station for all central bank systems and sub- The CO2 delivery into any protected space must be complete within two
systems. minutes.
Engine Room System j) After 10 minutes, close the pilot cylinder handwheel valve in the
remote control cabinet box.
a) On discovering a fire, shut down machinery and fuel supplies.
Close all door ventilators, fire flaps and other openings. In the unlikely event of pilot gas initiation failure when operated from the fire
control station, proceed immediately to the CO2 room and follow the same
b) Conduct a muster of all personnel, ensuring that everyone is procedure using the engine room release control cabinet.
accounted for. The gas must not be released until any missing
persons are accounted for and are known not to be in the WARNING
protected space where CO2 is to be released. Do not enter the space for at least 24 hours. Ensure that all reasonable
precautions have been taken, such as maintaining boundary inspections,
c) Obtain permission from the Master to proceed with the CO2 noting cooling down rates and/or any hot spots which may have been
release. found. After this period, an assessment party, wearing breathing
apparatus, can enter the space quickly through a door which they shut
d) Once permission to proceed has been received from the Master, behind them. Check that the fire is extinguished and that all surfaces
go to the engine room extinguishing system control box in the have cooled prior to ventilating the space. Premature opening can cause
fire control station and take the key from the key box. re-ignition if oxygen contacts hot combustible material.
e) Open the engine room release control box door. This will
cause the alarms to sound in the engine room. Ensure that all Manual Operation
ventilation is stopped. Confirm that all dampers and openings
are closed before proceeding. Should the pilot gas system fail completely, the system may be operated
manually. To achieve this, the individual cylinder valves must be operated by
f) Open the valve on one of the pilot cylinders to release pilot CO2. hand by opening each bottle valve in turn.
Check the pilot pressure. If the pressure gauge does not read at
least 30 bar��
, open the other pilot cylinder valve, without closing The following procedure outlines the manual operation:
the first.
a) Open the engine room main distribution valve. To do this, turn Engine Room Main Valve.
g) Pull down the control valve handle (1) which directs pilot gas to the handwheel fully anti-clockwise to open the valve.
the distribution valve. The engine room main valve will open.
The opening of the main valve will stop the engine room fans if b) Proceed immediately to the first gas cylinder and open the
not already stopped by the emergency stop pushbutton. discharge valve by removing the safety pin and pulling down
the operating lever.

Cargo Hold System and a common control cylinder cabinet. The pilot cylinders are connected to Note: During the above procedure and until arriving in port, keep all
the main cargo hold pilot system pipework via isolation valves installed within openings sealed and directional valves open. Do not open the hatches or
The CO2 system for the cargo hold protection is combined with a separate the respective cargo hold control box, similar to the engine room system. other openings of the compartment until arrival in port.
smoke sampling system which monitors and locates any fire in the cargo holds.
Discharge of CO2 to the cargo holds is via two three-way diverter valves, one When the control cabinet door is opened, either in the fire control station or h) Ensure that the required number of the cylinders have fired. If
set for each hold. The three-way diverter valves are used where the CO2 system locally in the CO2 room for the cargo system, alarms are sounded in each hold.
not, the remaining cylinders must be fired immediately by hand.
is combined with the smoke detection system protecting the cargo spaces. Both Operating the levers for the respective cargo hold will direct pilot gas into the
Fired cylinders will exhibit icing on their external surfaces. To
systems use the same pipework to operate, with pipes leading from the forward pilot release system for that block, opening the correct number of cylinders.
fire a cylinder manually, pull out the safety pin and pull down
and aft sections of each cargo hold. Normally, the smoke detection system Operating the main valve control lever will open the cargo hold distribution
on the valve handle.
will be sampling air from the cargo hold, drawing air though the pipes. In the valve, which will direct CO2 to the three-way diverter valve assembly in the
event of a fire in the cargo hold, when CO2 gas is required for fire fighting, fire control station.
the diverter valves are operated and the CO2 system can then pass the CO2 gas
through the same pipes to the affected cargo hold.
Operating Instructions for the Cargo Hold System
Air is drawn from the cargo holds by one of two dedicated sampling fans. These Cargo Hold System
fans operate continuously and are controlled from the main control cabinet. a) On receipt of a fire alarm, identify the affected cargo hold by
They exhaust externally to atmosphere. This exhaust is located externally at the referring to the smoke detection system main panel in the FCS
forward end of the accommodation at the upper deck level to prevent any toxic or the repeater panel in the wheelhouse.
gases or combustion products being passed to accommodation areas.
b) Proceed to the fire control station should the wheelhouse
The smoke detection system has a control cabinet in the fire control station repeater panel have been used for the smoke detection.
(FCS) into which is built a PLC control panel. A repeater panel is located on
the bridge. In the event that the system detects smoke from the cargo holds, an c) Ensure that there are no personnel in the cargo space and all
alarm will be raised and an LCD read-out will indicate the source of the fire.
personnel are accounted for. Stop the ventilation by pressing
the emergency stop pushbutton ES-4 in either the wheelhouse
The cargo hold CO2 system uses the same main storage bank of cylinders as
or the FCS. Ensure that all openings including hatch covers,
the engine room system. The CO2 system cylinders are divided up into separate
ventilators, ports, sounding pipes etc, connected with the
banks (or blocks) of cylinders, totalling nine blocks in all. The number of
compartment are sealed.
cylinders required for each cargo hold is controlled by the relevant cargo hold
control valve cabinet when the system is utilised. The required number of Cylinders Showing Safety Pins and Manual Valve Levers.
d) Obtain permission from the Master to proceed with the CO2
cylinders per hold are previously quoted in the system description.
release.
WARNING e) Once permission to proceed has been received from the Master, In the unlikely event of pilot gas initiation failure when operated from the fire
If the system is used a second time prior to refilling, it is important to open the control valve cabinet door for the affected cargo hold. control station, proceed immediately to the CO2 room and follow the same
understand that banks of cylinders are already empty. Therefore, if This will initiate audible alarms for pre-warning purposes. procedure using the selected cargo hold release control cabinets.
a block is required to be used for a second time, substitute cylinders Open valves 1 and 2. The positioning of the valves is such that
from the remaining banks will need to be fired by hand to release the the cabinet door cannot be closed after the valves are opened
correct number of cylinders. A careful check of the number of cylinders (thus the audible alarm cannot be cancelled). Confirm that all
required and the number of cylinders remaining must be made. Care dampers and openings are closed before proceeding.
should be taken not to release too many cylinders.
f) Open the control cylinder cabinet door using the key provided,
Note: These nine blocks are separate and do not use the same cylinders. to gain access to the pilot cylinders. Open the valve on one of
Therefore, if the block has not been previously used, a number of cylinders the pilot cylinders to release pilot CO2 gas. Check the pilot
originally associated with the block should still be available. pressure. If the pressure gauge does not read at least 30 bar��,
open the other pilot cylinder valve, without closing the first.
Control Boxes (Cargo System)
g) Opening the the pilot cylinder valve will cause the ventilation
This system has similar arrangements to the engine room CO2 system. There fans to stop after the main valve opens. CO2 will now be
are two control boxes in the same locations as the engine room system; discharged from the appropriate number of cylinders.
however, the cargo hold CO2 systems have individual control valve cabinets

Manual Operation of the Cargo Hold CO2 System Resetting the Three-Way Diverter Valve CO2 is an asphyxiant, but not toxic, and it does not produce decomposite
products in a fire situation.
The vent valve on the three-way diverter valve is normally maintained in the
Should the pilot gas system fail completely, the system may be operated horizontal position for smoke detection use. The valve will require resetting
manually. To achieve this, the individual cylinder valves must be operated by after any CO2 discharge.
hand by opening each bottle valve in turn.
To reset the three-way diverter after a discharge, the following is conducted:
The following procedure outlines the manual operation:
a) Change the direction of the vent valve on the diverter valve by
a) Open the required cargo hold main distribution valve. To do this,
pulling it up or down. This will remove any remaining pressure
remove the safety pin and pull up on the operating lever.
in the line.
b) Proceed immediately to the first gas cylinder and open the
b) Upon full remnant pressure removal, return the vent valve to its
discharge valve by removing the safety pin and pulling down
horizontal position.
the operating lever.
c) Rapidly take the same action on the remaining gas cylinders. Emergency Generator Room CO2 Fire Extinguishing System
Manufacturer: NK Korea
Type: High pressure
Capacity: 3 x 45kg cylinders, each containing 68 litres
Introduction
The emergency generator room is protected by an independent fixed CO2 fire

fighting system. The CO2 cylinders are located on B deck and can be operated
from the emergency generator room entrance. The system comprises three
68-litre cylinders. There are two discharge nozzles in the emergency generator
room, one located above the emergency switchboard and the other above the
engine itself.
A pressure gauge and gas leakage alarm are fitted on the discharge line to the
generator room. A compressed air connection fitted after the discharge valve
allows for periodical testing of the line to ensure optimum use.
The emergency generator room has a volume of approximately 141m³ which,

when using a mixing ratio of 40%, requires 101kg of CO2 to cover the area. This Emergency Generator Cylinder Storage and Main Valve Cabinets.
equates to 3 x 45kg bottles. Depending upon the application, CO2 is normally
employed at levels of between 35% and 50% by volume to produce an oxygen
deficiency and thus extinguish a fire. This level of oxygen deficiency is not
sufficient to sustain life. Fixed high pressure CO2 fire extinguishing systems
are therefore designed to include safeguards, which prevent the automatic or
Cargo Hold Main Valve. accidental release of CO2 whilst the protected area is occupied.
Note: Some gaseous extinguishing agents may cause low temperature burns
when in contact with the skin. In such cases, the affected area should be
thoroughly irrigated with clean water and afterwards dressed by a first aid
trained person.

Operating Procedure from the Release Control Cabinet WARNING
DANGER OF ASPHYXIATION
a) On discovering a fire in the emergency generator room, shut Do not enter a CO2 flooded space without using breathing apparatus.
down the emergency generator and the fuel supply; a manually Re-entry into a CO2 flooded area should not be made until the area has
operated quick-closing valve handle is located adjacent to the been thoroughly ventilated.
release control cabinet for shutting off the fuel. Close all doors,
having first ensured that all personnel have been evacuated.
Galley Hood CO2 Extinguishing System
b) Proceed to the release control cabinet and use the key to open
the door which will activate an audible alarm and shut down the Manufacturer: Iljin and Co. Ltd., Korea
fans. Type: High pressure
Capacity: 1 x 4.5kg cylinder, containing 6.8 litres
c) Conduct a muster of all personnel, ensuring that everyone is
accounted for. CO2 must not be released until any missing
This system is designed to extinguish a fire in the galley duct, and consists of
persons are accounted for and are known not to be in the
a single charge of 4.5kg of CO2 gas. The cylinder is located inside a cabinet on
emergency generator room where CO2 is to be released.
the port bulkhead forward in the galley. The cabinet door is clearly marked and
painted red. The gas is piped through the bulkhead and to the two discharge
d) Ensure that all vents, doors and hatches are closed.
nozzles in the galley duct.
e) Open one pilot cylinder valve.
In the event of a fire in the galley hood, raise the fire alarm. A manual call Galley Hood CO2 Cabinet.
point is located in the galley close to the entrance door. Ensure that all doors,
f) Open valve 1 to operate the main CO2 supply valve.
vents and dampers are closed and that all mechanical ventilation is stopped. Galley Equipment Emergency Stop Button
Pressing emergency stop pushbutton ES-3 in either the fire control station or
g) Open valve 2 to operate the CO2 cylinder valves. In A deck alleyway, adjacent to the galley door, is the galley equipment
the wheelhouse will stop the galley packaged air conditioning unit and the
emergency stop pushbutton. Pressing this will isolate the following items of
galley exhaust fan. Power to the galley electrical appliances can be isolated
The CO2 fire extinguishing system is now in operation. There is a factory-set by means of the galley equipment emergency stop pushbutton located in the equipment:
pneumatic timer in the gas discharge sequence set at 30 seconds. alleyway adjacent to the galley entrance door. When all has been secured, fully • Range
open the discharge valve on the CO2 cylinder by turning it counter-clockwise.
Note: Allow time for structural cooling before opening the space and • Baking oven
Once this has been done, the galley should be immediately evacuated. Carry
ventilating the CO2 gas. out boundary cooling and temperature monitoring as necessary. • Tilting frying pan
• Deep fat fryer
Manual Operation Do not re-enter the galley or start any ventilation until it has been ascertained
that the fire has been extinguished and the extractor hood trunking has cooled • Tilting kettle
The CO2 cylinders may be operated manually should the remote operation down. • Dishwasher
prove inactive.
It must also be remembered that, following confirmation that the fire has been • Waste disposer
a) Proceed to the CO2 package unit. extinguished, the enclosed galley duct space is filled with CO2 and as such, • Refrigerator
would be lethal to anybody entering. Full ventilation needs to be re-established
b) Open the main supply valve to the emergency generator room. • Meat slicer
before any attempt is made to open the ducting.
This is accomplished by removing the safety pin and pulling the • Mixer
operating lever. WARNING
Do not enter a space that has been flooded with CO2 without the use of Galley Fire Dampers
Note: The main supply valve can be opened whilst subject to CO2 pressure. breathing apparatus.
During a galley fire, the closing of fire dampers is an important fire fighting
c) Proceed to the CO2 cylinders and remove the actuator valve measure to facilitate the containment of the fire to as small an area as possible
If used, the CO2 cylinder must be replaced/recharged as soon as possible, as and help to starve the fire of the oxygen it needs to spread.
safety pins. must the duct wall bursting discs.
d) Pull the levers to release the CO2 gas. Perform this action on all Fire dampers are located at both the inboard and outboard ends of the galley
of the three cylinders. duct. The outboard damper can be opened and closed by means of manually
operated pull-wires located in the deck head of the dining room, port side.

In the event of a fire, sound the fire alarm by pressing the manual call point
The inboard damper may be opened and closed by means of manually operated pushbutton located inside the galley entrance door if it has not already been
pull-wires located in the deck head of the galley, and closed only from a pull activated by the galley fire detection sensors. Isolate the power to the galley
wire located in a hatch on A deck alleyway bulkhead adjacent to the galley electrical equipment by pressing the galley equipment emergency stop
entrance. pushbutton located on A deck alleyway bulkhead close to the galley entrance
door. Then go to Ansul wet chemical station which is located on the aft
The exhaust uptake mushroom ventilator is located on B deck port side, whilst bulkhead of the galley inside the entrance door. Ensure that the galley has been
the natural supply ventilator is located on A deck port side. evacuated and that all doors, vents and dampers have been closed. Take hold
of the metal ring marked IN CASE OF FIRE PULL and pull firmly. This will
release the nitrogen gas charge to initiate the wet chemical discharge. R-102
Deep Fat Fryer Extinguishing System will now be discharged from the nozzle and blanket the deep fat fryer. Ensure
that the galley has been evacuated and that all doors, vents and dampers have
Manufacturer: Samjoo Engineering Co. Ltd. been closed.
Type: Ansul R-102 Ansulex Low pH Liquid Chemical
Liquid storage: 11.4 litres (3 gallons/16kg) The R102 cabinet has an indicator, COCKED/FIRED to indicate whether the
Propellant gas: Nitrogen LT-30-R system has been used or not. After use, the system should be replenished as
soon as possible.
Specified standard: ISO 15371:2000, SOLAS Amendments,
Chapter 11-2, Regulation 10.6.4.1 Do not start any ventilation until it has been ascertained that the fire has been
extinguished and that the fat has cooled down.
Introduction
WARNING
The galley is protected by two active local fire extinguishing systems: No attempt should be made to remove the foam layer or to spray water
onto the fat fryer unit.
• Wet chemical extinguishing for the deep fat fryer.
• CO2 extinguishing for the galley hood.
System Description
The Ansulex low pH liquid fire extinguishing chemical is a potassium-based

solution, and uses a nitrogen gas cartridge to propel the liquid chemical
through the discharge piping out to the nozzle above the deep fat fryer, and
once activated, will cover the deep fat fryer contents with a foam blanket,
thus depriving the fire of oxygen. The layer of foam must be able to remain
stable without breaking down for approximately 20 minutes, during which
time the temperature of the liquid should have cooled down sufficiently to stop
re-ignition. Therefore, it is vital that the heat source is eliminated as soon as
possible and that no attempt is made to remove the foam layer until it can be
confirmed that the fryer is cold.
The discharge nozzle is fitted with a protective cap to prevent ingress of oil or
other substances that may inhibit the discharge, when the system is activated
the protective cap will automatically blow off.
Activation of the system will shut off the power to the deep fat fryer and initiate
an audible alarm in the galley.
Galley R-102 Storage and Release Handle.
Operation

Illustration 5.1.4a Cargo Hold Smoke Detection System
Detail ‘A’
Passageway
16 15 14 13 12 11 10 9
No.1 Cargo Hold

16 15 9 10 11 12 13 14
No.4 Cargo Hold No.3 Cargo Hold
No.2 Cargo Hold
To Cargo
CO2 Hold Smoke
Room Detection
and
CO2 System
No.8 Cargo Hold 1 2 3 4 5 6 7 8

No.7 Cargo Hold No.6 Cargo Hold No.5 Cargo Hold
A
Detail ‘B’ Passageway 8 7 6 5 4 3 2 1
Universal
Drain
Universal Drains
To Upper Deck
16 15 9 10 11 12 13 14 Repeater Panel
in Wheelhouse
Fire Control Station SMOKE DETECTION SYSTEM SDS-48
ON FIRE FAULT
ACCEPT TEST RESET
Detail A
SWITCH FANS
DIAGNOSES
safetec ON-/OFFLINE
Extension Smoke Fan Unit

Panel Detection Upper Deck
Cabinet
3-Way Valve Block SMOKE DETECTION SYSTEM SDS-48
Side Shell
Centre
ON FIRE
ACCEPT TEST RESET

FAULT (Port)
SWITCH FANS
DIAGNOSES
safetec ON-/OFFLINE
Bottom
13 14
11 12
A 1 2 3 4 5 6 7 8 9 10
Release Control
CA031 CO012 CO011 Release Control Box in Fire
Compressed Air CO2 Room Box Control Station
Supply To Mooring Deck Key
For Blowing Off CO2 Pipes Starboard Aft
CO005 Detail B
CO2 Line
Upper Deck
Pilot Line
PI
P Side Shell Compressed Air
Centre
To Engine Room (Starboard)
CO002 CO003 CO006 Electrical Signal
CO007 CO008
Bottom
Time Tight Penetration
CO001 Delay 8 7
Unit CO009 6 5 Non-Tight Penetration
4 3
CO010
2 1
CO2 Bottles
Drawing Reference: 4214DA800D101 31/45

5.1.4 Cargo Hold Smoke Detection System Procedure for Operating the Smoke Detection System Fire Alarm
Manufacturer: Unitor Marine Systems, Oslo, Norway The smoke detection system should not be operated during cargo operations or The events described presume that the operator will initially react to the fire
when painting the hold spaces, as the solvents released by the paint will pollute alarm at the attended operator watch station. In sea mode, this is on the bridge,
Model: SDS-48
the smoke detector. and in harbour mode, the ship’s control centre (SCC).
a) Ensure that all parts of the system are connected and that all of
Introduction Indication
the three-way diverter valves are set for air sampling and that
the individual isolating valves to the extension units are open. If smoke is detected in the air sample, the detector will react. A buzzer indicator
The cargo hold smoke detection system (SDS) is used to monitor the atmosphere will sound and the red fire lamp will flash. The LCD at the detector panel will
in the cargo holds for products of combustion. The hold sampling pipes are b) Switch on the main and emergency power supplies at the indicate FIRE LINE X, where X is the number of the detection line in which
also used for directing the CO2 into the holds as required. This changeover is detector panel. smoke has been detected.
achieved by means of three-way diverter valves. One smoke detection cabinet
with operating panel and one extension cabinet are located in the fire control c) Ensure that there are no faults, and if there are, acknowledge
station (FCS) with a repeater panel located on the bridge. Action
and correct them.
Press the ACCEPT pushbutton at the SDS-48 control panel in order to
The smoke detection panel has detection lines from the holds, each detection d) Switch on the air sampling fans and check the fan aggregate for acknowledge the alarm. This stops the buzzer and stops the red light flashing;
line being connected to a detector box which has a visual detector inside and functioning by means of the menu on the control panel display. the red light is illuminated continuously. Additionally, the alarm must be
an air flow detector on top of the box. The smoke detectors are self-controlled accepted at the ACONIS workstation.
with respect to internal dust residue and their sensitivity is kept constant up e) Upon switching on, the green lamp will be illuminated and the
to a certain level of turbidity; above this level a fault is indicated at the LCD panel display will indicate NORMAL OPERATION ACTIVE: The action taken with respect to the release of CO2 will depend upon the
display. The smoke detection panel has connections for main and emergency FAN 1 (or whichever fan unit is running). circumstances of the fire and this requires action to be taken by the Master.
power supplies and also deals with fault alarms and common fire alarms. An
alarm indication is relayed to the ACONIS alarm and monitoring system. f) Perform a lamp and buzzer test to ensure that these are
working. Fault Alarm
The fan unit is located in the FCS. It contains two fans for drawing samples of Indication
air from the holds which are driven by electric motors. The exhaust sample air g) The smoke detector system is now in operation.
A system fault will be indicated by the sounding of the buzzer with an
is exhausted to atmosphere at the forward end of the accommodation at upper
intermittent tone and the flashing of the yellow fault lamp.
deck level.
The LCD display indicates the presence of a fault by displaying FAULT:
CAUTION (Indication of the source of the fault).
It should be noted that even in the absence of a fire, toxic or noxious
fumes could still be vented onto the upper deck, perhaps as a result of
leaking cargo. Action
Press the ACCEPT pushbutton to acknowledge the alarm and to silence the
The three-way diverter valves for interconnection with the CO2 system are buzzer; the yellow fault lamp will exhibit a steady illumination until the fault
located at the forward end of the FCS, below the CO2 control cabinets. The is corrected.
main sample/CO2 discharge pipes for cargo holds No.1 to No.4 run down the
starboard passageway, whilst the pipes for cargo holds No.5 to No.8 run down
the port passageway. There are four lines into each hold, except No.1 hold, Test Function
which has three lines. Each line has two CO2/smoke sampling heads which are
positioned at the 2nd deck level at each hold. The forward sampling point of The ACCEPT pushbutton may be pressed at any time in order to test the buzzer,
each branch line for each hold is situated in a recess in the forward divisional control lamps and the illumination of the LCD.
bulkhead between each hold.
In the hold space, the sampling/CO2 discharge pipes are routed where they will
be unlikely to suffer impact damage. Sampling pipes are self-draining with
drains located at the lowest positions.
SDS-48 Control Panel.

Special Functions Diagnoses of Smoke Detectors Maintenance
If the ACCEPT pushbutton is pressed for longer than 6 seconds, a special Daily
function mode is activated. The buzzer stops and the LCD shows the following During normal operation, dust may build up on the smoke detectors which are
text: self-controlled for sensitivity within a certain range. If deposits are excessive, a • Check the display on the smoke detection panel to ensure that
fault is triggered on the LCD. The actual condition of all smoke detectors may the unit is operational and for any fault indication on the main
• SELECT SPECIAL FUNCTIONS? be recalled at any time by activating this function. The following text appears panel and repeater panels.
If YES, press the pushbutton again. on the LCD:
• Check the buzzer, control lamps and LCD of the repeater panel
• If the ACCEPT pushbutton is not pressed, normal smoke Diagnoses Smoke Detectors (Line: Value) by pressing the ACCEPT pushbutton.
monitoring is activated. 01:25 02:25 03:25 04:25 05:25
• If the ACCEPT pushbutton is pressed, the special mode function Every Three Months
is activated. The number after the line number (01 to 05) indicates the state of the detector • Check the buzzer, control lamps and LCD of the repeater panel
as follows: by pressing the ACCEPT pushbutton.
The special functions on the LCD will scroll in the sequence below:
• Check the air flow monitoring by closing the 3-way valves
• Proceed reset? Value of Meaning of Number temporarily, one at a time. A fault warning, FAULT: Airflow
Diagnosis Line - X will be issued.
If YES, press button again.
0-4 Smoke detector dirty and must be cleaned. A fault alarm FAULT:
• Switch over or stop fans? • Check the fan unit by means of the switchover to the standby
Dirt in Line - X will be issued.
fan.
If YES, press button again. 5-17 Smoke detector is slightly dirty and should be cleaned during
the next maintenance period. The smoke detection system is still • Check the fan drives for effectiveness.
• Display Diagnoses of Smoke Detectors?
fully operational during this period. • Blow through the pipework with compressed air (close the
If YES, press pushbutton again. 18-32 The smoke detection system is operational and clean. valves to the smoke detectors before doing this).
• Select On/Off-line? 33-45 Smoke detector is slightly dirty and should be cleaned during • Check the smoke detectors as follows:
If YES, press pushbutton again. the next maintenance period. The smoke detection system is still
fully operational during this period. 1) Open the detection unit and blow smoke into the outlet bore
of one detection box.
Each special function may be selected for as long as it appears on the LCD. 46-127 Smoke detector is dirty with high internal residue. A fault alarm
If no special function is selected at the end of the scrolling period, the system FAULT: Dirt in Line - X will be issued. 2) The fire alarm should sound.
automatically returns to the normal monitoring program. 3) Repeat for all the other detector boxes.
On-Line/Off-Line
Reset
By activating this special function, all detection lines are indicated one by one
This function serves to allow the resetting of the fire alarm and fault with their present status (ON or OFF) indicated as follows:
warnings.
• Line 1 ON Switch over line?
If YES, press pushbutton again.
Switch Fans
By pressing the ACCEPT pushbutton in this situation, the relevant detection line
By activating this mode, the operating fan is switched off and the other fan is toggles to the opposite position; the status of the next detection line appears.
started. The next changeover takes place automatically approximately 24 hours After the final detection line has been dealt with, the system automatically
later. This function serves only to test the fans. changes back to normal monitoring.
If one or more lines are switched off, the yellow FAULT lamp is illuminated
continuously. Additionally, the selected line which has been switched off will
be indicated on screen.

Illustration 5.1.5a Fire Detection System
Simplified Arrangement of Fire Detection System
Wheelhouse
Battery Cabinet in M4.3 Control Panel

Navigation Equipment Room
Power Status Menu
ESC
System Fault 14:42
MENU 14:03:2011
Test
Warning
1 Fault Alarms
2 Fire Alarms
Zone 3 Disablements
Pre-Alarm 4 Log in OK
Alarm device 5 Settings
Alarm delay off
6 Service Menu
Fault 7 History
8 Maintenance 1 2 3
- ABC DEF
Disablements Select a menu with 1-8 (or arrows + OK)

Custom LED 1 4
GHI
5
JKL
6
MNO
Custom LED 2
From Main Switchboard

MULTIPLE ALARMS RESET MUTE
Custom LED 3 Shortcuts 7
PQRS
8
TUV
9
WXYZ
220V Feeder Panel 0

MENU 14:42
14:03:2011
1 Fault Alarms
2 Fire Alarms
3 Disablements
Power Supply 4
5
Log in
Settings
From Emergency Switchboard 6
7
Service Menu
History
8 Maintenance
220V Feeder Panel Select a menu with 1-8 (or arrows + OK)
LOCAL MUTE
LAMP TEST
FIRE-FAULT-DIS
Wheelhouse
Port Console
Repeater Panel Fire

Control Station and ECC
To Public Address Alarm Input
To Whistle System
Manual
Call Points Heat/Smoke Detectors
To Light Column System Detector Zones Throughout Vessel
To VDR System
To Engine Monitoring System

Detector Zones Throughout Vessel
To Water Mist System
To Fire Door System Detector Zones Throughout Vessel
To Barrier Units

5.1.5 Fire DETECTION SYSTEM The system is connected to the ship’s PA system for sounding of the alarm over Detector type: EV-H Heat Detector
the public address after a set time delay of 2 minutes. There is also a connection Placement: Dry space
Manufacturer: Consilium between the fire alarm panel and the fan control panel in the engine control
Quantity: 4
Model: Salwico Cargo System console, in order to trip the accommodation fans.
Sensor type: Heat thermistor fixed 54°C + 0.8°C/min rate of
rise
The Salwico Cargo Fire Detection System is a computerised, fully addressable System Loops and Zones
Ingress protection: IP22
analogue fire alarm system with analogue detectors. The power supplies are There are three detector loops around the vessel to monitor selected areas. Placement: Wet space
220V AC from the main switchboard and 220V AC from the emergency These are divided up into separate zones, numbered between 1 and 18. This
switchboard. The unit also contains an emergency 2.0Ah battery in the event Quantity: 1
allows for rapid identification of the location of a fire.
that the other supplies fail. Sensor type: Heat thermistor fixed 84°C
Loop Zones Areas Covered Ingress protection: IP55
Equipped with a range of detectors, the system can respond to smoke, UV and Temperature range: -20°C to +70°C
heat generated by a fire. 1 1 - 10 Accommodation
2 11 - 15 Engine room Nominal voltage: 24V DC
The system comprises of: 3 16 - 18 Emergency generator room, steering gear,
• 3 loops. bosun’s store, bow thruster room The detector is sensitive to heat in a protected area. Two different versions are
available, depending on the expected temperature and environment. When the
• 2.0Ah battery/4A battery charger. detector is in alarm, the red LED on the detector head will activate. The LED
Fire Protection
• One control panel (M4.3). will remain active until the alarm has been reset at the control panel.
The system can initiate local fire protection where required. In some areas of
• Two repeater panels (M4.3). the engine room, where two detectors are activated simultaneously, a relay will Detector type: EV-P Optical Smoke Detector
• 188 detector heads of various types. first start a pre-warning alarm and then start the local fire extinguishing water Placement: Dry space
mist system upon activation of the second detector.
• 46 manual call points including three general alarm Quantity: 88
pushbuttons. Placement: Wet space
Detector Heads.
Quantity: 70
The system uses Frequency Shift Keying (FSK) for communication between All detector heads are analogue addressable. There are five main types of Sensor type: Light scattering
its various components. This means that two frequencies are used, providing detector heads installed depending on the area protected. The correct detector
immunity to interference caused by radio communications, high voltage Temperature range: -25°C to +70°C
base must be chosen depending on the location. The Ingress Protection (IP)
systems, etc. All loops and detectors are encoded to use this FSK system. level depends on the choice of detector base. If replacing a detector head or Nominal voltage: 24V DC
base, the suitable replacement must be installed.
The central control unit contains a USB interface, allowing for the upload and This is a smoke detector with an optical chamber. A fine net reduces the amount
download of data and to save a configuration file. All of the detector heads and manual call points are polarity independent and of dust that can enter the detector, reducing the number of false alarms. When
can be connected either way. The timer and short-circuit isolator are polarity the detector is in alarm, the red LED on the detector head will activate. The
The system is supplied from the main 220V AC feeder panel with a back- dependent and care should be taken when performing maintenance that they LED will remain active until the alarm has been reset at the control panel.
up supply from the emergency 220V AC feeder panel. Both the main and are reconnected in the correct manner.
emergency supplies are fed into the changeover module. The output from the Detector type: NS-AUV UV Flame Detector
changeover module is sent to the Power Supply Unit (PSU) module. The supply
voltage is then rectified and changed down to a 24V DC 5A signal. This 24V Placement: Wet space
DC is sent to the charger and used to charge an emergency battery supply. Quantity: 13
Sensor type: UV Tron
The main control panel is mounted on the wheelhouse central console with Temperature range: -25°C to +70°C
repeater panels placed in the FCS and the EEC.
Nominal voltage: 24V DC
The UV flame detector is sensitive to the UV light emitted by flames. The

detector has a supervision angle of 100° and can cover a wide area. When the
detector is in alarm, the red LED on the detector head will activate. The LED
will remain active until the alarm has been reset at the control panel.

Illustration 5.1.5b Fire Alarm Control and Repeater Panels

M4.3 Control Panel Repeater Panel
Power Status Menu

ESC
System Fault MENU 14:42
MENU 14:42 14:03:2011
14:03:2011
Test 1 Fault Alarms
Warning
1 Fault Alarms 2 Fire Alarms
2 Fire Alarms 3 Disablements
Zone 3 Disablements 4 Log in
Pre-Alarm 4 Log in OK 5 Settings
Alarm device 5 Settings 6 Service Menu
Alarm delay off
6 Service Menu 7 History
Fault 7 History
8 Maintenance 1 2 3 8 Maintenance
- ABC DEF
Select a menu with 1-8 (or arrows + OK)
Disablements Select a menu with 1-8 (or arrows + OK)
Custom LED 1 4
GHI
5
JKL
6
MNO
Custom LED 2
MULTIPLE ALARMS RESET MUTE
Custom LED 3 Shortcuts 7
PQRS
8
TUV
9
WXYZ
LOCAL MUTE
0 FIRE-FAULT-DIS
LAMP TEST
HOME
1 Fault alarms 1 Fault list

2 Warning list
3 Reset all faults
2 Fire alarms 1 Fire list 6 Service menu 1 System details
2 Pre-alarm list 2 Centrals
3 Resound bells 3 Modules
4 Reset all fire alarms 4 Zones
5 Loops
3 Disablements 1 New disablements 1 Zones
6 Configuration
2 Disablements list 2 Detectors and manual call points
7 Firmware
3 Periodic disablements list 3 External controls
4 Old disablements 8 System log
4 Alarm device
5 Remove all disablements 5 Alarm delay 7 History 1 Fire history list
4 Log in 1 Log in 6 Test mode 2 Fault history list
2 New user 3 Disable history list
3 Delete user 4 Common history list
5 Settings 1 Set dimmer 8 Maintenance 1 Lightly contaminated detectors

2 Set time 2 Heavily contaminated detectors
3 Set date
4 Test display
5 Alarm delay times
6 Keyboard beep
7 Cause effect in test mode

Detector type: EV-PH Optical Dual Smoke/Heat Detector Main Control Panel • Steady red light indicates that all fire alarms have been muted.
Placement: Wet space The main control panel is used to monitor and control the functions of the fire
Quantity: 11 detection system. The main control panel is divided into three sections: PRE-ALARM: This indicates the presence of a pre-alarm and provides access
to the pre-alarm list.
Sensor type: Light scattering and heat (54°C) • System indicators.
Temperature range: -25°C to +70°C • Flashing orange light indicates that an unacknowledged pre-
• Operational controls. alarm is present.
Nominal voltage: 24V DC
• Alphanumeric keypad. • Steady orange light indicates that all pre-alarms have been
muted.
The detector is sensitive to heat and smoke in a protected area. The two alarms
are capable of being given individually. When the detector is in alarm, the red System Indicators
FAULT: This indicates the presence of a fault and provides access to the fault
LED on the detector head will activate. The LED will remain active until the POWER: Steady green light indicates the correct power supply to the panel. list.
alarm has been reset at the control panel.
SYSTEM FAULT: Flashing yellow light indicates a main process fault and a • Flashing yellow light indicates that an unacknowledged fault is
Detector type: NS-AOHS-IS Optical Smoke/Heat Detector serious system error. present.
Placement: Wet space • Steady yellow light indicates that all faults have been muted.
Quantity: 1 TEST: Steady yellow light indicates that at least one zone has been manually
set to test mode. DISABLEMENTS: A steady yellow light indicates the presence of a disabled
Sensor type: Light scattering
function in the system and provides access to the disablement menu.
Alarm temperature: 84°C WARNING: Steady yellow light indicates that at least one warning is present.
Temperature range: -25°C to +70°C SHORTCUTS: This can be customised to provide access to a short-cut list
Nominal voltage: 24V DC ZONE: specified by the operator.
• Steady yellow light indicates that at least one zone or fire
detector is disabled. STATUS: This provides the operator with quick access to the system status
The detector is suitable for use in intrinsically safe areas. There are two sensor
summary.
elements. An optical sensor for smoke detection and a heat sensor for heat • Flashing yellow light indicates that at least one zone or fire
detection. The two alarms are capable of being given individually. When the detector is in fault. MENU: This provides the operator with quick access to the main menu screen
detector is in alarm, the red LED on the detector head will activate. The LED
and access to all system functions.
will remain active until the alarm has been reset at the control panel. ALARM DEVICE:
• Steady yellow light indicates that the output from at least one
EV-H EV-P NS-AUV EV-PH NS-AOHS-IS alarm device has been disabled.
System Operation
Operator Access
• Flashing yellow light indicates that the output from at least one
alarm device has developed a fault. In order to prevent any unauthorised changes to the system, an operator must
log into the system with the correct access code before any vital operation can
ALARM DELAY OFF: Steady yellow light indicates that the alarm delay be performed. Without the correct access code, the user can only view fire and
Heat Optical UV-Flame Optical Dual NS-AOHS- function has been disabled. fault alarms and mute the local buzzer. There are three different access levels:
Detector Smoke Detector Smoke/Heat IS Optical • Operator Access (Level 2B) - This is the default access level.
Detector Detector Smoke/Heat CUSTOM INDICATION 1-3: The system has three customised indicators. The system will automatically return to this level after 30
Detector The colour and pattern of the LED indication depends on the system minutes of inactivity. With 2B access the operator can mute the
configuration. local buzzer, view fire and fault alarms, access the main menu,
The fire detection system also includes a number of manual call points located reset and mute alarms and disable parts of the system.
In addition, a USB connection is provided for flash memory to load or save
throughout the vessel. • Power User Access (Level 3) - This level can be accessed by
system configuration files.
entering the correct code via the main menu. This carries the
A NS-Timac1 timer is installed into the system. When the timer is set, the same permissions as 2B plus the ability to make changes to the
Operational Controls system configuration.
central panel will disconnect the selected units for the required time period.
The choice of units that will be selected are included in the central panels FIRE: This indicates the presence of a fire alarm and provides access to the • Service Access (Level 4) - This level is only allowed to qualified
configuration program. fire alarm list. service engineers.
• Flashing red light indicates an unacknowledged fire alarm is
present.

To change the user access level: Fault Alarms • Permanent - The device is permanently disabled until it is re-
enabled by the operator.
If a fault condition occurs, the following information will be displayed on the
a) Press Menu. main control panel: • Timer - The device is disabled for certain time period as
entered by the operator in the disablement timer (hh:mm). The
b) Select option 4 LOGIN and select user. • Number of detected faults.
maximum possible time is 23 hours and 59 minutes.
• Type of fault.
c) Enter the correct access code for the user level. • Clock - The device is disabled immediately and is reconnected
• Identification of faulty unit. at the time entered by the operator. The maximum possible time
• Supplementary text. is 23 hours and 59 minutes.
Pre Alarms
• Periodic - The device is disabled for certain time periods on
The pre-alarm function provides early alarms to fire conditions such as a Press OK for further details. certain days of the week.
smouldering fire. The indication PRE-ALARM illuminates on activation of a
pre-alarm. The priority level of a pre-alarm is lower than that of a fire alarm. If a fault alarm activates: When a new disablement is entered, an acknowledgement is shown on the
control panel.
It is not possible to reset a pre-alarm. The operator can only mute the alarm.
a) Press MUTE ( ) to silence the internal buzzer.
The pre-alarm will remain in the pre-alarm list until the fire condition is under
the level for pre-alarm or over the level required for a fire alarm. Disabling Zones
b) Press OK for further details.
a) Press the MENU button.
Fire Alarms To reset a fault from the fault list:
b) Select 3 DISABLEMENTS.
Upon the activation of a fire alarm, the following information is displayed:
a) Press MENU.
• Number of alarms. c) Select 1 NEW DISABLEMENT.
• Zone in alarm. b) Select 1 FAULT ALARMS.
d) Select 1 ZONES.
• Type of unit in alarm and address of unit. c) Select 1 FAULT LIST.
• Supplementary text. e) Select the zone number.
d) Select the fault from the list to be reset, then press reset ( ).
Press OK for further details. f) Choose the type of disablement required (permanent, timer,
To reset all faults from the fault list: etc). If the type of disablement chosen requires a time to be
If a fire alarm sounds: entered, the operator will then be required to enter it here.
a) Press MENU.
a) Press MUTE ( ) to silence the internal buzzer and all external Disabling Addressable Detectors and Manual Call Points
alarm devices. The FIRE indictor will stop flashing but will b) Select 1 FAULT ALARMS.
a) Press the MENU button.
remain illuminated until the alarm is reset.
c) Select 3 RESET ALL FAULTS.
b) Press OK for further details.
d) Press OK.
c) Select 1 NEW DISABLEMENT.
To reset a fire alarm, press reset ( ).
Note: An alarm can not be reset as long as the sensor remains in alarm Disablements d) Select 2 DETECTORS & MANUAL CALL POINTS.
condition. An operator can disable parts of the system such as zones, loops, detectors,
manual call points, etc. Once an item has been disabled it is added to the e) Select zone number, detector types, disablement type and enter
disablements list. The disablement indicator ( ) will illuminate when at least a disablement time.
If multiple fire alarms activate, the ( ) indicator will activate. The first and
last alarms will be displayed on the control panel. Press either multiple alarm one item is on the list and remain illuminated until all items have been removed
( ) or the arrow keys to scroll through the alarms. from the disablements list. Reconnecting a Disabled Item
When disabling a part of the system there are four different types of a) Press the MENU button.
disablement:

c) Select 2 DISABLEMENT LIST. To view the alarms generated whilst testing the system: M 4.3 Repeater Control Panel
d) Choose the disablement from the list. a) Press MENU. The M 4.3 fire detection repeater control panel is used to monitor functions
in the fire detection system. The screen display allows the operator to view
e) Press reset ( ). b) Select 7 HISTORY. any fire alarms, faults and disablements. The panel comprises the following in
addition to the screen:
c) Select 1 FIRE HISTORY LIST.
Reconnecting All Disablements • Power lamp - this is a steady green lamp showing that the panel
power source is being supplied.
a) Press the MENU button. Reset Test Mode
• Local mute key - this is used to silence the local buzzer alarm.
b) Select 3 DISABLEMENTS. Once testing has been completed, the zone should be returned to normal
• Navigation keys (next/previous) - this allows the operator to
operation.
scroll to the next item in the selected list.
c) Select 5 REMOVE ALL DISABLEMENTS.
a) Check that no detectors or manual call points are in alarm • Day mode key - this key is used to increase the screen display
d) Press the OK button to remove all disablements. condition. brightness.
• Night mode key - this key is used to decrease the screen display
b) Press MENU. brightness.
System Testing
When a zone is in test mode, external alarm devices and controls are not c) Select 3 DISABLEMENTS. • Fire - Fault - Dis key- this key is used to select the fire alarm,
activated in case of fire. This setting can be deactivated and so should be fault alarm and disablements.
checked before testing the system. d) Select 2 DISABLEMENT LIST. • Lamp test - pressing the day and night keys together will
illuminate the panel indicators and display an on-screen test
In test mode, the alarm level is lowered in order to provide a quick response e) Select the desired zone and reset ( ). card. If this test fails, it is an indication that there is a fault on
to the detector test equipment. The LED indicator on the loop unit under test the panel.
will begin to blink. The units in alarm will automatically reset once the heat
or smoke concentration falls below the alarm limit or if the manual call point Test Control Panel Display
is reset. The zone that has been set to test mode will automatically return to This function allows an operator to test the display and all indicators on the
normal operation after two hours. main control panel. To test the display, the procedure is:
Placing a Zone in Test Mode a) Press MENU.
In order to place a zone into test mode, the procedure is as follows: b) Select 5 SETTINGS.
a) Press MENU. c) Select 4 TEST DISPLAY.
c) Select 1 NEW DISABLEMENT.
d) Select 6 TEST MODE.
e) Select the required zone and press OK.
The disablements, test and zone/unit indicators will illuminate to confirm that
they are now under test mode. Once under test mode, the detectors and manual
call points in the fire zone can be tested during the following two hours.
Note: The zone that has been set to test mode will automatically return to
normal operation after two hours.

5.1.6 fire alarm and detection System
Illustration 5.1.6a Fire Alarm and Detection System - Profile
Bow Thr.
Em’cy F.P/Rm
Key
Space Monitored by Smoke Detector
Drawing Reference: Fire Control and Safety Plan - DA500D001

Illustration 5.1.6b Fire Alarm and Detection System - Upper, A and B Decks
A Deck B Deck
Upper Deck
Rescue Boat
Up FIRE
Up Dn Up Dn
PLAN
Reefer Toilet
Deck Safety Duty
Workshop Store Hospital
Store Mess Emergency
Room Generator Room Gymnasium
Paint /
Lamp Store Toilet/Shower
Cable Trunk Dining
Cable Trunk Room Cable Trunk
No.1 Air
Engine Room Engineer Air
Changing Space
Fan Room Space Linen
Elevator Room Elevator Elevator Locker
Deck
Changing Engine
Room Crew
Engine Engine Galley Engine (D)
Casing Toilet Casing Casing
Engine
Crew
Locker (E)
FIRE
PLAN Engine
RD
Dry Crew
Provision (F)
CS Store
Fire
Control Beverage Engine
Room Store Crew
Bonded (G)
Duct Store Duct
Trunking Trunking
No.2 Engine
Air Freezing Air Crew
Engine Room Space Room Space
Fan Room (H)
Ship’s Drying
Oxy/Acetylene Office Dn
Lockers Up
Dn Room
Up Toilet/Shower
Cooling Up
Garbage Tally Provisions Room Toilet Ship’s
Store Office Refrigerating Suez Crew (6) Laundry
Deck Machinery Room
FIRE
Up PLAN Up Dn Up Dn
Davit (18 Persons x 2) (36 Persons)
Key
Space Monitored by Smoke Detector General Alarm Pushbutton Manually Operated Call Point Fire Detection Central Panel
Repeater Panel for Cargo Hold Smoke Detection System

FIRE
Space Monitored by Heat Detector RD
Fire Detection Repeater Panel PLAN Fire Control and Safety Plan RS

Illustration 5.1.6c Fire Alarm and Detection System - C, D and E Decks
Catering
Gear Room
Up Dn Dn
Deck Up Dn Up
Crew Toilet/Shower 2nd
(F) Spare Engineer
Cofferdam Pool Safety Swimming Officer Day Room
Tank Deck Pool (B)
Toilet/Shower Dn
Store
Deck
Deck Crew 2nd
Cable Trunk Crew Cable Trunk (A) Cable Trunk Engineer
Air Space (G) Awning Bedroom
Elevator Toilet/Shower
Elevator
Deck Machinery
Crew Room Deck 4th
(H) Crew Engineer
(B)
Deck
Engine Crew Radio
Crew (C) Officer
(A)
Engine Provision
Crew Crane Deck
(B) Crew Electrician
(D)
Deck
Engine Crew Spare
Crew (E) Officer
(C) (A)
Duct Server
Air Space Duct
Trunking Duct
Trunking
Air Crew’s
Dn Dn Day Room
Toilet Up Machinery Up Day Room
Room
Up Up Dn
Maintenance
Crew (2)
Up Dn Dn
Toilet
Key

FIRE

Illustration 5.1.6d Fire Alarm and Detection System - F, G and H Decks
Catering
Gear Room
Up
Chief
Engineer
Office
Dn
Dn
Up Up Dn
Cable Trunk Cable Trunk Cable Trunk

Chief
Engineer
Chief
Engineer
2nd
Officer
3rd
Officer
Toilet/Shower
3rd
Engineer
Toilet/Shower
Dn Up Dn Up Dn Up
Chief
Officer Duct Duct
Duct Bedoom Trunking Trunking
Trunking Up Dn
Up Dn Up Dn
Chief
Officer
Day
Room
Locker
Key

FIRE

Illustration 5.1.6e Fire Alarm and Detection System - I, J and Navigation Bridge Decks
J Deck Navigation Bridge Deck
I Deck
Dn
Up Dn Up Dn
Conference
Cable Trunk Cable Trunk Room
Up
Elevator Elevator
Electrical
Equipment Pilot
Wheelhouse
Room
Engine Toilet/Shower Toilet

Casing Engine
Casing
Captain Engine
Bedroom Casing
Captain
Day
Room RS
Toilet
Battery Up Dn
Room
Captain
Dn
Dn Up Office
Duct Duct
Trunking Trunking
Up Dn Up Dn Dn
Key

FIRE

5.2 Emergency Procedures - Navigation Illustration 5.2.1a Steering Gear Failure
5.2.1 Steering Gear Failure

Steering Control Modes
The following actions to be carried out:
a) Inform the Master.
b) Inform the engine room. Automatic Automatic

Steering Steering Steering at Local Steering Control
Autopilot 1 Autopilot 2 Steering Stand (Lever)
c) Engage emergency steering. This procedure is posted in the
steering gear room and double-up the bridge watch if required.
d) ‘Not Under Command’ shapes or lights to be exhibited.

Has Has Has
the In-use YES YES the Local Lever YES
the Steering Stand
e) Commence sound signalling. Autopilot Control Steering Control
Failed ? Failed ? Failed ?
f) Prepare engines for manoeuvring and reduce to a safe speed. Has
NO NO
NO the Back-up YES
Autopilot
g) Take the way off the ship and stop the engine if required. Failed ?
Change to Local Steering
(Lever) Control
h) Prepare for anchoring if in shallow waters. NO
i) Evaluate the need for tug/pilot escort/assistance. Rectify the Original Change to Steering
Call Master and Use Local Steering
Autopilot Problem Column Control.
Chief Engineer to Advise (Lever) Control
Use Helmsman to Steer.
j) Evaluate the need for salvage. of the Problem
Advise Master and Duty
Engineer of Any Problems
k) Broadcast a WARNING message to ships in the vicinity.
l) Inform the owners. Rectify the

Steering Stand Problem
Rectify the
Emergency Steering Drill Autopilot Problem
Emergency steering drill should be carried out at least once every three months
Normal Operations Inform the Master and Chief Engineer Prepare for Anchoring if in Shallow Waters
when traffic and navigational restrictions permit.
Exhibit 'Not Under Command' Signal Evaluate the Need for Tug Escort or
The drill is to consist of the direct operation of the main steering gear by using Assistance
Commence Sound Signalling
the manual control within the steering flat. This operation is to be directed from Evaluate the Need for Salvage
the navigation bridge. After each drill, details and the date it is carried out are Prepare Engines for Manoeuvring
to be entered in the Deck Log Book. Broadcast a WARNING Message to all
Take the Way off the Ship Vessels in the Vicinity

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

Illustration 5.2.3a Search Patterns
Williamson Turn
Ease the helm

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

put helm to Starboard
Original Course

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

5.2.4 Towing And Being Towed Commencing the Tow
a) The towing vessel is to make way very gradually, using her

Towing Another Ship engines in short bursts of minimum revolutions.
There are many factors which determine the most suitable method of taking
b) Increase speed in stages of five revolutions per minute.
another vessel in tow; type and size of the ship to be towed, the urgency of the
situation, the duration of the tow and the route to be taken. Taking into account
c) Do not alter course until both vessels are moving steadily.
the size of the vessel and the equipment fitted, it is extremely unlikely that
the towing of another vessel will be undertaken except in the case of extreme
d) When altering course, do so in stages of 5°.
emergency, for example, preventing a vessel from grounding when neither a
tug nor more suitable vessel is available.
e) If possible, the towed vessel should use its steering gear in
Consider the following points: conjunction with the towing vessel.
• 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 to
• Type of towing equipment 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
may assume the hardover position.
Connecting the Tow
• If towing by the bow and the disabled vessel’s engines are used,
a) The decision is to be made by the Masters as to equipment the propeller race can cause the rudder to assume a hardover
usage. position.
• The disabled vessel’s trim, if possible, should be as follows:
b) Establish continuous radio communication between the
vessels. • Towed by the bow, trim should be one in one hundred by the
stern.
c) Pass a light line between the vessels. • Towed by the stern, trim should be one in eighty by the
head.
d) The tow wire is connected to other vessel.
• Steer directly into the wind to minimise yaw.
• Some larger vessels yaw the least on a heading 20-30° off the
If picking up the other vessel’s tow wire, rig a bridle between two of the wind.
poop winches using their wires and connect to the tow wire using a suitable
shackle.
Note: It should be remembered that speed and yaw have a considerable
Note: The design brake load on each winch is 80% of the wire breaking effect on the forces acting against a tow. In the case of speed, the forces vary
strain, but this could vary depending on the brake linings. directly as the speed squared.
In all instances, the company GSMS and Emergency Towing Booklet must be
consulted.

Illustration 5.2.5a Garbage Regulations
REGULATIONS FOR GARBAGE DISPOSAL AT SEA

(ANNEX V OF MARPOL 73/78) Garbage Management Plan
A.P.Moller Group ID:239 - 21/11/2008 - 03 - 36 months
Vessel: MAERSK LIMA Date:

*** OFFSHORE Designated person responsible for the Garbage Management procedures is:
GARBAGE TYPE OUTSIDE SPECIAL AREAS ** IN SPECIAL AREAS PLATFORMS & Appointed person responsible for separation and disposing of garbage is:
ASSOCIATED VESSELS At all times shall be consulted for approval before disposal of garbage to sea.
All persons on board involved with the handling of garbage will have been familiarised with the requirements of Annex V of
MARPOL 73/78, and the IMO ''Guidelines for the implementation of Annex V of MARPOL 73/78''.
PLASTICS - INCLUDES Procedure for collecting garbage
SYNTHETIC ROPES, FISHING Each cabin and all public rooms are provided with 2 bins for garbage disposal. The occupant(s) must separate garbage and
DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED place plastic in one, and paper and other disposable materials in the other.
NETS AND PLASTIC BAGS When necessary full bins will be emptied into larger receptacles located in the cleaning gear lockers on, each deck.
will each morning collect the garbage, check that it is properly separated, and
take it to the watertight garbage storage room.
FLOATING DUNNAGE, LINING Garbage Policy:
> 25 MILES OFFSHORE DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
AND PACKING MATERIALS
Procedure for processing garbage
ln the galley there is a disposer in which all disposable leftovers will be accumulated and washed into the sea in compliance with the
requirements of Annex V of MARPOL 73/78 and the IMO ''Guidelines for the implementation of Annex V of MARPOL 73/78''.
PAPER, RAGS, GLASS, METAL, is responsible for the operation of the equipment.
BOTTLES, CROCKERY AND > 12 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED Procedure for storing garbage
The garbage storage room is a watertight room located:
SIMILAR REFUSE
in which all non-disposable materials will be compacted and stored until the next landing of garbage.
* ALL OTHER GARBAGE The garbage room has a storage capacity of approximately m3.
shall ensure proper storing of garbage under the supervision of:
INCLUDING PAPER, RAGS,
GLASS, etc. COMMINUTED OR > 3 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
The Garbage room has designated areas for storing the following conventional fractions:
GROUND Specify Minimum Storage Capacity (m3)
Plastics Glass Paper / Cardboard (Floating dunnage, lining or packaging materials)
Food Waste Incinerator Ash Metal Wood
FOOD WASTE NOT
> 12 MILES > 12 MILES DISPOSAL IS PROHIBITED shall ensure proper storing of garbage under the supervision of:
COMMINUTED OR GROUND
The Garbage room has designated areas for storing the following hazardous garbage fractions:
Specify Minimum Storage Capacity (m3)
* FOOD WASTE COMMINUTED Chemicals Paints Fluorescent tubes Batteries
OR GROUND > 3 MILES > 12 MILES > 12 MILES
Oily filters Oily rags Medical Waste Electronic Waste
Pyrotechnics Other (please Specify)
item amount units
Procedure for disposing of garbage

MIXED REFUSE TYPES **** **** **** At all times reference to requirements of Annex V of MARPOL 73/78 and the IMO ''Guidelines for the implementation of
Annex V of MARPOL 73/78'' shall be made to ensure proper separation, disposal at sea, storage on board and landing to
shore or barge, which shall be logged in the vessel's Garbage Log Book.
* COMMINUTED OR GROUND GARBAGE MUST BE ABLE TO PASS THROUGH A SCREEN WITH A MESH Addendum to GSMS procedure 634.
SIZE NO LARGER THAN 25MM.
** GARBAGE DISPOSAL REGULATIONS FOR SPECIAL AREAS SHALL TAKE EFFECT IN ACCORDANCE WITH
REGULATION 5 OF ANNEX V IN "MARPOL."
*** OFFSHORE PLATFORMS AND ASSOCIATED VESSELS INCLUDE ALL FIXED OR FLOATING PLATFORMS
ENGAGED IN EXPLORATION OR EXPLOITATION OF SEABED MINERALRESOURCES, AND ALL
VESSELS ALONGSIDE OR WITHIN 500M OF SUCH PLATFORMS.
**** WHEN GARBAGE IS MIXED WITH OTHER HARMFUL SUBSTANCES HAVING DIFFERENT DISPOSAL OR Page 1 of 1
DISCHARGE REQUIREMENTS THE MORE STRINGENT DISPOSAL REQUIREMENTS SHALL APPLY.
MARPOL Garbage Disposal Regulations Maersk Garbage Disposal Regulations

5.2.5 Oil Spillage And Pollution Prevention Garbage Garbage Outside Special Areas
Introduction
The following are guidelines for quick reference. The vessel’s SOPEP manual Disposal of plastics, including plastic ropes and garbage bags, is prohibited.
covers this subject in depth, as does the Company SMS. Note: The vessel has adopted a zero-dumping policy.
Floating dunnage, lining and packaging are allowed over 25 miles offshore.
Bunkering It is a requirement under MARPOL 73/78 Annex V to have a Garbage
Management Plan on board the vessel. The plan will outline the procedures Paper, rags, glass, bottles, crockery and other similar materials are allowed over
for handling, segregation, storage and subsequent disposal of the vessel’s 12 miles offshore.
When carrying out bunker oil transfer operations, both in port or at sea, a
suitable plan must be devised, clearly indicating the operation process, person generated garbage. Such a plan is to be clearly exhibited in locations used
for the handling of garbage waste, and will also name the person on board All other garbage including paper, rags, etc, disposal is allowed when over 3
in charge and safety checklist, prior to start and during the operation. A miles offshore.
pollution control team must be assigned. responsible for the management of the plan.
An example of their duties and responsibilities is as follows: Summary of Regulations Food waste may be disposed of in all areas when over 12 miles offshore.
• Master is responsible for external communications. Annex V of MARPOL 73/78 deals with the Regulations for the Prevention
Due regard should also be taken of any local authority, coastal, or port
• Chief Engineer is in overall charge of the on board clean-up/ of Pollution by Garbage from Ships and controls the way in which waste
regulations regarding the disposal of waste. To ensure that the annex to
prevention operation. material is treated on board ship. Although it is permissible to discharge a wide
MARPOL 73/78 is complied with, waste is treated under the following cases:
variety of garbage at sea, preference should be given to disposal utilising shore
• Deck duty officer assists the chief officer in cleaning up any facilities where available. • Food waste
spillage and the prevention of further pollution.
• Combustible dry waste, plastic and others
• Duty seaman and additional crew members used as required. Special Areas • Non-combustible dry waste
Drills must be carried out on a regular basis, practising the team in all aspects These are areas designated under MARPOL 73/78 which have stricter • Other waste, including oily rags, cans and chemical cans
of their duties and responsibilities. restrictions for the disposal of wastes and garbage.
In order to comply with the ISM code, a record must be kept of the drills, the Reference should be made to MARPOL 73/78 Annex I, Regulation 10; Garbage Disposal Procedures
effectiveness of the team and any recommendations for improvement. however, to summarise the special areas are:
• The Mediterranean Sea The vessel has a dedicated garbage room located in the upper deck
accommodation block, starboard aft. This is the central facility for the reception
Note: The oil dispersant is for use on deck and must not be used over the side • The Baltic Sea of all the vessel’s non-food waste. The room is equipped with a compactor and
without the permission of the local authorities.
• The Black Sea has dedicated areas/containers for segregated garbage. Garbage should be
handled in accordance with MARPOL and Company regulations.
Pads may need to be turned over in order to allow both sides to absorb oil. • The Red Sea
• The Gulf’s Area Due to the increased risk of fire in this space, the garbage room is protected by
Absorbent granules should be used in conjunction with the booms for directing a water spray system.
or to pool the oil. They are also used to extend and stop breaches in the • North West European Waters
boom.
• The Gulf of Aden Food Waste
• The Antarctic Food waste production for approximately 50 people is given as 15 to 25kg per
Atmospheric Emissions
• The Wider Caribbean Area day or 75 to 125 litres per day without compacting.
Funnel Smoke
The engineer officer on duty is responsible for monitoring the funnel smoke Food waste ONLY is permitted to be disposed of inside a special area, but The daily food waste produced is collected in bags in the galley and transported
indicators, adjusting the combustion as required to ensure that the smoke not less than 12 miles offshore. No other garbage can be disposed of within a by hand to the waste management room on the upper deck port side.
colour is lighter than shade two on the Ringlemann scale. special area.
Dry Waste
The deck officer of the watch is responsible for informing the engineer officer
on duty should excessive smoke emission be observed issuing from the Dry waste production for approximately 50 people is given as approximately
funnel. 30kg per day or 1,000 to 1,500 litres per day without compacting.
The volume can be reduced by a factor of 5 by shredding or compacting the

waste.

Dry waste from the accommodation is collected in the waste management
room and compacted.
Dry waste from the engine room is taken directly to the garbage room.
Other Waste
Cans that have contained oils or chemicals must be stored in the garbage room
before discharge ashore.
Garbage Room Compactor.

5.2.6 Emergency Reporting i) Details of cargo etc, lost overboard. Involvement of other parties
Tugs
The particulars of all accidents or incidents involving the ship and/or her j) Any other relevant information. Port Authorities
personnel must be sent as soon as possible to Head Office by a secure means. Classification Societies
Initial incident reporting may be advised via the telephone, the contents of Note: Nil reports, as applicable, must be made under each heading. This P & I Club (involved if third party damage incurred)
the call being confirmed by telex. A full report must be made at the earliest is particularly important in the case of casualty reporting. Plain language View on cause of grounding
opportunity. It would be beneficial to keep a template of the following Initial should be used in preference to code.
Incident Report ready for use on each telex communication system.
Manoeuvring Accident
Checklists for Specific Accidents Voyage from - to. Date and time
Initial Incident Report Position (latitude and longitude)
In the following it will not always be necessary to report on each item listed, Berth
a) Date and time (UTC) of the incident (a six figure group; first and conversely the list will not always cover every item that needs comment. Describe manoeuvre being carried out
two figures day of the month, last four figures, the hours and Remember that the reports are used by Head Office to ascertain the particulars
minutes using the twenty-four hour clock). of an accident and therefore to enable them to act accordingly. Describe circumstances leading up to accident:
Courses steered
b) Nature of the incident; collision, grounding, fire etc. Sufficient
Grounding Positions
detail must be given to allow an overall appreciation to be
Engine movements
made. Voyage from - to. Date and time of grounding
Weather conditions
Position of grounding (latitude and longitude for clarity)
Wind force and direction
c) Position of ship. Latitude and longitude is preferred, along with Draught of ship
Sea state
a general statement of where the vessel is. Cargo/ballast and bunkers on board, where stored
Tidal conditions
Bridge manning, also any witnesses
d) Name, nationality and type of any other ship involved. Heading of ship in grounded position
Pilot involvement
Soundings plan, prior to grounding, at time of grounding and
e) Nature and extent of damage: repeated as necessary at various stages between high and low
Damage incurred by own ship, jetty or others
• To own vessel. water
Tidal conditions
• To any other vessel or installation involved. Actions taken after accident:
Nature of bottom
Involvement of other parties
Identify grounded section of ship
f) Casualties if any, including those missing: Tugs
Damage incurred or suspected
Port Authorities
• To own vessel. Oil pollution, actual or potential
Classification Societies
• To any other vessel or installation involved. P & I Club (involved if third party damage incurred)
Weather conditions at time of grounding, updated as necessary
Surveyors
Wind force and direction
g) State of sea and weather. Sea state
View on cause of accident
Visibility
h) If immobilised and towage or other assistance may be necessary, Current, set and drift
the following additional information must be included: Chart or charts in use Note: All cases of known or suspected hull damage are to be recorded.
• Set and drift of current. Positions, courses steered, engine movements prior to
grounding
• An estimate of how long the vessel can safely remain
Heading and estimated speed of ship at time of grounding
without assistance under the prevailing circumstances.
Bridge manning at time of grounding
• Nature of any assistance required. Navigation aids in use
• Give the names and positions of any Company ships Pilot involvement
contacted, and those of associated companies in the Position and movement of other ships in the vicinity where
vicinity. relevant
Actions taken after grounding
• Estimated time of readiness to proceed.

Heavy Weather Damage AMVER Deviation Report
Voyage from - to. Date and time of damage This report is used to notify AMVER of any changes to the original sailing plan
The principle of any ship reporting system is to tap the resources of the that take place in the course of a voyage. Should the vessel receive a change
Position where damage occurred (latitude and longitude for clarity)
numerous merchant vessels that are at sea at the time of a marine incident. of orders, the sailing plan should be reviewed and any changes that may apply
Draught of ship
One or more vessels may offer the earliest possible response if located near the advised in the form of a deviation report.
Cargo/ballast and bunkers on board
casualty. The purpose of AMVER is to maximise the effectiveness of response
to a marine emergency by co-ordinating and controlling the assisting ships. Pro-forma messages are printed in the Admiralty List of Radio Signals.
Circumstances leading up to the damage:
Course steered (include adjustments made because of the AMVER (Automated Mutual-Assistance Vessel Rescue) is operated by the
weather) Vessels participating in the scheme also receive a comprehensive guide in the
United States Coastguard for all merchant vessels of more than 1,000 grt, on form of the AMVER user’s manual. Full details of the scheme can be obtained
Engine revolutions (include adjustments made because of voyages in excess of 24 hours, regardless of nationality. AMVER centres located
the weather) from:
in New York and San Francisco are capable of processing data automatically,
Weather and in the event of a marine incident, co-ordinate the vessels most suitable to The Commander Atlantic Area
Wind force and direction respond. The data is received through a vessel reporting system, these reports US Coastguard
Sea state and swell may be made free of charge through participating stations.
Visibility Governors Island
The reports are made in the following format: New York
Particulars of damage
NY 1004 - 5099
Sailing Plan
Any action taken to make good the damage USA
Outstanding repairs This report may be made well in advance of departure from a port. The
List of damaged equipment requiring replacement report includes the ship’s name and call sign, the ports of departure and or
destination, and the navigational route to be followed between them, along The Commander Pacific Coast Area
with estimated departure and arrival times. Any special resources such as
Loss of Anchors US Coastguard
advanced communication systems should also be included in the report.
Voyage from - to. Date and time Government Island
Position (latitude and longitude), also give additional
Departure Report Almeda
details such as actual bearings and radar distances
Depth of water and nature of bottom This report is transmitted as soon as possible after departure. It should include California
Tidal state and current the ship’s name, call sign, and time of departure, and either confirm that the
94501 - 5100
original sailing plan remains valid or update the changes instigated.
Operation in progress:
Anchoring Position Report The AMVER website is www.amver.com
Weighing anchor
This report is transmitted within 24 hours of departure and continue to be
At anchor
transmitted within 48-hour intervals during the course of the voyage. It should AUSREP
include the ship’s name, time and position, together with the destination and
Method in use:
latest ETA. A similar system is in existence on the Australian coast under the name
Walking-out
AUSREP. Participation in this scheme is compulsory for all vessels navigating
On the brake?
Arrival Report between Australian ports. The scheme follows a similar reporting format to
AMVER and full details are listed in the Admiralty List of Radio Signals.
Which anchor and how much cable lost This report takes the form of a simple statement that the vessel has reached
her intended destination. It should be transmitted as soon as practicable upon
Any other damage arrival. CALDOVREP
This is a mandatory reporting system for vessels transiting the Dover Straits
between the United Kingdom and France. The system covers a 65 mile
stretch of the Dover Strait/Pas de Calais. NE bound traffic reports to GRIZ
NEZ TRAFFIC via VHF CH 13, SW bound traffic reports to DOVER
COASTGUARD via VHF CH 11, refer to the Admiralty List of Radio Signals
for the full procedure.

SAFREP
This is a voluntary reporting scheme. SAFREP serves to identify and monitor

the position and movement of participating vessels. To achieve this, vessels
within the coverage area are requested to provide regular position reports.
The information is used to maintain a computerised plot, indicating a vessel’s
last position and also to calculate dead reckoning positions. The objectives of
SAFREP are to limit the search area for a rescue at sea and also to provide up
to date information on shipping resources in the area in the event of a maritime
casualty.
SISTRAM
SISTRAM is operated by the Brazilian authorities and is a mandatory scheme

for all vessels navigating in Brazilian territorial waters. The aims of the scheme
are the same as those for SAFREP.

5.2.7 Piracy Attack coiled razor wire wrapped around main deck handrails for the The following actions are to be carried out when raiders have boarded:
full length and width of the vessel.
• A safe location or citadel should be set up where non-essential a) Retire to the pre-arranged secure area or citadel and ensure all
Introduction crew members are inside. Avoid the use of firearms or other
crew may muster and to where all crew members can safely
withdraw if required. aggressive behaviour which might provoke violence by the
The ever increasing threat of piracy and robbery at sea requires ship Masters attackers, and comply with their demands if this is the only safe
and crew to maintain a constant awareness of the threat posed to them and an • Outside secure areas of the vessel, crew members required to option. Do not be heroic, as the boarders will be armed.
updated knowledge of preventative measures and industry best practice. The undertake duties should be restricted to a minimum. Such crew
most common type of attack is where pirates or robbers board the ship, rob the members should maintain constant communication with the b) If under attack in the Gulf of Aden and off Somalia, alert
crew and escape. The more ambitious type of attack is where pirates not only bridge. UKMTO. Email: ukmto@eim.ae and MSC-HOA Email:
rob the crew but steal the cargo or hijack the ship and/or crew for ransom.
• Well constructed dummies placed at strategic locations around postmaster@mschoa.org; see the notes at the end of this text.
The majority of attempted attacks have been repelled by the crew who have the vessel can give an impression of greater numbers of people
on watch. c) If under attack elsewhere, contact the nearest Maritime Rescue
planned and trained in advance and employed passive counter measures to good
Coordination Centre (MRCC).
effect. Regions where attacks have occurred include the Strait of Malacca, West • Water spray directed along the hull can be effective in deterring
Africa and more recently the Gulf of Aden and off Somalia; here, the proceeds or delaying a pirate attack. Manual operation of fire hoses or
d) Send frequent situation updates to the local authorities and to
of ransom payments have been used to finance attacks much further out from monitors is not recommended as it places crew members in
the contacts as specified in (b).
the coast in the Arabian Sea area using larger and faster craft. exposed and vulnerable positions; hoses should be arranged
and secured in such a way that they need not be manned during Note: The UK Maritime Trade Operations (UKMTO) office in Dubai
Defensive Measures operation. Fire pump valves should be lined up so that pumps acts as the primary point of contact for merchant vessels and liaison with
are ready for immediate use. military forces in the region. UKMTO Dubai also administers the Voluntary
• Prior to commencing the intended voyage, the Master should • In the Gulf of Aden and off Somalia, Masters are advised to Reporting Scheme, under which merchant vessels are encouraged to send
identify the high risk areas and undertake a risk assessment to make use of the Group Transit Scheme for the international regular reports, providing their position/course/speed and ETA at their next
identify the appropriate preventative measures to take. transit corridor within the Gulf of Aden, and report to the UK port whilst transiting the region bound by Suez, 78°E and 10°S. UKMTO
• Set up operational procedures and put in place appropriate Maritime Trade Operations (UKMTO) Dubai when entering the Dubai subsequently tracks vessels and the positional information is passed
physical preventative measures to facilitate detection and deter Voluntary Ship Reporting Scheme limits. to CMF and EU headquarters. Emerging and relevant information affecting
a pirate attack, such as rigging fire hoses, etc. At night, the use commercial traffic can then be passed directly to ships, rather than by
of powerful overside lighting can be an effective deterrent. The following actions are to be carried out when raiders are detected: company offices, improving responsiveness to any incident and saving time.
• It is essential to maintain a good lookout, particularly during the

a) The first person to sight the pirates should report to the officer Note: The Maritime Security Centre – Horn of Africa (MSCHOA) aims to
hours of darkness, and conduct regular security rounds. Many
on watch. provide a service to mariners in the Gulf of Aden, the Somali Basin and off
pirate attacks have occurred during daylight, particularly early
the Horn of Africa. It is a Co-ordination Centre dedicated to safeguarding
in the morning at first light, and so crew members should remain
b) Sound the general alarm and use the PA system to announce the legitimate freedom of navigation in the light of increasing risks of pirate
vigilant at all times including time at anchor and in port. In West
possibility of a pirate attack. attack against merchant shipping in the region. Through close dialogue
Africa, attacks have occurred when the vessel is alongside and
with shipping companies, Masters and other interested parties, MSCHOA
at anchor.
c) Increase speed and alter course to create wash and minimise any will build up a picture of vulnerable shipping in these waters and their
• Practice and test defensive measures and procedures before lee position from which pirates may attempt to board. approaches.
entering a high risk area.
• Establish lines of communication and alarm signals to inform d) Switch on deck and overside lighting, if appropriate, and use For vessels transiting the Horn of Africa, Gulf of Aden and Somalia regions, it
crew members of a potential or actual attack. The use of code searchlights to illuminate and dazzle the potential raiders. is recommended to register for access to the restricted sections of MSCHOA
words should be adopted. Emergency 24-hour phone numbers website before entering the high risk area. Once registered, vessels will be able
should be prominently displayed near communication systems, e) Alert shore stations and other ships in the vicinity. to access additional and updated information.
and such equipment should be tested before entering a high risk
area. f) Start the fire pump. Updated information will be received regularly by the vessel, and this
information must always be consulted for the necessary required specific
• Secure doors, particularly to the accommodation, engine room g) Fire warning rockets and operate fire hoses to prevent actions to be taken by the vessel as potential situations change and develop.
and wheelhouse; limit the number of points of access. Control boarding.
access with combination door locking systems.
• Consideration should be given to the use of gates, barriers and
fencing to restrict access to the vessel. Some vessels have fitted

Section 6: Mooring and Deck Systems
6.1 Mooring
6.1.1 Mooring Arrangement
6.1.2 Anchoring Arrangement
6.1.3 Anchoring, Mooring and Towing Procedures
6.2 Lifting Equipment
6.2.2 Suez Mooring Boat and Fuel Oil Hose Handling Crane
6.2.3 Accommodation and Pilot Ladders
6.3 Lifesaving Equipment
6.3.1 Lifeboats and Davits
6.3.2 Rescue Boat and Davit
6.3.3 Liferafts
6.3.4 Self-Contained Breathing Apparatus
6.3.5 Lifeboat Survival Guide

Illustration 6.1.1a Mooring Arrangement
8
3 Control Stands
6 3 3
Aft Mooring Forward Mooring
Control Stands
3
4
3
MW5
6 3
(M6)
3 MW1
MW3 (M2)
7 7 (W2)
2
Key
3 MW6
(M4) 1. Closed Chock, 500mm x 250mm, SWL 150t
2. Universal 5-Roller Fairlead, 315mm Diameter, SWL 75t 5
9 5
3. Universal 4-Roller Fairlead, 315mm Diameter, SWL 75t
4. Closed Chock, 400mm x 250mm, SWL 75t 7 1
9 5 5. Bitts, 500mm Diameter, SWL 150t
5
MW7 6. Bitts, 500mm Diameter, SWL 75t
3 (M3) 7. Stand Roller, 350mm Diameter, SWL 75t
8. Closed Chock with Seat, 400mm x 250mm, SWL 75t
9. Closed Chock with Seat, 500mm x 400mm, SWL 150t 2
7 7 MW4
(W1)
3 Dn MW2
(M1)
Dn
MW8
(M5) 6 3
3
Control Stands
6
3 3
3 Control Stands
8

6.1 Mooring Warping Head • AUTOMATIC enabled indicator lamp
A fixed warping head is keyed onto the main shaft and is of non-whelp • FAILURE FLASH=OVERLOAD indicator lamp
6.1.1 Mooring Arrangement construction.
Mooring Ropes
Manufacturer: TTS Kocks GmbH The anchor windlass/mooring winches W1 and W2 are placed either side of
No. of sets: 6 the focsle, and are mirror images of each other, one having a normal right-hand Type: Synthetic (nylon)
Mooring winch type: 9925 operation, the other a left-hand operation. Each windlass/winch set is fitted Number of ropes: 12
with a double declutchable split-type rope drum. Braking is applied using a Rope length: 220m
Electric motor model: KDF 250 M
manually operated friction brake.
Motor rating: 440V; 71kW; 1,775 rpm Diameter: 78mm
Mooring Winches Procedure for Operating Winches

Six auto-tension mooring winches are installed on deck, located as follows: Control of Winches
• 2 on the focsle deck forward (MW1 (M2) and MW2 (M1)), Each winch is provided with a direction and speed control lever. The valve is
either side of the centre line, each winch incorporating one split spring-centred to a neutral (stop) position. Pushing the lever forward for pay-
winch drum and one warping head. out will increase the speed of the winch steplessly up to its maximum within
the chosen speed range. Pulling the lever backwards for heaving will do the
• 1 on the poop deck, starboard side (MW8 (M5)), incorporating
same, but in the opposite direction. There is a control selector that has a range
one split winch drum and one warping head.
of settings: manual control, auto-tension (20% on, with a tension range up to
• 1 on the poop deck, port side (MW5 (M6)), incorporating one 100%, in five steps). In normal mooring operations the auto tension mode is
split winch drum and one warping head. recommended.
• 2 on the poop deck, either side of the centre line (MW7 (M3)
starboard and MW6 (M4) port), each with a double split winch Manual control is selected for mooring operations, whereas the auto-tension
drum unit and one warping head. mode is selected after the completion of mooring alongside to maintain a
preselected mooring rope tension. The auto-tension selector controls the force
the winch is able to pull; when the control switch is turned fully clockwise, the
Mooring Drum maximum pull is generated.
Declutchable split drum with band brake:
Mooring Winch Control Panel. Operation of Winch Rope Drums
Drive source: Electric motor and reduction gearbox
Drum capacity: 220m x 80mm (synthetic rope)
Control Pedestals and Control Panel Functions a) With the electric power supply turned on, go to the appropriate
Clutch control: Manual
Control pedestals, which provide directional and speed control of the mooring control pedestal and turn the control switch of the desired winch
Brake control: Manual to MANUAL. Ensure that all other winches that are not required
winches, are provided at the port and starboard sides of both the poop and the
Nominal pull: 25.5 tonnes focsle decks, and provide the operator with a combined view of the overside have their selector switches turned to OFF.
Light line speed: 30m/min area and the winches being operated. The control pedestals are grouped in
Brake holding load: 71.48 tonnes at 1st layer pairs to provide the operator with full control of all the winches in that location b) Engage the drive clutch of the required drum. Remove the
(either forward or aft). locking pin on the clutch lever and move the lever to engage the
clutch. It may be necessary to rotate the drive shaft slowly to
Reduction Gears The control stands have functions and indicators as listed below: line up the clutch. This can be achieved by pressing the clutch
The gear case is of totally enclosed watertight construction containing a pinion alignment pushbuttons located adjacent to each winch clutch
• Control lever, stepless engage lever. This control slowly rotates the shaft to facilitate
and a gearwheel. The gear sits in an oil bath and is splash lubricated.
• Control switch, OFF - MANUAL - AUTOMATIC engagement of the clutch. When the clutch is fully engaged, refit
• EMERGENCY STOP pushbutton the locking pin.
Driving Unit
Each driving unit consists of a 440V, 3-phase, 60Hz motor, with electro- • PULL indicator (0-150%) c) Release the band brake by turning the brake control fully
mechanical spring-applied brake. • READY FOR OPERATION indicator lamp counter-clockwise.
• ANCHOR mode enabled indicator lamp (only for control panels
operating the windlasses)

d) Using the control selector, switch to manual or auto-tension Upper Deck Bitts and Chocks
as required. During mooring operations to set the ropes, the In addition to those shown in illustration 6.1.1a, bitts and chocks are also
manual setting will be used; upon completion of mooring located on the upper deck port and starboard at frames 23, 57, 79 and 101
operations, AUTOMATIC would normally be selected. The approximately. Both bitts and chocks have a safe working load of 60 tonnes.
setting will depend on the conditions at the berth, tide and Those at frames 23 and 79 are adjacent to the air capstans.
weather conditions.
e) Operate the direction control lever to pay-out or heave-in as Air-Driven Capstan

required from the control stands. Capstan
Manufacturer: Jung-A Marine Co. Ltd.
f) When the operation is completed, engage the brake by turning
the brake control fully clockwise and disengage the drive No. of sets: 4
clutch. Winding load: 0.5 tonnes
Winding speed: 8 - 10m/min
Operating the Warping End
Four air-driven capstans are located on the upper deck between frames 23 and
a) Check that all drum drive clutches have been disengaged. 24 port and starboard (near the after end of the open hatch) and between frames
78 and 79 port and starboard (centre of hold No.5 forward). The capstans are
b) Wind the rope onto the warping end in the same direction as used to retrieve tow line messengers if necessary, or any other winding duties
the rope on the drums; four turns of the rope on the warping as required. Each unit is driven by an air-driven motor attached to the capstan Air Motor Valve Controller
drive shaft.
end should be sufficient for an effective heave-in operation. The
rope should be fed onto the warping drum from below.
Operation
Auto-Tension Mooring Winches a) Ensure that the air supply to the deck is available.
Motor Air Inlet Valve Cap
Procedure for Operating Auto-Tension Mooring Winches
b) Connect the air hose between the air supply and the oiler and
Auto-Tension filter unit.
a) Heave the rope to apply slight tension. c) Connect the air hose between the oiler and filter unit and the
capstan motor.
b) Set the mode selector switch from MANUAL to AUTOMATIC.
d) Open the main air supply valve.
c) The yellow control lamp AUTOMATIC will illuminate. At the 0.5 tonne Deck Air Capstan.
same time, the mooring winch starts to heave the rope, and e) Operate the capstan in the required direction by using the
continues heaving until the set bollard pull is obtained. spring-loaded air motor valve controller.
Auto-Tension Settings Upon completion of capstan operations, shut off the air supply and remove the
air hoses. The motor air inlet valve should be covered with the supplied cap.
When the selector switch has been moved to AUTOMATIC, there are five steps
of automatic tension, ranging from 20% to 100%, each step represents a 20%
change in tension.
The setting used will depend on the conditions at the berth including tidal
stream and weather conditions. The value of each setting denotes the pulling
power of the winch as a percentage of the available power.

6.1.2 Anchoring Arrangement Combined Mooring Winch
A mooring winch is combined with each anchor windlass and equipped with a
Manufacturer: TTS Kocks GmbH double split rope drum and one warping end.
No. of sets: 2
Anchor windlass type: 1909 Rope Drum
Driving winch type: 9925
Declutchable split drum with band brake:
Electric motor model: KDF 280 S
Drive source: Electric
Motor rating: 440V; 104kW; 1,785 rpm
Clutch control: Manual
Brake control: Manual
Combined Anchor Windlass/Mooring Winches Nominal pull: 250kN at 1st layer
Windlass Winding speed: 0 - 15m/minute
Two electrically-driven declutchable cast steel cable lifters with manually Light line speed: 0 - 30m/minute
actuated band brakes are fitted. There is a device for measuring the length Brake holding load: 701kN
of cable paid-out. A bellmouth with chain stopper is included for each cable
lifter.
Warping Drum
Performance of Cable Lifter One fixed warping drum keyed on the main shaft of non-whelp construction
is fitted. Anchor Windlass Control Panel.
Nominal pull: 544kN (nominal)
816kN tonnes (maximum anchor break-out pull) Reduction Gears Operation of the Windlass
Lifting speed: 9.0m/minute
The gear case is of totally enclosed watertight construction containing a pinion Lowering the Anchor (Walking-Out) by the Electric Motor
Chain diameter: 114mm and gearwheel. The reduction gear sits in an oil bath, splash lubricated with
Brake holding load: 3,586kN a breather valve, facilitating pressure equalisation between gear case and
atmosphere. Note: See Section 6.1.3 on the recommended procedures and the conditions
for the vessel when carrying out anchoring operations.
Anchor
Cable Lifter a) Ensure that the brake of the attached mooring winch drum is
Manufacturer: Kum Hwa Cast Steel Co. Ltd., Korea
No. of sets: 2 The cable lifter is of five-whelp construction, equipped with a manually secured, and the clutch of the same drum is disengaged.
operated brake. Situated outboard of each cable lifter is a roller guide and
Type: Stockless Spek type
anchor cable stopper. The cable stopper is of welded steel construction, b) Switch on the power voltage at the starter cabinet located in the
Weight: 21,500kg pivoted with a counterweight to aid its positioning, and simply rests against the bosun’s store. At the local control position, set the mode selector
direction of force of the anchor acting as a stopper against the anchor itself. switch to the position MANUAL. The control lamp READY
FOR OPERATION will illuminate.
Cable Chains
Two stockless anchors of cast steel construction are fitted together with
Manufacturer: Dai Han Anchor Chain Co. Ltd. an anchor chain of 114mm diameter, U3 high strength steel. The chain is c) The anchors should already have been cleared, ie, the lashing
No. of sets: 2 connected to the anchor with a swivel and Kenter joining shackle, a further wires and chain compressor bar securing pin removed and the
joining shackle is fitted every 27.5m (one shackle). The end of each anchor spurling pipe and hawse pipe covers opened.
Dimensions: 770.0m, Port: 385.0m, Starboard: 385.0m
cable is secured at the upper part of the chain locker with a release system
Diameter: 114mm which can be operated from outside the locker in the bosun’s store. d) Remove the drive clutch lever locking pin and engage the
Special quality: Steel grade U3 windlass drive clutch and re-insert the locking pin into the clutch
Controls lever when fully engaged. It may be necessary to rotate the drive
shaft until the clutch can be lined up for engagement. This
The windlass control stands have similar control functions as for those listed can be achieved by pressing the clutch alignment pushbuttons
in Section 6.1.1 for the mooring winches, with the addition of the ANCHOR located close to the windlass clutch engage lever. This control
mode enabled indicator lamp and a chain counter. slowly rotates the shaft to facilitate engagement of the clutch.
When the clutch is fully engaged, refit the locking pin.

e) Lift the anchor chain compressor bar. Illustration 6.1.2a Anchor Housing and Cable Storage
f) Check over the side to ensure that it is clear of obstructions.
g) Release the band brake by turning the manual wheel control

counter-clockwise. Lower the anchor to the waterline by
operating the control stand lever for the associated windlass/ End Link
Anchor Swivel Shackle
winch drive motor.
h) When the order is given, completely walk-out the anchor until

required scope has been paid-out, apply the brake and finally Chain
Locker
disengage the clutch drive.
Access
Hatch
i) Switch off the power. to Chain
Locker
Upper Deck
Sump
Anchor will not touch the hull even with a trim of 3m and an adverse heel of 1°

Procedure to Lower an Anchor by Letting-Go Procedure to Heave-Up the Anchor
a) Ensure that the brake of the attached mooring winch drum is a) Ensure that the brake of the attached mooring winch drum is
secured, and the clutch of the same drum is disengaged. secured, and the clutch of the same drum is disengaged.
b) At the local control stand, set the mode selector switch to the b) At the local control stand, set the mode selector switch to the
MANUAL position. MANUAL position.
c) The anchors should already have been cleared, ie, the lashing c) Engage the drive clutch for the windlass.
wires chain compressor bar securing pin removed and the
spurling pipe and hawse pipe covers opened. d) Lift the chain compressor bar and lock it in the open position.
d) Remove the drive clutch lever locking pin and engage the e) Inform the bridge to start the duty fire pump, and open the
windlass drive clutch, re-insert the locking pin into the clutch hawse pipe anchor wash valve fully.
lever when fully engaged. It may be necessary to rotate the drive
shaft unit so the clutch can be lined up for engagement by using f) Release the windlass brake band.
the clutch alignment pushbuttons to slowly rotate the shaft as
previously described. g) Move the windlass control lever to the heave position.
e) Lift the anchor chain compressor bar. h) Heave-in the anchor and observe the read-out on the control box
indicating the length of cable remaining, and inform the bridge
f) Check over the side to ensure that it is clear of obstructions. accordingly. Keep the bridge fully informed about the direction
the cable is leading and the tension on the cable. With this
g) Release the band brake by turning the manual wheel control information, the Master may decide to use engine movements
anti-clockwise. to ease the strain on the cable as necessary. Personnel should
be positioned to indicate and observe when the anchor is fully
h) When the anchor is at the waterline, stop lowering and engage housed. Stop heaving when the anchor is fully housed.
the brake.
i) The electric drive motor design speed when heaving-in an
i) With the brake secure, disengage the drive clutch and lock it in anchor is approximately nine metres per minute.
the OUT position.
j) Engage the brake band. Engage the compressor bar and refit the
j) When the command is given, smoothly release the brake; the locking pin.
anchor will now run out under the influence of gravity. Control Anchor Chain Wash Valve Control.
the speed of descent on the brake control wheel. When the k) Disengage the drive clutch lever and lock it in the out position.
correct amount of scope has been paid-out smoothly, apply the
brake fully. l) Switch off the power.
CAUTION m) Secure the hawse and spurling pipe covers and lashing wires as
During anchoring operations, the brake control wheel should be required.
operated smoothly without any sudden engagement of the brake,
otherwise excessive wear on the brake lining will occur.

6.1.3 Anchoring, Mooring And Towing d) When anchoring, it is preferable to have a slight astern Towing
Procedures movement over the ground. As a guide, this should not be in
excess of half a knot in water depths up to 20m. Where the water Towing operations lead to large loads being applied to ropes, fairleads, bitts
depth is in excess of 20m, it is preferable to have zero speed and connections. A sudden failure of any part of the towing arrangement can
Introduction over the ground until it is confirmed that the anchor is on the have serious consequences, which should be considered, and appropriate safety
bottom. Slight stern way can then be allowed to build up, with precautions taken.
When anchoring, mooring or towing, the main priority at all times should be the anchor cable developing a lead and the cable being paid-
the safety of personnel, the vessel and its cargo, and the prevention of damage out under control, usually in sections of one shackle which are Only mooring lines in good condition, specifically allocated to towing, should
to the terminal or berth. This includes other ships, floating hoses, mooring 27.5m (15 fathoms) (emergencies excepted). be deployed to tugs. These lines, one forward and one aft, should be kept
boats, tugs, or any other objects in the vicinity. Remember, a safe operation is apart and not used for mooring except in an emergency. The towing lines and
an efficient operation. e) Ensure that the windlass operator and others in the vicinity associated equipment must be inspected prior to use. Any line found with
wear goggles, safety helmet, safety shoes and a good pair of defects and/or excessive wear, must be rejected for use as a towing line.
Safe mooring should also include the use of proper clothing, teamwork,
overalls.
communications, use of a mooring plan, team selection and briefing prior to Particular attention is drawn to the need to ensure that roller fairleads, bollards,
arrival. etc, are:
f) Ensure adequate communication is established and maintained
between bridge and focsle. Reliable communication between • Suitably sited to avoid obstructions
All operations should comply with the Code of Safe Working Practices for
the bridge and the anchoring position is of the highest priority
Merchant Seamen and the terminal and port requirements. • Effectively secured to the ship’s structure
to ensure a safe and successful anchoring.
• Not unacceptably weakened by corrosion or age
Anchoring Procedures g) Anchors that are housed and not required should be secured • Of suitable design, with a SWL for the intended use
against accidental release; but the housed anchor should be
Clearing the anchors is the term used for preparing the anchor for walking-out available to use in an emergency. Suitable and reliable communications should be established between the bridge
prior to letting-go. and mooring station prior to the commencement of operations.
h) When the vessel has completed anchoring and the brake applied,
a) Prior to removing the chains and/or wires, the windlass should ensure that the cable stopper is lowered and correctly positioned Persons involved in towing operations should be briefed in their duties and the
be turned over, then operated in the heave mode, to check that to prevent jumping. Cable stoppers form an integral part of the necessary safety precautions.
the brake is secure. Once it is certain that the brake is secure, the cable restraint equipment and are designed to take the anchoring
chains/wires may be removed. However, the cable stopper is to loads. Care should be taken to keep clear of rope bights. Similarly, whiplash areas
remain in the lowered position. should be evaluated, with personnel warned of the consequences of parting
i) During the process of heaving the anchor, the anchor washing lines and associated danger zones.
b) Before lowering, letting-go and heaving-in, always check that system must be turned on to ensure the cable is washed of all
the area below and in the vicinity of the anchor is clear of small mud and debris before it enters the chain locker. This is of When letting-go of towlines, ensure all personnel are clear of the end eye.
craft, tugs, etc. particular importance to prevent dried mud and debris causing a Preferably, the eye should be lowered under control of a slip line, thus avoiding
safety hazard for personnel when next anchoring the vessel. danger of injury and line snagging.
c) Before letting-go, always ‘walk’ (lower in gear) the anchor out
of the hawse pipe close to the waterline. In waters up to 20m j) After heaving-up the anchor and before entering open seas, The surfaces of fairleads, bollards, bitts and drum ends should be kept clean
deep, the anchor and cable can be let-go on the run. In waters ensure that the anchor is not twisted in the hawse pipe, and and maintained in good condition. Rollers and fairleads should turn freely and
over 20m deep, the anchor should be first walked-out close to that the flukes are gently heaved hard-up against the hull. be in a sound condition.
the sea bed and then let-go. This ensures the anchor will not be Cable stoppers must also be in position, together with securing
damaged after falling a considerable distance onto a hard sea chains. The decks of mooring areas should be treated to ensure anti-slip properties.
bed. It will also ensure that the cable will not run out of control This can easily be accomplished by spreading fine salt-free sand on top of wet
and cause excessive weardown of the brake. k) To prevent flooding of the chain locker at sea, spurling pipes paint or using dedicated anti-slip paint.
should be properly covered and chain lashed.
Always ensure there are sufficient personnel available at each mooring station
CAUTION
It is obviously good seamanship for all deck officers to become acquainted to accomplish their assigned tasks safely.
If it is necessary to lower the anchor by controlling the speed of descent
with the band brake, it is possible that the anchoring speed may become with the method used to secure the cables within the lockers, since the need
too high, resulting in the anchor running away and the brake lining to slip a cable may be both unexpected and urgent. A prolonged search for the
becoming damaged by heat. bitter-end release mechanism, only to find it seized, is not in keeping with good
seamanship. Always keep the mechanism lubricated and free of obstructions.

Handling Moorings • DO use all split spool drums correctly, with the last few turns Environmental Effects on Mooring
changed to the narrow part of the split drum.
When handling moorings, the following guidelines should be followed: • DO ensure all spool drums are wound in the correct direction, so The moorings of a ship must resist environmental forces such as:
• DO NOT surge synthetic ropes on drum ends. that the load is transferred to the fixed part of the brake band.
Wind forces: Which vary with the amount of exposed area of the ship and
• DO NOT stand too close to winch drum or bitts when holding a • DO ensure all winch controls are clearly marked. direction of blow, such as offshore or onshore. Ensure the moorings have
line under tension. If the line surges, personnel could be drawn • DO have an axe and sharp knife always available, and a adequate strength and length to meet adverse weather in order to avoid any
into the drum or bitts. Stand back, and hold the line at a point flashlight for night operations. condition which may lead to a dangerous occurrence. A weather report from
about one metre away from the drum or bitts. another ship or port will give a clear picture of the situation.
• DO NOT apply too many turns; generally 4 turns are
General Mooring Procedure Current: Which can increase or decrease the effect of wind.
sufficient.
Mooring to Berth
• DO NOT bend the rope excessively. Tidal range is one the most common causes of line failure whilst moored to a
a) Test communication systems between the bridge and mooring jetty, sea island or quay.
• DO NOT stand in the bight of a rope.
stations, with back-up.
• DO NOT leave loose objects in the line handling area. If a line Surging: Caused by interaction with a passing ship, may cause shock loading
breaks, it may throw such objects around as it snaps back. b) Select and brief the mooring party of the known situation prior on the mooring lines, for example, whilst the vessel is moored in a narrow
to the pilot boarding. channel, to buoys at bow and stern, awaiting transit through canals or berth
• DO NOT have more people than necessary in the vicinity of a
vacancy. The vessel should have enough lines to the buoys to resist any
line.
c) Consult with the pilot for mooring requirements at the berth and possible effect.
• DO NOT hold a line in position by standing on it. construct the final plan.
• DO NOT lead wires through excessive angles. Swell: In some ports, the berth is exposed to the sea where a high long swell is
d) Brief the officers in charge of the mooring stations regarding the present. Doubling-up the lines in the same direction as the external force can
• DO NOT use leads out of alignment with the spool or drum end reduce the cradle effect on a vessel. The wear and tear of mooring lines can be
mooring plan. Ensure they understand all requirements and that
(warping drum). reduced by having rollers and lines lubricated.
the plan meets with their approval.
• DO NOT leave winches and windlasses running unattended.
e) Prepare mooring stations forward and aft. Lines should be run Draught changes, in combination with other factors, can cause excessive strain
• DO NOT attempt to handle a wire or rope on the drum end, on mooring lines, and have an adverse effect on safe access to the vessel. This
unless a second person is available to assist in removing the to the fairleads in accordance with the plan.
can be avoided by close observation of the tidal condition during loading and
build-up of slack. discharging.
f) Have messengers of natural fibre rope and heaving lines of
• DO NOT allow a rope or wire being paid-out to run out of appropriate size, ready in advance.
control. Always ensure a line has one turn on the bitts before
being paid-out. Wires on dedicated stowage reels (not mooring g) No personnel should attend mooring stations unless they are
winches) must never be paid-out directly from the reel, but wearing safety shoes, a safety helmet, a boiler suit, suitable
sufficient should be flaked-out on the deck before use. gloves, and any other items of safety clothing that may be
• DO NOT use dangerously worn lines. deemed necessary.
• DO take care when letting-go lines, as the end of a line can
whiplash and cause injury or snag. To avoid this, it may be Requirement for Tug Handling
necessary to rig a slip line to assist in controlled slacking.
Only use properly placed closed fairleads and associated bollards, which have
• DO wear a safety helmet.
a direct lead from fairlead to bollard, for the securing of the tug’s line.
• DO wear gloves when handling wires.
• Do ensure adequate and reliable communications are established A means for heaving the tug’s line aboard with the ship’s heaving line or
before mooring operations commence, with a back-up method messenger must be provided, ie, use of suitable fairleads, bollards, etc, to
of communicating with the bridge available should the primary lead the heaving line on to the warping head of a mooring winch. The person
communications fail. operating the winch must have line of sight to the person at the ship’s side
directing the operation.
• DO ensure that only experienced persons are permitted to
operate winches.

Illustration 6.2.1a Deck Stores Crane
200 4000 Key

1 - Cable Guide
2 - Hoisting Winch
3 - Travelling Device
4 - Platform
1
1275 1075 5 - Travelling Wheel
13 14 15
6 - Lower Wheel
7 - Side Guide Roller
8 - Main Frame
12 9 - Limit Switch
1250 10 - Wire Rope
3 4
11 - Hook Block
2
12 - Warning Lamp
13 - Hook Locking P/Box
14 - RPB Protection Box
15 - Starter Panel
11958
269 1082 4628 4628 1082 269
9
5 8
7
610
6 10 10
856
440
11 11
4800 900 900 4800
11400
Drawing Reference: DMRC -1250-SB Rev: 1

6.2 Lifting Equipment • Upper and lower limit switches activated by a rotary encoder.
• Manual brake lever for emergency lowering.
Travelling Machinery
Gantry Stores Crane
The single-flanged travelling wheels run on the lower flange of the monorail
Manufacturer: DMC (Dongnam Marine Crane Co. Ltd.) beam and take the combined weight of the travelling beam and load. The four
No. of sets: 1 wheels on each of the two centre bogies carry the main load. The two outer
Type: Monorail support bogies each have two wheels and two guide wheels on the top and
two lower wheels on the underside of the monorail beam. In addition, guide
SWL: 12.5 tonnes
rollers are fitted on the outer bogies. In the event of a power failure, a manual
Maximum outreach: 5.0m each side handwheel is provided to move the travelling machinery.
Moving beam length: 11.4m, hook to hook
Maximum lift: 37.0m A toothed rack is welded to the underside of the monorail beam and a pinion
Hoisting speed: 10.0m/min, approximately fitted to a geared electric motor on each of the two centre bogies is permanently
engaged. This is designed to provide travel under full load, even when the
Travelling speed: 10.0m/min, approximately
vessel is heeling up to 5°. The travelling motor enables the beam to travel to
Winch motor rating: 22.0kW port and to starboard as required.
Travel motor rating: 7.5kW Monorail Stores Crane Remote Control Unit.
Operating limits: 5° heel, 2° trim Cable Reel
Hoisting wire: 2 sets, each of 95m length, 35x7 GSWR, BS 33 To facilitate the hoist’s movement along the monorail track, the power cable is
Safety Features
tonnes, 20mm dia. stored on a spring-type cable reel, which automatically pays-out or winds in as
The crane is provided with the following safety features: the hoist moves along the rail.
• Emergency stop pushbutton.
Introduction
• Upper and lower limit for the hoisting operation. Brake Unit
One electrically-driven monorail crane hoist of SWL 12.5 tonnes is installed • Limit switches at both ends of the travelling range. The brake consists of a coil and two steel plates, one spring-loaded, which
on the underside of D deck, aft of the accommodation block, for the handling requires power to create a magnetic field and release the unit, so that when
of engine parts and provision stores. • Overload limit switches incorporated into the upper pulley
there is a power failure, the system will automatically engage the brake and
blocks.
prevent the load running away.
The hoist consists of a rail suspension type unit, travelling rail, rail support • Overcurrent relay for overload protection.
structure, feeding units and control equipment. The travelling beam is equipped
with two separate sets of lifting machinery, one for each side of the ship. • Wire lashings and turnbuckles are used to prevent damage or Basic Operation with Wired Remote Control Unit
Travelling is achieved by means of a rack and pinion arrangement. movement of the crane due to ship motion when the crane is not
in operation (two sets at each end of the travelling beam). Access to the travelling beam platform is from D deck via one of five access
• Visual and audible alarms whilst monorail is travelling. openings in the deck of D deck. To gain access to the platform, remove the
Crane Control
three safety chains, raise the hinged grating and secure in the open position
Hoisting, lowering and travelling of the hoist are driven electrically. Each • Mechanical end stopper. with the hook provided and climb down the ladder to the platform. A safety
operation is performed with the appropriate pushbutton switch located on harness with inertia fall arrester must be worn when working aloft, as in this
the remote control box. The control box consists of a watertight outer casing, Hoisting Machinery case. Permit to work aloft documentation must be completed by all personnel
housing the pushbutton controls and is fitted with 20 metres of flexible cable. when working on the platform.
The remote control handset and cable is stowed in a watertight box located on The two separate open drum hoisting units comprise:
the access and maintenance platform under the travelling beam, or alternatively • Multi-layer rope drum - ungrooved. a) Check that the power supply is on; the main isolation breaker is
in a similar protection box located directly beneath the crane at upper deck on local group starter panel No.7. The source isolation switch
• Oil-filled planetary gearbox.
level. and heater control switch are located in the starter cabinet on the
• Electric motor with electromagnetic fail-safe brake. travelling beam platform.
• Upper pulley block with integral overload switch.
b) Press the DOWN pushbutton on the hook rest box located
• Lower block with swivel hook. adjacent to each lifting block. This will override the hoisting
• 20mm diameter anti-twist galvanised steel wire rope. limit switch, allowing the hook to be lowered from its housing.

c) Slacken the turnbuckles, disconnect the four lashing wires
and hang them on the hooks provided on the after end of the
accommodation.
d) On the remote control unit, ensure that the emergency stop

pushbutton is reset. Set the ON/OFF selection switch to the ON
position. The CONT. SOURCE indication lamp will now be
illuminated.
e) Operate the TRAVELLING PORT or TRAVELLING STB’D

pushbutton to move the crane to the required position.
f) Select STB’D or PORT on the hoist switch for whichever lifting

hook is to be used.
g) Use the DOWN pushbutton to lower the lifting hook.
h) When required, hoist the load by pressing and holding in the UP

pushbutton. Travel the crane as required.
i) On completion of operations, hoist the block until it is stopped

by the limit switch.
j) On the monorail platform, press the UP pushbutton on the hook

rest box. This will override the limit switch and slowly hoist the
block into its storage position.
k) Re-connect the turnbuckles and lashing wires and tighten as

required. Set the ON/OFF selection switch to the OFF position
and stow the remote control unit in its protection box.
WARNING
Before climbing down any of the ladders from D deck to the travelling
beam platform, ensure that the platform is correctly positioned for
access and that it is safe to climb down.

Illustration 6.2.2a Suez Mooring Boat and Fuel Oil Hose Handling Crane
Key
1. Pedestal
2. Slewing Assembly with Electric Drive
3. Hoisting Winch with Electric Drive
4. Wire Rope Fall
5. Jib Ladder
6. Block for Suez Mooring Boat
5
7. Lashing Eye
8. Protection Box for Remote Control Handset
9. Limit Switch 9
10. Tension Bar 10

11. Jib
12. Jib Ladder Handrail 12
6
11
Max Lift
23m
3 2
1
7
Deck
4,000mm
Pushbutton Remote Control

6.2.2 Suez Mooring Boat And FUEL Oil Hose Operation of the Davit Oil Hose Handling Davit
Handling Crane
a) Check the winch and slewing gearbox oil levels and top-up as Manufacturer: Jung-A Marine
Manufacturer: Jung-A Marine Co. Ltd. required with the correct grade of oil. No. of sets: 1
No. of sets: 1 SWL: 0.9t
b) Ensure that the power supply is on at the distribution board. The
SWL: 4 tonnes Maximum lift: 32m
starter panel is located in the A deck cable trunk.
Maximum lift: 36m Hoisting speed: 10m/min (approximately)
Hoisting speed: 5m/min (approximately) c) Connect the remote control unit to the switch box below the Working radius: 2.5m (approximately)
Working radius: 3m (approximately) davit. Slewing: Manual, worm reducer
Slewing: Electric Motor rating: 2.2kW at 1,720 rpm
d) Check that the emergency stop pushbutton is reset, then turn the
Maximum heel: 5° Wire rope: 10mm x 38m, galvanised, non-rotating
remote control unit power ON/OFF switch to the ON position.
Maximum trim: 2° The white SOURCE lamp will illuminate.
Motor rating: 5.5kW for hoisting Description
Wire rope: 14mm x 85m non-rotating galvanised steel wire e) Press the L(LOWERING) pushbutton to lower the lifting block A davit-type crane is located on the port side of A deck and is used for fuel oil
rope sufficiently to enable the deck lashing to be released. hose handling operations. Stowed, the crane lies fore and aft. A securing pin
is used to lock the slewing mechanism and a pad eye is welded to the deck for
f) Release the lashing from the lifting block. Press the securing the hook when not in use.
Introduction H(HOISTING) pushbutton to raise the lifting block to its full
extent.
A davit-type crane located on the starboard side of A deck is rated for Suez
mooring boat handling operations, but is also used to handle fuel hoses if g) Slew the davit arm to its working position with the P(PORT) or
required. The davit jib, which is fixed, is normally stowed inboard in the fore S(STB’D) pushbuttons on the remote control unit as required.
and aft position. Slewing and hoisting operations are carried out using the The limit switch will stop the slewing motor at the working
remote control unit. position.
Davit Control h) Use the remote control unit pushbuttons to lower or hoist the
load block.
Hoisting, lowering and slewing are achieved using a remote control unit with
a 10m cable. The remote control unit is housed in a watertight protection box
When operations are completed:
located at the aft end of the crane pedestal, and consists of a waterproof outer
casing housing the pushbutton controls connected to the switch box by the
i) Hoist the load block to its full extent.
10 metre flexible cable. This allows the operator the flexibility to move with
the equipment and thus remain in the most advantageous position at all times
j) Slew the davit arm back to its fore and aft stowage position for
during the operation.
securing. The limit switch will stop the slewing motor at the
stowage position.
Safety Features
The crane is provided with the following safety features: k) Lower the load block and connect the lashing strop to the deck
lashing eye. Heave up on the winch until there is slight tension
• Upper limit switch for hoisting operations. on the lashing line and the load block is secure.
• Overcurrent relay for overload protection.
l) Turn the remote control unit power ON/OFF switch to the OFF
• Electromagnetic braking system for the winch motor with fail-
position. Disconnect the remote control unit and re-stow.
safe operation on the disruption of power.
• Emergency operation of the hoist and slewing motors using a m) Leave the isolation breaker in at the distribution panel in order
manual handle in the event of a power failure. that the motor heater remains on.
Fuel Oil Hose Davit, A Deck Port Side.

Davit Control
Slewing of the davit is achieved by means of a manual crank handle. Hoisting
and lowering operations are executed by means of an electrically operated
winch.
Operation of the Davit
a) Check the winch and slewing gearbox oil levels and top-up as
required with the correct grade of oil.
b) Ensure that the power supply is on at the distribution board. The

starter panel is located in the A deck cable trunk.
c) Connect the remote control unit to the switch box below the
davit.
d) Check that the emergency stop pushbutton is reset, then turn the
remote control unit power ON/OFF switch to the ON position.
e) Press the LOWERING pushbutton to lower the lifting block

sufficiently to enable the deck lashing to be released.
f) Release the lashing from the lifting block. Press the HOISTING
pushbutton to raise the lifting block to its full extent.
g) Remove the securing pin from the slewing mechanism and slew
the davit arm to its working position.
h) Refit the securing pin.
i) Use the remote control unit LOWERING and HOISTING

pushbuttons to lower or hoist the load block as required.
When operations are completed:
j) Hoist the load block to its full extent.
k) Remove the securing pin from the slewing mechanism and slew Oil Hose Handling Davit Pushbutton Remote Control.
the davit arm back to its stowage position for securing.
l) Lower the load block and connect the lashing strop to the deck
lashing eye. Heave up on the winch until there is slight tension
on the lashing line and the load block is secure.
m) Turn the remote control unit power ON/OFF switch to the OFF
position. Disconnect the remote control unit and re-stow.
n) Leave the isolation breaker in at the distribution panel in order

that the motor heater remains on.

Illustration 6.2.3a Accommodation Ladder
Plan View
2
5
1 7 8
3
4
9
6
10
12 13
11
Profile
Key
1. Remote Pushbutton
2. Hoisting Winch
3. Electric Motor
4. Side Roller
5. Post for Stowing Davit
14 6. Stowing Davit
7. Lashing Piece and Stopper
8. Rest
9. Turntable
10. Side Roller
11. Shaft Holder
12. Spindle
13. Spindle Rest
14. Ladder Fall Rope
16 15. Wire Hanger
16. Accommodation Ladder
17. Lashing Socket
18. Boat Fender
15
17
55°
18

6.2.3 Accommodation and Pilot Ladders b) Release the 14 (seven pairs) securing clamps. Maintenance
The vessel is equipped with two accommodation ladders; there are also two c) During periods of low light, ensure that the overside lights are Sufficient grease nipples are provided to ensure that with regular maintenance
auxiliary ladders which are used for pilot assist duties. The accommodation switched on. Ensure that the area below the ladder is clear. and greasing, operation of the ladders should be trouble-free. The ladder fall
ladders are located at each side of the accommodation block at the upper wire must be inspected before each use for broken wires or strands and for
deck level, and the pilot assist ladders are located at each side of No.5 hold at d) Swing out the ladder and upper platform, using the DOWN general condition. It is a requirement that the rope should be replaced when
approximately frame 73, also on the upper deck level. pushbutton on the remote control unit. Continue to swing out the number of broken wires reach 5% of the total number of wires in the rope.
the ladder and lower until there is sufficient space below the The wire rope must be cleaned and greased in accordance with the planned
Accommodation Ladders davit arm to enable a man to pass under. Two men, wearing fall maintenance schedule.
arrester harnesses, now access the ladder to fit the top platform
Manufacturer: Jung A Marine Co. Ltd.
stanchions, raise the rigid handrails and secure them to the
No.of sets: 2 upper platform stanchions.
Motor rating: 440V; 5.5kW; 1,740 rpm
Hoisting load: 470kg e) Recover personnel from the ladder and continue to lower the
Supporting load: 1,097kg ladder to the required height.
Hoisting speed: 17.2m/min at 3rd layer, approximately
f) Secure the handrail, manropes and the ropes on the upper
Test load: 3,975kg platform, and fit the stanchions and manropes to the lower
Length: 18.61m platform. Fit the safety net before allowing the ladder to be
Number of steps: 53 used. Bear in mind that these ropes may have to be adjusted as
Operating angle: 55° (maximum) the tide changes or cargo is loaded or discharged.
Ladder fall rope: 12mm dia. x 85m galvanised steel wire rope
g) To raise the ladder, firstly remove the safety net, and press the
UP pushbutton on the control box. Before the ladder is fully
Introduction raised and stowed, the rigid handrails must be lowered, and the
upper and lower platform stanchions and ropes must also be
Two identical accommodation ladders are fitted, one each on the port and removed. Continue hoisting; the lever-type limit switch will cut-
starboard sides of the upper deck, facing aft at the accommodation block. The out the motor when the ladder is fully turned in and housed.
ladders in the inboard stowed position are secured by metal dogs and clamps,
and are designed to reach the ballast waterline at a maximum angle of 55°. h) Refit the 14 (7 pairs) securing dogs and press the emergency
stop pushbutton to cut off the power to the remote control unit.
Once the securing dogs and clamps are removed, the operation of swinging
out and lowering/hoisting is done from a remote control box on a lead, which In the event of a power failure, manual operation of the accommodation ladder
is stored in a protection box at the aft end of the ladder. The winch motor is is possible:
electrically-driven. The starter isolating panels for the accommodation ladders
are located in the upper deck cable trunk. a) A limit switch at the motor will override the power supply to the
motor should it inadvertently be reinstated, but in the interests of
safety, ensure that the power supply is isolated.
Operation
b) Using the manual handle, stowed by the motor on the upper
WARNING deck, hoist or lower the accommodation ladder as required.
This procedure requires work to take place outside of the ship’s rails.
Appropriate personal protective equipment should be donned including
lifelines attached to a suitable strongpoint. At night there must be
adequate illumination to safely complete the task.
a) Ensure that the starter panel switch in the upper deck cable trunk Accommodation Ladder Pushbutton Remote Control.
is in the ON (‘I’) position for the appropriate working side.

Pilot Assist Ladders ladder alone may be used until the red painted mark is above the water line;
thereafter the pilot assist ladder must be used.
Manufacturer: Jung-A Marine
No. of sets: 2 Once the lashing hooks and clamps are removed, the operation of swinging out
and lowering/hoisting the pilot access ladder, and lowering and raising the pilot
Motor rating: 440V; 5.5kW; 1,740 rpm
rope ladder reel, is performed from a local control box situated close to the
Hoisting load: 1,214kg ship side. At the aft end of the pilot assist ladder, there is also a remote control
Supporting load: 1,093kg box with a 15m wandering lead. The starter isolating panels for the pilot assist
Test load: 3,975kg (75kg/step x 53 steps) ladders and pilot rope ladder reels are located in the upper deck cable trunk.
Length: 18.61m
The pilot boarding area is illuminated by means of a locally mounted floodlight.
Number of steps: 53 There is also an emergency light.
Hoist rope: 12mm dia. GSWR
Rope speed: 17.2m/min at 3rd layer (approximately) Lifesaving appliances at the pilot boarding area consist of a permanently sited
life jacket and lifebuoy with light.
Pilot Rope Ladder Reel

Operation of the Ladder
Hoisting load: 200kg
Supporting load: 300kg a) Check the gearbox oil level and top-up as required with the
Hoist speed: 10-15m/min correct grade of oil. Check that the power supply is ON at the Pilot Assist Ladder Pushbutton Remote Control.
distribution isolation panel and starter box.
Motor rating: 1.5kW
Travelling length: 4.66m b) During periods of low light, ensure the overside light is switched
on. Ensure the area below the ladder is clear. Swing out the
ladder and upper platform into a horizontal position ready for
Introduction lowering by pressing the DOWN pushbutton on the control
panel. Two crew members wearing fall arrest devices secured
Two identical pilot assist ladders are fitted, one each on the port and starboard
to the vessel will raise the handrails, upper and lower platform
sides of the upper deck, facing aft either side of No.5 hold. The ladders in the
stanchions, rig the handrail and stanchion manropes, but do not
inboard position are secured by metal lashing hooks and clamps, and designed
secure at this time, and set the bottom platform to the correct
to extend to a maximum angle of 55°. There is one pilot rope ladder associated
angle as required, locking the platform when set.
with each pilot assist ladder. The pilot rope ladders are stowed on reels, which
are powered by an electric drive motor for lowering and raising. The reel
itself is traversed by means of a manually operated winch. The rope ladder c) Lower the ladder down to a maximum of 55°. Lower the rope
reel traverses forward and aft on a wheeled trolley which is mounted on rails. pilot ladder using the DOWN pushbutton on the pilot rope ladder
Two wires are used to move the reel. One wire leads from the winch drum to a reel remote control. Ensure that the pilot rope ladder pays-out
sheave at the forward end of the rails and back to the reel trolley. The second evenly as the pilot assist ladder descends. When the assist ladder
wire leads from the drum directly to the reel trolley. The two wires are counter- is set to the correct angle, the handrail and stanchion manropes
wound onto the drum; thus, as the drum rotates, one wire pays-out whilst the can be tightened and secured. Ensure that the pilot ladder and
other heaves-in and moves the reel trolley forward or aft as required. the manropes are secured at the securing points.
When the reel is in the correct position, it should be secured. Lashing eyes are d) To raise the pilot assist ladder, press and hold in the UP
provided for this purpose. pushbutton on the control switch box. The limit switch will cut-
out the motor when the ladder is fully housed. Before stowing
Pilot access to and from the vessel is gained by the combination of the pilot the ladder, remove the stanchions, lower the handrails and
rope ladder and the pilot assist ladder. lashings, and heave-in the pilot rope ladder. Secure the ladder
with the lashing hooks.
When the distance from the waterline to the point of access to the vessel is
more than 9 metres, the pilot ladder assist ladder must be used. Crew members
will be able to confirm this by observing the painted mark on the hull close to Pilot Rope Ladder Reel Pushbutton Remote Control.
the pilot rope ladder position. The mark is painted white and red. The pilot rope

Illustration 6.3.1a Lifeboat and Davits
Lifting Hook Distance 5.557m
18
19
23
1 20
17
21
21 2.600m
7
8
22
5.958m
4
6 10
3
2 11
5.950m
1
24 24
16
12 20
22 23
9
13
18
14 21 21
19 2.650m
15
24
23
Key
1. Sheave Unit 10. Limit Switch 20
2. Floating Block 11. Davit Frame 25
3. Block Guide 12. Boat Chock and Stopper Lever
4. Top Sheave 13. Boat Winch
2.247m
5. Boat Fall 14. Hinge Pin Key
6. Davit Arm 15. Arm Rest 18. Canopy Light 22. Exhaust Pipe
7. Arm Stopper 16. Gripe 19. Window Hatch 23. Top Handrail
8. Platform 17. Hanging-Off Pennant 20. Side Boarding Hatch 24. Skate
9. Brake Release Lever 21. Gripe Guider and Bollard 25. Hook Access Hatch
Drawing Reference: BDH58S-DA10100 - Life/Rescue Boat Davit

6.3 Lifesaving Equipment Lifeboat Lowering Procedure k) Operate the drop-in ball release mechanism and check that the
falls have released and are clear.
6.3.1 Lifeboats And Davits The main engine starting battery and the emergency starting battery are
contained in a watertight box beneath the steering position. A fuel shut-off l) When ready, release the painter using the quick-release device
valve is situated at the bottom of the fuel tank and is located beneath the centre at the bow and manoeuvre the lifeboat away from the vessel.
Lifeboats General seats and midships approximately.
Manufacturer: Hyundai Lifeboats Co. Ltd. Drop-In Ball Operation

No. of sets: 2
Lifeboat Lowering Procedure
To operate the Nadiro drop-in ball release system, proceed as follows:
Model: HD44T a) If needed, ensure that the lifeboat painter is secured to a
Dimensions (LxBxH): 5.950m x 2.650m x 2.772m strongpoint forward. It has a quick-release cable located inside a) Ensure that the release system is pressurised. The needle on the
No. of persons: 36 at the bow of the lifeboat. control panel pressure gauge should be in the green sector.
Weight: Light load (including equipment) 2,183kg
b) Ensure that the battery charging lead is disconnected. b) When the boat is water-borne, press and hold the red HOOK
Total davit load for lowering 5,153kg
RELEASE pushbutton until both green LEDs on the control
c) Remove the toggle pin at the winch brake lever. panel are illuminated. This may take up to approximately 15
Engine manufacturer: Hyundai Lifeboats Co. Ltd. seconds.
Model: HB29D1 d) Release the davit arm cradle clamp from the forward and aft end
Engine type: Water-cooled diesel (external keel cooler) of the embarkation platform area. c) When both LEDs are illuminated, release the HOOK RELEASE
Speed: Minimum 6 knots pushbutton. The release system will now disengage the falls.
e) Manually release the lifeboat gripes by opening the slip hook.
The lifeboat is constructed from fibreglass and has sufficient buoyant material f) Open the entrance door at the inboard side of the boat. The Nadiro Hook Release Control Panel
to ensure that the boat will remain afloat and upright, even if holed below the helmsman should enter first and fit the boat drain plug and
waterline. The buoyant material is distributed in such a manner as to ensure that confirm that the brake release wire is drawn into the boat, then
the lifeboat is totally self-righting when fully loaded and flooded. HOOK RELEASE
prepare the engine, which has an electric start. Press when the boat
is waterborne
Each lifeboat is equipped with two Nadiro on/off load drop-in ball securing g) Ensure that all personnel are wearing their life jackets. Embark
devices which are hydraulically operated from a control panel inside the all personnel through the embarkation doors, ensuring an even
lifeboat. A hydrostatic sensor detects when the lifeboat is water-borne and then distribution of weight, and that they are strapped in. The seating
a signal is sent to the control unit. The drop-in ball will release simultaneously positions and seat belts are clearly marked.
when the helmsman activates the activation release control, which will only
operate after receiving the signal from the hydrostatic sensor. If there is h) Close the boarding doors and secure and start the engine.
no electric power from the lifeboat battery to operate the hydraulic release
system, an emergency release of the drop-in ball is possible by a hand operated
CAUTION
hydraulic pump, which will then release them simultaneously.
The lifeboat engine may be run for a maximum of five minutes whilst
not water-borne. During this period, the propeller clutch must not be
WARNING 100
engaged, otherwise the propeller gland seal will be damaged.
It is possible to release the drop-in ball system when the boat is out of
the water, but this procedure is EXTREMELY DANGEROUS and must 50
i) Pull continuously and without hesitation on the brake remote
only be considered in very special circumstances. control wire until the boat reaches the water, maintaining the
pull on the control wire during the whole descent; alternatively, 150
The steering position is arranged so that there is an adequate view forward, aft operate the remote brake release lever manually on the boat
and to both sides for safe manoeuvring. deck. 0
bar
On the centre line of the boat, the fuel tank is located midships, forward of the
j) When the lifeboat reaches the waterline, release the brake
engine. Further forward again is the inventory locker for water, provisions and
remote control wire. Engage the engine drive to maintain the Drop-in-Ball
lifeboat equipment. A drain plug is located beneath the after end of the fuel
boat on station below the falls.
tank. A manual bilge pump is to be found astern of the steering position. A 2kg
dry powder fire extinguisher is located forward in the boat.

Illustration 6.3.1b Lifeboat Drop-In Balls Release and Reset
Internal View of the Hook Unit Release Principle of the Hook Unit
11
10
2
1 9
3 Reset Principle of the Hook Unit

6
4 5
Key
1. Cylinder (Spring Return)

2. House
3. Mounting Plate
4. Hydraulic Connection
5. Sensor
6. Pusher
7. Pawl (Spring Return)
8. Foundation of Wire
9. Ball
10. Handle
11. Wire

To reset the system, engage the drop-in ball in the housing. Emergency Release Procedure for Starting the Engine
WARNING WARNING a) Select a battery by turning the switch located on the conning
If the locking pawl is not in the upright position, the system has not reset This method of release can release the boat even when not water- position control panel to position 1 or position 2.
correctly. borne (on-load). If the boat is not water-borne, this method of release
is EXTREMELY DANGEROUS and must only be considered in very b) Engage NEUTRAL on the drive control lever by pushing in the
special circumstances. button on the side of the throttle lever and move the control lever
forward, midway between neutral and full.
If for any reason a normal release is not possible, the boat may be released by
means of the emergency release mechanism. To operate, proceed as follows: c) Ensure that the fuel valve is open (in line with the fuel line) and
that the engine stop lever is in the START position.
a) Connect the pump handle to the hydraulic unit.
d) Turn the starter switch to the ON position and verify that the oil
b) Operate the pump until the pressure gauge on the control panel pressure and charge lights are illuminated.
reads 100 bar.
Note: When starting a cold engine in cold weather, turn the starter switch to
the PREHEAT position for 8 - 10 seconds.
c) At the emergency release valve, remove the security seal and
pull the safety pin.
e) Turn the key to the START position and release as soon as
d) Turn the valve handle fully. The boat will now release. the engine starts. If the engine fails to start within 10 seconds,
release the switch, wait 30 seconds and repeat the starting
Do Not Hold Below this Guard After release, return the valve handle to its original position, refit the safety pin procedure.
When Resetting the System and fit a new security seal.
f) Confirm that the oil pressure and charge lights have been
extinguished.
CAUTION
Do not operate the starter for more than 20 seconds, as damage to the
engine may be caused.
Stopping the Engine
a) Move the throttle control lever to the NEUTRAL position.
b) Turn the starter switch to the OFF position and remove the
key.
c) Turn the battery selector switch to the OFF position.

Locking Pawl Correctly Reset
Drop-In Ball Correctly Reset. Nadiro Drop-In Ball Emergency Release Hydraulic Unit.

Lifeboat Recovery Procedure Davits
Prior to the lifeboat coming alongside, it may be necessary to lower the falls Manufacturer: Bada Heavy Industries Co. Ltd.
to allow some slack for securing the drop-in balls with ease, particularly Type: Hinged gravity, BDH58S
in a moderate/rough sea or swell. Therefore, slack-out the lifeboat falls as Lowering speed: 78m/min maximum (fully loaded boat)
required.
Recovery speed: 4.5m/min
a) Confirm that the drop-in ball housing is correctly reset. Hoisting load: 3,150kg (boat and 3 persons)
Lowering load: 5,800kg
WARNING Wire falls: 16mm dia. non-rotating, 19 x 7 construction
If the locking pawl is not in the upright position, the system has not reset
correctly.
Requirements
b) Manoeuvre the boat into position, connect the painter if The davit is designed to permit boarding of the lifeboat when in the stowed
necessary and engage the drop-in balls. position. The lifeboat may be lowered without stopping, as swinging out and
lowering is a continuous movement. The winch brake release can be released
c) Hoist the lifeboat just clear of the water using the pushbutton remotely from inside the lifeboat, by manually lifting the brake lever from
remote control. the ship’s side or using the deck-mounted control lever. Davits are capable of
swinging out the lifeboats against a list of 20° and a trim of 10°; skates are
d) Confirm that the release mechanism has reset correctly, and if fitted to each boat to facilitate this.
so, stop the engine.
Winch
e) Continue hoisting the boat using the remote pushbutton control
An electric motor mounted on the winch is used to hoist the lifeboat. Safety
unit until hoisting is stopped by the davit limit switches. In case
devices automatically cut-off power before the davit arms reach the stops. The
of emergency, press the EMERGENCY STOP pushbutton. winch is equipped with a centrifugal brake, manual lowering brake, non-return
clutch and manual hoisting handle. The falls can be manually wound-out.
f) Engage the winch handle and manually wind in the lifeboat
the remainder of the way. When the manual winching handle
is fitted, a proximity switch isolates the power to the winch Proximity Switch Device
motor. A proximity switch is installed to cut-out the winch motor before the boat and
davit arm comes to rest on the frame. This prevents the boat falls continuing to
g) Engage the davit arm cradle stoppers and refit the gripes, be wound by the motor and causing a potential overload situation developing.
tightening the bottle screws as required. A proximity switch is also installed to disable the power supply to the hoisting
winch when the winding handle is inserted into the socket.
h) Leave the starter main switch in the ON position. This is to
ensure the motor heaters are activated. CAUTION
Lifeboat Hoist Pushbutton Remote Control.
The proximity switches are safety devices and should be tested regularly
i) Slack-off the brake until the boat is lowered onto the suspension
and each time prior to the recovery of the lifeboat.
hooks at the davit head.
j) Secure the lifeboat. Cradle Arm Stopper

The davit cradle arm stopper is used to secure the boat in the fully housed
k) Reconnect the battery charger and replenish the fuel as position and consists of a locking lever device which engages into the davit
required. arm, locking it to the frame. There is one fitted at each end of the davit
assembly.

Illustration 6.3.2a Rescue Boat and Davit
Limit Switch
Wire Rope
Accumulator
Emergency
Slewing Line
Hydraulic Power
Pack Oil Tank
Release Hook for Illustration 6.3.2a Rescue Line
Gravity Lowering Boat and Davit to insert here
Rescue Boat
Davit Arm
Winch
Slewing Driver
Slewing Ring
Pedestal
Remote
Pushbutton
Switch Box

6.3.2 Rescue Boat And Davit Introduction Rescue Boat Equipment List
One rescue boat made from fire retardant fibreglass reinforced plastic is located • 2 buoyant oars
Rescue Boat
on the port side of the vessel on B deck. The boat is specifically used for search • 1 boat hook
Manufacturer: Hyundai Lifeboats Co. Ltd. and rescue operations and for the towing and marshalling of liferafts. It is
Model: HDR420 powered by a single 25hp petrol outboard motor that is capable of achieving a • 1 buoyant bailer with lanyard
No. of boats: 1 minimum of six knots in the fully loaded condition with 6 persons on board, or • 1 bucket with lanyard
two knots when towing the largest liferaft on board fully laden.
No. of persons: 6 • 1 compass
Length: 4.20m The rescue boat is capable of being launched against a trim of 10º and a list • 1 sea anchor with 15m rope
Breadth: 1.75m of 20º. • 2 painters, each 25m
Weight: 570kg (light load)
Two seats are provided at the after end of the boat. There is space for a stretcher • 1 towing line, 50m
Engine: Petrol, 25hp outboard, manual start
and the bow is provided with a canopy for the protection of casualties. • 1 waterproof electric torch with spare bulb and battery
Engine make: Yamaha
Engine model: 25BMH • 1 whistle
WARNING
Battery: 1 x 12V, 6Ah • 1 jackknife
The rescue boat is a fast and powerful boat which can accelerate/
Speed: 6 knots minimum with 6 persons decelerate and change direction very quickly. Whilst riding in the boat, • 2 buoyant rescue quoits
Fuel capacity: Sufficient for more than 4 working hours at 6 knots the crew are required to be aware of the boat’s capabilities and ensure
• 1 searchlight
their own safety at all times.
• 1 portable 2kg dry powder fire extinguisher
Davit The outboard motor is started manually. Fuel is supplied from two 25 litre • 1 radar reflector
Manufacturer: Bada Heavy Industries Co. Ltd. portable petrol tanks, stored and lashed in the aft part of the boat, between
the two crew and below the deck. The petrol has a 25:1 mixing ratio until the • 2 thermal protective aids
Model: BHI-RLD25
engine has been run-in; thereafter, the mix ratio is 50:1 with outboard motor • 1 rope embarkation ladder
Type: Hydraulic slewing with electric hoist and fixed jib oil, and the capacity of the tank will provide 4 hours of operation at a nominal
No. of sets: 1 speed of 6 knots. • 1 standard engine tool kit including manual
Weight of empty boat: 570kg • 2 fuel tanks
Weight of loaded boat: 1,065kg (with 6 persons, each 82.5kg) The steering of the boat is controlled by the coxswain using the tiller handle
• 1 first aid kit
on the engine. The tiller handle also controls engine speed. A “dead-man”
SWL: 1,100kg
lanyard is attached to the engine, the other end of which should be attached to • 1 lithium battery
Working radius: 3.5m the coxswain. This will stop the engine in the event that the coxswain is thrown • 1 battery charger with charging cable
Maximum slewing angle: 270º from his seat.
Hoisting speed at SWL: 18m/minute (minimum) • 1 righting line, 6m
Lowering speed: 78.0m/min (maximum) An electrical system rated at 12V DC has been fitted to the rescue boat. The
system is designed to charge the battery that is used to supply the hand-held Spare fuel is stored in the upper deck paint locker.
Winch: Electric motor watertight searchlight and the canopy light.
Main voltage: 440V, 3-phase, 60Hz
Control voltage: 220V The rescue boat hoisting and lowering arrangement is via a four-legged wire
Fall wire: 14mm dia., non-rotating galvanised lifting sling. The lifting hook is fitted with a manual off-load release. The boat
is launched and recovered by means of an electrically operated winch with
a hydraulic system to control slewing. This is covered in more detail in the
Hook Release section that deals with the davit. Two remote wires are suspended from the
Manufacturer: Bada Heavy Industries Co. Ltd. davit head to release the brake from inside the boat, and to slew the boat out
to the launch position, thus permitting it to be lowered into the water by the
Model: BHR 255 personnel inside the craft.
Type: Off-Load

Brake Control
Slewing Control
Rescue Boat Davit Control Wires. Rescue Boat Davit Accumulator Valves in NORMAL Position. Rescue Boat Davit Pushbutton Remote Control.

Rescue Boat Davit c) Turn the winch mains power to the ON position. The starter Rescue Boat Emergency Launching Procedure
panel is located in B deck cable trunk. There is also an ON/OFF
The rescue boat davit is a self-contained fixed jib unit with a direct drive power switch on the remote control unit at the davit. Turn this In the event that electrical power is not available, the boat may be hoisted
electric hoisting unit and a hydraulic slewing device. The unit has a maximum to ON. manually and slewed by means of stored hydraulic power as follows:
slewing angle of 270°. Once it is over the side, the lowering of the rescue boat
to the water is by gravity only. The davit has two working positions: slewed to d) Check that the accumulator operation valves are in the NORMAL a) Turn the accumulator operating valve to the OPERATING &
40º for normal launching and slewed to 90º for launching against an adverse position. CHARGING position.
list of 20º. In each of these positions the davit is secured with a securing pin.
e) Hoist the boat clear of its support using the manual crank b) Check that the accumulator pressure is showing 210 bar on the
The hoisting system consists of an electric winch which drives a single drum handle and slew to the boarding/disembarkation position using pressure gauge.
through an oil-filled planetary gearbox which is integral to the electric motor the SLEWING pushbutton on the remote control unit. Fit the
unit. The drum carries sufficient wire to complete the lowering operation securing pin. c) At the slewing control lever on the davit, remove the locking
against maximum trim and heel conditions of the vessel. When hoisting, a limit pin and move the lever to the desired direction (PORT or
switch is provided on the jib head and it stops the hoisting on contact with the f) Check that the painter is correctly secured to the rescue boat STARBOARD) and replace the safety pin.
limit switch. and to the designated secure point forward of the davit. The
painter length should be appropriate to the vessel’s freeboard
Two brakes are fitted to the winch unit. One is a centrifugal brake and is used and should be adjusted as necessary.
to control the speed of descent of the boat when being lowered to the water,
and the other is a clutch brake that holds the boat in any position. The brake is g) The rescue party can now board the rescue boat and, if required
of the ‘dead man’ type, so that if the operating wire is released, the boat will and after removing the securing pin, the boat may be slewed
come to an immediate stop. Lowering the boat is achieved by pulling down on outboard to the 90º position using the SLEWING pushbutton on
the suspended wire that has the rectangular handle fitted or by lifting the brake the remote control unit.
lever manually at the davit.
h) Pull down on the brake control cable (rectangular handle) within
The hoist motor is capable of retrieving the rescue boat at a minimum speed the boat to lower or lift the brake release handle at the winch.
of 18m/minute.
i) Once the boat is water-borne, the engine may be started, and
Slewing System once running satisfactorily, the lifting hook may be released.
Slewing is normally achieved by means of a hydraulic system driven by an The hook is for off-load release only; to operate the hook, remove the safety
electric pump to position the davit from the stowed position to launch position pin from the hook and push the red handle upwards; this will open the hook,
and vice versa. In this event, control of slewing is achieved by pressing the allowing the lifting bridle to be disconnected. The red release handle is fitted
appropriate pushbutton on the remote control unit. Alternatively, the davit can with a weight; when the boat is disconnected, release the handle. The weight
be slewed from within the boat by pulling down on the slewing control cable will pull the handle down and close the hook. Refit the safety pin.
which has a triangular handle fitted. An emergency back-up in case of power
failure is provided by a stored hydraulic power accumulator. The rescue boat is now free to move away from the vessel.
Rescue Boat Launching Procedure CAUTION

To prevent serious damage to the engine, it must never be started until
The design of the rescue boat is such that the boat’s deployment should not be it is in the water. Rescue Boat Davit Accumulator Slewing Control Lever.
conducted with more than 6 persons in the boat.
CAUTION
a) Ensure that all rescue boat crew members are wearing their d) Embark the boat crew and using the hand crank, manually hoist
To facilitate rapid deployment of the rescue boat and to prevent the the boat clear of the cradle.
immersion suits and life jackets.
build-up of flammable vapours from possible spilt petrol fuel with
possible serious consequences, the rescue boat should not be covered.
b) Remove all covers and lashings from the rescue boat and davit. e) In the boat, pull down on the control cable with the triangular
Spare fuel should not be kept in the boat, but should be stored in a
Ensure that the electric charging plug is removed. handle. This will open the accumulator valve and the boat will
ventilated space close by.
slew outboard.

THIS PAGE IS INTENTIONALLY BLANK
f) When ready, pull down on the control cable with the rectangular Charging the Accumulator
handle. This will lower the boat to the water.
After the rescue boat has been launched using the stored hydraulic power, the
g) Release the lifting hook and reset as previously described in the accumulator will need to be recharged. To do this, proceed as follows:
conventional launching procedure.
a) Turn on the power at the rescue boat starter cabinet in B deck
cable trunk.
Operating Procedure to Hoist the Rescue Boat
b) At the davit, turn the accumulator charging valve lever to
Note: The rescue boat can be lifted with a maximum of 6 persons on board, CHARGING.
each with a nominal weight of 82.5kg.
c) Turn the accumulator operating valve lever to OPERATING &
a) Connect the lifting hook to the boat’s lifting bridle and stop the CHARGING.
engine.
d) On the pushbutton remote control unit, turn the ON/OFF switch
b) Check that the accumulator operation valves are in the NORMAL to the ON position.
position.
e) On the pushbutton remote control unit, turn the ACC ON/OFF
c) Hoist the boat using the remote control unit. Boat hoisting will switch to the ON position. The hydraulic power pack will
be stopped by the limit switch before it can reach the davit commence charging the accumulator.
head.
f) When the accumulator pressure reaches 210 bar, turn the ACC
d) Remove the safety pin and, using the remote control unit, slew ON/OFF switch to the OFF position.
to the boarding/disembarkation position and disembark crew
and survivors/casualties. g) Turn the ON/OFF switch to the OFF position.
e) Slew the boat fully inboard to the stowage position. If it is h) If required, isolate the power at the starter cabinet.
necessary to raise the boat further in order to stow it, use the
manual crank handle.
f) Lower the boat onto its support.
g) Turn off the power to the remote control unit.
h) Turn the winch mains power to the OFF position on the starter
panel.
i) Refit any lashings.
j) Connect the battery charging socket to the rescue boat and

check that power is available to the battery charger. The control
is automatic and should not require further operator input.
Note: Once the boat has been secured, it MUST be refuelled and immediately
made ready for the next launch.

Illustration 6.3.3a Righting a Capsized Liferaft
Direction Direction Direction

Of Of Of
Wind Wind Wind
Right Here
Right Here
Swim to the capsized liferaft in the most appropriate manner. Swim to the side of the liferaft where the CO2 cylinder is attached
Manoeuvre the liferaft so that the opposite side is facing the wind.
(the place is marked 'Right Here').
Direction Direction
Of Of
Wind Wind
Stand with feet on the cylinder, hold onto the righting strap Throw the body backwards while holding onto the righting Embark the liferaft and bail out the water.
(placed across the bottom of the raft). straps and keeping the feet on the cylinder. Adopt survival techniques as outlined in Section 6.3.5.

6.3.3 Liferafts Initial Actions on Boarding a Liferaft c) Throw the body backwards while holding onto the righting strap
and keeping the feet on the cylinder.
a) After launching and boarding the liferaft (footwear should be
Liferafts When the wind is very strong, the lifeline can be tied around the waist to
removed when boarding to minimise risk of damage to the
Manufacturer: Viking liferaft fabric), the painter must be cut with the knife provided prevent the liferaft being blown away.
Model: 20DK+ (4 pieces) to avoid the raft being pulled under. The knife is located close
to the entrance. A non-swimmer should keep hold of the righting strap and allow the liferaft
6DK+ (2 pieces)
to fall back on him (the rubber raft will not cause injury). He can then work
b) Paddle away from the danger zone using the paddles placed in a his way back to the raft entrance under water, holding onto the strap of the
Hydrostatic Units bag close to the entrance of the raft. lifeline.
Manufacturer: Hammar c) Alternatively, one of the lifeboats or the rescue boat could be
Model: H20 used to tow the raft clear.
When the raft is full of survivors, others can hold onto the lifeline around it.
Introduction The raft is capable of supporting double the number of persons it is certified
to carry.
There are two 20-man liferafts stowed on cradles on each side of A deck, aft
of the lifeboats. A 6-man liferaft is stowed on each side of the upper deck, d) When clear of the danger zone and if no other survival craft can
adjacent to No.2 hold forward. be seen/reached, stream the sea anchor.
All of the liferafts are constructed with twin buoyancy chambers, one above If other liferafts/survival craft are visible, act to move towards them or attract
the other. The bottom and the canopy of the rafts are of double construction their attention if they are motorised. Once all survival craft are together,
and may be inflated by bellows. The rafts are provided with boarding ladders, deploy all available sea anchors. The sea anchor stabilises the raft and helps to
inside and outside gripping lines, capsize stabilisers, and a salt water activated minimise drift.
battery for both internal and external lighting. Accessories supplied are a
rescue line with rubber quoit, repair outfit, hand bellows, floating knife, e) Close the canopy openings. Inflate the canopy and the bottom
operational instructions, sea anchor (drogue) and an emergency pack to of the liferaft as this gives excellent insulation against the cold.
SOLAS standards. To do this, connect the bellows to each topping-up valve. Valves
are placed in the liferaft floor and inner canopy.
Each liferaft is fitted with a waterproof identification tube, which contains the
ship’s identification name and reference numbers. The bellows are located in a bag at the entrance.
Release of Rafts After a long stay in the raft, it may be necessary to top-up the two buoyancy
tubes. Connect the bellows’ plastic tube to the yellow topping-up valves.
Hydrostatic Release Units (HRU) are fitted to each liferaft (apart from the
6-man liferafts forward), which will activate when submerged to a depth of Righting a Capsized Liferaft
between 1.5m and 4m, releasing the rafts to float towards the surface. After
activation of the HRU, the raft will still be secured to the vessel by a weak link. If an empty liferaft should capsize, the following procedure should be
However, after inflation of the raft, sufficient drag is applied to break the weak adopted.
link wire and allow the raft to float free. The rafts may be released manually by
unfastening the slip hook securing the lashing around the container. Ensure that
the ring on the end of the painter is still attached to the HRU. When the raft is Note: The side of the liferaft where the CO2 cylinder is attached lies deepest
thrown over the side, the painter is pulled out until the CO2 cylinder is activated in the water. The place is marked ‘right here’.
and the raft inflates. The rafts may be released manually by unfastening the
lashing arrangement around the container. Ensure that the ring on the end of the a) Stand with the feet on the cylinder, hold onto the righting strap
painter is still attached to the HRU. When the raft is thrown over the side, the which is placed across the bottom of the raft.
painter is pulled out until the CO2 cylinder is activated and the raft inflates.
b) Manoeuvre the liferaft so that the opposite side is facing into the
wind. Hammar H20 Hydrostatic Release Unit.

6.3.4 Self-contained Breathing Apparatus f) Carry out tests for positive pressure, face mask seal and whistle
as follows: WARNING
Manufacturer: Drager/NK In the event of the wearer using spectacles or having facial hair, it is
• Inhale and hold the breath; there should be no audible leak. likely that the face seal fit will be impaired. It is strongly recommended
Model: PA Series
• Continue breathing; expired air should flow easily out of the that such impediments are removed prior to use of these sets.
Number on board: 5 (3 for fire fighting, 2 for use with chemical suits) exhalation valve.
At very high work rates, the pressure in the face mask of positive pressure
The vessel is supplied with three dedicated sets of positive pressure SCBA • Press the centre of the rubber cover on the DV. Close the
breathing apparatus may become negative at peak inhalations.
for use when fire fighting and two for use with chemical suits; the latter two cylinder valve and breathe normally to vent the system.
are stored in A deck safety locker, port side. One fire fighting set is also kept • Observe the pressure gauge; the whistle should sound at 50
in the safety locker on A deck; the other two fire fighting sets are kept in the bar. After Use
fire control station on the upper deck, adjoining the ship’s control centre. The a) Turn off the positive pressure.
• When the pressure gauge reads zero, hold the breath. The
following is kept beside each set ready for use:
mask should seal to the face, indicating a positive seal.
b) Slacken off the head harness and remove the face mask.
Spare air cylinders: 2 (plus one on set) • Open the cylinder valve fully to pressurise the system and
Safety lamp: 1 check the pressure gauge to ensure that there is sufficient air c) Turn off the cylinder valve.
remaining.
Fireman’s suit: 1
d) Slacken off the shoulder straps, undo the waistbelt harness and
Boots and gloves: 1 pair each
Note: If any of the above tests fail, the mask and harness should be readjusted remove the apparatus.
Safety lifeline: 1 and the tests repeated.
e) Press the centre of the rubber cover on the DV to vent the
In addition, a number of extra cylinders are stored in A deck safety locker. g) The set is now ready for use. system.
Donning Instructions f) Remove the cylinder from the apparatus and mark it MT (empty)
for refilling.
a) Check that the face mask harnesses are fully slackened and that
the demand valve (DV) is connected to the face mask. Hang g) Place a fully charged cylinder in the apparatus so that it is ready
the face mask round the neck by the neck strap. Now pass the for instant use.
right arm through the shoulder strap, swing the harness across
the back, then pass the left arm through the shoulder strap. h) Fully slacken off the head harness straps.
Pull down on the shoulder strap ends until the unit is sitting
comfortably, then close the waist belt. i) Clean the face mask by removing the demand valve, and
washing the mask in soapy water (do not use detergent).
b) Ensuring that the positive pressure is off, open the cylinder Immediately rinse all soap residue from the mask by placing it
valve and check that the cylinder is full by reading the pressure under running water. Immerse the mask fully in a disinfectant
on the gauge. bath for 15 minutes and again rinse immediately under running
water to remove all disinfectant residue from the mask. Allow
Note: The vessel carries both 200 bar and 300 bar cylinders. Both types are the mask to dry naturally.
identifiable by colour.
c) Holding the mask, place the chin in the chin piece. Pull the Maintenance
harness over the head and pull it back. Monthly
Panorama Nova Face Mask. The apparatus should be subjected to the tests as stated in the Donning
d) Position the mask until it fits, then tighten the straps; first both
Instructions procedure above.
lower straps and then both upper straps. Tighten the centre strap
only if necessary.
Annually
e) When a mask/face seal is achieved, the positive pressure demand The demand valve diaphragm and all seals should be replaced annually, or
valve will automatically activate upon first inhalation. more frequently as a result of the monthly inspection.

Breathing Air Compressor k) Disconnect the cylinder and open the condensate and intermediate Note: Depending upon the relative humidity, the condensate drain valves
separator drain valves. should be operated every 15 to 30 minutes. Refer to the manufacturer’s
Manufacturer: Bauer documentation for further information.
No. of sets: 1 WARNING
The cylinder charging process should be monitored continuously to
Model: Capitano 140-E When cylinders have been recharged, log the compressor running hours. The
ensure that the maximum working pressure of the cylinder is not
Capacity: 0.14m3/min exceeded. separator/filter should be changed according to the manufacturer’s operating
Operating pressure: 330 bar instructions.
The SCBA air compressor is specially designed for recharging SCBA cylinders
with clean dry high pressure air. The unit is mounted on a skid located in the
safety locker on A deck port side.
Adjacent to the compressor is a water bath, used to keep the cylinders cool
during the recharging process.
The discharge pressure hose (with associated pressure gauge) with the red
locknut is for charging cylinders up to 300 bar.
Procedure for Operation of the Breathing Air Compressor

a) Check the compressor sump level and top-up if required with oil
as specified in the manufacturer’s documentation.
b) Close the condensate and intermediate separator drain valves.
c) Ensure that the compressor filling valve is closed (fully anti-

clockwise). Filling Valve
d) Ensure that the cylinder valve is fully closed.

Intermediate Separator
e) Connect the cylinder to the compressor filling valve and place Drain Valve
the cylinder in the water bath.
f) Start the air compressor and open the condensate and intermediate
separator drain valves.
g) When the system is drained, close the drain valves and allow the
filling line to pressurise.
Condensate Drain Valves
h) When the filling line is pressurised, open the filling valve and
the cylinder valve. Water Bath
i) Monitor the filling process and when complete, stop the

compressor.
j) Close the cylinder valve and the filling valve.
Breathing Apparatus Air Compressor.

6.3.5 Lifeboat Survival Guide Additional duties, which should be allocated on the lifeboat muster list: To minimise drift, rig the sea anchor, issue anti-seasickness tablets, and ensure
that any persons in the water are accommodated in the lifeboat as soon as
• SART to the lifeboats
In the unfortunate event that the vessel has to be abandoned, it is necessary possible.
to make some very important decisions, and carry out certain actions quickly. • GMDSS portable radio to lifeboat
These are summarised as follows: • EPIRB to lifeboat Listen for whistles and look for survivors, signalling lights and lights of
other rafts, ships or aircraft. The lookouts should be properly briefed in their
• Blankets and provisions duties regarding the collection of useful debris, how to keep a lookout, sector
Procedure Prior to Abandonment searches, and the use of pyrotechnics, including when to use them.
a) Put on extra clothing. Aboard the Survival Craft

First Actions: Proceed Towards the Nearest Land
b) Put on a survival suit.
• Elect a leader. This will normally be the most senior officer or In some circumstances this will be the most obvious choice. Factors to take
c) Put on a life jacket. the person appointed on the muster list. into consideration are:
• Take a muster of persons on board. • Was a distress alert sent?
d) Take extra clothing or blankets, if possible.
• Search the area for other survivors or survival craft. • If there is no EPIRB in the boats, search the area of the sinking
e) Drink water if possible. to see if it has surfaced.
• Liaise with any other survival craft to ensure that all persons are
accounted for. • How far is it to the nearest land? Is the nearest land within the
f) Take water in sealed containers. fuel range of your craft?
• Assess the situation. Is rescue likely and how long will it take?
In addition to the statutory lifeboat equipment, eg, emergency radio, water, • Assess the need to stay close to the position of the sinking or Indications of the proximity of land are changes in the wind direction around
rations, first aid kit etc, the following extra items would be useful: proceed towards the nearest land? sunset and sunrise. The land and sea breeze effect can be quite distinct in some
• Extra life jackets areas. A good indication of land is a single cumulus cloud or occasionally
• Put the food and water under the control of one person who will
several appearing to be stationary close to the horizon whilst others are
• Extra survival bags be responsible for distributing the rations.
moving. There are many other indications, such as a green and blue reflection
• Small plastic bags • Collect in all additional food, clothing and sharp objects or on the underside of the clouds in low latitudes, the direction that birds fly either
weapons that may have been brought into the survival craft. early in the morning or in the evening, or the change in colour of the sea from
• Extra medical supplies green or blue to a lighter colour.
• The leader must confirm to all that no food or water will be
• Extra electric torches and batteries issued for the first 24 hours.
Do not attempt to land at night unless you know exactly where you are, and
• Paper and pencil • The leader should nominate different people to the following that the landing area or harbour entrance can be safely approached. During the
• Portable radio receivers, books, playing cards, etc positions; first aid, signalman, hull repairs, engine repairs, hours of darkness, lookouts should keep a good watch for the sound of surf,
recorder of voyage log, navigator, helmsman and lookouts. and report to the watch leader any visual or audible occurrences.
• Navigational instruments, books, chart and chronometer
• Give an anti-seasickness tablet to all personnel.
Abandoning Vessel Procedure • Stay close to position of abandonment. Settling Down to a Period Before Rescue
With the improvements brought about by the GMDSS system in maritime Having made an assessment of how long it will be before rescue is likely, it is
a) All personnel should, if possible, board the lifeboat without
search and rescue, staying close to the position of abandonment is the most now necessary to decide how the available food and water will be divided and
getting wet.
likely decision that will be made. Prior to taking to the lifeboat, a distress alert issued. The following are a few guidelines:
would be sent out. This can be done at the touch of a single button. In addition,
b) If, for some reason, this is not possible, and a jump into the The minimum daily water ration should be around 450 to 500ml given in three
there are the EPIRB and SART which should be taken to the lifeboats when
water has to be made, remember: separate issues at sunrise, noon and sunset. This quantity will be sufficient to
abandoning ship. The EPIRB, when activated, allows the MRCC to locate the
• Make sure it is clear to jump position of survivors and guide vessels and aircraft to your rescue. Should avoid severe dehydration.
the EPIRB not be in the survival craft when the vessel sinks, the HRU will
• Hold your nose The daily food ration should consist of 800 to 850kJ of the emergency rations
automatically release the EPIRB which will then start its transmissions. Where
• Hold down the life jacket possible, it is therefore beneficial for all the survival craft to stay together given in three equal amounts; this equates to around 500gms. To make the
by tying the survival craft together. The SART should be positioned on the decision as to how much should be issued, take the total available, separate
• Put your feet together
extension pole, switched on and mounted as high as possible. one third as emergency stock, and should rescue not be forthcoming when
• Look ahead when jumping expected, then apportion the remainder on the above basis as a minimum.

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

Illustration 6.3.6a Lifesaving Equipment - Side Elevation
Port
x6
Port and Port and Port and
Starboard Starboard Starboard Starboard 6 x2
x6
A.P. 10 20 30 40 50 60 70 80 90 100 110 120 F.P. 140
Key Key
Primary Escape Route Immersion Suit Lifebuoy with Line
Secondary Escape Route Liferaft (6 Man) Lifebuoy with Light

6
Life Jacket Lifebuoy Lifebuoy with Light

and Line
Drawing Reference: Fire Control and Safety DA500D001

Illustration 6.3.6b Lifesaving Equipment - Upper, A and B Decks
Upper Deck A Deck x6

B Deck
Rescue Boat
x6P
x36P
2 SET
Up Up Dn Up Dn
Reefer Toilet
Deck Safety Duty
Workshop Store Hospital
Store Mess Emergency
Room Generator Room Gymnasium
Paint /
Toilet/Shower x31
Lamp Store
Cable Trunk Dining
Cable Trunk Room Cable Trunk
No.1 Air
Engine Room Engineer Air
Changing Space Linen
Fan Room Space Locker
Elevator Room Elevator Elevator
Deck Engine
Changing Crew
Room (D)
Engine Engine Galley Engine
Casing Toilet Casing Casing
Engine
Crew
(E)
Locker
Engine
Crew
Dry (F)
x3 Provision
Store
Fire Engine
Control Beverage Crew
Room Store (G)
Bonded
Duct Store Duct
Trunking Trunking Engine
No.2 Air Freezing Air Crew
Engine Room Space Room Space (H)
Fan Room
Ship’s
Oxy/Acetylene Drying
Office Dn
Lockers Up
Dn Room
Up
Cooling Up
Garbage Tally Provisions Room Toilet Ship’s
Store Office Refrigerating Suez Crew (6) Laundry
Machinery Room
Up Up Dn Up Dn
2 SET
x36P
FO
Davit
Key
Primary Escape Route Rescue Boat Life Jacket Liferaft Embarkation Ladder
First Aid Kit Emergency Escape Lifebuoy Lifeboat Rescue Boat

Breathing Device
Stretcher Emergency Telephone Immersion Suit Muster Station

Illustration 6.3.6c Lifesaving Equipment - C, D and E Decks
SL
x6 x6 Catering
Gear Room
Up Dn Dn
Deck Up Dn Up
Crew Toilet/Shower 2nd
(F) Spare Engineer
Cofferdam Pool Safety/ Swimming Officer Day Room
Tank Deck Pool (B)
Toilet/Shower Dn
Store
Deck
Deck Crew 2nd
Cable Trunk Crew Cable Trunk (A) Cable Trunk Engineer
Air Space (G) Awning Bedroom
Elevator Toilet/Shower
Elevator
Deck Machinery
Crew Room Deck 4th
(H) Crew Engineer
(B)
Deck
Engine Crew Radio
Crew (C) Officer
(A)
Engine Provision
Crew Deck Electrician
Crane
(B) Crew
(D)
Deck
Engine Crew Spare
Crew (E) Officer
(C) (A)
Duct Server
Air Space Duct
Trunking Duct
Trunking
Air Crew’s
Dn Dn Day Room
Toilet Up Machinery Up Day Room
Room
Up Up Dn
Maintenance
Crew (2)
x2
Up Dn Dn
Toilet
Key
Primary Escape Route Life Jacket Immersion Suit SL Safety Locker

Illustration 6.3.6d Lifesaving Equipment - F, G and H Decks

Cleaning
Gear Room
Up
Chief
Engineer
Office
Dn Dn
Up Up Dn
Cable Trunk Cable Trunk Cable Trunk

Chief
Engineer
Chief
Engineer
2nd
Officer
3rd
Officer
Toilet/Shower
3rd
Engineer
Toilet/Shower
Dn Up Dn Up Dn Up
Chief
Officer Duct Duct
Duct Bedoom Trunking Trunking
Trunking Up Dn Up Dn
Up Dn
Chief
Officer
Day
Room
Locker
Key
Primary Escape Route
Life Jacket

Illustration 6.3.6e Lifesaving Equipment - I, J and Navigation Bridge Decks
J Deck Navigation Bridge

Deck
I Deck
Dn
Up Dn Up Dn
Cable Trunk Conference

Cable Trunk Room
Up
Elevator Elevator
Electrical
Equipment Pilot
Wheelhouse x3
Room x3
Engine Toilet/Shower
Casing Toilet x3
Engine
Casing
Captain Engine x12 x12
Bedroom Casing
Captain
Day
Room
Toilet
Battery Up Dn
Room
Captain
Dn
Dn Up Office
Duct Duct
Trunking Trunking
Up Dn
Up Dn Dn
Key
Emergency Escape
Primary Escape Route 2-Way VHF Transceiver Line-Throwing Appliance
Breathing Device
Life Jacket Emergency Telephone Radar Transponder Rocket Parachute Flares
Lifebuoy with Self-Igniting
Immersion Suit Satellite EPIRB Red Hand Flare
Light and Smoke Signal

Section 7: bridge equipment and operation
7.1 Bridge Layout and Equipment

Illustration 7.1a Bridge Layout
1 Key
1 - Overhead Console
2 - Steering Stand
7 3 4 5 3 - Conning Display
4 - S-Band Radar
8 6 5 - ECDIS
22 2 22 6 - Chart Console
7 - X-Band Radar
8 - Surveillance Console
9 9
9 - Smoke Detector
16 10 - No.1 Wheelhouse Group Panel
11 - No.2 Wheelhouse Group Panel

11 10 17 12 - Chart Table
15 13 - Radio Space
12 14 13
18 14 - GMDSS Console
15 - Lifesaving Equipment
9 16 - Fire Extinguisher
19
17 - EEBD
Elevator 20 20
Wheel 18 - Table
19 - Sofa
21 20 - Bookcase
21 - Toilet
22 - SART

7.1 bridge layout and Equipment • Bridge watch monitoring system reset panel. • Bow thruster control panel.
• Heated glass control panel. • Hand steering wheel.
The bridge consists of the wheelhouse, where normal navigation and
communication procedures are carried out, and the two bridge wing control • Manual and pneumatic fire damper closed indicators. • Steering repeater compass.
stations for use when berthing. The wheelhouse may be divided into three • Emergency generator engine running indicator. • Buzzer/flicker stop pushbuttons and test switch.
sections; the operations area with the two principal consoles forward, one port
and one starboard, the chart/navigation space and a GMDSS radio console • Gooseneck light switches and dimmer switch. • TMC display unit.
area. The port console comprises a workstation for the ACONIS-2000 central • Emergency stop pushbuttons (ES-3 and ES-4). • Switch units (position, auto, system/NFU).
alarm and monitoring system, the X-band radar display, the main fire detection
• Distress button panels for No.1 and No.2 Sat-C. • Gyrocompass operation unit.
panel and other equipment as listed below. The starboard console may be
subdivided into two sections; firstly the central steering and manoeuvring • Extension alarm panel. • Override switch, mode and on/off switch units.
console, and secondly the navigation section with the digital chart display and
• Public address control panel and microphone. • Magnetic compass dimmer switch.
the S-band radar. Equipment is sited for optimum advantage for navigating the
vessel. There are two group panels, No.1 and No.2, sited in the after section of • Additional fire pump start/stop pushbuttons. • No.1 auto steering unit.
the wheelhouse. • Bilge, fire and ballast pump start/stop pushbuttons. • No.2 auto steering unit.
The navigation and communication areas may be screened from the remainder • Main fire and GS pump start/stop pushbuttons.
of the wheelhouse using the dense (blackout) curtains provided. This allows Starboard (Navigation) Console
• X-band radar display, trackball and keyboard.
these areas to be used during the hours of darkness without affecting bridge The starboard console is an extension of the manoeuvring console and houses
watchkeeping. the following:
Centre Manoeuvring/Steering Console
• S-band radar display, trackball and keyboard.
Overhead Console The console is the primary manoeuvring position and contains the primary
control panels for the steering gear, main engine and transverse thruster unit: • Electronic chart display (ECDIS), trackball and keyboard.
Located centrally forward above the wheelhouse windows are a number of
display instruments, as follows: • Steering gear alarm buzzer. • Voyage data recorder operation panel.
• 3-hand clock. • Steering gear alarm lamps. • Gooseneck light switch.
• Main engine rpm indicator. • Gooseneck light switch. • Telephone directory.
• Speed log repeater. • Dimmer switch panels. • No.2 auto telephone.
• Clinometer. • Steering gear alarm panels and start and stop buttons. • Bridge watch monitoring system reset panel.
• Anemometer. • Conning display and operation unit. • Echo sounder recorder.
• Gyro repeater. • Whistle controller panel. • Automatic identification system control panel.
• Rate-of-turn indicator. • Annunciator unit. • No.2 DGPS navigator panel and selector switch.
• Telephone directory.
Port (Surveillance) Console Bridge Wing Consoles
• Harbour speed table.
The console occupies the forward port area of the wheelhouse and is divided Two manoeuvring consoles are provided on the bridge wings and house the
• No.2 VHF radio telephone and handset.
into four sections containing the following main equipment: following equipment:
• Main engine bridge control panel.
• ACONIS-2000 workstation. • Rudder angle indicator.
• Main generator engine running indication and availability
• Local fire fighting (ER water fog) repeater panel. • Morse signal key.
lamps.
• Fire detection central panel. • Whistle pushbutton.
• Main generator engine standby start pushbutton.
• Window wiper control panel. • Rudder angle indicator dimmer switch.
• No.1 auto telephone.
• General alarm pushbutton. • Harbour speed table.
• Sound powered telephone.
• Watertight door indicator panel. • Bow thruster control panel.
• Bridge watch monitoring system buzzer.
• Fire alarm manual call point. • Bow thruster ammeter.
• Emergency telegraph transmitter.
• Public address microphone and receptacle.

Illustration 7.1b Bridge Main Consoles
Bridge Main Consoles
28
28 28
28
30 35 36 40
76
77
29
8 33 39 72 74
7 37 38 78
32 28
41 79 81
28 31 82
13 34 42 47 73 75
6 45
12 80
46
5 44 83
11 27
10 25 26 43 28
9 19 24 51 52
18 71 84
48 49
17 23
16 22 50
53 54 55
3 15 21 59
1 14 20
16 56 57 58
2 15 60
14
63 64 65
62 66 67
70
4
61 69 68
86 92
85 87 88 89 90 91 93 94 95
Key
1 - AMS Display Unit 21 - Dimmer for Lamps 41 - Annunciator Unit 61 - Sound Powered Telephone 81 - Echo Sounder
2 - LAN Socket 22 - Gooseneck Lightswitch 1 42 - Telephone Directory 62 - Bow Thruster Control Panel 82 - AIS Controller
3 - Receptacle 23 - Gooseneck Lightswitch 2 43 - Handset for No.2 VHF Radio Telephone 63 - Lamp and Buzzer Test Switch 83 - No.2 DGPS Navigator
4 - AMS Operation Unit 24 - Emergency Stop Pushbutton ES-3 44 - No.2 VHF Radio Telephone 64 - Buzzer Stop 84 - Select Switch for DGPS
5 - Watertight Door Indicator Panel 25 - Emergency Stop Pushbutton ES-4 45 - Conning Display Operation Unit 65 - Flicker Stop
6 - Water Based Local Fire Fighting Repeater Panel 26 - No.1 Satcom-C Distress Pushutton 46 - Main Engine Bridge Panel 66 - System/NFU Switch Unit
7 - Fire Detection Central Panel 27 - No.2 Satcom-C Distress Pushbutton 47 - Speed Table 67 - No.1 Auto Steering Unit On Horizontal Panel Below Steering Wheel
8 - Window Wiper Controller 28 - Gooseneck Light 48 - Buzzer for Bridge Watch Alarm 68 - No.2 Auto Steering Unit
9 - General Alarm Pushbutton 29 - Gooseneck Lightswitch 3 49 - Bridge Watch Alarm Main Unit 69 - Steering Gear Alarm Lamps Dimmer 85 - Steering Gear Alarm Buzzer
10 - Manual Call Point 30 - Extension Alarm Panel 50 - Steering Repeater Compass 70 - Hand Steering Unit 86 - Dimmer Switch for Gooseneck Light No.4
11 - Bridge Watch Alarm Reset Unit 31 - Mic and Hook for PA 51 - Transmitting Magnetic Compass Display Unit 71 - Generator Engine Indication Lamps 87 - Dimmer Switch for Emergency Telegraph
12 - Smoke Detector Repeater Panel 32 - Public Address Controller 52 - Gyrocompass Operation Unit 72 - S-Band Radar Display Unit 88 - Dimmer Switch for O’Head Rudder Angle Indicator
13 - Heated Glass Controller 33 - X-Band Radar Display Unit 53 - Position Switch Unit 73 - S-Band Radar Operation Unit 89 - Second Adjustment and Dimmer Switch for Clock
14 - Additional Fire Pump Start/Stop 34 - X-Band Radar Operation Unit 54 - Override Switch Unit 74 - No.1 ECDIS Display Unit 90 - Dimmer Switch for Main Engine RPM Indicator
15 - Bilge, Fire and Ballast Pump Start Stop 35 - No.2 Steering Gear Alarm Panel 55 - Override On/Off Switch Unit 75 - No.1 ECDIS Operation Unit 91 - Dimmer Switch for Speed Log Display
16 - Main Fire and General Service Pump Start/Stop 36 - No.1 Steering Gear Alarm Panel 56 - Autopilot Switch Unit 76 - No.2 Auto Telephone 92 - Dimmer Switch for Clinometer
17 - Manual Damper Close Indicator 37 - No.2 Steering Gear Start/Stop 57 - Magnetic Compass Dimmer 77 - VDR Operation Panel 93 - Dimmer and Power Switch for Anemometer
18 - Pneumatic Damper Close Indicator 38 - No.1 Steering Gear Start/Stop 58 - Mode Switch Unit 78 - Gooseneck Lightswitch 5 94 - Dimmer Switch for Gyro Digital Repeater
19 - Emergency Generator Run Indicator 39 - Conning Display Unit 59 - Emergency Telegraph Transmitter 79 - Bridge Alarm Reset Unit 95 - Dimmer Switch for Rate of Turn Indicator
20 - Lamp Test 40 - Whistle Controller 60 - No.1 Auto Telephone 80 - Telephone Directory

• Manoeuvring control panel. Illustration 7.1c Overhead Console
• Voyage data recorder microphone.
• Bridge watch buzzer and reset pushbutton. 3-Hand Clock M/E RPM Indicator Speed Log Remote Display Clinometer Anemometer Gyro Digital Repeater Rate Of Turn Indicator
• No.1 VHF connection box and handset.
0
• NFU switch (rudder, control lamp and dimmer). 11

12
1
0 BOW PORT-STBD
FORE-AFT
30 30
0
50 50 Anemometer
10 10
60 60
10 2 HDG/G 20 20
9 3
No.1 Group Panel
083.1°
90 90
100 100
4
40
40
8
30 RATE OF TURN 30
120 120 30
20
30 120 120
20
The group panel utilises the radio table space and contains the following
10 0 10 PORT STBD
7 5
ASTERN AHEAD
min
6 rpm 150 150
equipment:
180
• No.1 VHF radio telephone and handset.

• Bridge watch monitoring system reset unit.
• 220V receptacles.
The forward side of the panel is the location for the following:
• Navigation light control panel.
• Signal light control panel.
• Outside light control panel.
No.2 Group Panel

The group panel utilises the chart table space and contains the following
equipment:
• Weather fax receiver.
• No.2 (planning) ECDIS.
• Chart table lights.
• NAVTEX printer and receiver.
• No.1 GDPS navigator.
• Speed log main display.
• Master clock.
• 220V receptacles.
The forward side of the panel is the location for the following:
• Duct heater control panel.
• Course recorder.
• Main engine telegraph logger.

Illustration 7.1d No.1 Bridge Group Panel
Rear View
Key
7
1 - Navigation Light Control Panel
6
2 - Signal Light Control Panel
3 - Outside Light Control Panel

8 8
4 - No.1 VHF Radio Telephone
5 - No.1 VHF Handset
6 - Bridge Watch Alarm Reset Unit
7 - Socket for Auto Telephone

Radio Table Space
8 - Receptacle for AC 220V
Front View
1 2 3
Drawing Reference: MES072.03, No.1 W/H Group Panel

Illustration 7.1e No.2 Bridge Group Panel
Rear View
10 10
Key
1 - Duct Heater Control Panel

11 6 4 5
8
2 - Course Recorder
9
7 7 3 - Main Engine Telegraph Logger
12
4 - Speed Log Main Display
5 - Master Clock
6 - No.1 DGPS Navigator
7 - Receptacle for AC 220V
Chart Table Space 8 - NAVTEX Receiver
9 - NAVTEX Printer
10 - Chart Light
11 - Weather Fax
12 - No.2 (Planning) ECDIS
Front View
1 2 3
Drawing Reference: MES072.04, No.2 W/H Group Panel

Illustration 7.1f Bridge Wing Console
Bridge Wing Console (Port)
Key
1 - Rudder Angle Indicator

2 - Rudder Angle Indicator Dimmer Switch
5
0
5 200
300 3 - Bow Thruster Ammeter
10 10 400
100 4 - PA Microphone Receptacle
15 15
0 1200 5 - Microphone and Hook for PA
20 20
A
PORT
STBD
25 25 2 6 - VDR Microphone
4 5
30 30 3 7 - Bridge Watch Buzzer
35 35
40 40 8 - Bridge Watch Reset Unit
9 - No.1 VHF Handset
1 10 - No.1 VHF Connection Box
6
HARBOUR SPEED TABLE 11 - NFU Switch Rudder
10 30
12 - Control Lamp for NFU Switch

0 40
13 - Dimmer for NFU Control Lamp

14 - Main Engine Control Panel
15 - Bow Thruster Control Panel
17
18 16 - Whistle Pushbutton
10 30
7
17 - Morse Signal Key
0 40
18 - Harbour Speed Table

STBD
10
10
STOP
PITCH INDICATOR
5
5
10
0
0
BOW THRUSTER CONTROLLER
8
5
THRUSTER
CONTROL
9
AVAIL
RUN
PORT
10
10
CONTROL
16
AVAIL
FLICKER
BUZZER
1. DON'T USE THE THRUSTER AT THE SHIP
CONSTANT PITCH WHEN CHANGE OVER

STOP
2. SET THE CONTROL DIAL AT THE SAME

POSITION AS ORIGINAL TO KEEP A
CAUTION
BUZZER
LAMP
TEST
CONTROLLER ABNORMAL
THE CONTROL STATION.

INTEGRATED ALARM
SPEED OVER 5 KNOTS

BRIGHT
12
DARK
11 13
15 14
Drawing Reference: MES072.02-11. Wing Port Console

7.2 Integrated Navigation System (INS)
7.2.1 Radar Systems
7.2.2 Electronic Chart Display and Information System (ECDIS)

7.2 Integrated Navigation System (INS) Each workstation is linked via an ECDIS LAN hub in the chart table so that Down the right side of the screen is information relating to own ship, target
data input to one computer is available at all workstations. A workstation can tracking, target data (AIS and tracked), main menu, screen parameters, and
7.2.1 Radar Systems be connected via an inter-switch to any one of the scanner units, and can be alarms.
selected as the master display for controlling that scanner, or as a slave display
Manufacturer: JRC when the inter-switch option is provided. Frequently used functions can be directly activated and manipulated from the
screen soft keys without opening the menu.
Type: 9122 9XA (25kW X-Band),
The radar systems exchange data to/from the following:
9132 SA (30kW S-Band)
The PPI displays navigational information in the form of ship and land echoes.
• Speed log
Also shown on the screen are heading line, rings, bearing lines and safety zones
• Gyrocompass etc, which may be manipulated by the operator.
Introduction
• DGPS
CAUTION • AIS Operating Procedures
The radar is an aid to navigation and should not be relied upon as a sole • ECDIS
means of detecting the potential of a risk of collision. When in use, the Mode displays are standard bearing indication of north-up/course-up/head-up,
radar does not relieve the operator from keeping a visual lookout for • BWMS with presentation mode RM (Relative Motion) display with true trail, RM
potential dangers. • External radar display display with relative trail, TM (True Motion) display.
• VDR Four navigation themes may be utilised, facilitating the optimised radar image,
Basic Principle of Radar particularly useful to the dynamically changing conditions. For specific areas,
Radar is an acronym of RAdio Detection And Ranging, and uses a transceiver Display the operator may select on the FUNC key, coastal or deep-sea mode, and for
to transmit a high energy 25 - 30kW pulse at high frequency from a rotating weather, a storm or rain mode. The themes may be customised to set the radar
The screen is divided into a number of areas. On the four corners, upper image as required.
antenna. This antenna consists of a slotted waveguide designed to produce
left/right, lower left/right, outside the PPI are displayed functions and settings
the correct polar pattern for a narrow beam width, the same antenna is used
which may be adjusted by using the trackball cursor, or in some cases the
for transmission and reception. The very small energy echoes from the target
control panel. The radar control panel is located below the display screen.
are highly amplified prior to being displayed on the Plan Position Indicator
(PPI), which in this case is 320mm. The exact time delay can be measured,
The cursor inside the PPI takes the form of a cross and outside the PPI is in
and the distance to the medium calculated. The direction from which the wave
the form of an arrow.
is received can be easily measured as an azimuth bearing with reference to a
selected datum point.
Illustration 7.2.1a Control Panel
The system consists of two bridge console mounted 23” NWZ-170 LCD
radar displays, one X-band (3cm) using a 9’ antenna located port of the centre
console, and one S-band (10cm) using a 12’ antenna located starboard of the POWER
PWR
ACK
centre console. The radars are supplied with 220V from the distribution panel
LPD-2 and 24V DC from the wheelhouse battery switchboard. Both radars PWR FAIL
have a range scale of 0.125/0.25/0.5/0.75/1.5/3/6/12/24/48/96nm.

+
Each radar is equipped with an ARPA (Automatic Radar Plotting Aid) facility, TX ALARM
STBY RANGE
allowing up to 100 mobile targets to be tracked at any one time. Hazardous ACK
targets are represented by shapes and colours of symbols, together with TUNE RAIN SEA GAIN
-
audible warnings. The AIS targets number up to 300 (sleeping + activated),
100 (activated). EBL1 EBL2
T/R
VECT
TGT
DATA
ACQ
MANUAL
ACQ
CANCEL VRM1 VRM2
The Constaview™ refreshes the image every 16ms. Despite heading changes, DAY AIS/ HL DATA
NIGHT TT OFF OFF
trails are always true. Using three high-speed processors, all information
gathered by the radar is processed within a few milliseconds before display, OPTION
PANEL USER OPTION
generating a smooth image rotation when sailing in Head-Up mode. When 1 2
switching to North-Up, the new radar image is displayed without any delay
caused by the scanner rotation.

Procedure to Turn the Radar Unit On The automatic anti-clutter rain control takes into account all individual regions LIMIT - TCPA Setting
of precipitation on the display. By positioning the trackball on this function, the keypad can be used to enter a
WARNING desired time setting input by pressing ENT on completion.
Before starting up the radar, ensure that no personnel are working
above or in the vicinity of the radar scanners. Serious or fatal injuries Soft Keys LIMIT - CPA Setting
may result from being struck by a rotating scanner. By positioning the trackball on this function, the keypad can be used to enter a
Soft key selected functions listed as follows: desired range setting input by pressing ENT on completion.
Note: Before switching the radar on, always make a visual check of the radar
scanner to ensure that it is clear of any obstructions, such as halyards etc. Inter-switch Connection VECTOR - Length Setting
Opens the inter-switch menu to select the desired scanner/radar configuration. Following trackball selection, the keypad can be used to enter a desired vector
Press the POWER button, the power lamp is illuminated, and the warm-up time length setting of 1 to 60 minutes (1 minute step).
will be displayed on the radar display. Note: This function is operable only when the radar is in the standby mode.
Set/Drift
When ‘STANDBY’ is displayed, press the TX/STBY button, radar transmission Interference Rejection (IR) Following trackball selection, the keypad can be used to enter a set (heading)
starts and the scanner rotates. ‘TRANSMIT’ replaces ‘STANDBY’ on the Turns the interference rejector ON or OFF to reduce patterns from local radar or drift (speed) current value input.
display. transmissions.
SPEED
Select the required radar parameters such as range, gain, rings etc, on either the TRACK Selects the speed input unit; MANUAL, LOG, 2AXW or 2AXG.
control panel or by use of the cursor over the soft keys. Turns own ship’s track ON or OFF.
Manual Input of Own Ship’s Speed
Note: This function is operable only when the latitude and longitude data and By positioning the trackball on this function, the keypad can be used to enter a
Radar Tune manual speed input by pressing ENT on completion.
course data are received from an external source.
Press the TUNE button and the AUTO menu will be displayed. Optimum
tuning will take place automatically. Manual tuning may be carried out if TRAILS Note: This function is operable only when MANUAL is selected for the
required. Pressing the tune control toggles between auto and manual. Trail indication is in 3 stages: short, middle, long (for example, speed unit setting.
off/0.25/0.5/1/3/6/10/15-min).
Clutter Control CPA RING
PROC Turns the CPA RING indication ON or OFF as desired.
In rough weather conditions, returns from the sea surface are received over Allows selection of the radar video processing mode or OFF.
several miles around the vessel, and can mask targets close to the own ship.
Note: CPA RING cannot be turned ON when the vector mode is TRUE.
This situation can be improved by suppressing echoes from the sea by correct ENH
adjustment of the SEA (Anti-Clutter Sea) control. Video enhancement ON or OFF. Enhancement is by adding pixels to targets
displayed on the radar image, allowing an improved degree of discrimination. Variable Range Markers (VRM)/Electronic Bearing Lines
The effect of the anti-clutter sea control is more useful on short ranges.
(EBL)
Processing Function
Rain clutter is used in the same way as sea clutter to reduce returns from Variable Range Markers (VRM)
Sets the processing setting mode between FUNC OFF, FUNC1, FUNC2,
precipitation. FUNC3, FUNC4. There are two variable range markers available, VRM1 and VRM2. Each VRM
can be adjusted independently of the other. The range from own ship, or the
Automatic Clutter Setting Starting Point of EBL1/2 range between two objects, can be measured using a VRM (0.000 - 100.0nm).
Determines whether the starting point of the EBL1 is placed at the centre of the
Pressing the SEA or RAIN control panel or soft controls will toggle Auto and
radar display (C) or at any position on the radar display (O). Electronic Bearing Lines (EBL)
Manual. Pressing the sea control has an additional Semi Auto mode.
Date and Time Indication Mode There are two electronic bearing lines available, EBL1 and EBL2 (centre/
The automatic anti-clutter sea function has the advantage that the clutter values independent) 000.0° - 359.9°, numerical indication in 4 digits. Each EBL can
Sets the mode of the date and time indicated on the radar display between U
recorded in the upwind direction are different from those in the downwind be adjusted independently of the other. The bearing from own ship, or the
(universal time), L (local time), or clock symbol (no time).
direction. bearing between two objects, can be measured.
NAV
Note: Anti-clutter sea and anti-clutter rain cannot be set to automatic at the Opens a list of navigation information files stored in the NAV/MAP INFO
same time. menu.

Starting Point of EBL Cancel the Ship’s Heading Line Display of Navigational Information
The starting point of the EBL can be set to either the centre of the display (C) It is possible to hide the ship’s heading line momentarily using HL OFF key.
or to any offset position (O) on the radar display. Navigational information such as waypoint marks, and up to 256 points of
NAV lines, coastlines, depth contours, and NAV marks can be created, edited
Parallel Index Lines (PI) and displayed on the radar.
Floating EBL
Parallel indexing is a useful navigational method of monitoring the cross-track
The starting point of the EBL may be moved to a selected position. This is tendency of the vessel in any condition of visibility, and additionally can be Displaying Waypoint Marks
a useful function when the bearing from a certain position is being taken used to monitor other events such as wheel-over positions.
repeatedly. If waypoint information is sent from navigation equipment, a waypoint mark
will appear on the radar display. If the waypoint appears within the radar
Marks display it is displayed as OWP.
Note: The course data and the own ship’s latitude and longitude data are
required to activate this function. With this function switched ON, the A maximum of 20 marks can be displayed at arbitrary positions. A mark can
starting point will be returned to the display centre if the starting point of be used by the operator after pressing the mark key to indicate a position in Displaying NAV INFO
EBL1 is moved to outside of the radar display. latitude and longitude. A mark is indicated by a hollow square located using
the cursor at the required position. It is possible to display or hide the following navigational data by switching
them ON or OFF.
Pulse Length 1. Own ship mark [OS MARK]
Range Rings
The pulse length can be changed between short pulse (SP), medium pulse (MP) 2. NAV lines [NAV LINE]
and long pulse (LP) on the 0.75, 1.5, 3, 6, 12 and 16nm ranges. The current The Range Ring button enables the operator to toggle the display of range rings
pulse length is displayed in the top left-hand corner of the display. To change on or off. 3. Coast lines [COAST]
the pulse length, press the PL key, each successive press of the key switches 4. Depth contour [CONTOUR]
between SP, MP and LP. Acquisition Zones
5. Mark 1 [MARK 1]
A zone can be set up to monitor, or to automatically acquire targets entering
Note: Use of long pulse improves target reception, but also increases clutter 6. Mark 2 [MARK 2]
the zone.
returns. Use of short pulse decreases reception of weaker targets, but also 7. Mark 3 [MARK 3]
clutter decreases, resulting in better target detection. The Targets facility provides information and management of all targets, 8. Mark 4 [MARK 4]
including locally tracked targets and AIS targets.
Bearing Display Mode (AZI Mode)
To open the acquisition zones menu, left-click on the Targets button in the main Basic ARPA Functions
Relative Motion (RM) menu list.
Initial Settings
There are three displays available in relative motion:
• Head-up - Unstabilised. Checking the Operational Status Collision Avoidance
• Course-up - Compass-stabilised relative to own ship’s course. A test facility is provided to check the operational status of the equipment. To TCPA and CPA limits can be preset so that if the actual values fall short of
display the TEST MENU, press the TEST key to show the options as follows: these limits, the DANGEROUS TGT alarm will appear. The radar computes
• North-up - Compass-stabilised with reference to north. the TCPA and CPA values for all targets being tracked. If these values fall short
1. SELF CHECK
of the set limits, the following sequence of events is initiated:
True Motion (TM) 2. PANEL TEST
• DANGEROUS TGT alarm appears.
3. ARPA TEST
• North-up - Ground or sea stabilised with compass and speed • The target causing the alarm is indicated on the display by
inputs. 4. MAG CURRENT (OFF, ON) means of a flashing triangle symbol.
5. PM (OFF, ON) • The target data display is automatically switched on and the
True motion/relative motion mode is toggled by pressing the TM/RM key. symbol is marked with the target label.
6. ERROR LOGGING
In the True Motion mode, own ship moves across the screen. Land and other 7. SYSTEM INFO
fixed targets are stationary on the display. Own ship’s position offsets to a Ship’s Speed
0. EXIT
position about 60% of the display radius in the opposite direction to the course Under normal circumstances, the speed data will be supplied from the speed
heading. At a position approximately 66% of the display radius along its track log, however, when required, manual speed input is available.
it will reset itself to a point 60% opposite to the course heading again.

Target Plotting The data for up to 2 selected targets can be displayed in tabular form on the
right-hand side of the display, the target ID is displayed followed by:
Targets can be plotted automatically or manually. If targets are being plotted
automatically, targets entering a guard zone will be plotted. If there are no • BRG Bearing of target
guard zones set by the operator, then a guard zone of 3nm and ± 45° in the
• RNG Range of target
direction of own ship will be set.
• CSE Course
Screen Ship Data Display • SPD Speed
• CPA The distance to the closest point of approach
Own Ship Information • TCPA Time to closest point of approach

HDG CMPS 245.0 ° • BCR Bow crossing range
SPD 2AXG 15.6 kn • BCT Bow crossing time
COG 245.6 °
SOG 15.8 kn
UTC 2011-07-10 19:02 Performance Monitor
GPS 55°14.350N
A performance monitor is located near the scanner which collects a small
WGS84 11° 55.234E amount of the transmitted power, and then uses this to produce a pattern on the
Target Information TT/AIS
display in order to check overall transmission and/or reception performance.
Vector R 6 min
Limit 1.5 NM 10 min
Past POSN R 0.5 NM
Trial Manoeuvre
AIS Association
Filter Range The trial manoeuvre function allows the operator to simulate a change in own
Trails T
ship’s course and/or speed and to view the effects of the manoeuvre on the
AIS ID 1
Name ARPA unit.
BRITISH LIGHT
Call Sign GXRT For additional information, refer to the manufacturer’s manual.
MMSI 422459111
COG 210.0 °
SOG 30.2 kn
CPA 6.56 NM
TCPA 7.6 min
TT ID 3
BRG 344.0 °
Range 3.8 NM
Course 279.7 °
Speed 9.2 kn
CPA 1.0 NM
TCPA 5988.6 min
BCR 3.18 NM
BCT 19.2 min
Target Main PI
TT AIS AZ
Track Route U. Map
< Brilliance
<
Panel VID TT
Day 2
No Alarm

Illustration 7.2.2a ECDIS Display Screen
Own Ship INFO [CCRP1]

E Q U AT O R I A L
HDG (GYRO) 051.0O
STW 17.3Okn
4725 4762
4837 (LOG)
COG 050.0
4627
4875 (GPS)
SOG 17.4 kn
4689
4718
(GPS)
4005 4898 4914 4892
4907 5007
4949 LMT 2010-04-24 10:54:29 +06:00
o
7 14.821’S
4823
4572 POSN1
GPS1
76 20.037’E
4829 4837 2665
WGS-84 o
5087 4897 3572 Afanasiy
1549
4943
4996
CTS ***.* O
4194 5139
4755 2882
Vector T 10 min
5019
5049 5088 4958
5084 4877
Depth (***) ***.* m
4963 5007 3416
5047
4914 491
4707
4755
4934
AIS Association
5018
Filter Ring Sector
3244 4349
5011
5121 4749 4887 READY AUTO
4641
4523 5936
ROUTE DUR_TPP
4890
5082
5194 4993 To WPT 008:
5192
4905
5130 DIST 1364.3 NM BGR 053.3O
4755 5135 4220
5168 5192 CALC Drift Route WPT Pair
5190
5183 DEST 23 2009.4 NM
5294 5249 5119
5203
4846 SPD Actual 17.4 kn
5115
5203
TTG 115:28:52
5732 4996
5287 5283 ETA 04-29 00:23
5236
Chart INFO [RCDS]
4187 5263
4393 5146
4993 MOB
5541
4973 1:3,500,000
Port List 1:2,377,935
5207 4971
5111 4625 5291
Home 235.7 NM
5298
3938
4682
4990 4614 Small Chart Free
2410 5166 4426 4899 Large Chart 0O00.000’N
5281
4881 5465 Select Chart 0O00.000’E
4766
5399
5263
5051 Brilliance
5281 Panel VID TGT
5121 M I D I N D I A N 5475
Day1
A5 5260 5433
4839 5483 4836 5116
5283
Security failed Alarm
4846 4186
Security failed List
To WPT 8 TTG 78:24:20 ETA 04-27 11:18 XTD S 1724 m XTL P 1852, S 1852 T 061.9O 5o37,671’S
Next WPT 9 CRS 090.0 3 Alarms 3 Warnings E 205.9 NM 79o21,529’E

7.2.2 Electronic Chart Display and Information Operation Ship position refers to the vessel ability to calculate and maintain the ship’s
System (ECDIS) position up to date during a voyage.
The operation of the ECDIS unit is carried out via the control panel, and also
Manufacturer: Japan Radio Co. Ltd. by use of the trackball cursor and on-screen drop-down menus. Some of the Ship monitoring is a continuous check of navigation data, user actions and the
Type: JAN-901B on-screen controls duplicate the discrete controls on the control panel. general performance of the system. The electronic charts are displayed as part
of the monitoring system.
ECDIS Display
Introduction Power-Up the System
The display screen is divided into two main areas:
The ECDIS allows for the display of electronic charts on bridge-mounted Confirm there is no disk in the disk drive which would prevent normal start-
• Chart area
displays. Although not a substitute for paper charts, are a useful tool for up.
navigation, with the capability to display selected information or radar overlay • Display panel
in a convenient format. Press the POWER key, the key will be illuminated. Select the start-up screen
The top half of the display panel displays own ship data. Beneath this panel is from the menu options displayed if required. The start-up screen will be
The ECDIS installation comprises a bridge console-mounted display terminal, an information panel, which gives route monitoring information. Beneath this automatically displayed should the menu E key be highlighted or no selection
starboard of the S-Band console, and a conning display on the centre console. panel is a chart panel for the display of chart data, which will vary dependent is made within 10 seconds.
The system allows the simultaneous display of both vector charts (for example, on the type of chart in use.
S57), and raster charts (for example, ARCS). A number of safety functions Confirm that the Navigation and Planning screen is displayed shortly after the
are provided, including a crossing alarm function, and a guard ring function Chart Material start-up screen appears.
associated with safety contours and dangerous areas. Navigational information
The types of electronic chart that can be displayed are: Adjust the on-screen brightness control if required. Pressing the Day/Night key
is provided from various items of bridge equipment which can be shown on the
ECDIS display as required. • S57ed3 ENC (vector) on the control panel will cycle through various colour settings.
• CM-93 (vector) To switch off, press the POWER key on the control panel.
Both ECDIS are supplied with 220V from the bridge distribution panel.
• ARCS (raster)
Conning display is connected via a LAN cable to the ECDIS main hub and to Display Screen
the VDR. A chart may be coded for computer use, either as a raster or vector chart. A
technique for vector charts is called S57ed3 and this is approved by the IMO The ECDIS screen has several operating areas including a menu bar across the
as the only alternative for SOLAS electronic charts, and when approved it is top of the screen (selected on the screen MENU button), a display area down
The ECDIS transfers data to/from the following:
known as an Electronic Navigational Chart (ENC). Zoom scale using a vector the right-hand side of the screen, a tracking TCS bar along the bottom of the
• DGPS 1 and 2 chart is 1:1000 to 1:50,000,000. Charts issued by the private Company C-MAP screen, and the electronic chart area which occupies the remaining 80% of the
• Gyrocompass are known as CM-93/2 and are NON-ENC. screen.
• Anemometer The MENU key at the top of the display panel will open a menu bar across the
ARCS charts are exact copies of British Admiralty paper charts, and share a
• Rudder angle indicator common numbering system. They are supplied on a weekly update CD-ROM. top of the chart area. This menu is used to access and input data necessary to
Currently around 2700 ARCS charts are available on 11 CD-ROMs covering control the ECDIS.
• Rate of turn (gyro)
the world’s major trading routes and ports. Zoom scale using a raster chart is
• Autopilot twice the original paper chart scale. Selecting any of the menus on the menu bar will open drop-down sub-menus.
Options are available within sub-menus. To close the menu bar, left-click the
• Speed log
The ECDIS can be used by the operator to carry out voyage planning, ship MENU key.
• AIS position and ship monitoring functions. Some of the functions are performed
• Echo sounder automatically, whilst others require an input from the operator. A soft keyboard option is available on the display for entering of numerical
data. This can be opened by pressing Option 2 on the control panel.
• NAVTEX
Voyage planning refers to the preparation stage for an upcoming voyage and
• X-Band and S-Band radar includes the following: An alternative short-cut menu is available by right-clicking on the chart area.
This menu contains commonly used functions with sub-menus for some
• VDR • Route planning items.
• BWMS • Route calculation
• Chart planning
• User chart planning

Charts Motion/Azimuth Mode Routes
Chart Selection (ARCS/S57) This display will differ depending on the type of chart in use. Azimuth mode Route Sailing Procedure
is not available on ARCS charts. The drop-down list in the chart section of the
Charts can be selected from all the charts available on the hard disk.
display panel will indicate which modes are available. The mode is selected 1. Select the required route
from these drop-down lists. 2. Select ‘To WP’
Note: If Preview is turned on, a low resolution chart of the temporarily
chosen chart will be displayed. Motion Mode: 3. Initially, move the ship manually to start of route
• True - Ship moves across a fixed chart. The chart is shifted when 4. Monitor waypoints during passage
High resolution is available when using ARCS charts.
the ship reaches a predetermined point. 5. Final destination ROUTE alarm occurs
Multi/Wide View (S-57 and C-MAP) • Relative - Own ship is fixed in the centre of the display and the 6. Unload the route from the system
chart moves relative to the ship.
This function will allow for the simultaneous display of two windows, with
• Free - The chart can be freely rotated in any direction, but the When the route name is selected, it is read from hard disk, and the route image
different views of the same chart or two different chart areas.
ship can disappear off the screen as it moves. is displayed on the chart. A Select Route panel may also be opened via the
main MENU.
An overview of the chart area is displayed in the chart panel, with the chosen
view areas indicated by boxes. Azimuth Mode:
• North up - The chart is always correctly aligned with North. Select Waypoint Using the Display Panel
Wide Range View will open a window in the chart area of the display panel, There are two methods, automatic and manual, for selecting the waypoint
• Course up - Own ship heading line always points to the top of
with the wide view area shown by a blue box. The main chart screen now number. The waypoint number that the ship is currently heading to is
the screen.
represents the area of the blue box. displayed.
• Rotation - The chart may be rotated a specified number of
degrees.
Zoom Function (S-57 Charts) Automatic Selection (Auto Select)
A selected chart area can be zoomed by using the ZOOM key on the display The waypoint nearest the current position becomes the next waypoint. When
Chart Redraw
panel. own ship passes this waypoint, the waypoint is automatically updated to the
When the ship reaches a predetermined position on the chart, the chart is next waypoint.
automatically redrawn with the ship position reset for continued movement
Chart Shift
across the screen.
The chart can be shifted by dragging with the cursor after pressing the HOME Manual Selection
button to centre the cursor. To select any waypoint manually, open the ‘To WP’ list.
EBL/VRM
These are positioned by use of the control panel EBL/VRM keys and the panel
Chart Objects Information For example, when starting from the beginning of the selected route, left-click
rotary controls. Holding the key for more than 2 seconds allows for offsetting
1 in the ‘To WP’ drop-down list.
The cursor may be used to select an object on the chart. Left-clicking on the the base. Move the base using the cursor and left-click to anchor. The line is
object will open an information panel. now controlled as normal with the rotary control. Holding the key for more
than 2 seconds, again resets the base to ship’s position. Selecting a ROUTE and ‘To WP’ Using the MENU
Event Mark Open the Select Route panel.
The operator can mark an event on the chart which can represent an incident, Display the Radar Image (JAN-901)
The selected route is displayed on the chart. The name of this route is displayed
information or highlight an area. Select Mark/Highlighting from the chart The radar image can be toggled on or off by pressing the RADAR key on the
on the ROUTE panel of the display panel.
menu and follow the on-screen prompts. control panel or radar overlay ON/OFF from the menu.
The selected WP is displayed on the ‘To WP’ panel of the display panel.
For highlighting an area, enter the co-ordinates in the Location/Attributes The radar image can be adjusted from the control panel by use of the Rain, Sea
panel. and Clutter controls.
Route Planning
This can be done either in the Table Editor or Graphics Editor.
CAUTION
Routes must be entered in accordance with WGS-84.

Route Planning with Table Editor Waypoint Alarm Safety Features
Route data is entered in the table numerically by entering route details such as During transit of the planned route, an alarm will be sounded each time a Alarms
waypoint values. A route table menu can be selected by a left-click on MENU waypoint boundary is crossed. The alarm must be acknowledged at the control
When an alarm occurs, a buzzer will sound and the alarm button on the display
in the route table panel. panel, and the vessel turn for the next leg of the route must be initiated.
panel flashes red to notify the operator of an alarm. At the same time, the
details of the alarm are displayed in Message Display Area 1.
The Table Editor panel allows the operator to enter or edit route details. Name At the end of the route, an end of route alarm will sound. Check the alarm
and save the route on completion. contents and acknowledge the alarm.
Two alarm buttons and the Alarm List button are used on the display panel.
Alarm buttons are used to display the abbreviated name of the alarm. While
Route planning can also be selected by pressing the Route Plan key on the
ARPA/AIS Target Display the Alarm List button is used to open the Alarm List panel to see the details of
control panel.
The target information sent from the radar currently selected will be the alarm.
superimposed on the chart.
Route Planning with Graphics Editor The Alarm List can also be selected from the other display menus.
Route planning is carried out by entering points on the displayed route chart. On the menu ARPA 1, ARPA 2, and AIS can be independently selected.
Selecting ALL can turn ON and OFF ARPA 1, ARPA 2 and AIS displays at Options can be selected from the MENU alarm options. Various alarm limits
the same time. can be set in the panel as required by the operator.
The Graphic Editing screen allows the operator to make or edit the route
graphically by placing the waypoints on the screen using the cursor. A Graphic
Editor menu is available when in this mode. Panel Display of ARPA/AIS Target Information Depth Alarm
Select the ARPA/AIS target displayed on the screen, ARPA/AIS information Alarms can be set for activation at various water depths. This can be set in the
Name and save the route on completion.
will be displayed on the Selected Target panel. chart options panel which is opened via the MENU.
Default Route Parameters Alternatively, press the TGT DATA key on the control panel. Set ARPA/AIS Options
The route parameters can be set in the Route Plan Option panel. This is opened
Target danger (CPA and TCPA) and priority (ring and sector) status can be
via the main MENU, Route, Options. A full list can be displayed from the MENU which will show details of all
preset. The AIS symbols displayed will change to represent their new status.
targets including CPA and TCPA.
The width of the route may be set by entering a port and starboard distance.
The type of route (Rhumb Line or Great Circle), Rate of Turn, Turn Radius etc, For more detailed information on the ECDIS functions available, refer to the
Activating and Deactivating AIS Targets
can also be selected. operator’s manual.
The default for AIS targets display is in the inactive state.
Insert, Delete or Move Waypoints
Deactivating AIS
To insert a waypoint, select the leg to be changed, select INSERT and position
the new waypoint, left-click to fix the position. The waypoint list will be On the operation panel, press the AIS IN-ACT key.
updated.
For additional information, refer to the manufacturer’s manual.
Select the waypoint to be moved with the cursor and left-click the MOVE key.
Move the waypoint with the cursor to a new position and left-click to complete
the move.
Select a waypoint to be deleted and left-click the DELETE key.

Conning Display Track Control System (TCS) and radar overlay is not available with JAN-
2000.
Manufacturer: JRC
The information is displayed both in digital and analogue form dependent
Type: JAN-2000-CON
on the sensor information being displayed. The screen has two areas, a main
block showing navigation data, and a function block showing alarms and set-up
The conning display is provided to display essential navigation data and ship option. A console-mounted operation unit contains a trackball, mouse buttons,
parameters combined on one display screen for safe navigation of the ship. and an audio/visual alarm.
The 23” NWZ-170-E conning display is located on the bridge central console. The conning display requires 220V from the LPD-2 distribution panel and 24V
Sensor input data and ship control orders via a LAN are displayed on a screen DC from the distribution board.
in a form which is easily analysed by the Captain or officer of the watch. It is
designed for easy viewing up to 2 metres away from the screen. The conning processor is connected via LAN cables to the ECDIS main hub
and to VDR.
Navi 1 Screen
The following data may be displayed:
Course Bar • Rudder orders
Date & Position
Wind/Current • Telegraph orders
• Propeller
TCS
• Wind parameters
Climate Ship Waypoint OR • Depth
(Voyage or Thruster
Docking) • Speed
Depth • Gyrocompass data
Engine Draught
• Ship data
Telegraph
• Route data
Function Block
• Off course alarm
Navi Button • Command and alarm line
Navi 2 Screen A day/night soft key allows the display colour to be adjusted in five steps.
Course Bar Three soft keys allow for the display of alarm history, alarm list or the normal
Date & Position navigation screen.
Wind/Current
The Navi soft key allows for some of the screen blocks on the main block to
TCS be adjusted as required by selecting Navi 1 or Navi 2 screen. The sensor data
inputs are preset on the configuration set window.
Climate Ship
Waypoint OR
(Voyage or
Thruster On the Navi 1 screen are Depth block, Engine Telegraph block and Draught
Docking)
Depth Graph
block. These are changed on the Navi 2 screen to show Depth Graph block,
Engine Graph block, Draught block and Heading Rudder block. The other
Engine Graph Heading/
information blocks are unchanged. The Ship block has two display options
Rudder (Voyage or Docking). The Docking mode shows the tunnel thruster parameters
Draught
on the Ship block and the Waypoint block becomes a Thruster block, as
shown.
Function Block
Navi Button

Route Planning Station Route Planning
This can be done either in the Table Editor or Graphics Editor.
Manufacturer: JRC
Type: JAN 2000 CAUTION
Routes must be entered in accordance with WGS-84.
The ECDIS planning station can be used by the operator to carry out voyage
planning, ship position and ship monitoring functions. Some of the functions Table Editor requires the waypoints to be entered via a displayed table. The
are performed automatically, whilst others require an input from the operator. Graphic Editor allows waypoints to be placed in a plan format using the
cursor.
The planning display is an 19” monitor located adjacent to the chart table. The
unit receives data from the ECDIS and GPS. It is primarily used for planning Route Monitoring allows for the identification of any dangers or hazards that
the voyage parameters such as setting the route and checking for navigation the route may inadvertently encounter.
hazards.
For further details, refer to manufacturer’s manual.
Voyage planning refers to the preparation stage for an upcoming voyage and
includes the following:
• Route planning
• Route calculation
• Chart planning
• User chart planning
Ship position refers to the vessel equipment’s ability to calculate and maintain
the ship’s position up to date during a voyage.
Ship monitoring is a continuous check of navigation data, user actions and the
general performance of the system. The electronic charts are displayed as part
of the monitoring system.
The main Route Planning functions are as follows:

• Chart information display
• Route monitoring
• Navigation planning
Moving the cursor to the top of the screen opens the main menu which allows
the operator to select the method of route planning. When the appropriate menu
item is selected, the remaining process is carried out by following the on-screen
prompts.

7.3 Autopilot and Steering Systems
7.3.1 Steering Gear and Steering Procedures
7.3.2 Autopilot
7.3.3 Gyrocompass
7.3.4 Magnetic Compass
7.3.5 Rudder Angle Indicator

Illustration 7.3.1a Steering Gear Hydraulic System

No.2 Valve Block
Stop Valve Hydraulic
Bypass
D Valve
Safety Valves
Bypass Valve F Pilot

Boost Relief
Relief Valve
C Valve
Stop Valve
R TM No.2 Pump
Unit
Cylinder No.3 Cylinder No.1
Servo
Controller
No.2 Transfer
Valve
No.2 Auxiliary
Pump
M
Steering Gear
Janney Pump
No.2 Automatic
Isolation Valve
LS
No.2 Sump LS
Tank
1 2
Interconnection
Line
Hydraulic
Interconnection Bypass
Line Valve
No.1 Automatic
Isolation Valve Boost Pilot
Cylinder No.4 Cylinder No.2 Relief Relief
Valve Valve
Stop Valve Q
No.1 Pump
TM
Key Unit
Hydraulic Oil B Servo
1 Level Switch for Low Level Alarm Controller
Level Switch for Activating Low and Low Low Bypass Valve E No.1 Transfer
2
Level Signal to Automatic Isolation System Valve
No.1 Auxiliary
TM Torque Motor Pump
A
M
A B
Stop Valves Stop Valve
C D Safety Valves Janney Pump
E F Bypass Valves
No.1 Valve Block
Q R Pins Connecting Torque Motors to No.1 Sump
Servo Controllers LS LS
Tank
1 2

7.3 Autopilot and Steering Systems Non-Follow-Up (NFU) Mode Auto Steering Unit PB343 (Adaptive)
In NFU mode, a controller is provided on the manoeuvring console. When The adaptive auto steering unit is located on the bridge manoeuvring console.
7.3.1 Steering gear and steering Procedures moved in one direction, the rudder will continue to move until the command is It incorporates the functions required for auto steering.
removed or the rudder limits reached. If the controller is returned to midships,
Manufacturer: Yoowon - Mitsubishi the rudder will remain at this angle. An opposite command must be applied to
NFU Tiller Unit
Model: YDFT-530-2 bring the rudder back.
The NFU unit is located on the bridge manoeuvring console and wing consoles
Type: Electro-Hydraulic
and consists of a non-follow-up steering lever. The active position is selected
Automatic Mode
on the NFU position selector switch. An on/off override switch is located on
Introduction An electronic device produces the rudder command signals to steer the the manoeuvring console which allows NFU override from the override lever.
ship. The navigator sets the desired course on the autopilot controls, and the
All steering systems involve sending rudder command signals from the system compares the set course with the actual course from the gyrocompass,
Hand Steering Unit
position where the vessel is navigated to the steering gear compartment, where or occasionally the transmitting magnetic compass. If there is a difference
between set and actual courses, a rudder command signal causes the rudder to The hand steering unit is located on the manoeuvring console and consists of
the machinery for controlling rudder movement is located. These rudder
move in the correct direction by an appropriate amount to bring the vessel back a steering wheel (helm) and is used for manoeuvring in confined waters in
commands may be manually generated by a pilot/helmsman or electronically
on course. Modern autopilots are adaptive, in that they can modify the steering follow-up mode. The maximum rudder angle is ±35º.
via an automatic pilot.
to the changing external forces such as sea conditions or wind, as well as the
These send commands to two steering pumps. individual characteristics of the ship’s hull. Repeater Compass
The steering repeater compass MKR056 is located on the manoeuvring
The method of steering the ship is determined by use of the steering mode System Configuration console. It receives series signals from the main gyro unit and drives the
selector switch on the bridge centre console. The modes available to send repeater compass card to indicate the course of the vessel. The compass has a
rudder order signals to the steering gear when FU is selected on the system An electronic unit sends and receives information to and from the steering vernier card that is read in 1/10 degree increments.
switch include: control unit, which subsequently sends control signals to the steering gear
• HAND (manual steering) compartment. Gyrocompass repeaters, MKR050, are located on both bridge wings.
• AUTO mode (data from autopilot) Inputs and outputs for vessel steering control include the following:
Annunciator
• NAVI mode (data from ECDIS for track control) • Heading information from the gyrocompass
The annunciator, consisting of two indicator columns is located on the
• Heading information to course recorder manoeuvring console, and gives indication of the operational status of the
Manual Steering (Follow-Up)
• Ship speed serial data from the speed log processor unit power supply, steering unit, and auto steering unit. It activates an alarm in the
Manual steering is normally carried out only when the vessel is manoeuvring, event of a failure.
although it can be used in the event of autopilot failure. • Rudder orders from the autopilot control panel
• Rudder orders from steering handwheel System Switch Unit PH718
In manual mode, the ship is steered by the hand steering wheel located on
the aft end of the manoeuvring console. The hand steering control works in • Rudder orders from NFU tiller The system switch unit is located on the manoeuvring console and consists of
follow-up mode. A gyrocompass repeater is fitted to the steering control stand • Steering information to VDR a control position system selector switch and a non-follow-up steering lever.
to facilitate manual steering. The magnetic compass binnacle is also visible A dimmer is also provided for adjustment of the LED brightness. Also, on the
to the helmsman in case of failure of the gyrocompass. Dimmer controls are • Rate of turn from ROT gyro manoeuvring console is the 3-position selector switch (port or starboard wing
fitted to set appropriate lighting levels to the magnetic compass display and the • Autopilot fail signals to the control console or centre).
handwheel illumination.
The system is composed of the following individual units: Recorder
In follow-up mode when the helm is moved away from the midships position,
• Autopilot unit x 2 A course recorder (MKR101A) records heading information from the gyro and
a rudder command voltage starts the steering gear, causing the rudder to move.
As it moves, an electrical feedback signal from the rudder stops any further • Steering repeater compass is located on wheelhouse group panel No.2.
movement once the desired rudder angle is reached. If the helm is left in this • Alarm annunciator
position, the rudder will remain at that angle. If the helm is now moved to
another position, the rudder will ‘follow’ this command and take up a new • Mode switch unit
position. For example, if the helm were returned to midships, the rudder would • Hand steering unit
return to midships. This system can only work when rudder feedback signals
are available from a transmitter attached to the rudder mechanism. • NFU lever and position selector switch

Illustration 7.3.1b Emergency Steering Procedure
OPERATING INSTRUCTION
ELECTRO-HYDRAULIC STEERING GEAR
ACTUATOR
POWER UNIT POWER UNIT Off
STARTER E/M PUMP PUMP E/M STARTER
. . Power
Cabinet
TORQUE MOTOR TORQUE MOTOR
MANU-AUTO
EMERGENCY MANUAL CONTROL LEVER Switch
Power Switch
STEERING METHOD PROCEDURE OF OPERATION
1. SERVE THE REMOTE STEERING GEAR CONTROL SYSTEM
AND POWER UNITS WITH ELECTRICAL POWER.
REMOTE STEERING 2. OPERATE THE MODE SELECTION SWITCH OF THE
Wheelhouse Non-Follow-Up
(BRIDGE) REMOTE STEERING GEAR CONTROL SYSTEM.
Switch Unit Starter Cabinet
3. OPERATE THE POWER UNITS BY MEANS OF E/M
START SWITCHES.
1. PUT THE SELECTOR SWITCH OF ALL AUTO PILOT CONTROL No.2 MANU-AUTO Switch Power Switch Location
BOXES (RUDDER SERVO UNITS) TO LOCAL OR OFF POSITION. on Starter Cabinet Inside Power Cabinet
2. SELECT WHICH JANNEY PUMP IS TO BE USED FOR
EMERGENCY MANUAL MANUAL STEERING. No.2 Steering Gear Starter
CONTROL LEVER 3. WITH EMERGEMCY MANUAL CONTROL LEVER IN MID POSITION and Power Cabinets
STEERING OPERATE THE SELECTED JANNEY PUMP.
(S/G COMPARTMENT) 4. OPERATE EMERGENCY MANUAL CONTROL LEVER IN
ACCORDANCE WITH STEERING COMMAND.
5. EMERGENCY MANUAL CONTROL LEVER TO BE RETURNED TO
NEUTRAL POSITION ON ACHIEVING ORDERED RUDDER ANGLE.
NOTES
1. CHANGE-OVER OF THE POWER UNITS SHOULD BE DONE BY OPERATING ELECTRIC
MOTOR START/STOP SWITCHES.
2. WHEN AN ALARM IS GIVEN FOR FAILURE IN ANY POWER UNIT :
a) TWO POWER UNITS OPERATION : STOP THE POWER UNIT CONCERNED
b) ONE POWER UNIT OPERATION : START ANOTHER POWER UNIT, AND THEN
STOP THE POWER UNIT CONCERNED Port/Starboard
IN THIS CASE, INVESTIGATE THE DEFECTIVE PART.
Indication
3. IN CASE OF ANY FAILURE IN THE HYDRAULIC CIRCUIT, OPERATE THE POWER UNIT
AND VALVES SUITABLY IN ACCORDANCE WITH THE OPERATING INSTRUCTION
MOUNTED IN THE STEERING GEAR COMPARTMENT.
4. IN CASE OF EMERGENCY MANUAL CONTROL LEVER STEERING.
a) OPERATOR WATCH FOR THE ACTUAL RUDDER ANGLE OF STEERING GEAR VERY
CAREFULLY SO THAT TIME RUDDER WILL NOT TURN BEYOND 30 DEG.
b) AT TIMES THE RUDDER CAN DEVIATE FROM THE DESIRED ANGLE DUE TO THE
STEERING GEAR CONTROL CHARACTERISTICS.
IN SUCH AN INSTANCE, RECTIFY THE RUDDER POSITION TO THE DESIRED
ANGLE USING THE LEVER.
Rudder Angle
YOOWON INDUSTRIES LTD. Indicator
566-10, Sinpyung-Dong, Saha-Ku, Busan, Korea. Emergency Rudder Angle

TEL : (051) 205-8541, FAX : (051) 205-8540 Steering Lever Indicator
E-MAIL : tech@yoowonind.com, business@yoowonind.com
Steering Gear Instructions as No.1 Emergency Steering Position Rudder Angle Indicator
Posted in the Steering Gear Room

Emergency Steering Procedures
In the event that steering control is not available from the bridge, the emergency
steering function must be utilised. Emergency steering is controlled from the
steering gear room.
The procedures for emergency steering are as follows and should be read in
conjunction with the illustration above:
a) Proceed to the steering gear room and establish communications

with the bridge either by radio or sound-powered telephone.
b) On the bridge, turn the non-follow-up switch unit on the

manoeuvring console to OFF.
c) In the steering gear room, turn the MANU-AUTO switch on

No.1 and No.2 steering gear starter cabinets to MANU.
d) In the steering gear room, turn the POWER switch, located

inside the No.1 and No.2 steering gear power panels to OFF.
e) Go to either No.1 or No.2 emergency steering position.
f) Operate the emergency steering lever in accordance with

instructions from the bridge. Direction arrows for PORT and
STBD are located at the emergency steering position.
g) Observe the rudder angle on the rudder angle indicator. The

figures on the rudder angle indicator are colour-coded for port
(red) and starboard (green).

7.3.2 Autopilot Autopilot Panel Mode Selector Switch
A selector switch is located on the control console for steering mode selection
Manufacturer: Yokagawa (HAND, NAVI or AUTO).
GYRO
Model: PM208 Adaptive Autopilot, PT500A Series SPD
SPD AUTO
AUTO 23.5
23.5 kt
kt oo
AUX
COMPASS
NAVI AUTO
Introduction HAND
The Yokogawa PM208 Adaptive Autopilot, PT500A Series is a digitally

H/S
controlled automatic steering unit which has autopilot, hand and non-follow- ALARM
up steering capabilities. Two control panels are located on the manoeuvring

console. The auto steering unit is composed of a CPU to control calculations, A
RATE
RADIUS
RUDDER
LIMIT
F ADJUST ENTER
+
signal/data input/output, and a Human Machine Interface (HMI) which

supports setting and display functions. SPEED
OFF CRS
ALARM
OPERATION
MODE
DRAFT
MODE
-
Mode
The automatic and manual steering inputs are connected to the steering control
boxes 1 and 2 via the autopilot terminal unit inside the console. Steering Mode Selector Switch
Data Display
The autopilot terminal unit has inputs from the hand steering unit, autopilot
The auto steering parameters may be input at the autopilot panel by selection
selector switch, autopilot mode switch, annunciator unit (steering alarms),
of the required data via the keys.
gyrocompass, and the two adaptive autopilot steering panels.
P S
The display of various set data and alarm factors, calculations of hull parameters,
An override relay unit connected to the terminal unit inside the console allows
and the display of results together with other operations are facilitated by the
for the operator to select override of autopilot heading if required. This unit
operation of 16 key switches and course setting dial. The rudder angle and rate
also has inputs from the combined SYS/NFU position switch, and the FU/NFU
of turn can be displayed in a bar graph on the display screen.
selector switch on the central console.
Switches allow selection of heading source (gyro or magnetic) for autopilot
Data inputs for control of automatic steering are:
purposes.
• ECDIS (track control)
NFU
• Speed log (200 p/nm) Heading signals are provided to the autopilot from the ECDIS via the steering
mode selector switch NAVI position (track control).
• Gyrocompass and/or magnetic compass
When the autopilot is connected with the magnetic compass signal as an OFF
There are data outputs to: auxiliary compass, an off-course alarm can be detected by the magnetic FU-2 FU-1
• Bridge alarm system compass heading during automatic steering. The magnetic compass detects NFU NFU
whether the gyrocompass is faulty or if the ship is not steering the set course,
• VDR and an alarm is sounded to alert the operator.
• Steering control system 1 and 2
Course Change During Automatic Steering
Auto Steering Unit (Adaptive) PB343 The course can be altered during automatic steering by pressing the course
Two adaptive auto steering units are located on the bridge manoeuvring setting dial or the course setting key. Automatic course change will then occur SYSTEM
console and may be selected via a switch. The PB343 has 3 operating modes, according to the new set course.
Economy, Precision 1 and Precision 2. When adaptive steering is selected, the
variable rudder limitation function is activated via a relay in the adaptive auto Autopilot Switch Unit Non-Follow-Up Switch Unit
steering unit. The minimum speed is set by the operator. If the minimum speed
set by the operator is equalled or surpassed, or an astern movement is ordered, A selector switch on the manoeuvring console allows for the selection of
the maximum rudder angle available is changed. The maximum rudder angle autopilot 1 or 2.
Refer to the manufacturer’s manual for further autopilot steering information.
is ±35º. Rudder order signals are recorded by the VDR.

7.3.3 Gyrocompass Gyrocompass Function Key Panel
This function key panel is mounted on both No.1 and No.2 master gyrocompass
Manufacturer: Yokagawa units.
Model: CMZ900D
An on/off switch at the gyro turns the power to the gyrocompass on or off. The
power is always on under normal circumstances, as the compass takes a long
Introduction time (5 hours) to process when starting from cold.
The principle of a spinning gyroscope rotor is that it aligns itself to the axis
of the earth’s rotation. The position of the gyroscope in the housing (which Gyrocompass Operation Unit (MKR040)
is fixed to the ship) is detected, and this signal indicates the heading of the The gyrocompass operation unit is located on the manoeuvring console. This
housing with respect to true north, and therefore the heading of the ship. This receives data from both gyros and the magnetic compass (EXT). The heading
signal is used in various forms to provide heading information as required to outputs are displayed on an LCD. The unit allows the operator to select the
various navigational equipment. device for heading control and heading distribution.
For redundancy, two gyrocompasses (MKM026) are used, and are located in the
electrical equipment room on G deck along with a dual AC adaptor (MKS066) Course Recorder
(220V from the ship supply and 24V DC from the 24V distribution board). The An 5V analogue heading signal from the control box is provided to a MKR101A
gyro status can be displayed locally on the housing using the in-built digital course recorder.
display, or controlled remotely from a control panel in the wheelhouse.
Illustration 7.3.3a Gyrocompass Operation Unit
The wheelhouse gyrocompass control box (MKC327) in the centre console
supplies data to: YOKOGAWA
Yokogawa Denshikiki Co, Ltd
• Repeater compass (bridge wings). GYROCOMPASS OPERATION UNIT

FAIL
BZ STOP SELECT
• Steering repeater compass. GYRO 1
GYRO 2
• X and S-band radar processors (analogue signal). EXT
• Fleet broadband (analogue signal).

• Course recorder (No.2 wheelhouse group panel).
• RoT indicator (overhead panel). GYRO GYRO
EXT COMMAND ENT
1 2
• Power fail to alarms system.

DIMMER/LAMP TEST
A serial distributor (MHB306) in the bridge console supplies serial YDK

format heading information to:
• VDR.
• Route planning station.
• Speed log.
• AIS.
• ECDIS (heading and rate of turn).
• Two digital displays. These displays are located in the overhead
console and a heading display in the steering gear room.
Rate of Turn
The gyros also have a serial rate of turn data output from the serial distributor
to a ±30º/min rate of turn indicator on the overhead console.

7.3.4 Magnetic Compass Illustration 7.3.4a Magnetic Compass 7.3.5 Rudder Angle Indicator
Manufacturer: Saura Keiki Seisakusho Co. Ltd. Binnacle Manufacturer: Heriana

Model: SR-165M Type: RT-472
Type: Reflector, bypass tube
Introduction
Introduction
The rudder angle indicator system comprises a RT-472 transmitter unit which
Fluxgate
The magnetic compass binnacle is mounted on the deck above the wheelhouse is mechanically connected to the rudder stock in the steering gear room. This
(monkey island). This compass will only provide a magnetic heading which unit transmits the rudder angle in the form of a synchro signal to a connection
requires correction due to magnetic variations in the earth’s field. The errors box, which drives displays to indicate the present angle of the rudder stock.
caused by the ship’s magnetic field are reduced as far as practicable by the use 40W
of iron balls and magnets strategically placed around the compass. Lamps The connection box is supplied with 220V from LPD-2 panel.
The B-C corrections are made by rod magnets fitted in tubes on the binnacle, This provides a rudder angle output to the following indicators:
the D correction by the two soft iron balls fitted either side of the magnet, Junction Box
• Port and starboard bridge wing FL-150R indicators with dimmer
and the heeling error by a suspended chain inside the bucket tube inside the controls.
binnacle.
• Wheelhouse deckhead panorama 3C-200R type indicator with
The compass binnacle carries two compass card 40W illumination lamps, dimmer control located on the bridge console.
the intensity of which is controlled from the steering position to allow the
helmsman to see the card via a periscope arrangement. These lamps are Outputs from a signal converter are provided as RS422 NMEA to the ECDIS.
supplied with 220V and 24V supplies via a switched dimmer.
MAGNETIC COMPASS
Fluxgate 220V AC
ILLUMINATION
GPS
An electrical signal can be produced from the magnetic compass fluxgate for Gyrocompass
use by the navigation system.
MAIN
System
24V DC
OFF
EMRG Autopilot
The angular position of the DC magnetic field in the card of a magnetic
compass can be scanned and converted into an electronic signal. This produces
a 3-phase reference signal similar to a synchro signal. This sonde can be fitted
to the cover or the bottom glass disk of the magnetic compass.
YOKOGAWA
Yokagawa Denshikik Co. Ltd
TMC Panel
This display panel MPC430 is located on the manoeuvring console. It displays
magnetic compass information and acts as an interface between the TMC and
357.8° °
MAG. 358.9
the gyrocompass operation unit. VAR. 0.0°
DEV. 0.0°
This can be used to supply heading data to navigation equipment that requires FAIL
heading information should the gyro compasses fail. This data is connected via SET
MODE
the gyrocompass operation unit EXT input. BZ STOP
Magnetic Compass Maintenance Transmitting Magnetic

Compass Panel MPC430
Maintenance should be carried out routinely in accordance with the
manufacturer’s instructions.
Issue: 1 IMO: 9526978 Sections 7.3.4 & 7.3.5 - Page 1 of 1

7.4 Main Engine and Thruster Controls
7.4.1 Main Engine Manoeuvring Control
7.4.2 Main Engine - Procedures
7.4.3 Bow Thruster

Illustration 7.4.1a Main Engine Control System
Port Wing Bridge No.2 Starboard Wing

Group Panel
Emergency Front Wall Voyage Bridge Power
Telegraph Dimmer Dimmer Telegraph Logger Data Source Unit
Transmitter Panel Panel RPM Recorder
AC 220V DC 24V
60Hz Battery
Wing Control Wing Control

Panel Panel
ISIG
Signal Converter Panel
WTB Telegraph Transmitter Display Panel WTB
Bridge Display Unit
Control Room
RPM
ECR Panel C/R Power

Revolution CTB RPM SHD S-CPU C-CPU Source
Counter (Display Panel, Telegraph Receiver, Communication Unit, Router) Unit
AC 220V DC 24V
Hour 60Hz Battery
Meter
EICU A EICU B AMS
Engine Room
ME-JB
Emergency ECS Shut
Telegraph Local Operating Panel ACU 1 ECU A ECU B SS Box Down
Receiver
Pick-Up
Sensor
Key
Communication Cabling
CCU1
CCU2
CCU8
CCU9
Analogue Signal ~
Electric
Drawing Reference: 73H63843-91 Remote Control System 1/4, 2/4, 3/4 (Electric, Analog, Communication Cabling)

7.4 Main engine AND THRUSTER controlS Telegraph Logger Transfer of Control from the Local Control Panel to the ECR
The telegraph logger is located on the bridge console and logs the telegraph Assuming that the engine side control station is in command, and that the
7.4.1 Main engine manoeuvring control and remote control system orders, such as the telegraph position, critical alarms control system is fully active, no interlocks active with all control stations
and revolutions per minute. It also produces event, periodic, status and start-up showing LOCAL CONTROL, control of the engine is passed to the control
Manufacturer: Nabtesco Corporation logs. Pushbuttons on the front panel allow the time to be reset when required. room by following the procedure below:
Model: M-800-V
Control Positions a) Ensure the HANDLE MATCH lamp is lit. At the local control
The main engine remote control system is designed for remote control of station, press the CONTROL ROOM pushbutton. At the local
The following control positions/modes operate the main engine: control station, the LOCAL control lamp will remain lit, and
the main engine using the combined telegraph and manoeuvring lever in the
wheelhouse and when required on the bridge wings. By moving this lever, the • Automatic control from the bridge by means of telegraph in the engine control room, the ECR lamp will flicker and an
system will automatically start, stop, reverse and control the speed setting of transmitter - micro-computer pneumatic control. audible alarm will sound.
the main engine. • Automatic control from the bridge wings. b) At the engine control room panel, press the ECR pushbutton.
Start, stop and reversing operations for the main engine are carried out electro- • Manual control from the engine control room by means of The ECR lamp will stop flickering and all stations will indicate
pneumatically in an pneumatic valve cabinet. A separate safety system is telegraph receiver and manoeuvring handle - electro-pneumatic engine control room in control. The audible alarm will stop.
also provided which runs in parallel to the remote control system. This safety control.
system protects the engine from damage by using slowdown, shutdown and The ECR has control of the engine.
• Manual control from the local control station by means of
emergency stop functions. ahead/astern regulating controller.
Transfer of Control from the ECR to the Bridge
Manoeuvring Function Change of Control Position Making the same assumptions as above, save that all stations are indicating the
Automatic manoeuvring of the main engine is normally carried out using the engine control room in control:
Note: The local control station is the operating station with the highest
telegraph transmitter in the wheelhouse, via the micro-computer and pneumatic
priority. Interlocks prevent accidental energising of the solenoid changeover a) Ensure the HANDLE MATCH lamp is lit. In the engine control
signals.
valves if abnormal conditions prevail. room, press the BRIDGE pushbutton. In the ECR, the ECR
lamp will remain lit, and on the bridge, the BRIDGE lamp will
Start/Stop and Reversing Function Any change of control position is monitored on the bridge operating panels. flicker and an audible alarm will sound.
This action is normally automatically controlled by the telegraph lever in the
wheelhouse, through the remote control system to the pneumatic valves on the Changing over control from the engine room to the bridge cannot be carried out
b) At the bridge panel, press the BRIDGE pushbutton. The
main engine responsible for the manoeuvring functions. if the following conditions apply:
BRIDGE lamp will stop flickering and all stations will indicate
• The control system is in an abnormal condition. bridge control. The audible alarm will stop.
Speed Control Function • The system AC or DC electric power source is in an abnormal
condition. The bridge has control of the engine.
This action is normally automatically controlled, with the set point being
transferred from the telegraph transmitter in the wheelhouse, through the
remote control system to the governor system. Note: Changing over control position from the engine control room to the Transfer of Control from the Bridge to the Bridge Wings
bridge and vice-versa can only be completed when the respective telegraph Making the same assumptions as above, save that all stations are indicating
levers are operated to a position where the HANDLE MATCH indicator lamp BRIDGE control:
Safety System Function on the Nabtesco screen mimic is illuminated. This eliminates any unwanted
Automatic shutdown and slowdown functions are carried out by the safety fluctuations of engine speed. a) Ensure the HANDLE MATCH lamp is illuminated. On the
system in response to signals from sensors on the main engine and in the bridge, press the required wing pushbutton (PORT WING,
ancillary systems, where appropriate. Manual emergency stops are operated When changing from engine control room to local control, the HANDLE STBD WING). The BRIDGE lamp will remain illuminated, and
from pushbuttons on the bridge, control room and engine side consoles. If MATCH lamp must again be illuminated in both positions, with the lever and on the bridge wing, the BRIDGE WING lamp will flicker and
these buttons are pressed, the alarm MANUAL EMERG. SHUT DOWN light manoeuvring dial adjusted to achieve the match as indicated above. an audible alarm will sound.
is illuminated on the control panels on the bridge, control room and the engine
side position, in the SAFETY FUNCTION section of the indicator panels. b) At the bridge wing panel, press the CONTROL POSITION
TAKE pushbutton. The bridge wing lamp will stop flickering
Note: Automatic and emergency shutdowns can be operated regardless of the and all stations will indicate bridge wing control. The audible
control position. alarm will stop.

Illustration 7.4.1b Main Engine Manoeuvring Control Panels
Engine Control Room Wheelhouse
Nabtesco Nabtesco
BRIGHT
min-1 DARK min-1
NAV. NAV.
FULL FULL
Main Engine LAMP Main Engine LAMP
Remote Control Remote Control
System
TEST FULL A System
TEST FULL A
H H
M-800-V HALF E M-800-V HALF E
SOUND
STOP A A
D D
SLOW SLOW
DEAD DEAD
SLOW SLOW
STOP STOP
DEAD DEAD
A/S SLOW A/S SLOW
Nabtesco Nabtesco
SLOW SLOW
S/B
A S/B
A
S S
HALF T HALF T
EMERG.
SHUT DOWN
EMERG.
SLOW DOWN LOCAL ECR BRIDGE
BRIDGE E EMERG.
SHUT DOWN
EMERG.
SLOW DOWN
INCREASE PORT BRIDGE STBD BRIGHT FLICKER E
LIMITATION WING WING STOP
CANCEL CANCEL F/E R CANCEL CANCEL F/E R
FULL N FULL N
ECR DARK SOUND
STOP
MANUAL LAMP MANUAL LAMP

EMERG. EMERG. LOCAL
SHUT DOWN TEST SHUT DOWN TEST
TAKE INCREASE LAMP

COMMAND LIMITATION TEST

The required bridge wing has control of the engine. c) As the fuel index start limiter controls the amount of fuel used e) Once the engine is reversed and has run up to the ignition speed,
in the initial start, the start signal for the governor is reset and the air start solenoid is de-energised to shut off the starting air.
The change of control position can also be initiated from the receiving station the main engine speed increases or decreases to match the speed Fuel is then supplied to the engine.
in a similar fashion to that described above. Control cannot be taken from one requested by the telegraph transmitter.
station without confirmation at the stand holding control currently. The only f) After a preset time of fuel running, the start signal for the
exceptions to this rule are: governor is reset and quickly matches the telegraph transmitter
Misfire, Starting Failure and Restarting
• The bridge panel taking control from the bridge wings; if the signal. The engine speed then increases to that set by the
If the engine fails to start within a preset time, due to the engine speed falling telegraph transmitter.
BRIDGE pushbutton is pressed at the bridge console when one
below the ignition speed after fuel has been supplied, this is called a misfire.
of the bridge wings has control, control will be transferred,
The engine automatically restarts twice; but, if the third attempt to start fails,
regardless of acknowledgment from the bridge wings. Visual Crash Astern
a STARTING BLOCK alarm is given. The alarm can be reset by moving the
and audible alarms will sound when this transfer is activated.
telegraph to STOP, and procedures a) to c) above repeated in order to restart the This is a reversing operation when the engine speed is running more than the
• The local panel taking control from the ECR; if the LOCAL engine. An indicator lamp REPEATED START lights during restarting. ahead crash astern level. The procedure is the same as at the lower speed,
pushbutton is pressed at the local control stand when one in the except the governor timing setting allows the engine to be reversed in a shorter
ECR has control, control will be transferred in two seconds, If the engine speed fails to reach the starting air running speed within a preset time:
regardless of acknowledgment from the ECR. Visual and time, the starting operation is stopped, and a STARTING BLOCK alarm is
audible alarms will sound when this transfer is activated. given. Once again the alarm can be reset by moving the telegraph to STOP and a) The telegraph transmitter is put into the ASTERN position.
procedures a) to d) above repeated in order to restart the engine.
Take Command b) The fuel is cut off due to the difference between the main engine
Slow turning failure will also cause a START BLOCK. running direction and the telegraph transmitter indication.
Should a failure of the remote control system occur, TAKE COMMAND
pushbuttons are located at the ECR panel and at the local control station. When c) As the main engine revolutions reduce to the crash astern level
pressed, the station will assume immediate command of the engine without any Starting Interlocks
of 18 - 19 rpm, the manoeuvring system acts through the engine
handle matching checks. The control position indicator lamps may respond to The following conditions will prevent the engine starting: control unit to change to the ASTERN position.
the change, but may not, due to the nature of the fault.
• Turning gear engaged.
d) As the main engine revolutions drop further below this crash
CAUTION • Emergency stop is engaged.
astern level, the braking air is applied.
Pressing the TAKE COMMAND pushbutton will immediately place • Starting failure has not been cancelled.
that control station in charge of the engine and the engine will then e) As the main engine revolutions accelerate towards the astern
immediately respond to that station’s current speed setting. This, if • Auxiliary blower is not in Auto mode.
ignition level, starting fuel is supplied and starting air is shut
unchecked, may result in a large fluctuation in engine speed. This • Fuel oil is not in the CUT condition. off. Also, at this point the load limit on the governor for low
operation must only be done in emergency circumstances, and with
scavenge air pressure is cancelled to ensure the start of the main
caution.
Normal Reversing Procedure with Engine Running Ahead engine.
f) After a preset time into fuel running, the starting fuel setting for
Procedure when Starting the Main Engine from the Bridge Assuming the engine is running ahead at less than the preset ‘Crash Astern’
level: the governor is released, and the main engine speed commences
to follow the telegraph transmitter position. After a further preset
To start the main engine within a preset time after stopping, the following
procedure occurs in this instance: a) With the engine running in the ahead direction, move the time into fuel running, the governor load limit is cancelled.
telegraph transmitter to an ASTERN position.
a) By selecting the telegraph transmitter to either the AHEAD
or ASTERN direction, the manoeuvring system acts through b) The fuel is cut off due to the difference between the main engine
the engine control unit to change to the AHEAD or ASTERN running direction and the telegraph transmitter indication.
position.
c) When the engine speed has decreased to the normal reversing
b) Once the engine has run up to the ignition speed on regular air (braking) level, the manoeuvring system acts through the engine
starting, fuel is supplied to the engine, starting air shut off and control unit to change to the ASTERN position.
fuel oil running commences.
d) With the engine speed at the braking level, starting air (braking
air) is now supplied to the engine and the governor is set to
starting mode.

Procedure when Starting the Main Engine from the Engine Procedure when Starting the Main Engine from the Local • Manoeuvring telegraph handle section incorporating a revolution
Control Room (Electric Manual Control) Control Stand counter, contrast pushbuttons, lamp test pushbutton and sea/
standby/FWE mode selection pushbuttons.
Slow Turning
a) Select the ‘LOCAL’ button on the control position area, this will • LCD display section incorporating contrast pushbuttons, sound
Assuming that the slow turning function is active, the following procedure to automatically place the local station as the command area. and flicker stop pushbuttons and lamp test pushbutton.
start the engine occurs in this instance:
• Control position indication section incorporating bridge, ECR
b) Ensure that the engine turning gear is disengaged and the start
a) By pressing the SLOW TURNING pushbutton (push to operate, and bridge wing pushbuttons.
air system and main valve are in service. Indication for these
push again to release) on the MOP monitor screens A or B, the items is on the local panel. • Function pushbuttons for emergency shutdown cancel,
slow turning solenoid valve is energised. emergency slowdown cancel, increase limitation and manual
c) Ensure that the auxiliary blowers are running. emergency shutdown.
b) By selecting the (AHEAD/ASTERN) position on the telegraph
receiver, the manoeuvring system acts through the engine d) Select AUTO at the selector on the local panel switch AIR RUN/ Engine Control Room Panel
control unit to change to the AHEAD or ASTERN position. At AUTO/SLOW TURN.
the same time, AHEAD or ASTERN changeover signal air is • LCD display screen.
given to the reversing mechanism. e) Should the emergency telegraph be in use, accept the order from
• Manoeuvring telegraph handle section incorporating a revolution
the bridge when called.
c) By setting the manoeuvring handle to the START position, the counter, lamp test pushbutton, sound stop pushbutton and sea/
starting air is supplied. The main engine then rotates slowly. standby/FWE mode selection pushbuttons.
f) Turn the engine control wheel to the requested position. The
engine will now respond to the telegraph position. • LCD display section incorporating a lamp test pushbutton.
d) By pressing the AUTO pushbutton, normal conditions are
• Control position indication section incorporating bridge, ECR
reinstated.
Procedure for Changeover to Engine Side Control with the and local pushbuttons.
Starting Without Slow Turning

Engine Running • Function pushbuttons for emergency shutdown cancel,
emergency slowdown cancel, increase limitation and manual
To start the main engine, the following procedure has to be observed: a) Reduce the engine load to a maximum 80% of MCR. emergency shutdown.
• Function pushbuttons for taking command, increasing limitation
a) By selecting the (AHEAD/ASTERN) position on the telegraph b) Move the local telegraph indicator knob until it matches up with and lamp testing.
receiver, the manoeuvring system acts through the engine the position from the bridge.
control unit to change to the AHEAD or ASTERN position. At
the same time, AHEAD or ASTERN changeover signal air is c) Select the ‘LOCAL’ button on the control position area, this will Bridge Wing Panels
given to the reversing mechanism. automatically place the local station as the command area.
• Telegraph handle.
b) Next, by selecting the START position on the manoeuvring d) The engine is now running under control from the local control • Main engine revolution counter and starting air pressure gauge.
handle, the starting air is supplied and the main engine begins stand. Regulation of the engine speed can now be made locally • Emergency shutdown indication and pushbutton.
to rotate. by turning the telegraph indicator knob to match the movement
request from the bridge. • Emergency slowdown indication and pushbutton.
c) By setting the manoeuvring handle into the running position • CONT POS TAKE pushbutton.
after confirming the main engine speed has reached the ignition
level by starting air running, starting fuel is supplied, the Manoeuvring Control Panels • Manual emergency shutdown pushbutton.
starting air is shut off, and the changeover to fuel running is • Buzzer indication and stop pushbutton.
accomplished. The manoeuvring panels on the bridge, bridge wings and the engine control
room comprise the following controls: • Flicker indication and stop pushbutton.
d) As the fuel index start limiter controls the amount of fuel used • Lamp/buzzer test pushbutton.
in the initial start, the start signal for the governor is reset and Wheelhouse Panel • Lamp and indicator dimmers.
the main engine speed increases or decreases to match the speed
requested by the telegraph transmitter. • LCD display screen.

Speed Control • Two cylinders misfiring (No.2 and No.5) misfiring with WHR
system shut down, it is allowable to run up to 50% load (62
Starting and Control of Harbour Speed
rpm).
By moving the telegraph transmitter into the normal manoeuvring positions,
• Three cylinders misfiring (No.2, No.5 and No.7) misfiring with
the main engine speed corresponding to that position is set by the governor
WHR system shut down, it is allowable to run up to 35% load
control. However, the engine speed can be continuously changed by moving
(55 rpm).
the telegraph transmitter into every other notched position if required. The
relationship between the telegraph position and the speed is defined by a • Four cylinders misfiring (No.2, No.4, No.5 and No.7). WHR
programmed curve. power turbine should be open to increase air flow from auxiliary
When control of the main engine is transferred over to the bridge and the blowers. It is allowable to run up to 10% load (36 rpm).
engine is not running, a 30 minute countdown is initiated, which, when
exceeded, will initiate a slow turn of the main engine when the first movement Limit of Set Revolutions
is ordered. This action is only indicated on the engine remote control panel.
During the slow turn period, the main engine is turned slowly for one complete The upper limit of the set revolutions on bridge control is limited by the keyed-
revolution. When the operation is completed, the main engine will then start as in set value on the ECR main control panel keypad. The main engine cannot
commanded by the telegraph transmitter. It is possible to cancel the slow turn be accelerated any further, even if the telegraph transmitter is set to more than
operation, but this can only be carried out on the bridge main engine remote the revolution limit.
control panel.
The LIMITED SPEED indicator lamp will be illuminated during this period.
Programmed Speed Increase Towards Navigation Speed
Stopping
When the telegraph transmitter is moved to the NAV FULL position, the engine
speed is accelerated according to the speed setting of the ECS up to the load-up The main engine is stopped by moving the telegraph transmitter of the control
program starting position. From this position, up to full sea speed, the increase station in charge to the STOP position. This cuts the fuel off and stops the main
in speed is controlled by the program loading-up mechanism. The indicator engine.
lamp LOAD LIMITATION is illuminated during this operation.
Control System Monitoring Function
Programmed Speed Decrease from Navigation Speed In the event of a CONTROL SYSTEM ABNORMAL alarm appearing, the
When the telegraph transmitter is reduced from the NAV FULL condition, the main engine remains in its current state and the cause of the alarm being raised
main engine gradually decelerates as far as the load program starting position will appear on the engine control room display unit. The following conditions
due to the loading-down mechanism. It then instantly decelerates less than that will cause the raising of an abnormal status alarm:
position as far as the equivalent to the telegraph transmitter request position. • Micro-computer CPU hard control for the the control system
abnormal.
Program Cancel • Communication abnormal.
The loading-up program can be cancelled by pushing the INCREASE • Telegraph transmitter potentiometer disconnection.
LIMITATION pushbutton provided on the bridge and ECR main engine remote
control panels. The indicator lamp will be illuminated during the time the load
program is in the cancelled condition. In this condition, the engine speed will
be accelerated or reduced to the point matching the position of the telegraph
transmitter.
Speed Increase Rate Through Critical Speed Range

Under normal firing conditions, there is no critical speed range. However,
under cylinder misfiring conditions listed below, the indicated main engine rpm
must be adhered to:
• One cylinder misfiring with WHR system shut down, it is
allowable to run up to 50% load (62 rpm).

7.4.2 main engine - procedures Note: Changeover from the ECR to the bridge cannot be made should c) All cancellable shutdowns can be cancelled by pushing the
a system abnormal condition be present or the AC/DC power source is EMERGENCY SHUTDOWN CANCEL pushbutton.
The following procedures for the Nabtesco system are to assist the deck officer abnormal.
on watch to become familiar with the main engine remote control systems.
Main Engine Slowdown
Bridge to ECR
Checks to be Made Before Starting the Main Engine When a slowdown alarm occurs, the main engine revolutions will be
The main engine is normally operated from the bridge control position, but
should control be necessary from the engine control room, the following automatically reduced to a preset level and an alarm buzzer will sound.
The engine room staff will prepare the main engine for starting prior to any
procedure is to be carried out.
manoeuvring period. The duty deck officer should confirm the following as a) Move the telegraph lever to a position below the reduced
part of the standard bridge gear test. revolution position, ready to increase the speed again once the
a) Press the ECR pushbutton on the bridge control panel. This will
cause the ECR pushbutton LED to flicker and buzzers to sound alarm has been cleared.
a) Confirm that the control station is in ENGINE CONTROL
ROOM mode. in the ECR and on the bridge.
b) All cancellable slowdowns can be cancelled by pushing the
b) Press the ECR pushbutton on the engine control room panel. EMERGENCY SLOWDOWN CANCEL pushbutton.
b) Confirm the sub-telegraph mode is FWE.
c) Confirm the telegraph lever is in the STOP position. c) The LED marked BRIDGE will now extinguish, causing the Main Engine Overspeed
ECR flicker to remain steady and silence the buzzers.
d) Test the telegraph system by moving the lever through each When the OVERSPEED alarm occurs, the main engine will automatically stop
command position and getting an acknowledgement from the Operating the Main Engine and an alarm buzzer will sound.
engine room.
a) Move the telegraph lever to the desired position. The engine will a) Return the telegraph lever to STOP to reset the alarm.
Control Location Transfer start and gradually settle at the requested revolution level.
Start Failure
b) Select the engine movement order by moving the telegraph lever
Control transfer between the bridge and engine control room condition is
to the desired position. The light emitting diode (LED) for the When a START FAILURE occurs, an alarm is turned on and a buzzer will
normally carried out in port prior to departure and upon FWE. On occasions,
new position will flash and an acoustic alarm will sound. When sound.
the changeover may need to be carried out at sea, and the deck officer should
the command is acknowledged, the LED from the previous
be aware of the need to align the engine speed signals before any control
position turns off and the new position LED goes to a steady a) Reset by moving the telegraph lever to STOP and then back to
transfer.
light. The acoustic alarm is silenced. the command position.
The following instructions should be read with the previous section, where the
c) Moving the telegraph lever from MANOEUVRING FULL to b) If the START AIR PRESSURE LOW alarm occurs, any further
changeover system is given in more detail.
NAVIGATION FULL and vice versa will initiate the timed start from the bridge is blocked. Transfer control to the engine
load-up/down programmes. room for further starts.
ECR to Bridge
It is assumed that the main engine has been prepared for starting by the engine d) To cancel the programme, press the INCREASE LIMITATION
staff and that no alarm condition is present. The bridge must request change of pushbutton or move the telegraph lever below the level for Alarm Acknowledging
control and this may be transferred from the engine control room. cancelling the programme.
a) Acknowledge acoustic alarms by pressing the SOUND STOP
a) Press the BRIDGE pushbutton on the ECR control panel. This pushbutton.
Main Engine Shutdown
will cause the BRIDGE pushbutton LED to flicker and buzzers
to sound in the ECR and on the bridge. b) Acknowledge flashing alarms by pressing the FLICKER STOP
When a shutdown alarm occurs, the main engine will automatically stop and pushbutton.
an alarm buzzer will sound.
b) Press the BRIDGE pushbutton on the wheelhouse control
panel.
a) Return the telegraph lever to the STOP position.
c) The LED marked ECR will now extinguish, causing the
b) When the shutdown alarm has been rectified, the main engine
BRIDGE flicker to remain steady and silence the buzzers.
can be restarted.

Modes
The various system mode indications are shown on the control panel. The
modes are:
• F/E - Finished with engine.
• S/B - Standby.
• A/S - At sea.
Note: It is not possible to change directly from FWE to AT SEA and from
AT SEA to FWE without going to STANDBY first.
Once alongside in port and the main engine is no longer required, the F/E mode
is selected from the bridge and acknowledged by the engine control room. It
should be noted that F/E mode cannot be accepted by the engine control room
until the following conditions are fulfilled:
• The main starting valve is in the blocked condition.
• The starting air distribution system is blocked.
• The control air is vented.

Illustration 7.4.3a Bow Thruster Hydraulic Circuit
Hydraulic
Oil Gravity Tank
LI LAL
Remote Control
System
Hydraulic Unit
Check Valve
Amplifier
Unit
To Waste Oil Tank
Relief Valve
Solenoid Oil Service M

Valve Block Pump
PI
TI
Hand Pump
Suction
Pilot Check
Strainer
Valves
Blade Angle
Transmitter
Key
Hydraulic Oil
Thruster Unit
Electrical Signal

7.4.3 bow thruster The propeller part consists of four propeller blades and a propeller hub. The Electrical Supply
propeller hub and gear case house a hydraulic servomotor and sliding block
Manufacturer: Kawasaki Heavy Industries mechanism. The propeller blades are connected to blade carriers by blade bolts, Operation of the bow thruster requires starting a large induction motor. The
No. of sets: 1 and this ensures easy exchange of blades in the thruster tunnel. The gear case, power requirement of this electric motor is high, requiring that additional
which carries the propeller parts, is connected to the thruster tube by bolts and generators are started in order to avoid the risk of a blackout.
Type: Kawasaki KT-B5
this ensures easy overhauling of all parts inside the thruster tube.
Power rating: 2,300kW; 6,600V; 60Hz
The main switchboard includes a bow thruster control panel. The bow thruster
The power transmission gear is located inside the gear case and consists of panel includes a control position selection switch, lockout relay trip reset,
the vertical input shaft, the right angle reduction bevel gear and the horizontal motor control and an ammeter. A series of status indicators are also included
Introduction propeller shaft, and serves to transfer the power from the prime mover to the for monitoring the condition of the VCB, gravity tank, pump pressure etc. If
propeller. any warning lamp is illuminated, the cause of the fault should be determined
The bow thruster is a transverse mounted propeller housed in a cylindrical
ducting. The purpose of the thruster is to: and remedied before operation of the bow thruster.
The bevel gear and individual bearings are lubricated by the gravity oil filling
• Improve the ship’s manoeuvrability when operating at slow the gear case. Feeder protection for the bow thruster is achieved by means of the Hyundai
speeds or in a narrow waterway. HiMAP-M protection and monitoring panel located on the main switchboard
• To keep the ship in position in a crosswind, when not under Hydraulic Unit bow thruster panel. Offers both measurement and protection for the bow
way. thruster drive motor.
The hydraulic power pack unit provides oil under pressure and this is used to
• To move the ship towards or away from a mooring position as change the pitch of the thruster unit blades. The hydraulic unit for the bow For further information on the main electrical supply, see Section 2.13 in the
required. thruster is shown in illustration 7.4.3a. Machinery Operating Manual.
The thruster includes a constant speed electric motor which operates in a fixed The oil is drawn from the gravity tank, through the suction filter and into the
direction, and a controllable pitch propeller. The direction (port or starboard), oil service pump. The pressurised oil is pumped to the solenoid valve via the Lubricating Device
and force of the thrust generated is controlled by adjustment of the propeller check valve. The flow of oil is controlled by the solenoid valve.
pitch over the operating range of the thruster. The thruster is made up of a The bevel gear and all the bearings inside the gear case are lubricated by the
number of units as follows: The hydraulically operated solenoid valve is a changeover valve for the bath lubricating method.
distribution of the hydraulic oil to the respective servo cylinders depending on
• Electric motor drive unit, drive shaft, bevel gearing and propeller
the command entered at the active control panel. The lubrication oil in the gear case is slightly pressurised by the connection
shaft.
with the gravity tank which is positioned above the waterline to prevent sea
• Controllable pitch propeller. When the command is entered on the control panel, the solenoid valve is water from leaking into the oil system.
• Hydraulic unit for controlling propeller pitch. actuated and pressurised hydraulic oil is supplied to one of the hydraulic
circuits down the oil tube, through the feed ring and oil entry tube to the
• Electric control unit. servomotor, causing displacement of the crosshead piston. Feedback System
The reciprocating movement of the piston is converted into a turning movement The thruster unit includes a feedback system for transmitting the angle of
Thruster Unit the propeller blades to the remote control panel located on the bridge. As the
by the sliding block mechanism and this turns the propeller blades.
oil entry varies, the stroke of the oil entry tube also varies. The movement
The thruster assembly consists of a tube, propeller, power transmission gear,
The vent side of the servomotor piston drains to the oil bath in the thruster body of the oil entry tube causes movement of the feedback lever. This movement
oil feeding mechanism and a feedback mechanism.
via a solenoid valve. From this pressurised oil bath, oil returns to the header is transmitted via the feedback chain to the blade angle transmitter located
tank. The main actuator power pack pump takes oil from the header tank and outside the thruster gear casing. This mechanical movement is then converted
Power Transmission supplies it to the thruster unit via the solenoid control valves. to an electrical signal by the blade angle transmitter and transmitted to the
angle indicator on the bridge and local control panels.
Power is transmitted from the electric motor through the flexible coupling,
input shaft and bevel gear to the propeller shaft. The flexible coupling is for A shaft sealing mechanism is attached to the gear case in order to prevent
transmitting the driving motor’s output to the thruster while absorbing any leakage of oil out of the system. Operating Limits
deviation between the motor’s axis and the axis of the input shaft.
When a pitch change command is entered, the propeller will tend to move To ensure safe, reliable operation of the bow thruster, limits are imposed on the
excessively. The pilot check valve prevents any excessive movement of the vessel’s speed and draught.
propeller whilst changing pitch.

Illustration 7.4.3b Bow Thruster Control Panels
Wheelhouse Panel
THRUSTER CONTROLLER
Bridge Wing Panel
AC SOURCE FAIL DC SOURCE FAIL CONTROLLER ABNORMAL
OIL LOW LEVEL OIL LOW PRESS PUMP OVER LOAD EMERG
MAIN MOTOR OVER LOAD MAIN MOTOR TRIP MAIN MOTOR START FAIL
STOP THRUSTER CONTROLLER
MAIN MOTOR HIGH TEMP AUTO PITCH REDUCT INSULATION LOW
MAIN SOURCE ON POWER AVAILABLE FAN RUN

CONTROLLER ABNORMAL EMERG
READY TO START MOTOR FULL LOAD HYD PUMP SOURCE ON POWER CONTROL
AVAIL STOP
REQUEST INTEGRATED ALARM
HYD PUMP SOURCE ON
LAMP BUZZER
DARK BRIGHT BUZZER FLICKER PITCH INDICATOR
TEST STOP MOTOR LOAD (%)
10 5 0 5 10
LAMP
0 50 100 DARK BRIGHT BUZZER
BUZZER
FLICKER
TEST STOP
PORT 0 STBD
CONT MODE CONT. STATION 5 5
NON
FOLLOW
FOLLOW
W/H WING
PITCH INDICATOR
UP
UP
10 5 0 5 10 10 10
! CAUTION
OPERATION
PORT 0 STBD 1. DO NOT USE THE THRUSTER AT THE SHIP
SPEED OVER 5 KNOTS
CONTROL
POWER
PUMP THRUSTER 5 5 2. SET THE CONTROL DIAL AT THE SAME
RUN RUN
ON POSITION AS ORIGINAL TO KEEP A
CONTROL PUMP THRUSTER
POWER
OFF
STOP STOP 10 10
Kawasaki Nabtesco
! CAUTION
1. DO NOT USE THE THRUSTER AT THE SHIP
SPEED OVER 5 KNOTS PORT STBD
2. SET THE CONTROL DIAL AT THE SAME
POSITION AS ORIGINAL TO KEEP A
Kawasaki Nabtesco

Draught e) Start the hydraulic pumps by pressing the PUMP RUN switch. Recommended Maintenance
The hydraulic oil pump and fan will both receive signals and
If there is insufficient draught, the thruster will suffer a reduction in performance Routine Maintenance:
start. Once they are running, the FAN RUN and PUMP RUN
along with cavitation and the possibility of air drawing. The result of this will
indicator lamps will illuminate. • Monitor the drive motor, hydraulic pump motor, etc, for
be increased vibration which may cause damage.
abnormal noise.
f) Provided that all interlock conditions are satisfied, the READY • Monitor the oil level in the gravity tank.
Air drawing can be detected as hunting on the drive motor ammeter.
TO START lamp will illuminate. If insufficient power is
available, the POWER REQUEST lamp will illuminate and Monthly Maintenance:
Speed should be pressed if the operator is sure that a sufficient number
of generators are running. Once sufficient generating capacity is • Clean hydraulic unit strainer according to the colour indicator
The bow thruster must not be used if the vessel’s speed is greater than 5 knots.
available, the POWER AVAILABLE lamp will illuminate. fitted (red indicates clogged, black indicates normal operation).
If the vessel’s speed is greater than 5 knots, the vibration of the propeller
caused by air drawing is increased. If the vessel’s speed is below 5 knots and • Check sample of oil taken from bottom of gear casing for sea
air drawing is occurring, reducing the propeller pitch will prevent further air g) Should extra power be required when the POWER REQUEST water ingress (sample taken through branch pipe).
drawing from taking place. button is pressed, but power is available, a standby generator
can be started by pressing the green G/E STANDBY START For recommended maintenance over longer periods of time, see the
button. manufacturer’s documentation.
Thruster Operation
h) Press the THRUSTER RUN button to start the main motor.
Under normal circumstances, main power for the bow thruster is activated by The motor will only run once all interlocks have been removed.
the engineering department while operation of the bow thruster is performed on When the motor is running, the THRUSTER ON lamp will
the bridge. The control changeover switch on the thruster motor local control illuminate.
panel should be set to REMOTE.
i) Turn the pitch control lever to adjust the propeller blade angle to
Control of the thruster takes place at either the wheelhouse control stand or the desired position; the thruster will now assist the movement
from the control stands on either bridge wing. of the bow in the desired direction.
Starting the Bow Thruster Stopping the Bow Thruster

The procedure for operation of the bow thruster is as follows: a) Turn the pitch control lever to adjust the propeller blade angle
to zero.
a) The engine room will need to be informed of the intention to
start the bow thruster. Additional generators will need to be b) Press the THRUSTER STOP button. The THRUSTER RUN
started and connected to the switchboard whenever the bow
lamp will be extinguished.
thruster is in use. The oil level in the hydraulic oil gravity tank
will need to be checked and replenished if necessary.
c) Press the PUMP STOP button. The PUMP RUN lamp will be
extinguished.
b) The control selector switch on the local control panel will need
to be set to REMOTE in order to enable bridge control of the
d) Press the CONTROL POWER OFF pushbutton. The CONTROL
bow thruster. The hydraulic pump starters will also need to be
POWER ON lamp will be extinguished.
set to REMOTE.
c) On the bridge, press the CONTROL POWER ON button.

The control power indicator lamp will illuminate, the MAIN
SOURCE lamp should also be illuminated.
d) Confirm that there are no visual or audio alarms indicating a

possible fault condition.

7.5 Discrete Equipment
7.5.1 Speed Log
7.5.2 Echo Sounder
7.5.3 Differential Global Positioning System
7.5.4 Automatic Identification System
7.5.5 Meteorological System
7.5.6 Master Clock System
7.5.7 Voyage Data Recorder (VDR)
7.5.8 Audible Navigational Aids

7.5 Discrete Equipment A signal distributor in the electrical equipment room provides speed output Illustration 7.5.1a Speed Log Display
to:
JLN-550
JRC
7.5.1 Speed Log • Overhead console digital repeater
DOPPLER SONAR
BOW PORT-STBD
Manufacturer: JRC • Engine control room repeater

Type: JLN-550 • X- and S-band radars
FORE-AFT
• VDR
Introduction • Autopilot
kts
WT
• DGPS
This is used to measure ship’s speed and to provide this information to other
• Bridge alarms
navigation equipment requiring a speed input. The transducer is mounted
in the bottom of the hull (on the centre line at frame No.120) and utilises
There are inputs from the GPS and gyrocompass.
the Doppler shift of ultrasonic signals, which are radiated into the sea water
downward obliquely towards the bow and stern. This configuration will cancel
out errors due to pitching. It measures the speed along two different directions; Operation DISTANCE
longitudinal and bow transverse. It also measures and displays run distance.
Press the PWR pushbutton to switch the unit on or off. TOTAL
n.m.
It can measure the ground speed within the depth range of between approximately
After a self-test (approximately one minute) the system changes to normal
2 metres to 250 metres. The water speed is measured simultaneously with the
mode display.
ground speed. The equipment measures the relative speed of water below the PWR DIMMER UNIT MODE TRIP
hull bottom to within 3m. The speed range is -10 to +40 knots.
Dimmer
The system is supplied with 220V from the LPD panel and 24V DC from the Pressing DIMMER displays the current level setting in the distance window.
distribution board. Each press of the dimmer button switches through six discrete levels of
brightness.
The main display and repeater panels utilise large LCD figures for ease of use
in high light levels.
Trip Display
The main NWW-60DB display consisting of 5 pushbuttons and 3 digital Pressing TRIP will alternately switch between the trip distance (between stop-
displays is located on the chart table with repeaters located on the bridge over points) and total distance run (0 to 99999.99nm). To reset trip distance,
overhead console and in the engine control room. press the UNIT and TRIP keys simultaneously.
The five switches are used for control of:

Units
• Power (on/off)
Pressing UNIT toggles between m/s and kts.
• Dimmer
• Unit (kts or m/s) Mode
• Mode (Auto, BT, WT, GPS) Each press of MODE switch will step through four options; Auto - BT (Bottom
• Trip (for measuring trip distances) Track 240kHz) - (WT Water Track 2MHz) - GPS.
There are NMEA outputs from a data buffer to: Auto will automatically select the most appropriate mode, either BT or WT.
• AIS Selecting GPS will display fore/aft and port/starboard speed based on data
• X- and S-band radars from the GPS.
• VDR
For more detailed operational instructions, refer to the operator’s manual.
• ECDIS unit

7.5.2 Echo Sounder Illumination and Brilliance Illustration 7.5.2a Echo Sounder
Press the PWR/PANEL key or the BRILL key as required, and use the arrow
Manufacturer: JRC keys to adjust the control panel brightness or screen brilliance. The control JRC + + MENU ACK
Type: JFE-680 panel illumination cannot be turned fully off, it can only be dimmed. A bar GAIN RANGE
- -
graph setting level is also displayed. ENT
Introduction Depending on the surrounding light conditions, use the Day/Night Vision CLR MODE
to enhance the visibility of the screen. A bar graph setting level is also
The JFE-680 echo sounder consists of a 200kHz transducer mounted on the displayed. PRINT
DAY
NIGHT
BRILL
PWR
PANEL
hull aft in the engine room forward, to starboard of the centre line at frame OFF
No.50, and a 50kHz transducer mounted on the hull forward, adjacent to the
bow thruster room on the centre line at frame No.119. The main display unit Range Setting
displays information on the depth and formation of the sea bed and is installed In the Automatic range mode, the range scale is automatically adjusted. To set
on the wheelhouse starboard console. the auto range during operation; press and hold both the (RANGE) + and - keys
for three seconds, ‘AUTO’ will appear on the screen. The default setting of the
This information is gained by using ultrasonic pulses sent from the transducer automatic range is 10m. The Automatic range mode is cancelled by pressing
at 1,540m/s that are then reflected off the sea bed and picked up again by the (RANGE) + or - key.
the transducer. The time delay between transmission and reception is then
measured and displayed on the screen.
Sensitivity Setting
The recorder unit on the starboard bridge console is supplied with 220V AC The sea bed colour should between orange and red. Adjust the sensitivity (0-30)
from the console power LPD-2 MSBD and ESDB, and 24V DC from the by monitoring the image being plotted on the screen while pressing the GAIN+
wheelhouse battery switchboard. or - key. To select automatic gain mode, press and hold both the (GAIN) +
and - keys for three seconds, ‘GAIN:AUTO’ will appear on the screen. The
An echo sounder output buffer in the chart console sends depth data to the default setting of the automatic gain is 10 (midpoint) in the steps 0 to 20. The
VDR, ECDIS, speed log trigger, and shallow depth alarm data to the bridge Automatic gain mode is cancelled by pressing the (GAIN) + or - key.
watch alarm system BNWAS. The recorder sends unit fail data to the bridge
alarm console. There is an input to the echo sounder from the DGPS.
Menu
The JFE-680 has the following functions: Selecting the menu key will open 6 menu items which will allow access to all
functions and parameters. The alarm heading allows for setting the alarm on or
1. Depth alarm
off and selection of the functions which will initiate an alarm. These headings
2. Power fail alarm are:
3. Output of depth data • Display
4. Output of depth and power fail alarms • Alarm
• Initial
Three display modes may be selected by pressing the mode key, between
Standard, History or Docking. History will cover the previous 24 hours. • Printer Cont.
• Communication
Operation • Maintenance
To turn the power on, press and hold the PWR/PANEL key for three seconds. For further information, refer to the manufacturer’s manual.
To turn the power off, press and hold the PWR/PANEL and BRILL keys for
three seconds.
The measuring range sequence is 10, 20, 50, 100, 200, 500, 800 metres.
Pressing the range + or - will increment or decrement the range.

7.5.3 Differential Global Positioning System Data Distribution • Waypoint information screen (waypoint details)
There are outputs from the DGPS No.2 junction box to the following • Beacon information screen (beacon receiver information)
Manufacturer: JRC equipment:
Type: JLR-7800 • Navigation assistance screen
• ECDIS
Up to 10,000 waypoints can be stored in the internal memory. All waypoints
• VDR
Introduction can be named and renamed with up to sixteen characters. Up to 100 routes with
• Bridge alarm 512 waypoints per route can be entered randomly.
The Differential Global Positioning System (DGPS) measures vessel position • ECDIS hub unit (Ethernet from DGPS unit)
continuously, using signals from a constellation of special satellites. Position For additional information, refer to the manufacturer’s manual.
accuracy is further enhanced by receiving correction data from local (differential) There are outputs from the DGPS to the following equipment:
beacon stations in various geographical areas. Frequency selection for beacon
• AIS Illustration 7.5.3a DGPS Control Panel
stations can be automatic or manual. In automatic mode, the system will select
the nearest satellites. • Log
• GMDSS console
GPS was developed and is operated by the U.S. Department of Defence.
Comprising a constellation of 24 operational satellites (four in each of six • VHF No.1 and No.2 Navigate to MOB MOB DISP Display Mode
operational planes) at altitudes of approximately 20,000km, the system • Echo sounder system
provides two-dimensional fixes (latitude and longitude) for marine users. A
• NAVTEX MENU
position fix with an accuracy of approximately ten metres can be achieved
using a GPS receiver. • Gyrocompass
• Master clock
Basically, a GPS position is achieved by measuring the range from a number
of selected satellites to the receiver. Range is determined by measuring the • Route planning station
propagation time of received signals and a fixed clock error. By the use of • S- and X-band radars
microprocessor technology, this clock error can be resolved providing that at ABC DEF
Enter Mark 3 Increase On-Screen

least three satellites are in view for a two-dimensional fix. • VDR 1
MARK
2
EVENT
Display Size
Enter Event Mark
• ECDIS GHI JKL MNO
Two independent inter-switched DGPS displays are fitted, No.1 on the chart 4 5 6 Decrease On-Screen
# GOTO
Display Size
table, and No.2 on the starboard console. The NWZ 4740 display has a 5.7” • Bridge watch alarm system (BNWAS) Sets the Waypoint PQRS TUV WXYZ
LCD screen. Several display modes are available. ON/OFF Cross Cursor 7 8 9 Move Own
AZI HOME
CURS
Ship to Centre
Operation Change Presentation Mode
The DGPS are supplied with 220V from the LPD-2 panel and 24V DC from
the GMDSS console. Switch on by pressing PWR/CONT. To switch off, press DIM and PWR/CONT CLR
0
ENT
*
simultaneously.
PWR
DIM
Differential Global Positioning System (DGPS) The keys are also backlit, making it easy to operate in low-light settings on the CONT
The accuracy of basic GPS signals (especially in areas such as harbours bridge. The screen brightness control is in four discrete levels. OFF
and their approaches) can be improved by the reception of correction data
transmitted from a shore-based station. DGPS works on the principle of a fixed Pressing DISP will step through the various screens. These screens are
receiving station knowing its exact location (latitude and longitude) derived also accessible from the menu. Some screens display digital information or
from a survey. This station is equipped with a DGPS receiver to obtain its graphical information depending on the screen selected. Some screens have
position from the satellite system. The received position is compared with the sub-screens available.
surveyed position of the station. If an error exists between these two positions,
then correction data is calculated and transmitted by M/F radio in the frequency The available screens are:
band 285-325kHz, with a range of approximately 40-60 nautical miles. GPS • Navigation information (mainly ship’s position)
will give an accuracy of 30m 95% of the time and DGPS will give an accuracy
of 5m 95% of the time. • Plotting screen 1, 2 and 3 (ship position in graphical display)
• CDI screen (analogue heading, course, speed and leg)
• GPS information screen (satellite information)

7.5.4 Automatic Identification System Operation Ship List Details
To switch the system on, hold down the PWR/DIM key for one second. The The ‘Other Ships List’ can be customised to display information according to
Manufacturer: JRC start-up screen will be displayed within approximately five seconds. The ‘Ship selected parameters. Rotate the jog dial or move the stick upward to select.
Type: JHS-182 List’ display will appear approximately 40 seconds later.
Graphic Display
To turn off the power, a password must be entered after pressing the OFF key.
Introduction After the password is entered, the screen for turning off the power is displayed; Press DSPL/SEL to display a graphic view of the area around own ship.
press and hold the PWR/DIM and OFF keys simultaneously for one second.
Automatic Identification System (AIS) is a maritime navigation and radio
communication system. This system intends to enhance the safety of life at Text and Numerical Data Entry
In areas with incidents of piracy, the AIS should be switched off at the Master’s
sea, the safety and efficiency of navigation, and the protection of the marine discretion for ship safety. When editing or entering text or numbers, all the characters available are
environment by communicating navigational information automatically on displayed in a text setting window. Characters are selected by the Jog dial
VHF channels between ship and ship, ship and shore. Illustration 7.5.4a AIS Display and entered individually by pressing the Jog dial. This keyboard will appear
whenever text needs to be input.
The AIS fully complies with international regulations: IMO MSC74(69) Annex
3, ITU-R M.1371, IEC61993-2, IEC6094.
JRC
Guard Zone
MENU PUSH-ENTER
The system comprises the following units: SORT:NORTH/RANGE UTC11:43 A vessel entering a guard zone area will be highlighted on the screen and an
BRG : RNG NAME / MMSI
▲270˚ : 0.18NM OCEAN-LINE alarm buzzer will be sounded. A letter G will be displayed between the bearing
• AIS transponder with antenna
35˚ : 0.29NM QUEEN and range.
• Connection box * 22˚ : 0.92NM ABCDEFG-HIJK>
121˚ : 4.85NM 498755431
• AIS controller with pilot plug 52˚ :12.47NM AABBCCDD243 Set the guard zone from the ALARM SETTINGS menu.
010˚ :99.99NM 11111111111
111˚ :99.99NM 11111111112
The AIS control panel is located on bridge console starboard console. It is 010˚ :99.99NM 11111111113 Lost Target
111˚ :99.99NM 11111111114
supplied with 220V from LPD-2 panel and 24V DC from the distribution 222˚ :99.99NM 11111111115 If a signal is not received from a target for six minutes within the lost target
board. 189˚ :99.99NM 11111111116
CLR
46˚ :99.99NM 11111111117 zone, it will be highlighted and indicated by a letter L between the bearing and
▼118˚ :99.99NM 11111111118 DSPL range, and the buzzer will sound. If no signal is received after a further six
The connection box inputs consist of other navigational information for SEL
TOTAL:128 CURSOR:103 minutes, the target will be removed from the list.
transmission to ships in the vicinity:
PWR
• DGPS DIM
OFF
Waypoints
• Speed log
AIS JHS-182 Up to 14 waypoints may be entered by selecting WAYPOINTS from the
• Gyrocompass VOYAGE STATUS menu. Select POSITION and follow the on-screen
• ECDIS display prompts/options.
• Pilot plug (front wall) Menu Display Sending Messages

• VDR All functions can be carried out via the menu. To access and leave the menu, Select MESSAGE from the menu and follow the on-screen prompts.
• Fail alarm to bridge console use the MENU key to access and CLR keys to leave.
Text can be sent as a general broadcast or can be addressed to a selected
Buffer data: Five main menus are available as follows: MMSI number. Between 151 and 161 message text characters can be entered
• X-band and S-band radar • Voyage static data dependent on the type of message.
• VHF No.1 and No.2 • Message
Review Sent and Received Messages
• Alarm setting
Message lists can be viewed by selecting TX or RX TRAY from the menu.
• Set-up
• Maintenance For more detailed operations, refer to the operator’s manual.

Illustration 7.5.5a Meteorological System
POWER JRC JAX 9B

TIMER OFF ON
1 2 3 WEATHER FACSIMILE RECEIVER
REV EXT ATT
MO 4 5 6
MAN
Anemometer Sensor REC IOC SCAN PH CH 7 8 9
DIM FEED HALF PROG ENT CLR 0 # SP VOL L R
SYNC
0
30 30
Anemometer
60 60
PORT
STBD
Wind Direction
90 90
Knot
m/s
120 Wind Speed

120
150 150
DIM 180 MODE
Weather Facsimile
HERIANA
Anemometer Display

7.5.5 Meteorological System Weather Facsimile Fine Half-Tone Recording
Satellite pictures of clouds can be recorded in 16-level high resolution half-
Manufacturer: JRC tone graduations.
Anemometer
Model: JAX 9B
Manufacturer: Heriana/Gill Instruments Operational Procedures
Model: AT-300 transmitter (ultrasonic) Introduction Each broadcasting station transmits on several frequencies simultaneously.
AC-010 indicator Selection of the optimum frequency for the location will provide the best
The weather facsimile machine is located on the chart table and prints a weather quality picture. As a general rule, use higher frequencies in daylight hours
forecast map for a given area. The broadcasts are made at regular intervals from and lower frequencies in the hours of darkness. By use of the MO key, a
Introduction shore stations which the JAX 9B machine can be set up to record automatically. band of frequencies can be scanned and the optimum frequency at the time of
The recorder memory can store up to 90 spot frequencies. transmission will be selected automatically.
The bridge is equipped with a wind speed measuring device as an aid to
navigation. Two displays are fitted, one on the overhead console and the other A break signal from the GMDSS console mutes the weather fax during radio
in the ship’s office. LCD Display
transmissions. A USB converter provides an output to a PC as required to
display the received image. The display consists of 2 lines of 20 characters, example as shown:
The anemometer uses no moving parts and consists of 4 transducers arranged
in a quadrant. The output is factory default set to metres/second. Wind The printer uses thermo-sensitive paper on a 260mm x 25m roll. Scanning A U T O . 5 7 6 / 1 2 0 R E C O R D
information is provided to the VDR and ECDIS. speeds of 60, 90, 120, and 240 spm. f = 2 2 7 7 0 . 0 ( 1 2 ) # H # R # E A
Measurement of wind speed is achieved by analysing the time for an ultrasonic • [AUTO] recording mode - Auto, Man, #Rec or Timer
An Index of Co-operation (IOC) of 576 (7 lines/mm) or 288 (3.5 lines/mm) is
pulse to pass between facing transducers. The time will vary dependent on the set to match that of the broadcast chart width. Due to the speed of transmission • [576] IOC selected - 288 or 576
direction and speed of the wind between the transducers. and the detail involved, some maps may take several minutes to receive. • [120] Scan speed selected - 60, 90, 120 or 240
The indicator can be set to display wind speed in either metres per second (m/s) The JAX-9B can operate in four start and stop modes: • [RECORD] Operating status RECORD or PHASE
or knots. The range of speed detection is 0 - 60m/s or 0 - 115kts. Wind speed • [f =] Frequency selected followed by frequency number
is accurate to within ±2% with a resolution of 0.01m/s. Wind direction has an Automatic recording (AUTO)
accuracy of ±3º at 20m/s and a resolution of 1º. All operations are controlled by remote signals from the • (12) selected channel - 00 to 99
broadcasting stations to automatically start up, set parameters, • [H] Half-tone
Wind speeds of less than 1.0m/s will not be registered. receive images, feed paper and stop. Only half-tone recording is
manually controlled. • [R] Reverse
Display Manual recording (MANU) • [E] External receiver if chosen
Around the circumference of the display, 36 LEDs indicate the direction. Manually set the index of co-operation (IOC), scanning speed, • [A] Attenuation if selected
and the half-tone recording. The JAX-9B automatically records
Wind direction is indicated in the upper digital display (±180º with port and and stops in this mode. Frequency Channel
starboard indicators), whilst wind speed is indicated in the lower digital display
Forced recording (#REC) A frequency channel is a channel to which a facsimile broadcasting frequency
in the top left, with the selected units highlighted.
The JAX-9B can manually record while neither in automatic or is registered (or memorised). One frequency channel has a maximum of nine
manual recording mode, also while broadcasting is in progress. frequencies. The JAX-9B can have a maximum of 90 channels (10 groups).
Panel Buttons
Phasing is done manually. It also uses a system to terminate
The DIM button will adjust display brightness. phase matching instantaneously. PROG Mode
Timer programme recording (TIMER) Programming allows the operator to receive and record up to 10 facsimile
Pressing the MODE button will switch between display units.
The JAX-9B can automatically record a facsimile broadcast broadcasts within a space of 24 hours without having to be present at the
at a scheduled time. The display time always uses the 24- unit.
hour notation. The period of the start and stop modes, station
frequencies and half-tone on/off are programmable. Whilst For further details, refer to the manufacturer’s manual.
combined with the fully automatic mode, unattended, error-free
operation is available using the internal timer. Dual function
keys are used by pressing the # key prior to the function key.

7.5.6 Master Clock System 7.5.7. Voyage Data Recorder (VDR) 4. Heading from gyrocompass.
5. Bridge/bridge wing audio via microphones (4 x bridge, 2 x
Manufacturer: MRC Manufacturer: JRC bridge wing).
Type: MCS-980 Type: JCY-1800
6. Communications audio from VHF 1, 2 and 3.
Introduction 7. Autopilot.
Introduction
8. FU order/response from autopilot.
The MCS-980 is the master clock system for the ship. The master clock panel
The VDR records the outputs from different navigation systems and passes the 9. NFU order (P and S) from autopilot terminal unit.
is situated on the chart table. This carries two analogue clocks, master and
data to a protective capsule for storage. The data is stored for a rolling 12-hour
slave. The accuracy is within one second per month without GPS updates. 10. Echo sounder.
period, so that in the event of an accident, the capsule can be recovered, and an
analysis of the events leading up to the incident conducted. The capsule will 11. Rudder response.
This master clock unit provides the slave clock synchronising signal to ensure
withstand a temperature of 260°C for 10 hours or 1,100°C for 1 hour. Data is 12. ECDIS and conning display via JRC LAN HUB.
all the clocks read the same time throughout the vessel. In addition to supplying
recorded until ship’s power to the VDR fails, and then will record microphone
the slave clocks, the master clock also has data outputs to the M/E telegraph 13. Wind speed and direction.
data for a further two hours using the internal battery. The system will restart
logger, radio area clock, and a fail warning to the alarm system.
within less than 1 minute after a blackout. There is a blackout test switch in the 14. PA main unit.
recording control unit (RCU). In the event of a recordable incident other than
The master clock is normally set to Coordinated Universal Time (UTC) and 15. Main engine order, response, telegraph, operator status.
sinking, the data card must be extracted, otherwise the data will be overwritten
the slave clock adjusted to display local time. Adjustment is carried out using
within the next 12-hour period. 16. AIS.
membrane keys on a LCD control panel.
17. Bow thruster.
The RCU in located in the electrical equipment room on G deck. The system is
The master clock is supplied with 220V from the LPD-2 panel and 24V DC 18. VDR fail alarm output.
supplied with 220V AC from emergency switchboard distribution panel.
from the distribution board.
19. Bridge alarm console input CAMS, conning display and FBB
Secondary clocks are situated around the ship’s accommodation. Secondary Normally, the VDR is left acquiring data with no operator intervention. 500 via Ext. LAN.
clocks with only two hands are designated as 30 second slave clocks, and However, if there is an alarm indication (buzzer sounding, ALARM LED lit)
the operator needs to identify the cause of the alarm and take the appropriate 20. WT door status, autopilot and PA from digital signal converter.
those with a third sweep hand are designated as 0.5 second slave clocks. These
periods refer to the timing pulse for these clock types. action. 21. NAVTEX.
22. Weather fax.
There are two clock loops around the accommodation to update the slave The VDR system comprises:
clocks, one for the 0.5 second type and the other for the 30 second type. • Protective capsule (NDH-316A)
Protective Capsule Unit Model NDH-316
• Connection box (NQE-3163)
The fluorescent orange capsule is designed to store the data safely for recovery
• Recording control unit (NDV-1800) in the event of an incident and is mounted on the wheelhouse top. An underwater
• Data processing unit (contains CF card) beacon on the capsule will operate for a minimum of 30 days after immersion.
UT/LT Year Month Day
The beacon frequency is 37.5kHz ± 1kHz. The range of the beacon is 1,800m-
Display Panel • Operation panel unit (OPU) (NCG-169 wheelhouse)
LT 2006 11 2 1 • PSU
3,600m (depending on environmental conditions), and will withstand deep-sea
immersion pressures of 60Mpa (equivalent to a depth of 6,000m).
2 _3 : 0 7 : 3 4 R • Microphones
A 2Gb memory will store 12 hours of data. This data includes audio and video.
Hour Minutes Seconds GPS Receiving (flashing) • Signal converter The audio (1 audio file/minute) is from the microphones and the VHF radio,
Cursor and the video (1 image per 15 seconds) comes from the radar system.
Once running, it should not be switched off unless the recording is to be
terminated by an authorised operator.
The remote bridge panel (NCG-169) on the alarm console displays the status
The following data is recorded: of the VDR.
1. DGPS 1 and 2 position, date and time.
SLAVE ADJUST
2. S- and X-band radar display video.
SEC
DIMMER UT/LT ADV REV END ADJUST ENTER
ON/OFF
3. Speed through the water.
Issue: 1 IMO: 9526978 Sections 7.5.6/7.5.7/7.5.8 - Page 1 of 2

LED Status 7.5.8 Audible Navigational Aids Illustration 7.5.8a Whistle Control Panel
The LED status is as follows:
1. POWER (green): Illuminated when the external power supply is Whistle
Kockum Sonics Control unit TLG2000
healthy. Flashes when the VDR is running on the batteries.
Manufacturer: Kockums
2. RECORDING (green): Illuminated when the VDR is running Model: TLG2000
normally. Extinguished when the VDR has failed.
3. ALARM (red): Flashes when an alarm condition exists. Electric Whistle
Extinguished when there are no alarm conditions detected. C
Manufacturer: Kockum Sonics
Alarms Model: Electro-tyfon MTX 150/130 - 130Hz
When an alarm condition occurs, the display changes to indicate the cause of
the alarm, the ALARM LED flashes and the audible buzzer sounds. Air Whistle
120 sec
90 sec ANCHOR
+
DIMMER
60 sec
Manufacturer: Kockum Sonics 40 sec
For error codes, refer to the manufacturer’s manual.

Model: Supertyfon MKT 150/110 - 110Hz C
AGROUND
-
DIMMER
Illustration 7.5.7a Wheelhouse Panel

Introduction
JRC A TLG2000 signal controller is fitted in the wheelhouse centre console,
Making way Attention
which provides automatic and manual activation of the ship’s whistles and Not making way Altering course to starboard
manoeuvring lamp. The signal automation unit can automatically sound one of NUC Altering course to port
eight different ship’s sound signals according to Rule 35 (a, b, c, e, g) of the Being towed Moving astern
HEADING Vessel at anchor
ALARM DETAIL
COLREGS 1972. These are selected sequentially by pressing the character/ Great Lakes and St Lawrence fog signal
POWER whistle button. Aground
MODE
Keep clear (inland)
RECORDING
A repeat timing button is used to select repeat from 40 seconds to 120 seconds.
SYSTEM CODE
ALARM
LEDs are used to indicate the selected timing/whistle/lamp signals.
The unit also controls the white manoeuvre signal (Morse) lamp. This lamp
ACK DIM has a visible range of at least 5 nautical miles. The Morse lamp may be set to
hand, automatic or 4 selected periods by sequentially pressing the character/
ENT lamp button. Once the correct setting is selected on the character/lamp button,
pressing the power button will start the automatic process. This is the same
procedure for automatic sounding of the whistles.
The general alarm signal can be sounded through the system by the activation
NGC-169 VDR OPERATIONAL PANEL of one of the general alarm pushbuttons.
The system is supplied with 220V from the LPD-2 panel and 24V DC
distribution panel.
To silence the buzzer, press ACK. The ALARM LED remains illuminated but
ceases to flash, and the display shows the cause of the alarm until the fault is
cleared.
Issue: 1 IMO: 9526978 Sections 7.5.6/7.5.7/7.5.8 - Page 2 of 2

7.6 GMDSS and External Communications Systems
7.6.1 GMDSS Overview
7.6.2 Inmarsat-C System
7.6.3 Inmarsat Fleet Broadband System
7.6.4 Iridium System
7.6.5 VHF System
7.6.6 MF/HF System
7.6.7 NAVTEX Receiver
7.6.8 VHF Hand-Held Emergency Radios
7.6.9 UHF Hand-Held Radios
7.6.10 SAR Communications

Illustration 7.6.1a GMDSS
Inmarsat Cospas Sarsat
Local User Terminal/

Relay Ship
Coast Earth Station Mission Control Centre
Rescue Co-ordination Rescue Co-ordination

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

HF, MF, VHF HF, MF, VHF
EPIRB
SART

7.6 GMDSS and External Communications A1 Area GMDSS Distress, Urgency and Safety Frequencies in Terrestrial Radio Bands
Systems An area within radiotelephone range of at least one VHF coast station at which Sea Area Band DSC Alerting Frequency RT Communications
continuous DSC alerting is available.
A1 VHF Channel 70 Channel 16
7.6.1 GMDSS overview
A2 Area A2 MF 2,187.5kHz 2,182kHz
The Global Maritime Distress and Safety System (GMDSS) applies to
This area excludes area A1 and is within radiotelephone range of at least one A3/A4 HF* 4,207.5kHz 4,125kHz
all vessels over 300 gross tonnes and all passenger vessels engaged on
international voyages. It provides communications for distress, urgency and MF coast station at which continuous DSC alerting is available. A3/A4 HF* 6,312kHz 6,215kHz
safety operations in the terrestrial and satellite services. It specifies methods A3/A4 HF* 8,414.5kHz 8,291kHz
to be used to enable vessels requiring assistance to transmit specific alerting A3 Area
signals to indicate they require help. A3/A4 HF* 12,577kHz 12,290kHz
This area excludes areas A1 and A2, but is within the coverage range of the
Inmarsat satellite system, between latitudes 70º North and 70º South. A3/A4 HF* 16,804.5kHz 16,420kHz
There are nine functions which all vessels complying with SOLAS regulations
must be able to fulfil, namely:
A4 Area All areas except area A4 are also covered by Inmarsat systems.
• Transmitting ship-to-shore distress alerts by at least two separate
and independent means. The remaining sea area outside areas A1, A2 and A3.
* Select an HF frequency band according to the distance from the nearest HF
• Transmitting and receiving ship-to-ship distress alerts. shore station and the time of day. Usually, the higher the band the greater the
• Receiving shore-to-ship distress alerts. Distress Alerting range. At night, a lower band will achieve greater distances. If unsure, use
8MHz. (Inmarsat distress procedures are described later.)
• Transmitting and receiving Search and Rescue (SAR) co- The primary function of a distress alert is to inform a coast station and/or a
ordinating communications. Maritime Rescue and Co-ordination Centre (MRCC) of the ship’s situation. 1. Send Distress Alert Via
On receipt of a distress alert, an MRCC will co-ordinate the rescue and will VHF Channel 70
• Transmitting and receiving on-scene communications. relay details to other ships in the area. If the ship is in distress, the main
• Transmission and reception of location signals. objective should always be to send the distress alert ashore by any appropriate
2. Receive Distress
means. However, personnel may also consider alerting vessels in the vicinity Acknowledgement
• Transmission and reception of maritime safety information. by sending a distress alert using Digital Selective Calling (DSC) equipment on VHF Channel 70
Ship in Distress Coast
on VHF Channel 70 (for vessels within approximately 20 miles) or MF on MRCC
• Transmitting and receiving general radio communications to in Sea Area A1 Radio Station
and from shore-based radio systems or networks. 2,187.5kHz (for vessels within approximately 150 to 200 miles).
3. Continue RT Distress
Communication
• Transmitting and receiving bridge-to-bridge communications. The distress communication procedure should always be as follows: on VHF Channel 16
GMDSS enables watchkeeping duties to be performed automatically. It is a) Send a distress alert on a band according to the sea area as
unlikely that a manual watch will be carried out on the RT distress frequencies;
listed below. This is important because it attracts the attention
therefore it is important to precede any communications with an appropriate Example of Distress Transmission Procedure in Area A1
of personnel, enabling them to listen to your distress message.
alert. There are four levels of priority given to such alerts:
Example of distress call and message by RT:
• Distress: When the vessel or person(s) on board are in grave and b) Expect acknowledgement from a shore station by DSC or Radio
imminent danger and require immediate assistance. Telephony (RT).
MAYDAY, MAYDAY, MAYDAY,
• Urgency: When the safety of the vessel or person(s) is threatened This is Vessel Name (three times),
and they require assistance. c) Send a distress call and message on the RT distress frequency in
MAYDAY, Vessel Name/MMSI Number
the same band as the distress alert and follow the instructions
• Safety: For meteorological and navigational warnings. 21° 34’ North, 68° 15’ West, On Fire - Require immediate
given by the MRCC.
assistance, XX persons on board,
• Routine: Normal alerts to attract the attention of coast stations OVER.
or other ship stations.
It is in the interests of safety that the watchkeepers are aware of which sea
area the ship is in at any time. There are four sea areas within GMDSS. The
Admiralty List of Radio Signals Volume 5 provides comprehensive details.

Urgency Alerts Procedure on the Receipt of a DSC Urgency or Safety Alert Sending Alerts Via Inmarsat-F
For messages concerning the safety of the vessel or person(s) on board, use the On receipt of a DSC urgency or safety alert, tune the RT to the frequency Inmarsat-F supports a voice only channel for Distress, Urgency and Safety
following procedure on any appropriate radio band according to the sea area: indicated in the received alert and await reception of the call and message. Do alerts.
NOT attempt to acknowledge the urgency or safety alert. See illustration 7.6.1b
a) Send a DSC urgency alert. below. Inmarsat-F (Fleet 77) Distress Transmission Procedure
b) Send an urgency call and message. Refer to the supplied Distress Card and follow the telephone distress call
Procedures for Sending Distress Alerts Via Inmarsat-C
procedure. When the MRCC answers, speak clearly. An example message is
Example procedure of how to request medical assistance from Area A3: Inmarsat-C is an ideal system for distress alerting and messaging. It can be given below:
used from all sea areas except area A4. Inmarsat-C does NOT support voice
communications, so all messages appear as text. Inmarsat-C is a store and MAYDAY MAYDAY MAYDAY
a) Send a DSC urgency alert on 8,414.5kHz, indicating the
forward system. There are no live links between the ship and shore authorities; This is Vessel Name
intended RT transmission frequency (8,291kHz) in the call. Do
therefore expect a short delay before any response from ashore. My position is 18° 35’ South, 77° 58’ West
NOT expect to receive an acknowledgement.
My Inmarsat-F mobile voice number is Number
a) Send a distress alert (either designated or undesignated). Sinking (Nature of Distress)
b) Transmit an urgency call and message on 8,291kHz as follows:
Require immediate assistance
b) Expect a response from an MRCC within 2/3 minutes. OVER
PAN PAN, PAN PAN, PAN PAN,
All stations, all stations, all stations, c) Compose a distress message on the Inmarsat-C editor using the Follow the instructions of the MRCC operator and when requested, replace the
This is Vessel Name (three times). following format: handset in the cradle to await further calls. Keep the telephone line clear so that
I have crew with severe injuries and require medical assistance. the MRCC can call back when necessary.
My position is 23° 30’ North, 79° 18’ West. MAYDAY (or SOS)
OVER. Vessel Name/Inmarsat-C Number
22° 37’ North, 31° 53’ West GMDSS Radio Watchkeeping
On fire, require immediate assistance, XX persons on board At sea, the vessel shall maintain a continuous radio watch on the following:
Safety Alerts
To send a meteorological or navigational warning, use the following procedure d) Using distress priority, ideally select the nearest Land Earth Frequency/Ch Purpose of Watch
on any appropriate radio band according to the circumstances: Station (LES) and send the distress message. If a LES is not VHF Ch. 16 * RT distress/urgency/safety and routine call/reply
selected here it will default to the last used LES. Standby for
a) Send a DSC safety alert. VHF Ch. 13 * International bridge-to-bridge safety of navigation
further communications from the MRCC.
VHF Ch. 70 Short range DSC distress/urgency/safety and routine
b) Send the safety call and message. alerts
Urgency or Safety Alerts Via Inmarsat-C
Example procedure of how to advise vessels in the vicinity of a danger to MF 2,187.5kHz Medium range DSC distress/urgency and safety alerts
If required to send urgency or safety priority messages via Inmarsat-C, HF 8,414.5kHz ** Long range DSC distress/urgency and safety alerts
navigation and at the same time inform shore stations in Area A1:
compose the message using the edit facilities. Leave the message on the screen
518kHz Reception of NAVTEX MSI
a) DSC safety alert on VHF channel 70, indicating an intended RT as text, then:
Inmarsat-C Reception of EGC MSI including shore-to-ship
transmission channel in the call. Do NOT expect to receive an
a) Go to ‘TRANSMIT’ mode. distress alerts
acknowledgement.
Inmarsat-F Reception of shore-to-ship distress alerts
b) Transmit the safety call/message on VHF channel 16 (or 13): b) Select routine priority and the appropriate LES.
* Vessels are required to monitor VHF channel 16 and channel 13 as
SECURITÉ, SECURITÉ, SECURITÉ, c) Select the special code from the following: continuously as is practicable whilst at sea.
All stations, all stations, all stations. 32 to request medical advice
This is Vessel Name (three times), ** Plus at least one other HF frequency from 4,207.5, 6,312, 12,577 and
Large floating container sighted in position 30° 20’ North, 38 to request medical assistance 16,804kHz.
64° 55’ West. 39 to request maritime assistance
Danger to navigation, keep sharp lookout. 42 to provide weather danger and navigational warnings
OVER.
d) Send the message as text.

Illustration 7.6.1b GMDSS Distress Reactions As the vessel has Inmarsat-C, there is no requirement to monitor HF DSC
frequencies for A3 distress alerts. MF/HF DSC equipment can be configured
to watch the 2,187.5kHz frequency only.
Procedure on Receiving a DSC Distress Alert General Rules for Communications
1. All Stations are Forbidden to Carry Out
• Unnecessary communications.
ALERT RECEIVED ON
• The transmission of profane language.
VHF Ch. 70 MF 2,187.5kHz Any HF band • The transmission of signals without identification.
2. Avoid Interference
Area A1 1 5 3 All stations are forbidden to carry out the following:
OWN • The transmission of superfluous signals and correspondence.
VESSEL Area A2 4 2 3 • The transmission of false or misleading signals.
IS IN: All stations shall radiate the minimum power required to ensure satisfactory
service.
Area A3/A4 4 5 3
3. Secrecy of Communications
a) Tune to RT Channel 16 and listen for distress communications. a) Tune to RT VHF Channel 16 and listen for distress communications.
All administrations bind themselves to take the necessary measures to prohibit
1 4 and prevent the following:
b) Acknowledge receipt of the alert using RT on Channel 16 and carry out b) Acknowledge receipt of the alert using RT on Channel 16 and carry
distress communications. out distress communications. • The unauthorised interception of radio communications not
intended for the general use of the public.
c) If the alert is not responded to by a shore station, acknowledge by DSC on c) If the alert continues, relay ashore using any appropriate means.
Channel 70 and relay the alert ashore by any appropriate means. • The divulgence of the contents, simple disclosure of the existence,
d) Acknowledge the alert by DSC on Channel 70. publication or any use whatsoever, without authorisation, of
information of any nature obtained by the interception of radio
communications.
a) Tune to 2,182kHz and listen for distress communications. a) Tune to RT 2,182kHz and listen for distress communications.
2 5 b) Acknowledge receipt of the alert using RT on 2,182kHz and carry 4. Radio Log Keeping
b) Acknowledge receipt of the alert using RT on 2,182kHz and carry out distress
communications. out distress communications.
All vessels must keep a radio log on the bridge close to the radio station. It
c) If the alert continues, relay ashore using any appropriate means.
c) If the alert is not responded to by a shore station, acknowledge by DSC on should be available for inspection by a representative of any administration.
2,187.5kHz and relay the alert ashore by any appropriate means. d) Acknowledge the alert by DSC on 2,187.5kHz. It contains details of the ship’s name, call sign, MMSI number, etc, details
of persons qualified to operate the radio equipment and the daily diary of
operation of the equipment. Entries in this part should contain the following:
a) Tune to the RT distress frequency in the band on which the distress alert • Details of communications relating to distress, urgency and
3 was received.
safety, including times and details of ships involved and their
b) Do NOT acknowledge either by RT or DSC. positions.
c) Wait at least 3 minutes for a shore station to send DSC acknowledgement. • A record of important incidents such as breakdown or malfunction
of equipment, adverse propagation and interference.
d) If no shore station acknowledgement or RT distress communication is heard,
relay the alert ashore using any appropriate means. • The position of the ship at least once per day.
e) If within VHF or MF range of the distress position try to establish RT contact • Details of the tests carried out on radio equipment as in
on Channel 16 or on 2,182kHz. paragraph 5 below.

Note: Any messages received as hard copies, such as NAVTEX, EGC, etc, Emergency Position Indicating Radio Beacon (EPIRB) Maritime Mobile Station Identity (MMSI) System
can be appended in date order at the rear of the logbook and an indication of An EPIRB is a secondary means of transmitting a distress alert ashore – usually Each mobile station (ship) and shore station having DSC equipment has a
the time and frequency received can be noted in the log. from a survival craft. It can be activated manually, but may also be released unique MMSI number. This number is programmed into all DSC equipment
automatically by a hydrostatic release mechanism if the vessel sinks. Three on installation. Self-identification is always automatically included in any DSC
types of EPIRB can be used within GMDSS: transmission. The MMSI system also permits individual stations or groups of
5. Testing of GMDSS Radio Equipment
stations to be called. The allocation of MMSI numbers is as follows:
• COSPAS/SARSAT satellite EPIRB: Covers all sea areas
Daily tests:
• Inmarsat-E EPIRB giving coverage in sea areas A1/A2 and A3
• Test the function of DSC facilities at least once per day without Ships Stations: 9 digits, the first three being the country MID: eg,
radiation of signals, using the equipment’s self-test facility. • VHF DSC EPIRB giving coverage in sea area A1 only
232123456.
• Batteries must be checked daily and kept fully charged. All EPIRBs must be capable of indicating the vessel’s ID and position. Vessel Shore Stations: 9 digits, the first two being 00, then country MID: eg,
ID information is encoded into the EPIRB. Position information can be 002321234.
Weekly tests: determined automatically by the COSPAS/SARSAT satellites. For COSPAS/
• Test the operation of the MF DSC facilities weekly by means of SARSAT EPIRBs, there may be a maximum of 90 minutes before the alert is Group of Stations: 9 digits, the first being a single 0, then country MID: eg,
a test call with a coast station. When out of range of a MF coast received ashore. Inmarsat-E EPIRBs provide almost instantaneous alerting. 023212345.
station for longer than one week, the ship should make a test call VHF EPIRBs work on VHF channel 70 and send a designated DSC alert to
at the first opportunity when in range of a coast station. coast stations and vessels within an A1 area. They have an in-built SART for
determining position. Reception of Maritime Safety Information (MSI)
Note: Live tests should NOT be made on VHF DSC equipment.
GMDSS provides for the reception of meteorological warnings, navigational
Digital Selective Calling (DSC) warnings and shore-to-ship distress alerts. SOLAS regulations require ships to
Monthly tests:
DSC is an automated watchkeeping and alerting system operating in the VHF, monitor the appropriate frequencies to receive MSI in their area.
• Each EPIRB shall be tested monthly by operating its test facility MF and HF bands. It permits unmanned watchkeeping for distress/urgency/
and ensuring that it is able to float free. It should be inspected safety and routine calls in the terrestrial radio service by having dedicated Short Range MSI
for security and any signs of damage. watchkeeping receivers listening out continuously. NAVTEX – operating on:
• Each SART should be tested by means provided and by
observing rings on the nearby 3cm radar. Band Frequency/Channel Use • 518kHz for English language broadcasts.
• Test each survival craft VHF on a channel other than 16. VHF Channel 70 Distress/urgency/safety and routine alerts • 490kHz for second language or supplementary broadcasts.
MF 2,187.5kHz Distress/urgency/safety alerts • 4209.5kHz in tropical zones to overcome the effects of MF static.
• The radio battery compartment should be inspected and the
security and condition of all batteries providing a source of MF 2,177.0kHz Routine shore-to-ship alerts
energy for any part of the radio installation should be checked. MF 2,177.0Hz Routine ship-to-ship alerts 518kHz has to be included in a NAVTEX receiver. The other frequencies may
or may not be fitted according to vessel requirements.
MF 2,189.5kHz Routine ship-to-shore alerts
Additionally, check printers daily to ensure an adequate paper supply and HF 4,207.5; 6,312; 8,414.5 Distress/urgency and safety alerts
check the condition of all aerials and insulators monthly. 1,2577; 1,6804.5kHz Long Range MSI
HF 4, 6, 8, 12, 16, 18, 22 Paired DSC frequencies are available for • Enhanced Group Call (EGC): Operating via Inmarsat-C.
Brief Description of GMDSS Equipment and 25MHz bands routine alerts. Details in ALRS Volume 1
• HF NAVTEX: Operating in areas where MF NAVTEX and EGC
Search and Rescue Transponder (SART) Note: Frequencies shown in bold text in the table above should be monitored are not available.
A SART will indicate the position of survival craft or survivors during SAR continuously by DSC watchkeeping receivers whilst at sea. To receive
routine DSC alerts in MF and HF bands, an additional scanning receiver Details of these systems providing worldwide coverage are to be found in
operations. When interrogated by the 3cm radar of a search and rescue craft, Admiralty List of Radio Signals Volumes 3 and 5.
the SART is activated and transmits coded signals. This results in a series of must be fitted.
dashes appearing on the rescue craft’s radar, similar to those of a RACON. The Facilities on NAVTEX and EGC receivers allow operators to programme
echo nearest to the rescue craft’s own position represents the position of the reception of messages from different areas. EGC receivers automatically
SART. The minimum range of a SART is 5 miles. To achieve this, the SART restrict the reception of messages to the NAVAREA that the vessel is in by
should be mounted at least 1 metre above sea level in a vertical aspect. If lying awareness of the vessel’s position via GPS input. The world is divided into 16
in the sea, the range may be limited to roughly 1 mile. ‘NAVAREAS’, each having its own provision. Choices can also be made over
the type of warning available for reception. In order not to receive unwanted
information, navigators should programme MSI equipment accordingly.

Types of message which can be programmed: Fleet Broadband
A: Navigational warning* B: Meteorological warning* Used in some cases as an alternative to Inmarsat-F.
C: Ice report D: SAR info
E: Meteorological forecasts F: Pilotage messages Network Co-ordination Station (NCS)
G: Decca warnings H: Loran-C warnings Each ocean region has its own Network Co-ordination Station (NCS) which
controls the allocation of channels to MESs and LESs within its region. When
I: Omega warnings J: Satnav warnings a call is initiated, the NCS connects the MES to the LES.
K: Other navaid warnings L: Navigational warnings
additional to letter A*
Land Earth Station (LES)
V, W, X, Y: Special services Z: No messages on hand
Within each of the satellite ocean regions there are a number of Land Earth
- trial allocation
Stations (LES). The function of the LES is to provide a connection between the
Note: Messages marked * cannot be disabled. Inmarsat system and national and international telecommunications systems
worldwide. A LES may also be referred to as a Coast Earth Station (CES).
Satcom Systems Mobile Earth Stations (MES)

Inmarsat, the International Mobile Satellite organisation provides high quality Each vessel equipped with suitable Inmarsat equipment is known as a Mobile
voice, telex, data and facsimile circuits to suitably equipped vessels. The Earth Station (MES). Each MES is issued with a unique Inmarsat Mobile
system comprises of four geostationary satellites in orbit approximately Number (IMN). If a user has more than one MES, each will have its own
36,000kms above the equator. Each satellite provides coverage for a particular Inmarsat Mobile Number (IMN). Each system can be recognised by its IMN
ocean region, as below. Communication, via these satellites, at latitudes greater as follows:
than approximately 70° are unreliable due to the satellites being out of line-of-
sight when so far north or south. Inmarsat-C: A nine-digit code beginning with the number 4, followed by the
country MID and a further five digits, for example, 442200262.
The four satellites cover the main ocean regions and are named accordingly:
• AOR-W Atlantic Ocean Region West Inmarsat-F: Can have up to 5 different IMN numbers per terminal, all are nine-
digit codes, but the first two figures indicate to which facility of the Fleet 77
• POR Pacific Ocean Region
system the terminal is dedicated, ie, fax, voice, data, etc.
• IOR Indian Ocean Region
Inmarsat-M: A nine-digit code beginning with the number 6, followed by the
• AOR-E Atlantic Ocean Region East
country MID and a further five digits, for example, 642200362.
The marine Inmarsat systems in operation are as follows:
Note: A MES may also be referred to as a Ship Earth Station - SES.
Inmarsat-C
A digital satellite communications messaging system. This system does not
Battery Charger and Distribution
support voice communications. Enhanced Group Call (EGC) equipment, based
The 24V DC distribution is provided by a 300Ah lead acid battery
on this system, is used for receiving Maritime Safety Information (MSI) and is
arrangement.
an integral part of all marine Inmarsat-C equipment.
Inmarsat-F (Fleet 77)

Latest digital communications system from Inmarsat, as well as providing voice
and fax channels, e-mail, high speed file transfer with internet/intranet access is
available. It is envisaged that Fleet 77 will replace Inmarsat-B systems.

7.6.2 Inmarsat-C System Enhanced Group Call (EGC) 7.6.3 Inmarsat Fleet Broadband System
There are two main types of EGC as follows:
Manufacturer: JRC Manufacturer: JRC
Type: JUE-85 Type: JUE-500
Safety-NET
Authorities can send Maritime Safety Information (MSI) messages to vessels
Introduction within selected geographical areas. Introduction
Inmarsat-C provides text messaging (including e-mail), distress alerting and The Fleet Broadband is an alternative to the Inmarsat-F system in providing
Fleet-NET similar services. The satellites cover the earth in three areas, where these
distress messaging, but does not support voice communications. The equipment
incorporates an EGC receiver for printing maritime safety information on the Commercial organisations can send information to a virtually unlimited number overlap, the system will choose the optimum signal. There are two types of
console-mounted printers for those areas not covered by NAVTEX. The data of predesignated mobile terminals simultaneously. Useful for subscription satellite tracking mode, Signal tracking mode and Gyro tracking mode, which
rate is 600bp/s. services distributing information such as news, weather, stock exchange reports may be selected via the menu 3.
and road/port information.
The system operates on the following frequencies: The equipment consists of a dome antenna above deck, a FB500 transceiver
The Inmarsat-C has Long Range Identification and Tracking (LRIT) by polling and a display handset below deck on the radio console. A hub unit connects
• Tx 1626.5MHz - 1646.5MHz and data reporting. It is a system that transmits peculiar information of the the broadband to the ship’s VDR. A facsimile on the radio console and a
• Rx 1530.0MHz - 1545.0MHz ship (ship’s communication ID and position information) from Inmarsat-C connection to the PABX are also available via TEL 1 port.
terminals or other communication equipment, by commands from land. The
• GPS 1575.2 MHz ±1MHz
ship can control whether or not to send the requested data. A SIM card is required for operation.
Two Inmarsat transceivers (1 and 2) and printer are located on the radio table,
When the JUE-500 is turned on, the system automatically calculates the
with the antenna mounted on the upper deck. Two Distress message buttons Ship Security Alert System (SSAS)
satellite position by measuring ship’s position using the built-in GPS, and then
(NQE-887E) are located on the Surveillance console. The remote distress A JUE-85 system is used to provide this service. The system parameters may automatically turns the antenna towards the satellite.
button requires the button to be pressed for at least 4 seconds to send a distress be set up from the terminal to send the appropriate message in the event that
alert. This pre-formatted alert contains the position, ID and date and time. The the alert button is pressed. Two covert discrete buttons under plastic covers are Fleet Broadband FB500 provides the services shown below:
position is updated automatically with a GPS input. used to trigger an alert. This button is latching and requires a further press to
• Standard IP, internet and intranet access at speed up to 432kbps
release. If pressed within 30 seconds of the first press, the call will be cancelled.
When sending a ship-to-shore message, it is edited/created on the 10.4” terminal over a shared channel.
The alert is automatically transmitted via the Inmarsat-C network.
and then transmitted in a series of data packets to an Inmarsat-C land earth • Streaming IP, internet and intranet at 32, 64, 128, and 256kbps.
station (LES). The LES acts as an interface (or gateway) between the satellite The system requires a position input and will send a preset alert at intervals as
and the telecommunications network on land. The LES stores the data packets, • 4kbps voice equal to Inmarsat Mini-M voice.
formatted on installation.
assembles them into a single message, and forwards it (store-and-forwarding) • SMS, send and receive text messages up to 160 characters.
over the telecommunication network to its addressed destination. There will For additional information, refer to the manufacturer’s manual.
consequently be a short delay between the time a message is transmitted and • 64kbps 3.1kHz audio, high quality voice service to use fax and
the time it arrives at its destination. This is also true of distress messaging, analogue modem.
although such messages are given the highest priority in the system. • ISDN data, ISDN 64k/56kbps data service for ISDN video
phone, G4 fax, etc.
The service required is selected on the menu and is carried out by following
the on-screen prompts. The IP handset consists of three areas, a LCD/LED section, a functional
button section and an alphanumeric button section. The Ready, Alarm and
Power is supplied by the power unit NBD-843A which converts 220V AC to Comm LEDs on the handset duplicate those on the transceiver. The handset
24V DC. In the event of a mains failure, 24V DC is automatically provided by has standard functions such as phone book memory and speed dial. Various
the emergency batteries located in the GMDSS console. functions are accessible via the TOP menu on the handset which lists all the
other menus and functions. Some short-cut keys give direct access to some
menus as shown on the buttons, SMS, Status, Satellite and Phone Book.
For additional operating information, refer to the manufacturer’s manual.
Issue: 1 IMO: 9526978 Section 7.6.2/7.6.3 - Page 1 of 2

Illustration 7.6.4a Radio Communications Panels

JUE 500 Handset
Sat-C Transceiver
Iridium OpenPort Telephone
JUE-85 INMARSAT-C
POWER SYNC LOG-IN TRANSMIT RECEIVE DISTRESS
Iridium OpenPort
TM
DISTRESS
DIALING INSTRUCTIONS
READY ALARM COMM
Captain: 1. Open hinged cover
> Dial (country code) + (phone number) then 2. Press at least 4 sec. to send DISTRESS
press #
> If PIN is enabled: Dial (4-digit PIN) + (country Aa OK MENU
code) + (phone number) then press #
Please refer to your Iridium OpenPort manual VHF Control Panel
for information on programming additional SMS
enhanced features such as enabling a PIN to
prevent unauthorized calling. STATUS
JRC
Crew Calling: 1 DW 2 SCAN 3CALL
MEM
When using Iridium GoChat prepaid calling cards

TM
please refer to the instructions located on the back CLR

of the card. Station 1 OCC TIME 23:59 (UTC) 4 PA 5 COM
INT
6 SP
POS 89° 59’ S
TX EXT 179° 59’ W
1 2 3
88
ABC DEF
CH 7PRN 8 TEST 9
DUP
4 GHI 5 JKL 6 MNO SCAN 16&

1W
FUNC 0 AIS 25W
1W
[ITU]
1 2ABC 3DEF 7PQRS 8 TUV 9WXYZ SQL USER
DSC
RTN
CH 16
CH
CH70 SW VSWR
4GHI 5JKL 6MNO * 0 #
WHEN IN DISTRESS PRESS THIS BUTTON

PUSH ENT
UNTIL BEEP SOUNDS CONTINUOUSLY NCM 1770 VHF CONTROLLER
7PQRS 8TUV 9WXYZ

MENU
PWR ALM
DISTRESS DIM CONT
0 # HANDSET
SQL
OFF
VOL CANCEL
VOL MUTE
M/F H/F Panels
REDIAL SPKR NCT - 196N DSC/NBDP MODEM

SCAN DIM PRINT
1 2 3
QUIT POS FREQ
DSC watching 11 . Dec . 2004 (Sat) 18:08 4 5 6
33 45'N118 13'W SPEED:00.0KT at 18:08 7 8

SAVE
9
Broadband Transceiver
Self - ID = 366948190 [UTC] CLR 0 .
FUNC MENU ENT

1st: PRESS TO VERIFY/EDIT MESSAGE
2nd: PRESS & HOLD UNTIL BEEP
SOUNDS CONTINUOUSLY DISTRESS FREQUENCY
2187.5kHz
DISTRESS ALM/CALL 2187.5kHz 8414.5kHz
URGENCY STOP CALL
4207.5kHz 12577.0kHz
OTHERS
DISTRESS 8414.5kHz 6312.0kHz 16084.5kHz
Telephone 1/2 Port
OIU Port CLASS A DSC COMPASS SAFE DISTANCE 1.5M
USB Port
Ethernet Port
Power Switch ISDN Port
JSB 196GM RADIOTELEPHONE 1 2 3
Handset Port WRF Connector 4 5 6

SIM Card Antenna Connector
LEDs (Ready, Alarm, JRC Fuse
7 8 9
Comm) DC Power In
MODE
CLR
2182
0 MENU
Earth Connector
inmarsat FleetBroadband H
EN
C
T
MIC RF GAIN CLARI VOLUME
ANT
TUNE
LISN/
POWER DIMMER NR ATT
- + TX
COMPASS SAFE DISTANCE 1.5M
Issue: 1 IMO: 9526978 Section 7.6.2/7.6.3 - Page 2 of 2

7.6.4 Iridium System 7.6.5 VHF System 7.6.6 MF/HF System
Manufacturer: Iridium Manufacturer: JRC Manufacturer: JRC

Type: Iridium OpenPort Type: JHS-770S Type: JSS-296
Introduction Introduction Introduction
The Iridium system works through the Iridium satellite system, which consists The VHF system is for DSC and general communications. The frequency range The GMDSS MF/HF JSS-296 250W installation is installed on board to
of 66 cross-linked low earth orbit satellites with global coverage. The Iridium is 155.00 - 163.50MHz (Simplex/Semi-duplex), with 156.525MHz (DSC comply with current GMDSS requirements. The installation comprises the
system is convenient for all types of vessels needing voice and small amounts CH70) using an output power of 25W/1W. A DSC message log can store up following components:
of data communication. to 20 messages.
• NCT-196N Digital Selective Calling (DSC)/Narrow Band
Three units are fitted, each requiring a 24V DC supply. The VHF units No.1 Direct Printing (NB01DP) modem unit
Features and No.2 have connections to both the AIS, DGPS and VDR. • JSB-196GM radiotelephone unit
• Crew calling. • NAH-692 250W power amplifier
VHF No.1 is located on the radio table and is connected to two remote handset
• PC based SMS. sockets on each bridge wing. The DSC and VHF antenna is located on the • NFC-296 antenna tuning unit
• Conference calls. compass deck.
The operation of the equipment is carried out from the GMDSS console, and can
• Repeat call function. VHF No.2 is located on the bridge centre console. The VHF antenna is located be used for distress and safety calling as well as general radio communications.
• Memory for up to 100 phone numbers. on the compass deck. The equipment is normally on, in order to monitor for DSC communications.
• 2.4kbps data transmission and Iridium’s 10kbps data service. VHF No.3 is located in the ship’s office. The equipment is powered via power supply unit NBD-843A located in the
• SSAS compatible. GMDSS console. A regulated 24V DC supply is derived from 220V AC. In the
In situations where loud background noises disrupt the reception, a recording event of mains failure, 24V DC is supplied from the emergency batteries.
The system consists of three units; the antenna located on the wheelhouse top, function for the last 120 seconds of open squelch (voice) is available. This
and the modem and telephone unit itself, both located on the wheelhouse radio characteristic feature enables the operator to immediately repeat any unclear The antenna tuning unit provides a connection to the transmitting antenna. Two
console. The system can be operated with up to three handsets. messages. receiving antennas are provided to allow for continuous DSC watchkeeping
and normal communications via radiotelephony or NBDP. Position and time
A connection is available between the Iridium system and the ship’s telephone The system is switched on using the PWR/CONT key. The rotary control is information is provided continuously from the DGPS.
exchange, enabling calls to be made from any automatic telephone on board used to change channels, and in menu mode will move the cursor. To send a
the vessel. distress alert, the distress key must be pressed for 4 seconds. Pressing the menu The NCT-196N provides communication using DSC/NBDP and the JSB-
key will display the various options/services available. 196GM provides communications via radiotelephony. These units are located
Calls may be made by purchasing pre-paid calling cards. in the GMDSS console along with the NBDP monitor, keyboard and printer.
To switch off, press the PWR/CONT and DIM key simultaneously. MF and HF DSC distress alerts can be transmitted from this unit. In normal
For additional information, refer to the manufacturer’s manual. circumstances, the DSC watchkeeping screen is displayed. Pressing the menu
The functions shown on the number keys can be used by first pressing the key in DSC mode will switch between menu 1 and 2. Designated distress
FUNC key. communications can be carried out using the monitor and keyboard.
There is a dual watch facility which is set on the dual watch menu by pressing For radiotelephone operations from the JSB-196GM, switch the unit on by
the DW key. pressing the power key for at least 1 second. The previous settings at switch-off
are displayed. The LCD displays both the transmit and receive frequencies.
For additional operating information, refer to the manufacturer’s manual.
Issue: 1 IMO: 9526978 Section 7.6.4/7.6.5/7.6.6 - Page 1 of 1

7.6.7 NAVTEX Receiver 7.6.8 VHF Hand-Held Emergency Radios 7.6.9 UHF Hand-held radios
Manufacturer: JRC Manufacturer: JRC Manufacturer: Motorola

Type: NCR-333 Type: JHS-7 Type: GP340
Introduction Introduction Introduction
Navigational Telex is an international direct printing telex service used to The JHS-7 is a general purpose simplex non-GMDSS VHF handset for use The UHF handset is designed for general purpose UHF communications around
promulgate navigational and meteorological warnings to shipping. The feature around the vessel. There are three 0.25W VHF handsets, NiCad batteries, the vessel and ship to ship. Six units are supplied complete with batteries and
of NAVTEX is that the transmission sends a header code ahead of the main 8-hour lithium non-rechargeable batteries and NiCad chargers supplied. chargers.
message. In this way, the receiver can identify the station, message type and Lithium battery packs are supplied only for use in an emergency, they are not
serial number of each message and reject an identical message automatically. rechargeable and should be replaced by the expiry date marked on them (5 Sixteen channels are available, selected on the channel change control. There is
years). an on/off/volume control on the left of the top plate. Tri-colour LEDs indicate
The NAVTEX NCR-333 receives and displays various types of information battery capacity, avoiding failed communication with early warning on low
(navigational, meteorological and search and rescue) broadcast on the Each handset consists of a main body and a rechargeable nickel cadmium battery capacity.
frequencies 518kHz, 490kHz and 4209.5kHz. battery pack, which fits into the base of the radio. Designed to operate in harsh
conditions, the unit is waterproof down to 1m for up to 5 minutes. A battery life of approximately 11 hours is possible with a standard battery.
The NAVTEX receiver, with a 5.7” LCD, is located on the chart table and is
supplied with 24V DC from the distribution panel. Each press of the DISP The operating channels are channel 6, 13, 15, 16, 17 and 67. Sixteen different channels may be programmed into a scan list.
UHF Radio
key will step sequentially through message text, message list 1 and 2, select
message list and Pos/Time screens. Each unit can be operated even when the operator is wearing survival suit
gloves. Channel 16 is selected by a one-touch selector switch, other channels
NAVTEX Control Panel (latest message example)
by a rotary dial knob.
Scan Button
JRC Antenna
USER DISP
Turn the radio on by turning the on/off/volume switch clockwise. The volume Channel Switch
IA01 4209.5 15 04/06/09 12:34
MENU
can be adjusted by turning the on/off/volume switch to a suitable setting.
123400 UTC JUNE 04
JAPAN NAVTEX N. W. NR 1260/2004
KEIHIN KO, TOKYO WEST PASSAGE.
MOTOROLA
DAYTIME DAILY UNTIL 28 JUNE 2004
The basic operating instructions are clearly printed on the front of each unit. On/Off and
AREA BOUNDED BY
35—35—37.9N 139—47—18.4E
35—34—58.9N 139—48—08.4E
Volume Switch
35—34—53.9N 139—48—03.1E 5 3 1
35—35—37.9N 139—47—18.4E
35—35—32.3N 139—47—16.6E
35—35—35.0N 139—47—15.1E
JHS-7 Top Plate Power LED
35—33—37.9N 139—46—18.4E
35—33—58.9N 139—46—16.6E
35—33—32.3N 139—45—15.1E WGS-84
LINE : 10/18
CLR ENT
* MOTOROLA
Belt Clip Remote Connector
PWR
DIM
NCR-333 NAVTEX RECEIVER
CONT
Signal Button 1
OFF Speaker
Whip Antenna
Send Button
The system can store up to 200 message identification codes for up to 70 hours
Squelch Control Microphone
and up to 50 messages permanently. GP340 mic
RMT SQ Signal Button 2
PWR/VOL CH
Signal Button 4
There are outputs from the NAVTEX to ECDIS and VDR; and an input from TX Lamp TX
the DGPS. Hard copy can be printed on the DPU-414 desk top printer. Some BUSY
.
16
warning messages will generate alarms which must be acknowledged. There is

also a connection to the bridge alarm console to indicate a NAVTEX distress
call. Rotary Channel Selection Switch
Busy Lamp
Power/Volume
After pressing the power key, the system carries out a self-test. To switch off, Switch
Channel 16 Select
press the PWR/CONT and DIM keys simultaneously.
Issue: 1 IMO: 9526978 Section 7.6.7/7.6.8/7.6.9 - Page 1 of 1

7.6.10 SAR Communications Search and Rescue Transponder - SART
Manufacturer: Jotron
Electronic Position Indicating Radio Beacon - EPIRB
Type: Tron SART 20
Manufacturer: JRC
Type: JQE-103 Introduction
Within GMDSS, the purpose of a Search and Rescue Transponder (SART) is to

Introduction assist location of the vessel in distress or persons in a survival craft originally
from the vessel in distress. The SART is buoyant and watertight to 1 metre.
The function of the EPIRB is to help locate survivors in the event of a search
and rescue operation by using a satellite system. The transmitter will operate A SART is a portable device which should be taken to the survival craft if it
on 406,025MHz at 5W for a minimum of 48 hours. The EPIRB will also act as is necessary to abandon ship. It must be positioned as high as possible in the
an automatic means of distress transmission if no other means is available. lifeboat.
One EPIRB is supplied, housed in a float-free casing and is located on the Two units are fitted adjacent to each bridge door with instructions for use
starboard bridge wing. Instructions for use are printed on the unit. There is printed on the body.
a three-position selector switch with three associated LEDs. Orange LED
shows power on, yellow LED shows test position and a red LED indicates The unit is a passive device, it will only transmit when interrogated by a
transmission. transmission from an X-band (9GHz) radar. Once triggered, it produces a
distinctive dotted line on the radar screen representing approximately 10
COSPAS-SARSAT is a global distress warning system operating on an nautical miles. As distance from the distress decreases the dots become arcs on
exclusive frequency (406,025Mhz) used to determine the vessel position, the screen, until at the location of the distress the arcs become rings.
transmit its identification and alert the Search and Rescue Services (SAR).
Ship radar gives a range of approximately 10nm and a helicopter radar 30nm,
The EPIRB is activated when placed in sea water. When operating, the beacon dependent on height.
transmits a 0,44 second long message carrying the vessel identification code or
serial number every 50 seconds. This message, which is kept in the receiving The lithium batteries will last 96 hours on standby and 8 hours continuous
satellite memory, is retransmitted when the satellite is in view of a LUT. operation.
Once activated, the beacon itself provides confidence to survivors by giving an

audible and visual indication that a rescue vessel is in the vicinity. The LED
will flash once every four seconds when on standby, and a speaker will give an
audible alert each time it is swept by the radar. A continuous sound from the
speaker indicates rescue craft in close proximity.

7.7 Internal Communications
7.7.1 Sound Powered Telephone System
7.7.2 Automatic Telephone System
7.7.3 Public Address and Talk-Back System

7.7 Internal CommunicationS
7.7.1 Sound Powered Telephone System
Manufacturer: Marine Radio Company Ltd.

Type: LC-800
Introduction
The LC-800 emergency capacitor-battery powered telephone system is

installed on board to fulfil the demands of emergency communication between
vital positions on the vessel, during times of power failure or failure of the
primary telecommunication system.
This battery-less telephone (sound powered telephone) uses the power in a

capacitor charged by a hand generator. The charge is sufficient for approximately
30 minutes communication time after 10 turns of the generator.
There are a total of six sound powered telephones, as follows:

• Wheelhouse, extension 1, model LC-816A
• Engine control room, extension 2, model LC-816C
• Main engine side, extension 3, model LC-814G1
• Steering gear room, extension 4, model LC-814G1
• Emergency generator room, extension 5, model LC-814C
• Fire control station, extension 6, model LC-816C
Because of high ambient noise levels, the LC-814G1 at the main engine side
and in the steering gear room are fitted with headsets and noise-cancelling
microphones; a call to these telephones is indicated by means of a combined
horn/flashing lamp unit.
Operation Procedure
Calling
The handset must be lifted and the extension to be called selected, prior to
rotating the hand generator handle approximately 10 turns; the calling signal is
transmitted to the called party.
Receiving a Call
The telephone bell rings and the lamp lights. Lift the telephone handset for
communication.
Emergency Generator Room Sound Powered Telephone, LC-814C.

7.7.2 Automatic Telephone System Group Call
Up to fifteen numbers may be designated to any one of six groups.
Type: MCX-2064
Ring Back
If a called number is engaged, a ring back facility is available. This facility will
Introduction automatically cancel after 30 seconds.
The automatic telephone exchange system, located in the electrical equipment Areas of High Ambient Noise
room, allows internal ship telecommunications. The system provides 56 lines
with 5 trunk lines. In this vessel there are 40 desk extensions, 5 wall telephone Headphones are provided in areas with high ambient noise levels such as
extensions, 5 watertight wall extensions and 3 extensions with headset and 5 the engine room, emergency generator room, pump room etc, these can be
flush extensions. switched on or off at the extension.
There are connections between the sound powered telephone and the relay In these areas, an incoming call is indicated by flashing beacons and electric
boxes in the S/G, EGR and engine room floor. horns via a relay box.
The exchange is powered from the ship’s 220V distribution panel and has a Conference Call
back-up 24V battery supply in the event of a power failure. The system offers
the following typical features: The system offers the facility for conference calls, whereby several extensions
can share the same conversation. Refer to the manufacturer’s manual. Automatic Telephone Exchange Front Panel.
• Automatic dialling to other extensions
• Paging facility (PA system and group paging) Call Transfer
• Conference call facility Calls may be transferred to another extension if required.
• Call transfer
• Priority call Priority Interruption
• Call waiting A higher priority extension can interrupt the call of a lower priority
extension.
• Alarm call
Refer to the manual for a full list of additional features. Morning Call
Wake-up calls may be set up or cancelled using the appropriate numbers.
Restrictions are placed on external calls, paging and priority calls.
Telephone Exchange Front Panel

Automatic Dialling
When operating normally, the display will show the time.
Use normal telephone operating procedure.
In an alarm situation, the extension number is displayed, if more than one
Trunk Calls extension is faulty, the display will show the extension numbers alternating in
a one second cycle.
Four trunk lines (12 - 15) are available for external calls from selected
extensions via Iridium or Fleet Broadband. In a fault situation, a buzzer will sound and the red alarm LED will be
illuminated. The buzzer may be silenced using the BUZZER STOP key, the
Paging Call ‘0’, ‘8’ or ‘9’ LED will flash until the fault is rectified.
Access to the PA for paging is available from selected offices, control rooms
The time display may be set by using the minute adjust keys.
and machinery space extensions only. To make a paging call, dial ‘0’.

7.7.3 Public Address and Talk-back System Microphone Control Unit Talk-back system locations:
This unit electronically connects the audio input, as selected by an operator. • Wheelhouse
Type: MPA-7800ECD2 • Engine control room
Power Amplifier
• Ship’s control centre
Four of these 800W (2 x 400W) units are situated in the main rack and provide
Introduction • Bridge wings (port and starboard)
amplification for different speaker loops. This provides redundancy should
The MPA-7800ECD2 Public Address (PA) and talk-back system has been an amplifier or speaker loop fail. If an amplifier fails, there is an automatic • Lifeboat station (port and starboard)
produced for the marine industry. The system allows for the broadcast of switchover. • Upper deck forward
emergency as well as general announcements. A power fail alarm is annunciated
• Upper deck aft
on the bridge alarm. Alarm Generator
There is a dual AC power input on this installation. If the mains power supply The alarm panel allows the operator to start the fire alarm signal manually Paging
fails, then the unit is supplied by the emergency power supply. or the general alarm signal automatically or manually, through the ship’s PA
system. Six alarm pushbutton contacts are located around the vessel: Announcements can be made from any automatic telephone on the ship. An
all-ship announcement can be made by pressing 0 on any phone.
The main unit is installed in the navigation locker, with two remote control • Bridge port console
panels located in the wheelhouse and ship’s control centre. External inputs are
• Engine control console Priority Calling
from the whistle control, general alarm pushbuttons and fire alarm.
• Fire control station The system uses 6 levels of priority:
Main System • 1st : Emergency speech and from control panel in wheelhouse
Alarm Control and Power Supply Unit overriding (Mute) general/fire/various alarms.
The main system consists of a dual rack with separate power supplies using the
following components: The alarm control unit indicates the state of the power supply to the unit and • 2nd : Emergency General Alarm.
sounds a buzzer if the power fails. LEDs also indicate if the system is operating
• Main control unit • 3rd : Fire/various alarms.
on main or emergency supply.
• Power amplifier (800W dual amplifier, single rack) • 4th : Auto-telephone paging ‘0’.
• Radio and CD unit Speaker Control Unit • 5th : Public addressing from control panel in main unit.
• Microphone control unit This unit electronically connects the speakers as selected by an operator at the • 6th : Radio, cassette, CD addressing from control panel in main
• Alarm generator main or remote control units. Speakers are situated throughout the ship. unit.
• Alarm control and power supply unit
Monitor Speaker Unit PA Remote Panel
• Monitor speaker panel
This panel allows the operator to monitor an output signal, such as music, from
• Power supply unit the main control panel. A monitor volume control knob is situated next to the
speaker. MRC P/A SYSTEM
REMOTE CONTROLLER 9
8
BUSY
7
The PA system is connected to the fire alarm panel. In the event of a fire 6
5
4
FAILURE
alarm being detected by the fire detection system, but not acknowledged by an 3
2
P/A G/A
operator within a specified time, the PA will automatically generate an alarm Radio and CD Unit 1
0
MIC MONI OUTPUT

over the PA system. This allows the operator to play CDs or live radio over the PA system. CALL
There are 180 speakers of various types mounted in strategic locations around POWER
Talk-back System MIC MONI DIMM
the vessel with dual redundancy.

The talk-back facility is available from appropriate locations using the talk-
back key.
Main/Remote Control Unit
TALK ACCOMMO MACHI OUT
This unit has a microphone socket, volume control and 8 speaker selection OFF
BACK DATION -NERY CABIN
SIDE
EM'CY
keys. Before making a call, check to see if the busy light is illuminated. If it MIC
is, this indicates that the system is already in use from the remote controller or SPEAKER SELECTOR
telephone paging system.

7.8 Lighting Systems
7.8.1 Navigation and Signal Lights
7.8.2 Deck Lighting

Illustration 7.8.1a Navigation and Signal Light Control Panels
Group Panel 1
NAVIGATION LIGHT CONTROL PANEL SIGNAL LIGHT CONTROL PANEL

FORE MASTHEAD ST’BD PORT
FORE ANCHOR
OFF OFF
MAIN SUB 1 MAIN SUB RED SIGNAL RED SIGNAL SUEZ STERN
1 5 OFF ON OFF ON OFF ON

5
SIDE LIGHT PORT SIDE LIGHT ST’BD

OFF OFF
MAIN SUB MAIN SUB WHITE SIGNAL WHITE SIGNAL HUGE VESSEL
2 6 OFF ON OFF ON OFF ON

2 6
N.U.C. RADAR MASTHEAD
OFF OFF
MAIN SUB MAIN SUB RED SIGNAL GREEN SIGNAL DANGEROUS CARGO
3 7 OFF ON
3 3 OFF ON OFF ON
4 4
DEEP DRAFT/R.A.M. STERN
OFF OFF
UPP LOW 4 4 WHITE SIGNAL
MAIN SUB RED SIGNAL CRANE WARNING
4 8 OFF ON OFF OFF

3 3 ON ON
10
STERN ANCHOR MANO. & SIGNAL
OFF 7
MAIN SUB OFF ON RED SIGNAL WHITE SIGNAL
9 10 OFF ON OFF ON
9 WHITE SIGNAL
OFF ON
POWER SWITCH DIMMER DIMMER

POWER SWITCH DIMMER
STEERING
DC 24V DC 24V BZ STOP
BZ STOP
OFF ON SOURCE SOURCE /MUTE OFF ON
/MUTE OFF ON
UP UP
UP
EM’CY DOWN DOWN

MAIN EM’CY BZ/LP DOWN BZ/LP
SOURCE SOURCE SOURCE TEST
TEST

7.8 Lighting Systems • Stern light Signal Lights
• Manoeuvring light Suez canal and other signal lights are controlled from a separate panel which
7.8.1 Navigation and Signal lights also carries switches for the steering light, Suez stern red light, dangerous
• NUC/RAM lights
cargo light and huge vessel light. The blue steering light for Panama transit is
Manufacturer: HyunJin fitted with dimmer switches.
The main power supply switch isolates all the navigation lights from the
incoming supplies when switched to the OFF position. The purpose of the signal mast lights are for Suez transits, and to show that
Introduction the vessel is carrying out specific operational tasks as defined in the IMO
There are indicator lights for all supplies on the lower section of the navigation International Regulations for Preventing Collisions at Sea (COLREGS).
Navigation lights are used to visually indicate the status and heading of the light panels, and an audible and visual alarm will be raised if one of the During these operations, a combination of these lights are displayed in addition
vessel. The officer of the watch must ensure that navigation lights are displayed supplies fail. The visual alarm takes the form of the supply indicator lamp to the required navigation lights.
in accordance with the applicable COLREGS during his watch. Spare light flashing. The buzzer is muted using the mute key. In the case of the main or
bulbs must be kept accessible and ready for use. In the event of a bulb failure, emergency supply failing, the supply is automatically changed over to the Some countries have local regulations that require vessels to show additional
it must be replaced at the earliest opportunity. The navigation light system must remaining supply. A further emergency supply is from the 24V DC wheelhouse lights signals to those required by the COLREGS. Such a light is the GREEN
be tested periodically and before every voyage. distribution board. The failed supply indicator will continue to flash until the LIGHT on the signal light control panel. This light is located on the signal mast
fault has been rectified. and is required to be exhibited during passage through the Singapore Strait.
Navigation and signal lights are mounted on the signal mast, on the fore mast,
and on the aft end of the vessel, in addition to the red and green, port and A dimmer control for use during the hours of darkness is fitted on each panel
starboard lights, and NUC lights. There are main and reserve lights at critical Steering Light
to dim the indicator LEDs.
positions to allow selection of a spare light in the event of a main light failure. This is a blue light, mounted forward and visible from the helm position, and
The control panels for the navigation, signal and deck lights are located on the In the event of a lamp filament failure, resulting in the navigation light being is switched on from the signal lighting panel.
bridge group panel No.1. extinguished, an audible and visual alarm is triggered. The visual alarm takes
the form of the supply indicator LED flashing. In this case, when the buzzer
The navigation light panels contains a mimic of the vessel in the centre and Huge Vessel Light
has been muted using the mute key, switch over to the SUB (spare) lamp. On
uses rotary switches for the selection of Off/Main/Sub for each light. A rotary switching to the spare lamp, the indicator LED stops flashing. This light is mounted on the radar mast and gives a green flash at 180 flashes
switch selects between Deep Draught and RAM lights. Each panel is fitted per minute when switched on.
with a power supply ON/OFF switch. Signals are fed from the control panels to Replace the faulty lamp at the earliest opportunity.
light relay boxes, which then switch power via relays to the individual lights.
The light panel LED indicators are coloured to represent each light. This allows Alarms
the officer of the watch to verify at a glance that all the required navigation Pressing the BZ STOP/MUTE will silence the audible alarm; attempting to
lights are illuminated. The panels are supplied with 220V main and emergency energise a defective circuit will sound the alarm. The visual alarm will continue
switchboard supplies and 24V DC from the 24V distribution panel. to be displayed until the defective circuit is repaired or switched off.
Light Controls The alarm is also raised via the bridge alarm system.
The navigation switch panel controls the following lights:

LED/Alarm Test
• Forward anchor light
Pressing the BZ/LP key will illuminate all LEDs and sound the alarm.
• Aft anchor light
• Deep draught light Signalling
• Radar masthead light An Aldis daylight signalling lamp can be connected to 24V sockets located
• Fore mast light inside the wheelhouse as required.
• Port side light
• Starboard side light

Illustration 7.8.2a Deck Lighting Panel
OUTSIDE LIGHT CONTROL PANEL

FLOOD LIGHT FLOOD LIGHT FLOOD LIGHT ACCO, OUTSIDE PASSAGE LIGHT ACCO, OUTSIDE PASSAGE LIGHT(EMCY) ACCO, OUTSIDE PASSAGE LIGHT ACCO. OUTSIDE PASSAGE LIGHT (EMCY)
FLOOD LIGHT FOR E/R HATCH
BRIDGE WING STBD, W/H FRONT PORT&STBD (FUNNEL MARK LIGHT) (ACCO, AFT SIDE) (NAV G, F, E, D DECK PORT&STBD) ( PORT&STBD NAV G, F, E, D DECK) (C,B,A UPPER PORT&STBD) (PORT&STBD C,B,A,& UPPER DECK)
OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON
FLOOD LIGHT UPPER DECK PASSAGEWAY LIGHT UPPER DECK PASSAGEWAY LIGHT UPPER DECK PASSAGEWAY LIGHT UNDER DECK PASSAGEWAY LIGHT UNDER DECK PASSAGEWAY LIGHT
PIPE DUCT LIGHT PIPE DUCT LIGHT (FR 50 - 110)
(HFO BUNKER STATION (PORT FR5 - FR 120) (STBD FR5 - FR 120) (STBD FR5 - FR 120) (PORT FR13 - FR 120) (PORT FR13 - FR 120)
UNDER DECK SIDE PASSAGEWAY LIGHT UNDER DECK SIDE PASSAGE WAY LIGHT LASHING BRIDGE LASHING BRIDGE LASHING BRIDGE FWD WAVE BREAKER AFT WALL LASHING BRIDGE AREA FR 52,56,,61,66,71, FLOOD LIGHT FOR AFT
(STBD FR80 - 133) (PORT FR13 - 120) ( NO.16 - 20, FR 5,11,18,22,27) ( NO.6 - 15, FR 51,56,61,66,71,76,81,87,91,96) ( NO.2 - 5, FR 101,106,111,115) (FR 120,121) 77,81,86,91,96,101,106,111,116,121,17,22,28,-8,12 MOORING STATION
FLOOD LIGHT FORWARD MOORING AREA FLOOD LIGHT RESCUE BOAT EMBARKATION LIGHT (EMCY) LIFE BOAT EMBARKATION LIGHT (EMCY) LIFERAFT STORAGE AREA (EMCY) FWD LIFERAFT STORAGE LIGHT)
AFT MOORING STATION
(FOREMAST AFT UPP&LOWER PLATFORM) ( FORE MAST PORT&STBD SIDE) (ACCO C DECK PORT) (ACCO. A DECK PORT&STBD) (ACCO. A DECK PORT&STBD) (PORT&STBD)
OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON
DIMMER
UP
DOWN

7.8.2 Deck Lighting • Fluorescent - Lashing bridge 2 - 5
• Fluorescent - Forward wave breaker aft wall Fr. 120, 121
Manufacturer: HyunJin
• Fluorescent - Passage outside navigation emergency deck, G, F,
E, D decks P&S
Introduction • Fluorescent - Passage outside navigation emergency deck, C, B,
A and upper decks P&S
The vessel is fitted with deck lights for use when cargo handling or when at
anchor. These lights are to allow work to take place safely during hours of • Flood - Rescue boat embarkation emergency C deck port
darkness. • Flood - Lifeboat embarkation emergency A deck P&S
The outdoor light control panel is located on the group 1 panel. This panel • Flood - Liferaft storage area emergency A deck P&S
contains 31 lighting on/off rotary switches. • Fluorescent - Upper deck passageway emergency Fr. 5 - Fr. 120
P&S
These lights consist of high wattage floodlights which are always off during
navigation. There is also lighting available for outside accommodation, boat • Fluorescent - Under deck side passage port emergency Fr. 13
areas and other safety areas. This is to facilitate the movement of personnel - Fr. 120
around the vessel. These lights consist of fluorescent tubes. • Fluorescent - Under deck side passage starboard emergency Fr.
13 - Fr. 120
The main accommodation lights are fed from one of 8 lighting distribution
• Fluorescent - Lashing bridge emergency Fr. 52, 56,61, 66, 71,
panels (LD1 - 8) located around the vessel.
77, 81, 86, 91, 96, 101, 106, 111, 116, 121, 17, 22, 28, - 8, 12
In some circuits, these lights are fed from emergency supplies and are indicated • Flood - Forward mooring area emergency fore mast P&S
as emergency lights on the switch panel labels. These emergency lights are fed • Flood - Forward liferaft storage area emergency P&S
from one of three emergency lighting panels (ELD1, 2 and 4).
• Flood - Aft mooring station emergency
The lighting panels supply the following: • Fluorescent - Pipe duct emergency Fr. 50 - Fr. 110
• Flood - Bridge wing starboard, wheelhouse front P&S • Fluorescent - HFO bunker station
• Flood - Funnel mark
• Flood - Accommodation aft side
• Fluorescent - Passage outside navigation deck, G, F, E, D decks
P&S
• Fluorescent - Accommodation outside passage C, B, A, upper
decks P&S
• Flood - E/R hatch
• Pipe duct - Fr. 50-110
• Fluorescent - Upper deck passageway port Fr. 5 - Fr. 120
• Fluorescent - Under deck side passage port Fr. 13 - Fr. 120
• Fluorescent - Lashing bridge 16 - 20
• Flood - Aft mooring station
• Fluorescent - Upper deck passageway starboard Fr. 5 - Fr. 120
• Fluorescent - Under deck side passage port Fr. 80 - Fr. 133
• Fluorescent - Lashing bridge 6 - 15
• Flood - Foremast upper and lower platform

7.9 Routine Procedures
7.9.1 Passage Planning
7.9.2 Bridge Teamwork
7.9.3 Taking Over the Watch
7.9.4 Weather Reporting
7.9.5 Helicopter Operations

7.9 routine procedures Passage Planning - Appraisal Information Sources
7.9.1 passage planning Before any voyage can be embarked upon or any project undertaken, those The Master’s decision on the overall conduct of the passage will be based
controlling the venture must have an understanding of the risks involved. upon an appraisal of the available information. This appraisal will be made by
considering the information from sources including:
Preamble
Risk Assessment • Chart catalogue
A successful voyage can be defined as one that fully meets its commercial
obligations while at the same time maintaining the highest levels of safety and Risk can be considered to be the chance or possibility of a loss or bad • Navigational charts
efficiency. If all aspects of this objective are carefully planned in advance and consequences caused by a hazard. The assessment of this risk offers the • Ocean Passages for the World
maintained throughout the voyage, then the principal cause of detracting from mariner a planned basis to carefully study the possible hazards in order that
sufficient precautions are taken to reduce the risk, or better still to avoid it • Routeing charts or pilot charts
this objective, this being human error, can be minimised.
completely if at all possible. • Sailing directions and pilot books
Passage planning creates the checklist for the bridge team to maintain agreed • Light lists
standards of consistency and efficiency. The following steps can be used to assess a risk:
• The hazards should firstly be identified. • Tide tables
• Tidal stream atlases
General • Consider the consequences of harm posed by the risk.
• Notices to Mariners
• Establish if existing precautions are sufficient.
A plan for the intended passage is to be prepared prior to sailing. • Routeing information
• Take note of all findings and measures to control the risk.
• Radio signal information (including VTS and pilot services)
Procedure • Review the risk assessment and if the control measures are
insufficient, revise the plan until satisfied with the conclusion. • Climatic information
a) It is customary for the Master to delegate the initial responsibility
for preparation of a passage to a designated officer who is • Load line charts
When all the hazards have been identified, the control measures are used to
responsible for navigational equipment and publications. manage the risks. Risks can be graded into five levels of severity as follows: • Distance tables
• Trivial Risks - These risks can be considered of no importance • Electronic navigational systems information
b) The designated officer has the task of preparing the detailed
passage plan to the Master’s requirements. The plan is to be and action taken to reduce this level of risk is not usually • Radio and local warnings
approved by the Master prior to the vessel sailing. required.
• Owner’s and other unpublished sources
• Tolerable Risks - This level of risk is one that can be accepted
c) All bridge team members should carefully study, understand • Draught of vessel
without any possible harm, but it still requires monitoring to
and finally sign at the bottom of the last page of the prepared maintain control. • Personal experience
passage plan.
• Moderate Risks - At this level of risk, additional resources • Mariner’s handbook
are required to maintain full control of the potential risk, for
d) The junior team members should not hesitate to question any
example, posting a man on the wheel or an additional lookout Having collected together all the relevant information, the Master, in consultation
decision, if in doubt. with his officers, will be able to make an overall appraisal of the passage, which
forward, in both cases extra costs are incurred.
may be one of or a combination of the following:
Voyages, of whatever length, can be broken down into four major stages. • Substantial Risks - These are unacceptable risks and must be
reduced at any cost, for example, reducing speed in restricted
Preparation, which consists of: visibility. Ocean Passage
i) Appraisal • Intolerable Risks - These are risks that cannot be controlled or The passage may be a trans-ocean route, in which case the first consideration
reduced due to the severity of the risk, necessitating a departure will need to be the distance between ports, followed by the bunker and stores
ii) Planning requirements and availability en route, in case of emergency and at the load/
from the plan; this might be due to severe weather and the
iii) Execution Master decides to alter course to seek shelter. discharge ports. A great circle is the shortest distance, but other considerations
will need to be taken into account.
iv) Monitoring
Meteorological conditions will need to be considered, even if the recommended
A comprehensive list of checklists and forms are contained in the Maersk SMS
route is longer in distance, as it may well prove shorter in time and the ship less
programme. These forms can be accessed via the network system and are found
liable to suffer damage.
under I-forms. These forms are to be completed in accordance with the Maersk
procedures as laid down in the SMS.

Ocean currents may be used to advantage and weather systems also need to be Margins of Safety In tidal areas, adequate under-keel clearance may only be attainable during the
considered, for example, tropical revolving storms. period that the tide has achieved a given height. Outside that period, the area
Before tracks are marked on the chart, the clearing distance from any no
must be considered no go. Such a safe period is called the tidal window, and
go area needs to be considered. Among the factors which will be taken into
must be clearly shown, so that the OOW is in no doubt as to whether or not it
Coastal Passage account when deciding the size of the margin of safety are:
is safe for the ship to proceed.
The courses should be laid-off, staying well clear of coastlines and dangers. • The dimensions of the ship
Due attention must be given to the vessel’s draught and minimum under-keel Stream and current information is often available on the chart, though more
• The accuracy of the navigational systems to be used
clearance. detailed information is given in Ocean Passages for the World, routeing charts,
• Tidal streams and pilot books. Tidal information is available from charts, tide tables, with
When the ship is passing through areas where IMO adopted traffic separation • The manoeuvring characteristics of the ship further local information being available in pilot books.
and routeing schemes are in operation, such routeing is to be complied with.
• The draught and under-keel clearance In confined waters, when navigating on large-scale charts, the margins of safety
Appraisal Completed may require the ship to commence altering course at the wheel-over position,
Margins of safety will show how far the ship can deviate from track, yet still some distance before the track intersection in order to achieve the new planned
Having made an appraisal of the intended voyage, the Master will determine remain in safe water. track. These points are to be marked on the chart, along with information on
his strategy and then delegate to the second officer the planning of the voyage. the planned rate of turn and speed that it is calculated for.
Irrespective of who actually does the planning, it is to be based on the Master’s Safe water can be defined as those areas where the ship may safely deviate.
requirements, as it is the Master who carries the final responsibility for the
plan. Tracks should be drawn on the small-scale charts, according to the decisions Parallel Indexing
made at the appraisal stage, regarding the route to be taken. The parallel index is a useful method of monitoring cross-track tendency in both
poor and good visibility, and is a simple and effective method of continuously
Passage Planning Chart changeover points should be quite clearly shown on all charts. monitoring a ship’s progress and ensures the vessel maintains a safe distance
Planning from navigational hazards.
Track considerations: The ship at all times must be in safe water and remain
Passage plans should be made from berth to berth, not from pilot station to sufficiently far off a danger to minimise the possibility of grounding in the ARPA mapping may be used in addition to, but not to the exclusion of, other
pilot station. This requirement is justified by referring to the IMO resolution, event of machinery breakdown or navigational error. systems.
which states that despite the duties and obligations of a pilot, his presence
on board does not relieve the officer in charge of the watch from his duties Distance from navigational hazards or grounding line will depend on
and obligations for the safety of the ship. This makes it quite clear that it is following: Waypoints
necessary to plan from berth to berth, even though it is anticipated that there A waypoint is a position, shown on the chart, where a planned change of status
will be a pilot conducting the vessel at certain stages of the voyage. The plan • The draught of the ship relative to the depth of water
will occur. It will often be a change of course, but may also be an event such
also needs to include all eventualities and contingencies. • The weather conditions as:
• The direction and rate of the tidal streams or current • End or beginning of sea passage
Planning may be considered in two stages, though at times, they will merge
and overlap. • The volume of traffic • Change of speed
1. Ocean and open waters • The age and reliability of the survey • Pilot embarkation point
2. Coastal and estuarial • The availability of safe water • Anchor station etc
Regulations, both company and national, regarding offshore distances must

Planning Sequence also be observed.
Charts
Deviation from the planned track may be necessary, eg, having to alter for
Collect together all the charts for the intended voyage, putting them into
another ship. However, such deviation from track should be limited, so that
the correct order. Ensure that all charts, ECDIS and publications have been
the ship does not enter areas where it may be at risk or closely approach the
corrected to the latest Notices to Mariners available.
margins of safety.
No Go Areas Under-keel clearance: It is important that the reduced under-keel clearance has
Coastal and estuarial charts should be examined, and all areas where the ship been planned for and clearly shown, taking into account squat and dock water/
cannot go, carefully shown by highlighting or cross-hatching. fresh water allowance if applicable.

Aborts and Contingencies • Landfall lights Master’s Approval
No matter how well planned and conducted a passage may be, there may come • Radar targets
the time when, due to a change in circumstances, the planned passage will have On completion, the plan must be submitted to the Master for his approval.
• Buoyage
to be abandoned.
• Fix frequency Plan Change
Aborts • Fix regularity
All members of the bridge will be aware that even the most thorough plan may
When approaching constrained waters, the ship may be in a position beyond be subject to change during the passage. It is the responsibility of the person in
Additional information including:
which it will not be possible to do anything other than proceed. This is termed charge to ensure that changes are made with the agreement of the Master, and
the point of no return, and is the position where the ship enters water so narrow • Reporting points that all other members of the bridge team are advised of such change.
that there is no room to turn, or where it is not possible to retrace the track, due • Pilot boarding area
to a falling tide and insufficient under-keel clearance.
• Tug management Passage Planning - Executing the Plan
A position needs to be drawn on the chart showing the last point at which • Traffic areas Organisation
the passage can be aborted. The position of the abort point will vary with the
circumstances prevailing, eg, water availability, speed, turning circle, etc, but it • Transits The plan having been made, discussed and approved, now requires its method
must be clearly shown, as must a subsequent planned track to safe water. • Compass error of execution to be organised. This includes the methods used to carry out
the plan and the best use of available resources. Final details will have to be
• Leading lines confirmed when the actual timing of the passage can be ascertained.
The reasons for not proceeding and deciding to abort will vary according to the
circumstances, but may include: • Clearing marks
The methods to be used to accomplish the plan can then be agreed and should
• Deviation from approach line • Head mark include:
• Machinery failure or malfunction • Clearing bearing • ETA at critical points to take advantage of favourable tidal
• Instrument failure or malfunction • Range of lights streams.
• Non-availability of tugs or berth • Geographical range • ETA at critical points, where it may be preferable to make a
daylight passage.
• Dangerous situation ashore or in harbour • Luminous range
• Traffic conditions.
• Any situation where it is deemed unsafe to proceed • Normal range
• ETA at destination, particularly where there may be no advantage
• Extreme range
gained by early arrival.
Contingencies • Echo sounder
• Port information Tidal stream information, obtained from the chart or tidal stream atlases,
Having passed the abort position and point of no return, one still needs to be should be included in the planned passage when the time of transit of the
aware that events may not go as planned and that the ship may have to take • Pilot information relevant area is known. Ideally, the course to steer should be calculated prior
emergency action. Contingency planning will include: to making the transit, though in fact, strict adherence to the planned track will
• Tide heights and tidal streams
• Alternative routes actually compensate for tidal streams. Current information can also be obtained
• Course and distance information for passage and shown on the chart.
• Safe anchorages/emergency anchorages
• Waiting areas Planning Book It must always be borne in mind that safe execution of the passage may
only be achieved by modifying the plan, in cases of navigational equipment
• Emergency berth
In addition to the information on the charts, the whole of the passage plan becoming unreliable, inaccurate, or time changes having to be made or delayed
should be written into a planning book for reference. departure.
Contingency plans will have been made at the planning stage and clearly
shown on the chart.
Depending upon the length and complexity of the passage, or certain parts, The officer of the watch shall have full knowledge of all safety and navigational
it is good practice for an abbreviated edition of the plan to be copied into a equipment on board the ship, and shall be aware and take account of the
The following should be clearly stated and included in the passage planning:
notebook. This allows the person having the con, other than a pilot, to update operating limitations of such equipment. The Master is to ensure that all bridge
• Various methods of position fixing himself as and when required, without having to leave the conning position to team personnel, including newly joined navigating officers, are familiar with
• Primary and secondary position fixing look at the chart. all navigational equipment and they are capable of undertaking the navigational
watch. If found necessary, a newly joined officer should be accompanied by a
• Radar conspicuous objects, visual and navaids competent navigating officer.

In order to achieve safe execution of the plan, it may be necessary to manage Bridge Preparation p) After ensuring that there is no relevant new information to hand
the risks by utilising additional deck or engine personnel. This will include an via fax, NAVTEX, etc, advise the Master that the bridge is ready
As and when directed by the Master, the officer responsible should prepare the
awareness of positions at which it will be necessary, such as: for sea.
bridge by:
• To call the Master to the bridge for routine situations such as
approaching the coast, passing through constrained waters, a) Ensuring that the passage plan and supporting information is q) The Master will have his or her own departure/arrival checklist.
approaching the pilot station, etc. available and to hand. This is normally completed after the officer of the watch has
completed his or her checklist.
• To change from unattended to manned machinery space.
b) Charts should be in order in the chart drawer, and the current
• To call an extra certificated officer to the bridge. chart available on the chart table. Passage Planning - Monitoring
• To make personnel, in addition to the watchkeeper, available for Monitoring the Ship’s Progress
bridge duties such as steering, keeping lookout, etc. c) Checking that chart table equipment is in order and to hand, eg,
pens/pencils, parallel rules, compasses, dividers, notepads, etc. Monitoring is ensuring that the ship is following the predetermined passage
• To make personnel, in addition to the watchkeeper, available plan and is a primary function of the officer of the watch (OOW). The OOW
for deck duties, such as preparing pilot ladders, clearing and d) Checking that ancillary watchkeeping equipment is in order and may be alone, assisted by other ship’s personnel, or acting as back-up and
standing-by anchors, preparing berthing equipment, engaging information source to another officer having the con.
to hand, eg, binoculars, azimuth rings, Aldis lamps etc.
tugs, etc.
e) Confirming that monitoring and recording equipment, eg, Monitoring consists of following a series of functions, analysing the results and
Before commencing the voyage there is considerable advantage to be gained taking action based upon such analysis.
course recorder, engine movement recorder, is operational and
by briefing all concerned. This may take place over a considerable period of
recording paper replaced if necessary.
time. As the actual commencement of the voyage approaches, certain specific
personnel will have to be briefed so that work schedules and requirements can Fixing Method
f) Confirming that the master gyrocompass is fully operational and
be planned. In particular, any variation from the routine running of the ship, such The first requirement of monitoring is to establish the position of the ship.
follow-ups aligned. The magnetic compass should be checked.
as the doubling of watches, anchor party requirements, etc, must be specifically This may be done by a variety of methods, ranging from the very basic three
advised to involved personnel, either by the Master or the navigator. Such bearing lines, through a more technical use of radar ranges/bearings, to instant
g) Check that all instrument illumination lamps are operational.
briefings will require frequent updating and at different stages of the voyage read-out of one of the electronic position fixing systems, eg, DGPS. However
there will have to be re-briefing. Briefing will make individuals aware of their the fix has been derived, the end result is no more than a position. It is how this
own part in the overall plan and contribute to their work satisfaction. h) Check navigation and signal lights.
information is used that is important.
Prior to the commencement of the passage, and in certain cases during the i) Switch on any electronic navigational equipment that has been
passage, it may be necessary for the Master to ensure that rested personnel are shut down and ensure operating mode and position confirmed. Visual Bearings
available. This could include such times as leaving port, entering very heavy As stated above, fixing methods vary. Basic fixing consists of more than
traffic areas, bad weather conditions, or high risk situations such as navigating j) Switch on and confirm the read-outs of echo sounders and logs,
one position line obtained from taking bearings using an azimuth ring on a
a narrow strait, etc. This can be achieved, within the limits of the total number and confirm associated recording equipment is operational with
compass.
of persons available, by ensuring that watchkeepers of all description are adequate paper.
relieved of their duties well in advance of being required for watchkeeping, in Using the gyrocompass or magnetic compass, the bearings are corrected to
order that they may be rested prior to taking up their duties. k) After ensuring that the scanners are clear, switch on radars and
true, drawn on the chart and the position shown. Three position lines are the
set appropriate ranges and modes. minimum required to ensure accuracy.
Voyage Preparation l) Switch on and test control equipment, ie, telegraphs, steering gear Poor visibility or lack of definable visual objects may prevent a three-bearing
This will normally be the task of the watchkeeping officer who will prepare the as appropriate. Switch on and test communications equipment, fix being made. In this case, radar derived ranges may be included in the fix
bridge for sea. Such routine tasks are best achieved by the use of a checklist, both internal and external (VHF and MF radios, NAVTEX, and under some circumstances make up the whole of the fix.
but care has to be taken to ensure that this does not just mean that the checklist Inmarsat and GMDSS system as appropriate).
is ticked without the actual task being done. In any case, a mixture of visual or radar bearing and radar ranges is acceptable.
m) Test both whistles. Electronic position fixing may also be used, particularly where there are no
shore-based objects to be observed and the radar coastline is not distinct.
n) Ensure that wheelhouse window wipers are operational and that
the windows are clean.
o) Confirm that all clocks and recording equipment are

synchronised.

Frequency In areas of heavy traffic and proximity of dangers, the person with the con will Electronic aids should not be overlooked or ignored under any circumstances,
need to hold a delicate balance between other ship avoidance and planned track but it should be remembered that echo sounders, radars, etc, are aids to
Fix frequency may have been determined at the planning stage. Even so, this
maintenance. The priority will be to avoid collision, but not at the expense of navigation, not merely single means of navigation.
may have to be revised, always bearing in mind the minimum frequency is such
grounding.
that the ship cannot be allowed to get into danger between fixes. For example,
Also included in the concept of lookout should be the advantageous use of the
while navigating the Dover Straits a fix frequency of not more than 10 minutes
VHF on the appropriate channels, which allows the ship to become aware of
may be considered prudent. Non-Navigational Emergencies
situations arising long before it is actually in the affected area.
The planning should have allowed for contingencies, but even the best plan
Estimated Position cannot allow for every conceivable situation. Situation awareness and careful
Under-Keel Clearance
assessment of the situation, coupled with the principles of bridge team
Regular fixing also allows a fix to be additionally checked. Each time a position
management, will help to prevent a bad situation becoming worse. Routine observation of the echo sounder should become one of the watch
has been fixed, it is good practice to estimate the position that the ship should
procedures.
have reached at the next fix.
Time Management
It is a good practice to observe the echo sounder reading at the same time when Waypoints
In the event that the ship is ahead of or behind the planned ETA at the next
taking a fix, and write this reading on the chart beside the fix. If the observed
waypoint, the OOW must use his judgement as to whether the speed is adjusted Waypoints are good indicators of whether the ship is on time or not. If not, then
reading is not the same as indicated on the chart, then the OOW should realise
or not. In some instances, as for example when it is imperative that the ship’s something has occurred or is occurring which has affected the passage and the
that something is wrong. It may be that the chart is wrong and that the ship is
ETA is critical to make a tide, then ETAs have to be adhered to. OOW will take steps to correct this occurrence.
heading into danger.
Lookout Transits
Cross-Track Error
Rule 5 of the international regulations for preventing collisions at sea states: Transits can be used as a wheel-over point, also to confirm that the ship is on
Having fixed the position, the OOW will be aware of whether or not the ship
schedule.
is following the planned track, and whether or not the ship will be at the next
Every vessel shall at all times maintain a proper lookout by sight and hearing,
waypoint at the expected time. If the ship is deviating from the planned track,
as well as by all available means appropriate in the prevailing circumstances
the OOW must determine whether or not such deviation will cause the ship Leading Lights
and conditions so as to make a full appraisal of the situation and of the risk of
to sail into danger and what action should be taken to remedy the situation. The transit of two readily identifiable land-based marks on the extension of the
collision.
Apart from deviating from the track to avoid an unplanned hazard such as an required ground track, usually shown on the chart, are used to ensure that the
approaching ship, there is no justification not to correct the deviation and get ship is safely on the required track.
The keeping of an efficient lookout needs to be interpreted in its fullest sense,
the ship back onto the planned track.
with the OOW being aware that lookout includes the following items:
The OOW must use his judgement as to how much he needs to alter course to Natural Leading Lines
A constant and continuous all-round visual lookout, enabling a full understanding
return to track, bearing in mind that even when he has returned to the planned Sometimes the OOW may be able to pick up a navigation mark in line with an
of the current situation and the proximity of dangers, other ships and navigation
track, he will need to leave some of the course correction on, in order to end of land, thus confirming that the vessel is on track.
marks.
compensate the cause of earlier deviation.
Visual observation will also give an instant update of environmental changes, Clearing Marks and Bearings
Observe the International Regulations for Prevention of Collisions at Sea particularly visibility and wind.
Clearing marks and clearing bearings, whilst not being considered to be a
Irrespective of the planned passage, no ship can avoid conforming to the definitive fix, will indicate to the OOW that the ship is remaining in safe
Despite the range of modern, state of the art, electronic navigational aids
requirements of the ‘rule of the road’, as these rules are quite clear and are water.
available on the bridge, actual visual observation of the compass bearing of
internationally accepted and understood by all OOWs.
an approaching ship has always been a fail-safe method of determining risk of
collision, and will quickly show whether or not a risk of collision exists and if Light Sectors
Rule 16 States: Every vessel which is directed to keep out of the way of another
avoiding action is required. If the compass bearing of the approaching vessel
vessel shall, so far as possible, take early and substantial action to keep well The changing colours of sectored lights can also be used to advantage by the
does not appreciably change, then a risk of collision can be deemed to exist.
clear. OOW who, being very aware of it, will realise that the ship is sailing into
danger.
Visual observation of characteristics of lights is the only way of positively
Despite the requirement to maintain track, rule 8 makes it quite clear that the
identifying them, and this increases the OOW situational awareness.
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 actions. Proper planning
The lookout will also include the routine monitoring of ship control and alarm
will ensure that the ship will never be in a situation where such action cannot
systems, eg, regularly comparing standard and gyrocompasses and ensuring
be taken.
that the correct course is being steered.

7.9.2 Bridge teamwork It is important for a ship’s complement to co-ordinate their activities, A bridge team having a plan that is understood and is well briefed, with all
communicate effectively and work effectively as a team. During emergency members working together as a team, will have good situation awareness and
Safe navigation is the most fundamental attribute of good seamanship. situations this is vital. will be able to anticipate potentially dangerous situations.
Sophisticated navigational aids can complement the basic skills of the
navigator, but sophistication can bring its own dangers and there is a need for They will recognise the development of a chain of errors and will be able
precautionary measures against undue reliance on technology. Experience has to take early and positive action to break the sequence and avoid a possible
shown that bridge teamwork and properly formulated procedures are critical in disaster.
maintaining a safe navigational watch.
In determining the composition of the bridge team, the Master should take into
consideration:
Illustration 7.9.2a Bridge Teamwork
• The state of visibility.
Bridge Teamwork
• The anticipated traffic density.
• The proximity of navigational dangers or other routeing
measures such as traffic separation schemes.
• The additional workload that may be caused by the nature of Approaching Port
At Sea
the vessel’s immediate operating requirements and anticipated Pilotage Confined Waters
Routine Situations
Low Visibility
manoeuvres.
• The professional competence of the bridge personnel and their
familiarity with the vessel’s equipment and characteristics.
Master Officer of the Watch
• The operational status of the bridge equipment and controls. Pilot Officer of the Watch Officer of the Watch
Cons vessel giving both Provides the historical navigational data.
• The fitness of the members of the bridge team and the need to Cons vessel along track Responsible for navigation. helm and engine orders.
Progresses the routine
ensure that all members of the bridge team have had the rest agreed with the Master. navigation and control
Liaises with pilots, advising Maintains own radar maps and indexing. of traffic in accordance
periods as required by the STCW Code. Liaises with OOW on
Uses radar maps and
with the Master's orders
them of the ship's position indexing to cross-check
navigation / traffic. Advises the Master of the position of the and the passage plan.
• The need to ensure that the bridge is at no time left unattended. relative to the agreed track. the navigational information vessel relative to the agreed track,
provided by the OOW. speed and course made good.
All members of the ship’s complement that have bridge navigational duties will
Advises OOW of intentions Endeavours to resolve any differences
be part of the bridge team. The OOW is in charge of the bridge team for that in good time, so that the safe between the information on
watch until such time as they are relieved. progress of the passage the two radars and charts.
plan can be verified,
It is most important that the bridge team work together closely, both within and or any amendments Monitors the traffic and advises of any Master
be properly checked. close-quarter situations.
across the watches, as decisions made during one watch can, and will, have an
Formulates and
impact on another watch. All non-essential activity on the bridge should be approves plan.
avoided.
Monitors that the OOW
Master
The members of the bridge team should have a clear and unambiguous High Risk Area is progressing the
plan correctly.
understanding of the information that should be routinely reported to the Initially agrees track to follow with pilot.
An additional officer may
Master of the vessel, and the circumstances under which the Master should be be required to assist the
Maintains an overview of all
called. commands / orders given.
Master. This officer
will take control of the
communications, give
The OOW will continue to be responsible for the conduct of the watch, despite Monitors navigation of the vessel
back-up information to
the presence of the Master on the bridge, until informed specifically that the by cross-checking information
the OOW for the chart,
provided by the OOW.
Master has assumed responsibility for the watch. The Master’s decision to take provide the Master with
over the watch must be clear and unambiguous and the fact recorded in the radar indexing and
anti-collision advice as
Deck Log Book. a cross-check to the
safe passage plan.

7.9.3 Taking Over the Watch Watchkeeping Sufficient information should be recorded in the Bridge Log Book to enable the
actual track that the vessel followed to be reconstructed at a later date, including
The officer of the watch (OOW) should not hand over responsibility for The (OOW) is the Master’s representative and is in charge of the bridge team. the vessel’s position, course and speed, the times of passing significant
the watch if there is any doubt whatsoever as to the ability or fitness of the navigational marks, and any other information that may be considered relevant.
relieving officer to carry out their duties effectively. When in any doubt, the The watchkeeping duties of the OOW include, but are not restricted to: All positions marked on navigational charts should be retained at least for the
Master should be informed. duration of the voyage. Paper records from course recorders, echo sounders and
• The maintenance of a proper all round lookout.
any other relevant recording devices should be suitably marked and retained. It
Before accepting responsibility for the watch, the relieving officer must be • Collision avoidance and compliance with the collision is better to record too much information rather than too little.
satisfied with: regulations.
• The plotting of the vessel’s position at regular intervals and The OOW should be aware of the effects of operational and accidental
1. The plotted position and present course.
monitoring the vessel’s progress. pollution on the marine environment, and should be familiar with MARPOL
2. Navigation items expected during the watch. and the Shipboard Oil Pollution Emergency Plan (SOPEP).
• Periodic checks on the navigational equipment in use, including
3. The status of the gyro and magnetic compasses and repeaters.
the gyro and magnetic compasses.
4. The presence and movements of any vessel in sight or known to Pilot Procedures
• The keeping of records appertaining to the safe navigation of the
be in the vicinity.
vessel. Pilots are engaged to provide local knowledge of a port or area through which
5. Masters standing and night orders or special instructions relating the vessel is passing.
to the safe navigation of the vessel. The OOW needs to maintain a high general awareness about the vessel and
6. Any expected change in present conditions or hazards that are its day-to-day operation, including a general watch over the vessel’s decks to It is advisable that every Master and pilot be trained in Bridge Resource
likely to be encountered during the course of the watch. monitor personnel working on deck. Management in order that they may fully understand their respective roles, to
develop and maintain a high degree of information exchange essential for the
7. Any expected change in weather conditions that are likely to be Routine tests of the bridge equipment should be undertaken to ensure that they safe passage of the vessel within the pilotage area.
encountered during the course of the watch. are functioning correctly and communicating with other systems, if applicable.
8. Status of the lookout. Care should be exercised when using electronic means for plotting the position When they have embarked and arrived on the bridge, the pilot becomes a
of the vessel and these should be cross-referenced with visual means at every member of the bridge team. The Master may either delegate the conduct of the
9. The navigation lights. opportunity. vessel to the pilot, in close co-operation with the Master and OOW, or he may
10. The fire/smoke detection system status. keep the con himself with the pilot giving advice. Either way, it is important
Manual steering should be tested at least once a watch when the automatic pilot that the Master/pilot relationship is agreed and clearly understood.
11. The radar screen, performance and vessels plotted.
is in operation.
12. The watch receiver, EGC and NAVTEX status. The presence of a pilot does not relieve the Master or OOW of their duties and
The gyro and magnetic compass errors should be checked and the magnetic obligations with regard to the safety of the vessel. Should the Master, or OOW,
13. Logbook entries.
deviation obtained at least once a watch and after every major course alteration. in the absence of the Master, be in any doubt as to the pilot’s competence or
14. Course recorder checked and calibrated. The errors and deviations obtained should be recorded in the Compass Error actions, then they must not hesitate in informing the pilot accordingly and take
15. Bridge watch alarm system. Book and in the Bridge Log Book. over the con of the vessel.
Other items that may be discussed at the change of watch include: It is most important that the OOW keeps to the passage plan as prepared, and The Master will, under normal circumstances, remain on the bridge during the
monitors the progress of the vessel in relation to that plan. Should a deviation pilotage. However, in the event of a long pilotage, it may not be practical for
• Prevailing environmental conditions, including the state of from the plan be required for any reason, the OOW should return to the plan
visibility, wind, sea and current, and the effect of these factors the Master to remain on the bridge throughout. In such cases he must delegate
as soon as it is safe to do so. his authority to a responsible officer, probably the OOW, exactly as he would
on the course and speed of the vessel.
do at sea.
• The procedures for use of the main engine, its status and the Radar parallel indexing techniques are invaluable in monitoring the vessel’s
watchkeeping arrangements for the engine room. progress in relation to the prepared passage plan. However, when using radar
for position fixing or monitoring, the OOW should check the accuracy of the
• The effect of trim, list, water density or squat on the vessel’s Variable Range Marker and Electronic Bearing Lines, as well as the overall
under-keel clearance. performance of the radar.
• Any other circumstances of concern during the watch.
The change of watch checklist is to be found in the I-forms section of Maersk

SMS.

Master/Pilot Information Exchange and how to change channels. He may also require a radar to be made available Pilot Embarkation/Disembarkation Procedure
for his use. Care must be taken to alter the mode of operation and range of the
It is often the case that the Master of the vessel is not familiar with the pilotage radar from that set by the pilot. a) Give the required ETAs to the pilot station and agree a time and
area and that the pilot is not familiar with the handling characteristics of the position for the embarkation or disembarkation of the pilot. Also
vessel. The time available for the Master/pilot exchange depends upon several factors, establish on which side the pilot ladder is required.
including:
When the pilot arrives on the bridge it is normal practice for the Master to • The position of the pilot boarding area. Often this is such that b) Give the engine room the required notice.
make time for a brief discussion with him. This will include such items as the there will be little time between the pilot actually entering the
pilot’s planned route, his anticipated speeds and ETAs, both en route and at the bridge and taking over the con of the vessel. c) The pilot ladder or the accommodation ladder should be suitably
destination, and also what assistance he expects from the shore, such as tugs rigged, with a lifebuoy and heaving line ready for immediate
and VTS information. • The speed of the ship at the pilot boarding area. use.
• Environmental conditions such as poor visibility, strong winds,
The Master should advise the pilot of the: rough seas, strong tides or heavy traffic may inhibit the handover d) An officer and assistant are assigned to ensure that the pilot is
• Ship’s Identity of the con to the pilot. safely embarked or disembarked.
Name, call sign, flag, agent, year built, type of ship, IMO No. • Where circumstances do not permit a full Master/pilot exchange
to take place, then the bare essentials should be covered e) A suitable communication link should be established between
cargo type, last port the bridge and the deck party.
immediately and the rest of the discussion held as soon as is safe
• Communications information and practicable.
f) Ensure that the embarkation area is clear of oil or grease and any
• Pilot boarding area, to include date and time
Some ports may use helicopters for the embarkation and disembarkation unnecessary objects.
• Ship’s particulars
of pilots. This can usually be achieved away from areas of heavy traffic or
Draught (forward, midships, aft), air draught, length OA, beam, constrained waters and without the need to reduce speed. g) Provide adequate illumination, if dark.
displacement, deadweight, gross tonnage, net tonnage
h) The main engine should be on standby and the steering in
• Anchors Planning manual.
Shackles or metres of cable available for each anchor
A properly planned passage does not stop at the pilot boarding area. i) The time and place of pilot embarkation and disembarkation
• Speeds at various engine rpm
should be recorded in the Bridge Movement Book and Deck
• Propeller details The passage plan continues from sea to berth, or vice versa, the boarding of the Log Book.
pilot, and the areas where a pilot has the con, being part of the passage plan.
Number of propellers, right or left turning, whether controllable This enables the Master and OOW to compare the progress of the ship with the
pitch or not, thrusters forward or aft and how many planned track and also familiarises them with the constraints and other details
• State of readiness of relevant equipment including any defective of the pilotage. Abort and contingency planning will assist, should the ship
equipment experience navigational or other problems.
• Manoeuvring characteristics including maximum number of
The Master and the bridge team should be aware of the pilot’s intentions and be
engine starts, critical range, minimum speed to maintain
in a position to query his actions at any stage of the passage. This can only be
steering, time from full ahead to full astern
effectively brought about by the members of the bridge team consulting all the
• Mode of propulsion available sources of information prior to entering the pilotage area and being
• Any other information that he feels is relevant aware of its difficulties and constraints.
Much of this information can be made readily available on the Pilot Information Monitoring
Card, a copy of which should be handed to the pilot as he arrives on the bridge
of the vessel. The vessel’s position must be plotted and progress monitored in exactly the
same manner when the pilot has the con, as it is under normal conditions.
The pilot will need to be acquainted with the bridge and to agree how his Such monitoring must be carried out by the OOW and any deviations from the
instructions are to be executed. Some pilots prefer to operate the controls planned track or speed observed and communicated to the Master. From such
themselves, while others will leave that to the ship’s staff. On some vessels information the Master will be in a position to question the pilot’s decisions
it is usual for the ship’s staff to operate the controls, so that the pilot remains with confidence, should the need arise.
free to move about the bridge. He will need to know where the VHF is situated

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

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

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

degree.
QcLoLoLo Quadrant of the globe and longitude

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

and horizontal visibility.
Nddff Cloud cover, wind direction and

wind speed.
1snTT/ Sign of temperature and the

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

level.

Illustration 7.9.5a Helicopter Operations
Helicopter Operations
Preparations Communications
Hoist windsock.
Check helicopter landing/winching area and surrounding

decks are clear of loose objects.
Prepare rescue boat. Routine Emergency
Rig two fire hoses - must not be pointed at the helicopter.
Portable foam, fire axe, crow bar, wire cutters, red

emergency torch all ready close to operating area. Arrange helicopter rendezvous via agent. MRCC
Investigate with the MRCC, the nearest available rescue
Four men in proximity suits standing by, two to act as Discuss and agree requirements for operation. helicopter and discuss how and who to contact.
foam equipment operators.
Give latitude, longitude, speed and course.
Hook-handlers to have thick rubber gloves, rubber-soled
shoes and helmets with chin straps.
Helicopter
Change to working channel, either VHF or airband radio. Helicopter calls on VHF channel 16 and agrees channel
for working on.
Advise pilot of relative wind/speed, ship’s course and speed,
Parties to advise bridge when standing by. pitch and roll.
Officer in charge of deck to complete checklist and Confirm if Helipad landing operation or if unavailable, the
advise bridge of readiness. details of ship’s winching area.
Engine room on standby and fire pump running. Confirm ETA.
Agree with pilot the heading for the operation.
If CASEVAC and a non-landing operation, agree with pilot

whether or not winchman will be lowered to ship to help
patient during winching process and into aircraft.
CASEVAC
Place passport, crew list, discharge book, pay-off slips,
medical notes, etc, in bag and put with stretcher.
Landing/Winching Operation Carried Out

7.9.5 Helicopter OPERATIONS 3. Officer of the watch consulted regarding readiness. Manning
4. Fire pump running and adequate pressure available on deck. The deck party consists of at least one leader carrying a portable VHF radio
The International Chamber of Shipping publication ‘Guide to Helicopter/
transceiver for communicating with the bridge, the deck handler and four more
Ship Operations, 4th Edition, gives comprehensive instructions and 5. Fire hoses ready (hoses near to but clear of the operating area).
persons wearing fire protective suits. Normally, two will be the fire party and
requirements for helicopter operations and should always be consulted if 6. Foam and dry powder fire fighting equipment ready. two the rescue party. The fire and rescue parties would have a charged fire
helicopter operations are to take place.
7. Foam nozzles pointing away from helicopter. hose and a portable foam applicator ready for immediate use. All personnel not
Helicopter operations will normally only be carried out on this vessel for the immediately involved in the operation should stand well clear of the landing
8. Foam equipment operators wearing fire suits and ready. area behind some protective cover if possible.
evacuation of injured personnel or in the case of a medical emergency.
9. Rescue party wearing fire suits and ready.
A helicopter operations winching area is to be specified at the discretion of the 10. Man overboard rescue boat ready for immediate lowering. Helicopter Landing
Captain according to specific conditions at that time. If this vessel was to be
involved in winching operations, twin-engined helicopters would be used. This 11. The following items ready and to hand include: Approval for helicopter operations is subject to a suitable landing area
allows some protection should one of the helicopter’s engines fail. • Large axe being available. Other areas may only be used in an emergency and with the
agreement of the helicopter pilot.
• Crowbar
CAUTION
Single engine helicopters must not be used for hovering operations. • Wire cutters The landing or handling zone is to be carefully prepared ready for the operation
• Red emergency signal/torch and marked in accordance with the company’s and international requirements.
The following minimum equipment shall be in place and ready for use prior to Refer to ICS Guide to Helicopter/Ship Operations.
• Marshalling batons (night)
any helicopter operations:
• Portable fire extinguishers The ship must be on a steady course with a relative wind blowing across the
• Wind pennant flown to indicate relative wind direction across deck of at least ten knots from a direction between right ahead and abeam on
the ship’s deck (to be illuminated at night). See appendix C for comprehensive list. the side opposite to the landing or hovering area. The helicopter pilot’s wishes
• At least two dry powder fire extinguishers with an aggregate 12. Correct lighting switched on for night operations. in this respect are to be complied with.
capacity of not less than 45kg.
13. Deck party wearing protection (goggles, etc). Deck party leader The pitch and role must not exceed six degrees and the ship’s course is to be
• A suitable foam application system (fixed or portable). to have walkie-talkie for communicating with the bridge. adjusted to give the minimum motion whilst complying with the relative wind
• Carbon dioxide (CO2) extinguishers with an aggregate capacity 14. Any passengers clear of the operating area. requirements.
of not less than 18kg.
15. Hook-handlers equipped with helmets, rubber or suitable gloves
The relative wind direction can be indicated visually by flying a windsock,
• Deck water system, under pressure, capable of delivering at and rubber-soled shoes.
illuminated at night. Additionally, flags and/or pennants are suitable during
least two jets of water to any part of the helicopter.
daylight.
• At least two fire hose nozzles of the dual purpose type (jet/ Landing
spray). Note: Land on board operations are the preferred type where the landing area
In exceptional circumstances, the pilot may decide to land on board, in this
• Fire resistant blanket and gloves. case the following items should be attended to: complies with international requirements.
• At least two fire fighters outfits. 1. Deck party aware of landing.
Prior to the operation being carried out, the helicopter procedure checklist must
• Rescue boat swung out and manned ready for immediate use. 2. Operating area free of spray or water/sea water on deck. be completed.
• Emergency tools/equipment, see checklist below. 3. Side rails/awnings/stanchions/lowered, removed or secured.
A vessel restricted in its ability to manoeuvre is required, by the regulations for
4. Where applicable, any portable pipes removed and remaining preventing collisions at sea, to display the following signals:
This equipment list is a requirement for helicopters operating in British waters
ends blanked off.
and similar lists will be required by every flag state. It is therefore a good guide • At night, three all-round lights in a vertical line, where they can
to the minimum requirements for any helicopter operations. 5. Rope messengers to hand in case the pilot decides that the best be seen. The highest and lowest of these lights shall be red,
helicopter should be secured. and the middle light shall be white.
Helicopter Operations - Ship’s Checklist • By day, three shapes in a vertical line where they can best be
CAUTION seen. The highest and lowest of these shapes shall be balls and
1. All loose objects within or adjacent to the operating area to be Only the helicopter pilot may decide whether or not to secure the the middle one a diamond. All these shapes shall be black in
secured or removed. helicopter. colour.
2. All aerials in the vicinity of the operating area to be lowered,
secured or removed.

Embarking - Guidance to Helicopter Passengers Embarking - Guidance to Passengers - Winching Up Rescue by Helicopter
a) Enter the operations area only when ordered to do so by the a) Personnel to be embarked should be dressed in tight-fitting
officer on the deck, who will have received clearance for this clothes and wearing a safety helmet with the chin strap Rescue by helicopter is used when rescuing badly injured personnel and when
from the helicopter crew. fastened. rescuing from a ship or survival craft.
b) Approach the helicopter only when indicated to do so by a b) Place yourself vertically under the helicopter winch and fit the In addition to the single lift described previously, the helicopter can use several
member of the helicopter crew. lifting strop around your body, ensuring that it is well under the types of lift as follows:
armpits.
c) Do not wear loose clothing, duck your head and walk at right Double Lift
angles to the longitudinal axis of the helicopter. Stay in full view c) Pull the toggle on the lifting strop as close to the chest as
When a double lift is used, the helicopter sends down a rescuer to assist and
of either the winchman or the pilot. possible.
put the sling onto the person to be rescued.
d) Keep well clear of the tail rotor, which is difficult to see because d) Grip the lifting strop at face level with both hands and keep the
As with the single lift, place the sling as directed, both the rescuer and person
of its speed of rotation, also keep clear of the exhaust outlets. elbows firmly against the body.
being rescued will be winched up to the helicopter.
e) Once on board, sit where directed by the winchman. e) Give the thumbs-up signal when you are ready. During the
ascent to the helicopter, if circumstances dictate, be prepared Basket Lift
f) Wear life jackets at all times during flights over water. to signal the winch operator to stop the winch, the signal is When using a basket, the person being rescued has to sit down with arms and
given by extending one arm out to the horizontal position, palm legs inside the basket. The head is to be bent towards the knees and the hands
g) Local regulations may require the wearing of survival suits. down. placed around the knees.
h) Fasten the safety belt, study the flight instructions and observe f) At the helicopter doorway, the winchman will turn you to face The basket will be hoisted up and the rescued person assisted by the winchman
any no smoking signs. outboard and will assist you into the helicopter. Do not try to to enter the helicopter.
help them, they have a set routine to follow.
Disembarking - Guidance to Helicopter Passengers Stretcher Lift
g) Do not remove the strop until instructed to do so.
a) Remain seated until ordered to leave by the helicopter attendant When rescuing badly injured persons a stretcher is used. The person to be lifted
or winchman. is strapped into the stretcher and lifted or winched-up to the helicopter. This
h) Sit where the winchman directs you, fasten your seat belt and
may be carried out from the deck of a large vessel.
study the in-flight safety regulations.
b) On leaving, duck your head and walk briskly away from the
helicopter. If lifting from a liferaft, the roof of the liferaft must be deflated and all other
Disembarking - Guidance to Passengers - Winching Down persons seated on the deflated roof.
c) Keep well clear of the tail rotor and exhaust outlets. This procedure is a rare event and will only occur under special
circumstances.
Helicopter Winching
a) Do not leave your seat until instructed to do so.
Only the hook-handler may touch the winch line hook, as they are protected
from static electricity by the rubber gloves and rubber-soled shoes. Where b) The winchman will check that the strop is correctly fitted.
possible, the helicopter will dip the hook before hovering, to release any
static electricity, but this cannot always be carried out. Do not under any c) Sit in the doorway when the winchman orders you to do so and
circumstances tie the winch line to the ship. give the thumbs-up signal when ready.
Prior to any helicopter winching operation, refer to the ship’s emergency d) When you reach the deck, let the strop fall to your feet and step
manual and complete the instructions contained within. clear of it, the winch operator will recover the strop, passengers
are to be careful of any excess winch cable on the deck at their
The hook-handler on deck and the winchman in the helicopter play the most feet.
important part in these operations. When passengers are ascending, the hook-
handler should ensure that the strop is being worn correctly and should steady e) Leave the operating area briskly, keeping your head down.
them as they are lifted off the deck.

Section 8: Trim and Stability
8.1 Loading Computer
8.2 Trim, Stability and Bending
8.2.1 Introduction
8.2.2 Loading Conditions

8.1 Loading Computer interface, any changes to ballast or fuel tank levels are automatically reflected • The previous screen layout and individual user program windows
with the corresponding changes to draught. layouts are restored.
Manufacturer: Interschalt Maritime Systems
Type: Seacos MACS3 This enables the user to quickly resume cargo loading calculations etc, from
SEALASH
where the computer was last shut down. The main screen or workspace is
Version: NET 1.1 A further function of the loading computer software is the SEALASH lashing divided into the following areas:
module. This Seacos MACS3 plug-in module calculates the stress on the
• At the top of the screen is the blue title bar which includes
The Seacos MACS3 is an advanced loading program designed for use with a lashing gear, also included is a Lash optimisation facility which calculates the
the vessel name, program title and the name of the loading
PC and facilitates the planning and control of various loading conditions on minimum lashings required. Further information is found later in this section.
condition.
board the vessel. Full information referring to this module and its operation can be found in the
Cargo Securing Manual. • Underneath the title bar is the menu bar with the following
menu options:
Introduction
BELCO File
This section is an introduction and description intended as a guide to the The BELCO container management programme enhances the MACS3 loading Belco
new user to indicate menu functions and the general layout of the loading computer with fast and easy features including Bayview, Layerview, with a
Statistics
computer, with some of the menu features described in more detail. For a full file import and export facility for EDIFACT/BAPLIE files to interface with
description of the Seacos MACS3 loading programme, the user should consult the same software used widely in major container loading ports worldwide. Lash
the comprehensive user guide before using for the first time, and at all times The software also checks stack weights, reefer positions and visibility as per Dago
when using the loading programme until fully conversant with it, and thereafter SOLAS Ch.V Reg.22.
the manual should be used for reference. Tools
DAGO Report
General Description Seacos MACS3 also includes the DAGO module to link to the IMDG GUIDE Window
including Storck Guide amendments 35-10. To facilitate the acceptable Help
The Seacos MACS3 loading programme is installed on a stand-alone Windows stowage and segregation of hazardous cargo, the software includes a stowage
environment PC with a 19 inch TFT monitor located in the ship’s control and segregation check by UN number and special Company rules requiring • At the bottom of the screen is the status bar and main tab control
centre. Additionally, previous and current condition files may be transferred specific compliance when carrying certain dangerous goods. bar.
from the stand-alone computer, via a USB memory stick, to any PC and the
software activated with a USB hard lock license key, while this facility gives BELCO Container Management Module
personnel the flexibility of viewing and working on Seacos MACS3 files on BallastMan
other computers, it preserves the integrity of the stand-alone loading computer In compliance with IMO Resolution A868 (20), the ballast water exchange The BELCO module enhances the MACS3 loading program with easy to use
for which the chief officer has exclusive responsibility. module facilitates the process of ballast water exchange to ensure the vessel’s container handling features which include the following:
stability and longitudinal strength remain within safe limits at all times. The • A wide range of input parameters for container type, weight,
The chief officer is responsible for the control and entry of data as issued by the sequences of tank emptying and filling can be completely planned and executed. POL, POD, operator.
shore representatives in respect of the proposed loading/unloading manifest. During an active ballast exchange procedure, tank levels are monitored on-line
After the entry of data, calculations will be made by the software to give the • Full EDIFACT support.
and instructions to stop/start pumps and operate valves are given automatically
stress and stability information, areas where cargo limitations are exceeded by the software, and a warning is issued if a critical deviation from the plan is • The software contains the internationally approved UN Locode
or conflicts occur under those conditions. With all the relevant information detected. database which assigns every port a unique locater code, for
calculated by the software, the chief officer will determine the required amount example, Singapore is represented as SGSIN.
and location of ballast water that must be carried/discharged in order to
System Operation • Pre-stow and pre-discharge functions, by bay, row or POL/
maintain the ship in a stable condition, within allowable stress limitations and
POD.
the required trim. Additional information that must be considered in respect Starting
on the GM and stability of the ship are the effects of the fuel oil that will be • Fully addressable loading and discharge list.
consumed on passage. To boot-up the program, double-click on the MACS3 icon located on the
desktop or from the Windows START menu: Programs> MACS3 Loading • Variable views to suit operator needs.
Stability> MACS3. After starting, the following actions are performed • Hatch cover handling functions.
Tank On-line automatically:
• IMO/Panama rules visibility checks, taking into account actual
There is an automatic direct input of any tank contents and draughts, using • The previous loading condition which was last worked on is trim and draught, calculation of blind sectors.
the draught gauge system, into the Seacos MACS3 computer using the on-line reloaded.

Working Containers with BELCO To shift a container to a flying position, click the container, drag it and hold Condition Check Explanation
down the <Shift> key, drop the container to its new position.
To Load Containers Checks that the visibility complies with the
Panama visibility
specific Panama canal requirements
With the mouse pointer, click BELCO>LOADING. To shift a container to the pier, in the BayView, drop the container over the
Lash forces If lashing forces are being exceeded
small Pier button in the lower right corner or drag it directly to the pier.
The following program options are available: Checks to see if the intended lashing plan
To shift a container from the pier to its desired stowage position, in the Lash inventory exceeds the total number of loose lashings on
(1) To load a single container, by clicking in a stack, after completing BayView, click and drag the container from the pier to the stowage position board
the container details including serial number POL, POD etc, in on board. Checks for stowage and segregation errors of
Dangerous goods
the cargo data window to the right of the screen. IMDG cargo
All containers shifted to either the pier or from the pier to a stowage position, Occupied Checks for stowage in already occupied cells
(2) Quick-loading by typing a bay plan in a set order. their previous position is stored and this may be viewed in the ‘Previous Checks the current status of the vessel’s stability
Stability
Position’ field. and warns of any problems
(3) Pre-operation for loading a group of containers. Checks the vessel’s current longitudinal stress
LSC
status and warns of any problems
Condition Check This function will warn the operator if a restow
To Discharge Containers with BELCO Restow containers
is required in a future port
With the mouse pointer, click BELCO>DISCHARGE. The condition check option is a useful tool for checking any stowage errors. The Checks if the limits as defined in the ‘‘Tools/
page will list any containers that may be incorrectly stowed, for example, stack Warning points
Warning Points’’ have been exceeded
The following program options are available: weight exceeded or lashing forces exceeded. An error warning is indicated by a
dark red icon LED for critical errors including stability and structural integrity,
other LED error icons include yellow for checks that cannot be completed, the Refer to the Seacos MACS3 manual for further information on CONDITION
(1) To discharge a single container by clicking individual containers, CHECK.
a black vertical arrow above the selected container denotes the operator would need to check the reason for this and a green LED icon denotes
discharge mode, click once to activate the action and a second an acceptable condition.
click completes the discharge move for that container.
The following checks can be made:
(2) Pre-operation for discharging a group of containers.
Condition Check Explanation
(3) Pre-select for discharge of selected containers. Checks if a stack is designed for a particular type
Stack design
of container, eg, 10ft unit
Checks to see if the stack height on deck is
(4) Discharging the next port of discharge group of containers. Stack height deck
within design criteria
Checks hatch cover clearance in the holds,
Edit Stack height hold
particularly useful when loading high cubes
With the mouse pointer, click BELCO>VIEWING. Stack weight check underdeck for 20ft units
Perm. hold stack weight
against the limits as defined by class
This option is used to change a particular container value, for example, serial This checks for incorrect loading, eg, loading a
Flying/Mix stowage
number. Click on the selected container, the current details can be viewed in 40ft unit on top of a single 20ft unit
the container editor with the Cargo Data tab selected to the right of the screen. Checks for specific loading instructions as
Change any value as required, to save the change, either press the <Return> Handling entered into the container editor/cargo data
key, or <TAB> key or by selecting another container. window such as, OD = On deck stowage only
Reefer Stowing a reefer in a non-reefer slot
Shifting Containers Irregular cargo Checks on cargo that include out of gauge units
Containers without a serial number or the wrong
To shift a single container, click and hold the selected unit and drag to its Serial No.
code according to ISO standard
destination position. Port code not recognised by the UN Locode
Ports
database
To shift a block of containers within a bay, either on deck or underdeck, click Checks for various visibility height
the <Ctrl> key and drag the mouse over the selected group of containers Visibility
infringements
required to shift, the framed rectangle represents the block of containers to
shift, drag the block to the new position.

SEALASH
This program starts automatically and runs in parallel with the BELCO
program. To open the LASH menu, click on LASH in the BELCO window and
a window similar the image shown at right will drop down.
Below is a summary description of each option:

• Set/Remove Lashings. This option allows lashings to be set as
per the Cargo Securing Manual and Container Stowage Plan,
this may be achieved either by bay or for the whole ship.
• Set Single Lashings. This is a useful option if it is required to
individually lash a container, perhaps with a damaged container
or out of gauge unit requiring individual lashing.
• Visual Set Lashings. To set or remove lashings in visual mode
by simultaneously using the Bay View and Set Visual Lashings
option.
• Copy Lashings. Not used for operational purposes.
• Lashing Forces Calculations. This offers the user the option to
view a detailed report on the lashing forces on any bay.
• Lashing Forces Calculation Parameters. This provides the
user the option to set the parameters for the GM, draught and
speed of vessel.
• Lashing Module Options. This options dialogue allows the
operator to select which lashing forces are to be displayed.
• Main Parameters. This dialogue window lists the Class
approved parameters which are used as a basis for calculating
the lashing forces.
• LCG of Bays. The longitudinal centre of gravity for all bays is
listed in this window.
• Lashing Inventory. This window lists the total number of loose
lashing equipment on board, listed by their name and type of
lashing, ie, lashing bar, twistlock etc, and also how many pieces
of each lashing are in use and how many pieces remain.
• Securing Materials Distribution in Bays. The quantity of each
type of loose lashing material distributed in each bay.
• All Cargo Securing. A complete list of all lashings on board, a
useful table for printing out on to a spreadsheet.

Ballast Optimisation
This extremely useful tool calculates the most suitable ballast distribution after
loading the vessel. After the chief officer has completed his cargo pre-stow
calculations, click on the Tanks > Ballast Optimise tab to open the ballast
optimisation window, he can now commence the optimisation sequence by
clicking on START. The programme calculates many different combinations
of ballast to comply with the parameters already preset by the chief officer in
the Optimisation Parameters field to the left of the page, these parameters will
include draught, trim and stability. The list of tanks includes ‘‘old weight’’
which represents the original ballast condition and ‘‘new weight’’ which is the
new ballast condition proposal.
In addition to calculating the optimal ballast condition during pre-stow

calculations, when the ‘‘Set every Step’’ box is checked, as is shown in the
image, the actual current loading condition is considered by the programme.
After the chief officer has updated the loading programme with new cargo
weights at each step, it continues to calculate the optimal ballast condition
as the loading/discharge operation continues, providing that the chief officer
continues to update the loading programme as cargo weights change. At any
stage in the cargo operation the chief officer will be aware of the most suitable
ballast condition.
When the calculation is completed, or at any chosen time, the ‘‘Stop’’ key is
pressed to suspend the programme; the new ballast water distribution can be
applied as required.

Dangerous Goods Module
This module is pre-loaded and as such will be activated each time the operator
manually enters the details of the dangerous cargo, for each container, into
the Container Editor using the Dago tab. When manually loading a container
carrying dangerous goods, an automatic stowage check is performed to make
sure the intended stowage position is acceptable for the IMO classes carried
within the container and that there are no segregation issues with other IMO
commodities. If an error occurs, a message window pops-up with details of
the error. Also to consider, before loading any dangerous cargo, is the vessel’s
document of compliance which lists the classes of dangerous goods which
may be loaded on the vessel, this information would already be inputted into
the dangerous goods module, however, it is good practise for all operators to
consult the document of compliance for any limitations contained therein for
loading dangerous cargo.
Click on the Dagos On Board tab to bring up a full list of all dangerous cargo
on board, with the stowage position, POL, POD, IMO class, whether or not a
marine pollutant, also the correct technical name will be listed alongside each
item.
The image represents a typical dangerous goods list.

8.2 Trim, Stability And Bending Design Criteria and Loading Instruction Maximum Stack Weight on Hatch Covers and Pedestals
8.2.1 Introduction The standard loading conditions indicated below are fully warranted for all of • On deck, hatch covers and pedestals, the 20ft maximum stack
trim, longitudinal strength and stability. Where the loading conditions deviate loading is 68.5 tonnes, all bays.
The Master must ensure that the vessel operates safely at all times and an from the standard conditions, the Master must comply with the criteria of • For 40ft and 45ft containers, the maximum stack loading is 130
essential feature of safe operation is to ensure that the vessel is correctly loaded. longitudinal strength and stability in any conditions, taking due regard of the tonnes on deck, hatch covers and pedestals, all bays.
Care must be taken to ensure that the cargo allocated to the vessel is capable following:
of being stowed, so that compliance with the strength and stability criteria
can be achieved. The Master must exercise prudence and good seamanship Stability
at all times, having regard to the season of the year, weather forecasts and
Ballast Condition
It is necessary to comply with the requirement of intact stability criteria
the navigational zone, and should take the appropriate action as to speed and of the IMO document (see below). In evaluation of stability, all hatches,
It is recommended to comply with the following notices in ballast condition:
course warranted by the prevailing circumstances. Adverse weather can have doors, ventilation heads and air pipes are assumed to be closed and secured
serious implications for the vessel if loading of cargo is not done correctly. • Deep as possible to take sufficient propeller immersion of more weathertight in a proper manner. Consequently, weathertightness of the main
Even though loading arrangements are determined ashore, the Master must be than 100%. hull and superstructure should be kept and maintained at all times at sea. To
satisfied that the stability of the ship meets with his demands before the ship • Longitudinal strength. Care should be taken on increase of keep the necessary righting lever and metacentric height, care must be taken
sails. bending moment and shearing force when shifting ballast water on the following points:
between tanks. • Cargo weight distribution in vertical direction.
Example stability calculations which can be performed manually when various
conditions are known, can be seen in the Stability Book. It is essential that the • Stability. Care should be taken with respect to the free surface • Filling up proper ballast water in tanks.
Stability Book is used correctly when manual calculations are performed. effect of water in the slack ballast tanks. These free surface
• Minimising free surface effect of ballast water and fuel oil.
corrections will increase the overall KG or decrease the overall
GM.
Abbreviations: Longitudinal Strength
DRAFT Extreme draught from bottom of keel plate Loading Condition Care should be taken to avoid any increase of bending moment and shearing
DRAFT (CORR.) Draught at LCF force at multi-ports loading and unloading, where relative small numbers of
LCB (B) Longitudinal centre of buoyancy from midship The following notices must be complied with at cargo loading. containers are moved.
LCF (F) Longitudinal centre of floatation from midship
LCG (G) Longitudinal centre of gravity from midship Container Weight Torsional Strength
TCG Transverse centre of gravity from centre line Keep container weight in holds and on hatches below following allowable Care should be taken to avoid high torsional moment due to asymmetric
KG Centre of gravity above base line figures. loading of containers.
TPC Tons per one centimetre (cm)
MTC Moment to change one centimetre (cm) The container weights in the cargo holds should be kept below the following Lashing of Containers
allowable figures:
KB Centre of buoyancy above base line Containers on hatches are to be lashed by twistlocks, midlocks where
TKM Transverse metacentric height above base line • 27t per 20ft container appropriate in a Russian stow configuration, and lashing rods as described in
• 33t per 40ft container Section 3.1.1.
GM Transverse metacentric height above centre of gravity
without the correction of free surface effect If in the opinion of the Master, sea conditions are likely to cause regular
GoM Transverse metacentric height above centre of gravity The actual permissible weight to be loaded in each container tier shall be
slamming, then other appropriate measures such as a change in speed, heading,
with the correction of free surface effect decided taking into consideration the allowable limits of ship’s stability, the
or an increase in draught forward may also need to be taken.
container securing system and the container box strength.
GGo The value of free surface correction
I/D Propeller immersion in % CAUTION
In all cases, the requirements contained in the Cargo Securing Manual
Note: Minus sign in case of LCB, LCF and LCG indicates the positions of should be adhered to.
them to be placed aftward from midship.

Stability Criteria The following criteria are recommended by IMO A.749(l8). Recommendation (Ø1) = angle of roll to windward due to wave action.
on a severe wind and rolling criterion (weather criterion) for the intact stability (Ø2) = angle of down-flooding (Øf ) or 50° or (Øc) whichever is the least.
In order to comply with the recommendation of IMO Resolution A.749(18), it of passenger and cargo ships of 24m in length and over. The ability of a
is essential to ensure that in any sailing condition, the stability complies at least ship to withstand the combined effects of beam wind and rolling should be Where: (Øf) = angle of heel at which openings in hull, superstructures or deck
with the following minimum criteria referring to figure 1. demonstrated for each standard condition of loading, with reference to the houses which cannot be closed weathertight. In applying this criterion, small
figure YY as follows: openings through which progressive flooding cannot take place need not be
1) Area under the curve up to 30° should not be less than 0.055 considered as open.
metre-radians. 1) The ship is subjected to a steady wind pressure acting
perpendicular to the ship’s centre line which results in a steady (Øc) = angle of second intercept between wind heeling lever 1w2 and GZ
Figure 1 wind heeling lever (lwl). curves.
2) From the resultant angle of equilibrium (Ø), the ship is assumed

B to roll owing to wave action to an angle of roll (Ø1) to windward.
General Precautions Against Capsizing
Attention should be paid to the effect of steady wind so that
1. Compliance with the stability criteria indicated below does
A C excessive resultant angles of heel are avoided.
not ensure immunity against capsizing, regardless of the
circumstances, or absolve the Master from his responsibilities.
3) The ship is then subjected to a gust wind pressure which results
The Master should therefore exercise prudence and good
in a gust wind heeling lever (1w2).
seamanship, having regard to the season of the year, weather
D (GoZ max.)
(Righting Lever (m)
forecasts and the navigational zone, and should take the

57.3°
4) Under these circumstances, area ‘b’ should be equal to or

E
appropriate action as to speed and course warranted by the

qf
greater than area ‘a’.

prevailing circumstances.
F(qmax) 5) Free surface effects should be accounted for in the standard
GoZ
2. Care should be taken to ensure that the cargo allocated to the

conditions of loading, eg, according to IMO Regulation A.
ship is capable of being stowed, so that compliance with the
0 10 20 30 40 50 60 70 80 90 749(18).
criteria can be achieved. If necessary, the amount should be
Heeling Angle (Degrees) limited to the extent that ballast weight may be required.
The angles in figure 2 are defined as follows:
2) Area under curve up to 40°, or the angle of flooding (qf) if 3. Before a voyage commences, care should be taken to ensure that
this angle is less than 40°, should not be less than 0.09 metre- Figure 2 the cargo and sizeable pieces of equipment have been properly
radians. stowed or lashed, so as to minimise the possibility of both
longitudinal and lateral shifting while at sea, under the effect of
acceleration caused by rolling and pitching.
Note: (qf) is 40° or a lesser angle at which water could enter the hull.
GZ 4. The Master should ensure that for any loading conditions not
Lever
b
3) Area between 30° and 40°, or the angle of flooding (qf) if this
included in this manual, should be assessed for intact and
angle is less than 40°, should not less than 0.03 metre-radians.
damage stability compliance, with free surface corrections
applied to GM (or KG) throughout the voyage as per IMO
4) The righting lever GOZ should be at least 0.20 metres at an 1w1
1w2
Resolution A.749(18) and SOLAS Chapter 11-I Part B-1
angle of heel not less than 30°.
a
θ2 θc Regulation 25 respectively.
θ0
5) Initial metacentric height (GOM) should be not less than 0.15 Angle of Heel
5. The Master should ensure that the number of slack tanks be kept
metres.
to a minimum, because of their adverse effect on stability.
6. Whilst the stability criteria set minimum values of GM, it

θ1 is advisable to avoid an excessive GM, as this might lead
to acceleration forces which could cause excessive rolling
prejudicial to the safety of the ship, its crew and cargo.
(Ø°) = angle of heel under action of steady wind.

Many of the conditions shown in the Trim and Stability Booklet involve a Exposed Openings and the Down-flooding Curve
change in the water ballast distribution between departure, half way and arrival
stages. The taking on or discharge of water ballast inevitably results in free Various unprotected openings in the ship’s structure will allow water into the
surface being present during the transition stage and allowance should be vessel when they are covered by the water. These openings are exposed to the
made. The free surface effects should be calculated to take account of the most sea at various combinations of draught (displacement) and angle of heel, and
onerous transitory stage relating to such operations for that ballast tank or pair the point of exposure can be found in the Loading Manual.
of tanks, with the greatest free surface moment of those involved in the change.
This of course assumes that only one ballast tank or pair of tanks is allowed to CAUTION
have a free surface at any moment. If this is not the case, the correction should
If, to maintain adequate stability during a voyage, it becomes necessary
be increased as appropriate.
to fill ballast tanks, care must be taken that the tank filling operation is
carried out while the vessel has adequate stability to withstand the free
In calculating the free surface effects in tanks containing consumable liquids,
surface effects of the partly filled or slack ballast tank.
the free surface correction should be the maximum value attainable between
the filling limits envisaged for each tank, consistent with any operating
instructions. It should be assumed that for each type of liquid at least one
transverse pair or a single centre line tank has a free surface, and the tank or
combination of tanks taken into account should be those where the effect of
free surface is the greatest.
Decrease of GM by Free Surface Effects

If a tank is completely filled with liquid, then no movement of the liquid inside
the tank is possible and the effect of free surface on the ship’s stability is
precisely the same as if the tank is filled with solid material.
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:
GM Transverse metacentric height above centre of gravity without the

correction of free surface effect.
GoM Transverse metacentric height above centre of gravity with the
correction of free surface effect.
Calculation of GoM from the Rolling Period

The rolling period can be estimated from following formula:
Rolling Period: Ts = (2 x 3.146 x K)

(√g x GM)
Where K is a variable.
The GoM can be estimated from the rolling period and draught and can be read
from the table in the ship’s Stability Book.

8.2.2 Loading Conditions Note: Each calculation of loading condition is based on the requirements of
Intact Stability IMO A.749(18), Damage Stability SOLAS CH.II-I PT. B-1
Information for Loading RGG.25, Longitudinal Strength of Class Rule and the owner’s minimum
required GM 0.6m.
Light-ship 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: 30,223.9 tonnes

VCG: 15.490m
LCG: 124.076m
Specific Gravity of Fuel Oil and Water

The value of departure/arrival conditions given in the Trim and Stability
Booklet are taken into account as follows:
Item Specific Gravity (MT/m3)

Fuel oil 1.010
Diesel oil 0.900
LO/cylinder oil 0.900
Fresh water 1.000
Ballast water 1.025
Loading Condition
The Trim and Stability Booklet for this vessel includes various examples
of loading conditions to illustrate typical cases of ship operation from the
extreme light-ship, through ballast and docking condition, to maximum loaded
conditions. Refer to the index in the Trim and Stability Booklet for each
loading condition example.
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 have on the stability of the vessel must be
understood by those responsible 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.


Maersk Laberinto HN4224 Deck Operating Manual Issue 1 October 2012 PDF

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Maersk Laberinto Deck Operating Manual

Issue: 1 IMO: 9526978 Front Matter - Page 1 of 9

Issue: 1 IMO: 9526978 Front Matter - Page 2 of 9

7.9 Routine Procedures

Section 8: Trim and Stability

8.1 Loading Computer

8.2 Trim, Stability and Bending

Issue: 1 IMO: 9526978 Front Matter - Page 3 of 9

Issue: 1 IMO: 9526978 Front Matter - Page 4 of 9

Issue: 1 IMO: 9526978 Front Matter - Page 5 of 9

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3

Issue: 1 IMO: 9526978 Front Matter - Page 6 of 9

Pressure Control Driven Crossing Pipes Domestic Fresh Water

Butterfly Valve Spectacle Flange Crossing Pipes

Screw-Down Emergency Shut-Off Valve

Screw-Down Needle Valve Penetration (Down) Lubricating Oil

Non-Return Valve 3-Way Cock Valve Saturated Steam

Non-Return Valve 3-Way Cock Valve Condensate

Non-Return Valve with Flap Non-Return Ball Valve Feed Water

Hose Valve (Angle) Storm Vent Heavy Fuel Oil

Temperature Control Marine Diesel Oil

N.C Normally Closed Marine Gas Oil

N.O Normally Open Sludge/Waste Oil

Self-Closing Valve (Globe) M Electric Motor Driven Air

Self-Closing Valve (Angle) A Air Motor Driven Bilges/Drains

W Level Gauge Instrumentation

H Level Gauge with Valve

Issue: 1 IMO: 9526978 Front Matter - Page 7 of 9

Electrical and Instrumentation Symbols

I Current to Pressure Pushbutton

Transformer BZ Buzzer Making Contact

Group Junction Box xx Emergency Stop XXX Function is Remotely

ZBK Zener Barrier Box Resistor Trip Automatic Trip

LM Limit Switch Variable Resistor Vacuum Circuit-Breaker

Issue: 1 IMO: 9526978 Front Matter - Page 8 of 9

Issue: 1 IMO: 9526978 Front Matter - Page 9 of 9

1.1 Principal Data

1.2 Ship Handling

1.3 Performance Data

1.3.1 Limitations on Operating Machinery

1.3.2 Effect of Squat and Heel

Illustration 1.1a General Arrangement 55 53 51 49 47 45 43 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 9 7 5 3 1 20Ft

Double Bottom Heavy Fuel Oil Double Bottom

Issue: 1 IMO: 9526978 Section 1.1 - Page 1 of 10

Issue: 1 IMO: 9526978 Section 1.1 - Page 2 of 10

A.P. 10 20 30 40 50 60 70 80 90 100 110 120 F.P. 140

Dangerous Cargo Holds

Container Cell Numbering Sequence

Drawing Reference: Container Stowage Plan DA101Z041, 08.11.2011, REV 0

Issue: 1 IMO: 9526978 Section 1.1 - Page 3 of 10

Water Ballast Tanks SG 1.025 Fuel Oil Tanks SG 1.01

Issue: 1 IMO: 9526978 Section 1.1 - Page 4 of 10

Lubricating Oil Tanks SG 0.90 Fresh Water Tanks SG 1.000

Issue: 1 IMO: 9526978 Section 1.1 - Page 5 of 10

Illustration 1.1e Sounding Pipe Positions

Issue: 1 IMO: 9526978 Section 1.1 - Page 6 of 10

Upper Deck A Deck B Deck

Drawing Reference: General Arrangement - DA101ZO29 - REV 0

Issue: 1 IMO: 9526978 Section 1.1 - Page 7 of 10

C Deck D Deck E Deck

Drawing Reference: General Arrangement - DA101ZO29 - REV 0

Issue: 1 IMO: 9526978 Section 1.1 - Page 8 of 10

F Deck G Deck H Deck

Pin Stopper Viewed from Above.