Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
BRIDGE SYSTEMS OPERATING MANUAL
2.3
2.3.1 2.3.2 2.3.3 2.3.4 2.3.5
LIST OF CONTENTS ISSUES AND UPDATES INTRODUCTION
Part 1: Ship Performance 1.1
2.4
2.5 Ship Handling
Performance Data 1.3.1 Fuel Oil Consumption/Speed Curve 1.3.2 Revolutions/Speed/Power Data 2.6
Illustrations and Tables 1.1a 1.1b 1.1c 1.1d 1.1e 1.1.2a 1.2.1a 1.2.2a 1.2.2b 1.2.3a 1.3.1a 1.3.2a
General Arrangement - Ship General Arrangement - Main and A Deck Accommodation General Arrangement - B and C Deck Accommodation General Arrangement - D and E Deck Accommodation General Arrangement - Bridge Deck Accommodation Tank Capacity Plan Turning Circle Diagrams Manoeuvring Crash Stop Stopping Characteristics Visibility Diagrams Fuel/Shaft Horsepower Graph Propulsion and Squat Tables
2.2
Bridge Layout and Equipment Integrated Bridge System 2.2.1 Radar, ARPA and Video Plotter 2.2.2 ECDIS 2.2.3 Conning Display and Alarm Monitoring
Issue: Draft 2
Discrete Equipment
2.7
Speed Log Differential Global Positioning System Meteorological System Weather Facsimile Machine Echo Sounder Automatic Identification System Closed Circuit Television System Master Clock System
GMDSS and Communication Systems 2.6.1 2.6.2 2.6.3 2.6.4 2.6.5 2.6.6 2.6.7 2.6.8 2.6.9 2.6.10
GMDSS Overview MF/HF Transceiver Systems VHF Transceiver System Inmarsat B System Inmarsat C System Distress Message Controller UHF Handheld Radios Emergency VHF Handheld Radios EPIRB and SARTS Navtex Receiver
Internal Communications 2.7.1 Automatic Telephone System 2.7.2 Batteryless Telephone System 2.7.3 Public Address and Talkback System
Part 2: Bridge Equipment and Operation 2.1
Main Engine and Thruster Controls
2.5.1 2.5.2 2.5.3 2.5.4 2.5.5 2.5.6 2.5.7 2.5.8
1.2.1 Turning Circles 1.2.2 Crash Stop and Inertia Characteristics 1.2.3 Visibility Over the Bow 1.3
Steering Procedures Gyrocompass Autopilot Magnetic Compass Rudder Angle Indicator
2.4.1 Main Engine Control Equipment 2.4.2 Procedures 2.4.3 Bow Thruster
Principal Data 1.1.1 Principal Particulars and Dimensions of the Ship 1.1.2 Tank Capacity Plan
1.2
Autopilot System
2.8
Lighting and Warning Systems 2.8.1 2.8.2 2.8.3 2.8.4 2.8.5
Navigation and Signal Lights Deck Lighting Whistle and Fog Bell and Gong System Hull Stress Monitoring System Sound Signal Reception System
Illustrations 2.1a 2.1b 2.1c 2.1d 2.1e 2.2.1a 2.2.1b 2.2.2a 2.2.2b 2.2.3a 2.3.1a 2.3.2a 2.3.2b 2.3.2c 2.3.3a 2.3.3b 2.4.1a 2.4.1b 2.4.3a 2.4.3b 2.5.1a 2.5.2a 2.5.2b 2.5.3a 2.5.4a 2.5.5a 2.5.5b 2.5.6a 2.5.6b 2.5.7a 2.5.7b 2.5.7c 2.5.7d 2.5.8a 2.6.1a 2.6.1b 2.6.1c 2.6.2a 2.6.3a 2.6.3b 2.6.4a 2.6.6a 2.6.7a 2.6.8a 2.6.9a 2.6.9b 2.6.10a 2.7.2a 2.7.3a
Bridge Layout Chart Table Arrangement Radio Station and Safety Console Wheelhouse Overhead Console Inmarsat B Table Arrangement Radar and ECDIS Equipment Radar Operating Console ECDIS Display ECDIS Operating Console Conning Display Unit Steering Stand and Peripherals Gyrocompass System Gyrocompass Monitor Gyrocompass Sub-Menu Autopilot System Autopilot Display and Control Panel Bridge Main Engine Controls Cargo Control Room Main Engine Controls Bow Thruster System Bow Thruster Control Panel Doppler Speed Log System DGPS DGPS Front Panel Anemometer Weather Facsimile Receiver Echo Sounder System Echo Sounder Equipment Automatic Identification System Automatic Identification System Closed Circuit Television System Closed Circuit Television Control Panel Main Menu Control Buttons Main Menu Control Buttons Master Clock System GMDSS GMDSS Distress Reactions GMDSS Equipment MF/HF Transceiver System Control Panels VHF Transceiver System Control Panel VHF remote Control Unit - RB700 Inmarsat B System Distress Message Controller Control Panel UHF Radio System GMDSS VHF Hand Held Radios EPIRB SARTS Navtex Receiver Batteryless Telephone System Public Address System Heading - Page x of x
Knutsen OAS Shipping 2.7.3b 2.7.3c 2.8.1a 2.8.1b 2.8.2a 2.8.3a 2.8.4a 2.8.4b 2.8.4c 2.8.4d 2.8.4e 2.8.4f 2.8.4g 2.8.5a
Public Address System Control Panel Talkback System Control Panel Navigation and Signal Lights on Main Mast Navigation and Signal Lights Control Panel Deck Lighting Control Panel Tyfon Master Control Panel Hull Stress Monitoring System Hull Stress Monitoring System Toolbars Information Side Panel History Graphs Load Monitor Display Log Report Dialogue Box Historical Data Set Up Box Sound Signal Reception System
Part 3: Deck Equipment 3.1
Illustrations 3.1.1a 3.1.3a 3.1.3b 3.2.1a 3.2.1b 3.2.1c 3.2.2a 3.2.3a 3.3.1a 3.3.1b 3.3.2a 3.3.3a 3.3.6a 3.3.6b 3.3.6c 3.3.6d
Mooring 3.1.1 3.1.2 3.1.3 3.1.4
Bridge Systems Operating Manual
Bilbao Knutsen
Mooring Winches and Capstans Anchoring Arrangement Emergency Towing Equipment Anchoring, Mooring and Towing Procedures
3.3.6e 3.3.6f 3.3.6g
3.2
Lifting Equipment 3.2.1 Deck Cranes 3.2.2 Accommodation and Pilot Ladder Reels 3.2.3 Pilot Boarding Arrangements
3.3.6h 3.3.6i 3.3.6j
3.3
Lifesaving Equipment 3.3.1 3.3.2 3.3.3 3.3.4 3.3.5 3.3.6
3.4
Lifeboats and Davits Rescue Boat Liferafts Emergency Life Support Apparatus Lifeboat/Liferaft Survival Guide Lifesaving Equipment Plans
Emergency Equipment and Procedures 3.4.1 3.4.2 3.4.3 3.4.4
Deck and Accommodation Fire Main System Deck Water Spray System Fixed Dry Powder Fire Fighting Equipment Fire Detection System
3.3.6k 3.4.1a 3.4.1b 3.4.1c 3.4.1d 3.4.1e 3.4.1f 3.4.1g 3.4.1h 3.4.1i 3.4.1j 3.4.1k 3.4.2a 3.4.3a
Issue: Draft 2
Mooring Arrangement Forward Emergency Towing Arrangement Aft Emergency Towing Arrangement Hose Handling Crane Provisions Handling Crane Cargo Machinery Handling Crane Accommodation Ladder Required Boarding Arrangements for Pilot Lifeboat Lifeboat and Davits Rescue Boat and Davit Liferaft Safety and Fire Control Symbols Safety and Fire Control Symbols Lifesaving Equipment and Escape Routes on the Bridge Deck and E Deck Lifesaving Equipment and Escape Routes on C and D Decks Lifesaving Equipment and Escape Routes on A and B Decks Lifesaving Equipment and Escape Routes on Main Deck, Bosun’s Store and Bow Thruster Room Lifesaving Equipment and Escape Routes on Engine Room 21800mm Lifesaving Equipment and Escape Routes on Engine Room 2nd Flat Lifesaving Equipment and Escape Routes on Engine Room 1st Flat Lifesaving Equipment and Escape Routes on Engine Room Floor and Turbine Mezzanine Deck Lifesaving Equipment and Escape Routes on Engine Room 29600mm Deck Deck Fire Main system Accommodation Fire Main System Fire Fighting Equipment on Bridge Deck and E Deck Fire Fighting Equipment on C and D Decks Fire Fighting Equipment on A and B Decks Fire Fighting Equipment on Main Deck and Cargo Machinery Room Fire Fighting Equipment on Engine Room 21800mm Deck and Bow Thruster Room Fire Fighting Equipment on Engine Room 2nd Flat Fire Fighting Equipment on Engine Room 1st Flat Fire Fighting Equipment on Engine Room Floor and Turbine Mezzanine Deck Fire Fighting Equipment on Engine Room 29600mm Deck Deck Water Spray System Fixed Dry Powder Fire Fighting Equipment
3.4.4a Fire Detection Panel 3.4.4b Fire Detection Equipment and Alarms on BridgeDeck and E Deck 3.4.4c Fire Detection Equipment and Alarms on C and D Decks 3.4.4d Fire Detection Equipment and Alarms on A and B Decks 3.4.4e Fire Detection Equipment and Alarms on Main Deck, and Cargo Machinery Room 3.4.4f Fire Detection Equipment and Alarms on Engine Room 21800mm Deck and Bow Thruster Room 3.4.4g Fire Detection Equipment and Alarms on Engine Room 2nd Flat 3.4.4h Fire Detection Equipment and Alarms on Engine Room 1st Flat 3.4.4i Fire Detection Equipment and Alarms on Engine Room Floor and Turbine Mezzanine Deck 3.4.4j Fire Detection Equipment and Alarms on Engine Room 29600mm, 35200mm and 40100mm Decks
Part 4: Routine Procedures 4.1
Passage Conduct Including Checklists 4.1.1 4.1.2 4.1.3 4.1.4
4.2
Operational Procedures Including Checklists 4.2.1 4.2.2 4.2.3 4.2.4 4.2.5
4.3
Passage Planning - Appraisal Passage Planning - Planning Passage Planning - Executing the Plan Passage Planning - Monitoring
Bridge Teamwork Taking Over the Watch Watchkeeping Pilot Procedures Weather Reporting
Helicopter Operations Including Checklists 4.3.1 Helicopter Procedures 4.3.2 Winching
Heading - Page x of x
Knutsen OAS Shipping
Bilbao Knutsen
Bridge Systems Operating Manual
Illustrations 4.1a 4.1b 4.1c 4.2.1a 4.2.4a 4.2.5a 4.2.5b 4.3.1a 4.3.1b 4.3.2a
Checklist - Passage Planning-Appraisal Checklist - Departure Checklist - Arrival Bridge Teamwork Pilot Information Card Checklist - Low Visibility Checklist - Heavy Weather Helicopter Operations - Procedures Helicopter Operations - Checklist Helicopter Winching
Part 5: Emergency Procedures 5.1
Steering Gear Failure
5.2
Collision and Grounding
5.3
Search and Rescue 5.3.1 5.3.2 5.3.3 5.3.4
Missing Persons Man Overboard Search Patterns Bomb Search
5.4
Emergency Towing and Being Towed
5.5
Oil Spill and Pollution Prevention
5.6
Emergency Reporting 5.6.1 AMVER 5.6.2 AUSREP
Illustrations 5.1a Steering Gear - Emergency Operation 5.3.2a Man Overboard 5.3.3a Search Patterns
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Issue and Update Control This manual is provided with a system of issue and update control. Controlling documents ensures that: • Documents conform to a standard format; • Amendments are carried out by relevant personnel; • Each document or update to a document is approved before issue; • A history of updates is maintained;
This manual was produced by: WORLDWIDE MARINE TECHNOLOGY LTD. For any new issue or update contact: The Technical Director WMT Technical Office The Court House 15 Glynne Way Hawarden Deeside, Flintshire CH5 3NS, UK E-Mail:
[email protected]
• Updates are issued to all registered holders of documents; • Sections are removed from circulation when obsolete. Document control is achieved by the use of the footer provided on every page and the issue and update table below. In the right hand corner of each footer are details of the pages section number and title followed by the page number of the section. In the left hand corner of each footer is the issue number. Details of each section are given in the first column of the issue and update control table. The table thus forms a matrix into which the dates of issue of the original document and any subsequent updated sections are located. The information and guidance contained herein is produced for the assistance of certificated officers who by virtue of such certification are deemed competent to operate the vessel to which such information and guidance refers. Any conflict arising between the information and guidance provided herein and the professional judgement of such competent officers must be immediately resolved by reference to Knutsen OAS Shipping Technical Operations Office.
Issue: Draft 2
Issues and Update - Page 1 of 4
Knutsen OAS Shipping
Issue 1 List of Contents Machinery Symbols and Colour Scheme Electrical and Instrumentation Symbols Introduction Text 1.1 1.1.1 1.1.2 1.2 1.2.1 1.2.2 1.2.3 1.3 1.3.1 1.3.2 Illustrations 1.1a 1.1b 1.1c 1.1d 1.1e 1.1.2a 1.2.1a 1.2.2a 1.2.2b 1.2.3a 1.3.1a 1.3.2a Text 2.1 2.2 2.2.1 2.2.2 2.2.3 2.3 2.3.1 2.3.2 2.3.3 2.3.4 2.3.5 2.3.6 2.4 2.4.1 2.4.2
Issue: Draft 2
Bridge Systems Operating Manual
Bilbao Knutsen Issue 2
Issue 3
Issue 4
Issue 1
Issue 2
Issue 3
Issue 4
2.4.3 2.5 2.5.1 2.5.2 2.5.3 2.5.4 2.5.5 2.5.6 2.6.7 2.5.8 2.6 2.6.1 2.6.2 2.6.3 2.6.4 2.6.5 2.6.6 2.6.7 2.6.8 2.6.9 2.6.10 2.7 2.7.1 2.7.2 2.7.3 2.8 2.8.1 2.8.2 2.8.3 2.8.4 2.8.5 2.8.6 Illustrations 2.1a 2.1b 2.1c 2.1d 2.1e 2.2.1a 2.2.1b 2.2.2a 2.2.2b 2.2.3a 2.3.1a 2.3.2a 2.3.2b
Heading - Page x of x
Knutsen OAS Shipping
Issue 1 Illustrations 2.3.3a 2.4.1a 2.4.3a 2.5.1a 2.5.2a 2.5.3a 2.5.4a 2.5.5a 2.5.6a 2.5.7a 2.5.8a 2.6.1a 2.6.1b 2.6.1c 2.6.2a 2.6.3a 2.6.4a 2.6.6a 2.6.7a 2.6.8a 2.6.9a 2.6.9b 2.6.10a 2.7.3a 2.7.3b 2.8.1a 2.8.1b 2.8.2a 2.8.3a 2.8.3b 2.8.4a 2.8.5a 2.8.6a Text 3.1 3.1.1 3.1.2 3.1.3 3.1.4 3.2 3.2.1 3.2.2 3.2.3 3.3 3.3.1 3.3.2
Issue: Draft 2
Bridge Systems Operating Manual
Bilbao Knutsen Issue 2
Issue 3
Issue 4
Issue 1
Issue 2
Issue 3
Issue 4
3.3.3 3.3.4 3.3.5 3.3.6 3.4 3.4.1 3.4.2 3.4.3 3.4.4 Illustrations 3.1.1a 3.1.3a 3.1.3b 3.2.1a 3.2.1b 3.2.1c 3.2.2a 3.2.3a 3.3.1a 3.3.2b 3.3.2c 3.3.3a 3.3.6a 3.3.6b 3.3.6c 3.3.6d 3.3.6e 3.3.6f 3.3.6g 3.3.6h 3.3.6i 3.3.6j 3.4.1a 3.4.1b 3.4.2a 3.4.3a 3.4.4a 3.4.4b 3.4.4c 3.4.4d 3.4.4e 3.4.4f 3.4.4g 3.4.4h 3.4.4i 3.4.4j
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen Issue 1
Issue 2
Issue 3
Issue 4
Text 4.1 4.1.1 4.1.2 4.1.3 4.1.4 4.2 4.2.1 4.2.2 4.2.3 4.2.4 4.2.5 4.3 4.3.1 4.3.2 Illustrations 4.2.1a 4.2.4a 4.3.1a 4.3.1b 4.3.2a Text 5.1 5.2 5.3 5.3.1 5.3.2 5.3.3 5.3.4 5.4 5.5 5.6 5.8.1 5.8.2 Illustrations 5.1a 5.3.1a 5.3.2a
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Cargo Symbol and Colour Scheme Colour Scheme P1
P2
Stop Valve
Pressure Reducing Valve
Angle Stop Valve
Rose Box
FB
Foam Box
Two-Way Cock
Mud Box
HB
Fire Hose Box
LNG Vapour
3-Way Valve
Three-Way Cock (L-Type)
Flexible Hose Joint
Air Horn
Inert Gas
Gate Valve
Three-Way Cock (T-Type)
Flow Meter
Reciprocating Pump
Spray Line
By-Pass Valve
Foot Valve
Flow Indicator
Centrifugal Pump
Superheated Steam
Hydraulic Valve
Observation Glass
Positive Displacement Pump
Desuperheated Steam
Hydraulic Valve with Throttle
Discharge/Drain
Rotary (Gear, Screw, Mono) Type Pump
Exhaust Steam
Hydraulic Quick Closing Valve
Hopper Without Cover
Hand Pump
Butterfly Valve
H
LNG Liquid
Screw Down Non-Return Valve
H
Lift Check Non-Return Valve
H
Swing Check Valve
S
Solenoid Valve
Suction Bellmouth
Eductor (Ejector)
Fresh Water
Flap Check Valve
P
Pneumatic Valve
Sounding Head With Filling Cap
Not Connected Crossing Pipe
Fresh Water (Jacket Cooling Water)
A
Air Motor Valve
Air Vent Pipe
Connected Crossing Pipe
E
Electric Motor Valve
Float Type Air Vent (With Flame Screen)
Branch Pipe Sounding Mouth
Ball Valve Ball Valve with Hose Connection
Condensate Distilled Water
Sea Water
Hose Valve
Diaphragm Operated Control Valve
Sounding Head With Self - Closing Sampling Cock
Angle Hose Valve
Diaphragm Operated Control Valve (Three-Way)
Spectacle Flange ( Open Shut)
Safety / Relief Valve
Flow Control Valve
Blind (Blank) Flange
Angle Safety / Relief Valve
Electronic Expansion Valve
Orifice
Gycol Nitrogen Heavy Fuel Oil Marine Diesel Oil Air Hydraulic Oil Lubricating Oil
Bilges Self-Closing Valve
Conical Strainer
Spool Piece
Emergency Shut-off Valve
Y-Type Strainer
Tank Penetration
Regulating Valve
Steam Trap With Strainer and Drain Cock
Glass Level Gauge
Needle Valve / 'V' Port Valve
Filter Regulating Valve With Strainer
Deck Stand (Manual)
Needle Valve / 'V' Port Valve
Simplex Strainer
Deck Stand (Hydraulic)
Fire Main/CO2 Foam System Refrigerant Gas Refrigerant Liquid Electrical Signal
Instrumentation
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen Electrical and Instrumentation Symbols
I
I
C
P
Current to pressure converter
P
Pressure to current converter
P
UPS
M
Control panel
Uninterruptible Power Supply
J
J
(
J
)
Solenoid valve
Pushbutton (start/stop/running)
Motor operated valve
Pushbutton switch (alternative)
NWT joint box
Pushbutton switch (alternative)
WT joint box 2 glands (4 glands)
Pushbutton (start/stop)
Rectifier
HS
Humidistat
Battery
WT
Water transducer
AMS
Alarm monitoring system
Space heater (element type)
BL
Bell
110 Central meter
Rectifier equipment
TG
Turbine generator
Overcurrent relay
Making contact
DG
Diesel generator
Normally Open switch
Breaking
EG
Emergency generator
Normally Closed switch
Making contact
M
GM
AC induction motor
10A
Fuse
Breaking
Governor motor
RL
Indicator lamp
Making contact
Earth
D-D
Relay coil
Breaking
Transformer
BZ
Buzzer
Making contact
Auxiliary relay contact
With time limit in closing
With time limit in opening
Flicker relay Power supply unit
LD
ZBK
LM
Issue: Draft 2
Liquid sensor
SIG R B
GJB/XX
Whistle relay box
Breaking
Group junction box xx (xx = location)
Emergency stop pushbutton box
Zener barrier box
Resistor
Limit switch
Variable resistor
Trip
Automatic Trip
RI RPM Indicator CP Capacitance RCO RPM Counter CI Compound Indication RX Revolution Transmitter CO2 Meter CO2 RC Revolution Controller O2 Meter O2 SAH Salinity Alarm (High) DP Differential Pressure SI Salinity Indication DPAH Differential Pressure Alarm (High) SX Salinity Transmitter DPS Differential Pressure Switch SM Smoke Indication DPX Differential Pressure Transmitter SMX Smoke Transmitter DPI Differential Pressure Indicator TR Temperature Recorder DTAH Differential Temperature Alarm (High) TOC Temperature Control EM Electromagnetic Flow Meter TI Temperature Indication FAL Flow Alarm (Low/Non) TIAH Temperature Alarm/Indicator (High) FOC Flow Controller TIAL Temperature Alarm/Indicator (Low) FX Flow Transmitter TIAHL Temperature Alarm High/Low Indicator FI Flow/Frequency Indication TS Temperature Switch FS Flow Switch TT Temperature Transmitter FSL Flow Slowdown (Low/Non) TSH Temperature Shutdown (High) FLG Float Type Level Gauge TSL Temperature Shutdown (Low) HY Hydrazine Detector/Meter VX Vacuum Transmitter H 2O Hydrometer VS Vacuum Switch LAH Level Alarm (High) VA Vacuum Alarm LAVH Level Alarm (Very High) VSH Vibration Shutdown LAEH Level Alarm (Extremely High) VI Viscosity Indication LAHH Level Alarm (High High) VC Valve Control LAL Level Alarm (Low) VAH Viscosity Alarm (High) LOC Level Controller VAHL Viscosity Alarm (High/Low) LCH Level Controller (High Alarm) VAL Viscosity Alarm (Low) LCL Level Controller (Low Level) XA Binary Contact LCG Local Content Gauge XSH Other Shutdown LI Level Indication XSL Other Slowdown LIAL Level Alarm/Indicator (Low ) ZI Position Indication LIAH Level Alarm/Indicator (High) ZS Limit Switch LIAHL Level Alarm/Indicator (High/Low) LR Level Recorder LS Level Switch Function is Locally MS Microswitch XXX Available MC Motor Control and Indication MI Motor Indication (Run/Normal) OAH Oil Content Alarm (High) Functions are Available XXX OI Oil Content / O2 Indicator XXXX in Control Room PAH Pressure Alarm (High) PAL Pressure Alarm (Low) XXX Functions are Available PIAL Pressure Alarm/Indicator (Low) XXXX on a Local Panel PIAH Pressure Alarm/Indicator (High) PIAHL Pressure Alarm High/Low Indicator PICAHL Pressure Alarm High/Low Indicator/Control H XXX Letters outside the circle POT Proportional Position Indicator XXXX of an instrument symbol PX Pressure Transmitter L indicate whether high (H), POC Pressure Controller high-high (HH), low (L) PR Pressure Recorder or low-low (LL) function PI Pressure Indication is involved PS Pressure Switch O = Open PSH Pressure Shutdown C = Closed PSL Pressure Slowdown PH PH Detector/Meter
Circuit Breaker
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Introduction General Although the ship is supplied with shipbuilder’s plans and manufacturer’s instruction books, there is no single handbook which gives guidance on operating complete systems, as distinct from individual items of machinery. The purpose of this manual is to fill some of the gaps and to provide the ship’s officers with additional information not otherwise available on board. It is intended to be used in conjunction with the other plans and instruction books already on board and in no way replaces or supersedes them. In addition to containing detailed information of the bridge equipment and related systems, the BRIDGE SYSTEMS OPERATING MANUAL contains safety procedures and procedures to be observed in emergencies and after accidents. Quick reference to the relevant information is assisted by division of the manual into parts and sections, detailed in the general list of contents on the preceding pages. Reference is made in this book to appropriate plans or instruction books. Safe Operation The safety of the ship depends on the care and attention of all on board. Most safety precautions are a matter of common sense and good housekeeping and are detailed in the various manuals available onboard. However, records show that even experienced operators sometimes neglect safety precautions through over-familiarity and the following basic rules must be remembered at all times. 1 Never continue to operate any machine or equipment which appears to be potentially unsafe or dangerous and always report such a condition immediately. 2 Make a point of testing all safety equipment and devices regularly. Always test safety trips before using any equipment. In particular, the emergency Shut Down system is tested before the vessel arrives in port and again in the port before the commencement of cargo operations.
In the design of equipment and machinery, devices are included to ensure that, as far as possible, in the event of a fault occurring, whether on the part of the equipment or the operator, the equipment concerned will cease to function without danger to personnel or damage to the machine. If these safety devices are neglected, the operation of any machine is potentially dangerous. Description
The following notices occur throughout this manual: WARNING Warnings are given to draw the reader’s attention to operations where DANGER TO LIFE OR LIMB MAY OCCUR.
The concept of this Operating Manual is based on the presentation of operating procedures in the form of one general sequential chart (algorithm) which gives a step-by-step procedure for performing operations. In many cases the best operating practice can only be learned by experience. Where the information in this manual is found to be inadequate or incorrect, details should be sent to the Knutsen OAS Shipping Technical Operations Office so that revisions may be made to the manuals.
CAUTION Cautions are given to draw the reader’s attention to operations where DAMAGE TO EQUIPMENT MAY OCCUR.
The manual consists of introductory sections which describe the systems and equipment fitted and their method of operation related to a schematic diagram where applicable. This is then followed where required by detailed operating procedures for the system or equipment involved.
Checklists
(Note: Notes are given to draw the reader’s attention to points of interest or to supply supplementary information.)
Checklists included in this manual are EXAMPLES ONLY and are not to be used for operations. Operational checklists are issued by the Owner/Operating Company and the latest edition should be in use.
Each machinery operation consists of a detailed introductory section which describes the objectives and methods of performing the operation related to the appropriate flow sheet which shows pipelines in use and directions of flow within the pipelines. Details of valves which are OPEN during the different operations are provided in-text for reference. The valves and fittings identifications used in this manual are the same as those used by Knutsen OAS Shipping. Illustrations All illustrations are referred to in the text and are located either in-text where sufficiently small or above the text, so that both the text and illustration are accessible when the manual is laid face up. When text concerning an illustration covers several pages the illustration is duplicated above each page of text.
3 Never ignore any unusual or suspicious circumstances, no matter how trivial. Small symptoms often appear before a major failure occurs.
Where flows are detailed in an illustration these are shown in colour. A key of all colours and line styles used in an illustration is provided on the illustration. Details of colour coding used in the illustrations are given in the colour scheme.
4 Never underestimate the fire hazard of petroleum products, whether fuel oil or cargo vapour.
Symbols given in the manual adhere to international standards and keys to the symbols used throughout the manual are given on the following pages.
Issue: Draft 2
Notices
Introduction - Page 1 of 1
PART 1: SHIP PERFORMANCE 1.1
Principal Data 1.1.1
Principal Particulars and Dimensions of the Ship
1.1.2
Tank Capacity Plan
Illustrations 1.1a
General Arrangement - Ship
1.1b
General Arrangement - Main and A Deck Accommodation
1.1c
General Arrangement - B and C Deck Accommodation
1.1d
General Arrangement - D and E Deck Accommodation
1.1e
General Arrangement - Bridge Deck Accommodation
1.1.2a Tank Capacity Plan
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 1.1a General Arrangement CO2 & Foam Room
Heavy Fuel Oil Service Tank
Upper Deck
Deck Store
Main Deck
Chemical Products Store Bow Thruster Room
Cargo Auxiliaries Room
Distilled Water Tank
Trunk Deck
Overflow Tank
No.3 Tank
No.4 Tank
No.2 Tank
Bosun's Store
No.1 Tank
Heavy Fuel Oil Bunker Tank
Steering Gear
Fuel Oil Tank
No.4 Water Ballast Tank (Port & Starboard)
After Peak
Fore Peak No.3 Water Ballast Tank (Port & Starboard)
No.4 Double Bottom Ballast Tank (Port & Starboard)
0
Trunk Deck
10
Stern Tube Cooling Water
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
No.2 Water Ballast Tank (Port & Starboard)
170
180
190
200
210
No.1 Water Ballast Tank (Port & Starboard)
220
230
240
250
260
Water Ballast Forward Deep Tank
270
280
290
300
310
Stern Tube Lubricating Dirty Oil Lower Sea Oil Tank Oil Sump Tank Tank Chest Bilge Holding Tank
No.5 Dry Cofferdam
No.4 Dry Cofferdam
No.3 Dry Cofferdam
No.2 Dry Cofferdam
No.1 Dry Cofferdam
300 0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250
260
270
280
310
290
Cargo Auxiliaries Room
Emergency Generator Room
IMO HFO TANK Bow Thruster Room Heavy Fuel Oil Bunker Tank No.4 Water Ballast Tank (Port)
0
10
20
30
40
50
60
70
80
90
100
No.4 Water Ballast Tank (Starboard) Heavy Fuel Oil Bunker Tank
Issue: Draft 2
No.2 Water Ballast Tank (Port)
No.3 Water Ballast Tank (Port)
110
120
130
140
150
160
No.3 Water Ballast Tank (Starboard)
170
180
190
200
210
No.2 Water Ballast Tank (Starboard)
No.1 Water Ballast Tank (Port)
220
230
240
250
260
No.1 Water Ballast Tank (Starboard)
Water Ballast Forward Deep Tank
Principal Dimensions
Fore Peak
270
280
290
300
310
Length Overall
284.379m
Length Between Perpendiculars 271.000m Breadth Moulded
42.500m
Depth to Main Deck
25.400m
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 1.1b General Arrangement - Main and A Deck
Up Cofferdam Main Deck
A Deck Fire Control Station Swimming Pool Bottom Air Conditioning Room
Up
Down Up
Changing Room Crew Mess
Shower
Duty Mess Swimming Pool
Linen Locker
Emergency Exit
Cable Trunk
Lift
Cable Trunk
Crew Pantry
Hotel Laundry
Phone Box Gymnasium
Lift
Galley Down Down Up
Down Up Cargo Equipment Store
Distribution Board Room
Garbage Chute
Garbage Chute Officer's Pantry
Up
Dry Provisions Room
Up
W.C.
Up Service Lift
Sauna
W.C.
Dispensary
W.C. Service Lift
Officer's Mess
Bonded Store
Administration Office Vegetable Room 2°C
Hospital
4 Canal Workers Up Down
Dairy Room 3°C
Up
Issue: Draft 2
W.C.
Meat Room -25°C
Lobby 3°C
Up
Down Up
Fish Room -25°C
Up
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 1.1c General Arrangement - B and C Deck
Down
Spare Cabin
B Deck
C Deck
Electrical Officer
Petty Officer/Bosun
Oiler
Oiler
Oiler
Cadet
Petty Officer/Cook
2nd Officer
Oiler
Cable Trunk Crew Laundry
Cable Trunk
Seaman
Linen Locker
Officer's Laundry
Linen Locker
3rd Officer
Lift
Lift
Down Up Seaman
Up
Emergency Exit
Down
Down Up
3rd Engineer
Up
Seaman
2nd Engineer
Crew Lounge and TV Room
Officer's Lounge W.C.
Freefall Lifeboat
Up
Up
Down
W.C.
Messman
Seaman
Seaman
Donkeyman
Spare Cabin
Repairman
Cadet
1st Engineer's Day Room
Messman
Down
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 1.1d General Arrangement - D and E Deck
D Deck
E Deck
Workshop
Spare Cabin
Cargo Engineer's Day Room Spare Cabin
Chief Engineer's Day Room W.C.
W.C.
Cable Trunk
Cable Trunk
Chief Engineer's Office
W.C. Senior Officer's Day Room
Lift
Lift
Cargo Control Centre
Down
Down
Central Office
Down
Up
Down
Up
Spare Cabin
Up
Up
Owner's Day Room
Captain's Office
W.C. Cleaning Room
Clean
Up
W.C.
W.C. Chief Officer's Day Room
Pantry
Cargo Office
Captain's Day Room
Up
Pilot
Issue: Draft 2
Radio Officer
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 1.1e General Arrangement - Bridge Deck Plan
Navigation Consoles
Manoeuvring Console
Manoeuvring Console
Wheelhouse and Radio Room
Safety Console
Chart Table
Radio Console
Inmarsat B Table
W.C.
Lift Down
Lift Machinary Space Converter Room
Battery Room
Issue: Draft 2
Up
Heading - Page x of x
Knutsen OAS Shipping
PART 1: SHIP PERFORMANCE 1.1
PRINCIPAL DATA
1.1.1 Principal Particulars and Dimensions of the Ship Ship’s Name: Port of registration: Call sign:
Bilbao Knutsen Santa Cruz de Tenerife, Spain ????
Imo Number:
????
Ship’s I.D. Number: Inmarsat B Tel. Inmarsat B Fax ...........Inmarsat B Telex. MMSI Inmarsat C (1): Inmarsat C (2): Mini M Telephone
???? ???? ???? ???? ???? ???? ????
Date Keel Laid: Delivered:
???? ????
Class Notation:
Operator: Owner Yard: Yard Number:
Lloyds Register of Shipping +100A1, Liquified Gas Tanker, Methane in Membrane tanks, Maximum Pressure 0.25 bar, Minimum Temperature -163°C, +LMC, UMS, PORT, SDA, IWS, SCM, LI, FDA, NAVI, IBS, ES, TCM, CCS. Knutsen OAS Shipping Knutsen OAS Shipping IZAR Astillero de Sestao 321
Length Overall: Length Between Perpendiculars: Breadth Moulded: Depth to Main Deck: Design Draught: Displacement Draught Design: Air Draught - Normal: Air Draught - Mast and Funnel Folded: Height to Top of Mast - from Base Line:
284.379 m 271.000 m 42.500 m 25.400 m 11.400 m 97.748 m 47.950 m 39.850 m 57.700 m
Issue: Draft 2
Bridge Systems Operating Manual
Bilbao Knutsen Steering Gear Maker: No. of sets: Model: Working torque: Type: Maximum rudder angle:
Hose Handling Cranes Rolls Royce 1 Frydenbo IRV 3050-2 3050kNm Electro-hydraulic rotary vane 45°
Combined Anchor Windlass/Mooring Winch Maker: No. of sets: Model:
Pusnes 2 N-28 CUOL 10.15+HW 15M.54
Mooring Winch Maker: No. of sets: Model:
Pusnes 2 320HW 47M.54
Mooring Winch Maker: No. of sets: Model:
Pusnes 4 320HW 54.M10
Mooring Winch Maker: No. of sets: Model:
Pusnes 2 320HW 10M.54
Aft Towing Equipment Maker: Type: SWL:
Pusnes ETS 200-D 2000kN
Forward Towing Equipment Maker: Type: SWL:
Smit Towing bracket 2,000kN
Maker: TTS-Norlift AS No. of sets: 2 Type: GPH 500-1227 SWL: 12,000kg Radius maximum: 26.5m Radius minimum: 5.3m Hoisting speed - no load: 0 to 24m/min Hoisting speed at SWL: 0 to 12m/min Slewing sector: XXX° Slewing speed: 0 to 0.8 rpm Luffing: 60 seconds Lifting height: List/trim: 5.4° Weight of crane: 28.7 tonnes approximately Provisions and Engine Room Cranes Maker: TTS-Norlift AS No. of sets: 2 Type: GPS 320-1217 SWL: 12,000kg Radius maximum: 17m Radius minimum: 3.7m Hoisting speed - no load: 24m/min Hoisting speed - SWL: 12m/min Slewing sector: XXX° Slewing speed: 0 to 0.7 rpm Luffing: 80 seconds Maximum list/trim: 5.4° Weight of crane: 15.1 tonnes approximately Cargo Machinery Handling Crane Maker: No. of sets: Type: SWL: Radius maximum: Radius minimum: Hook speed: Slewing sector:
Norlift AS 1 GPS-40-0210 4,500kg at 5.7m outreach, 2,100kg at 10m outreach 10m 2m 0-10 m/min 360°
1.1 Principal Data - Page 6 of 9
Knutsen OAS Shipping Slewing speed: Luffing time: Lifting height: List/trim: Weight of crane:
0 to 1.2 rpm 55 seconds 37m 5° list / 2° trim 5 tonnes approximately
Accommodation Ladder Maker: Length: Breadth: Ladder weight: Winch motors: Winch motor type: Air pressure:
Villarias S.I. 22m 740mm 1,020kg Air operated 8.5hp 6.5 CR-04 6 - 7kg/cm2
Freefall Lifeboat Maker: Type: Dimensions: Construction: Capacity: No. of boats: Speed: Maximum free fall height: Engine: Fuel Capacity: Weight: Weight:
Norsafe GES 30 Length (OA) 9m Breadth 2.75m Height 3.42m Glassfibre reinforced polyester (GRP) 40 persons 1 Minimum of 6 knots when fully loaded 22m 36hp water cooled, electric start diesel 120 litres 5500kg (fully equiped) 8500kg (fully loaded)
HD30 85Kn 42.5Kn
Rescue Boat Maker: Type: Model: Length overall: Beam: Height: Issue: Draft 2
Capacity: 6 persons (up to 15 persons in an emergency) Boat weight with equipment: 1,450kg Full weight with 6 persons: 1,900kg Lifting arrangement: Off-load rescue boat hook Propulsion: 144hp inboard diesel engine with waterjet Engine maker: Steyr Speed with 3 (15) persons: 28 knots (8 knots) Range with 3 persons: 110 nautical miles (4 hours)
Schat Harding Diesel jet fast rescue boat Merlin 6.15 Rescue Boat 6.25m 2.4m 2.4m (1.9m to lifting hook)
Autopilot System Maker: Type:
EMRI A/S SEM200
Gyrocompass Maker: Model:
C.Plath NAVIGAT X Mk1
Rescue Boat Davit Maker: No. of sets: Type: SWL: Overside reach maximum: Lowering speed: Hoisting speed: Maximum Lowering height: Weight of davit and winch:
Schat-Harding 1 SA3.5/W 50 RS 3,433.5kg 1.561m 0 - 32m/min 0 to 20m/min 40m
Magnetic Compass Maker: Model:
C.Plath Jupiter
Rudder Angle Indicator Maker: Model:
Tenfjord A.S Feedback Unit Type FB
Main Engine Control EQUIPMENT Maker:
Nabco Ltd
3,000kg Bow Thruster Controller
Liferafts Maker: Type: Total weight:
Maker: Viking Lifesaving Equipment Ltd 4 x 20 person davit launch 1 x 6 person manual launch 181kg each (20 person davit launch) 85kg each (6 person manual launch)
Type: SWL: No.: Working Radius:
Kawasaki Heavy Industries
Speed Log Maker: Type:
Furuno DS-50 and DS-80
Differential Global Positioning System
Liferaft Davit
Freefall Lifeboat Davit Type: SWL - lowering: hoisting:
Bridge Systems Operating Manual
Bilbao Knutsen
SCM 21-4 L 2.1t 2 4m
Maker: Type:
Furuno Electric Co. GP 80 GPS Navigator
Radar Maker: Type:
Furuno FAR-2805 Series
Heading - Page x of x
Knutsen OAS Shipping Anemometer Maker: Model:
Bridge Systems Operating Manual
Bilbao Knutsen
Whistle and Fog Bell and Gong System
Inmarsat-C System DEIF A/S Malling type 879
Maker: Type:
Furuno Felcom 12
Maker: Model:
Kockum Sonics TLG2000
Weather Facsimile Receiver
Distress Message Controller (DMC)
Hull Stress Monitoring System
Maker: Model:
Maker: Model:
Maker: Model:
Furuno FAX - 210
Echo Sounder Maker: Model:
Furuno FE-700
Furuno DMC-5
VHF Emergency Hand Held Radios
Sound Signal Reception System
Maker: Type:
Maker: Type:
SIMRAD Axis50
automatic identification system
EPIRB (Float Free Type)
Maker: Model:
Maker: Type: Frequency:
Furuno FA-100
ACR Satellite2 406 406MHz satellite/121.5MHz homing
CLosed Circuit Television system Maker: Type:
HERNIS Scan Systems HE 400
Master Clock system Maker: Type:
Seiko Marine Quartz QC-6M5
Search and Rescue Transponder (SART) Maker: Type: Frequency:
Serpe IESM Rescuer 9GHz
Navtex Receiver Furuno NX-500
Maker: No. of sets: Type: Model: Capacity:
Maker: No. of sets: Type: Model: Capacity:
Maker: Type:
Automatic Telephone System
Spraying Water Pump
Maker: Type:
Maker: No. of Sets: Type: Model: Capacity:
VHF Transceiver System Maker: Type:
Furuno Transceiver FM-8700 Remote Station RB-700
Issue: Draft 2
Maker: Type:
Phontech AS Batteryless Telephone System 4000
Hamworthy KSE 1 Centrifugal, self-priming CAC125-25 V48 AAN w/PMB 80m3/h at 10 bar
Hamworthy KSE 1 Centrifugal, self-priming C05BX 6-10 V AAN w/PMB 510m3/h at 10 bar
Public Address and Talkback SYSTEM
Inmarsat-B System Maker: Type:
Batteryless Telephone System
Hamworthy KSE 1 Centrifugal, self-priming CAC200-25 V48 AAN w/PMB 240m3/h at 10 bar
Jockey Pump
MF/HF Transceiver System
Phontech Marinex Telephone Exchange
Vingtor VSS-111
Fire Fighting Pump
Make Model
Furuno Transceiver FS-1562-25 Digital Selective Calling DSC-60
BMT Seatech Limited SMARTSTRESS
Furuno Felcom 82A
Maker: Type:
Phontech SA SPA 1500/01
Heading - Page x of x
Knutsen OAS Shipping
Bilbao Knutsen
Bridge Systems Operating Manual
Fixed Dry Powder Fire Fighting System Maker: No. of 675kg monitors: Type: No. of 160kg units: Type: Minimum disch. time: Capacities:
Unitor 2 PM 9515 9 Dry chemical powder system At least 45 seconds per monitor or modular unit. Monitor - 15kg/sec Cargo deck modular units - 3.5kg/sec
Fire Detection System Maker: Model:
Issue: Draft 2
Autronica AS BS-100 DYF1
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 1.1.2a Tank Capacity Plan
Nr.
Compartment
Frames
Centre Of Gravity
Water Ballast
A/Base
Long.O
100%Full
+Aft.-Fwd.
M3
D=1.025 M.Tons
IxD
At 30
100%Full
Inertia
Heeling Moment
Nr.
Compartment
Frames
Centre Of Gravity
Fresh Water
A/Base
100%Full
M4
Long.O +Aft.-Fwd.
M
3
100%Full
Inertia
Heeling Moment
D=1.025 M.Tons
IxD
At 30 M4
WBFD
W.B Fore Deep Tank
270-288
11,524
-112,525
2.021,5
2.072,0
0,0
2.134,1
17A
Fresh Water Tank (Port) Aft
4-11
19.114
+129.479
279.4
279.4
409.8
228.6
AP
After Peak Water Ballast
Aft-17
14,088
+128,889
2.324,4
2.382,5
0,0
6.486,9
17F
Fresh Water Tank (Port) Fwd
11-17
19.311
+124.253
258.6
258.6
543.7
296.0
1WBP
No.1 W.Ballast Tank (Port)
229-270
12,591
-86,558
4.683,8
4.800,9
0,0
1.984,6
18A
Distilled Water Tank (Stbd) Aft
4-11
19.114
+129.479
279.4
279.4
409.8
228.6
1WBS
No.1 W.Ballast Tank (Stbd)
229-270
12,591
-86,558
4.683,8
4.800,9
0,0
1.984,6
18F
Distilled Water Tank (Stbd) Fwd
11-17
19.305
+124.300
106.9
106.9
21.4
37.8
2WBP
No.2 W.Ballast Tank (Port)
175-229
8,337
-41,543
6.065,2
6.216,8
0,0
2.548,3
18FS
Distilled Water Tank (Stbd) Out Fwd 11-17
19.314
+124.221
151.7
151.7
70.5
119.4
Total Capacity
19.209
+126.967
1.076.0
1.076.0
2WBS
No.2 W.Ballast Tank (Port)
175-229
8,337
-41,543
6.065,2
6.216,8
0,0
2.548,3
3WBP
No.3 W.Ballast Tank (Port)
121-175
7,932
+7,435
6.524,5
6.687,6
0,0
2.843.2
3WBS
No.3 W.Ballast Tank (Stbd)
121-175
7,932
+7,435
6.524,5
6.687,6
0,0
2.843.2
4WBP
No.4 Lower W.Ballast Tank (Port)
71-121
2,836
+53,791
3.321,3
3.404,4
0,0
4.761,6
Nr.
Compartment
Frames
Centre Of Gravity
Diesel Oil
A/Base
Long.O
100%Full
100%Full
Inertia Heeling Moment
+Aft.-Fwd.
M3
D=1.025 M.Tons
IxD
At 30 M4
4WBS
No.4 Lower W.Ballast Tank (Stbd) 71-121
2,836
+53,791
3.321,3
3.404,4
0,0
4.761,6
4WWP
No.4 Upper W.Ballast Tank (Port)
17,983
+55,564
2.069,7
2.121,4
0,0
143,0
10
MDO Storage Tank
4-17
18.977
+128.710
335.2
289.1
488.2
193.3
4WWS
No.4 Upper W.Ballast Tank (Stbd) 71-121
0,0
143,0
16
MDO Daily Tank (Stbd)
11-17
19.305
+124.300
58.8
50.7
6.3
3.1
11
MGO Daily Tank (Port)
11-17
19.305
+124.300
58.8
50.7
6.3
3.1
12
MGO Storage Tank (Port)
11-17
19.305
+124.300
58.6
50.5
6.2
3.0
19,090
+127.189
511.4
441.0
71-121
Total Capacity
17,983
+55,564
2.069,7
2.121,4
9,500
-11,239
49675,0
50916,9
Total Capacity
Nr.
Nr.
Compartment
Frames
Centre Of Gravity
Fuel Oil
A/Base
Long.O
100%Full
100%Full
Inertia
+Aft.-Fwd.
M3
D=1.025 M.Tons
IxD
Compartment
Frames
47-71
Centre Of Gravity
Miscellaneous
A/Base
Long.O
100%Full
100%Full
Inertia
Heeling Moment
+Aft.-Fwd.
M3
D=1.025 M.Tons
IxD
At 30 M4
+88.300
86.7
86.7
52.4
27.4
19P
Overflow Tank (Port)
22.520
Heeling Moment
19S
Overflow Tank (Stbd)
47-71
22.520
+88.300
86.7
86.7
52.4
27.4
At 30 M4
20
FW Stern Tube
9-17
3.826
+123.934
60.3
60.3
0.5
2.5
8
HFO Service Tank (Stbd)
41-50
17.152
+99.111
222.5
215.9
11.4
15.5
21
LO Sump Tank
32-42
1.850
+105.601
73.5
73.5
63.6
37.1
9
HFO Service Tank (Stbd)
41-50
17.152
+99.111
184.9
179.5
6.6
8.9
22
Stern Tube Oil Tank
17-19
2.503
+121.085
4.7
4.7
7.2
2.0
6P
HFO Bunker Tank (Port)
50-71
15.151
+87.099
1.543,5
1.497,5
490.6
272.0
23P
Bilge Holding Tank
61-68
1.522
+83.879
110.2
110.2
183.5
81.3
6S
HFO Bunker Tank (Stbd)
41-71
14.630
+88.532
1.757,8
1.705,4
490.6
276.6
24S
Oily Water Tank
61-68
1.452
+83.899
52.9
52.9
17.2
9.7
5FDT
FO Deep Tank
270-288
13.259
-111.594
3.606,3
3.498,8
5.127,4 2.989,5
25
Dirty Oil Tank
53-61
1.558
+89.348
40.1
40.1
6.8
15.9
7IMO
IMO Tank (Port)
41-50
15.260
+99.076
649.3
630.0
210.2
FP
Fore Peak
294-320
12.168
-130.833
1.929,1
1.929,1
0.0
734.2
14,291
-0,961
7.964,4
7.727,1
11.482
-83.467
2.444,2
2.444,2
Total Capacity
Issue: Draft 2
113.4
Total Capacity
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 1.1.2b Tank Capacity Plan
Nr.
Compartment
Frames
Centre Of Gravity
Cargo Capacity
A/Base
100%Full
Long.O
Nr.
100%Full
Inertia
Heeling Moment
+Aft.-Fwd. M3
D=1.025 M.Tons
IxD
At 30 M4
CT1
No.1 Cargo Tank
22-268
16.016
-83.558
22.687,2
10.279,6
9.789,2 21.128,1
CT2
No.2 Cargo Tank
175-226
16.165
-41.088
40.111,7
18.174,6
38.892,9 43.755,3
CT3
No.3 Cargo Tank
121-172
16.165
+8.863
40.111,7
18.174,6
38.892,9 43.755,3
CT4
No.4 Cargo Tank
73-118
16.165
+56.038
35.277,9
15.984,4
34.206,0 38.482,5
Total Capacity
16.140
-8.766
138.188,4
Frames
M3
FO Drain Tank (Port)
33-35
1.950
LO Drain Tank (Stbd)
33-35
1.950
54-57
7.000
56-59
1.950
Stern Tube LO Gravity Tank (Port)
22-23
0.500
Neutralizing and Washing Tank (Port)
29-32
5.000
32-38
27.000
43-46
0.750
Compartment
Double Bottom
At 4600 From D. Bottom Atmos. Drain Tank (Port) At 7550 From D. Bottom
62.613,2
Observation Tank (Port)
Nr.
Compartment
Frames
Centre Of Gravity
Lubricating Oil
A/Base
100%Full
Long.O +Aft.-Fwd.
M
3
Flat At 8500 From B. Line
100%Full
Inertia
Heeling Moment
D=1.025 M.Tons
IxD
At 30
13
LO Gravity Tank (Stbd)
23-29
19.305
+114.700
34.0
30.0
1.2
0.6
14
LO Storage Tank (Stbd)
26-29
14.317
+113.500
73.3
64.7
48.8
24.9
15
LO Renovating Tank (Stbd)
23-26
14.317
+115.900
45.1
39.8
11.4
5.8
15.430
+114.479
152.5
134.5
Total Capacity
M4
Flat At 11824 From B. Line Sewage Tank (Port) Flat At 16810 From B. Line Several Oil Tanks S (3) LO Storage Tank DG (Stbd)
46-50
4.000
Deck Machinery Oil Tank (Stbd)
-5 / -1
5.000
42-44
1.000
Cargo LT Fresh Water Compensating Tank (Port)
33-35
1.000
HT Fresh Water Compensating Tank (Port)
33-35
1.000
Deck At 21800 From B Line GO Service Incinerator Tank (Stbd) Centre Of Gravity Nr.
Compartment
Frames A/Base
Long.O
Deck At 25400 From B Line
Centre Of Gravity Volume
Nr.
Compartment
Frames
A/Base
+Aft.-Fwd.
Long.O
Volume
+Aft.-Fwd.
Deck At 29600 From B Line
DS1C
Dry Space 1C
229-270 31.250
-81.744
847.3
CFF1
Cofferdam 1
268-270 15.702
-104.442
834.0
DS2C
Dry Space 2C
175-229 31.250
-42.475
1940.1
CFF2
Cofferdam 2
266-229 16.157
-66.063
2539.3
LO Storage Emergency Generator Tank (Stbd)
33-35
0.100
MDO Emergency Generator Tank (Stbd)
32-35
3.000
HT Fresh Water Compensating Tank (Port)
33.35
1.000
DS3C
Dry Space 3C
121-175 31.250
+7.475
1940.1
CFF3
Cofferdam 3
172-175 16.157
-16.113
2539.3
DS4C
Dry Space 4C
71-121
+55.575
1796.4
CFF4
Cofferdam 4
118-121 16.157
+33.838
2539.3
31.250
PWP
Passageway (Port)
71-270
28.811
-13.341
4931.0
PWS
Passageway (Stbd)
71-270
28.811
-13.269
4931.0
Hydraulic Oil Tank (Port)
285-287
4.600
16.385,9
Hydraulic Oil Storeage Tank (Port)
285-287
1.700
Total Capacity
Issue: Draft 2
29.782
-10.308
CFF5
Cofferdam 5
Total Capacity
71-73
16.157
16.120
+77.775
-7.561
1710.2
Fore
10.162.1
Heading - Page x of x
1.2
Ship Handling 1.2.1
Turning Circles
1.2.2
Crash Stop and Inertia Characteristics
1.2.3
Visibility Over the Bow
Illustrations 1.2.1a Turning Circle Diagrams 1.2.2a Manoeuvring Crash Stop 1.2.2b Stopping Characteristics 1.2.3a Visibility Diagrams
Knutsen OAS Shipping 1.2.1
Bilbao Knutsen
Bridge Systems Operating Manual
TURNING CIRCLES
See Illustration 1.2.1a
1.2.2
CRASH STOP AND INERTIA CHARACTERISTICS
See Illustration 1.2.2a and 1.2.2b
1.2.3
VISIBILITY OVER THE BOW
See Illustration 1.2.3a
Issue: Draft 2
1.2 Ship Handling - Page 1 of 5
Knutsen OAS Shipping
Bilbao Knutsen
Bridge Systems Operating Manual
Illustration 1.2.1a Turning Circle Diagrams to be inserted when available.
Issue: Draft 2
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Bridge Systems Operating Manual
Illustration 1.2.2a Manoeuvring Crash Stop be inserted when available.
Issue: Draft 2
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Bridge Systems Operating Manual
Illustration 1.2.2b Stopping Characteristics to be inserted when available.
Issue: Draft 2
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Bridge Systems Operating Manual
Illustration 1.2.3a Visibility Diagrams to be inserted when available.
Issue: Draft 2
Heading - Page x of x
1.3
Performance Data 1.3.1
Fuel Oil Consumption/Speed Curve
1.3.2
Revolutions/Speed/Power Data
Illustrations 1.3.1a Fuel and Shaft Horsepower Graph 1.3.2a Propulsion and Squat Tables
Knutsen OAS Shipping
Bilbao Knutsen
Bridge Systems Operating Manual
Illustration 1.3.1a Fuel/Shaft Horsepower Graph to be inserted when available.
Issue: Draft 2
Heading - Page x of x
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Bilbao Knutsen
Bridge Systems Operating Manual
Illustration 1.3.2a Propulsion and Squat Tables to be inserted when available.
Issue: Draft 2
Heading - Page x of x
PART 2: BRIDGE EQUIPMENT AND OPERATION 2.1
Bridge Layout and Equipment
Illustrations 2.1a
Bridge Layout
2.1b
Bridge Main Console
2.1c
Chart Table Arrangement
2.1d
Radio Station and Safety Console Arrangement
2.1e
Wheelhouse Overhead Console
2.1f
Inmarsat B Table Arrangement
2.1g
Bridge Wing Manoeuvring Stand
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.1a Bridge Layout
15
9
Folding Table
9 Binocular Box
Binocular Box
Folding Table
8 1
13
14 16 12
2
3 7
Cupboard
4
5
6
10
W.C.
Lockers
Lockers
11
Lift
Lockers
Key 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Navigation Consoles Steering Control Console Wing Consoles Chart Table Safety Console Radio Station Bearing Repeater Compass Morse Pushbutton Clear View Inmarsat B Table Clock for Radio Station Radar Transponder SART CCTV Monitors Telegraph Repeater Overhead Console Panorama Rudder Indicator 220V AC Swichboards N1/N2 Floodlights Reactance Head End Amplifier for Radio/TV Entertainment System Rack
Issue: Draft 2
21 22 23 24 25 26 27 28 29 30 31 32 33 34
Switchover Unit (Voyager ANTS + ECDIS System) Gyrocompass Main Unit x 2 Naviturn II Communication System Rack Communication System Terminals Box Communication System UPS Simrad System UPS N1 Power Distribution Cabinet Emergency Fan Starter Panel Wheelhouse Defrosting Panel Emergency External Lighting Switchboard External Lighting Switchboard Straight Line Wiper Power Supply 24V Navigation Equipment Distribution Switchboard N1 and N2 35 UPS 24V Engine Room Services 36 UPS 24V Accomodation Services 37 Workstation and Mode Control (Steering Gear)
37
34 36
Lift Machinery
35
33
17 32 Converter Room
18 Battery Room (Equipment refit to be confirmed)
31
20 19
22 21
24 23
25
30
27 28
29
26
Heading - Page x of x
Knutsen OAS Shipping 2.1
Bridge Systems Operating Manual
Bilbao Knutsen
BRIDGE LAYOUT AND EQUIPMENT
The wheelhouse is of open plan design, with the necessary equipment placed to the best advantage in various consoles. In the centre of the wheelhouse is the navigator’s console where the normal watchkeeping operations are carried out. Directly behind is the helmsman’s steering position where manual steering of the vessel is carried out. Behind this area are three consoles, the chart table, safety console and the radio console. The Inmarsat B console is on the starboard side aft of the wheelhouse. Situated in the rear of the wheelhouse is the converter room which houses UPS units for the communications equipment, the main gyrocompass units and the switchover unit for the ANTS/ECDIS system amongst other items.
Bridge Consoles and Equipment
Chart Table
Overhead Console
Underneath the full size chart table are drawers with sufficient space to carry a worldwide set of charts for the vessel’s trading routes. The following equipment is supplied at the chart table.
The overhead console has the following indicators mounting in it for easy viewing from the steering stand:
•
ECDIS display unit and keyboard
•
Rate of turn indicator
•
ECDIS printer
•
Wind speed/direction indicator
•
Gyrocompass printer
•
Ship’s clock
•
Echo sounder depth indicator
•
Main engine RPM indicator
•
Master clock
•
DGPS
Main Console
•
Navtex receiver
•
GPS navigator
•
Doppler speed log indicator
•
Loran C receiver
•
Cordless telphone
Situated on the wheelhouse deckhead is a rudder angle indicator that is designed to be visible from all areas of the wheelhouse.
•
Tyfon whistle button
•
Watch safety system reset button
•
Doppler speed log
•
Weather facsimile receiver
Around the sides of the wheelhouse ample cupboard space is provided for the stowage of flags and other bridge equipment. Two SARTS, pyrotechnics and line throwing apparatus are also stowed on the bridge. An EPIRB fitted with a hydrostatic release is situated on the starboard aft corner of the bridge deck.
•
VHF radiotelephone
•
Barograph
•
Echo Sounder
•
AIS control unit
•
2 x X band radars
•
Chart drawing board
•
S band radar
•
GMDSS distress message controller
•
Bridge alarm monitoring system
•
Telegraph logger
•
Sound reception system
•
Inmarsat-C distress/urgent receiving unit x 2
•
KYMA performance monitor
•
Inmarsat-C distress alert unit
•
Autopilot
•
NFU tiller
Radio Table
•
Steering mode switch
•
ECDIS
The radio table provides all the equipment necessary to comply with GMDSS regulations.
•
VHF
•
Whistle system control panel
•
Kongsberg watch alarm system
•
Navigation lights control panel
•
Signal lights control panel
•
Chain length indicator
•
Suez canal floodlight switch
•
Wipers control panel
•
Autronica draught indicator
•
CCTV control panel
The next compartment is the battery locker the entrance to this is from outside the wheelhouse.
On each bridge wing there is the following: •
Pedestal stand with gyro repeater
•
Bridge wing console
•
Microphone for VSS sound signal reception system
•
Searchlight
•
Quick release MOB lifebelt with attached smokefloat and light
•
Microphone socket for the VHF handset
Issue: Draft 2
•
Inmarsat C terminals
•
VHF radiotelephone
•
MF/HF radiotelephone
•
Digital selective calling receiver
The associated equipment such as printers and monitors for the above systems are also situated on this table.
Heading - Page x of x
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Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.1b Bridge Main Console
11
11 12
7
31
32
13 6
34 9
8
10
29 14
16
14
16 17
15 18
33 37
15
19
35
30
38
36
21 39
20
22
40 41
42
42
4
23
24
25
26
27
28 43
5 1 2
3
Key
1
-
GPS Navigator
11
-
Bridge Alarm Monitoring System Display
21
-
Rev Indicator
31
-
VHF Handset
41
-
Suez Cannel Floodlight Switch
2
-
Loran C Navigator
12
-
Signal Sound Recognition System Control Panel
22
-
General Emergency Pushbuttons
32
-
VHF Radio Telephone
42
-
Draught Indicators
3
-
Typhoon Whistle
13
-
KYMA Ship Performance Monitor
23
-
Sound Powered Telephone
33
-
Echo Sounder
43
-
Bridge Window Wipers Control Panel
4
-
Doppler Speed Log DS-50
14
-
Bridge Alarm Monitoring system
24
-
PABx Telephone
34
-
Echo Sounder Transducer Selector Switch Box
44
-
CCTV Control panel
5
-
Doppler Speed Log DS-80
15
-
Alarm/Conning Control Panel
25
-
Bow Thruster Control Panel
35
-
Whistle Control panel
6
-
VHF Handset
16
-
Trackpilot
26
-
NFU Tiller
36
-
Kongsberg Watch Call System Panel
7
-
VHF Radio Telephone
17
-
Talkback Control Panel
27
-
Main Turbine Control Panel
37
-
Navigation Lights Control Panel
8
-
Echo Sounder
18
-
ECDIS Control Panel
28
-
Main Engine Telegraph
38
-
Signal Lights Control Panel
9
-
X-Band Radar Display and Keyboard
19
-
PA Control Panel
29
-
X-Band Radar Display and Keyboard 39
-
Chain Length Indicator Port
10
-
S-Band Radar Display and Keyboard
20
-
Steering Mode Change Switch
30
-
ECDIS Display and Keyboard
-
Chain Length indicator Starboard
Issue: Draft 2
40
Heading - Page x of x
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Bridge Systems Operating Manual
Bilbao Knutsen
Safety Table
•
Gyro repeater
The safety table is situated next to the radio table and the following equipment is supplied on it:
•
NFU lever for steering control
•
Lamp test
•
Main engine manoeuvring control handle
•
Main engine manoeuvring control indication panel
•
Pushbutton for whistle
•
Morse key
•
Alarm panel for the hospital/lift and provision room alarms
•
Fire detection panel
•
Control panel for fire fighting, fire/bilge and cargo spraying pumps
•
Emergency stop pushbutton panel
•
VHF handset sockey
•
Electromagnetic door release
•
Aldis lamp socket
•
External lighting control panel
•
UPS for fire detection equipment
•
Watch safety system reset pushbutton
•
Control panel for deck water spray system
•
Remote alarm panel for engine room water fog system
•
IAS operator station
•
Hull stress monitoring system
•
Ship’s computer adminstration system station
•
Iridium telephone
•
GSM mobile telephone
•
Automatic telephone
•
Ceiling lighting dimmer control
Inmarsat B Table This table provides the operation station for the Inmarsat B installation and associated equipment. Bridge Wing Console •
Rudder angle indicator and dimmer switch
•
Rate of turn indicator and dimmer switch
•
Bow thruster control panel and amp meter
•
Timer reset button
•
Talkback handset
•
Main engine RPM indicator and dimmer switch
•
Depth indicator
•
VHF handset socket
Issue: Draft 2
Heading - Page x of x
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Bridge Systems Operating Manual
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Illustration 2.1c Chart Table Arrangement 12
12
Front View 20 8
10
FURUNO
13 FURUNO
FURUNO
GPS NAVIGATOR
15 CONTRAST
9
1
2ABC
*
3DEF
4 GHI
5 JKL
7PQRS
8TUV
9WXYZ
NEXT
0_ ,.
MENU
FURUNO
ALM
2
SFT +/-
19
RCL
PHASE kHz
INT
TIMER
DFAX
AUDIO
PRINT
SAR MSG
MODE
SPD
CM
ENT
I0C
FACSIMILE
ALARM
FURUNO
PAPER
S -LEVEL
PHASE
SPEED
FACSIMILE RECEIVER FAX -214
10
0
10
20
30
40
LT
6MNO
LT ADJ POWER ON
14
CONT/BRILL
CLR
TUNE
RECEIVER EXT
20° 0.72 27
UNIVERSAL AIS FA-100
VOLUME
SYNC
PRG
22°
1
16
GP-80
ENT
SAR PAPER LOCK POWER
21 21 22
DIM
POWER
MENU
ENT
2
REJECT ACCEPT
11 3
17
4 5
18
7
6
18
Back View 23
24
RECEIVED RECEIVED NAVTEX EQC VHF DSC MF-MF DSC
Nature of Distress VHF DSC No. 2
1. Fire,explosion 2. Flooding 4. Grounding 5. Listing 7. Disabled and adrift 8. Abandoning ship
3. Collision 6. Sinking 9. EPIRB emission
Press (3) to silence received audible alarms. Press (CANCEL) If DISTRESS button pressed in error.
POWER
TEST
23
NAVTEX
2182
1
2
VHF
MF-MF
4
5
VOLUME
25
ALARM RST
3
23 29
25
CANCEL
SES
6
BACK
CONTRAST
7
8
9
FILE
0
SET UP
SELECT
ENT
CALL
TO S E N D D I S T R E S S A L E RT W i t h o u t de s i g n a t i o n o f d i s t r e s s na t u r e : K e e p D I S T R E S S b u t t o n p r e s s e d fo r 4 s e c o n d s T h e a l e r t i s t r a n s m i t t e d w i t h st e a d y l i g h t i n g . By designation of distress nature While DISTRESS button is kept pressed. press the corresponding key 0 to 8 within 3 seconds. Continue to press DISTRESS button for 4 seconds. T h e a l e r t i s t r a n s m i t t e d w i t h st e a d y l i g h t i n g . 1 : Fire. explosion 2 : Flooding 3 : Collision 4 : Grounding 5 : Listing. capsizing
6 : Sinking 7 : Disabled & adrift 8 : Abandoning 0 : Undesignated
DISTRESS DISTRESS DISTRESS 0 DISTRESS
8
1 : 2 : 3 : 4 : 5 :
6 : 7 : 8 : 0 :
NOTE : To stop next alerts. press CANCEL. key. Manual Lat/Lon entry If "Pos NG" appears. press SETUP and e n t e r p o s i t i o n d a t a m a n u a l l y. P r e s s S E L E C T k e y to select entry item. and finally ENT.
26
INMARSAT Telephone Distress Alert Button
CANCEL
Pos NG SETUP
Keep Pressed for 6 Seconds in Case of Distress
SELECT
ENT
The Alert is Transmitted With Steady Lighting
Distress
2003 - 7.
0560 OT
30
27
28
33 31
32
KEY 1. 2. 3. 4. 5. 6. 7. 8.
Issue: Draft 2
ECDIS Display Unit Power Sockets ECDIS Keyboard ECDIS Processor Unit ECDIS Adapter ECDIS Parallel Printer Sharing System ECDIS Printer Echo Sounder
9. AIS Transponder Unit 10. Doppler Speed Log Digital Indicator 11. Digitiser Unit 12. Desk Lamp with Dimmer 13. GPS Navigator 14. NAVTEX Receiver 15. Facsimile Receiver 16. Master Clock
17. Gyrocompass Printer 18. Paper Feed Box 19. Automatic Telephone Wireless 20. Barograph 21. Light Dimmer 22. Watch System Reset Button 23. Grill Ventilation 24. Distress Message Controller
25. Distress/Urgency Receiving Unit 26. Distress Alert Unit 27. AIS Distributor 28. Transponder Unit Junction Box 29. Telegraph Logger (Turbine) 30. Power Source Unit (Turbine) 31. 9V DC Power Supply (ECDIS) 32. Amplifier for Rudder Indicator 33. Wheelhouse Relay Panel (Turbine)
Heading - Page x of x
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Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.1c Radio Station and Safety Console Arrangement 15
Front View 20 1
7
12
22 25
26
24
23
16 27
29
28
INMARSAT
Distress
Telephone Distress Alert Button
MODE
CURS
1
7
6
2182
RF GAIN
VOLUME
TX
9
0
RCL START
ALARM
DIMMER
SN:
34
DISTRESS
WATCH KEEPING AUTO ACK DISTRESS 2187.5 4207.5 6312.0 16804.5 12577.0 8414.5 ROUTINE 4219.5 6331.0 2177.0 16903.0 12657.0 8436.5 35o00. DOON 135o00. DOOE VOLUME 25
21
35
ENT STOP
TEST
OFF
DSC/WATCH RECEIVER DSC-60
17 18
The Alert is Transmitted With Steady Lighting
RX
LOW
8 INTERCOM
MIC
CALL
37
36
VOLUME
RT
12182
IntCom
ALARM CANCEL
DSC
TEST
2 ABC
3 DEF
ACK
SCAN
4 GHI
5 JKL
6 MNO
7
8 PRINT TUV
9
ENT PORS FILE
0
LOG
#
OVEN
WXYZ
POWER
SETUP
SSB TRANSCEIVER FS - 1562
2 3
8
13
9
14
SIMP
19
R
0 2 4 6 8 10 S
AGC NB
MODE
CURS
1
CLARIFY
2
3
SQ
4 7
6
RF GAIN
2182
9
0
RCL START
ALARM TEST
OFF
RX
LOW
8 INTERCOM
VOLUME
TX
SCAN
5
TX TUNE HI
H3E
MIC
ENT STOP
SN:
10 4
5
38 39 40
11
6
49 50
Back View
44
46
45
47
45
48
42
41
43
49 57
56
51
49 52 53 FIRE
AL AL
1 2
UPPER DECK : CORRIDOR, STB BRIDGE DECK : WHEEL HOUSE
SOUNDER SILENCE
RESET
DEVICE(S) STILL IN ALARM COND.
59
PRE WARNING
FAULT
FUNCTION DISABLED
MAINS
54 58
Radio Station
Issue: Draft 2
55
Key
Keep Pressed for 6 Seconds in Case of Distress
3 SCAN
5
TX TUNE HI
33
31
CLARIFY
2 SQ
Distress
4
32
30
INMARSAT
VHF RADIOTELEPHONE FM-8700
Telephone Distress Alert Button
Keep Pressed for 6 Seconds in Case of Distress The Alert is Transmitted With Steady Lighting
AUTRONICA
1. Hull Stress Monitoring System Monitor 2. Hull Stress Monitoring System Keyboard 3. Hull Stress Monitoring System Computer 4. Power Supply and Interface Unit 5. Hull Stress Monitoring System UPS 6. UPS Fire Fighting Detection System 7. Monitor IAS 8. Operator Panel IAS 9. Keyboard IAS 10. Mounting Plate 11. Cos 200 12. Monitor Administration System 13. Keyboard Administration System 14. Computer Administration System 15. Lighting with Dimmer 16. GSM Mobile Telephone 17. Watch Safety Reset Button 18. Dimmer Switch 19. Power Sockets 20. Automatic Telephone 21. Iridium Telephone 22. Printer 23. Emergency Lighting 24. Printer 25. Main Rectifier Ammeter 26. Main Rectifier Voltmeter 27. Inmarsat C Distress Alert Unit No.1 28. Radiotelephone 29. Inmarsat C Distress Alert Unit No.2 30. Secondary Rectifier Ammeter 31. Secondary Rectifier Voltmeter 32. Inmarsat C Terminal 33. Micro Telephone 34. DSC Terminal 35. Micro Telephone 36. Inmarsat C Terminal 37. Transceiver 38. Battery Charge 39. Interface Alarm Battery Charger 40. Switch Breaker Panel 41. Switch Breaker Panel 42. Emergency Switch Over 43. Emergency Switch Over 44. VHF Duplexer 45. Inmarsat C IC-212 46. Amplifier 47. Secondary Rectifier 48. Main Rectifier 49. Grill Ventilation 50. External Lighting Control Panel 51. Emergency Stop Pushbutton Panel 52. Fire Fighting Control Panel 53. Fire Detection Control Panel 54. Electromagnetic Release Doors 55. Alarm Panel Hospital Call, Man Locked Provisions Room, Lift 56. Remote Alarm Panel Water Fog System 57. Control Panel External Water Spray System 58. Emergency Shut Down 59. UHF Base Station
Heading - Page x of x
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Bridge Systems Operating Manual
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Illustration 2.1e Wheelhouse Overhead Console
10
20
360
10
0
m/s kts
30
RATE OF TURN
Port
30
60
90
80
MODE
AS
270
EAD
20
AH
20
100
180
20 40
TERN
40
60 80
100
Stbd
RPM
DEIF MALLING
RATE OF TURN INDICATOR
Issue: Draft 2
WIND SPEED & DIRECTION IND.
3-HAND SLAVE CLOCK
M/E RPM INDICATOR
Heading - Page x of x
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Illustration 2.1f Inmarsat B Table Arrangement
1
2
3 MEM
INMARSAT-B Telex Distress Alert Button
INMARSAT-B Telex Distress Alert Button
VOL
4
8
10
11
SG
TX IW US CALL
TEL DISC
RX LOG
ALARM
TX CALL
SEND CALL
VOL I/U
Keep Pressed for 6 Seconds in Case of Distress
Keep Pressed for 6 Seconds in Case of Distress
The Alert is Transmitted With Steady Lighting
The Alert is Transmitted With Steady Lighting
AUTO
CH SCAN ABC MEM
Distress
JKL
Distress
DIM STU
1
4 7
SHIFT
*
SQ STO DEF
INT-C MNO SPK VWX
FUNC
2 5 8
. 0
DEL GHI
DW PQR PWR YZ-
3 6 9
P
# 16
9 5
6
7
Key 1. 2. 3. 4. 5.
Issue: Draft 2
Telex Distress Alert Button IB-352 Telephone Distress Alert Button IB-362 Telephone Inmarsat B Telephone Mini M Communication Unit
6. Multi Communication Unit 7. Junction Box 8. Monitor 9. Keyboard 10. Printer 11. Facsimile
Heading - Page x of x
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Bridge Systems Operating Manual
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Illustration 2.1g Bridge Wing Manoeuvring Stand
Key 1
1. Talkback Handset 7
5 4
DIGITAL DISPLAY
50
RPM INDICATOR 10
10
30
100
30
124
EAD
20
50
40
D BOAR STAR
30
20
10
0
10
20
30
40
4. Dimmer Switch 50
5. RPM Indicator
AH
20
3. Rate of Turn Indicator
PORT
50
ASTERN
3
2. Engine Manoeuvring Indicator Panel 10
6. Engine Manoeuvring Handle
100 124
7. Digital Speed Log Indicator
RATE OF TURN
min-1 rpm
8. Timer Reset Button MODE
Kt/m/s
DIMMER
9. NFU Tiller
THRUSTER AMP. METER
2
10. Rudder Angle Indicator
STBD WING PANEL A
6
400
11. Bow Thruster Amp. Meter
600
500
11
300
12. Bow Thruster Controller
200
13. Whistle Pushbutton
SACI
MANEUV. HANDLE
F U L L A W A Y
A
FU L L HALF SLOW
H
14. Morse Light Key NFU STEERING
E
INDICATOR LAMP
D E A D S L O W A
EMERG F U L L
S
ALARM
T
INTEGRATED ALARM
E R
SYSTEM ABNORMAL
N
PITCH INDICATOR 10
- BY-PASS SWITCH -
EMERG. STOP
CONTROL AVAIL
8 PUSH ONCE. FOR BY-PASS PUSH ONCE MORE. FOR RETURN TO NORMAL
16. VHF Socket
THRUSTER CONTROLLER
STOP SLOW HALF FU L L
15. Aldis Lamp Socket
12
A D
D E A D S L O W
5
TURN TO PORT
BRIGHT
DARK
TIMER RESET
!
9
LAMP BUZZER TEST
5
0 0
5
10
TURN TO STBD 5
BUZZER STOP
CAUTION
1. DON'T USE THE THRUSTER OVER 5 KNOTS TO AVOID A VIOLENT VIBRATION. 2. SET THE CONTROL DIAL AT THE SAME POSITION AS ORIGINAL TO KEEP A CONSTANT PITCH WHEN CHANGE OVER THE CONTROL STATION.
10
10
KAWASAKI
HEAVY INDUSTRIES, LTD.
14
13
MORSE
K
15 16
Issue: Draft 2
Heading - Page x of x
2.2
Radars and ECDIS 2.2.1
Radar, ARPA and Video Plotter
2.2.2
ECDIS
2.2.3
Conning Display and Alarm Monitoring
Illustrations 2.2.1a Radar and ECDIS Equipment 2.2.1b Radar Operating Console 2.2.2a ECDIS Display 2.2.2b ECDIS Operating Console 2.2.3a Conning Display Unit
Knutsen OAS Shipping
Bridge Systems Operating Manual
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Illustration 2.2.1a Radar and ECDIS Equipment X-Band Radar on Radar Mast
X-Band Display
X-Band Radar on Fore Mast
Main Control console
Power Supply
660VAC
S-Band Radar on Radar Mast
Chart Table
S-Band Display
X-Band Display
ECDIS Display
ECDIS Display
Inter switch Unit
220VAC
220VAC
220VAC
220VAC
220VAC
24VDC
Autopilot No.2 DGPS No.1 DGPS
Gyro SW - Liver Unit
Doppler Log Loran-C Navigator Echo Sounder Wind Indicator
Watch Safety System
No.1 Radar No.2 Radar No.3 Radar
Bridge Alarm Electronic Unit Bridge Alarm Monitoring System From DGPS Interface Unit
DGPS Distributor Conning Display and Alarm Monitoring Alarm
From Speed Log Duel Multi distributor
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 2.2.1 RADAR Maker: Type:
Operating Procedures Furuno FAR-2805 Series
WARNING Before starting up the radar ensure that no personnel are working above or in the vicinity of the radar scanners. Serious or fatal injuries may result from being struck by a rotating scanner.
Equipment Description The vessel is fitted with three fully inter-switched ARPA radars. Interswitch unit type RJ-7 allows the operator to select the preferred radar configuration. All displays are fitted to the bridge control console. The radars are arranged as follows: Set Radar No.1 Radar No.2 Radar No.3
Bridge Systems Operating Manual
Bilbao Knutsen
Type/Transmitter FAR-2825/x-band 25kW FAR-2835S/s-band 35 kW FAR-2825/x-band 25 kW
Display location Right of centre module Left of centre module Left of radar No.2
Switching On the Radar Push the power switch on the lower right hand corner of the display. The same action is required to turn the radar OFF. It takes three minutes warm up time before the radar is ready for transmission. A digital display shows the count down time, when the timer reaches 0:00 ‘STBY’ is displayed and the radar is ready. During warm-up and standby conditions the message ‘BRG SIG MISSING’ is displayed. This is normal as the antenna is stationary and is not producing rotational information. Radar Controls
Antennas for radars No.1 and No.2 are located on the radar mast; radar No.3 antenna is fitted on the foremast.
Operation of the radar is via the control panel which is divided into three separate panels. See illustration 2.2.1b.
Main Features
Main Control Panel
The FAR-2805 series of radars meet the IMO rules for radar installations on all classes of vessel. The CRT colour displays have effective radar pictures of 360mm diameter with space for on-screen alphanumeric data. Guard zone protection is provided with audible and visual alarms. Target movement may be assessed by trails or by electronic plotting. Additional target assessment is provided by historical plots, vectors and target data tables.
ST-BY/TX Control
On-screen data includes CPA, TCPA, range, bearing, speed/heading of up to 3 targets at a time. Up to 20 targets can be acquired automatically and or up to 40 targets manually. Traffic lanes, buoys, dangerous points and other important reference points may be displayed.
Trackball
Gain Control Turn the control clockwise to increase the gain and anti-clockwise to decrease the gain. The receiver sensitivity should be set to a level that displays an even background of noise which is barely visible. A/C Rain Control This control reduces the effect of echoes returned from precipitation and clouds. Turn the control clockwise to increase the anti-clutter effect and anticlockwise to decrease the effect. A/C Sea Control This control reduces the effect of returns from crests of waves. In rough weather the A/C Sea Clutter will have to be increased to suppress sea echoes close to own ship. Do not apply too much A/C Sea Clutter as this can lose echoes from nearby targets. (Note: The Brill, Gain, A/C Rain and A/C Sea controls are of the push-androtate type. A gentle push will cause the control to pop up. It can then be rotated to desired setting and pushed back in to retain setting and provide better water-splash protection.) A/C Auto Control
Other features include: tracked targets with true or relative vectors, lost target alarms, electronic parallel index lines, enhanced target detection by echo average, echo stretch and interference rejection. Additionally the radars are interfaced with the following equipment: No. 1 DGPS, gyrocompass switchover unit, ECDIS selector, ECDIS processor, watch safety system, bridge alarm electronic unit and doppler speed log.
When ‘STANDBY’ is displayed on the screen, press the ST-BY/TX key to switch the transmitter ON. The previously used range, pulsewidth, brilliance, VRMs, EBLs, and menu option settings will be automatically selected. Press the ST-BT/TX key again to return to the standby mode.
This control automatically reduces the sea and rain clutter. This selection is overridden by use of the manual A/C Rain and A/C Sea controls, previously described. Electronic Bearing Line (EBL) Controls
This allows the operator to move the cursor around the radar screen.
ON selects and displays EBLs 1 and 2, OFF removes them. The rotary control moves the EBLs clockwise or anticlockwise around the display. Bearing readout is either true or relative and displayed on bottom left corner of screen.
Range Control
Variable Range Marker (VRM) Controls
Press the plus (+) key to increase the radar range and the minus (-) key to decrease the radar range. The minimum radar range is 0.125 nm and the maximum is 96 nm.
ON selects and displays VRM1 and VRM2, OFF removes them. The rotary control increases VRM diameter when turned clockwise and reduces VRM diameter when turned anticlockwise. Range display is on lower right corner of screen.
Brilliance (BRILL) Control This adjusts the brightness of the entire CRT and the optimum brilliance setting will vary with both the ambient light conditions and user preferences.
Acquire (ACQ) Control Press the ACQ key after selecting a target with the trackball. The target will be selected within 30 seconds. Audio Off Control Used to silence any audible alarm present apart from guard alarm.
Issue: Draft 2
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Illustration 2.2.1b Radar Operating Console 200
Card Drives
S
270
090
260
100
WIND
Card Drives Right Hand : RAM Card Left Hand : Chart Card 250
Left Hand Card Drive Eject Button
230
GUARD ALARM
EBL OFFSET
OFF CENTER
OFF
160 190
180
170
OFF
ON
EBL
CU,TM RESET
BKGD COLOR
INT REJECT
A/C RAIN
A/C SEA
Issue: Draft 2
VECTOR TRUE/ REL
VECTOR TIME
TARGET DATA
TARGET BASED SPEED
AUTO PLOT
LOST TARGET
HISTORY
A/C AUTO
CHART ALIGN
VIDEO PLOT
RADAR MENU
AUTO
1
2
3
FUNC 1
FUNC 2
FUNC 3
FUNC 4
- + MAIN CONTROL PANEL
ST-BY TX
TUNE
GYRO SET
TRIAL
RANGE
MODE PANEL
ORIGIN MARK
GAIN
INDEX LINES
RANGE RING
ON
VRM BRILLIANCE
X2 ZOOM
POWER
TRUE TRIAL 1MIN VRM > 6.80NM<
150
200
09.754N 38.969E 10.754N 42.954E
AUTO
EBL > 44.6°T<
MODE
34° [ 135° [ 34° 135°
140
210
ECHO TRAILS
OS [GP] +
130
220
*.* NM *.*°T
WPT
120
11:09
MANU ON
E.AUTO PLOT MENU
4
7
5
8
6
9
ANTENNA
X-BAND
H L OFF
UTC 21-JUL-2003
110
240
158.8 m 20.0 ° 4.5 KT 9.9 °T 39.5 KT 359.9 °T
DEPTH WTRTEMP CURRENT
Right Hand Card Drive Eject Button
HOLD + _
OFF DEGAUSS
ACQ AUDIO OFF
MARK
NAV MENU
CANCEL _
ENTER
PM-ON/OFF
0
PLOTTING KEYPAD AND TUNING COMPARTMENT
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Function Keys There are four function keys (1-4) which are used to instantly call out desired settings to perform special functions with a single key operation. Each function key can be given a particular combination of settings suited to certain navigational purposes such as Buoy, Harbour, Coastal, etc. An adhesive label can be attached to the keypad to ease identification of a particular function. The functions are preset by qualified personnel during installation as follows:•
Function 1: Picture set-up
•
Function 2: Picture set-up and specific operation
•
Function 3: Picture set-up and specific operation
•
Function 4: Specific operation or watch alarm.
Mode Panel Controls HM OFF Pressing the HM OFF key temporarily removes the heading marker line, releasing the key causes the heading marker to return.
Place the cursor (using the trackball) at the furthest desired radius of the required zone at the western or eastern limit required.
PLOTTING PANEL
b)
Press the GUARD ALARM key which displays SET GUARD in the bottom right corner of screen.
Press this key to display or hide an origin mark such as a dangerous point, prominent target etc. This mark will be fixed geographically. To use the origin Mark:
c)
Move the cursor to minimum radius of guard zone at its opposite corner, ie to the east or west of original point in step a) above. To obtain a 360° guard zone place the cursor directly beneath original co-ordinate.
a)
d)
EBL OFFSET Press this key to activate or deactivate the off-centre facility for the EBL. BKGD COLOR Press this key to change the background colour of the screen. INDEX LINES
Pressing this key shows target echoes in the form of simulated afterglow.
Each press of this key toggles between displaying or removing the parallel index lines.
Each press of the MODE key scrolls through the following presentation modes: •
Head-up - Relative motion unstabilised
•
Head-up/TB -Relative motion with true bearing
•
North-up - Relative motion referenced to North
• •
a)
Using the trackball, place the cursor (+) over the position to be marked.
b)
Press the ORIGIN MARK key and the fixed marker symbol appears on the screen. Range and bearing are shown in the lower left of the screen.
c)
To measure range and bearing from the origin mark to another target, place the cursor over the desired target. The range and bearing from the origin mark to this target are now shown in the target data display.
Press the GUARD ALARM key again which causes the SET GUARD prompt to change to GUARD.
ECHO TRAILS
MODE
ORIGIN MARK
X2 ZOOM This feature is not used in radars complying with ARPA regulations. CU, TM RESET
VECTOR TRUE/REL Selects either True or Relative vectors. VECTOR TIME This allows the operator to select the vector time from 30 seconds, 1, 2, 3, 6, 12, 15 or 30 minutes. RADAR MENU Press this key to open or close the radar menus to allow the operator to alter various radar settings. E-PLOT, AUTO PLOT MENU
Course-up - Relative motion relative to ship’s course
When in Course-up (CU) mode, pressing this key resets the heading marker to 000°. When in True Motion (TM) mode, pressing this key moves own ship position to 50% radius in stern direction.
True motion - True motion with North-up, ground or sea stabilised with gyro and speed inputs.
INT REJECT
NAV MENU
This key may be used to reduce interference from other nearby radars. There are three levels of interference rejection indicated by legends IR1, IR2 or IR3 in the top left hand side of screen. Successive presses of INT REJECT scrolls through each level. The fourth level is OFF.
Used to open or close the Nav Menu.
The selected mode is indicated in the upper left corner of the screen. GUARD ALARM This allows the operator to set a guard zone (guard alarm) to give an audible and visual warning of vessels or land entering within a preset area which can be adjusted between 3.0 to 6.0 radius of own ship. To set a guard zone:-
Issue: Draft 2
RANGE RINGS
Used to open or close the E-Plot and Auto-Plot menus.
KEYS 0 -9 These are dual function keys. They are used to select various plot symbols and also to enter numeric data.
Press this key to adjust the brightness of range rings. Four levels of brightness and the off position are selected with each successive press of the RINGS key. Heading - Page x of x
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CANCEL When pressed this key cancels the plotting of a specified target or of all tracked targets. ENTER Used to save any settings made in a menu screen. TARGET DATA Press this key to display the data of a selected target on the right-hand side of the screen.
TUNING COMPARTMENT Located under a cover to the right of the plotting keypad is the tuning compartment with the following controls and indicators: Receiver Tuning Each time the radar is switched on the receiver is automatically tuned, so there is no front panel tuning control. An indicator labelled AUTOTUNE at the top right of this panel shows if the tuning circuit is working. If the AUTOTUNE indicator is not lit, ensure that the TUNE selector is in the AUTO position. Manual Tuning
TARGET BASED DATA Own ship’s speed is measured relative to a fixed target. AUTO PLOT Press this key to activate or deactivate the automatic plotting device. TRIAL
If the operator is not satisfied with the automatic tuning, the receiver may be fine tuned as follows:a)
Set the TUNE selector to MAN for manual tuning.
b)
Push the TUNE control so that it pops up.
c)
Select 48nm range and slowly rotate the TUNE control in either direction until best tuning point is found.
d)
Put the TUNE selector back to AUTO and wait 10 seconds. The tuning indicator should light to about 80% of its length.
e)
Push the TUNE control back into its retracted position.
Press this key initiate a trial manoeuvre. LOST TARGET This silences the lost target audible alarm and removes the lost target symbol from the screen. HISTORY This displays or hides track history of tracked targets. (Note: The following three keys are used for Video Plotter Type RP-25.) MARK
Video Lock-Up Video lock-up or picture freeze can occasionally occur. This will be evident to the operator if the picture is not updated with fresh information with every antenna scan. The ERROR indicator may come on. To restore normal operation: a)
Use the power switch to turn the power off then on again within 5 seconds.
b)
Push the ST-BY switch in the tuning compartment.
c)
Press the ST-BY/TX key on the main control panel and the radar should resume normal operation.
This enters or erases a mark.
Degaussing the CRT An automatic degaussing is initiated every time the radar is switched on, or when the ship makes a significant change of course. This eliminates colour contamination due to the earth’s magnetic field or other external magnetic effects generated locally on board. During this time vertical lines may appear on the screen. This is normal. To perform manual degaussing, press the DEGAUSS switch on the tuning compartment. Gyrocompass Alignment After switching the radar ON, the gyrocompass has to be aligned with the on-screen GYRO readout. Once set, it is not normally necessary to repeat this operation unless the radar is switched completely OFF. To align the gyrocompass: a)
On the tuning compartment press the HOLD button. The GYRO LED will light up.
b)
Press the + or - button until the on-screen GYRO readout matches the gyrocompass heading. Each press of the + or - key changes the reading by 0.1°. Holding an + or - key for more than 2 seconds changes the read out quickly.
c)
When the GYRO readout exactly matches the gyrocompass heading, press the HOLD switch and the GYRO LED will go out.
(Note: If the input from the gyrocompass is lost, the radar automatically switches to Head-Up and the GYRO readout shows a series of asterisks (*****). A warning message SET HEADING appears in the lower left corner of the screen. Once gyro information is restored, the above gyro alignment procedure will need to be repeated. To remove the SET HEADING message press CANCEL on the plotting keypad.)
CHART ALIGN Used to align chart data. VIDEO PLOT This key turns the video plotter on or off.
Issue: Draft 2
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Pulsewidth Selection
•
2 Distinguishes small stationary targets such as buoys
Pulsewidths 1 or 2 may be selected on 0.5 to 24nm ranges for x-band radars and ranges 0.75 to 24nm for s-band as follows:
•
3 Displays distant (weak) targets steadily
•
OFF Echo Averaging effect is OFF.
a)
On the plotting keypad press the RADAR MENU key to display the FUNCTION menu.
b)
Press the 1 key to select PULSEWIDTH.
c)
Press the 1 key to highlight PULSEWIDTH 1 or 2 as appropriate.
d)
Press the ENTER key to accept the preferred pulse width.
e)
Press the RADAR MENU key to exit the FUNCTION menu.
Echo Stretch Function On longer radar ranges echoes appear smaller. This effect can be reduced by using the echostretch facility as follows: a)
Press the RADAR MENU key to show FUNCTION menu.
b)
Press the 2 key to select ECHO STRETCH.
c)
Press the ENTER key to accept this selection.
d)
Press the RADAR MENU key to exit the FUNCTION menu.
e)
Press the ENTER key to accept the desired option.
f)
Press the RADAR MENU key to exit the FUNCTION menu.
CAUTION The echo averaging function should not be operated when the vessel is in heavy pitching and rolling conditions as this can result in losing true targets. Speed Input IMO recommendations indicate that an ARPA should be interfaced with a speed log. However, if the speed log fails then speed information should be entered manually as follows:-
a) b)
On the main control panel turn the A/C SEA control to the optimum setting. On the plotting keypad panel press the RADAR MENU to display FUNCTION menu.
c)
Press the 3 key to select ECHO AVERAGE.
d)
Press 3 key again until option 1, 2, 3 or OFF is highlighted
•
Press the RADAR MENU key to exit the FUNCTION menu.
Relative Brilliance of Screen Data Before adjusting the brilliance levels set the screen brilliance using the BRILL control on the main control panel. The relative brilliance of marks and readouts on the screen can then be adjusted as follows: a)
On the plotting keypad panel press the RADAR MENU key to display the FUNCTION menu.
b)
Press the 9 key to select the BRILLIANCE menu.
c)
Select the desired menu by pressing the corresponding number, eg press the 4 key for echo trails.
d)
Press the same number key, as pressed in c) above, in this case the 4 key, to adjust the screen data brilliance to the required level.
e)
Press the ENTER key to accept the setting.
f)
Press the RADAR MENU key to exit the FUNCTION menu.
(Note: Echo averaging is not possible if the gyro input is absent.)
a)
On the plotting keypad panel press the RADAR MENU key to display the FUNCTION menu.
b)
Press the 6 key to select SHIP’S SPEED.
Other Operator Controls
c)
Press the 6 key again to highlight the MAN option.
For further radar operating procedures refer to Furuno Operator’s Manual Marine Radar Models FAR/FR-2805 Series with particular reference to:
d)
Press the ENTER key to accept manual input. ‘MAN=XX.KT’ is displayed at the bottom of the FUNCTIONS menu.
Echo Averaging This is a method of distinguishing between real target echoes and echoes from sea clutter. It works by comparing information from successive antenna scans. When an echo appears in the same place on each scan eg. from a ship or land mass, it enhances the echo on the screen. When echoes are randomly received on successive scans from sea clutter etc the radar reduces their brilliance. To operate echo averaging:
d)
e)
Use the numeric keys to enter the ship’s speed, two digits are always required, for example to enter a speed of 9 knots, enter 09.
f)
Press the RADAR MENU key to exit the FUNCTION menu.
Chapter 1 - General Operating Procedures. Chapter 2 - Operation of ARPA.
Second Trace Echoes In some circumstances false echoes from very distant targets may appear on the screen. To operate the second trace rejector proceed as follows: a)
On the plotting keypad panel press the RADAR MENU key to display the FUNCTION menu.
b)
Press the 8 key to select 2ND ECHO REJ. Subsequent presses of the 8 key will switch the rejector ON or OFF.
c)
Press the ENTER key to accept the required function.
1 Helps distinguish targets from sea clutter
Issue: Draft 2
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Bridge Systems Operating Manual
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Illustration 2.2.1b Radar Operating Console 200
Card Drives
S
270
090
260
100
WIND
Card Drives Right Hand : RAM Card Left Hand : Chart Card 250
Left Hand Card Drive Eject Button
230
GUARD ALARM
EBL OFFSET
OFF CENTER
OFF
160 190
180
170
OFF
ON
EBL
CU,TM RESET
BKGD COLOR
INT REJECT
A/C RAIN
A/C SEA
Issue: Draft 2
VECTOR TRUE/ REL
VECTOR TIME
TARGET DATA
TARGET BASED SPEED
AUTO PLOT
LOST TARGET
HISTORY
A/C AUTO
CHART ALIGN
VIDEO PLOT
RADAR MENU
AUTO
1
2
3
FUNC 1
FUNC 2
FUNC 3
FUNC 4
- + MAIN CONTROL PANEL
ST-BY TX
TUNE
GYRO SET
TRIAL
RANGE
MODE PANEL
ORIGIN MARK
GAIN
INDEX LINES
RANGE RING
ON
VRM BRILLIANCE
X2 ZOOM
POWER
TRUE TRIAL 1MIN VRM > 6.80NM<
150
200
09.754N 38.969E 10.754N 42.954E
AUTO
EBL > 44.6°T<
MODE
34° [ 135° [ 34° 135°
140
210
ECHO TRAILS
OS [GP] +
130
220
*.* NM *.*°T
WPT
120
11:09
MANU ON
E.AUTO PLOT MENU
4
7
5
8
6
9
ANTENNA
X-BAND
H L OFF
UTC 21-JUL-2003
110
240
158.8 m 20.0 ° 4.5 KT 9.9 °T 39.5 KT 359.9 °T
DEPTH WTRTEMP CURRENT
Right Hand Card Drive Eject Button
HOLD + _
OFF DEGAUSS
ACQ AUDIO OFF
MARK
NAV MENU
CANCEL _
ENTER
PM-ON/OFF
0
PLOTTING KEYPAD AND TUNING COMPARTMENT
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Knutsen OAS Shipping VIDEO PLOTTER Maker: Type:
* Marks are redrawn every time gyrocompass changes by more than 1 degree. Furuno RP-25
The video plotter is a feature which allows video and chart data to be overlaid onto the radar display. Data is stored on memory cards (RAM cards) which can be inserted into card slots on the left hand side of the display unit.
Operating Procedures All operations of the video plotter are carried out via the radar control panel located underneath the respective radar display unit. Keys used for the video plotter include:
NAV MENU 1 - 9, 0 ENTER CANCEL
Function Selects Mark Corrects chart position or own position Selects type of display between radar and the video plotter/radar combination display Opens or closes the NAV menu Enter numerical data Terminates data entry Clears last entered data
Display Modes The operator may select either Relative (RM) or True motion (TM) display with North-up (NU), Course-up (CU) or Head-up (HU) presentation. Head-up presentation is not available when radar/video plotter is selected. Graphic Display Availability Some graphic displays will not be available for certain motion or presentation modes selected. The following list indicates what is or is not available: Item Lat/Long grid Chart Own Track Other Track Marks
Issue: Draft 2
RM NU Yes Yes Yes Yes Yes
CU Yes Yes Yes Yes Yes
f)
Enter the file name, up to 7 characters may be used.
g)
Press the ENTER key.
True Motion Auto Reset
Equipment Description
Key MARK CHART ALIGN VIDEO PLOT
Bridge Systems Operating Manual
Bilbao Knutsen
TM HU* NU Yes Yes No Yes Yes Yes Yes Yes Yes Yes
When TM AUTO RESET is turned ON in the RADAR menu, own ship will automatically reset as the vessel’s position nears the edge of the screen. When the radar/video plotter combination is being used, own ship mark will reset to 50% of radius when the distance from the screen centre is 75% of the range in use.
Procedure to Replay Data a)
Press the NAV MENU key followed by the 6 key.
b)
If RECORD is not in reverse video press the 6 key again.
c)
Press the ENTER key to display the options.
Memory Cards - Recording and Playing Data
d)
Memory cards should be treated gently and kept away from sunlight, heat sources, active gases, water, chemicals, and magnetic materials.
Press the numerical key to select the file to be replayed. Press the 0 key to go to the next page.
e)
Press the ENTER key to replay the selected file.
Formatting a Memory Card Prior to use memory cards need to be formatted, use the plotting keypad panel to format a memory card as follows:
Procedure to Display a Chart a)
Insert a chart card into the left hand card slot.
b)
Press the RANGE key to select the range. The chart appears.
a)
Insert a new card into the right hand card slot.
b)
Press the NAV MENU key followed by the 6 key.
Procedure to Correct a Chart Position
c)
If RECORD is not in reverse video press the 6 key again.
If the chart is not properly overlaid on the radar image the image can be aligned as follows:
d)
Press the ENTER key to display the options.
a)
Press the CHART ALIGN key.
e)
Press the 0 key twice to select YES.
b)
f)
Press the ENTER key to format the memory card.
Use the trackball to shift chart (or own ship) to the correct position.
c)
Press the CHART ALIGN key again.
Procedure to Record Data onto a Memory Card a)
Insert a formatted card into the right hand card slot.
b)
Press the NAV MENU key followed by the 6 key.
c)
Procedure to Cancel a Chart Correction a)
Press the NAV MENU key followed by the 0 key, the VIDEO PLOTTER 2 menu is displayed.
If RECORD is not in reverse video press the 6 key again.
b)
Press the 2 key to select the NAV DATA POSN.
d)
Press the ENTER key to display the options.
c)
e)
To record:
Press the ENTER key to cancel the correction. Navaid position data is restored.
•
Ship’s own track press the 2 key
•
Other ship’s track press the 3 key
•
Marks press the 4 key
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Video Plotter Display Settings Hiding or Showing Graphics a) b)
Bridge Systems Operating Manual
Bilbao Knutsen
Press the NAV MENU key followed by the 8 key to display the list of options.
c)
Press the 5 key again to select OWN SHIP PLOT, TARGET PLOT 2.
Entering Waypoints Using Cursor a)
Press the NAV MENU key followed by the 4 key.
d)
Press the 2 key twice to select OFF.
b)
Press the 4 key to select CURSOR.
e)
Press the ENTER key.
c) d)
Press the ENTER key. Press the 2 key twice.
e)
Use the trackball to place the cursor in the desired position for the waypoint.
Press the appropriate numeric key twice to hide or show a graphic.
(Note: To resume plotting other ship’s tracks select ON instead of OFF in step d) above.)
c)
Press the ENTER key to accept the option.
d)
Repeat the process to hide/show other graphics.
Other TRACK options which may be altered from the NAV MENU include: Track Plotting Interval, Track Smoothing and Erasing Track. For further information refer to the manufacturer’s operating manual.
f)
Enter the desired waypoint number (eg 08, it must always be a 2 digit figure).
e)
Press the NAV MENU key to close the menu.
Entering Marks
g)
Press the ENTER key.
Marks to denote important points such as buoys or wrecks may be indicated on the display. Up to 6,000 marks may be stored as follows:
h)
To insert additional waypoints, repeat steps repeat steps e), f) and g).
Hiding or Showing Nav Data a)
Press the NAV MENU key.
b)
Press the 1 key to select the NAV INFORMATION 1 menu.
c)
Press the appropriate numeric key to select both item and option.
d)
Press the same number key again to change a setting.
e)
Press the ENTER key to accept a setting.
(Note: From the NAV INFORMATION 1 menu press the 0 key to select the NAV INFORMATION 2 menu. From the NAV INFORMATION 2 menu press the 0 key to select the NAV INFORMATION 3 menu.)
Selecting Method of Entering Marks a)
Press the NAV MENU key followed by the 0 key.
b)
Press the 5 key to select the method of mark entry (CURSOR or OWN SHIP POSN).
c)
Press the ENTER key.
d)
Press the NAV MENU key.
Entering Marks a)
Procedure to Stop Plotting Own Ship Track a)
Press the NAV MENU key.
b)
Press the 5 key.
c)
Press the 2 key twice to select OFF.
d)
Press the ENTER key.
Procedure to Stop Plotting Other Ship’s Track a)
Press the NAV MENU key.
b)
Press the 5 key.
Issue: Draft 2
Press the MARK key several times to select the desired mark from the list. The selected MARK shape appears in the upper right corner of the display each time the MARK key is pressed.
b)
Use the trackball to place the cursor in the desired position for the mark.
c)
Press the ENTER key.
Marks and lines may be entered or erased by entering the MARK menu, refer to the manufacturer’s operating manual for details.
Entering Waypoints by Latitude and Longitude a)
Press the NAV MENU key followed by the 4 key.
b)
Press the 4 key to select L/L.
c)
Press the ENTER key.
d)
Press the 2 key twice.
e)
Enter the waypoint number and press the ENTER key.
f)
Enter the latitude in six digits and press the ENTER key (if it is necessary to change the co-ordinate, press the 2 key followed by the ENTER key).
g)
Enter the longitude in seven digits and press the ENTER key.
h)
To insert additional waypoints, repeat steps e), f) and g).
Wapoint List The waypoint list stores data of all registered waypoints proceed as follows to access the list: a) Press the NAV MENU key.
Working with Waypoints
b)
Press the 4 key followed by the 3 key.
Up to 97 waypoints may be stored, numbered 01 to 97 inclusive. They may be entered using the cursor, by manual input of lat/long or by own ship’s position.
c)
Press the 0 key to move forward through the list or the 1 key to move back to the previous page.
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Bilbao Knutsen To Display a Waypoint a)
Press the VIDEO PLOTTER key to display the radar/video plotter combination.
b)
Press the NAV MENU key followed by the 2 key, 7 key and the 7 key again then press the ENTER key (IN selected).
c)
Press the NAV MENU key followed by the 3 key twice.
d)
Press the ENTER key.
e)
Press the 2 key to select ON followed by the ENTER key.
f)
Navigation Lines Up to 25 navigation lines may be entered, each having up to 30 waypoints. Entering New Navigation Line a)
Press the NAV MENU key followed by the 4 key followed by the 5 key.
b)
Press the 2 key.
c)
Enter the two-digit nav line number, followed by the ENTER key.
Press the 3 key and enter the two digit waypoint number.
d)
Press the 8 key.
g)
Press the ENTER key. The lat/long of selected waypoint appears on the menu and will be displayed on the screen.
e)
Enter the two-digit waypoint number, followed by the ENTER key.
h)
To hide the waypoint, select OFF in step e), followed by pressing the ENTER key.
f)
Repeat step e) to continue entering waypoint numbers.
g)
Press the NAV MENU key to enter the nav line.
Deleting Waypoints Individual waypoints or all waypoints may be deleted from the memory as follows: Deleting Individual Waypoints a)
Press the NAV MENU key followed by the 4 key followed by the 3 key.
b)
Press the 0 key to display the waypoint page.
c)
Press the 9 key followed by the waypoint number.
d)
Press the ENTER key.
Other options which may be accessed in this way include: •
Adding waypoints to nav lines
•
Removing waypoints from nav lines
•
Displaying nav line list
•
Deleting nav lines
•
Setting up nav lines
•
Displaying nav lines
Refer to the manufacturer’s operating manual for full details.
Deleting All Waypoints a)
Press the NAV MENU key followed by the 9 key.
b)
Press the 5 key followed by the ENTER key.
(Note: Waypoints used for navigation lines cannot be deleted in this way.)
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Performance Monitors
•
Starting or stopping a scanner unit can only be performed from the display unit to which it is connected.
Periodic Maintenance
Performance monitors are fitted as follows:
•
If displayed the error messages have the following meaning:
The following periodic routines are recommended by the manufacturer.
WARNING 1 - The scanner unit is already selected by another display unit.
Weekly Clean the display unit using a clean dry cloth. The CRT may be cleaned with commercially available anti-static CRT spray cleaner. Do not use solvents.
Radar Type x-band radars s-band radar
Performance Monitor Furuno PM-30 Furuno PM-50
The performance monitors are independent from the radars and are not connected to them apart from their 100V AC supplies. As the radars are interswitched via the Furuno RJ-7 interswitch unit, it is important to select the ‘STRAIGHT’ mode. Then check radar performance as follows: a) b) c)
d) e) f)
WARNING 2 - The selected scanner unit is not connected to the master display unit or is not transmitting. Procedure to Change the Interswitch Settings a)
Ensure all display units are turned ON and set to ST-BY in order to use the interswitch facility. Then using the plotting keypad panel proceed as follows:
Press the PM ON/OFF button on lower left of tuning compartment. Radar range will automatically go to 24nm.
b)
Several arcs will appear on the CRT opposite to the heading line.
Press the RADAR MENU key followed by the 0 key and then the 7 key.
c)
Press the RADAR MENU key followed by the 0 key and then the 9 key.
d)
The RJ-7 INTER-SWITCH MENU is displayed, showing current combinations, for example:
If the radar transmitter and receiver are in good working order the innermost arc should appear at 12nm and there should be four arcs. If the number of arcs is less than 4, then every missing arc represents a loss of 3db in receiver sensitivity.
1 [SYSTEM SETTING1]
If the range of the innermost arc is less than 12nm, every 3nm reduction represents a 3db loss of transmitter power.
3 DISP 2 - ANT2 (M)
Every 3 to 6 months A visual check of the antenna units making sure nuts and bolts are tight and not corroded. Clean the face of the scanner unit with a slightly dampened cloth and check for any cracks. Remove the antenna inspection cover to check that any plugs are secure in their sockets and all terminal connections are secure. Every 6 to 12 months Check the CRT and surrounding components for build up of dust, cracks to the CRT anode cap etc. It is strongly suggested to arrange for a qualified technician to attend the vessel to clean these high voltage components if necessary.
2 DISP 1 - ANT1 (M) 4 DISP 3 - ANT 2 (S) 5 DISP 4 (Not fitted)
To switch the performance monitor off press the PM ON/OFF button again.
6 STORE SETTING 0 INITIAL SETTING
Radar Interswitch Unit Type RJ-7
e)
Select the required combination by using the 3 key. Each time the 3 key is pressed the display changes in the following sequence ANT2(M) - ANT2(S) - ANT3(M) - ANT3(S) ANT4(M) - ANT4 (S) - ANT1(M) - ANT1(S) then back to ANT2(M) etc. There are two modes Main (M) and Slave (S). Select (S) to have a display function which can not control the transmitter of a scanner.
f)
Press the 6 key followed by the ENT key to complete the selection.
All three radars are connected through an interswitch unit. There are no operating controls on the unit as all interswitch combinations are selected using the RADAR menu. The following points should be noted when changing an interswitch selection: •
Interswitching takes approximately 5 seconds during which time the transmitter stops.
•
One master display should be selected for one scanner unit; a scanner cannot be controlled from multiple display units.
•
A scanner unit without a master display unit cannot be selected on the slave display units.
Issue: Draft 2
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Bridge Systems Operating Manual
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Illustration 2.2.2a ECDIS Display
Mon Route MON1 Userchart
Pian Route Ref Target
Pilot Data ARPA 1 Radar First
Predictor 30 sec RCDS Mode
North Up
TM
TrueVec 30 min
45 30.190N 005 53 808W WGS 84 DGPS
INE
E
E
AREA
Plan Speed Pian CTS Route Ch limit Off track
20.0kt 57.0 52.2 5000m 3039m
GYRO COG (pos)
59.2
SOG
15.3 kt
Next WP 17 Dist WOP 161.1nm ETA 22 Oct 02.01.13 Next CTS 82.6 Turn rad 1.0nm Turn rate 15 o /min
ARCS Chart Chart Number:
1004
Country Of Origin: United Kingdom Latest NM:
2121/2002
Edition Date:
1991 10 11
Publication Date:
2002 8 8
WGS shift status:
Defined
Depth: Height: T & P Notices:
Details..
Warnings:
Cursor From Own Ship 45 o 15.992N
2457 Route: Outside chl limits
Issue: Draft 2
21.10.2002 14:41 LOCAL TIME
SINGLE
27.24 238.6 006 o 28.805W
1:674.000
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ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEMS (ECDIS)
Maker: Type:
Bridge Systems Operating Manual
Bilbao Knutsen
Furuno EC1000
Equipment Description The ECDIS display is located on the bridge console to the right of No.1 radar display. It gathers information from the interswitched radar systems described in section 2.2.1; the route planning and chart digitising system; DGPS and GPS navigators; Loran-C navigator; echo sounder, wind indicator; rate of turn indicator and doppler speed logs. It provides an output to the conning display, alarm monitoring system and the autopilot.
SELECT
MAN OVERBOARD
This is used in Windows dialogue to operate keys, tick boxes etc. It is also used to insert waypoints (WP), User chart objects etc. when open in a dialogue area.
Records a man overboard event to the logbook. This position will be displayed on the chart as a red mark only if events is set to display in the chart dialogue box.
OK/ENTER Used in Windows dialogue to select the OK or ENTER functions. SELECT NEXT If more than one page of information is available SELECT NEXT is used to open the next page. CANCEL Used to cancel an option or close a window.
Main Features The ECDIS processor displays the following types of electronic charts: •
S57 ed3 ENC
•
CM-93
•
ARCS
The system is connected to external sensors allowing the navigator to perform navigational calculations, route planning and route monitoring. It is built around Windows NT software and so menus and dialogues should be familiar to users of that system. ECDIS Display The ECDIS screen has several areas. There is a status bar at the top and bottom of the screen between which the electronic chart area takes up 75% of the left hand side of the display. The remaining right hand side of the screen has an information area displaying lat/long position, gyro heading, course made good, routing and waypoint data, current chart information etc. Appropriate menus will open up wherever the cursor is on the display area.
Operating Procedures
STANDARD DISPLAY Used to display objects as defined by an IMO standard. CHART ALIGN Used to move own ship, ARPA targets or waypoints to a new position on a chart. It provides accurate chart alignment if necessary. ZOOM OUT Changes the scale of the display. Each press gives a smaller scale. ZOOM IN Changes the scale of the display. Each press gives a larger scale. SET CHART CENTER Used to set the current cursor position as a new chart centre position. Auto true motion reset is disabled until either the TM/CU RESET or SHIP OFF CENTER pushbuttons are operated.
EVENT Used to record or write comments to an event in the logbook. This is only displayed if events is set to display in the chart dialogue box. ALARM ACK Silences an alarm. The red alarm lamp will remain illuminated until the alarm condition is removed. Author’s note: This operation to be confirmed as not clear from operator’s manual. SYSTEM FAILURE This is a lamp which lights in the event of a serious internal failure. CONNING DISPLAY Switches the display between HARBOUR and NAVIGATE modes. Also changes the palette for the conning display. ROUTE PLAN Controls the route planning function. ROUTE MONITOR Used to monitor a particular route instruction. USER CHART This button controls user charts. SENSORS Used to select sensors connected to the ECDIS.
SHIP OFF CENTER The Control Panel The ECDIS control panel is shown in illustration 2.2.2b and a brief description of the panel keys follows:
Issue: Draft 2
Sets the current cursor position as a new position of ship on the display. This enables true motion reset.
CHART PLAN Controls ARCS and S57 charts.
TM/CU RESET
CHART DISPLAY
Activates true motion reset and enables automatic true motion reset.
Controls chart details of ARCS and S57 charts.
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Bridge Systems Operating Manual
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Illustration 2.2.2b ECDIS Operating Console
POWER
ECDIS FUNCTION
CAL
EXECUTE
MAN OVER BOARD
EVENT
VOYAGE RECORD
CONNING DISPLAY
INFO & HELP
STANDARD DISPLAY
CHART ALIGN
ROUTE PLAN
CHART PLAN
PILOT DATA
REF TARGET
INITIAL SETTING
SENSORS
SET CHART CENTER
SELECT NEXT
ROUTE MONITOR
CHART DISPLAY
USER CHART
DISPLAY MODE
NAV MARKS
RADAR
SHIP OFF CENTER
ZOOM OUT
TM/CU RESET
ZOOM IN
SELECT
OK ENTER
CANCEL
BRILLIANCE
SYSTEM FAILURE
ALARM ACK
DEGAUSS
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DISPLAY MODE
•
Minimum and maximum speed for each leg
Selects either True or Relative motion modes.
Currently around 2700 ARCS charts are available on 11 CD-ROMs covering the world’s major trading routes and ports.
•
Rhumb line or great circle route
ARCS or S57 charts should be updated before departure. For further information refer to the manufacturer’s operating manual as follows:
•
Fuel saving
REF TARGET
•
ETD for first waypoint
•
ETA for final waypoint
•
Ship and environmental conditions affecting speed calculations
Used to control reference targets. PILOT DATA
•
For ARCS charts see chapter headed Raster Chart Material
Used to control pilot data.
•
For S57 charts see chapter headed Vector Chart Material
VOYAGE RECORD
Display/Approve Date For S57 Charts And Manual Updates
Used to record voyage related events.
Used to control initial set-up and configuration.
It is important that Display/Approve date for S57 charts is set as the current date as some features may be date dependent. If the Display/Approve date is not correctly set the wrong presentation may appear, or some features may be completely absent. Details of how to set Display/Approve date are in the chapter Vector Chart Material.
RADAR
Set Chart Alarm Calculation.
Used to control ARPA radar sources and the radar overlay facility.
The ECDIS has the ability to detect areas where the depth of water is less than the safety contour, or where specified conditions exist. If a planned route goes across such areas an alarm will be indicated. The operator can select objects for inclusion in a danger area and may also define safe areas by creating a User Chart Area. The ECDIS can check and highlight on the chart area:
INITIAL SETTING
INFO & HELP Operated together with the cursor to give : •
Selected target information
•
Predicted movement area of own ship
•
Information regarding selected pilot, user chart or reference targets
•
Planned route with locator function to find dangerous areas
•
Dangerous areas within predicted area of own ship
•
Information from chart database about selected cartographic objects
•
Dangerous areas within monitored route
•
If the cursor is outside the chart area this button activates the help function
•
Dangerous areas within planned route
Pre-departure Set-up Prior to commencing a new voyage the following checks and procedures should be carried out:
Further details are available in the manufacturer’s operating manual Chart Alarms chapter. Create or Update Route A route is a complete navigation plan from the starting port to the final destination. Such a plan includes the following:
Chart Material
•
Route name
A chart may be coded for computer use either as a raster or vector chart. A technnique for vector charts is called S57ed3 and this is approved by IMO as the only alternative for SOLAS electronic charts and when approved it is known as an ENC. Charts issued by the private Company C-MAP are known as CM-93/2 and are NON-ENC.
•
Name, latitude and longitude of each waypoint
•
Radius of turn circle at each waypoint
•
Safe channel limits
•
Chart alarm calculation based on channel limits and chart database
•
Deadband width
ARCS charts are exact copies of BA paper charts and share a common numbering system. They are supplied on each weekly update CD-ROM. Issue: Draft 2
Prior to setting sail it may be necessary to create a new route or to modify an existing one. Details are available in the manufacturer’s operating manual Route Planning chapter. User Chart User charts are overlay charts which are created by the navigator. These may be used on both radar and ECDIS screens. They are intended for highlighting safety related objects such as navigation marks, safe areas etc. A new user chart may need to be created, or an existing one may require updating. Details are available in the manufacturer’s operating manual User Chart Control chapter. Reference Targets The ECDIS has a system for calculating position based on tracking radar targets. It is particularly helpful in narrow waters where radar is a very good sensor. Reference Targeting is developed for this purpose. Co-ordinates for all reference targets must be inserted. It may be necessary to create a new Reference Targets File or to modify and existing one. Refer to the manufacturer’s operating manual Reference Targets chapter. Pilot Data Pilot Data is a notebook data file which gives a message to the navigator according to own ship position. This may be used to define the range for each pilot data record and the ECDIS will display the information on the screen and sound the New Pilot Data alarm. It may be necessary to create new Pilot Data, or to modify existing data. Details are available in the manufacturer’s operating manual Pilot Data chapter.
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Procedure to Select a User Chart To select the required chart: a)
Press the USER CHART key.
b)
Use the trackball to highlight Select and the user chart box is displayed.
c)
Highlight the required chart.
d)
The selected user chart will be loaded to the ECDIS processor and displayed in the chart area.
For further details refer to the manufacturer’s operating manual User Chart Control chapter. Procedure to Recalculate the Route This may be used to recalculate the arrival times of a route or to correct the ETD. a)
Double click the ROUTE PLAN key.
b)
Highlight Select from the menu displayed.
c)
Highlight the Route Planning menu and select the required route.
d)
Highlight the Parameters menu and adjust the arrival times of the selected route for the correct departure time.
Chart alarms may also be checked in this menu. For further details refer to the manufacturer’s operating manual Route Planning chapter. Route Monitoring To select a route to be monitored: a)
Bridge Systems Operating Manual
Bilbao Knutsen
Press the ROUTE MONITOR key and highlight the Select command from the menu.
b)
Highlight the Route Planning menu and select the required route and press the SELECT key.
c)
The next waypoint will be selected automatically.
For further details refer to the manufacturer’s operating manual Route Monitoring chapter. Select Pilot Data To select pilot data: a)
Press the PILOT DATA key followed by the SELECT key.
b)
Select the required pilot data from the list.
Reset Distance Contour And Logs To open the voyage record menu: a)
Press the VOYAGE RECORD key.
b)
Highlight Reset and then select Logs + Counters to reset them.
Verify Datum
After the pilot data has been selected it is possible to view and edit the pilot data file. For further details refer to the manufacturer’s operating manual Pilot Data chapter.
Datum selects different earth models. If the navigator is using both paper and electronic charts it is important to use the same datum in order to avoid misalignment between the two systems. Once selected, all numerical lat/long position values will use the same datum. To select datum: a)
Press the INITIAL SETTING key.
b)
Highlight the Datum list box and select the desired datum.
c)
Press the SELECT key and the datum chosen will be displayed in the upper information area (eg WGS84).
Verify Configuration Of Navigation Sensors The navigator may select appropriate sensors to be used in the navigation function and view their current values. If a sensor is not producing data the ECDIS indicates that the sensor is not valid. To verify sensor information: a)
Press the SENSORS key.
b)
To scroll through Speed/Course, Position or Other sheets press the SELECT NEXT key or use the trackball to highlight the required menu and press the SELECT key.
Manual speed may be inserted if no speed log input is available, manual heading may be inserted if no gyro input is available etc. Source of position may be selected from DGPS, GPS or Loran-C etc. Following may also be verified: radar settings, kalman filter, chart alignment. For further details refer to the manufacturer’s operating manual Navigation Sensors chapter. Depth Alarm Limit To change the depth alarm limit: a)
Move the cursor to the ECHO ALARM DEPTH box and press the SELECT key.
b)
Use the ECHO ALARM DEPTH box to set the following parameters; echo alarm depth, shallow contour, safety depth, safety contour and deep contour.
(Note: Other items that may be selected in this menu include select next waypoint, select final waypoint, centre line for ARPA radar and channel borders for ARPA radar.)
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Bridge Systems Operating Manual
CONNING DISPLAY AND ALARM MONITORING
(Author’s note: Further information required to complete section.)
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2.3
Autopilot System 2.3.1
Steering Procedures
2.3.2
Gyrocompass
2.3.3
Autopilot
2.3.4
Magnetic Compass
2.3.5
Rudder Angle Indicators
Illustrations 2.3.1a Steering Stand 2.3.2a Gyrocompass System 2.3.2b Gyrocompass Monitor 2.3.2c Gyrocompass Sub-Menu 2.3.3a Autopilot System 2.3.3a Autopilot Display and Control Panel 2.3.5a Rudder Angle Indicators
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Illustration 2.3.1a Steering Stand
STEERING STAND
High Litton Marine Systems
Control and Display Unit
1
GYRO 1 GYRO 2 MAGNETIC D.ALARM
F2
F3
0 32 0 31
00
9
0
270 280 290 3
8
160
0
6
23
0
0
0 24
250
7
260
C.PL ATH
13
10
170
180 190 200 2
22
0 PROGRAM TRACK
04
1
0
ACKN. WARNING
30
0
110 12
Sync HEADING CONTROL
360 010 020 0
090 100
GO TO TRACK
START HEADING CHANGE
50
080
GO TO WAYPOINT
RADIUS CONTROL
350
40
070
READY
PROGRAM HEADING CHANGE
340
10
0735-01
TEST
3
TURN
0 33
0
30
-
2
TRACK
DIM +
10
20
0
ROUTE
HEADING
0
20
06
MEDIUM
+
D STB
30
0
LOADED
PRECISE
9 DIM -
40
05
RESET
FUNC. SETUP
8
NAVITWIN III Compass Monitor
LIGHT
ECONOMY
7 ENTER
6
15
F1
5
5
MAGN COMP
ALARM RESET
4
4
GYRO 2
MEDIUM
MANUAL SPEED
RUDDER POR T
MENU
50
C.PL ATH
ALARM
3
0
GYRO 1
2
14
Low
NORMAL FOLLOW-UP
BACKUP NFU
DIMMER MAGNET COMPASS
HAND STEERING
C.PL ATH
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AUTOPILOT SYSTEM
Maker: Type:
2.3.1
Bridge Systems Operating Manual
Bilbao Knutsen
EMRI A/S SEM200
STEERING PROCEDURES
System Configuration Illustration 2.3.3a shows the details of the various components which make up the steering system. An electronic unit sends and receives information to and from the rudder order unit which subsequently sends rudder order signals to the steering gear compartment. Inputs and outputs include the following:
Introduction
•
Heading information from dual gyrocompass system
The method of steering the ship is determined by the use of the four position mode selector switch located on the centre console. The modes available to send rudder order signals to the steering gear include:
•
Heading information from the Transmitting Magnetic Compass
•
Ship speed from the speed log processor unit
•
Rudder orders from the autopilot control panel
•
Rudder orders from the either of the trackpilot control panels
•
Rudder orders from steering handwheel
•
Rudder orders from the NFU tillers
•
Primary ECDIS display
• • • •
Trackpilot Autopilot Helm wheel NFU
Helm Wheel In this mode the ship is steered by the hand steering wheel located on the steering stand console in the centre of the bridge. The hand steering control works in follow up mode. A gyrocompass repeater and rudder angle indicator are fitted to the steering control stand to facilitate manual steering. The magnetic compass card is also visible to the helmsman in case of failure of both gyrocompasses. Dimmer controls are fitted to set the appropriate lighting levels to the rudder angle indicator, the magnetic compass display, the repeater compass and the rate of turn indicator in the overhead console. Non Follow Up (NFU) Mode
Illustration 2.3.1b Steering Mode Selector Switch
MSM
In this mode the steering gear is operated from one of four NFU tillers situated in the following locations: •
Below the changeover switch on the bridge centre console
•
Steering stand
•
Port bridge wing control console
•
Starboard bridge wing control console
AUTOPILOT
HELM WHEEL
TRACK PILOT
NFU
Autopilot In this mode the steering gear is operated by rudder order commands generated from the autopilot control panel situated on the steering stand.
MODE SWITCH
Trackpilot In this mode the steering gear is operated by rudder order commands generated from either of the trackpilot control panels situated on the centre bridge control console. Issue: Draft 2
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Illustration 2.3.2a Gyrocompass System Port Wing Bearing Repeater on Column
Overhead Console
Rate of Turn Indicator
Steering Stand
Rate of Turn Indicator
Dumping Time Selector
Console Repeater 0 32
0 33
350 360 010 02 0 0 340 30
Compass Monitor Litton Marine Systems
04
GYRO 1 GYRO 2 MAGNETIC D.ALARM
0 31
8
2
250
7
3
GYRO 1
GYRO 2
Rate of Turn Indicator
MAGN COMP
CPLATH
F1
F2
F3
1
2
3
MENU
4
5
6
ALARM RESET
7
8
9
+
ENTER
0
DIM -
DIM +
Bearing Repeater on Column
-
TEST
NAVITWIN III Compass Monitor
0735-01
13
5
6
0
4
24
080 090 100 11 0 1 070 20
Dimmer
0
0 23
0 06
260 270 280 29 0 3 00
0 14
0
0 15
160
170 180 190 20 0 2 10
22
Dimmer
1
Starboard Wing
Control and Display Unit
0 05
0 9
Compas Binnacle with Magnetic Compass and Fluxgate
Dimmer
Dimmer
0
24VDC 230VAC Terminal
Terminal
Rate of Turn Indicator System Naviturn II
X-Band Radar
Nav. Data Printer Naviprint
DC
Terminal
Mirror Head
S-Band Radar
X-Band Radar
Terminal To Bridge Main Alarm Monitoring System
AC
Gyrocompass Room
DC AC Steering Gear Room 0
33
0
350 360 010 02 0 03 340 0
0 30
8 7
260 270 280 29 0
3
250
2
6 23
13 0
5
0
4
24
Bulkhead Repeater
0
0 15
170 180 190 20 0 21 160 0
22 0
Switch Over Unit
To Bridge Main Alarm Monitoring System
080 090 100 11 0 12 070
0
0
1
0
Connection Box
Gyrocompass Navigat x mk1
04
06
0
9
0 05
31 0
32
0 14
GPS Navigator Multi-Distributor
ECDIS Display Unit DC
No.1 Gyro NMEA Signal to Watch Safety System
AC
No.2 Gyro NMEA Signal to Watch Safety System TMC to the Watch Safety System
Duppler Sonar Multi-Distributor
Gyro 1 / Gyro 2 / Magnetic Status to the Watch Safety System Gyrocompass Navigat x mk1
Inmarsat B Unit DC Backup Supply
Autopilot Electronic Unit on Chart Console Autopilot Electronic Unit on Steering Stand
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GYROCOMPASS
Maker: Model:
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C.Plath NAVIGAT X Mk1
General Description The vessel is fitted with a C Plath gyrocompass installation consisting of two NAVIGAT X Mk1 gyrocompasses, a compass monitoring panel, a switchover unit, course and rudder recorder and both digital and analogue repeaters. NAVIGAT X Mk1 Gyrocompass This is a microprocessor controlled gyrocompass system with integrated north speed error correction. In this system the gyrosphere is suspended in a supporting fluid and ensures north stabilisation during short power failures. For example if power is lost for three minutes no more than 2° of deviation would be expected. Once power has been restored the gyrocompass will return quickly to the correct heading without requiring the usual settling period. Latitude errors are more or less eliminated due to the combined effects of twin rotors and a liquid damping system. Compass Monitor Control Unit
Operating Procedures
•
Following the successful initalisation of the NAVIGAT X Mk1 gyrocompass system the following information can be expected to be displayed on the compass monitor control unit.
ALARM RESET - Press key to mute the alarm buzzer. An alarm message is displayed in the display until acknowledged by the operator.
•
DIM+/DIM- - Press these keys simultaneously to initiate a test procedure. All the display elements and the alarm buzzer are actuated.
When switched on the unit will perform a self-test before entering normal operation mode. In normal operation mode the numerical keys have the following functions: •
GYRO 1 - Press key to select gyro 1
•
GYRO 2 - Press key to select gyro 2
•
MAGN COMP - Press key to select the magnetic compass
(Note: If steering is in autopilot mode the above selections are disabled.) •
DIM + - Press key to increase display illumination
•
DIM - - Press key to decrease display illumination
•
F1 - Press key to acknowledge an alarm, delete an alarm from the display panel and to mute buzzer.
Sub-menus can be entered from the main menu display as follows: •
F1 - Press to enter the Display Data sub-menu.
•
F2 - Press to enter the Manual Settings display.
•
F3 - Press to enter the Setup Menu.
After pressing one of the above keys a sub-menu will be opened. Use the Up, Down, Right and Left arrow keys to navigate through to the desired location. The sub-menus are indicated on the following page.
Illustration 2.3.2b Gyrocompass Monitor
This control unit provides independent monitoring functions and allows operater control of the system via a keypad. Switch Over Unit This unit allows the user to select either gyro 1 or gyro 2 as the main unit. Compass Monitor Control Unit The control unit consists of two liquid crystal displays (LCDs) and a numerical keypad. The displays provide the following information: •
•
Litton Marine Systems GYRO 1 GYRO 2 MAGNETIC D.ALARM
Control and Display Unit
247.7° 247.9° 247.8° G1/G2= 1°
F1 F2 F3
MAIN MENU DISPLAY DATA MANUAL SETTINGS SETUP MENU
The heading display (left hand display) shows the heading data received from gyro 1, gyro 2 and the magnetic compass as well as indicating the difference alarm setting. The operating display (right hand display) shows the main menu screen.
GYRO 1
GYRO 2
C.PLATH
Issue: Draft 2
MAGN COMP
F1
F2
F3
NAVITWIN III Compass Monitor
1
2
3
MENU
4
5
6
ALARM RESET
7
8
9
+
ENTER
0
DIM -
DIM +
-
TEST
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Bridge Systems Operating Manual
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Illustration 2.3.2c Gyrocompass Sub-Menu Navigating the Menu
Main Menu
Higher menu level
Display Data Screen
Lower menu level
DISPLAY DATA RATE OF TURN +3.4 °/sec
F1
F1
F2 F2
Go to sub-menu
F3
F1 F2 F3
MAIN MENU DISPLAY DATA MANUAL SETTINGS SETUP MENU
Rate of Turn -Actual rate of turn
Display Data Gyrocompass Mag. compass Position
F3 Return to next higher menu level
MENU
Speed Date/Time
Menu
Go to next/previous screen on same menu level
Manual Settings Speed/latitude
DISPLAY DATA MAGNETIC VARIATION 2.3° E
Magnetic Variation -Magnetic variation
Heading diff. alarm Magnetic variation North sp. err. correction Selecting Parameter Settings
Flashing arrows: selection expected Show next/previous option
MANUAL SETTINGS SPEED MODE: AUTO POSIT MODE: AUTO
Setting naviprint Setting rate of turn
Setup Menu Select option and go to next line
ENTER
User setup Date and time Software version
DISPLAY DATA POSITION MODE AUTO 54:32.10° N LATITUDE ° 009:54.32 E LONGITUDE
Position data -Position mode (auto/man) -Latitude -Longitude
Mag. C. cal. table
Entering Data
MANUAL SETTINGS MAN SPEED: *.* kt MAN LATITUDE: 54:12.34 N
Flashing cursor: data input expected 1
2
3
MENU
4
5
6
ALARM RESET
7
8
9
+
ENTER
0
DIM
DIM
-
Use keypad to enter digits 0-9; "+/-" alters signs (+/-:E/W;N/S)
Service Setup Service Setup 1 Interface I/O Gyro 1 input Gyro 2 input Fluxgate
Move cursor forward/ back
Magn. hdg. outp.
DISPLAY DATA SPEED MODE AUTO +23.4 kt
Speed -Speed mode (auto/man) -Actual speed
Service Setup 2 ENTER
Confirm input and go to next line
Error list Operation time
ALARM RESET
Clear input (value is set to zero)
counter Reset comp. monitor DISPLAY DATA DATE: 21:09:98 TIME: 12.34
Issue: Draft 2
Date/Time -Current date -Current time
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Bridge Systems Operating Manual
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Illustration 2.3.3a Autopilot System To Bridge Alarm Monitoring System To Gyrocompass System
To Bridge Alarm Monitoring System To Gyrocompass System
To Watch Safety System Speeding Distributor
To ECDIS Console
Centre Console
Port Wing
Waterproof NFU Tiller
Steering Stand Enable Lamp
Chart Console ALARM
LIGHT MEDIUM
RESET LOADED MANUAL SPEED
NFU Tiller
ECONOMY MEDIUM
FUNC. SETUP
PRECISE
ROUTE
Enable Lamp
To Watch Safety System
NFU STEERING
TRACK TURN HEADING READY
PROGRAM HEADING CHANGE
GO TO WAYPOINT
RADIUS CONTROL
GO TO TRACK
HEADING CONTROL
START HEADING CHANGE
ACKN. WARNING
NFU STEERING
Enable Lamp
PROGRAM TRACK
Lamp with Test Switch
Buzzer
Dimmer
Mode Selector MSM
Lamp Autopilot Display and Dimmer Control Panel ALARM
BACK-UP NFU
Starboard Wing Hand Steering
NORMAL FOLLOW-UP
HAND STEERING
Backup NFU Tiller
Follow Up Steering Wheel
Waterproof NFU Tiller Enable Lamp
NFU STEERING
LIGHT MEDIUM
Autopilot Electronic Unit
LAMP TEST
Trackpilot Display and Control Panel
RESET LOADED
AUTOPILOT
HELM WHEEL
TRACK PILOT
MANUAL SPEED
ECONOMY
FUNC. SETUP
PRECISE
PROGRAM HEADING CHANGE
GO TO WAYPOINT
NFU
ROUTE TRACK TURN HEADING READY
MODE SWITCH
RADIUS CONTROL
HEADING CONTROL
ALARM
Selector Switch
MEDIUM
GO TO TRACK
START HEADING CHANGE
ACKN. WARNING
PROGRAM TRACK
LIGHT MEDIUM
RESET LOADED MANUAL SPEED
ECONOMY
FUNC. SETUP
PRECISE
PROGRAM HEADING CHANGE
GO TO WAYPOINT
RADIUS CONTROL
GO TO TRACK
MEDIUM
Autopilot Electronic Unit
ROUTE TRACK TURN HEADING READY
Terminal
HEADING CONTROL
START HEADING CHANGE
ACKN. WARNING
Terminal
PROGRAM TRACK
JBXWH
Terminal
Terminal
DC Main Alarm DC
Workstation and Mode Control Box
To Bridge Alarm Monitoring System
Part of No.1 Pump 440VAC Motor Starter
No.1 Pump Servo Unit
No.2 Pump Servo Unit
Rudder Feedback Unit with Belt Drive
440VAC
Part of No.2 Pump Motor Starter
Rudder Feedback Unit with Belt Drive
Steering Gear Room
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
2.3.3 AUTOPILOT The autopilot control panel is located on the steering stand.Illustration 2.3.2c refers and shows all controls and displays available to the operator. Gyro Display This gives a continuous indication of the vessel's gyro heading. A bar graph underneath the digital heading read out gives an impression of rate of turn.
Condition Indicator Indicates loading conditions.
Immediate Heading Change when in Heading Control, Radius Control or Program Track Modes a)
Move the joystick tiller to the left to move to port or to the right to move to starboard until the desired SET HEADING is displayed. This may be adjusted 180° left or right of the gyro heading.
b)
The vessel will immediately start to alter course.
Performance Indicator Indicates whether ECONOMY, MEDIUM or PRECISE modes are selected. Status Indicator
Set Heading Display
Indicates mode selected and readiness.
This shows the desired (set) heading whenever an order to move to port or starboard is received. This display also indicates an off-course alarm,turn side (port or starboard) and rudder ON LIMIT indication.
Alarm Reset Pushbutton Flashes to indicate an alarm. When pressed it cancels theaudible alarm buzzer.
Program Heading changes a)
Press the PROGRAM HEADING CHANGE pushbutton.
b)
Move the joystick tiller to the left to move to port or to the right to move to starboard until the desired SET HEADING is displayed. This may be adjusted up to 240° left or right of the gyro heading.
c)
Press the START HEADING CHANGE pushbutton which will have started to flash. The ship will now start to alter course.
Rudder Limit Display This is the maximum angle of rudder that will be applied irrespective of alteration of course applied. The rudder limit can be set by the operator in the range of 5 to 30°. This display also indicates radius set point when in radius control mode. AUTO LIMIT indicates selection of automatic speed dependent rudder limit function. Speed Display This indicates vessel speed normally from the speed log electronic processor. However, manual speed can be input if required. A speed warning indicator shows in the case of log failure or low speeds. When in radius control mode this display indicates rate of turn in degrees and minutes. Joystick Tiller Control This is a four position control. In the up/down positions the operator can change radius or rudder Limit settings. In the left/right positions heading changes may be made to port or starboard respectively.
Special Function Key Allows selection of the following: • Manual speed selection and set-up • Panel dimmer • Auto by speed rudder limit function • Performance set-up • Condition set-up
To Cancel a Pending Programmed Heading Change a)
Operating Procedures Mode Selection a)
Use the mode selector switch on the BCC to ensure AUTO mode is selected. READY will show in the status indicator.
b)
Operate one of the five take-over pushbuttons to select the required control mode from the following:
Press PROGRAMME HEADING CHANGE again, or press HEADING CONTROL or press RADIUS CONTROL. Any of these actions will restore the immediate heading change facility.
Manual Speed selection a)
Press the MANUAL SPEED pushbutton if there is no input from the speed log. To adjust manual speed value go to FUNC SETUP.
Special Function selection
•
Heading Control
Control Mode Pushbuttons
•
Radius Control
a)
Press the FUNC SETUP pushbutton.
Five different operating modes can be selected:
•
Program Track
b)
Use up/down arrows to select one of the following functions:
Local modes - Heading control or Radius control Computer assisted modes - Program Track, Go to Track or Go to Waypoint
•
Go to Track
•
Go to Waypoint
Program Heading Change Pushbutton Selects preprogrammed heading changes.
Issue: Draft 2
•
MANUAL SPEED adjust
•
AUTO LIMIT ON/OFF
•
CONDITION (Light, medium or loaded) selection
•
PERFORMANCE selection
(Economy,
medium
or
precise)
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Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.3.3b Autopilot Display and Control Panel
GYRO
ALARM
LIGHT MEDIUM
RESET LOADED
MANUAL SPEED
ECONOMY MEDIUM
FUNC. SETUP
OFF COURSE
SET HEADING
ON LIMIT
PRECISE
ROUTE TRACK TURN SPEED KNOTS
RUD. LIMIT DEG
PROGRAM HEADING CHANGE
AUTO LIMIT
RADIUS CONTROL
HEADING CONTROL
HEADING
ROT.
ROT.
N.M.
'/MIN
INCREASE
PORT
SPEED WARN
GO TO WAYPOINT
GO TO TRACK
STBD
START HEADING CHANGE
READY
ACKN. WARNING
PROGRAM TRACK
DECREASE
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping Rudder Limit Functions
The rudder limit can be set manually or can be automatically selected according to the ship’s speed. Manual Rudder Limit a)
Operate the joystick tiller control in the up or down directions to increase or decrease the rudder limit values. A minimum value of 5° and a maximum value of 30° can be selected.
Automatic Rudder Limit a)
Select AUTO LIMIT ON via the FUNC SET procedure listed above.
b)
The rudder limit will automatically increase with decreasing speed and vice versa.
c)
Bridge Systems Operating Manual
Bilbao Knutsen
If the joystick tiller is adjusted up or down, the system will revert to manual rudder limit.
Go to Waypoint Control a)
Press the GO TO WAYPOINT button
b)
Use the joystick tiller to set the radius.
c)
The autopilot will steer between waypoints and will prevent the vessel from drifting away from the planned route.
d)
During turns the vessel will drift away from the planned designed turn displayed on the ECDIS display.
e)
This facility can be used only when a good position source is available such as DGPS.
Go to Track Mode a)
Press the GO TO TRACK button
b)
Use the joystick tiller to set the radius
c)
The autopliot will try to prevent the ship from drifting away from the planned route between waypoints and turns.
Radius of Turn Adjustment a)
Select RADIUS mode.
b)
Use the joystick tiller control in the up or down directions to increase or decrease the radius of turn value in 0.1nm steps with a maximum of 9.9nm.
c)
The equivalent RATE OF TURN value is shown in ROT display in deg/min. Values above 99 deg/min are shown as HI.
Condition Set Up a)
Select CONDITION via the FUNC SETUP procedure.
b)
Select one of three settings according to loading conditions.
c)
Use the LOADED condition in shallow waters if the autopilot performance is affected.
Performance Set Up a)
Select PERFORMANCE via the FUNC SET UP procedure.
b)
Select one of the three settings from ECONOMY or MEDIUM for relaxed control to save fuel by reducing rudder orders, or PRECISE during manoeuvring and when in confined waters.
Issue: Draft 2
d)
This facility can be used only when a good position source is available such as DGPS.
Programme Track Mode
Alarms Off-Course Alarm The audible alarm may be cancelled by pressing the RESET button. The ALARM light will remain illuminated whilst the alarm condition is present. The off-course alarm will give a visual and audible alert when: •
The difference between the set course and the gyro heading is greater than a preset value (Typically set at 10°)
.• The heading of the vessel can not follow the rate of turn of the tangent to the curve when in RADIUS MODE, because the rudder is on it’s limit for too long. Speed Alarm The speed alarm will be activated when: •
The speed goes below 20% of the maximum cruising speed
•
The speed goes 120% above the maximum cruising speed
System Alarm Any system failures detected will be displayed in the GYRO heading display. In case of a failure inside a control panel the GYRO display will show ERR and a specific error number will be displayed in the SET HEADING display. Chapter 3 of the operator’s manual gives details of these error codes.
a)
Press the PROGRAM TRACK pushbutton
b)
Use the joystick tiller control to set a new heading to steer and radius.
c)
Press the START HEADING CHANGE button.
d)
The autopilot tries to prevent the vessel from drifting off the planned, designed turn, which is displayed on the radar/ECDIS screen.
a)
Ensure at that two steering gear pumps are operating.
b)
Select HEADING CONTROL.
When the turn is completed, the vessel will continue track steering on the next leg.
c)
If no speed signal is present, the alarm will sound. Press the RESET button to silence the alarm.
d)
Press MANUAL SPEED and FUNC SETUP.
e)
Press the Up or Down keys to set a normal sailing speed.
f)
Operate the joystick tiller up or down to indicate a rudder limit of 10°.
e)
WARNING If a system warning is displayed, select either HANDWHEEL or NFU mode on the bridge control console and steer the ship manually.
Pre Sailing Auto Pilot Checks
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Bilbao Knutsen
g)
Operate the joystick tiller to the left to order a HEADING TO STEER value 20° below GYRO heading.
h)
Check that the rudder moves 10° to port.
i)
Operate the joystick to the right to order a HEADING TO STEER value 20° above GYRO heading.
j)
Check that the rudder moves 10° to starboard.
Bridge Systems Operating Manual
Normally the rudder should follow to within 1 degree error from the 10° order. If the value exceeds 2° then something is wrong either in the autopilot, the steering gear or the rudder angle indicator system. Have these systems checked out. When the checks have been completed: a) Press the MANUAL SPEED button to return the speed to log input. b) Select HANDWHEEL on the bridge control console mode selector switch, and check that the HEADING TO STEER value returns to the gyro heading.
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 2.3.4
Bilbao Knutsen
Bridge Systems Operating Manual
MAGNETIC COMPASS
Maker: Model:
C.Plath Jupiter
Overview The Jupiter class A flat glass compass is housed in a navipol magnetic compass binnacle. The binnacle is located on top of the bridge deck with a reflector tube to the steering stand. It has a fluxgate output to the gyrocompass system which allows a magnetic compass heading to be used in the event of gyrocompass failure. Magnetic Compass Maintenance •
The compass bowl should be inspected regularly for signs of leaks or bubbles.
•
The upper glass surface should be cleaned.
•
Compass gimbals should be checked.
•
A few times a year a check should be made on the cap and sapphire bearing arrangement. This should be done with the vessel alongside. Use a magnetic object to cause the heading to deviate by 2°. Hold it in this position for 10 seconds, and then remove the magnet. The compass card should settle within 15’ of arc of the original heading. If it does not, the compass should be overhauled by an authorised technician.
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 2.3.5
RUDDER ANGLE INDICATORS
Maker: Model:
Bridge Systems Operating Manual
Bilbao Knutsen Illustration 2.3.5a Rudder Angle Indicator System
Wheelhouse Deckhead
Tenfjord A.S Feedback Unit Type FB
45°
45°
WHEELHOUSE Panorama Rudder Angle Indicator
Overview The rudder angle indicator system comprises a transmitter unit (type FB) which is connected by a pulley and cog arrangement to the rudder shaft in the steering gear room. As the shaft moves an electrical signal is produced in the feedback unit which is fed to the rudder angle indicators via an amplifier unit located on the bridge. The indicators provide a ± 50° indication range.
Starboard Bridge Wing Console
Port Bridge Wing Console
50
40 30 20 10
40 10 20 30
50
50
40 30 20 10
40 10 20 30
50
Rudder angle information can be viewed by both the Master (or OOW) and the helmsman when the vessel is in hand steering operation. The indicators are situated in the following locations around the ship: •
Wheelhouse above the steering stand - deckhead panorama indicator with built-in dimmer control and remote dimmer control on the steering stand
•
Wheelhouse steering stand - console mounted with integral dimmer control
•
Port and starboard bridge wings - console mounted with integral dimmer control
•
Rudder Angle Indicator
Rudder Angle Indicator
Steering Stand
50
40 30 20 10
40 10 20 30
50
Rudder Angle Indicator Amplifier in Bridge Console
Engine control room - console mounted
The system is provided with a 24V DC supply from the 24V DC navigation distribution board N2 circuit breaker No.4. Rudder Angle Indicator 24V DC From NDBN2
STEERING GEAR ROOM
Rudder Angle Indicators
50
40 30 20 10
40 10 20 30
50
Rudder Angle Indicator Feedback Unit ENGINE CONTROL ROOM CONSOLE
Issue: Draft 2
Heading - Page x of x
2.4
Main Engine and Thruster Controls 2.4.1
Main Engine Control Equipment
2.4.2
Procedures
2.4.3
Bow Thruster
Illustrations 2.4.1a Bridge Main Engine Controls 2.4.1a Cargo Control Room Main Engine Controls 2.4.3a Bow Thruster System 2.4.3b Bow Thruster Control Panel
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.4.1a Bridge Main Engine Controls
RPM INDICATOR W/H ORDER
50
50
100
100
120 ASTERN
120
min-1 rpm
AHEAD
ECR ORDER
NABCO
ROUGH SEA CONTROL CALM SEA
PROGRAM CONTROL PROGRAM IN PROGRESS
ROUGH SEA
PROGRAM BY-PASS
AUTO SLOW DOWN BY-PASS AUTO. SLOW DOWN
EMERG.TRIP BY-PASS
SLOW DOWN BY-PASS
EMERG. TRIP
TRIP BY-PASS
EMERG. TRIP
LAMP TEST
DA
RK
BR
INDICATOR LAMP
IG HT
T/GEAR ENGAGE
RPM F/B ON
TRIP OVERRIDE AVAILABLE
MAIN STEAM PRESS. LOW
TURBINE RESET
HANDLE MATCH
WRONG WAY
RK
DA
T/GEAR DISENGAGE
RPM F/B BY-PASS
PROGRAM INTERLOCK BY-PASS
M/S
ECR
CCR
CONT. SYS. POWER FAIL
REM. CONT. POWER FAIL
AUTO. SPIN OFF
AUTO. SPIN ON
AUTO. SPIN SPIN ZONE
PORT
W/H
STBD
PROGRAM INTERLOCK
SAFETY SYSTEM FAIL.
BR
IG
HT
SOUND STOP
R/U ALARM LAMP
S/B F/E
CONTROL PORT W/H POS. STBD ACKNOWLEDGE
LAMP TEST
Issue: Draft 2
TRIP RESET
CONTROL POS. ACKNOWLEDGE
CONTROL POS. CONTROL POS.TRANSFER ACKNOWLEDGE
BUZZER STOP
ALARM BUZZER
Heading - Page x of x
Knutsen OAS Shipping 2.4
MAIN ENGINE AND THRUSTER CONTROLS
2.4.1
MAIN ENGINE CONTROL EQUIPMENT
Maker:
Bridge Systems Operating Manual
Bilbao Knutsen The main engine remote control system is designed for remote control of the main engine from the combined telegraph and manoeuvring lever in the wheelhouse. By moving this lever, the system will automatically start, reverse, stop and control the speed setting of the main turbine.
Nabco Ltd
Main Turbine Remote Control MTRC Equipment The control levers are combined with the engine telegraph and signal the desired turbine command to the computer. The computer carries out the command for a change in turbine speed or direction through consistent, stepped procedures. The logic is designed to carry out the most suitable turbine and boiler operating procedures considering best practice and their limitations.
Telegraph The telegraph is a handle type transmitter/receiver on the bridge and in the control rooms. At the local stand, a pushbutton type is used.
For manoeuvring, the bridge handle has the following divisions. Ahead: D.Slow - Slow - Half - Full - Max. Ahead
Wheelhouse Main Turbine Manoeuvring Control Console
•
Stop:
The main turbine manoeuvring control console consists of the following:
•
Astern: D.Slow - Slow - Half - Full - Emerg. Astern
Telegraph transmitter with manoeuvring lever, which is moved to the desired turbine speed setting, ahead or astern, the command being processed and acted upon by the Main Turbine Manoeuvring Control Panel (MTMCP).
The rpm setting is transmitted from the bridge lever to the bridge unit and the control room unit and then to the governor.
•
Telegraph lever position indicator
Sub Telegraph System
•
RPM indicator
•
Sub panel containing manoeuvring control position transfer switch, pushbuttons for control position acknowledge, trip reset, buzzer stop, lamp test and indicator lamps
The sub telegraph system consists of pushbuttons located at the side of the lever telegraph unit and provides information about the amount of operator interaction with the main engine:
•
Main turbine emergency trip
•
Main turbine trip bypass
•
Main turbine slow down bypass
•
Main turbine program control bypass
•
Rough sea control selector
Bridge Wing Main Turbine Manoeuvring Control Consoles The main turbine manoeuvring control consoles consist of the following: •
Telegraph transmitter with manoeuvring lever, which is moved to the desired turbine speed setting, ahead or astern, the command being processed and acted upon by the Main Turbine Manoeuvring Control Panel (MTMCP).
•
Sub panel containing manoeuvring control position transfer switch
•
RPM indicator
Automatic shutdown and automatic slow down are operated from sensors on the main turbine. Manual emergency stop is operated from switches on the bridge/control room/engine side. Bypass Switches These are fitted to the following controls on the bridge safety panel. •
Overspeed preventor - never used, except in an extreme emergency
•
Program control - used when a quicker response is required during the initial full away period when the turbine’s speed is being increased gradually
•
Auto slowdown override - used when it is determined that a slowdown in the vessel's speed would endanger the vessel
•
Emergency trip override - used when it is determined that a slowdown in the vessel's speed would endanger the vessel
Automatic manoeuvring is by the telegraph lever in the wheelhouse.
•
•
Safety System
Control Location
•
•
•
Dark, Light and Lamp test These pushbuttons control the telegraph unit illumination.
Telegraph Logger
CCR The cargo control room LED indicator is illuminated to indicate that control of the main engine is at the cargo control room, via the cargo control room control system and that all conditions for cargo control room control are fulfilled.
•
ECR The Engine room Control Room LED indicator is illuminated to indicate that control of the main engine is from the operator station in the control room. It indicates that there is direct communication between the bridge and the control room unit in the control room.
F/A This pushbutton selects the FULL AWAY mode to indicate that the ship is at sea, under normal sailing conditions and that no operator-engine interaction is expected.
W/H The wheelhouse LED indicator is illuminated to indicate that control of the main engine is at the bridge, via the bridge control system and that all conditions for bridge control are fulfilled.
S/B This pushbutton selects the STAND BY mode to indicate that constant operator-engine interaction is necessary. For example, entering or leaving a port or in manoeuvring situations which require constant use of the main engine.
•
•
F/E This pushbutton selects the Finished With Engine (F/E) mode when the ship is in port and no further operator-interaction is required.
•
Provides information about which operator station is controlling the engine:
•
M/S The Machinery Space LED indicator is illuminated to indicate that control of the main engine is from the emergency operator station in the engine room. It indicates that there is a direct communication between the bridge unit and the engine room unit.
The Telegraph Logger Printer logs the telegraph and remote control system orders, such as telegraph position, critical alarms and rpm. It produces event, periodic, status and start-up logs. Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping Telegraph Status
Provides information on the status of the Engine Telegraph System: •
•
Wrong Way
When full manoeuvring speed is obtained, the lamps will extinguish. If the bridge lever is set to a position below FULL AHEAD before the load down program is finished, the program will automatically be cancelled.
Remote Control System Fail
If maximum ahead is ordered before the load down program is finished, the load up program will be activated, but with a different starting point, depending on the time frame from the previous maximum ahead order. The load up program time will be shorter than normal, depending on this time frame.
System Provides pushbuttons for silencing audible alarm/signals and testing LED indicators and a LED indicator for the system’s self-monitoring status: Lamp Test When pressed for more than 3 seconds, this pushbutton will initiate the on-line test for all lamps and pushbuttons. •
Buzzer Stop Is used to silence audible alarms.
•
The lamps PROGRAM IN PROGRESS on the bridge and in the control room will be illuminated and the speed will gradually be reduced over a time period of 40 minutes (adjustable).
The Wrong Way LED indicator is illuminated when the given telegraph command and the responding rotational direction of the propeller shaft do not correspond. This LED indicator is illuminated when the Remote Control System is not ready to assume command of the engine. An audible alarm is also sounded.
•
Bridge Systems Operating Manual
Bilbao Knutsen
Control Position Acknowledge Is used to acknowledge new control position selection.
Rpm Feedback Control The speed of the propeller shaft is monitored and fed back to the main turbine control system, to ensure that the turbine speeds are maintained within the recommended safe parameters.
Rough Sea Control This control prevents the turbine from tripping on overspeed. When the shaft rpm reaches the overspeed trip speed of 105rpm, the manoeuvring valve is closed to a preset value. The shaft rpm is then reduced to an overspeed trip reset value and the rough sea control is cancelled. The shaft rpm returns to speed dictated by the telegraph lever position, or the speed required by the time program.
It is possible to cancel the load program (both up and down) by operating the switch PROGRAM INTERLOCK switch from the engine control room unit and taking direct control of the speed settings. The control room panel has lamps indicating that this switch has been activated (program interlock bypass). Slowdown Slowdown requirements are detected by the safety system. The safety system sends a signal to the remote control system. The safety system will first give a prewarning alarm by activating an alarm lamp on the bridge panel for AUTO SLOWDOWN. It will be possible cancel the slowdown by activating the SLOWDOWN BYPASS switch on the bridge unit. When the slowdown is activated, the AUTO SLOWDOWN will illuminate on the bridge unit and the speed will be reduced to the slowdown level, normally corresponding to dead slow (adjustable). It will be possible to adjust the main engine speed in the area between minimum run and slowdown level. Slowdown is reset automatically, or manually, depending on the configuration of the safety unit, when the slowdown signal goes off. Crash Manoeuvring
Seagoing (Load Program) The seagoing condition is obtained by setting the bridge handle to the maximum ahead position and pressing the Full Away button. The rpm will then gradually be increased from full manoeuvring speed up to maximum rpm During this period the lamps PROGRAM IN PROGRESS will be illuminated on the bridge and in the control room. Normal time for load up is approximately 40 minutes (adjustable). When the required rpm is obtained, the lamps for the load program will extinguish. When approaching port, it is recommended to have a load down program. The load down program is automatically activated when the bridge handle is set from the maximum ahead to the full ahead position.
Issue: Draft 2
Crash manoeuvring means quick reversing of the engine, used in an emergency situation, when the bridge lever is moved from the full ahead to the full astern position. The sequence works as follows. a)
The crash manoeuvring order is given by moving the bridge lever from the full ahead to the full astern position.
b)
The stop signal will be given to the main turbine.
c)
The braking steam will be supplied and the turbine speed reduced.
d)
When the turbine reaches stop the reverse steam is opened up and the turbine turns in the opposite direction and increase until the requested rpm are reached. Heading - Page x of x
Knutsen OAS Shipping 2.4.2
MAIN ENGINE CONTROL PROCEDURES
Transfer of Manoeuvring Control between Wheelhouse and the Bridge Wing Consoles The following conditions need to apply: •
Bridge Systems Operating Manual
Bilbao Knutsen
Telegraph lever position matches, otherwise the HANDLE MATCHING indicator light will flicker until the positions match
Transfer of Control from the Engine Control Room to the Bridge In bridge control the wheelhouse telegraph lever signals the MTRP directly. The telegraph levers in the engine control room do not need to be moved. The indicator built into the telegraph lever will show the position in which the bridge telegraph lever has been placed. a) b)
Transfer of Manoeuvring Control between Wheelhouse and Engine Control Room The following conditions need to apply: •
•
Telegraph lever position matches, otherwise the HANDLE MATCHING indicator light will flicker until the positions match The telegraph lever or the direct manoeuvring methods match, otherwise the LEVER or DIRECT indicator light will flicker until the positions match
c)
Preparation for Lever Control a)
Set the control location to engine control room. The location is displayed by an indicator lamp on all the consoles.
b)
The control lever in all locations should be at the STOP position.
c)
Select the control mode as LEVER then toggle switch. Engine control positions may be selected as WH or ECR.
The turbine can now be controlled from the telegraph lever which initiates the control ramps and carries out all functions automatically. Use of the toggle switches on the engine control room console, to raise or lower turbine speed, bypasses the computer control system and actuates the governor servomotor directly when direct control is selected.
Issue: Draft 2
The telegraph levers in all locations must be in the same positions. This can be checked by observing the pointers indicating the current telegraph position and the remote telegraph position. When the levers are all correctly positioned the HANDLE MATCHING lamp is lit. The engine control room control location switch is moved from ECR to WH.
The WHEELHOUSE CONTROL indicator lamp begins to flicker and the buzzer sounds. Until this is acknowledged the wheelhouse telegraph lever is inoperative. d)
Operation of the Main Turbine Control System In the engine room control room the engineers set up the system for lever control.
Telephone contact between the bridge and engine room establishes the need to transfer control.
The bridge operator acknowledges the change of control location by moving the wheelhouse console location switch from ECR to WH and pressing the ACKNOWLEDGE button.
The WHEELHOUSE CONTROL indicator lamp stops flickering and becomes steady. The main turbine can now be controlled from the bridge.
d)
The WHEELHOUSE CONTROL indicator lamp stops flickering and becomes extinguished. The ECR indicating lamp is lit. Transfer of Control from the Bridge to the Bridge Wings a)
The telegraph levers in all locations must be in the same positions. When the levers are all correctly positioned the MATCHING lamp is lit.
b)
The control position transfer switch is moved from WH to either PORT or STBD.
c)
The control position transfer indicator lamp begins to flicker and the buzzer sounds on the bridge wing console which is requested to take control.
d)
The bridge wing operator acknowledges the change of control location by pressing the ACKNOWLEDGE pushbutton.
To Change from Remote to Local Turbine Control In the event of the turbine remote control system failing, control can be taken from the machinery side (MS). a)
At the main turbine emergency panel, turn the CONTROL POSITION switch to the M/S position.
b)
The engine control room will answer the machine side control signal by pressing the M/S pushbutton on the main turbine control console.
c)
Pull out the lock pin on the manoeuvring valve and turn the valve carefully in the direction required, ahead steam or astern steam.
d)
Answer the telegraph by pressing the REPLY pushbutton on the telegraph panel.
Transfer of Control from the Bridge to the Engine Control Room a)
Telephone contact between the bridge and engine control room establishes the need to transfer control.
b)
The telegraph levers in all locations must be in the same positions. This can be checked by observing the pointers indicating the current telegraph position and the remote telegraph position. When the levers are all correctly positioned the MATCHING lamp is lit.
c)
The engine control room control location switch is moved from WH to ECR.
The bridge operator acknowledges the change of control location by moving the wheelhouse console location switch from to WH to ECR and pressing the ACKNOWLEDGE pushbutton.
The WHEELHOUSE CONTROL indicator lamp begins to flicker and the buzzer sounds. The main turbine can now be controlled from the engine control room.
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Direct Control This is achieved by first changing the main turbine control mode from LEVER control (telegraph control) to DIRECT control, using the switches on the engine room control console. The manoeuvring valve servomotor can now be controlled to move the pilot piston to direct oil to the power piston and either open the ahead or astern steam valve. e) Answer the telegraph by pressing the REPLY pushbutton on the telegraph panel. Emergency Stop Operations a)
Lift the cover to expose the emergency stop switch
b)
Operate the switch to stop the engine.
c)
Push downward and turn the switch to reset the emergency stop switch.
d)
Operate the TRIP RESET pushbutton.
Issue: Draft 2
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Illustration 2.4.3a Bow Thruster System Port Wing Thruster Control
THRUSTER CONTROLLER ALARM
CONT MODE
INTERGRATED ALARM SYSTEM ABNORMAL
PITCH INDICATOR 5 0 5
10
TURN TO PORT
DARK
BRIGHT
EMERGENCY STOP
CONTROL AVAIL
LAMP BUZZER TEST
5
0
10
TURN TO STBD
5
BUZZER STOP
Wheelhouse Controller
THRUSTER CONTROLLER CONT SOURCE ON POWER AVAILABLE MAIN SOURCE ON FAN RUN READY TO START MOTOR FULL LOAD HYD PP SOURCE ON
AC SOURCE FAIL DC SOURCE FAIL OIL LOW LEVEL OIL LOW PRESS OIL PUMP OVER LOAD OIL TEMP HIGH MAIN MOTOR OVER LOAD MAIN MOTOR TRIP MAIN MOTOR HIGH TEMP M/M INSULATION LOW SYSTEM ABNORMAL
CONT. STATION W/H
THRUSTER REQUEST
WING
10
DARK
CAUTION
BRIGHT
LAMP BUZZER TEST
BUZZER STOP
INTERGRATED ALARM
KAWASAKI HEAVY INDUSTRIES. LTD.
Load Indicator and Control Available
CONT SOURCE (ON/OFF)
STOP (TRIP RESET)
AUX RUN
PITCH INDICATOR 5 0 5
10
5
TURN TO PORT
0
5
LAMP BUZZER TEST
TURN TO STBD
!
5
5
BUZZER STOP
10
CAUTION
KAWASAKI PORT
HEAVY INDUSTRIES. LTD.
STBD
Hydraulic Oil Gravity Tank (110 Litres)
10
1. DON'T USE THE THRUSTER OVER 5 KNOTS TO AVOID A VIOLENT VIBRATION. 2. SET THE CONTROL DIAL AT THE SAME POSITION AS ORIGINAL TO KEEP A CONSTANT PITCH WHEN CHANGE OVER THE CONTROL STATION.
10
Starboard Solenoid
TURN TO STBD
10
CAUTION
1. DON'T USE THE THRUSTER OVER 5 KNOTS TO AVOID A VIOLENT VIBRATION. 2. SET THE CONTROL DIAL AT THE SAME POSITION AS ORIGINAL TO KEEP A CONSTANT PITCH WHEN CHANGE OVER THE CONTROL STATION.
BRIGHT
10
THRUSTER RUN
10
!
0
PITCH INDICATOR 5 0 5
10 EMERGENCY STOP
FOLLOW UP
Port Solenoid
EMERGENCY STOP
CONTROL AVAIL
CONT MODE
TURN TO PORT
OPERATION MODE
1. DON'T USE THE THRUSTER OVER 5 KNOTS TO AVOID A VIOLENT VIBRATION. 2. SET THE CONTROL DIAL AT THE SAME POSITION AS ORIGINAL TO KEEP A CONSTANT PITCH WHEN CHANGE OVER THE CONTROL STATION.
CONT MODE
SYSTEM ABNORMAL
NON FOLLOW UP
Starboard Wing Thruster Control
THRUSTER CONTROLLER ALARM
DARK
10
!
HYDRAULIC UNIT
Load Indicator and Control Available
KAWASAKI HEAVY INDUSTRIES. LTD.
From Manoeuvring Dial
From Manoeuvring Dial
PI
From Manoeuvring Dial
M PI
PI PI
Port Wing
Wheelhouse
Starboard Wing
Overload Protection
Overload Protection Cancel Switch Amplifier
Blade Angle Transmitter
M
Main Motor
Amplifier Control Station Changeover (Relay Circuit)
Control Mode Changeover (Relay Circuit) Amplifier
Starboard Maximum Limit
POWER SOURCE UNIT
Key Hydraulic Oil
Port Maximum Pitch Detector
Port Maximum Limit
Starboard Maximum Pitch Detector
Zero Pitch Detector THRUSTER UNIT
Electrical Signal Instrumentation
Issue: Draft 2
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2.4.3 BOW THRUSTER Particulars Maker: No. of sets:
Kawasaki Heavy Industries 1
Thruster Unit Type: Propeller diameter: No. of blades: Thrust: Propeller speed: Maximum blade angle: Input shaft speed: Input power:
Voltage and frequency: Starting method:
KT-219B3 Controllable Pitch 2600mm (skewed type) 4 271 kN approximately 270 rpm 50° 880 rpm 1830kW
3 phase, totally enclosed, vertical type squirrel cage induction motor AC 3 phase, 3300V, 60Hz Auto transformer
Horizontal gear type 2 2 50kg/cm at 64 litres/min
Introduction The purpose of the bow thruster is to turn the ship when operating at slow speeds or when manoeuvring. The thrust is produced by rotation of a propeller unit which is housed in a transverse cylindrical ducting, the propeller unit being rotated by means of a vertical electric motor via bevel gears. The propeller blade pitch is controllable in order to obtain the desired magnitude and direction of thrust required. The thruster is specially designed with sufficient strength to withstand vibration and corrosion. Most of the mechanisms for pitch control are conveniently positioned inside the vessel, thus offering higher accessibility, safety and reliability.
Issue: Draft 2
•
The electric motor unit with drive shaft and bevel gears
•
The propeller unit
•
The hydraulic unit which changes the pitch of the propeller
•
The control system which regulates the blade pitch in accordance with demand
Controllable Pitch Propeller Power from the prime mover drives a uni-directional controllable pitch propeller through a flexible coupling, input shaft and bevel gear. The propeller is made up of four blades and a propeller hub with a hydraulic servomotor and a sliding block mechanism. The propeller blades are fixed to the blade carriers by blade bolts which provide easy exchange of blades in the thruster tunnel. Bolts are also used to fix the gear case, which carries the propeller assembly, to the thruster tube again providing easy overhauling of components inside the tube. Pressurised oil from the solenoid valve is fed to the hydraulic servomotor through pipes in the propeller shaft, resulting in the reciprocal movement of the servomotor piston. This movement of the piston is converted into rotary movement of the blades by the sliding block mechanism. The propeller blades are of sufficient strength to withstand cavitation.
Hydraulic Unit Oil service pump: No. of sets: Discharge pressure:
The thruster comprises a number of separate sections:
Bow Thruster Unit
Prime Mover and Control Device Type:
Bridge Systems Operating Manual
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Lubricating Device The bevel gear and all the bearings inside the gear case are lubricated by the bath lubricating method. The lubricating oil in the gear case is slightly pressurised by the connection with the gravity tank which is sited above the waterline to prevent ingress of sea water. Pitch Control Device The device consists of a remote control system for controlling the propeller pitch and a hydraulic unit for regulating the blade angle. Remote Control System The remote control system is of the electrical type, and serves to transmit the command to change propeller pitch given through the control dial on the bridge. A solenoid valve will operate to adjust the propeller blade angle accordingly and hold the propeller pitch. A blade angle indicator is incorporated in the bridge control panel.
Hydraulic Unit The hydraulic unit consists of a hydraulic pump, solenoid valve, relief valve and check valve. When the command to change the propeller pitch is given, the solenoid valve will operate allowing pressurised hydraulic oil to one of the servo-cylinders which will change the blade angle to the required angle. Thruster Operating Limits The thruster unit must operate within specified limits of draught and vessel speed. The draught of the vessel must be such that the centre line of the thruster propeller hub is a minimum of 2.6m below the water line. Insufficient draught can result in damage to the propeller due to cavitation, which is indicated by hunting of the drive motor ammeter. CAUTION It is important to note that if the vessel’s speed is above 5 knots and cavitation occurs the resultant vibration is increased. Hence, the thruster must not be operated when the vessel’s speed is greater than 5 knots. If cavitation occurs at speeds below 5 knots then the propeller pitch should be reduced until there is no risk of air being drawn in. The main motor must only be started when the blades are within the neutral zone (zero pitch) or within the allowable zone. The system is interlocked to prevent the main motor from starting if the blade pitch is outside the set limits. Interlock switches also prevent the main motor from starting if the cooling fan is not running, if the gravity tank level is low or if the control oil pressure is low.
Operating Procedure Manipulation of the switches and thruster components is normally only undertaken from the bridge. To provide the bridge with system control the LOCAL/REMOTE switch on the motor control panel must be switched to the REMOTE position. Normally the command to start or stop the thruster unit would be made from the bridge control console. The thruster can be controlled remotely from the bridge control console or either of the bridge wing consoles. In an emergency the thruster unit would be stopped using the emergency stop button situated on thruster control panel on the bridge control console, bridge wing control stands or on the motor control panel.
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Illustration 2.4.3b Bow Thruster Control Panel
THRUSTER CONTROLLER AC SOURCE FAIL DC SOURCE FAIL OIL LOW LEVEL OIL LOW PRESS OIL PUMP OVER LOAD OIL TEMP HIGH MAIN MOTOR OVER LOAD MAIN MOTOR TRIP MAIN MOTOR HIGH TEMP M/M INSULATION LOW
CONT SOURCE ON POWER AVAILABLE MAIN SOURCE ON FAN RUN READY TO START MOTOR FULL LOAD HYD PP SOURCE ON
CONT. STATION W/H
CONT MODE NON FOLLOW UP
SYSTEM ABNORMAL DARK
BRIGHT
LAMP BUZZER TEST
BUZZER STOP
CONT SOURCE (ON/OFF)
STOP (TRIP RESET)
AUX RUN
10
5
0
10
TURN TO STBD
5
THRUSTER RUN
10
!
EMERGENCY STOP
FOLLOW UP
PITCH INDICATOR 5 0 5
TURN TO PORT
OPERATION MODE
THRUSTER REQUEST
WING
10
CAUTION
1. DON'T USE THE THRUSTER OVER 5 KNOTS TO AVOID A VIOLENT VIBRATION. 2. SET THE CONTROL DIAL AT THE SAME POSITION AS ORIGINAL TO KEEP A CONSTANT PITCH WHEN CHANGE OVER THE CONTROL STATION.
PORT
STBD
KAWASAKI HEAVY INDUSTRIES. LTD.
Issue: Draft 2
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Thruster Control Panel
c)
Turn the thruster start/run switch to the ON position to start the main motor. When the thruster motor is running the start/run lamp will go from a flickering state to a solid state.
d)
Rotate the pitch control dial to alter the blade angle to the desired position. The thruster will now assist the movement of the bow in the required direction.
The thruster control panel has a number of system abnormal alarms. These include: •
AC SOURCE FAIL
•
DC SOURCE FAIL
•
OIL LOW LEVEL
•
OIL LOW PRESSURE
•
OIL PUMP OVERLOAD
•
MAIN MOTOR START FAIL
•
MAIN MOTOR OVERLOAD
•
MAIN MOTOR TRIP
•
MAIN MOTOR LOW INSULATION
An emergency stop button is incorporated in the panel.
Stopping the Thruster a)
Rotate the pitch control dial to alter the blade angle to zero pitch.
b)
Press the STOP button. The thruster, oil pump and fan will all stop automatically and the indicator lamps will be extinguished.
c)
Turn the control power switch to the OFF position.
Starting and Stopping of the Thruster Unit Sequential Start a)
Turn the control power source switch to the ON position. The ON indicator lamp will now be illuminated.
b)
Turn the thruster main power source switch to the ON position. The READY TO START indicator lamp will be illuminated providing all the interlock conditions are satisfied.
c)
Press the THRUSTER RUN button.
d)
Rotate the pitch control dial to alter the blade angle to the desired position. The thruster will now assist the movement of the bow in the required direction.
Individual Start a)
Turn the control power source switch to the ON position and the ON indicator lamp will be illuminated.
b)
Turn the oil pump switch to the ON position. The fan motor starts and the indicator lamp illuminates. When the oil pump indicator lamp goes from a flickering state to a solid state the READY TO START lamp will be illuminated.
Issue: Draft 2
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2.5
Bridge Equipment and Instrumentation
Illustrations
2.5.1
Speed Log
2.5.1a Speed Log System
2.5.2
Differential Global Positioning System
2.5.2a Differential Global Positioning System
2.5.3
Meterological System
2.5.2b DGPS Front Panel
2.5.4
Weather Facsimile Receiver
2.5.3a Anemometer
2.5.5
Echo Sounder
2.5.4a Weather Facsimile Machine
2.5.6
Automatic Identification System (AIS)
2.5.5a Echo Sounder System
2.5.7
Closed Circuit Television System
2.5.5b Echo Sounder Equipment
2.5.8
Master Clock System
2.5.6a Automatic Identification System 2.5.6b Automatic Identification System 2.5.7a Closed Circuit Television System 2.5.7b Closed Circuit Television Keyboard 2.5.7c Main Menu Control Buttons 2.5.7d Sub Menu Control Buttons 2.5.8a Master Clock System Control Panel
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Illustration 2.5.1a Doppler Speed Log System
Doppler Speed Log DS - 50
Doppler Speed Log DS - 50 FURUNO
DOPPLER SPEED LOG DS-50
Ship Performance KYMA To Radars
ECDIS A-Adaptor
Trackpilot
No.1 Gyrocompass
Interface RSL
SPEED
12.3
No.2 Gyrocompass
Autopilot
kt
DIMMER Distance
MODE
Keel Clearance
JB
Processor Unit DS-511
AC 220VAC
Junction Box
Bridge Alarm Electronic Unit
Distributor DS-810 AC 220VAC
JB
JB
Duel Multi Distributor MD-550
Duel Multi Distributor MD-550 JB
Digital Indicator IS-350 (Port)
Digital Indicator IS-350 (Starboard)
JB
Transceiver Unit DS-810 JB
JB
JB
JB
Digital Indicator IS-830
Digital Indicator IS-830
Digital Indicator IS-830
Digital Indicator IS-840
Junction Box
Transceiver Unit DS-520
Transducer DS-530
Issue: Draft 2
Junction Box
Transducer
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2.5
DISCRETE EQUIPMENT
Ship’s Speed Display
2.5.1
SPEED LOG
The ship’s speed can be displayed in knots or metres/second. To select the units of speed open the front cover and press the Kt/m/s button. Each press of the button switches from one unit to the other.
Overview A doppler speed log system is installed on board. Two types of Furuno speed log are fitted, the DS-50 and the DS-80. The associated transducers are situated in the hull in the region of frame number ??? and frame number ??? respectively. The DS-50 transducer is of the three beam type and that of the DS-80 is the two beam type.
The upper speed display indicator shows the ship’s speed athwartships with a range of -9.9 to +9.9 knots. The lower speed display indicator shows the ship’s speed fore and aft with a range of -10 to +40 knots. The information is updated every second. Arrows also appear in the display window to indicate the direction of movement.
Depth: 12.3 (unit according to system settings) b)
Operate the MODE, distance/keel clearance and kt/m/s buttons one by one. Confirm that mode or indications change with each press.
c)
Confirm that the distance run setting can be changed.
Interconnection Check a)
Press the POWER button whilst holding down the SET button.
b)
10.0kt is displayed in the fore/aft display area. ‘T’ denotes test mode.
c)
Check that the remote indicators are also display a speed of 10.0kt. If not there is a possible error between the main unit processor and the remote indicators.
Dimmer Controls These units are normally left switched on at all times to prevent interruption of speed information to peripheral equipment such as radars.
The dimmer arrows on the front panel allow the user to adjust the display illumination. There are eight preset levels of illumination, the selected level appears below the distance run display for about half a second.
Equipment Maker: Type:
Furuno DS-50 and DS-80
Model DS-50 Operation
Distance/Keel Clearance Selector Situated on the front control panel this button this button switches between distance run or keel clearance. Distance run is always displayed in nautical miles. Keel clearance can be displayed in metres, feet or fathoms.
Mode Switch
This button is under the front cover and is used for setting the distance run display. When the SET button is pressed the highest numeral on the distance display starts to blink. Use the left or right arrow key to move the blinking cursor to the digit to be changed. Use the up or down arrow key to change the digit to the required figure. All of the distance digits can be reset or adjusted in this way as required. To save the changes and exit, press the SET button. To exit without saving the changes do not touch any buttons for at least 10 seconds.
Situated on the front control panel this button selects either ground tracking (G), water tracking (W) or auto tracking (A).
Operational Check
a)
Open the front cover and press the power switch.
b)
The unit enters a self-test mode. On successful completion of the self-test the normal display appears indicating speed and distance run or depth under the keel whichever is selected.
G Measures and displays the speed relative to the seabed and can be used in depths of water up to 200 metres below the keel. W Measures and displays the speed relative to the water mass. This mode should be selected for depths of water under the keel of 2-25m (ideally 10m). It is suggested to use this mode in association with an ARPA for the collision avoidance task. A Automatically selects ground tracking or water tracking mode depending on the water depth. If water depth exceeds 200m water tracking mode is selected.
Issue: Draft 2
a)
Press the POWER button whilst holding down the Kt/m/s button. The program initiates a test cycle which checks the LEDs, ROM, RAM and buzzer as well as displaying the program version.
b)
To cancel the test cycle switch the power off.
If the unit is switched off for any reason the distance run figure is memorised and displayed again after switch on. Set Button
Switching On
Main Display Unit Diagnostic Program
To enable the operator to verify that the log is working correctly, the following checks can be made: a)
Press the POWER button whilst holding down the MODE selector button. Under normal conditions the following will appear:
Model DS-80 Operation Switching On Press the POWER key. The screen which was in use when the unit was last switched off is displayed. (Note: If ‘STW’ is flashing above the speed indication this is an indication that the transducer temperature is abnormal.) Switching Off Press the POWER key and the unit will shut down.
Port/starboard speed: 0.5 knot Fore/aft speed: 18.9 knots Distance run: 12345.67
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Illustration 2.5.1a Doppler Speed Log System
Doppler Speed Log DS - 50
Doppler Speed Log DS - 50 FURUNO
DOPPLER SPEED LOG DS-50
Ship Performance KYMA To Radars
ECDIS A-Adaptor
Trackpilot
No.1 Gyrocompass
Interface RSL
SPEED
12.3
No.2 Gyrocompass
Autopilot
kt
DIMMER Distance
MODE
Keel Clearance
JB
Processor Unit DS-511
AC 220VAC
Junction Box
Bridge Alarm Electronic Unit
Distributor DS-810 AC 220VAC
JB
JB
Duel Multi Distributor MD-550
Duel Multi Distributor MD-550 JB
Digital Indicator IS-350 (Port)
Digital Indicator IS-350 (Starboard)
JB
Transceiver Unit DS-810 JB
JB
JB
JB
Digital Indicator IS-830
Digital Indicator IS-830
Digital Indicator IS-830
Digital Indicator IS-840
Junction Box
Transceiver Unit DS-520
Transducer DS-530
Issue: Draft 2
Junction Box
Transducer
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Adjusting the Display Contrast a)
Press the * key and the contrast adjustment dialogue box will be displayed.
b) c)
b)
c)
For example to reset the distance run display: a)
Press the MENU key and the main menu is displayed.
Use the left and right arrow keys to select the desired level, between 0 and 63. The default setting is 48.
b)
Press the down arrow key to highlight ‘DISTANCE RUN DISPLAY’.
Press the ENT key to save the parameters.
c)
Press the ENT key.
d)
Press the down arrow key to highlight the ‘RESET’ option.
e)
Press the ENT key to accept the selection.
f)
Press the down arrow key to highlight the ‘ON’ option.
g)
Press the ENT key to confirm the selection.
h)
Press the MENU key twice to close the menu and return to the normal display. The distance run will now read zero.
Adjusting the Panel Illumination a)
Bridge Systems Operating Manual
Bilbao Knutsen
Press the DIM key and the dimmer adjustment dialogue box is displayed. Press the left or right arrow keys to increase or decrease the level of illumination between 1 and 8. Level 4 is the default level. Press the ENT key to save the parameters. This control is inoperative when the dimmer is controlled externally.
Selecting a Display a)
Press the DISP key to select the desired display.
b)
Each press of the key toggles between displaying both speed and distance run or speed alone.
c)
An up arrow to the left of the speed indicates forward movement and a down arrow aft movement.
For further information about changing parameter settings refer to the manufacturer’s operation manual.
Main Menu Functions Press the MENU key to display the main menu which offers the following options: •
DISTANCE RUN DISPLAY
•
DEMO
•
SYSTEM MENU
•
SYSTEM MENU 2
The procedure for navigating any of these menus is with the arrow keys. Use the up and down arrow keys to highlight to required selection and then press the ENT key to open that menu. To adjust a setting within a menu use the up , down, left or right arrow keys to highlight or change a parameter and then use the ENT key to confirm the setting. Issue: Draft 2
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Illustration 2.5.2a Differential Global Positioning System (DGPS)
No.1 DGPS Navigator
No.2 DGPS Navigator
Antenna GPA-016
Antenna GPA-016
Beacon Antenna GR-8
Display Unit GPR-020 FURUNO
GPS NAVIGATOR
Beacon Antenna GR-8
Display Unit GPR-020 FURUNO
GP-80
GPS NAVIGATOR
GP-80
24V DC Ship Supply DC Terminal Board
Interface Unit IF-2500
Interface Unit IF-2500
Terminal Board DC 24V DC Ship Supply
ECDIS A-Adaptor
ECDIS A-Adaptor
Bridge Alarm Electronic Unit
Route Plan System A-Adaptor
No.1 Gyrocompass
No.1 Radar
Rate of Turn Indicator System
No.2 Gyrocompass
No.2 Radar
Kyma Ship Performance Monitor
No.3 Radar
Issue: Draft 2
VHF Navtex Receiver MX-500
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GLOBAL POSITIONING SYSTEM NAVIGATOR
Maker: Type:
Bridge Systems Operating Manual
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Furuno Electric Co. GP 80 GPS Navigator
Front Panel Controls
Switch On
Power Key
To switch the unit on press the POWER key, the unit will perform a selftest routine.
System Overview
The POWER key is used to turn the GP-80 on and off. To turn the GP-80 on, momentarily press the POWER key until the beep is heard. To turn the GP-80 off, press and hold the POWER key for several seconds.
The Global Positioning System
Tone Key
The Global Positioning System (GPS) is a satellite based navigation system operated and maintained by the US Department of Defence. The system comprises a constellation of 24 satellites providing world-wide, 24-hour, threedimensional (3D) coverage.
The TONE key is used to control the brightness and contrast of the display’s backlighting. To change either the brightness or contrast, press the TONE key, the display changes to the required screen. To increase or decrease the contrast, press the left or right arrow key. To change the brightness press the up or down arrow key as prompted by the on screen display. The TONE key is also used to change the latitude and longitude co-ordinate.
DGPS Set-Up
Numeric Keypad
Auto Setup Procedure
Differential GPS Differential GPS (DGPS) is a sophisticated form of GPS navigation which provides even greater positioning accuracy than standard GPS. DGPS relies on error corrections transmitted from a GPS receiver placed at a known location. This receiver, called a reference station, calculates the error in the satellite range data and outputs corrections for use by mobile GPS receivers in the same locale. DGPS eliminates virtually all the measurement error in the satellite ranges, enabling a highly accurate position calculation. The DD-80 installation consists of two dual differential GPS navigator systems which exchange data between each other and with external equipment through an interface unit. Up to eight satellites can be tracked simultaneously and the equipment offers high accuracy in the determination of the ship’s position course and speed information. The system offers a number of features including: •
Comprehensive navigation displays
•
Storage capacity for 999 waypoints and 30 routes
•
Alarms such as arrival, anchor and crosstrack error
•
Man overboard position marking
•
3D highway provides a presentation of ship’s track overlaid on the intended course
•
Position data displayed in latitude and longitude or Line-ofPosition (LOP) for Decca or Loran-C
Issue: Draft 2
When the unit is switched on for the first time it takes approximately two minutes display the ship’s position. After this time any subsequent switch on of the unit should provide position data within approximately twenty seconds. If a position could not be found ‘NO FIX’ will be displayed in the GPS condition window. At initial start up the GP-80 will operate in the basic GPS mode only until the DGPS reference beacon is set. Operating in the DGPS mode can be in either AUTO or MANUAL, the default set up at power on is manual.
Pushbuttons 0 to 9 are used to enter numeric data in various screens as well as controlling the chart layers in chart mode. The arrow key is used to move the cursor between fields on some displays, eg. waypoint and route screens, and to complete operations on numeric data fields.
a)
Press the MENU/ESC key to display the main menu.
b)
Press the 9 key to display the system settings menu.
Cursor Controls
c)
Press the 7 key to display the DGPS set-up menu.
The cursor control keys, also called arrow keys, control the movement of the cursor on those screens where a cursor is present. On the plot screens, the cursor appears as a cross hair and provides the ability to ‘move’ around on the grid. On the SETUP, WAYPT, and ROUTE screens, the up/down arrow keys are used to move the cursor between items that may be changed by the user while the left/right arrows are used to edit or change a given item.
d)
Use the left or right arrow key to set the DGPS MODE to ON.
e)
Press the up or down arrow key to select Ref. Station.
f)
Press the left or right arrow key to select Auto.
g)
Press the NU/CU ENT key.
h)
Press the MENU/ESC key to exit the menu.
Navigation Displays The GP-80 offers several different displays, which provide navigation information and guidance. To access the different displays, press the DISPLAY SEL key once followed by the up or down arrow on the cursor keys to highlight the required display. The selected display mode appears about 15 seconds later. Alternatively press the DISPLAY SEL key a number of times until the required display is highlighted. The displays available are: Plotter 1, Plotter 2, Highway, Navigation and Data.
Manual Set Up Procedure a)
Press the MENU/ESC key to display the main menu.
b)
Press the 9 key to display the system settings menu.
c)
Press the 7 key to display the DGPS set-up menu.
d)
Use the left or right arrow key to set the DGPS MODE to ON.
e)
Press the up or down arrow key to select Ref. Station.
f)
Press the left or right arrow key to select Man. Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.5.2b DGPS Front Panel
FURUNO
GPS NAVIGATOR
GP-80 1
16
2
15
3
4
4
13
5
12
6
11
7
10
8
9
Key 1. Cursor Key. Used as arrow keys and also to manipulate the crosshair which appears in plot screens.
6. Decreases the display range.
11. Centres the ship's position or the cursor position in the LCD.
7. Turns the cursor on or off.
12. Increases the display range.
8. Deletes waypoints and marks, clears incorrect data and silences the audible alarm.
13. Places a mark on the display.
2. Select the display orientation and registers selections in menus. 3. Places an event mark at the ship's position or marks a man overboard position.
14. Registers waypoints and routes. 9. Turns the power to the unit on or off.
4. Sets the destination. 5. Turns the recording and plotting of the ship's track on or off.
Issue: Draft 2
15. Selects the required display mode. 10. Adjusts the LCD contrast and changes the latitude / longitude co-ordinate (ie N to S or E to W).
16. Opens or closes menu selections and quits the current operation.
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Enter the four digit ID number for the DGPS reference station. An invalid entry will cause the buzzer to sound and the warning ‘INVALID ID’ is displayed for 3 seconds.
ENT key. Alternatively enter a new three digit waypoint number in the highlighted part of the display. e)
Use the down arrow to display the waypoint mark/shape symbol display.
(Note: If there is no ID number press the CLEAR key.) h)
Press the NU/CU ENT key.
f)
Use the left or right arrow keys to select a mark or shape.
i)
Enter the frequency using four digits, between 283.5kHz and 325.0kHz.
g)
Press the NU/CU ENT key and the waypoint comment window will be displayed. Use the arrow keys to produce a comment to be attached to the waypoint if required or proceed to (h) to exit without adding a comment.
g)
Press the NU/CU ENT key and Baud Rate is highlighted.
h)
Press the right or left arrow key to select the baud rate.
i)
Press the MENU/ESC key to exit the menu.
h)
Press the NU/CU ENT key to store the waypoint. The display reverts to the last used display mode.
e)
Press the left or right arrow key to enter the position area.
f)
Use the numeric keys to enter the latitude and longitude. Use the TONE key to change the N/S or E/W co-ordinates as necessary.
g)
Use the down arrow to display the waypoint mark/shape symbol display.
h)
Use the left or right arrow keys to select a mark or shape.
i)
Press the NU/CU ENT key.
j)
Enter a comment.
k)
Press the NU/CU ENT key twice. The waypoint list is displayed, return to step d) to enter another waypoint.
l)
Press the MENU/ESC key to exit.
Procedure to Enter Waypoints by MOB Position/Event Position
Navigation Planning Waypoints A waypoint is a particular location on a voyage whether it be a starting, intermediate or destination waypoint. The GP-80 can store 999 waypoints, numbered from 001 to 999. Waypoints can be registered in four ways: •
a)
Press the WPT/RTE key.
b)
Press the 2 key, the MOB/Event Position screen is displayed.
c)
Press the left or right arrow key to select the MOB or Event position data.
d)
Follow steps d) to h) in Entering Waypoints Using the Cursor.
By cursor
•
By MOB (Man Overboard) position or event position
•
At own ship’s position
•
Through the waypoint list
Procedure to Enter Waypoints Using the Cursor a)
Press the WPT RTE key, the waypoint/route menu appears.
b)
Press the 1 key to select the cursor. ‘Place cursor on desired location’ is displayed. Press the NU/CU ENT key to continue or the MENU ESC key to escape.
(Note: The display changes to the Plotter 2 when the Highway, Navigation or Data mode is in use.)
Procedure to Enter Waypoints by Own Ship’s Position a)
Press the WPT/RTE key.
b)
Press the 3 key to select own ship’s position.
c)
Follow steps d) to h) in Entering Waypoints Using the Cursor.
Procedure to Enter Waypoints Through the Waypoint List a)
Press the WPT/RTE key.
b)
Press the 4 to display the waypoint list.
c)
Use the arrow keys to place the cursor in the desired location for the waypoint.
c)
Press the TONE key to select position format in either latitude/ longitude or LOP.
d)
Press the NU/CU ENT key and the waypoint data screen opens. The date, time, position and the next empty, lowest waypoint number is displayed. To accept this number press the NU/CU
d)
Use the up or down arrow keys, to select a suitable waypoint number.
Issue: Draft 2
Procedure to Edit Waypoints a)
Press the WPT/RTE key
b)
Press the 4 key.
c)
Use the up or down arrow keys to select the waypoint to edit.
d)
Press the right arrow key to move the cursor into the selected waypoint data area.
e)
Edit the data.
f)
Press the NU/CU ENT key.
g)
Press the MENU/ESC key to return to the last used display.
(Note: At step e) above, if the waypoint being edited is currently selected as a destination or part of a route when the NU/CU ENT key is pressed a screen will open and display ‘Are you sure you want to erase?’. To cancel the erasure press the MENU/ESC key or press the ENT key to confirm the erasure.
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.5.2b DGPS Front Panel
FURUNO
GPS NAVIGATOR
GP-80 1
16
2
15
3
4
4
13
5
12
6
11
7
10
8
9
Key 1. Cursor Key. Used as arrow keys and also to manipulate the crosshair which appears in plot screens.
6. Decreases the display range.
11. Centres the ship's position or the cursor position in the LCD.
7. Turns the cursor on or off.
12. Increases the display range.
8. Deletes waypoints and marks, clears incorrect data and silences the audible alarm.
13. Places a mark on the display.
2. Select the display orientation and registers selections in menus. 3. Places an event mark at the ship's position or marks a man overboard position.
14. Registers waypoints and routes. 9. Turns the power to the unit on or off.
4. Sets the destination. 5. Turns the recording and plotting of the ship's track on or off.
Issue: Draft 2
15. Selects the required display mode. 10. Adjusts the LCD contrast and changes the latitude / longitude co-ordinate (ie N to S or E to W).
16. Opens or closes menu selections and quits the current operation.
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Procedure to Delete a Waypoint from the Waypoint List a)
Press the WPT/RTE key
b)
Press the 4 key.
c)
Bridge Systems Operating Manual
Bilbao Knutsen
Use the up or down arrow keys to select the waypoint to delete.
d)
Press the CLEAR key.
e)
Press the NU/CU ENT key. It is possible to cancel the erase process by pressing the MENU/ESC key at this point.
(Note: At step e) above, if the waypoint being edited is currently selected as a destination or part of a route when the NU/CU ENT key is pressed a screen will open and display ‘Are you sure you want to erase?’. To cancel the erasure press the MENU/ESC key or press the ENT key to confirm the erasure.)
Routes Often a voyage involves several course changes, requiring a series of waypoints. The sequence of waypoints leading to the ultimate destination is called a route. The GP-80 can automatically advance to the next waypoint in a route. Up to 30 routes can be stored and each route can contain up to 30 waypoints. Routes can be registered in the Plotter 1 or Plotter 2 mode. Procedure to Register a Route a)
Press the WPT/RTE key.
b)
Press the 5 key and the route list appears.
c)
Press the up or down arrow key to move the cursor to the required route number.
Route waypoints may be entered in two ways: •
Enter waypoint number directly
•
Use the route editing screen
Procedure to Enter the Waypoint Number Directly a)
Enter the waypoint number in three digits. The cursor shifts to the skip window.
b)
Press the down arrow key to continue.
c)
Enter other route waypoints as in a) and b) as required.
d)
Press the MENU/ESC key to finish.
Procedure Using Previously Registered Waypoints a)
Press the TONE key. The highlight on the waypoint number disappears.
b)
Use the up or down arrow key to select the waypoint number required.
c)
Press the NU/CU ENT key, the selected waypoint number appears on the route editing screen. The distance and time to go indications to the first waypoint entered are blank.
d)
Follow steps b) and c) above to enter extra waypoints.
e)
Press the MENU/ESC key to finish.
(Note: Press the TONE key to return to the route editing screen.) Deleting Route Waypoints
d)
Press the right arrow key and the route editing list window opens.
a)
Press the WPT/RTE key, the waypoint/route menu is displayed.
e)
If necessary use the up arrow key to enter the speed by which to calculate the time-to-go.
b)
Press the 5 key to display the route list.
c)
Use the up or down arrow key to select the required route.
f)
Use the left or right arrow key to select either Auto or Manual. For manual enter the speed and press the down arrow key otherwise select auto and the down arrow key. Auto uses the current average speed.
d)
Press the right arrow key to display the route editing screen.
e)
Select the waypoint number to delete.
Issue: Draft 2
f)
Press the CLEAR key.
g)
Press the NU/CU ENT key.
h)
Follow steps c) and e) to delete other waypoints from the selected route.
i)
Press the MENU/ESC key to finish. The route will be updated to reflect the changes.
Replacing Route Waypoints a)
Press the WPT/RTE key, the waypoint/route menu is displayed.
b)
Press the 5 key to display the route list.
c)
Press the up or down arrow key to move the cursor to the required route number.
d)
Press the right arrow key to display the route editing screen.
e)
Highlight the waypoint number to be replaced.
f)
Enter the new waypoint number.
g)
Press the NU/CU ENT key. The following message is displayed ‘This waypoint already exists are you sure you want to change? ENT: Yes MENU: No.’
h)
Press the NU/CU ENT key to confirm the change to the waypoint number.
i)
Press the MENU/ESC key twice to finish.
Deleting Routes a)
Press the WPT/RTE key, the waypoint/route menu is displayed.
b)
Press the 5 key to display the route list.
c)
Press the up or down arrow key to move the cursor to the required route number.
d)
Press the CLEAR key. If the route is in use, the operator will be asked to confirm or cancel the requested action. Heading - Page x of x
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Bridge Systems Operating Manual
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e)
Press the NU/CU ENT key.
d)
Press the NU/CU ENT key to select.
f)
Press the MENU/ESC key to finish.
e)
Repeat steps c) and d) above for each destination point.
f)
When all the destination points have been entered press the NU/CU ENT key.
g)
A route number will be displayed on the screen. Press the NU/ CU ENT key to accept the current number or update the number as required.
Setting Destinations There are four ways to set a destination: •
By cursor
•
By MOB or event position
•
By waypoint
•
By route
Procedure to Set a Single Destination by Cursor a)
Press the GOTO key and the GOTO setting list is displayed.
b)
Press the 1 key to select CURSOR.
(Note: If the display in use is other than Plotter 1, the Plotter 2 display is automatically selected.) c)
Place the cursor on the required location.
d)
Press the NU/CU ENT key to select.
(Note: At d) above press the CLEAR key to clear or the MENU/ESC key to quit.) e)
Press the NU/CU ENT key to accept the location.
(Note: The display mode in use before the destination was set is shown again and a dashed line connects own ship and the destination. The destination is marked with a flag.)
Procedure to Set a Destination by MOB or Event Position
b)
Press the 1 key to select CURSOR.
(Note: If the display in use is other than Plotter 1, the Plotter 2 display is automatically selected.) c)
Place the cursor on the required location.
Issue: Draft 2
d)
Enter the route number. Alternatively use the TONE key to select automatic selection and the up or down arrow keys to highlight the route number required.
e)
Press the NU/CU ENT key. The display now shows own ship as the starting point connected to the first waypoint by a solid line and a dashed line connects all other route waypoints.
Procedure for Skipping Route Waypoints For a route waypoint to be skipped ‘DI’ (Disable) must be displayed next to it in the route list.
Press the GOTO key and the GOTO setting list appears.
b)
Press the 2 key to select MOB/Event Position.
a)
Press the WPT/RTE key, the waypoint/route menu is displayed.
c)
Press the left or right arrow key to select either MOB or Event Position.
b)
Press the 5 key to display the route list.
c)
Use the up or down arrow keys to select the waypoint to be skipped.
d)
Press the right or left arrow key to highlight ‘EN’ to the right of the waypoint number.
e)
Press the TONE key to change the highlighted text to ‘DI’.
f)
Press the NU/CU ENT to update the settings.
d)
Press the NU/CU ENT key. A flag appears at the position selected if it is within the current display range. A dashed line connects own ship to the MOB or event position.
(Note: When destination is cancelled the dashed line is erased but the flags remain.) Procedure to Set a Destination Through the Waypoint List a)
Press the GOTO key and the GOTO setting list is displayed.
b)
Press the 3 key to display the waypoint list.
c)
Enter the three digit waypoint number. Alternatively use the TONE key to select automatic selection and the up or down arrow keys to highlight the waypoint number required.
d) Press the GOTO key and the GOTO setting list is displayed.
Use the left or right arrow key to select the direction to traverse the route waypoints, forward or reverse.
a)
Procedure to Set Multiple Destinations by Cursor a)
c)
Press the NU/CU ENT key. The display now shows own ship as the starting point connected to the waypoint by a dashed line.
Procedure to Set a Destination by Route Selection a)
Press the GOTO key and the GOTO setting list appears.
b)
Press the 4 key to display the route list.
(Note: In step e) above pressing the TONE key will toggle between ‘EN’ and ‘DI’.) Procedure to Cancel a Destination a)
Press the GOTO key, the GOTO setting menu is displayed.
b)
Press the 5 key to display the cancel screen. The message ‘Release GOTO ENT: Yes MENU: No’ is displayed.
c)
Press the NU/CU ENT key to cancel the destination.
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Bridge Systems Operating Manual
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Alarms Arrival Alarm The arrival alarm informs the user that the vessel is approaching a destination waypoint. The area that defines the arrival zone has a user defined radius around a waypoint. The alarm is activated when the vessel enters this zone.
If own ship drifts outside the set zone an alarm buzzer sounds and the message ‘Anchor alarm’ appears. Press the CLEAR key to silence the alarm. Procedure to Set the Cross Track Error (XTE) Alarm a)
Press the MENU/ESC key.
a)
Press the MENU/ESC key.
b)
Press the 4 key to display the alarm settings menu.
b)
Press the 4 key to display the alarm settings menu.
c)
Use the up or down arrow keys to highlight XTE.
c)
Use the up or down arrow keys to highlight Arrival/Anchor.
d)
Press the left or right arrow key to select ON. To disable the alarm select OFF if required.
d)
Use the left or right arrow keys to highlight Arr. To disable the alarm, if required, select OFF.
e)
Use the down arrow key to highlight the Alarm range.
e)
Use the down arrow key highlight the Alarm range.
f)
Key in the alarm range between 0.0001 and 9.999 nm.
f)
Key in the alarm range between 0.0001 and 9.999 nm.
g)
Press the NU/CU ENT key.
g)
Press the NU/CU ENT key.
h)
Press the MENU/ESC key to confirm the settings.
h)
Press the MENU/ESC key to confirm the settings.
When the vessel enters the zone as set above an alarm buzzer sounds and the message ‘Arrival Alarm’ appears. Press the CLEAR key to silence the alarm. Procedure to Set the Anchor Watch Alarm
If own ship drifts outside the track set parameters an alarm buzzer will sound and the message ‘Cross track error alarm’ appears. Press the CLEAR key to silence the alarm. This equipment has many other functions/parameters that can be set by the user. Refer to the manufacturer’s operation manual for further details.
Before setting the anchor watch alarm, set the present position as the destination waypoint. a)
Press the MENU/ESC key.
b)
Press the 4 key to display the alarm settings menu.
c)
Use the up or down arrow keys to highlight Arrival/Anchor.
d)
Use the left or right arrow keys to highlight Anc. To disable the alarm, select OFF if required.
e)
Press the down arrow key to select the Alarm range.
f)
Key in the alarm range (0.0001 to 9.999 nm).
g)
Press the NU/CU ENT key.
h)
Press the MENU/ESC key to complete.
Issue: Draft 2
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Bridge Systems Operating Manual
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2.5.3 METEOROLOGICAL SYSTEM
Operation
The bridge is equipped with a wind speed and direction indicator capable of recording wind speeds in the range of 0 to 140kts through 360°. An aneroid barometer is also provided to measure the current atmospheric pressure. Air temperature is measured by means of a hand thermometer.
The display panel has a membrane type keypad with the following keys:
These basic instruments are sufficient to provide the vessel with the necessary information to detect and avoid severe weather systems before their influence becomes dangerous. Monitoring of these instruments, combined with the use of the weather facsimile and Navtex equipment, permits the operator to make his own local weather forecasts and to apply this to his navigation and routing.
Illustration 2.5.3a Anemometer
Anemometer Sensor
•
Up/down arrow keys. Press the up arrow to increase the panel illumination or the down arrow to decrease the panel illumination.
•
Mode selection key. Press this key to show the wind speed in knots (kts) or metres per second (m/s). A red LED indicates which unit is in use.
Junction Box
Data Above Deck
Anemometer
Wheelhouse Overhead Display Console
Maker: Model:
DEIF A/S Malling type 879
360
270
90 m/s
The bridge is equipped with a wind speed and direction indicator capable of recording wind speeds in the range of 0.35 to 80m/s through 360°.
24V DC Ship's Supply
MODE
kts
240V AC Ship's Supply
180 DEIF MALLING
Data
Remote Dimmer Control
Data Distribution Unit
Description The Deif Malling wind measuring system consists of a wind sensor type 879.3 and an instrument display panel. The wind sensor is installed on the top of the ship’s mast and consists of the following: •
•
A three-armed cup anemometer using optical scanning measures the wind velocity and transmits the information using pulse modulation to the display panel. A wind-vane using an optoelectronically scanned code disk determines the wind direction and the information is transmitted to the display panel using a digital pulse-modulated code transmitter.
The display panel is installed in the wheelhouse. A digital display indicates the wind speed and the wind direction is indicated using a circle of light emitting diodes (LEDs).
Issue: Draft 2
Cargo Control Console Remote Display Unit
360
270
90 m/s kts
MODE
180 DEIF MALLING
24V DC Ship's Supply
To ECDIS
To Performance Monitoring System
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Knutsen OAS Shipping 2.5.4
WEATHER FACSIMILE RECEIVER
Maker: Model:
Bridge Systems Operating Manual
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Furuno FAX - 210
(Note: Do not turn the power off during recording as the printing head remains in contact with the recording paper (roller), applying harmful pressure to the printing head.) Procedure for Setting the Program Schedule
Overview The weather facsimile machine provides a weather map picture of the weather forecast for a given area. Due to the speed of transmission and the detail involved some maps may take several minutes to receive. The basic facsimile receiver consists of: •
A panel containing control keys, LCD display annunciator and LEDs which display the status of the system
•
An integral printer
For the following procedure it is necessary to refer to the necessary publications, such as the Admiralty List of Radio Signals, for station transmission schedules. a)
Press the RCL/PRG key twice then press the up or down arrow keys until ‘Set Schedule’ is displayed.
b)
Press the ENT key and the data entry display for the program timer will be shown. The data columns are indicated below. Use the right arrow key to scroll across the display screen. If the timer program is full the message ‘Schedule Full’ will be displayed and the unit reverts to normal mode.
Operational Procedure of Facsimile Receiver The FAX-210 receiver uses a timer, which enables automatic recording of facsimile signals and up to 16 programmes can be scheduled. In most cases this may be the only operating mode used. However, if a program is already in progress, or if the transmitting station does not use start and stop signals, manual reception will have to be selected. Data such as time and programmed frequencies are stored in the memory which is powered by a back-up battery.
000N PRV
a)
Press the RCL/PRG key. The current time setting is displayed.
b)
Press the RCL/PRG key again and ‘Set Clock?’ is displayed.
c)
Press the ENT key and ‘Set Clock xx:xx’ is displayed (xx:xx is the current setting).
d)
Referring to a time signal use the arrow keys to adjust the time. When the set time coincides with the time signal press the ENT key. The new time is set and displayed.
a)
Press the SPD/IOC key and select the correct IOC (288 or 576) of the transmitting station, as indicated in the publication in use.
b)
Press the MODE key and use the up or down arrow keys to select ‘TIMER ON’ in the display.
c)
Press the ENT key. The programmed schedule closest to the present time will be displayed. If there are no schedules programmed ‘No Schedule !’ will be displayed.
Zone Number
In accordance with the World Meteorological Organisation (WMO) most stations transmitting weather facsimiles transmit a remote control signal (start and stop signal). With this in mind it is suggested that the equipment is set to the remote start mode.
Station Number Channel Number (select '*' to activate the scan function) Picture Mode: N(Normal) or R(Reverse)
Procedure for Manual Tuning of Receiver
xx:xx
Press the CH key, the station and frequency data are displayed.
b)
Use the left arrow keys to move the cursor to the zone number then use the up or down arrow keys to select the required zone number.
c)
Use the right arrow key to move the cursor to the station number column and use the up and down arrow keys to select the station number.
d)
Use the left arrow key to move the cursor to the bottom of the zone column then use the up or down arrow keys to select ‘5’ for the zone.
Use the right arrow key to move the cursor to the channel number column, select the scan mode by using the up and down arrow keys to select the *. If a frequency is known to be reliable in a given area enter the channel number instead of the *.
e)
Use the left or right arrow keys to move to the next input field, station, frequency etc. and then use the up or down arrow keys to make the required selection.
When the above data has been entered correctly press the ENT key. ‘..*...SCAN’ will be displayed while the receiver is scanning.
f)
When the receiver has locked onto a frequency the details of frequency and station ID will be displayed.
g)
In some instances it may be necessary to fine tune the receiver. The tune indicator LEDs will flow up or down indicating the correction required. Press the up or the down arrow key following the flow of the LEDs until the centre LED is solid.
Program Start Time: (Hour:Minute) Start Trigger: * Remote Start s Timer Start (IOC is 576) f Timer Start (IOC is 288)
In the following example set the machine to receive a facsimile broadcast from station NAM in Norfolk, Virginia, USA using the remote start mode. Zone: 5, Station: 3, Frequency: Scan mode, Start trigger: *, Receive time: 13:20 to 13:45 c)
d)
e)
Issue: Draft 2
Procedure to Activate the Timer Function
a)
Callsign
Press the power switch to the ON position to switch the unit on and to the OFF position to switch it off. When the power is switched on the time will be displayed for a few seconds followed by the channel data.
It is important to set the clock to the correct time, as the timer function uses the clock for starting and stopping the equipment. It is advisable to set the clock to Universal Co-ordinated Time (UTC) as most publications indicate transmission times in UTC.
xx:xx
Repeat steps a) to e) to enter more scheduled programs.
Program End Time: (Hour:Minute)
Power On/Off
Procedure for Setting the Clock
*
f)
After the program end time has been entered correctly press the ENT key. ‘SET’ appears in the display for approximately two seconds and this indicates that the program has been accepted.
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Bridge Systems Operating Manual
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Illustration 2.5.4a Weather Facsimile Receiver
RECEIVER
CONTRAST PRINT
EXT
25
INT
LCD
24
20
TUNE
23
RCL PRG
100N
22 SYNC
18
JMH 36225
VOLUME kHz
21
3
FURUNO
TIMER
PRINT
4
5
AUDIO
6
SAR MSG
7
13
12
PHASE
SPD I0C
CH
ENT
19
17
15
14
FACSIMILE
ALARM
2
16 MODE
PAPER
8
S -LEVEL
9
SPEED
PHASE
10
11
DFAX
FACSIMILE RECEIVER FAX -210
0
10
20
30
40
POWER ON
1
Key 1. Power on/off switch.
7. Illuminates when receiving a NAVTEX SAR message.
14. Used to enter data or activate a function.
21. Paper feed control.
2. Equalises the picture synchronisation to align with the paper feed direction.
8. Illuminated when the recording paper is exhausted.
15. Used to call up station and frequency data.
9. Illuminates when the signal is too weak to receive.
16. Used to control operation of the printer.
22. Tuning indication. The tuning bar runs up and down to indicate a difference between the programmed frequency and the received frequency.
3. Monitor speaker volume control. 10. Illuminates when the scanning speed is incorrectly set. 4. Illuminated when the timer mode is active.
17. Selects paper speed and Index Of Co-operation (IOC) setting.
11. Illuminates when the picture is out of phase. 5. Illuminated during printing.
24. Adjusts the paper recording intensity. 18. Used for memory recall or to program data.
12. Used to scroll a number or message up or down. 6. Illuminates when the alarm mode buzzer for Search And Rescue (SAR) is disabled.
23. Used to adjust the contrast of the LCD display.
25. Internal or external receiver selection switch. 19. Used for phase alignment.
13. Used to move the cursor or data sideways. 20. Used to adjust the background intensity of the. LCD display and indicator LEDs.
Issue: Draft 2
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Procedure for Setting the Scanning Speed and Index Of Co-operation a)
Press the MODE key. ‘Manual Start ?’ is displayed.
b)
Press the ENT key, the display now reads ‘SPD/IOC xxx/xxx’. The cursor will be blinking under the SPD setting.
c)
Press the up or down arrow keys to select the correct speed for the transmitting station.
d)
Use the right arrow key to move the cursor to the IOC setting and use the up or down arrow keys to change the setting to that of the transmitting station.
e)
Bridge Systems Operating Manual
Bilbao Knutsen Procedure for Signal Synchronisation This is the fine tune control for phase matching. If the dead sector is being printed askew, even when phase is properly selected, turn the SYNC control knob clockwise or anticlockwise to correct it accordingly.
a)
Press the SPD/IOC key. ‘SPD/IOC xxx/xxx’ is displayed.
b)
Continue as in b) to e) above. Press the SPD/IOC key to return to the normal display.
In the manual recording mode the printer will continue running after the weather map has been received as the stop signal is not recognised in this mode. To stop the printer proceed as follows: a)
Press the MODE key. ‘Manual STOP ?’ is displayed.
b)
Press the ENT key. The printer stops recording and the unit is returned to the normal mode indicating channel data.
Procedure to Activate Sleep Mode
If the printer starts printing after the phase signal has been transmitted or the signal is too weak to detect a phasing signal the recording may be split into two parts with a thick white (or black) gap called a dead sector. The phase LED will be illuminated and ‘Phase NG’ will be printed on the recording. If this happens proceed as follows:
a)
Press the MODE key and use the up or down arrow keys to scroll the menu until ‘SLEEP ON ?’ is displayed.
b)
Press the ENT key and ‘OFF at _ : ’ is displayed. If the ENT key is pressed while the display remains blank the printer will switch off and enter sleep mode immediately.
c)
Use the arrow keys to enter the time in the required fields to enter the timer sleep function. eg OFF at _ 12:45.
Use the up and down arrow keys to insert an * immediately after the word at to enter the remote sleep function. eg OFF at * : . d)
Press the ENT key. The unit is now set to sleep mode.
Press the PHASE key. ‘Set PHASE 00’ is displayed.
b)
Read the scale number corresponding to the centre of the dead sector. This value will range between 0 and 40.
(Note: In this mode the unit display reads ‘OFF Facsimile’ and is inoperative.)
c)
Use the up or down arrow keys to enter this figure.
Procedure for Operation of the Internal NAVTEX Receiver
d)
Press the ENT key and the dead sector will be shifted to the left edge of the recording paper.
If a standard NAVTEX message is received during the printing of a facsimile recording the message will be stored to memory and printed on completion of the facsimile message. If a priority NAVTEX message is received during the printing of a facsimile recording, the recording is interrupted and the priority NAVTEX message is printed out, followed by the remainder of the facsimile recording.
Issue: Draft 2
b)
Press the ENT key and ‘Station;ABCDEFGH’ will be displayed.
c)
Use the right arrow key to scroll across to station identification (ID) Z.
d)
A station identification letter must be in upper case to be selected. Use the left or right arrow key to move the cursor across to the desired station ID.
e)
Use the up or down arrow key to change a lower case letter to an upper case letter and vice versa. Continue until all the required station IDs are indicated by upper case letters.
f)
Press the ENT key; ‘SET’ is displayed for a short time followed by ‘Message;ABcDefgh’. Reception of message types A B and D are mandatory, these message types remain as upper case letters and cannot be changed by use of the up or down arrow keys.
g)
Select the message types to be received by making the letter upper case as for the station IDs above.
h)
When all the message settings are complete press the ENT key, ‘SET’ is displayed for approximately two seconds.
i)
The audio alarm can be set in the alarm mode. Enter the alarm mode and then use the up or down arrow keys to select the display ‘Audio alarm ON?’ or ‘Audio alarm OFF’
j)
Press the ENT key to confirm the selected state for the audio alarm.
Alternatively:
a)
(Note: This key is only functional when the printer is operating.)
Press the RCL/PRG key twice and then use the up or down arrow keys to scroll through the menu until ‘Set NAVTEX ?’ is displayed.
This provides an automatic stop facility when recording in the manual mode. To activate this mode proceed as follows:
(Note: The speed LED will be illuminated if the incorrect speed setting is selected.) Procedure for Phase Matching
a)
Procedure to Stop Picture Recording
Press the ENT key. The new settings are printed and the weather map follows.
If it is necessary to change the above settings while the unit is printing proceed as follows:
To program the unit to receive NAVTEX messages from selected stations proceed as follows:
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.5.5a Echo Sounder System
Echo Sounder Display Unit FE-701 FE-701 MUTE ALARM
DRAFT
AUTO ALARM: 10m FORE 50kHz RANGE : 5 GAIN : 8.5 MODE : NAV
DIM
BRILL
AUTO
COLOR
-
Cargo Control Room
Chart Table
Digital Depth Indicator FE-720
Digital Depth Indicator FE-720
+ 4
5 6
3
7
2 0
MENU
ENT
MENU
ENT
DISP
DIM
DISP
DIM
8
RANGE 4
6
2
100
8
0
*
10
GAIN
*
LOGBOOK OS DATA HELP MENU
HISTORY DBS NAV
BELOW TRANSDUCER
m
150
PWR
PWR
MODE
POWER
Bridge Alarm System Electronic Unit
ECDIS A-Adaptor
Distribution Box FE-702
24V DC
Transducer Switching Box EX-8-700
Issue: Draft 2
Matching Box MB-502
Matching Box MB-502
50B-6B Transducer
50B-6B Transducer
Heading - Page x of x
Knutsen OAS Shipping 2.5.5
Bridge Systems Operating Manual
Bilbao Knutsen
ECHO SOUNDER
Maker: Model:
Furuno FE-700
Overview The FE-700 echo sounder system comprises a main display unit on the bridge control console and two digital depth indicators one on the chart table and one in the cargo control room. Depth information received from one of two transducers, located in the hull, can be displayed on these units. One transducer is sited in the forward section of the vessel and one in the after section of the vessel. Both are the 50kHz type and are connected via matching boxes (one in the bosun’s store and one in the ???) to the transducer switchbox located on the bridge main console. (Author’s note: locations to be confirmed.) The system can display information from other pieces of equipment such as the GPS and can provide outputs to equipment such as the bridge watch alarm monitoring system, Voyage Data Recorder (VDR), etc.
Operation CAUTION Because the installation has two transducers the user should be aware of which transducer is in use at any particular time. Power On/Off
key will toggle between setting the level to maximum from minimum and then from minimum to maximum. c) d)
Use the up or down arrow keys to set the tone (contrast) to the desired level. The brilliance/tone menu window closes if a key has not been pressed for 10 seconds.
Adjusting the Panel Illumination a)
Press the DIM key, the panel dimmer menu will appear.
b)
Use the + or - keys to obtain the desired setting or press the DIM key repeatedly until the desired setting is obtained.
Selecting the Display Mode The rotary MODE selection knob is used to select one of the seven available display modes as described below. NAV Mode This is the mode for general use. In this mode the display indicates the depth from the transducer to the sea bed and ‘BELOW TRANSDUCER’ is displayed in the bottom left hand corner of the display. By default the following settings are made: •
Colour: Amber
•
Range:
Automatic range switching
a)
Press the POWER key, the unit will perform a self-test.
•
Window: 15 minutes
b)
Use the rotary MODE selection switch to select the display mode. NAV mode is suggested for general use. The default colour is amber and the default unit of measurement is metres. These can be customised later by the user.
•
Shallow Water Alarm: 20m
c)
(Note: The user can customise the settings in this display mode as in any other display mode. Customised settings made in a display mode will be used whenever the unit is switched on again.)
To switch the unit off press the POWER key again.
(Note: To prevent damage to the sensitive electronic components do not press the POWER key again, for at least 5 seconds after switching off.) Adjusting the Display Illumination a)
Press the BRILL key and the brilliance/tone menu will be displayed.
b)
Use the + or - keys to adjust the display brilliance to the desired level. While this menu is active each press of the BRILL
Issue: Draft 2
c)
Use the + and - keys to select the required draught between 0 to 30 metres in 0.1m increments. The draught setting is displayed next to a picture of a ship on the display.
d)
Any changes to the draught setting must be made within 10 seconds of opening this menu window.
CAUTION DBS does not indicate the water clearance below the keel. This mode should not be selected when the vessel is transiting shallow waters to avoid the chance of grounding. HISTORY Mode In this mode the screen has a split display showing a contour display on the left hand side and a strata display on the right hand side of the screen. The range scale for both must be the same or the message ‘OUT OF RANGE’ will be displayed. The contour display can be scrolled left or right using the + and - keys to display the previous 24 hours soundings. The strata display shows the soundings for the last 5 minutes. LOGBOOK Mode In this mode the a table displays time, depth and own ship position. There are 60 pages of data with page 1/60 being the oldest data and page 60/60 being the latest. There are three time interval options which can be selected; 5 seconds, 1 minute and 2 minutes. To change the time interval proceed as follows: a)
Rotate the MODE selection knob to the MENU position, the main menu is displayed.
b)
Use the down arrow key to highlight the INTERVAL option.
c)
Use the + or - keys to select the time interval desired.
d)
Rotate the MODE selection knob to the LOGBOOK position.
Depth Below Surface (DBS) Mode In this mode the display indicates a draught adjusted depth reading. ‘BELOW SURFACE’ is displayed in the bottom left hand corner of the display and the draught value is displayed in the top right hand corner of the display. When this mode is selected the draught must be adjusted as follows: a) b)
Rotate the MODE selection knob to the DBS position. ‘Confirm and set ship’s draft to use DBS mode’ will be displayed. Press the DRAFT key and the draft setting menu will be displayed.
OS DATA Mode In this mode own ship data such as position, course and speed are displayed in digital format. If a GPS signal is not present then ‘EPFS ERROR’ is displayed. There are two data screens available DATA 1 and DATA 2, DATA 1 is the default setting. HELP Mode In this mode a mimic of the control keys is shown on the screen. Press a control key and an explanation of the use of that key will be displayed.
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.5.5b Echo Sounder Front Panel 8
9
10
11
12
13
14
15
Echo Sounder Display Unit G
A
B
FE-701
AUTO ALARM: 10m
1
FORE 50kHz RANGE : 5 GAIN : 8.5 MODE : NAV
2
3
DRAFT
MUTE ALARM
DIM
BRILL
AUTO
COLOR
16
+
17
-
4
4
5
Echo Sounder Digital Depth Indicator FE-720
5
3
6
0
8
7
2
18
MENU
ENT
DISP
DIM
RANGE 4
6
6
2
100
8
0
19
*
10
GAIN LOGBOOK HISTORY DBS NAV
C
PWR
OS DATA HELP MENU
20
BELOW TRANSDUCER
m
150
F
MODE
POWER
7
1. 2. 3. 4. 5. 6.
Mode Indication Indication of the Transducer in use Indicates the Range Setting Indicates the Gain Setting Indicates the Display Mode Indication of the Depth and if Below the Surface or Below the Transducer 7. Depth Unit (metres/feet/fathoms) 8. Indicates the current Alarm Setting 9. Depth Alarm Line 10. Range Scale 11. Press to Switch Automatic Mode On or Off
Issue: Draft 2
21
A. B. C. D. E. F. G.
D
E
Omnipad - left/right/up/down arrow keys Enter key - used to confirm selection Dim key - used to set panel illumination * key - used to adjust display contrast Power key - used to switch the unit on or off Display key - Used to toggle between depth below transducer or depth below surface display Menu key - used to display the main menu
12. Press to select Panel Dimmer Menu 13. Press to Adjust the Draught Setting (Used in the Depth Below Surface (DBS) Mode only) 14. Press to set the Depth Alarm or to Silence an Audible Alarm 15. Press to Select the Display Brilliance/Tone Menu 16. Press to Select the Display Colour Menu 17. Used to Increase or Decrease Setting Values 18. Rotate to Select Display Range 19. Rotate to Adjust the Receiver Sensitivity 20. Rotate to Select the Desired Display Mode 21. Press to Turn the Power On or Off
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
MENU Mode
Selecting the Display Colours
In this mode seldom used functions are accessed and include the following:
Press the COLOR key and the COLOR menu is displayed. The + and - keys are used to select the desired level between 1 and 9. Level 1 monochrome amber is the default setting.
•
CLUTTER (AUTO, 0-16, 9)
•
INTERFERENCE REJECT (OFF, IR1, IR2, IR3)
•
PICTURE ADVANCE (SLOW, FAST)
Setting the Shallow Water Alarm Limit
•
TREND (ON, OFF)
•
INTERVAL (5s, 1min, 2min)
•
GO TO SYSTEM MENU? (NO, YES)
The shallow water alarm is activated when echoes are returned from a shallower depth than the preset limit. To set the depth at which the alarm will be activated proceed as follows:
In the above menu the up and down arrow keys are used for scrolling through the above items and the + and - keys are used to set the desired option. (Note: The parameters in the SYSTEM MENUS are normally set during installation and would not normally require altering by the user.) Selecting the Range Scale If the received echoes disappear from the display screen use the rotary RANGE knob to select a range where the displayed echoes appear in the centre of the display. The equipment would normally be operating in the automatic mode and the range would be adjusted automatically. Adjusting the Receiver Sensitivity
a)
Press the MUTE ALARM key and the depth alarm menu will be displayed.
b)
Use the + and - keys to set the desired alarm depth.
c)
Whenever the alarm is activated ‘SHALLOW DEPTH ALARM’ is displayed in the centre of the screen.
d)
To silence the alarm press the MUTE ALARM key, the displayed message ‘SHALLOW DEPTH ALARM’ is repositioned to the top half of the screen.
Digital Depth Indicator - FE-720 Operation
Adjusting the Display Contrast a)
Press the * key and the contrast menu will be displayed.
b)
Use the left and right arrow keys to select the desired level, between 0 and 63. The default setting is 48.
c)
Press the ENT key to save the parameters.
Selecting the Depth Mode The depths are displayed independently for the main display in either below transducer or below surface. Press the DISP key to toggle between the below transducer display to the below surface display. Menu Key Function Press the menu key to display the main menu which offers five options as follows: •
DIM CONTROL
•
LANGUAGE
•
UNITS
•
ALARM SET
•
TEST
The procedure for selecting a setting from any of the above options is the same. Below is an example of selecting the unit of depth measurement as metres:
Use the rotary GAIN control knob to adjust the receiver sensitivity for the best available picture. Set the GAIN control so that a slight amount of background noise appears on the display. As a guide a higher gain setting is used for greater depths and a lower setting for shallower depths.
Switching On
a)
Press the MENU key and the main menu is displayed.
Press the POWER key, the unit bleeps and displays the screen which was in use when the unit was switched off.
b)
Use the down arrow key to highlight the UNITS option.
As with the range setting above when automatic is selected the gain of the receiver is set automatically.
Switching Off
c)
Press the ENT key.
Press the POWER key and the unit will shut down.
d)
Use the up or down arrow keys to highlight the ‘m’ option.
Adjusting the Panel Illumination
e)
Press the ENT key to accept the selection.
f)
Press the MENU key to finish.
Selecting Automatic Operation a)
Pressing the AUTO key and the AUTO MODE menu is displayed.
b)
Use the + or - key to select the ON or OFF mode.
(Note: The AUTO MODE is cancelled whenever the range or gain are changed manually.)
Issue: Draft 2
a)
Press the DIM key.
b)
Press the left or right arrow keys to increase or decrease the level of illumination. Level 4 is the default level.
c)
Press the ENT key to save the parameters.
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.5.6a Automatic Identification System
GPS/VHF Combined Antenna GVA-100
Distribution Box DB-1
UNIVERSAL AIS FA-100
Connection for Pilot's Portable Computer
NAME : TITAN CALL : FNTE RNG : 10.0nm BRG : 81° CPA : 5.1nm TCPA : 26.1min SOG : 13.1 : NEXT
AIS Data
GPS Navigator GP-80
2ABC
3DEF
4 GHI
5 JKL
6MNO
7PQRS
8TUV
9WXYZ
NEXT
0_ ,.
MENU
1
*
Radars
CONT/BRILL
CLR ALM
SFT +/-
ENT
POWER
Gyrocompass
Junction Box
Power Supply
AC 220V 60Hz
Issue: Draft 2
24 VDC
AIS Data AIS Data
ECDIS
24 VDC
24 VDC
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
2.5.6 AUTOMATIC IDENTIFICATION SYSTEM
Information Provided by the AIS
Maker: Model:
Static Data
Furuno FA-100
General Description The Automatic Identification System (AIS) is a transponder based system which operates in the maritime VHF band on two dedicated frequencies (AIS1-VHF channel 87B and AIS2-VHF channel 88B). The AIS receiver monitors both channels. In some areas (such as the coasts of the USA) other channels may be used. When under the control of a Vessel Traffic System (VTS) the system can be retuned remotely by the AIS shore station to other suitable channels. The system can also operate on DSC channel 70. The equipment transmits short bursts of data continuously which contains the ship’s identification, position, course, speed and other navigational information for reception by ship and shore stations within VHF range and is used for the following purposes:
This information is programmed into the AIS unit during installation and includes the following: •
IMO number
•
MMSI number
•
Length and beam
•
Ship’s call sign and name
•
Type of ship
•
Location of the GPS antenna
This data does not normally need to be changed. However, it may be altered with the Master’s authority. If the back-up battery is replaced the static data has to be entered again.
•
Collision avoidance when in the ship-to-ship mode
•
Vessel monitoring when in the ship-to-shore mode
Dynamic Data
•
Traffic management when interrogated by a VTS
This information is taken from ship’s equipment such as the GPS/DGPS, gyrocompass, speed log etc and includes the following:
Ship-to-ship AIS needs no operator intervention as the navigating officer can view details of other ship’s information on the AIS display unit as well as the radar or ECDIS displays if connected. Pilots can build up a view of other vessel’s movements in the immediate area and shore authorities can monitor ship movements and poll passing ships for information such as identification, destination, ETA, type of cargo, etc. Shore stations can also broadcast important information such as tidal data and weather forecasts. The system is also useful in search and rescue (SAR) operations as it allows shore authorities to monitor the movement of rescue craft. An in-built GPS/DGPS receiver is used to constantly update the ship’s position and provide accurate UTC time information which is vital for system operation. (Author’s note: There is no sign of the AIS system on the installation wiring diagrams for the navigation equipment. I would imagine it has been added after the original design. Need to check if and how it is interfaced with radar and ECDIS systems or whether it is stand-alone.)
The system comprises: •
Transponder unit incorporating FA-100
•
Combined GPS/VHF antenna GVA-100 (See note below)
The transponder unit receives, decodes and displays information from other ship and shore stations fitted with AIS equipment. Information is displayed in either text or graphic form on the in-built LCD and ship information such as position and speed supplied from ship’s equipment is interfaced via the transponder unit before being transmitted. Received AIS information is supplied to other ship systems such as the radar and ECDIS as required. An additional serial port is provided for use by a pilot.
Operating Procedures and Controls CAUTION Users should be aware that other vessels and some VTS centres may not be fitted with AIS. Under certain circumstances, the Master may switch the AIS off. Information provided by AIS may therefore not give a complete picture of traffic in the area.
•
UTC date and time
•
Position
•
Course over ground (COG)
•
Speed over ground (SOG)
Switching the Power On and Off
•
Heading
•
Rate of turn (ROT)
The AIS should be switched on whenever the vessel is underway or at anchor. The Master has the authority to switch the AIS off if he believes its operation may compromise the safety or security of the ship. When there is no longer a threat of danger the system must be switched on again.
Although the above information is automatically updated by each piece of equipment the officer of the watch (OOW) should periodically check the data to confirm its accuracy. Voyage Related Data •
Ship’s draught
•
Type of hazardous cargo
•
Destination and ETA (at the Master’s discretion)
Safety Related Messages Safety and routine messages may be sent to nearby vessels over the VHF link. These messages are only an additional means of broadcasting safety information and do not replace the requirements of the GMDSS.
Issue: Draft 2
System Configuration
All operating procedures are carried out using the FA-100 keypad as shown in illustration 2.5.8b.
Press the POWER key to turn the equipment on or off. When switched ON, the start-up screen will appear and the in-built test routine is initiated. The system will then sort incoming target information by distance from nearest to furthest, this process takes several seconds to complete. The ship’s static data will be transmitted within two minutes of switch on and then repeated every six minutes. The ship’s dynamic data is transmitted between every 2 seconds to 3 minutes depending on the ship’s course and speed alterations and voyage related data is transmitted every six minutes. Received AIS data will be displayed on LCD and can also be displayed on the radar and ECDIS displays if selected by the OOW.
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Knutsen OAS Shipping
Bridge Systems Operating Manual
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Illustration 2.5.6b Automatic Identification System
[INIT SETTINGS] * 1 SET SHIP DATA 2 SET DESTINATION 3 SET NAV STATUS 4 SET TYPE & CREW 5 SET CPA/TCPA 6 SET ANTENNA POS
BRILLIANCE
CONTRAST
[FURUNO] SOG: 10.2 kt COG 135.0 deg INTRD: 0
ESC: [ENT]
UNIVERSAL AIS FA-100
1
*
4 GHI
NAME : TITAN CALL : FNTE RNG : 10.0nm BRG : 81° CPA : 5.1nm TCPA : 26.1min SOG : 13.1 : NEXT
7PQRS NEXT
2ABC
3DEF
5 JKL
6MNO
8TUV 0_ ,.
9WXYZ
RNG: Fig. 6
Fig. 1 [SET BUZZER] * ALARM : OFF CPA/TCPA: OFF
+/+/-
MENU
CLR ALM
SFT +/-
POWER
[OWN DYNAMIC DATA] 01/FEB/2003 15:43:24 LAT : 34°43.2133' N LON : 135°20.2435' E SOG : 9.4 kt COG : 123.4 deg ROT : 8.7 deg/min HDG : 124.3 deg Fig. 12
Fig. 7
Fig. 2
ENT
[SET STATUS]
[CHANNEL EDIT] SELECT NO. 1 TIME: - - / - - - - -: - FROM MMSI: DEFAULT TYPE: DEFAULT EDIT : [ENT]
NAV STATUS: 00 * YES NO
STATUS NAME UNDER WAY USING ENGINE (DEFAULT)
Fig. 13
Fig. 8
Description Alphanumeric and symbol input keys.
0-9 2(
) and 8(
)
Adjusts the display brilliance and keyboard backlighting; scrolls through the display.
4(
) and 6(
)
Moves the cursor left and right respectively when pressed with the [SFT/+/-] key; adjusts the display contrast.
CLR/ALM SFT/+/CLR/ALM + SFT/+/-
Clears an entry; silences the audio alarm.
[SET STATUS]
[SET MSG]
* CREW :0012 TYPE CLASS :A TYPE NO. : 0 TYPE NAME
+/-
0/150
123
Toggles between the numeric and alphabetic entry modes; selects options or menu.
Fig. 4
Fig. 9
[CHANNEL EDIT] FROM MMSI:_ _ _ _ _ _ _ _ _ _ _ * POWER : 12.5W +/CH NO.CH-A: 2087 CH-B: 2088 +/MODE CH-A: TX/RX CH-B: TX/RX ZONE: 5nm Fig. 14
Change the contrast and brilliance. Confirms an entry.
NEXT
Selects the next display line. Pressed simultaneously with the [SFT/+/-] key moves the cursor in the reverse direction.
MENU
Displays the main menu and can also be used to perform the escape function.
SAVE? * YES NO CANCEL
[SET CPA/TCPA] * CPA: 0 .90 nm TCPA: 01 min ACTV: DSBL +/-
Turns the power on and off.
Fig. 5
Issue: Draft 2
+/-
123
Fig. 3 Control
POWER
]: FWD ]: BACK
CONT/BRILL
CANCEL?
ENT
[ [
Fig. 11
[SET SHIP DATA] * NAME :INIGO TAPIAS C. SIGN :EGFR3 DRUGHT :12.3 m DTE :KEY & DISP
n
1.50 m
Fig. 10
[CHANNEL EDIT] CH-AREA RIGHT-TOP * LAT: 00°00.0'N LON: 000°00.0'E LEFT-BOTTOM LAT: 00°00.0'N LON: 000°00.0'E
+/+/+/+/-
Fig. 15
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Adjusting the Display Brilliance and Contrast a)
Press the CLR/ALM and SFT/+/- keys simultaneously and the brilliance and contrast dialogue box will appear in the display.
b)
Use the up/down arrow keys to adjust the brilliance, or the left/ right arrow keys to adjust the contrast.
c)
Press the ENT key to close the dialogue box.
e)
Use the SFT/+/- key to toggle between buzzer on or off.
Pre-Voyage Settings
f)
Press the ENT key to accept the new setting.
g)
Press the MENU key several times to return to main menu.
There are five items on the INIT SETTINGS menu (Menu No.5) that need to be entered before commencing a voyage: draught, destination, navigation status, ship type and number of crew on board. This information can be entered as follows:
Confirming Entries See illustration 2.5.8b Fig.1. Menu Functions The equipment functions set-up is carried out through the menu. The complete menu tree is shown in illustration 2.5.8c. Settings can be changed by navigating through the menus and sub-menus as indicated in the following example: a)
Press the MENU key to display the main menu. This lists the sub-menus available with the current selection indicated by an asterisk as follows:
1. TARGET DATA 2. PLOTTER 3. OWN DATA 4. SET MSG *5. INIT SETTINGS
If the ENT key has not been pressed after data has been changed a confirmation prompt will be displayed see illustration 2.5.8b Fig.3. To cancel the data, press the ENT key, to save the data, use the down arrow key to select NO and then press the ENT key twice. Data Input Modes Press the SFT/+/- key to toggle between the numeric or alphabetic input mode. The active data mode is indicated in the bottom left hand corner of the display see illustration 2.5.8b Fig.4. •
123 (indicates the numeric mode)
•
ABC (indicates the alphabetic mode)
Moving the Cursor To move the cursor, press the SFT/+/- key and the left or right arrow key simultaneously.
6. SYSTEM SETTINGS 7. DIAGNOSTICS b)
Press the number key associated with the required sub-menu. For example, press the 6 key to display the SYSTEM SETTINGS sub-menu as follows:
Multiple Page Sub-menus Some menus cannot fit onto one display page. In this case the up/down arrow keys can be used to scroll up and down through the pages. An arrowhead in a box will be displayed in the top right-hand corner of the LCD as indicated in illustration 2.5.8b Fig.13.
1. SET I/O PORT 2. SET CHANNEL
Saving Settings
3. SET LR MODE
When using the MENU key the operator may be asked a setting is to be saved. The active selection is indicated with an asterisk see illustration 2.5.8b Fig. 5.
4. SET OTHER I/O 5. SET BUZZER c)
d)
Press the number key associated with the required sub-menu. For example, press the 5 key to display the SET BUZZER sub-menu, the current selection is indicated by an asterisk see illustration 2.5.8b fig.2. Press the NEXT key to select the parameter to change. An asterisk indicates the current selection.
Issue: Draft 2
a)
From the main display press the MENU key.
b)
Press the 5 key to open the INIT SETTINGS sub-menu see illustration 2.5.8b Fig.6.
c)
Press the 1 key to select the SET SHIP DATA sub menu see illustration 2.5.8b Fig.7.
d) Press the NEXT key to select DRUGHT (Draught). (Author’s note: This is as it appears in the manufacturer’s manual! To be confirmed on visit.) e)
Use the numeric keys to enter vessel draught. Amend these figures if draught alters during voyage.
(Note: The DTE field should not be changed from ‘KEY & DISP’.) f)
Press the ENT key to accept the data and return to INIT SETTINGS menu.
g)
Press the 2 key to select the SET DESTINATION sub-menu.
h)
DATE is selected by entering the estimated day and month of arrival at the destination port and then pressing the NEXT key. TIME is selected.
i)
Enter the estimated time of arrival at the destination port and then press the NEXT key. DESTINATION is selected.
j)
Enter the destination port followed by the ENT key. The display will return to INIT SETTINGS menu.
a)
Press the ENT key to save the new setting.
b)
To retain the previous setting use the NEXT key to select NO and then press the ENT key.
k)
Press the 3 key to select the SET NAV STATUS sub-menu. See illustration 2.5.8b Fig.8.
c)
To escape use the NEXT key to select CANCEL and then press the ENT key.
l)
Use the arrow keys to select the navigation status from following list:
(Note: Update the destination port if it changes enroute.)
00: Underway using engine (default) 01: At anchor
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02: Not under command
d)
Use the numeric keys to enter the desired CPA between 0 6.0nm, then press the NEXT key. TCPA is selected.
e)
Use the numeric keys to enter the desired TCPA between 0 - 60 minutes, then press NEXT key. ACTV is selected. Press the SFT/+/- key to toggle between ENBL and DSBL to enable or disable the CPA/TCPA alarm.
03: Restricted manoeuvrability 04: Constrained by draught 05: Moored 06: Aground 07: Engaged in fishing 08: Underway by sailing
f) g)
Press the ENT key to return to the INIT SETTINGS submenu.
h)
Press the MENU key the SAVE? prompt will be displayed as above.
09: Reserved for high speed craft (HSC) 10: Reserved for wing in ground (WIG for example hydrofoil) 11-15: Reserved for future use m) Press the ENT key to accept setting and return to INIT SETTINGS menu. n)
Press the 4 key to select the SET TYPE & CREW sub-menu see illustration 2.5.8b Fig.9 CREW is selected.
o)
Use the numeric keys to enter the crew number.
(Note: TYPE CLASS should not be changed from ‘A’ this is set at installation.) p)
Press the NEXT key to select TYPE NO. Use the arrow keys to select the current status and then press the ENT key. The INIT SETTINGS menu will be displayed.
(Note: TYPE NO. is set at installation, however, if the vessel is carrying hazardous cargo, dangerous goods, harmful substances or marine pollutants, it should be entered.) q)
Press the MENU key the display will show the SAVE? prompt. Press the ENT key to save the settings.
g)
(Note: If when ACTV is set to ENBL, a target with a CPA and TCPA lower than the set parameters is detected the message ‘WNG COLLISION’ will be displayed and the audible alarm will sound (if active). Press the CLR/ALM key to erase the message and silence the alarm.)
The Plotter Display The plotter display automatically appears at switch on. It is also possible to show the plotter display by pressing the MENU key followed by pressing the 2 key. Use the 3 or 1 key to increase or decrease the displayed range. See illustration 2.5.8b Fig.11. The target at the centre of the screen indicates own ship position.
Obtaining Target Information A hollow target marker indicates an AIS equipped vessel in a given position. To obtain further information about a particular target proceed as follows: a)
Setting the CPA/TCPA This sets the parameters for the closest point of approach (CPA) and time to closest point of approach (TCPA) of an AIS target. a)
From the main display press the MENU key.
b)
Press the 5 key to open the INIT SETTINGS sub-menu.
c)
Press the 5 key to select SET CPA/TCPA sub-menu, see illustration 2.5.8b Fig.10.
Issue: Draft 2
Press the ENT key to save the new settings.
Use the left/right arrow keys to select the required target. The selected target’s circle will change from being hollow to a solid black circle.
b)
Press the SFT/+/- key to display SOG/COG and CPA/TCPA alternately.
c)
Press the ENT key to display other target data. Use the up and down arrow keys to scroll through the data. This data can also be retrieved through the TARGET DATA sub-menu as described below.
(Note: If a signal is not received from an AIS target for 1½ minutes it is declared a lost target. 3 minutes later it will be erased from the screen. If a target’s CPA and TCPA are lower than the set parameters the target flashes and audible alarm sounds (if active). Press the CLR/ALM key to stop the target flashing and silence the alarm. Take suitable measures to avoid collision.) Target Data To view further information about a displayed target proceed as follows: a)
Press the MENU key.
b)
Press the 1 key to select the TARGET DATA sub-menu.
c)
Use the up/down arrow keys to select the desired target and press the ENT key.
d)
Use the up/down arrow keys to scroll through the displayed data.
e)
Press the MENU key twice to return to the main menu.
(Note: At point b) above pressing the SFT/+/- key will display DANGEROUS SHIPS data.) Own Ship’s Data - Static Data This data should be checked once per month or once per voyage, whichever is the shorter. Data may only be changed with the master’s authority. a)
Press the MENU key.
b)
Press the 3 key to select the OWN DATA sub-menu.
c)
Press the 1 key to select the OWN STATIC DATA sub-menu.
d)
Use the up/down arrow keys to scroll through the other pages.
e)
Press the MENU key twice to return to main menu.
Own Ship’s Data - Dynamic Data The OOW should periodically check ship sensor information as follows: a)
Press the MENU key.
b)
Press the 3 key to select the OWN DATA sub-menu.
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Press the 2 key to select the OWN DYNAMIC DATA sub-menu see illustration 2.5.8b Fig.12.
Message Logs j)
Use the SFT/+/- key to select the channel for transmission, select one of the following: CH-A, CH-B, BOTH, or A OR B.
k)
Press the ENT key to confirm the settings and to return to the CREATE MSG sub-menu.
Check the following data is correct:
•
Date, time
•
Latitude (LAT)
•
Longitude (LON)
l)
•
Speed over ground (SOG)
•
Course over ground (COG)
m) Type in the message, up to 150 characters, using the alphanumeric keys. Use the CLR/ALM key to delete errors.
•
Rate of turn (ROT)
•
Heading (HDG)
e)
Press the MENU key to close the display.
Sending and Receiving Messages Messages may be sent and received over the VHF link to all ships or to an individual ship by using its MMSI. Safety of Navigation messages and routine messages are permitted. When a message is received the word ‘MESSAGE’ is displayed on the LCD and the equipment gives a warning beep. Procedure to Send a Messages a)
Press the MENU key.
b)
Press the 4 key to select the SET MSG sub-menu.
c)
Press the 1 key to open the CREATE MSG sub-menu.
d)
Press the 1 key to select the SET MSG TYPE sub-menu. ADDRESS TYPE is selected.
Press the 2 key to select the SET MSG sub-menu.
n)
Press the ENT key to save the message and return to the CREATE MSG sub-menu.
o)
Press the 3 key to send the message.
‘NOW SENDING’ is displayed during message transmission and ‘SEND COMPLETED’ is displayed at the end of the transmission. ‘SEND FAILED’ is displayed if the message could not be sent. If despite successful transmission a message acknowledgement is not received then ‘UNSUCCESSFUL’ will be displayed. Procedure for Receiving Messages When a message is received the message received window is displayed as below: MESSAGE! ESC : [ENT]
A maximum of 5 messages can be stored in the transmitted message log and 5 in the received message log. The oldest message in each log is automatically deleted to make room for the latest. To display a message log proceed as follows: a)
Press the MENU key.
b)
Press the 4 key to select the SET MSG sub-menu.
c)
Press the 2 key to display the XMIT (transmit) log, or the 3 key to display the RCVD (received) log.
d)
To view a message select it using the up/down arrow keys and then press the ENT key.
e)
Press the MENU key twice to return to main menu.
Operating Channels VHF channels 87B (2087) and 88B (2088) are used primarily for AIS. If these frequencies are not available in a particular region the AIS can be switched automatically to an alternative operating channel by a shore facility. Where there is no shore-based authority or GMDSS Area A1 station in place, the AIS may be switched manually. The eight most recent regional operating areas are memorised. The default settings are as follows:
a)
Press the ENT key to erase the message received window.
•
Tx Power: 12.5W
b)
Press the MENU key to display the main menu.
•
Channel No. 2087, 2088
Press the 4 key to select the SET MSG sub-menu.
•
Frequency bandwidth: 25 kHz
Use the SFT/+/- key to select ADDRESS-CAST for a specific ship, or BROAD-CAST for all ships. For BROADCAST go to step g)
c)
•
Tx/Rx mode: Tx/Rx
d)
Press the 3 key to select the RCVD MSG(S) sub-menu.
For ADDRESS-CAST press the NEXT key to select the MMSI field and use the numeric keys to insert the 9 digit MMSI of the receiving ship.
e)
Press the NEXT key to select the message marked ‘NEW’.
f)
Press the ENT key to read the message text.
g)
Press the NEXT key to select the MSG TYPE sub-menu.
g)
Press the MENU key twice to return to main menu.
h)
Use the SFT/+/- key to select the type of message either NORMAL or SAFETY.
i)
Press the NEXT key to select the CHANNEL# field.
e)
f)
Issue: Draft 2
Viewing Channels a)
Press the MENU key.
b)
Press the 6 key to select the SYSTEM SETTINGS sub-menu.
c)
Press the 2 key to select the SET CHANNEL sub-menu.
d)
Press the 1 key to show the VIEW CHANNEL display.
e)
Press the MENU key to close the display.
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Regional Settings The most recent regional settings are memorised by the transponder. To register new regional areas proceed as follows: a)
Press the MENU key.
b)
Press the 6 key to select the SYSTEM SETTINGS sub-menu.
c)
Press the 2 key to select the SET CHANNEL sub-menu.
d)
Press the 2 key to select the CHANNEL EDIT sub-menu see illustration 2.5.8b Fig.13.
(Note: MMSI and TYPE fields must be set to DEFAULT.) e)
Use the up/down arrow keys to select the file number to edit.
f)
m) Use the numeric keys to key in the lat/long for the NE point of the AIS operating area. Use the SFT/+/- key to switch between N and S or E and W if necessary. (Note: To check or edit settings on the previous page press the NEXT and SFT/+/- keys simultaneously. n)
Press the NEXT key to select LEFT-BOTTOM.
o)
Use the numeric keys to key in the lat/long for the SW point of the AIS operating area. Use the SFT/+/- key to switch between N and S or E and W if necessary.
(Note: The available range is 20-200nm. If the area contains overlapping data the older data will be erased.) p)
Press the ENT key and YES is selected.
Press the ENT key to show the details of the file to edit. POWER is selected see illustration 2.5.8b Fig.14.
q)
Press the ENT key to accept settings.
g)
Use the SFT/+/- key to select 12.5W or 2W transmitter power.
r)
Press the MENU key several times to return the main menu.
h)
Press the NEXT key to select the channel number.
The Alarm Buzzer
i)
Key in the channel number 2087 for channel A and 2088 for channel B.
The alarm buzzer sounds if a vessel comes within CPA and TCPA limits or if a system fault occurs. To enable or disable the alarm buzzer, proceed as follows:
j)
Press the NEXT key to select MODE then press the SFT/+/key to select the mode for each channel. Each press of the key advances one step in the following list:
a)
Press the MENU key to display the main menu.
b)
Press the 6 key to select the SYSTEM SETTINGS sub-menu.
TX/RX; TX/RX
c)
Press the 5 key to select the SET BUZZER sub-menu.
RX; RX
d)
Use the SFT/+/- key to switch the system alarm on or off.
e)
Press the NEXT key to select the CPA/TCPA field.
f)
Use the SFT/+/- key to switch the CPA/TCPA alarm on or off.
g)
Press the ENT key to accept the settings.
h)
Press the MENU key several to return to the main menu.
Replacement of the Back-Up Battery A lithium battery provides power to store data whenever the equipment is switched off. It has a life of approximately five years. When the battery voltage drops below a particular level the message ‘BACKUP ERROR’ appears on the display when the equipment is switched on. Turn the equipment off and contact a Furuno service agent to replace the battery. The ship’s static data will need to be re-inserted after the battery has been replaced.
Breaker Button If an internal fault or overcurrent status is detected the BREAKER button on the rear panel will pop out. The cause of the fault should be investigated and rectified, if necessary, before resetting this button to return to normal operation.
Error Messages If an error occurs a message will appear on the display. Refer to section 2.7 in operator’s manual for further details.
TX/RX
TX/RX; RX RX; RX UNUSED; UNUSED RX k)
Press the NEXT key to select ZONE. Use the numeric keys to set the zone distance between 0 - 8 nm, the default setting is 5 nm.
l)
Press the NEXT key to go to the next page. RIGHT-TOP LAT is selected see illustration 2.5.8b Fig.15.
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Illustration 2.5.7a Closed Circuit Television System Mooring Decks 2 Cameras Type PT-30PW
Wheelhouse
Camera No.1
Power
Power
Camera No.2 Central Equipment Rack
Cargo Manifolds 2 Cameras Type EX285W
Junction Box
Power
OK-400-D Camera No.3 Cargo Control Room
220V / 60Hz Camera No.4
Power
Junction Box
High Fire Risk Area, Machinery Rooms 9 Cameras Type S9
Power
Power
OK-400-D
Camera No.6
Camera No.7
Camera No.8
Camera No.11
Camera No.12 Camera No.13
Camera No.9
Camera No.10
Engine Control Room
Camera No.14 Power
Funnel 1 Camera Type PT-30PW
Camera No.5
Junction Box
Power
Power
OK-400-F
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CLOSED CIRCUIT TELEVISION SYSTEM
Maker: Type:
Bridge Systems Operating Manual
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HERNIS Scan Systems HE 400
Procedure to Select a Camera and a Monitor a)
Use the numeric keypad to input the number of the required camera, eg. 2.
b)
Press the Camera Select key followed by the return key on the numeric keypad.
Overview The vessel is fitted with a closed circuit television system which covers the principal areas of the external decks and the high fire risk areas of the engine room and machinery spaces. The signals from the cameras are transmitted, via the central rack, to one of three operator stations. The operator stations are in the wheelhouse, cargo control room and the engine control room. At an operator station the operator can view signals on one of two monitors as well as controlling the movement of certain cameras in the system.
Procedure to Adjust the Settings of a Motorised Camera
c)
Use the numeric keypad to input the number of the required monitor, eg. 1
d)
Press the Monitor Select key followed by the return key on the numeric keypad.
The view from camera No.2 will now be displayed on the No.1 monitor.
There are 5 motorised type cameras in the following locations: •
Forward mooring deck - 2 cameras, 1 port and 1 starboard
•
Cargo manifiolds - 2 cameras, 1 port and 1 starboard
•
Funnel - 1 camera
Once a camera has been selected by the operator it is possible to adjust the view if it is a motorised camera and wash/wipe the housing glass if this facility is fitted. Use the Pan/Tilt/Left/Right arrow keys, at the righthand side of the keyboard, to adjust the view from the camera. Touching one of these keys will cause the camera to tilt up or down or move to the left or right. Use the keys on the lefthand side of the keyboard to carry out the following functions: •
Zoom out or zoom in
•
Focus near or far
•
Open or close the iris
•
Wipe or wash/wipe the camera housing glass
The first three functions above can only be carried out if the camera has a zoom lens facility. Illustration 2.5.7b CCTV OK400 Keyboard
These cameras can be controlled via the OK400 keyboard at any of the operator stations. In addition to the motorised cameras there are 9 fixed cameras located in high risk fire areas in machinery spaces. Control Panel The OK400 keyboard is specially designed for the system and comprises of: •
Liquid crystal display (LCD)
•
Function keys
•
Numeric keypad
•
Soft keys
•
F1, F2, F3 and F4 keys - These keys are not used
4
1
2
3
3
4
5
6
6 2 5
7
8
0
?
9
8
9
5
1
The system is controlled via the keyboard at any one of the operator stations.
F1
F2
F3
F4
7
Key
Issue: Draft 2
1. Wash/wipe and wipe buttons
4. Zoom out and zoom in buttons
7. Pan/tilt/left/right control buttons
2. Open iris and close iris buttons
5. Soft keys
8. Monitor select button
3. Focus near and focus far buttons
6. Numeric keypad
9. Camera select button
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System settings and functions are controlled through a menu hierarchy system displayed on the LCD. Selections are made using the soft keys which are located on either side of the LCD as shown in illustration 2.5.8b (item 5). There are two modes of operation: •
Operator mode
•
Administrator mode - a password is required for this mode
Illustration 2.5.7d Sub Menu Control Buttons
The main menu provides the following options:
Select this key to return to the previous menu
This key allows the operator to reduce the lcd backlight
This key allows the operator to scroll up
This key allows the operator to increase the lcd backlight
This key allows the operator to scroll down
This key allows the operator to reduce the lcd contrast
This key allows the administrator to enter the service menu II sub menu (a password is required)
This key allows the operator to increase the lcd contrast
Illustration 2.5.7c Main Menu Control Buttons Multi Switch Menu This key is used to enter the sub menu for the switching of camera groups which allows the operator to switch between pre-set groups of cameras to a set of monitors
VCR
VCR Menu This key is not used in this installation
Service Menu I This key is used to enter the system configuration sub menu
3-2-1 GO
This key allows the operator start a selected sequence or multi-switching
STOP
This key allows the operator stop a running sequence
Camera List Menu This key is used to enter the camera overview sub menu which allows the operator to select camera to monitor configuration and an administrator to change camera names
Not applicable
Pre-position List Menu This key is used to view the pre-set positions of the camera in use and allows the operator to scroll, select and start any pre-set position
This key allows the operator to add new text if required. a set of numeric keys will appear when a text related menu is selected
Sequence Menu This key is used to enter the programming sequences sub menu Providing that pre-set positions have been programmed the operator can program different camera/monitor switch sequences
A
This key allows the operator to delete certain items within sub menus
After selecting one of the above main menu buttons the appropriate sub menu control buttons will be displayed on the LCD and operated using one of the soft keys. All of the sub menu control buttons and their functions are listed below:
This key allows the operator to backspace to delete text when adding or editing text
OK
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This key allows the operator to edit text if required
This key allows the operator to accept new or edited text
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Illustration 2.5.8a Master Clock System Control Panel
Bridge Overhead Instrument Panel 1112 1 2 10 9 3 8 4 7 6 5
To Bridge Alarm System 220V AC MASTER
SECONDARY
24V DC from 24V Distribution Board To Clocks in Accommodation Areas To Engine Movement Logger
ALARM
LT
UT/LT
03/06/12 14:59:51
DIMMER
Engine Control Room
Cargo Control Room LT ADJ
1112 1 2 10 9 3 8 4 7 6 5
0-SEC ADJ
RESTART
-20
-1
+1
+20
SET UT/LT/SECONDARY-HANDS
ENTER
1112 1 2 10 9 3 8 4 7 6 5
SEIKO QC - 6M5
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MASTER CLOCK SYSTEM
Maker: Type:
3. Press the + key until 12 (day) is displayed then press the forward arrow once.
Seiko Marine Quartz QC-6M5
4. Press the + key until 10 (hour) is displayed then press the forward arrow once. 5. Press the + key until 45 (minutes) is displayed then press the forward arrow once.
Overview The QC-6M5 provides the master clock system for the ship. The master clock panel is situated in the wheelhouse on the chart table. Secondary clocks are situated around the ship. Secondary clocks with only two hands are designated as 30 second secondary clocks whilst those with a third sweep hand are designated as 0.5 second secondary clocks. The control panel comprises: •
Master clock
•
Monitor/Secondary clock
•
Control panel and LCD screen
Initial Starting Procedure a)
Before switching the power on set the master clock to the required time by opening the clock movement cover and manually setting the time with the hand adjusting knob.
b)
Switch the AC and DC breakers to the ‘ON’ position. The yellow dial illumination lamps will be illuminated.
c)
The following message is displayed ‘SHUT OFF PUSH ANY KEY’. Press any key to proceed with the setting up procedure.
d)
The following message is displayed ‘ADJ O.5CLK TO UT PUSH ANY KEY’. Press any key and the 0.5 second secondary clock will be synchronized with the UT (Universal Time) master clock.
e)
f)
6. Confirm 00 (seconds) is displayed then press the forward arrow once. g)
10:45: The following message will be displayed ‘03/06/12 00.0 PUSH ENT’. Push the ENTER key when the above time coincides with UTC.
h)
The following message is now displayed ‘SET 03/06/12 LT 10: 45:00.0 ’. Proceed as in step f) above to input the current local time. When the local time is correct push the ENTER key and all 0.5 second clocks will be synchronized.
i)
The following message is now displayed ‘INPUT 30CLK HAND 12:00:00 ’. Press the + or - to alter the hours, minutes and seconds as required.
j)
symbol and the following Position the cursor over the xx:xx:xx PUSH ENT’ (xx: message will be displayed ‘ xx:xx is the updated time). Push the ENTER key to accept the displayed time. Both the 0.5 second and the 30 second secondary clocks will now be running.
Operation
UT/LT Key
The cursor blinks over the field to be updated. Use the left or right arrow keys to move the cursor to the next field to be updated. eg. to input 12 June 2003 10:45:00 hours UTC proceed as follows:
0-SEC ADJ Key
2. Press the + key until 06 (month) is displayed then press the forward arrow once. Issue: Draft 2
Press the 0-SEC ADJ key and the following message is displayed ‘LT zz:zz:zz xx:xx:xx NOW ADJ’ (zz:zz:zz is the current date and xx:xx:xx is the current time).
b)
The secondary clocks will now automatically synchronize to UT. The 0.5 second clocks will be adjusted at a speed of 1.1 times faster than normal speed and the 30 second clocks will synchronize with the 0.5 second clocks.
c)
This adjustment takes a maximum of 5 minutes and when it is complete the display returns to normal eg. ‘LT zz:zz:zz xx: xx:xx’ (zz:zz:zz is the current date and xx:xx:xx is the updated time).
If the clock is running fast press the 0-SEC ADJ key to correct the time difference. The sequence will be as above except that it takes up to 30 seconds to complete. If a GPS input is connected, automatic adjustment of the clock will take place daily between 23:30:00 and 23:50:00 hours UTC providing that the time of the internal UT clock is no greater than 30 seconds different from the GPS time signal. The letter G is displayed on the LCD screen during the automatic GPS adjustment. (Author’s note: Is the GPS facility connected?) Manual Local Time Adjustment The LT displayed time can be adjusted using the -20, -1, +20 and +1 keys, for example to advance the time by 17 minutes proceed as follows: a)
Select the LT display by pressing the UT/LT key the display will show the current date and time: eg. ‘LT 03/06/12 14:25:00’.
b)
Press the +20 key and the following will be displayed ‘UT 10: 25 LT 14:25 PUSH +00:20’.
c)
Press the -1 key three times and the display will now read ‘UT 10:25 LT 14:25 ENTER +00:17’. PUSH and ENTER will be displayed alternatively at 1 second intervals. Press the ENTER key and the updated time will be accepted.
Once initialised, system settings may be altered using the front panel keys.
The following message is displayed ‘SET 00/01/01 UT 00:00: 00.0 ’. The format for the above is year/month/day followed by hour/minute/second. The user must input the information to set the UT date and time.
1. Press the + key until 03 (year) is displayed then press the forward arrow key once.
a)
Press this key to alternate the screen display between UT (Coordinated Universal Time) and LT (Local Time).
Press this key to correct an error of ±30 seconds between the displayed LT and UT. Select a time signal as a reference for setting the clock. When the signal indicates ‘0’ press the 0-SEC ADJ key and the difference will be corrected.
(Note: In a) and b) above if no keys are pressed for a period of 30 seconds the operation is cancelled and the display will return to the normal mode.)
If the clock is losing time and the time difference between LT and UT is greater than ±30 seconds proceed as follows:
Automatic adjustment of the LT clock can be performed if a GPS is connected to the master clock and a switch labelled ‘Automatic LT Adjustment’ on the printed circuit board is switched to the ON position.
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Bridge Systems Operating Manual
DIMMER Key The DIMMER key provides control of the illumination of the LCD screen and the monitor clock. There are three settings for the illumination OFF - DARK - BRIGHT. With each consecutive press of the DIMMER key the level of illumination changes. Each press of the key must be within 5 seconds of each other or the display will return to the normal. The power status is also indicated on the LCD screen when the DIMMER key is pressed. Alarm Indicator If a problem occurs with the unit the ALARM indication lamp will flash, an audible alarm is sounded and the fault condition status is displayed on the LCD screen. If the unit has switched off due to a power failure the following message will be displayed when power has been resumed. ‘SHUT OFF PUSH ANY KEY’. Press any key and then proceed with the Initial Starting Procedure as described earlier. If an abnormal condition is detected on the output line of the secondary clocks or logger or the AC/DC input line the following messages will be displayed alternately - ‘ACCIDENT OUTPUT STOP’ and ‘UT zz:zz:zz STP xx:xx: xx’ (zz:zz:zz is the stop date and xx:xx:xx is the stop time). The ALARM indication lamp will flash every second. When the problem has been identified and fixed press the RESTART key to initialise the system. If an abnormal power supply is detected the following messages will be displayed alternately - ‘WARNING AC POWER’ and ‘UT 03/06/12 14:25:00’, the current UTC time. The ALARM indication lamp will flash every second. When the problem has been fixed press the ENTER key to initialise system recovery.
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2.6
Communications Systems 2.6.1
GMDSS Overview
2.6.2
MF/HF Transceiver Systems
2.6.3
VHF Transceiver System
2.6.4
Inmarsat B System
2.6.5
Inmarsat C System
2.6.6
Distress Message Controller
2.6.7
UHF Hand Held Radios
2.6.8
VHF Hand Held Emergency Radios
2.6.9
EPIRB and SART
2.6.10 Navtex Receiver
Illustrations 2.6.1a GMDSS 2.6.1b GMDSS Distress Reactions 2.6.1c GMDSS Equipment 2.6.2a MF/HF DSC Transceiver System Control Panels 2.6.3a VHF Transceiver System Control Panel 2.6.3b VHF Remote Control Unit - RB700 2.6.4a Inmarsat B System 2.6.6a Distress Message Controller Control Panel 2.6.6a UHF Radio System 2.6.8a GMDSS VHF Hand Held Radios 2.6.9a EPIRB 2.6.9b SARTS 2.6.10aNavtex Receiver
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Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.6.1a GMDSS
Inmarsat
Cospas Sarsat
Local User Terminal/ Mission Control Centre
Relay Ship
Coast Earth Station
Rescue Co-ordination Centre
Rescue Co-ordination Centre
National/International Network
National/International Network
Ship in Distress
Coast Radio Station HF, MF, VHF
Coast Radio Station HF, MF, VHF EPIRB
Issue: Draft 2
SAR Service
SART
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Knutsen OAS Shipping 2.6.1 GMDSS Overview
The Global Maritime Distress and Safety System (GMDSS) is an international system relating to all vessels over 300 gross tonnes and all passenger vessels engaged on international voyages, irrespective of tonnage. It provides comprehensive communications for distress, urgency and safety operations in the terrestrial and satellite services. It specifies methods to be used to enable vessels requiring assistance to transmit specific alerting signals to indicate they require help. There are nine vital communication functions which all vessels complying with SOLAS regulations must be able to fulfil, namely: •
Bridge Systems Operating Manual
Bilbao Knutsen
Transmitting ship-to-shore distress alerts by at least two separate and independent means, each using a different radio communication service
It is in the interest 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. A1 Area
GMDSS Distress, Urgency and Safety Frequencies in Terrestrial Radio Bands
This is an area within radiotelephone range of at least one VHF coast station at which continuous DSC alerting is available, as defined by a contracting government.
Sea Area
Band
A1
VHF
Channel 70
Channel 16
A2
MF
2,187.5
2182
A2 Area
A3/A4
HF*
4,207.5
4,125
This area excludes area A1 and is within radiotelephone range of at least one MF coast station at which continuous DSC alerting is available, as defined by a contracting government.
A3/A4
HF*
6,312
6,215
A3/A4
HF*
8,414.5
8,291
A3/A4
HF*
12,577
12,290
A3 Area
A3/A4
HF*
16,804.5
16,420
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.
(Frequencies are quoted in kHz)
•
Transmitting and receiving ship-to-ship distress alerts
•
Receiving shore-to-ship distress alerts
•
Transmitting and receiving search and rescue co-ordinating communications
•
Transmitting and receiving on-scene communications
•
Transmission and reception of location signals
•
Reception of maritime safety information
Distress Alerting
•
Transmitting and receiving general radio communications to and from shore-based radio systems or networks
The primary function of a distress alert is to inform a coast station and/or a Marine Rescue and Co-ordination Centre (MRCC) of the ship’s situation. On receipt of a distress alert, an MRCC will co-ordinate the rescue and will relay details to other ships in the area. If the ship is in distress, the main objective should always be to send the distress alert ashore by any appropriate means. However, personnel may also consider alerting vessels in the vicinity by sending a distress alert using Digital Selective Calling (DSC) equipment on VHF Channel 70 (for vessels within approximately 20 miles) or MF on 2187.5kHz (for vessels within approximately 150 to 200 miles).
•
Transmitting and receiving bridge-to-bridge communications
One of the features of GMDSS enables watchkeeping duties to be performed by automatic means both ashore and on ships. It is unlikely that a manual radio watch will be carried out on the RT distress frequencies in any particular band, therefore it is important to precede any communications with an appropriate alert. There are four levels of priority given to such alerts:
A4 Area This area covers any sea areas not covered by areas A1, A2 and A3, ie, the polar regions.
DSC Alerting Frequency RT Communications
* Select an HF frequency band according to the distance from the nearest HF shore station and the time of day. Generally speaking, the higher the band the greater the range. At night, a lower band will achieve greater distances. If unsure, use 8MHz. (Inmarsat distress procedures are described later.) 1. Send Distress Alert Via VHF Channel 70
•
Distress: When the vessel or person(s) on board are in grave and imminent danger and require immediate assistance
•
Urgency: When the safety of the vessel or person(s) is threatened and they require assistance. Examples include; not under command and require a tow; vessel overdue; person(s) require medical assistance
a)
•
Safety: These are reserved for meteorological and navigational warnings
b)
•
Routine: Normal alerts to attract the attention of coast stations or other ship stations
Issue: Draft 2
Send a distress call and message on the Radio Telephony (RT) distress frequency in the same band as the distress alert and follow the instructions given by the MRCC/controlling station.
c)
The distress communication procedure should always be as follows: Send a distress alert on an appropriate band according to the sea area as listed below. This is a very important action as it attracts the attention of radio personnel enabling them to listen to your distress message. Expect an acknowledgement from a shore station either by DSC or telephony.
Ship in Distress in Sea Area A1
2. Receive Distress Acknowledgment on VHF Channel 70
Coast Radio Station
3. Continue RT Distress Communication on VHF Channel 16
Example of Distress Transmission Procedure in Area A1 Sea Area
VHF DSC Ch.70
MF DSC 2187.5kHz
HF DSC Inmarsat-C 4/6/8/12/16MHz
Inmarsat-B
A1
Yes
No
No
Yes
Yes
A2
No
Yes
No
Yes
Yes
A3
No
No
Yes
Yes
Yes
A4
No
No
Yes
No
No
Systems To Use For Distress Alerting
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.6.1b GMDSS Distress Reactions
Procedure on Receiving a DSC Distress Alert ALERT RECEIVED ON
OWN VESSEL IS IN:
1
VHF Ch. 70
MF 2187.5 kHz
Any HF band
Area A1
1
5
3
Area A2
4
2
3
Area A3/A4
4
5
3
a) Tune to RT Channel 16 and listen for distress communications. b) Acknowledge receipt of the alert using RT on Channel 16 and carry out distress communications.
4
a) Tune to 2182 kHz and listen for distress communications. b) Acknowledge receipt of the alert using RT on 2182 kHz and carry out distress communications. c) If the alert is not responded to by a shore station, acknowledge by DSC on 2187.5 kHz and relay the alert ashore by any appropriate means.
3
b) Acknowledge receipt of the alert using RT on Channel 16 and carry out distress communications. c) If the alert continues, relay ashore using any appropriate means.
c) If the alert is not responded to by a shore station, acknowledge by DSC on Channel 70 and relay the alert ashore by any appropriate means.
2
a) Tune to RT VHF Channel 16 and listen for distress communications.
d) Acknowledge the alert by DSC on Channel 70.
5
a) Tune to RT 2182 kHz and listen for distress communications. b) Acknowledge receipt of the alert using RT on 2182 kHz and carry out distress communications. c) If the alert continues, relay ashore using any appropriate means. d) Acknowledge the alert by DSC on 2187.5 kHz.
a) Tune to the RT distress frequency in the band on which the distress alert was received. b) Do NOT acknowledge either by RT or DSC. c) Wait at least 3 minutes for a shore station to send DSC acknowledgement. d) If no shore station acknowledgement or RT distress communications is heard, relay the alert ashore using any appropriate means. e) If within VHF or MF range of the distress position try to establish RT contact on Channel 16 or on 2182 kHz.
Issue: Draft 2
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Knutsen OAS Shipping
Example of distress call and message by RT: MAYDAY, MAYDAY, MAYDAY, This is Inigo Tapias, Inigo Tapias, Inigo Tapias, MAYDAY, Inigo Tapias/MMSI (Insert MMSI No. when known) 21 degrees 34 minutes North, 68 degrees 15 minutes West On Fire Require immediate assistance Over Urgency Alerts For messages concerning the safety of the vessel or person(s) on the vessel, use the following procedure on any appropriate radio band according to the sea area: a)
Send a DSC urgency alert.
b)
Send an urgency call and message.
Bridge Systems Operating Manual
Bilbao Knutsen
Example procedure of how to request medical assistance from Area A3: a)
Send a DSC urgency alert on 8414.5kHz, indicating the intended RT transmission frequency (8291kHz) in the call. Do NOT expect to receive an acknowledgement.
b)
Transmit an urgency call and message on 8291kHz as follows: PAN PAN, PAN PAN, PAN PAN, All stations, all stations, all stations, This is Inigo Tapias, Inigo Tapias, Inigo Tapias, I have crew with severe injuries and require medical assistance, My position is 22 degrees 30 minutes North, 79 degrees 27 minutes West, OVER.
Safety Alerts If it is necessary to send a meteorological or navigational warning use the following procedure on any appropriate radio band according to the circumstances: a)
Send a DSC safety alert.
b)
Send a safety call and message.
Inmarsat-C Distress Transmission Procedure a)
Send a distress alert (either designated or undesignated).
b)
Expect a response from an MRCC within 2/3 minutes.
c)
Compose a distress message on the Inmarsat-C editor using the following format: MAYDAY (or SOS) Inigo Tapias/Inmarsat-C number (to be inserted here) 18.35 North 77.58 West On fire Require immediate assistance 28 persons on board
Example procedure of how to advise vessels in the vicinity of a danger to navigation and at the same time inform shore stations in Area A1: a)
b)
Send a DSC safety alert on VHF channel 70, indicating the intended RT transmission channel in the call. Do NOT expect to receive an acknowledgement.
d)
Transmit the safety call and message on VHF channel 16 (or 13). SECURITAY, SECURITAY, SECURITAY, All stations, all stations, all stations, This is Inigo Tapias, Inigo Tapias, Inigo Tapias, Large floating container sighted in position 30 degrees 20 minutes North, 64 degrees 55 minutes West, Danger to navigation keep a sharp lookout, OVER.
Procedure on the Receipt of a DSC Distress Alert See illustration 9.5.1b. Procedure on the Receipt of a DSC Urgency or Safety Alert
Using distress priority and ideally selecting the nearest land earth station (LES) to the ship’s position, send the distress message. If an LES is not selected here it will default to the last used LES. Stand by for further communications from the MRCC.
Urgency or Safety Alerts via Inmarsat-C If required to send urgency or safety priority messages via Inmarsat-C, compose the message using the edit facilities. Leave the message on the screen as text, then: a)
Go to ‘TRANSMIT’ mode.
b)
Select routine priority.
c)
Select the appropriate LES.
d)
Select the special code from the following:
On receipt of a DSC urgency or safety alert, tune the RT to the frequency indicated in the received alert and await reception of the call and message. Do NOT attempt to acknowledge the urgency or safety alert.
32 to request medical advice 38 to request medical assistance 39 to request maritime assistance
Procedures for Sending Alerts via Inmarsat Inmarsat-C Distress Alerts Inmarsat-C is an ideal system for distress alerting and messaging. It can be used from sea areas A1/A2 and A3, but NOT area A4. Inmarsat-C does NOT support voice communications, so all messages appear as text. Inmarsat-C is a store and forward system. There are no live links between the ship and shore authorities, therefore expect a short delay before any response from ashore.
Issue: Draft 2
42 to provide weather danger and navigational warnings e)
Send the message as text.
Sending Alerts via Inmarsat-B Inmarsat-B supports voice and text messaging. The operator must decide which to use. Text helps overcome language difficulties and provides a hard copy of both sides of the distress communications.
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Inmarsat-B Distress Transmission Procedure
2. Avoid Interference
Refer to the manufacturer’s operating manual and follow the telephone or telex distress transmission procedures. When the connection with the MRCC is established, send the following:
All stations are forbidden to carry out the following:
MAYDAY
Inigo Tapias/Inmarsat-B number 18.35 North 77.58 West On fire Require immediate assistance OVER Be prepared to indicate the ocean region satellite being used. Follow the instructions given by the MRCC operator and if instructed to disconnect the line, keep the Inmarsat-B clear so that the MRCC can call back when necessary.
•
The transmission of superfluous signals and correspondence
•
The transmission of false or misleading signals
All stations shall radiate the minimum power necessary to ensure satisfactory service. 3. Secrecy of Communications All administrations bind themselves to take the necessary measures to prohibit and prevent the following: •
The unauthorised interception of radio communications not intended for the general use of the public
•
The divulgence of the contents, simple disclosure of the existence, publication or any use whatsoever, without authorisation, of information of any nature obtained by the interception of radio communications
GMDSS Radio Watchkeeping At sea, the vessel shall maintain a continuous radio watch on the following: Frequency/Ch
Purpose of Watch
4. Radio Log Keeping
VHF Ch. 16 * VHF Ch. 13 VHF Ch. 70 MF 2187.5 kHz HF 8414.5 kHz ** 518 kz Inmarsat-C Inmarsat-B
RT distress/urgency/safety and route call/reply International bridge-to-bridge safety of navigation Short range DSC distress/urgency/safety and routine alerts Medium range DSC distress/urgency and safety alerts Long range DSC distress/urgency and safety alerts Reception of NAVTEX MSI Reception of EGC MSI including shore-to-ship distress alerts Reception of shore-to-ship distress alerts
All vessels are required to keep a radio log on the navigating bridge convenient to the radio installation. It should be available for inspection by any authorised representative of any administration.
* Vessels are required to monitor VHF channel 16 until 1st February 2005. ** Plus at least one other HF frequency from 4,207.5, 6,312, 12,577 and 16,804kHz. 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 2187.5kHz frequency only. General Rules for Communications 1. All Stations are Forbidden to Carry Out •
Unnecessary communications
•
The transmission of profane language
•
The transmission of signals without identification
Issue: Draft 2
The log 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 radio equipment. Entries in this latter part should contain the following: •
Details of communications relating to distress, urgency and safety including times and details of ships involved and their positions
•
A record of important incidents such as breakdown or malfunction of equipment, adverse propagation and interference
•
Serious breaches of radio procedures by other stations
•
The position of the ship at least once per day
•
Details of the tests carried out on radio equipment as in paragraph 5 below
5. Testing of GMDSS Radio Equipment Daily tests: •
The proper function of the DSC facilities shall be tested at least once per day without radiation of signals, by use of the means provided by the equipment
•
Battery voltage should be checked once per day and where necessary brought up to fully charged condition
Weekly tests: •
Proper operation of the MF DSC facilities shall be tested weekly by means of a test call with a coast station. When out of range of an MF coast station for longer than one week the ship should make a test call on the first opportunity when the ship comes into range of such a coast station
(Note: Live tests should NOT be made on VHF DSC equipment.) Monthly tests: •
Each EPIRB shall be examined monthly by operating its test facility and ensuring that it is able to float free. It should be inspected for security and any signs of damage
•
Each SART should be tested by means provided and by observing rings on nearby 3cm radar
•
Each survival craft VHF shall be tested on a channel other than channel 16
•
The radio battery compartment should be inspected and the security and condition of all batteries providing a source of energy for any part of the radio installation should be checked
•
Printers should be checked daily to ensure an adequate supply of paper
•
The condition of all aerials and insulators should be checked monthly
(Note: Any messages received as hard copies, such as NAVTEX, EGC, etc, can be appended in date order at the rear of the logbook and an indication of the time and frequency received can be noted in the log.)
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Brief Description of GMDSS Equipment
Digital Selective Calling (DSC)
Reception of Maritime Safety Information (MSI)
Search and Rescue Transponder (SART)
DSC is an automated watchkeeping and alerting system operating in the VHF, MF and HF bands. It permits unmanned watchkeeping for distress/urgency/ safety and routine calls in the terrestrial radio service by having dedicated watchkeeping receivers listening out continuously.
GMDSS provides facilities for the reception of meteorological warnings, navigational warnings and shore-to-ship distress alerts. SOLAS regulations require ships to monitor the appropriate frequencies in order to receive MSI in their area.
The purpose of a SART is to indicate the position of survival craft or survivors during search and rescue operations. It operates in the 3cm radar band only. When activated, a SART sweeps the 3cm radar band and on receipt of radar pulses from a search and rescue craft it transmits coded signals. This results in a series of dashes appearing on the rescue craft radar display; similar to those of a RACON. The echo nearest to the rescue craft’s own position represents the position of the SART. The minimum range of a SART is 5 nautical miles. In order to achieve this, the SART should be mounted at least 1 metre above sea level in a vertical aspect. If lying in the sea, the range may be limited to approximately 1 mile. Emergency Position Indicating Radio Beacon (EPIRB) An EPIRB is a secondary means of transmitting a distress alert ashore – usually from a survival craft. It can be activated manually, but may also be released automatically by a hydrostatic release mechanism if the vessel sinks. Three types of EPIRB can be used within GMDSS: •
COSPAS/SARSAT satellite EPIRB giving coverage of all sea areas
•
Inmarsat-E EPIRB giving coverage in sea areas A1/A2 and A3
•
VHF DSC EPIRB giving coverage in sea area A1 only
All EPIRBs must be capable of indicating the vessel’s ID and position. Vessel ID information is encoded into the EPIRB by the equipment manufacturer. Positional information can be determined automatically by the COSPAS/ SARSAT satellites from measuring the Doppler effect; by having an in-built GPS receiver or by manually inserting the position via a keypad on the EPIRB. For COSPAS/SARSAT EPIRBs, there may be a maximum of 90 minutes before the alert is received ashore.
Band
Frequency/Channel
VHF MF MF MF MF HF
Channel 70 Distress/urgency/safety and routine alerts 2187.5kHz Distress/urgency/safety alerts 2177.0kHz Routine shore-to-ship alerts 2177.0 Hz Routine ship-to-ship alerts 2189.5kHz Routine ship-to-shore alerts 4207.5; 6312; 8414.5; Distress/urgency and safety alerts 12577; 16804.5kHz 4, 6, 8, 12, 16, 18, 22 and Paired DSC frequencies are available for 25MHz bands routine alerts. Details in ALRS Volume 1
HF
Use
(Note: Frequencies shown in red should be monitored continuously by DSC watchkeeping receivers whilst at sea. To receive routine DSC alerts in MF and HF bands an additional scanning receiver must be fitted.) Maritime Mobile Station Identity (MMSI) System Each mobile station (ship) and shore station having DSC equipment is issued with a unique MMSI number. This number is programmed into all DSC equipment on installation. Self-identification is always automatically included in any DSC transmission. The MMSI system also permits individual stations or groups of stations to be called. The allocation of MMSI numbers is as follows: Ships Stations 9 digits, the first three being the country MID: eg, 232123456.
Inmarsat-E EPIRBs provide almost instantaneous alerting.
Shore Stations
VHF EPIRBs work on VHF channel 70 and send a designated DSC alert to coast stations and vessels within an A1 area. They have an in-built SART for determining position.
9 digits, the frst two being 00, then country MID: eg, 002321234.
Short Range MSI NAVTEX – operating on the following frequencies: •
518kHz for English language broadcasts
•
490kHz for second language, or supplementary broadcasts
•
4209.5kHz in tropical zones to overcome the effects of MF static
518kHz has to be included in a NAVTEX receiver. The other frequencies may or may not be fitted according to vessel requirements. Long Range MSI •
Enhanced Group Call (EGC): Operating via Inmarsat-C
•
HF NAVTEX: Operating in areas where MF NAVTEX and EGC are not available
Details of these systems providing worldwide coverage are to be found in Admiralty List of Radio Signals Volumes 3 and 5. Facilities on NAVTEX and EGC receivers allow operators to programme reception of messages from different areas. EGC receivers automatically restrict the reception of messages to the NAVAREA that the vessel is in by awareness of the vessel’s position via GPS input. The world is divided up into 16 ‘NAVAREAS’, each having its own provision. Additionally, choice can be made over the type of warning available for reception. In order not to receive unwanted information, navigators should programme MSI equipment accordingly. Types of message which can be programmed: A: Navigational warning* B: Meteorological warning*
Group of Stations
C: Ice report
9 digits, the first being a single 0, then country MID: eg, 023212345.
D: SAR info (distress alerts relays etc)* E: Meteorological forecasts F: Pilotage messages G: Decca warnings H: Loran-C warnings I: Omega warnings
Issue: Draft 2
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Bridge Systems Operating Manual
Bilbao Knutsen
J: Satnav warnings
Inmarsat E
Inmarsat M
K: Other navaid warnings
Utilising the L-band (1.6GHz) EPIRB system offering almost instantaneous distress alerting via Inmarsat satellites. It can be used instead of a COSPAS/ SARSAT EPIRB for vessels trading in sea areas A1, A2 or A3 only.
A nine digit code beginning with the number 6 followed by the country MID and a further five digits, eg, 642200362.
L: Navigational warnings additional to letter A* V, W, X, Y: Special services - trial allocation Z: No messages on hand (Note: Message types marked * cannot be disabled)
Satcom Systems
(Note: An MES may also be referred to as a Ship Earth Station - SES.) Inmarsat M and Mini M A digital communications system for voice, low-speed data and facsimile services. These systems do not conform to GMDSS. Network Co-ordination Station (NCS)
Inmarsat, the International Mobile Satellite organisation provides high quality voice, telex, data and facsimile circuits to suitably equipped vessels. The system comprises of four geostationary satellites in orbit approximately 36,000kms above the equator. Each satellite provides coverage for a particular ocean region, as below. Communication, via these satellites, at latitudes greater than approximately 70° are unreliable due to the satellites being out of line-ofsight when so far north or south. The four satellites cover the main ocean regions and are named accordingly:
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 a call is initiated, the NCS connects the MES to the LES. Land Earth Station (LES) Within each of the satellite ocean regions there are a number of Land Earth Stations (LES). The function of the LES is to provide a connection between the Inmarsat system and national and international telecommunications systems worldwide. An LES may also be referred to as a Coast Earth Station (CES).
•
AOR-W
Atlantic Ocean Region West
•
POR
Pacific Ocean Region
Mobile Earth Stations (MES)
•
IOR
Indian Ocean Region
•
AOR-E
Atlantic Ocean Region East
Each vessel equipped with suitable Inmarsat equipment is known as a Mobile Earth Station (MES). Each MES is issued with a unique Inmarsat Mobile Number (IMN). If a user has more than one MES, each will have its own Inmarsat Mobile Number (IMN).
There are five marine Inmarsat systems in operation as listed below: Inmarsat A
Each system can be recognised by its IMN as follows:
Using mainly analogue techniques, this system provides telephone, telex, facsimile and data communications between suitably equipped MESs and subscribers ashore via their national and international telephone and data networks.
Inmarsat A
Inmarsat B
Inmarsat B
Using digital techniques exclusively, this system features all of the facilities available in Inmarsat-A. However it makes better use of the satellite power and bandwidth thus increasing the number of available channels and is more cost efficient. Inmarsat-B will eventually replace Inmarsat-A.
A nine digit code beginning with the number 3 followed by the country MID and a further five digits, eg, 342200162. Inmarsat C
Inmarsat C
A nine digit code beginning with the number 4 followed by the country MID and a further five digits, eg, 442200262.
A seven digit code beginning with the number 1 followed by a further six digits, eg, 1238763.
A digital satellite communications messaging system. This system does not support voice communications. Enhanced group call (EGC) equipment, based on this system, is used for receiving maritime safety information (MSI) and is an integral part of all marine Inmarsat-C equipment. Issue: Draft 2
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.6.1c GMDSS Equipment MF/HF DSC Watch Inmarsat C Receiver Antenna No.1 Antenna
MF/HF Radiotelephone Antenna
TRX VHF No.1 Radio -telephone
Inmarsat C No.2 Antenna
DSC VHF No.1 Radio -telephone
TRX VHF No.2 Radio -telephone
DSC VHF No.2 Radio -telephone
TRX VHF No.3 Radio -telephone
DSC VHF No.3 Radio -telephone
Navtex Aerial
Antenna Coupler
AC 240V
Battery Charger
GMDSS Battery Bank
GMDSS Power Supply Control Panel
Hand Set
Radio Table GMDSS Console
Hand Set
No.2 VHF Radiotelephone
Distress Message Controller (Wheelhouse)
No.3 VHF Radiotelephone
RECEIVED
NAVTEX
NAVTEX EQC VHF DSC
Watch
MF-MF DSC
Nature of Distress VHF DSC No. 2
2. Flooding 1. Fire,explosion 5. Listing 4. Grounding 7. Disabled and adrift 8. Abandoning ship
3. Collision 6. Sinking 9. EPIRB emission
2182
1
2
VHF
MF-MF
4
5
VOLUME
Navtex Receiver (Chart Table)
ALARM RST
3
CANCEL
SES
6
BACK
CONTRAST
7
8
9
FILE
0
SET UP
SELECT
Press (3) to silence received audible alarms. Press (CANCEL) If DISTRESS button pressed in error.
POWER INMARSAT
1 4
3 SCAN
5
6
TX
VHF RADIOTELEPHONE FM-8700
Keep Pressed for 6 Seconds in Case of Distress The Alert is Transmitted With Steady Lighting
8
9
MODE
1
RCL
ALARM
ENT
4
STOP
TEST
SN:
TX TUNE HI
7 DSC/WATCH RECEIVER DSC-60
VOLUME
DISTRESS
RT
12182
DSC
2
3
SQ
SCAN
5
6
CALL
MIC
3 DEF
ACK
SCAN
4 GHI
5 JKL
6 MNO
7
8 PRINT TUV
9
VOLUME
OFF
ENT PORS FILE
0
LOG
#
RF GAIN
2182
4 TX TUNE HI
9
0
CURS
1
TX
RX
LOW
8
7
RCL START
ALARM TEST
IntCom
ALARM CANCEL
MODE
CLARIFY
INTERCOM
TEST
2 ABC
CURS
START
INTERCOM
0
VHF RADIOTELEPHONE FM-8700
Distress
RX
LOW
7 2182
OFF
WATCH KEEPING AUTO ACK DISTRESS 2187.5 4207.5 6312.0 16804.5 12577.0 8414.5 ROUTINE 4219.5 6331.0 2177.0 8436.5 16903.0 12657.0 35o00. DOON 135o00. DOOE VOLUME 25
ENT
CALL
CLARIFY
2 SQ
TX TUNE HI
RF GAIN
VOLUME
TEST
Telephone Distress Alert Button
CURS
MODE
Distress
MIC
DISTRESS
INMARSAT
VHF RADIOTELEPHONE FM-8700
Telephone Distress Alert Button
Keep Pressed for 6 Seconds in Case of Distress The Alert is Transmitted With Steady Lighting
CLARIFY
2
3
SQ
SCAN
5
6
MIC
ENT
2182
RF GAIN
VOLUME
STOP
9
0
RCL START
ALARM TEST
OFF
SN:
TX
RX
LOW
8 INTERCOM
ENT STOP
SN:
OVEN
WXYZ
POWER
SETUP
SSB TRANSCEIVER FS - 1562 MODE
CURS
1
CLARIFY
2
3
SQ SIMP
R
4
0 2 4 6 8 10 S
AGC NB
7
6
RF GAIN
2182
9
0
RCL START
ALARM TEST
OFF
RX
LOW
8 INTERCOM
VOLUME
TX
SCAN
5
TX TUNE HI
H3E
MIC
ENT STOP
SN:
AC/DC Power Supply PR-850A
REMOTE REMOTEINTCOM INTCOM
Rectifier PR-300
INTL INTL SCAN SCAN DW DW PRIV PRIV USA USA DUP DUP HI HI SIMP SIMP LOW LOW WX WX
DC
INTL
TX TX
USA
WX
1
2
3
PRIV
SCAN
4
5
DC
HOOK
6
INTCOM
7
8
9
HI/LOW
0
SHIFT
ENT
DW CH16
From Inmarsat-B System Distress Alert Unit
From GPS Navigator Multi-Distributer
From GPS Cargo Control Room
To Bridge Alarm System
Keep Pressed for 6 Seconds in Case of Distress The Alert is Transmitted With Steady Lighting
Distress
Bridge Alarm Electronic Unit Received Call Unit
Remote Handset Socket (Port Bridge Wing)
Remote Handset Socket (Starboard Bridge Wing) 3xVHF Hand Helds
2xSARTS
1xEPIRB
Received Call Unit Rx
Rx
Hi
SQ
N
D/W
VOL
SCA
SQ
N
16
GMDSS
GMDSS
Issue: Draft 2
Hi
INT
VOL
SCA
16
SIMRAD
Rx
Hi
INT SQ
D/W
D/W
16
GMDSS
INT VOL
SCA N
SIMRAD
SIMRAD
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Knutsen OAS Shipping 2.6.2
MF/HF TRANSCEIVER SYSTEM
Maker: Type:
Bridge Systems Operating Manual
Bilbao Knutsen
Furuno Transceiver FS-1562-25 Digital Selective Calling DSC-60
Equipment Description The MF/HF SSB radiotelephone transceiver control unit is located in the GMDSS console. The transmitter has an output power of 250 watts which operates on all marine frequencies ranging from 1.6 to 27.5 MHz. All ITU RT channels are pre-programmed. It is interfaced with the Furuno MF/HF DSC/ watch receiver type DSC-60 in order to comply with the GMDSS regulations. Incoming and transmitted distress alerts may also be controlled and viewed from the Distress Message Controller type DMC-5 and associated equipment (to be checked on ship visit) located on the chart table. A dummy load is incorporated in the antenna coupler in order to carry out transmitter checks without using the antenna. The entire system is designed to operate from 24V DC which is normally provided by the ship’s mains via a rectifier unit type PR-300. In the event of mains failure, 24 volts is automatically supplied by the emergency battery.
Operating Procedures Controls All RT transmit and receive functions are controlled via the transceiver control unit as shown on illustration 2.6.2a. The keyboard controls are dual function. They are used to input frequencies or channels when used with the TX/RX/ RCL keys. Their secondary functions are indicated above the individual numeric key as follows:
7 8
(TX TUNE) Pressing the 7 key tunes the transmitter. When tuning is completed OK is indicated. (HI LOW) Pressing the 8 key alternately selects high power (150W) or low power (60W). When 2182 kHz or 2187.5 kHz (DSC) are selected output power is always high regardless of this switch position.
Enter the custom channel number required, for example 125.
0
(INTERCOM) Pressing the 0 key calls a remote station if connected.
c)
Press the ENT key.
d)
The custom channel operating frequency is now displayed. Press the FREQ/CH or ENT keys momentarily to display the custom channel number.
Switching the Set On/Off Power to the transceiver is provided via the rectifier unit PR-300 located in the right-hand lower section of the GMDSS console. It has two power switches one AC and the other DC. Both of these switches must be switched on to operate the transceiver. A red indicator lamp is illuminated when AC power is in use and a green indicator lamp is illuminated when DC power is in use. Both lamps will be illuminated when the emergency battery supply is being used. The PR-300 houses a 5 amp AC mains fuse and a 20 amp DC fuse.
Press the TX key to select transmitter entry.
b)
Use the numeric keys to input a frequency. The decimal point is automatically inserted between last two digits so numbers such as 2182 kHz must be entered as 2 1 8 2 0.
Frequency Selection
c)
Press the ENT key to accept the frequency.
Frequencies may be selected as ITU channels, custom channels or direct frequency entry. There may be restrictions on direct frequency entries in order to comply with national radio regulations.
d)
Press the RX key to select receiver entry.
e)
Use the numeric keys to input frequency. The frequency should be entered as for the transmitter frequency.
f)
Press the ENT key to accept the frequency.
g)
If the transmitter and receiver frequencies are identical, press the TX key followed by the RX key before inserting the frequency.
Rotate the volume control knob clockwise until a click is heard to switch the unit on. Further rotation of this control turns the receiver volume up.
Procedure to Select ITU Channels a)
Press the 1 (MODE) key repeatedly to select the J3E mode.
b)
Press the RCL key.
c)
Key in the required ITU channel, for example 801.
3
(CLARIFY) Pressing the 3 key adjusts the receiver frequency in 10 Hz steps when using ITU channels (Maximum ±150 Hz). The clarifier is not active when in direct frequency mode.
d)
Press the ENT key.
e)
The operating frequency is now displayed eg. Tx frequency 8195 kHz and Rx frequency 8719 kHz. Press the FREQ/CH or ENT keys momentarily to display the ITU channel number.
6
(SCAN) Pressing the 6 key turns the scan/sweep function on or off.
Issue: Draft 2
Direct Frequency Entry a)
(CURS) Pressing the 2 key shifts the cursor point which is indicated by an underline marking.
(SQ) Pressing the 5 key toggles between squelch on and off.
Press the RCL key.
b)
2
5
a)
(DIMMER) Pressing the 9 key adjusts the back lighting of the keyboard and display panel.
(MODE) Selects a class of emission and turns the AGC on and off. Each successive press of the 1 key selects another option.
(SPEAKER) Pressing the 4 key toggles between speaker on and off.
Up to 200 custom channels may be programmed in by a FURUNO service agent. These are in addition to the ITU channels which are factory set. Custom channels can be recalled via the keyboard as follows:
9
1
4
Procedure to Select Custom Channels
Tuning the Transmitter To initiate transmitter tuning after selecting the operating frequencies either: a)
Press the PTT switch on the telephone handset, or
b)
Press the 7 (TX TUNE) key.
(Note: For a full list of ITU channels refer to the ITU List of Coast Stations or Admiralty List of Radio Signals Volume I.)
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.6.2a MF/HF DSC Transceiver System Control Panels
Key
MF/HF Transceiver
HF/HF Transceiver
SSB TRANSCEIVER FS - 1562 1
3 MODE
CURS
CLARIFY
1
2
3
SQ
SCAN
5
2
SIMP
R
4
0 2 4 6 8 10 S
AGC NB
TX TUNE HI
7
H3E
TX
4
6
RX
5
9
RCL
6
ENT
14
LOW
8
START
INTERCOM
MIC
7
218212
RF GAIN
VOLUME
8
9
10
0
13 ALARM
STOP
TEST
OFF
11
1. Loudspeaker 2. Operation Display 3. Keyboard 4. Selects a Transmit Frequency 5. Selects a Receive Frequency 6. Selects ITU or Custom Channel 7. Microphone Handset Socket 8. Volume Control with Power ON/OFF 9. RF Gain Control 10. Frequency/Channel Selector 11. Crystal Oven Light (LED) 12. Selects 2182kHz on Transmit and Receive 13. Used with the '0' Key to Select Dummy Load 14. Concludes Data Entry
SN:
MF/HF DSC/Watch Receiver MF/HF DSC/Watch Transceiver 24
DSC/WATCH RECEIVER DSC-60 19
15 16 17
WATCH KEEPING AUTO ACK DISTRESS 2187.5 4207.5 6312.0 16804.5 12577.0 8414.5 ROUTINE 4219.5 6331.0 2177.0 16903.0 12657.0 8436.5 35o00. DOON 135o00. DOOE xxxxx VOLUME 25 18
Issue: Draft 2
VOLUME
20
DISTRESS
21
RT
12182
IntCom
ALARM
CANCEL22
CALL23
DSC
2 ABC
ACK
TEST
3 DEF
SCAN
4 GHI
5 JKL
6 MNO
7
8 PRINT TUV
9
PORS FILE
0
LOG
25
#
WXYZ
SETUP
ENT
26
OVEN
27
POWER 28
15. Distress/Urgency Safety Receive Frequencies 16. Routine Receive Frequencies 17. Ship's Position 18. Receiver Volume Level 19. Auto/Manual Acknowledgment Indicator 20. Distress Button Under Flap 21. Flashes Red for Distress/Urgency Call Flashes Green for Safety Routine Call 22. Cancels Incorrect Entry Silences Audio Alarm Restores Previous Menu Erases Error Message 23. Transmits Calls Other than Distress 24. Increase/Decrease Receiver Volume 25. Cursor Pad Selects Menu Items 26. Accepts Data Entry 27. Green Light when Oven Power is On 28. Power Switch ON/OFF
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Bridge Systems Operating Manual
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Using the Telephone Handset Hold the handset close to mouth, press the PTT switch and speak clearly. Transmission indication can be monitored on the operation display meter. When a transmission is complete say the word OVER and release the PTT switch. Selecting 2182 kHz for RT Distress 2182 kHz is the international RT distress, urgency and safety frequency. It may also be used to call ships and shore stations. It should be noted that other users may not be maintaining a continuous radio watch on this frequency and will only be alerted by a DSC call. Press the red 2182 kHz key to automatically tune the receiver and transmitter to 2182 kHz and to select J3E emission, transmitter full power, loudspeaker on and squelch off.
8
(PRINT) Pressing the 8 key prints contents of log files, current screen and test results.
9
(Lamp) Pressing the 9 key adjusts the keyboard and LCD back lighting/contrast.
0
(LOG) Pressing the 0 key opens the Tx/Rx log file.
*/FILE Pressing this key opens the SEND MESSAGE file in order to transmit a stored message. It selects a station when preparing an individually addressed call. #/SETUP Pressing this key opens the SetUp menu.
To switch the DSC on/off press the POWER switch. The DSC display is active whenever the power is on.
Overview Interfaced with the MF/HF radiotelephone transceiver is the Furuno DSC-60 DSC terminal incorporating a watch receiver which scans through the MF and HF DSC Distress, Urgency and Safety frequencies. The DSC-60 has its own antenna to provide a continuous watch on the DSC frequencies. DSC alerts are transmitted using the RT transmitter therefore DSC alerts and RT calls cannot be conducted simultaneously. Operating Controls The DSC controls are shown on illustration 2.6.2a. In addition, the key pad has dual function. It may be used to input numerical values or for a secondary function as follows: 1
(RT 2182) Pressing the 1 key switches from the DSC display to the radiotelephone display. If pressed for more than 2 seconds it selects 2182 kHz.
2
(DSC) Pressing the 2 key selects the DSC display.
3
(TEST) Pressing the 3 key executes the daily DSC test.
4
(InterCom) Pressing the 4 key turns the intercom with radiotelephone on/off.
5
(ACK) Pressing the 5 key alternates between automatic and manual DSC acknowledgement.
6
(SCAN) Pressing the 6 key starts/stops scanning of DSC routine frequencies.
7
(Loudspeaker) Pressing the 7 key turns the loudspeaker on/off and silences alarms other than the distress or urgency alarm.
Issue: Draft 2
Use the down arrow key to highlight MANUAL.
e)
Press the ENT key to open the LATITUDE window.
f)
Use the numeric key pad to enter the current latitude in four digits. Use the down arrow key to change North/South.
g)
Press the ENT key to accept the latitude.
h)
Press the ENT key to open the LONGITUDE window.
i)
Enter the longitude in five digits. Use the down arrow key to change East/West.
j)
Press the ENT key to accept the longitude.
k)
Press the ENT key to open the TIME window.
l)
Enter the UTC time, followed by the ENT key. The DSC SetUp menu is displayed.
Operating Procedures Switching On/Off
Digital Selective Calling (DSC)
d)
Selecting On-Screen Items Operation of the DSC is performed via a set of menus as follows: a)
Press the #/SETUP key to display the main menu.
b)
Use the cursor pad to highlight and select the required menu.
c)
Press the ENT key to accept the selection.
d)
Use the up/down arrow keys to select the desired item.
e)
Press the ENT key to accept the selection.
f)
Use the up/down arrow keys followed by the ENT key again to select and register any further options.
g)
Press the CANCEL key twice to return to the DSC standby screen.
Distress Transmission Procedure For the complete distress transmission procedures refer to section 2.6.1 GMDSS overview. Sending a DSC Distress Alert If your vessel is in grave and imminent danger and requires immediate assistance a DSC distress alert should be transmitted in one of the following ways: Procedure to Send an Undesignated DSC Distress Alert a)
Lift the flap covering the DISTRESS button.
b)
Press the distress button for at least three seconds, the button will flash and the buzzer sounds. The contents of the alert are displayed on the screen.
c)
After three seconds the distress light and buzzer are active continuously and the button may be released. The alert transmission is in progress.
Manual Entry of Ship’s Position If a GPS or similar electronic position fixing system is not interfaced with the DSC, or if it becomes defective, the ship’s position can be entered as follows: a)
Press the #/SETUP key to select the setup menu.
b)
Select POSITION and press the ENT key.
c)
Press the ENT key to open the INPUT TYPE menu.
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Bridge Systems Operating Manual
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Procedure to Send a Designated DSC Distress Alert a)
Lift the flap covering the DISTRESS button.
b)
Press the distress button momentarily. ‘NATURE OF DISTRESS’ is displayed.
b)
When a DSC distress acknowledgement is received the audible alarm will sound and the display indicates the details of the DSC acknowledgement.
d)
Highlight RELAY ALL if you do not wish to address to an individual shore station, or RELAY COAST if you know the MMSI number of a particular shore station.
c)
Until a DSC distress acknowledgement is received the DSC distress alert will be retransmitted automatically, approximately every 4 minutes.
e)
Press the ENT key to accept the entered data.
f)
Press the ENT key to open the DSC FREQ menu.
g)
Select an appropriate frequency band in order to transmit the alert to a shore station, taking into account range and propagation conditions.
h)
Press the ENT key to accept the selection.
i)
Press the CALL key to transmit the relay.
j)
‘Wait for distress relay acknowledgement’ is displayed.
k)
Once an acknowledgement has been received communicate with the shore station by voice using the appropriate RT distress frequency.
b)
Use the up/down keys to highlight and select the appropriate nature of distress.
d)
To silence the audible alarm press the CANCEL or ENT key.
c)
Press the ENT key to accept the selection.
e)
d)
Press the ENT key to open the POSITION menu.
Once a DSC acknowledgement has been received from a shore station the RT transceiver will automatically switch to the correct frequency for voice distress communications to take place.
e)
If a GPS is connected select AUTO otherwise select MANUAL. If MANUAL is selected the latitude, longitude and time must be entered now.
(Note: DSC Distress alerts can also be transmitted from the Distress Message Controller located on the chart table.)
f)
Press the ENT key to accept position/time data.
Procedure After Receiving a DSC Distress Alert
g)
The SEND MESSAGE screen is displayed.
h)
Press the ENT key to open the COM. TYPE menu.
i)
Select TELEPHONE and press the ENT key.
j)
Press the ENT key again to open the DSC FREQ menu.
k)
Select a frequency, either 2187.5 kHz for A2 area or one of the five HF frequencies for an A3 area. Selecting AUTO causes the alert to be transmitted sequentially on each of the DSC distress frequencies.
l)
Press the ENT key and the display changes to the SEND MESSAGE screen.
m) Press the DISTRESS button for at least 3 seconds to send the designated distress alert. Procedure After Sending a DSC Distress Alert If either an undesignated or designated DSC distress alert is transmitted the following will take place: a)
Transmission time is approximately 40 seconds after which the display indicates that it is waiting for distress acknowledgement.
Issue: Draft 2
(Note: Full details of GMDSS requirements are given in section 2.6.1. GMDSS Overview. It is important that these guidelines are fully understood and followed before considering using the DSC to acknowledge or relay any received distress alerts.) Procedure for Sending a DSC Distress Alert Acknowledgement On receipt of a DSC distress alert the audible alarm will sound and the message ‘Distress call received’ will be shown on the display. a)
Press the CANCEL key to silence the alarm.
b)
Use the left arrow key to highlight and select ANSWER.
c)
Press the ENT key to open the CALL TYPE menu.
d)
Highlight ACKNOWLEDGE and press the ENT key.
e)
Press the CALL key to send the acknowledgement.
Procedure for Relaying a DSC Distress Alert a)
Silence the alarm by pressing the CANCEL key.
b)
Use the left arrow key to select ANSWER and press the ENT key.
c)
Press the ENT key again to open CALL TYPE menu.
Procedure for Sending a Manual Distress Alert on Behalf of Someone Else in Distress If you are aware of another vessel, person or aircraft in distress and the Master of your vessel authorises sending a distress alert relay DO NOT use the red distress button. Instead use the following procedure: a)
Press the CALL key.
b)
Highlight RELAY ALL and press the ENT key.
c)
Press the ENT key again to open the ID IN DIST menu.
d)
If the MMSI number of vessel in distress is known enter it using numeric keys. If unknown leave this field blank.
e)
Press the ENT key to register this data.
f)
Press the ENT key to open the NATURE menu.
g)
Select the nature of distress and press the ENT key. (If the nature of distress is unknown select UNDESIGNATED).
h)
Press the ENT key to open the POS/TIME menu.
i)
Enter the position/time of the ship/person or aircraft in distress, followed by the ENT key. Do not enter own ship position.
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Knutsen OAS Shipping j)
Press the ENT key to open the COM. TYPE menu.
k)
Highlight TELEPHONE followed by the ENT key.
l)
Press the ENT key again to open the DSC FREQ menu.
m) Select an appropriate frequency band and press the ENT key. n) o)
Bridge Systems Operating Manual
Bilbao Knutsen Procedure After Receiving an All Ships DSC Call When an all ships call is received the audible alarm will sound. a) b)
Press the CALL key to send the distress relay. After the call is completed the DSC standby screen appears.
c)
Press the CANCEL key to silence the alarm and read the contents of the received alert on the display. All ships calls which are not distress priority cannot be acknowledged. A listening watch should be kept on the associated RT distress/urgency and safety frequency. To revert to DSC standby screen press the CANCEL key again.
Using the DSC for Calls Other Than Distress Procedure for Making Routine DSC Calls in the MF/HF Bands Making Urgency or Safety Calls Before making RT urgency or safety calls it is important to alert the attention of other users by sending a DSC Urgency or Safety alert as follows: a)
Press the CALL key followed by the ENT key to display the CALL TYPE menu.
b)
Use the up/down arrow keys to highlight ALL SHIPS and press the ENT key.
c)
Press the ENT key to display the PRIORITY menu.
d)
Highlight URGENCY or SAFETY and press the ENT key.
e)
Press the ENT key to open the COM TYPE menu.
f)
Highlight TELEPHONE and press the ENT key.
g)
Press the ENT key to open the DSC FREQ menu.
h)
Select the required frequency and press the ENT key.
i)
Press the CALL key to send the call. ‘All ships call in progress’ is displayed.
j)
The DSC standby screen is displayed automatically at the end of the transmission.
k)
The RT equipment is ready to lift the handset and make the voice Urgency or Safety call and message.
Issue: Draft 2
The use of DSC for making routine DSC calls is not widespread in the MF and HF bands. However, the procedure for doing so is similar to making an urgency or safety call as detailed above. For full details refer to the manufacturer’s operating manual.
Each memory bank can store up to 50 messages, with the most recent message being No. 1 and the oldest being No. 50. When a new message is stored it becomes No. 1 and the others move down the bank therefore No. 50 is deleted from the memory. To open a log file: a)
Press the 0/LOG key to open the LOG FILE menu.
b)
Highlight the log file to be viewed and press the ENT key.
c)
Use the up/down arrow keys to highlight a particular message indicated by its date and time group.
d)
Press the ENT key to view the full details of the message.
e)
To print a file press the 8/PRINT key.
f)
To return to the log file press the CANCEL key.
g)
To return to the DSC standby menu press the CANCEL key.
Other Types of DSC Calls
Procedure for Testing the DSC Equipment
DSC calls may be made to other addresses including:
Radio regulations require that the DSC equipment is tested daily to check that it is fully functional. To carry out a daily test:
•
An individual station using its MMSI number
a)
Press the 3/TEST key.
•
A specific group of stations by entering the group MMSI number
b)
•
A geographical area by specifying a particular rectangular area
After several seconds the test results will be displayed on the screen and the audible alarm will sound. OK denotes no faults and NG (no good) indicates an error.
•
Medical transport call
•
Polling call
c)
•
Position call
Record details of the test results in the GMDSS radio log book. If an error is indicated inform the Master and seek assistance from an authorised service agent.
•
Automatic or semi-automatic telephone calls
Full details are given in the appropriate section of the manufacturer’s operating manual. Log Files Three log files are provided for memorising the details of messages: •
Routine priority received calls
•
Distress priority received calls
•
Transmitted calls
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.6.3a VHF Control Panel
VHF RADIOTELEPHONE FM-8700 1
2
Ready Readyfor forCalling Calling DISTRESS CH70 DISTRESSCALL CALL CH70
1
VOLUME
4
Issue: Draft 2
ALARM STOP
5
AUTO
4
5
6
7
8
9
0 LOW
TX
6
7
HI LOW
CH16
CANCEL
CALL
SQUELCH OFF/DW/SCAN(PUSH)
(PUSH)
OFF
3
3
KEY
DISTRESS CANCEL
DISTRESS
2
SELECT
1. LCD Display 2. Keyboard 3. Controls for DSC Calling 4. Volume with Power ON/OFF (Press to Turn Loudspeaker ON/OFF) 5. Squelch Control (Press for DW, Scan) 6. High/Low Power 7. CH16 Key 8. Channel No. Display 9. Channel Selector (Press for Mode Selection)
ENT
8 9
Heading - Page x of x
Knutsen OAS Shipping 2.6.3
VHF TRANSCEIVER SYSTEM
Maker: Type:
Bridge Systems Operating Manual
Bilbao Knutsen
Furuno Transceiver FM-8700 Remote Station RB-700
Operating Procedures
Squelch, Dual Watch and Scan controls
All VHF radiotelephone (RT) and digital selective calling (DSC) operations may be carried out from the FM-8700 front panel shown in illustration 2.6.3a.
The squelch control is a rotary switch. For manual operation turn it counterclockwise until background noise is heard and then clockwise until receiver noise just disappears. Turning too far clockwise will cause distant signals to be missed. Turning the control fully counter-clockwise selects AUTO squelch which is the normal operating position.
There are four main areas on this control panel as follows:
Equipment Description
•
Controls for VHF RT operation
The VHF transceiver system consists of the main VHF control unit type FM8700 located together with its telephone handset on the GMDSS console. A DX-8700 Duplexer unit is fitted in order to provide full duplex operation and this unit is located in the lower mid-section of the GMDSS console. The system operates on all ITU channels and may be programmed to operate on private and USA channels. In order to comply with the GMDSS, a channel 70 watch receiver and full Digital Selective Calling (DSC) facilities are incorporated in the equipment. Electronic position system interface is provided by GPS.
•
Keyboard controls for DSC operation
•
Controls for DSC operation including the distress button
•
An LCD display
Two dipole antennas are fitted. One antenna enables VHF RT operation whilst the other is available to receive DSC signals. VHF RT handsets are provided on each bridge wing. A remote station type RB700 is fitted in the cargo control room for RT operations only. The DSC equipment is interfaced with the Distress Message Controller type DMC-5 located on the chart table. 24V DC power is supplied by rectifier unit PR-300 which normally operates from the ship’s main supply. In the event of mains failure the 24V DC supply is provided by emergency batteries. Priority of Operation The priority of operation of the VHF equipment is in the following order: •
DSC section of the FM-8700
•
Bridge wing handsets.
•
RT section of the FM-8700
•
Remote operation via remote station RB-700
Watch , etc.
Dual Watch (DW) To monitor a working channel and channel 16 simultaneously:
RT Operation
a)
Use the channel selector control to select the required working channel.
b)
Press the SQUELCH control until the DW indicator lamp lights. The receiver will now monitor the selected working channel and channel 16 simultaneously.
c)
To cancel the dual watch facility press the PTT switch on the handset, or press the SQUELCH control.
Turning Power On/Off Turn the volume control clockwise until a click is heard. Further clockwise rotation increases the receiver volume. To turn power off rotate this control counter-clockwise until a click is heard. Channel Selection Rotating the channel selector switch in either direction will scroll through all the VHF channels. The LCD display shows the selected channel. Pressing the CH 16 key automatically selects the international distress, urgency, safety and call/reply channel. Transmitting Press the Press-To-Talk (PTT) switch on the telephone handset to transmit and release it to listen for a reply. When the PTT switch is operated the VHF controls are disabled.
Receiver Scanning The receiver scans all channels in the selected channel mode and listens to channel 16 between each and every other channel. To start scanning press the SQUELCH control until the SCAN lamp lights. If a signal is heard on any channel the scan will stop on that channel and start dual watch on that channel and channel 16. To manually stop the receiver scanning press the SQUELCH control. Selecting Modes of Operation
Transmitter Output Power Each press of the HI/LOW key toggles between high power (25W) and low power (1W). Low power is automatically selected for channels 15 and 17 in international mode and channels 13, 15, 17 and 67 in USA mode. To access high power on USA channels 13 and 67 keep the HI/LOW key pressed while speaking. Loudspeaker Control The loudspeaker may be turned off by pressing the VOLUME control. In order to avoid feedback, the loudspeaker is muted when a duplex channel is selected.
Issue: Draft 2
The squelch control also has a push function. Each time it is pushed it changes operating function in the following sequence: Off, Dual Watch, Scan, Off, Dual
Modes of operation which may be available include: •
International
•
USA where some duplex channels are converted for simplex operation
•
Private
•
Weather channels
To access the above modes press the CHANNEL selector switch and then each successive press of the CH 16 key will scroll through the above modes. (Note: Some of the above facilities may not be available according to the radio regulations in force.) Heading - Page x of x
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Bridge Systems Operating Manual
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The VHF Remote Station RB-700
Keyboard Controls
Turning the Loudspeaker On/Off
General Description
All other controls are performed using the dual function keypad. The keypad primary function serves as a numeric input. To access a key secondary function the SHIFT key has to be pressed first. When secondary function is selected the # symbol appears on the display.
To toggle between loudspeaker on and off press the SHIFT key followed by the 6 key.
The remote station type RB-700 located in the cargo control room provides remote operation of the main VHF transceiver located in the GMDSS console. It comprises a wall-mounted unit which houses a telephone handset, LCD display and keyboard controls as shown on illustration 2.6.3b.
Each press of the HI/LOW key selects either high power (25W) or low power (1W).
The LCD Display The LCD display indicates all VHF operator selections as shown on illustration 2.6.3.b
Operating Procedures Switching Power On/Off To turn the remote unit on rotate the VOLUME control clockwise until it clicks. Further clockwise rotation increases receiver volume. To turn the remote unit off, replace the handset and rotate the VOLUME control counter-clockwise until it clicks. If the handset is not in its cradle the controls are locked.
If the handset is replaced in its cradle channel 16 will be automatically selected. However if watch is to be kept on the current selected channel the HOOK key must be pressed before replacing the handset.
Illustration 2.6.3b RB-700
2
3
REMOTE REMOTEINTCOM INTCOM
INTL INTL 5 SCAN SCAN DW DW 6 7 PRIV USA 8 PRIV USA 9 DUP HI 10 DUP HI 9 SIMP LOW 10 SIMP LOW 12 WX 13 WX
##
INTL INTL SCAN SCAN DW DW PRIV PRIV USA USA DUP DUP HI HI SIMP SIMP LOW LOW WX WX
TX TX
Dual Watch To select dual watch: a)
Select a working channel using the numeric keys.
b)
Press the SHIFT key, followed by the CH 16 key.
c)
To cancel dual watch press the PTT switch or press any key.
Scanning Mode
4
REMOTE REMOTEINTCOM INTCOM
Channel Selection Use the numeric keys to select required channel as indicated immediately on the LCD display.
The HOOK Key
1
Selecting Transmitter Output Power
11
TX TX14
To select scanning mode: a) Press the SHIFT key followed by the 5 key. The receiver will now scan channels in ascending order, stopping when a signal is detected. b)
INTL
USA
WX
1
2
3
PRIV
SCAN
4
5
HOOK
KEY 6
INTCOM
7
8
9
HI/LOW
0
SHIFT
ENT
DW CH16
Issue: Draft 2
1. "REMOTE" Indication Changes According to the Remote Station Number 2. Intercom (Interphone) 3. Secondary Function 4. International Channel 5. Scanning 6. Dual Watch 7. Private Channel 8. USA Channel 9. Communication Mode 10. RF Power 11. Channel Number 12. Weather Channel 13. Speaker Off Mark 14. Transmission
To escape scanning mode press any key or press the PTT switch.
Intercom Communication It is possible to have direct communication between the remote station and the main VHF on the bridge. To provide intercom connection: a)
Pick up the handset.
b)
Press the SHIFT key followed by the 7 key.
c)
Press the 1 key, followed by the ENT key.
d)
Press the PTT switch and talk into the handset.
e)
To escape intercom mode replace the handset.
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DSC Operation
ENT
Pree the ENT key to accept a selected item.
Left/Right
Operating Controls There are three buttons for DSC calling. •
A distress button under a protective flap for initiating DSC distress alerts
•
An alarm stop (distress cancel) button
•
A call button for initiating all DSC calls other than own ship distress
All other DSC operations are carried out using the keyboard located on the right-hand side of the FM-8700 control panel. The keyboard operates in two modes, as a numeric input for inserting numbers 0 - 9 and as a dual function input as follows: 1. POSITION: Press and hold the 1 key to display the position and time. 2. AUTO ACK: Press the 2 key to activate or disable the automatic DSC acknowledgement (AUTO ACK) function. Distress alerts may not be automatically acknowledged. 3. TEST: Press the 3 key to intiate the daily self-test.
Arrow Keys
Used to shift the cursor to the desired location.
DSC Distress Alerting If your vessel, or someone associated with your vessel, is in grave and imminent danger and requires immediate assistance a DSC distress alert should be transmitted in order to attract the attention of other ships and shore stations within VHF range. An RT distress call and message may then be made on channel 16. There are two methods of sending DSC distress alerts, undesignated and designated.
d) Press the DISTRESS button for 4 seconds to send the distress alert. After Sending the DSC Distress Alert The transmission of five successive DSC distress alerts will take approximately 3 seconds, during which time the display will indicate ‘Call in progress DISTRESS CALL CH 70’. The display will then indicate ‘Wait for dist ack’ and show a countdown time until the next distress alert transmission will automatically take place, approximately 4 minutes. In an A1 area a shore station will normally send a DSC Distress acknowledgement which will be displayed on the LCD screen and cancel the 4 minute repetition cycle of the DSC. Once this acknowledgement has been received commence RT distress communications on VHF channel 16. Further details of distress transmission procedure are in section 2.6.1 GMDSS Overview.
Procedure to Send an Undesignated DSC Distress Alert Procedure for Cancelling a False DSC Distress Alert a)
Open the flap on the DISTRESS button.
b)
Press and hold the DISTRESS button for 4 seconds.
Procedure to Send a Designated DSC Distress Alert
If the DISTRESS button is pressed in error then press the ALARM STOP key within 5 seconds. If more than 5 seconds has elapsed since pressing the DISTRESS button use the following procedure: a)
Switch off the equipment immediately by turning the VOLUME control counter-clockwise until it clicks.
4. PRINT: Press the 4 key to print selected data.
a)
Open the flap on the DISTRESS BUTTON.
5. CONTRAST: Press the 5 key to adjust the LCD contrast. There are eight levels.
b)
Switch the power on again and select CH 16.
b)
Press the DISTRESS button momentarily.
c)
6. VOLUME: This function is not used in DSC mode.
c)
7. FILE: Press the 7 key to open a file.
Press the numeric key corresponding to the nature of distress, from the list below, immediately:
Transmit an RT message addressed to ‘All Stations’ giving ship’s name and MMSI number followed by the words:
8
1. Fire, explosion
RCVD: Press the 8 key to display the list of received DSC messages. Up to 50 distress alerts and 50 routine alerts may be stored.
9. XMTD: Press the 9 key to display the list of transmitted DSC calls. A maximum of 50 transmitted calls may be stored. Other keyboard controls include: CANCEL
Press the CANCEL key to delete wrong data and restores previous menu.
LAMP
2. Flooding 3. Collision 4. Grounding 5. Listing, capsizing 6. Sinking 7. Disabled and adrift 8. Abandoning 0. Undesignated
SYMBOL
Press this key to adjust the LEDs brightness.
Press the left arrow key for piracy/armed robbery attack
SELECT
Press the SELECT key to display the setup menu or to change settings.
Press the right arrow key for man overboard
Issue: Draft 2
Cancel my distress alert of DATE/TIME (UTC)
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Procedure When a DSC Distress Alert has been Received a)
Silence the audible alarm by pressing the ALARM STOP key.
b)
Wait up to 3 minutes for a shore station to send a DSC distress acknowledgement.
c)
Monitor channel 16 and expect RT distress communications to take place.
d)
Send RT distress acknowledgement if appropriate.
(Note: It is not normal for a ship to send a DSC acknowledgement of a DSC distress alert. Usually in an A1 area a shore station will do this. If your vessel is in a position to render assistance an RT acknowledgment on channel 16 should be made. For full details of GMDSS distress operating procedures refer to section 2.6.1 GMDSS Overview. Ships should never send a DSC distress alert relay on VHF channel 70.) Procedure for Transmitting a DSC Distress Acknowledgement If you hear a DSC distress alert which is being repeated then, only with the permission of a shore station, you may terminate the alert by sending a DSC acknowledgement as follows: a)
Bridge Systems Operating Manual
Bilbao Knutsen
Press the ALARM STOP key to silence the audible alarm.
b)
Press the ENT key successively to view the details of the distress alert.
c)
At the end of the details will be an invitation to ACK, RELAY or END the call. Ensure that ACK is selected by using the left or right arrow keys.
d)
Press the ENT key.
e)
Press the CALL key and the DSC acknowledgement will be transmitted.
Sending a Manual Distress Alert Relay
Manual Entry of Ship’s Position/Time
If you become aware that another vessel, person or aircraft is in distress a DSC distress alert relay may be transmitted on their behalf. The DISTRESS button must not be used. Instead use the following procedure:
If input from the GPS is lost for more than one minutes the message EPFS ERROR is displayed. In this case the ship’s position should be inserted at regular intervals as follows:
a)
Press the ENT key followed by the SELECT key.
a)
Press the SELECT key followed by the 1 key.
b)
From the available options select either R/A to relay to all ships, or R/S to relay to a selected station (by entering its MMSI number).
b)
Enter four digits for ship’s latitude, followed by five digits for longitude then UTC time. Use the right arrow key to change the North/South or East/West designation.
c)
Press the ENT key.
c)
Press the ENT key to accept the position/time data.
d)
Press the ENT key followed by the SELECT key.
e)
Enter the MMSI number of the vessel in distress. If the MMSI number is not known enter 9’s into all the available spaces.
d) f)
Press the ENT key.
g)
Nature of distress window is displayed. If nature of distress is unknown send the default condition which is UNDESIGNATED. Otherwise use the SELECT key to chose appropriate nature.
h)
Press the ENT key followed by the SELECT key.
i)
Enter the lat/long of the distress vessel. If the position of the vessel is not known enter 9’s into all the available spaces.
j)
Press the ENT key followed by the SELECT key.
k)
Manually enter the UTC time of the distress.
l)
Press the ENT key twice.
m) Press the CALL key to transmit the distress relay. n)
The screen will revert to the standby display if an all ships relay was transmitted, or will display ‘WAIT FOR RELAY ACK’ if individual relay was transmitted. If no response is heard by DSC press the CANCEL key to select the standby display.
After sending a manual distress alert relay watch should be kept on channel 16 and RT distress communications should be expected.
Issue: Draft 2
(Note: If the position data is not updated within four hours a buzzer sounds and the display shows a warning UPDATE POSITION. If not updated within 23.5 hours all position information is deleted from memory.) The Position/Time information may be viewed at any time by pressing and holding the 1 key.
To Cancel Manual Position/Time if GPS Data is Restored To cancel manually entered data repeat steps a) and b) above but enter 9999 for the time and then press the ENT key. Procedure for making Urgency or Safety DSC Calls Prior to sending RT Urgency or Safety messages it is important to alert stations within VHF range by sending a DSC Urgency or Safety alert as follows: a)
Press the ENT key followed by the SELECT key.
b)
Use the cursor to highlight ALL and press the ENT key.
c)
Press the ENT key and category ‘TELECOM’ is displayed.
d)
Press the SELECT key and move the cursor to highlight URGENCY or SAFETY as appropriate.
e)
Press the ENT key followed by the SELECT key.
f)
Use the cursor to highlight SMP for simplex RT follow-up communications.
g)
Press the ENT key followed by the SELECT key.
h)
Use the numeric keys to insert the working channel eg channel 16.
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i)
Press the ENT key.
j)
Press the CALL key to send the DSC alert.
k)
Whichever channel is indicated in h) above will be set on the VHF RT ready for the Urgency or Safety broadcast.
Procedure on Receiving an Individual Call
Testing the DSC Equipment
The VHF transceiver responds to incoming calls differently depending upon whether AUTO ACK is on or off. If automatic acknowledgement is on, the DSC sends a reply without any operator intervention. If automatic acknowledgement is off, the contents of the received call can be viewed by successive presses of the ENT key. Press the CALL key to transmit a manual acknowledgement.
Radio regulations require that the VHF DSC is tested daily to ensure correct operation. Details of the test should be noted in the GMDSS radio log book. Any equipment failures should be notified to the Master. To test the DSC:
Procedure on Receiving an All Ships Call A received all ships call may be from a shore or ship station announcing urgency or safety information. An audible alarm will be heard. Successive presses of the ENT key will scroll through each page of received information. Included will be an indication of the RT channel to be used. The VHF RT should be set to this channel in order to listen to the broadcast. No DSC acknowledgement is permitted.
Procedure for Turning Auto Acknowledgement on/off
Procedure for Making DSC Calls to an Individual Station
Other types of DSC call that can be made include:
An individually addressed DSC alert may be made to a shore station to set up RT or other communications. Alternatively another ship may be called in order to set up an RT call on a specified simplex working channel. a)
Press the ENT key followed by the SELECT key.
b)
Use the cursor to select IND for an individual call.
c)
Press the ENT key followed by the SELECT key.
d)
Enter the MMSI number of the station to be called.
e)
Press the ENT key followed by the SELECT key.
f)
Use the cursor to select ROU for routine priority.
g)
Press the ENT key followed by the SELECT key.
h)
Use the cursor to highlight DUP for duplex or SMP for simplex channel.
i)
Press the ENT key followed by the SELECT key.
j)
Enter the required working channel e.g. 72. When calling a shore station set the working channel to 9999.
k)
Press the ENT key followed by the CALL key.
l)
Wait for an acknowledgement before transferring to the indicated RT working channel.
Issue: Draft 2
a)
Press the 3 (TEST) key to initiate the test sequence.
b)
After a few seconds the test will be completed and the LCD will indicate the test results. If no faults are detected ‘VHF DSC: GOOD’ will be displayed. Press the ALARM STOP key to silence the alarm followed by the CANCEL key to return to the standby display.
c)
If a fault condition exists ‘VHF DSC: NG’ will be displayed. Press the ENT key to show the reason for test failure. Call for an authorised service agent.
d)
Press the CANCEL key to escape.
To enable or disable the auto acknowledgement (AUTO ACK) of received calls press the 2 key. The LCD displays whether Auto or Manual acknowledgement is selected. Procedure for Making Other DSC Calls •
TEL: Automatic/semi-automatic telephone calls
•
GRP: Calls to a specific group by using a group MMSI
•
POS: A call requesting another vessel to indicate position
•
POL: Used to confirm that own ship is within range of another ship
•
MED: A Medical Transport call indicating that own ship carries medical goods
•
NEU: Used to indicate that own ship has neutral status and is not a participant in an armed conflict
•
GEO: Calls may be addressed to a specific rectangular area. Only vessels known to be within that area will respond
(Note: Full details of these calls are contained in the manufacturer’s operation manual.)
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Bridge Systems Operating Manual
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Illustration 2.6.4a Inmarsat B System Antenna Unit
Handset Detail
Above Decks
Keyboard
Esc
` `
! 1
F1
F2
F3
F4
" 2
£ 3
$ 4
% 5
Q Caps Lock
W A
|
E S
Z
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V
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Alt
F8
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\ Ctrl
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P : ;
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F11
F12
} ] @
~
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#
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Monitor
Print Scrn SysRq
Scroll Lock
Pause
Insert
Home
Page Up
Num Lock
/
*
-
Delete
End
Page Down
7
8
9
+
Num Lock
Ctrl
Telex Distress Alert Button
Telephone Distress Alert Button
INMARSAT-B Telex Distress Alert Button
INMARSAT-B Telephone Distress Alert Button
ALARM
Scroll Lock
Break
Home
1
Pg Up
4
5
1
2
End
/
Caps Lock
Printer
Keep Pressed for 6 Seconds in Case of Distress The Alert is Transmitted With Steady Lighting
6 3
Keep Pressed for 6 Seconds in Case of Distress The Alert is Transmitted With Steady Lighting
. Del
2
3
REDIAL
Enter
Pg Dn
0 Ins
Distress
Distress
4
5
HOLD Print
7
10 FUNC Quit
6 Inter comm
8
9
11 ABBR Find
12 DEL Prty
13
1 Communication Unit
4 AC
Junction Box
To GMDSS (Radio Table)
Junction Box
Multi Communication Unit
ALARM
REDIAL
HOLD Print
FUNC Quit
2 ABC
1 4
Inter comm
ABBR Find
GHI
5
JKL
7
8
*Mode
0Symb
TUV
DEL Prty
3 6
AC
1
DEF
MNO
1
2
3
9
4
5
6
# Ent
7
8
9
*
0
#
WXYZ
Facsimile Handset Gyrocompass Switchover Unit
Issue: Draft 2
2 ABC
3
5
6
DEF
Key
2
3
1
2
3
1
2
3
4
5
6
4
5
6
4
5
6
7
8
9
7
8
9
7
8
9
*
0
#
*
0
#
*
0
#
Captains Day Room
Cargo Control Room
Hospital
1. 2. 3. 4.
Off Hook Key Redials Selected Number On Hook Key Puts Connected Party On Hold or Prints the Screen Showing the Symbol 5. Moves Cursor or Increases the Earpiece Volume 6. Turns the Intercom On/Off 7. Moves Cursor to the Left or Selects Menu Option 8. Moves Cursor Down or Decrease the Earpiece Volume 9. Moves Cursor to the Right or Selects Menu Option 10. Returns Display to the Standby Mode 11. Abbreviated Dialling Number Functions 12. Used to Select Priority or Delete an Entry 13. Alphanumeric Keys 14. Separator Selects Alphabetic or Numeric Inputs Selects North/South and East/West 15. Used for 0 or Symbols 16. Used to Confirm an Entry or to Terminate the Menu Operation
GHI
7 14
*Mode
8
JKL
TUV
15
0Symb
MNO
9
WXYZ
16
# Ent
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Knutsen OAS Shipping 2.6.4
INMARSAT-B SYSTEM
Maker: Type:
Bridge Systems Operating Manual
Bilbao Knutsen
Furuno Felcom 82A
Equipment Description The Inmarsat-B system is located in the radio space and has the following features: •
Telephony via local handset type IB-882.
•
Remote telephony via extensions in the Captain’s day room, cargo control room and hospital.
satellite. After several minutes signals from the satellite will be acquired and the system goes into standby. Power switches on the telex terminal unit, printer and facsimile machines also have to be turned on. Use the BRILL control to adjust display brilliance on the telex terminal. The standby screen should show the following typical indications after approximately 5 minutes: •
Current Satellite
IOR
•
Channel Status
SYNC
•
MES Status
Ready
•
Tx
Off
The telephone handset will display ‘Ready’. Keyboard and LCD backlighting, contrast, key beep on/off and ring volume can be adjusted as follows:
•
Telephony via the ship’s automatic telephone exchange.
•
Facsimile via Canon Fax type EB/10.
•
Telex via terminal unit type IB-582 with associated keyboard and printer.
a)
Press the FUNC QUIT key followed by the 6 key and the 1 key to display the menu.
•
Telephone distress alert button type IB-362.
b)
•
Telex distress alert button type IB-352.
Press the appropriate numerical key to adjust any of the following: 1. Backlight
The heart of the Inmarsat-B system is the Communication Unit Type IB-282 located under the radio space bench. The main switch for the entire system is located on this unit and power should be left on at all times. Also located under the radio space bench is the Multicommunication Unit type IB-782 which provides connections for the telephone extensions and fax unit. Once switched on there are no operator controls on this unit. A row of 9 LEDs show which telephone line is occupied.
2. Idlelight 3. LCD brightness 4. Buzzer volume 5. Keyclick
The entire system is fed from the ship’s mains supply.
Operation Switching On Turn the power switch, situated in the bottom left corner of the communication unit, to the ON position. Power is provided to the telephone handset and antenna unit. The antenna automatically orientates itself towards the selected Issue: Draft 2
There are two modes of handset operation; User and Administration. In the Administration mode a password is required to open menus. The factory setting is 0000 in which case no password is required. To enter a password or to change an existing password use the following procedure: a)
Press the FUNCT QUIT key followed by the 6 key and the 7 key to display the password screen.
b)
Key in 0000 (or the existing password).
c)
Press the down arrow key to select the NEW field.
d)
Enter the desired password as any four numbers.
e)
Press the ENT key.
f)
Use the down arrow key to select CONF.
g)
Enter the same password, followed by the ENT key. The message ‘The Password is Changed’ is shown.
h)
Press the FUNC QUIT key to close the menu.
Distress Message Generator (DMG) Setup This process needs to be set up prior to using the telex distress alert button IB352 for the first time and may have already been carried out by the installation engineer. However changes may be carried out as follows: a)
Press the FUNC QUIT key followed by the 5 key and the 8 key to display DMG window.
b)
Press the 1 key to enter SHIP’S NAME menu.
c)
Enter the ship’s abbreviated name (telex answerback code) in four alphanumeric characters and press the ENT key.
d)
Press the 2 key to select MARITIME.
Receiving Telephone Calls
e)
Press the 1 key to select YES, followed by the ENT key.
If the telephone handset rings pick it up and press the off-hook key to communicate with the caller. If a telephone extension rings, pick up the receiver and talk with the caller.
f)
Press the 3 key to select NATURE
g)
Press appropriate key to select the nature of the distress from the list followed by the ENT key. The default setting is 8 (UNDESIGNATED).
c)
Use the left or right arrow keys to increase/decrease the levels or toggle between on/off.
d)
Press the ENT key to accept an input.
e)
Press the FUNCT QUIT key several times to close the menu.
The ship’s position is constantly fed into the system via GPS interface. Heading information is provided by gyrocompass input. The antenna radome unit houses a uni-directional dish antenna and the associated servo-mechanism required to maintain accurate pointing at the satellite at all times. In the event of a gyro failure communications will not be possible.
Handset Password
Telephone and telex communications are now possible.
Receiving Telex Messages Incoming telex messages will be automatically displayed on the telex terminal display and printed out simultaneouly on the printer.
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Course and speed information is not required as these are taken from navigational inputs. Press the FUNC QUIT key to close the DMG menu.
(Note: This process can also be performed at the telex terminal unit by pressing the F4 key followed by the 6, the 2 and the ENTER keys.)
Selecting NAVAREAS Some services such as weather information may be automatically received. The NAVAREA in which the vessel is trading may be selected as follows: a)
Press the FUNC QUIT key followed by the 5 key and the 5 key again to display the AREA menu.
b)
Press the 4 key to select NAVAREA.
c)
Enter the required NAVAREA as two digits (eg 03 for NAVAREA 3), followed by the ENT key.
d)
Press the FUNC QUIT key to close the menu.
Selecting the Default LES for Distress Alerts Use the password to access Administration mode and use the following procedure: a)
Press the FUNC QUIT key followed by the 5 key and the 7 key to display the DISTRESS LES menu.
b)
Press appropriate numeric key to select an ocean region.
c)
Key in the 3 digits for preferred LES (e.g. 002 for Goonhilly) and press the ENT key.
Manual Entry of Ship’s Position
d)
Repeat steps b) and c) for the other three ocean regions.
e)
Press the FUNC QUIT key to close the menu.
(Note: This process may also be carried out using the telex terminal by pressing the F4, 6, 3, ENTER, 1 and ENTER keys in succession.)
If data from the GPS is not present, the position may be entered manually via the handset as follows: a)
Press the FUNC QUIT key followed by the 5 key and the 4 key to display the POSITION menu.
b)
Enter the latitude with the numeric keys. Use the MODE switch to toggle between N and S.
c)
Press the down arrow key to select LON.
d)
Enter the longitude in same way as latitude.
e)
Press the ENT key to accept position data.
f)
Press the FUNC QUIT key to close the menu.
Selecting an Ocean Region The ocean region is selected automatically according to position and course information provided by GPS and gyro inputs. However, in overlap regions, satellites may be selected manually as follows: a) b)
Press the FUNC QUIT key followed by the 5 key and the 1 key to display the SATELLITE menu. Use the appropriate numeric key to select preferred satellite as follows:
Setting UTC Date and Time This process is not required when the GPS input is available. However, if required the date and time may be entered manually as follows: a)
Use the password to enter Administration Mode.
b)
Press the FUNC QUIT key followed by the 6 key and the 4 key to displaye the Date/Time menu.
c)
Press the 1 key and enter date as YYYY-MM-DD.
d)
Use the down arrow key and key in UTC time followed by the ENT key.
e)
Press the FUNC QUIT key to close the menu.
1. AOR-E 2. POR 3. IOR 4. AOR-W (Note: Satellites 5 - 8 are not used.) c)
Press the FUNC QUIT key to close the menu.
Issue: Draft 2
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Distress Alerting
d)
Press the telephone off-hook symbol on the handset.
Making a Telephone Call to Another MES
Inmarsat-B provides an excellent means of distress alerting and messaging. On the left-hand side of the radio space are two distress alerting buttons, one for telephony operation, the other for telex. Telex is the preferred mode of distress alerting as it provides hard copy of all transmitted and received distress traffic. However, telephony distress may be used if preferred. Further details of distress procedures are in section 2.6.1. GMDSS Overview.
e)
Key in the 3-digit code for nearest LES followed by the # key.
To make a telephone call to another ship use the above procedure. In step a) dial in the following order:
f)
When connected to the MRCC or rescue authority the alarm stops beeping. Commence telephony distress communications giving the following information:
Telex Distress Alerting Procedure The procedure for sending a telex distress alert is as follows: a)
Lift the flap on the DISTRESS button.
b)
Press and hold the DISTRESS button for 6 seconds. During this time the audible alarm beeps and the red alarm lamp flashes. After 6 seconds the alarm sounds continuously, the lamp lights and the alert will be transmitted. Details of the alert will automatically contain:
Ship’s name/Inmarsat-B number
•
Position
871 for Ocean Region of other ship (871 for AOR-E, 872 for POR, 873 for IOR or 874 for AOR-W)
•
Nature of distress
323212345 (other MES number)
•
Assiatnce required
•
Any other relevant information.
Telephony Operation
To auto dial via the same LES in a particular ocean region a prefix code can be accessed each time the off-hook key is pressed. To register a prefix number use the following procedure:
•
Own ship position (from GPS)
To make an international telephone call:
•
UTC date and time
•
Nature of distress (undesignated)
•
Course and speed (from GPS)
The line remains open and the distress message may now be sent to the LES/MRCC by direct keyboard input.
Telephony Distress Alerting Procedure
a)
Lift the handset and dial the number within 20 seconds as follows: 002 for required LES (e.g. Goonhilly)
a)
Press the FUNC QUIT key followed by the 7 key and the 3 key to access the PREFIX CODE menu.
b)
Enter the prefix number (maximum 10 digits) as follows:
00 for auto dial
002 for Goonhilly
44 country code
00 for auto dial
151 area code (omitting first zero)
44 for UK
5551234 subscriber number. (Note: Refer to Operator’s Manual Appendix C for list of LES codes and Appendix B for List of Country codes.)
The distress button is incorporated in the telephone distress alert button type IB-362.
b)
Press the OFF-HOOK key to send the call.
To send a telephony distress alert use the following procedure:
c)
Start talking when the subscriber answers.
a)
Lift the telephone handset.
d)
Press the ON-HOOK key to end communications.
b)
Open the flap on the DISTRESS button.
e)
Replace the handset.
c)
Press and hold the DISTRESS button for 6 seconds. During this time the audible alarm beeps and the red alarm lamp flashes. After 6 seconds the alarm sounds continuously, the lamp lights and the priority of the handset is set to distress.
Issue: Draft 2
If a number is misdialled, press the ON-HOOK key. Press the OFF-HOOK key and redial the number. Using Prefix Codes
Making a Telephone Call to a Land Subscriber
d)
Correcting Dialling Errors
All telephony operations are carried out using the telephone handset.
Own ship Inmarsat-B mobile number
Details of the above and a response from the LES/MRCC will appear on the CRT display and be printed on the printer.
00 for auto dial
•
•
c)
002 for required LES
c)
Press the ENT key.
d)
Press the FUNC QUIT key to close the menu.
Dialling Using Prefix Numbers To use registered prefix numbers: a)
Lift the handset and press the OFF-HOOK key.
b)
The prefix number will appear on the display with the insertion point ready to accept the next part of the number.
c)
Dial the rest of the subscriber’s number.
d)
Press the # key to call the number. Heading - Page x of x
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Dialling with No Prefix Number
e)
To revert to not using prefix numbers use the following procedure:
Press the down arrow key and insert a name into this field (20 characters maximum).
a)
Pick up the handset and press the OFF-HOOK key.
f)
Use the down arrow key to select the DIAL field.
b)
Press the * key to release the prefix number.
g)
Enter the entire number of the subscriber.
c)
Dial the entire number starting with the LES number.
h)
Press the ENT key to register the number.
d)
Press the # key to call the number.
i)
Press the FUNC QUIT key to close the menu.
Redialling Previously Used Numbers The last 10 dialled numbers are stored in a memory with locations 0 - 9, 1 being the latest number and 9 the oldest. Like numbers are not stored. To redial a previous number: a) b) c)
Press the REDIAL key and call number 1 data will be displayed. Use the up/down arrow keys to select the required number. Press the off-hook key to redial the selected number.
Abbreviated Dialling Up to 50 complete subscriber number may be stored in memory. To access these numbers use the following procedure:
Telephone Extensions Telephone extensions are connected to the Inmarsat-B as follows: Extn. No. 0 Main Inmarsat-B handset
Extn. No. 3 Cargo control room Extn. No. 4 Hospital (Author’s note: Confirmation of extension numbers required.) In addition to their basic functions, telephones have the following facilities: •
Forwarding calls to other telephones on board.
•
Communicating with other telephone extensions in the InmarsatB network on board (intercom).
b)
Use the up/down keys to select the required number from the list.
•
Redialling a previously used number.
c)
Press the OFF-HOOK key to dial the number.
b)
Press the * key.
c)
Press the 1 key to select ENTRY.
d)
Enter a 3-digit abbreviated number.
Issue: Draft 2
Dial the LES, 00, the country code, area code and subscriber number followed by the # key.
c)
When the subscriber answers talk in the usual way. The volume of the earpiece may be adjusted using the VOLUME control.
d)
When the call is completed hang up the receiver.
Redialling Last Number To redial the last number pick up the receiver and press the REDIAL key.
To communicate with another extension:
Abbreviated telephone dialling.
Press the FUNC QUIT key.
b)
Extn. No. 2 Captain’s day Room
•
a)
Pick up the telephone receiver.
Using the Intercom Feature
Press the ABBR FIND key.
To register new abbreviated dial numbers:
a)
Extn. No. 1 Fax machine
a)
Registering New Abbreviated Dial Numbers
Making a Standard Telephone Call from an Extension
(Note: A wait of 30 seconds is required after a call has been disconnected before a new line to an LES can be established. Attempting to establish a call before 30 seconds will result in an error message.)
a)
Pick up the receiver.
b)
Press the * key and dial the extension number followed by the # key.
c)
Hang up the receiver on completion of the call.
Holding a call a)
Press the HOLD or * key.
b)
Hang up the receiver.
c)
Pick up the receiver when ready to talk again.
Forwarding Calls a)
When a call is received which is for another extension press the * key, dial the extension number followed by the # key.
b)
After confirming the connection hang up the receiver and the call will be transferred.
c)
If the extension does not reply press the HOOK key to cancel forwarding.
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Inputting Abbreviated Dialling Numbers
Facsimile Operating Procedures
Up to 44 2-digit abbreviated numbers may be stored in each extension as follows:
Sending a Fax to a Land Subscriber
a)
Gently remove the one-touch dialling card located above the numeric keys.
b)
Press the SPEAKER key, the ENTRY key and then the RING TONE key.
c)
Press one of the ONE-TOUCH dial keys.
To send a fax to a land subscriber load the document in the fax machine and dial as follows: a)
b)
002 (3-digit LES code) 00 (automatic call) 44 (telephone country code) 1234567 (Fax number including area code without leading zero) # Press the START button.
Telex Communications Main Menu Description All telex operating functions are accessed via a set of menu keys located along the top of the keyboard. When pressed they open up a set of numbered submenus which may be selected by pressing the appropriate numeric key, or using the up/down arrow keys, to perform the following functions: F1: File menu 1. New Text: Creating new text
d)
Enter the entire telephone number to be registered.
e)
Press the ENTRY key followed by the SPEAKER key.
Sending a Fax to Another MES
3. Close Text: Removing file from the working area.
f)
Replace the one-touch dialling card.
To send a fax to another MES load the document into the fax machine and dial as follows:
4. Save Text: Saving files to floppy disk.
Using the Abbreviated Dial Facility a)
Press the SPEAKER key, followed by the RING TONE key.
b)
Press one of the ONE-TOUCH dial keys.
c)
Pick up the receiver.
(Author’s note: The above procedure seems to be incorrect in the manual. Check during ship visit.)
002 (3-digit LES code) 00 (automatic call) 871 (ocean region code of other MES) 323212345 (MES Inmarsat-A, B, F or M number) # START (Note: 1. 30 seconds should elapse between successive calls. 2. The fax may also function as a telephone. 3. A fax cannot be transmitted when the telephone or telex is in use. 4. Expect longer transmission times due to propagation delays. Delays will be very long when sending a fax to another MES.)
2. Open Text: Opening files from a floppy disk.
5. Delete File: Deleting files from floppy disk. 6. Rename File: Renaming files. 7. Print File: Printing a file. 8. Clear Comm Memory: Clearing stored messages from the communications memory. 9. Format Disk: Formatting floppy disks. F2: Edit File 1. Undo: Changes the last cut, copy or paste action. 2. Cut: Cuts selected text. 3. Copy: Copies selected text. 4. Paste: Inserts copied text in a selected location. 5. Select All: Selects the contents of an entire file. 6. Search: Searches for a selected word. 7. Replace: Replaces a selected word with a different word. 8. Goto Top: Moves the cursor to the top line. 9. Goto Bottom: Moves the cursor to bottom of text. A: Goto Line: Moves the cursor to a selected line. B: Change Text: Alternately displays two open files.
Issue: Draft 2
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F3 Telex Menu 1. Auto Telex: Automatic telex transmission. 2. Call LES: Manually connects with LES. 3. Call Station: Selects an address from station list or enters a telex number directly via the keyboard. 4. Transmit File: Selects a file to transmit.
F9: Alm Rst
Ctrl Key
This key silences the audible alarm which sounds when a telex message is received.
Pressing and holding the Ctrl key together with an additional key provides a series of shortcuts as shown in the following table:
F10: Break Pressing this key breaks the telex connection.
5. Program Telex: Programmed telex.
Alt Key
6. Confidential Msg: Opens a confidential message.
Pressing and holding the Alt key, together with an additional key provides a series of shortcuts as shown in the following table:
7. Communications log: Stores details of last 25 received messages. 8. Change Window: Switches between edit screen and standby screen. F4: Setup Menu 1. Station List: Registers up to 64 telex addresses. 2. LES List: Registers up to 246 LESs. 3. Terminal Setup: Sets up the telex terminal. 4. Editor Setup: Formats the editor screen. 5. Polling Configuration: Selects the file to transmit when the MES receives a polling request. 6. Comm Unit Setup: Sets up the ocean region, NAVAREA, etc. 7. Window Color: Selects the terminal screen colours. F5: WRU WRU stands for ‘Who Are You’ and may be used to request the Answerback of the connected LES or telex subscriber. F6: HRIS HRIS stands for ‘Here Is’ and is used to identify own ship by sending own Answerback.
Key Alt+N Alt+O Alt+Q Alt+S Alt+D Alt+P Alt+X Delete Alt+C Insert Alt+A Alt+F Alt+R HOME END Alt+L Alt+V Alt+B Alt+T Alt+W Alt+Z
Function Same as New Text in File Menu Same as Open Text in File Menu Same as Close Text in File Menu Same as Save Text in File Menu Same as Delete File in File Menu Same as Print File in File Menu Same as Undo in Edit Menu Same as Cut in Edit Menu Same as Copy in Edit Menu Same as Paste in Edit Menu Same as Select All in Edit Menu Same as Search in Edit Menu Same as Replace in Edit Menu Same as Goto Top in Edit Menu Same as Goto Bottom in Edit Menu Same as Goto Line in Edit Menu Same as Change Text in Edit Menu Shows contents of communications memory Same as Auto Telex in Telex Menu Same as Change Window in Telex Menu Escapes from editor or telex screen
Key Ctrl+E Ctrl+X Ctrl+S Ctrl+D Ctrl+A Ctrl+F Ctrl+G Ctrl+H Ctrl+I Ctrl+M Ctrl+C Ctrl+R Ctrl+Z Ctrl+W Ctrl+[ Ctrl+V Ctrl+P
Function Same as Up key Same as Down key Same as Left key Same as Right key Moves the cursor one character to the left Moves the cursor one character to the right Same as the Delete key Same as the Backspace key Same as the Tab key Same as the Enter key Same as the PgDn key Same as the PgUp key Scrolls the screen one line down Scrolls the screen one line up Same as the Esc key Same as the Edit Mode in Editor Setup menu Prints current Screen
F7: Bell This sounds the bell at the receiving station. F8: This key is not used.
Issue: Draft 2
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Automatic Telex Transmission In automatic telex mode the message is sent using pre-registered LES and subscriber number. Answerback codes are automatically exchanged between sender and receiver. Messages for transmission may be prepared on the text editor or on a floppy disk. To send an automatic telex use the following procedure: a) b)
Bridge Systems Operating Manual
Bilbao Knutsen
With the screen in standby, press the F3 key followed by the 1 key.
c) d)
Use the down arrow key to select priority: 1. ROUTINE, 2. SAFETY or 3. URGENCY Select the priority by pressing the appropriate numeric key (e.g. press the 1 key for routine).
e)
Select the two-digit service code 00 for auto self-dial call and press the ENTER key.
f)
Use the right arrow key to select SEND and press the ENTER key. Answerbacks followed by GA+ should be displayed on the screen indicating connection with selected LES.
Press the 1 key or the space bar to access the address list.
e)
Enter the LES name (maximum 15 characters).
f)
If required, use the down arrow key to enter remarks.
g)
Press the ESC key to return to the LES LIST.
h)
Press the ESC or ENTER key to register the entry.
i)
To delete an LES name or number use the BACKSPACE key whenever the entry is selected.
Adding or Deleting Telex Addresses in the Stations Register
c)
Use the up/down arrow to select required address and press the ENTER key.
g)
d)
Press the 2 key to display the LES list.
h)
Press the F3 key followed by the 3 key to access the address book.
a)
Press the F4 key followed by the 1 key to display the STATION List.
e)
Use the up/down arrows to select required LES.
i)
b)
f)
Press the ENTER key.
Use the up/down keys to select required telex address and then press the ENTER key.
Use the arrow keys to select an empty station number and press the ENTER key.
g)
To send a message currently displayed on the text editor go to step h) below. To send a message from a disk insert the disk in the drive and press the 3 key to display the file list. Operate the up/down arrows to select required file and press the ENTER key.
j)
The telex subscriber’s answerback should be displayed. Press the HRIS key to send own ship’s answerback.
c)
Enter the station name.
d)
Use the down arrow key to select TELEX NO.
e)
Enter the subscriber’s number as follows:
h)
Press the right arrow key to select SEND.
i)
Press the ENTER key to transmit the message.
j)
On completion, the line should be disconnected automatically. If this does not occur, press the F10 key to break the connection.
k)
To return to the standby screen press the ESC key. Alternatively, to return to the text editor press the F3 and 8 keys or Alt+W.
k)
l)
Send the telex message by typing directly from the keyboard or insert a floppy disk in the drive, press the F3 key followed by the 4 key to display the list of files. Use the up/down arrow key to select a file and press the ENTER key to transmit it.
Up to 64 telex addresses may be registered as follows:
00 (for auto dial call) 51 (for telex country code or ocean region code)
Disconnect the line by either pressing the F10 key or sending five periods (.....) at the beginning of a new line of text.
m) Press the F3 key followed by the 8 key, or Alt+W to return to the standby display.
123456 (for telex number of MES number) f)
Use the down arrow key to select ANSWERBACK.
g)
Enter the answerback code. If the subscriber’s complete answerback is unknown, enter part of it, or their telex number.
h)
If required use the down arrow key to select and enter remarks.
i)
Press the ESC or ENTER key to register the new address.
j)
Station information may be deleted at any stage by using the BACKSPACE key.
Registering and Deleting LES information To store details of LES’s use the following procedure:
Manual Telex Transmission When using manual telex transmission the operator selects telex address and LES manually. Telex answerbacks are also exchanged manually as follows: a) b)
With the screen in standby mode, press the F3 key followed by the 2 key. Insert the LES code manually followed by the ENTER key. If an LES code already exists, use the backspace key to delete it before inserting the required LES code.
Issue: Draft 2
a)
In the standby mode, press the F4 key followed by the 2 key.
b)
Use the arrow keys to select the desired LES number and press the ENTER key.
c)
Enter the LES code in three digits (use Appendix C in the Operator’s manual for details of LES codes).
d)
Use the down arrow key to select LES NAME.
Other Telex Functions For further details on other telex functions refer to the manufacturer’s operation manual.
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INMARSAT-C SYSTEM
Maker: Type:
Bridge Systems Operating Manual
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Furuno Felcom 12
Equipment Description The Inmarsat-C system comprises dual Felcom 12 transceivers and message terminals located on the GMDSS console. Each has its own distress alert unit type IC-302 which allows the transmission of distress alerts locally and from the chart table. Received call units type IC-303 are located on the chart table to give audible and visual indication of incoming distress alerts (check location of the IC-302 and 303 units during ship visit). Remote activation of distress alerts is also permitted via the Distress Message Controller type DMC-5 on the chart table.
The Data Terminal Unit (DTE)
Ctrl+[H] Same as Back Space
The DTE type IB-581, together with its associated keyboard, enables all operating procedures to be performed. A printer is attached in order to produce hard copy of transmitted or received data.
Ctrl+[I] Same as Tab
A power switch is located on the bottom left of the VDU and alongside are screen brightness and contrast control. A 3.5 inch floppy disk drive is located to the right of these controls and is used to store transmitted and received messages. The Keyboard Operation of the equipment is via a set of pull-down menus which may be accessed using function keys F1-F10 located along the top of the keyboard. The function menus are as follows:
Inmarsat-C provides handling of two-way worldwide telex and data information on a store-and-forward basis. Maritime Safety Information is automatically received via the in-built Enhanced Group Call (EGC) receiver. GPS input ensures that messages relating to the present Navarea are printed and that messages not relating to ship’s position are edited out. The system operates from 24V DC supply derived from the ship’s mains. In the event of a mains failure the Inmarsat-C systems will continue to operate from the emergency radio battery.
ALT+O: Same as OPEN in File Menu.
•
ALT+Q: Same as CLOSE in File Menu.
•
ALT+D: Same as DELETE in File Menu.
•
ALT+P: Same as PRINT in File Menu.
F3 Transmit
F8
Setup
•
ALT+X: Same as UNDO.
F4 EGC
F9
Position
•
DELETE: Same as CUT in Edit Menu.
F5 Reports
F10
Stop Alarm
•
ALT+C: Same as COPY in Edit Menu.
•
INSERT: Same as PASTE in Edit Menu.
•
ALT+V: Same as CHANGE WINDOW in Edit Menu.
Other keyboard functions include:
The Communications Unit
•
Home: Moves the cursor to the top of current message.
The heart of the Inmarsat-C system is the Communication Unit type IC-212. On the bottom left is the power switch which should be left on whilst under way so that the system is always available to receive incoming mail/EGC messages and to transmit outgoing mail or distress alerts. On switching on a power lamp illuminates and an automatic self-test routine will be carried out.
•
End: Moves cursor to the bottom of current message.
•
PgUp: Goes to previous page.
•
PgDn: Goes to next page.
•
Arrow keys: Move cursor up, down, left or right.
•
Enter: Registers key input.
•
Shift: Selects upper or lower case.
•
Alt: Shortcut when used with alphabet keys.
•
Space Bar: Inserts a space. Displays a file list or partial view of file in certain menus.
•
Caps Lock: Turns upper case on or off.
•
Tab: Inserts horizontal tab characters.
•
Ctrl: Works with alphabet keys as follows;
If a system fault is detected. To silence this alarm press any key.
•
Options
Delete: Deletes the character on the cursor.
•
ALT+N: Same as NEW in File Menu.
F7
•
After sending a distress alert the alarm will automatically silence when an acknowledgement is received from the LES.
•
F2 Edit
Insert: Same as PASTE function.
•
Commonly used functions may be accessed as follows:
ALT+S: Same as SAVE in File Menu.
•
When Distress or Urgency EGC messages are received. To cancel the alarm press the ESC key followed by the F10 key.
Shortcut Key Operation
•
Backspace: Deletes character to left of cursor.
•
Num Lock: Turns numeric input on or off.
Logs
•
The alarm will sound in the following circumstances:
•
F6
Esc: Cancels an input and returns to previous screen.
The Audible Alarm
Fn: Combined with arrow key, it scrolls screen.
F1 File
•
Operation
•
Procedure for Selecting Menus and Menu Options a)
Press the required function key e.g. press F1 for FILE Menu.
b)
Select required menu option using the up/down keys or by pressing the appropriate numeric key.
c)
Press the ENTER key.
Ctrl+[M] Same as Enter Issue: Draft 2
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Function Menu Descriptions Function F1 F2 F3 F4 F5 F6 F7 F8 F9 F10
Menu File Edit Transmit EGC Reports Logs Options Setup Position Stop Alarm
Bridge Systems Operating Manual
Bilbao Knutsen
Description Processes files Provides text editing facilities Transmits messages Sets up EGC message facilities Sets up data reporting function Displays send and receive message logs Login, Logout, testing facilities Sets up the system Enters ship’s position Silences audible alarm
The Display The VDU display is divided into three sections: •
The menu area along the top of the screen.
•
The working area which is the majority of the screen.
•
The operating status areas which are located beneath each function and the three lower lines on the screen.
System Initialisation System Set Up
h)
Press the ENTER key to close the window.
Terminal Set Up
i)
Press the down key to select MES OPERATION MODE line.
j)
Press the ENTER key to open the window.
The Terminal Set Up selects date, display format, screen saver and display modes as follows:
k)
Select INMARSAT-C for both mail and EGC or EGC for EGC only.
a)
Press the F8 key.
b)
Press the 4 key, followed by the ENTER key.
c)
Select the required data display format e.g. DD-MM-YY.
m) Press the down key to select NAV PORT line.
d)
Press the ENTER key to close the window.
n)
Select OFF if there is no GPS connection; select EXT is there is an external GPS, select INT if there is an in-built GPS.
e)
Use the down key to select SCREEN SAVER.
o)
Press the ENTER key to close the window.
f)
Press the ENTER key and select ON or OFF.
p)
Use the down key to select ACTIVE PORT.
g)
Press the ENTER key to close the window.
q)
Select DTE1 if only DTE1 is active, or select ALL if DTE1, DTE2 and PC/DATA are active.
h)
Use the down arrow to select DISPLAY MODE.
i)
Press the ENTER key to select either NORMAL or REVERSE mode (white characters on black background).
j)
Press the ENTER key to close the window.
k)
Press the ESC key to return to the standby screen mode.
l)
Press the ENTER key to close the window.
r)
Press the ENTER key to close the window.
s)
Use the down arrow to select MESSAGE OUTPUT PORT.
t)
Select where received messages are to be stored. Select DTE1 for all messages to be stored on main DTE, DTE2 for all messages to go to 2nd DTE, PC/DATA for all messages to go to PC/DATA terminal, or AUTO to automatically route messages to appropriate DTE.
The system set up menu inputs date, time, operating mode and port functions. To set the system up: a)
Press the F8 key.
u)
Press the ENTER key to close the window.
b)
Press the 2 key followed by the ENTER key to set date and time.
v)
Use the down arrow to select EGC OUTPUT PORT LINE.
c)
Use the numeric keys to enter UTC date and time.
w)
Select the DTE where the EGC messages are to be stored, followed by the ENTER key to close the window.
d)
Press the ENTER key to close the window.
e)
Use the down arrow key to select PREFERRED NCS.
f)
Press the ENTER key.
g)
Select appropriate ocean area from AOR-W, AOR-E, IOR or POR. Alternatively, select AUTO in which case the equipment automatically selects best signal.
Issue: Draft 2
Logging in and Logging Off In order to inform a Network Co-ordinating Station (NCS) that the ship is available for sending and receiving mail within that ocean region the system must be logged in. The first time the system is used login must be performed manually, thereafter login is performed automatically even though the vessel may be changing ocean regions. Note that distress alerts may be transmitted and EGC messages received even when logged out. Logging in To log in use the following procedure:
x)
Press the ESC key to open the UPDATE window.
y)
Press the ENTER key to select YES.
a)
Confirm that SYNC (NC) is displayed on bottom of the screen.
z)
Press the ESC key to register all system settings and return to the standby display.
b)
Press the F7 key.
c)
Press the 1 key, followed by the ENTER key.
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d)
LOGIN will start and the indication LOGIN will blink.
j)
Press the ENTER key.
e)
When completed, SUCCESSFUL LOGIN is displayed and LOGIN stops blinking. The ocean region indicator appears on the screen.
k)
Use the numeric keys to input up to three fixed areas for chart correction service (this is not yet available so enter no data).
l)
Use the down arrow to select the WAYPOINT line.
f)
Before switching the Inmarsat-C off it is important to inform the NCS that the ship is no longer available for handling mail. To log out use the following procedure: a)
Press the F7 key.
b)
Press the 2 key, followed by the ENTER key.
c)
LOGOUT starts.
d)
When logout is completed SUCCESSFUL LOGOUT appears on the display.
e)
The Inmarsat-C may now be switched off.
EGC Settings Only EGC messages relating to current ship’s position will be printed. The EGC setup allows additional NAVAREA, NAVTEX stations and type of message to be programmed. To set up the EGC receiver: a)
Press the F8 key.
b)
Press the 5 key, followed by the ENTER key.
c)
Use the numeric keys to insert the lat/long of an ocean region for which broadcasts are to be received.
TELEX: For telex address.
•
FAX: For Fax address.
•
E-Mail: For e-mail address.
•
CSDN: Not used.
m) Press the ENTER key and select ON to receive broadcasts for the area of destination waypoint selected on the GPS.
•
X400: Data address (future use).
•
DNID: Data Network ID.
n)
Press the ENTER key to close the window.
•
SPEC: For using special 2-digit codes
o)
Use the down arrow key to select STATION CODE.
p)
Press the ENTER key, followed by the NAVTEX stations codes (A-Z) for present NAVAREA.
q)
Press the ENTER key to close the window.
r)
Use the up/down keys to enable/disable reception of types of NAVTEX message.
s)
Press the ENTER key to close the window.
t)
Press the ENTER key and select YES to register EGC settings.
u)
Press the ESC key to return to standby screen.
The Address Book Up to 64 different station IDs may be stored for accessing frequently used addresses. To input a new address:
j)
Press the ENTER key to close the window.
k)
Use the down key to select PREFIX CODE, followed by the ENTER key.
l)
Enter the two-digit prefix code 11 for operators assistance, 12 for dial guide, 33 for technical assistance or 91 for telex test.
m) Press the ENTER key to close the window. n)
Use the down key to select COUNTRY CODE.
o)
Insert telex country code for destination address, or ocean region code for ship-to-ship telex.
p)
Press the ENTER key to close the window.
q)
Use the down key to select STATION ID, followed by the ENTER key.
r)
Enter the telex number or MES number.
s)
Press the ENTER key to close the window.
t)
Use the down key to select REMARKS, followed by the ENTER key.
a)
Press the F8 key.
b)
Press the 9 key to display the CONFIGURATION menu.
c)
Press the 1 key to display the STATION LIST.
d)
Use the down key to access a blank line and press the ENTER key.
u)
Enter any remarks (up to 20 characters), followed by the ENTER key.
v)
Press the ESC key three times to return to the standby screen.
d)
Press the ENTER key to close the window.
e)
Use the down key to select the NAVAREA line.
f)
Press the ENTER key.
e)
Press the ENTER key again to display STATION NAME.
g)
Enter additional NAVAREA(S) - maximum of nine.
f)
Enter the station name using a maximum of 15 characters.
h)
Press the ENTER key to close the window.
g)
Press the ENTER key to close the window.
i)
Use the down arrow to select FIXED AREA.
h)
Use the down key to select DESTINATION TYPE.
Issue: Draft 2
Press the ENTER key and use down arrow to select from:
•
Press any key to return to standby screen.
Logging Out
i)
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Entering Own Ship’s Position If there is no input from GPS, the ship’s position has to be entered manually as follows:
Saving Messages Prepared messages may be saved as follows: a)
Press the F1 key, followed by the 4 key to retain its place on the screen, or press the F1 key, followed by the 3 key to clear the screen.
e)
A file name of up to eight characters may be used. Pressing the ENTER key saves the message to disk.
a)
Select OFF in the NAV PORT line as detailed in Set Up Procedure.
b)
Press the F9 key to display the POSITION menu.
c)
Press the ENTER key to enter LATITUDE.
d)
Enter latitude, followed by N or S.
e)
Press the ENTER key to close the window.
a)
Prepare the message on the screen.
f)
Use the down key to select LON, followed by the ENTER key.
b)
Press the F3 key to display the TRANSMIT screen.
g)
Enter longitude, followed by E or W.
c)
h)
Press the ENTER key to close the window.
Press the ENTER key (or the 1 key). The cursor will be on the PRIORITY line with NORMAL selected.
i)
Press the ESC key to open the UPDATE window.
d)
Use the down arrow key to select STATION NAME, followed by the ENTER key.
j)
Ensure YES is highlighted and press ENTER to close menu.
e)
Select the required station name from the address book, followed by the ENTER key.
f)
Use the down key to select LES ID, followed by the ENTER key.
g)
Select the required LES, followed by the ENTER key.
h)
Use the down key to select OPTION, followed by the ENTER key.
Preparing Messages There can be no live links on Inmarsat-C. All messages for transmission have to be prepared on the editor before using the transmit mode. Preparing Routine Messages
Transmitting Prepared Messages This method assumes normal telex messages are to be transmitted.
To prepare a routine message: a)
Press the F1 key to display the FILE menu.
i)
To receive confirmation ensure ON is selected. Send delay is on 00.00 for immediate transmission.
b)
Press the 1 key to select NEW and the cursor should be flashing on the first line of the workspace.
j)
Press the ENTER key
c)
Type the text of the message.
k)
Use the down key to select TRANSMIT, followed by the ENTER key.
l)
Press the ENTER key again to transmit the message to the message buffer. The message will be transmitted.
Receiving Messages So long as the Inmarsat-C is logged in it will automatically receive any messages addressed to it. On receipt, the audible alarm will sound. This may be cancelled by pressing the F10 key. Each message is assigned a message number and the text will be printed as soon as it is received. The DTE saves and files the message in the log.
Other Features For further details on other functions of the Inmarsat-C terminal refer to the manufacturer’s operation manual.
m) Use any key to return to the standby screen.
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Distress Communications If your vessel or person on board your vessel is in grave and imminent danger and requires immediate assistance the Inmarsat-C may be used to obtain help. Further details are to be found in section 2.6.1 GMDSS overview. Distress Transmission Procedure a)
Send a distress alert.
b)
Wait for an LES acknowledgement of the distress alert.
c)
Prepare a distress message using the edit facilities previously described. (This may be performed and saved on the screen before sending the distress alert if required).
d)
Transmit the message using distress priority.
Sending a Distress Alert A distress alert contains vessel’s ID, position, course and speed and is used to attract the attention of personnel in the NCS, LES and MRCC. Other vessels will not receive this alert directly. To transmit a distress alert use the following procedure: a)
On the Distress Alert Unit type IC-302 lift the flap on the DISTRESS button.
b)
Press and hold the DISTRESS button.
c)
The lamp inside the distress button flashes quickly and an audible alarm will sound intermittently. After 4 seconds has elapsed the transmission will take place and the lamp will light continuously and the alarm will sound continuously. After four seconds release the distress button.
d)
On receipt of an acknowledgement from an LES the lamp flashes slowly and the alarm will sound intermittently again.
e)
To silence the alarm press the F10 key.
Issue: Draft 2
Bridge Systems Operating Manual
Bilbao Knutsen Sending a Distress Message
Sending Urgency or Safety Messages
Once an acknowledgement of the distress alert has been received from the LES send further details of the situation as follows:
If urgent or safety related messages are to be transmitted they should be prepared on the editor in the usual way. The should be transmitted to an appropriate LES using ROUTINE priority. They should be given a SPEC (Special) two digit address as follows:
a)
Press the F1 key, followed by the ENTER key to access the editor.
b)
Prepare the distress message.
c)
Press the F3 key, followed by the ENTER key.
d)
The cursor will be on the PRIORITY line.
e)
Press the ENTER key and use the down key to select DISTRESS priority.
f)
Press the ENTER key.
g)
Use the down key to select LES ID, followed by the ENTER key.
h)
Select the same LES to which the distress alert was transmitted.
i)
Press the ENTER key.
j)
Use the down key to select TRANSMIT, followed by the ENTER key.
k)
Press the ENTER key again to transmit the message. This will be automatically routed to the MRCC associated with the selected LES.
2 digit Code 32 38 39 *
Title Medical Advice Medical Assistance Maritime Assistance
42
Navigational Warnings
43
Ship Position Reports
Use Requesting medical advice Requesting medical assistance Requesting search and rescue assistance, a tow or oil spillage Sending urgent navigational/ meteorological reports. Sending ship safety reports
* Using special code 39 should not be used in place of the distress transmission procedure previously described.
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Bridge Systems Operating Manual
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Illustration 2.6.6a Distress Message Controller - Control Panel
DISTRESS MESSAGE CONTROLLER DMC-5 RECEIVED RECEIVED NAVTEX EQC VHF DSC MF-MF DSC
Nature of Distress VHF DSC No. 2
2. Flooding 1. Fire,explosion 5. Listing 4. Grounding 7. Disabled and adrift 8. Abandoning ship
3. Collision 6. Sinking 9. EPIRB emission
Press (3) to silence received audible alarms. Press (CANCEL) If DISTRESS button pressed in error.
POWER
TEST
NAVTEX
2182
ALARM RST
1
2
3
VHF
MF-MF
SES
4
5
6
VOLUME
CANCEL
BACK
CONTRAST
7
8
9
FILE
0
SET UP
SELECT
ENT
CALL
TO SEND D ISTRESS ALERT W ithout des i gnati on of di s tres s nature : K e e p DISTRESS button pres s ed for 4 s ec onds T h e a lert i s trans m i tted wi th s teady l i ghti ng. By designation of distress nature While DISTRESS button is kept pressed. press the corresponding key 0 to 8 within 3 seconds. Continue to press DISTRESS button for 4 seconds. T h e a lert i s trans m i tted wi th s teady l i ghti ng. 1 2 3 4 5
: : : : :
Fire. explosion Flooding Collision Grounding Listing. capsizing
6 7 8 0
: : : :
Sinking Disabled & adrift Abandoning Undesignated
DISTRESS DISTRESS DISTRESS 0 DISTRESS 1 2 3 4 5
8
6 7 8 0
: : : : :
NOTE : To stop next alerts. press CANCEL. key. Manual Lat/Lon entry If "Pos NG" appears. press SETUP and e n t e r p o s i t i o n d a t a m a n u a l l y. P r e s s S E L E C T k e y to select entry item. and finally ENT.
2003 - 7.
: : : :
CANCEL
Pos NG SETUP SELECT
ENT
0560 OT
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2.6.6 Distress Message Controller (DMC) Maker: Model:
Bridge Systems Operating Manual
Bilbao Knutsen
Furuno DMC-5
The DMC-5 Distress Message Controller automatically commands all GMDSS communication equipment connected to it (VHF DSC, MF/HF DSC, Inmarsat C SES) to transmit the distress alert on GMDSS distress frequencies, by peeling off the red seal and pressing the DISTRESS switch. Then, after receiving a distress acknowledge message from a coast station, the operator can initiate distress communications by radiotelephone. It is primarily designed for use on vessels that operate in ocean areas A3 and A4. Besides its primary function, the DMC-5 also monitors all equipment connected to it for distress alert calls, transmits distress acknowledge calls (VHF DSC, MF DSC only), relays distress calls (HF DSC only). (Note: During transmission of a message (DISTRESS or CALL pressed), the DSC and transceiver accept no key input. (‘Remote DMC’ appears on the screen of the DSC.) The keys of the radiotelephone will be unlocked when a message transmission has been completed and the DMC-5 has moved to ‘Wait for dist ack’ state.)
NAVTEX
VHF:
VHF DSC Receiver selection/deselection.
Displays the date and time of received distress messages (maximum of 50) by the NAVTEX receiver.
MF-HF:
MF/HF DSC Receiver selection/deselection, and selects class of emission for distress communications.
SES:
EGC Receiver or Inmarsat C SES selection/ deselection.
Volume:
Turns on and off keyboard response tone and selects receive alarm tone.
VHF Displays the date, time and contents of distress messages (maximum 50) received by the VHF DSC. MF- HF Displays the date, time and contents of distress messages (maximum 50) received by the MF/HF DSC receiver.
Procedure for the Transmission of a Distress Call a)
Peel off the red seal, and then, press the DISTRESS key to transmit the distress alert. If time permits enter the nature of distress with numeric keys within five seconds. After five seconds, the alert is transmitted over VHF DSC frequency.
b)
Receive the distress acknowledge (DIST ACK) signal from coast station. (If the distress call is not acknowledged within 3 minutes it is automatically re-transmitted.) The audible alarm sounds when DIST ACK is received. Press the ALARM STOP key to silence the alarm.
c)
After receiving the DIST ACK signal, communicate with the coast station over the designated working frequencies.
SES Displays the date and time of distress messages (maximum of 50) received by the EGC receiver or Inmarsat C SES. ALARM RST Silences the receive alarm.
Control Panel Description Volume Number Keys Enters numeric data.
Adjusts the speaker volume in eight levels. The receive alarm sounds at maximum volume regardless of the volume setting.
Daily Test Procedure
Cancel
Control
Cancels data. Several presses can return control to the default display.
Adjusts the illumination of the LCD, keyboard and switches in four levels.
This unit is equipped with two types of self-tests. The first test checks for correct exchange of data between the DMC-5, DSC and radiotelephone to test for correct transmission of the distress message. To conduct this test, press the TEST switch at the default display. This test should be conducted daily to ensure correct transmission in case of distress.
Back
Contrast
Shifts the cursor to the left.
Select Shifts the cursor to the right. Displays the program menu.
Adjusts LCD contrast in eight levels.
(Note: Daily check the MF/HF transceiver for proper tuning of safety and distress frequencies, for the same reasons.) The second type of test is a series of tests, which is selected through the menu to identify the cause of operating problems.
File Not used.
Ent
Set Up Key
Registers selection made with the BACK and SELECT keys.
The SET UP key mainly enables equipment selection/deselection when pressed with other keys. Press the SET UP key and then press the desired key within 2-3 seconds. The key functions are listed below: NAVTEX: NAVTEX Receiver selection/deselection.
Issue: Draft 2
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Knutsen OAS Shipping 2.6.7
Bilbao Knutsen
Bridge Systems Operating Manual
UHF HANDHELD RADIOS
(Author’s note: Information required on this system.)
Issue: Draft 2
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Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.6.8a GMDSS VHF Emergency Hand Held Radio
Hi
Lo
12
1
13
14
15
16
2
Rx Hi
Rx
P
Hi
3
4
INT
INT VO L
SC
AN
SQ
5
W
7
D/
6 16
MEM SCAN
VO L
SQ
9 17
18
19
20
11
10
GMDSS
8
SIMRAD
Issue: Draft 2
1. Power On/Off Key
6. Up/Increase Key
11. Backlight On/Off Key
16. High (Hi) or Low (Lo) Transmitter Power Indicator
2. High/Low Transmit Power
7. Down/Decrease Key
12. Bar Graph
17. Function Indicator (INT or USA)
3. PTT (Press to Talk)
8. Scan Mode
13. Personal Channel Indicator
18. Selected Channel Stored in Memory
4. Volume Mode Select
9. Dual/Tri Watch Mode
14. Selected Channel
19. Channel Inhibited from Scan Indicator
5. Squelch Mode Select
10. Select Channel 16 Priority/Personal Channel
15. Receiving (Rx) or Transmitting (Tx) Indicator
20. Scan Mode Selected Indicator
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Knutsen OAS Shipping 2.6.8
VHF EMERGENCY HAND HELD RADIOS
Maker: Type:
SIMRAD Axis50
Conforming to the international GMDSS requirements the Simrad Axis50 is a multifunction hand held VHF providing portable VHF communications in the event of an emergency situation arising on board the vessel. It is waterproof to IP67 standard and can float. The vessel is equipped with three such units located in the wheelhouse. Each unit consists of a transceiver, rechargeable battery (NiCad type) and a mains operated battery charger. An emergency yellow non-rechargeable lithium battery is supplied for each unit and is only to be used in an emergency situation. The battery charger is the drop in type which accepts batteries with or without the handset attached. A trickle charge takes approximately 12 to 16 hours. The charged state of the battery is indicated on the bar graph of the handset LCD. The radio has all the maritime simplex channels with a priority selection for channel 16. Set up controls are on the front of the main unit. All necessary operating parameters are indicated on the LCD.
Description of Controls The numbers in brackets refer to the key used in illustration 2.6.7a above. On/Off Switch (1) Press this key to turn the transceiver on, the LCD illuminates indicating channel number etc. To turn the transceiver off, press and hold the key for approximately two seconds; this prevents accidental power off. Hi/Lo (2) Press this key to toggle between high (2.5W) and low (1W) transmitter power. Press to Talk Button (3) Press this key to transmit and release it to listen for a response. Volume Mode Select Key (4) Press this key to enter the volume mode and then use the up or down arrow key to increase or decrease the volume. The level is indicated on the bar graph.
Issue: Draft 2
Bridge Systems Operating Manual
Bilbao Knutsen Squelch Mode Select Key (5)
Channel 16 (Priority)/Personal Channel (10)
Press this key to enter the squelch mode and then use the up or down arrow key to increase or decrease the squelch level. The level is indicated on the bar graph.
This key has the following functions:
Up Key (6) and Down Key (7) These keys have the following mode dependent functions:
1) Press once to select channel 16. 2) Press and hold the key until two beeps are heard to select a personal channel. P will appear in the display. 3) Press and hold the key until three beeps are heard to set the selected channel as the personal channel.
1) Normal mode - channel selection up or down 2) Volume mode - increase or decrease speaker volume
Backlight (11)
3) Squelch mode - increase or decrease squelch level
Press this key to turn the backlighting on and off. Use the up and down arrow keys, as described earlier, to adjust the level of backlighting.
4) Lighting mode - increase or decrease LCD backlight level. If the up or down arrow key is not pressed within 3 seconds of pressing the volume, squelch or backlight keys they will revert to the normal mode function. Scan Mode (8) This key has the following functions: 1) Press once to start the memory scan. The display will indicate the channels stored in the memory. 2) To add or delete a channel from the memory scan. Select the channel using the up and down arrow keys. Press the SCAN key twice. The display will indicate if the channel has been added by displaying ENT or deleted by displaying DEL. 3) Press and hold the key until two beeps are heard then release the key to initiate a scan of all channels. 4) Press and hold the key until three beeps are heard then release the key to inhibit or enable a selected channel from the scan. The display will indicate either INH (inhibited) or ENA (enabled). Dual Watch (9)
The battery save function will extinguish the backlight if a key has not been pressed within 20 seconds of activation. Pressing any key except the power on/off (1) or the backlight (11) key will reactivate the backlighting. Procedure to Switch from International to USA Channel Selection a)
Press and hold the VOL key (4) when switching the power on. USA will appear in the display.
b)
To return to international channel selection turn the power off and back on again without pressing the VOL key. (4) INT will appear in the display.
Procedure for Use in an Emergency The designated crew member should take the emergency hand held VHFs from the bridge along with the associated yellow non-rechargeable lithium batteries. a)
Replace the NiCad battery with the yellow non-rechargeable lithium battery.
b)
Press the power key (1) to switch the unit on. The display will illuminate indicating which channel is selected.
c)
If necessary press the channel 16 key (10) once to select channel 16.
d)
Using the correct radio protocol, radio communications can now be established with Search and Rescue (SAR) craft as required.
This key has the following functions: 1) Press once to select a dual watch of between a selected channel and channel 16. D/W will appear in the display. 2) Press and hold the key until two beeps are heard to select triwatch. The unit performs a triple channel watch between a selected channel, a personal channel and channel 16. T/W will appear in the display.
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2.6.9 Electronic Position Indicating Radio Beacon and Search and Rescue Transponders Electronic Position Indicating Radio Beacon (EPIRB) Overview
(Note: The attached lanyard is to allow the EPIRB to be secured to a survival craft or person in the water. Make sure that this lanyard is not attached to the vessel.)
Operating Procedures
Test Procedure It is recommended that the EPIRB is tested once a month with the results of the tests being entered in the GMDSS logbook. A self test can be initiated with the EPIRB in or out of the release bracket. To initiate a self-test: a)
Lift and hold the thumb switch in the vertical position for at least one second.
b)
The start of the test sequence is indicated by a beep and the simultaneous lighting of the green and red LEDs. The unit will then run a sequence of tests as follows:
Automatic Activation
Within GMDSS an EPIRB is used primarily as a location device, allowing the position of survivors of an emergency to be determined. The device also provides a secondary method of distress alerting on board ship. Once activated the EPIRB allows the shore authorities to receive and locate the source of the transmission. Shore authorities can then implement a search and rescue plan. EPIRB (Float Free Type) Maker: Type: Frequency:
Bridge Systems Operating Manual
Bilbao Knutsen
ACR Satellite2 406 406MHz satellite/121.5MHz homing
The EPIRB is housed in a weatherproof mounting case situated on the bulkhead on the outside deck starboard aft of the wheelhouse. The hydrostatic release mechanism allows it to float free and activate automatically if the ship sinks. The bracket should be inspected every three months for deterioration or defects which may prevent automatic activation. The hydrostatic release mechanism and the lithium battery should be replaced by the dates indicated on each. Should it become necessary to abandon ship, the EPIRB may be removed from its container by the designated person and activated manually once safely inside the ship’s survival craft. For optimum radiation do not operate this unit inside the survival craft, ideally it should be left floating in the water attached to the survival craft with the lanyard supplied. The manufacturers suggest that hand held operation of the equipment should be avoided where possible. The EPIRB will only be activated automatically when the following two conditions have been satisfied: •
The EPIRB has been released from its bracket and
•
That it is floating in the water
In the event of the ship sinking the hydrostatic release mechanism will allow the EPIRB to float free. Sensors in the EPIRB detect that the unit has been released from its bracket and that it is in the water and the beacon will be activated.
• Data integrity
(Note: The transmission of the 121.5MHz and the 406MHz signal commences 50 seconds after activation.)
• 406 Mhz synthesizer check
Automatic Deactivation
On the successful completion of each test a beep will sound and both LEDs will be illuminated simultaneously. Finally the green LED will illuminate to indicate a successful test followed by a flash of the strobe light to confirm correct operation.
• RF power/battery check
Remove the unit from the water and the transmission will cease after approximately 15 seconds. Manual Activation a)
b)
c)
When the signal to abandon ship is given, the designated person on the muster list should remove the beacon from its container/ bracket. If this is not possible, then the last person to leave the bridge should ensure that it is taken. When safely in the survival craft use the beacon’s lanyard to secure the beacon to the survival craft and then place the beacon in the water. The beacon is now activated. Alternatively lift the thumb switch towards the antenna and continue through 180° until the switch is lying flat on the opposite side of the EPIRB. Activating the unit in this way snaps the activation indication plastic pin and shows the ON symbol.
Manual Deactivation
Illustration 2.6.9a EPIRB Ejector Spring
Hydrostatic Release Switch for Manual Activation and Test
Ejector Arm
Retention Spring
Transmit LED Test LED
Return the thumb switch to the original, OFF, position.
Water Sensors RapidFix 406
TM
RLD LE AD
E
GPS Interface EPIRB R
IN
SA
FETY AND SU RV IV HNOLOG EC IE
S
Issue: Draft 2
(Note: If after the deactivation procedure the unit remains active release the four screws holding the unit together and remove the battery. Arrange for the return and repair of the faulty unit via an authorised dealer.)
T AL
The EPIRB should be stowed in the mounting case with the coiled lanyard placed inner most. The top cover should be located in the groove of the back cover and then the quick release retaining pin should be placed in the hole of the nylon release rod.
WO
EPIRB Stowage
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Search and Rescue Transponder (SART)
e)
Check that the X band radar display shows 12 arcs or concentric circles. Release the black test ring to switch the unit off.
Maker: Type: Frequency:
f)
Check the battery expiry date.
g)
Enter the results of the test in the GMDSS logbook.
h)
The SART battery should be renewed according to the maker’s instructions.
Serpe IESM Rescuer 9GHz
Overview Within GMDSS the purpose of a SART is to aid the location of a vessel in distress or people in a survival craft from the vessel in distress. An easily portable device which should be taken to the survival craft if it is necessary to abandon ship. The unit is a passive device, it will only transmit when interrogated by a transmission from an X-band (9GHz) radar. Once triggered it produces a distinctive 12 blip code on the radar screen representing approximately 10 nautical miles. Once activated the beacon itself provides confidence to survivors by giving an audible and visual indication that a rescue vessel is in the vicinity. Two units are fitted, one by each bridge wing door.
Operation a)
Remove the RESCUER from its bulkhead mounting bracket.
b)
Activate the unit by removing the safety pin.
c)
Ensure that the red indicator lamp illuminates.
d)
Place the transponder in as high and as open a position as practicable.
Illustration 2.6.9b SART
Test Procedure Between Two SARTS a)
Remove both units from their brackets.
b)
On the first unit (No.1), turn the black ring to the TEST position, the flashing light and bleeper will activate for a period of 10 seconds and the unit will then go into the standby mode.
c)
While maintaining the No.1 unit in the standby test mode, turn the black ring of the second unit (No.2) to the TEST position. The No.1 unit will now emit a received signal.
d)
Turn both units to the OFF position. Now repeat step c) above using the No.2 unit as the first unit.
e)
On completion of the test, return both units to the OFF position and enter the results of the test in the GMDSS logbook.
Monthly Testing The radar test procedure should only be carried out in open water with no other ships in the vicinity. a)
Remove the RESCUER from its bulkhead mounting bracket.
b)
Check the unit for any visible signs of damage.
c)
Turn the black ring to the TEST position, the flashing light and bleeper will activate for a period of 10 seconds and will go into standby mode.
d)
When the radar beam interrogates the SART is activated.
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2.6.10 NAVTEX RECEIVER Make Model
Bridge Systems Operating Manual
Bilbao Knutsen
Furuno NX-500
Overview Navigational Telex, is an international direct printing telex service used to promulgate navigational and meteorological warnings to shipping. The unique feature of NAVTEX is that the transmission sends a header code ahead of the main message. In this way, the receiver can identify the station, message type and serial number of each message and reject an identical message automatically.
The printing head is above A of A B C D E F G. Each character corresponds to a main menu, which is listed below them on the printout. To call up a menu: a) b)
Use the right or left arrow key to place the printing head (*) above the letter corresponding to the required menu.
The right and left arrow keys move the printing head right or left to skip the functions and items not required. To escape from the user setting mode: a)
Use the right or left arrow key to place the print head above the letter G.
b)
Press the ENT or the ACCEPT key. The message ‘Nav. print ready.’ is printed. The receiver is in the standby mode, ready to receive.
Press the ENT key or the ACCEPT key.
Most functions are selected or deselected by designating upper or lower case characters by pressing the ACCEPT key or the REJECT key when the relevant character is highlighted.
Illustration 2.6.10a NAVTEX Receiver
Equipment Operation Basic operation is confined to switching on the unit. This is carried out as follows: a)
b)
Flip down the front panel and turn the power switch to the ON position. Once powered up the message ‘Nav. print ready.’ is printed. The receiver is in the standby mode, ready to receive. User settings can be adjusted to suit the requirements of the vessel.
Illuminates When SAR Message (category D) is Received. Alarm is Activated SAR PAPER LOCK POWER
DIM
MENU
LOCK Illuminates When Power is On
POWER
The FEED Key: Feeds Paper
The MENU key: Calls Up The Main Menu REJECT ACCEPT
ABCDEFG
Illuminates When Messages are Received
PAPER
DIM
Adjusts Illumination
ENT
The ENT Key Registers User Set Data
ENT
All user settings are contained in the main menu. To access the main menu press the MENU key. The printout will look like the following message: * ------------------Print Head--------------------
Illuminates When Paper Runs Out
SAR
MENU
Moves Cursor Left The REJECT Key: Used to Reject Stations, Messages or to Enter Lower Case Characters. (Also Cuts Off the Signal Monitor Function)
Moves Cursor Right
REJECT ACCEPT
The Accept Key: Selects Stations, Messages or Enters Upper Case Characters
---------------------Main Menu-----------------A: Set Station B: Set Message C: Set Function D: Print Received ID E: Print Status F: Print NMEA data G: End ------------------------FURUNO-----------------------Issue: Draft 2
Heading - Page x of x
2.7
Internal Communications 2.7.1
Automatic Telephone System
2.7.2
Batteryless Telephone System
2.7.3
Public Address and Talkback System
Illustrations 2.7.2a Batteryless Telephone System 2.7.3a Public Address and Talkback System 2.7.3b Public Address System Control Panel 2.7.3c Talkback System Control Panel
Knutsen OAS Shipping 2.7.1
AUTOMATIC TELEPHONE SYSTEM
Maker: Type:
Bridge Systems Operating Manual
Bilbao Knutsen
Phontech Marinex Telephone Exchange
Overview The phontech telephone system allows internal ship telecommunications. The exchange is powered from:
c)
Listen for the ding-dong on the public address system.
d)
Make the required announcement via the telephone handset.
e)
When the announcement is complete replace the handset.
a)
Lift the handset and listen for a dial tone.
b)
Dial 61.
220V AC ship’s main supply
•
24V DC ship’s back-up supply
c)
Listen for a dial tone from the Inmarsat telephone system.
•
UPS
d)
Dial the required telephone number.
e)
When the ringing tone is heard wait for the called party to answer.
f) •
Automatic dialling to other extensions
•
Public address facility
•
External calls via Inmarsat or a shore telephone connection from enabled extensions only
•
Call transfer
•
Three party conversation
•
Callback
•
Interrupt priority
•
Alarm call
Automatic Dialling a)
Lift the handset and listen for a dial tone.
b)
Dial the extension number required.
c)
When the ringing tone is heard wait for the called party to answer.
d)
a)
Lift the handset and listen for a dial tone.
b)
Dial 62, 63, 64 or 65.
Issue: Draft 2
Lift the handset and listen for a dial tone.
b)
Dial the number of the first extension.
c)
When the first party answers press the HOOK button momentarily to place them on hold.
d)
Dial the number for the second extension.
e)
When the second called party answers dial *5 to connect the three parties. The three party conversation is now in progress.
f))
When the call is complete replace the handsets.
On completion of the call replace the handset.
Call Back on Busy a)
If the extension dialled is busy dial *6 and replace the handset.
b)
When the busy extension becomes free the caller’s phone will ring and the exchange will automatically dial the extension number.
External Telephone Call via Landline a)
Lift the handset and listen for a dial tone.
b)
Dial 9.
c)
Listen for a dial tone from the shore telephone system.
d)
Dial the required telephone number.
e)
When the ringing tone is heard wait for the called party to answer.
Call Back on No Reply
f)
On completion of the call replace the handset.
Call Transfer a)
Press the hook button momentarily when the intermittent dial tone is heard dial the required extension number.
b)
When the called party answers, inform them that they have a call, transfer the call by replacing the handset.
On completion of the call replace the handset.
Public Address Call
a)
External Telephone Call via Inmarsat
•
In the event of a blackout of the ship’s mains the telephone system will be supplied by the 24V DC supply and if this fails the UPS would provide power. The system offers the following features:
Three Party Conversation
c)
d)
If there is no reply from the called extension dial *7 and the call will return to the original extension. However if a different extension is required dial *4 and when the intermittent dial tone is heard dial the new extension number.
a)
If there in no reply from the dialled extension is busy dial *6 and replace the handset.
b)
Immediately after the dialled extension is next used the caller’s phone will ring and the exchange will automatically dial the extension number.
(Note: Only one call back can be set on a phone at a time.) Interrupt Priority a)
If the called extension is busy dial *1. A background beep will be heard and the extension and the caller will be free to interrupt the conversation.
Alarm Call a)
Lift the handset and listen for a dial tone.
b)
Dial *5 followed by the time in HH MM using the 24 hour clock eg. 0635 and replace the handset.
c)
To cancel an alarm call dial **5.
Proceed as in b) above. Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.7.2a Batteryless Telephone System
Wheelhouse
CALL
Captain's Cabin
PHONTECH
PHONTECH
2 1 12 11 3 10 4 9 5 8 6
2 1 12 11 3 10 4 9 5 8 6
CALL
CALL STOP
Chief Engineer's Cabin PHONTECH
CALL
3 4 5
CALL STOP
2 1 12 11 10 9 8 6
CALL STOP
Junction Box
Local Control Panel
CALL
Main Switchboard Room (In Parallel)
PHONTECH
PHONTECH
PHONTECH
2 1 12 11 3 10 4 9 5 8 6
2 1 12 11 3 10 4 9 5 8 6
2 1 12 11 3 10 4 9 5 8 6
24V DC
CALL
CALL STOP
CALL
CALL STOP
Fire Pump
CALL
Cargo Control Room PHONTECH
CALL
CALL STOP
Fire Station
Steering Gear
PHONTECH
PHONTECH
2 1 12 11 3 10 4 9 5 8 6
2 1 12 11 3 10 4 9 5 8 6
2 1 12 11 3 10 4 9 5 8 6
CALL STOP
CALL
CALL STOP
Engine Control Room PHONTECH
Headset CALL
3 4 5
CALL STOP
24V DC
Buffer Unit
2 1 12 11 10 9 8 6
CALL STOP
PHONTECH
CALL
3 4 5
2 1 12 11 10 9 8 6
CALL STOP
24V DC
PHONTECH
Safe Area PHONTECH
Relay Unit 9000 for Cargo Control Room
3 4 5
AC/DC Signal Deviation PHONTECH
24VDC
Issue: Draft 2
Relay Unit 9000 for Manifold Area
Manifold Area
Cargo Control Room 2 1 12 11 10 9 8 6
Headset
3 4 5
Hazardous Area
2 1 12 11 10 9 8 6
LINE SELECTION
LINE SELECTION
PHONTECH
PHONTECH
AC/DC Signal Deviation
Heading - Page x of x
Knutsen OAS Shipping 2.7.2
BATTERYLESS TELEPHONE SYSTEM
Maker: Type:
Bridge Systems Operating Manual
Bilbao Knutsen
Phontech AS Batteryless Telephone System 4000
Overview The Phontech batteryless 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.
d)
Press the press to talk (PTT) button on the handset and wait for the called party to respond. Keep the PTT button pressed for the duration of the call.
e)
On completion of the call release the PTT button and replace the handset in the cradle.
(Note: When using a telephone in a hazardous area press the call button instead of turning the generator handle.) Receiving a Call a)
The telephone buzzer will sound and the call LED will illuminate (if the 24V DC supply is present) to indicate an incoming call.
b)
Remove the telephone handset from its cradle and press the PTT button. Keep the PTT button pressed for the duration of the call.
c)
On completion of the call release the PTT button and replace the handset in the cradle.
The system has units at the following positions: •
Wheelhouse
•
Captain’s cabin
•
Chief Engineer’s cabin
•
Local control panel
•
Main switchboard room x 2
•
Cargo control room
•
Fire pump
•
Fire station
•
Steering gear
•
Engine control room
•
Cargo control room (via buffer and relay unit)
•
Cargo manifold area (via buffer and relay unit)
The telephone positioned in the steering gear room and the intrinsically safe telephone in the cargo control room are fitted with headsets complete with a noise cancelling microphone.
(Note: If the external 24V DC is connected the call LED will remain illuminated for approximately 20 seconds. Press the CALL STOP button to extinguish the call LED. Procedure When Using a Headset a)
When the buzzer sounds put the headset on.
b)
Select the STEADY ON position on the chest switch unit and continue with the conversation.
c)
On completion of the call return the chest switch selector to the OFF position and remove the headset.
Operation Procedure Calling a)
Remove the telephone handset from its cradle.
b)
Use the rotary selector switch to select the station to be called.
c)
Turn the generator handle for 3-5 full revolutions.
Issue: Draft 2
Heading - Page x of x
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.7.3a Public Address and Talkback System
9018 Bridge Wing
SPA-1501 Wheelhouse
CIS-3130 Wheelhouse Centre
Central Rack
9018 Bridge Wing
2
Zone 3
3
2
7
12
REM 1
F1
3
8
13
REM 2
F2
4
9
14
REM 3
CALL
5
10
15
REM 4
VOLUME
LL
Zone 2
11
LK
1
6
MM AA SST TEE RR
Zone 1
A LL TA LK
PHONTECH 1
TA
Shipping
A
Knutsen OAS
CIS 3130 SPA 1501
24V DC 220V AC Loudspeaker HP-20T On Deck
Loudspeaker H-66-FHT Compass Deck
Loudspeaker HP-10
To Junction Box for Telephone Exchange 4 x HP-10T in Galley, Workshop, BW
Substation 9004 Fire Station
2 x HP-10T in Steering Gear Room
Junction Box
Junction Box Portable Loudspeaker 0010
Substation 9009 Forward Mooring
Portable Loudspeaker 0010
Substation 9009 Aft Mooring
32 x CP-66T in Corridors
6 x HS-15 in Intrinsically Safe Areas
SPA-1501 Cargo Control Room
Issue: Draft 2
Zone 2
2
Zone 3
3
11
2
7
12
REM 1
F1
3
8
13
REM 2
F2
4
9
14
REM 3
CALL
5
10
15
REM 4
A LL TA LK
1
6
MM AA SST TEE RR
5 x HP-10T in Engine Room
Zone 1
A LL TA LK
PHONTECH 1
CIS-3130 Cargo Control Room VOLUME
CIS 3130 SPA 1501
Heading - Page x of x
PUBLIC ADDRESS AND TALKBACK SYSTEM
Maker: Type:
Phontech SA SPA 1500/01
Speakers Speakers are placed throughout the ship in the accommodation, working and machinery spaces. Talkback System
Overview The SPA 1500/01 Small Public Address (SPA) and talkback system provides public address, entertainment and talkback facilities. The central rack is situated on the navigation bridge with the main control panel on the bridge console. The power amplifier provides mains power to the whole system it is supplied with 220V AC from the ship’s supply and by 24V DC from the ship’s batteries in the event of a mains failure. The speakers are divided into two zones zone 1 and zone 2, there is no zone 3. Central Rack The central rack is situated on the bridge and houses the power amplifier and the tape cassette deck. The system is turned on and off at the mains switch on the power amplifier. The cassette deck is classed as source A and a second entertainment source, such as live radio, is classed as source B. Main Control Panel There are two control panels one is situated on the main bridge console and the second is situated in the cargo control room. Each panel consists of the following: •
SPA 1501 unit for the operation of the public address system
•
CIS 3130 unit for operation of the talkback facility
The priority for the public address system is as follows: •
Bridge control panel
•
Cargo control room panel
•
External public address eg. from a telephone
•
Entertainment
An alarm will override any broadcasts in progress. However if a public address announcement is being made the user should release the TALK button and then press it again to continue with the announcement.
a)
Lift the telephone handset and dial 62.
b)
Wait for the ding dong to sound and then proceed with the announcement via the handset microphone.
c)
When the announcement is complete replace the handset on the receiver.
The talkback facility is available from the following locations: •
Port and starboard bridge wings
•
The fire control station
•
Forward mooring deck - using a portable loudspeaker
•
After mooring deck - using a portable loudspeaker
Illustration 2.7.3b SPA1501 Public Address System Control Panel
Paging A paging facility through the telephone system is also available. Announcements can be made from any automatic phone on the ship by dialling 62 and then waiting for the ding-dong to sound on the speakers before making the required announcement through the handset microphone.
Operation of The Public Address System Procedure to Make a Public Address Announcement from a Control Panel a)
b)
At the SPA 1501 control panel select the zones required by pressing the ZONE 1 or ZONE 2 buttons. The zone button LED will illuminate fully. Only zone 1 and zone 2 are applicable in this installation. Press the ALL/TALK button and wait for the ding-dong tone to be sounded before continuing with the announcement.
Zone 1
1
Zone 2
2
Zone 3
3
(Author’s note: Check if the ding dong tone generator is fitted.) c)
When the announcement is finished press the ALL/TALK button followed by the zone buttons.
d)
To make an announcement to all zones simply press the ALL/ TALK button and all the zones will be selected.
e)
Continue with the required announcement after the ding dong has sounded.
f)
Press the ALL/TALK button when the announcement is complete.
Alarm Generator The alarm tone generator is activated by an external signal from the fire detection system.
Procedure to Make a Public Address Announcement from an Automatic Telephone
LK
2.7.3
Bridge Systems Operating Manual
Bilbao Knutsen
A LL
Shipping
TA
Knutsen OAS
SPA 1501
(Author’s note: Is this facility fitted?) Issue: Draft 2
Heading - Page x of x
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Bridge Systems Operating Manual
Bilbao Knutsen
Procedure to Broadcast Music via the Entertainment Rack a)
Insert a cassette tape into the car radio cassette player and press play.
b)
Under SOURCE A on the entertainment control section of the SPA 1500 turn the toggle switches from the OFF position to Zone 1, Zone 2 etc. as required.
Procedure to Initiate a Call from a Sub Station a)
At the sub station press the CALL button, this will sound a call tone and activate any associated indicators at the master station, for the duration that the button is pressed.
b)
At the master station the corresponding line LED will glow bright green until manually reset.
c)
To answer the call at the master station press the appropriate line button and the LED will glow red and the MASTER LED will glow yellow.
c)
The music will now be heard through the speakers in the selected zones.
d)
When the broadcast is complete return the toggle switches to the OFF position and press STOP on the car radio cassette player.
d)
Press the TALK button and reply to the sub station, release the TALK button to listen for a response.
e)
To broadcast live music tune the radio to the required station.
e)
f)
Under SOURCE B on the entertainment control section of the SPA 1500 turn the toggle switches from the OFF position to Zone 1, Zone 2 etc. as required.
When communications are complete press the line key to deselect the sub station. The line LED will now glow dim green and the MASTER LED will extinguish unless it has been selected as the IN COMMAND station.
g)
The live radio broadcast will now be heard through the speakers in the selected zones.
h)
When the broadcast is complete return the toggle switches to the OFF position and switch the radio power off.
Illustration 2.7.3c CIS3130 Talk back System Control Panel
PHONTECH 1
6
11
MM AA SST TEE RR
Operation of The Public Address System
(Author’s note: Is the talkback control panel in the CCR a CIS3130 or a CIS3132? If it is a 3132 a little extra text needs to be included.)
Procedure to Initiate a Call from the Master Unit
2
7
12
REM 1
F1
b)
Press the CALL button to sound an attention tone at the called station/s.
3
8
13
REM 2
F2
c)
Press the TALK button to speak to the called station(s) and release it to listen for a reply.
4
9
14
REM 3
CALL
5
10
15
REM 4
e)
At the master station press the line buttons to deselect the called station(s). The line LED will change from red to a dim green glow. The MASTER LED will extinguish unless it has been selected as the IN COMMAND station.
Issue: Draft 2
A
At the called station press the TALK button, if there is one, and then give a reply. TA
d)
VOLUME
LK
Press the buttons corresponding to the remote and/or sub stations to be called. The line LED indicators will glow red and the MASTER LED will glow yellow.
LL
a)
CIS 3130
Heading - Page x of x
2.8
Lighting and Warning Systems 2.8.1
Navigation and Signal Lights
2.8.2
Deck Lighting
2.8.3
Whistle and Fog Bell and Gong System
2.8.4
Hull Stress Monitoring System
2.8.5
Sound Signal Reception System
Illustrations 2.8.1a Navigation and Signal Lights on Main Mast 2.8.1b Navigation and Signal Lights Control Panel 2.8.2a Deck Lighting Control Panel 2.8.3a Tyfon Master Control Panel 2.8.4a Hull Stress Monitoring System 2.8.4b Hull Stress Monitoring System Toolbars 2.8.4c
Information Side Panel
2.8.4d History Graphs 2.8.4e Load Monitor Display 2.8.4f Log Report Dialogue Box 2.8.4g Historical Data Set Up Box 2.8.5a Sound Signal Reception System
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.8.1a Navigation and Signal Lights on Main Mast Imarsat-C Antenna Imarsat-C Antenna
Morse Light Mast Head Lantern Light CH-70 VHF DSC Antenna Not Under Command Light Suez Canal Light
VHF Transceiver Antenna Not Under Command Light Suez Canal Light
Dangerous Cargo Light
Suez Canal Light
Not Under Command Light Suez Canal Light
Suez Canal Light
Not Under Command Light Suez Canal Light
12
Huge Vessel Light
Manoeuvring Light
0o
Manoeuvring Light
Navigation Bridge Top
Support T Navigation Bridge Deck
Support S
E Deck
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 2.8.1
Bridge Systems Operating Manual
Bilbao Knutsen
NAVIGATION AND SIGNAL LIGHTS
Maker:
Tranberg
Illustration 2.8.1b Navigation and Signal Light Control Panel
NAVIGATION LIGHTS CONTROL MAIN
SIGNAL SIGNALPANEL PANELTEF TEF4718 4718
RESERVE
MASTHEAD F. STARBOARD PORT MASTHEAD A. STERN ANCHOR F. ANCHOR A. NUC UPPER NUC LOWER PANAMA STEERING
TOWING STERN
JAPAN GREEN
NUC UPPER
JAPAN RED
NUC LOWER SUEZ STERN
DIMMER PANAMA STEERING
MAIN SUPPLY OUT RESERVE SUPPLY OUT O 1
TEST
O 1 Mains Switch Mains Switch
TRANBERG
Issue: Draft 2
TEF 4731
TRANBERG
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
2.8.2 DECK LIGHTING
Illustration 2.8.2a Deck Lighting Control Panel
A deck and accommodation lighting control panel is situated on the forward side of the radio station and safety console on the bridge.
EXTERNAL LIGHTING CONTROL PANEL
The adjacent illustration 2.8.2a shows the layout of the control panel. ON
OFF ON
OFF ON
OFF ON
OFF ON
OFF ON
OFF
ON
CIRC No 11E
CASING AND FUNNEL EXT. LIGHTING
OFF ON
CIRC No 10E
CASING AND FUNNEL EXT. LIGHTING
CIRC No 21 FUNNEL EXT. LIGHTING
CIRC No 20 CASINIG EXT. LIGHTING
CIRC No 7 CTO. No 2 AFT
OFF ON
OFF ON
OFF ON
OFF
CIRC No 9E
PS LIFERAFTS & SB. LIFERAFTS FORE
CIRC No 8E AFT LIFEBOAT EMBARK
CIRC No 3 SB. LIFEBOAT & LIFERAFTS PS.
ON
OFF ON
OFF ON
OFF
CIRC No 4 NAV. BRIDGE E-D-C DECKS EXTERNAL LIG. & MAIN DECK EXT. L. CIRC No 22 NAME AND COUNTERING SHIP
CIRC No 2 BRIDGE (SB. WING)
CIRC No 1 BRIDGE (PS. WING)
ON
OFF ON
OFF ON
OFF ON
OFF
CIRC No 24
ON
PILOT LADDER LIGHTING
OFF
CIRC No 5E
ON
A-B DECK EMERG. EXTERNAL LIGHT. AND LIFEBOAT PREPAR. FLOODL.
OFF
CIRC No 4E
ON
NAV. BRIDGE E-D-C DECKS & MAIN D. EMERG. EXTERNAL LIGHT.
CIRC No 5 A-B DECKS EXTERNAL LIGHT.
OFF ON
OFF
CIRC No 3 BELOW COMPR. ROOM LIGHTING
ON
CIRC No 6E CARGO COMPRESORS
OFF ON
CIRC No 17 COMPRESSORS ROOM LIGHTING
CIRC No 16 ELECTRIC MOTOR LIGHTING
CIRC No 8 COMPRESSORS ROOM
OFF ON
OFF ON
OFF
CIRC No 15 HOSE STORE LIGHTING
CIRC No 7E HOSE STORE LIGHTING
ON
OFF ON
OFF
CIRC No 12 CTO. No 2 STBD. MAST
CIRC No 11 CTO. No 1 STBD. MAST
CIRC No 10 CTO. No 2 PORT MAST
CIRC No 9 CTO. No 1 PORT MAST
ON
OFF ON
OFF ON
OFF ON
OFF
CIRC No 19
CTO. No 2 FORE-FORE MAST
CIRC No 18
CTO. No 1 FORE-FORE MAST
CIRC No 14 CTO. No 2 AFT-FORE MAST
CIRC No 13 CTO. No 1 AFT-FORE MAST
CIRC No 6 CTO. No 1 AFT
MENSA
MONTAJES ELECTRICOS NERVION S.A.
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.8.3a Tyfon Master Control Panel
8
9
Kockum Sonics
10
TLG2000
16
12 11
5
6
15 7
13
14
17
C
4
18
3 22
+
2
19 20
1
24
Issue: Draft 2
23
21
1. Pushbutton for manual TYFON activation
7. Time period pushbutton
13. Pushbutton for the activation or deactivation of the automatic bell and gong anchor sequence
19. Pushbutton for automatic lantern activation
2. This lamp will light when the selected whistle/s is/are activated
8. Illuminates to indicate that the after whistle is selected
14. Pushbutton for the activation or deactivation of the automatic bell and gong aground sequence
20. This lamp is illuminated when the lantern is activated
3. Pushbutton for automatic TYFON activation
9. Illuminates to indicate that the lantern is selected
15. This display indicates which lantern character is selected
21. Pushbutton for manual lantern activation
4. This lamp is illuminated when automatic TYFON is selected
10. Illuminates to indicate that the forward whistle is selected
16. Illuminates to indicate that the lantern is selected
22. Pushbutton to increase panel illumination or increase system settings
5. Pess this button to select the required TYFON combination
11. This display indicates which TYFON character is selected
17. Pushbutton to select the different lantern characters
23. Pushbutton to decrease panel illumination or decrease system settings
6. Press this button to activate or deactivate synchronous lantern and TYFON activation
12. This display indicates such things as the repetition time that has been selected
18. This lamp is illuminated when automatic lantern is selected
24. A group of pushbuttons and each button selects a different whistle character
Heading - Page x of x
Knutsen OAS Shipping 2.8.3
WHISTLE AND FOG BELL AND GONG SYSTEM
Maker: Model:
Bridge Systems Operating Manual
Bilbao Knutsen
Kockum Sonics TLG2000
following example the morse character T has been selected to be sounded on the forward whistle only at repeat intervals of 40 seconds. a)
From the group of buttons number 24, select the T character.
b)
Press button number 5 until the forward whistle only is selected as indicated by the illuminated symbol above the ship symbol in the top left hand corner.
Overview The system is made up of two whistles, an electrically operated piston whistle mounted on the foremast and an air operated whistle mounted in the forward section of the funnel casing, additionally there are two manoeuvring lights mounted on the main mast. A fog bell and gong can also be activated through the system. A TLG2000 multipurpose sound and light signal controller is installed in the bridge main control console from where an operator can select the desired function and switch it on or off. The general alarm signal can be sounded through the system by the activation of one of two general alarm pushbuttons. One is situated on the bridge alarm panel and the other is situated in the ship’s control centre. When either button is pushed the alarm signal will be sounded simultaneously through both whistles and the manoeuvring light will also be activated. A watertight tyfon whistle pushbutton and morse light key is located on each bridge wing console. A tyfon whistle pushbutton and a pushbutton type morse key are situated on the main bridge console. The controller selection determines which combination of whistle is activated. The light must be selected to use one of the morse light keys. If required a download of the last 80 selections can be dumped to a PC or a printer via a serial communications port using RS-232 protocol.
c)
Press button number 7 until the required auto repeat interval is displayed in the information display i.e., 40 seconds.
d)
Press button number 3 to start the automatic tyfon activation the LED above the button will illuminate. The character T will now be sounded every 40 seconds.
e)
To stop the automatic activation press annotation button number 3 again. If the whistle is in the process of sounding a signal when the button is pressed the current character being emitted will be completed. The repeat signal will stop on completion and the LED above the switch will be extinguished.
(Note: When automatic tyfon is selected, function and character selections are disabled.) Procedure to Synchronise the Tyfon and Morse Light Activation a)
Proceed as in a) to e) above then press the button number 6 and the morse light symbol above the ship symbol will illuminate.
b)
Press the button number 3 and the selected whistle/s will sound and the lantern will light simultaneously.
c)
To cancel the automatic activation sequence press the button number 3.
Operation In the following text reference is made to the illustration 2.8.3a above. Where specific buttons are referred to the button number used corresponds to the numbers used in the illustration. eg. button number 3 corresponds to the pushbutton for automatic tyfon activation. Procedure to Select Manual Operation of the Whistle Press button number 1 to activate the manual tyfon. Once selected the whistle may be sounded from the any of the tyfon pushbuttons. If automatic signalling is in progress when this button is pressed the automatic signal will cease and the hand signal will take priority. Procedure to Select Automatic Operation of the Whistle Before starting the automatic operation it is necessary to select the whistle(s) and light combination as required as well as the character to be repeated. In the Issue: Draft 2
Procedure to Select Manual Morse Light Operation
a)
Press button number 17 until the ‘Attention’ morse character is displayed in the information display.
b)
Press button number 7 until the required automatic repeat interval is displayed in the information display, i.e. 90 seconds.
c)
Press button number 19 to activate the automatic morse light operation the LED above the switch will illuminate and the character signal will be activated every 90 seconds.
d)
To stop the automatic activation press button number 19 again. If the light is in the process of sending a signal when the button is pressed the current character being emitted will be completed. The repeat signal will stop on completion and the LED above the switch will be extinguished.
(Note: When the automatic morse light is selected function and character selections are disabled.) Procedure to Sound the General Alarm or Abandon Ship Signal Both of these signals can only be activated by pushing one of the remote pushbuttons for either general alarm or abandon ship. These pushbuttons will have a protective cover to prevent accidental activation of the signal. a)
Determine which signal is to be sounded and lift the protective plastic cover from the pushbutton.
b)
Press the pushbutton and the appropriate signal will be sounded on the ship’s whistle and morse light system as well as the public address system. The whistle control panel display will show either ‘G.ALARM’ or ‘ABA.SHIP’.
c)
To cancel the signal press the same button again.
(Author’s note: Confirm if the PA system is activated as stated above.)
Press switch number 21 to activate the manual morse light. Once selected the light may be operated from the any of the morse light keys. If automatic signalling is in progress when this button is pressed the automatic signal will cease and the hand signal will take priority. Procedure to Select Automatic Morse Light Operation Before starting the automatic operation it is necessary to select the character to be repeated. It is also necessary to make sure that the morse light is not set up for the synchronise function with the whistles. In the following example the character for ‘Attention’ has been selected to be signalled at repeat intervals of 90 seconds. Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.8.3a Tyfon Master Control Panel
8
9
Kockum Sonics
10
TLG2000
16
12 11
5
6
15 7
13
14
17
C
4
18
3 22
+
2
19 20
1
24
Issue: Draft 2
23
21
1. Pushbutton for manual TYFON activation
7. Time period pushbutton
13. Pushbutton for the activation or deactivation of the automatic bell and gong anchor sequence
19. Pushbutton for automatic lantern activation
2. This lamp will light when the selected whistle/s is/are activated
8. Illuminates to indicate that the after whistle is selected
14. Pushbutton for the activation or deactivation of the automatic bell and gong aground sequence
20. This lamp is illuminated when the lantern is activated
3. Pushbutton for automatic TYFON activation
9. Illuminates to indicate that the lantern is selected
15. This display indicates which lantern character is selected
21. Pushbutton for manual lantern activation
4. This lamp is illuminated when automatic TYFON is selected
10. Illuminates to indicate that the forward whistle is selected
16. Illuminates to indicate that the lantern is selected
22. Pushbutton to increase panel illumination or increase system settings
5. Pess this button to select the required TYFON combination
11. This display indicates which TYFON character is selected
17. Pushbutton to select the different lantern characters
23. Pushbutton to decrease panel illumination or decrease system settings
6. Press this button to activate or deactivate synchronous lantern and TYFON activation
12. This display indicates such things as the repetition time that has been selected
18. This lamp is illuminated when automatic lantern is selected
24. A group of pushbuttons and each button selects a different whistle character
Heading - Page x of x
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Bridge Systems Operating Manual
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Procedure to Start or Stop the Bell and Gong Function
Procedure to Download the Log Data to a Printer
The bell and gong function can be used to sound an automatic signal if the vessel is at anchor or aground.
a)
Use the correct printer cable to connect a printer with an RS-232 serial communications port to the back of the TLG2000.
If the vessel is at anchor proceed as follows:
b)
On the TLG2000 press buttons number 22 and 23 (+ and -) simultaneously to cause the last 80 events to be dumped to the serial port of the controller.
c)
The printer will print the events including a time stamp.
a)
b)
Press button number 13. The display section indicates which signal is being sounded and the repeat time as follows: ‘T060 ANC’. To cancel the anchor signal press button number 13. If the sequence is in the process of sending the signal it will stop when the signal is complete.
(Note: The printer must be set up as follows: Baud rate 9600, Stop bit 1, data bit 8 and Parity None.)
If the vessel has run aground proceed as follows: a)
Press button number 14. The display section indicates which signal is being sounded and the repeat time as follows: ‘T060 AGR’.
b)
To cancel the aground signal press button number 14. If the sequence is in the process of sending the signal it will stop when the signal is complete.
Procedure to Adjust the Date a)
Press buttons number 5 and 7 simultaneously and the display will show ‘Set Date’ followed by the current date.
b)
Press button number 5 to move the flashing cursor to the section of the date to change. Press button number 22 or 23 (+ or respectively) to increase or decrease the date.
c)
When the correct date is reached press button number 7 and the display will show ‘Date Set’ and then returns to the normal display.
Procedure to Adjust the Time a)
Press buttons number 6 and 7 simultaneously and the display will show ‘Set Time’ followed by the current time.
b)
Press button number 6 to move the flashing cursor to the section of the time to change. Press button number 22 or 23 (+ or respectively) to increase or decrease the time.
c)
When the correct time is reached press button number 7 and the display will show ‘Time Set’ and then returns to the normal display.
Issue: Draft 2
Heading - Page x of x
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Illustration 2.8.4a Hull Stress Monitoring System
Strain Gauge Locations
Bow Accelerometer
0
BMT
x x
SMART - [Bridge View] File
Edit
View
System
Window
Help
o
? ?
Limits: Standard Stats: Mean Aft port
mid port 2
2
N/mm
N/mm
200
200
100
100
0
0
-100
-100
-200
-200 -300
-300 -22.1
-20.9
Mid stbd
Actual Screenshot To Be Taken On Ship Visit
fwd port
N/mm2
N/mm2
200
200
100
100
0
0
-100
-100
-200
-200
-300 -5.5
Accl1
-300 -2.3
g
2.5 2.0 1.5 1 0.5 0.0 0.0
For Help press F1
Issue: Draft 2
15:11 GPS Unavailable Speed: 11.0 Depth:N/A Mean:-5.5 Peak:4.5 Trough:-14.9 Std.D:6.8
Heading - Page x of x
Knutsen OAS Shipping 2.8.4
Bridge Systems Operating Manual
Bilbao Knutsen
HULL STRESS MONITORING SYSTEM
Maker: Model:
BMT Seatech Limited SMARTSTRESS STRESS
The vessel is fitted with a SMART hull structure surveillance system. It is designed to monitor and warn ship’s personnel of in-service stresses and if any are approaching a level at which corrective action is required. The system also indicates if any corrective action has produced the required reduction in stress levels. The system monitors the stress at four locations using deck mounted Long Base Strain Gauges (LBSG). These gauges together with a bow accelerometer are monitored by a computer system which can display the information graphically, on the associated monitor as well as storing the information on hard disk. The computer system is located on the safety control console on the bridge.
•
The file menu
The View Menu
•
The edit menu
Command
Function
•
Options menu
Toolbars
Displays the Toolbars dialogue box
•
The view menu
Status Bar
Displays the status bar along the bottom of the screen
•
The window menu
Raw Data Graph
Displays the raw data acquired for the active parameter
•
The help menu
Statistical Graph
Displays a statistical data graph for the active parameter
Each menu offers the following commands: The System Menu
The File Menu
Command
Command
Function
Open
Used to open a data file
Close
Used to close and open a document
Export Statistical
System Description STRESS
The layout of the SMART comprises the following:
system is shown in illustration 2.8.4a and
History
Used to export statistical data to a .csv file
Print
Prints a data file
Print Preview Displays the data file as it would be printed
•
4 x Long Base Strain Gauges (LBSG)
Print Setup
Used to select the printer and connection
•
1 x bow accelerometer
File 1,2
A list of the last four files that have been accessed
•
1 x computer (located on the bridge safety control console)
Exit
Exits the SMART program
•
1 x intrinsically safe amplifier box
•
1 x uninterruptible power supply (UPS)
The stress information from the 4 LBSGs and the bow accelerometer are fed via protected cables through the intrinsically safe amplifier box to the hull stress monitoring computer. Data is recorded, in a statistical form, on the computer’s hard disk at an operator pre-selected period between 5 and 30 minutes. The opportunity to carry out fatigue analysis ashore at a later date is provided by the fact that stress reversal data is recorded every 24 hours.
Operation The system is operated through a windows based software program on a dedicated computer. The computer program should be left running at all times and the UPS will provide 40 minutes of power in the event of a ship’s mains failure. The operator can use either the keyboard or the mouse to make selections but will most likely make more use of the mouse. There are seven menus to choose from as listed below:
Issue: Draft 2
Function
Acknowledge Alarm Used to silence the alarm and to reset the visual display Log
Displays the Log dialogue box
Night Screen
Activates or deactivates the night screen function
Statistical Graph
Displays the Set Up Statistical Graph dialogue box
Log Report
Displays the Set Up Log Report dialogue box
The Window Menu Command
Function
New Window
Opens a new window that views the same document
Cascade
A number of windows are displayed overlapping each other
Tile Horizontally
A number of windows are displayed as tiles horizontally
Tile Vertically
A number of windows are displayed as tiles vertically
Arrange Icons
Used to arrange the icons of closed windows
Options Menu
Minimise All
Minimises all open windows
This menu is displayed instead of the Edit menu when in the Bending Moments display window.
Stress panel
Opens or closes the SMARTSTRESS side panel
Windows 1,2
Lists the currently open documents and views
The Edit Menu Command
Function
Copy
Copies the selected object or data to the clipboard
Command
Function
Alter Bending Moments
Displays the Bending Moments dialogue box
The Help Menu
At Sea
Used to set the At Sea Bending Moments limits
Command
Function
In Port
Used to set the In Port Bending Moments limits
Help Topics
Activates the SMART on-line help facility
About SMART
Displays the SMART version information
Display KTm Displays the Bending Moment in Kilo Tonnes metres Display %
Displays the Bending Moment as a % of the Class limits
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 2.8.4b System Toolbars
STRESS Toolbar Click
o
Standard Toolbar Click
To
Statistical History Graph (Graph Toolbar) Click
To
Click
To
Show Mean Values On The Statistical Graph
Display The Sensor Recent Statistical Graph
Print The Active Graph
Show The Range Of Values On The Statistical Graph
Display The Sensor Recent Raw Data Graph
Preview The Active Graph As It Would Be Printed
Show Maximum Values On The Statistical Graph
Fit The Active Chart To The Recorded Data Range/Class Limit Range
Silence The Alarm
Show Minimum Values On The Statistical Graph
Show Mean Values On The Recent Statistical Graph
Show Standard Deviations On The Statistical Graph
Show Peak Values On The Recent Statistical Graph
SD
Show/Hide The SMARTSTRESS Side Panel
Recent History Graph (History Toolbar)
Copy The Selected Data To The Clipboard
Display The Log Dialogue Box
To
Show The Selected Sensor's Recent History Graph
Show The General Arrangement Window
Show The Bending Moments Window (Load Monitor Mode)
Show The Bridge Window
Bending Moment Toolbar Select The Night-Time View Display Mode
Show The Graph Type Dialogue Box
Show Periods On The Statistical Graph
Fit The Active Chart To The Recorded Data Range/Class Limit Range
SD
5 Minutes
Show Standard Deviations On The Recent Statistical Graph
Click
To Show/Edit The Bending Moment Dialogue Box
Set The Recent History Duration Use The At Sea Bending Moments Limits
Use The In Harbour Bending Moments Limits
Issue: Draft 2
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Bridge Systems Operating Manual
Bilbao Knutsen
Toolbars
System Displays
Once selected, via the View Menu, toolbars are displayed across the top of the screen and provide short cuts to the display windows. There are five different toolbars available, any number of them may be in view simultaneously and are as follows:
The system monitor allows the user to display the necessary information as required. Instantaneous data readings can be displayed at any time by clicking on the Show/Hide key on the Stress toolbar which activates the SMARTSTRESS information side panel as shown below:
•
Standard toolbar
•
Stress toolbar
•
Bending Moment toolbar
•
History toolbar
•
Graph toolbar
To alter the user limits right click over the sensor’s bar and then choose ‘Properties’ from the menu bar. The sensor’s dialogue box opens and it is then possible to alter limits and even change the sensor’s designated name as well as permanently disable the alarm for that particular sensor. It is possible that the Class limit values are different depending upon the view selected in order to reflect the different modes of operation.
Illustration 2.8.4c SMARTSTRESS Information Side Panel
Displaying Graphs Limits: Standard Stats: Mean aft port
Each toolbar with the icons and selections are shown in illustration 2.8.4b above.
System Alarms
mid port N/mm2
200
200
100
100
0
0
-100
-100
-200
-200
'Mean' Is Displayed When The Mean Value Of The Current Sensor Is Selected. 'Peak' Is Displayed When The Peak Value Of The Current Sensor Is Selected.
Illustration 2.8.4d History Graphs BMT
-300
Edit
View
System
Window
Help
? ?
Limits: Standard Stats: Mean
10 Minutes
SD
Aft port
Aft Port Stress
-300
-20.5
x x
SMART - [Bridge View] File
-20.1
175.00
mid stbd
(Author’s note: methods for accepting alarms to be confirmed as conflicting information in the manual. The manual suggests that visual alarms are acknowledged from the Options menu???? No mention of the Ack Alarm symbol on the Standard toolbar does this acknowledge, silence and cancel the visual alarm when clicked on??)
0
100.00
100
-100
-100
-300
fwd port
N/mm2
N/mm2
200
200
100
100
0
0
-100
-100
Raw Data Graph
25.00 0.00 -25.00
-200
-200
-300
-50.00
0
-200
-20.1
Mid stbd
50.00
200
0
-100
-300
75.00
100
100
0
-20.5
N/mm
200
200
100
-200
125.00
2
N/mm
N/mm2
200
-100
150.00
fwd port 2
mid port
N/mm2
200.00
Stress (N/mm2)
A system alarm can be acknowledged and silenced by using the Acknowledge Alarm command in the System menu or by clicking the Silence the Alarm icon displayed in the Standard toolbar. An alarm will be activated whenever a sensor reading exceeds either the class limit or the user-defined limit.
'S.D.' Is Displayed When The Standard Deviation Of The Current Sensor Is Selected.
o
N/mm2
As well as the information side panel a Recent History Graph may be displayed by clicking the Show the recent history graph button in the Stress toolbar or select the ‘SMART’ view from the bottom of the Window menu. To change the sensor displayed left click on the required sensor in the side panel. To change between displaying the raw data or statistical data of a sensor click on the appropriate button in the History toolbar. These views are shown below:
-300
-5.1
-75.00
-8.0
Accl1 0.0
-100.00 -0.5
-125.00
Key
-1.0
-150.00
-1.5
-175.00
-200
-200
-300 5.1
-0.5
-2.5
0
1
2
3
4
5
6
7
9
8
g
0.0
Time (mins)
For Help press F1
Sensor Instantaneous Data
BMT
11:28 GPS Unavailable Speed: 10.0 Depth:N/A Mean:-20.5 Peak:-10.9 Trough:-29.9 Std.D:7.1
x x
SMART - [Bridge View] File
Edit
View
System
Window
Help
? ?
User Defined Sensor Limits
Limits: Standard
o
0.0
-2.0
-200.00
-300 -7.9
Accl1
Class Limits For The Sensor
Stats: Mean
SD
2 Hours Aft port
Stress (Mean) 0.00
-1.0
-2.00 Aft port
-4.00
-1.5
mid port
N/mm2
N/mm2
200
200
100
100
0
0
-100
-100
mid port
-200
Mid stbd
-300
-6.00 fwd port
-200 -300
-22.1
-20.9
Mid stbd
fwd port 2
-8.00
-2.5 g
-0.0
Stress (N/mm2)
-2.0
-10.00
2
N/mm
N/mm
200
200
100
100
0
0
-100
-100
Statistical Data Graph
-12.00 -200
-14.00
-200
-300 -5.5
-16.00
-300 -2.3
Accl1 g
-18.00
2.5
-20.00
2.0 1.5
-22.00
1.0
-24.00
0.5
0
10
20
30
40
50
60
70
80
90
100
110
120
0.0 0.0
Time (mins)
For Help press F1
Issue: Draft 2
12:38 GPS Unavailable Speed:10.1 Depth:N/A Mean:-5.5
Peak:4.5
Trough:-14.9 Std.D:6.8
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Load Monitor Display
Bridge View Window
Procedure for Exporting Statistical Data
To view the Load Monitor window click on the Show the Bending Moments window button in the Stress toolbar. Two limits may be selected via the Bending Moment toolbar which are Sea Limits or Harbour Limits. The current selection will be indicated in the bottom centre of the screen in the Load Monitor window as indicated below:
The Bridge View window provides an alternative view of the vessel and can be displayed by clicking on the Show the Bridge View window button in the Stress toolbar, see illustration 2.8.4a.
It is possible to export statistical data for use in Microsoft Excel.
In illustration 2.8.4e the display shows the predicted bending moment from the loading computer as well as the actual bending moment from the LBSG readings.
Voyage specific data can be entered to allow the user to distinguish between stored data for a specific time scale or date. To view the Log dialogue window by select Log in the System Menu and the window will be displayed as shown below:
Illustration 2.8.4e Load Monitor Display BMT
SMART - [Load Monitor] File
Edit
View
System
Window
x x
Help
Stats: Mean Aft port
mid port 2
2
N/mm
N/mm
200
200
100
100
0
0
-100
-100
-200
-200
-300
B.M. (KTm)
500 250
fwd port
N/mm2
N/mm2
200
200
100
100
0
0
-100
-100
-200
0
Set Up Log Report
x
Vessel
Click on the OK button and a file named Stats.csv will be created in the C:\Program Files\Bmt\Smart\exe directory. If Microsoft Excel is installed the file will be opened in this program.
Illustration 2.8.4g Set Up Historical Data Export Dialogue Box
OK Cancel
-300 8.8
Period
0.0
-500 -0.5
Set Up Historical Data Export Vessel
Accl1
-750
c)
x
-200
-300 15.1
-250
In the Set Up Historical Data Export dialogue box, as shown in illustration 2.8.4g, select the required period, the type of sensors and the type of data required.
40.2
Mid stbd
750
b)
-300
20.4
1000
Select the Export Statistical Data option from the File menu.
(Note: If a Statistical History Graph is being displayed by the SMARTSTRESS system selecting Export Statistical Data will select the visible graph parameters to create the output file.)
Illustration 2.8.4f Log Report Dialogue Box
Limits: Standard
o
? ?
Voyage Log Dialogue Box
a)
From:
01
May
2001
To:
22
May
2001
OK
-1.0
Ship in port (category 1)
-1000 Aft port
Mid port
Mid stbd
-2.0 -2.5
For Help press F1
38 KTm
121 KTm
148 KTm
4 KTm
1% Err
-1% Err
3% Err
11% Err
14:10 GPS Unavailable Speed:10.7 Depth:N/A Mean: N/A
Cancel
-1.5
fwd port
Period
g
-0.0
From:
19
October
2001
To:
29
October
2001
Peak: N/A Trough: N/A Std.D: N/
Set Up Log Report Dialogue Box Load Monitor Display Key Port and Starboard LBSGs Readings From The Loading Computer Classification Society Limits
Sensors
To make a new entry simply update an existing log by deleting or changing the data and clicking on the OK button.
Acceleration
Type:
Accelerometer1
This log should be updated at least at the start of each voyage and ideally whenever significant changes to the ship’s environmental or fuel parameters take place. To view an existing log select Set Up Log Report from the System menu and select the required dates in the dialogue box displayed. Click on the OK button and a report covering all the log entries for the time period specified will be displayed. Any of the text in this report can be cut and pasted into other word processing packages.
Data Statistical
Raw
The Set Up Statistical History Export Dialogue Box
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping
2.8.5 Sound Signal Reception System Maker: Type:
Bridge Systems Operating Manual
Bilbao Knutsen Illustration 2.8.5a Sound Signal Reception System Foremast Microphone
Vingtor VSS-111
The sound reception system is an electronic audible aid to navigation. It allows the officer of the watch to hear outside sound signals inside the enclosed wheelhouse. The device is used to determine the direction of a received sound signal from an outside source. The Vingtor Sound Reception System consists of four VSS-222 weatherproof microphones situated in the following locations: •
Starboard bridge wing
•
Port bridge wing
•
Foremast
•
Aft mast
The microphones are connected to the VSS-111 audio amplifier and speaker unit situated on the bridge control console in the wheelhouse. The amplifier circuit of the VSS-111 is muted when the vessel’s own whistle is activated. Any detected audio signals are passed to the amplifier unit where they can be heard through the loudspeaker and the direction indicated by the illumination of the relevant LEDs. A microphone direction detector detects the audio signal and activates the corresponding LEDs as indicated in the illustration 2.8.5a. The microphones work in pairs with the microphones on the bridge wings indicating if audio signals are coming from the port or starboard and the other pair will indicate if the signal is from fore or aft. A combination of two LEDs will indicate which sector the signal source is in. The control unit has a volume control which can be adjusted for sensitivity as required during varying climatic conditions and a dimmer switch for adjusting the LED illumination.
Port Bridge Wing Microphone
Stboard Bridge Wing Microphone
Bridge Control Console
VSS-111 ON
VOLUME
OFF DIMMER
VINGTOR Marine AS
From Bridge Control Console 24V DC Panel Aft Mast Microphone
Issue: Draft 2
Muting From Whistle Control System
Heading - Page x of x
PART: 3: DECK EQUIPMENT
3.1
Mooring Arrangement 3.1.1
Mooring Winches and Windlasses
3.1.2
Anchoring Arrangement
3.1.3
Emergency Towing Equipment
3.1.4
Anchoring, Mooring and Towing Procedures
Illustrations 3.1.1a Mooring Arrangement 3.1.3a Forward Emergency Towing Arrangement 3.1.3b Aft Emergency Towing Arrangement
Part 1 System Description
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.1.1a Mooring Arrangement
Deck Store
300 0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250
260
270
280
290
310
Cargo Auxiliaries Room
Deck Store No.5 Dry Cofferdam
Issue: Draft 2
No.4 Dry Cofferdam
No.3 Dry Cofferdam
No.2 Dry Cofferdam
No.1 Dry Cofferdam
Heading - Page x of x
Knutsen OAS Shipping 3.1
MOORING
3.1.1
MOORING WINCHES AND WINDLASSES
Each combined anchor windlass/mooring winch consists of the following:
General Description Maker:
Bridge Systems Operating Manual
Bilbao Knutsen
Pusnes
Pusnes high pressure hydraulic winch gearboxes are of the totally enclosed watertight construction type incorporating a pinion and gear wheel. The gear case is made of welded prefabricated steel divided into two parts, an upper and lower part which bolt together. The bottom half of the gear case acts as an oil reservoir for lubricating the gears. All the main external bearings are plain bronze and are grease lubricated. The main shaft bearings in the gear box are spherical roller bearings and are also grease lubricated. Each drum is equipped with a manually operated brake band designed for a static pull equal to 2.5-3 times the capacity of the winch. Control System Each winch is controlled by a control valve unit which consists of the following: Flow Control Valve Controls the maximum rotational speed of the motor. Directional Valve Controls the heave, lower and speed from minimum to maximum. Counter Balance Valve and Pressure Control Valve
Cable lifter designed for 102mm K3 chain cable with a hydraulic brake band. The brake band can be operated locally or from either hydraulic remote control posts
•
Hydraulic operated claw clutch for the windlass
•
Chain pipe
•
Speed limiting device which utilises a programmable logic control regulation of the windlass hydraulic brake band
M4 and M8
•
Chain length indicator on the remote control post and wheelhouse
Type: Location:
•
Non auto-tension mooring winch with manually operated brake band, two declutchable split drums and one warping end
•
Two speed stepless hydraulic motor
•
System for monitoring mooring line tension in the cargo control room
•
Stainless steel brake band rims for both cable lifter unit and mooring winch
The cable lifter is of the open type with a protection cover. The speed and direction of the windlass/mooring winch can be operated locally or from the remote control post. Each anchor windlass is fitted with a chain stopper built to withstand 80% of the chain breaking strength.
There are a further eight mooring winches fitted and these are numbered M1 to M8 consisting of three different types. The speed and direction of the mooring winches can be operated locally or from the remote control post. All the mooring winches are of the enclosed gear type.
Combined Anchor Windlass/Mooring Winch
Type: Location:
320HW 10M.54 M4 - Main deck starboard side M8 - Main deck aft, port side
These mooring winches are built with two declutchable split drums and one warping drum. Mooring Winch Capacity Pull on mooring drum: 314kN at 15m/minute Light line speed: 45m/minute Brake holding load: 980kN Stowing capacity on drum:275metres of 44mm diameter rope Clutch control: Manual
•
Non auto-tension mooring winch with manually operated brake bands
•
Two speed stepless hydraulic motor
•
System for monitoring mooring line tension in the cargo control room
• Stainless steel brake band rims (Author’s Note: Check locations. Drawings differ? dwg no 318225) 320HW 47M.54 M1- Main deck forward M6 - Main deck aft, aligned athwartships
W1 and W2
Issue: Draft 2
320HW 54.M10 M2 - Main deck forward, aligned athwartships M3 - Main deck midships, aligned athwartships M5 - Main deck port side M7 - Main deck aft, starboard side
Each of the eight mooring winches consists of the following:
Mooring Winch
M1 and M6
N-28 CUOL 10.15+HW 15M.54 W1- Main deck forward, starboard side W2 - Main deck forward, port side
Type: Location:
•
The counter balance valve prevents the winch from overspeeding when lowering, the pressure control valve secures the motor against overload.
Type: Location:
M2, M3, M5, and M7
These mooring winches are built with three declutchable split drums and two warping drums.
Warping Drum Each winch has at least one fixed warping drum keyed on the main shaft which is of a non-whelp construction. Warping drums are designed to allow ropes to be paid out and hauled in but under no circumstances should they be used to maintain tension on ropes whilst unattended. Remote Control Posts Six remote control posts are situated on the main deck, with each winch unit having at least one remote post positioned at the ship’s side enabling a clear view of the mooring operations.
Heading - Page x of x
Knutsen OAS Shipping Type
Location
Six lever
Positioned forward
2
Two lever
Positioned midships
2
Three lever
Positioned aft
2
Quantity
The remote control post consist of a panel incorporating an electrically operated emergency shutdown button and a chain length indicator for each anchor windlass. Hydraulic Power Unit
Rated capacity of the aft unit:
Procedure for Starting and Stopping the Pumps
Safety Features
There are three different types of remote control posts as follows:
Type: No. of units: Rated capacity of the forward unit:
Bridge Systems Operating Manual
Bilbao Knutsen
3 x 190 HPU 2 sets, one forward and one aft Two cable lifter units simultaneously or three mooring drums simultaneously Three mooring drums simultaneously
The hydraulic power unit consists of three main pumps each driven independently by its own electric motor. The hydraulic system is based on a ring main and operates with a maximum working supply pressure of 250 bar and a maximum working return pressure of 10 bar. Oil supplied through the pumps is taken directly from the tank and fed to the winch/windlass and directed back to the tank. The hydraulic oil tank is ventilated to atmosphere through an air filter. The pumps are stepless variable axial piston type. They are spring loaded to maximum displacement and will be angled towards zero supply when the pressure is at the preset value. When a winch/windlass is operated, the pump regulator will compensate for the increase in oil demand by angling the displacement to a larger oil supply until the required pressure is obtained.
Incorporated in the design are several safety features: •
Three pressure indicators, one for each pump unit
•
Hydraulic oil tank level indicator
•
Hydraulic oil tank level alarm switch
•
Hydraulic oil temperature indicator
•
Hydraulic oil high temperature alarm switch
•
Filter sensor
•
Safety valve unit set at 270 bar
The hydraulic system has three different pressure steps controlled from the control cabinet. These are: •
Standby low
30 bar
•
Standby high
130 bar
•
Working pressure
250 bar
Standby Low Pressure
CAUTION Always ensure that the cooling water is supplied to the oil cooler before the operation is carried out. a)
Check the oil level in the hydraulic power pack.
b)
Ensure that the deck fire/wash water is in operation for the forward system and that the overboard discharge valve from the hydraulic oil cooler is open. For the aft system, ensure that the engine room central cooling water system is in operation feeding to this system.
c)
Ensure that the bosun’s store fan is running for the forward system and that the steering gear fan is running for the aft system.
d)
Ensure the power isolation breakers for each pump are in. Switch pressure selector to standby low.
e)
Start the required number of pumps one by one. Check the system pipelines for faults and leaks, and that there is no undue vibration or noise from the pumps.
f)
Switch to standby high before working pressure is selected.
To be selected when starting the pumps and during system warm-up. Standby High Pressure To be selected for anchoring and mooring operations. Working Pressure To be selected for raising the anchor. The discharge pressure from each pump is adjusted to give an approximate 10 bar difference in the working pressure between the highest and lowest settings, e.g. the first pump set at 250 bar with the second pump set at 245 bar and the third pump set at 240 bar. This type of loading regulation is called cascade control, in that it prevents the pumps from working against each other during minimum or low load periods. The pump with the highest pressure setting will start delivering oil with the standby pump delivery starting when the pressure has dropped by 5 bar.
To stop the pumps: a)
Switch pressure selector to standby low.
b)
Stop the pumps.
c)
Stop the bosun’s store fan if no longer required.
d)
Stop and shut down the deck fire/wash water system if no longer required.
Oil from the tank is circulated round the system and returned through a filter and oil cooler. Incorporated in the filter is a pressure differential sensor. The forward hydraulic power unit is fitted with a sea water cooled oil cooler whilst the aft unit has a fresh water cooled oil cooler fed from the engine room central cooling system.
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping Operation of Winches a)
Bridge Systems Operating Manual
Bilbao Knutsen
Remove the covers from the winch.
Overview BARGRAPH PICTURE
TREND PICTURE
SPEED/ LENGTH PICTURE
SETTINGS
ALARM LIST
STOP HORN
b) c) d)
Ensure the hydraulic power unit is operating in the working pressure mode. Slowly open the hydraulic isolation valve for the required winch. Engage the drive clutch of the actual drum required. Ensure all other drums not required are disengaged from the drive shaft. Remove the locking pin on the clutch lever, move the lever to engage the clutch. It may be necessary to rotate the drive shaft slowly to line up the clutch. When the clutch is fully engaged refit the locking pin.
CHOOSE HAWSERS THAT ARE IN USE BY PRESSING THE INDICATOR LAMP GREEN LIGHT INDICATES IN USE GREY LIGHT INDICATES NOT IN USE
M1/1
M2/2
W2/2
M4/2
M6/2
M8/1
M1/2
W1/1
M3/1
M5/1
M6/3
M8/2
M1/3
W1/2
M3/2
M5/2
M7/1
M2/1
W2/1
M4/1
M6/1
M7/2
The bar graph shows the tension at each hawser as well as a numerical value. The indicator lamps for the hawsers in use are only visible in the overview picture. Touch the OVERVIEW button in the bottom left hand corner of the screen to view the overview picture. Trend Picture BARGRAPH PICTURE
W1/W2/M3
M4/M5
M6
M7/M8
STOP HORN
ALARM LIST
TRENDPICTURE FOR HAWSER TENSION
0000 0000 M3/2 M3/1
M1/1 M1/2
0000 0000
0000 0000
M5/2 M5/1
W2/2 W2/1
M1/3 M2/1
-----0 -----0
M2/2
-----0 -----0
-----0
900 800 M1/1 0000
0000 M6/1 0000 M6/2
700
0000 0000 M1/2 0000
0000 0000
600
M1/3 0000
0000 M6/3 M7/2 M7/1 0000 0000
M4/2 M4/1
M3/2 M3/1
0000 0000
(kN) 1000
W1/2 W1/1
M2/2 M2/1
500
0000 0000
400
e)
Release the brake band of the duty winch.
f) g) h)
300
PUSNES 02 - 03 - 18
10 : 14 : 24
200
Operate the winch as required. Stop the winch by ensuring the control lever is in the NEUTRAL position. Engage the brake and disengage the clutch.
Electric Monitoring system General Description The electric monitoring system is a monitoring and speed limiting system which consists of two Mitsubishi FX-2N PLCs. Both these units communicate between each other and with a Mitsubishi E910 operator terminal. The Mitsubishi E910 operator terminal incorporates a touch screen which allows the operator to monitor and adjust the preset parameters used for mooring and anchoring the vessel. Operation The tension at the vessels hawsers is monitored at the operator’s terminal. When monitoring the length of anchor chain it is also possible to control the maximum speed at which the anchor is lowered. There are two different pictures available on the touch sensitive screen of the operator terminal which allows monitoring of the mooring operation. The first picture is titled overview and the second is titled bar graph. The only difference between the two pictures is that in the bar graph picture the tension is shown in a bar graph and numerical formats.
100
The overview picture is displayed when the system is switched on. Touching the blue fields at the top of the screen allows the operator to navigate to other pictures. The tension at the hawsers is monitored in kN and is indicated in the digital display box located at each winch position. The 22 buttons at the top of the picture indicate the winch or windlass number but serve no other purpose. It is up to the operator to touch the correct button for each hawser in use. An illuminated (green) lamp indicates that the hawser is in use and an extinguished lamp indicates the hawser is idle.
19:30
20:00
20:30
21:00
21:30
22:00
22:30
OVERVIEW
23:00
PUSNES 02 - 03 - 17
10 : 08 : 22
Load cells are fitted at each hawser and are divided into five groups displayed at the top of the screen. Selecting from the blue fields at the top of the screen will depend on which group is put into trend. The trend picture shows the tension at the hawser as a product of time.
Bar Graph TREND PICTURE
ALARM LIST
STOP HORN UNIT:kN
W2/2 W2/1
M5/2 M5/1 M8/2 M8/1 M6/1
The vertical scale is in kN and the horizontal scale is in hours subdivided into 30 minute intervals. The current value for each load cell is indicated above the diagram. The trend picture indicates a four hour period, however information up to 12 hours old may be viewed by touching the trend picture and then touching the arrow buttons which appear below the picture.
M6/2 M3/2
M6/3
0000 0000 M8/2 M8/1
M3/1
M2/2
0000 0000
0000 0000
M5/2
W2/2 W2/1
M5/1
M2/1
M1/1 0000
0000 M6/1 0000 M6/2
0000 0000
0000 0000 M1/2 0000
M3/2
M2/2
M1/3 0000
0000 M6/3 M7/2 M7/1 0000 0000
M4/2
M4/1
0000 0000
M3/1
W1/2 W1/1
M2/1
0000 0000
M1/1 M1/2 M1/3 M7/2 M7/1 M4/2 M4/1
W1/2 W1/1
OVERVIEW
PUSNES 02 - 03 - 14
Issue: Draft 2
0 19:00
10 : 34 : 09
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Bridge Systems Operating Manual
Bilbao Knutsen Alarm Limits
Chain Length LOGIN
ALARM LIST
IF YOU WAMT TO CHANGE ANY PARAMETER IN THIS PAGE, YOU HAVE TO LOG IN TO SECURITY LEVEL 1 OR HIGHER
SETTINGS
LOADCELL SETTINGS
LOGIN
ALARM LIST
STOP HORN
STOP HORN
LOGIN TO SECURITY LEVEL 1 TO CHANGE VALUES ALARM LIMITS LOAD CELL
200
200
150
250
150
250
100
300
100
300
50
350
50
350
0
400
ACTUAL LENGTH
RESET LENGTH
0
400
ACTUAL LENGTH
--0 m
RESET LENGTH --0
m
SPEED LIMITATION / ACTIVATION OF STOP VALVES MAX. SPEED MAN/AUT RESET
--0
m/min
AUT
MAX. SPEED MAN/AUT RESET
AUT.RESET SPEED
--0
MANUEL RESET
RESET
m/min
--0
SETTING (kN)
LOAD CELL
SETTING (kN)
M1/1
---0
M4/1
---0
M1/2
---0
M4/2
---0
M1/3
---0
M5/1
---0
M2/1
---0
M5/2
---0
M2/2
---0
M6/1
---0
W1/1
---0
W6/2
---0
W1/2
---0
W6/3
---0
W2/1
---0
M7/1
---0
W2/2
---0
M7/2
---0
M3/1
---0
M8/1
---0
M3/2
---0
M8/2
---0
Log In/Log Out To log in to a security level, touch the LOG IN button then enter the four digit PIN (Personal Identification Number) and touch the ENTER key. The operator will be logged out automatically after 5 minutes of inactivity.
ANCHOR STB
ANCHOR PORT
buttons, next to the load cell to change, in turn and select to new values then touch the ENTER button to confirm the new value.
Alarm List ESC
m/min
AUT
AUT.RESET SPEED
--0
MANUEL RESET
RESET
m/min
OVERVIEW
PUSNES 02 - 03 - 17
OVERVIEW
PUSNES 02 - 03 - 15
12 : 07 : 26
The operator must be logged in at security level 1 or higher to change any parameters in the chain length screen. The chain length picture shows two dials. Each dial is clearly labelled port and starboard and indicates the length of anchor chain presently paid out in meters. When the anchors are fully stowed the actual length display, indicated below each dial must read zero. Touch the RESET LENGTH button to reset the value to zero. Speed limitation and the activation of stop valves are also shown in the chain length picture. If the anchor speed exceeds the preset value of the maximum speed setting the stop valve will activate and stop the anchor. Once the stop valve has activated the system will need to be reset before any further anchor movement is permitted. This can be achieved automatically or manually using the MAN/AUT RESET button.
09 : 34 : 11
The operator must be logged in at security level 1 or higher to alter alarm set points. To change an alarm set point for a load cell, touch the grey SETTING button next to the load cell to be changed and enter the new value then touch the ENTER button to confirm the new set point.
CLR
Load Cell Setting SETTINGS
ALARM ALARM LIMITS LIMITS
LOGIN LOGIN
ALARM LIST
STOP HORN
LOGIN TO SECURITY LEVEL 2 TO CHANGE VALUES LOADCELL SETTINGS LOAD CELL
RANGE MIN(kN) MAX(kN)
RANGE MIN(kN) MAX(kN)
OFFSET
LOAD CELL
M1/1
---0
---0
---0
M4/1
---0
---0
---0
M1/2
---0
---0
---0
M4/2
---0
---0
---0
M1/3
---0
---0
---0
M5/3
---0
---0
---0
M2/1
---0
---0
---0
M5/1
---0
---0
---0
M2/2
---0
---0
---0
M6/2
---0
---0
---0
W1/1
---0
---0
---0
M6/1
---0
---0
---0
W1/2
---0
---0
---0
M6/3
---0
---0
---0
W2/1
---0
---0
---0
M7/1
---0
---0
---0
W2/2
---0
---0
---0
M7/2
---0
---0
---0
M3/1
---0
---0
---0
M8/1
---0
---0
---0
M3/2
---0
---0
---0
M8/2
---0
---0
---0
OFFSET
THE RANGE ENTERED HERE IS SUPPOSED TO BE THE LOADCELL RANGE. THE MONITORED TENSION IS (MEASURED TENSION) 1.835. * THIS IS DUE TO THE MECHANICAL TRANSMITTION. OVERVIEW
PUSNES 02 - 03 - 15
19 : 36 : 41
When an alarm appears, it will be signalled by a horn and a symbol of a bell in the upper right corner of the screen. Touch the red field marked ALARM LIST to view the alarm list picture. Touch the STOP HORN button to silence the audible alarm. The text in the alarm list is shown in the following manner: *
followed by red alarm text indicates an active alarm which has not been acknowledged
-
followed by red alarm text indicates an active alarm which has been acknowledged
$
followed by green alarm text indicates a cleared alarm which was not acknowledged No symbol and green text indicates a cleared alarm which has been acknowledged
The operator must be logged in at security level 2 to alter parameters in the load cell picture. To enter a new range touch the grey MIN(kN) and MAX(kN)
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Knutsen OAS Shipping
The buttons on the right hand side of the screen have different functions and are listed below: ESC
Bridge Systems Operating Manual
Bilbao Knutsen
Press this key to return to the active screen prior to opening the alarm list screen.
M21 M22 M25 M26 M27 M28
Load cell M8/1 Tension high Load cell M8/2 Tension high Battery low PLC 1 Battery low PLC 2 Com. failure between PLCs Power failure stop valve relays
To acknowledge an alarm, touch the required alarm and then touch this button. Touch this button to view more detailed information about the alarms. The alarms will be marked with a character and date and time. Touch the key once more to view further infomation. The alarms will be marked with one of the following characters: S E A
Time when alarm occurred. Time when alarm condition disappeared. Time when alarm was acknowledged by the operator.
Touch this button to alter the size of the text.
CLR
Touch this button to clear the alarm list.
Alarm Numbers M1 M2 M3 M4 M5 M6 M7 M8 M9 M10 M11 M12 M13 M14 M15 M16 M17 M18 M19 M20
Issue: Draft 2
Load cell M1/1 Tension high Load cell M1/2 Tension high Load cell M1/3 Tension high Load cell M2/1 Tension high Load cell M2/2 Tension high Load cell W1/1 Tension high Load cell W1/2 Tension high Load cell W2/1 Tension high Load cell W2/2 Tension high Load cell M3/1 Tension high Load cell M3/2 Tension high Load cell M4/1 Tension high Load cell M4/2 Tension high Load cell M5/1 Tension high Load cell M5/2 Tension high Load cell M6/1 Tension high Load cell M6/2 Tension high Load cell M6/3 Tension high Load cell M7/1 Tension high Load cell M7/2 Tension high
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Knutsen OAS Shipping 3.1.2
Bilbao Knutsen
Bridge Systems Operating Manual
ANCHORING ARRANGEMENT
(Author’s note: Text to be inserted.)
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Knutsen OAS Shipping
3.1.3 EMERGENCY TOWING EQUIPMENT
Aft Emergency Towing Arrangement Maker: Type: SWL:
Bridge Systems Operating Manual
Bilbao Knutsen
Pusnes ETS 200-D 2000kN
The Pusnes Emergency Towing System is designed so that a towing vessel can easily pick up the towing wire from the ship, if a main engine failure or other emergency situation should occur and no power is available to the ship’s staff. The system is designed to meet the requirements of IMOs resolution MSC. 35 63, May 1994. The system consists of the following main items: •
Combined towing bracket and fairlead (SWL 2,000kN)
•
Towing wire 77mm x 100m
•
Storage drum for towing wire
•
Pick up gear including messenger line
The combined towing bracket/fairlead is of welded steel construction, designed for a rated working strength of 2000Kn at a side angle of + 90° and a downward angle of 30°. The storage drum is equipped with a centrifugal brake and a planetary gear for the connection of a portable air driven motor.
c)
Take the marker buoys out of the container.
Forward Emergency Towing Arrangement
d)
Remove approximately half the length of messenger line from the top of the container and place on the deck in such a way as to aid deployment.
The forward towing gear comprises :
e)
Ensuring that the messenger line is free to flow, pass the marker buoy through the fairlead and allow it to fall into the sea. The light on the buoy will illuminate when it comes into contact with the sea.
f)
Start feeding the messenger rope into the sea. Make sure that the pick-up gear is falling freely into the sea.
g)
Pull out the remainder of the messenger line from the container and pay it out through the fairlead.
h)
The towing vessel should collect the messenger and pull the towing pennant wire from the drum stowage. The speed with which the towing pennant is paid out will be controlled by the centrifugal brake.
CAUTION Before the tug starts to pull the towing pennant clear of the vessel, ensure that all personnel are clear of the area as the pennant may move suddenly and violently. Retrieval Procedure (Author’s Note: Further information required - from yard or during visit.)
The pick-up gear is arranged in a GRP container and comprises of the following items: •
Retrieval wire (14mm x 15m)
•
Messenger wire (20mm x 30m)
•
Messenger rope (44mm x 120m)
•
Pick-up rope (24mm x 30m)
•
Two buoys
The buoys are each fitted with a light which will automatically illuminate when the buoy enters the water.
A Smit towing bracket (SWL 2,000kN)
•
Bow panama fairlead
•
A 76mm x 8m chafing chain
The chafing chain is designed to extend at least 3m beyond the bow chock when connected to the towing bracket. The links at each end are pear shaped to facilitate connection, both to the towing bracket and the bow shackle for connection to the tug’s line. Procedure a)
Bring the messenger with tow line from the tug up through the bow fairlead and attach to the other end of the chain by means of the bow shackle.
If the ship is without power, it would be necessary to bring the tug messenger on board by manual means, leading the messenger around the roller fairlead and returning it to the tug, in order that the tug can heave its towing line onto the ship’s deck for connection to the chain. Regular Checks •
Check that the chafing chain and towing bracket are rust free and lubricated.
•
Check that the chain is correctly connected to the towing bracket.
Regular Checks •
Check that the combined towing bracket/fairlead is rust free and lubricated.
•
Check that the towing pennant and messenger line are correctly connected.
Test Procedure a)
Follow the emergency procedure above, checking the condition of all component parts.
Operating Procedures a)
Go to the pick-up gear container.
b)
Have the tug practice hooking up to the towing connection and pulling the towing pennant wire out if required.
b)
Release the webbing securing clamps, if fitted, and open the storage container.
c)
Follow the retrieval procedure above.
Issue: Draft 2
•
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Bilbao Knutsen
Bridge Systems Operating Manual
ILLUSTRATIONS TO BE INCLUDED
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 3.1.4
Bridge Systems Operating Manual
Bilbao Knutsen
ANCHORING, MOORING AND TOWING PROCEDURES
General When anchoring, mooring or towing, the main priority at all times shall be the safety of personnel, the vessel and its cargo and the prevention of damage to the terminal or berth. This includes other ships, floating hoses, mooring boats, tugs or any other object in the vicinity. Remember a safe operation is an efficient operation. Safe mooring should also include the use of proper clothing, teamwork, communications, use of a mooring plan, team selection and briefing prior to arrival. All operations should comply with the Code of Safe Working Practices for Merchant Seamen and the terminal and port requirements.
i)
Procedure for Running Out the Anchor with Control by the Brake The procedure for running out the anchor by the braking system is the same as the procedure for lowering the anchor by motor up to and including f). Then: g)
Walk out the anchor to the waterline using the windlass controls.
h)
Re-engage the band brake.
i)
Disengage the cable lifter claw clutch.
j)
Disengage the band brake, the anchor will now run out. Control the speed and amount of cable paid out using the band brake.
k)
Anchoring Procedures Prior to use, the windlass brakes should be checked for lining thickness and adjustment.
Procedure for Lowering the Anchor by the Hydraulic Motor a)
Ensure that the windlass control lever is in the NEUTRAL position and that all clutches on the winch units are disengaged and their brakes are secure.
b)
Start the hydraulic power pumps one by one in low speed mode. Check that the indicating panel shows no irregularities. Ensure that the drive is free to turn in both directions.
c)
Engage the cable lifter claw clutch.
d)
Release the securing chains and disengage the chain stopper.
e)
Release the cable lifter band brake.
f)
Check over the side to ensure that it is clear.
g)
Walk out the anchor to the waterline. On command from the bridge, walk out the anchor to the required depth controlling the speed of descent with the control lever on the control stand.
h)
Secure the anchor by applying the brake and fitting the chain stopper. When secure disengage the clutch.
Issue: Draft 2
Shut down the hydraulic pumps if no further operation is required.
l)
Cable stoppers form an integral part of cable restraint equipment and are designed to take the loads exerted on the cable whilst the vessel is at anchor.
Weighing Anchor The procedure for weighing the anchor is the same as the procedure for lowering the anchor by motor up to and including f). Then: g)
Raise the anchor slowly, controlling the speed of ascent with the control lever on the control stand. Watch the load on the windlass to ensure that the anchor is not snagged.
In the event of there being excessive strain in the cable, it may be necessary to use the vessel’s main engine to relieve it. h)
Haul in the anchor until it is in the stowed position.
i)
Engage the brake band and chain stopper.
Once the anchor is at the required position/depth, secure the anchor by engaging the chain stopper and tightening the band brake.
j)
Disengage the claw clutch lever.
k)
Shut down the windlass as required.
Shut down the hydraulic pumps if no further operation is required.
l)
Refit the anchor securing chains.
(Note: A careful note should be kept of the settings of the band brake to allow adjustment and resetting of the band brake as required.) When anchoring, it is preferable to have a slight astern movement over the ground. As a guide, this should not be in excess of half a knot in water of depths up to 20m. Where the water depth is in excess of 20m, it is preferable to have zero speed over the ground, until it is confirmed that the anchor is on the bottom. Slight stern way can then be allowed to build up, with the anchor cable developing a lead and the cable being paid out under control, usually in sections of one shackle or shot, which is 27.5m (emergencies excepted).
Before entering open seas, ensure that the anchor is not twisted in the hawse pipe and that the flukes are gently heaved hard up against the hull. Cable stoppers must also be in position, together with securing chains. To prevent flooding of the chain locker at sea, ensure the spurling pipes are properly covered and the chain lashed. It is obviously good seamanship for all deck officers to become acquainted with the method used to secure the cables within the lockers, since the need to slip a cable may be both unexpected and urgent. A prolonged search for the 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.
Ensure the windlass operator and others in the vicinity wear goggles, hard hats, safety shoes and a good pair of overalls. Ensure adequate communication is established and maintained between the bridge and focsle. Anchors housed and not required should be secured against accidental release. When the vessel has completed anchoring and the brake applied, ensure that the cable stopper is lowered and correctly positioned with lashings to prevent jumping. Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Towing
Handling Moorings
DO ensure that only experienced persons are permitted to operate winches.
Towing operations lead to large loads being applied to ropes, fairleads, bitts and connections. A sudden failure of any part of the towing arrangement can have serious consequences, which should be considered, and appropriate safety precautions taken.
When handling moorings the following guidelines should be followed.
DO use all split spool drums correctly, with the last two or three turns changed to the narrow part of the split drum.
The vessel is equipped with twenty wires on reels, any of which could be used for towing subject to being inspected and certificated. The towing lines and associated equipment must be inspected prior to use. Any line found with defects, and/or excessive wear, must be rejected for use as a towing line. Particular attention is drawn to the need to ensure that fairleads, bollards etc. are: •
Suitably sited to avoid obstructions
•
Effectively secured to the ship’s structure
•
Not unacceptably weakened by corrosion or age
•
Of suitable design, with a SWL for the intended use
Suitable communications should be established between the bridge and mooring station prior to the commencement of operations. Persons involved in towing operations should be briefed in their duties and the necessary safety precautions. Care shall be taken to keep clear of rope bights. Similarly, whiplash areas should be evaluated, with personnel warned of the consequences of parting lines and associated danger zones. When letting go tow lines, ensure all personnel are clear of the end eye. Preferably, the eye should be lowered under control of a slip line, thus avoiding danger of injury and line snagging. The surfaces of fairleads, bollards, bitts and drum ends should be kept clean and maintained in good condition. Rollers and fairleads should turn freely and be in a sound condition. The decks of mooring areas should be treated to ensure anti-slip properties. This can easily be accomplished by spreading fine salt free sand on top of wet paint or using dedicated anti-slip paint. Always ensure there are sufficient personnel available at each mooring station to accomplish their assigned tasks safely.
DO NOT surge synthetic ropes on drum ends. DO NOT stand too close to winch drum or bitts when holding a line under tension. If the line surges you could be drawn into the drum or bitts. Stand back and hold the line at a point about 1m away from the drum or bitts. DO NOT apply too many turns; generally 4 turns are sufficient.
DO ensure all spool drums are reeved in the correct direction, so that the load is transferred to the fixed part of the brake band. DO ensure all winch controls are clearly marked. DO have an axe and sharp knife always available and a flashlight for night operations.
DO NOT bend the rope excessively. DO NOT stand in the bight of a rope. DO NOT leave loose objects in the line handling area. If a line breaks it may throw such objects around as it snaps back. DO NOT have more people than necessary in the vicinity of a line. DO NOT hold a line in position by standing on it.
Fire Wire These wires must hang over the opposite side of the vessel to the berth and are required so that tugs may pull the ship away from a berth, without the assistance of crew members in the event of an emergency. Two fire wires are fitted, one starboard side forward and one starboard side aft, and stowed on manual drums when not in use. Each fire wire is then rigged in port to comply with terminal requirements and secured on deck with a minimum of six full turns on the bollards.
DO NOT lead wires through excessive angles. DO NOT use leads out of alignment with the spool or drum end (warping drum).
General Mooring Procedure Mooring to the Berth a)
Select and brief the mooring party of the known situation prior to the pilot boarding.
DO NOT attempt to handle a wire or rope on the drum end, unless a second person is available to assist in removing the build up of slack.
b)
Consult with the pilot for mooring requirements at the berth and construct the final plan.
DO NOT allow a rope or wire being paid out to run out of control. Always ensure a line has one turn on the bitts before being paid out. Wires on dedicated stowage reels (not mooring winches) must never be paid out directly.
c)
Brief the officers in charge of the mooring stations regarding the mooring plan, ensure they understand all requirements and that the plan meets with their approval.
DO NOT use dangerously worn lines.
d)
Prepare mooring stations forward and aft. Lines should be run to the fairleads in accordance with the plan.
DO take care when letting go lines, as the end of a line can whiplash and cause injury or snag. To avoid this, it may be necessary to rig a slip line to assist in controlled slacking.
e)
Have messengers of natural fibre rope and heaving lines of appropriate size ready in advance.
DO wear a safety hat.
f)
Nobody should attend mooring stations unless they are wearing safety shoes, a safety helmet, a boiler suit, suitable gloves and any other items of safety clothing that may be deemed necessary.
DO NOT leave winches and windlasses running unattended.
DO wear gloves when handling wires. DO ensure adequate communications are established before starting operations.
Issue: Draft 2
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Knutsen OAS Shipping g)
Bilbao Knutsen
Bridge Systems Operating Manual
Fire wires, forward and aft on the seaward side must be rigged according to terminal requirements, or with the eye maintained 1m above water level at all times, along with 6 full turns on a pair of bitts.
Requirement for Tug Handling Only use properly placed closed fairleads and associated bollards, which have a direct lead from fairlead to bollard for the securing of the tug’s line. A means for heaving the tug’s line aboard with the ship’s heaving line or messenger must be provided, i.e., use of suitable fairleads, bollards, etc., to lead the messenger line on to the warping head of a mooring winch. The person operating the winch must have line of sight to the person at the ship’s side directing the operation.
Issue: Draft 2
Heading - Page x of x
3.2
Lifting Equipment 3.2.1
Deck Cranes
3.2.2
Accommodation and Pilot Ladder Reels
3.2.3
Pilot Boarding Arrangements
Illustrations 3.2.1a Hose Handling Crane 3.2.1b Provisions Handling Crane 3.2.1c Cargo Handling Crane 3.2.2a Accomodation Ladder 3.2.3a Required Boarding Arrangements For Pilot
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.2.1a Hose Handling Crane
Jib
12T- 4.4m/26.5m SWLSWL 2T 2.1 10m/4.5T - 5.7m
5m
TTS-Norlift AS
Main Deck
Min Outreach 4.4m Jib Rest Max Outreach 26.5m
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 3.2.1
Bridge Systems Operating Manual
Bilbao Knutsen
DECK CRANES
Limit Switches The cranes are fitted with the following limit switches for safety:
Hose Handling Cranes
•
Hook travel upper stop
Maker: TTS-Norlift AS No. of sets: 2 Type: GPH 500-1227 SWL: 12,000kg Radius maximum: 26.5m Radius minimum: 5.3m Hoisting speed - no load: 0 to 24m/min Hoisting speed at SWL: 0 to 12m/min Slewing sector: XXX° Slewing speed: 0 to 0.8 rpm Luffing: 60 seconds Lifting height: List/trim: 5.4° Weight of crane: 28.7 tonnes approximately
•
Luffing up/down
•
Slewing limits (not operational)
•
Combined slewing-luffing limits
Description Two electro-hydraulically driven deck cranes are provided for handling the cargo hoses, fuel hoses and Suez mooring boats. Crane Control The cranes are controlled from an open platform above the slewing ring. Entrance to the platform is by ladder. All motions are lever operated and have stepless speed control from 0 to maximum. Two motions can be operated at the same time with full capacity, but with reduced speed. Load Limiting System Each hydraulic circuit is provided with equipment for limiting hydraulic pressure to preset values corresponding to the crane capacity. These do not stop the electric motor but divert the oil supply back to the holding tank.
Electro-Hydraulic Power Pack The cranes are provided with a built-in power pack. The electric pump/motor is located in the centre of the pedestal with the output shaft pointing upwards and driving the hydraulic pump. The reservoir for the hydraulic oil is located in the slewing column steel structure. The hydraulic oil circuit has a full flow suction filter with a changeable filter insert. The tank is provided with an oil level indicator, a temperature gauge and an air breather. Start/stop controls are located on the starter panel (located in the deck house) and on the remote start/stop box on the control platform. Additionally, the in-built safety valves and hydraulically operated fail safe brakes will ensure that the cranes will not lower the load until positive action is taken. Hoisting Machinery The winch unit consists of:
Provisions and Engine Room Cranes Maker: TTS-Norlift AS No. of sets: 2 Type: GPS 320-1217 SWL: 12,000kg Radius maximum: 17m Radius minimum: 3.7m Hoisting speed - no load: 24m/min Hoisting speed - SWL: 12m/min Slewing sector: XXX° Slewing speed: 0 to 0.7 rpm Luffing: 80 seconds Maximum list/trim: 5.4° Weight of crane: 15.1 tonnes approximately Description Situated on C deck either side of the funnel casing, two electro-hydraulically driven deck cranes are provided for handling the engine room stores and general provision requirements for the vessel.
•
Drum with bearing and brackets
Crane Control
•
Winch gear with hydraulically operated fail safe brake
•
Hydraulic motor with safety valve to freeze movement in the event of a of pressure drop
The cranes are controlled by use of a portable control box, which is fitted with a 15m flexible cable. The control box is equipped with two joystick controls, the left hand joystick controlling both luffing and slewing and the right hand joystick controlling lowering and hoisting. An emergency stop button is located between the joysticks. All controls have stepless speed control from 0 to maximum. Two motions can be operated at the same time with full capacity, but with reduced speed.
The wire ropes are both of 18mm nominal diameter and are of the nonrotating, galvanised type. The wire ropes should be lubricated regularly with an appropriate lubricant. The wire sheaves are provided with sealed roller bearings on steel axles. All bearings have grease nipple lubrication. At maximum outrun (hook in its lowest position), there are three locking turns of wire remaining on the drum.
Load Limiting System Each hydraulic circuit is provided with equipment for limiting hydraulic pressure to preset values corresponding to the crane capacity. These do not stop the electric motor but divert the oil supply back to the holding tank.
The jib cylinders have spherical bronze bearings on steel axles. The part of the piston rod which is exposed whilst the crane is parked is made of stainless steel to prevent rust.
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.2.1b Provisions Handling Crane
Jib
1.8m
2.369m
SWL 12T 3.4-17m Norlift SWL 2T 2.1 - 10m/4.5T - 5.7m
Machinery Room Top Deck
Min Outreach 3.7m Jib Rest 12.4m Max Outreach 17m
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping Limit Switches
The cranes are fitted with the following limit switches for safety; •
Hook travel upper stop
•
Luffing up/down
•
Slewing limits
•
Combined slewing-luffing limits
Electro-Hydraulic Power Pack The cranes are provided with a built-in power pack. The electric pump/motor is located in the centre of the pedestal with the output shaft pointing upwards and driving the hydraulic pump through a flexible coupling and a cardan shaft. The reservoir for the hydraulic oil is located in the slewing column steel structure. The hydraulic oil circuit has a full flow suction filter with a changeable filter insert. The tank is provided with an oil level indicator, a temperature gauge and an air breather. Start/stop controls are located on the starter panel (located in the deck housing), on the remote control box and on the control platform. Additionally, the in-built safety valves and hydraulically operated fail safe brakes will ensure that the cranes will not lower the load until positive action is taken. Hoisting Machinery The winch unit consists of: •
Drum with bearing and brackets
•
Winch gear with hydraulically operated fail safe brake
•
Hydraulic motor with safety valve to freeze movement in the event of a of pressure drop
The wire ropes are of 18mm and 13mm nominal diameter respectively and are of the non-rotating, galvanised type. The wire ropes should be lubricated regularly with an appropriate lubricant. The wire sheaves are provided with sealed roller bearings on steel axles. All bearings have grease nipple lubrication. The jib cylinders have spherical bronze bearings on steel axles. The part of the piston rod which is exposed whilst the crane is parked is made of stainless steel to prevent rust.
Issue: Draft 2
Bridge Systems Operating Manual
Bilbao Knutsen Cargo Machinery Handling Crane Maker: No. of sets: Type: SWL: Radius maximum: Radius minimum: Hook speed: Slewing sector: Slewing speed: Luffing time: Lifting height: List/trim: Weight of crane:
Norlift AS 1 GPS-40-0210 4,500kg at 5.7m outreach, 2,100kg at 10m outreach 10m 2m 0-10 m/min 360° 0 to 1.2 rpm 55 seconds 37m 5° list / 2° trim 5 tonnes approximately
Description Situated on top of the deck cargo auxiliaries room, an electro-hydraulically driven deck crane is provided for handling large items into or out of the deck cargo auxiliaries room.
Limit Switches The crane is fitted with a hook travel upper stop limit switch for safety. Electro-Hydraulic Power Pack The crane is provided with a built-in power pack consisting of a vertically mounted electric motor located in the centre of the pedestal driving a fixed volume hydraulic pump located in the crane house. The reservoir for the hydraulic oil is located in the lower part of the crane house and is equipped with a level indicator and temperature gauge. The hydraulic pump is designed for continuous operation at a pressure of 280 bar. Start/stop controls are located on the starter panel located in the deck housing and on the control platform. The wire rope is of 13mm nominal diameter and is of the non-rotating, galvanised type. The wire rope should be lubricated regularly with an appropriate lubricant. The wire sheaves are provided with double roller bearings on steel axles. All bearings have grease nipple lubrication. At maximum outrun (hook in its lowest position), there are three locking turns of wire remaining on the drum. The jib luffing cylinder is designed for marine use and has safe buffering in both end positions.
Crane Control The crane is controlled from an open platform situated the side of the crane housing above the slewing ring. Entrance to the platform is by ladder. The controls consist of three levers (hoist, slew and luff) giving stepless speed control from zero to maximum. Two levers can be operated at the same time with full capacity, but with reduced speed. The hydraulic pump motor is controlled by a start/stop pushbuttons, situated on the crane pedestal. Load Limiting System Each hydraulic circuit is provided with equipment for limiting hydraulic pressure to preset values corresponding to the crane capacity. These do not stop the electric motor but divert the oil supply back to the holding tank. The winch and slewing motors are equipped with fail-safe brakes. Additionally the winch motor, hydraulic cylinder and slewing motor are equipped with load holding valves which will freeze movement in the event of a hose rupture or other failure causing a drop in oil pressure.
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.2.1c Cargo Handling Crane
Jib
SWL SWL2T 2T 2.1 2.1 -- 10m/4.5T 10m/4.5T -- 5.7m 5.7m
1m
1.4m
TTS-Norlift AS
Auxiliary Room Top Deck
Min Outreach 2m Jib Rest 9.5m Max Outreach 10m
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Starting Procedure for Hydraulic Deck Cranes
MISCELLANEOUS DAVITS
a)
Check that the control levers are in neutral.
b)
Check that the wire is run correctly in the sheaves and that the wire rope ends are securely clamped.
These fixed jib davits are positioned at various locations around the vessel in order to facilitate easy handling of large items. As these cranes are rarely used, they are all basic in nature, employing an air motor for lifting/lowering, with all other functions being carried out manually.
c)
Check the oil level and condition of the hoses and connections.
All of these davits use air supplied by the deck air system at 9kg/cm2.
d)
Start up the electric motor/hydraulic pump.
e)
If the ambient temperature is less than 10ºC, let the crane run until the oil temperature is a minimum of 10ºC.
f)
Check that all movements (hoist-luffing-slewing) are operational without load.
g)
The crane is ready for use.
Parking the Hydraulic Deck Cranes a)
Park the crane with the jib in a horizontal position and resting on the jib support cradle.
b)
Stop the pump/motor.
c)
Fit the jib securing bracket (are they fitted???).
Possible Hazards whilst using Deck Cranes During the operation of any crane, the controls must be operated slowly and smoothly in order not to induce a swinging motion in the hanging load. Extreme care must also be taken when operating the cranes in the winch up or jib up motion, where the jib angle is nearing its maximum value and the hook is close to the hook stop, as the load may hit the underside of the jib. The operator must always be able to see the landing area for the load, or be in direct contact with somebody who can see the landing area.
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.2.2a Accommodation Ladder and Pilot Ladder Davit
Elevation
Fairleaders
Winch Hoisting Wire Rope
Accommodation Ladder
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 3.2.2
ACCOMMODATION LADDER
Maker: Maximum length: Breadth: Ladder weight: Winch motors: Winch motor type: Air pressure:
Bridge Systems Operating Manual
Bilbao Knutsen
Villarias S.I. 22m 740mm 1,020kg Air operated 8.5hp 6.5 CR-04 6 - 7kg/cm2
One 23m self stowing, telescopic aluminium alloy accommodation ladder is provided on each side of the main deck. The ladders comprise of two 12m sections, the upper section having a useable width of 740mm and the lower section a useable width of 900mm. The ladders are fitted with folding stanchions and top railings. The upper platform is capable of revolving through 180°. The lower platform is adjustable to enable it to be fixed horizontally, and is fitted with a roller to facilitate use when the vessel is alongside a quay.
Rigging Out a)
b) c)
d)
Connect the air line to the pneumatic motor and open the air supply valve. Check that the water separator is drained and there is an adequate oil level in the oiler.
Ensure the area overside below the ladder is clear. Lower the accommodation ladder from its stowed position to the horizontal. The two davits and the top platform will lower to the horizontal position at the same time. Adjust the lower platform angle to a suitable position for the intended use. Lower the accommodation ladder to clear it from its stowed position and continue lowering until there is sufficient space underneath the davit to erect the handrails. Two men are required to don safety harnesses and inflatable lifejackets and then rig the stanchions on the upper platform.
f)
One crew member is to proceed down the accommodation ladder until they are just below the davit then raise each handrail in turn. The crew member at the top of ladder should secure the handrails with the locking pins. In order to move up and down the accommodation ladder safely, the safety harness can be attached to the wire lashings.
Procedure for Lowering the Accommodation Ladder
g)
The accommodation ladders are controlled from the pneumatic motor control position stand. The controls are comprised of a simple vertically acting raise/ lower lever and a horizontally acting reversing lever. Compressed air motors are used to operate the movements of both ladders.
The two lower lightweight platform stanchions should then be fitted. Roping of the lower platform is then carried out and when complete, the ropes are led up each side of the ladder forming the middle rail.
h)
Fit the upper platform ropes. The ladder is now rigged and can be lowered when required, keeping an eye on the tightness of the ropes.
i)
Check there is a lifebuoy available, that the deck is clear of obstructions and a heaving line is ready. If using the ladder in port, then a safety net must be rigged.
(Note: Always leave at least 2 layers of wire on the lowering drum of the accommodation ladder.)
WARNING 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 strong point. At night there must be adequate illumination to safely complete the task.
Issue: Draft 2
a)
Hoist the accommodation ladder until the handrails are just below the davit.
b)
One crew member wearing a harness and an inflatable lifejacket should unlash the platform and ladder ropes.
c)
Swivel and remove the stanchions from the upper and lower platforms of the ladder.
d)
The second crew member wearing a harness and an inflatable lifejacket should remove the pins securing the ladder handrails, one at a time. Each handrail should be lowered in turn, so that they rest flat on the ladder.
e)
When the crew members are clear, hoist the ladder until it is in its vertical stowage position.
f)
Secure the accommodation ladder with all the screw lashings.
g)
Close the main air supply valve. Remove the hoses from the air motors and stow them to ensure that the deck is kept clear.
From the stowed position, release and un-ship all of the screw lashings from the accommodation ladder.
e)
When the accommodation ladder is being lowered it will automatically extend from its stowed length of 12m to its maximum extended length of 22m. The ladder is designed to reach the lowest ballast water line with a maximum angle of inclination of not more than 55°.
Securing
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.2.3a Required Boarding Arrangement For Pilot
There must not be any shackles, knots or splices
Portable Pilot Ladder Position
The steps must be equally spaced
The steps must be horizontal Spreaders must not be lashed between steps Pilot Reel
The side ropes must be equally spaced
Officer In Contact With The Bridge
The loops are a tripping hazard for the pilot and can become fouled on the pilot launch
Pilot ladder must extend at least 2 metres above lower platform Accommodation ladder should rest firmly against ship's side and should lead aft. Maximum 500 slope. Lower platform horizontal.
Ladders to rest firmly against ship's side 3 to 7 metres depending on size of pilot launch and swell
PILOT
At night pilot ladder and ship's deck lit by forward shining overside light
PILOT
Very Dangerous Ladder too long
A Pilot Ladder Combined With An Accommodation Ladder Is Usually The Safer Method Of Embarking Or Disembarking A Pilot On Ships With A Freeboard Of More Than 9 Metres
PILOT
Issue: Draft 2
Heading - Page x of x
3.3
Lifesaving Equipment
Illustrations 3.3.1a Lifeboat
3.3.1
Lifeboats and Davits
3.3.2
Rescue Boat
3.3.3
Liferafts
3.3.4
Emergency Life Support Apparatus
3.3.5
Lifeboat/Liferaft Survival Guide
3.3.6
Lifesaving Equipment Plans
3.3.1b Lifeboat and Davits 3.3.2a Rescue Boat and Davit 3.3.3a Liferafts 3.3.6a Safety and Fire Control Symbols 3.3.6b Safety and Fire Control Symbols 3.3.6c Lifesaving Equipment and Escape Routes on Bridge Deck and E Deck 3.3.6d Lifesaving Equipment and Escape Routes on C and D Decks 3.3.6e Lifesaving Equipment and Escape Routes on A and B Decks 3.3.6f Lifesaving Equipment and Escape Routes on Main Deck, Bosun’s Store and Bow Thruster Room 3.3.6g Lifesaving Equipment and Escape Routes on Engine Room 21800mm Deck 3.3.6hLifesaving Equipment and Escape Routes on Engine Room 2nd Flat 3.3.6i Lifesaving Equipment and Escape Routes on Engine Room 1st Flat 3.3.6j Lifesaving Equipment and Escape Routes on Engine Room Floor and Turbine Mezzanine Deck 3.3.6k Lifesaving Equipment and Escape Routes on Engine Room 29600mm Deck
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.3.1a Lifeboat 1
2
3
4 5
6
7
8
9
10
11
12 13
14
15
69
70
71
50 72
49
73
48 47
68
46
16
45 44
74
43 42 41 40 Key
36 39 38 37
31 35 34 33 32
51 52
29 30
28
53
27 26
25
54 55
24
56
23
22
21
57
58
20
19 18
59
17
60
1.
Marker Light
26.
Sprinkler Intake Valve
51.
Fuel Tank Inspection Cover
2.
Free Fall Release Pump
27.
Sprinkler Pump
52.
Boarding Angles
3.
Ladder
28.
Saab Diesel Engine
53.
Access Hatch to Engine
4.
Sprinkler Pipe Aft
29.
Exhaust Pipe
54.
Port for Fire Extinguisher
5.
Fire Extinguisher
30.
Fuel Tank Drain Valve
55.
Access Hatch to Sprinkler Valve
6.
Service Trunk
31.
Fuel Shut Off Valve
56.
Access Hatch to Air Cylinders
7.
Sprinkler Manifold
32.
Propeller Shaft Bearing
57.
Access Cover
8.
Sprinkler Hose
33.
Stern Tube Bearing
58.
Water Tank Access Hatch
9.
Forward Lifting Bracket
34.
Propeller Shaft
59.
Non-Skid Surface
10.
Sprinkler Pipe Forward
35.
Stern Tube
60.
Triple Free Fall Seat
11.
Buoyancy Foam
36.
Sole Piece
61.
Double Free Fall Seat
12.
Forward Hatch
37.
Stern Gland
62.
Fuel Shut Off Valve
67
13.
Free Fall Seat
38.
Propeller
63.
Aft Lashing Bracket
66
14.
Head Pad and Backrest
39.
Steering Nozzle
64.
Hydraulic Hoses for Release System
15.
Towing Bollard
40.
Rudder Stock
65.
Hydraulic Hoses from Steering System
65
16.
Bilge Pump Handle
41.
Hydraulic Cylinder for Free Fall Release
66.
Emergency Steering Bypass Valve
64
17.
Integral Stiffener
42.
Securing Bracket
67.
Hydraulic Cylinder for Steering System
18.
Seat Cushion
43.
Fuel Tank
68.
Hand Rails
19.
Integral Stiffener
44.
Exhaust Outlet
69.
Aft Lifting Bracket
20.
Bilge Pump
45.
Emergency Release Pump
70.
Sling Stowing Bracket
21.
Water Tank
46.
Towing Bollard
71.
Steering Tow Hatch
22.
Air Cylinders (50 Litres)
47.
Fuel Tank Filter
72.
Steering Wheel
23.
Equipment Tank
48.
Underpressure Valve
73.
Steering Console
24.
Food Tank
49.
Overpressure Valve
74.
Safety Harness 4 Point
25.
Main and Emergency
50.
Helmsman's Chair
63
62
61
Battery Compartment
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 3.3
LIFESAVING EQUIPMENT
3.3.1
LIFEBOATS AND DAVITS
Maker: Model:
Bridge Systems Operating Manual
Bilbao Knutsen
Norsafe GES 30
Introduction
The water spray system is provided by an engine driven centrifugal pump, with a capacity of 2000 litres per minute. The canopy mounted water spray system provides a deluge over the boat protecting it from fire and maintaining cabin temperature. The sea water intake is situated in the bottom of the hull thus preventing flammable liquid being drawn into the system.
d)
Once seated, secure the safety harness, tighten the adjustable lap strap and fasten the forehead strap.
e)
Place knees against the seat in front and push your body firmly against the back rest of your own seat. Cross arms and grasp the shoulder straps. Keep your head facing aft and do not turn to the side.
f)
Remain seated after launch unless instructed otherwise.
The compressed air system provides sufficient air for the occupants of the cabin as well as engine combustion for a minimum of 10 minutes.
The system consists of the following: •
A launch ramp with angled skidway for freefall release of the lifeboat
•
‘A’ frame (davit arm), hinged to the lower end of the launch ramp, complete with hydraulic cylinders and winch
•
Hydraulic power pack for winch and cylinders
•
Manual control valves for the operation of the ‘A’ frame
•
Lifting traverse with wire sheaves and lifting hooks
•
Free fall lifeboat
Construction: Capacity: No. of boats: Speed: Maximum free fall height: Engine: Fuel Capacity: Weight: Weight:
HD30 85Kn 42.5Kn
The davit will allow for free fall launch or launching by means of the hydraulic winch.
The lifeboat launching davit is designed primarily to launch a lifeboat using the free fall method. A secondary method is achievable by using the davit’s hydraulic system to perform a controlled launch. The davit is fitted with a hydraulic system to swing the davit arm from the stowed position to the outboard position. This is achieved by the use of double acting hydraulic cylinders and a hydraulic winch.
The boat can be free fall launched with a list of up to 20° and a trim of 10°.
Operation GES 30 Length (OA) 9m Breadth 2.75m Height 3.42m Glassfibre reinforced polyester (GRP) 40 persons 1 Minimum of 6 knots when fully loaded 22m 36hp water cooled, electric start diesel 120 litres 5500kg (fully equiped) 8500kg (fully loaded)
The vessel is equipped with a single, stern mounted, 40 person free fall lifeboat. The boat is fitted with a 36hp water cooled diesel engine, giving a minimum speed of six knots when fully loaded, and two knots when towing a 25 person liferaft. A 120litre fuel tank gives at least 24 hours operation. Steering is by a cable operated GRP nozzle. A rudder indicateor is provided at the steering position.
Issue: Draft 2
Lifeboat Launching
Type: SWL - lowering: hoisting:
Procedure for the Free Fall Launch of the Lifeboat
Lifeboat Particulars Type: Dimensions:
Davit
WARNING All crew members should be familiar with the operating procedures for this launching appliance and lifeboat. Failure to follow the procedures may result in serious personnel injury or equipment damage. Correct procedures for Abandon Ship Training and Drills can be found in chapter 3 of the SOLAS regulations. Generally, free fall lifeboats shall be launched with their assigned operating crew aboard, and manoeuvred in the water at least once every 3 months during an abandon ship drill. If it is impossible or impracticable to free fall launch, it is acceptable for the lifeboat to be lowered, provided it is is free fall launched at least once every 6 months. Procedure for Boarding the Lifeboat a)
Muster at the lifeboat station, carrying a lifejacket/survival suit and await instructions.
b)
When told, enter the lifeboat quickly and in an orderly manner, occupying the forward seats first.
c)
Board the boat evenly on both sides, with the last seat being occupied by the hook release operator.
(Note: The hook release operator should board last after carrying out prelaunch checks.)
CAUTION Before attempting any free fall launch, it is vital that the crew ensure that the boat will achieve a clean unrestricted path down the skidway and that the launch zone is clear of obstructions. The lifeboat is supported by a skid arrangement and in its stowed position is maintained in a continuous state of operational readiness. The boat is locked to the inclined ramp by a free fall hook which can be released from inside the lifeboat. Because of the need to maintain constant readiness, the boat lifting straps must be disengaged from the lifting gear at all times unless the boat recovery or the winch controlled launch procedures are being utilised. The lifeboat is supported on a number of low friction sliding plates made of a nylon type material called Polyethylenterpthalat (PETP). At the boarding level the skid is fitted with a bracket and a link for the free fall hook and the lashing arrangement. A lashing arrangement is also provided on each side of the skid to support the lifeboat at midships. This lashing arrangement is controlled from the boarding level by way of a rod. At the stern end of the lifeboat are two lashing arms that stop the lifeboat from moving longitudinally during bad weather conditions. This lashing arrangement is based on a turnbuckle arrangement that must be retightened after recovering the lifeboat from the water. a)
Disconnect the lashing arrangement and ensure no ropes are attached to the lifeboat.
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.3.1b Lifeboat Recovery Davit and Storage Key
1.
Slide Way
2.
Davit
3.
Bearing
4.
Hydraulic Cylinder
5.
Hydraulic Power Pack
Boarding 5
9 10
00
mm
2
1 4
Min 7600mm
5310mm
3
Ship's Deck
Ship's Deck 2876mm
1750mm
Issue: Draft 2
Min 9050mm
3900mm
Heading - Page x of x
Knutsen OAS Shipping b)
Bridge Systems Operating Manual
Bilbao Knutsen
Ensure the lifeboat is disengaged from the lifting/recovery wires. Ensure that all the hatches and openings are securely closed and locked, with all the personnel seated and correctly strapped in.
•
Confirm that all hatches, doors and watertight openings are securely shut
•
Ensure that any loose objects inside the lifeboat are lashed down or stowed away
d)
Turn the battery switch to the ON position.
•
Confirm that the landing area is clear
e)
The helmsman must then carry out the following:
•
Start the engine in neutral gear
c)
• Confirm that all of the hatches, doors and watertight openings are securely shut • Ensure that any loose objects inside the lifeboat are lashed down or stowed away
e)
The lifeboat can now be carefully lifted out of its cradle and moved into the outboard position by operating the SWING OUT lever on the A-frame controller.
f)
When the A-frame davit is in the fully outboard position, the operator can lower the boat using the LOWERING BOAT lever on the winch controller.
• Confirm that the landing area is clear • Start the engine in the neutral position f)
With the helmsman securely strapped into his seat and the seat reclined backwards to its launch position, operate the hook release handle.
g)
The lifeboat will now be free to slide down its cradle and fall into the water.
h)
The helmsman now rights his seat to the vertical position and engages the propeller to steer the lifeboat away from danger.
If the free fall method appears to be unacceptable, due to reasons such as solid objects floating in the water in the launch area, the boat can be launched using the winch and fall wire. This method is dependant on electrical power being available and an operator needs to be positioned at the manoeuvring controls. Procedure for the Controlled Launch of the Lifeboat Using the Winch and Fall Wire a)
Ensure power is available to the hydraulic power pack then start the power pack by pressing the START button.
b)
Disconnect the lifeboat lashing arrangement and ensure no ropes remain attached.
c)
d)
Using the control lever labelled SWING OUT/SWING IN, move the A-frame out until the yoke is above the lifting straps. Stop the A-frame and connect the lifting strap rings onto the yoke hooks. Using the lever labelled LOWERING BOAT/ HOISTING BOAT carefully take out any slack from the lifting wires. The helmsman must then carry out the following:
Issue: Draft 2
g)
h)
Once the lifeboat is waterborne, the lifting straps can be disconnected from the yoke hooks and the helmsman can engage the propeller to steer the lifeboat away from the vessel. During a lifeboat drill or when the boat is away from the vessel for some time, the davit operator can retrieve the yoke to deck level and bring the A-frame back into its ‘parked’ position.
(Note: Care should be taken when retrieving the yoke in an unloaded condition to ensure that it comes up level and that the wires reeve onto the drum correctly.) i)
The hydraulic power pack controlling the winch and A-frame davit can now be switched off.
Procedure for Recovering the Lifeboat Using the Winch and Fall Wire WARNING The lifeboat can only be hoisted out of the water with a maximum of three people on board. a)
Start the hydraulic power pack by pushing the START button.
b)
Swing out the A-frame davit into its full outboard position using the SWING OUT control lever and lower the yoke down to the appropriate height above the water level using the LOWERING BOAT winch control lever.
c)
The lifeboat can now be manoeuvred under the wire rope falls with the stern of the lifeboat being nearest to the vessel’s stern.
d)
Engage the lifeboat lifting straps to the yoke hooks. When the helmsman has confirmed that the hooks have been correctly
engaged and that all personnel on board are ready, the davit operator can slowly take the weight and commence hoisting the boat using the HOISTING BOAT controller. WARNING When performing this operation take care in moving the levers smoothly, and avoid all abrupt movement of the davit arm and the suspended lifeboat. e)
While hoisting, the davit operator is to ensure that the wires are reeving onto the winch drum correctly.
f)
The hoisting is to be stopped before the boat reaches its highest position of vertical travel.
g)
Using the SWING IN control lever, bring the A-frame davit in towards the stern of the vessel and carefully locate the lifeboat in its correct position on the ramp.
h)
Engage the boat hook to the lifeboat and adjust it until the lifeboat is securely pulled in to the fender rubber.
i)
Once all of the securing arrangements are in place and the officer in charge is happy that the lifeboat is securely stowed, the lifting straps are to be removed from the hooks on the yoke and lashed to the top of the lifeboat.
j)
The personnel on board the lifeboat may now disembark and the winch and davit hydraulic power pack switched off.
CAUTION In case of an emergency the lifeboat should always be left in a state of constant readiness for any of the launching modes. The following checklist should be followed as a minimum: •
The boat lifting wires must be disengaged from the lifting gear at all times unless the boat recovery or the winch controlled launch procedures are being utilised
•
Secure the lifeboat lashing arrangements
•
Keep the lifeboat fuel tank full of diesel and ensure the engine start electrics are kept fully charged
•
Check that all lifeboat equipment is securely stored
•
Pump out the bilges.
•
Close all doors and hatches
Heading - Page x of x
Knutsen OAS Shipping
Bilbao Knutsen
Bridge Systems Operating Manual
Maintenance Before starting maintenance, ensure that the safety chain is connected to the stern of the lifeboat and that the safety bolt for the lifeboat release hook is in place. These safety features are to be removed when maintenance has been completed. Periodic maintenance of the launching cradle and its A-frame davit should be carried out and should include: •
Lubricating moving parts through the grease nipples provided using the correct grade grease as detailed on the vessel’s lubrication chart.
•
Wire falls should be visually checked for broken strands and be greased at regular intervals. The grease should be applied by brush and should be done every 4 to 6 months in areas of high humidity and temperature. The wire should also be turned end for end at intervals not exceeding 30 months and be renewed when damaged or every 5 years which ever is soonest.
•
The sheaves should be checked for wear and kept lubricated to rotate freely. Visual inspection for cracks is to be undertaken.
•
Areas requiring painting are to be maintained to ensure corrosion does not weaken the structure. Care is to be taken when painting to ensure grease nipples etc. are not painted over.
•
The hydraulic oil in the reservoir of the operating power pack is to be checked for level at regular intervals. The oil cleanliness and the amount of water in the oil is to be monitored at least once a year and the oil renewed if contaminated. The return line filter is to be changed when clogged.
(Note: Excessive water in the oil caused by internal ‘sweating’ of the reservoir tank can result in the corrosion of components in the system and can cause leakage on spool valves and hydraulic cylinders.) In between launches the detailed maintenance schedules and procedures should always be carried out.
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.3.2a Rescue Boat and Davit
Approximately 3590mm Hole for hanging off
4175mm
Approximately 2730mm
1020mm
1020mm
Deck Maximum 40m 4374mm
1821mm
295mm
3200mm
1513mm
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Knutsen OAS Shipping 3.3.2
RESCUE BOAT
Maker: Type: Model: Length overall: Beam: Height: Capacity: Boat weight with equipment: Full weight with 6 persons: Lifting arrangement: Propulsion: Engine maker: Speed with 3 (15) persons: Range with 3 persons:
Bridge Systems Operating Manual
Bilbao Knutsen
Schat Harding Diesel jet fast rescue boat Merlin 6.15 Rescue Boat 6.25m 2.4m 2.4m (1.9m to lifting hook) 6 persons (up to 15 persons in an emergency) 1,450kg 1,900kg Off-load rescue boat hook 144hp inboard diesel engine with waterjet Steyr 28 knots (8 knots) 110 nautical miles (4 hours)
Description The fast rescue boat is supplied for use specifically as a search and rescue craft or as a liferaft towing and marshalling craft. However, the layout and performance of the craft allow it to be used as all purpose workboat when necessary. The fast rescue boat must be kept in a state of constant readiness at all times to deal with any emergencies, such as man overboard. The handling and control of a fast rescue boat is a highly specialised task with command of the boat only being delegated to authorised personnel who have attended a specialist company approved training course.
and fully loaded condition should the hull be damaged below the waterline. The fenders add another 500 litres of buoyancy to assist this floatation safety feature. The hull has two longitudinal bulkheads, transverse bulkheads and sprayrails to provide structural strength. It is a full planing deep V type with a transom dead rise of 21°, giving excellent sea keeping characteristics. Lifting is facilitated by a single point arrangement, consisting of an approved off load release hook with a connection ring for a davit hook installed on top of the reinforced engine compartment. A permanently inflated self-righting bag is fitted to the top of the rear frame which self-rights the boat in the event of a capsize. Other features of the hull construction include: •
Self-bailing from two drainage outlets at the stern
•
Watertight console including instrument panel, engine start/stop controls, steering/engine controls and hook release
•
Seating for three people above the transmission compartment
•
Electric bilge pump located in the transmission compartment (a manual bilge pump is also provided)
•
Towing attachments at each aft corner
•
Secure grab handles throughout the boat
Propulsion System The rescue boat is fitted with a 144hp SOLAS approved inboard diesel engine driving an Alamarin waterjet with the following features:
For information in relation to recognised search patterns, refer to section 5.3.3.
•
Electric starter with two batteries
•
Fresh water cooling through a sea water cooled heat exchanger
The fast rescue boat can be launched whilst the vessel is underway using the painter, at the Master’s discretion. At least once a month the fast rescue boat should be launched and the engine run in the ahead and astern positions.
•
Waterjet with a dry run capability, allowing the boat to be run in the davit for a maximum of thirty minutes
•
Waterjet protection in the form of a protection frame fixed to the transom
•
Twin engine and fuel shut off system in case of capsize or coxswain loss, consisting of a mercury switch and a dead man switch
•
Exhaust system designed to prevent water ingress in the event of a capsize
Construction The fenders are made of polyethylene foam with a reinforced PVC cover. These provide the hull with protection from impacts. The hull and deck are made from glass reinforced polyester (GRP) with fittings made from stainless steel, aluminium or galvanised steel, as appropriate. Surfaces are prepared with a non-slip coating. The buoyancy material where fitted is made from polyurethane foam.
Rescue Boat Davit Maker: No. of sets: Type: SWL: Overside reach maximum: Lowering speed: Hoisting speed: Maximum Lowering height: Weight of davit and winch:
Schat-Harding 1 SA3.5/W 50 RS 3,433.5kg 1.561m 0 - 32m/min 0 to 20m/min 40m 3,000kg
The rescue boat davit is a wire operated davit with a fully inboard recovery position. The fixed length jib swivels around hinges at the base, with movement restricted by inductive type limit switches. The electric winch is operated from a position with a clear view of the winching operation at the ship’s side. The motor is fitted with a heater and is fitted at a position aft of the davit with the winch unit. The 18mm galvanised wire rope is led around steel sheaves to the falls. The winch unit consists of a drum which can hold up to 44 metres of wire in two layers, with two brakes. The hydraulic brake controls the speed of lowering which is adjustable up to 90 metres per minute, while the multiple disc brake is the holding brake. The brake is controlled by a remote control wire, operated by the coxswain on the rescue boat. Procedure for Lowering the Rescue Boat a)
Remove all covers and lashings from the rescue boat and davit. Ensure that the electric charging plug is removed.
b)
Ensure that the safety bolt has been removed from the davit.
c)
Turn the main power ON (in case immediate recovery is required).
d)
Check that the painter is correctly fastened to the rescue boat and to the designated secure point forward of the davit.
e)
The rescue party can now board the rescue boat, wearing the appropriate survival gear.
f)
The engine should now be started and its correct operation checked.
The space between the hull and the inner liner is filled with 2,000 litres of buoyancy material which will allow the boat to float safely in the fully flooded Issue: Draft 2
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.3.2a Rescue Boat and Davit
Approximately 3590mm Hole for hanging off
4175mm
1020mm Approximately 2730mm
1020mm
Deck Maximum 40m 4374mm
1821mm
295mm
3200mm
1513mm
Issue: Draft 2
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Knutsen OAS Shipping g)
h)
Once the coxswain is satisfied with the engine, they should check that the crew is ready to lower, then lower the boat in a safe and controlled fashion.
g)
Disembark all passengers and crew.
h)
Secure the rescue boat, then prepare for immediate relaunch.
On approach to the water surface, the coxswain should assess the approach and set the boat controls to suit the conditions, i.e. set the engine running slowly ahead if the vessel is underway.
i)
Finalise all securing arrangements and re-cover the boat.
i)
Once the boat is fully waterborne, the designated crew member should remove the safety pin from the hook and stand clear. He should then inform the coxswain that the hook is active.
j)
The coxswain should then pull the hook release handle aftwards until the hook is clear of the falls.
k)
The boat controls can then be adjusted to assume control of the rescue boat. Once fully under control, the designated crewman can pull the painter release handle and the boat can immediately be steered away from the vessel.
b) c) d)
e)
Additionally, the rescue boat has the following equipment on board; •
Boathook
•
Buoyant bailer
•
Bucket, with line
•
Compass
•
Sea anchor with tripping line
•
Painter
•
Buoyant towing line
•
Waterproof signalling torch (with spare batteries and bulb)
Ensure that the lifting hook quick release mechanism inside the rescue boat has been reset before coming back alongside below the falls and that the safety pin is in its correct position.
•
Whistle
•
Waterproof first aid kit
•
Buoyant rescue quoit and line
Once alongside, retrieve the painter line and attach it to the painter release hook.
•
Engine tool set
•
Portable fire extinguisher
The lifting hook can then be attached to the falls, ensuring that the housing unit is correctly positioned.
•
Searchlight
•
Knife on a lanyard
Once correctly attached and all crew and passengers are safely positioned, signal the deck party to begin hoisting the rescue boat.
•
Radar reflector
•
Rope ladder
•
Thermal protective aids
The boat can then be hoisted until it is fully recovered.
•
Chemical light
•
Lantern
Reset the quick release hook mechanism and replace the safety pin.
(Note: The winch motor will lift the rescue boat with a maximum of six persons on board.) f)
The crew should at all times whilst in the rescue boat be wearing the recognised safety gear i.e. thermal protective suits, safety helmets, inflatable lifejackets and be carrying the waterproof VHF communication equipment held on the bridge for this purpose.
Buoyant paddles (2 sets)
Procedure for Recovering the Rescue Boat a)
Rescue Boat Equipment
•
(Note: Whilst adjusting the rescue boat controls alongside the vessel, the crew should keep clear of the falls.) l)
Bridge Systems Operating Manual
Bilbao Knutsen
Once the boat is fully recovered, stop the engine.
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.3.3a Liferaft
1 16 2
1
-
Shackle
2
-
Lifting Arrangement/Suspension Straps
3
-
Rain Water Catchment and Collecting Unit
15 17
Rainwater Collecting Bags and Operational Instructions Inside
18 19
20 3
4
-
Internal Grab Line
5
-
Suspension Strap
6
-
Patch for Lifting Arrangement
7
-
Upper Buoyancy Tube
8
-
Lower Bouyancy Tube
9
-
External Grab Line
10
-
Stabilising Pockets
11
-
Floor in Middle
12
-
Floor at Bottom
4 13
21 5
6
22 23 12 24 11
7
25 26
8 27 9
14 10
Issue: Draft 2
13
Boarding Ladder
14
-
CO2 Cylinder
15
-
Arch Tube
16
-
External, Automatically Active Light
17
-
Internal, Automatically Active Light
18
-
Arch Tube
19
-
Inner Canopy
20
-
Outer Canopy
21
-
Retro-Reflective Tape
22
-
Viewing Port
23
Double Door
24
Bilge Arrangement
25
Drain
26
-
Double Zip Closure
27
-
Emergency Pack
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Knutsen OAS Shipping 3.3.3
LIFERAFTS
Maker: Type: Total weight:
Bridge Systems Operating Manual
Bilbao Knutsen
Viking Lifesaving Equipment Ltd 4 x 20 person davit launch 1 x 6 person manual launch 181kg each (20 person davit launch) 85kg each (6 person manual launch)
c)
Free the release hook connecting shackle from its protective flap within the liferaft canister (the shackle is marked with a red tag).
d)
Lower the davit fall wire until the lifting hook mechanism is in line with the liferaft.
e)
Connect the lifting hook mechanism on the end of the fall wire to the liferaft lifting shackle (marked with the red tag) and ensure that the lifting hook release mechanism cocking handle is in the locked position.
General There are four 20 person liferafts in total, two stowed close by each lifeboat on A deck and one 6 person liferaft stowed on the forward focsle deck. All four 20 person liferafts are of the davit launch type, and are fitted with a hydrostatic release unit. The forward 6 person liferaft is not fitted with a hydrostatic release unit. All the liferafts are constructed with twin buoyancy chambers, one above the other. The bottom and the canopy of the rafts are of double construction and may be inflated by bellows. The rafts are provided with boarding ladders, inside and outside gripping lines, capsize stabilisers and a salt water activated battery for both internal and external lighting. Accessories supplied are a rescue line with rubber quoit, repair outfit, hand bellows, floating knife, operational instructions, sea anchor (drogue) and an emergency pack which meets SOLAS standards.
Davit
f)
g)
SCM 21-4 L 2.1t 2 4m
Two manually operated liferaft launching davits are fitted, one each sid of the vessel on A Deck. Each davit can be plumbed over each of two twenty man inflatable liferafts.
Secure the liferaft bowsing lines to the dedicated cleats on the embarkation deck. Ensure that the bowsing lines are not tangled and have adequate slack to allow the liferaft to inflate freely.
h)
Secure the liferaft red inflation line loosely to the ship’s rail.
i)
Ensure that the water beneath the launching area is clear of any obstructions and pull hard on the liferaft inflation tag and inflate the liferaft (this will take approximately 20-30 seconds).
j)
k)
Type SWL No. Working Radius
Using the winch drum handle, take the weight of the liferaft on the gantry fall wire and lift the liferaft clear of the deck and swing the davit outboard.
l)
Once fully inflated, bowse the liferaft into the ship’s side and ensure that it is level with the embarkation deck by adjusting the bowsing lines, before tying them securely onto the cleats. The first crew member should enter the liferaft and make an initial inspection of the raft to check that all is safe and correct, prior to embarking any more crew members.
q)
When the liferaft is approximately 2 metres above the water, cock the release hook mechanism into the RELEASE position.
r)
Resume lowering and the liferaft should automatically release when it makes contact with the water.
s)
Once afloat and steady, cut the painter and manoeuvre the liferaft clear of the ship’s side using the paddles or with assistance from a powered craft.
t)
To launch the next liferaft the hook is hoisted back and the davit is swung inboard to plumb the remaining liferaft and the automatic hook is attached to the next liferaft.
Release of Rafts Hydrostatic Release Units (HRU) are fitted to each of the large rafts. These will activate when submerged to a depth of two to four metres, releasing the rafts to float to the surface. After activation of the HRU, the raft is still secured to the vessel by a weak link. After inflation, sufficient drag is applied to break the weak link and allow it to float free. The rafts may be released manually by unfastening the slip hook securing the lashing round the container. Ensure the ring on the end of the painter is still attached to the HRU, or a strong point on the ship’s deck. When the raft is thrown over the side, the painter is pulled out until the CO2 cylinder is activated and the raft inflates.
Ensure the embarking crew remove all sharp objects which may damage the liferaft and embark one at a time, loading evenly around the circumference of the interior.
m) Embark a maximum of 20 crew into the liferaft. n)
Release the bowsing lines from the cleats and throw the loose ends into the liferaft.
Launch Procedure for the Davit Launched 20 man Liferafts a)
Undo the Senhouse slip and release the webbing straps. Clear them from the liferaft canister.
o)
Release the red inflation tag from the ship’s rail and throw the loose end into the liferaft.
b)
Plumb the davit arm over the liferaft in its stowage position.
p)
Check that the water below the launching area is clear and proceed to lower the liferaft using the brake handle on the winch. The liferaft can be lowered from inside the craft by
Issue: Draft 2
pulling on the D ring suspended from the davit. This releases the brake. Rate of descent is governed by a centrifugal brake.
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Knutsen OAS Shipping Operation a)
Bridge Systems Operating Manual
Bilbao Knutsen
After launching and boarding the liferaft, the painter must be cut with the knife provided to avoid the raft being pulled under.
b)
Paddle away from the danger zone using the paddles placed in a bag close to the entrance of the raft.
c)
Alternatively the lifeboat or rescue boat could be used to tow the raft clear.
When the wind is very strong, the lifeline can be tied around the waist to prevent the raft being blown away. A non-swimmer should keep hold of the righting strap and allow the raft to fall back on him (the rubber raft will not injure him). He can then work his way back to the raft entrance under water, holding onto the strap of the lifeline. If automatic inflation does not work:
When the raft is full of survivors, others can hold onto the lifeline around it. The raft is capable of supporting double the number of persons it is certified to carry. d)
When clear of the danger zone, stream the sea anchor (drogue).
j)
Swim up to the container, tear off the black rubber bands between the brass rings on the two nylon bands and release the raft by pulling the release wire.
k)
If the raft does not inflate fully the bellows can be used to top it up.
The valves for inflation by means of the bellows are inside the raft and are coloured yellow.
The sea anchor stabilises the raft and helps to minimise drift. e)
Inflate the canopy and the bottom of the raft as this gives excellent insulation against the cold. To do this connect the bellows to each topping up valve in turn, which are placed in the raft floor and inner canopy.
The bellows are located in a bag at the entrance. After a long stay in the raft it may be necessary to top up the two buoyancy tubes. f)
Connect the bellows plastic tube to the yellow topping up valves.
If an empty raft should capsize, the following procedure should be adopted. (Note: The side of the raft where the CO2 cylinder is attached lies deepest in the water and is marked with the words RIGHT HERE.) g)
A crew member should stand with their feet on the cylinder and take hold of the righting strap which is placed across the bottom of the raft.
h)
Manoeuvre the raft so that the opposite side is facing into the wind.
i)
The crew member should then lean backwards while holding onto the righting strap and keeping their feet on the cylinder.
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Knutsen OAS Shipping 3.3.4
Bilbao Knutsen
Bridge Systems Operating Manual
EMERGENCY LIFE SUPPORT APPARATUS
(Author’s Note: Information to be inserted here.)
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Knutsen OAS Shipping 3.3.5
LIFEBOAT/LIFERAFT SURVIVAL GUIDE
In the event that the vessel has to be abandoned, it is necessary to make some very important decisions and carry out certain actions quickly. These are summarised as follows: Prior to Abandonment If time and circumstances permit •
Put on extra clothing
•
Put on a life jacket
•
Take extra clothing or blankets
•
Drink water
•
Take water in sealed containers
Bridge Systems Operating Manual
Bilbao Knutsen
In addition to the SART, EPIRB and GMDSS radios the following items will be of use :
Additional Duties Allocated on the Lifeboat Muster List •
SARTS (Radar Transponders) to the lifeboats
•
GMDSS portable radios to the lifeboats
•
EPIRB to lifeboat
•
Blankets and provisions
•
Radar reflector and radar transponder
•
Thermal protective aids for 10% of the number of persons permitted in the liferaft, but at least for 2 persons
Lifeboat Equipment •
One set of oars
Equipment Found in Liferafts and Lifeboats
•
One set of crutches
Liferaft Equipment
•
Two boat hooks
•
Operational instructions
•
One bailer
•
Two sea anchors and cord
•
Two buckets, with lanyards
•
Two paddles
•
One survival manual
•
Rescue quoit with line
•
One compass in binnacle
•
Bellows
•
One sea-anchor
•
Repair kit
•
Two painters
•
One buoyant safety knife - two in rafts for more than twelve persons
•
Two hatchets
•
Three litres of fresh water per person
•
Extra lifejackets
•
Extra survival bags
•
Small plastic bags
•
Four rocket parachute flares
•
One rustproof dipper with lanyard
•
Extra medical supplies
•
Six hand flares
•
One rustproof, graduated cup
•
Extra electric torches and batteries
•
Two buoyant smoke signals
•
One ration of provision with at feast 10,000kJ for each person
•
Paper and pencil
•
Electric torch with spare bulb and batteries
•
Four parachute flares
•
Portable radio receivers, books, playing cards etc
•
Whistle
•
Six hand flares
•
Navigational instruments, books, chart and chronometer
•
Signalling mirror
•
Two smoke signals
•
Ship Captains Medical Guide
•
Scissors
•
One flashlight (Morse) with spare batteries and bulb
•
Instructions for survival
•
One signal mirror
•
Illustrated table of lifesaving signals
•
One copy of rescue signals
•
One bailer, two in rafts for more than twelve persons
•
One whistle
•
Two sponges
•
One medicine chest
•
Emergency ration, 10,000kJ per person
•
Six doses of anti-seasickness medicine for each person
•
Drinking water, 1.5 litres per person
•
One seasickness bag for each person
•
One drinking vessel
•
One pocket knife with lanyard
•
Three tin openers
•
Three can openers
•
Fishing tackle
•
Two rescue quoits with line
•
Medicine box
•
One manual pump
•
Anti-seasickness medicine, six doses per person
•
One set of fishing tackle
•
Seasickness bag, one per person
•
One fire extinguisher
Abandoning Vessel All personnel should, if possible, board the lifeboat without getting wet. If for some reason this is not possible and a jump into the water has to be made, the follow procedure should be adopted. •
Make sure it is clear to jump
•
Hold your nose
•
Hold down your life jacket
•
Put your feet together
•
Look ahead when you jump
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Bilbao Knutsen
•
One searchlight
•
Thermal protection suits
•
One efficient radar reflector
•
One set of tools for minor adjustments of the engine
•
One female plug
•
One set of first aid instructions
Aboard the Survival Craft First Actions •
Elect a leader, this may be the most senior officer or the person appointed on the muster list.
•
Give an anti-seasickness tablet to all personnel.
•
Activate the EPIRB (Emergency Position Indicating Radio Beacon).
automatically start its transmissions. Where possible it is therefore beneficial for all the survival craft to stay together, if possible by tying the survival craft together. The SARTS should be positioned on the extension pole, switched on and mounted as high as possible. To minimise drift, rig the sea anchor, issue anti seasickness tablets, ensure that any persons in the water are accommodated in the lifeboat or liferaft, if possible. 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 duties with regard to the collection of useful debris, how to keep a lookout, sector searches and the use of pyrotechnics. Proceed Towards the Nearest Land In some circumstances this will be the most obvious choice. Factors to take into consideration are:-
•
Take a muster of persons on board.
•
Search the area for other survivors or survival craft.
•
Was a distress alert sent?
•
Liaise with any other survival craft to ensure that all persons are accounted for.
•
If no EPIRB is in the boat, search the area of the sinking to see if it has surfaced.
•
Assess the situation. Is rescue likely and how long will it take?
•
•
Do you stay close to the position of the sinking or proceed towards the nearest land?
How far to the nearest land, is the nearest land within the fuel range of your craft?
•
Put the food and water under the control of one person who will be responsible for distribution of the rations.
•
Collect in all additional food, clothing and sharp objects or weapons that may have been brought into the survival craft.
•
No food or water should be issued for the first 24 hours.
•
The leader should nominate different people to the following positions, first aid, signalman, hull repairs, engine repairs, recorder of voyage log, navigator, helmsman and lookouts.
Stay Close to Position of Abandonment With the improvements brought about by the GMDSS system in maritime search and rescue this is the most likely decision that will be made. Prior to taking to the lifeboat a DSC Distress Alert should be sent out. This can be done at the touch of a single button. In addition there are the EPIRB and SARTS which should be taken to the lifeboats when abandoning ship. The EPIRB when activated allows the marine rescue co-ordination centre (MRCC) to locate the position of survivors and guide vessels and aircraft to the rescue position. Should the EPIRB not be in the survival craft when the vessel sinks the hydrostatic release unit will automatically release it, and it will then Issue: Draft 2
Indications of the proximity of land are changes in the wind direction around sunset and sunrise. The land and sea breeze effect can be quite distinct in some areas. A single cumulus cloud, or occasionally several, appears to be stationary close to the horizon whilst others are moving, is a good indication of land beneath. Also if a single cloud, with no others around, remains stationary close to the horizon. There are many other indications such as a green and blue reflection on the underside of the clouds in low latitudes, the direction that birds fly in either early in the morning or in the evening also the change in colour of the sea from green or blue to a lighter colour. Do not approach land at night unless you know exactly where you are and that the landing area or harbour entrance can be safely transited. During the hours of darkness lookouts should keep a good watch for the sound of surf and report to the watch leader any visual or audible occurrences. Settling Down to a Period before Rescue Having made an assessment of how long it will be before rescue is likely it is now necessary to decide how the available food and water will be divided and issued. The following are a few guidelines.
The minimum daily water ration should be around 450ml to 500ml given in three separate issues at sunrise, noon and sunset. This quantity will be sufficient to avoid severe dehydration. The daily food ration should consist of 800kJ to 850kJ of the emergency rations given in three equal amounts as for the water. (This equates to around 500g) To make the decision as to how much should be issued take the total available, separate one third as emergency stock should rescue not be forthcoming when expected, then apportion the remainder where possible on the above basis as a minimum. In each lifeboat there will be 3 litres of water and 10000kJ of food for each person that the boat is certified to carry. It should be noted that the emergency rations consist mainly of carbohydrates, some fat and minimal protein. These rations do not require the consumption of water or body fluid so that they can be digested, which is of great importance. Food and water should be issued in such a way that all can see that it is fair. Everyone will become thirsty and as time passes human nature will make the ration distribution a very difficult and harrowing experience and also the highlight of the day. If a desalination plant is available, this should be put into operation immediately and its output used in preference to the internal water. Passing the Time The leader has to face and resolve the following problems: Maintain morale, this is best approached by giving duties to each person which are meaningful, and ensuring that they are carried out. Duties such as lookout, helmsman and baler should be rotated at intervals of not more than one hour, as this will prevent boredom and lack of vigilance from setting in. Continually show confidence that rescue will take place. Do not allow individuals to lapse into melancholy. Try to make everyone think of factors other than the present situation by introducing games of various forms. 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. Maintain the health of all on board, both mental and physical. Routines can be counter productive. Where possible restrict movement to a minimum as all movement consumes body fluid. Body fluid is probably the most significant single factor to control whether or not you survive.
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Bridge Systems Operating Manual
Bilbao Knutsen
The initial withholding of food and water for 24 hours puts the body into a slightly dehydrated state, which is the ideal situation for a prolonged period in a survival craft, during this period all persons should be encouraged to urinate, this will assist in reducing urinary retention problems later. Do not consume food high in protein as this causes defecating which in turn causes the body to use fluids which it will not be possible to replace. If possible keep a good flow of fresh air through the boat as this will help to reduce seasickness. Ensure that all persons take the anti-seasickness tablets for the first two days. After this, most people will be acclimatised to the motion of the craft. Towards the evening try to hang out any damp clothing and make sure it is dry for the evening chill in the tropics. This avoids the loss of body fluid as body heat dries the clothing and reduces the internal body temperature. As thirst grows, the temptation increases to drink seawater. This temptation must be resisted at all costs.
dependant upon sea conditions, by running at reduced speed or using the engine for certain periods only.
Dehydration This is a fact of life in a survival craft. All you can endeavour to do is minimise the rate at which your body loses fluid. Drinking either sea water or urine increases the rate at which precious body fluids are used up and in turn makes the person even thirstier, eventually the person will lapse into unconsciousness and die. Avoid eating proteins, minimise exercise and try to stay dry and comfortable.
Emergency Repair of Life Saving Appliances A repair kit should be included in the liferaft on board equipment pack. Small leakages can be stopped using the leak stoppers found in the repair kit. As a last resort wet rags may be inserted into a hole or bound over using tape or whatever means can be found.
All parts of the body should be shaded from the sun and the elements. This will reduce the loss of body fluid and also reduce the risk sunburn or frostbite.
Damage below the waterline can be repaired by moving the weight within the raft to the opposite side so that the damaged part is lifted clear of the water permitting the repair to be made.
If the water ration is at least one litre per person daily then fishing can be a worthwhile exercise. However, remember that fish are high in protein which brings its own problems as previously mentioned.
Repairs can be made to dry surfaces using the adhesive tape supplied in the repair kit.
The blood of sea birds is quite nutritious. To catch sea birds, try putting some of 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.
These are only temporary repairs and should be replaced by making a permanent repair using the special glue and patches provided.
Do not encourage swimming as a form of exercise, this will use up energy and can put the individuals at risk from sharks.
Exposure Hypothermia There is a risk of hypothermia in water below about 25°C. Extra clothing will delay the onset of hypothermia even if immersed, and of course will provide extra warmth for the survivor in the lifeboat even though immersion takes place. Totally enclosed or partially enclosed lifeboats provide far better protection from the elements than the older open type, but extra clothing is still essential for warmth in nearly all climates. If a survivor has been immersed in water and has hypothermia, strip off the wet clothing and replace with dry garments, if available. Warm the patient with extra layers of clothing and use life-jackets as extra insulation. Use a thermal protective aid (plastic survival bag) if available. Persons particularly at risk from hypothermia should be positioned nearer the engine, which will run for 24 hours at full power and much longer if kept at reduced speed. The engine can be a very valuable source of warmth in cold weather, but fuel should be conserved as much as possible, Issue: Draft 2
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Illustration 3.3.6a Safety and Fire Control Symbols
Direction for Exit
Secondary Means of Escape
Locker for Life Jacket
Smoke Detector
Radar Transponder
Emergency Exit
Protective Clothing
Alarm Bell
Life Jacket
Emergency Escape Breathing Device
Safety Equipment
Manual Call Point
Lifebuoy with Self-Igniting Light and Smoke Signal
Inflatable Liferaft
Lifeboat 40 Persons
Gas Detector
Immersion Suit
Embarkation Ladder
Rocket Trigger Support
Heat Detector
Line Throwing Appliance
Stretcher
Ship's Whistle
Gas Detector Central
RESET
Deadman's Alarm Reset
START Deadman's Alarm Start LIFT Man in Lift Alarm
GAS DETECTOR CENTRAL
Signal
Rescue Boat 6 Persons
Muster Point
Typhoon
Satellite EPIRB
Locker for Immersion Suits
Pilot Ladder Manual
CO2 Siren
Two-Way Transceiver
Davit for Rescue Boat
Bell
Alarm Indicator
Signalling Flag Set
Davit for Liferaft
Gong
Interface for No Addr. Detectors
Flag set
Hospital
Portable Electric Lamp
First Aid Equipment
Signal Equipment
Lifebuoy
Portable Gas Detector
Fire Alarm Panel
General Alarm Button
Issue: Draft 2
Locker for Distress Signal
Lifebuoy With Line (30m)
Daily Signal Projector
Lifebuoy with Self-Igniting Light
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Illustration 3.3.6b Safety and Fire Control Symbols
B15 Class Door
Self Closing B15 Class Door
A-0 Class Door
Self Closing A-0 Class Door
Start / Stop Foam Pump
F
P
Fire Station
Space with CO2 Extinguisher System
CO2 FOAM
POWDER
WATER
R
P
Remote Release of Powder Monitors
Space with Foam Extinguisher System
Main Fire Isolation Valve
Space with Powder Extinguisher System
Flange for Intern. Shore Con.
Space with Water Extinguisher System
FOAM
5S
CO2
F12 S
5 kgs. CO2 Extinguisher
9 Lts. Foam Extinguisher
P 50 S
50kgs. Dry Powder on Wheels
F
Fireman's Equipment
IC
Box for Lantern for Intern. Shore Con.
P
Powder Installation
Protective Clothing
Powder Hose and Handgun
Non Conducting Boots
CO2 Battery
Insulating Gloves
Release of CO2
Helmet
Release of Foam
Safety Lamp
Air Compressor
Fire Axe
First Aid Water Hose on Reel
Safety Belt
9 kgs. Dry-Powder Extinguisher
Fireproof Lifeline
5 kgs. CO2 Extinguisher
Breathing Apparatus
Start / Stop Cargo Water Spray System Pump W.S.S
Powder Extinguishing Monitor (15 kg/s)
Space Protected for Water Spray System Start / Stop Water Spray Mist Pump
W P
W.M.P
Water Mist Extinguishing
Remote Start / Stop Fire Pumps M.F.P
CO2 Remote Start / Stop Fire F Emergency Pumps
E.F.P
FIRE PLAN
CO2
Box for Fire Control Plan
Emergency Stop Cargo Pumps
Fire Control Plan
Emergency Stop FO, LO, Pumps and Purifiers
Fire Fighting Pump
Engine Room Remote Ventilation Shut-off
Fire Fighting Emergency Pump
F
C.P
C 15
FUNN.
P 10
Foam Concentrate Pump
Closing Funnel Shutters FOAM
Water Mist System Pump
Extractor WMS
CO2
Cargo Spraying Water Pump
Control Centre
F12
CSW
G
Emergency Generator Local
Hose Connection
Inert Gas Local
Fire Fighting Hose Box (30 Mts. & 2" Dia.)
Warping for Water Hose (30m)
Control Station W
Issue: Draft 2
5
P 50
F
P 10 S
S
9 Lts. Foam Extinguisher
Spare Air Bottle for Breathing Apparatus
50kgs. Dry Powder on Wheels
Crowbar
Portable Foam Applicator
Stroke Bar
9 kgs. Dry-Powder Extinguisher
FE
Fireman's Locker
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Illustration 3.3.6c Lifesaving Equipment and Escape Routes - Navigation and E Deck
Key Manoeuvring Console
Primary Escape Route
SART
E Deck
Life Jacket Bridge Deck
Spare Cabin
Spare Cabin
Lifebuoy with Self-Igniting Light and Smoke Signal
Bedroom Chief Engineer's Day Room W.C.
x3
Immersion Suit
Cargo Engineer's Day Room
W.C.
Line Throwing Appliance
Cable Trunk
Battery Room Bedroom
2nd Officer
Lift
Lift Machinery Space
Down
EPIRB
Up
Lift
Parachute Flare
Down Down
Chart Table
Wheelhouse and Radio Room
Navigation Consoles
Converter Room
Safety Console Owner 'A' Day Room
Bedroom W.C.
Up
1st Officer
GMDSS VHF Radio Console
Cleaning Locker
Signalling Flag Set
Up
Inmarsat B Table
x12
Flag Set Captain's Day Room
Up
Pilot
Radio Officer
Bedroom
Portable Electric Lamp
Signal Equipment
Locker for Distress Signal
Aldis Lamp
Issue: Draft 2
Manoeuvring Console
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Illustration 3.3.6d Lifesaving Equipment and Escape Routes - C and D Deck
D Deck
C Deck
Petty Officer/ Cook
Petty Officer/ Bosun
Cargo Recreation Room
Petty Officer Bedroom
Spare Cabin
Bedroom
Store Room
Chief Mate's Day Room
Key
Electrical Officer Day Room
Primary Escape Route
Cable Trunk
Cable Trunk Officer's Laundry
Store Room Lift
Owner 'B' 3rd Engineer
Emergency Exit
Down
Down
File And Store Room
Secondary Escape Route
Lift
Emergency Exit
Down Up
Down
Life Jacket
Up
Cargo Control Room
Conference Room
Immersion Suit
2nd Engineer
Up
Up Officer's Lounge
Emergency Escape Breathing Device
Cleaning Locker
Up
Up
Cleaning Locker 1st Engineer's Day Room
Chief Engineer's Office Bedroom Cadet
Issue: Draft 2
Cadet
Cadet
Captain's Office
Cargo Office Pantry
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Illustration 3.3.6e Lifesaving Equipment and Esacpe Routes - A and B Decks Key x2
Primary Escape Route
Secondary Escape Route
A Deck Up
Down Up
Down
Emergency Exit
Crew Coffee Room
Life Jacket
Petty Officer
B Deck
Duty Mess
Oiler
Crew Mess
Oiler
Oiler
Store Room
Immersion Suit Cable Trunk
Pantry
Oiler
Phone Box
Crew Laundry
Inflatable Liferaft
Lift
Store Room
Cable Trunk Able Seaman
Lift
Galley Down Down Up
Embarkation Ladder
Stretcher
Garbage Chute
Gymnasium
Service Lift
Down
Up
Sauna
W.C.
Freefall Lifeboat
Rescue Boat 6 Persons
Dispensary
Officers' Mess
Able Seaman
Up
W.C.
Up Pantry
Emergency Exit
Crew Lounge and TV Room
Able Seaman
Cleaning Locker
Up
Down Messman
Locker for Immersion Suits
Officers' Coffee Room
Ordinary Seaman
W.C.
Ordinary Seaman
Galley Boy
Messman
Hospital
Davit for Rescue Boat Up Down
Up
Down Up
Down
Davit for Liferaft
x6
Hospital x2
First Aid Equipment
Issue: Draft 2
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Illustration 3.3.6f Lifesaving Equipment and Escape Routes - Main Deck, Bosun's Store and Bow Thruster Room CO2 & Foam Room
Heavy Fuel Oil Service Tank
Upper Deck
Deck Store
Main Deck
Chemical Products Store Bow Thruster Room
Cargo Auxiliaries Room
Distilled Water Tank
Trunk Deck
Overflow Tank
No.3 Tank
No.4 Tank
Heavy Fuel Oil Bunker Tank
Steering Gear
10
20
30
40
50
60
70
Bosun's Store
No.1 Tank Fuel Oil Tank
Fore Peak No.3 Water Ballast Tank (Port & Starboard)
No.4 Double Bottom Ballast Tank (Port & Starboard)
Stern Tube Cooling Water
No.2 Tank
No.4 Water Ballast Tank (Port & Starboard)
After Peak
0
Trunk Deck
80
Stern Tube Lubricating Dirty Oil Lower Sea Oil Tank Oil Sump Tank Tank Chest Bilge Holding Tank
90
100
110
120
130
140
150
160
No.2 Water Ballast Tank (Port & Starboard)
170
180
190
200
210
Water Ballast Forward Deep Tank
No.1 Water Ballast Tank (Port & Starboard)
220
230
240
250
260
270
280
290
300
310
Key Primary Escape Route
Life Jacket
Immersion Suit
Rescue Boat 6 Persons
Manual Pilot Ladder
Lifebuoy
Locker for Life Jackets
Protective Clothing
Lifeboat 40 Persons
Bell
Lifebuoy With Line (30m)
Inflatable Liferaft
Safety Equipment
Rocket Trigger Support
Gong
Lifebuoy with Self-Igniting Light
Embarkation Ladder
Emergency Escape Breathing Device
Ship's Whistle
x2
x4 No.5 Dry Cofferdam
x6
x7
No.4 Dry Cofferdam
No.2 Dry Cofferdam
No.3 Dry Cofferdam
No.1 Dry Cofferdam
300 0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250
260
270
280
290
310
Cargo Auxiliaries Room
Emergency Generator Room
Issue: Draft 2
x4
x4
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Illustration 3.3.6g Lifesaving Equipment and Escape Routes - Engine Room 21,800mm Deck
Inert Gas Blower
Inert Gas Blower
N2 Generator
Overflow Tank 86.7m3
N2 Compressors
Inert Gas and Nitrogen Generator Room
Spare Air Blower and Spare Electric Motor for Air Blower N2 Receiver
Pipe Duct
Water Analysis Unit
Steering Gear Air Exhaust Electric Workshop
Accomodation Air Conditioning Units
Emergency Exit
Electric Store
Key Primary Escape Route
General Service Air Receiver
Boiler Forced Draught Fan Steering Gear Air Fan
Main Boiler
Lifebuoy with Self-Igniting Light
Control Air Compressor Control Air Receiver
Boiler Forced Draught Fan Steering Gear Hatch - Bolted Gas Room
Garbage Compactor
Escape Trunk
Lift
Lifebuoy With Line (30m) Engine Control Room
Service Air Compressor
Life Jacket Garbage Storage Area
Incinerator Room
Emergency Escape Breathing Device
Main Boiler
Steering Gear Hatch - Hinged Boiler Forced Draught Fan
Incinerator Refrigerated Provisions Plant
Secondary Escape Route
Incinerator GO Tank
x4 x3
Rope Hatch
Emergency Exit
Acetylene Bottle Room CO2 Room Pipe Duct
Oxygen Bottle Room
Chemical Products Store
Issue: Draft 2
Paint Store
Foam Room
Overflow Tank 86.7m3
Engine Control Room Console
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Illustration 3.3.6h Lifesaving Equipment and Escape Routes - Engine Room 2nd Flat
Inert Gas Cooling Unit
Fresh Water Tank 3 279.4m
Inert Gas Drying Unit HFO Tank 3 649.3m
Fresh Water Tank 3 258.6m
HFO Bunker Tank 3 1543.5m
Inert Gas Generator Unit 440V Switchboard Sanitary Hot Water Unit Steriliser
Store Area Water Fog Pump
Sanitary Fresh Water Unit
Main Boiler 3.3KV Switchboard 440V Switchboards
MDO Storage Tank 3 335.2m Deck Machinery Power Pack
58.8m
440/220 Transformer
Boiler Air Heater
MGO Storage Tank 3
Lift 3.300/440 Transformer
MGO Storage Tank 58.6m
3
Steering Gear Hydraulic Unit with Oil Tank Escape Trunk Steering Gear MDO Daily Tank 58.8m
Hydraulic Unit Oil Storage Tank
3
3.300/440 Transformer
Diesel Oil Pump Seal Air Fans
Boiler Air Heater
440/220 Transformer Diesel Generator
Oil/Grease Store
440V Switchboards
Lifeboat Winch Power Pack
3.3KV Switchboard Distilled Water Tank 3 279.4m
Distilled Water Tank 3 106.9m
Main Boiler
Washbasin Rope Store Area Wires Store Area
LO Gravity Tank 3 34m
Distilled Water Tank 3 151.7m
Key Primary Escape Route
Tools Panel
Diesel Generator LO Storage Tank LO Tanks Tools Panel Milling Machine Grinding Machine
Engine Store
Pipe Bending Machine Lathe
Secondary Escape Route
HFO Service Tank 3 222.5m
440V Switchboard
HFO Bunker Tank 3 1757.8m
HFO Service Tank 3 184.9m
Pipe Threading Machine
Emergency Exit
Issue: Draft 2
Welding Area Shaping Machine
Sawing Machine Drilling Machine
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Illustration 3.3.6i Lifesaving Equipment and Escape Routes - Engine Room 1st Flat
Sewage Plant Sewage Transfer Pumps
Primary Escape Route
Secondary Escape Route
Spare Tubes
Steam Control Valves
Key HFO Tank 649.9m 3
HFO Bunker Tank 1543.3m3
Chemical Dosing Tank for Fresh Water Generator
Sewage Tank
Chemical Dosing Tank for Fresh Water Generator
Emergency Exit Cleaning Tank for Fresh Water Generator Electric Feed Pump Fresh Water Generator Low Pressure Heater
Main Boiler
Turbine Feed Water Pump Turbine Generators
Escape Trunk
Diesel Generator ԏ Water Heating Unit Auxiliary Feed Water Pump
Chemical Injection Equipment
Diesel Generator Cooling Unit
Oil Filter
Main Boiler
Pre Lubrication Pump
Solenoid Valves Cabinet Starting Air Receiver
Hydrazine (N2H4) Injection Equipment
Starting Air Compressor LO Separator Unit with Sludge Tank
ION Exchange Unit
Hydraulic Power Pack for Valves Diesel Generator
DO Separator Unit with Sludge Tank LO LO Renovating Storage Tank Tank 45.1m 3 73.3m 3
Air Conditioning Unit for Engine Room Spaces HFO Service Tank 222.5m3
HFO Bunker Tank 1757.8m3
HFO Service Tank 184.9m3
Chemical Products Room
Boiler Burner FO Unit
Issue: Draft 2
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Illustration 3.3.6j Lifesaving Equipment and Escape Routes - Engine Room Floor and Turbine Mezzanine Deck
HFO Bunker Tank 1543.5m3
Engine Room Floor
Turbine Mezzanine Deck
Sea Water Pump for Fresh Water Generator
HFO Tank 649.3m3
Drain Tank Drain Pumps
Centrifugal Bilge Pump Auxiliary Fire Circulating Pump Pump
Upper Sea Chest Lower Sea Chest
Jockey Pump FO - DO Transfer Pump LO Sump Tank
Stern Tube LO Pump
Stern Tube LO Cooler
FO Drain Tank
L.P. Turbine
Cargo Spraying Water Pump Sea Water Cooling Pumps for Cargo
Reduction Gearing
GO Transfer Pump
Condensate Filter Idle Condensate Pump
Tail Shaft
Condensate Pumps
Sea Water Cooling Pumps for Machinery Bilge Well Fire / Bilge Pump Sea Water Cooling Pump for Inert Gas Bilge Holding Tank Ballast Pump
Ballast Pump Ballast Eductor Ballast Pump Oily Water Tank Dirty Oil Tank Ballast Eductor
Ballast Pump Stern Tube Oil Tank Shaft Bearing
Intermediate Shaft Sludge Pump
LO LO Transfer Drain Pump Tank LO Purifier Pumps
LO Filter Lower Sea Chest
Auxiliary LO Pumps H.P. Turbine
Oily Water Separator
Reciprocating Bilge Pump
Manoeuvring Valve
Bilge Well
Main Circulating Pumps
Upper Sea Chest
Stringer at 8500 From Base Line HFO Bunker Tank 1757.8m3
Key Primary Escape Route Secondary Escape Route Emergency Exit
Issue: Draft 2
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Illustration 3.3.6k Lifesaving Equipment and Escape Routes - 29600mm Deck
Level 29,600mm
Cargo Low Temperature Fresh Water Expansion Tank
Deaerator Tank
Deaeator Tank
Key Primary Escape Route
Lifeboat
x40 SART
Emergency Switchboard Emergency Generator Room
LO Storage Tank DO Storage Tank
Lifeboat 40 Persons
Life Jacket Diesel Driven Compressor Starting Air Receiver for Emergency Diesel Generator
Muster Point
Emergency Diesel Generator
Locker for Life Jackets
Issue: Draft 2
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3.4
Emergency Equipment and Procedures
Illustrations
Illustrations
3.4.1
Deck and AccomodationFire Main System
3.4.1a Deck Fire Main System
3.4.2a Deck Water Spray System
3.4.2
Deck Water Spray System
3.4.1b Accommodation Fire Main System
3.4.3a Fixed Dry Powder Fire Fighting Equipment
3.4.3
Fixed Dry Powder Fire Fighting System
3.4.1c Fire Fighting Equipment on Bridge Deck and E Deck
3.4.4a Fire Detection Panel
3.4.4
Fire Detection System
3.4.1d Fire Fighting Equipment on C and D Decks
3.4.4b Fire Detection Equipment and Alarms on Bridge Deck and E Deck
3.4.1e Fire Fighting Equipment on A and B Decks 3.4.1f Fire Fighting Equipment on Main Deck and Cargo Machinery Room 3.4.1g Fire Fighting Equipment on Engine Room 21800mm Deck and Bow Thruster Room 3.4.1h Fire Fighting Equipment on Engine Room 2nd Flat 3.4.1i Fire Fighting Equipment on Engine Room 1st Flat 3.4.1j Fire Fighting Equipment on Engine Room Floor and Turbine Mezzanine Deck 3.4.1k Fire Fighting Equipment on Engine Room 29600mm Deck
3.4.4c Fire Detection Equipment and Alarms on C and D Decks 3.4.4d Fire Detection Equipment and Alarms on A and B Decks 3.4.4e Fire Detection Equipment and Alarms on Main Deck and Cargo Machinery Room 3.4.4f Fire Detection Equipment and Alarms on 21800mm Deck and Bow Thruster Room 3.4.4g Fire Detection Equipment and Alarms on Engine Room 2nd Flat 3.4.4h Fire Detection Equipment and Alarms on Engine Room 1st Flat 3.4.4i Fire Detection Equipment and Alarms on Engine Room Floor and Turbine Mezzanine Deck 3.4.4j Fire Detection Equipment and Alarms on 29600mm, 35200mm and 40100mm Decks
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Illustration 3.4.1a Deck Fire Main System Plan Of Upper Deck On Cargo Manifold Area
FF22
FF34
A
FF27
FF32
FF31 FF19
FF33 FF24
FF14
FF11
FF29
PI
FF48
4004
From Accommodation
FF30
No.4 Cargo Tank
No.3 Cargo Tank
No.2 Cargo Tank
No.1 Cargo Tank FF35
FF46
FF15 FF16
PI
To Accommodation
4003
FF03 FF06
FF08
FF02
FF09
FF01
FF47
FF25
From Engine Room FF10
FF12
FF21
FF17
FF18
Hydrant in Forward Store
On Cargo Manifold Area
Elevation
To/ From Accommodation
Hydrants in Forward Store FF25 and FF27 FF23
A
FF38 PI PI FF40 4013 (Port)
To/From Spraying Water Pump
FF04 (Stbd)
FF13 (Stbd)
FF42 (Port)
FF07 (Stbd)
FF43 (Port)
4002
FF36 (Stbd)
PT
To Ballast FS Eductor 40
36
5016
FF05
FS 41 No.4 Cargo Tank
Overboard
No.3 Cargo Tank
No.2 Cargo Tank
No.1 Cargo Tank
To Bilge Ejectors
To Power Pack Cooler
PI PI
Fire Fighting PI Pump
4004
From Bilge System
FF41 (Port)
4003
CS 37
PI
PI
4006
4008
Fire Fighting Jockey PI Pump 4005
CS 39
PI
PI 4000
4007
CS 42
FF39
4001
Emergency Fire Fighting Forward Pump (285m3/h x 10 bar)
FF37 To Power Pack Cooler Pump H
From Sea Water Cross Over Pipe
FF20
Sea Chest
Issue: Draft 2
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DECK AND ACCOMMODATION FIRE MAIN SYSTEM
Fire Fighting Pump Maker: No. of sets: Type: Model: Capacity: Motor: Jockey Pump Maker: No. of sets: Type: Model: Capacity: Motor:
Procedure for Operating the Deck Fire Main a)
Hamworthy KSE 1 Centrifugal, self-priming CAC200-25 V48 AAN w/PMB 240m3/h at 10 bar
Hamworthy KSE 1 Centrifugal, self-priming CAC125-25 V48 AAN w/PMB 80m3/h at 10 bar
Introduction The fire hydrant system is maintained under pressure by the fire jockey pump (see section 5.3.1 Engine Room Fire Main System). The fire main supplies hydrants in the engine room and on deck. The fire jockey pump has sufficient capacity to maintain the pressure when only one hydrant is open but if more than one hydrant is open the fire fighting pump must be started. The fire fighting pump and the fire jockey pump both take suction from the sea water crossover main. (Author`s Note: Check if the fire fighting pump has an automatic start when the fire main pressure falls below a preset value.) The deck and accommodation fire main system comprises the fire hydrants at the accommodation block and the fire hydrants on the fire main which runs around the main deck. Fire hydrants in the after deck areas and the funnel uptake block are supplied from the fire main system to the accommodation. Hydrant valves are normally kept closed but isolating valves on sections of the deck fire ring main are kept in the open position at all times except when there is a need to isolate a section of the deck fire main for any reason. Because the deck fire main is a ring main all hydrants can be supplied with water except those located between any pair of closed isolating valves. The emergency fire pump, located in the both thruster room, may also be used to supply the deck fire ring main. (See section 5.4.3 Emergency Fire Pump System.) Issue: Draft 2
Bridge Systems Operating Manual
Bilbao Knutsen Ensure that the fire main is pressurised using the fire jockey pump as in section 5.3.1. Ensure that the fire pump is set for automatic operation and that the emergency fire pump is set for operation as in section 5.4.3.
(Author`s Note: Check is this is the case and delete this statement if not.) b)
Open the fire main isolating valves as in the following table.
Description
Valve
Port main line isolating valve
FF31
Starboard main line isolating valve
FF10
Port isolating valve aft of cargo manifold
FF32
Port isolating valve fwd of cargo manifold
FF33
Port isolating valve between No.1 and No.2 cargo tanks
FF34
Port isolating valve at fwd cargo tank
FF11
Starboard isolating valve aft of cargo manifold
FF12
Starboard isolating valve fwd of cargo manifold
FF17
Starboard isolating valve between No.1 and No.2 cargo tanks
FF18
Starboard isolating valve at fwd cargo tank
FF01
Forward ring main isolating valve
FF35
(Note: During routine deck washing procedures the fire fighting and bilge pump may be used for supplying water to the fire main in order to prevent constant use of the fire pump for such duties. Normally this pump is set to supply the fire main with its sea suction and fire main discharge valves open. If this pump is used to supply sea water to the fire main for deck washing duties the fire fighting pump must be set to manual operation so that it will not operate automatically when the fire main pressure falls. After deck washing is finished it is essential that the fire fighting pump is restored to automatic operation.) (Check and amend if the fire pump is not set for automatic operation.)
The Bow Fire Main System Water supplied by the fire main is also used as flushing water at the hawse pipes and as cooling water for the power pack cooler. Supply valves to the hawse pipes, valve FF15 for the port hawse pipe and valve FF16 for the starboard hawse pipe, are opened as required. Water is also supplied from the fire main for operating the forward compartment (bow thruster room and bosun`s store) bilge ejectors.
The After Deck System Fire hydrants on the aft mooring deck are supplied from the deck fire main via the accommodation fire fighting water supply line.
The Accommodation Block c)
d)
Start the fire jockey pump and pressurise the deck fire main. Hydrant valves at the ends of the port and starboard sections of the fire main should be cracked open in order to eliminate air from the system. The deck fire main is now pressurised and the fire jockey pump will maintain pressure in the system. If the fire main pressure falls below a preset value due to the opening of a number of fire hydrants the main fire pump will start automatically.
(Author`s Note: Check the above statement and delete if the main fire pump is not operated on automatic start.)
Fire hydrants on the port and starboard sides of the accommodation block are supplied with water from the fire main and are used as required. (Note: All hydrant valves should be opened at frequent intervals in order to ensure that they will be free should they be required in an emergency. Use of all deck valves should take place at least once every two months and this can be achieved during fire drills and normal deck washing procedures.)
Cargo Manifold Water Curtains The port and starboard cargo manifold water curtains are supplied with water from the fire main. Each water curtain is supplied by means of a manually operated valve, FF22 for the port manifold curtain and FF21 for the starboard manifold curtain. The water curtain valves from the fire main are operated as required but the fire main must be pressurised as described above.
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Illustration 3.4.1b Accommodation Fire Main System
Main Deck
A Deck
D Deck
E Deck
C Deck
B Deck
Navigation Deck
PI
Issue: Draft 2
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Hose Boxes Hose boxes are located close to each fire hydrant. The hose box contains a fire hose with nozzle and standard fixture to the fire hydrant. Hoses and nozzles must be stored correctly after use.
Issue: Draft 2
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Illustration 3.4.1c Fire Fighting Equipment on Bridge Deck and E Deck Manoeuvring Console
Key
B15 Class Door
A-0 Class Door
E Deck
Bridge Deck
Self Closing A-0 Class Door
Spare Cabin
Start / Stop Foam Pump FOAM
Spare Cabin
Chief Engineer's Day Room
Start / Stop Cargo Water Spray System Pump
W.C.
CO2 5
W.S.S
Start / Stop Water Spray Mist Pump
P 10
15
W.M.P
Cable Trunk Senior Officer's Day Room
W.C.
15
Chief Engineer's Office
Remote Start / Stop Fire Pumps
5
Battery Room
M.F.P
Lift
W.C.
CO2
Lift Machinery Space
Chart Table Lift
Remote Start / Stop Fire F Emergency Pumps
M.F.P
W.M.P
E.F.P
W.S.S
FOAM
E.F.P P
Down
Down
5
Up
Down
5 kgs. CO2 Extinguisher
CO2
Spare Cabin
CO2 5
P 10
Wheelhouse and Radio Room
Navigation Consoles
9 kgs. Dry-Powder Extinguisher Converter Room
Owner's Day Room
15
Up W.C.
P
15
Safety Console
Powder Extinguishing Monitor (15 kg/s)
Captain's Office Radio Console
Clean
Up
Hose Connection Up
P 10
Inmarsat B Table
Powder Hose and Handgun 15
W.C. Pilot Radio Officer
Captain's Day Room
P 10
Fire Fighting Hose Box (30 Mts. & 2" Dia.)
Fire Control Plan
Engine Room Remote Ventilation Shutoff
Control Station
Space Protected for Water Spray System
Emergency Stop FO, LO, Pumps and Purifiers Manoeuvring Console
Issue: Draft 2
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Illustration 3.4.1d Fire Fighting Equipment on C and D Decks
Key
D Deck
C Deck
B15 Class Door Electrical Officer
Petty Officer/Bosun
Workshop
Self Closing B15 Class Door
Cargo Engineer's Day Room
Cadet
Petty Officer/Cook
A-0 Class Door 15
W.C.
C.P
Self Closing A-0 Class Door
2nd Officer
W.S.S
P 10
P
P 10
Emergency Stop Cargo Pumps C.P
Cable Trunk
Cable Trunk Officer's Laundry
Linen Locker
CO2 5
Start / Stop Cargo Water Spray System Pump W.S.S
15
3rd Officer
Lift
Lift
CO2 5
Cargo Control Centre
Emergency Exit
Down
Down Up
3rd Engineer
P 10
9 kgs. Dry-Powder Extinguisher
P
Powder Extinguishing Monitor (15 kg/s)
Down
Central Office
Down
5 kgs. CO2 Extinguisher
Up
15
Up
Hose Connection
Up 2nd Engineer
Cleaning Room
Officer's Lounge
15
Powder Hose and Handgun
W.C.
15
Up
Up
Fire Fighting Hose Box (30 Mts. & 2" Dia.)
P 10
P 10
W.C.
Fire Control Plan W.C.
Donkeyman
Repairman
Cadet
1st Engineer's Day Room
Chief Officer's Day Room
Pantry
Cargo Office
Control Centre
Control Station
Space Protected for Water Spray System
Issue: Draft 2
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Illustration 3.4.1e Fire Fighting Equipment on A and B Decks
A Deck
B Deck Up
Key
Down
Down Up P 10
Crew Mess
B15 Class Door
Duty Mess
Spare Cabin
P 10
Swimming Pool
Oiler Oiler
Oiler
Self Closing B15 Class Door 15
15
Oiler
A-0 Class Door
Self Closing A-0 Class Door
Cable Trunk
Crew Pantry
Phone Box Gymnasium
Crew Laundry
Lift
Linen Locker
Cable Trunk
Seaman
Lift
5 kgs. CO2 Extinguisher
CO2 5
Galley CO2
P 10
5
9 kgs. Dry-Powder Extinguisher
Down Up
Down Up
Seaman
CO2
Hose Connection
5
Garbage Chute
Down Officer's Pantry
Powder Hose and Handgun 15
Service Lift
Up
Up
W.C. Sauna
W.C.
Freefall Lifeboat Up Dispensary
Fire Fighting Hose Box (30 Mts. & 2" Dia.) Officer's Mess
Seaman
Crew Lounge and TV Room
Down
Messman 15
15 P 10
Administration Office
Fire Control Plan
W.C.
Seaman
Seaman
Spare Cabin P 10
Messman
Hospital Up Down
Issue: Draft 2
Up
Down Up
Down
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Bridge Systems Operating Manual
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Illustration 3.4.1f Fire Fighting Equipment on Main Deck and Cargo Machinery Room Heavy Fuel Oil Service Tank
POWDER
WATER
CO2 & Foam Room Upper Deck
Deck Store
Main Deck
Chemical Products Store Bow Thruster Room
Cargo Auxiliaries Room
Distilled Water Tank
Trunk Deck
Overflow Tank
No.3 Tank
No.4 Tank
Heavy Fuel Oil Bunker Tank
Steering Gear
10
20
30
40
50
60
Fore Peak No.3 Water Ballast Tank (Port & Starboard)
70
80
90
100
110
120
Stern Tube Lubricating Dirty Oil Lower Sea Oil Tank Oil Sump Tank Tank Chest Bilge Holding Tank F
M.F.P
P 10
STOP
W.M.P FUNN.
15
W
F
x3
Sx6
FOAM
x3
W.S.S
FE x3
W
CO2
P 50
x15
CO2
W
P x40 10
CO2
W
W
W
CO2 W
FOAM
Cargo Auxiliaries Room CO2
5
W
POWDER
W
WATER
W
P 10
160
170
180
190
200
210
220
230
240
15
9 kgs. Dry-Powder Extinguisher
First Aid Water Hose on Reel
W
250
260
270
280
290
Release of CO2
Hose Connection
Space with CO2 Extinguisher System
Main Fire Isolation Valve
Space with Powder Extinguisher System
Space with Water Extinguisher System
FIRE
Remote Start / Stop Emergency Pump
PLAN
E.F.P S
Powder Hose and Handgun
P
Space with Foam Extinguisher System
Breathing Apparatus
F
Fireman's Locker
F
Fire Station
IC
Box for Lantern for Intern. Shore Con.
W.M.P
Fireman's Equipment
C
P
Remote Start / Stop Fire Pump
M.F.P
Closing Funnel Shutters
FUNN.
FE
Spare Air Bottle for Breathing App.
FOAM
Air Compressor
300
310
Box for Fire Control Plan
Powder Installation
Start / Stop Water Mist Pump
Engine Room Remote Vent. Shut-off P 50
Start / Stop Foam Pump
50kgs. Dry Powder on Wheels
Start / Stop Cargo Water Spray Pump
Self-closing A-60 Class Door
Emergency Stop Cargo Pumps
Self-closing A-0 Class Door
Control Station
Fire Fighting Hose Box
A-0 Class Door
Space Protected by Water Spray System
Fire Control Plan
W.S.S
W
STOP 15
150
5 kgs. CO2 Extinguisher
5
P 10
5
W
C
140
Water Ballast Forward Deep Tank
No.1 Water Ballast Tank (Port & Starboard)
x10
F12
IC x2
F
130
No.2 Water Ballast Tank (Port & Starboard)
Key
x2
E.F.P
P 10
Bosun's Store
No.1 Tank Fuel Oil Tank
No.4 Double Bottom Ballast Tank (Port & Starboard)
Stern Tube Cooling Water
No.2 Tank
No.4 Water Ballast Tank (Port & Starboard)
After Peak
0
Trunk Deck
Powder Extinguishing Monitor
P
C.P
CO2 W
F12
Flange for Intern. Shore Con.
9 Lts. Foam Extinguisher
P 10
W
CO2
Emergency Stop FO, LO Pumps STOP
W
No.2 Dry Cofferdam
W
No.5 Dry Cofferdam
No.4 Dry Cofferdam
No.3 Dry Cofferdam
No.1 Dry Cofferdam
F
and Purifiers
Release of Foam
FIRE PLAN W P
W
W
W
W
W
W
C.P
P
P P
P
P FOAM
W
P
W
W
0
10
20
30
40
50
60
70
80 W
P
W
90 W
100
W
110
CO2
120
P
140
W P
W
W F
x2 Sx4
P
W
P
P
W
130
150
160
170
W
W W
180
190 W
P
W
P 10
W
P
210
220
230
W
W P
P
FE x2
300
W
200
240
W
250
270
280
290
310
W
W
P
260
P
P P
W
W
W
W
W
W
W
FIRE PLAN
C.P
Emergency Generator Room
Issue: Draft 2
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Bridge Systems Operating Manual
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Illustration 3.4.1g Fire Fighting Equipment on Engine Room 21800mm Deck and Bow Thruster Room FOAM Water Analysis Unit
Inert Gas Blower
Inert Gas Blower
N2 Generator
Overflow Tank 86.7m3
N2 Compressors
Inert Gas and Nitrogen Generator Room
Spare Air Blower and Spare Electric Motor for Air Blower
Pipe Duct
N2 Receiver
P 10 P 10
F12 Emergency Exit
CO2
CO2
General Service Air Receiver
Steering Gear Air Fan
CO2 Electric Store
5 CO2
Boiler Forced Draught Fan
Hydraulic Machinery
Electric Workshop CO2
Accomodation Air Conditioning Units
CO2
W
P 10
CO2
Main Boiler Control Air Compressor
W
CO2
Control Air Receiver
Boiler Forced Draught Fan
P 10
Steering Gear Hatch - Bolted
Gas Room
CO2
W
Electric Machinery
Engine Control Room
W W
Incinerator Room
CO2
Lift
Service Air Compressor
Garbage Compactor
Escape Trunk
5
Garbage Storage Area
P 10
CO2
P 10
Main Boiler
Steering Gear Hatch - Hinged Boiler Forced Draught Fan
Incinerator Refrigerated Provisions Plant
Incinerator GO Tank
Bosun's Store
CO2
F12
5
Acetylene Bottle Room CO2 Room Pipe Duct
CO2
Oxygen Bottle Room
P 10
P 10
CO2
CO2
Bow Thruster Room
CO2
Key
CO2
5
5 kgs. CO2 Extinguisher
P 10
9 kgs. Dry-Powder Extinguisher
CO2
Chemical Products Store
Release of CO2
Foam Room Paint Store
Engine Control Room Console
5 E.F.P
F12
W
9 Lts. Foam Extinguisher
A-0 Class Door
Fire Control Plan
Remote Start / Stop Fire F. Emergency Pump E.F.P
Warping for Water Hose (30m)
Space with CO2 Extinguisher System
Hose Connection
Space with Foam Extinguisher System
Self Closing A-0 Class Door
Issue: Draft 2
CO2
FOAM
CO2 FOAM
Overflow Tank 86.7m3
FOAM
CO2
Water Mist Extinguishing
Control Station
Foam Concentrate Pump
Inert Gas Local
CO2 Battery
Fire Fighting Emergency Pump
Heading - Page x of x
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Bridge Systems Operating Manual
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Illustration 3.4.1h Fire Fighting Equipment on Engine Room 2nd Flat FOAM
CO2
5
P 10
CO2
5 kgs. CO2 Extinguisher
Fresh Water Tank 3 279.4m
HFO Tank 3 649.3m
Fresh Water Tank 3 258.6m
HFO Bunker Tank 3 1543.5m
Inert Gas Generator Unit
9 kgs. Dry-Powder Extinguisher
P 10
Sanitary Hot Water Unit Steriliser
Release of CO2
440V Switchboard
W W
P 10
Store Area P 10
Water Fog Pump
CO2
Space with CO2 Extinguisher System
CO2
Inert Gas Drying Unit
Inert Gas Cooling Unit
Key
Sanitary Fresh Water Unit
Main Boiler 3.3KV Switchboard
WMS
440V Switchboards
FOAM
Space with Foam Extinguisher System Deck Machinery Power Pack
F12
9 Lts. Foam Extinguisher
P 10
MDO Storage Tank 3 335.2m
F
Lift
F12
3.300/440 Transformer
MGO Storage Tank 58.6m
W
Steering Gear Hydraulic Unit with Oil Tank
58.8m
3
440/220 Transformer
Boiler Air Heater
MGO Storage Tank
3
CO2 CO2 CO2
5 5
Escape Trunk
Warping for Water Hose (30m)
Steering Gear
W
CO2
Hose Connection
MDO Daily Tank 58.8m
Hydraulic Unit Oil Storage Tank
3
F12
Seal Air Fans
Boiler Air Heater
440/220 Transformer
Diesel Generator
Self Closing A-0 Class Door
Oil/Grease Store
Distilled Water Tank 3 279.4m
Water Mist Extinguishing
3.3KV Switchboard
Distilled Water Tank 3 106.9m
Main Boiler
W
Washbasin
Wires Store Area
Tools Panel
P 10
Tools Panel Milling Machine Grinding Machine Pipe Bending Machine Lathe
WMS
Issue: Draft 2
Diesel Generator LO Storage Tank LO Tanks
Portable Foam Applicator
Water Mist System Pump
W
P 10
LO Gravity Tank 3 34m
Distilled Water Tank 3 151.7m
Engine Store
F
440V Switchboards
Lifeboat Winch Power Pack
A-0 Class Door Rope Store Area
3.300/440 Transformer
CO2
Diesel Oil Pump
HFO Service Tank 3 222.5m
440V Switchboard
HFO Bunker Tank 3 1757.8m
HFO Service Tank 3 184.9m
Pipe Threading Machine Welding Area Shaping Machine
Sawing Machine Drilling Machine
Heading - Page x of x
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Bridge Systems Operating Manual
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Illustration 3.4.1i Fire Fighting Equipment on Engine Room 1st Flat FOAM
CO2
5
P 10
5 kgs. CO2 Extinguisher
Steam Control Valves
Sewage Plant Sewage Transfer Pumps
Key
Spare Tubes P 10
9 kgs. Dry-Powder Extinguisher
HFO Tank 649.9m 3
HFO Bunker Tank 1543.3m3
Chemical Dosing Tank for Fresh Water Generator
Sewage Tank
Chemical Dosing Tank for Fresh Water Generator
W W
Cleaning Tank for Fresh Water Generator
Electric Feed Pump
CO2
Fresh Water Generator
Release of CO2
Low Pressure Heater F12
Space with CO2 Extinguisher System
CO2 FOAM
Space with Foam Extinguisher System
P 50
Main Boiler
Turbine Feed Water Pump Turbine Generators
F12
W
9 Lts. Foam Extinguisher
Escape Trunk
Diesel Generator ԏ Water Heating Unit
Warping for Water Hose (30m) Auxiliary Feed Water Pump
Chemical Injection Equipment
Hose Connection
Diesel Generator Cooling Unit
Oil Filter
Main Boiler
Pre Lubrication Pump
Hydrazine (N2H4) Injection Equipment
F12
Solenoid Valves Cabinet Starting Air Receiver Starting Air Compressor
P 50
50kgs. Dry Powder Extinguisher on Wheels ION Exchange Unit
DO Separator Unit with Sludge Tank W
Self Closing A-0 Class Door
LO LO Renovating Storage Tank Tank 45.1m 3 73.3m 3
LO Separator Unit with Sludge Tank
Hydraulic Power Pack for Valves Diesel Generator W
CO2
P 10 CO2
5
HFO Service Tank 222.5m3
Air Conditioning Unit for Engine Room Spaces
HFO Bunker Tank 1757.8m3
Water Mist Extinguishing HFO Service Tank 184.9m3
Chemical Products Room CO2
Boiler Burner FO Unit
Issue: Draft 2
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Illustration 3.4.1j Fire Fighting Equipment - Engine Room Floor and Turbine Mezzanine Deck
Turbine Mezzanine Deck
FOAM
FOAM
HFO Bunker Tank 1543.5m3
Engine Room Floor
Sea Water Pump for Fresh Water Generator
HFO Tank 649.3m3
Drain Tank Drain Pumps
Centrifugal Bilge Pump Auxiliary Fire Circulating Pump Pump
Upper Sea Chest Lower Sea Chest
Jockey Pump FO - DO Transfer Pump
Stern Tube LO Cooler
FO Drain Tank
CSW
Reduction Gearing
LO Sump Tank
Stern Tube LO Pump
LP Turbine
GO Transfer Pump
Tail Shaft
Condensate Filter Idle Condensate Pump
P 10
P 10
Cargo Spraying Water Pump Sea Water Cooling Pumps for Cargo Sea Water Cooling Pumps for Machinery Bilge Well Fire / Bilge Pump Sea Water Cooling Pump for Inert Gas Bilge Holding Tank Ballast Pump
W
Ballast Pump
Condensate Pumps F12
Ballast Eductor Ballast Pump Oily Water Tank Dirty Oil Tank Ballast Eductor
F12
Ballast Pump
W
Stern Tube Oil Tank Shaft Bearing
Intermediate Shaft Sludge Pump
LO LO Transfer Drain Pump Tank LO Purifier Pumps
P 10 F12
LO Filter
Lower Sea Chest
Auxiliary LO Pumps H.P. Turbine
Oily Water Separator
Reciprocating Bilge Pump
Manoeuvring Valve
Bilge Well
Main Circulating Pumps
Upper Sea Chest
Key
F12
P 10
Stringer at 8500 From Base Line HFO Bunker Tank 1757.8m3
Hose Connection
9 kgs. Dry-Powder Extinguisher
Self Closing A-0 Class Door
Space with Foam Extinguisher System
Fire Fighting Pump
FOAM
W
Issue: Draft 2
9 Lts. Foam Extinguisher
Warping for Water Hose (30m)
Cargo Spraying Water Pump CSW
Heading - Page x of x
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Bridge Systems Operating Manual
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Illustration 3.4.1k Fire Fighting Equipment on 29600mm Deck
Level 29,600mm
P 10
Key
5 kgs. CO2 Extinguisher
CO2
Cargo Low Temperature Fresh Water Expansion Tank
Deaerator Tank
Deaerator Tank
5
P 10
9 kgs. Dry-Powder Extinguisher
CO2
Release of CO2
Space with CO2 Extinguisher System CO2
Lifeboat W
W
W W
CO2
Emergency Switchboard 2
5
Emergency Generator Room
CO2 W
W
W
Space Protected for Water Spray System
LO Storage Tank DO Storage Tank
Diesel Driven Compressor Starting Air Receiver for Emergency Diesel Generator Emergency Diesel Generator
Issue: Draft 2
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Bridge Systems Operating Manual
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Illustration 3.4.2a Deck Water Spray System
Key TYPICAL SECTION
To No.1 Group for Accommodation
Sea Water
Cargo Machinery Room Nozzles for Cargo Domes
SP552F
SP551F
Cargo Manifold (Port and Starboard)
SP608F Passage Way
For Cargo Manifold For Cargo Domes
For Cargo Machinery Room
Passage Way
From Water Spray Pump in Engine Room
For Cargo Manifold
SP04 SP10 SP05
Manifolds
SP09
PI
4001
SP07
SP13
SP16
SP18
SP20 SP19
Lifeboat Area
SP06
S
Engine Casing
SP01 S
S
SP03
Liquid Dome
SP08
SP14
Gas Dome
Liquid Dome
SP15
Gas Dome
Liquid Dome
SP17
Gas Dome
Liquid Dome
Gas Dome
SP02
PI
4000
Accommodation Engine Room
From Sea Water Cross Over Pipe
Issue: Draft 2
To/From Fire Pumps
PI
PI
4009
4010
Cargo Machinery Room
CS 45
Manifolds
SP11 CS44 CS43 Spraying Water Pump
SP12
Heading - Page x of x
Knutsen OAS Shipping 3.4.2
DECK WATER SPRAY SYSTEM
Spraying Water Pump Maker: No. of Sets: Type: Model: Capacity: Motor:
Bridge Systems Operating Manual
Bilbao Knutsen
Hamworthy KSE 1 Centrifugal, self-priming C05BX 6-10 V AAN w/PMB 510m3/h at 10 bar
Introduction A deck water spraying system is fitted in order to provide a water spray at certain locations in the event of a cargo gas fire. The water spraying pump supplies sea water to the spray nozzles fitted at the protected locations. Areas protected by the water spray system are: •
Port and starboard cargo loading/discharge manifolds
•
Gas dome and liquid dome for each cargo tank
•
Cargo machinery room
•
Navigation bridge roof
•
Accommodation front
•
Lifeboat embarkation area and fall
Floodjet flat pattern type spray nozzles are used for the navigation bridge roof, accommodation front and cargo machinery room. All other areas are fitted with fulljet solid cone pattern spray nozzles. The cargo loading/discharge manifolds each have two spray branches, that for the main manifold is fitted with six nozzles and that for the manifold valves has four nozzles. A single isolating valve is fitted in the water supply line to both spray branches for each manifold.
Nine spray nozzles are fitted at the navigation bridge roof, nine at the upper accommodation front manifold and eight at the lower accommodation front manifold. An isolating valve is fitted in the water supply line to the bridge and accommodation front. The lifeboat and embarkation area are protected by six spray nozzles, three each side of the lifeboat. An isolating valve is fitted in the water supply line to the lifeboat. All line isolating valves should normally be left open in order that all parts of the deck system may be protected by the water spray should that be necessary. At each spray system branch a fire hydrant is fitted and this may be fitted with a hose as required or may be opened in order to vent air from the branch. Hydrant valves and isolating valves must be operated every two months in order to ensure that they are in good working order. The spraying water pump is located in the engine room and the water supply from this is discharged to the distribution manifold from where three branches supply water to the protected areas. These branch pipes are each fitted with a remotely operated solenoid valve allowing water to be directed to the area(s) in greatest need as required. Valve SP01 supplies the lifeboat, bridge front and cargo machinery room. Valve SP02 supplies the cargo manifolds. Valve SP03 supplies the cargo tank gas domes and liquid domes. The system has one control cabinet and two control panels. (Insert details of the locations)
Description
Valve
Open
Port manifold isolating valve
SP09
Open
Starboard manifold isolating valve
SP11
Open
No.1 cargo tank isolating valve
SP18
Open
No.2 cargo tank isolating valve
SP16
Open
No.3 cargo tank isolating valve
SP13
Open
No.4 cargo tank isolating valve
SP07
Open
Spraying pump suction valve
CS44
Open
Spraying pump discharge valve
CS43
Closed
Spraying pump cross connection valve to fire main
CS45
(Note: All hydrant valves on the spray manifolds must be closed.) b)
At the control panel ensure that power is available and that the control panel is activated with no faults indicated.
c)
Start the spraying pump at the control panel and ensure that there is water pressure in the water spray supply line.
d)
Open remotely operated valves SP01, SP02 and SP03 as required in order to supply spray water to the areas to be protected.
e)
Check that there is a continuous water spray at the areas to be protected.
Procedure for Stopping the Deck Water Spray System Procedure for Operating the Deck Water Spray System The deck water spray system must be maintained in a ‘ready’ condition so that it is available for operation at all times. The spraying pump will be stopped but the suction and discharge valves will be open ready for pump operation. a)
Set the valves as in the following table.
Gas domes are protected by three spray nozzles and liquid domes by six spray nozzles. A single isolating valve is fitted in the water supply pipe to the gas dome and liquid dome sprays for each tank.
Position
Description
Valve
Operational
Lifeboat, bridge front and cargo machinery room remotely operated valve
SP01
The cargo machinery room has water spray nozzles along the forward, aft and inboard bulkheads; there are six spray nozzles on each of the forward and aft bulkheads and eight on the inboard bulkhead. A single isolating valve is fitted in the water supply line.
Operational
Cargo manifold remotely operated valve
SP02
Operational
Cargo tank remotely operated valve
SP03
Open
Lifeboat isolating valve
SP20
Open
Bridge front isolating valve
SP04
Open
Cargo machinery room isolating valve
SP05
Issue: Draft 2
Position
When there is no longer a need for the deck water spray the system may be shut down by stopping the spraying water pump and closing the remotely operated valves. If the need for water spray at one particular area ends but spray is still required at other locations the remotely operated valve for the area no longer requiring a spray may be closed. (Author`s Note: The author does not have a copy of the system manual and so the procedure descriptions above are basic. Details to be inserted when the manual is available or on board the vessel during verification.)
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
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Illustration 3.4.3a Fixed Dry Powder Fire Fighting System
Cargo Control Room
Wheelhouse
Starboard Side
Port Side
DRY POWDER CARGO DECK MONITOR UNIT Key Nitrogen and Sodium Bicarbonate Powder
CO2
Nitrogen
Electrical Signal
Instrumentation
Dry Powder Monitor Dry Powder Cargo Deck Units Dry Powder Storage Cylinder (1000 kg)
Nitrogen Cylinders (50 L)
Inside Port Powder Room
Inside Starboard Powder Room
Dry Powder Storage Cylinder (1000 kg)
Nitrogen Cylinders (50 L)
UPPER DECK
No.1
No.9
70
No.6
No.8
80
90
100
110
120 No.7
Cargo Auxiliaries Room
Issue: Draft 2
130
140
150
No.5
160
170
180
190
200 No.4
210
220
230
240
250
260
270
280
No.3
No.2
Heading - Page x of x
Knutsen OAS Shipping 3.4.3
FIXED DRY POWDER FIRE FIGHTING SYSTEM
Maker: No. of 675kg monitors: Type: No. of 160kg units: Type: Tank capacities: N2 cylinders:
Locations:
Minimum discharge time: Capacities:
Bridge Systems Operating Manual
Bilbao Knutsen
Unitor 2 PM 9515 9 Dry chemical powder system Monitor units - 675kg Cargo deck modular units - 160kg Monitor stations - 3 x 50 litre cylinders per station Cargo deck modular units - 1 x 10 litre cylinder per unit Monitors - one aft of the port cargo manifold and one aft of the starboard cargo manifold Cargo deck modular units - situated on the main cargo deck as per illustration 3.4.3a At least 45 seconds per monitor or modular unit. Monitor - 15kg/sec Cargo deck modular units - 3.5kg/sec
Introduction
Procedure for Operating the System a)
The monitor should have been pre-aligned with the cargo discharge manifold and the dry powder supply valve left in the open position. This area is the most susceptible to gas leaks and fires.
b)
Open the CO2 cabinet door.
c)
Remove the securing device from one CO2 cylinder.
d)
Open the CO2 cylinder valve by turning valve handle anticlockwise fully.
e)
Open the ball valve to allow CO2 gas to open the N2 battery by moving handle downwards. This activates the pressurising of the dry powder charge and opens the selection valve and main valve.
Dry powder discharge begins.
Procedure for Operating Port (No.1) Tank with the Starboard Manifold Monitor and vice versa a)
Monitor System The system comprises two tanks containing the sodium bicarbarbonate connected to a battery of N2 cylinders which are operated by CO2 cylinders from either the cargo control room, the fire control station or locally.
b)
The monitors are situated just aft of the cargo discharge manifold and aligned to face and cover the liquid and vapour lines and valves at either the port or starboard manifold. The N2 cylinders can be opened either manually or remotely from six positions, they can also be cross-connected. Activation of any CO2 bottle and operation of the ball valve will open the N2 battery bank and start the fire fighting operation. Hand Hose System This system comprises two tanks containing the dry powder feeding four hose reels each. Operation is the same as for the monitors; on opening the CO2 cylinders and ball valves the N2 cylinders are opened and fire fighting begins.
Issue: Draft 2
Deck Dry Powder Hose Cabinet
Crossover valves P32 and S32, together with the monitor isolating valves PM1 and SM1 must remain FULL OPEN when the systems are at STANDBY READY FOR USE condition. Should the starboard manifold monitor be in use, resulting in the total consumption of No.2 tank dry powder charge and further fire fighting capability being required, the No.1 tank dry powder charge can be discharged via the starboard monitor as follows: 1. Open the appropriate second starting CO2 cylinder valve. 2. Open the corresponding valve P~S in either the fire control station, cargo control room or at the port dry powder tank unit.
c)
Similarly should the port manifold monitor be in use, resulting in the total consumption of No.1 tank dry powder charge and further fire fighting capability being required, the No.2 tank dry powder charge can be discharged via the port monitor as follows:
Procedure for Operating of the Dry Powder Fire Extinguishing System using the Hand Hoses a)
Open the dry powder hand hose cabinet door.
b)
Remove the securing device on the CO2 bottle.
c)
Open the CO2 cylinder valve by turning it fully anti-clockwise.
d)
Open the ball valve by turning the handle downwards.
e)
Pull out a complete length of hose from the drum, about 33 metres.
f)
Aim the nozzle at the side of the fire scene and pull the fire nozzle trigger.
g)
Sweep the dry powder jet across the fire scene from side to side.
1. Open the appropriate second starting CO2 cylinder valve. 2. Open the corresponding valve P~S in either the fire control station, cargo control room or at the port dry powder tank unit.
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Knutsen OAS Shipping Precautions
•
Always wear full fireproof clothing and personal protection equipment
•
After opening the cabinet door the operation must begin quickly to prevent the powder caking
•
Be aware of the reaction of the nozzle gun on commencing discharging
•
Bridge Systems Operating Manual
Bilbao Knutsen
Prevent kinking of the hose and twists in the line
Procedure for Cleaning the Dry Powder System after Use
Procedure for Exhausting N2 and CO2 from the Control Lines, Valves and Main Tanks a)
CAUTION During this operation care should be taken during the release of the residual gases. To minimise the risk of injury the flange should be released gradually. b)
After any operation of the dry powder system it is essential the system is cleaned at once with N2. This is to prevent any residue powder remaining in the lines thereby causing a blockage to subsequent useage. There is usually enough N2 remaining in the bottle bank to do this. a)
No.3 control valve is set to CLOSE. The main valve is closed.
b)
No.1 control valve to the N2 STOP position. This stops pressurising the dry powder tank.
Exhaust the N2 in the dry powder tank by releasing the securing bolts on the dry powder filling connection on top of the dry powder tank.
To completely exhaust the CO2 in the control lines one of the connections on the N2 cylinders should be released, again care being taken when doing this.
Closing the Main and Selection Valves c)
As these valves are operated by N2 and CO2 respectively, to close the valves the manual operating handle is used.
c)
Set the exhaust valve to the OPEN position. This exhausts the remaining gas in the powder tank.
(Note: The valve seat and ball of the MAIN and SELECTION valves should be cleaned in accordance with the maker’s instructions before returning them to service.)
d)
Set the exhaust valve to the CLOSE position.
Recharging the Dry Powder Tank
e)
Set the agitation valve to the OPEN position.
f)
Set No.2 control valve to the N2 RELEASE position, for about 5 seconds.
g)
Set No.2 control valve to the NORMAL position.
h)
Set the agitation valve to the CLOSE position.
i)
Set the cleaning valve to the CLEAN position.
j)
Set No.2 control valve to the N2 RELEASE position.
k)
Set the exhaust valve to the OPEN position.
l)
Restore all the valves to their normal positions after the N2 gas has been exhausted.
m) Recharge the N2 cylinders. n)
Refill the dry powder tank.
Issue: Draft 2
d)
After release of the N2 in the dry powder tank it is refilled with the correct quantity of the dry powder. This should be of the sodium bicarbonate type. No other type of of agent should be used.
e)
After refilling the tank through the manhole the tank should be resecured by securing the blind flange to the tank flange. All bolts should be tightened correctly.
d)
After recharging the dry powder, carry out the routine for agitating the charge using the ship's N2 supply via the portable hose.
b)
Unscrew the union nut of the connecting link line at the cylinder valve, remove the connecting line being careful of the seal on the ends of the line and valve.
c)
Screw the protecting cap onto the discharged N2 cylinder.
d)
Unscrew the clamping device(s) from the discharged gas cylinder.
e)
Remove the discharged cylinder.
f)
Replace the full N2 cylinder.
g)
Replace the clamping device(s) and leave slack until the bottle is lined up with the piping.
h)
Remove the protection from the valve on the new cylinder and align the bottle with the connecting piping.
i)
Reconnect the cylinder with the connecting piping on both the CO2 and the N2 lines.
j)
Tighten all connections.
k)
Replace the actuating cylinder.
Procedure to Recharge the N2 Cylinders This recharging process is achieved by changing the exhausted N2 bottles for full ones. This is done as follows a)
Remove the actuating cylinder from the cylinder valve.
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Illustration 3.4.4a Fire Detection Panel
IRE
AL AL
1 2
UPPER DECK : CORRIDOR, STB BRIDGE DECK : WHEEL HOUSE
SOUNDER SIL
RE
DEVICE(S) STILL IN ALARM COND.
PRE WARNING
FAULT
FUNCTION DISABLED
MAINS
AUTRONICA
Issue: Draft 2
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Knutsen OAS Shipping 3.4.4
FIRE DETECTION SYSTEM
Maker: Model:
Bridge Systems Operating Manual
Bilbao Knutsen
Autronica AS BS-100 DYF1
General Description The BS-100 DYF1 Fire Detection system is a computerised, fully addressable analogue fire alarm system with analogue detectors. The operating panel, control unit and power supply are contained in a central cabinet in the wheelhouse. There are also full fire alarm panels located in the cargo control centre and the engine control roomas well as an alarm panel situated in the fire control station. The operating/control panel provides for control of the entire fire alarm system and consists of a text display, indicator lamps, operating buttons and a five element keypad. The system comprises a wide range of detectors and sensors to suit different needs and conditions. It includes detectors for different alarm parameters, such as smoke, heat and flames. Manual call points, short circuit isolators and timers are connected to the detector loops where required. A fault in the system or a false alarm is detected immediately since the function of the detectors and other installed loop units are automatically and continuously tested. The system will also provide a prewarning when a hazard exists but is not yet serious enough to initiate a full alarm (Author’s Note: Does the system have any repeater panels? Or just the main panels in the locations mentioned above?)
The Operating/Control Panel The operating/control panel provides for indication of alarm conditions and allows the operator to communicate with the system.
Customised Indicators
Reset
Three customised indicators are located below the ‘Fire’ indicator and these will have functions as indicated in the associated text. (Author`s Note: A number of options are available for these indicators: the actual function will need to be checked on board as the manual gives a number of options.)
This green pushbutton is pressed in order to reset all system events.
Device Still in Alarm Condition
Keypad
This yellow indicator is illuminated when a detector is automatically disabled.
The five element keypad enables the operator to communicate with the system.
Prewarning
The ENTER (Carry-Out) Key
This yellow indicator flashes when a prewarning is activated. Press the SOUNDER SILENCE pushbutton to mute the alarm and the yellow light becomes steady.
This is pressed to select the displayed menu item to which the cursor is pointing. Up and Down Arrow Keys
Fault This yellow indicator flashes when a fault has occurred. Press the SOUNDER SILENCE pushbutton to mute the alarm and the yellow light becomes steady. Function Disabled This yellow indicator is illuminated when any part of the system is disabled
These allow for scrolling in the menu and for moving the cursor to the left or right in the menu.
Mains
The Text Display Menu
This green indicator lamp is illuminated when the power supply is on.
The operator selects the menu by pressing the ENTER key. The operator may scroll vertically through the menu tree by pressing the up or down arrow keys in order to obtain a main heading of the menu. Main headings cover the following groups:
Text Display The two line text display provides information about the alarms and the system. It also displays the operating menu.
•
Out/In control
•
Show-status
Operating Buttons
•
Test
•
System
•
Service
More Alarms The red ‘Fire’ indicator is illuminated when there is a fire alarm condition. The indicator flashes upon activation of an alarm and will emit a steady light when the SOUNDER SILENCE pushbutton is pressed. More Alarms The red ‘More Alarms’ indicator will be illuminated when there is more than one fire alarm active.
Issue: Draft 2
These keys allow for scrolling through the menu and for moving the cursor up and down in the text menu on the text display. Left and Right Arrow Keys
Indication Devices Fire
Printer (Optional) This pushbutton prints displayed information and system information. (Author’s Note: This is an option Check if fitted.)
This black pushbutton allows the second line of the text display to be scrolled enabling additional alarms to be revealed. SOUNDER SILENCE This red pushbutton is pressed and mutes all alarm devices and the control panel internal buzzer. It is located behind the panel door.
Press the right arrow key after selecting a heading to display the sub-menu for the heading. Use the up and down arrow keys and/or the left and right arrow keys to navigate the menu system. Select ‘RET’ to go back one step in the main menu structure and select ‘MM’ to return to the main menu. When the control panel door is opened the text display provides an option for user instructions to be displayed.
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Some menu functions are password protected. At operator level disable controls, system data, disable sounders and changing of display texts are password protected.
System Operation Prewarning A prewarning will occur when a detector is activated in the event that a fire is likely. A prewarning should always be treated as if there is an actual fire alarm. The yellow ‘Prewarning’ lamp flashes and the internal buzzer is activated. The text display indicates the location of the detector(s) in the prewarning condition. If more than one prewarning is present the text display will indicate this. (If there is a printer the printer will operate to register the prewarning information.) The active prewarnings may be seen by calling up the menu function ‘Show Status’, ‘Prewarnings’. The menu is accessed by pressing the ENTER key and the arrow keys are used until the desired menu function is displayed and pointed to by the cursor; the ENTER key is pressed in order to display the prewarnings.
Fire Alarm In the event of one or more detectors detecting a fire the fire alarm will be activated. The red ‘Fire’ indicator will flash and the internal buzzer is activated and all audible horns connected to the fire alarm system are activated. If the address of the fire alarm had previously issued a prewarning the prewarning lamp will flash. The text display indicates the address of the detector which registered an alarm condition first. Possible disablements are indicated in the lower line of the display. (If there is a printer the printer will operate to register the alarm information.) In the event of an alarm condition the following functions are activated: •
Alarm message to the fire fighters. (BMA)
•
General control output. (AUX)
•
Control output for fire door holders. (Door Hold Magnets)
Procedure in the Event of a Fire Alarm
a)
Determine the location of the activated prewarning detector and check this location for fire conditions, observing all safety precautions. Deal with the situation as necessary in order to remove the danger of fire.
b)
Open the control panel door and press the SOUNDER SILENCE pushbutton. The prewarning indicator lamp will now change to a steady condition.
c)
Press the RESET pushbutton. The following text will appear on the display ‘RESET PROCEDURE IN PROGRESS WAIT....’. The text will remain for 60 seconds and the reset procedure will be executed in that period.
d)
If everything is in a normal condition the text display will indicate ‘RESET OK NORMAL CONDITION’.
e)
Close the panel door. After the door is closed only the mains power indicator lamp should be illuminated.
Issue: Draft 2
If everything is in normal condition the text display will indicate ‘RESET OK NORMAL CONDITION’. This text will remain for 15 seconds and then the menu selection will appear.
(Note: After resetting an address may still be in alarm condition. This may be due to mechanical damage, water damage, an electrical fault or the presence of smoke within the compartment. The address still in alarm condition will automatically be disabled and the yellow ‘DEVICES STILL IN ALARM CONDITION’ indicator lamp will be illuminated. Text indicating the alarm address disabled will be shown in the text display. Technical personnel must be contacted in order to have the damage rectified.) e)
Close the panel door. After the door is closed only the mains power indicator lamp should be illuminated unless there is an address still in alarm condition.
More Alarms
a)
Carry out fire checks and corrective action as necessary for extinguishing the fire, observing all safety precautions. When the scene of the fire has been investigated and the necessary actions taken the audible horns may be switched off.
If more than one fire alarm is active the ‘MORE ALARMS’ indicator lamp will be illuminated. The system will operate as for the fire alarm above but the text display will indicate the addresses of all devices in alarm. (If there is a printer the printer will operate to register all of the alarm information.)
b)
Open the control panel door and press the SOUNDER SILENCE pushbutton; all alarm devices including the internal buzzer will be muted. The red ‘FIRE’ indicator lamp will change to a steady light. All alarm outputs from the control panel are turned off when the SOUNDER SILENCE pushbutton is pressed but the alarm message to the fire fighters remains.
Action to be taken in the event of activation of the ‘MORE ALARMS’ indicator lamp is similar to the procedure for a single alarm. Upon opening the panel door the MORE ALARMS pushbutton must be pressed and the second alarm will be indicated on the second line of the display. Subsequent pressing of the MORE ALARMS pushbutton will bring up each alarm in the queue.
Procedure in the Event of a Prewarning CAUTION Always treat a prewarning condition as if it is a fire alarm.
d)
(Note: The system has a silent alarm function which may be activated if required. This has a time delay (T1) which must be counted down before the general fire alarm is sounded after a fire detector is activated. The alarm is sounded only at the duty station. If the alarm is not acknowledged within the delay period T1 by pressing the SOUNDER SILENCE pushbutton an additional delay period (T2) is activated. If the SOUNDER SILENCE pushbutton is not pressed within the delay period T1 and not reset within the delay period T2 the alarm outputs are activated. Alarm delays are only active if the fire alarm is initiated by one detector. The fire alarm is sounded immediately if activated from any manual call point or if two or more detectors are activated.) c)
Operation of the SOUNDER SILENCE and RESET pushbuttons is the same as for the single alarm; the silent alarm situation applies to each alarm in the queue. With multiple alarms some may remain in the alarm condition for the reasons mentioned above and the ‘DEVICES STILL IN ALARM CONDITION’ lamp may remain illuminated.
Press the RESET pushbutton. The following text will appear on the display ‘RESET PROCEDURE IN PROGRESS WAIT....’. The text will remain for 60 seconds and the reset procedure will be executed in that period.
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Fault Indication The ‘FAULT’ indicator is flashing and the internal buzzer is activated; the common fault warning output is activated. The text display indicates the nature of the fault: ‘FA’ means a loop/detector fault and ‘SF’ means a system fault.
Disabling an Address
Disabling Controls
An address is a detector, manual call point or interface unit. When an address is disabled it is isolated and will not generate an alarm, prewarning or fault.
Disabling control is password protected at operator level. The procedure is similar to disabling addresses and zones as above except that ‘Controls’ is selected after ‘Disable’ from the main menu. If BT-outputs are disabled the Door Hold Magnet and AUX (control-/alarm outputs) will not function at alarm.
a)
If there is more than one fault the text display indicates how many ‘FA’ and ‘SF’ faults are present. The nature of each fault may be determined via the menu which is accessed by pressing the ENTER key. Action to be Taken in the Event of a Fault a)
b)
Press the SOUNDER SILENCE pushbutton to mute the internal buzzer: the yellow ‘FAULT’ indicator lamp becomes a steady light.
b)
Note the fault information indicated on the text display and obtain a printout if the printer is fitted.
c)
Contact the technical service department in order to have the fault rectified.
c)
DISABLING OR DISCONNECTING Different parts of the fire alarm system can be disabled. For instance, sections, detectors, manual call points, section units, alarm devices, external control devices and loops. This can be useful when there is welding in a particular section or removal of detectors is required due to structural shipboard work etc. The disabling and restoring are carried out from the Out/In Control part of the main menu.
In the menu select ‘OUT/IN CONTROL’, then ‘DISABLE’, then ‘ADDRESS’. The text display will show ‘SELECT ADDRESS 0000’ and the up and down arrow keys are used to scroll through the 0000 part in order to select the number of the address to be disabled. When the desired address number has been selected press the ENTER key. If further addresses are to be disabled at the same time the up and down arrow keys are used to select further addresses, each one being selected by pressing the ENTER key. When the ENTER key is pressed the text display will change showing the address and time. When all addresses to be disabled have been selected the cursor is moved to ‘TIME’ and the ENTER key pressed. The display changes indicating a disablement duration of 02 hours which is the initial default. The time may be increased or reduced using the up and down arrow keys then the ENTER key is pressed to select the time.
Disabling a Zone It is only possible to disable a zone if the zones have been programmed in custom data. The menu will not allow access to the zone area unless this is the case. When a zone is disabled the address is isolated and this will not generate an alarm, a prewarning or a fault. The total number of possible zones is 240 and these have addresses 1-240.
When disabling parts of the system the yellow ‘FUNCTION DISABLED’ lamp on the front of the control panel will be illuminated for the period the disablement lasts. All disablements must be allocated a time period. By selecting the manually disable time of 99 hours the function will be disabled until restored. The maximum automatic disablement time is 24 hours. When the disable time expires the function will be automatically restored.
a)
Procedure for Disabling a Function
b)
When the desired zone number has been selected press the ENTER key. The text display changes and duration time may be changed by means of the up and down arrow keys. When the duration time has been changed the ENTER key is pressed to disable the zone.
c)
The text changes giving the option of selecting more zones. If more zones are required for disabling the ‘YES’ item is selected and ENTER pressed to repeat the disabling procedure. If ‘NO’ is selected the disabling zone procedure is closed.
a)
At the main menu select ‘OUT/IN CONTROL’ and then ‘DISABLE’. The text display will indicate options for address, zone, controls, sounders and fire brigade.
b)
Use of the left and right arrow keys (and the down arrow key for the fire brigade option) allows the operator to select the function to be disabled.
Issue: Draft 2
In the menu select ‘OUT/IN CONTROL’, then ‘DISABLE’, then ‘ZONE’. The text display will show ‘DISABLE ZONE 001’ and the up and down arrow keys are used to scroll through the zone number in order to select the number of the zone to be disabled. It is also possible to select ‘Next’ or ‘Previous’ in the display to select a zone.
Disabling Sounders The disable sounders procedure is similar to disabling addresses and zones as above except that ‘Sounders’ is selected after ‘Disable’ from the main menu. Disabling the Fire Brigade Function The disable fire brigade (BMA) procedure is similar to disabling addresses and zones as above except that ‘Fire Brigade’ is selected after ‘Disable’ from the main menu. The fire brigade output, prewarning and fault outputs are disabled.
Restoring Any address, zone or function which has been disabled may be restored. The restoration procedure is similar to the disabling procedure. The ‘FUNCTION DISABLED’ lamp will be extinguished when all functions have been restored. Procedure for Restoring a Function a)
At the main menu select ‘OUT/IN CONTROL’ and then ‘RESTORE’. The text display will indicate options for address, zone, controls, sounders and fire brigade.
b)
Use of the left and right arrow keys (and the down arrow key for the fire brigade option) allows the operator to select the function to be restored.
Restoring an Address a)
In the menu selected ‘OUT/IN CONTROL’, then ‘RESTORE’, then ‘ADDRESS’. The text display will show ‘SELECT ADDRESS 0000’ and the up and down arrow keys are used to scroll through the 0000 part in order to select the address number to be restored.
b)
When the desired address number has been selected press the ENTER key to restore the address. The next address will appear automatically, select that or another address and press ENTER, Selecting ‘MM’ returns the operator to the main menu.
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Bridge Systems Operating Manual
Restoring a Zone a)
In the menu select ‘OUT/IN CONTROL’, then ‘RESTORE’, then ‘ZONE’. The zone to be restored is selected using the arrow keys and the ENTER key pressed. The display changes and YYY is selected and ENTER pressed to restore the zone.
b)
If more zones are to be restored ‘YES’ is selected and ENTER pressed and the procedure repeated for other zones. If no more zones are to be restored ‘NO’ is selected and the ENTER key is pressed to exit the restore zones menu.
Restore Controls, Restore Sounders and Restore Fire Brigade operate in the same way as the Restore Address and Restore Zone functions.
Issue: Draft 2
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Illustration 3.4.4b Fire Detection Equipment - Navigation and E Deck Manoeuvring Console
Bridge Deck
E Deck
Spare Cabin
Spare Cabin
Bedroom Chief Engineer's Day Room W.C.
Key W.C.
Cable Trunk Cargo Engineer's Day Room
Bedroom
Smoke Detector Battery Room
2nd Officer
Lift
Lift Machinery Space
Chart Table Lift
Alarm Bell Down
Down
Up
Down
Manual Call Point
Wheelhouse and Radio Room
Navigation Consoles
Converter Room Owner 'A' Day Room
Bedroom W.C.
Up
1st Officer
Safety Console
Gas Detector Cleaning Locker
Radio Console Up
General Alarm Button Inmarsat B Table Captain's Day Room
Up
Pilot
Radio Officer
Fire Alarm Panel
Bedroom
Manoeuvring Console
Issue: Draft 2
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Illustration 3.4.4c Fire Detection Equipment - C and D Deck
x2
D Deck
C Deck
Petty Officer/ Cook
Petty Officer/ Bosun
Cargo Recreation Room
Petty Officer Bedroom
Spare Cabin
Bedroom
Store Room
Key
Chief Mate's Day Room
Smoke Detector
Electrical Officer Day Room
Alarm Bell
Cable Trunk
Cable Trunk Officer's Laundry
Store Room Lift
Owner 'B' 3rd Engineer
Emergency Exit
Down
Down
File And Store Room
Manual Call Point
Lift
Gas Detector
Down Up
Down
Portable Gas Detector
Up
Cargo Control Room
Conference Room
General Alarm Button
GAS DETECTOR CENTRAL
2nd Engineer
Up
Up Officer's Lounge
Heat Detector
Cleaning Locker
Up
Up
Cleaning Locker
Fire Alarm Panel 1st Engineer's Day Room
Chief Engineer's Office Bedroom Cadet
Issue: Draft 2
Cadet
Cadet
Gas Detector Central
Captain's Office
Cargo Office
GAS DETECTOR CENTRAL
Pantry
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Illustration 3.4.4d Fire Detection Equipment - A and B Decks
A Deck Up
Key
Down Up
Down
Smoke Detector Crew Coffee Room
Petty Officer
B Deck
Duty Mess
Oiler
Oiler
Oiler
Alarm Bell Crew Mess
Store Room Oiler
Manual Call Point
Cable Trunk
Pantry
Phone Box
Crew Laundry
Lift
Store Room
Cable Trunk Able Seaman
Lift
Gas Detector Galley Down Down Up
Gymnasium
Emergency Exit
Down
Able Seaman
Up
Heat Detector Garbage Chute Interface for No Addr. Detectors
W.C.
Up Pantry
Service Lift
Up
Sauna
W.C.
Freefall Lifeboat
Dispensary
Officers' Mess
Crew Lounge and TV Room
Able Seaman
Cleaning Locker
Up
Down Messman
Officers' Coffee Room
W.C.
Ordinary Seaman
Ordinary Seaman
Galley Boy
Messman
Hospital Up Down
Issue: Draft 2
Up
Down Up
Down
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Illustration 3.3.4e Fire Detection Equipment - Main Deck and Cargo Machinery Room Heavy Fuel Oil Service Tank CO2 & Foam Room Upper Deck
Deck Store
Main Deck
Chemical Products Store Bow Thruster Room
Cargo Auxiliaries Room
Distilled Water Tank
Trunk Deck
Overflow Tank Steering Gear
No.3 Tank
No.4 Tank
Heavy Fuel Oil Bunker Tank
x4
Bosun's Store
No.1 Tank
20 30 40 50 60 70 80 Stern Tube Lubricating Dirty Oil Lower Sea Oil Tank Oil Sump Tank Tank Chest Bilge Holding Tank
90
100
x4
Fuel Oil Tank
x4
Fore Peak No.3 Water Ballast Tank (Port & Starboard)
No.4 Double Bottom Ballast Tank (Port & Starboard)
10 Stern Tube Cooling Water
No.2 Tank
x4 No.4 Water Ballast Tank (Port & Starboard)
After Peak
0
Trunk Deck
110
120
130
140
150
160
No.2 Water Ballast Tank (Port & Starboard)
170
180
190
200
210
Water Ballast Forward Deep Tank
No.1 Water Ballast Tank (Port & Starboard)
220
230
240
250
260
270
280
290
280
290
300
310
Key GAS DETECTOR CENTRAL (REPEATER)
Cargo Auxiliaries Room
Smoke Detector
Gas Detector
Typhoon
Alarm Bell
Heat Detector
CO2 Siren
Manual Call Point
Gas Detector Central GAS DETECTOR CENTRAL (REPEATER)
No.5 Dry Cofferdam
No.4 Dry Cofferdam
No.2 Dry Cofferdam
No.3 Dry Cofferdam
No.1 Dry Cofferdam
300 0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250
260
270
310
Emergency Generator Room
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Illustration 3.4.4f Fire Detection Equipment and Alarms on Engine Room 21800mm Deck and Bow Thruster Room Water Analysis Unit
Inert Gas Blower
Inert Gas Blower
N2 Generator
Overflow Tank 86.7m3
N2 Compressors
Inert Gas and Nitrogen Generator Room
Spare Air Blower and Spare Electric Motor for Air Blower N2 Receiver
Pipe Duct
Emergency Exit Boiler Forced Draught Fan
Hydraulic Machinery
Electric Workshop
Accomodation Air Conditioning Units
Electric Store
General Service Air Receiver
Steering Gear Air Fan
Main Boiler Control Air Compressor Control Air Receiver
Boiler Forced Draught Fan Steering Gear Hatch - Bolted Gas Room
Garbage Compactor
Escape Trunk
Incinerator Room
Lift Electric Machinery
Engine Control Room
Service Air Compressor
Garbage Storage Area
Main Boiler
Steering Gear Hatch - Hinged Boiler Forced Draught Fan
Incinerator Refrigerated Provisions Plant
Incinerator GO Tank
Bosun's Store
Acetylene Bottle Room CO2 Room Pipe Duct
Oxygen Bottle Room
Bow Thruster Room Chemical Products Store
Paint Store
Foam Room
Overflow Tank 86.7m3
Engine Control Room Console
Key Smoke Detector
Manual Call Point
Typhoon
Alarm Indicator
Gas Detector
Alarm Bell
Heat Detector
CO2 Siren
Deadman's Alarm Reset
General Alarm Button
Issue: Draft 2
Fire Alarm Panel
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Illustration 3.4.4g Fire Detection Equipment and Alarms on Engine Room 2nd Flat Key Smoke Detector
Inert Gas Drying Unit
Inert Gas Cooling Unit
Alarm Bell Fresh Water Tank 3 279.4m
HFO Tank 3 649.3m
Fresh Water Tank 3 258.6m
HFO Bunker Tank 3 1543.5m
Inert Gas Generator Unit
Manual Call Point
440V Switchboard Sanitary Hot Water Unit Steriliser
Heat Detector Store Area
Water Fog Pump
Sanitary Fresh Water Unit
Main Boiler 3.3KV Switchboard
Typhoon 440V Switchboards MDO Storage Tank 3 335.2m
CO2 Siren
Deck Machinery Power Pack
58.8m
3
Lift 3.300/440 Transformer
MGO Storage Tank 58.6m
Alarm Indicator
440/220 Transformer
Boiler Air Heater
MGO Storage Tank
3
Steering Gear Hydraulic Unit with Oil Tank Escape Trunk Steering Gear
Deadman's Alarm Reset
MDO Daily Tank 58.8m
Hydraulic Unit Oil Storage Tank
3
3.300/440 Transformer
Diesel Oil Pump Seal Air Fans
Boiler Air Heater Diesel Generator
Gas Detector Oil/Grease Store
440/220 Transformer 440V Switchboards
Lifeboat Winch Power Pack Distilled Water Tank 3 279.4m
3.3KV Switchboard
Distilled Water Tank 3 106.9m
Main Boiler
Washbasin Rope Store Area Wires Store Area
LO Gravity Tank 3 34m
Distilled Water Tank 3 151.7m
Tools Panel
Diesel Generator LO Storage Tank LO Tanks Tools Panel Milling Machine Grinding Machine
Engine Store
Pipe Bending Machine Lathe
HFO Service Tank 3 222.5m
440V Switchboard
HFO Bunker Tank 3 1757.8m
HFO Service Tank 3 184.9m
Pipe Threading Machine Welding Area Shaping Machine
Issue: Draft 2
Sawing Machine Drilling Machine
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.4.4h Fire Detection Equipment and Alarms on Engine Room 1st Flat
Sewage Plant Sewage Transfer Pumps
Smoke Detector
Alarm Bell
Spare Tubes
Steam Control Valves
Key HFO Tank 649.9m 3
HFO Bunker Tank 1543.3m3
Chemical Dosing Tank for Fresh Water Generator
Sewage Tank
Manual Call Point
Chemical Dosing Tank for Fresh Water Generator
Cleaning Tank for Fresh Water Generator Electric Feed Pump Fresh Water Generator
Heat Detector Low Pressure Heater
Typhoon
CO2 Siren
Main Boiler
Turbine Feed Water Pump Turbine Generators
Alarm Indicator Escape Trunk
Diesel Generator ԏ Water Heating Unit
Deadman's Alarm Reset Auxiliary Feed Water Pump
Chemical Injection Equipment
Diesel Generator Cooling Unit
Oil Filter
Main Boiler
Pre Lubrication Pump
Solenoid Valves Cabinet Starting Air Receiver
Hydrazine (N2H4) Injection Equipment
Starting Air Compressor LO Separator Unit with Sludge Tank
ION Exchange Unit
Hydraulic Power Pack for Valves Diesel Generator
DO Separator Unit with Sludge Tank LO LO Renovating Storage Tank Tank 45.1m 3 73.3m 3
Air Conditioning Unit for Engine Room Spaces HFO Service Tank 222.5m3
HFO Bunker Tank 1757.8m3
HFO Service Tank 184.9m3
Chemical Products Room
Boiler Burner FO Unit
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.4.4i Fire Detection Equipment and Alarms - Engine Room Floor and Turbine Mezzanine Deck
HFO Bunker Tank 1543.5m3
Engine Room Floor
Turbine Mezzanine Deck
Sea Water Pump for Fresh Water Generator
HFO Tank 649.3m3
Drain Tank Drain Pumps
Centrifugal Bilge Pump Auxiliary Fire Circulating Pump Pump
Upper Sea Chest Lower Sea Chest
Jockey Pump FO - DO Transfer Pump
Stern Tube LO Cooler
FO Drain Tank
Cargo Spraying Water Pump Sea Water Cooling Pumps for Cargo
Reduction Gearing
LO Sump Tank
Stern Tube LO Pump
L.P. Turbine
GO Transfer Pump
Condensate Filter Idle Condensate Pump
Tail Shaft
Condensate Pumps
Sea Water Cooling Pumps for Machinery Bilge Well Fire / Bilge Pump Sea Water Cooling Pump for Inert Gas Bilge Holding Tank Ballast Pump
Ballast Pump Ballast Eductor Ballast Pump Oily Water Tank Dirty Oil Tank Ballast Eductor
Ballast Pump Stern Tube Oil Tank Shaft Bearing
Intermediate Shaft Sludge Pump
LO LO Transfer Drain Pump Tank LO Purifier Pumps
LO Filter Lower Sea Chest
Auxiliary LO Pumps H.P. Turbine
Oily Water Separator
Reciprocating Bilge Pump
Manoeuvring Valve
Bilge Well
Main Circulating Pumps
Upper Sea Chest
Key Stringer at 8500 From Base Line HFO Bunker Tank 1757.8m3
Issue: Draft 2
Smoke Detector
Alarm Indicator
Manual Call Point
Deadman's Alarm Reset
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Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 3.4.4j Fire Detection Equipment and Alarms on 29600mm, 35200mm and 40100mm Decks
Level 29,600mm
Level 35,200mm
Diesel Generator Silencer / Spark Arrestor
Key Cargo Low Temperature Fresh Water Expansion Tank
Deaeator Tank
Smoke Detector
Alarm Bell Level 40,100mm
Manual Call Point Exhaust Air Fan Lifeboat
Gas Detector Emergency Switchboard LO Storage Tank Emergency Generator Room
DO Storage Tank
Diesel Driven Compressor Starting Air Receiver for Emergency Diesel Generator Emergency Diesel Generator
Issue: Draft 2
Heading - Page x of x
SECTION 4: ROUTINE PROCEDURES 4.1
Passage Planning Including Checklists 4.1.1
Passage Planning - Appraisal
4.1.2
Passage Planning - Planning
4.1.3
Passage Planning - Executing the Plan
4.1.4
Passage Planning - Monitoring
Illustrations 4.1a
Checklist - Passage Planning-Appraisal
4.1b
Checklist - Departure
4.1c
Checklist - Arrival
Knutsen OAS Shipping 4.1
PASSAGE CHECKLISTS
PLANNING
INCLUDING
General A plan for the intended passage is to be prepared prior to sailing. Procedure a)
b)
Bridge Systems Operating Manual
Bilbao Knutsen
It is customary for the Master to delegate the initial responsibility for preparation of a passage to a designated officer, who is responsible for navigational equipment and publications. The designated officer has the task of preparing the detailed passage plan to the Master’s requirements. The plan is to be approved by the Master prior to the vessel sailing.
Checklist Passage Planning Appraisal
Paper charts corrected up to date and assembled in sequential order.
ARCS charts corrected with latest CD and loaded into MFD Chart Table. Port information guide(s) to hand.
Sailing Directions to hand.
Tide tables and current atlas (if appropriate) to hand.
c)
All bridge team members should carefully study, understand and finally sign at the bottom of the last page of the prepared passage plan.
Notices to Mariners to hand, temporary and preliminary Notices applied where necessary.
d)
The junior team members should not hesitate to question a decision, if they consider that such a decision is not in the best interest of the ship.
Traffic Separation and Routing schedules (IMO Ships Routing) to hand.
Meteorological information sources known and latest information to hand.
Voyages, of whatever length, can be broken down into two major stages: 1. Preparation which consists of: Appraisal
Position-fixing methods ready (including corrections for radio aids and up to date Nautical Almanac). Admiralty List of Lights corrected and to hand.
Planning Admiralty List of Radio Signals corrected and to hand.
2. Execution which consists of: Organisation
Vessel's draught known.
Monitoring Safe minimum water depth decided.
Safe minimum distance off decided, taking into account: Expected weather, Visibility, Traffic density, Identified danger areas and the Vessel's handling characteristics.
Issue: Draft 2
Heading - Page x of x
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Bridge Systems Operating Manual
Bilbao Knutsen
4.1a Checklist - Passage Planning - Appraisal
Author’s Note: Company Specific Checklist For Passage Planning Appraisal Required To Include As Illustration.
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 4.1.1
Bridge Systems Operating Manual
Bilbao Knutsen
PASSAGE PLANNING - APPRAISAL
Before any voyage can be embarked upon or indeed, any project undertaken, those controlling the venture must have an understanding of the risks involved.
Having collected together all the relevant information, the Master, in consultation with his officers, will be able to make an overall appraisal of the passage, which may be one of, or a combination of, the following: Ocean Passage
The appraisal stage of passage planning examines these risks. If alternatives are available, these risks are evaluated and a compromise solution is reached, whereby the level of risk is balanced against commercial expediency. The appraisal should be considered as the most important part of passage planning, as it is at this stage that all pertinent information is gathered and a firm foundation for the plan is laid. The urge to commence planning as soon as possible should be resisted, as time allocated to appraisal will pay dividends later.
The passage may be a trans-ocean route, in which case the first consideration will need to be the distance between ports, followed by the bunker and stores requirements and availability en route, in case of emergency and at the load discharge ports. A great circle is the shortest distance, but other considerations will need to be taken into account.
Information Sources
Ocean currents may be used to advantage and weather systems also need to be considered, i.e. tropical revolving storm.
The Master’s decision on the overall conduct of the passage will be based upon an appraisal of the available information. This appraisal will be made by considering the information from sources including:
Meteorological conditions will need to be considered, even if the recommended route is longer in distance, as it may well prove shorter in time and the ship less liable to suffer damage.
Coastal Passage The main consideration at the appraisal stage will be to determine the distance.
•
Chart catalogue
•
Navigational charts
•
Ocean Passage for the World
•
Routing charts or pilot charts
•
Sailing directions and pilot books
•
Light lists
•
Tide tables
•
Tidal stream atlases
Appraisal completed
•
Notices to Mariners
•
Routing information
•
Radio signal information (including vts and pilot service)
•
Climatic information
Having made an appraisal of the intended voyage, the Master will determine his strategy and then delegate to the second officer the planning of the voyage. Irrespective of who actually does the planning, it is to be based on the Master’s requirements, as it is the Master who carries the final responsibility for the plan.
•
Load line charts
•
Distance tables
•
Electronic navigational systems information
•
Radio and local warnings
•
Owner’s and other unpublished sources
•
Draught of vessel
•
Personal experience
•
Mariner’s hand book
Issue: Draft 2
The courses should be laid off, staying well clear of coastlines and dangers, and whilst in soundings, due attention must be given to the vessel’s draught and minimum under-keel clearance. When the ship is passing through areas where IMO adopted traffic separation and routing schemes are in operation, such routing is to be complied with.
Heading - Page x of x
Knutsen OAS Shipping 4.1.2
Bridge Systems Operating Manual
Bilbao Knutsen
PASSAGE PLANNING - PLANNING
Passage Planning Passage plans should be made from berth to berth, not from pilot station to pilot station. This requirement is justified by referring to the IMO resolution, 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 and obligations for the safety of the ship. This makes it quite clear that it is necessary to plan from berth to berth, even though it is anticipated that there will be a pilot conducting the vessel at certain stages of the voyage. The plan also needs to include all eventualities and contingencies.
Tracks should be drawn on the small scale charts, according to the decisions made at the appraisal stage, regarding the route to be taken. Chart changeover points should be quite clearly shown on all charts.
ARPA mapping may be used in addition, to but not to the exclusion of, other systems.
Distance from navigational hazards or grounding line will depend on following:
Waypoints
The draught of the ship relative to the depth of water
•
The weather conditions
•
The direction and rate of the tidal streams or current
1. Ocean and open waters
•
The volume of traffic
2. Coastal and estuarial
•
The age and reliability of the survey
•
The availability of safe water
Planning Sequence Charts Collect together all the charts for the intended voyage, putting them into the correct order. Ensure that all charts and publications have been corrected to the latest Notices to Mariners available. No Go Areas Coastal and estuarial charts should be examined, and all areas where the ship cannot go, carefully shown by highlighting or cross-hatching. Margins of Safety Before tracks are marked on the chart, the clearing distance from any no go area needs to be considered. Among the factors which will be taken into account when deciding the size of the margin of safety are: •
The dimensions of the ship
•
The accuracy of the navigational systems to be used
•
Tidal stream
•
The manoeuvring characteristics of the ship
•
The draught and under-keel clearance
Margins of safety will show how far the ship can deviate from track, yet still remain in safe water. Safe water can be defined as areas where the ship may safely deviate.
Issue: Draft 2
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 monitoring a ship’s progress.
Track considerations: The ship at all times must be in safe water and remain sufficiently far off a danger to minimise the possibility of grounding in the event of machinery breakdown or navigational error.
•
Planning may be considered in two stages though, at times, they will merge and overlap.
Parallel Indexing
Regulations, both company and national, regarding off shore distances must also be observed. Deviation from the planned track may be necessary, e.g. having to alter for another ship. However, such deviation from track should be limited, so that the ship does not enter areas where it may be at risk or closely approach the margins of safety. Under-keel clearance: It is important that the reduced under-keel clearance has been planned for and clearly shown. In tidal areas, adequate under-keel clearance may only be attainable during the period that the tide has achieved a given height. Outside that period, the area must be considered no go. Such a safe period is called the tidal window, and must be clearly shown, so that the OOW is in no doubt as to whether or not it is safe for the ship to proceed. Stream and current information is often available on the chart, though more detailed information is given in Ocean Passage for the World, routing charts, and pilot books. Tidal information is available from charts, tide tables, with further local information being available in pilot books. In confined waters, when navigating on large scale charts, the margins of safety may require the ship to commence altering course at the wheel over position, some distance before the track intersection in order to achieve the new planned track. These points are to be marked on the chart along with information on the planned rate of turn and speed that it is calculated for.
A waypoint is a position, shown on the chart, where a planned change of status will occur. It will often be a change of course but may also be an event such as: •
End or beginning of sea passage
•
Change of speed
•
Pilot embarkation point
•
Anchor station etc.
Aborts and Contingencies No matter how well planned and conducted a passage may be, there may come the time when, due to a change in circumstances, the planned passage will have to be abandoned. Aborts When approaching constrained waters, the ship may be in a position beyond which it will not be possible to do anything other than proceed. This is termed the point of no return, and is the position where the ship enters water so narrow that there is no room to turn, or where it is not possible to retrace the track, due to a falling tide and insufficient under keel clearance. A position needs to be drawn on the chart showing the last point at which 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 must be clearly shown, as must a subsequent planned track to safe water. The reasons for not proceeding and deciding to abort will vary according to the circumstances but may include: •
Deviation from approach line
•
Machinery failure or malfunction
•
Instrument failure or malfunction
•
Non-availability of tugs or berth
•
Dangerous situation ashore or in harbour
•
Any situation where it is deemed unsafe to proceed Heading - Page x of x
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Bridge Systems Operating Manual
Bilbao Knutsen
Contingencies Having passed the abort position and point of no return, one still needs to be aware that events may not go as planned and that the ship may have to take emergency action. Contingency planning will include:
•
Luminous range
•
Normal range
•
Landfall lights
•
Extreme range
•
Alternative routes
•
Echo sounder
•
Safe anchorage
•
Chart overcrowding
•
Waiting areas
•
Emergency berth
Planning Book
Contingency plans will have been made at the planning stage and clearly shown on the chart.
In addition to the information on the charts, the whole of the passage plan should be written into a planning book for reference.
The following should be clearly stated and included in the passage planning:
Depending upon the length and complexity of the passage, or certain parts of it, it is good practice for an abbreviated edition of the plan to be copied into a note book. This allows the person having the con, other than a pilot, to update himself as and when required, without having to leave the conning position to look at the chart.
•
Various methods of position fixing
•
Primary and secondary position fixing
•
Radar conspicuous objects, visual and navaids
•
Landfall lights
•
Radar targets
•
Buoyage
•
Fix frequency
•
Fix regularity
Additional information including: •
Reporting points
•
Anchor clearance
•
Pilot boarding area
•
Tug management
•
Traffic areas
•
Transits (ranges)
•
Compass error
•
Leading lines
•
Clearing marks
•
Head mark
•
Clearing bearing
•
Range of lights
•
Geographical range
Issue: Draft 2
Master’s Approval On completion, the plan must be submitted to the Master for his approval.
Plan Change All members of the bridge will be aware that even the most thorough plan may be subject to change during the passage. It is the responsibility of the person in charge to ensure that changes are made with the agreement of the Master, and that all other members of the bridge team are advised of such change.
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Bridge Systems Operating Manual
4.1b Checklist - Departure
Author’s Note: Company Specific Departure Checklist Required To Include As Illustration.
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 4.1.3
Bridge Systems Operating Manual
Bilbao Knutsen
PASSAGE PLANNING - EXECUTING THE PLAN
Executing the Plan
•
To change from unattended to manned machinery space.
•
To call an extra certificated officer to the bridge.
•
To make personnel, in addition to the watch keeper, available for bridge duties such as manning the wheel, keeping lookout, etc.
Organisation The plan having been made, discussed and approved, now requires its method 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 confirmed when the actual timing of the passage can be ascertained. The tactics to be used to accomplish the plan can then be agreed and should include: •
ETA at critical points to take advantage of favourable tidal streams.
•
ETA at critical points, where it is preferable to make a daylight passage, or with the sun behind the ship.
•
Traffic conditions at focal points.
•
ETA at destination, particularly where there may be no advantage gained by early arrival.
Tidal stream information, obtained from the chart or tidal stream atlases, can be included in the planned passage when the time of transit of the relevant area is known. Ideally, the course to steer should be calculated prior to making the transit, though in fact, strict adherence to the planned track will actually compensate for tidal streams. Current information can also be obtained and shown on the chart. 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 becoming unreliable, inaccurate or time changes having to be made or delayed departure. The officer of the watch shall have full knowledge of all safety and navigational equipment on board the ship, and shall be aware and take account of the operating limitations of such equipment. The Master is to ensure that all bridge team personnel, including newly joined navigating officers, are familiar with all navigational equipment and they are capable of undertaking the navigational watch. If found necessary, a newly joined officer should be accompanied by a competent navigating officer. In order to achieve safe execution of the plan, it may be necessary to manage the risks by utilising additional deck or engine personnel. This will include an awareness of positions at which it will be necessary, such as: •
To call the Master to the bridge for routine situations such as approaching the coast, passing through constrained waters, approaching the pilot station, etc.
Issue: Draft 2
•
To make personnel, in addition to the watch keeper, available for deck duties such as preparing pilot ladders, clearing and standing by anchors, preparing berthing equipment, engaging tugs, etc.
Before commencing the voyage there is considerable advantage to be gained by briefing all concerned. This may take place over a considerable period of time. As the actual commencement of the voyage approaches, certain specific personnel will have to be briefed so that work schedules and requirements can be planned. In particular, any variation from the routine running of the ship e.g. doubling of watches, anchor party requirements, etc. must be specifically advised to involved personnel, either by the Master or the navigator. Such briefings will require frequent updating, and at different stages of the voyage there will have to be re-briefing. Briefing will make individuals aware of their own part in the overall plan and contribute to their work satisfaction. Prior to the commencement of the passage, and in certain cases during the passage, it may be necessary for the Master to ensure that rested personnel are available. This could include such times as leaving port, entering very heavy traffic areas, bad weather conditions or high risk situations such as transiting a narrow strait, etc. This can be achieved, within the limits of the total number of persons available, by ensuring that watch keepers of all description are relieved of their duties well in advance of being required on watch, in order that they may be rested prior to taking up their duties.
c)
Checking that chart table equipment is in order and to hand, eg., pens, pencils, parallel rules, compasses, dividers, note pads etc.
d)
Checking that ancillary watch keeping equipment is in order and to hand, eg., binoculars, azimuth rings, aldis lamps etc.
e)
Confirming that monitoring and recording equipment, eg., course recorder, engine movement recorder, is operational and recording paper replaced if necessary.
f)
Confirming that the master gyrocompass is fully operational and follow-ups aligned. The magnetic compass should be checked.
g)
Check that all instrument illumination lamps are operational.
h)
Check navigation and signal lights.
i)
Switch on any electronic navigational equipment that has been shut down and ensure operating mode and position confirmed.
j)
Switch on and confirm the read outs of echo sounders and logs, and confirm associated recording equipment is operational with adequate paper.
k)
After ensuring that the scanners are clear, switch on and tune radars and set appropriate ranges and modes.
l)
Switch on and test control equipment, ie., telegraphs, steering gear as appropriate. Switch on and test communications equipment both internal and external (VHF and MF radios, Navtex, Inmarsat and GMDSS system as appropriate).
Voyage Preparation This will normally be the task of a junior officer who will prepare the bridge for sea. Such routine tasks are best achieved by the use of a checklist, but care has to be taken to ensure that this does not just mean that the checklist is ticked without the actual task being done. Bridge Preparation As and when directed by the Master, the officer responsible should prepare the bridge by: a)
Ensuring that the passage plan and supporting information is available and to hand.
b)
Charts should be in order in the chart drawer, and the current chart available on the chart table.
m) Test both whistles. n)
Ensure that clear view screens and wipers are operational also that the windows are clean.
o)
Confirm that all clocks and recording equipment are synchronised.
p)
After ensuring that there is no relevant new information on the telex, fax or Navtex, advise the Master that the bridge is ready for sea.
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Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
4.1c Checklist - Arrival
Author’s Note: Company Specific Arrival Checklist Required To Include As Illustration.
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 4.1.4
PASSAGE PLANNING - MONITORING
Monitoring the Ship’s Progress Monitoring is ensuring that the ship is following the pre-determined passage plan, and is a primary function of the officer of the watch. The OOW may be alone, assisted by other ship’s personnel, or acting as back-up and information source to another officer having the con. Monitoring consists of following a series of functions, analysing the results and taking action based upon such analysis. Fixing Method The first requirement of monitoring is to establish the position of the ship. This may be done by a variety of methods, ranging from the very basic three bearing lines, through a more technical use of radar ranges / bearings, to instant read out of one of the electronic position fixing systems, eg., Decca, Loran or GPS. The result in the previous paragraph, is always the same. However the fix has been derived, the end result is no more than a position. It is how this information is used that is important. Visual Bearings As stated above, fixing methods vary. Basic fixing consists of more than one position line obtained from taking bearings using an azimuth ring on a compass. Gyrocompass or magnetic compass, the bearings are corrected to true, drawn on the chart and the position shown. Three position lines are the minimum required to ensure accuracy. Poor visibility or lack of definable visual objects, may prevent a three-bearing fix being made. In this case radar driven ranges may be included in the fix and under some circumstances make up the whole of the fix. In any case, a mixture of visual or radar bearing and radar ranges is acceptable. 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. Frequency Fix frequency may have been determined at the planning stage. Even so this may have to be revised, always bearing in mind the minimum frequency is such that the ship cannot be allowed to get into danger between fixes.
Issue: Draft 2
Bridge Systems Operating Manual
Bilbao Knutsen Regularity Fixing not only needs be accurate and sufficiently frequent, it also needs to be regular. Estimated Position Regular fixing also allows a fix to be additionally checked. Each time a position has been fixed, it is good practice to estimate the position that the ship should have reached at the next fix. It is a good practice to observe the echo sounder reading at the same time when taking a fix, and writing this reading on the chart beside the fix. The echo sounder recording should also be marked with the time and date of the fix, when tested and when switched on/off. If the observed reading is not the same as indicated on the chart then the OOW should realise that something is wrong. It may be that the chart is wrong and that the ship is heading into danger.
In areas of heavy traffic and proximity of dangers, the person having the con will have to hold a delicate balance of other ship avoidance and planned track maintenance. The priority will be to avoid collision, but not at the expense of grounding. Non-Navigational Emergencies The planning should have allowed for contingencies, but even the best plan cannot allow for every conceivable situation. Situation awareness and careful assessment of the situation, coupled with the principles of bridge team management, will help to prevent a bad situation becoming worse. Time Management In the event that the ship is ahead of or behind the planned ETA at the next waypoint, the OOW must use his judgement as to whether the speed is adjusted or not. In some instances, as for example when it is imperative that the ship’s ETA is critical to make a tide, then ETAs have to be adhered to.
Cross Track Error Having fixed the position, the OOW will be aware of whether or not the ship is following the planned track, and whether or not the ship will be at the next waypoint at the expected time. If the ship is deviating from the planned track, the OOW must determine whether or not such deviation will cause the ship to sail in to danger and what action should be taken to remedy the situation. Apart from deviating from the track to avoid an unplanned hazard such as an approaching ship, there is no justification not to correct the deviation and get the ship back on to the planned track. The OOW must use his judgement as to how much he needs to alter course to return to track, bearing in mind that even when he has returned to the planned track, he will need to leave some of the course correction on, in order to compensate the cause of earlier deviation. To Observe the International Regulations for Prevention of Collisions at Sea Irrespective of the planned passage, no ship can avoid conforming to the requirements of the ‘rule of the road’ as these rules are quite clear and are internationally accepted and understood by all OOWs. Rule 16 States: Every vessel which is directed to keep out of the way of another vessel shall, so far as possible, take early and substantial action to keep well clear. Despite the requirement to maintain track, rule 8 makes it quite clear that the give-way ship must keep clear, either by altering course or if this is impossible, then by reducing speed, or a combination of both these factors. Proper planning will ensure that the ship will never be in a situation where such action cannot be taken.
Lookout Rule 5 of the international regulations for preventing collisions at sea states every vessel shall, at all times, maintain a proper lookout by sight and hearing, as well as by all available means appropriate, in the prevailing circumstances and conditions, so as to make a full appraisal of the situation and of the risk of collision. The keeping of an efficient lookout needs to be interpreted in its fullest sense, with the OOW being aware that lookout includes the following items. A constant and continuous all-round visual lookout enabling a full understanding of the current situation and the proximity of dangers, other ships and navigation marks. Visual observation will also give an instant update of environmental changes, particularly visibility and wind. Visual observation of the compass bearing of an approaching ship will quickly show whether or not it is changing and whether or not it needs to be considered a danger. Visual observation of characteristics of lights is the only way of positively identifying them, and this increases the OOW situational awareness. The lookout will also include the routine monitoring of ship control and alarm systems, eg., regularly comparing standard and gyrocompasses and that the correct course is being steered.
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Bilbao Knutsen
Bridge Systems Operating Manual
Electronic aids should not be overlooked or ignored under any circumstances, but it should be remembered that echo sounders, radars, etc., are aids to navigation, not merely single means of navigation. Also included in the concept of lookout should be the advantageous use of the VHF on the appropriate channels, which allows the ship to become aware of situations arising long before it is actually in the affected area. Under Keel Clearance Routine observation of the echo sounder should become one of the watch procedures. Waypoints Waypoints are good indicators of whether the ship is on time or not. If not, then something has occurred or is occurring which has affected the passage and the OOW will take steps to correct this occurrence. Transits (ranges) Transits can be used as a wheel-over point, also to confirm that the ship is on schedule. Leading Lines The transit of two readily identifiable land-based marks on the extension of the required ground track, usually shown on the chart, are used to ensure that the ship is safely on the required track. Natural Leading Lines Sometimes the OOW may be able to pick up a navigation mark in line with an end of land, thus confirming that the vessel is on track. Clearing Marks and Bearings Clearing marks and clearing bearings, whilst not being considered to be a definitive fix, will indicate to the OOW that the ship is remaining in safe water. Light Sectors The changing colours of sectored lights can also be used to advantage by the OOW who, being very aware of it, will realise that the ship is sailing into danger.
Issue: Draft 2
Heading - Page x of x
4.2
Operational Procedures 4.2.1
Bridge Teamwork
4.2.2
Taking Over the Watch
4.2.3
Watchkeeping
4.2.4
Pilot Procedures
4.2.5
Weather Reporting
Illustrations 4.2.1a Bridge Teamwork 4.2.4a Pilot Information Card 4.2.5a Checklist - Low Visibility 4.2.5a Checklist - Heavy Weather
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 4.2.1a Bridge Teamwork
Bridge Teamwork
Approaching Port Confined Waters Low Visibility
Pilotage
At Sea Routine Situations
Officer of the Watch Master
Provides the historical navigational data. Maintains his own radar maps and indexing.
Endeavours to resolve any difference between the information on the two radars and chart.
Pilot
Officer of the Watch
Cons vessel giving both helm and engine orders. Uses his radar maps and indexing to cross-check the navigational information provided by the OOW.
Cons vessel along track agreed with the Master.
Responsible for navigation. Liaises with pilot advising him of the ship's position relative to the agreed track.
Advises OOW of his intentions in good time, so that the safe progress of the passage plan can be verified, or any amendments be properly checked.
Liaises with OOW on navigation / traffic.
Master
High Risk Area
Initially agrees track to follow with pilot.
An additional officer may be required to assist the Master. This officer will take control of the communications, give back-up information to the OOW for the chart, provide the Master with radar indexing and anti-collision advice as a cross-check to the safe passage plan.
Maintains an overview of all commands / orders given. Monitors navigation of the vessel by cross-checking information provided by the OOW.
Issue: Draft 2
Advises the Master of the position of the vessel relative to the agreed track, speed and course made good.
Monitors the traffic and advises of any close quarter situations.
Officer of the Watch Progresses the routine navigation and control of traffic in accordance with the Master's orders and the passage plan.
Master Formulates and approves plan. Monitors that the OOW is progressing the plan correctly.
Heading - Page x of x
Knutsen OAS Shipping 4.2
OPERATIONAL CHECKLISTS
4.2.1
BRIDGE TEAMWORK
Bridge Systems Operating Manual
Bilbao Knutsen
PROCEDURES
INCLUDING
Safe navigation is the most fundamental attribute of good seamanship. Sophisticated navigational aids can complement the the basic skills of the navigator, but sophistication can bring its own dangers and there is a need for precautionary measures against undue reliance on technology. Experience has shown that that bridge teamwork and properly formulated procedures are critical in maintaining a safe navigational watch. In determining the composition of the bridge team the Master should take into consideration: •
The state of visibility
•
The anticipated traffic density
•
The proximity of navigational dangers or other routing measures such as traffic separation schemes
•
The additional workload that may be caused by nature of the vessel’s immediate operating requirements and anticipated manoeuvres
•
The professional competence of the bridge personnel and their familiarity with the vessel’s equipment and characteristics
•
The operational status of the bridge equipment and controls
•
The fitness of the members of the bridge team and the need to ensure that all members of the bridge team have had the rest periods as required by the STCW Code
•
The need to ensure that the bridge is at no time left unattended
The OOW will continue to be responsible for the conduct of the watch, despite the presence of the Master on the bridge, until informed specifically that the Master has assumed responsibility for the watch. The Master’s decision to take over the watch must be clear and unambiguous and the fact recorded in the Deck Log Book. It is important for a ship’s complement to co-ordinate their activities, communicate effectively and work effectively as a team. During emergency situations this is vital. A bridge team that has a plan that is understood and is well briefed, with all members working together as a team, will have good situation awareness and will be able to anticipate potentially dangerous situations. They will recognise the development of a chain of errors and will be able to take early and positive action to break the sequence and avoid a possible disaster.
All members of the ship’s complement that have bridge navigational duties will be part of the bridge team. The OOW is in charge of the bridge team for that watch until such time as they are relieved. It is most important that the bridge team work together closely, both within and across the watches, as decisions made during one watch can, and will, have an impact on another watch. All non-essential activity on the bridge should be avoided. The members of the bridge team should have a clear and unambiguous understanding of the information that should be routinely reported to the Master of the vessel, and the circumstances under which the Master should be called.
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 4.2.2
Bilbao Knutsen
Bridge Systems Operating Manual
TAKING OVER THE WATCH
The officer of the watch should not hand over responsibility for the watch if there is any doubt whatsoever, as to the ability or fitness of the relieving officer to carry out their duties effectively. When in any doubt, the Master should be informed. Before accepting responsibility for the watch the relieving officer must be satisfied with: •
The contents of any standing and night orders or special instructions relating to the safe navigation of the vessel
•
The position, course, speed and draught of the vessel
•
The operational status of all navigational and safety equipment that is in use or may be required to be used during the course of the watch
•
Prevailing environmental conditions, including the state of visibility, wind, sea and current and the effect of these factors on the course and speed of the vessel
•
The procedures for use of the main engines their status and the watchkeeping arrangements for the engine room
•
The errors of the gyro and magnetic compasses
•
The presence and movements of any vessel in sight or known to be in the vicinity
•
Any conditions or hazards that are likely to be encountered during the course of the watch
•
The effect of trim list, water density or squat on under-keel clearance
•
Any other circumstance that may be of concern during the watch
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 4.2.3
Bridge Systems Operating Manual
Bilbao Knutsen
WATCHKEEPING
The officer of the watch (OOW) is the Master’s representative and is in charge of the bridge team. The watchkeeping duties of the OOW include, but are not restricted to: •
The maintenance of a proper all round lookout
•
Collision avoidance and compliance with the collision regulations
•
The plotting of the vessel’s position at regular intervals and monitoring the vessel’s progress
•
Periodic checks on the navigational equipment in use, including the gyro and magnetic compasses
•
The keeping of records appertaining to the safe navigation of the vessel
Sufficient information should be recorded in the bridge log book, for the actual track that the vessel followed to be reconstructed at a later date, including the vessel’s position course and speed, the times of passing significant navigational marks and any other information that may be considered relevant. All positions marked on navigational charts should be retained at least for the duration of the voyage. Paper records from course recorders, echo sounders and any other relevant recording device should be suitably marked and retained. It is better to record too much information rather than too little. The OOW should be aware of the effects of operational and accidental pollution on the marine environment, and should be familiar with MARPOL and the Shipboard Oil Pollution Emergency Plan (SOPEP). When any cargo venting is taking place or is likely to take place, the OOW should take careful note of the prevailing weather conditions. Vented cargo must not endanger either the ship or any other installation with the danger of explosion. Prevailing winds must not be allowed to blow vented cargo towards any other vessel or shore installation. Also, the danger of ignition from lighting must be considered.
The OOW needs to maintain a high general awareness about the vessel and its day to day operation including a general watch over the vessel’s decks to monitor people working on deck. Routine tests of the bridge equipment should be undertaken to ensure that it is functioning correctly and communicating with other systems to which it may be connected. Care should be exercised when using electronic means for plotting the position of the vessel and these should be cross referenced with visual means at every opportunity. Manual steering should be tested at least once a watch when the automatic pilot is in operation. The gyro and magnetic compass errors should be checked and the magnetic deviation obtained at least once a watch and after every major course alteration. The errors and deviations obtained should be recorded in the Compass Error book and in the bridge log book. It is most important that the OOW keeps to the passage plan as prepared, and monitors the progress of the vessel in relation to that plan. Should a deviation from the plan be required for any reason, the OOW should return to the plan as soon as it is safe to do so. Radar parallel indexing techniques are invaluable in monitoring the vessel’s 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 Variable Range Marker and Electronic Bearing Lines, as well as the overall performance of the radar.
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
ILLUSTRATION 4.2.4A PILOT INFORMATION CARD
INFORMATION TO BE GATHERED ONBOARD DURING SHIPYARD OR SHIP VISIT.
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 4.2.4
Bridge Systems Operating Manual
Bilbao Knutsen
PILOT PROCEDURES
Pilots are engaged to provide local knowledge of a port or area through which the vessel is passing. When they have embarked and arrived on the bridge, the pilot becomes a member of the bridge team. The Master may either delegate the conduct of the vessel to the pilot, in close co-operation with the Master and OOW, or he may keep the con himself with the pilot giving advice. Either way, it is important that the Master/pilot relationship is agreed and clearly understood. The presence of a pilot does not relieve the Master or OOW of their duties and obligations with regard to the safety of the vessel. Should the Master, or OOW, in the absence of the Master, be in any doubt as to the pilot’s competence or actions then they must not hesitate in informing the pilot accordingly and take over the con of the vessel. The Master will, under normal circumstances, remain on the bridge during the pilotage. However, in the event of a long pilotage, it may not be practical for the Master to remain on the bridge throughout. In such cases he must delegate his authority to a responsible officer, probably the OOW, exactly as he would do at sea.
Master/Pilot Information Exchange It is often the case that the Master of the vessel is not familiar with the pilotage area and that the pilot is not familiar with the handling characteristics of the vessel. When the pilot arrives on the bridge it is normal practice for the Master to make time for a brief discussion with him. This will include such items as the pilot’s planned route, his anticipated speeds and ETAs, both en route and at the destination and also what assistance he expects from the shore, such as tugs and VTS information.
The pilot will need to be acquainted with the bridge and to agree how his instructions are to be executed. Some pilots prefer to operate the controls themselves, while others will leave that to the ship’s staff. On large vessels, such as this, it is usual for the ship’s staff to operate the controls, so that the pilot remains free to move about the bridge. He will need to know where the VHF is situated and how to change channels. He may also require a radar to be made available for his use. Care must be taken to alter the mode of operation and range of the radar from that set by the pilot. The time available for the Master/Pilot exchange depends upon several factors, including :
Ship’s particulars
•
Speeds at various engine rpm
•
State of readiness of relevant equipment
•
Manoeuvring characteristics
•
Mode of propulsion and direction of rotation of propeller
•
Any other information that he feels is relevant
Much of this information can be be made readily available on the Pilot Information Card, a copy of which should be handed to the pilot as he arrives on the bridge of the vessel.
Issue: Draft 2
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. Such monitoring must be carried out by the OOW, and any deviations from the planned track or speed observed and communicated to the Master. From such information the Master will be in a position to question the pilot's decisions with confidence, should the need arise.
Pilot Embarkation/Disembarkation Procedure
•
The position of the pilot boarding area. Often this is such that there will be little time between the pilot actually entering the bridge and taking over the con of the vessel.
a)
Give the required ETAs to the pilot station and agree a time and position for the embarkation or disembarkation of the pilot. Also establish on which side the pilot ladder is required.
•
The speed of the ship at the pilot boarding area.
b)
Give the engine room the required notice.
•
Environmental conditions such as poor visibility, strong winds, rough seas, strong tides or heavy traffic may inhibit the handover of the con to the pilot.
c)
The pilot ladder or the accommodation ladder should be suitably rigged, with a lifebuoy and heaving line ready for immediate use.
•
Where circumstances do not permit a full Master/pilot exchange to take place then the bare essentials should be covered immediately and the rest of the discussion held as soon as is safe and practicable.
d)
An officer and assistant are assigned to ensure that the pilot is safely embarked or disembarked.
e)
A suitable communication link should be established between the bridge and the deck party.
f)
Ensure that the embarkation area is clear of oil or grease and any unnecessary objects.
g)
Provide adequate illumination, if dark.
Planning
h)
The engines should be on standby and the steering in manual.
A properly planned passage does not stop at the pilot boarding area.
i)
The time and place of pilot embarkation and disembarkation should be recorded in the Bridge Movement Book and Deck Log Book.
Many ports use helicopters for the embarkation and disembarkation of pilots. This can usually be achieved away from areas of heavy traffic or constrained waters and without the need to reduce speed. See section 4.3.1 for advice on helicopter operations.
The Master should advise the pilot of the: •
Monitoring
The passage plan continues from sea to berth, or vice versa, the boarding of the pilot, and the areas where a pilot has the con, being part of the passage plan. This enables the Master and OOW to compare the progress of the ship with the planned track and also familiarises them with the constraints and other details of the pilotage. Abort and contingency planning will assist, should the ship experience navigational or other problems. The Master and the bridge team should, as far as is possible, be aware of the pilot’s intentions and be in a position to query his actions at any stage of the passage. This can only be effectively brought about by the members of the bridge team consulting all the available sources of information prior to entering the pilotage area and being aware of its difficulties and constraints.
Heading - Page x of x
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
4.2.5a Checklist - Low Visibility
4.2.5b Checklist - Heavy Weather
Author’s Note: Company Specific Checklist For Low Visibility and Heavy Weather To Include As Illustration.
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 4.2.5
WEATHER REPORTING
Weather reports from voluntary observing ships are sent via the Inmarsat system using the two digit (41) abbreviated dialling codes or by using the HF 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 Volume 1. In certain areas of the world the number of meteorological reports (OBS) 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 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. Transmission is to be as soon after the designated time as possible to a suitable coast earth station (CES) within the WMO zone as depicted in the ALRS. In the event of there being no CES within the zone, then transmit the OBS to the nearest available CES or coast station. The weather reporting code FM13 X should be used to encode the reports. Precise details of the code can be found in the ALRS. Auxiliary ships and ships which are making non-instrumental observations should use the following format of the code: BBXX
Identifier for ship report from a sea 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 temperature in whole degrees.
4PPPP
Pressure in hectopascal at mean sea level.
Issue: Draft 2
Bridge Systems Operating Manual
Bilbao Knutsen 7wwW1W2
Present weather, past weather.
222Dsvs
True course and speed of the ship over the last three hours.
6IsEsEsRs ICE
Thickness and rate of ice accretion.
ciSibiDizi
Various ice reports.
Code pages are provided in the ALRS for all the above sections with a full description. Should it be impractical to send the OBS in coded format it should be sent in plain language. 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 exist, such as icebergs, sea ice and abnormal weather systems such as tropical revolving storms, or when the wind force is in excess of force 10 and no warning has been received. In addition to the preceding situations this OBS 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 ‘SECURITE’.
the
Heading - Page x of x
4.3
Helicopter Procedures 4.3.1
Helicopter Operations
4.3.2
Winching
Illustrations 4.3.1a Helicopter Operations - Procedures 4.3.1b Helicopter Operations - Checklist 4.3.2a Helicopter Winching
Knutsen OAS Shipping
Bridge Systems Operating Manual
Bilbao Knutsen
Illustration 4.3.1a Helicopter Operations - Procedure HELICOPTER OPERATIONS
PREPARATIONS Hoist windsock. Check helicopter landing area and surrounding decks are clear of loose objects. Prepare rescue boat. Fixed foam system ready to activate. 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 winching area. Four men in proximity suits standing by, two to act as foam equipment operators. Hook handlers to have thick rubber gloves, rubber soled shoes and helmets with chin straps.
Parties to advise Bridge when standing by. Officer in charge of deck to complete check list and advise bridge of readiness. Engine room on standby fire pump running.
CASEVAC Place passport, crew list, discharge book, payoff slips, MPO in bag and put with stretcher.
Issue: Draft 2
COMMUNICATIONS
ROUTINE
EMERGENCY
Arrange helicopter rendezvous via agent. Discuss and agree requirements for operation. Give Lat. Long. speed / course.
MRCC Investigate with the MRCC, the nearest available rescue helicopter and discuss how and who to contact.
Change to working channel, either VHF or airband radio. Advise pilot of relative , wind/speed, ship s course and speed, pitch and roll. Confirm winching operation only and , details of ship s helicopter area. Confirm ETA. Agree with pilot the heading for the operation. Agree with pilot whether or not winchman will be lowered to ship to help patient during winching process and into aircraft.
HELICOPTER Helicopter calls on VHF channel 16 and agrees channel for working on.
Winching operation carried out.
Heading - Page x of x
Knutsen OAS Shipping 4.3
HELICOPTER CHECKLISTS
4.3.1
HELICOPTER OPERATIONS
Bridge Systems Operating Manual
Bilbao Knutsen
OPERATIONS
INCLUDING
•
A suitable foam application system (fixed or portable) capable of supplying foam solution at a rate of not less than 6 litres/minute for each square metre of clear zone for at least 5 minutes
•
Carbon dioxide (CO2) extinguishers with an aggregate capacity of not less than 18kg.
The IMO publication ‘Guide to Helicopter Operations’ gives comprehensive instructions and requirements for helicopter operations.
•
Deck water system, under pressure, capable of delivering at least two jets of water to any part of the helicopter.
Helicopter operations are carried out in many areas for the transport of personnel, stores and increasingly embarkation of pilots.
•
At least two fire hose nozzles of the dual purpose type (jet/ fog).
•
Fire resistant blanket and gloves.
•
Sufficient fire proximity suits.
Depending on the size, structure and type of the vessel, helicopter operations are carried out either by the helicopter landing on the vessel deck or hovering and a winching transfer being used. On this vessel, helicopters are not permitted to land. Twin engined helicopters are always preferred for marine operations. Single engined helicopters may be used under certain conditions but only if landing on deck. CAUTION Single engine helicopters must not be used for hovering operations.
(Note: In many cases the above requirements will be covered by regulations issued by the flag state.) As well as the fire fighting equipment the following should be at hand: Equipment •
Large axe
•
Crowbar
Winching Area
•
Wire cutters
The winching area shall be situated so that it enables the helicopter pilot, hovering over the clear zone, to have an unobstructed view of the ship and be in a position which will minimise the effect of air turbulance and flue gases.
•
Red emergency signal/torch
•
Marshalling battons (at night)
•
First aid equipment
The winching height should be kept to a minimum and operations where the height is greater than 12m should be avoided. A clear zone (minimum 5m diameter) should be clear of all obstructions and clearly marked. This area shall be marked WINCH ONLY in large white letters. In the manoeuvring zone there should be no obstructions more than 3m high in an area 1.5 times the diameter of the clear zone, or 6m high in an area 2 times the diameter of the clear zone. The following minimum equipment shall be in place and ready for use prior to any helicopter operations: •
Wind pennant flown to indicate relative wind direction across the ship's deck (To be illuminated at night).
•
At least two dry powder fire extinguishers with aggregate capacity of not less than 45kg.
Issue: Draft 2
the middle one a diamond. All these shapes shall be black in colour.
Manning The deck party shall consist of one leader carrying a portable radio transceiver (walkie talkie) for communicating with the bridge, and four more persons wearing fire protective suits. Normally two will be the fire party and two the rescue party. If there are remote controlled foam monitors the number may be reduced to three provided an equivalent level of protection can be safely assured. A vessel restricted in its ability to manoeuvre is required, by the regulations for preventing collisions at sea, to display the following signals: •
At night three all round lights in a vertical line, where they can best be seen. The highest and lowest of these lights shall be red, and the middle light shall be white.
•
By day, three shapes in a vertical line where they can best be seen. The highest and lowest of these shapes shall be balls and
Heading - Page x of x
Knutsen OAS Shipping
Bilbao Knutsen
Bridge Systems Operating Manual
Illustration 4.3.1b Helicopter Operations Checklist
Company Specific Helicopter Operations Checklist Required for this Illustration
Issue: Draft 2
Heading - Page x of x
Knutsen OAS Shipping 4.3.2
WINCHING
Only the hook handler may touch the winch line hook, as he is protected from static electricity by the rubber gloves and rubber soled shoes that he is wearing. Where 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 circumstances tie the winch line to the ship. Preparations are basically the same as for landing on board and the helicopter procedure checklist must be completed. The hook handler on deck and the winchman in the helicopter play the most important part in these operations. When passengers are ascending, the hook handler should ensure that the strop is being worn correctly and should steady them as they are lifted off the deck. When winching nets of stores or freight the hook handler should steady each load as it lands on the deck and then disengage it from the hook. Members of the deck party do not need to assist in this. The hook handler should ensure that freight being returned to the helicopter is properly stowed and that the load is properly hooked on and the safety hook shut. Only the hook handler should unhook or hook on loads. A thumbs up sign indicates that the hook has been secured or released from the load, and the hook should be hand held until it is hoisted clear of the deck. If more than one load has been delivered the empty winch nets should be placed inside one net to make up the final hoist from the ship. Embarking - Guidance To Passengers This will only be carried out in an emergency, providing the helicopter is twin engined. a)
Bridge Systems Operating Manual
Bilbao Knutsen
Personnel to be embarked should be dressed in tight fitting clothes and wearing a safety helmet with the chin strap fastened.
f)
At the helicopter doorway the winchman will turn you to face outboard and will assist you into the helicopter. Do not try to help him, he has a set routine to follow.
g)
Do not remove the strop until instructed to do so.
h)
Sit where the winchman directs you, fasten your seat belt and study the in flight safety regulation.
Disembarking - Guidance To Passengers a)
Do not leave your seat until instructed to do so.
b)
The winchman will check that the strop is correctly fitted.
c)
Sit in the doorway when the winchman orders you to do so and give the thumbs up signal when ready.
d)
When you reach the deck, let the strop fall to your feet and step clear of it.
e)
Leave the operating area briskly, keeping your head down.
Rescue by Helicopter Rescue by helicopter is used both when rescuing badly injured personnel and when rescuing a whole crew from a ship or survival craft. The helicopter can use several types of lift as follows: Single Lift
Place yourself vertically under the helicopter winch and fit the lifting strop around your body ensuring that it is well under the armpits.
a)
Place yourself vertically under the helicopter winch and fit the lifting strop around your body ensuring that it is well under the armpits.
c)
Pull the toggle on the lifting strop as close to the chest as possible.
b)
Pull the toggle on the lifting strop as close to the chest as possible.
d)
Grip the lifting strop at face level with both hands and keep the elbows firmly against the body.
c)
Grip the lifting strop at face level with both hands and keep the elbows firmly against the body.
d)
Give the the thumbs up signal when you are ready.
Issue: Draft 2
1. Single Lift. Single lift is a typical rescue sling. Approach the sling in a way so that it always is between you and the hoist. The sling is to be put under the armpits and the straps to be tightened.
Single lift refers to using a single sling and being winched up into the helicopter.
b)
e) Give the the thumbs up signal when you are ready.
Illustration 4.3.2a Helicopter Winching
2. Double Lift. When using a double lift the helicopter sends a rescuer down to put the sling around the person to be rescued.
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Knutsen OAS Shipping
Bilbao Knutsen
e)
At the helicopter doorway the winchman will turn you to face outboard and will assist you into the helicopter. Do not try to help him, he has a set routine to follow.
f)
Do not remove the strop until instructed to do so.
g)
Sit where the winchman directs you, fasten your seat belt and study the in flight safety regulation.
Bridge Systems Operating Manual
Double Lift When a double lift is used the helicopter sends down a rescuer to assist and put the sling onto the person to be rescued. As with the single lift place the sling as directed, both the rescuer and person being rescued will be winched up to the helicopter. Basket Lift When using a basket the person being rescued has to sit down with arms and legs inside the basket. The head is to be bent towards the knees and the hands placed around the knees. The basket will be hoisted up and the rescued person assisted by the winchman to enter the helicopter. Stretcher Lift When rescuing badly injured persons a stretcher is used. The person to be lifted is strapped into the stretcher and winched up to the helicopter. This may be carried out from the deck of a large vessel. If from a liferaft the roof of the liferaft must be deflated and all other persons seated on the deflated roof.
Issue: Draft 2
Heading - Page x of x
SECTION 5: EMERGENCY PROCEDURES 5.1
Steering Gear Failure
5.2
Collision and Grounding
5.3
Search and Rescue 5.3.1
Missing Persons
5.3.2
Man Overboard
5.3.3
Search Patterns
5.3.4
Bomb Search
5.4
Emergency Towing and Being Towed
5.5
Oil Spill and Pollution Prevention
5.6
Emergency Reporting 5.6.1
AMVER
5.6.2
AUSREP
Illustrations 5.3.2a Man Overboard 5.3.3a Search Patterns
Knutsen OAS Shipping 5.1
Bridge Systems Operating Manual
Bilbao Knutsen
STEERING GEAR FAILURE
The following actions to be carried out following a failure of the steering gear: a)
Inform the Master.
b)
Inform the engine room.
c)
Attempt to engage the emergency steering. This procedure is posted in the steering gear room.
d)
If steering cannot be re-established, ‘Not Under Command’ shapes or lights are to be exhibited.
e)
Commence sound signalling.
f)
Prepare engines for manoeuvring.
g)
Take the way off the ship.
h)
Prepare for anchoring if in shallow waters.
i)
Evaluate the need for tug escort / assistance.
j)
Evaluate the need for salvage.
k)
Broadcast an URGENCY message to ships in the vicinity.
Procedure for Operation of the Steering Gear on Loss of Remote Bridge Control a)
On loss of steering gear control from the bridge, establish communication with the bridge via the telephone system. A telephone is located on the steering gear compartment platform.
Indication of the rudder angle and a compass repeater are provided for manual control of the steering gear. When operating the steering gear from the local position b)
Follow the instructions from the bridge.
c)
At the control panel for each steering gear turn the remote/local switch to the LOCAL position.
d)
Operate the steering gear in response to requests from the bridge by operating the solenoid valves of the running pump using the 'T' bar on the port/starboard pushbuttons.
Emergency Steering If failure occurs in the remote operating system from the wheelhouse, the steering can be operated from the steering gear room.
Description The steering gear, in accordance with IMO regulations the pumps, hydraulic power circuits and rams can operate as two isolated systems. The steering gear is fitted with an automatic isolation system. This system is used to divide the hydraulic power circuits in the event of a hydraulic oil loss from the oil tanks. In accordance with IMO regulations the hydraulic pumps used in the steering gear are supplied with power from two independent sources. In the event of power failure from the main switchboard, one pump can be supplied from the emergency switchboard.
Issue: Draft 1
5.1 Steering Gear Failure - Page 2 of 2
Knutsen OAS Shipping 5.2
Bridge Systems Operating Manual
Bilbao Knutsen
COLLISION AND GROUNDING
Minimising Damage If a collision is inevitable, damage can be minimised by striking a glancing blow. Collision amidships of either ship must be avoided whenever possible and a bow to bow, quarter to quarter or bow to quarter situation is preferable.
Imminent Collision/Collision
Stranding or Grounding a)
Stop the engine.
b)
Sound the General Emergency Alarm.
c)
Close all watertight doors and non-essential air intakes.
d)
Maintain VHF watch on channel 16 and if appropriate on channel 13.
e)
Switch on deck lighting at night.
a)
Sound the General Emergency Alarm.
f)
Exhibit light/shapes and make appropriate sound signals.
b)
Manoeuvre the ship so as to minimise the effects of collision.
g)
Check the hull for damage and check for oil pollution.
c)
Close all watertight doors.
h)
Sound the bilges and tanks and compare the results against departure soundings.
d)
Switch on deck lighting at night.
i)
e)
Switch VHF to channel 16 and if appropriate to channel 13.
Visually inspect compartments such as the forward store, pump room and engine room if possible.
f)
Make the ship’s position available to the radio room, satellite terminal and other automatic distress transmitters. Update as necessary.
j)
Sound around the ship and determine which way deep water lies and the nature of the seabed.
k)
Consider the following:
g)
Sound bilges and tanks after collision.
•
Reducing IG pressure
h)
Check for fire/damage.
•
Isolating damaged tanks
i)
Prepare the lifeboats and firefighting equipment.
•
Advantages/risks in case of refloating
•
Potential effect of the sea
j)
Check stability/damage stability and manoeuvring capability of the vessel.
•
Potential for pollution
•
Risk of ignition to escaping gas cloud
k)
Offer assistance to the other vessel as appropriate.
•
Potential drift to a perilous location
l)
Broadcast a distress alert and message if the ship is in grave and imminent danger and immediate assistance is required, otherwise broadcast an urgency message.
•
Setting of anchors or taking ballast in empty tanks to stabilise the vessel pending assistance
•
Potential for further damage to the hull or machinery
m) Evalute if any unignited cargo gas is escaping. Assess the danger of ignition and issue warnings as appropriate. Minimise the danger by manoeuvring the vessel, if practical.
Issue: Draft 2
l)
n)
Reduce the draught of the ship by the transfer of cargo, ballast or fuel internally, after considering the effects of transfer on stability.
o)
Make the ship’s position available to the radio room, satellite terminal and other automatic distress transmitters. Update as necessary.
p)
Evaluate the need for salvage assistance.
q)
Make ready for lightering or towing.
r)
Communicate with the Casualty Committee and owners/ operators.
s)
Broadcast a distress alert and message if the ship is in grave and imminent danger and immediate assistance is required, otherwise broadcast an urgency message to ships in the vicinity.
Obtain information on local currents and tides, particularly details of the rise and fall of the tide and the weather forecast.
m) Isolate damaged tanks to ensure an intact hydrostatic head and integrity.
5.2 Collision and Grounding - Page 1 of 1
Knutsen OAS Shipping 5.3
SEARCH AND RESCUE
5.3.1
MISSING PERSONS
Bilbao Knutsen
Bridge Systems Operating Manual
In the event of a person being suspected missing, the officer of the watch should be informed and steps put in place to determine if they are actually missing or just not readily available. •
Determine where and when the person was last seen
•
Organise a search of the vessel including decks, engine room and all accessible spaces
•
Prepare to turn the vessel round and retrace the track to where and when there was a last sighting of the person
•
Post additional lookouts
•
Prepare the rescue boat for immediate use and have the crew standing by
Should the on board search not find the person, then use the VHF to call to other vessels in the area asking them to keep a good lookout as they transit the area. Other vessels may join in the search. On arrival at the last known position, a search of the area will be required. This may involve only your own vessel or possibly others who have come to assist. There are several search patterns that can be used and these are set out in Section 5.3.3
Issue: Draft 2
5.3 Search and Rescue - Page 1 of 4
Knutsen OAS Shipping 5.3.2
Bridge Systems Operating Manual
Bilbao Knutsen
MAN OVERBOARD
Illustration 5.3.2a Man Overboard
In the event of a man overboard the following steps should be implemented. •
Shout ‘man overboard’ - indicating port or starboard.
•
Throw the nearest lifebuoy overboard - try and maintain visual contact.
•
Raise the alarm and inform the bridge.
•
The officer of the watch will instigate man overboard procedures including releasing a combined light and smoke lifebuoy to assist in marking the area and sound the general alarm.
•
Activate MOB on the GPS and radar if fitted.
•
Turn the vessel away from the side that the person went overboard and carry out either a Williamson Turn or some other manoeuvre that brings the vessel back on its reciprocal track, heading back towards the target.
•
Post additional lookouts.
•
Prepare the engine room for manoeuvring.
•
Advise any other vessels in the area.
•
Prepare the rescue boat for immediate use and have the crew standing by.
•
Manoeuvre the vessel as close as possible to the target.
•
Launch the rescue boat.
•
Effect a rescue and retrieve the rescue boat.
•
Administer first aid and, if necessary, obtain medical assistance.
1. If Man Overboard. If you observe a man overboard, shout as loud as possible 'Man Overboard! Starboard/Port side!' Throw out a lifebouy at once and give the alarm to the bridge. There is hope that the man overboard will get hold of the lifebuoy and at the same time the man overboard-place has been marked and this facilitates the search. Throw several lifebuoys, if necessary.
2. At Quay or at Anchor. A lifebuoy with a line must always be ready near the gangway.
3. When Embarking or Disembarking the Pilot. A lifebuoy with a line must always be ready near the pilot's ladder. Always be aware of the location of lifebuoys and the various attachments - and how they work.
Issue: Draft 2
5.3 Search and Rescue - Page 2 of 4
Knutsen OAS Shipping 5.3.3
Bridge Systems Operating Manual
Bilbao Knutsen
SEARCH PATTERNS
Search patterns are based on the principle that the vessel works outwards from a starting point, this can be in the form of squares circles or triangles. One or more vessels can be involved and the search area can be expanded if aircraft are involved.
Illustration 5.3.3a Search Patterns Williamson Turn
Ease the helm and steady on Reciprocal Course
Sector Search Pattern
Square Search Pattern
5S miles
2nd Crossleg
S miles 3S miles
Datum
1st Leg S miles
3rd Crossleg
3rd Leg
2nd Leg
5S miles
3S miles
S miles
60° - 70° 2S miles
4S miles
First Search
When the ship's head is 60° off original course, put helm Hard to Port
Second Search 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 commenced 30° to starboard of the original track.
4S miles
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 Starboardput helm to Starboard
Original Course
Issue: Draft 2
5.3 Search and Rescue - Page 3 of 4
Knutsen OAS Shipping 5.3.4
Bilbao Knutsen
Bridge Systems Operating Manual
BOMB SEARCH
If it is suspected that a bomb has been placed on board, the local port authority is to be informed so that they can organise a bomb disposal team. If the vessel is at sea then the ship's personnel will have to attempt to locate the device. The ship's crew should be divided up into small teams of two or three men and in such a way that those familiar with certain areas seach that area. The most likely area for placing bombs is where they can cause the most damage i.e engine rooms or control rooms, but other areas will also have to be checked. With modern technical advances it is possible the bomb could be activated by remote control. With this in mind the use of ship's portable radios should be avoided. During any search great care should be taken to avoid disturbing any device as again movement may be the trigger for detonation. In the event of a device being found, all personnel should be moved away to an area of safety and the immediate area sealed off as far as practicable. Firefighting gear should be made ready so that in the event of detonation damage control can be activated very quickly. Advice and assistance should be requested from the owners/local port authorities on how to deal with the situation and where the vessel can go to get this help. Survival craft should be made ready in case the situation demands the abandonment of the vessel.
Individual Responsibilities when Conducting a Bomb Search The following muster list shows the areas to be searched by each crew member in the event of a bomb search. Each vessel will organise and produce its own plan of action for stowaway and bomb searches. The attached check list is a possible plan.
Issue: Draft 2
5.3 Search and Rescue - Page 4 of 4
Knutsen OAS Shipping 5.4
EMERGENCY TOWING AND BEING TOWED
The vessel is fitted with a specially designed Emergency Towing System (ETS). Forward there is a custom built Panama fairlead, a section of towing chain and a towing bracket. On the poop is situated the automated equipment which allows the towing wire to be released and deployed by one man.
Being Towed Stern System To deploy this, open the flap on the box containing the orange float and messenger lines. The orange float is dropped to the waterline through the fairlead, pulling out the messenger line. The messenger line is now ready for the towing vessel to pick up and secure. Once the tug has secured the messenger line, it can haul on it, which in turn pulls out the towing pennant from the storage box. This system can be used when the vessel has lost all power and is dead in the water. (See Section 3.1.3)
Bow System Using the bow system will require considerable manpower, time to rig and the availability of the deck machinery. It is most likely to be used in conjunction with a salvage tug and for a preplanned tow with the vessel in no immediate danger. To rig the system it will be necessary first to place the section of towing chain in the towing bracket, then using light lines and messengers, finally heaving on board the tug’s towing wire which is then secured to the vessel’s towing chain with the purpose designed shackle. Ensure that the towing chain, when slackened back, passes through the Panama fairlead. This will prevent the towing wire from unnecessary chafing. Where the ship is totally without power but towage from the bow is still necessary, a messenger can be led from the ocean going tug through the vessel’s towing fairlead and returned to the tug. The tug’s winch is then used to heave round the towing wire for connection to the ship’s chain. Towing Another Ship There are many factors which determine the most suitable method of taking another vessel in tow. Type and size of the ship to be towed, the urgency of the situation, the duration of the tow and route to be taken. Taking into account 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 emergency. For example, preventing a vessel from grounding when neither a tug nor more suitable vessel is available, the following should be considered:
Issue: Draft 2
Bridge Systems Operating Manual
Bilbao Knutsen The initial information required:
Steering Problems If towing by the stern and the rudder is not locked, the rudder may assume the hardover position.
•
Urgency of the situation, time available before grounding
•
Size of the other vessel
•
Type of towing equipment available
•
Is power available for deck equipment?
If towing by the bow and the disabled vessel’s engines are used, the propeller race can cause the rudder to assume a hardover position.
•
Available manpower
The disabled vessel’s trim if possible should be as follows:
Connecting the Tow
•
Towed by the bow trim should be one in one hundred by the stern
•
Decision made by Master as to equipment usage
•
Towed by the stern trim should be one in eighty by the head
•
Use towing vessel’s emergency towing arrangement (preferred due to poop configuration)
•
Steer directly into wind to minimise yaw
•
Some larger vessels yaw the least on a heading 20° to 30° off the wind
•
Use towed vessel’s emergency towing arrangement
•
Establish continuous radio communication between the vessels
•
Pass a light line between the vessels
•
Connect to emergency towing arrangement buoy line and deploy when other vessel ready
•
Tow wire connected to other vessel
If picking up other the vessel’s tow wire, rig a bridle between two of the poop winches using their wires and connect to the tow wire using a suitable shackle.
Passing Tow Line Alternatives Use line throwing apparatus to pass an initial light line followed by heavier lines. A helicopter with a lift capacity of two to three tons could be used to facilitate the connection. It should be remembered that speed and yaw have a considerable effect on the forces acting against a tow. In the case of speed, the forces vary directly as the speed squared.
(Note: The designed brake load on each winch is 80% of the wire breaking strain but this could vary depending on the brake linings.) Commencing Tow a)
The towing vessel to make way very gradually, using her engines in short bursts of minimum revolutions.
b)
Increase speed in stages of five revolutions per minute. Do not alter course until both vessels are moving steadily.
c)
When altering course do so in stages of 5°.
d)
The towing vessel should use its steering gear in conjunction with the towed vessel.
e)
If the towed vessel’s steering is not available her rudder should be placed amidships and locked.
f)
The towed vessel should not use her engines unless requested to do so.
5.4 Emergency Towing and Being Towed - Page 1 of 1
Knutsen OAS Shipping 5.5
OIL SPILL AND POLLUTION PREVENTION
Refer to the Ship’s Oil Pollution Emergency Plan (SOPEP), Vessel Response Plan (VRP). The avoidance of pollution is of paramount importance. The company regulations must be consulted and the procedures and response plans contained must be well known to all officers. (Note: Where action is taken to prevent or minimise oil spillage, no action must be undertaken that could jeopardise the safety of personnel on board or on shore.)
Checklists Company and terminal checklists must be completed prior to commencement of any operation that may involve a risk of pollution. It is the responsibility of the Chief Engineer to ensure that these checklists are properly completed, with shore representatives in attendance, as appropriate. Prior to loading or discharging, a terminal representative will contact the Chief Engineer to discuss safety procedures and complete the ship/shore safety checklist. If it is not possible to comply with all the provisions of the ship/shore checklist a reason should be given and agreement reached upon appropriate precautions to be taken between the vessel and the terminal. Where a question is considered to be not applicable, then a note to that effect should be inserted in the remarks column. The Chief Engineer should take personal charge of all bunkering operations to ensure that frequent ullage/sounding checks are made and that bunker loading rates are reduced when topping off oil tanks. Similarly, when transferring fuel oil from main tanks to settling/ready use tanks, the ullages/soundings must be frequently checked. Do not rely on high level alarms and automatic pump cutoffs as these can malfunction.
Scupper Plugs Many pollution incidents in ports are due to improperly sealed scuppers. For this reason, it is most important that the Chief Engineer and responsible watchkeeping officers check all scupper plugs routinely during oil transfer operations. Where scuppers are plugged using wooden blocks, these must be cemented into place. CAUTION Scupper plugs are not to be removed during bunkering operations.
Issue: Draft 2
Bridge Systems Operating Manual
Bilbao Knutsen
plan should be drawn up prior to bunkering and all personnel involved in bunkering must be fully aware of the contents of the plan and understand the entire operational procedure. Company rules regarding the taking of bunkers and transfer of fuel oil within the ship must be understood by all involved in the bunkering or fuel oil transfer procedure.
Do not forget to plug the scuppers by the accommodation sides and in the areas adjacent to the oil tanks (poop deck, focsle). There are many fuel oil ventilator pipes in these areas, all of which are potential sources of oil pollution. Where ships are fitted with spill containers around bunker tank vents and save-alls around bunker and cargo manifold connections, the plugs should be suitably secured to the save-all and fitted when in any port. b)
As far as possible new bunkers should be segregated from existing bunkers on board. This should be noted in the bunkering plan and precautions taken as appropriate.
c)
No internal transferring of bunkers should take place during bunker loading operations, unless permission has been obtained from the Chief Engineer.
d)
The Chief Engineer should calculate the estimated finishing ullages/dips, prior to the starting of loading.
e)
Bunker tanks should not exceed 95% full.
f)
Any bunker barges attending the vessel are to be safely moored alongside before any part of the bunker loading operation begins. Frequent checks must be made of the mooring arrangements as the bunker barge draught will change during bunkering.
g)
Level alarms fitted to bunker tanks should be tested prior to any bunker loading operations.
h)
The soundness of all lines should be verified by visual inspection.
i)
The pre-bunkering checklist should be completed.
j)
The Chief Engineer is responsible for bunker loading operations, assisted at all times by a sufficient number of officers and ratings to ensure that the operation is carried out safely.
k)
A watch should be kept at the manifold during loading.
l)
All personnel involved in the bunkering operation should be in radio contact.
The sea water alongside the vessel must be inspected for traces of oil a few minutes after operations have begun and periodically while operations continue. A supply of absorbent granules should be kept near the hose connections when in port. Sawdust should not be used to soak up oil as this presents a fire hazard. If, despite the adherence to proper procedures, an oil spill does occur, all bunker operations should be stopped by the quickest means possible and should not be restarted until the source of the leak has been identified and cured and hazards from the released oil have been eliminated. In most cases, the cause of the leak will be obvious but, in some instances, such as spillages resulting from a slight hull leakage, the source may be difficult to locate, requiring the services of a diver.
Tank Overflow Tank overflows should be avoided at all times. Correct use of the ship’s ullaging equipment and testing of the high level alarms prior to commencing oil transfer operations, will help prevent this. Remember that when topping-off oil tanks, the loading rate must be reduced. If an oil tank overflows, the level within the tank must be lowered by dropping back to an empty, or partially empty tank. It must not be allowed to fill the overflow tank. If all of the other oil tanks are full, then the operation should be stopped immediately.
Precautions to be Observed Prior to and During the Loading of Oil Bunkers (Note: Tanks must only be filled to 95% of capacity, permission must be obtained from Tapias Shipping to fill to a maximum of 98%.) (Author’s Note: To be confirmed.) Before and during bunkering, the following steps should be complied with: a)
All engineers and other personnel involved in the bunkering process should know exactly what role they are to play and what their duties are to be. Personnel involved should know the location of all valves and gauges and be able to operate the valves both remotely and locally if required. A bunker
m) The maximum pressure in the bunker line should be below 5.0kg/cm2. The relief valve discharges oil to No.2 port HFO tank. n)
Safe means of access to barges/shore shall be used at all times.
o)
Scuppers and save-alls, including those around bunker tank vents, should be effectively plugged. 5.5 Oil Spill and Pollution Prevention - Page 1 of 2
Knutsen OAS Shipping p)
Drip trays are to be provided at bunker hose connections and means of containing any oil spills must be in place.
q)
The initial loading rate must be agreed with the barge or shore station and bunkering commenced at an agreed signal. Only upon confirmation of there being no leakage and fuel only going into the nominated tank, should the loading rate be increased to the agreed maximum.
r)
Bridge Systems Operating Manual
Bilbao Knutsen
When the tank being filled reaches 90% full, the filling rate should be reduced by diverting some of the flow to another bunker tank; if the final tank is being filled the pumping rate must be reduced. Filling of the tank must be stopped when the tank reaches 95% full. When topping off the final tank the filling rate must be reduced at the barge or shore station and not by throttling the filling valve.
CAUTION At least one bunker tank filling valve must be fully open at all times during the bunkering operation.
CAUTION In some ports when loading it is forbidden to close ship valves until shore/ barge pumps have stopped. CHECK CAREFULLY, as doing that could worsen the situation by rupturing a line if flow is continuing at pressure. This detail should have been advised to the vessel as part of the prebunkering meeting.
Other Action to Consider Is a local contractor required to assist in the clean up? If so, liaise with agents and head office to arrange this. Make the engines ready as soon as possible in case it is necessary to move. Will it be necessary to disconnect the cargo hoses?
Actions to be Taken Consider floating a mooring rope to contain the spill within the confines of the ship and jetty. Check that all personnel are present and accounted for, check and confirm who is ashore. Designate one person to look for persons not immediately accounted for on board. Record all events. Use all possible means to prevent oil going over the side with the vessel’s antipollution teams and equipment.
If necessary, vacate the berth. However, this may spread the pollution. If it is safe to stay (not floating in too much oil) then do not vacate. Oil dispersant - permission must be obtained and approval gained from the local port authority before introducing any chemicals or oil dispersant into the water. Permission will probably not be given.
Recommended Pollution Equipment •
Scupper plugs
Treat any casualties - further assistance can be requested via the terminal, agents or VHF.
•
Wilden air-driven portable pump
•
Squeegees - rubber blade deck wiper
All relevant information regarding the bunkering operation is to be entered in the Oil Record Book on completion of loading. The information required to be entered includes date, time, quantity transferred, tanks used and personnel involved.
Restrict movement in the polluted area to necessary staff only. Depending on the nature of the occurrence, and the type/position of berth, consider readying a lifeboat for possible evacuation if fire should break out.
•
Scoops, buckets and brushes
•
2 x 200 litre empty drums
•
Absorbent granules
Send a casualty telex (initial short version).
•
Oil dispersant in portable drums
Pollution Responses
On VHF channel 16, inform the port captain or authority of the spillage or use an alternative channel for the particular port.
•
Oil dispersant portable sprayer
•
Cotton waste/rags
•
Oil absorbent materials
•
Protective clothing - rubber gloves, sea boots
•
Sausage booms
•
Patay, hand driven pump
HFO bunker tanks are fitted with high level alarms.
Emergency Plans The MARPOL 73/78 Regulations require that oil tankers of 150 GRT and above must be provided with a Shipboard Oil Pollution Emergency Plan, (SOPEP). Alongside During Cargo Operations Sound fire alarm. Make a PA announcement ‘Pollution incident, all parties muster and report in’ and ‘No smoking on board until further notice.’ Stop the cause of pollution as quickly as possible if it is within the ship’s power to do so. Utilise all available manpower to commence an immediate containment operation.
Issue: Draft 2
If in the USA, inform the USCG. Details are in the SOPEP and Emergency Response Plan. If in California, see additional notes on Californian Oil Spill Contingency Plans and Vessel Response Plan. Inform the agent and get him to contact the local P + I club representative. Breath test all watch keepers and key personnel on duty if the incident appears to have been caused by some on board factor involving them.
In the event of a considerable amount of clean up equipment being used, careful consideration must be given to the disposal of oil soaked materials if these are to be disposed of by incineration.
5.5 Oil Spill and Pollution Prevention - Page 2 of 2
Knutsen OAS Shipping 5.6
EMERGENCY REPORTING
The Company requirements with regard to what and when to report are clearly laid down in the Company Quality Assurance Policy and Procedures.
5.6.1
Bridge Systems Operating Manual
Bilbao Knutsen
AMVER
The principle of any ship reporting system is to tap the resources of the numerous merchant vessels that are at sea at the time of a marine incident. One or more vessels may offer the earliest possible response if located near the casualty. The purpose of AMVER is to maximise the effectiveness of response to a marine emergency by co-ordinating and controlling the assisting ships. AMVER (Automated Mutual-Assistance Vessel Rescue) is operated by the United States Coastguard for all merchant vessels of more than 1,000 grt, on voyages in excess of 24 hours, regardless of nationality. AMVER centres located in New York and San Francisco are capable of processing data automatically and in the event of a marine incident co-ordinate the vessels most suitable to respond. The data is received through a vessel reporting system, these reports may be made free of charge through participating stations.
Arrival Report
5.6.2
This report takes the form of a simple statement that the vessel has reached her intended destination. It should be transmitted as soon as practicable upon arrival.
A similar system is in existence on the Australian coast under the name AUSREP. Participation in this scheme is compulsory for all vessels navigating between Australian ports. The scheme follows a similar reporting format to AMVER, and full details are listed in the Admiralty List of Radio Signals.
AUSREP
Deviation Report This report is used to notify AMVER of any changes to the original sailing plan that take place in the course of a voyage. Should the vessel receive a change of orders the sailing plan should be reviewed and any changes that may apply advised in the form of a deviation report. Pro-forma messages are printed in the Admiralty List of Radio Signals. Vessels participating in the scheme also receive a comprehensive guide in the form of the AMVER users manual. Full details of the scheme can be obtained from:
The reports are made in the following format:
The Commander Atlantic Area, U.S. Coastguard
Sailing Plan
Governors Island New York
This report may be made well in advance of departure from a port. The report includes the ship’s name and call sign, the ports of departure and destination, and the navigational route to be followed between them, along with estimated departure and arrival times. Any special resources such as advanced communication systems should also be included in the report.
NY 1004 - 5099 USA or
Departure Report This report is transmitted as soon as possible after departure. It should include the ship’s name, call sign, and time of departure and either confirm that the original sailing plan remains valid or update the changes instigated.
Position Report This report is transmitted within 24 hours of departure and continues to be transmitted within 48 hour intervals during the course of the voyage. It should include the ship’s name, time and position, together with the destination and latest ETA.
Issue: Draft 2
The Commander Pacific Coast Area, US. Coastguard Government Island Almeda California 94501 - 5100.
5.6 Emergency Reporting - Page 1 of 1
