04/06/2025

ME184413 (3 SKS)
MODULE SEM 4
REGULAR CLASS 10

MARINE AUX. MACHINERY

(PERMESINAN BANTU)
Prof. Dr. Ir. H. Agoes Santoso MSc., MPhil. CEng. FIMarEST., MRINA

COURSES
1. INTRODUCTION TO MARINE AUXILIARY MACHINERY
2. DESIGN CONCEPT OF MARINE AUXILIARY MACHINERY
3. STEERING SYSTEM
4. ANCHOR AND MOORING SYSTEM
5. CARGO HANDLING SYSTEM
6. STABILIZERS
7. BOW THRUSTER
8. Ujian Tengah Semester
9. WATER & WASTE WATER TREATMENT
10. PERALATAN NAVIGASI DAN KOMUNIKASI
11. PERALATAN TREATMENT MINYAK
12. PERALATAN ANTI KEBAKARAN & PENANGGULANGANNYA
13. PERALATAN KESELAMATAN PELAYARAN
14. PERMESINAN BANTU PADA KAPAL NON-CONVENTIONAL
15. PERMESINAN BANTU PADA OFFSHORE RIGS
16. Ujian Akhir Semester

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NAVIGATION
EQUIPMENTS
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1. Gyro Compass
It is used for finding the right
direction. Unlike magnetic
compass, gyro compass is not
hampered by external magnetic
field. It is used to find correct
North Position, which is also the
earth’s rotational axis. Its
repeater system must be present
in the steering platform for
emergency steering

A Gyro compass is a form of

gyroscope, used widely on ships
employing an electrically
powered, fast-spinning
gyroscope wheel and frictional
forces among other factors
utilising the basic physical laws,
influences of gravity and the
Earth’s rotation to find the true
north.

Construction
Gyro compass has become one indispensable instrument in almost all merchant
ships or naval vessels for its ability to detect the direction of true north and not the
magnetic north. It is comprised of the following units:

• Master Compass: Discovers and maintains the true north reading with the help of
gyroscope.
• Repeater Compasses: Receive and indicate the true direction transmitted
electrically from the Master Compass.
• Course Recorder: Makes a continuous record of the manoeuvering on a moving
strip of paper.
• Control Panel: Governs the electrical operation of the system and ascertains the
running condition by means of a suitable meter.
• Voltage Regulator: Maintains constant supply of the ship to the motor-generator.
• Alarm Unit: Indicates failure of the ship’s supply.
• Amplifier Panel: Controls the follow-up system.
• Motor Generator: Converts the ship’s DC supply to AC and energizes the Compass
equipment.

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2. Radar
It is used to determine the distance of the ship from land, other ships, or any
floating object out at sea

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Uses of the Marine Radar

1. To calculate range and bearing of a target and thereafter use the information to
determine speed, course etc.

2. Integration with other shipboard equipment (such as ECDIS) to derive precise

data

3. Navigating own vessel and her course with regard to collision avoidance

4. Fixing the ship’s position using terrestrial objects such as lighthouses, buoys etc.

5. Differentiating between targets in high traffic density areas

6. Determination of the weather, to an extent

7. Use by VTS in controlling coastal traffic

8. Usage of features such as parallel indexing to ensure safe navigation

9. Alleviating workload on the OOW on the bridge

10. Used extensively in pilotage that covers the above aspects

The marine radar is equipment that is perhaps used the most on the ship’s bridge
by the OOW in carrying out a safe navigational watch. A mandatory aid to
navigation, the radar is used in identifying, tracking (with integrated ARPA) and
positioning of vessels (including one’s own vessel) among other things in order to
adhere to the COLREGs so as to safely navigate a ship from one point to another.

The marine radar is classified under the X-band (10 GHz) or S-band (3GHz)
frequencies. The x-band, being of higher frequency is used for a sharper image and
better resolution whereas the S-band is used especially when in rain or fog as well
as for identification and tracking.

Tracking ship (VTS) devices are compulsory as per COLREGS (International

Regulations for Preventing Collisions at Sea).

SOLAS Chapter 5, Regulation 19 states that :

“All ships of 3000 gross tonnages and upwards shall, in addition to meeting the
requirements of paragraph 2.5, have a 3 GHz radar or where considered
appropriate by the Administration a second 9 GHz radar, or other means to
determine and display the range and bearing of other surface craft, obstructions,
buoys, shorelines and navigational marks to assist in navigation and in collision
avoidance, which are functionally independent of those referred to in paragraph.”

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With the help of ship radar, accidents can be prevented at sea with the use of the
various inherent functionalities of the radar (determining the CPA and the TCPA,
EBL, VRM etc). However, even while the ships are docked in the port, with the help
of these radars, the coast guard, VTS and the other authorities can use them to
monitor the traffic in the small radar range.

Operation of the Marine Radars

The operation of the marine radars can be explained as follows:

The parabolic radar antenna transmits and receives electromagnetic waves; as far as a
target being displayed is concerned, that is basically the wave that bounced off a certain
object that paints itself on the PPI (Plan Position Indicator)

The frequency and the time taken by the flashes to return (reflections) to the radar receiver
of the ship helps to find out whether the route of the boat can be continued with or not.
The transmission and receiving of the pulse travels twice the distance in going and hitting
the target and back; therefore, the target displayed on the PPI is basically halved with
regard to its range

On the PPI, the reflections can be seen so that identifying the actual distance of the objects
can be even easier. The same paint on the PPI can be also be checked for determination of
the bearing of the target

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3. Magnetic Compass
The magnetic compass work in conjunction with the magnetic field of the earth. It is
used to get planned direction for the voyage

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Advantages of Magnetic compass:

1. No mechanical moving parts.
2. Does not require electrical power.

Requirements of Magnetic compass

1. At least 1 magnetic compass vessel GRT
150 or more must have 1 spare magnetic
compass.
2. If Satellite compass onboard require 1
magnetic compass.
3. If both magnetic compass burnt L/B
compass may use.
4. Vessel 500 GRT or over must have gyro
compass.
5. To use magnetic compass deviation
card is required.

Limitation of magnetic compass

1. Magnetic compass will not show true
north.
2. It will deflected by electric flow.
3. It will deflected by magnetic field.

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4. Auto Pilot
An autopilot (or pilot) is a mechanical, electrical or hydraulic system which can maintain a
vessel on a predetermined (set) course without the need for human intervention. Using a
direct or indirect connection with a vessel’s steering mechanism, the autopilot relieves
the crew from the task of manually steering the ship.

Autopilot have evolved from simple course holding systems to adaptive computer
systems that offer reduced fuel costs and increased transit times. These new systems
learn the characteristics of the vessel’s handling and minimize rudder movement
reducing drag on the vessel. Increased speed and lower fuel consumption makes
autopilot more user friendly.

Autopilots do not replace a human operator, but assist them in controlling the ship,
allowing them to focus on broader aspects of operation, such as monitoring the
trajectory, weather and systems.

This instrument is not to replace the helmsman.

- It is not to be used in restricted waters or during manoeuvring.
- Not to be used for large alterations of more than 15-20
- Autopilot will operate efficiently over a certain speed (approx. > 5 knots),
below which it will start to wander.
- Autopilot is normally used when ship has to steer same course for long period of time.

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What are different Steering modes of Auto Pilot?

• Auto / manual:
allows user to select between manual steering & autopilot. Officer to steer correct course,
rudder to be on midships,course to steer set (gyro pointer on lubber line), off course alarm
set before changing over to autopilot.

• Follow up:
if rudder is to be put on starboard 10, helm is put on starboard 10. When helm is on
midship rudder will return to midships.

•Non-follow up:
if rudder to be put on starboard 10
helm is turned to starboard, a few
degrees before starboard 10 the
helm is put on midships, rudder
then settles on starboard 10.
If rudder goes beyond starboard
10, slight port helm to be given.

Rudder will remain on starboard

10 even when helm is returned to
midship. To bring it back to
midships port helm to be given.

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5. ARPA
Automatic Radar Plotting Aid displays the position of a ship and other vessels
nearby. The radar displays the position of the ships in the vicinity and selects the
course for the vessel by avoiding any kind of collision.
It utilized to improve the standard of collision avoidance at sea. Primarily designed
as anti-collision radar, the ARPA technology removed the chore of plotting targets
manually on a reflection plotter or separate plotting aid. The system is able to
acquire automatically and constantly monitor number of targets, plot their speeds
and courses, present these as vectors on the display screen, updated with each
sweep of the antenna, and calculate their closest points of approach to own ship
and the time before that will occur.

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While many different models of ARPAs are available on the market, the following
functions are usually provided:

1. True or relative motion radar presentation.

2. Automatic acquisition of targets plus manual acquisition.

3. Digital read-out of acquired targets which provides course, speed, range,

bearing, closest point of approach (CPA, and time to CPA (TCPA).

4. The ability to display collision assessment information directly on the Plan

Position Indicator (PPI), using vectors (true or relative) or a graphical Predicted
Area of Danger (PAD) display.

5. The ability to perform trial maneuvers, including course changes, speed

changes, and combined course/speed changes.

6. Automatic ground stabilization for navigation purposes. ARPA processes radar

information much more rapidly than conventional radar but is still subject to the
same limitations. ARPA data is only as accurate as the data that comes from
inputs such as the gyro and speed log.

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6. Automatic Tracking Aid (ATA)

Just like ARPA, automatic tracking aid displays the information on tracked targets in
graphic and numeric to generate a planned layout for a safer and collision free
course.

SOLAS Chapter V Annex 16:

Radar and associated equipment required by Regulation 19 of SOLAS V comprise:

Radar unit – 9 GHz
Radar unit – 3 GHz
Electronic Plotting Aid (EPA)
EPA equipment enables electronic plotting of at least 10 targets, but without automatic
tracking.

Automatic Tracking Aid (ATA)

ATA equipment enables manual acquisition and automatic tracking and display of at least 10
targets.
Automatic Radar Plotting Aid (ARPA)
ARPA equipment provides for manual or automatic acquisition of targets and the automatic
tracking and display of all relevant target information for at least 20 targets for anti-collision
decision making. It also enables trial manoeuvers to be executed.

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CARRIAGE REQUIREMENTS

9 GHz Radar - is required on any vessel of 300 gt. and over.

3 GHz Radar - to- be fitted as the second radar, which is required on

ships of 3000 gt. and over unless the Administration considers it
appropriate to carry a second 9 GHz Radar. The two radars must be
functionally independent of each other. The MCA will require a reasoned
case for why a 3 GHz radar cannot be carried.

EPA - To be incorporated in Radar equipment on ships of 300 gt. and

over, but less than 500 gt

ATA - To be incorporated in Radar equipment on ships of 500 gt. and

over (replacing the requirement for an EPA)
On ships of 3000 gt. and over the second radar must also be equipped
with an ATA. The two ATAs must be functionally independent of each
other.

ARPA - To be incorporated in one radar equipment on ships of 10000

gt. and over. The second unit must incorporate ATA if not ARPA.

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7. Speed & Distance Log Device

The device is used to measure the speed and the distance traveled by a ship from a
set point. By calculating the same, ETA of the ship is adjusted or given to the port
authority and agent.

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SOLAS requires that speed and distance measuring devices are fitted on:

1. Cargo ships of 300 GT and over and passenger ships irrespective of size for
measuring speed and distance through the water (SOLAS regulation
V/19.2.3.4)

2. Ships of 50,000 GT and over for measuring speed over the ground in the
forward and athwartships direction (SOLAS regulation V/19.2.9.2).

The International Maritime Organization (IMO) has issued a clarification that on

ships requiring both devices (i.e. ships of 50,000 gt and over) the requirement
should be fulfilled by two separate devices: one speed and distance measuring
and indicating device capable of measuring speed through water; and one
separate speed and distance measuring and indicating device capable of
measuring speed over the ground in the forward and athwartships direction.

These amendments are published in IMO resolution MSC.334(90) and the IMO
circular MSC.1/Circ.1429 and apply to devices installed on ships constructed on or
after July 1, 2014.

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8. Echo Sounder
This instrument is used to measure the depth of the water below the ship’s bottom
using sound waves.

SONAR
Echosounder
Fishfinder
Integrated GPS Echosounder

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Echo sounding is a type of SONAR

used to determine the depth of water
by transmitting sound pulses into
water. The time interval between
emission and return of a pulse is
recorded, which is used to determine
the depth of water along with the speed
of sound in water at the time. This
information is then typically used for
navigation purposes or in order to
obtain depths for charting purposes.
Echo sounding can also refer to
hydroacoustic "echo sounders" defined
as active sound in water (sonar) used
to study fish (called as FISHFINDER).

Hydroaccoustic assessments have

traditionally employed mobile surveys
from boats to evaluate fish biomass
and spatial distributions. Conversely,
fixed-location techniques use
stationary transducers to monitor
passing fish.

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(A) = Title Bar

(B) = Echograms
(C) = Main menu
(D) = Taskbar
(E) = Replay bar
(used during playback)
(F) = Submenus
(G) = Information panes

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Humminbird Helix 5 Di GPS Dual Beam Plus Fishfinder Echo Sounder

Brand new: lowest price

£526.90
+ £11.13 Postage

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9. Electronic Chart Display Information System

Known well as ECDIS. is a development in the navigational chart system used in
naval vessels and ships. With the use of the electronic chart system, it has become
easier for a ship’s navigating crew to pinpoint locations and attain directions.

ECDIS complies with IMO Regulation V/19 & V/27 of SOLAS convention as
amended, by displaying selected information from a System Electronic Navigational
Chart (SENC). ECDIS equipment complying with SOLAS requirements can be used
as an alternative to paper charts. Besides enhancing navigational safety, ECDIS
greatly eases the navigator’s workload with its automatic capabilities such as route
planning, route monitoring, automatic ETA computation and ENC updating. In
addition, ECDIS provides many other sophisticated navigation and safety features,
including continuous data recording for later analysis.

The ECDIS utilises the feature of the Global Positioning System (GPS) to
successfully pinpoint the navigational points. It also has to be noted that the ECDIS
adheres to the stipulations set by the International Maritime Organisation, and thus it
adds to the trustworthiness of the electronic chart system. ECDIS is basically a
navigational information system, interfaced with other navigational equipments such
as the GPS, Gyro, RADAR, ARPA, Echo Sounder etc.

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ECDIS also incorporates and displays information contained in other nautical

publications such as Tide Tables and Sailing Directions and incorporates additional
maritime information such as radar information, weather, ice conditions and automatic
vessel identification.

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ADVANTAGES OF ECDIS OVER PAPER CHARTS

1. All information is processed and displayed in real time

2. It eases the process of passage planning
3. One can get all necessary navigational information at a glance
4. Alarms and indications are in place to indicate and highlight dangers
5. Chart correction is made easier in ECDIS as compared to paper charts
6. Charts can be tailored as per the requirement of the voyage
7. Other navigational equipments such as the AIS, ARPA etc can be overlayed and
integrated
8. Charts can be oriented as per requirement
9. With the facility to zoom in and out, features can be examined as per necessity
10. One can obtain a more accurate ETA
11. Charts can be interrogated for detailed information
12. All in all, it enhances the safety of navigation

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Types of ECDIS charts

1.Raster Chart (RNC): RNCs are direct copy or a scan of the paper charts. It
looks identical to a paper chart as all the information shown is directly printed.
The chart only grows larger or smaller as per the zooming and when rotated,
everything rotates.

2.Vector Chart (ENC): ENCs are computer generated charts. The details on an
ENC can be turned on and off depending on the requirement of the user. Objects
on the ENC can be clicked for more details on the same. Depths can also be
monitored to obtain a warning with regard to grounding. When zooming, the
features grow large or small but the text remains the same.

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IMO Performance Standards for ECDIS

1.The primary function of ECDIS is to contribute to safe navigation

2.ECDIS with adequate back up arrangements may be accepted as complying with the up to
date charts required by Regulation V/20 of the 1974 SOLAS Convention

3.In addition to the general requirements for shipborne radio equipment forming part of the
GMDSS and for electronics navigational aids contained in IMO Resolution A.694 (17), ECDIS
should meet the requirements of this performance standard

4.ECDIS should be capable of displaying all chart information necessary for safe and efficient
navigation originated by, and distributed on the authority of government authorized
hydrographic offices

5.ECDIS should facilitate simple and reliable updating of the electronic navigational chart

6.ECDIS should reduce the navigational workload compared to using the paper chart. It should
enable the mariner to execute in a convenient and timely manner all route planning, monitoring
and positioning currently performed on paper charts. It should be capable of continuously
plotting the ship’s position

7.ECDIS should have at least the same reliability and availability of presentation as the paper
chart published by the Government authorized hydrographic offices.

8.ECDIS should provide appropriate alarms or indications with respect to the information
displayed or malfunction of the equipment

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10. Automatic Identification system

Automatic Identification System (AIS) is an automated tracking system that
displays other vessels in the vicinity. It is a broadcast transponder system which
operates in the VHF mobile maritime band. Your own ship also shows on the
screens of other vessels in the vicinity, provided your vessel is fitted with AIS. If
AIS is not fitted or not switched on, there is no exchange of information on ships
via AIS. The AIS onboard must be switched on at all times unless the Master
deems that it must be turned off for security reasons or anything else. The working
mode of AIS is continuous and autonomous.

Why is AIS provided?

It is fitted on ships for identification
of ships and navigational marks.
However, it is only an aid to navigation
and should not be used for collision
avoidance. Vessel Traffic Services (VTS)
ashore use AIS to identify, locate and
monitor vessels. The Panama Canal
uses the AIS as well to provide
information about rain along the canal
as well as wind in the locks.

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SOLAS Requirements
The IMO Convention for the Safety Of Life At Sea (SOLAS) Regulation V/19.2.4
requires all vessels of 300 GT and above engaged on international voyages and
all passenger ships irrespective of size to carry AIS onboard.

AIS Types
1.Class A: Mandated for all vessels 300 GT and above engaged on international
voyages as well as all passenger ships

2.Class B: Provides limited functionality and intended for non SOLAS vessels.
Primarily used for vessels such as pleasure crafts

AIS operates principally on two dedicated frequencies or VHF channels:

• AIS 1: Works on 161.975 MHz- Channel 87B (Simplex, for ship to ship)
• AIS 2: 162.025 MHz- Channel 88B (Duplex for ship to shore)

It uses Self Organizing Time Division Multiple Access (STDMA) technology to

meet the high broadcast rate. This frequency has a limitation of line of sight which
is about 40 miles or so.

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How does AIS work exactly? How do we obtain all this data?

Originally, AIS was used terrestrially, meaning the signal was sent from the boat to
land, and had a range of roughly 20 miles (also taking into account the curvature of
the earth). As ships began sailing further and further away from land, they began
sending the signal to low orbit satellites, which then relayed information back to land.
This meant ships could sail as far as they like, and we’d always have peace of mind
knowing exactly where they are, and how they’re doing.

The AIS system consists of one VHF transmitter, two VHF TDMA receivers, one VHF
DSC receiver, and a standard marine electronic communications link to shipboard
display and sensor systems. Position and timing information is normally derived from
an integral or external GPS receiver. Other information broadcast by the AIS is
electronically obtained from shipboard equipment through standard marine data
connections.

Although only one channel is necessary, each station transmits and receives over
two radio channels to avoid interference and to avoid communication loss from ships.
A position report from one AIS station fits into one of 2250 time slots established
every 60 seconds. AIS stations continuously synchronize themselves to each other,
to avoid overlap of slot transmissions.

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Data Transmitted
1. Static Information (Every 6 minutes and on request):
• MMSI number
• IMO number
• Name and Call Sign
• Length and Beam
• Type of ship
• Location of position fixing antenna
2. Dynamic Information (Depends on speed and course alteration)
• Ship’s position with accuracy indication
• Position time stamp (in UTC)
• Course Over Ground (COG)
3. Voyage Related Information (Every 6 minutes, when data is amended, or on
request)
• Ship’s draught
• Type of cargo
• Destination and ETA
• Route plan (Waypoints)
4. Short safety related messages
• Free format text message addressed to one or many destinations or to all
stations in the area. This content could be such as buoy missing, ice berg
sighting etc.

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Limitations of AIS
1. The accuracy of AIS information received is only as good as the accuracy of the
AIS information transmitted
2. Position received on the AIS display might not be referenced to the WGS 84 datum
3. Over reliance on the AIS can cause complacency on the part of the OOW
4. Users must be aware that erroneous information might be transmitted by the AIS
from another ship
5. Not all ships are fitted with AIS
6. The OOW must be aware that AIS, if fitted, might be switched off by a certain
vessel thereby negating any information that might have been received from such
ship
7. It would not be prudent for the OOW to assume that the information received from
other ships might not be fully accurate and of precision that might be available on own
vessel

To sum it up, the AIS only improves the safety of navigation by assisting the
OOW/VTS or whatever entity. It’s pretty easy to install as well, as AIS is generally
integrated with ship bridge systems or multifunctional display, but installing a
standalone system is as straightforward as plugging in a couple of cables and
switching on the plug.

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11. LRIT
The Long Range Tracking and Identification (LRIT) is an international tracking and
identification system incorporated by the IMO under its SOLAS convention to ensure a
thorough tracking system for ships across the world.

It came into existence on the 19th May 2006 and was incorporated formally starting from
January 2008. Based on these lines, those ships which were built on or following
31st December 2008 were required to have this system of vessel identification.

LRIT system forms a very important ambit in the SOLAS convention. LRIT was designed as
per the recommendations of one of the Maritime Security Committee (MSC) resolutions.
The ship tracking system has been specifically incorporated. This has been done so that the
countries that fall under the purview of the SOLAS convention can share the necessary
marine security information along with all other required information about the ships that
sail through the countries’ coastal boundaries.

The vessel tracking systems is a clear system that does not allow any confusion to creep in
with respect to the existing UNCLOS. In a similar manner, the tracking of ships system does
not interfere with the individual maritime operational laws of countries where it is
applicable.

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As per the LRIT requirements, the ships that come under its purview are:
• All ships used for the purpose of passenger transportation.
Such a criteria includes even the faster and speedier ships

• All offshore rigs used for the purpose of drilling oil in the high seas

• All ships used for the purpose of cargo-carrying. This criterion also includes
speedier vessels as also ships with a weight of over 300 gross tons

The most important advantage of having this system is that the information required to
be shared is restricted only to those parties which are required to have it. This reduces
unnecessary problems and increases the transparency and viability of the system on
the whole.

The main requirements to the system’s application are the following:

• The transmitting device and gadget to send the information data
• Specific providers for this type of communication service. One such service provider is
the Absolute Maritime Tracking Services, Inc. (AMTS) established by the Panama Flag
Registry. This service provider is the sole service provider to those ships falling under the
Panamanian registration
• Centers of data for the system
• Service providers for the overall application of the system
• A thorough distribution plan for the data collected from the system
• International data exchange for the LRIT application also forms an important part of the
overall system requirements

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12. Rudder Angle Indicator

Rudder angle indicator, as the name indicates, provide the angle of the rudder. The
display is provided on bridge to control the rate of turn and rudder angle of the ship.

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13. Voyage Data Recorder

The IMO defines the Voyage Data Recorder as a complete system, including any
items required to interface with the sources of input signals, their processing and
encoding, the final recording medium, the playback equipment, the power supply
and dedicated reserve power source.

Akin to the ‘Black Box’ on airplanes, a Voyage Data Recorder is an equipment

fitted onboard ships that record the various data on a ship which can be used for
reconstruction of the voyage details and vital information during an accident
investigation.

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Information is stored in a secure and retrievable form, relating to the position,

movement, physical status, command and control of a ship over the period and
following an incident. This information is used during any subsequent safety
investigation to identify the cause(s) of the incident.

Aside from its usage in accident investigation, it can also be used for preventive
maintenance, performance efficiency monitoring, heavy weather damage analysis,
accident avoidance and training purposes to improve safety and reduce running
costs.

Understanding VDR
As mentioned earlier, a VDR or voyage data recorder is an instrument safely
installed on a ship to continuously record vital information related to the operation
of a vessel. It contains a voice recording system for a period of at least last 12
hours (for VDRs installed post-July 2014, the period of the integrated details
recorded is 48 hours as per the MSC Resolution 333.90). This recording is
recovered and made use of for investigation in events of accidents in a compressed
and digitized format.

A ship’s VDR is far superior to a black box of an aeroplanes as it stores a variety of

data and that too for not less than a period of 12 hours. The data records covering
the last 12 hours are continuously overwritten by the latest data.

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Carriage requirements for VDR

As with all the navigational equipment carried onboard, the VDR also comes under
the purview of the SOLAS Chapter V, Regulation 20 as well as Annex 10. The
details of it are as follows

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The VDR at least must record the following:

• Date and time (SVDR)
• Ship’s position (SVDR)
• Speed and heading (SVDR)
• Bridge audio (SVDR)
• Communication audio (radio) (SVDR)
• Radar data (SVDR)
• ECDIS data (SVDR)
• Echo sounder
• Main alarms
• Rudder order and response
• Hull opening (doors) status
• Watertight and fire door status
• Speed and acceleration
• Hull stresses
• Wind speed and direction

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14. Rate of turn indicator

It indicates how fast the ship is turning at steady rate, normally shown as number of
degree turned.

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OVERVIEW
The MD77ROT from MARINE DATA is a NMEA-based Rate of Turn Indicator, displaying
the Rate in degrees per minute. Housed in a robust, compact aluminium enclosure with a
touch panel for background and pointer illumination, the MD77ROT is ideal for any
vessel.
The MD77ROT provides a clear and easy to read 118 mm diameter analogue dial display
graduated in 1 degree per minute rate increments. Rate range: Up to 30 degrees per
minute to Port and Starboard.
Compact and rugged, the MD77ROT offers a solution for locations where the available
space is limited and may be either bulkhead or panel mounted. Finished in jet black to
complement other marine navigation equipment.
The MD77ROT from MARINE DATA: flexible in application, easy to install and simple to
maintain.

SPECIAL FEATURES
• Automatic warning of lost valid rate of turn data
• Automatic detection of previously lost rate of turn data without a reset required
• Local and Remote dimming control

APPLICATIONS
To display Rate of Turn (ROT) data transmitted from NMEA 0183 compatible marine
equipment at a convenient location

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15. GPS Receiver

A Global Positioning System (GPS) receiver is a display system used to show the
ship’s location with the help of Global positioning satellite in the earth’s orbit.

The Global Positioning System, originally Navstar GPS, is a space-based radio navigation system owned by the United
States government and operated by the United States Air Force.
Satellites in orbit : 31 Accuracy : 5 meters
Total satellites : 33 First launch : February 1978; 40 years ago
Orbital height : 20,180 km (12,540 mi) Operator(s) : AFSPC

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16. Sound Reception System

This system is required for a ship with fully enclosed type bridge. It enables the
navigating officer inside the cabin to listen to the sound signals and fog horn from
other ships.

Description
The system is monitoring, according to requirements, frequencies between 70 and
820 Hz. Four, VSS-222 weather proof microphones are mounted outside the
wheelhouse and connected to the VSS-111 auto amplifier and load-speaker within
the bridge. By use of four microphones the VSS system will detect the direction of
the incoming signal and activate the corresponding LED at the VSS-111 front panel.
The four microphones operate in pair depending on the direction of the received
sound signal. The microphone first detecting the sound will be registrated and it will
lock against the influence from the other microphones. This will repeat each time a
signal is strong enough to trig the detector.

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JOTRON SR 8200 SOUND RECEPTION SYSTEM The Phontech Sound Reception system SR
8200 is designed for use on a one man operated bridge to receive sound signals from
outside the wheelhouse. The system is in accordance with Det Norske Veritas (DNV) Rules
for Ships, Part 6 Chapter 8 - Nautical Safety.

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17. Navigational Lights

The primary function of marine
navigation lights is to aid prevention of
any major accident from happening. All
boats, whether big or small are required
to have night lights as a part of the
navigation systems. This system was
introduced in the year 1838 by the
United States and then was followed by
the United Kingdom in 1849. In the year
1889, the International Maritime
Conference was established by the
United States to establish proper
guidelines to prevent marine accidents.
In the year 1897, these rules were
officially adopted internationally. The
colour of the lights that were required to
be used as specified by a set of rules
passed in the UK. On the basis of this
rule, three colours were chosen: red,
green and white. Even today, the marine
navigation lighting consists of these
three colours.

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18. Ship Whistle

A ship’s horn is known as whistle and it is generally provided
in duplicate. One is driven by air and the other is electrically
operated.

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19. Daylight Signaling Lamp

They are light signaling devices used
for emergency signaling in the day time.

"Daylight signalling lamps" means

lamps suitable for transmitting white
light signals to an observer by focused
light beams which may be fixed or
portable.

"Switch-on time" means the period of

time required for reaching 95% of the
required luminous intensity after the
daylight signalling lamp has been
switched on.

"Switch-off time" means the period of

time required for luminous intensity to
decrease to 5% of the required
luminous intensity after the daylight
signalling lamp has been switched off.

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20. Pilot Card

It is an informative booklet provided to
the ship’s pilot. It consists of the
dimension, draught, turning circle,
maneuvering, propulsion equipment
etc. of the vessel for safe maneuvering.

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21. Voyage Plan

A voyage Plan must be present onboard for referring past voyage plans or planning
a future voyage.

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There is a tightening grip on the maritime industry which can be summed up in two
words: cost and regulations. In an effort to assist ship operators, IMO regulations
have mandated implementation of a Ship Energy Efficiency Management Plan
(SEEMP), which is designed for increasing levels of vessel and fuel efficiency, while
reducing greenhouse gas emissions. Ultimately these measures, when implemented
over time, will save money through lower bunker consumption and lower vessel
costs through better vessel and voyage efficiency.

IMO Regulation MEPC.213 (63) provides "Guidance on Best Practices for Fuel-
Efficient Operations for Ships", which details a number of energy improvement
methods for consideration as part of a SEEMP. Weather Routing, Inc. (WRI) can
assist with compliance and ship and voyage efficiency by providing tools, guidance
and reports for voyage planning, voyage execution and voyage analysis.

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22. Forecastle Bell

It is used to mark the presence of the ship in fog or bad weather and sound the
alarm in case of any emergency.

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23. Maneuvering Booklet

In this booklet the performance of the
propulsion plant and the ship during
maneuvering in different weathers and
situations is recorded for quick reference.

The manoeuvring booklet should be available on board and should contain comprehensive
details of the ship manoeuvering characteristics and other relevant data.

As per IMO Resolution A601(15), Provision and display of manoeuvring information on

board (Following taken from MGN 201 (M+F) – Manoeuvring information on board
ships) Applicable to all ships to which SOLAS applies

Manoeuvring Booklet includes:

• Should be available on board
• Should contain comprehensive details of the ship’s manoeuvring characteristics &
other relevant data
• Should include information shown on the wheelhouse poster
• Most of the manoeuvring information in the booklet can be estimated but some
should be obtained from trials
• The information in the booklet maybe supplemented in the course of the life of the
ship

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Recommended Contents:
1.Manoeuvring characteristic in deep water
1. Course Change performance
2. Turning circles
3. Accelerating turns
4. Yaw checking tests
5. MOB & Parallel Course Manoeuvres
6. Lateral Thrust capabilities
2.General description
1. Ship Particulars
2. Characteristics of Main Engine
3.Stopping & speed control characteristics in deep water
1. Stopping ability
2. Deceleration performance
3. Acceleration performance
4.Manoeuvring characteristics in shallow water
1. Turning circle
2. Squat
5.Manoeuvring characteristics in wind
1. Wind force & moments
2. Course keeping limitations
3. Drifting under wind influence
4. Manoeuvring characteristics in low speed
6.Additional information

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24. Black Ball Shape

It is a day time signaling shape used to determine the characteristics of vessel with
different arrangement of ball shapes. For e.g. a vessel at anchor will show a
blackball at foremost end of the forecastle.

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25. Record of Navigation Activities

All the navigational activities must be recorded and kept on board for ready
reference. This is a mandatory and the most important log book.

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26. Record of Maintenance of Navigational Equipment

Hard copy of the record must be present onboard ships for ready reference of port
and regulatory authorities and must be signed by master and duty officers of the
ship.

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27. Wheelhouse Posters

Present in the Navigation bridge, it displays a detailed information of maneuvering
characteristics of the ship.

•Should be permanently displayed in wheelhouse

•It should contain:

• General particulars
• Detailed information describing the manoeuvring
characteristics of the ship

•Shall be of such size to ensure ease of use

•Manoeuvring performance of the ship may differ from that shown on

the poster due to
• Environmental Conditions
• Hull Conditions
• Loading Condition

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28. Transmitting Heading Devise

They are used to display the information of the vessel’s true heading.

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29. Black Diamond Shape

When the ship is being towed or when a vessel is unable to maneuvers on itself, a
black diamond shape is shown during the day time.

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DAY SIGNALS BY FLAGS AND HOISTS

(A)Vessel not under command through accident showing
two black balls (each 2 feet diameter) or shapes,
vertical.

(B) Vessel employed in repairing or laying telegraph

cables, not under command showing two red circular
shapes, vertical, with white diamond shape between.

(C) Vessel proceeding under sail and also under steam or

other mechanical power shows one black cone 2 feet in
diameter at the base, forward where it can best be seen.

(D) Vessel marking a wreck. Can be passed on side

showing two green balls.

(E) Vessel marking a wreck, two green balls indicate that

vessels may pass on either side.

(F) Vessel aground in or near a fairway showing three

black balls in vertical line.

(G) Dredger at work, two black balls, red flag indicating

the side on which wires and cables are out and it is unsafe
to pass.

(H) Fishing vessel at anchor showing basket by day

indicating its occupation to an approaching vessel.

(I) Fishing vessel at anchor shows basket signal, at the

side on which a vessel can pass safely.

(J) Seine net-fishing vessel showing basket, black ball, or

shape forward and black cone at the mizen yard-arm on
the side from which the net is being worked.

(K) Vessel navigating astern flies two black balls on main

mast at either end of yard-arm.

(L) Unofficial signal carried in liners showing black ball on

either side of mainmast, or a special mast, indicating
movements of the rudder to port or starboard.

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NIGHT SIGNALS BY LIGHTS AND FLARES

(1) Steam vessel under way shows two masthead and port and
starboard side lights.
(2) Steam vessel towing another vessel shows two masthead lights
vertical, also port and starboard lights. There are three white lights
when the tow rope is over 600 feet long.
(3) Vessel not under command through accident, if not making way
through the water, shows two red lights vertical.
(4) Vessel employed repairing or laying telegraph cables shows red,
white and red lights vertical; and port and starboard lights when
making way through the water.
(5) Pilot vessel on station shows a bright light at masthead, and
flare-up light at short intervals of not over fifteen minutes.
(6) Steam trawler under way shows combined lantern - white light
ahead, red light on port and green light on starboard side; below, a
white light shows all round.
(7) Vessel aground in or near a fairway shows two red lights and two
anchor lights when 150 feet in length (one anchor light only if under
150 feet).
(8) Open boat, fishing gear extending not more than 150 feet, shows
all-round white light. When outlying gear extends more than 150
feet, a second white light, 3 feet below, 5 feet horizontally from first
light, is shown in direction of gear. Fishing vessel at anchor with
gear down shows the same lights, lower in direction of gear.
(9) Vessel desiring to attract attention shows flare-up light, or she
may use a detonating or other efficient sound signal, in addition to
the light she is required to carry.
(10) Thames dredger at work; three white lights in a triangle
indicate that it is safe to pass her on either side. If one lower light is
red it indicates that cables are out and it is safe to pass on the
opposite side of the dredger. Anchor lights are carried also.
(11) Steam pilot vessel at anchor shows red globular light under the
usual masthead light, visible all round, but not the usual side lights.
(12) Light vessel out of her proper station shows red light at either
end and red and white flare-up lights, shown simultaneously every
fifteen minutes.
(13) Vessel marking a Thames wreck, shows two green lights, one at
either yardarm.
(14) Vessel at anchor, exceeding 150 feet in length, shows two
globular lights visible all round, the lower of which is aft. When a
pilot is required, a blue flare is burnt on the bridge at intervals.
(15) Vessel being overtaken shows a white light astern. A flare-up
light may be substituted for this white light.

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30. Ship Flags

Various types of ship flags with different colors and signs are used to indicate a
ship’s position. Signal flags are they are commonly known, have been used since
the ancient times and are still used on all vessels.

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COMUNICATION
EQUIPMENTS

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TERIMA KASIH
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