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Bridge Operating Manual

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100% found this document useful (2 votes)

576 views362 pages

Bridge Operating Manual

Uploaded by

Dong Nguyen

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Available Formats

Download as PDF, TXT or read online on Scribd

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GASLOG WESTMINSTER Bridge Operating Manual

Issue and Update Control.............................................................................3 2.1.2 Capstan ......................................................................2 - 15 3.4.2 Bow Thruster ............................................................ 3 - 70
Introduction...................................................................................................7 2.1.3 Emergency Towing System.......................................2 - 18 3.5 Bridge Equipment and Instrumentation.....................................3 - 74
Symbols and Colour Scheme (1/2)...............................................................8 2.1.4 Escorting Pull Back System ......................................2 - 22 3.5.1 Doppler Speed Log System ...................................... 3 - 74
Symbols and Colour Scheme (2/2)...............................................................9 2.1.5 Anchoring, Mooring and Towing Procedures ...........2 - 23 3.5.2 Ship Performance Monitoring System ..................... 3 - 80
Abbreviations ..............................................................................................10 2.2 Lifting Equipment ..................................................................... 2 - 31 3.5.3 Differential Global Positioning System (DGPS)...... 3 - 84
2.2.1 Deck Cranes ..............................................................2 - 31 3.5.4 Anemometer ............................................................. 3 - 98
Part 1: Design Concept of the Vessel 2.2.2 Accommodation and Pilot Ladder Reels...................2 - 39 3.5.5 Weather Facsimile Receiver ................................... 3 - 100
1.1 Principal Particulars ....................................................................1 - 1 3.5.6 Echo Sounder ......................................................... 3 - 108
1.1.1 Principal Particulars of the Ship .................................1 - 1 Illustrations 3.5.7 Bridge Navigation Watch Monitoring System ....... 3 - 118
1.1.2 Principal Particulars of Machinery & Deck Equipment .... 2.1a Anchor Handling & Mooring Arrangement – FORE Upper Deck 3.5.8 Automatic Identification System (AIS) .................. 3 - 124
.............................................................................................1 - 1 Plan ................................................................................................... 2 - 1 3.5.9 Voyage Data Recorder (VDR) ................................ 3 - 132
1.2 General Arrangement ..................................................................1 - 5 2.1b Anchor Handling & Mooring Arrangement – MID Upper Deck 3.5.10 Marine Digital Clock System ............................... 3 - 138
1.3 Tanks Capacity Plan and List ....................................................1 - 15 Plan ................................................................................................... 2 - 2 3.5.11 CCTV System ....................................................... 3 - 142
1.4 Ship Handling............................................................................1 - 17 2.1c Anchor Handling & Mooring Arrangement – AFT Upper Deck 3.6 Communication Systems.........................................................3 - 146
1.5 Ship Performance Data..............................................................1 - 22 Plan ................................................................................................... 2 - 3 3.6.1 GMDSS .................................................................. 3 - 146
1.6 Stopping Speed Control Characteristics in Deep Water............1 - 24 2.1.1a Deck Machinery Arrangement ............................................... 2 - 4 3.6.2 VHF Radio Telephone ............................................ 3 - 154
2.1.1b Anchor Windlass Arrangement (W2) ..................................... 2 - 6 3.6.3 MF/HF SSB Radio Equipment ............................... 3 - 162
Illustration 2.1.1c Mooring Winches (M1) .......................................................... 2 - 7 3.6.4 Inmarsat-C System ................................................. 3 - 168
1.2a General Arrangement ................................................................1 - 5 2.1.2a Capstans ............................................................................... 2 - 15 3.6.5 Ship Security Alert System (SSAS) for FELCOM18.........

SAMSUNG/GASLOG/ABS
1.2b Midship Section.........................................................................1 - 6 2.1.2b General Arrangement of Capstans........................................ 2 - 16 ......................................................................................... 3 - 178
1.2c General Arrangement – A Deck ................................................1 - 7 2.1.3a AFT Emergency Towing System.......................................... 2 - 17 3.6.6 Inmarsat Fleet Broadband System.......................... 3 - 182
1.2d General Arrangement –B Deck .................................................1 - 8 2.1.3b FWD Emergency Towing System........................................ 2 - 19 3.6.7 NAVTEX Receiver ................................................. 3 - 188
1.2e General Arrangement – E/C B-Deck & C Deck........................1 - 9 2.2.1a Hose Handling Crane - PORT .............................................. 2 - 27 3.6.8 UHF Onboard Communication System.................. 3 - 194
1.2f General Arrangement – E/C C & D Deck................................1 - 10 2.2.1b Hose Handling Crane - STBD.............................................. 2 - 28 3.6.9 Portable VHF Transceiver ...................................... 3 - 200
1.2g General Arrangement – Funnel STR-1 & E-Deck ..................1 - 11 2.2.1c Provision Crane - PORT....................................................... 2 - 29 3.6.10 EM’CY Position Indicating Radio Beacon (EPIRB)........
1.2h General Arrangement –Nav. Bri. Deck & Top Deck ..............1 - 12 2.2.1d Provision Crane - STBD ...................................................... 2 - 30 ......................................................................................... 3 - 203
1.3a Tank Location Plan..................................................................1 - 13 2.2.2a Required Boarding Arrangement for Pilot............................ 2 - 37 3.6.11 Search and Rescue Transponder (SART) ............. 3 - 205
1.3b Midship Section.......................................................................1 - 14 2.2.2b Accommodation and Pilot Ladder Reels.............................. 2 - 38 3.6.12 Iridium System ..................................................... 3 - 208
1.4a Visibility ..................................................................................1 - 18 3.7 Internal Communications ........................................................3 - 212
1.4b Turning Circle Diagrams.........................................................1 - 19 Part 3: Bridge Equipment and Operation 3.7.1 Public Address and General Alarm System............ 3 - 212
1.4c Emergency Maneuvers ............................................................1 - 20 3.1 Bridge Layout and Equipment ...............................................3 - 6 3.7.2 Auto Exchange Telephone ...................................... 3 - 215
1.4d Zigzag Test..............................................................................1 - 21 3.2 Integrated Navigation System ..............................................3 - 10 3.7.3 Sound Power Telephone ......................................... 3 - 221
1.5a Man Overboard Rescue Manoeuvre ........................................1 - 23 3.2.1 Radar/ARPA System .................................................3 - 10 3.7.4 Communal Aerial System....................................... 3 - 224
1.6a Stopping Test (1/2) ..................................................................1 - 24 3.2.2 Electronic Chart Display and Information System 3.8 Lighting and Warning Systems................................................ 3 - 226
1.6b Stopping Test (2/2)..................................................................1 - 25 (ECDIS)..............................................................................3 - 28 3.8.1 Navigation and Deck Lights ................................... 3 - 226
1.6c Stopping Performance .............................................................1 - 26 3.2.3 Conning Display........................................................3 - 38 3.8.2 Whistle System ....................................................... 3 - 232
1.6d Inertia Stopping (1/2) ..............................................................1 - 27 3.2.4 Route Planning ..........................................................3 - 40 3.8.3 Sound Reception System ........................................ 3 - 236
1.6e Inertia Stopping (2/2)...............................................................1 - 28 3.3 Autopilot Systems ..................................................................... 3 - 44 3.8.4 Fog Bell and Gong System..................................... 3 - 238
1.6f Inertia Stopping Performance ..................................................1 - 29 3.3.1 Autopilot System .......................................................3 - 44
1.6g Deceleration Performance .......................................................1 - 30 3.3.2 Gyrocompass System ................................................3 - 52 Illustration
1.6h Acceleration Performance .......................................................1 - 31 3.3.3 Steering Gear.............................................................3 - 56 3.1a Bridge Layout (1/2)...............................................................3 - 1
3.3.4 Magnetic Compass System .......................................3 - 60 3.1b Bridge Layout (2/2) ..............................................................3 - 2
Part 2: Deck Equipment 3.3.5 Rudder Angle Indicators ...........................................3 - 62 3.1c Bridge Wing Console – Port .................................................3 - 3
2.1 Mooring Arrangement..................................................................2 - 5 3.4 Manoeuvring System ............................................................... 3 - 63 3.1d Bridge Wing Console – STBD .............................................3 - 4
2.1.1 Mooring Winches........................................................2 - 5 3.4.1 Main Engine Manoeuvring and Control Systems .....3 - 63 3.1e Wheelhouse Console.............................................................3 - 5

IMO No. 9855812 / Issue 1 (2021.10.08) 1 Index

3.2.1a Radar Display and Control Panel ...................................... 3 - 9 3.7.4a Communal Aerial System (Typical) ................................... 3 - 223 5.5 Ship to Ship Transfer................................................................... 5 - 7
3.2.1b Radar Display Detail ....................................................... 3 - 11 3.8.1a Navigation Light Controller ............................................... 3 - 225 5.5.1 General Safety ............................................................ 5 - 7
3.2.2a ECDIS Screen and Control Head .................................... 3 - 27 3.8.1b Signal Light Control Panel................................................. 3 - 227 5.5.2 Standard Ship to Ship Equipment............................... 5 - 7
3.2.3a Conning Display.............................................................. 3 - 37 3.8.1c Outside Light Control Panel............................................... 3 - 228 5.5.3 Pre-Mooring Preparations .......................................... 5 - 8
3.3.1a Autopilot Control Stand................................................... 3 - 43 3.8.1d Arrangement of Navigation Lights..................................... 3 - 229 5.5.4 Mooring ...................................................................... 5 - 9
3.3.1b Autopilot and Steering Systems Configuration............... 3 - 45 3.8.2a Whistle System................................................................... 3 - 231 5.5.5 Transfer Operations .................................................... 5 - 9
3.3.2a Gyrocompass System Configuration............................... 3 - 51 3.8.3a Sound Reception System.................................................... 3 - 235 5.5.6 Unmooring................................................................ 5 - 10
3.3.3a Steering Gear ................................................................... 3 - 55 3.8.3b Direction Display of Sound Signals................................... 3 - 236 5.6 Emergency Towing and Being Towed ...................................... 5 - 12
3.3.3b Steering Gear Block Diagram ......................................... 3 - 57 3.8.3c Sound Reception System Control Panel............................. 3 - 236 5.7 Oil Spill and Pollution Prevention ............................................ 5 - 13
3.3.4a Magnetic Compass Back-up System ............................... 3 - 59 3.8.4a Fog Bell and Gong System................................................. 3 - 237
3.3.5a Rudder Angle Indicators.................................................. 3 - 61 Illustrations
3.4.2a Thruster Unit ................................................................... 3 - 69 Part 4: Routine Procedures 5.4.2a Man Over-Board.....................................................................5 - 4
3.4.2b Thruster Hydraulic Diagram ........................................... 3 - 71 4.1 Passage Planning ........................................................................ 4 - 1 5.4.3a Search Patterns .......................................................................5 - 5
3.5.1a Doppler Speed Log System ............................................. 3 - 73 4.1.1 Passage Planning - Appraisal ......................................4 - 1
3.5.1b Navigation Data Display Overview ................................ 3 - 77 4.1.2 Passage Planning - Planning .......................................4 - 2
3.5.1c Berthing Display Overview ............................................. 3 - 78 4.1.3 Passage Planning - Executing the Plan .......................4 - 4
3.5.2a Ship Performance Monitoring System ............................ 3 - 79 4.1.4 Passage Planning - Monitoring ...................................4 - 5
3.5.3a Differential Global Positioning System (DGPS)............. 3 - 83 4.2 Operational Procedures............................................................... 4 - 8
3.5.4a Anemometer System........................................................ 3 - 97 4.2.1 Bridge Teamwork ........................................................4 - 8

SAMSUNG/GASLOG/ABS
3.5.5a Weather Facsimile Receiver ............................................ 3 - 99 4.2.2 Taking over the Watch.................................................4 - 8
3.5.6a Echo Sounder System.................................................... 3 - 107 4.2.3 Watchkeeping ..............................................................4 - 8
3.5.7a Bridge Navigation Watch Monitoring System .............. 3 - 117 4.2.4 Pilot Procedures ........................................................4 - 10
3.5.7b Bridge Watching & Navigation Alarm System Flow Chart ..... 4.2.5 Weather Reporting..................................................... 4 - 11
.................................................................................................. 3 - 119 4.3 Helicopter Operations............................................................... 4 - 12
3.5.8a Automatic Identification System ................................... 3 - 123 4.3.1 Helicopter Operations ...............................................4 - 12
3.5.9a Voyage Data Recorder ................................................... 3 - 131 4.3.2 Helicopter Winching .................................................4 - 14
3.5.10a Marine Digital Clock System ...................................... 3 - 137 4.4 Ship’s Garbage Management .................................................... 4 - 15
3.5.10b Marine Master Clock................................................... 3 - 138 4.4.1 Garbage Disposal Regulations ..................................4 - 15
3.5.11a CCTV System Diagram............................................... 3 - 141 4.4.2 On-board Garbage Handling .....................................4 - 18
3.6.1a Basic Concept of the GMDSS ........................................... 3 - 145
3.6.1b GMDSS Distress Reactions ............................................... 3 - 147 Illustrations
3.6.2a VHF Transceiver ................................................................ 3 - 153 4.2.1a Bridge Teamwork................................................................... 4 - 7
3.6.2b DSC Flow Chart ................................................................ 3 - 158 4.3.2a Helicopter Winching ............................................................ 4 - 13
3.6.3a MF/HF SSB Radio Telephone Front Panel ........................ 3 - 161 4.4.2a On-board Garbage Handling ................................................ 4 - 19
3.6.4a Inmarsat-C System............................................................. 3 - 167
3.6.6a Inmarsat Fleet Broadband System ..................................... 3 - 181 Part 5: Emergency Procedures
3.6.6b Communication Unit and Handset Overview .................... 3 - 182 5.1 Steering Gear Failure.................................................................. 5 - 1
3.6.7a NAVTEX System............................................................... 3 - 187 5.2 Fire and Flooding........................................................................ 5 - 2
3.6.7b NAVTEX Display .............................................................. 3 - 189 5.3 Collision and Grounding............................................................. 5 - 3
3.6.8a UHF Communication System ............................................ 3 - 193 5.4 Search and Rescue ...................................................................... 5 - 4
3.6.9a Portable VHF Transceiver.................................................. 3 - 199 5.4.1 Missing Persons ..........................................................5 - 4
3.6.12a Iridium System................................................................. 3 - 207 5.4.2 Man Overboard (MOB)...............................................5 - 4
3.7.1a Public Address System (Typical) ....................................... 3 - 211 5.4.3 Search Patterns ............................................................5 - 5
3.7.3a Sound Power Telephone (1/2) ............................................ 3 - 219 5.4.4 Stowaway – Bomb Search ..........................................5 - 6
3.7.3b Sound Power Telephone (2/2)............................................ 3 - 220 5.4.5 Piracy Attack ...............................................................5 - 6

IMO No. 9855812 / Issue 1 (2021.10.08) 2 Index

PENTATECH CO., LTD. 1.4c Emergency Maneuvers Oct. 2021

For any new issue or update contact: 1.4d Zigzag Test Oct. 2021
1.5a Man Overboard Rescue Manoeuvre Oct. 2021
1-103, Cheonghak-Dong, Yeongdo-Gu, Busan, Korea
1.6a Stopping Test (1/2) Oct. 2021

E-Mail: company@pentatech.co.kr 1.6b Stopping Test (2/2) Oct. 2021

1.6c Stopping Performance Oct. 2021
Modification/Correction Records 1.6d Inertia Stopping (1/2) Oct. 2021
1.6e Inertia Stopping (2/2) Oct. 2021
Item Issue 1 Issue 2 Issue 3
1.6f Inertia Stopping Performance Oct. 2021
Issue and Update Control Oct. 2021
1.6g Deceleration Performance Oct. 2021
Introduction Oct. 2021
1.6h Acceleration Performance Oct. 2021
Symbols and Colour Scheme (1/2) Oct. 2021
Symbols and Colour Scheme (2/2) Oct. 2021
Part 2: Deck Equipment

SAMSUNG/GASLOG/ABS
Abbreviations Oct. 2021
2.1 Mooring Arrangement Oct. 2021
2.1.1 Mooring Winches Oct. 2021
Part 1: Design Concept of the Vessel
2.1.2 Capstan Oct. 2021
1.1 Principal Particulars Oct. 2021
2.1.3 Emergency Towing System Oct. 2021
1.1.1 Principal Particulars of the Ship Oct. 2021
2.1.4 Escorting Pull Back System Oct. 2021
1.1.2 Principal Particulars of Machinery & Deck
Oct. 2021 2.1.5 Anchoring, Mooring and Towing Procedures Oct. 2021
Equipment
1.2 General Arrangement Oct. 2021 2.2 Lifting Equipment Oct. 2021

1.3 Tanks Capacity Plan and List Oct. 2021 2.2.1 Deck Cranes Oct. 2021

1.4 Ship Handling Oct. 2021 2.2.2 Accommodation and Pilot Ladder Reels Oct. 2021
Illustrations
1.5 Ship Performance Data Oct. 2021
1.6 Stopping Speed Control Characteristics in Deep Water Oct. 2021 2.1a Anchor Handling & Mooring Arrangement – FORE
Oct. 2021
Upper Deck Plan
Illustration
2.1b Anchor Handling & Mooring Arrangement – MID
1.2a General Arrangement Oct. 2021 Oct. 2021
Upper Deck Plan
1.2b Midship Section Oct. 2021 2.1c Anchor Handling & Mooring Arrangement – AFT
Oct. 2021
1.2c General Arrangement – A Deck Oct. 2021 Upper Deck Plan
1.2d General Arrangement –B Deck Oct. 2021 2.1.1a Deck Machinery Arrangement Oct. 2021
1.2e General Arrangement – E/C B-Deck & C Deck Oct. 2021 2.1.1b Anchor Windlass Arrangement (W2) Oct. 2021
1.2f General Arrangement – E/C C & D Deck Oct. 2021 2.1.1c Mooring Winches (M1) Oct. 2021
1.2g General Arrangement – Funnel STR-1 & E-Deck Oct. 2021 2.1.2a Capstans Oct. 2021
1.2h General Arrangement –Nav. Bri. Deck & Top Deck Oct. 2021 2.1.2b General Arrangement of Capstans Oct. 2021
1.3a Tank Location Plan Oct. 2021 2.1.3a AFT Emergency Towing System Oct. 2021
1.3b Midship Section Oct. 2021 2.1.3b FWD Emergency Towing System Oct. 2021

IMO No. 9855812 / Issue 1 (2021.10.08) 3 Issue and Update Control

Part 3: Bridge Equipment and Operation 3.6.7 NAVTEX Receiver Oct. 2021

3.1 Bridge Layout and Equipment 3.6.8 UHF Onboard Communication System Oct. 2021
Oct. 2021
3.2 Integrated Navigation System 3.6.9 Portable VHF Transceiver Oct. 2021
Oct. 2021
3.2.1 Radar/ARPA System 3.6.10 EM’CY Position Indicating Radio Beacon
Oct. 2021 Oct. 2021
(EPIRB)
3.2.2 Electronic Chart Display and Information System
Oct. 2021 3.6.11 Search and Rescue Transponder (SART) Oct. 2021
(ECDIS)
3.2.3 Conning Display 3.6.12 Iridium System Oct. 2021
Oct. 2021
3.2.4 Route Planning Oct. 2021 3.7 Internal Communications Oct. 2021

SAMSUNG/GASLOG/ABS
3.3 Autopilot Systems Oct. 2021 3.7.1 Public Address and General Alarm System Oct. 2021

3.3.1 Autopilot System 3.7.2 Auto Exchange Telephone Oct. 2021

Oct. 2021
3.3.2 Gyrocompass System 3.7.3 Sound Power Telephone Oct. 2021
Oct. 2021
3.3.3 Steering Gear 3.7.4 Communal Aerial System Oct. 2021
Oct. 2021
3.3.4 Magnetic Compass System 3.8 Lighting and Warning Systems Oct. 2021
Oct. 2021
3.3.5 Rudder Angle Indicators Oct. 2021 3.8.1 Navigation and Deck Lights Oct. 2021

3.4 Manoeuvring System Oct. 2021 3.8.2 Whistle System Oct. 2021

3.4.1 Main Engine Manoeuvring and Control Systems 3.8.3 Sound Reception System Oct. 2021
Oct. 2021
3.4.2 Bow Thruster 3.8.4 Fog Bell and Gong System Oct. 2021
Oct. 2021
Illustration
3.5 Bridge Equipment and Instrumentation Oct. 2021
3.5.1 Doppler Speed Log System 3.1a Bridge Layout (1/2) Oct. 2021
Oct. 2021
3.5.2 Ship Performance Monitoring System Oct. 2021 3.1b Bridge Layout (2/2) Oct. 2021

3.5.3 Differential Global Positioning System (DGPS) Oct. 2021 3.1c Bridge Wing Console – Port Oct. 2021

3.5.4 Anemometer 3.1d Bridge Wing Console – STBD Oct. 2021

Oct. 2021
3.5.5 Weather Facsimile Receiver 3.1e Wheelhouse Console Oct. 2021
Oct. 2021
3.5.6 Echo Sounder 3.2.1a Radar Display and Control Panel Oct. 2021
Oct. 2021
3.5.7 Bridge Navigation Watch Monitoring System 3.2.1b Radar Display Detail Oct. 2021
Oct. 2021
3.5.8 Automatic Identification System (AIS) Oct. 2021 3.2.2a ECDIS Screen and Control Head Oct. 2021

3.5.9 Voyage Data Recorder (VDR) Oct. 2021 3.2.3a Conning Display Oct. 2021

3.5.10 Marine Digital Clock System 3.3.1a Autopilot Control Stand Oct. 2021
Oct. 2021
3.5.11 CCTV System 3.3.1b Autopilot and Steering Systems Configuration Oct. 2021
Oct. 2021
3.6 Communication Systems 3.3.2a Gyrocompass System Configuration Oct. 2021
Oct. 2021
3.3.3a Steering Gear Oct. 2021

IMO No. 9855812 / Issue 1 (2021.10.08) 4 Issue and Update Control

SAMSUNG/GASLOG/ABS
Flow Chart 4.1.3 Passage Planning - Executing the Plan Oct. 2021
3.5.8a Automatic Identification System Oct. 2021 4.1.4 Passage Planning - Monitoring Oct. 2021
3.5.9a Voyage Data Recorder Oct. 2021 4.2 Operational Procedures Oct. 2021
3.5.10a Marine Digital Clock System Oct. 2021 4.2.1 Bridge Teamwork Oct. 2021
3.5.10b Marine Master Clock Oct. 2021 4.2.2 Taking over the Watch Oct. 2021
3.5.11a CCTV System Diagram Oct. 2021 4.2.3 Watchkeeping Oct. 2021
3.6.1a Basic Concept of the GMDSS Oct. 2021 4.2.4 Pilot Procedures Oct. 2021
3.6.1b GMDSS Distress Reactions Oct. 2021 4.2.5 Weather Reporting Oct. 2021
3.6.2a VHF Transceiver Oct. 2021 4.3 Helicopter Operations Oct. 2021
3.6.2b DSC Flow Chart Oct. 2021 4.3.1 Helicopter Operations Oct. 2021
3.6.3a MF/HF SSB Radio Telephone Front Panel Oct. 2021 4.3.2 Helicopter Winching Oct. 2021
3.6.4a Inmarsat-C System Oct. 2021 4.4 Ship’s Garbage Management Oct. 2021
3.6.6a Inmarsat Fleet Broadband System Oct. 2021 4.4.1 Garbage Disposal Regulations Oct. 2021
3.6.6b Communication Unit and Handset Overview Oct. 2021 4.4.2 On-board Garbage Handling Oct. 2021
3.6.7a NAVTEX System Oct. 2021 Illustrations
3.6.7b NAVTEX Display Oct. 2021 4.2.1a Bridge Teamwork Oct. 2021
3.6.8a UHF Communication System Oct. 2021 4.3.2a Helicopter Winching Oct. 2021
3.6.9a Portable VHF Transceiver Oct. 2021 4.4.2a On-board Garbage Handling Oct. 2021
3.6.12a Iridium System Oct. 2021
3.7.1a Public Address System (Typical) Oct. 2021 Part 5: Emergency Procedures
3.7.3a Sound Power Telephone (1/2) Oct. 2021 5.1 Steering Gear Failure Oct. 2021
3.7.3b Sound Power Telephone (2/2) Oct. 2021 5.2 Fire and Flooding Oct. 2021

IMO No. 9855812 / Issue 1 (2021.10.08) 5 Issue and Update Control

SAMSUNG/GASLOG/ABS
5.7 Oil Spill and Pollution Prevention Oct. 2021
Illustrations
5.4.2a Man Over-Board Oct. 2021
5.4.3a Search Patterns Oct. 2021

IMO No. 9855812 / Issue 1 (2021.10.08) 6 Issue and Update Control

The purpose of this manual is to fill some of the gaps and to provide the If these safety devices are neglected, the operation of any machine is
ship’s officers with additional information not otherwise available on potentially dangerous.
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 3. Illustrations
them.
All illustrations are referred to in the text and are located either within or
In addition to containing detailed information on the machinery and above the text where sufficiently small, so that both the text and
related systems, the machinery manual provided by each vendor contains illustration are accessible when the manual is laid face up. When text
safety procedures and procedures to be observed in emergencies and concerning an illustration covers several pages, the illustration is
after accidents. duplicated above each page of text.

In many cases the best operating practice can only be learnt by Where flows are detailed in an illustration, these are shown in colour. A

SAMSUNG/GASLOG/ABS
experience. 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
Where the information in this manual is found to be inadequate or the colour scheme.
incorrect, details should be sent to SHI so that revisions may be made to
manuals of other ships of the same class. Symbols given in the manual adhere to international standards and keys
to the symbols used throughout the manual are given on the following
2. Safe Operation pages.

The safety of the ship depends on the care and attention of all on board. There are at times, duplicated illustrations within the manuals. This is in
Most safety precautions are a matter of common sense and good order to give the reader a clear view of the illustration and the
housekeeping and are detailed in the various manuals available onboard. accompanying details and description without the need to turn the page.
However, records show that even experienced operators sometimes
neglect safety precautions through over familiarity and the following The Manuals’ basic structure and layouts, are meant to have an
basic rules must be remembered at all times. illustration on the above page, and an accompanying description on the
facing page. At times, text sections are longer than one page, and it is
1) Never continue to operate any machine or equipment which therefore sometimes necessary to insert a duplicate illustration so that
appears to be potentially unsafe or dangerous and always report there will not be a blank page facing the text. Without this, there would
such a condition immediately. be a number of blank pages in the manuals.

2) Make a point of testing all safety equipment and devices 4. Notices

regularly.
The following notices occur throughout this manual:
3) Never ignore any unusual or suspicious circumstances, no matter
how trivial. Small symptoms often appear before a major failure WARNING
occurs. Warnings are given to draw reader’s attention to operations where
Danger to Life or Limb may occur.
4) Never underestimate the fire hazard of petroleum products,
whether fuel oil or cargo vapour.

IMO No. 9855812 / Issue 1 (2021.10.08) 7 Introduction

Symbol Designation Symbol Designation Symbol Designation Symbol Designation

General Convention Symbol Spectacle Flange Valve, Three Way Foot Valve
Open Close

Needle Valve and V-PORT

Pipe Spool Piece Pressue Reducing Valve
Open Close Valve, Straight Through

Pipe with Indication of Penetrating Watertight Needle Valve and V-PORT

Safety Valve, Globe
Direction of Flow Bulkhead & Deck Crossing Valve, Angle

Penetrating Watertight Relief Valve

Appliances Safety Valve, Angle
Bulkhead & Not watertight Straight Through

Indicating and To Bilge Self-Closing Valve, Relief Valve Angle

Measuring Instruments (To be released locally) Globe (Straight Through)

Self-Closing Valve,
Pipe Going Upwards Breather Valve
Angle

Cock, Globe
Pipe and Pipe Joints Pipe Going Downwards Regulating Valve
(Straight Through)

Crossing Pipes Orifice Quick-Opening Valve Cock, Angle

Not Connected

Crossing Pipes Cock, Three-Way,

Off Page Connector Quick-Closing Valve
Connected L-PORT in Plug

SAMSUNG/GASLOG/ABS
Grating Cock, Three-Way,
Tee Pipes Kingston Valve
T-PORT in Plug

Flexible Joint Connected to Same Maked Butterfly Valve Cock, Four-Way,

Flexible Pipes Joint Number (Same System Drawing) (Wafer, Lever Type) Straight Through in Plug

Butterfly Valve Manifold Valve,

Flanged Joint Rubber Compensator
(Wafer, Gear Box Type) Check Valve

Butterfly Valve Storm Valve,

Sleeve Joint
(Flange, Lever Type) Straight Through

Butterfly Valve
Reducer Valve, Cocks and Flaps Storm Valve, Angle
(Flange, Gear Box Type)

Globe Valve Butterfly Valve

Screwed Joint Air Filter Regulator
(Straight Through) (Lug, Lever Type)

Butterfly Valve Temperature Control Valve

Welded Joint Angle Valve
(Lug, Gear Box Type) (Wax Type)

Butterfly Check Valve High Velocity Press./Vacuum Valve

Joint Quick-Releasing Gate Valve (Wafer Type) (Duo Check) With (without) Gas Free Cover

Sleeve Type Screw Down Non-Return (SDNR) Butterfly Check Valve

Expansion Pipe Joint Valve (Globe) (Flange Type) (Duo Check)

Bellows Type Screw Down Non-Return (SDNR) Butterfly Check Valve

Automatic De-Aerating Valve
Expansion Pipe Joint Valve (Angle) (Lug Type) (Duo Check)

Dresser Type Non-Return Valve Temperature Control Valve

Ball Valve (Direct Type)
Expansion Pipe Joint (Globe)

Flange Adapter Type Non-Return Valve

Expansion Pipe Joint (Angle) Hose Ball Valve (JIS Coupling)

Expansion Pipe Swing Check Valve Hose Ball Valve (DIN Coupling) Control and Regulation Parts

STORZ DIN
Cap Nut Hose Globe Valve Ball Check without Spring Valve Hand-Operated
JIS ANFT
STORZ DIN
Blank Flange Hose Angle Valve Ball Check with Spring Valve Remote Control
JIS ANFT

IMO No. 9855812 / Issue 1 (2021.10.08) 8 Symbols and Colour Scheme

Symbol Designation Symbol Designation Symbol Designation Symbol Designation

Spring Simplex Strainer Sounding Cap Silencer

(Deck Piece Type) (For Exhaust Gas)
COLOR DESCRIPTION
Mass Duplex Oil Strainer Flame Screen

Scupper with Water Seal

LNG Liquid
Float Separator Control & Instrument
and Rose Plate

Hydraulic Operated,
Open/Shut
Drain Trap OR
Hydraulic Oil Line Spray

Hydraulic Operated,
Y-Type Strainer Pump, Equipment
OR
Control Air Line
Continues LNG Vapour
Y-Type Steam Trap OR
Pneumatic Piston Centrifugal Pump Capillary Tube
with Strainer & Cock
Inert Gas
Y-Type Steam Trap
Diaphragm Operated Gear Pump
OR
Electric Wiring
with Strainer & Cock, By-Pass

Electric Motor Driven Drain Silencer Screw Pump Insulation Lubricating Oil

Air Motor Driven Hull Distance Piece Steam Tracing &

Piston Pump
Insulation Hydraulic Oil

SAMSUNG/GASLOG/ABS
Solenoid Actuator Bilge Hat Hand Pump Heating Coil
Diesel Oil
Deck Stand (Reach Rod) Sight Glass Mono Pump Electric Coil

Air Motor Driven Fuel Oil

Deck Stand (Hydraulic) Fusing Plug Auxiliary Switch
Diaphragm Pump

Boss Dosing Pump Change Over Switch Box Sea Water, Ballast Water

Fitting Boss and Plug Vane Pump Seal Pot

Fresh Water, Condensate
Suction Bell Mouth Thermowell Loop Seal
Glycol Water
Scupper for Coaming Rose Plate Air Horn Local Instrument

Goose Neck Type Air Vent Nitrogen

Hopper without Cover Pipe Head (Without Wire Net) Viscometer Remote Control Instrument

Bonnet Type Air Pipe Head Glass Level Gauge ( : Open

Hopper with Hinged Cover (Without Wire Net) Flowmeter
: Close : Self Closing Valve) Steam
Goose Neck Type Air Vent Flat Level Gauge ( : Open
Sounding Head with Cap Ejector, Eductor
Pipe Head (With Wire Net) : Close : Self Closing Valve)
Bilge Water
Sounding Head with Bonnet Type Air Pipe Head Shell/Tube Type Float Type Level Gauge
Self Closing Valve (With Wire Net) Heat Exchanger (Dial Float/Float)Type
Sounding Head with Content Meter Compressed Air
Oil Tray Coaming Cooler Plate Type
Self Closing and Test Cock (Dial Type)

Observation Glass Air Drain Trap OR Maker Supply Item Manometer Fire Fighting

Rose Box Glycerine Pot Prima-VAC Unit

Mud Box Vacuum Breaker Recirc. Tank

for Prima-VAC System

IMO No. 9855812 / Issue 1 (2021.10.08) 9 Symbols and Colour Scheme

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Abbreviations COMP COMPRESSOR FVPC FORCING VAPORISER PRESSURE CONTROL
COND CONDENSATE / CONDENSER FW FRESH WATER
A AIR CONT CONTROL FWD FORWARD
ABP AFTER BOTTOM PORT COOL COOLING GCU GAS COMBUSTION UNIT
ABS ABSOLUTE CPP CONTROLLABLE PITCH PROPELLER GEN GENERATOR
AC ALTERNATING CURRENT CSBD CARGO SWITCHBOARD GMS GAS MANAGEMENT SYSTEM
A/C AIR CONDITIONER CSW COOLING SEA WATER GS GENERAL SERVICE
ACB AIR CIRCUIT BREAKER CTS CUSTODY TRANSFER SYSTEM GUI GRAPHICAL USER INTERFACE
ACCOM ACCOMMODATION CYL CYLINDER GVU GAS VALVE UNIT
ACE ATLAS COPCO ENERGAS DEL DELIVERY H HIGH
ACK ACKNOWLEDGE DFE DUEL FUEL ENGINE HD HIGH DUTY
AE AUXILIARY ENGINE DG DIESEL GENERATOR HFO HEAVY FUEL OIL
AHD AHEAD DGV DIFFUSER GUIDE VANE HH HIGH-HIGH
AHU AIR HANDLING UNIT DIFF DIFFERENTIAL HP HIGH PRESSURE
AIM ADVANCED INTEGRATED MULTIFUNCION SYSTEM DISCH DISCHARGE HS HAND SWITCH
AMP AMPERE DK DECK HT HIGH TEMPERATURE
AP TK AFT PEAK TANK DO DIESEL OIL HTR HEATER
ASC ANTI SURGE CONTROL DP DIFFERENTIAL PRESSURE HV HIGH VOLTAGE
AST ASTERN DRN DRAIN HYD HYDRAULIC
ASV ANTI SURGE VALVE ECC ENGINE CONTROL ROOM CONSOLE IAS INTEGRATED AUTOMATION SYSTEM

SAMSUNG/GASLOG/ABS
ATM ATMOSPHERE ECR ENGINE CONTROL ROOM IG INERT GAS
ATOM ATOMISING EER ELECTRIC EQUIPMENT ROOM IGC Code INTERNATIONAL CODE FOR THE CONSTRUCTION AND
AUTO AUTOMATIC EGE EXHAUST GAS ECONOMISER EQUIPMENT OF SHIPS CARRYING LIQUEFIED GASES IN BULK
AUX AUXILIARY ELA ELECTRIC LOAD ANALYSES IGG INERT GAS GENERATOR
AVR AUTOMATIC VOLTAGE REGULATION ELEC ELECTRIC IGV INLET GUIDE VANE
BATT BATTERY EMCY EMERGENCY INCI. INCINERATOR
BHD BULKHEAD ENG ENGINE IND INDICATION
BLR BOILER EOP EMERGENCY OPERATOR PANEL I/O INPUT/OUTPUT
BLWR BLOWER EOT ENGINE ORDER TELEGRAPH IR INFRA-RED
BNR BURNER ER ENGINE ROOM ISO ISOLATING
BO BOIL-OFF ESBD EMERGENCY SWITCHBOARD KM KONGSBERG MARITIME
BO/WU BOIL-OFF / WARM-UP ESD EMERGENCY SHUT DOWN L LOW
BOG BOIL OFF GAS ESDS EMERGENCY SHUT DOWN SYSTEM LAN LOCAL AREA NETWORK
BRG BEARING EXH EXHAUST LC LOAD CALCULATOR
BW BILGE WELL EXP EXPANSION LCD LIQUID CRYSTAL DISPLAY
BZ BUZZER FBO FORCED BOIL OFF GAS LCV LEVEL CONTROL VALVE
C CENTER FCV FLOW CONTROL VALVE LD LOW DUTY
CAN CONTROLLER AREA NETWORK FG FUEL GAS LED LIGHT EMITTING DIODE
CBPC COMPRESSOR BOILER GAS HEADER PRESSURE CONTROL F&G FIRE & GAS LL LOW-LOW
CCC CARGO CONTROL ROOM CONSOLE FGSS FUEL GAS SUPPLY SYSTEM LNG LIQUEFIED NATURAL GAS
CCR CARGO CONTROL ROOM FDS FUNCTIONAL DESIGN SPECIFICATION LO LUBRICATION OIL
CCW COUNTER-CLOCK WISE FO FUEL OIL LP LOW PRESSURE
CENT CENTRAL / CENTRIFUGAL FPT FORWARD PEAK TANK LR LOYDS REGIST
CFW COOLING FRESH WATER FREQ FREQUENCY LSC LOW SEA CHEST
CIRC CIRCULATING FS FIELD STATION (CABINET WITH CONTROLLER AND/OR RIO LT LOW TEMPERATURE
CLR COOLER MODULES) LV LOW VOLTAGE (440V/ 220V SYSTEMS)
CN COMMUNICATION NETWORK FUNC FUNCTION MAN MANUAL
CO2 CARBON DIOXIDE FV FORCING VAPORISER MCC MOTOR CONTROL CENTRE

IMO No. 9855812 / Issue 1 (2021.10.08) 10 Abbreviations

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
MCR MAXIMUM CONTINUOUS RATE SEL SELECT
MDO MARINE DIESEL OIL SEQ SEQUENCE
MG MAIN GENERATOR SERV SERVICE
MGE MAIN GENERATOR ENGINE SETT SETTLING
MGO MARINE GAS OIL SG STEERING GEAR
MGPS MARINE GROWTH PREVENTING SYSTEM SOL SOLENOID
MN METHANE NUMBER SP SET POINT
MSBD MAIN SWITCHBOARD STBY STAND BY
MSBR MAIN SWITCHBOARD ROOM STM STEAM
NDU NET DISTRIBUTION UNIT STOR STORAGE
N2 NITROGEN SUC SUCTION
NAV NAVIGATION SV SOLENOID VALVE
NBO NATURAL BOIL OFF GAS SVC SIMRAD VESSEL CONTROL
NCR NORMAL CONTINUOUS RATE SW SEA WATER
NOR NORMAL SWBD SWITCHBOARD
O2 OXYGEN SYNC SYNCHRONIZE
OMD OIL MIST DETECTOR SYS SYSTEM
OS OPERATOR STATION TC TURBOCHARGER, THERMOCOUPLE
OVBD OVERBOARD TCV TEMPERATURE CONTROL VALVE
P PORT TEMP TEMPERATURE

SAMSUNG/GASLOG/ABS
PB PUSH BUTTON THR THRUSTER
PCU PROCESS CONTROL UNIT TK TANK
PCV PRESSURE CONTROL VALVE TPS TANK PROTECTION SYSTEM
PID PROPORTIONAL INTEGRAL DERIVATIVE TRANS TRANSMITTER/TRANSFER
PM PROPULSION MOTOR UMS UNMANNED MACHINERY SPACE
PMS POWER MANAGEMENT SYSTEM UPP UPPER
PP PUMP UPS UNINTERRUPTED POWER SUPPLY
PRESS PRESSURE UTC UNIVERSAL TIME COORDINATE
PRI PRIMARY/PRIMING UVR UNDER VOLTAGE RELEASE
PU PROCESS UNIT (RCA SYSTEM) UVT UNDER VOLTAGE TRIP
PURI. PURIFIER V VOLTAGE
PV PROCESS VARIABLE VCB VACUUM CIRCUIT BREAKER
PWR POWER VDU VIDEO DISPLAY UNIT
RCS REMOTE CONTROL SYSTEM VFD VARIABLE FREQUENCY DRIVER
RCU REMOTE CONTROLLER UNIT VL VERY LOW
RECIRC. RECIRCULATING VRC VALVE REMOTE CONTROL
REF REFRIGERATION VV VALVE
REV REVERSE WECS WARTSILA ENGINE CONTROL SYSTEM
RIO REMOTE INPUT OUTPUT UNIT WH WHEELHOUSE
RM ROOM WO WASTE OIL
RPB REMOTE PUSH BUTTON WS WORKSHOP
RPM REVOLUTIONS PER MINUTE WU WARM UP
S STARBOARD X CROSS
S/T STERN TUBE XDF 2-STROKE DF ENGINE
SAL SALINITY
SC SEA CHEST
SDF SPECIFIED DUEL FUEL
SEC SECONDARY

IMO No. 9855812 / Issue 1 (2021.10.08) 11 Abbreviations

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 12 Abbreviations

Part 1: Design Concept of the Vessel

1.1 Principal Particulars ....................................................................1 - 1
1.1.1 Principal Particulars of the Ship .................................1 - 1
1.1.2 Principal Particulars of Machinery & Deck Equipment ....
.............................................................................................1 - 1
1.2 General Arrangement ..................................................................1 - 5
1.3 Tanks Capacity Plan and List ....................................................1 - 15
1.4 Ship Handling............................................................................1 - 17
1.5 Ship Performance Data..............................................................1 - 22
1.6 Stopping Speed Control Characteristics in Deep Water............1 - 24

Illustration
1.2a General Arrangement ................................................................1 - 5
1.2b Midship Section.........................................................................1 - 6
1.2c General Arrangement – A Deck ................................................1 - 7
1.2d General Arrangement – B Deck ................................................1 - 8
1.2e General Arrangement – E/C B-Deck & C Deck........................1 - 9
1.2f General Arrangement – E/C C & D Deck................................1 - 10
1.2g General Arrangement – Funnel STR-1 & E-Deck ..................1 - 11

SAMSUNG/GASLOG/ABS
1.2h General Arrangement –Nav. Bri. Deck & Top Deck ..............1 - 12
1.3a Tank Location Plan..................................................................1 - 13
1.3b Midship Section.......................................................................1 - 14
1.4a Visibility ..................................................................................1 - 18
1.4b Turning Circle Diagrams.........................................................1 - 19
1.4c Emergency Maneuvers ............................................................1 - 20
1.4d Zigzag Test..............................................................................1 - 21
1.5a Man Overboard Rescue Manoeuvre ........................................1 - 23
1.6a Stopping Test (1/2) ..................................................................1 - 24
1.6b Stopping Test (2/2)..................................................................1 - 25
1.6c Stopping Performance .............................................................1 - 26
1.6d Inertia Stopping (1/2) ..............................................................1 - 27
1.6e Inertia Stopping (2/2)...............................................................1 - 28
1.6f Inertia Stopping Performance ..................................................1 - 29
1.6g Deceleration Performance .......................................................1 - 30
1.6h Acceleration Performance .......................................................1 - 31

Part 1
Design Concept of the Vessel
IMO No. 9855812 / Issue 1 (2021.10.08) Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Part 1: Design Concept of the Vessel Main Engine 1.1.2 Principal Particulars of Machinery & Deck Equipment

1.1 Principal Particulars Maker: Doosan Engine Co., Ltd. Steering Gear
Model: Doosan-WinGD W5X72DF
1.1.1 Principal Particulars of the Ship Power (CMCR): 12,084 kW x 74.0 rpm Maker: Flutek Ltd.
Speed (CSR): 10,875 kW x 71.4 rpm Type: FE21-177-T050-45DC
Shipbuilder: Samsung Heavy Industries Co., Ltd. Mean effective pressure: 15.6 bar No. of sets: 2
Geoje Shipyard No. of sets: 2 Max. working pressure at 35 deg.: 1740 kN-m
Republic of Korea Max. working pressure: 224 bar
Yard Number: SN2262 Diesel Generator Engine Safety valve design pressure: 280 bar
Ship’s Name: GASLOG WESTMINSTER Rudder turning angle: STBD 35 deg./Port 35 deg.
Delivery Date: 2020.07.15 Maker: Wärtsilä Industries (At normal speed)
Flag: BERMUDA Model: 8L34DF & 6L34DF Rudder turning angle: STBD 45 deg./Port 45 deg.
Port of Registration: HAMLTON Output: 3840 kW & 2880 kW at 720 rpm (At under 12 knot)
Call Sign: ZCEY5 No. of sets: 2 and 2 Mechanical limit rudder angle: STBD 47 deg./Port 47 deg.
IMO Number: 9855812 Rudder turning speed: 65 deg. x 28 sec. (by one power unit)
Type of Cargo: LNG Carrier AC Generator Normal radius of tiller arm: 635 mm
Type of Ship: 180,000 m3 LNG Carrier (X-DF)
Cargo Tanks: GTT Mark III Flex Membrane Rated output: 4562.5 kVA & 3437.5 KVA Hydraulic pump (main pump)

SAMSUNG/GASLOG/ABS
Stem: Bulbous Bow and Raked Stem Voltage: 6.6 kV
Stern: Transom Full-load speed: 720/720 rpm Type: LV-120-410R10 (Bent axis
Classification: American Bureau of Shipping type piston pump)
+A1E, Liquefied gas carrier, Ship type 2G Emergency G/E Max. tilting angle (stroke): 24.2 deg. (36.9 mm)
(Membrane tank, Maximum pressure 250 mbar Max. Outlet flow: 184 l/min
and Minimum Temperature -163° C, Specific Maker: STX Engine
Gravity 500 kg/m3), SH, SH-DLA, SHCM, Type: KTA38DMGE Electric motor
RRDA, AMS, APS, ACCU, SFA(40), Max. rating: 850 kW (1062.5 kVA) Output: 55 kW
ENVIRO+, CRC, DFD, GCU, TCM, NIBS, Alternator: 1800 rpm x 450 V x 60 Hz Source: AC440V x 60 Hz
UWILD, PMP, CPS, BWT+, IHM, R2, POT, Starting method: Electric (primary)
RW, MLC-ACCOM, SEC, PORT Air (secondary) Combined Anchor and Mooring Winch

Length Overall: 297.00 m AC Generator Windlass

Length Between Perpendiculars: 290.00 m Type of Windlass: 1909
Breadth Moulded: 47.00 m Maker: Cummins Generator Technology Chain Cable Diameter: Ø111 mm Grade 3
Depth Moulded: 26.20 m Type: Horizontal, self-exciting brushless, Nominal Pull: 585 kN According to ISO 4568
Draft Design: 11.50 m drip-proof type Max. Pull: 878 kN According to ISO 4568
Summer Load Draft: 12.00 m Model: PM734C1 Nominal Speed: 9 m/min
Scantling Draft: 12.50 m Capacity: 850 kW, 1062.5 kVA, PF 0.8 Brake Capacity: 3817 kN
Cargo Tank Safety Valve: 250 mbar Voltage: 450 V x 3 PH x 60 Hz Max. anchor depth: 363.0 m - Measured from Anchor Pocket
Inter Barrier Space Safety Valve: 30 mbar Speed: 1,800 rpm
Insulation Space Safety Valve: 35 mbar Driving Winch
Type of Winch: 5540S
Rope Size: Ø 44 mm x 275 m + Ø 96 mm x 22 m
Winding Pull: >300 kN at 1st Layer
Winding Speed: 15 m/min

IMO No. 9855812 / Issue 1 (2021.10.08) 1- 1 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual

Light Line Speed: 45 m/min Electric Motor Data Type: KESP - 40

Brake Capacity: 997 kN at 1st Layer Type of Motor: 250 L No. of sets: 3 set / ship (AFT part : 200 ton type)
Dimension of Drum: Ø710/1650mm x 1047 mm long / With Output Capacity: 110 kW
Split Flange Voltage: 440 V / 230 V Deck Crane
Type of Motor: 2 x A6VM 160 – Only parallel operation Frequency: 60 Hz
Type of Pump: 2 x A4VG 180 – Only single operation Nominal Current: 181 A Hose Handling Crane (P & S)
Oil Flow: 300 l/min Starting Current: 1430 A Maker: Oriental Engineering Co., Ltd
Working Pressure: 270 bar Rotational Speed: 1775 rpm Type: Electro-hydraulic driven, cylinder luffing
Max. Oil Temperature: 90 °C Starting Mode: D.O.L. type jib crane
Operation: Non-Autotension Starting Time: ~0.5 s Model: HPC250-0526
Efficiency: 94 % No. of sets: 2
Electric Motor Data Power Factor: 0.86 Hoisting capacity: SWL 5.0 ton
Type of Motor: 280 M Hoisting lift: Max. 58.0 m
Output Capacity: 135 kW Warping Head Hoisting speed: About. 12 m/min at rated load (by 2 layer)
Starting Current: 1706 A Winding pull: 300 kN Working radius: Max. 26.0 m ~ Min. 5.7 m
Rotational Speed: 1775 rpm Winding speed: 15 m/min Jib luffing time: About 130 sec. (average up/down)
Starting Mode: D.O.L. Light line speed: 45 m/min Jib luffing angle: 0 ˚ ~ 78˚
Starting Time: 0.5 s Dimension: Ø710 x 710 mm long Slewing speed: Max. 0.33 rpm
Efficiency: 94 % Wire rope: Ø14 mm non-rotation type with

SAMSUNG/GASLOG/ABS
Power Factor: 0.87 Capstan galvanized
Design condition: Heel 5˚ + Trim 2˚
Warping Head Maker: Shin Myung Tech Co., Ltd. Ambient air temperature: -10 °C ~ +45 °C
Winding pull: 300 kN Number of sets: 4 Power unit: Self-contained type
Winding speed: 15 m/min Pull load: 1,000 kg Max working pressure: 260 kg/cm2
Light line speed: 45 m/min Pull speed: 25 m/min Electric motor: 3-phase squirrel cage induction motor
Dimension: Ø 710 x 710 mm long Drum revolution: 30 rpm Starting method: Direct on line
Rope size: Ø8 (Heaving line) Motor output : 33.0 kW x 4p (S6-40% with cooling fan)
Mooring Winch Diameter of drum: Ø250 mm
Air motor type: SMP-10P-1200S Provision Crane (P)
Driving Winch Air motor capacity: 10.4 PS x 1200 rpm Maker: Oriental Engineering Co., Ltd
Type of Winch: 5530S Supply air pressure: 9 kg/cm2 Type: Electro-hydraulic driven, cylinder luffing
Rope Size: Ø 44 mm x 275 m + Ø 96 mm x 22 m Working air pressure: 6 kg/cm2 type jib crane
Winding Pull: 300 kN at 1st Layer Total weight: 285 kg Model: HPC170-1012
Winding Speed: 15 m/min No. of sets: 1
Light Line Speed: 45 m/min Emergency Towing System Hoisting capacity: SWL 10.0 ton
Brake Capacity: 997 kN at 1st Layer Hoisting lift: Max. 46.0 m
Dimension of Drum: Ø 710/1650 mm x 1047 mm long / With Maker: TANKTECH Co., Ltd Hoisting speed: Min. 12 m/min at rated load (by 2 layer)
Split Flange Type: KETA-40A - 1 set / ship (AFT part : 2000 Working radius: Max. 12.0 m ~ Min. 3.4 m
Type of Motor: A6VM 160 kN type) Under deck type Jib luffing time: About 80 sec. (average up/down)
Type of Pump: A4VG 180 KETA-43F - 1 set / ship (FWD part : 2000 Jib luffing angle: 0 ˚ ~ 75˚
Oil Flow: 240 l/min kN type) Slewing speed: Max. 0.33 rpm
Working Pressure: 285 bar Wire rope: Ø18 mm non-rotation type with
Max. Oil Temperature: 90 °C Escorting Pull Back System galvanized
Operation: Non-Autotension Design condition: Heel 5˚ + Trim 2˚
Maker: TANKTECH Co., Ltd Ambient air temperature: -10 °C ~ +45 °C

IMO No. 9855812 / Issue 1 (2021.10.08) 1- 2 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual

Power unit: Self-contained type Air Motor

Max working pressure: 260 kg/cm2 Type: 5.5PE-1200SR
Electric motor: 3-phase squirrel cage induction motor Max torque: 6.6 kg.m
Starting method: Direct on line Starting torque: 5.3 kg.m
Motor output: 48.1 kW x 4p (S6-40% with cooling fan) Air pressure: 9 bar

Provision Crane (S) Pilot Ladder Reels

Maker: Oriental Engineering Co., Ltd
Type: Electro-hydraulic driven, cylinder luffing Type: TSA - 500
type jib crane Reduction Gear: CWA - 50
Model: HPC200-0618 Reduction Gear type: Worm gear self locking
No. of sets: 1 Gear ratio: 1/50
Hoisting capacity: SWL 6.0 ton Pressure angle: 20˚
Hoisting lift: Max. 54.0 m
Hoisting speed: Min. 12 m/min at rated load (by 2 layer) Air Motor
Working radius: Max. 18.3 m ~ Min. 5.1 m Type: SAM-2.5PE-300DR
Jib luffing time: About 120 sec. (average up/down) H.P max.: 2.5 PS
Jib luffing angle: 0 ˚ ~ 75˚ Air consumption: 2.5 m3/min
Slewing speed: Max. 0.33 rpm Air pressure: 9 bar

SAMSUNG/GASLOG/ABS
Wire rope: Ø16 mm non-rotation type with Torque: max. 12 kg.m
galvanized Speed: 300 rpm
Design condition: Heel 5˚ + Trim 2˚
Ambient air temperature: -10 °C ~ +45 °C
Power unit: Self-contained type
Max working pressure: 260 kg/cm2
Electric motor: 3-phase squirrel cage induction motor
Starting method: Direct on line
Motor output: 33.0 kW x 4p (S6-40% with cooling fan)

Accommodation Ladder

Maker: Samgong Co., Ltd

Ladder length: 25.52 m
Safety net length per piece: 16.0m
Lashing role length: 22.0m
Weight per piece: 33 kg
Ladder Weight: 1500 kg
Stowing davit: 250 kg
Upper platform: 365 kg (with turntable)
Design load: 5475 kg
(75 kg/step x 73 steps)
Inclined angle: 15.0°~ 45.0°
(Max: 38° for pilot transfer)
Max Load on lower P/F: 171 kg

IMO No. 9855812 / Issue 1 (2021.10.08) 1- 3 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 1- 4 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
1.2 General Arrangement

Illustration 1.2a General Arrangement

No.4
Vent Mast No.3 No.2 No.1
Vent Mast Vent Mast Vent Mast

Elec. Cargo
Motor Mach.
Room Room
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

Bosun Store
CL
No.5 Cofferdam

No.4 Cofferdam

No.3 Cofferdam

No.2 Cofferdam

No.1 Cofferdam
DWT
FWT (P&S) No.4 Cargo Tank (C) No.3 Cargo Tank (C) No.2 Cargo Tank (C) No.1 Cargo Tank (C)
S/G Room 1 7 2 8 3 9 4 10 BW
(P&S)
FWD HFO Stor.
APT Engine Room
11 12 No.4 WBT (P&S) No.3 WBT (P&S) No.2 WBT (P&S) No.1 WBT (P&S) Tank (P&S) FPT
Bow Thruster (C,Void)
(C, WBT) &
E/R EMCY Exit Trunk FWD WBT (P&S) FWD Pump
6 Room
5 Side Ta
ngent Li
CWT ne

SAMSUNG/GASLOG/ABS
(P&S)
Pipe Duct

1 No.2 MGO Serv. Tank (P) 6 GE LO Sett. Tank (S) 11 E/R WBT (S)
2 No.1 MGO Serv. Tank (P) 7 No.2 HFO Serv. Tank (S) 12 E/R WBT (P)
3 No.2 MGO Stor. Tank (P) 8 No.1 HFO Serv. Tank (S)
4 No.1 MGO Stor. Tank (P) 9 No.2 HFO Sett. Tank (S)
5 Sea Water Tank for BWTS (P) 10 No.1 HFO Stor. Tank (P)

Engine Casing Accommodation

Space

Deck
Elec. Cargo Store
Motor Mach.
Room Room

IMO No. 9855812 / Issue 1 (2021.10.08) 1- 5 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.2b Midship Section

SAMSUNG/GASLOG/ABS Trunk

Cargo Tank (C)

WBT (S) Pipe Duct WBT (P)

IMO No. 9855812 / Issue 1 (2021.10.08) 1- 6 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.2c General Arrangement – A Deck

UP
Lobby
Crew’s
Duty Mess
EMCY Generator EMCY Generator Room
Engine Room SWBD Room
UP
Crew’s
DN Duty Mess Public Crew’s
Room Toilet Recreation
Room

Store

Pipe/Duct
CGL Space

Elevator

SAMSUNG/GASLOG/ABS Engine Casing

Galley
Supply
Duct

Stairway
DN UP
Electrical
Equipment
Room

Return
Duct

DN
El.Trunk

Officer’s
Recreation
Officer’s Duty Room
UP Officer Mess Room Mess Room
CO2 Room Foam Room Store

Store Lobby

DN
UP

IMO No. 9855812 / Issue 1 (2021.10.08) 1- 7 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.2d General Arrangement – B Deck

DN
DN UP
UP

Treatment
DN Room
Store Crew 1 Crew 2 Crew 3

Hospital
Public Pipe/
CGL Toilet
Store Duct
Space

Drying Room Elevator Store

Ship’s Laundry

SAMSUNG/GASLOG/ABS
Crew 4

Crew’s Supply
Laundry Duct
Drying Room
Engine Casing Stairway
Crew 5
DN UP

Clean
Linen Crew 6
Gymnasium
& Game Room Locker Return
Duct

Dirty Linen El. Trunk

Locker

Crew 7

Cofferdam

Crew 8
UP Crew 12 Crew 11 Crew 10
Swimming Pool
Tank
Crew 9

DN
Cofferdam

UP DN

DN
IMO No. 9855812 / Issue 1 (2021.10.08) 1- 8 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.2e General Arrangement – E/C B-Deck & C Deck

Captain
Office
Junior Apprence Ship’s General
Officer 2 Officer Office

UP
Chief Enginner’s
Office

Public Pipe Duct

CGL Toilet Space

Petty 1

Store-3 Elevator

SAMSUNG/GASLOG/ABS
Night
Pantry Supply
Petty 2
Duct

Cargo
Stairway Control
Room
DN UP

Petty 3
Store-2

Petty 4

Store-1 El. Trunk

Conference
Room

Swimming
Pool Chief Cook Junior Apprentice
Engineer Engineer

IMO No. 9855812 / Issue 1 (2021.10.08) 1- 9 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.2f General Arrangement – E/C C & D Deck

Cargo 2nd Engineer’s

Cargo Engineer’s Engineer’s Day Room
3rd Engineer 1
Day Room Bed
DN Room

2nd Engineer’s
Bed Room

CGL Public
Toilet Pipe/Duct
Space Store

Junior Officeer 1 Drying

Room Elevator

SAMSUNG/GASLOG/ABS
Lobby Electronic
Engineer
Officer’s Supply
Laundry Duct
Document &
Training Room Store
Stairway
DN UP

Electrical
Engineer
Electronics
Workshop Return
Duct
4th Engineer

Offiecer’s El. Trunk Store

Pantry

Chief Officer’s
Bedroom
DN

Owner Day Owner Bed 3rd Engineer 2 Chief Officer’s

Room Room Day Room

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 10 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.2g General Arrangement – Funnel STR-1 & E-Deck

3rd Officer Chief Engineer’s

Day Room
UP

Chief Enginner’s
Bed Room
Pipe/Duct
Space
Store

Elevator

SAMSUNG/GASLOG/ABS
Safety 2nd
Lobby
Equipment Officer 1
Room
Supply
Duct

Bonded
Stairway Store
Electronics
Room

2nd Officer 2

Battery Return
Room Duct

El.Trunk
Store Night
Pantry Captain’s Bed
Room

UP
Pilot Captain’s Day Room
(2P)

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 11 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.2h General Arrangement –Nav. Bri. Deck & Top Deck

Lift
Rulley
Space

SAMSUNG/GASLOG/ABS
Night
Pantry

Public Wheel House &

Toilet Chart Space

Stairway

El.Trunk

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 12 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.3a Tank Location Plan

No.4
Vent Mast No.3 No.2 No.1
Vent Mast Vent Mast Vent Mast

Elec. Cargo
Motor Mach.
Room Room
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

Bosun Store
CL
No.5 Cofferdam

No.4 Cofferdam

No.3 Cofferdam

No.2 Cofferdam

SAMSUNG/GASLOG/ABS
1 No.2 MGO Serv. Tank (P) 6 GE LO Sett. Tank (S) 11 E/R WBT (S)
2 No.1 MGO Serv. Tank (P) 7 No.2 HFO Serv. Tank (S) 12 E/R WBT (P)
3 No.2 MGO Stor. Tank (P) 8 No.1 HFO Serv. Tank (S)
4 No.1 MGO Stor. Tank (P) 9 No.2 HFO Sett. Tank (S)
5 Sea Water Tank for BWTS (P) 10 No.1 HFO Stor. Tank (P)

6 11
7 8 9 10
5
2

17 No.4 WBT (P) No.3 WBT (P) No.2 WBT (P) No.1 WBT (P) FWD WBT (P)

18
19 CL
No.5 Cofferdam

No.4 Cofferdam

No.3 Cofferdam

No.2 Cofferdam

No.1 Cofferdam
FWD HFO Stor.
20 Tank (P) FPT
1 Engine Room No.4 Cargo Tank (C) No.3 Cargo Tank (C) No.2 Cargo Tank (C) No.1 Cargo Tank (C) (C,Void)
Steering Gear 21 FWD HFO Stor.
Tank (S)
Room CL
22
23
24 No.4 WBT (S) No.3 WBT (S) No.2 WBT (S) No.1 WBT (S) FWD WBT (S)
3
4
12 13 14 15
16

1 APT (C) 6 Sea Water Tank for BWTS (P) 11 E/R WBT (P) 17 No.1 Low TBN Cylinder Oil Stor. Tank 22 No.2 Main LO Stor. Tank
2 FWT (P) 7 No.2 MGO Serv. Tank (P) 12 No.2 HFO Serv. Tank (S) 18 No.1 Cylinder Oil Stor. Tank 23 No.2 Cylinder Oil Stor. Tank
3 FWT (S) 8 No.1 MGO Serv. Tank (P) 13 No.1 HFO Serv. Tank (P) 19 No.1 Main LO Stor. Tank 24 No.2 Low TBN Cylinder Oil Stor. Tank
4 DWT (S) 9 No.2 MGO Stor. Tank (P) 14 No.2 HFO Sett. Tank (S) 20 No.1 Main LO Sett. Tank
5 DWT (P) 10 No.1 MGO Stor. Tank (P) 15 No.1 HFO Sett. Tank (S) 21 No.2 Main LO Sett. Tank

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 13 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.3b Midship Section

SAMSUNG/GASLOG/ABS Trunk

Cargo Tank (C)

WBT (S) Pipe Duct WBT (P)

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 14 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
1.3 Tanks Capacity Plan and List

Cargo Tanks Fresh Water Tanks S.G.=1.000

Capacities Max. Full Capacities 100 % Full

Location Location Max. MT
Volume Volume full (m3) L.C.G. V.C.G. Compartment frame Volume Weight L.C.G. V.C.G. of inertia
Compartment frame Max. MT of
100 % full No.1 : 98.27% from A.P. from B.L. inertia (m4) number 100 % full 100 % full from A.P. from B.L. (m4)
number
(m3) (MT) (m) (m)
(m3) No.2/3/4 : 98.47% (m) (m)

No.1 Cargo Tank 110-118 24402.2 23980.0 (98.27%) 230.188 18.608 85740 Fresh Water Tank (P) 3-16 217.9 217.9 6.972 18.026 87
No.2 Cargo Tank 97-109 51952.9 51158.0 (98.47%) 187.232 17.022 277741 Distilled Water Tank (P) 12-16 80.4 80.4 11.249 18.085 25
No.3 Cargo Tank 84-96 51939.6 51144.9 (98.47%) 135.308 17.022 277670 Fresh Water Tank (S) 3-16 217.9 217.9 6.972 18.026 87
No.4 Cargo Tank 71-83 51932.8 51138.2 (98.47%) 83.382 17.022 277634 Distilled Water Tank (S) 12-16 80.4 80.4 11.249 18.085 25

Total 180227.4 177421.1 Total 596.6 596.6

Water Ballast Tanks S.G.=1.025 Heavy Fuel Oil Tanks S.G.=0.980

Capacities 99.0 % Full
Capacities 95 % Full

SAMSUNG/GASLOG/ABS
Location L.C.G Max. MT Locatio Max. MT
Compartment frame Volume Volume Weight V.C.G. of inertia Compartment n frame Volume Volume Weight L.C.G. V.C.G. of inertia
from
number 100 % 99.0 % 99.0 % from B.L (m4) number 100 % 98.0 % 98.0 % from A.P. from B.L. (m4)
A.P.
full (m3) full (m3) full (MT) (m) full (m3) full (m3) full (MT) (m) (m)
(m)

FWD HFO Stor. Tank (P) 119-140 2145.5 2102.6 2060.5 256.618 12.999 476
FWD WB Tank (P) 119-140 2401.2 2377.2 2436.6 256.204 12.636 2328
FWD HFO Stor. Tank (S) 119-140 2139.2 2096.4 2054.5 256.618 12.999 475
FWD WB Tank (S) 119-140 2401.2 2377.2 2436.6 256.204 12.636 2328
No.1 HFO Sett. T (S) 63-70 235.3 230.5 225.9 53.200 17.905 18
No.1 WB Tank (P) 109-119 7128.5 7057.2 7233.7 227.021 11.638 10383
No.2 HFO Sett. T (S) 56-63 234.7 230.0 225.4 47.600 17.905 18
No.1 WB Tank (S) 109-119 7128.5 7057.2 7233.7 227.021 11.638 10383
No.1 HFO Serv. T (S) 51-56 167.5 164.2 160.9 42.800 17.905 13
No.2 WB Tank (P) 96-109 6688.9 6622.0 6787.6 185.059 8.670 33793
No.2 HFO Serv. T (S) 46-51 167.5 164.2 160.9 38.800 17.905 13
No.2 WB Tank (S) 96-109 6688.9 6622.0 6787.6 158.059 8.670 33793
No.3 WB Tank (P) 83-96 6941.4 6872.0 7043.8 133.728 8.416 36616
No.3 WB Tank (S) 83-96 6941.4 6872.0 7043.8 133.728 8.416 36616 Total 5089.7 4987.9 4888.1
No.4 WB Tank (P) 70-83 6755.1 6687.5 6854.7 82.313 8.589 34711
No.4 WB Tank (S) 70-83 6755.1 6687.5 6854.7 82.313 8.589 34711
E/R WB Tank (P) 43-70 991.7 981.8 1006.3 46.681 16.197 102
E/R WB Tank (S) 46-70 1328.9 1315.6 1348.5 46.647 13.242 245
SWT for BWTS (P) 43-62 421.2 417.0 427.4 42.985 7.602 188
AP Tank (C) -5-16 2739.6 2712.2 2780.0 5.880 12.526 63591

Total 65311.6 64658.5 66275.0

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 15 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual

Marine Gas Oil Tanks S.G.=0.900 Miscellaneous Tanks

Capacities 95 % Full Location Capacities 100 % Full Max. MT

Location Max. MT
Compartment frame of inertia
Compartment frame Volume Volume Weight L.C.G. V.C.G. of inertia Volume L.C.G. V.C.G.
number (m4)
number 100 % 98.0 % 98.0 % from from (m4) 100 % (m3) from A.P. (m) from B.L. (m)
full (m3) full (m3) full (MT) A.P. (m) B.L. (m) S/T Cooling Water Tank (P) 6-20 93.6 12.539 4.252 15
S/T Cooling Water Tank (S) 6-20 93.6 12.539 4.252 15
No.1 MGO Stor. Tank (P) 62-70 289.0 283.2 254.9 52.800 17.511 20 Bilge Holding Tank (P) 20-43 198.6 26.860 1.633 335
No.2 MGO Stor. Tank (P) 55-62 287.6 281.8 253.7 46.800 18.425 18 Clean Drain Tank (S) 20-43 198.6 26.860 1.633 335
No.1 MGO Serv. Tank (P) 49-55 229.7 225.1 202.6 41.615 18.754 15 HFO Clean Leak Tank (S) 63-65 7.9 51.203 2.210 10
No.2 MGO Serv. Tank (P) 43-49 229.7 225.1 202.6 36.785 18.754 15 MGO Clean Leak Tank (S) 66-70 25.5 54.482 2.258 65
Sep. Bilge Tank (P) 65-70 31.5 54.108 2.249 82
FO Overflow Tank (S) 66-70 49.3 54.400 8.519 10
Total 1036.0 1015.3 913.7 Sewage Holding Tank (S) 36-39 34.2 30.010 17.254 9
Urea Storage Tank (S) 36-42 72.2 31.000 22.951 26
Bilge Primary Tank (P) 43-46 11.4 35.600 6.208 6
No.1 Purifier Sludge Tank (P) 22-32 13.1 21.444 10.390 4
Lubricating Oil Tanks S.G.=0.900 No.2 Purifier Sludge Tank (S) 22-32 13.1 21.444 10.390 4

SAMSUNG/GASLOG/ABS
EMCY G/E M.G.O SERV.Tank 16-19 6.4 14.000 33.825 0
Capacities 98 % Full Max.
Location
MT of Total 848.9
Compartment frame Volume Volume Weight L.C.G. V.C.G.
inertia
number 100 % 98.0 % 98.0 % from from
(m4)
full (m3) full (m3) full (MT) A.P. (m) B.L. (m)

No.1 Main LO Stor. Tank (P) 66-70 33.1 32.5 29.2 54.400 16.446 20
No.2 Main LO Stor. Tank (S) 66-70 33.1 32.5 29.2 54.400 16.446 20
No.1 Main LO Sett. Tank (P) 66-70 30.5 29.9 26.9 54.400 16.446 15
No.2 Main LO Sett. Tank (S) 66-70 30.5 29.9 26.9 54.400 16.446 15
No.1 Cyl. oil Stor Tank (P) 66-70 19.9 19.5 17.5 54.400 16.446 4
No.2 Cyl. oil Stor. Tank (S) 66-70 19.9 19.5 17.5 54.400 16.446 4
No.1 Low TBN Cyl. oil Stor. Tank 66-70 26.5 26.0 23.4 54.400 16.446 10
No.2 Low TBN Cyl. oil Stor. Tank 66-70 26.5 26.0 23.4 54.400 16.446 10
No.1 G/E LO Stor. Tank (P) 36-39 11.9 11.7 10.5 30.000 16.691 1
No.2 G/E LO Stor. Tank (S) 34-36 11.9 11.7 10.5 28.000 16.985 1
No.1 G/E LO Sett Tank (P) 36-39 11.9 11.7 10.5 30.000 16.691 1
No.2 G/E LO Sett. Tank (S) 34-36 11.9 11.7 10.5 28.000 16.985 1
No.1 S/T LO Stor. Tank (P) 32-34 4.0 3.9 3.5 26.400 2.300 2
No.2 S/T LO Stor. Tank (S) 32-34 4.0 3.9 3.5 26.400 2.300 2
No.1 S/T LO Drain. Tank (P) 30-32 4.0 3.9 3.5 24.800 2.300 2
No.2 S/T LO Drain. Tank (S) 30-32 4.0 3.9 3.5 24.800 2.300 2
No.1 Main LO Sump Tank (P) 50-62 31.3 30.7 27.6 45.177 1.518 29
No.2 Main LO Sump Tank (S) 50-62 31.3 30.7 27.6 45.177 1.518 29

Total 346.3 339.4 305.5

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 16 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
1.4 Ship Handling Speed Table

General Engine Order Loaded Ballast

RPM
(AHEAD) (knots) (knots)
Ship’s name GASLOG WESTMINSTER IMO number 9855812 Full Sea Speed 74.0 19.4 19.9
Flag BERMUDA Call sign ZCEY5 Full 45.0 11.8 12.1
Port HAMLTON Class ABS Half 37.0 9.7 9.9
Ship yard Samsung Heavy Industries Co., Ltd. Owner GASLOG Slow 25.0 6.6 6.7
Dead Slow 20.5 5.4 5.5
Principal Dimensions
WARNING
Length (LOA) 297.072 m Gross Tonnage 120,709
Length (LBP) 290.000 m Net Tonnage 36,212 The response of the ship may be different from the detail in this report if any of the following conditions upon
Deadweight at summer which the information is based are varied.
Breadth (MLD.) 47.000 m 92,764.5
draught 1. Calm weather, calm sea,
Depth (MLD.) 26.200 m Extreme Height (Air Draft) Approx. 68.8 m (A/B) 2. No current,
Design Draught (EXT.) 11.523 m Summer Draught (EXT.) 12.023 m 3. Deep water,
4. Clean hull and,

SAMSUNG/GASLOG/ABS
Load Condition 5. Normal load and normal ballast condition.

Ballast Loaded
Fore 9.60 m 12.00 m
Draught (EXT.) Mean 9.60 m 12.00 m
Aft 9.60 m 12.00 m
Displacement 101,283.0 tonnes 129,744.1 tonnes
Block Coefficient 0.7530 0.7720
Propeller Immersion 111 % 140 %
Projected Area Above Transverse 1,761 m2 1,649 m2
Water Line Lateral 7,763 m2 7,067 m2

Main Engine & Propeller

Main Engine Type & No. 5X72DF x 2 SET

Output Max. propulsion shaft power : 2 x 12,084 kW x 74.0 RPM
Propeller Type & No. FPP 4 BLADES x 2 sets
DIA x PITCH (0.7R) 8.40 m x 8.295 m
Direction of Rotation(Looking Forward) INWARD

Rudder

Type X Set X Area Full Spade Rudder x 2 x 46.36 m2

Rudder Area Ratio (Loaded) 1.33 %

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 17 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.4a Visibility

View Point

Apprx.63.8 m Check Point

248.774 m from A.P

35.465 m Above B.L

49.858 m

26.200 m
SAMSUNG/GASLOG/ABS
Loaded 17.4 m 56.25 m 2.824 m
Ballast 22.0 m from A.P
LOA 293.072 m Loaded 271 m (12.0 m draft)
Ballast 303 m (9.6 m draft)

60.248 m 236.824 m

47.000 m

Parallel Water Line

Loaded 153.375 m (12.0 m Draft)
Ballast 146.569 m (9.6 m Draft)

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 18 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.4b Turning Circle Diagrams

FULL LOADED CONDITION (ESTIMATED)

FULL SEA SPEED AHEAD (71.4 RPM) HALF SEA SPEED (37.0 RPM) HALF SPEED AT SHALLOW WATER (37.0 RPM)

0.166 N.M. 0.166 N.M. 0.168 N.M. 0.168 N.M. 0.518 N.M. 0.518 N.M.
TRANSFER TRANSFER TRANSFER TRANSFER TRANSFER TRANSFER

11.2 KNOTS 11.2 KNOTS 5.6 KNOTS 5.6 KNOTS 8.2 KNOTS 8.2 KNOTS
1'53" 1'53'' 3'45'' 3'45" 6'25'' 6'25''

6.7 KNOTS 6.7 KNOTS 3.4 KNOTS 3.4 KNOTS 7.9 KNOTS 7.9 KNOTS

0.466 N.M.

0.619 N.M.
0.472 N.M.

0.466 N.M.

0.619 N.M.
0.472 N.M.

ADVANCE

ADVANCE
7'16" 12'08"

ADVANCE

ADVANCE
3'39"
ADVANCE

3'39'' 7'16" 12'08"

6.5 KNOTS 3.3 KNOTS 3.3 KNOTS 7.8 KNOTS
6.5 KNOTS 8'06'' 7.8 KNOTS
8'04" 16'04'' 16'06'' 23'21" 23'25"

6.4 KNOTS 6.4 KNOTS 3.2 KNOTS 3.2 KNOTS 7.9 KNOTS 7.9 KNOTS
5'52" 5'52'' 11'39'' 11'39'' 17'47" 17'47"
P) 19.6 KNOTS S) 19.6 KNOTS P) 9.8 KNOTS S) 9.8 KNOTS P) 9.0 KNOTS S) 9.0 KNOTS

NOTE : MAXIMUM RUDDER ANGLE (35 DEG.) NOTE : MAXIMUM RUDDER ANGLE (35 DEG.)

SAMSUNG/GASLOG/ABS
/ CONSTANT ENGINE ORDER / CONSTANT ENGINE ORDER
NOTE : MAXIMUM RUDDER ANGLE (35 DEG.)
/ CONSTANT ENGINE ORDER NOTE : AT SLOW SPEED TRANSFER AND ADVANCE A BOUT
THE SAME AS HALF SPEED BUT SPEEDS
PROPORTIONALLY LESS AND TIMES
PROPORTIONALLY GREATER.

BALLAST CONDITION (ESTIMATED)

FULL SEA SPEED AHEAD (71.4 RPM) HALF SEA SPEED (37.0 RPM) HALF SPEED AT SHALLOW WATER (37.0 RPM)

0.182 N.M. 0.182 N.M. 0.183 N.M. 0.183 N.M. 0.554 N.M. 0.554 N.M.
TRANSFER TRANSFER TRANSFER TRANSFER TRANSFER TRANSFER

11.5 KNOTS 11.5 KNOTS 5.7 KNOTS 5.7 KNOTS 7.9 KNOTS 7.9 KNOTS
1'59'' 1'59" 3'56'' 3'56'' 7'00'' 7'00''

7.9 KNOTS 7.9 KNOTS 4.0 KNOTS 4.0 KNOTS 7.8 KNOTS 7.8 KNOTS

0.487 N.M.

0.645 N.M.
0.487 N.M.

0.645 N.M.
0.493 N.M.
0.493 N.M.

13'22''

ADVANCE

ADVANCE
3'52'' 7'41''
ADVANCE

ADVANCE

ADVANCE
ADVANCE

3'52" 7'41'' 13'22''

7.6 KNOTS 7.6 KNOTS 3.8 KNOTS 3.8 KNOTS 7.8 KNOTS 7.8 KNOTS
8'12" 8'12'' 16'18'' 16'18'' 26'02'' 26'02"

7.6 KNOTS 7.6 KNOTS 3.8 KNOTS 3.8 KNOTS 7.8 KNOTS 7.8 KNOTS
6'02'' 6'02'' 11'58'' 11'58'' 19'43'' 19'43''
P) 20.0 KNOTS S) 20.0 KNOTS P) 10.0 KNOTS S) 10.0 KNOTS P) 8.7 KNOTS S) 8.7 KNOTS

NOTE : MAXIMUM RUDDER ANGLE (35 DEG.) NOTE : MAXIMUM RUDDER ANGLE (35 DEG.)
/ CONSTANT ENGINE ORDER / CONSTANT ENGINE ORDER
NOTE : MAXIMUM RUDDER ANGLE (35 DEG.)
/ CONSTANT ENGINE ORDER NOTE : AT SLOW SPEED TRANSFER AND ADVANCE A BOUT
THE SAME AS HALF SPEED BUT SPEEDS
PROPORTIONALLY LESS AND TIMES
PROPORTIONALLY GREATER.

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 19 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.4c Emergency Maneuvers

EMERGENCY MANEUVERS EMERGENCY MANEUVERS

BALLAST FULL LOADED

4000 4000

3000 3000

SAMSUNG/GASLOG/ABS 2000 2000

1000 1000

500 500 UNIT : m 1000 500 500 1000 UNIT : m

PORT STB'D STB'D
FROM FULL SEA AHEAD FROM FULL SEA AHEAD
COMPARISION OF TURNING (RUDDER 35 DEG.) COMPARISION OF TURNING (RUDDER 35 DEG.)
AND FULL ASTERN STOPPING ABILIT Y AND FULL ASTERN STOPPING ABILIT Y
(RUDDER AMIDSHIP ) (RUDDER AMIDSHIP )

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 20 Part 1 Design Concept of the Vessel
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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.4d Zigzag Test

Zigzag Test 10/10 Full Sea Speed Ahead Zigzag Test 10/10 Full Sea Speed Ahead
Hull Number Length (m) Breadth (m) F. Draft (m) A. Draft (m) Hull Number Length (m) Breadth (m) F. Draft (m) A. Draft (m)
SN2212 290 47 9.6 9.6 SN2212 290 47 12 12
Speed(kts) Yaw Rate(deg./sec.) Yaw, Rud. Ang.(deg.) Speed(kts) Yaw Rate(deg./sec.) Yaw, Rud. Ang.(deg.)
Port Stbd 30 1.0 50 Port 30 1.0 50
Stbd
27 40 27 40
First O.A. 6.6 6.6 24 30 First O.A. 10.9 10.9 24 30
0.5 0.5
21 20 21 20
Second O. A. 12.3 12.3 Second O. A. 24.0 24.0
18 10 18 10

Third O.A. 12.4 12.4 15 0.0 0 Third O.A. 23.0 23.0 15 0.0 0

12 -10 12 -10

9 -20 9 -20
-0.5 -0.5
6 -30 6 -30

3 -40 3 -40

4 0 -1.0 -50 4 0 -1.0 -50

0 100 200 300 400 500 0 100 200 300 400 500
Time(sec.) Time(sec.)
0 100 200 300 400 500 0 100 200 300 400 500
2 30 1.0 50 2 30 1.0 50

27 40 27 40
0 0
24 30 24 30
0 2 4 6 8 10 12 14 16 18 20 22 24 0.5 0 2 4 6 8 10 12 14 16 18 20 22 24 0.5
21 20 21 20
-2 -2
18 10 18 10

-4 15 0.0 0 -4 15 0.0 0

4 12 -10 4 12 -10

9 -20 9 -20

SAMSUNG/GASLOG/ABS
2 -0.5 2 -0.5
6 -30 6 -30

0 3 -40 0 3 -40

0 2 4 6 8 10 12 14 16 18 20 22 24 0 -1.0 -50 0 2 4 6 8 10 12 14 16 18 20 22 24 0 -1.0 -50

-2 Rect. : Yaw Rate, Diamond : Speed, Tri. : Yaw Angle, None : Rudder Angle -2 Rect. : Yaw Rate, Diamond : Speed, Tri. : Yaw Angle, None : Rudder Angle

-4 -4

Zigzag Test 20/20 Full Sea Speed Ahead Zigzag Test 20/20 Full Sea Speed Ahead
Hull Number Length (m) Breadth (m) F. Draft (m) A. Draft (m) Hull Number Length (m) Breadth (m) F. Draft (m) A. Draft (m)
SN2212 290 47 9.6 9.6 SN2212 290 47 12 12
Speed(kts) Yaw Rate(deg./sec.) Yaw, Rud. Ang.(deg.) Speed(kts) Yaw Rate(deg./sec.) Yaw, Rud. Ang.(deg.)
Port Stbd 30 1.0 50 Port 30 1.0 50
Stbd
27 40 27 40
First O.A. 13.6 13.6 24 30 First O.A. 19.3 19.3 24 30
0.5 0.5
21 20 21 20
Second O. A. 15.0 15.0 Second O. A. 19.8 19.8
18 10 18 10

Third O.A. 12.6 12.6 15 0.0 0 Third O.A. 15.1 15.1 15 0.0 0

12 -10 12 -10

9 -20 9 -20
-0.5 -0.5
6 -30 6 -30

3 -40 3 -40

4 0 -1.0 -50 4 0 -1.0 -50

0 100 200 300 400 0 100 200 300 400 500
Time(sec.) Time(sec.)
0 100 200 300 400 0 100 200 300 400 500
2 30 1.0 50 2 30 1.0 50

27 40 27 40
0 0
24 30 24 30
0 2 4 6 8 10 12 14 16 18 20 22 24 0.5 0 2 4 6 8 10 12 14 16 18 20 22 24 0.5
21 20 21 20
-2 -2
18 10 18 10

-4 15 0.0 0 -4 15 0.0 0

4 12 -10 4 12 -10

9 -20 9 -20
2 -0.5 2 -0.5
6 -30 6 -30

0 3 -40 0 3 -40

0 2 4 6 8 10 12 14 16 18 20 22 24 0 -1.0 -50 0 2 4 6 8 10 12 14 16 18 20 22 24 0 -1.0 -50

-2 Rect. : Yaw Rate, Diamond : Speed, Tri. : Yaw Angle, None : Rudder Angle -2 Rect. : Yaw Rate, Diamond : Speed, Tri. : Yaw Angle, None : Rudder Angle

-4 -4

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 21 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
1.5 Ship Performance Data

Draught Increase (Full Loaded) Wind Forces and Moments

Estimated Squat Effect Wind Speed Force (kN) Moment (kNm)

Wind dir
Under Keel Ship's Speed Max. Squat Trim (m/sec.) Ballast Full Load Ballast Full Load
Clearance (m) (Knots) Estimated (m) (m)
2.0 0.01 0.00 5 1.7 1.8 0.0 0.0
10 7.0 7.1 0.0 0.0
4.0 0.05 0.02 0°
Corresponding
H/d = 1.5 15 15.7 16.0 0.0 0.0
6.0 0.12 0.04
(H = 18.00 m) 20 27.9 28.4 0.0 0.0
8.0 0.22 0.07
5 6.1 5.3 311.7 266.1
10. 0.34 0.11
10 24.2 21.3 1247.0 1064.4
2.0 0.02 0.01 30°
15 54.5 47.8 2805.7 2394.8
4.0 0.07 0.02
Corresponding
20 96.8 85.0 4987.9 4257.4
H/d = 1.2 6.0 0.15 0.05
(H = 14.40 m) 5 9.8 8.7 313.1 253.0
8.0 0.27 0.09

SAMSUNG/GASLOG/ABS
10 39.1 34.7 1253.1 1012.0
10. 0.42 0.13 60°
15 88.0 78.1 2819.4 2277.0

Draught Increase (Ballast) 20 156.4 138.8 5012.2 4048.0

5 9.7 8.7 62.0 50.0
Estimated Squat Effect
10 39.0 34.7 248.0 200.0
Under Keel Ship's Speed Max. Squat Trim 90°
Clearance (m) (Knots) Estimated (m) (m) 15 87.7 78.2 557.9 450.0
2.0 0.01 0.00 20 155.9 139.0 991.9 800.1
4.0 0.05 0.02 5 8.1 7.3 -166.0 -156.2
Corresponding
H/d = 1.5 6.0 0.12 0.04 10 32.5 29.1 -663.9 -624.9
(H = 14.40 m) 120°
8.0 0.21 0.06 15 73.1 65.5 -1493.8 -1406.0
10. 0.33 0.10 20 129.9 116.4 -2655.6 -2499.6

2.0 0.02 0.00 5 5.1 4.6 -216.8 -200.4

4.0 0.07 0.02 10 20.3 18.2 -867.0 -801.4

Corresponding 150°
H/d = 1.2 6.0 0.15 0.04 15 45.7 41.0 -1950.8 -1803.2
(H = 11.52 m)
8.0 0.26 0.08 20 81.2 72.9 -3468.1 -3205.8

10. 0.41 0.12 5 1.6 1.6 0.0 0.0

10 6.6 6.5 0.0 0.0
180°
15 14.8 14.7 0.0 0.0
20 26.2 26.1 0.0 0.0

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 22 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.5a Man Overboard Rescue Manoeuvre

Man-overboard Test
Hull Number Length (m) Breadth (m) F. Draft (m) A. Draft (m)
Man-overboard Test
SN2212 290 47 9.6 9.6
Hull Number Length (m) Breadth (m) F. Draft (m) A. Draft (m)
8 Speed(kts) RPM Yaw Ang.(deg.)
SN2212 290 47 12 12
30 120 360
8 Speed(kts) RPM Yaw Ang.(deg.)
27 30 120 360
270
90
24 27
270
180
90
21 24
60
6 180
90
18 21
60
6 90
15 30 0 18

12 15 30 0
-90
0
9 12
-90
-180 0
4 6 9
-30 -180
-270 4
3 6
-30
-270
0 -60 -360 3

0 100 200 300 400 500 600 700 800

0 -60 -360
Time(sec.)
0 100 200 300 400 500 600 700 800
2 Rect. : Speed, Tri. : Yaw Angle, Circle : Rudder, None : RPM
Time(sec.)

2 Rect. : Speed, Tri. : Yaw Angle, Circle : Rudder, None : RPM

Water Depth (m) Deep

Initial Speed (kts) 20.0 Water Depth (m) Deep

History of Manoeuvre Initial Speed (kts) 19.6

SAMSUNG/GASLOG/ABS
0 Hard Port 35.0 History of Manoeuvre
-4 -2 0 2 4 Hard Port 15.0
Rudder to midship -170.0 0

-4 -2 0 2 4
Rudder to midship -165.0

Distanc e from Origin (m) -12.7

-2
Distanc e from Origin (m) -8.2
-2

Man-overboard Test
Hull Number Length (m) Breadth (m) F. Draft (m) A. Draft (m) Man-overboard Test
SN2212 290 47 9.6 9.6 Hull Number Length (m) Breadth (m) F. Draft (m) A. Draft (m)
8 Speed(kts) RPM Yaw Ang.(deg.) SN2212 290 47 12 12
30 120 360 8 Speed(kts) RPM Yaw Ang.(deg.)
30 120 360
27
270
90 27
24 270
180 90
24
21
60 180
6 90 21
18 60
6
90
18
15 30 0

15 30 0
12
-90
0 12
9 -90
-180 0
4 9
6
-30 -180
-270 4 6
3 -30
-270
3
0 -60 -360

0 100 200 300 400 500 600 700 800 0 -60 -360
Time(sec.) 0 100 200 300 400 500 600 700 800
2 Rect. : Speed, Tri. : Yaw Angle, Circle : Rudder, None : RPM Time(sec.)

2 Rect. : Speed, Tri. : Yaw Angle, Circle : Rudder, None : RPM

Water Depth (m) Deep
Water Depth (m) Deep
Initial Speed (kts) 20.0
Initial Speed (kts) 19.6
History of Manoeuvre
History of Manoeuvre
0 Hard Stbd -40.0
-4 -2 0 2 4 0 Hard Stbd -15.0
Rudder to midship 150.0
-4 -2 0 2 4
Rudder to midship 165.0

Distanc e from Origin (m) 14.2

-2
Distanc e from Origin (m) 8.2
-2

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 23 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
1.6 Stopping Speed Control Characteristics in Deep Water

Illustration 1.6a Stopping Test (1/2)

Stopping Test Full Astern from Ful

l Sea Speed Ahead Stopping Test Full Astern from Slow Ahead
Hull Number Length (m) Breadth (m) F. Draft (m) A. Draft (m) Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m)
SN2212 290 47 9.6 9.6 SN2212 290 47 9.6 9.6
Speed(kts) RPM Yaw Ang.(deg.) Speed(kts) RPM Yaw Ang.(deg.)
30 120 120 30 120 120
Water Depth (m) Deep Water W ater Depth (m) Deep W ater
27 100 27 100
90 90
Initial Speed (kts) 20.0 Initial Speed (kts) 7.0 24 80
24 80
60 60
21 60 21 60
History of Engine RPM History o f Engine RPM
30 30
18 40 18 40
At time 0.0 sec. Order 52.40 RPM from 71.40 RPM At time 0.0 sec. Order 1 8.60 RPM from 25. 00 RPM
15 20 0 15 20 0

At time 7.0 sec. Order 18.60 RPM from 52.40 RPM 12 0 At time 108.0 sec. Order -42 .10 RPM from 18. 60 RPM 12 0
-30
-30

9 -20 9 -20
At time 580.0 sec. Order -42.10 RPM from 18.60 RPM -60 At time 208.0 sec. Order -42 .00 RPM from -42.1 0 RPM -60
6 -40 6 -40

-90 -90
At time 680.0 sec. Order -42.00 RPM from -42.10 RPM 3 -60 3 -60

0 -80 -120 0 -80 -120

Track Reach (m) 4005.3 ( 13.81 L) Track Reach (m) 968.8 ( 3.34 L)
0 100 200 300 400 500 600 700 800 900 0 100 200 300 400 500
Time(sec.) Time(sec.)

2 Rect. : Speed, Tri. : Yaw Angle, None : RPM 2 Rect. : Speed, Tri. : Yaw Angle, None : RPM

1 1

SAMSUNG/GASLOG/ABS
0 0

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

-1 -1

-2 -2

Stopping Test Full Astern from Full Ahead Stopping Test Full Astern from Full Sea Speed Ahead
Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m) Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m)
SN2212 290 47 9.6 9.6 SN2212 290 47 12 12
Speed(kts) RPM Yaw Ang.(deg.) Speed(kts) RPM Yaw Ang.(deg.)
30 120 120 30 120 120
W ater De pth (m) Deep W ater W ater De pth (m) Deep W ater
27 100 27 100
90 90
Initial Speed (kts) 12.5 Initial Speed (kts) 19.6 24 80
24 80
60 60
21 60 21 60
History o f Engine RPM History o f Engine RPM
30 30
18 40 18 40
At time 0.0 sec. Order 1 8.60 RPM from 45. 00 RPM At time 0.0 sec. Order 5 2.40 RPM from 71. 40 RPM
15 20 0 15 20 0

At time 448.0 sec. Order -42 .10 RPM from 18. 60 RPM 12 0 At time 7.0 sec. Order 1 8.60 RPM from 52. 40 RPM 12 0
-30
-30

9 -20 9 -20
-60 At time 580.0 sec. Order -42 .10 RPM from 18. 60 RPM -60
6 -40 6 -40

-90 At time 680.0 sec. Order -42 .00 RPM from -42.1 0 RPM -90
3 -60 3 -60

0 -80 -120 0 -80 -120

Track Reach (m) 2813.4 ( 9.70 L) Track Reach (m) 4320.1 ( 14.90 L)
0 100 200 300 400 500 600 700 800 0 100 200 300 400 500 600 700 800 900 1000
Time(sec.) Time(sec.)

2 Rect. : Speed, Tri. : Yaw Angle, None : RPM 2 Rect. : Speed, Tri. : Yaw Angle, None : RPM

1 1

0 0

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

-1 -1

-2 -2

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 24 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.6b Stopping Test (2/2)

Stopping Test Full Astern from Full Sea Speed Ahead Stopping Test Full Astern from Half Ahead
Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m) Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m)
SN2212 290 47 12 12 SN2212 290 47 12 12
Speed(kts) RPM Yaw Ang.(deg.) Speed(kts) RPM Yaw Ang.(deg.)
30 120 120 30 120 120
W ater De pth (m) Deep W ater W ater De pth (m) Deep W ater
27 100 27 100
90 90
Initial Speed (kts) 19.6 24 80
Initial Speed (kts) 9.8 24 80
60 60
21 60 21 60
History o f Engine RPM History o f Engine RPM
30 30
18 40 18 40
At time 0.0 sec. Order 5 2.40 RPM from 71. 40 RPM At time 0.0 sec. Order 1 8.60 RPM from 36. 00 RPM
15 20 0 15 20 0

At time 7.0 sec. Order 1 8.60 RPM from 52. 40 RPM 12 0

-30
At time 295.0 sec. Order -42 .10 RPM from 18. 60 RPM 12 0
-30

9 -20 9 -20
At time 580.0 sec. Order -42 .10 RPM from 18. 60 RPM -60 At time 395.0 sec. Order -42 .00 RPM from -42.1 0 RPM -60
6 -40 6 -40

At time 680.0 sec. Order -42 .00 RPM from -42.1 0 RPM -90 -90
3 -60 3 -60

0 -80 -120 0 -80 -120

Track Reach (m) 4320.1 ( 14.90 L) Track Reach (m) 2097.4 ( 7.23 L)
0 100 200 300 400 500 600 700 800 900 1000 0 100 200 300 400 500 600 700
Time(sec.) Time(sec.)

2 Rect. : Speed, Tri. : Yaw Angle, None : RPM 2 Rect. : Speed, Tri. : Yaw Angle, None : RPM

1 1

SAMSUNG/GASLOG/ABS
0 0

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

-1 -1

-2 -2

Stopping Test Full Astern from Full Ahead Stopping Test Full Astern from Slow Ahead
Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m) Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m)
SN2212 290 47 12 12 SN2212 290 47 12 12
Speed(kts) RPM Yaw Ang.(deg.) Speed(kts) RPM Yaw Ang.(deg.)
30 120 120 30 120 120
W ater De pth (m) Deep W ater W ater De pth (m) Deep W ater
27 100 27 100
90 90
Initial Speed (kts) 12.3 24 80
Initial Speed (kts) 6.8 24 80
60 60
21 60 21 60
History o f Engine RPM History o f Engine RPM
30 30
18 40 18 40
At time 0.0 sec. Order 1 8.60 RPM from 45. 00 RPM At time 0.0 sec. Order 1 8.60 RPM from 25. 00 RPM
15 20 0 15 20 0

At time 448.0 sec. Order -42 .10 RPM from 18. 60 RPM 12 0
-30
At time 108.0 sec. Order -42 .10 RPM from 18. 60 RPM 12 0
-30

9 -20 9 -20
-60 At time 208.0 sec. Order -42 .00 RPM from -42.1 0 RPM -60
6 -40 6 -40

-90 -90
3 -60 3 -60

0 -80 -120 0 -80 -120

Track Reach (m) 3023.9 ( 10.43 L) Track Reach (m) 1077.3 ( 3.71 L)
0 100 200 300 400 500 600 700 800 900 0 100 200 300 400 500
Time(sec.) Time(sec.)

2 Rect. : Speed, Tri. : Yaw Angle, None : RPM 2 Rect. : Speed, Tri. : Yaw Angle, None : RPM

1 1

0 0

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

-1 -1

-2 -2

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 25 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.6c Stopping Performance

Stopping Performance Stopping Performance

Hull Number Length (m) Breadth (m) F. Draf t (m) A. Draf t (m) Hull Number Length (m) Breadth (m) F. Draf t (m) A. Draf t (m)
SN2212 290 47 9.6 9.6 SN2212 290 47 12 12

SAMSUNG/GASLOG/ABS
Full Sea Speed Ahead Full Ahead Half Ahead Slow Ahead Full Sea Speed Ahead Full Ahead Half Ahead Slow Ahead
→ → → → → → → →
Full Astern Full Astern Full Astern Full Astern Full Astern Full Astern Full Astern Full Astern

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 26 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.6d Inertia Stopping (1/2)

Inertia Stopping StopEngine from Full Sea Speed Ahead Inertia Stopping Stop Engine from Half Ahead
Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m) Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m)
SN2212 290 47 9.6 9.6 SN2212 290 47 9.6 9.6
Speed(kts) RPM Yaw Ang.(deg.) Speed(kts) RPM Yaw Ang.(deg.)
30 120 120 30 120 120
W ater De pth (m) Dee p W ater W ater Depth (m) Deep W ater
27 100 27 100
90 90
Initial Speed (kts) 20.0 24 80
Initial Speed (kts) 10.0 24 80
60 60
21 60 21 60
History o f Engine RPM History o f Engine RPM
30 30
18 40 18 40
At time 0.0 sec. Order 52.40 RPM from 71. 40 RPM At time 0.0 sec. Order 1 8.60 RPM from 36. 00 RPM
15 20 0 15 20 0

At time 7.0 sec. Order 0.00 RPM from 52. 40 RPM 12 0

-30
At time 295.0 sec. Order 0 .00 RPM from 18. 60 RPM 12 0
-30

9 -20 9 -20
-60 -60
6 -40 6 -40

-90 -90
3 -60 3 -60

0 -80 -120 0 -80 -120

Track Reach (m) 5397.6 ( 18.61 L) Track Reach (m) 3422.1 ( 11.80 L)
0 1000 2000 0 1000 2000
Time(sec.) Time(sec.)

4 Rect. : Speed, Tri. : Yaw Angle, None : RPM 4 Rect. : Speed, Tri. : Yaw Angle, None : RPM

3 3

2 2

1 1

SAMSUNG/GASLOG/ABS
0 0

0 10 20 30 40 0 10 20 30 40
-1 -1

-2 -2

-3 -3

-4 -4

Inertia Stopping Stop Engine from Full Ahead Inertia Stopping Stop Engine from Slow Ahead
Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m) Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m)
SN2212 290 47 9.6 9.6 SN2212 290 47 9.6 9.6
Speed(kts) RPM Yaw Ang.(deg.) Speed(kts) RPM Yaw Ang.(deg.)
30 120 120 30 120 120
W ater Depth (m) Deep W ater W ater Depth (m) Deep W ater
27 100 27 100
90 90
Initial Speed (kts) 12.5 24 80
Initial Speed (kts) 7.0 24 80
60 60
21 60 21 60
History o f Engine RPM History o f Engine RPM
30 30
18 40 18 40
At time 0.0 sec. Order 1 8.60 RPM from 45. 00 RPM At time 0.0 sec. Order 1 8.60 RPM from 25. 00 RPM
15 20 0 15 20 0

At time 448.0 sec. Order 0 .00 RPM from 18. 60 RPM 12 0

-30
At time 108.0 sec. Order 0 .00 RPM from 18. 60 RPM 12 0
-30

9 -20 9 -20
-60 -60
6 -40 6 -40

-90 -90
3 -60 3 -60

0 -80 -120 0 -80 -120

Track Reach (m) 4535.3 ( 15.64 L) Track Reach (m) 1934.8 ( 6.67 L)
0 1000 2000 0 100 200 300 400 500 600 700 800
Time(sec.) Time(sec.)

4 Rect. : Speed, Tri. : Yaw Angle, None : RPM 4 Rect. : Speed, Tri. : Yaw Angle, None : RPM

3 3

2 2

1 1

0 0

0 10 20 30 40 0 10 20 30 40
-1 -1

-2 -2

-3 -3

-4 -4

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 27 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.6e Inertia Stopping (2/2)

Inertia Stopping Stop Engine from Full Sea Speed Ahead Inertia Stopping Stop Engine from Half Ahead
Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m) Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m)
SN2212 290 47 12 12 SN2212 290 47 12 12
Speed(kts) RPM Yaw Ang.(deg.) Speed(kts) RPM Yaw Ang.(deg.)
30 120 120 30 120 120
Water Depth (m) Deep W ater Water Depth (m) Deep W ater
27 100 27 100
90 90
Initial Speed (kts) 19.6 24 80
Initial Speed (kts) 9.8 24 80
60 60
21 60 21 60
History o f Engine RPM History o f Engine RPM
30 30
18 40 18 40
At time 0.0 sec. Order 5 2.40 RPM from 71. 40 RPM At time 0.0 sec. Order 1 8.60 RPM from 36. 00 RPM
15 20 0 15 20 0

At time 7.0 sec. Order 0 .00 RPM from 52. 40 RPM 12 0

-30
At time 295.0 sec. Order 0 .00 RPM from 18. 60 RPM 12 0
-30

9 -20 9 -20
-60 -60
6 -40 6 -40

-90 -90
3 -60 3 -60

0 -80 -120 0 -80 -120

Track Reach (m) 6051.1 ( 20.87 L) Track Reach (m) 3767.7 ( 12.99 L)
0 1000 2000 0 1000 2000
Time(sec.) Time(sec.)

4 Rect. : Speed, Tri. : Yaw Angle, None : RPM 4 Rect. : Speed, Tri. : Yaw Angle, None : RPM

3 3

2 2

1 1

SAMSUNG/GASLOG/ABS
0 0

0 10 20 30 40 0 10 20 30 40
-1 -1

-2 -2

-3 -3

-4 -4

Inertia Stopping StopEngine from Full Ahead Inertia Stopping Stop Engine from Slow Ahead
Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m) Hull Number Length (m) Breadth (m) F. Dr aft (m) A. Draft (m)
SN2212 290 47 12 12 SN2212 290 47 12 12
Speed(kts) RPM Yaw Ang.(deg.) Speed(kts) RPM Yaw Ang.(deg.)
30 120 120 30 120 120
W ater Depth (m) Deep W ater W ater Depth (m) Deep W ater
27 100 27 100
90 90
Initial Speed (kts) 12.3 24 80
Initial Speed (kts) 6.8 24 80
60 60
21 60 21 60
History o f Engine RPM History o f Engine RPM
30 30
18 40 18 40
At time 0.0 sec. Order 18.60 RPM from 45. 00 RPM At time 0.0 sec. Order 1 8.60 RPM from 25. 00 RPM
15 20 0 15 20 0

At time 448.0 sec. Order 0.00 RPM from 18. 60 RPM 12 0

-30
At time 108.0 sec. Order 0 .00 RPM from 18. 60 RPM 12 0
-30

9 -20 9 -20
-60 -60
6 -40 6 -40

-90 -90
3 -60 3 -60

0 -80 -120 0 -80 -120

Track Reach (m) 4952.5 ( 17.08 L) Track Reach (m) 2146.1 ( 7.40 L)
0 1000 2000 0 100 200 300 400 500 600 700 800
Time(sec.) Time(sec.)

4 Rect. : Speed, Tri. : Yaw Angle, None : RPM 4 Rect. : Speed, Tri. : Yaw Angle, None : RPM

3 3

2 2

1 1

0 0

0 10 20 30 40 0 10 20 30 40
-1 -1

-2 -2

-3 -3

-4 -4

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 28 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.6f Inertia Stopping Performance

Inertia Stopping Performance Inertia Stopping Performance

Hull Number Length (m) Breadth (m) F. Draf t (m) A. Draf t (m) Hull Number Length (m) Breadth (m) F. Draf t (m) A. Draf t (m)
SN2212 290 47 9.6 9.6 SN2212 290 47 12 12

SAMSUNG/GASLOG/ABS
Full Sea Speed Ahead Full Ahead Half Ahead Slow Ahead Full Sea Speed Ahead Full Ahead Half Ahead Slow Ahead
→ → → → → → → →
M/E Stop M/E Stop M/E Stop M/E Stop M/E Stop M/E Stop M/E Stop M/E Stop

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 29 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.6g Deceleration Performance

Deceleration Performance Deceleration Performance

Hull Number Length (m) Breadth (m) F. Draf t (m) A. Draf t (m) Hull Number Length (m) Breadth (m) F. Draf t (m) A. Draf t (m)
SN2212 290 47 9.6 9.6 SN2212 290 47 12 12

SAMSUNG/GASLOG/ABS
Full Sea Speed Ahead Full Ahead Half Ahead Slow Ahead Full Sea Speed Ahead Full Ahead Half Ahead Slow Ahead
→ → → → → → → →
Full Ahead Half Ahead Slow Ahead Dead Slow Ahead Full Ahead Half Ahead Slow Ahead Dead Slow Ahead

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 30 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 1.6h Acceleration Performance

Acceleration Performance Acceleration Performance

Hull Number Length (m) Breadth (m) F. Draf t (m) A. Draf t (m) Hull Number Length (m) Breadth (m) F. Draf t (m) A. Draf t (m)
SN2212 290 47 9.6 9.6 SN2212 290 47 9.6 9.6

SAMSUNG/GASLOG/ABS

0 0 0 0
→ → → →
Full Sea Speed Ahead Full Ahead Full Sea Speed Ahead Full Ahead

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 31 Part 1 Design Concept of the Vessel
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual

Part 2: Deck Equipment

2.1 Mooring Arrangement..................................................................2 - 5
2.1.1 Mooring Winches........................................................2 - 5
2.1.2 Capstan...................................................................... 2 - 15
2.1.3 Emergency Towing System....................................... 2 - 18
2.1.4 Escorting Pull Back System...................................... 2 - 22
2.1.5 Anchoring, Mooring and Towing Procedures ........... 2 - 23
2.2 Lifting Equipment......................................................................2 - 31
2.2.1 Deck Cranes .............................................................. 2 - 31
2.2.2 Accommodation and Pilot Ladder Reels................... 2 - 39

Illustrations
2.1a Anchor Handling & Mooring Arrangement – FORE Upper Deck
Plan ....................................................................................................2 - 1
2.1b Anchor Handling & Mooring Arrangement – MID Upper Deck
Plan ....................................................................................................2 - 2
2.1c Anchor Handling & Mooring Arrangement – AFT Upper Deck
Plan ....................................................................................................2 - 3
2.1.1a Deck Machinery Arrangement ................................................2 - 4

SAMSUNG/GASLOG/ABS
2.1.1b Anchor Windlass Arrangement (W2)......................................2 - 6
2.1.1c Mooring Winches (M1)...........................................................2 - 7
2.1.2a Capstans ................................................................................2 - 15
2.1.2b General Arrangement of Capstans ........................................2 - 16
2.1.3a AFT Emergency Towing System ..........................................2 - 17
2.1.3b FWD Emergency Towing System.........................................2 - 19
2.2.1a Hose Handling Crane - PORT...............................................2 - 27
2.2.1b Hose Handling Crane - STBD ..............................................2 - 28
2.2.1c Provision Crane - PORT .......................................................2 - 29
2.2.1d Provision Crane - STBD .......................................................2 - 30
2.2.2a Required Boarding Arrangement for Pilot ............................2 - 37
2.2.2b Accommodation and Pilot Ladder Reels...............................2 - 38

Part 2
Deck Equipment
IMO No. 9855812 / Issue 1 (2021.10.08) Part 2 Deck Equipment
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 2.1a Anchor Handling & Mooring Arrangement – FORE Upper Deck Plan

UF1 (P&S) MC3 (P&S)

UF5 (P&S) Universal Fairlead 4-Rollers Mooring Chock
Universal Fairlead 5-Rollers Φ400L (SWL 127t) (500x400x525m) (SWL 127t)
UF2 (P&S)
Φ400L (SWL 127t)
Universal Fairlead 7-Rollers
Φ400L (SWL 127t) MC1 (P&S)
UF1 (P&S)
Remote Control Mooring Chock
Stand Universal Fairlead 4-Rollers
Φ400L (SWL 127t) (500x400x525m) (SWL 127t)

UF1 (P&S)
Universal Fairlead 4-Rollers
Φ400L (SWL 127t)

MC1 (P&S)
Mooring Chock
UP
(500x400x525B) (SWL 127t)
SR (P&S)
Stand Roller DN
Φ400 (SWL 127t) W1 Remote Control
Stand

SR (P&S)

SAMSUNG/GASLOG/ABS
Stand Roller BL7 (P&S) MC1 (P&S)
Φ400 (SWL 127t) Mooring Chock
Bollard
Mooring SWL : 127t (500x400x525m) (SWL 127t)
Towing SWL : 92t
DN ETS1
FWD EMCY Towing System
(SWL 200t)

M2 M1
SR (P&S)
Stand Roller
Φ400 (SWL 127t)
CS (P&S)
Chain Stopper
For Φ114 Chain Cable
W2 Roller Dog Type
SR (P&S) DN

Stand Roller
Φ400 (SWL 127t) UP
BL3 (P&S)
Bollard Φ550
550t (Tow : 64t)

BL2 (P&S)
Bollard Φ600
Mooring SWL : 127t
Towing SWL : 92t
BL2 (P&S)
Bollard Φ600
Mooring SWL : 127t
Towing SWL : 90t

IMO No. 9855812 / Issue 1 (2021.10.08) 2- 1 Part 2 Deck Equipment

BL1 (P&S)
UF3 (P&S) Bollard Φ600
(SWL 127t)
Universal Fairlead 5-Rollers
Φ400L (SWL 92t)
MC4 (P&S) BL6 (P&S)
BL4 (P&S)
Mooring Chock Bollard Φ350 MC3 (P&S) CP (P&S)
Bollard Φ600 400 x 250 x 381m (SWL 127t) (SWL 40t)
Mooring SWL : 127t Bollard Capstan
Towing SWL : 90t Φ550 (SWL 64t) 1t x 25m/min

SAMSUNG/GASLOG/ABS Elec.
Motor
Cargo
Mach.
Room Room Deck Store

BL8 (P&S)
CP (P&S) Bollard Φ500
MC3 (P&S) Mooring SWL : 127t
BL5 (P&S)
Mooring Chock Type “A” Capstan Towing SWL : 92t
500x400x525m (SWL 127t) 1t x 25m/min Bollard Φ500
Mooring SWL : 127t UF5 (P&S)
Towing SWL : 90t Universal Fairlead 5-Rollers
BL7 (P&S)
Φ400L (SWL 127t)
Bollard Φ600 MC5 (P&S)
Mooring SWL : 127t Mooring Chock
Towing SWL : 92t 450x250x428 (SWL 92t)

IMO No. 9855812 / Issue 1 (2021.10.08) 2- 2 Part 2 Deck Equipment

MC3 UF2 MC3 (P&S) UF1 (P&S)

Mooring Chock Universal Fairlead 7-Rollers Mooring Chock Universal Fairlead 4-Rollers
UF1 500 x 400 x 525B Φ400L (SWL 127t) 500 x 400 x 525B Φ400L (SWL 127t)
(SWL 127t) (SWL 127t)
Universal Fairlead 4-Rollers Remote Control
Φ400L (SWL 127t) Stand (M4)
MC3 (P&S)
Mooring Chock BL2
500 x 400 x 525B MC1 Bollard Φ600
(SWL 127t) Mooring Chock Mooring SWL : 127t
500 x 400 x 525B Towing SWL : 90t
Remote (SWL 127t)
Control SR
BL1 Stand Stand Roller
Bollard Φ600 Φ450 (SWL 127t) M3
(SWL 127t)
MC2 (P&S) BL1
Mooring Chock Bollard Φ600
600 x 450 (SWL 200t) (SWL 127t)
BL2
SR1
Bollard Φ600
Mooring SWL : 127t Stand Roller
Towing SWL : 90t Φ500 (SWL 127t)

SAMSUNG/GASLOG/ABS
M5
UF1 M7 SR1
Universal Fairlead 4-Rollers Stand Roller
Φ400L (SWL 127t) Φ500 (SWL 127t) Engine Casing

EPB
SR
Escorting Pull Back
Stand Roller
System (SWL 200t)
Φ450 (SWL 127t)
ETS2
SR
AFT EMCY Towing
System (SWL 200t) Stand Roller
M6 Φ450 (SWL 127t)
BL6
Bollard Φ550m
(SWL 40t) BL1
Bollard Φ600
SR (SWL 127t)
Stand Roller
Φ450 (SWL 127t)
UF1
CB (P&S) Universal Fairlead 4-Rollers M4
Cross Bitt Φ400L (SWL 127t)
(SWL 200t)

UF1 BL2 MC1

Mooring Chock BL2
Universal Fairlead 4-Rollers Bollard Φ600
Mooring SWL : 127t 500 x 400 x 525B Bollard Φ600
Φ400L (SWL 127t) (SWL 127t) Mooring SWL : 127t
Towing SWL : 90t
Towing SWL : 90t

MC1
UF2 UF1 Mooring Chock Type “B”
500 x 400 x 525B Remote Control
Universal Fairlead 7-Rollers Universal Fairlead 4-Rollers (SWL 127t)
Φ400L (SWL 127t) Φ400L (SWL 127t) Stand (M4)

IMO No. 9855812 / Issue 1 (2021.10.08) 2- 3 Part 2 Deck Equipment

UL M2 M2 CL2
M5 W1

UL
CL13 UL CL1
M6 W1 W1/W2
M7

UL
CL11 UL CL9 UL UL CL5
UL M1
UL CL7

UL
UL
AL
AL

AL
UL
M7 AL

AL
UL
AL M3
M5
M1 UL

M4 M2 W2 UL
M6 AL AL AL AL
AL

AL
SAMSUNG/GASLOG/ABS
AL

AL
CL14 AL

UL
CL8 M1
CL12 UL UL UL UL UL UL UL UL CL6
CL10
M5 W1/W2
UL

UL
CL3
M6 W1
UL CL4

UL
M4 M2

Key
Winch Operation (Single Stand)
- Electric Type (Speed Control) Brake Position

Winch Operation (Double Stand)

- Electric Type (Speed Control)
Under Line Above Line
Working Part
Push Button for Brake Release Storing Part
- Spring Return to Zero (Brake Closed)
- Electric Type (Open/Close)

Joystick Disc Brake Above Line

- Spring Return to Zero (Brake Opened)
- Electric Type (Speed Control)
Under Line
Operator Position

IMO No. 9855812 / Issue 1 (2021.10.08) 2- 4 Part 2 Deck Equipment

Driving Winch After starting the electric motor, the winch is ready for operation
Windlass
Type of Winch: 5530S
Type of Windlass: 1909 Essential Characteristic of the Winch
Rope Size: Ø 44 mm x 275 m + Ø 96 mm x 22 m
Chain Cable Diameter: Ø 114 mm Grade 3
Winding Pull: 300 kN at 1st Layer
Nominal Pull: 617 kN According to ISO 4568 Contrary to conventionally designed electric winches with pole changing
Winding Speed: 15 m/min
Max. Pull: 926 kN According to ISO 4568 electric motor:
Light Line Speed: 45 m/min

SAMSUNG/GASLOG/ABS
Nominal Speed: 9 m/min
Brake Capacity: 997 kN at 1st Layer
Brake Capacity: 4001 kN • Infinitely variable line speed control from zero to maximum
Dimension of Drum: Ø 710/1650 mm x 1047 mm long / With
Max. anchor depth: 363.0 m - Measured from Anchor Pocket speed.
Split Flange
• Infinitely variable control of line pull.
Type of Motor: A6VM 160
Driving Winch • High slack line speed.
Type of Pump: A4VG 180
Type of Winch: 5540S • No overload possible (protection by safety valve).
Oil Flow: 240 l/min
Rope Size: Ø 44 mm x 275 m + Ø 96 mm x 22 m • Smooth operation characteristic during mooring and anchor
Working Pressure: 285 bar
Winding Pull: >300 kN at 1st Layer operation, smooth positioning of the anchor at the chock.
Max. Oil Temperature: 90 °C
Winding Speed: 15 m/min • Low starting current as the electric motor is started without load
Operation: Non-Autotension
Light Line Speed: 45 m/min and continuously running during duty.
Brake Capacity: 997 kN at 1st Layer • No electric switches during automatic operation (if installed)
Electric Motor Data
Dimension of Drum: Ø 710/1650mm x 1047 mm long / With therefore maintenance considerably reduced.
Type of Motor: 250 L
Split Flange • Low installation costs on ship’s deck (electric switchboard and
Output Capacity: 110 kW
Type of Motor: 2 x A6VM 160 – Only parallel operation control unit completely installed in the winch).
Voltage: 440 V / 230 V
Type of Pump: 2 x A4VG 180 – Only single operation
Frequency: 60 Hz Contrary to conventionally designed hydraulic winches:
Oil Flow: 300 l/min
Nominal Current: 181 A
Working Pressure: 275 bar
Starting Current: 1430 A • The low power consumption of the pumping unit and low waste
Max. Oil Temperature: 90 °C
Rotational Speed: 1775 rpm heat generation during partial load duty to that fact that
Operation: Non-Autotension
Starting Mode: D.O.L. hydraulic pump and the hydraulic motor are adjusted to the
Starting Time: 0.5 s actual required power.
Electric Motor Data
Efficiency: 94 % • Small overall dimensions of the winch.
Type of Motor: 280 M
Power Factor: 0.86 • All hydraulic components are installed in an enclosed casing, oil
Output Capacity: 135 kW
Starting Current: 1706 A submerged.
Warping Head
Rotational Speed: 1775 rpm
Winding pull: 300 kN
Winding speed: 15 m/min

IMO No. 9855812 / Issue 1 (2021.10.08) 2- 5 Part 2 Deck Equipment

SAMSUNG/GASLOG/ABS
Stowing Part Stowing Part

Disc Brake Working Part Working Part

Hyd. Operated

IMO No. 9855812 / Issue 1 (2021.10.08) 2- 6 Part 2 Deck Equipment

SAMSUNG/GASLOG/ABS
Stowing Part Stowing Part

Working Part Working Part

IMO No. 9855812 / Issue 1 (2021.10.08) 2- 7 Part 2 Deck Equipment

Special Design Features Hydraulic Components • Starter Panel

The starter panel is installed into the gear case on a mounting
The mooring winch consists of a driving unit, a declutchable rope drum All components units are housed in an oil tank welded to the gear casing. plate and is accessible via a hand hole cover. It is completely
which can be braked by means of a spindle band brake and a warping These components are installed below the oil level in order to prevent the wired with the electric motor, start-stop buttons, limit switch, oil
head. formation of corrosion. level temperature switch and filter pressure switch.

The driving unit is of compact design and consists of a totally enclosed • Multi-Disc Brake One supply cable is required to be connected to the main
gear transmission and electrical and hydraulic components. The hydraulically controlled multi-disc brake is located on the contactor. Main disconnecting devices, if requested, have to be
shaft of the first intermediate gear and holds the load in position installed by the yard on the shipside distribution board. Main
Mechanical Components in case of power failure or if damage occurs to the hydraulic contactor, a control power transformer, a motor protection relay
components. When the control lever is actuated, the multi-disc and standstill heater are located on the mounting plate. The
• Gear Transmission brake opens simultaneously. main contactor is operated by the start-stop buttons.
The wheels of the 3-step gear have machine cut teeth of maker's
standard. • Motor In order to keep the winch constantly ready for operation, the
The winch is driven by a hydraulic motor of infinitely variable motor and the room for the starter panel are equipped with
• Drum displacement type. The motor is connected to a 3-step gear. standstill heating.
The drum of welded steel structure freewheel on the main shaft,
equipped with spindle band brake with non-inflammable woven • Pump Only when the air flap of the cooler is opened, the start-button
non-asbestos linings. An electric motor drives the variable displacement pump with can be actuated.

SAMSUNG/GASLOG/ABS
servo-control via a flexible coupling. The pump consists of a
• Warping Head variable displacement pump, an auxiliary pump and a servo unit. • Control Panel
Keyed on the main shaft, arranged on either side of winch close The following control elements and switches are located on a
to casing respectively to drum or, in case of special requests, on • Oil Filter stainless steel control panel at the winch:
the extended main shaft ends. The filter works in the oil circuit outside the gear case in sea-
water-resistant execution for winch types 5530 and bigger. The - Indicator “CURRENT MEASURING”
• Bearings filter works in the oil circuit inside the gear case in standard
The winch bearings are of roller type, except the drum bearings execution for winch types 5525 and smaller. - Selector Switch “MOTOR SELECTION M1/M2”
are sliding bearings. The latter is provided with renewable
bronze bushings made of special alloy and designed for • Winch Control Block - Push Button “MOTOR START"
extremely long service time. The control block is fitted to the gear case. Operation in the - Push Button “MOTOR STOP/RESET”
HEAVE or LOWER direction is controlled by a hand lever. - Push Button “LAMP TEST”
• Lubrication
The tooth wheels in the gear casing are splash-lubricated. The • Oil-Air Cooler - Control Lamp "POWER AVAILABLE"
bearings of the rope drum and spherical roller bearings on the The cooler is fitted to the front of the gear case. Before starting - Control Lamp “MOTOR RUNNING"
main shaft are grease lubricated. The roller bearings are double- the winch, the air flap has to be opened. - Control Lamp "OIL OVERTEMP"
lip sealed on both sides and thus nearly maintenance free. All - Control Lamp "OIL LEVEL"
hydraulic components are self-lubricated and oil-submerged. Electrical Components - Control Lamp "MOTOR OVERLOAD"
- Control Lamp "FILTER SERVICE"
• Corrosion Protection • Electric Motor - Control Lamp "MOTOR HEATER ON"
All parts are sandblasted. The inner side of the gear case and The squirrel cage induction motor for marine use is fitted to the
internal parts are provided with two coats of primer and one gear case. The overload protection is realized by a temperature
finishing coat, while the external parts with two coats each of sensor which is connected to a motor protection relay. When the
primer. temperature increases above an unacceptable level, the relay
releases and the motor switches off.

IMO No. 9855812 / Issue 1 (2021.10.08) 2- 8 Part 2 Deck Equipment

3. Description of Windlass and Mooring Winch 4. Disc Brake 7) Disengage the band brake by pulling the speed limiter lever in
operator position.
The combined anchor windlass/mooring winch consists of a mooring winch The hydraulic operated disc brake for cable lifter units is designed to meet
and a cable lifter gear, driven by a pinion on the main shaft of the mooring the requirements of safer anchor drops by an easier and more precise control 8) Carefully release the disc brake by moving the joystick in zero
winch. of the chain speed (dynamic braking). Both the hydraulic band brake and the direction.
hydraulic disc brake can be operated simultaneously by one man handling
The frame is of welded construction. Cable lifter is of cast steel with five both operating levers. 9) Control the anchor drop speed by adjusting the pressure on the disk
snags, driven by a gear reduction of milled gearing. brake control.
The design comprises a hydraulic operated caliper and a disc, mounted to the
Claw clutches connect the mooring winch and windlass gear part. Cable anchor winch frame and the anchor winch driving shaft respectively. The 10) The maximum chain speed is limited by the speed limiter function
lifter consists of spindle band brake and non-inflammable non-asbestos disc is protected and shielded by a cover mounted to the anchor winch frame. of the band brake.
linings.
The caliper consists of two brake shoes and four cylinders mounted into a 11) When desired anchor depth is reached, brake anchor to full stop
Lower surfaces of the winch set are machined. Chain wheel units are brake housing, which again is bolted to the anchor winch frame. The caliper and set band brake.
delivered as right-hand units and left-hand units. is of the fixed type with floating pistons, i.e. the pistons are self-adjusting for
even brake pressure and axial movements of the disc. 12) Engage chain stopper.
 Cable Lifter
 Gear Wheel Two hydraulic cylinders operate each brake shoe. The brake shoes are kept Disc brake is only to be used for dynamic braking. For static braking, the
 Chain Wheel in position by end stoppers, removable for the replacement of worn brake band brake must be engaged. As the disc brake is released in the neutral

SAMSUNG/GASLOG/ABS
 Shaft linings. This operation is possible without removing or dismounting the position of the joystick, the disc brake is not working as a failsafe brake.
 Base Frame housing.
 Drive pinion with Claw Coupling The emergency stop button at the remote controller will shut down the
 Band Brake Each cylinder will return the piston to its initial position when taking the anchor winch.
pressure off the brake shoes (the brake is released). All four cylinders have a
Operation of the Winch common supply line for hydraulic pressure and are interconnected by 5. Windlass and Mooring Winch Operations
hydraulic pipes. Thus the force of the pistons onto the brake shoes is
Before setting the winch in operation, the air-cooler flap in front of gear case unaffected by worn linings and erratic movements of the disc. Pre-Condition of the Operation
must be opened.
Disc Brake Operation 1) Read and understand all safety information.
The winch is to be started with the start button at the control panel of the
winch. 1) Lower the anchor to the sea level by the winch motor with low 2) Grease all sliding bearings before performing any operation.
speed.
The winch is to be stopped with the stop button at the control panel of the 3) Clean the open windlass gear and apply recommended grease
winch or by closing the air flap. 2) Engage the band brake. before performing any operation.

After starting the e-motor, the winch is ready for operation. 3) Disengage the windlass coupling. 4) All clutches are disengaged.

The winch is controlled sensitively in both directions of rotation by a hand 4) Open the valve of external cooling water (sea water for chain 5) All band brake is closed.
lever in different ranges of line speed and pull according to a winch washing).
characteristic of constant capacity. 6) Chain stopper is closed.
5) Switch on the hydraulic unit (HPU) for the disc brake. The switch
When increasing the pull by deflection of hand lever the speed decreases and is located at the front door of the HPU switch cabinet. 7) Make sure that there is no leakage at the hydraulic system of the
vice versa from minimum to maximum. This lever characteristic is the same disc brake under pressure.
at the local and remote control. 6) Engage the disc brake by pulling the joystick in operator position.

IMO No. 9855812 / Issue 1 (2021.10.08) 2- 9 Part 2 Deck Equipment

Operation of the Mooring Winch 5) Remove the lashing device from the chain stopper. 17) Stop the e-motor by pushing the stop button on the operator
panel and close the air cooler flap.
1) Make sure that you know all safety and operation instructions 6) Engage the anchor claw clutch.
before you operate the equipment. Operation of the Anchor Part by using the Disc Brake (Optional)
NOTE
2) Make sure you observe the pre-condition of the operation. After engage of the anchor claw clutch, make sure that the gap in NOTE
the lowering direction between the claws is removed by moving  Disc brake is only to be used for dynamic braking. For static braking
3) Open the air cooler flap. the winch before anchor brake releasing. the windlass band brake must be engaged. As the disc brake is
released in “ZERO” position of the master switch, the disc brake is
4) Start the e-motor by pushing the start button on the operator 7) Open the chain stopper. not working as a failsafe brake.
panel and verify that motor run indicator illuminates.  In case of a disc brake failure or a too high chain speed, the speed
8) If necessary, heave the anchor slightly to unload the chain limiter is able to overtake and limit the maximum chain speed.
5) Engage the drum clutch. stopper.  One more operator should operate the disc brake.

6) Open the drum band brake by using the hydraulic hand pump. 9) Open the windlass band brake by turning the brake release 1) Follow the instruction with “Lower the Anchor 1) -13)”.
switch at the related remote control column.
7) To operate the winch, move the control lever either in the 2) Open the valve of external cooling water (sea water for chain
direction LOWER or HEAVE. 10) Lower the anchor to the water surface by using the control lever washing).

SAMSUNG/GASLOG/ABS
or master switch at the remote control column in the LOWER
8) When the rope drum rotates, move the lever slowly to get the direction. 3) Start the HPU (hydraulic power unit) for the disc brake by
necessary speed and keep the lever in that position. pushing the start button on the HPU switch cabinet.
11) Close the windlass band brake by turning the brake release
9) To stop the operation, move the lever to the “ZERO” position. switch at the remote control column. 4) Engage the disc brake by pulling the master switch at the related
remote control column in operator position.
10) Close the drum band brake by releasing the pressure in the brake 12) Disengage the anchor claw clutch from the main shaft.
cylinder. 5) Open the windlass band brake by turning the brake release
13) Open the windlass band brake by pushing the brake release switch at the related remote control column.
11) Disengage the drum clutch. button at the related remote control column.
NOTE
12) Stop the e-motor by pushing the stop button on the operator CAUTION The brake release switch at the related remote control column
panel and close the air cooler flap. When you drop the anchor chain by using chain wheel-band brake, should be released while the disc brake is operating.
do not let the speed grow too high. Anchor Part will be damaged.
Operation of the Anchor Part 6) Release the disc brake carefully by using the master switch at the
14) After the required length of chain has been paid out, stop the related remote control column to the “ZERO” position.
Lower the Anchor chain by turning the brake release switch on the related remote
control column. NOTE
1) Make sure that you know all safety and operation instruction To avoid hard braking use the master switch of the disc brake
before you operate the windlass. 15) Close the chain stopper. carefully and slowly.

2) Make sure you observe the pre-condition of the operation. NOTE 7) After required length of chain has been paid out, engage the disc
When you close the chain stopper, open the chain wheel-band brake by pulling the master switch at the related remote control
3) Open the air cooler flap. brake slightly to put the chain link on the chain stopper properly. column in operator position.

4) Start the power pack. 16) Attach lashing device to the chain link to safety the anchor.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 10 Part 2 Deck Equipment

8) Close the windlass band brake by turning the brake release panel and verify that motor run indicator illuminates. CAUTION
switch at the related remote control column.  Extreme overloading of the anchor part may lead to serious damage
5) Engage the anchor claw clutch. of the driving system.
9) Move the master switch of the disc brake to “ZERO” position.  The sudden stop of the anchor part during heave operation or paying
NOTE out chain while keeping the control lever in “heave” position
10) Close the chain stopper. After engage of the anchor claw clutch, make sure that the gap in indicates that the maximum load of the windlass has been exceeded.
the heaving direction between the claws is removed by moving the  The sudden (abrupt) loads to the chain must be avoided.
NOTE winch before anchor brake releasing.  The operator is responsible for the correct use of the available brake
When you close the chain stopper, open the windlass brake slightly systems considering the safety of vessel and crew.
to put the chain link on the chain stopper properly. 6) Open the chain stopper.
To avoid unratable loads affecting the windlass system, safety rules have
11) Attach lashing device to the chain link to safety the anchor. 7) Open the windlass band brake by turning the brake release to be observed as follows:
switch at the related remote control column.
12) Stop the HPU and e-motor and close the air cooler flap. 1) The chain must be in a vertical position as far as possible to ensure
8) Heave the anchor by using the control lever or master switch in the anchor part is loaded by chain/anchor weight only.
Heave the Anchor the HEAVE direction.
2) At least two persons are required to operate the anchor part under
NOTE severe weather conditions. One person operates the brake, while the
9) After you finish the operation, close the windlass band brake by
second handles the winch control lever.

SAMSUNG/GASLOG/ABS
Before heaving the anchor, make sure that the tension on the chain is turning the brake release switch at the related remote control
not too high. The vessel must be positioned directly over the anchor so column.
3) Before opening the windlass brake control lever must be set to max
that the chain is vertical and does not have too much tension.
load position in the HEAVE direction (high torque/low speed).
10) Close the chain stopper.
CAUTION
4) The windlass band brake can be opened and the anchor chain can be
 Do not use the windlass to pull ships. The windlass is not designed 11) Disengage the anchor claw clutch.
heaved. Control lever must be kept in “max. load” position, even if
to pull the ship to the anchor. Misuse can cause damages to the gear
the heaving time will increase.
or the hydraulic/electric motor. Observe the max. forces to be 12) Attach lashing device to the chain link for safety the anchor.
applied by the chain to the chain wheel: 5) In case of a sudden stop of the anchor part during heave operation,
 45% of the minimum breaking load for the chain provided for the 13) Stop the e-motor by pushing the stop button on the operator
the control lever must be kept in “max. load” position.
windlass panel and close the air cooler flap.
 80% of the minimum breaking load for the chain provided for the 6) Windlass band brake must be closed while keeping control lever in
chain stopper Heave up the Anchor under Heavy Sea Conditions “max. load” position.
 In case the ship has no chain stopper, the windlass is able to take
80% maximum breaking load. These Instructions must be strictly followed to avoid excessive 7) Once windlass band brake is closed, the control lever can be
 In case the ship has the chain stopper from other manufacturers, overload of the windlass system. released to “ZERO” position.
advice crew to observe the whole manual of the chain stopper.
In accordance with the rules and regulation of classification societies, the 8) Heave operation can be restarted after load relieve of the anchor
1) Make sure that you know all safety and operation instruction anchoring equipment is provided for temporary mooring of a vessel in chain.
before you operate the windlass. moderate sea conditions when the vessel is awaiting a berth, tide, etc. The
equipment is therefore not designed to hold a vessel off fully exposed
2) Make sure you observe the pre-condition of the operation. coasts in rough weather or for frequent anchoring operations in open sea.
In such conditions, the loads on the anchoring equipment will increase to
3) Open the air cooler flap. such a degree that its components may be damaged or lost owing to the
high energy forces generated.
4) Start the e-motor by pushing the start button on the operator

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 11 Part 2 Deck Equipment

Operation of the Drum Clutch / Anchor Claw Clutch 1) Remove the safety pin from the drum clutch lever. Disengage the Anchor Claw Clutch

Engage the Drum Clutch 2) Pull the drum clutch from rope drum or by using drum clutch
lever.
When the clutch is engaged, make sure there is no gap between the
clutches or claws in the load direction. 3) Put the safety pin to the drum clutch lever.

Engage the Anchor Claw Clutch

When the clutch is engaged, make sure there is no gap between the
clutches or claws in the load direction.

SAMSUNG/GASLOG/ABS
1) Remove the safety pin from the drum clutch lever.

2) Operate the drive shaft slightly to engage drum clutch to drum

shaft. 1) Remove the safety pin from the anchor claw clutch lever.

3) Move the drum clutch to rope drum by using drum clutch lever. 2) Pull the anchor claw clutch from the main shaft by using the
anchor claw clutch lever.
4) Put the safety pin to the drum clutch lever.
3) Put the safety pin to the anchor claw clutch lever.
Disengage the Drum Clutch
Operation of the Drum Band Brake with Hand Pump

Open the Drum Band Brake

1) Remove the safety pin from the anchor claw clutch lever.
1) Open the protection cover
for a hydraulic hand pump.
2) Operate the drive shaft slightly to engage anchor claw clutch to
drum shaft.
2) Put the hand pump handle
on the protection cover to
3) Move the anchor claw clutch to the main shaft by using the
the hydraulic hand pump.
clutch lever.

3) Actuate the hand pump to

4) Put the safety pin to the anchor claw clutch lever.
open the drum band brake
until the brake is opened completely.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 12 Part 2 Deck Equipment

5. Operation of the Remote Control Column Overview of the Brake Test Kit

Remote Control Stand – Combined Windlass

Drum (split) Flange

SAMSUNG/GASLOG/ABS
P
T

Pay-out
direction P Manometer
Cylinder

Hand Pump
No. Name Function T

Master You can control the winch by master switch

ⓐ
switch either in the direction LOWER or HEAVE.
In case of any emergency situation, you can
Emergency
ⓑ push the emergency stop button. The winch will
stop Operation of the Brake Test Kit
stop immediately.
The anchor part has an HPU for disc brake. If
HPU 1) Connect the brake test kit to the brake test kit foundation.
ⓒ the HPU is on, this HPU running lamp shines
running
No. Name Function white.
Master You can control the winch by master switch
2) Put the Test-Jack on the deck / foundation.
ⓐ
switch either in the direction LOWER or HEAVE.
Remote Control Column – Mooring Winch
In case of any emergency situation, you can 3) Engage drum clutch and turn the rope drum that way that the
Emergency
ⓑ push the emergency stop button. The winch will bracket is placed on the Test Jack, while the piston must be in a
stop stop immediately.
position like shown in the ‘brake test kit’ drawing.
The anchor part has a hydraulic type windlass
Brake
ⓒ band brake. You can turn the brake release
release switch to open or close the windlass band brake. 4) Fasten the support plate again.
HPU The anchor part has an HPU for disc brake. If
ⓓ running the HPU is on, this HPU running lamp shines 5) Loosen Screw and move ⓐ. Ring on ⓓ. Brake-spindle toward
(white) white.
ⓔ. Brake-cylinder as below arrow direction and fix it again by a
Take over / Push the takeover button at the related remote screw.
ⓔ Control On control stand before the operation for control on.
(green) The button shines green.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 13 Part 2 Deck Equipment

6) Fasten the brake thoroughly by brake handle and disengage the Hydraulic Cylinder of the Brake Test Kit 5) Oil Level Check
clutch.
CAUTION a) The oil level should be checked regularly.
Do not handle pressurized hoses. Escaping oil under pressure can b) Secure that the piston has run in.
penetrate the skin, causing serious injury. If oil is injected under the c) Oil filling will be done through the oil filling screw at the
skin, see a doctor immediately. end of the Test Jack. Check with oil level plunger.

1) The Test Jack has two security devices:

a) An internal pressure relief valve which prevents overrunning

while pumping.
b) A stroke relief valve which directs the pressure oil back to
ⓐ Ring for point marking ⓑ Sign plate ⓒ Screw the tank at the end of the stroke.
ⓓ Brake spindle ⓔ Brake cylinder
2) The following items should always be noticed:
7) Actuate the Test-Jack. In case the brake slips, fasten the brake
again because a new Brake lining is not yet close to the brake a) The piston has to be cleaned before running in if it is fouled.
drum. b) Out-coming oil at the piston means not, in any case, a
damaged collar, and it also may be “Drag-Oil”.

SAMSUNG/GASLOG/ABS
8) Pump the test jack until you see the exactly the correct value on c) During operation, the push button on the oil filling screw
the manometer. should be pressed from time to time. By this, vacuum resp.
overpressure will be compensated. This respective vacuum
9) If you pump the test jack and the value on the manometer is overpressure will arise when oil is conveyed from the tank
higher than the correct value, loosen the brake by turning the respectively, when the oil is flowing back at the running in
brake handle. of the piston.

10) If you pump the test jack and you cannot reach the correct value 3) Working security
on the manometer, tighten the brake by turning the brake handle.
a) Make sure that the base of the Test Jack is fully laying
11) Continue to adjust the brake until you reach the correct value on (placement).
the manometer. After you reach the correct value, the manometer b) Never place the Test Jack on edges.
goes down. c) Pay attention to a good soil bearing capacity.

12) Mark the centre point of Ring on Sign plate. 4) Operation

Operate the hydraulic pump to advance and retract the cylinder.

Some single-acting cylinders are spring-return, others are load
return. The speed of retraction is affected by the length. The
cylinder stop ring is designed to take the full load. However, to
reduce cylinder wear, use less than full stroke when possible.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 14 Part 2 Deck Equipment

2. General Description Upper Flange

Oil Filling

SAMSUNG/GASLOG/ABS
Capstan is a vertical axle rotating machine used on the vessel. It can
apply force to ropes, cables, and hawsers. The principle is similar to that Release
of the winches, which owns a horizontal axle. Worm Reducer

The capstan is made up of the body, warping drum, reduction gear, and
flange and uses a reduction gear for loading and unloading of goods and Air Motor
employs compressed air as a power source. It is driven by a portable air

Air In
motor. It can be turned easily by human power.
Winding
3. Operation Silencer
Rope Guide
Four air driven capstans are provided to assist with the handling of Body of Capstan
moorings, tugs, etc. They are located at the forward and aft end of the
main deck adjacent to the mooring bitts. Operation method is as follows;

CAUTION
A large arrow on the top of the warping drum indicates the direction of
turn of the capstan. The operator should ensure that any rope work is
applied in the correct direction with the correct number of turns for the
task at hand. Refer to the Oil Company’s International Marine Forum
booklet “Effective Mooring”.

1) Remove the covers from the winch.

2) Check the filters to ensure they are clear.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 15 Part 2 Deck Equipment

PORT Side Shell

No.3 No.1

Release Release
Rope In Rope In
Air In

Air In
SAMSUNG/GASLOG/ABS
Winding Winding

AFT FWD

No.4 Winding No.2 Winding

Air In

Air In
Rope In Rope In

Release Release

STARBOARD Side Shell

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 16 Part 2 Deck Equipment

Fairlead

Strong Point

Shackle

Cover
Eye Bolt
Air Motor End Cover

SAMSUNG/GASLOG/ABS
for Lifting

Messenger Rope Strong Point

Air Hose

Fairlead & Strongpoint

Marker Buoy
Self-Igniting Light Pipe Support
Plastic Float

Pick-Up Rope
Messenger Rope
Retrieval Rope

Flange

Guide Pipe
Conical Guide
Towing Pennant

Storage Drum

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 17 Part 2 Deck Equipment

1. Specification Towing Pennant • The function of safety clamp

Emergency Towing System C-type socket and stopper socket are fitted on both ends of the rope. It holds the storage drum not to move in normal, but it breaks
when 3 ton or more force is applied. It is a necessary component
Maker: TANKTECH Co., Ltd Working strength of towing rope should be 2000kN and less and for rapid deployment in an emergency.
Type: KETA-40A - 1 set / ship (AFT part : 2000 kN type) breaking load of towing rope should be 4,000kN or more. Towing rope
Under deck type should not be broken when it was bent 90° over the fairlead round. Portable Air Motor
KETA-43F - 1 set / ship (FWD part : 2000 kN type)
The towing rope should have a length of at least twice the lightest Air motor is used to wind towing rope on the storage drum and its maximum
2. General Description seagoing ballast freeboard at the fairlead plus 50m. torque is 33.2 kgm and its air pressure is at 6 bar. Reduction gear attached in
the air motor and storage drum shall be damaged if the air pressure is more
The emergency towing system is so designed as to satisfy the following Fairlead & Strong Point than 9 bar.
requirements;
Fairlead has an opening large enough to pass the largest portion of  Horse power: Max. 7.3 ps
• Chapter II-1, Reg. 3-4 of SOLAS towing rope, C-type socket.  Torque at hose power: Max. 16.6 kgm
• IMO Resolution MSC 35(63), May 20th, 1994  Speed at hose power: Max. 315 rpm
• IMO Resolution MSC.132(75), 22nd May 2002 The fairlead has adequate support of the towing pennant during towing  Torque: Max. 33.2 kgm

SAMSUNG/GASLOG/ABS
• Relevant Regulation of Classification Society operating which means bending 90° to port and to the starboard side and Starting 24.9 kgm
30° vertical downwards. The towing pennant bearing surface diameter to  Gear Ratio: 0.102
Execute emergency deployment in accordance with instruction board towing pennant diameter should be not less than 7 to 1.  Weight: 47 kg
attached on the side of storage drum, when arising the potential for  Air consumption: 6.4 m3/min
adverse environmental conditions and risk of pollution in the absence of Storage drum for Towing Pennant  Hose dia. 25 mm
main power on the ship. The deployment is to be executed manually by  Air pressure: 6 kg/cm2
one person during emergency towing operations. Storage drum is a component which stores towing rope and is always
ready to use in an emergency. 3. Operation Instructions for AFT Part
The emergency towing system should always be ready to use and clearly
marked for use in darkness and poor visibility. The operator of the • The function of the band brake Step 1
emergency towing system should fully understand this manual. Therefore,
the operator should learn and memorize the related knowledge and During deployment of towing pennant, band brake can be Marker Buoy
Self-Igniting Light
corresponding procedures. capable of being deployed in the controlled manual. Band brake Ship

prevents the drum from seceding by rope tension and the rope
Pick-Up Messenger
Main Components from being loosened by towing rope tension when the towing Rope Rope
Plastic Float
arrangement is deployed. It also stops the continuously rotating
Pick up Gear & Storage Box drum caused by centrifugal force.
1) Pull toggle pinout of pick-up gearbox and pull wedge handle
It is a component which is used to hand over towing pennant in a ship to • The function of the reduction gear forward.
tug boat. It drops into the sea in emergency and tug boat collects for
towing the ship. It is used to rewind the towing rope on the storage drum after 2) Pick-Up Gear drops into the sea when the door opens. Confirm its
deployment. Storage drum rotates at 3-4 rpm if air is supplied to drops into the sea with care. If the rope is not dropped, push it
Pick-up gear is made of floatable materials and breaking load of air motor fitted on the input shaft. toward the sea.
messenger rope is 22.3 ton.
- Reduction ratio : 1/114 3) The lights on the buoy are turn on.
Storage Box can be treated by crews, and note that the additional tool / - Design power : 6.25 kW

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 18 Part 2 Deck Equipment

900 1160
600

504

1276
1250

Bulwark Panama Chock

Chafing Chain Towing Rope

SAMSUNG/GASLOG/ABS
Smit Bracket
450
255 Deck Level

40t

2700~3700

Enlarged Link
End Link Common Link
Enlarged Link
End Link

APT 8000

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 19 Part 2 Deck Equipment

Step 2 4. Operation Instructions for Forward Part 6) Wind up Pick-Up Gear by using Pedestal Roller and Mooring
Winch until the end of Towing Pennant is onboard through
Place Chafing Chain, which is stored onboard, nearby Smit Bracket. Fairlead. Both of Mooring Winches of a towed vessel and tug
boat can be used.
Ship Preparation For Towing
Pedestal Roller Smit Bracket
Chafing Chain
Tug Boat

Pedestal Roller Bow Chock

Messenger Line

Towing Line
Bow Chock
1) Tug boat picks and lifts up Pick-Up Gear and winds it.
Smit Bracket
2) When messenger rope is pulled, the safety clamp on the storage
drum is broken and towing rope starts to be unwound. (Safety
clamp shall be automatically broken when about 3 ton of tension is
applied) 7) Fix the end of Towing Pennant safely in order to connect it with
1) After removing fixing pin of Smit bracket, slide the shaft into
Chafing Chain.
3) Band brake should be operated before the rope is entirely unwound the side in order to connect chafing chain.
and be adjusted Breaking force by rotating of brake handle. If the 8) Connect the end link with the end of Towing Pennant by using

SAMSUNG/GASLOG/ABS
handle is rotated to clockwise direction, Brake force is increased 2) Place end link of the chain on stopping position, and slide shaft
Shackle.
and drop speed of towing pennant is to be decreased. through the end link of the chain.
Pedestal Roller Smit Bracket
Before Installing The Chain Preparation of Secure
4) Tug boat winds towing rope until stopper socket reached the strong
point. Bow Chock
Pus Shaft for Secure
Pull Out Fixing Pin
NOTE Shackle Towing Line

The band brake should be used to control the rotation speed of the storage Slide Shaft to The Side
drum and the dropping speed of the towing pennant into the sea.

Step 3 Pedestal Roller

9) Preparation of towing is completed, and a tug boat can tow the

Bow Chock
vessel. When the boat pulls Towing Pennant, the chain will slip
Ship Smit Bracket Chafing Chain out through Panama Chock.

Tug Boat Pedestal Roller Smit Bracket

Bow Chock

After Securing The Chain Shackle

1) The stopper socket at the end of the rope stops at the strong point Towing Line

when the towing rope is entirely unwound. 3) Put Fixing Pin into the hole of Shaft in order to secure Shaft.

2) Starting towing. 4) Pull up the end of Pick-Up Gear from a tug boat.

5) Connect the end of Pick-Up Gear with towing pennant on a tug 10) Towing operating
boat.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 20 Part 2 Deck Equipment

5. Retrieval Procedures for AFT Part

1) Remove end cover from storage drum frame and mount air
motor.

2) Drive air motor by supplying air whose pressure is below 6 bar.

3) Wind retrieval rope on the narrow part of storage.

Fairlead

Strong Point

Shackle

Cover
Eye Bolt
for Lifting Air Motor End Cover

Messenger Rope Strong Point

Air Hose

Fairlead & Strongpoint

Marker Buoy

4) Wind the rope on the wide part when the smallest storage part is

SAMSUNG/GASLOG/ABS
entirely wound.

5) Wind the rope on the drum while checking its correct winding.

6) Wash the rope with clean water during winding work.

7) Check any damage of rope while winding it. If damaged,

replace a damaged rope with a new one.

8) Grease the rope during winding work.

9) Locate the safety clamp to the original location, and please note
that Breaking Pin of Safety Clamp should be maker’s genuine
one.

10) Remove air motor and put the cover in its original location.

11) Wash pick-up gear with water, dry and put it into the gearbox.
Stand light buoy upside down.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 21 Part 2 Deck Equipment

2. General Description Messenger

Rope

The escorting pull back system is so designed as to satisfy the Mooring Winch

requirements of OCIMF recommendations for ship’s fittings for use with

Mooring Winch
tugs and the additional requirements suggested by Classification Society. 3) Messenger rope should be connected to mooring winch through
a fairlead, strong point and deck stand roller in order.
2) After fixing, a messenger rope is to be disconnected from the
The detailed operating method of escorting pull back system shall be towing rope.
prepared and provided by tug owner. Step 2
3) Start escorting & towing.

SAMSUNG/GASLOG/ABS
Fairlead 1) A towing rope is guided to a vessel by operating a mooring
winch. TUG BOAT CL
Deck Stand Roller
Fairlead has an opening large enough to pass the largest portion of Strong Point
(DIA.450)

towing rope. TUG BOAT CL CL Fairlead

Deck Stand Roller

Strong Point (DIA.450)
Fairlead
The fairlead has adequate support of the towing pennant during towing CL Towing
Rope
operating which means bending 90° to port and to the starboard side and
30° vertical downwards. The towing rope bearing surface diameter to
Towing Messenger
towing pennant diameter should be not less than 7 to 1. Rope Rope

Messenger
Rope

Strong Point Mooring Winch

The strong points have a minimum diameter of 600 mm and a minimum Mooring Winch
height of 300 mm. The diameter is concluded by the minimum bending
diameter for typical rope, and the height is sufficient to accommodate the
towing line/grommet with possible protection against chafing.

3. Operation Instructions for Escorting Pull Back System

Observe the following procedures for safe operation. (Using to vessel’s

power)

Step 1

1) Throw the send lead rope of the vessel to the tug boat through
the fairlead.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 22 Part 2 Deck Equipment

1. General Description 9) Move control of the windlass to the remote control stand at the NOTE
ship’s side. Careful note should be kept of the settings of the band brake to allow
When anchoring, mooring or towing, the main priority at all times shall adjustment and resetting of the band brake as required.
be the safety of personnel, the vessel and its cargo and the prevention of 10) Lower the anchor to the seabed paying out the required amount of
damage to the terminal or berth. This includes other ships, floating hoses, cable and scope. Control the speed of descent with the control Safety Precautions
mooring boats, tugs or any other object in the vicinity. Remember a safe lever on the remote control stand.
operation is an efficient operation. When anchoring, it is preferable to have a slight astern movement over
11) Secure the windlass brake, engage the guillotine and take the the ground. As a guide, this should not be in excess of half a knot in
Safe mooring should also include the use of proper clothing, teamwork, windlass out of gear. water of depths up to 20m. Where the water depth is in excess of 20m, it
and communications, use of a mooring plan, team selection and briefing is preferable to have zero speed over the ground, until it is confirmed that
prior to arrival. 12) Shut down the windlass as required. the anchor is on the bottom. The slight stern way can then be allowed to
build up, with the anchor cable developing a lead and the cable being
All operations should comply with the Code of Safe Working Practices Procedure for Lowering the Anchor by the Brake paid out under control, usually in sections of one shackle or shot, which
for Merchant Seamen and the terminal and port requirements. is 27.5m long (with the exception of emergencies).
The procedure for lowering the anchor by the braking system is the same
2. Anchoring Procedures as the procedure for lowering the anchor by motor up to and including Ensure that the windlass operator and others in the vicinity wear goggles,
step 9). Then:

SAMSUNG/GASLOG/ABS
hard hats, safety shoes and a good pair of overalls and boiler suit. Ensure
Prior to use, the windlass brakes should be checked for lining thickness adequate communication is established and maintained between the
and adjustment. 1) Slowly lower the anchor to sea level using the windlass controls. bridge and forecastle. Anchors housed and not required should be
secured against accidental release. Ensure adequate illumination forward
Procedure for Lowering the Anchor under Power 2) Re-engage the band brake at its previous setting for lowering including a safety lamp during night time operations.
(using the HOLDING POWER scale as a reference).
1) Remove the covers from the windlass. Heaving Anchor
3) Switch on the brake hydraulic unit using the switch at the brake
2) Check the oil level in both the hydraulic oil sump and the gearbox unit remote control stand. The procedure for hauling in the anchor is the same as the procedure for
sump. Open the oil cooler air flap. lowering the anchor by the motor, up to and including step 9). Then:
4) Take the windlass out of gear. In the event of there being an excessive strain on the cable, it may be
3) Ensure that the windlass control lever is in the NEUTRAL position necessary to use the vessel’s main engine to relieve it.
and that all clutches are disengaged. 5) Engage the disc brake by moving the control lever to its
maximum position. 1) Heave on the anchor slowly, controlling the speed of ascent with
4) Turn on the power at the windlass control panel by pressing the the control lever on the remote control stand. Monitor the load
START button. Check that the indicating panel shows no 6) Disengage the band brake by moving the band brake control on the windlass (using the remote control stand ammeter) to
irregularities. Ensure that the winch is free to turn in both lever to its maximum position. ensure the anchor has not become fouled.
directions.
7) Slowly release the disc brake by easing off the pressure on the 2) Haul in the anchor until it is in the stowed position.
5) Put the windlass in gear and take the weight of the anchor and disc brake lever. Control the speed of descent by adjusting the
chain. position of the disc brake lever. 3) Engage the brake band and compressor stopper.

6) Disengage the compressor stopper. 8) Once the anchor is at the required position/depth, release both 4) Disengage the claw clutch lever.
levers and secure the anchor by engaging the chain stopper and
7) Release the windlass band brake. tightening the band brake. 5) Shut down the windlass as required.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 23 Part 2 Deck Equipment

Requirements for Tug Handling  Do not leave winches and windlasses running unattended.
The tug lines and associated equipment must be inspected prior to use.
Only use properly placed closed fairleads and associated bollards, which  Do not attempt to handle wire or rope on the drum end, unless a Any line found with defects, and or excessive wear, must be rejected for
have a direct lead from fairlead to bollard for the securing of the tug’s second person is available to assist in removing the build-up of use as a tug line. The vessel is supplied with lines for ad hoc tug use, but
line. slack. normal port operations will be carried out using tugs mooring lines.
 Do not allow a rope or wire being paid out to run out of control.
A means for heaving the tug’s line aboard with the ship’s heaving line or Always ensure a line has one turn on the bitts before being paid Particular attention is drawn to the need to ensure that fairleads, bollards
messenger must be provided, i.e. use of suitable fairleads, bollards, etc., out. Wires on dedicated stowage reels (not mooring winches) etc. are:
to lead the messenger line on to the warping head of a mooring winch or must never be paid out directly.
capstan. The person operating the winch must have a line of sight to the  Suitably sited to avoid obstructions
person at the ship’s side directing the operation.  Do not use dangerously worn lines.  Effectively secured to the ship’s structure

Handling Moorings  Do take care when letting go lines, as the end of a line can  Not unacceptably weakened by corrosion or age
whiplash and cause injury or snag. To avoid this, it may be
All personnel involved in mooring operations shall make themselves necessary to rig a slip line to assist in controlling slacking.  Of the suitable design, with an SWL for the intended use
familiar with the following OCIMF publications, as appropriate to their  Do wear a safety hat. Suitable communications should be established between the bridge and
duties and responsibilities: mooring station prior to the commencement of operations.
 Do wear gloves when handling wires.
 Mooring Equipment Guidelines

SAMSUNG/GASLOG/ABS
 Do ensure adequate communications are established before Persons involved in tug operations should be briefed in their duties and
 Effective Mooring starting operations. the necessary safety precautions.

When handling moorings, the following guidelines should be followed:  Do uses split drums correctly, with at least four turns of a Care shall be taken to keep clear of rope bights. Similarly, whiplash areas
 Do not surge synthetic ropes on drum ends. mooring line on the power section of the drum at all times. should be evaluated, with personnel warned of the consequences of
parting lines and associated danger zones.
 Do not stand too close to the winch drum or bitts when holding  Do ensure that only experienced persons are permitted to
a line under tension. If the line surges, you could be drawn into operate winches. When letting go of towlines, ensure all personnel are clear of the end eye.
the drum or bitts. Stand back and hold the line at a point about  Do use all split spool drums correctly, with the last two or three Preferably, the eye should be lowered under control of a slip line, thus
1m away from the drum or bitts. turns changed to the narrow part of the split drum. avoiding the danger of injury and line snagging.

 Do not apply too many turns; generally, 4 turns are sufficient.  Do ensure all spool drums are revved in the correct direction so The decks of mooring areas are coated with non-slip paint. If not, this
 Do not bend the rope excessively. that the load is transferred to the fixed part of the brake band. can easily be accomplished by spreading fine salt-free sand on top of the
deck areas.
 Do not stand in the bight of a rope.  Do have an axe and sharp knife always available and a
flashlight for night operations. Always ensure there are sufficient personnel available at each mooring
 Do not leave loose objects in the line handling area. If a line station to accomplish their assigned tasks safely.
breaks, it may throw such objects around as it snaps back.  Do ensure all winch controls are clearly marked

 Do not have more people than necessary in the vicinity of a line. General Mooring Procedures
Tug Operations
 Do not hold a line in position by standing on it. Mooring to the Berth
Tug operations lead to large loads being applied to ropes, fairleads, bitts
 Do not lead wires through excessive angles. and connections. A sudden failure of any part of the tug arrangement can 1) Select and brief the mooring party of the known situation prior to
 Do not use leads out of alignment with the spool or drum end have serious consequences, which should be considered, with appropriate the pilot boarding.
(warping drum). safety precautions taken before operations commence.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 24 Part 2 Deck Equipment

2) Consult with the pilot for mooring requirements at the berth and
construct the final plan.
3) 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.

4) Prepare mooring stations forward and aft. Lines should be run to

the fairleads in accordance with the plan.

5) Have messengers of rope and heaving lines of appropriate size

ready in advance.

6) 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.

7) Fire wires, fore 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

SAMSUNG/GASLOG/ABS
bitts.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 25 Part 2 Deck Equipment

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IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 26 Part 2 Deck Equipment

15
13 14 8 6
18 19
7 16

10
SAMSUNG/GASLOG/ABS 9
17

12 Key
3 4 Plan View 1. Pedestal 12. Slewing Ring
Lower Man-hole Side Shell Plan View 2. Manhole 13. Control Platform
Ring Platform
Protection Box
3. Protection Box 14. Control Valve Unit
Cable Inlet
4. Electric Motor 15. Service Platform

0
R=

R2600
5. Upper Post 16. Jib Head

570
45˚

0
30˚

6. Jib 17. Load Block

15˚
1 AFT FWD R21
18. Hoisting Device
Entrance 6 00 7. Wire Guide

55˚
8. Eye Plate 19. Wire Rope

R247
Drain Plug
M24(Upper/Lower)

00
9. Luffing Cylinder 20. Lashing Rope
2 Man Hole
50˚ 50
˚
10. Hyd. Pump 21. Eye Plate
Upper
Inboard
PT Warning Light
Inboard 11. Slewing Device 20 21

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 27 Part 2 Deck Equipment

15 13 14

6 8
19 18
16 7

SAMSUNG/GASLOG/ABS
17
5

Key 9 12 10
Plan View 1. Pedestal 12. Slewing Ring 4 3
Man Hole Inboard Plan View 2. Manhole 13. Control Platform
PT Warning Light Inboard
Lower 3. Protection Box 14. Control Valve Unit
30˚ 50
Ring Platform ˚
˚ 4. Electric Motor 15. Service Platform
30
Upper 00 5. Upper Post 16. Jib Head
Man-hole
47
R1

4 0˚
6. Jib 17. Load Block
R2
30 ˚

9 50

1
0

AFT FWD
AFT FWD 7. Wire Guide 18. Hoisting Device
Drain Plug
30˚

M24(Upper/Lower) 00 8. Eye Plate 19. Wire Rope

47
R2
9. Luffing Cylinder 20. Lashing Rope
0
50

R2
Man-hole
R57
˚

6 00
Cable Inlet 10. Hyd. Pump 21. Eye Plate
Lower 0
2
20 21 Protection Box
Side Shell Entrance
Side Shell
11. Slewing Device

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 28 Part 2 Deck Equipment

25 18 7 6 8 19
21 13 14 15

SAMSUNG/GASLOG/ABS
22
5
Key
1. Pedestal 16. Jib Head
Working Area 2. Manhole 17. Load Block
17
PORT 3. Protection Box 18. Hoisting Device
55˚ 4. Electric Motor 19. Wire Rope
10
12 9 5. Upper Post 20. Lashing Rope
Rm
ax.

Rm 6. Jib 21. Limit Valve (for Slewing)

ax
12

. R= 7. Wire Guide 22. Limit Valve (for Luffing)

3 3.5
m

m
8. Eye Plate 23. Eye Plate
4 2 AFT
R1
FWD 9. Luffing Cylinder
= 10
.8m
10. Hyd. Pump
1
34˚
35˚

11. Slewing Device 20 23

12. Slewing Ring
13. Control Platform
55˚
42˚ 14. Control Valve Unit

STBD 15. Service Platform

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 29 Part 2 Deck Equipment

15
14 13 21
19 8 6 7 18 25

SAMSUNG/GASLOG/ABS 22
5

17 Key
1. Pedestal 16. Jib Head
2. Manhole 17. Load Block 10
9 12
Working Area 3. Protection Box 18. Hoisting Device
Inboard 5˚
4. Electric Motor 19. Wire Rope
2 3
26˚
R=
1 0m 66
˚ 5. Upper Post 20. Lashing Rope 2
6. Jib 21. Limit Valve (for Slewing) 1
20 23 7. Jib Fitting Wire Guide Standard 22. Limit Valve (for Luffing)
m
.8

17˚
17
R=

8. Eye Plate 23. Eye Plate

2 4˚
23˚

m
R=10
9. Luffing Cylinder
AFT FWD
10. Hyd. Pump
5 .1m
in.=
Rm 11. Slewing Device
.3m

12. Slewing Ring

= 18
ax.

13. Control Platform

˚ 14. Control Valve Unit

58
15. Service Platform

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 30 Part 2 Deck Equipment

SAMSUNG/GASLOG/ABS
Slewing speed: Max. 0.33 rpm Slewing speed: Max. 0.33 rpm • Loading limit system
Wire rope: Ø 18 mm non-rotation type with galvanized Wire rope: Ø 14 mm non-rotation type with galvanized
Design condition: Heel 5˚ + Trim 2˚ Design condition: Heel 5˚ + Trim 2˚ The main hydraulic circuit is protected from overpressure by a
Ambient air temperature: -10 °C ~ +45 °C Ambient air temperature: -10 °C ~ +45 °C relief valve. In addition, hydraulic circuit is equipped with a
Power unit: Self-contained type Power unit: Self-contained type safety relief valve, set to valve corresponding to the crane
Max working pressure: 260 bar Max working pressure: 260 kg/cm2 capacity.
Electric motor: 3-phase squirrel cage induction motor Electric motor: 3-phase squirrel cage induction motor
Starting method: Direct on line Starting method: Direct on line • Hoisting
Motor output: 48.1 kW x 4p (S6-40% with Motor output: 33.0 kW x 4p (S6-40% with
cooling fan) cooling fan) Hook stop limit in the top and bottom position

Provision Crane (S) 2. Machinery System • Luffing

Type: Electro-hydraulic driven, cylinder luffing type jib crane Slewing machinery Max. and Min. radius limit by cylinder's stroke ends.
Model: HPC200-0618 The slewing machinery consists of a roller bearing seated on the slewing
No. of sets: 1 ring’s machinery surface. The slewing ring bolts and nuts are made of • Slewing
Hoisting capacity: SWL 6.0 ton special alloy steel and tightened to precise tensions.
Hoisting lift: Max. 54.0 m Reduce outreach through a certain slewing sector.
Hoisting speed: About 12 m/min at rated load (by 2 layer) The slewing rings are all provided with internal gearing. The slewing
Working radius: Max. 18.3 m ~ Min. 5.1 m motor, brake and gear are built together as one complete unit. • Emergency stop valve
Jib luffing time: About 120 sec. (average up/down)
Jib luffing angle: 0 ˚ ~ 75˚ Luffing cylinder • Emergency lowering by hand pump
Slewing speed: Max. 0.33 rpm The jib luffing cylinder is designed for marine use and has spherical
Wire rope: Ø 16 mm non-rotation type with galvanized bearings at both ends. The cylinder bearing axles are made of carbon
Design condition: Heel 5˚ + Trim 2˚ steel.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 31 Part 2 Deck Equipment

3. General Precautions for Operation Precautions at the time of Operation

LEFT DOWN DOWN

CRANE JIB HOOK

Do not lift load Exceeding the specified Value. Safety operation RIGHT UP UP

Never apply the load exceeding the capacity prescribed in the Crane handles heavy cargo. If the cargo falls from a height or is shaken,
specifications. serious accidents may occur.

The crane has been designed to be most economical when working Considering the weight and size of the cargo, or other people or things
efficiently under the specified load. The more the crane is used overload, which might be in the way of operation, operate the crane with sufficient
the shorter the life of the crane. Be sure to avoid such abuse. care.

Observe the limit load at the maximum working radius slewing. While repairing the crane, the previous arrangement between workers
and operator is required. Moving the crane without warning may hurt or
Lifting loads exceeding the prescribed value may result in damage to the kill others. Be extremely cautious concerning their safety.
machine, breakage of rope, downfall of the load, or injury or death.
When winding up all the lift, the limit valve or switches is actuated at the
The relation of effective working range and load is as shown in the upper limit and the hook stops automatically. Be sure to wind up quietly
general arrangements drawing. Pulling obliquely will apply unnatural with sufficient care.
force to various parts, shorten the life of the machine and lead to a

SAMSUNG/GASLOG/ABS
serious accident. Smooth operation

Pay sufficient care to safety. Do not start or stop with a jerk, but operate the crane smoothly: It will
reduce the wear of various parts and prolong the life of the machine. <Control Valves>
Do not release Safety Devices.
While operating, the operator should be alert to any abnormal sound, Inspection Prior to Operation
It is liable to cause accidents if you should turn safety relief valve to vibration or generation of heat. If any abnormality arises, stop the
suspend overload, release hoisting limit valve to extend lift. operation immediately, examine the causes and consider the It must inspect all parts of the crane and required / necessary cleaning is
countermeasure. to be carried out before the crane is put into operation.
As the crane is supplied with each safety device already adjusted at its
proper position, never remove it or never change the adjusting position 4. Crane Operation 1) Check the crane for visible damages.
without reason, unless there is anything wrong with the crane.
The crane can be operated using the main control valves located on the 2) Apply grease to necessary points.
As to each safety device and its limited motion, see the following table. operation platform. All motions have step-less speed control from 0-
maximum speed. 3) Special attention should be paid to the hydraulic system.
Safety Device Motion to be Limited Check for damage.
Anti- The hook movement will be automatically stopped Two motions can be operated at the same time with maximum load, but
overwinding in top and bottom position by hydraulic operated with reduced speed. 4) Check that there are no signs of hydraulic oil leakage from
device limit switches. hydraulic hoses, tubes and fittings.
**Length (indicated in general arrangement)
 Hoisting operation: Right Lever 5) Ensure that all hydraulic valves are in normal position.
Anti- Relief valve or limit switch operates to stop
overloading hoisting.  Luffing operation: Middle Lever
device Luffing & Slewing automatically. 6) Check return filter and filter indicators.
Slewing limit
 Slewing operation: Left Lever
This device limits the slewing range. 7) Check that wire rope runs correctly in the sheaves and that the
device
wire ropes ends are securely clamped.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 32 Part 2 Deck Equipment

8) Ensure that the wire rope of the hoist is in perfect condition. Hoisting operation: Right Lever CAUTION
 During luffing down operation at the jib rest position in the slewing
9) Check the oil-gauge of hoisting and slewing reduction gears and Hoisting: Move the control lever to “HOOK UP” position. sector area, slewing operation is impossible
hydraulic power unit's tank. Lowering: Move the control lever to “HOOK DOWN” position.  When the normal operation area, jib rest valve always have to be
opened.
10) Check that the crane can move freely in its operation area. Luffing operation: Middle Lever
NOTE
Preparation before Operation Jib up: Move the control lever to “JIB UP” position. Even if the crane operated by the remote control device, jib rest valve
Jib down: Move the control lever to “JIB DOWN” position. must be closed manually for jib parking operation in the slewing sector
During the voyage, the jib placed on a rest. Prepare in the following area.
procedure before the operation. Slewing operation: Left Lever
After Operation
CAUTION Slewing to right: Move the control lever to “CRANE RIGHT” position.
The space heater for Elec. Motor be operated before 10 hours which use Slewing to left: Move the control lever to “CRANE LEFT” position. 1) Return the jib its park position on the jib rest.
the crane.
CAUTION 2) Move the control lever to the down and lowering position.
1) Check the oil-gauge of hoisting and slewing reduction gears and Always operate the control levers slowly and gently. Quick or jerky
hydraulic power unit's tank. motions can be very dangerous and may result in damage to the crane, 3) Park hook.

SAMSUNG/GASLOG/ABS
especially when the load is suspended under the jib.
CAUTION 4) Lock hook with hook lashing rope and hoist hook up until it is
If oil of oil tank was replaced to the new one, remove the air at the Jib Rest Valve just taught enough to protect it from moving due to pitching and
hydraulic line as below procedure. rolling of the vessel.
1) When the hook is located at top position; it means that NOTE
hoisting up limit valve was opened, keep hoisting lever to Jib rest valve will be used only for jib rest (parking) when the position 5) Turn switch to “OFF” on the RPB box and MCB of starter.
“UP” during approximately 3 minutes. In the same is in the slewing sector area.
method, “lowering” should be carried out. Emergency Stop
2) Luffing should be carried out from a maximum radius to a 1) The crane jib cannot operate luffing down to the jib rest position
minimum radius approximately 5 times continuously. (Luffing angle 0°) in the slewing sector area. An emergency stop is done manually by using one of the following
Slewing should be carried out to both ways approximately 2 turns. methods:
2) Luffing down operation in the slewing sector area will be done
2) Apply grease to necessary points. 1) Pressing the “STOP” button on the Starter Panel.
when the jib rest valve is closed as per below description.

3) Switch "ON" on the Remote Push Button Switch and "MCB" of 2) Pressing the “STOP” button on Remote START/STOP Switch.
starter.

4) Release locking devices for the hook.

5) Raise jib without load.

6) Make sure that each limit value properly operates without load.

7) Make sure that there is nothing wrong with each motor, brake and
cylinder

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 33 Part 2 Deck Equipment

3) Turning “EMERGENCY STOP” valve, fitted close to the Lowering of winch

control platform.
1) Clear the area for unauthorized personnel.

2) Make sure that the power is off.

3) Connect hand pump’s suction line (3/8" hose) to suction pos. no:
26 (E01) connections in tank wall, Pressure line (3/8" hose) shall
be connected to pos. No: 27 (E02).

5. Start after Emergency Stop due to System Failure

SAMSUNG/GASLOG/ABS
4) Open valve pos. no: 14 (E03)
The following procedure is to be adhered to:
5) Grab the winch operating lever and keep that in position for
1) “Emergency operation instructions.” lowering.
Eventually, use a small rope to keep it positioned.
2) Fault finding / troubleshooting to be initiated, possible findings
are to be rectified prior to use of a crane. 6) Rise the pressure with a hand pump and load will start lowering.
Lowering will stop a few seconds after the hand pump is stopped.
3) “Inspection Prior to operation” procedure to be carried out. If the lever for the winch is set back to a neutral position, the
lowering will stop immediately.
4) Start after emergency stops. Due to hazardous situations:
- Clear the area for unauthorized personnel.
Lowering of jib
- Normal start.
1) Grab the luffing operating lever and keep that in position for
6. Emergency Operation Instructions
down.
Eventually, use a small rope to keep it positioned.
This crane has been designed for emergency operation in case of loss of
power.
2) Open valve pos. no: 16 (over center valve) by turning adjustment
screw after releasing the lock nut until cylinder starts Moving.
Refer to the Hydraulic circuit diagram below.

Hand pump enclosed in a spare box to be fitted on control platform.

An emergency operation is to be performed in accordance with the

following procedure:

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 34 Part 2 Deck Equipment

Open carefully and stand by with the tool ready to close the valve if the
lowering speed has a tendency to increase. (Speed increase is most
actually if the jib is lowered from a relatively high position.)

NOTE
Count number of revolutions for resetting valve to the original position.

Slewing

1) Connect hand pump to pos no. : 27(E11) on slewing brake line.

2) Close stop valve pos no. : 10(E12) on slewing brake line.

3) Unfasten throttle valve screw (E13) to anti-clockwise by wrench

(M5) until the nonrotating after releasing the lock nut.

4) Pull into position by rope from the jib head.

SAMSUNG/GASLOG/ABS

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 35 Part 2 Deck Equipment

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IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 36 Part 2 Deck Equipment

SAMSUNG/GASLOG/ABS

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 37 Part 2 Deck Equipment

“D” View
Rest Post for Stowing Davit Spindle
Air Hose

Spindle Rest

Ladder Fall Rope

SAMSUNG/GASLOG/ABS
Upper Deck

Pilot Rope Ladder

Wire Hanger
Ship Side Shell

Accommodation Ladder

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 38 Part 2 Deck Equipment

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
2.2.2 Accommodation and Pilot Ladder Reels integral pilot ladder reel. Both the accommodation ladder and pilot ladder Rigging
reel are operated by means of compressed air motors controlled from a
1. Specifications control stand situated at the ship’s side, aft of the accommodation ladder 1) From the stowed position, un-ship all of the wire lashings on
units. both the accommodation ladder and the pilot ladder reel (if it is
Maker: Samgong Co., Ltd. to be used).
Both the accommodation ladder and pilot ladder reel are designed to
Accommodation Ladder reach the lowest ballast water line. The accommodation ladder is not to 2) Ensure the air supply valve is open, blow the air supply line free
have an angle of inclination of any more than 50 degrees. The pilot of water, check that there is sufficient oil in the oiler unit and
Ladder length: 25.52 m ladder reel cannot be used in conjunction with the accommodation ladder drain the water filter.
Safety net length per piece: 16.0m at this waterline level, as it is positioned primarily for use during the
Lashing rope length: 22.0m vessel’s loaded condition. 3) Adjust the lower platform angle to a suitable position for the
Weight per piece: 33 kg intended use. Lower the accommodation ladder to clear it from
Ladder Weight: 1500 kg There are times when the pilot embarkation and disembarkation ladder its stowed position and continue lowering until there is
Design load: 5475 kg reel will not reach the lowered position of the accommodation ladder (e.g. sufficient space underneath the davit to erect the handrails.
(Not more than 73 persons) lightest ballasted condition), or where the accommodation ladder cannot
Inclined angle: 15.0°~ 45.0° be used due to sea conditions. In this case, the pilot ladders are removed 4) Two men are required to don safety harnesses and inflatable
(Max: 38° for pilot transfer) from their stowage reels and moved to the designated pilot ladder area lifejackets and then rig the stanchions on the upper platform.
Max Load on lower P/F: 171 kg situated adjacent to the accommodation ladder davit where there are eye
plates to secure the pilot rope ladder. 5) One man is to go down the accommodation ladder until he is

SAMSUNG/GASLOG/ABS
Air Motor just below the davit and raise each handrail in turn. The man at
Type: 5.5PE-1200SR Once the pilot ladder has been secured, it can be lowered slowly over the the ladder top secures the handrails with the pins. In order to
Max torque: 6.6 kg.m ship’s side and manoeuvred until it is in a suitable position. move up and down the accommodation ladder safely, the safety
Starting torque: 5.3 kg.m harness can be attached to the wire lashings.
Air pressure: 9 bar NOTE
Always leave at least 2 layers of wire on the lowering drum of the 6) The two lower lightweight platform stanchions are then fitted.
Pilot Ladder Reels Roping of the lower platform is then carried out and when
accommodation ladder. Always check that it is safe to lower or raise the
ladders. complete, the ropes are led up each side of the ladder forming
Type: TSA - 500 the middle rail.
Reduction Gear : CWA - 50
WARNING
Reduction Gear type: Worm gear self-locking 7) Fit the upper platform ropes. The ladder is now rigged and can
This procedure requires work to take place outside of the ship’s rails.
Gear ratio: 1/50 be lowered when required, keeping an eye on the tightness of
Appropriate personal protective equipment should be donned including
Pressure angle: 20˚ the ropes.
lifelines attached to a suitable strong point. At night there must be
adequate illumination to complete the task safely.
Air Motor 8) Once the accommodation ladder is in position, place the pilot
Type: SAM-2.5PE-300DR ladder in a safe position to lower. Once clear, lower the pilot
H.P max.: 2.5 PS 3. Procedure for Lowering the Accommodation Ladder with the Pilot
ladder until it reaches the desired position.
Air consumption: 2.5 m3/min Ladder Reel
Air pressure: 9bar 9) Check that there is a lifebuoy available, that the deck is clear of
Torque: max. 12 kg.m The accommodation ladder and the pilot ladder reel on the port or obstructions and a heaving line is ready. If using the ladder in
Speed: 300 rpm starboard side are controlled from the remote control stand. The controls port, a safety net is to be rigged.
are simple raise/lower levers for both the accommodation ladder and the
2. General Description pilot ladder reel. Compressed air motors are used to actuate the Securing
movements of both ladders.
One aluminum alloy accommodation ladder is provided on each side of 1) Hoist the pilot ladder reel until the pilot ladder is clear of the
the main deck. The accommodation ladder units each include a fixed side of the vessel. Once clear, the reel may be secured.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 39 Part 2 Deck Equipment

2) Hoist the accommodation ladder until the handrails are just Hoisting
below the davit.
The operator can hoist the ladder in reverse order of the above lowering
3) One man wearing a harness and an inflatable lifejacket unlashes procedure.
the platform and ladder ropes.
Storage
4) Swivel and remove the stanchions from the upper and lower
platforms of the ladder. 1) In advance, clear the space for shifting the ladder removing all
obstacles in shifting area.
5) The second man wearing a harness and an inflatable lifejacket
removes the pins securing the ladder handrails, one at a time. 2) Hoist the ladder up to erected vertically and then, stop the
He then lowers each handrail in turn, so that the handrails rest ladder by means of pushing the lever of the motor to the neutral
flat on the ladder. position.

6) When the men are clear, hoist the ladder until it is vertical. 3) Fix the ladder by means of screwing the hook bolt with lashing
socket.
7) Secure the accommodation ladder with all the lashings.
4) Release the wire rope slightly from the winch.
8) Close the main air supply valve. Apply the covers to both

SAMSUNG/GASLOG/ABS
winches and air motors. Remove the hoses from the air motors 5) Shut the source valve.
and stow them to ensure that the deck is kept clear.
Warning
4. Operating Procedure for Accommodation Ladder
1) The appointed operator only should operate the ladder system.
Lowering
2) Before moving the ladder, the operator should confirm that there
is no person on the ladder body, platforms and in the shifting
1) Confirm to turn on the main switch on starter panel.
area.
2) Release the hook bolts on rests from lashing sockets on ladder
5. Manual Operation
body.

3) Open the source valve. 1) Remove the air motor from the winch.

2) Insert the manual handle stowed on winch seat into winch shaft
4) Lower the ladder to the available position by means of pushing
instead of the air motor.
the lever of air motor toward ‘lower’ side and then, stop the
ladder by means of pushing the lever to the neutral position.
3) Operate the ladder system according to the above procedure to
use a manual handle instead of the control lever of the motor.
5) If you want to land the ladder on the quay, lower the ladder very
slowly. And carefully, at the same time, another person draws
the ladder by means. Of some rope until the ladder lands safely
on the quay. And then, loosen the hoisting wire adequately and
hang the wire outside on wire hanger.

6) Shut the source valve during a ladder is being used, for

preventing the operation of air motor by mistake.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 40 Part 2 Deck Equipment

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IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 41 Part 2 Deck Equipment

Part 3: Bridge Equipment and Operation 3.7.1 Public Address and General Alarm System.............3 - 212 3.6.1a Basic Concept of the GMDSS .......................................3 - 145
3.1 Bridge Layout and Equipment ............................................... 3 - 6 3.7.2 Auto Exchange Telephone.......................................3 - 215 3.6.1b GMDSS Distress Reactions...........................................3 - 147
3.2 Integrated Navigation System .............................................. 3 - 10 3.7.3 Sound Power Telephone...............................................221 3.6.2a VHF Transceiver ............................................................3 - 153
3.2.1 Radar/ARPA System .................................................3 - 10 3.7.4 Communal Aerial System ............................................224 3.6.2b DSC Flow Chart .................................................................158
3.2.2 Electronic Chart Display and Information System 3.8 Lighting and Warning Systems ............................................... 226 3.6.3a MF/HF SSB Radio Telephone Front Panel.........................161
(ECDIS) .............................................................................3 - 28 3.8.1 Navigation and Deck Lights.........................................226 3.6.4a Inmarsat-C System.........................................................3 - 167
3.2.3 Conning Display .......................................................3 - 38 3.8.2 Whistle System.............................................................232 3.6.6a Inmarsat Fleet Broadband System .................................3 - 181
3.2.4 Route Planning..........................................................3 - 40 3.8.3 Sound Reception System..............................................236 3.6.6b Communication Unit and Handset Overview................3 - 182
3.3 Autopilot Systems ................................................................ 3 - 44 3.8.4 Fog Bell and Gong System ..........................................238 3.6.7a NAVTEX System...........................................................3 - 187
3.3.1 Autopilot System.......................................................3 - 44 3.6.7b NAVTEX Display ..........................................................3 - 189
3.3.2 Gyrocompass System................................................3 - 52 Illustrations 3.6.8a UHF Communication System ........................................3 - 193
3.3.3 Steering Gear ............................................................3 - 56 3.1a Bridge Layout (1/2) ..............................................................3 - 1 3.6.9a Portable VHF Transceiver..............................................3 - 199
3.3.4 Magnetic Compass System .......................................3 - 60 3.1b Bridge Layout (2/2) ..............................................................3 - 2 3.6.12a Iridium System.............................................................3 - 207
3.3.5 Rudder Angle Indicators ...........................................3 - 62 3.1c Bridge Wing Console – Port .................................................3 - 3 3.7.1a Public Address System (Typical) ...................................3 - 211
3.4 Manoeuvring System ........................................................... 3 - 63 3.1d Bridge Wing Console – STBD .............................................3 - 4 3.7.3a Sound Power Telephone (1/2)........................................3 - 219
3.4.1 Main Engine Manoeuvring and Control Systems .....3 - 63 3.1e Wheelhouse Console ............................................................3 - 5 3.7.3b Sound Power Telephone (2/2)........................................3 - 220
3.4.2 Bow Thruster ............................................................3 - 70 3.2.1a Radar Display and Control Panel ......................................3 - 9 3.7.4a Communal Aerial System (Typical)...............................3 - 223
3.5 Bridge Equipment and Instrumentation ............................... 3 - 74 3.2.1b Radar Display Detail ....................................................... 3 - 11 3.8.1a Navigation Light Controller...........................................3 - 225
3.5.1 Doppler Speed Log System ......................................3 - 74 3.2.2a ECDIS Screen and Control Head ....................................3 - 27 3.8.1b Signal Light Control Panel ............................................3 - 227

SAMSUNG/GASLOG/ABS
3.5.2 Ship Performance Monitoring System ......................3 - 80 3.2.3a Conning Display ..............................................................3 - 37 3.8.1c Outside Light Control Panel ..........................................3 - 228
3.5.3 Differential Global Positioning System (DGPS) ......3 - 84 3.3.1a Autopilot Control Stand...................................................3 - 43 3.8.1d Arrangement of Navigation Lights ................................3 - 229
3.5.4 Anemometer ..............................................................3 - 98 3.3.1b Autopilot and Steering Systems Configuration ...............3 - 45 3.8.2a Whistle System ..............................................................3 - 231
3.5.5 Weather Facsimile Receiver....................................3 - 100 3.3.2a Gyrocompass System Configuration ...............................3 - 51 3.8.3a Sound Reception System ...............................................3 - 235
3.5.6 Echo Sounder ..........................................................3 - 108 3.3.3a Steering Gear ...................................................................3 - 55 3.8.3b Direction Display of Sound Signals ..............................3 - 236
3.5.7 Bridge Navigation Watch Monitoring System ........ 3 - 118 3.3.3b Steering Gear Block Diagram .........................................3 - 57 3.8.3c Sound Reception System Control Panel ........................3 - 236
3.5.8 Automatic Identification System (AIS) ..................3 - 124 3.3.4a Magnetic Compass Back-up System ...............................3 - 59 3.8.4a Fog Bell and Gong System ............................................3 - 237
3.5.9 Voyage Data Recorder (VDR) ................................3 - 132 3.3.5a Rudder Angle Indicators ..................................................3 - 61
3.5.10 Marine Digital Clock System................................3 - 138 3.4.2a Thruster Unit....................................................................3 - 69
3.5.11 CCTV System .......................................................3 - 142 3.4.2b Thruster Hydraulic Diagram............................................3 - 71
3.6 Communication Systems.................................................... 3 - 146 3.5.1a Doppler Speed Log System .............................................3 - 73
3.6.1 GMDSS...................................................................3 - 146 3.5.1b Navigation Data Display Overview.................................3 - 77
3.6.2 VHF Radio Telephone.............................................3 - 154 3.5.1c Berthing Display Overview .............................................3 - 78
3.6.3 MF/HF SSB Radio Equipment ...............................3 - 162 3.5.2a Ship Performance Monitoring System.............................3 - 79
3.6.4 Inmarsat-C System..................................................3 - 168 3.5.3a Differential Global Positioning System (DGPS) .............3 - 83
3.6.5 Ship Security Alert System (SSAS) for FELCOM18 ........ 3.5.4a Anemometer System........................................................3 - 97
.........................................................................................3 - 178 3.5.5a Weather Facsimile Receiver ............................................3 - 99
3.6.6 Inmarsat Fleet Broadband System ..........................3 - 182 3.5.6a Echo Sounder System ....................................................3 - 107
3.6.7 NAVTEX Receiver .................................................3 - 188 3.5.7a Bridge Navigation Watch Monitoring System............... 3 - 117
3.6.8 UHF Onboard Communication System ..................3 - 194 3.5.7b Bridge Watching & Navigation Alarm System Flow Chart .....
3.6.9 Portable VHF Transceiver.......................................3 - 200
3.6.10 EM’CY Position Indicating Radio Beacon (EPIRB) .......
.................................................................................................. 3 - 119
3.5.8a Automatic Identification System ...................................3 - 123
Part 3
.........................................................................................3 - 203
3.6.11 Search and Rescue Transponder (SART) ..............3 - 205
3.5.9a Voyage Data Recorder ...................................................3 - 131
3.5.10a Marine Digital Clock System ......................................3 - 137
Bridge Equipment
3.6.12 Iridium System......................................................3 - 208
3.7 Internal Communications ................................................... 3 - 212
3.5.10b Marine Master Clock...................................................3 - 138
3.5.11a CCTV System Diagram ...............................................3 - 141 and Operation
IMO No. 9855812 / Issue 1 (2021.10.08) Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.1a Bridge Layout (1/2)

AIS Pilot Plug & 110V Receptacle

Overhead Instrument Panel

Binocular Gyro Repeater Binocular

Box Box
Whistle Push Button
Panorama MIC. Receptacle for VHF Panorama
Type RAI Type RAI
CCTV Monitor
Panel

ent No.1 X-Band Center S-Band No.2 Inst

rum ru
Hated Glass Inst onsole
ECDIS Radar Console Radar ECDIS Cons ment
C ole Heated Glass
Heater

ole nt
Binocular Heater Binocular

n s me

In Co
Storm Storm Box CF42 CF42 E CF42 DF CF42 E CF42 Box Storm Storm

st ns
Co tru
Rail Rail Rail Rail

ru o
s

m le
Radar Pilot Chair

In
VDR MIC VDR MIC

en
10W Loud Transponder Folding No.3 Folding 10W Loud

t
Speaker Table X-Band Fixed Navigation Magnetic Fixed Navigation Table Speaker

e rt
Chair Compass Chair

b l ha
Radar

Ta t C
Reflector

IA so K”)
Co e k
Console

(S
on

S le
n “
ED ED

Fr
CF42 E CF42 Steering CF42 CF42 E
Stand Air Horn
Lever

SAMSUNG/GASLOG/ABS
CF42 E CF42 CF42 E CF42 CF42 E

Book
Case
Sol. Valve for
Thermometer Cargo Alarm
Flag Pegion
Flag Locker

Box Air Horn

2W Ceiling B23 2W Ceiling
Speaker Gas Detector Speaker

Book
Case
Pillar

ED Locker GMDSS Console

Book

Book
Case
CF42 E CF42 CF42 Route Radio Console CF22
Shelf
RAC

RAC

Chrat Table Plan Chrat Console BP Chart Table BP

ED
Locker
CF42 E CF42 CF42 E CF42 E CF42
VDR MIC. VDR RAC
ED
MIC.
Table Locker Locker Locker Locker
2W Ceiling
Book Shelf

Speaker Fire Alarm Main Panel

R3
S1 Hat & Coat S1 S1 S1 E Hat & Coat
Package Package
DF Hook DF Air Con. Air Con. S1 S1 E S1 Hook

LS LS Table
BJ CF42 E CF22

Book
Case
DF
E BJ

CS22D
Book
CS42W Case Table

CF22
ED
W/C

H
W/B Shelf
Deck Opening UP
Ref. 1 W Loud
Coffee Speaker
Machine (103L)

IMO No. 9855812 / Issue 1 (2021.10.08) 3- 1 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.1b Bridge Layout (2/2)

Magnetic Compass Reflector

No.1 M/E RPM Indicator
Gyro Universial Data Display No.2 M/E RPM Indicator
Temp. Indicator
No.2 Rudder Angle Indicator
No.1 Rudder Angle Indicator Digital Depth Indicator
Rate of Turn Indicator No.1 Speed Log Display Unit
Clinometer No.2 Speed Log Display Unit
3-Hand Slave Clock Wind Tracker Display

CCTV Monitor
10 W Loud Panel 10 W Loud
Speaker Panorama Panorama
Type RAI Type RAI Speaker

Whistle Gyro
Pilot Chair PB Repeater
Table Light
Table Light
No.3 Gyro
X-Band Heater Heater
Connection Binocular
Folding Radar Box Box
Console Folding
Table Table
Binocular Box
Binocular Box VHF Handset

SAMSUNG/GASLOG/ABS
MIC. Receptacle for VHF
AIS Pilot Plug & 110V Receptacle

Wheel Front Wall View

Hat & Coat Hook Hat & Coat Hook

Fire
Alarm Combined
Main White
Door Panel Door Package Air Package Air Door Door Board &
Conditioner Conditioner Notice Locker
Board Book Book Book
Sofa Shelf Shelf Shelf
Computer
Table
Book Book Locker Locker Locker Locker Locker Computer
Case Case Table

Wheel Rear Wall View

IMO No. 9855812 / Issue 1 (2021.10.08) 3- 2 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.1c Bridge Wing Console – Port

ROT NO.1 RUDDER SPEED LOG DEPTH INDICATOR NO.2 RUDDER

INDICATOR ANGLE INDICATOR INDICATOR FOR ECHO SOUNDER ANGLE INDICATOR

0 5 0 5
10 5 10 10 5 10 NO.2 DIMMER
15 15 15 15 FOR RAI
20 RUDDERANGLE 20 20 RUDDERANGLE 20
0 25 P INDICATOR S 25 25 P INDICATOR S 25
30 O T 30 30 O T 30
R B R B
35 T D 35 35 T D 35
10 10 40 40 40 40
45 45 45 45

20 20
NO.1 DIMMER
FOR RAI WIND TRACKEY
RATE OF TURN DISPLAY

30 30 0
PORT STBD
ALARM MENU ALARM MENU
30 30
DISP UNIT DISP UNIT
ACK ESC ACK ESC
PWR BRILL PWR BRILL
TRKG
RNG
DAY
ENT
TRKG
RNG
DAY
ENT
ANEMOMETER
MODE NT MODE NT
60 60
STBD
PO RT
BOW THRUSTER WIND DIRECTION
AMMETER 90 90
DM FOR ROT DM FOR TEL DIRECTORY
INDICATOR & HARBOUR SPEED TABLE Knot
m/s

120 WIND SPEED 120

DC DIMMER

SAMSUNG/GASLOG/ABS
WL DIMM 150 150 MODE

180
HERIANA WSDI

TELEPHONE DIRECTORY

BOW THRUSTER WING NO.1 M/E NO.2 M/E RECEPTACLE FOR HANGER FOR
HARBOUR SPEED PA MICROPHONE VHF HANDSET
CONTROL CONSOLE BRIDGE WING UNIT BRIDGE WING UNIT TABLE

WL
THRUSTER CONTROLLER

ALARM
CONTORL THRUSTER EMERG
AVAIL RUN STOP

PITCH INDICATOR
10 5 0 5 10

PORT 0 STBD

LAMP LAMP 5 5
DARK BRIGHT BUZZER BUZZER
TEST STOP

CAUTION
10
1. DO NOT USE THE THRUSTER AT THE SHIP
SPEED OVER 5 KNOTS.
2. SET THE CONTROL DIAL AT THE SAME
POSITI ON AS ORIGINAL TO KEEP A
CONSTANT PITCH WHEN CHANGE OVER
THE CONTROL STATION.

PA MICROPHONE

MORSE WHISTLE PUSH WT TIMER RESET

SIGNAL KEY BUTTON NFU LEVER (PORT) TAKE-OVER UNIT NFU LEVER (STBD)
PANEL FOR BNWAS

HANDSET FOR
FURUNO NO.1 VHF
BNWAS TIMER RESET PANEL
BR-530
ALARM RESET

HOLD
TO
TEST

IMO No. 9855812 / Issue 1 (2021.10.08) 3- 3 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.1d Bridge Wing Console – STBD

NO.1 RUDDER DEPTH INDICATOR SPEED LOG NO.2 RUDDER ROT

ANGLE INDICATOR FOR ECHO SOUNDER INDICATOR ANGLE INDICATOR INDICATOR

0 5 0 5
NO.1 DIMMER 10 5 10 10 5 10
15 15 15 15
FOR RAI 20 RUDDERANGLE 20 20 RUDDERANGLE 20
25 P INDICATOR S
O T
25 25 P INDICATOR S
O T
25 0
30 R B 30 30 R B 30
35 T D 35 35 T D 35
40
45 45
40 40
45 45
40 10 10

20 20
NO.2 DIMMER
WIND TRACKEY FOR RAI
DISPLAY RATE OF TURN

0 30 30
30 30 PORT STBD
ALARM MENU ALARM MENU
DISP UNIT DISP UNIT
ACK ESC ACK ESC
PWR BRILL PWR BRILL
ANEMOMETER TRKG
RNG
DAY
ENT
TRKG
RNG
DAY
ENT
60 60 MODE NT MODE NT

STBD
PO RT
BOW THRUSTER
WIND DIRECTION
90 90 AMMETER
DIMMER FOR DM FOR ROT
Knot TELEPHONE DIRECTORY INDICATOR
m/s

120 WIND SPEED 120

DC DIMMER

SAMSUNG/GASLOG/ABS
DIMM 150 150 MODE
WL
180
HERIANA WSDI

TELEPHONE DIRECTORY

HANGER FOR RECEPTACLE FOR

NO.1 M/E NO.2 M/E BOW THRUSTER WING
VHF HANDSET PA MICROPHONE HARBOUR SPEED
TABLE BRIDGE WING UNIT BRIDGE WING UNIT CONTROL CONSOLE

WL
THRUSTER CONTROLLER

ALARM
CONTORL THRUSTER EMERG
AVAIL RUN STOP

PITCH INDICATOR
10 5 0 5 10

PORT 0 STBD

LAMP LAMP 5 5
DARK BRIGHT BUZZER BUZZER
TEST STOP

CAUTION
10
1. DO NOT USE THE THRUSTER AT THE SHIP
SPEED OVER 5 KNOTS.
2. SET THE CONTROL DIAL AT THE SAM E
POSITION AS ORIGINAL TO KEEP A
CONSTANT PITCH WHEN CHANGE OVER
THE CONTROL STATION.

PA MICROPHONE

WT TIMER RESET WHISTLE PUSH MORSE

NFU LEVER (PORT) TAKE-OVER UNIT NFU LEVER (STBD) PANEL FOR BNWAS BUTTON SIGNAL KEY

HANDSET FOR
NO.1 VHF FURUNO
BNWAS TIMER RESET PANEL
BR-530
ALARM RESET

HOLD
TO
TEST

IMO No. 9855812 / Issue 1 (2021.10.08) 3- 4 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.1e Wheelhouse Console

D E F G H
C 2 6 I
3 3 1
2
2 1 1 4 5 1 1 1
1 8 3

7 4
B 7 10
4 6 A
E
R
U
O
S
C
V
LW F
ILM
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R
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S
C
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OD
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T
F
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IG
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A
IM
F
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3
24

6
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NO.1 YTAR
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SY
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RV ES
35 36 37 38

NK TE
28 30 31 33
4

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NO MO

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ER

AR
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TEM
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SE PR

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NO.CLOG
RV ES
SPA

NO. MO

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2 DE

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NOLOW
SPA

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4 OI LEVE
L NOL W

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T.2A NKLOW
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NO. LEVE

N VAL
5

1TA LH

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ISLAOAB NO

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17

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SY AL
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S. SP

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AR
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7

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8 9
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0 rM
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10 11

12
x
(1 ub
R

13
SAMSUNG/GASLOG/ABS

15
A. Console D. No.1 ECDIS Console 16. AMS/Conning Control Unit G. S-Band Radar Console 11. M/V for Window Washing Nozzle Switch (P)
1. Receptacle for AC 220 V 1. No.1 ECDIS Display Unit 17. Mode Selector 1. S-Band Radar Display Unit 12. M/V for Window Washing Nozzle Switch (S)
2. No.1 DGPS Navigator 2. No.1 ECDIS Control Unit 18. No.1 M/E Remote Control Unit 2. S-Band Radar Control Unit 13. No.1 Window Defrosting Heater Switch (P)
19. No.1 M/E 3 Button 14. No.2 Window Defrosting Heater Switch (S)
E. X-Band Radar Console 20. No.1 M/E Telegraph Lever H. No.2 ECDIS Console 15. Dimmer for Lamps
B. Console 1. No.1 X-Band Radar Display Unit 21. No.2 M/E Telegraph Lever 1. No.2 ECDIS Display Unit 16. No.2 Distress Alarm Unit
1. No.1 UHF Base Station 2. No.1 X-Band Radar Control Unit 22. No.2 M/E 3 Button 2. No.2 ECDIS Control Unit 17. CCTV Keyboard
2. PA Remote Control Unit 23. No.2 M/E Remote Control Unit
3. Telephone Directory (250x150) F. Console 24. NFU OVRD Operation Unit I. Console K. Console
4. Horn Control Unit for Whistle 1. AMS/Conning Display Unit 25. Override Lever 1. Handset for No.2 VHF 1. Steering Gear Alarm Panel (P)
5. No.1 Distress Alert Receiver Call Unit 2. BWAS Main Alarm Panel 26. Dimmer for Slave Clock 2. No.2 VHF Transceiver Unit 2. Steering Gear Alarm Panel (S)
6. No.1 Distress Alarm Unit 3. Sound Powered Tel. Directory (120x120) 27. Dimmer for Clinometer 3. Pilot Plug for AIS 3. No.1 S/G Auto Isolating Sys. Alarm Ind.
7. Auto Telephone 4. Auto Telephone 28. Dimmer for ROT Ind. (OHP) 4. Call Sign Plate 4. No.2 S/G Auto Isolating Sys. Alarm Ind.
5. Sound Power Telephone 29. Dimmer for No.1 RAI (OHP) 5. Timer Reset Panel for BNWAS 5. Steering Gear Start/Run/Stop Switch (P)
6. Compass Monitor 30. Dimmer for No.2 RAI (OHP) 6. AIS Pilot Plug Selector Switch 6. Steering Gear Start/Run/Stop Switch (S)
C. Console 7. Annunciator Unit 31. Dimmer for Gyro Universal Display 7. ESDS Manual Switch
32. Dimmer for No.1 M/E RPM Indicator J. Console 8. Lamp/Buzzer Test Selector Switch
1. Handset for No.1 VHF 8. Dimmer Switch for Ceiling Light
9. Bow thruster Control Panel 33. Dimmer for No.2 M/E RPM Indicator 1. Remote Operating & Monitor Unit for VDR 9. Dimmer for Alarm Lamps
2. No.1 VHF Transceiver Unit
10. Bow Thruster Ammeter 34. Dimmer for Temp. Indicator 2. Watch Calling Panel 10. Flicker Stop Switch
3. AIS Monitor Unit
11. No.1 Auto Pilot CDU 35. Dimmer for Echo Sounder 3. Window Defrosting & Indicator Lamps 11. Alarm Buzzer Stop Switch
4. Call Sign Plate
12. Harbour Speed Table (200x200) 36. Dimmer for No.1 Speed Log Display 4. Bell & Gong Control Unit 12. Mater Pennission for Oily Water Separator
5. Timer Reset Panel for BNWAS
13. No.1 M/E Gas Trip 37. Remote Contoller for No.1 Speed Log Display 5. Sound Reception System 13. Dimmer for Pilot Lamp
6. General EMCY Alarm Push Button
14. No.2 M/E Gas Trip 38. Dimmer for No.2 Speed Log Display 6. GMDSS Distress Message Controller 14. IAS Monitor (OS-51)
7. Fire Alarm Manual Call Point
15. No.2 Auto Pilot CDU 39. Dimmer for Wind Indicator 7. Whistle Push Button 15. IAS Control Panel
40. Power Switch Wind Indicator 8. Morse Key
41. Dimmer for No.1 Panorama RAI 9. Window Wiper Control Panel
42. Dimmer for No.2 Panorama RAI 10. Heated Glass Controller

IMO No. 9855812 / Issue 1 (2021.10.08) 3- 5 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Part 3: Bridge Equipment and Operation A Console D Console

3.1 Bridge Layout and Equipment • Process unit for BNWAS • No.1 ECDIS display unit
• No.1 DGPS navigator • No.1 ECDIS control unit
The wheelhouse is an open plan design, with the necessary equipment • AC /DC PSU for No.1 DGPS • No.1 ECDIS process unit
placed in positions to be of the best advantage in various consoles. • Gooseneck light • Wave & monitoring video digitizer
• Receptacle for AC 220V • AC 220V receptacle for wave
In the centre of the wheelhouse the navigator’s central bridge console • Internal light with SW & receptacle • Internal light with SW
where the normal watch keeping operations are carried out is located. • BCC-A component tag • BCC-D component tag
Directly behind is the helmsman’s steering position where manual
steering of the vessel is carried out. Behind this area are two consoles, B Console E Console
one of which is the radio table with ship’s computer space and the
GMDSS console and the other is the chart table for route planning • Horn control unit for whistle • No.1 X-band radar display unit
system and the stowage of the chart folios with the lighted one. • No.1 UHF base station • No.1 X-band radar control unit
• PSU for UHF base station • No.1 X-band radar process unit
Across the front of the wheelhouse and on a console situated above the • Auto telephone • No.2 Switching hub for AMS
central forward windows, are displayed a variety of instruments to assist • P.A. remote control unit W / MIC • Intelligent hub
in the smooth operation of the vessel. • T.B. for P.A. remote control • Internal light with SW
• Gooseneck light • BCC-E component tag

SAMSUNG/GASLOG/ABS
The overhead instrument panel consists of the following: • Internal light with SW & receptacle
• Telephone directory F Console
• 3-hand slave clock • UHF number tag
• Clinometer • BCC-B component tag • AMS / Conning display unit
• Rate of turn indicator • No,1 Distress alert receiver call unit • AMS / Conning processor unit
• No.1 Rudder angle indicator • No.2 Distress alarm unit • AMS / Conning control unit
• No.2 Rudder angle indicator • AMS Switching hub
• Gyro universal data display C Console • PSU for sensor adapter
• Digital depth indicator for echo sounder • No.2 Sensor adapter (serial)
• No.1 Speed log display unit • Timer reset panel for BNWAS • No.2 Sensor adapter (analog)
• No.2 Speed log display unit • AIS transponder unit • No.1 Sensor adapter (digital in)
• Wind tracker display • AIS distributor • No.2 Sensor adapter (digital in)
• No.1 M/E rpm indicator • AIS monitor Unit • No.3 Sensor adapter (digital in)
• No.2 M/E rpm indicator • AC / DC PSU for AIS • No.4 Sensor adapter (digital in)
• Temperature indicator • General em'cy alarm P.B. • Sensor adapter (digital out)
• Gooseneck light • NFU OVRD operation unit
On the behind chart and radio table, ample cupboard space is provided • Internal light with SW & receptacle • Override lever
for the stowage of flags and around the side of wheelhouse, book case, • Fire alarm manual call point • Mode selector
file cabinet and other bridge equipment are installed, which includes the • No.1 VHF transceiver unit • NAV I/F unit
EPIRB and SART manuals. The pyrotechnics and line throwing • Handset for No.1 VHF • No.1 Autopilot CDU
apparatus are also stowed on the bridge. • Junction box for VHF • No.2 Autopilot CDU
• Call sign plate • Annunciator unit
1. Bridge Consoles and Equipment • BCC-C component tag • No.1 OVRD terminal unit
• No.2 OVRD terminal unit
The bridge control console contains the following items: • Compass monitor (C.Operation unit)

IMO No. 9855812 / Issue 1 (2021.10.08) 3- 6 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual

• Junction unit • DM for No.2 M/E RPM indicator • Video LAN converter
• No.5 Sensor adapter (digital in) • No.1 PSO - P module
• DIM Switch for ceiling light • No.2 PSO - P module J Console
• Auto telephone • No.1 DC - DC signal conditioner
• Sound power telephone • No.2 DC - DC signal conditioner • Sound reception system
• BNWAS Main alarm panel • Bow thruster control panel • Remote alarm panel for VDR
• No.1 M/.E remote control unit • Bow thruster ammeter • Bell & gong control unit
• No.1 PSS - 2A module • TB for Bow thruster control panel • Window wiper control panel
• No.1 PSS - 2B module • DVI Selector S/W No.1 • No.1 Window wiper control box
• No.2 PSS - 2A module • DVI Selector S/W No.2 • No.2 Window wiper control box
• No.2 PSS - 2B module • No.1 M/E gas trip • Heated glass controller
• No.1 RAo - 08xe module • No.1 M/E gas trip • Group annunciator
• No.2 RAo - 08xe module • No.2 Distress alarm unit
• No.1 M/E 3 button G Console • Gooseneck light with dimmer
• No.1 M/E telegraph lever • Internal light with SW
• DGU module • S-Band radar display unit • PSU for sound reception system
• Dim for temp. indicator • S-Band radar control unit • CCTV keyboard
• Dim for R.O.T indicator • S-Band radar process unit • JB for CCTV
• Dim for gyro universal display • No.1 Sensor adapter (serial) for AMS • Watch calling panel

SAMSUNG/GASLOG/ABS
• Dim for No.1 R.A.I(OH) • No.2 Sensor adapter (analog) for AMS • GMDSS distress message controller
• Dim for ECHO sounder • Internal light with SW • M/V for window washing nozzle SW (P)
• Dim for No.1 Speed log indicator • BCC-G component tag • M/V for window washing nozzle SW (S)
• Remote controller for No.1 Speed log display • No.1 Window defrosting heater SW (P)
• Dim switch for wind indicator H Console • No.2 Window defrosting heater SW (S)
• Power switch for wind indicator • Duct heater MCCB, MS, relay
• Dim for slave clock • No.2 ECDIS display unit • Whistle PB
• Dim for clinometer • No.2 ECDIS control unit • Morse key
• Gooseneck light • No.2 ECDIS process unit • BCC-J component tag
• Internal light with SW • Transformer plate for anemometer • Window defrosting indicator
• Sound power tel. directory • Internal light with SW • Dim for window defrosting indicator
• Telephone directory • BCC - H component tag
• Harbour speed table K Console
• No.1 M/E order printer converter cable I Console
• No.2 M/E order printer converter cable. • IAS control panel
• Dim for No.2 Speed log display • Timer reset panel for BNWAS • IAS monitor (OS - 51)
• Dim for No.2 R.A.I. (OH) • Pilot plug for AIS • IAS processor unit
• Dim for No.1 Panorama R.A.I. • No.2 VHF transceiver unit • IAS power change over box
• Dim for No.2 Panorama R.A.I. • Handset for No.2 VHF • IAS power change over box (left side)
• BCC-F component tag • Junction box for No.2 VHF • IAS Service keyboard
• No.2 M/E remote control unit • Gooseneck light • Steering gear alarm panel (P)
• No.2 M/E 3 button • Internal light with SW • Steering gear alarm panel (S)
• No.2 M.E telegraph lever • Group annunciator • No.1 S/G auto isolating system alarm indicator
• No.1 M/E LAN converter • Call sign plate • No.2 S/G auto isolating system alarm indicator
• No.2 M/E LAN converter • BCC-I component tag • Group annunciator
• DM for No.1 M/E RPM indicator • AIS pilot plug selector S/W • Lamp / Buzzer test selector SW

IMO No. 9855812 / Issue 1 (2021.10.08) 3- 7 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual

• Dimmer for alarm lamps  Hanger for VHF handset (S)

• Alarm buzzer stop switch  Handset for No.1 VHF (P)
• Flicker stop switch  Handset for No.1 VHF (S)
• Alarm buzzer  Dimmer for telephone directory & harbour speed table (P)
• Steering gear start / run / stop switch (P)  Dimmer for telephone directory & harbour speed table (S)
• Steering gear start / run / stop switch (S)  No.1 M/E bridge wing unit (P)
• Dimmer for pilot lamp  No.1 M/E bridge wing unit (S)
• ESDS manual SW  No.2 M/E bridge wing unit (P)
• Gooseneck light with dimmer  No.2 M/E bridge wing unit (S)
• Internal light with SW, receptacle  Call sign & Telephone directory (P)
• Mater Permission for oily water separator  Call sign & Telephone directory (S)
• CTS overflow alarm override  Receptacle for daytime signal light (P)
• BCC-K component tag  Receptacle for daytime signal light (S)
 Internal light with SW & receptacle (P)
Bridge Wing Console  Internal light with SW & receptacle (S)
 Fuse for space heater with thermostat (P)
The bridge wing console contains the following items:  Fuse for space heater with thermostat (S)
 Space heater (P)
 Speed log indicator (P)  Space heater (S)

SAMSUNG/GASLOG/ABS
 Speed log indicator (S)  No.2 Rudder angle indicator (P)
 NFU lever (P)  No.2 Rudder angle indicator (S)
 NFU lever (S)  Dimmer for No.2 R.A.I. (P)
 Rate of turn indicator (P)  Dimmer for No.2 R.A.I. (S)
 Rate of turn indicator (S)  Depth indicator for echo sounder (P)
 Dimmer for rate of turn indicator (P)  Depth indicator for echo sounder (S)
 Dimmer for rate of turn indicator (S)  Harbour speed table (P)
 W.T timer reset panel for BNWAS (P)  Harbour speed table (S)
 W.T timer reset panel for BNWAS (S)  Take-out unit (P)
 Whistle push button (P)  Take out unit (S)
 Whistle push button (S)  Bow thruster am-meter (P)
 Morse signal key (P)  Bow thruster am-meter (S)
 Morse signal key (S)  Bow thruster wing control panel (P)
 No.1 Rudder angle indicator (P)  Bow thruster wing control panel (S)
 No.1 Rudder angle indicator (S)  VDR microphone (P)
 Dimmer for No.1 R.A.I (P)  VDR microphone (S)
 Dimmer for No.1 R.A.I (S)
 Wind tracker display (P)
 Wind tracker display (S)
 P.A. microphone & hook (P)
 P.A. microphone & hook (S)
 Receptacle for P.A. microphone (P)
 Receptacle for P.A. microphone (S)
 Auto telephone (P)
 Auto telephone (S)
 Hanger for VHF handset (P)

IMO No. 9855812 / Issue 1 (2021.10.08) 3- 8 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.2.1a Radar Display and Control Panel

Key - Description

DISPLAY GAIN 25
POWER - Turns the system on and off.
6 NM
/1 RADAR REF POINT
SEA AUTO 22 HDG 000.0 T
O

ANT POSN
HEAD UPTB RM 350 000 010
RAIN
TUNEAUTO
19
SPD 0.0kt BT WT
MAN EBL and VRM rotary Control - Adjust EBL and VRM, respectively.
ANT 1 X-BAND 340 020 SB 0.0kt
34O40. 649 N
PULSE S1 330 030 135O18. 303 E COG 00.0 T
O

EBL ON, EBL OFF -Turns the EBLs on and off, respectively.
320 040 SET 000.0 T SOG 0.0kt
PICTURE4 DRIFT 0. 9kt OS POSN O
34 40.00N F1 - F4 - Execute menu short cut assigned.
TRIAL OFF DGPS O
135 24.00E
IR OFF
310 050
ES OFF
EAV OFF MENU ALARM ACK - Silences audible alarm.
AUTO RAIN CHART
OFF 300 060 ALIGN
STBY TX - Toggles between standby and transmit.
Zoom or ARP
Data Box BRILL - Adjusts display briliance.
290 070
(See Next Page)
A/C RAIN - Suppresses rain clutter.
280 080 Zoom, ARP,
or Ais Data Box A/C SEA - Suppresses sea clutter.
(See Next Page)
270 090
GAIN - Adjusts sensitivity of the radar receiver.

260 100 HL OFF - Temporarily erases the heading line while pressed.
ARP,

SAMSUNG/GASLOG/ABS
AIS Data Box EBL OFF SET - Enables, disables the EBL offset. In menu operation, switches
250 110
polarity from North to South and East to West and vice versa.
240 120 MODE - Chooses presentation mode.
IL 1 ON
032. 0O T
230 130 OFF CENTER - Shifts own ship position.
5 60NM
MARK
TARGET
LIST
ARPA MANU
OFF
AIS OFF
DISP

220 140 GZ1

VECTOR TRUE 30M CU/TM RESET - Moves own ship position in 75% radius in stern direction.
PAST POSN REL 3M
GZ2
CPA LIMIT 0 5NM 22MIN - Resets the heading line to 0 deg. in course-up and true motion
210 150 ALARM1
mode.
190.0O T. 5.75NM
200 160
ALARM2 Alert Box
BRILL 1 26 TRUE TRAIL OFF
190 180 170 (See Next Page)
HL
OFF EBL1 >280.9OT< VRM1>3.682NM< CU/TM
RESET
INDEX LINE - Turns index lines on and off.
TX
WATCH Origin Mark
STBY EBL2 240.8 RO 11:28
VRM2 5.221NM
ALARM
ACK
TARGET
DATA & ACQ
CURSOR
MENU VECTOR TIME - Chooses vector time (length).
VECTOR MODE - Chooses vector mode, relative or true.
TARGET LIST - Displays ARP target list.

I
CANCEL TRAILS - Cancels all target trails; in menu operation it clears line of data.
BRILL A/C RAIN A/C SEA GAIN
ENTER MARK - Enters marks; terminates keyboard input.
OFF ON OFF ON VRM ON, VRM OFF - turns the VRMs on and off, respectively.
1 2 3
HL EBL MODE
EBL OFF OFFSET VRM
MENU - Opens and closes the MAIN menu; closes other menus.
4 5 6
F1 F2 OFF CU/TM INDEX MENU ACQ ACQ - Acquires a target for ARP after choosing it with the trackball.
CENTRE RESET LINE
- Changes a sleeping AIS target to an activated one after choosing it with
7 8 9
the trackball.
F3 F4 VECTOR VECTOR TARGET + TARGET
DATA
TIME MODE LIST
RANGE RANGE - Chooses radar range.
ALARM STBY CANCEL 0 ENTER TARGET
ACK TX TRAILS BRILL MARK - CANCEL TARGET DATA - Displays target data for ARP or AIS target chosen with the trackball.

TARGET CANCEL - Cancels tracking on ARP, AIS or reference target chosen with
the trackball.

IMO No. 9855812 / Issue 1 (2021.10.08) 3- 9 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
3.2 Integrated Navigation System 2. Operation selections are also set to previous settings.

3.2.1 Radar/ARPA System Radar Operation The “STBY/TX” key (or TX STBY box) toggles the radar between
STBY and TRANSMIT status. The antenna stops in stand-by and rotates
Maker: FURUNO Turning on the Power in transmit. The magnetron ages with time resulting in a reduction of
Type: FAR-2837SW / S-band Radar / 1 set output power. Therefore, it is highly recommended that the radar be set
FAR-2827W / X-band Radar / 2sets WARNING to stand-by when not used for an extended period of time.
Before starting up the radar, ensure that no personnel are working above
1. General Description or in the vicinity of the radar scanners. Serious or fatal injuries may Quick Start
result from being struck by a rotating scanner.
The vessel is fitted with three fully inter-switched Automatic Radar Provided that the radar was in use with the transmitter tube (magnetron)
Plotting Aid (ARPA) radars. The switching hub allows the operator to The power switch ( ) is located at the left corner of the control unit. still warm, the radar can return to TRANSMIT condition without three
select the preferred radar configuration. The No.1 X-band and S-band Open the power switch cover and press the switch to turn on the radar minutes of warm-up.
displays are fitted in the main wheelhouse console. The No.2 X-band system. To turn off the radar, press the switch again. The screen shows
display is an independent panel and is fitted in the No.2 X-band radar the bearing scale and digital timer approximately 30 seconds after power- If the POWER switch has been turned off by mistake and the operator
console. The radars are arranged as follows: on. The timer counts down three minutes of warm-up time. During this wishes to restart the radar promptly, turn on the POWER switch not later
period the magnetron (transmitter tube) is warmed for transmission. than 10 seconds after the power was turned off.
The signals from the antenna are connected to the radar displays via When the timer has reached 0:00, the indication “ST-BY” appears at the
Ethernet switches. These Ethernet switches also have an input from the screen centre, meaning the radar is now ready to transmit pulses. Control Panel Controls

SAMSUNG/GASLOG/ABS
processor unit RPU-013 which receives navigational data from:
In the stand-by condition, markers, rings, map, charts, etc. are not shown. Electronic Bearing Line (EBL) Controls
• Gyrocompass Furthermore, ARP is cancelled and the AIS display is erased.
• AIS “ON” selects and displays EBLs 1 and 2, “OFF” removes them. The
• Speed log In warm-up and stand-by condition, ON TIME and TX TIME counts in EBL rotary control moves the EBLs clockwise or anticlockwise around
• DGPS hours and tenths of an hour appear at the screen centre. the display. Bearing readout is either true (T) or relative (R) and
• AMS/Conning displayed on the bottom left corner of the screen.
• ECDIS selector
NOTE
• ECDIS processor Brilliance (Brill) Control
 Do not turn the power on directly after it has been turned off. Wait
• Rout planning system
several seconds before you reapply the power, to be sure the radar
• BNWAS This adjusts the brightness of the entire CRT and the optimum brilliance
starts up properly.
• VDR setting will vary with both the ambient light conditions and user
 Parameters set on the menus are stored in a non-volatile memory
preferences.
(flash memory), and are preserved when the power is turned off.
Operation of the radar is via the trackball and or control panel, all
functions can be accessed via both. The trackball unit comprises the A/C Rain Control
Transmitter ON
trackball, left and right mouse buttons and thumbwheel. The trackball is
used to position the cursor at the desired location on the screen. Dialogue This control reduces the effect of echoes returned from precipitation and
After the power is turned on and the magnetron has warmed up, ST-BY
boxes on the display can then be activated by pressing either the left or clouds. Turn the control clockwise to increase the anti-clutter effect and
appears at the screen centre, meaning the radar is ready to transmit radar
right mouse button. anticlockwise to decrease the effect.
pulses. An operator may transmit by pressing the [STBY/TX] key on the
full keyboard or roll the trackball to choose the TX STBY box at the
A/C Sea Control
bottom left corner of the display and then push the left button (above the
trackball). The label at the left-hand side of the guidance box at the
This control reduces the effect of returns from crests of waves. In rough
bottom right corner of the screen changes from TX to STBY.
weather the A/C sea clutter will have to be increased to suppress sea
echoes close to the ship. Do not apply too much A/C sea clutter as this
The radar is initially set to previously used range and pulse length. Other
can result in the loss of echoes from nearby targets.
settings such as brilliance levels, VRMs, EBLs and menu option

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 10 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual

Illustration 3.2.1b Radar Display Detail

Reference Point Box

Trial Maneuver (Elapsed time shown when trial maneuver is active.)
Set and Drift Boxes
Gain Setting
Display Mode Box Heading Marker Cursor Data Box A/C Sea Setting
A/C Rain Setting
Turning Setting
Range Box 6 NM
/1
DISPLAY
RADAR REF POINT
GAIN 25
HDG 000.0 T
O
Heading
SEA AUTO 22
ANT POSN
Presentation Mode Box HEAD UPTB RM 350 000 010
RAIN
TUNEAUTO
19
SPD 0.0kt BT WT
MAN Speed, Source
Antenna Box ANT 1 X-BAND 340 020 O
SB 0.0kt Log Speed
34 40. 649 N
Pulse length Box PULSE S1 330 030 135O18. 303 E COG 00.0 T
O

Course Over Ground

320 040 SET 000.0 T SOG 0.0kt Speed Over Gound, Source
PICTURE4 DRIFT 0. 9kt OS POSN O
34 40.00N
Picture Box, Heading TRIAL OFF DGPS O
135 24.00E Position
IR OFF
Main Picture Settings ES OFF 310
Line 050
EAV OFF MENU Menu Box
AUTO RAIN CHART
OFF 300 Index 060 ALIGN Chart Align ON
Line Zoom or ARP
Data Box
290 070

SAMSUNG/GASLOG/ABS
Range (See Next Page)
Guard Rings
280 080 Zoom, ARP,
Zone
Cursor or Ais Data Box
No.1 (See Next Page)
270 090
EBL

260 100 Target List Box

OS
No.2 Symbol ARP,
250 EBL 110 AIS Data Box
No.2
No.1 VRM
VRM ARP ACQ Mode Box
IL(Index Line) Box 240 120
Index Line Orientation, IL 1 ON Stern AIS Disp Box
North
032. 0O T
Index Line Interval 230 Marker Marker 130
5 60NM
MARK
TARGET
LIST
ARPA MANU
OFF
AIS OFF
DISP
AIS Message Arrival
Mark Box 220 140 GZ1
VECTOR TRUE
30M ARP Vector Box
PAST POSN REL 3M
Bearing and Range to Mark GZ2
CPA LIMIT 0 5NM 22MIN
210 150 ALARM1 Past Posn Box
O
190.0 T. 5.75NM
200 160 ALARM2 Alert Box
Brill Box BRILL 1 26
190 170 TRUE TRAIL OFF
(See Next Page) CPA Limit Box
HL
180 CU/TM
HL Off Box OFF EBL1 >280.9OT< VRM1>3.682NM< RESET
TX
WATCH Origin Mark
TX/STBY Box STBY EBL2 240.8 R
O 11:28
VRM2 5.221NM
ALARM
ACK
TARGET
DATA & ACQ
CURSOR
MENU Guidance Box

CU/TM Reset, Alarm ACK Box

EBL2 Box Watch Box VRM2 Box
EBL1 Box (Alarm watch time) VRM1 Box
Trail Mode Box
Alarm Box
Guard Zone (GZ) Box

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 11 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
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GASLOG WESTMINSTER Bridge Operating Manual
Gain Control Keys 0-9 marker to 0-degree. When in true motion (TM) mode, pressing this key
moves the ship position to a 50 % radius in the stern direction.
Turn the control clockwise to increase the gain and anti-clockwise to
These are dual function keys. They are used to select various plot
decrease the gain. The receiver sensitivity should be set to a level that
symbols and also to enter numeric data. INDEX LINE key
displays an even background of noise which is barely visible

Variable Range Maker (VRM) Controls Pressing the HL OFF key temporarily removes the heading maker line. Each press of this key turns index lines on and off.
Releasing the key causes the heading maker line to return.
“ON” selects and displays VRM1 and 2, “OFF” removes them. The VECTOR TIME key
rotary control increases VRM diameter when turned clockwise and EBL OFFSET key
reduces VRM diameter when turned anticlockwise. Range display is on Press this key consecutively to choose the vector time from 30 seconds,
the lower right corner of screen. Press this key to activate or deactivate the off-centre facility for the EBL. 1-15 minutes, 20 minutes and 30 minutes.

MENU key MODE key VECTOR MODE key

Opens and closes the main menu to provide the following sub menus: Each press of the MODE key scrolls through the following presentation Press this key consecutively to choose relative or true vector mode.
mode:
TARGET LIST key
Relative Motion (RM)
Press this key to display the ARP target list.

SAMSUNG/GASLOG/ABS
• Head-up: Unstabilized
• Head-up TB: Head-up with compass-stabilized bearing scale CANCEL TRAILS key
(True Bearing) where the bearing scale rotates with the compass
reading. Press and hold down this key to cancels all target trails.
• Course-up: Compass-stabilized relative to ship’s orientation at
the time of selecting course-up. ENTER MARK key
Acquire (ACQ) Control • North-up: Compass-stabilized with reference to north.
• Stern-up: The radar image is rotated 180°. Graphics and relative Press this key to display marks such as a dangerous point, prominent
Press the “ACQ” key after selecting a target with the trackball. The target and true bearings are also rotated 180°. target, etc. This terminates any keyboard input.
will be selected within 30 seconds.
True Motion (TM) Function Keys F1 to F4
Range Control
• North-up: Ground or sea stabilized with compass and speed Less-often used functions are provided in the menu. To avoid opening
Press the “+” key to increase the radar range and the “-” key to decrease inputs. the menus to set up the radar for a particular situation, function keys F1-
the radar range. The minimum range is 0.125 nm and the maximum • Stern-up: Same as in relative motion. F4 may be assigned any of the functions.
range is 96 nm.
OFF CENTER key To activate the function assigned to a function key, press the key to
TARGET DATA key instantly set the radar for the preset purpose. Further press the key to
Press this key after rolling the trackball to place the cursor at the position choose an option.
Press this key to display the data of a selected target on the right-hand where the operator wishes it to move to from the sweep origin. The
side of the screen. sweep origin is then off-centered to the cursor position. To cancel off- Function Key Default Setting
centering, press this key again. F1 Interference Rejector
TARGET CANCEL key F2 Echo Stretch
CU/TM RESET key F3 Auto Rain
Press this key to cancel the plotting of a specified target or of all tracked F4 Heading Line Off
targets. When in course-up (CU) mode, pressing this key resets the heading

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 12 Part 3 Bridge Equipment and Operation
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GASLOG WESTMINSTER Bridge Operating Manual

ALARM ACK key 4) Push the wheel or the left button to initialize automatic tuning. NOTE
(For operation from the keyboard, press the [ENTER MARK] If the heading source selected is not suitable, change it at 1 HDG
Press this key to silence audible alarm. key.) “WORK IN PROGRESS TUNE INITIALIZE” appears in SOURCE to match the user heading source.
the Alert Box during the initialization.
3. Functions 3) Roll the wheel to set the heading. (For entry through the
5) Push the right button twice to close the menu. keyboard use the numeric keys.)
Tuning the Receiver
Automatic Tuning 4) Push the wheel to finish.
Choosing the Tuning Method
Choose automatic tuning by following the paragraph titled Choosing the 5) Push the right button to close the menu.
tuning method. The TUNE box shows TUNE AUTO.
The tuning method can be selected with the TUNE box at the top of the
screen. Entering Own Ship’s Speed
Manual Tuning
The ARP and azimuth stabilized presentation modes require the own
1) Roll the trackball to choose the RANGE box at the top left ship’s speed input and compass signal. The speed can be entered from a
corner and then push the left or right button as appropriate to log Speed Through Water (STW), GPS Speed Over Ground (SOG) or
choose the 48-mile range. Push the left button to lower the manually on the menu.
range; the right button to raise the range.
Automatic Speed Input by Log or GPS Navigator

SAMSUNG/GASLOG/ABS
2) Choose manual tuning by following the procedure in the
paragraph titled Choosing the running method. 1) Roll the trackball to place the arrow in
1) Roll the trackball to choose the TUNE box (TUNE AUTO or the SPD box at the top right corner of
TUNE MAN) at the top of the screen. 3) Roll the trackball to place the arrow on the tuning bar area in the the screen.
TUNE box.
2) Push the left button or roll the wheel to display TUNE AUTO or 2) Push the right button to display the 1
TUNE MAN as appropriate. 4) Roll the wheel to adjust tuning. The best tuning point is where SHIP SPEED menu.
the bar graph swings to the maximum. The arrow below the bar
3) If using the wheel to choose tuning method, push the wheel or graph shows the tuning control position; not the tuning 3) Roll the wheel to choose 1 SHIP SPEED and then push the
condition. wheel or the left button.
the left button to change the setting.

Aligning Heading with Gyrocompass 4) Roll the wheel to choose the appropriate source for automatic
Initializing Tuning
speed input and then push the wheel or the left button.
With connection of the gyrocompass, the ship's heading is displayed at
Automatic tuning is initialized during the
the right side of the screen. Upon turning on the radar, align the on- NOTE
installation. However, if it is felt that automatic
screen GYRO readout with the gyrocompass reading by following the A log cannot produce BT (Bottom Tracking) speed in deep
tuning is not working properly, try re-initializing
procedure shown below. Once having set the initial heading correctly, waters without set and drift entry.
it as follows:
resetting is not usually required. However, if the GYRO readout looks
wrong or the gyro alarm sounds, follow the procedure below.  LOG (BT): Log, speed over ground (SOG). Note that a log
1) Roll the trackball to choose the MENU
cannot produce BT (Bottom Tracking) speed in deep waters
box at the right side of the screen and 1) Right-click the HDG box at the top without set and drift entry.
then push the wheel or the left button. right corner of the screen.  LOG (WT): Log, speed thru water (STW)
 GPS: Speed input by GPS navigator
2) Roll the wheel to choose [1 ECHO] and 2) Roll the scrollwheel downward to select  MANUAL: Manually input speed
then push the wheel or left button. GC-10 SETTING.  REF: Echo-referenced speed input

3) Roll the wheel to choose [3 TUNE INITIALIZE]. 5) Push the right button to close the menu.

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GASLOG WESTMINSTER Bridge Operating Manual

Manual Speed Input the [GAIN] control to adjust the sensitivity.

(Range Box)
If the speed log is not working, enter speed manually as below. In this By Trackball
case the speed data type is shown as MANUAL and is STW. 2) Push the left button to lower the range; the right button to raise
the range. The operator may also select the range by rolling the 1) Use the trackball to place the arrow on the gain level indicator at
NOTE scrollwheel then pushing it or the left button. the top of the screen.
For the IMO specification radar, manual speed input is not available
when the AIS feature is active. Choosing Pulse-Length

1) Right-click the SPD box at the top right corner of the screen to The operator may choose the pulse-length for
the SPEED menu. the 0.5 to 24 nm range scales as follows:

2) Push the right button to display the 1 SHIP SPEED menu. 1) Right-click the PICTURE box at the
left side of the screen to show the
2) Roll the scrollwheel downward to increase the gain or upward to
3) Roll the wheel to choose MANUAL and then push the wheel or PICTURE menu.
decrease it. 100 levels (0-100) are available.
the left button.
2) Roll the wheel to choose 8 [PULSE]
Reducing Sea Clutter
4) Roll the wheel to choose 2 MANUAL SPEED and then push and then push the wheel.

SAMSUNG/GASLOG/ABS
the wheel or the left button. Echoes from waves cover the central part of the display with random
3) Roll the wheel to choose a range and
signals known as sea clutter. The higher the waves, and the higher the
5) Roll the wheel to set speed. (For entry through the keyboard, then push the wheel or the left button.
antenna above the water, the further the clutter extends. When sea clutter
use the numeric keys.) masks the picture, reduce it by the A/C SEA control, either manually or
4) Roll the wheel to choose pulse-length
automatically.
6) Push the left button to confirm setting. desired and then push the wheel or
the left button.
NOTE
7) Push the right button to close the menu.
 When both sea clutter and rain clutter are reduced, the sensitivity is
5) Push the right button twice to close
decreased more than when only one is adjusted. For that reason
Choosing a Range Scale the menu.
adjust them carefully.
 The echo average is useful for reducing reflections from the sea
The selected range scale, range ring interval and pulse-length are shown Adjusting the Sensitivity
surface. However, high-speed targets are harder to detect than
at the upper left corner on the screen. When a target of interest comes stationary ones when the echo average is active.
closer, reduce the range scale so that it appears in 50-90% of the display The gain control adjusts the sensitivity of the receiver.
radius.
Choosing method of adjustment
The proper setting is such that the background noise is just visible on the
By keyboard screen. If you set up for too little sensitivity, weak echoes may be missed.
1) Use the trackball to select SEA AUTO or SEA MAN
On the other hand excessive sensitivity yields too much background
(whichever is shown) at the top of the display.
Use the [RANGE] key to select range desired. Hit the “+” part of the key noise; strong targets may be missed because of the poor contrast between
to raise the range; the “-” part to lower the range. desired echoes and the background noise on the display.

By trackball To adjust receiver sensitivity, adjust the gain control so background noise
is just visible on the screen.
1) Use the trackball to select the RANGE box at the top left corner
of the screen. The guidance box shows “RANGE By Keyboard
DOWN/RANGE UP.”
While monitoring the gain level indicator at the top of the screen, operate

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GASLOG WESTMINSTER Bridge Operating Manual

2) Push the left button to display SEA AUTO or SEA MAN as the setting is set too low, targets will be hidden in the clutter, while if the RAIN reduces rain clutter in the picture and A/C RAIN reduces clutter
appropriate. setting is too high, both sea clutter and targets will disappear from the picked up by the antenna.
display. In most cases adjust the control until clutter has disappeared to
Automatic reduction of sea clutter leeward, but a little is still visible windward. Be careful not to remove all Automatic reduction of rain clutter
sea clutter, because you may erase weak echoes. Further, the possibility
Auto A/C SEA allows for fine tuning of the A/C SEA circuit, within ±20 of losing weak echoes is greater when you use both A/C SEA and A/C Left-click the AUTO RAIN indication at the left side of the screen to
dB. Accordingly, with the bar reading set to 100, gain is not lowered to RAIN to reduce clutter. select AUTO RAIN setting desired. The higher the number, the greater
minimum as with A/C SEA on close-in ranges. Further, the auto A/C the degree of rain clutter reduction. OFF turns off the AUTO RAIN
SEA level is low because the average value of the original input echo is feature.
low in area where there are no sea surface reflections.
NOTE
NOTE AUTO RAIN can also be controlled from the PICTURE box.
The auto A/C function can erase weak target echoes. Adjust the control
carefully, watching the display. Manual reduction of rain clutter

1. Keyboard Operation The vertical beam width of the antenna is designed to see surface targets
even when the ship is rolling. However, by this design the unit will also
1) Select SEA AUTO following the procedure in section detect rain clutter (rain, snow, or hail) in the same manner as normal

SAMSUNG/GASLOG/ABS
“Choosing method of adjustment”. targets.

2) While observing the A/C SEA level indicator, adjust the A/C
SEA with the [A/C SEA] control. 100 levels (0-100) are 1. Keyboard Operation
available.
1) Select SEA MAN following the procedure in section
2. Trackball Operation “Choosing method of adjustment”.

1) Select SEA AUTO following the procedure in section 2) Watching the A/C SEA level indicator at the top of the display,
“Choosing method of adjustment”. adjust the A/C SEA with the [A/C SEA] control. 100 levels (0-
100) are available.
2) Use the trackball to place the arrow on the A/C SEA level
indicator at the top of the display. 2. Trackball Operation

The A/C RAIN control adjusts the receiver sensitivity as the A/C SEA
3) While observing the A/C SEA level indicator, roll the 3) Select SEA MAN following the procedure in section
control does but rather in a longer time period (longer range). The higher
scrollwheel downward to increase the A/C SEA or upward to “Choosing method of adjustment”.
the setting the greater the anti-clutter effect. When echoes from
decrease it. 100 levels (0-100) are available.
precipitation mask solid targets, adjust the A/C RAIN control to split up
4) Use the trackball to place the arrow on the A/C SEA level
these unwanted echoes into a speckled pattern, making recognition of
Manual reduction of sea clutter indicator at the top of the display.
solid targets easier. Be careful remove all rain clutter, because you can
erase weak echoes. Further, the possibility of losing weak echoes is
The A/C SEA control reduces the amplification of echoes at short ranges 5) While observing the A/C SEA level indicator, roll the
greater when you use both A/C RAIN and A/C SEA to reduce clutter.
(where clutter is the greatest) and progressively increases amplification scrollwheel downward to increase the A/C SEA or upward to
as the range increases, so amplification will be normal at those ranges decrease it. 100 levels (0-100) are available.
Keyboard Operation
where there is no sea clutter.
Reducing Rain Clutter
1) Use the trackball to put the cursor in the A/C RAIN level
The proper setting of the A/C SEA should be such that the clutter is
Use the AUTO RAIN and A/C RAIN to reduced rain clutter. AUTO indicator at the top right side of the display.
broken up into small dots, and small targets become distinguishable. If

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CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
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GASLOG WESTMINSTER Bridge Operating Manual
2) While observing the A/C RAIN level indicator, roll the 4) Use the trackball (coarse adjustment) or scrollwheel (fine
scrollwheel downward to increase the A/C RAIN or upward to adjustment) to align the active variable range marker with the
decrease it. 100 levels (0-100) are available. inner edge of the target of interest and read its distance at the
lower-right corner of the screen. Each VRM remains at the same
Measuring Range geographical distance when you operate the [RANGE] key. This
means that the apparent radius of the VRM ring changes in
The range to a target may be measured three ways: with the fixed range proportion to the selected range scale.
rings, with the cursor, or with the VRM.
5) Push the left button to anchor the VRM and fix its readout, or
Use the fixed range rings to get an estimate of the range to a target. The push the right button to return the VRM to its previous location
rings are the concentric solid circles on the display. The number of rings (range).
is automatically set by the current range scale. The distance between the
rings is the range ring interval, and the current interval appears at the 6) To erase a VRM, select the appropriate VRM readout box then
upper-left position on the screen. To measure the range to a target with push the left button until the VRM disappears from the screen.
the range rings, count the number of rings between the center of the
display and the target. Check the range ring interval and estimate the Measuring Bearing
distance of the echo from the inner edge of the nearest ring.
Use the Electronic Bearing Lines (EBLs) to take bearings of targets.
Showing, hiding the fixed range rings There are two EBLs, No. 1 and No. 2. Each EBL is a straight dashed line

SAMSUNG/GASLOG/ABS
extending out from the own ship position up to the circumference of the
1) Left-click the MENU box to open the radar picture. The two EBLs can be distinguished from each other by the
menu. different lengths of their dashes; the dashes on the No. 2 EBL are longer.
2) Operate the VRM rotary control to align the active variable
2) Select 2 [MARK]. range marker with the inner edge of the target of interest and
Each EBL carries a range marker, or a short line crossing the EBL at
read its distance at the lower-right corner of the screen. Each
right angles. Its distance from the EBL origin is indicated at the VRM
3) Select 0 RING. VRM remains at the same geographical distance when you
readout whether or not the corresponding VRM is displayed. The range
operate the [RANGE] key or the RANGE box. This means that
marker changes its position along the EBL with the rotation of the VRM
4) Select OFF or ON as appropriate then the apparent radius of the VRM ring changes in proportion to the
control. To operate this marker, rotate the VRM rotary control on the full
push the left button. selected range scale.
keyboard, or put the cursor in the applicable VRM box and roll the
scrollwheel.
5) Push the right button twice to close the 3) Press the [VRM OFF] key to erase each VRM.
menu.
2. Trackball Operation Measuring bearing

Measuring range by the variable range marker (VRM)

1) Use the trackball to place the arrow in the 1. Keyboard Operation

There are two VRMs, No. 1 and No. 2, which appear as dashed rings so VRM1 or VRM2 box, whichever VRM
you want to use. 1) Press the [EBL ON] key to display either of the EBLs.
that you can distinguish them from the fixed range rings. The two VRMs
Successive presses of the [EBL ON] key toggle the active EBL
can be distinguished from each other by the different lengths of their
dashes; the dashes on the No. 2 VRM are longer. 2) The guidance box reads "VRM ON/." Push the left button to turn between No. 1 and No. 2. The currently active marker is
on the VRM. The guidance box now reads "VRM SET L = enclosed with >...<.
1. Keyboard Operation DELETE /."
2) Operate the EBL rotary control clockwise or counterclockwise
1) Press the [VRM ON] key to display either of the VRMs. 3) Push the left button again and the cursor jumps to inside the until the active EBL bisects the target of interest, and read its
Successively pressing the [VRM ON] key toggles the active effective display area. The guidance box now reads "VRM FIX / bearing at the lower-left corner of the screen.
VRM between No. 1 and No. 2. The currently active marker is EXIT."
enclosed with >...<. 3) Press the [EBL OFF] key to erase each EBL.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 16 Part 3 Bridge Equipment and Operation
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GASLOG WESTMINSTER Bridge Operating Manual

2. Trackball Operation Collision Assessment by Offset EBL 2) The guidance box reads "EBL ON/." Push the left button to turn
on the EBL. The guidance box now reads "EBL SET
1) Use the trackball to place the arrow in the The origin of the EBL can be placed anywhere with the trackball to L=DELETE /."
EBL1 or EBL2 box, whichever EBL you enable measurement of range and bearing between any targets. This
want to use. function is also useful for assessment of the potential risk of collision. It 3) Push the left button again and the cursor jumps to inside the
is possible to read CPA (Closest Point of Approach) by using a VRM as effective display area. The guidance box now reads "EBL FIX
2) The guidance box reads "EBL ON/." Push the left button to turn shown in (a) in the illustration on the next page. If the EBL passes L=DELETE/."
on the EBL. The guidance box now reads "EBL SET through the sweep origin (own ship) as shown in (b) in the illustration on
L=DELETE /." the next page, the target ship is on a collision course. 4) With the cursor inside the effective display area, push the left
button, roll the scrollwheel to show "EBL OFFSET / EXIT" in
3) Push the left button again and the cursor jumps to inside the How to assess risk of collision by the offset EBL the guidance box then push the left button.
effective display area. The guidance box now reads "EBL FIX
L=DELETE/." 1. Keyboard Operation 5) Use the trackball to place the offset EBL on a target appearing
as threatening (A in the illustrated example on the next page)
4) Use the trackball (coarse adjustment) or scrollwheel (fine 1) Press the [EBL ON] key to display or activate an EBL (No. 1 or then push the left button to anchor the EBL origin.
adjustment) to bisect the target with the EBL. No. 2).
6) After waiting for a few minutes (at least 3 minutes), operate the
5) Push the left button to anchor the EBL and fix its readout, or 2) Put the cursor (+) on a target appearing as threatening (A in the EBL used in step 1 until it bisects the target at the new position
push the right button to return the EBL to its previous location illustrated example on the next page) by operating the trackball. (A'). The EBL readout shows the target ship's course, which may

SAMSUNG/GASLOG/ABS
(bearing). be true or relative depending on the EBL bearing reference
3) Press the [EBL OFFSET] key, and the origin of the active EBL setting.
6) To erase an EBL, select the appropriate EBL readout box then shifts to the cursor position. Press the [EBL OFFSET key] again
push the left button until the EBL disappears from the screen. to anchor the EBL origin. To return the EBL origin to the screen center, show "EBL OFFSET /
EXIT" in the guidance window then push the left button.
4) After waiting for a few minutes (at least 3 minutes), operate the
EBL rotary control until the EBL bisects the target at the new
position (A'). The EBL readout shows the target ship's course,
which may be true or relative depending on the EBL bearing
reference setting.

NOTE
If relative motion is selected, it is also possible to read CPA by using a
VRM as shown in left-hand figure at the top of the next page. If the
EBL passes through the sweep origin (own ship) as illustrated in the
right-hand figure at the top of the next page, the target ship is on a
collision course.
Off-Centering the Display
5) To return the EBL origin to the own ship's position, press the
Own ship position, or sweep origin, can be displaced to expand the view
[EBL OFFSET] key twice.
field without switching to a larger range scale. The sweep origin can be
off-centered to the cursor position, but not more than 75% of the range in
2. Trackball Operation
use; if the cursor is set beyond 75% of the range scale, the sweep origin
will be off-centered to the point of 75% of the limit.
1) Use the trackball to place the arrow in the
EBL1 or EBL2 box, whichever EBL you
want to use.

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GASLOG WESTMINSTER Bridge Operating Manual

This feature is not available on the 96 nm range or in the true motion NOTE Echo Stretch
mode. When the conditions shown below are met, offcenter cannot be
cancelled. This is because the radar antenna position is located at a The echo stretch feature enlarges targets in the range and bearing
If the conning position is outside the effective radar display, some parts position greater than 75% of the effective radar display. directions to make them easier to see, and it is available on any range.
of the bearing scale are not shown. - Own ship marker is large There are three types of echo stretch, 1, 2 and 3, and the higher the
- The distance between antenna position and conning position number the greater the amount of stretching.
To off-center the radar picture, do the following: is large
- Short-distance display range. NOTE
1. Keyboard Operation To cancel the offcenter first select a larger range then cancel the The echo stretch magnifies not only small target pips but also returns
offcenter (clutter) from sea surface, rain and radar interference. For this reason,
1) Use the trackball to put the cursor at a position where you wish make sure these types of interference have been sufficiently suppressed
to move the sweep origin. Interference Rejector before activating the echo stretch.

2) Press the [OFF CENTER] key. Then, the sweep origin is off- Mutual radar interference may occur in the vicinity of another shipborne 1) Roll the trackball to choose the PICTURE box at the left side of
centered to the cursor position. radar operating in the same frequency band. It is seen on the screen as a the display.
number of bright spikes either in irregular patterns or in the form of
3) To cancel off-centering, press the [OFF CENTER] key again. usually curved, spoke-like, dotted lines, extending from the centre to the 2) Push the right button to show the PICTURE menu.
edge of the picture.
2. Trackball Operation

SAMSUNG/GASLOG/ABS
3) Roll the wheel to choose 2 ECHO STRETCH and then push the
Activating the interference rejector circuit can reduce this type of wheel or the left button.
1) With the cursor inside the effective display area, roll the interference.
scrollwheel to display "OFF CENTER / EXIT" in the guidance 4) Roll the wheel to choose desired echo stretch and then push the
box. The interference rejector is a kind of signal correlation circuit. It left button. Chosen setting appears at the top left corner.
2) Use the trackball to put the cursor where you want to locate the compares the received signals over successive transmissions and
screen center. suppresses randomly occurring signals. There are three levels of 5) Push the right button to close the menu.
interference rejection depending on the number of transmissions that are
3) Push the left button to off center the sweep origin. correlated. Echo Averaging

4) To cancel the off-center function, push the left button when the 1) Roll the trackball to choose the PICTURE box at the left side of The echo averaging feature effectively suppresses sea clutter. Echoes
guidance box reads "OFF CENTER / EXIT." the screen. received from stable targets such as ships appear on the screen at almost
the same position every rotation of the antenna. On the other hand,
2) Push the right button to show the PICTURE menu. unstable echoes such as sea clutter appear at random positions.

3) Roll the wheel to choose 1 INT REJECT and then push the To distinguish real target echoes from sea clutter, echoes are averaged
wheel. over successive picture frames. If an echo is solid and stable over
successive frames, it is presented in its normal intensity. Sea clutter is
4) Roll the wheel to choose rejection level desired and then push averaged over successive scans and its brilliance reduced, making it
the wheel or the left button. “3” provides the highest degree of easier to discriminate real targets from sea clutter.
suppression.
Echo averaging uses scan-to-scan signal correlation technique based on
5) Push the right button to close the menu. the true motion over the ground of each target. Thus, small stationary
targets such as buoys will be shown while suppressing random echoes
such as sea clutter. True echo averaging is not however effective for
picking up small targets running at high speeds over the ground.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 18 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
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GASLOG WESTMINSTER Bridge Operating Manual

NOTE 1) Roll the trackball to choose the MENU box at the right side of sequence again
1. Do not use the echo averaging function under heavy pitching and the screen and then push the left button.
rolling; loss of targets can result. To set watch time interval:
2. Echo averaging can be used without a heading sensor. For further 2) Roll the wheel to choose 1 ECHO and then push the wheel or
details, contact dealer. the left button to open the ECHO menu. 1) Roll the trackball to choose the MENU box at the right side of
3. Echo averaging requires heading, position and speed data. the screen and then push the left button.
3) Roll the wheel to choose 2 2ND ECHO REJ and then push the
To properly use the echo averaging function, it is recommended to first wheel or the left button. 2) Roll the wheel to choose 3 [ALERT] then push the wheel or the
suppress sea clutter with the A/C SEA control. Then, do as follows: left button.
4) Roll the wheel to choose OFF or ON as appropriate and then
1) Roll the trackball to choose the PICTURE box at the left side of push the wheel or the left button. 3) Roll the wheel to choose 4 WATCH ALARM and then push the
the display. wheel.
5) Push the right button twice to close the menu.
4) Roll the wheel to choose appropriate time interval, push the
2) Push the right button to show the PICTURE menu.
Adjusting Brilliance of Screen Data wheel or the left button and then push the right button twice to
close the menu.
3) Roll the wheel to choose 3 ECHO AVERAGE and then push
Before adjusting the brilliance levels, set the screen brilliance using the
the wheel or the left button.
BRILL control on the main control panel. The relative brilliance of Setting up Navigation Data
marks and read out on the screen can then be adjusted as follows:

SAMSUNG/GASLOG/ABS
4) Roll the wheel to choose OFF, 1, 2 or 3 as appropriate and then
Wind, depth, ocean current, water temperature, date and time and
push the wheel or the left button. Chosen setting appears at the
1) Roll the trackball to choose the BRILL box at the bottom left waypoint data may be set up as follows:
top left corner.
corner of the screen and then push the right button to show the
BRILL menu. 1) Roll the trackball to choose the MENU box at the right side of
OFF: Echo averaging OFF
the screen and then push the left button.
2) Roll the wheel to choose the item to be adjusted and then push
1, 2: Detects targets hidden in sea clutter. “2” is more effective
the wheel or the left button. 2) Roll the wheel to choose 7 NAV DATA and then push the left
than “1” in detecting targets hidden in strong sea clutter. button to open the NAV DATA menu.
However, “1” is more effective than “2” in displaying high 3) Roll the wheel to set brilliance level. The range of adjustment
speed targets. Choose the setting best suited to current for items except “HL” and “CURSOR” is 0-100%. The range of 3) Choose appropriate options referring to the table for details.
conditions. For effective monitoring of high-speed craft, adjustment for HL and CURSOR is 50-100%.
operator should use “2” together with Wiper.
Item Description
4) Push the right button once or twice to close the menu. Chooses unit of depth measurement, or
3: Stably displays unstable targets; distinguish high-speed craft 2 DEPTH
turn depth indication off.
from sea clutter. Watch Alarm
Chooses depth scale range. The echogram
3 DEPTH GRAPH
shows the last 30min. of sounding along
5) Push the right button to close the menu. The watch alarm sounds the audible alarm at the chosen time interval to SCALE
the ship’s track.
help keep regular watch of the radar picture for safety or other purposes.
Chooses the depth at which to show the
Suppressing Second Trace Echoes 4 DEPTH MARK
depth mark.
When a preset time interval has elapsed, the audible watch alarm is
5 CURRENT Turns ocean current display on or off.
In certain situations, echoes from very distance targets may appear as released, the screen label WATCH turns red and the watch alarm timer
false echoes (second-trace echoes) on the screen. This occurs when the freezes at “0:00.” Chooses unit of wind speed measurement
return echo is received one transmission cycle later, or after a next radar /wind speed format. Wind vector format
pulse has been transmitted. To silence the alarm, press the [ALARM ACK] key on the full keyboard can be selected from three choices.
6 WIND
or roll the trackball to choose the ALARM ACK box and then push the • RELATIVE: Apparent wind measured
To reject second-trace echoes: left button. The label WATCH turns to normal colour and the watch by wind meter, with ship's bow as
alarm timer is reset to the initial value and starts the count-down reference.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 19 Part 3 Bridge Equipment and Operation
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GASLOG WESTMINSTER Bridge Operating Manual

Item Description Presentation Modes 4) Push the wheel to choose OFF or ON as appropriate.
• TRUE THEORETICAL: Apparent wind
minus ship's movement, with ship's Five presentation modes are available: North-up, Course-up, Head-up, 5) Repeat steps c) and d) to set other items.
bow as reference. Head-up TB and North-up TM. To choose a mode, use the [MODE] key
• TRUE NORTH: Apparent wind minus or choose the PRESENTATION MODE box and then push the left 6) Push the right button three or four times to close the menu.
ship's movement, with North as button.
reference. Plotting Own Ship’s Track
7 TEMP Turns water temperature indication on/off NOTE
Chart data is not displayed on the HEAD UP and HEAD UP TB modes. A total of 20,000 points are allotted for storage of the own ship’s track,
Chooses how to display data and time:
8 DATA-TIME The screen may flash when the heading is changed more than one degree marks and lines. When this memory becomes full, the oldest track is
OFF, UTC or LOCAL.
in the HEAD UP or HEAD UP TB mode. deleted to make room for the latest. For that reason you may want to
If LOCAL is selected at 8 DATA-TIME, roll
adjust the recording interval to conserve the memory.
the wheel to set the time difference
9 LOCAL Resetting of Own Ship Mark in True Motion Mode
between local time and UTC time. A
TIME ADJ The following table shows the relation between plotting interval and
negative value may be chosen by spinning
In the true motion mode, the own ship mark is automatically returned maximum track recording time.
the wheel past zero.
sternward 75% from the screen centre when it reaches a location at 75%
Turn waypoint data off, or select waypoint
0 WAP DATA of the display radius. Interval Max. recording time Interval Max. recording time
data reference, true or relative.
10s 55hrs 30min 2min 27days 18hrs 40min

SAMSUNG/GASLOG/ABS
Hiding/Shown Graphics on the Video Plotter Display 30s 166hrs 40min 3min 41days 16hrs
4) Push the right button twice to close the menu
1min 13days 21hrs 20min 6min 83days 8hrs
1) Roll the trackball to choose the MENU box at the right side of
NOTE
the screen and then push the left button. 1) Roll the trackball to choose the MENU box at the right side of
Wind and current data require appropriate sensors. Depth data requires
the screen and then push the left button.
appropriate echo-sounding equipment. Wind vector shows a direction from
2) Roll the wheel to choose 5 PLOTTER and then push the wheel
which the wind blows in, relative to own ship heading, and labeled "T *."
or the left button. 2) Roll the wheel to choose 5 PLOTTER and then push the wheel.
Wind velocity is a true wind speed as a result of compensating for own
ship’s speed and orientation. Ocean current (tide) is shown relative to bow in
3) Roll the wheel to choose 9 [DISPLAY] and then push the wheel 3) Roll the wheel to choose 3 OWN TRACK INTERVAL and then
head-up, cursor gyro and course-up, and reference to North in north-up and
or the left button. Roll the wheel to choose an item and then push the wheel or the left button.
true motion..
push the wheel or the left button. To go to page 2, choose 0
NEXT and then push the wheel or the left button. 4) Roll the wheel to choose appropriate option and then push the
Video Plotter Operation
wheel or the left button. Choose OFF to stop plotting own ship’s
track. DRAW displays the track but does not record it.
The video plotter is a feature which allows video and chart data to be
overlaid onto the radar display.
5) Push the right button twice to close the menu.

Display Modes
Plotting Other Ship’s Track (A, B, C and W types)

The radar has two display modes: Radar and Radar + Video Plotter. Use
The tracks of 15 targets (other ships) can be recorded. The memory
the DISPLAY MODE box to choose a mode.
capacity for the other ships’ tracks is 15,000 points (1,000 points per
each of the 15 targets). When the other ships’ track memory becomes full,
NOTE
the oldest track is deleted to make room for the latest.
Display mode cannot be chosen when the menu is open. Close the menu
to choose a display mode. Only the radar display is available on the
The table below shows the relation between plotting interval and
IMO-type radar.
maximum track.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 20 Part 3 Bridge Equipment and Operation
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GASLOG WESTMINSTER Bridge Operating Manual

Interval Max. recording time Interval Max. recording time Erasing Track through the Menu 5) Roll the trackball to choose 2 POINTS OR AREA as
10s 2hrs 46min 2min 66hrs 20min appropriate and push the left button.
30s 8hrs 20min 3min 50hrs 1) Roll the trackball to choose the MENU box at the right side of 2 POINTS: erase track between two points
1min 16hrs 40min 6min 100hrs the screen and then push the left button. AREA: Erase all track within an area

1) Roll the trackball to choose the MENU box at the right side of 2) Roll the wheel to choose 5 PLOTTER and then push the wheel 6) Roll the trackball to choose appropriate option for 8 TARGET
the screen and then push the left button. or the left button. TRACK DELETE similarly.

2) Roll the wheel to choose 5 PLOTTER and then push the wheel 3) Roll the wheel to choose 8 [DATA ERASE] and then push the 7) Push the right button three times to close the menu.
or the left button. wheel or the left button.
Erasing track between two points, area
3) Roll the wheel to choose 5 TGT TRACK INTERVAL and then 4) Roll the wheel to choose 2 OWN TRACK or 3 TARGET
push the wheel or the left button. TRACK (not available on IMO-type radar) and then push the 1) Place the cursor inside the effective display area.
wheel or the left button.
4) Roll the wheel to choose appropriate option and then push the 2) Spin the scrollwheel to show OWN TRACK DELETE/EXIT or
wheel or the left button. Choose OFF to stop plotting own ship’s 5) Roll the wheel to choose colour or percentage to erase and then TGT TRACK DELETE/EXIT in the guidance box at the bottom
track. DRAW displays the track but does not record it. push the wheel or the left button. right-hand corner on the screen, whichever track you want to
erase.
6) Push the right button three times to close the menu.

SAMSUNG/GASLOG/ABS
5) Push the right button twice to close the menu.
3) Use the trackball to place the cursor at the top-left corner of the
Choosing Track Colour Erasing track with the cursor area (or 1st point in case of erasure by two points) and push the
left button.
1) Roll the trackball to choose the MENU box at the right side of You may erase own ship track or any target's track directly on the screen
the screen and then push the left button. by two points or area. Select the erasure method and then erase track. 4) Use the trackball to drag the cursor at the bottom-right corner of
the area (or 2nd point in case of erasure by two points). If the
2) Roll the wheel to choose 5 PLOTTER and then push the wheel erasure method (chosen on the previous page) is "AREA", a
or the left button. rectangle appears when you start dragging the cursor.

3) Roll the wheel to choose 4 OWN TRACK COLOR or 6 TGT 5) Push the left button to erase track.
TRACK COLOR (not available on IMO-type radar) and then
push the wheel or the left button. 6) Push the right button to quit.

Choosing erasure method. NOTE

4) Roll the wheel to choose colour desired and then push the wheel
or the left button. This function is automatically cancelled if there is no erasure occurring
1) Roll the trackball to choose the MENU box at the left button. in 30 seconds.
5) Push the right button twice to close the menu.
2) Roll the trackball to choose 5 [PLOTTER] and push the left Waypoints
button.
Erasing Track
A particular location is known as a “waypoint”, whether it be a starting
3) Roll the trackball to choose 8 [DATA ERASE] and push the left point, a destination point or an intermediate point on a voyage. This unit
The display may become full of tracks when, for example, the own ship
button. can store 200 waypoints, numbered 001 to 200. Waypoints may be
traces the same route several times or there are many tracks from other
ships. entered with the cursor or by input of latitude and longitude.
4) Roll the trackball to choose 7 OWN TRACK DELETE and
push the left button.
The operator may erase tracks in the following two ways:

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 21 Part 3 Bridge Equipment and Operation
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GASLOG WESTMINSTER Bridge Operating Manual

Entering Waypoints 6) To enter waypoint name, follow the procedure below: 2) Roll the wheel to choose 5 PLOTTER and then push the wheel
or the left button.
Entering Waypoint with the Cursor a) Roll the wheel to choose 3 WPT NAME and then push the
wheel or the left button. 3) Roll the wheel to choose 8 [DATA ERASE] and then push the
1) Roll the trackball to choose the MARK box at the left side of b) Roll the wheel to choose alphanumeric character desired wheel or the left button.
the screen. and then push the wheel.
c) Repeat step b) to complete the waypoint name. 4) Roll the wheel to choose 5 WPT ALL ERASE.
2) Push the right button to open the MARK menu.
7) Roll the wheel to choose 4 WPT L/L and then push the wheel or 5) Roll the wheel to choose YES and then push the wheel or the
3) Roll the wheel to choose 2 MARK KIND and then push the the left button. left button to erase all waypoints.
wheel.
8) Enter latitude and longitude position as follows: 6) Push the right button three times to close the menu.
4) Roll the wheel to choose the WPT item which best matches the
waypoint number to enter and then push the wheel or the left a) Roll the wheel to choose location desired and then push the Waypoint List
button. wheel.
b) To switch co-ordinate polarity, roll the wheel or use the [2] The waypoint list stores position data of all registered waypoints. Each
5) Push the right button to close the menu. The guidance box now key in case of keyboard operation. page of the waypoint list holds eight waypoints.
reads “MARK SELECT/ MARK MENU.”
9) To enter another waypoint, repeat steps 4)-8). 1) Roll the trackball to choose the MENU box at the right side of

SAMSUNG/GASLOG/ABS
6) With the MARK box selected, roll the wheel to display the screen.
waypoint number desired and then push the left button. 10) Push the right button three times to close the menu.
2) Roll the wheel to choose 8 NAV LINE•WPT and then push the
7) Roll the trackball to place the cursor to inscribe a waypoint Erasing Waypoints wheel or the left button.
mark and then push the left button to inscribe the mark. The
waypoint mark appears at the location selected. Erasing Individual Waypoints 3) Roll the wheel to choose 7 [WPT LIST] and then push the
wheel or the left button.
1) With the cursor inside the effective display area, roll the wheel
Entering Waypoints by Manual Input of Latitude and Longitude to display “MARK DELETE / EXIT” in the guidance box. 4) To go to the next page, choose 0 NEXT and then push the wheel
or the left button.
1) Roll the trackball to choose the MENU box at the right side of 2) Roll the trackball to place the cursor on the waypoint to erase. A
the screen and then push the left button. flashing “+” appears on the mark when it is correctly selected. 5) Push the right button several times to close the waypoint list and
the menu.
2) Roll the wheel to choose 8 [NAV LINE•WPT] and then push 3) Push the left button or the wheel to erase the waypoint.
the wheel or the left button. Displaying Waypoint Name and Number
4) To erase another waypoint, repeat steps 2) and 3).
3) Roll the wheel to choose 6 [WPT SET] and then push the wheel 1) Roll the trackball to choose the MENU box at the right side of
or the left button. 5) To finish, push the right button when the guidance reads the screen and then push the left button.
“MARK DELETE / EXIT”.
4) Roll the wheel to choose 2 WPT NO. SELECT and then push 2) Roll the wheel to choose 8 [NAV LINE•WPT] and then push
the wheel or the left button. Erasing All Waypoints the wheel or the left button.

5) Use the wheel to choose waypoint number: Roll the wheel to 1) Roll the trackball to choose the MENU box at the right side of 3) Roll the wheel to choose 0 NEXT and then push the wheel or
choose location and then push the wheel to set. the screen and then push the left button. the left button.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 22 Part 3 Bridge Equipment and Operation
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GASLOG WESTMINSTER Bridge Operating Manual

4) Roll the wheel to choose 4 DISP WPT NO. and then push the 10) To enter another nav. line, roll the wheel to choose 0 BACK to 7) Push the wheel or the left button to delete the nav. line.
wheel or the left button. return to the NAV LINE SET menu and then repeat steps d)-i).
8) Push the right button three times to close the menu.
5) Roll the wheel to choose OFF or ON as appropriate and then 11) To finish, push the right button several times to close the menu.
push the wheel or the left button. Erasing All Navigation Lines
Navigation Line List
6) Roll the wheel to choose 5 DISP WPT NAME and then push 1) Roll the trackball to choose the MENU box and then push the
the wheel or the left button. 1) Roll the trackball to choose the MENU box and then push the left button.
left button.
7) Roll the wheel to choose OFF or ON as appropriate and then 2) Roll the wheel to choose 5 PLOTTER and then push the wheel.
push the wheel or the left button. 2) Roll the wheel to choose 8 [NAV LINE•WPT] and then push
the wheel or the left button. 3) Roll the wheel to choose 8 [DATA ERASE] and then push the
8) Push the right button three times to close the menu. wheel.
3) Roll the wheel to choose 9 [NAV LINE LIST] and then push
Navigation Lines the wheel or the left button. 4) Roll the wheel to choose 6 NAV LINE ALL ERASE.

30 navigation lines may be entered, and each line may have up to 30 4) To go to the next page choose 0 NEXT and then push the wheel
5) Roll the wheel to choose YES and then push the wheel or the
or the left button.
waypoints. left button to erase all nav. lines and their data.

SAMSUNG/GASLOG/ABS
5) Push the right button as many times as necessary to close the
Entering New Navigation Line 6) Push the right button three times to close the menu.
menu.
1) Roll the trackball to choose the MENU box and then push the Other options which may be accessed in this way include;
Erasing Navigation Lines
left button.
• Setting up Navigation Lines
30 navigation lines may be entered. Operator may erase unnecessary
2) Roll the wheel to choose 8 [NAV LINE•WPT] and then push
navigation lines as shown below.
the wheel or the left button. • Displaying Navigation Line, Waypoint Mark

Erasing Individual Navigation Lines

3) Roll the wheel to choose 8 [NAV LINE SET] and then push the • Recording Data
wheel or the left button.
1) Roll the trackball to choose the MENU box at the right side of
• Replaying Data
the screen and then push the left button.
4) Roll the wheel to choose 2 NAV LINE NO. SELECT and then
push the wheel or the left button. • Deleting Files
2) Roll the wheel to choose 8 [NAV LINE•WPT] and then push
the wheel or the left button.
5) Use the wheel to enter nav. line no., in two digits. Trial Manoeuver

6) Roll the wheel to choose 3 NAV LINE NAME and then push 3) Roll the wheel to choose 8 [NAV LINE SET] and then push the
The trial manoeuver feature simulates the effect on all tracked targets against
the wheel or the left button. wheel or the left button.
own ship's manoeuver. Enter your expected course, speed and time-to-
manoeuver to find the relationship between your ship and other ships against
4) Roll the wheel to choose 2 NAV LINE NO. SELECT and then
7) Use the wheel to enter a name. your planned manoeuver. Further, set CPA and TCPA values to find possible
push the wheel or the left button.
collision situations.
8) Roll the wheel to choose 4 NAV LINE ENTRY and then push
5) Use the wheel to enter nav. line no., in two digits.
the wheel or left button. Enter various courses and speeds until a dangerous situation is resolved. The
trial manoeuver feature proceeds without interrupting the updating of target
9) Use the wheel to enter waypoint numbers (in three digits). Roll 6) Roll the wheel to choose 5 CLEAR DATA.
information.
the wheel to choose numeral and push it to set.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 23 Part 3 Bridge Equipment and Operation
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GASLOG WESTMINSTER Bridge Operating Manual

For more accurate results, use relative motion and sea stabilization (ground show that the ship has completed course and speed adjustments.
tracking) and be sure that own ship's characteristics such as acceleration and
turning performance have been properly set in the initial settings during the Note that once a dynamic trial manoeuver is initiated, you cannot alter own
installation. ship's trial speed, course or delay time until the trial manoeuver is terminated.

Take into consideration own ship's manoeuvring characteristics such as Static Trial Manoeuver
rudder delay, turning delay and acceleration delay. This is particularly
important on large vessels.

Types of trial manoeuvers

There are two types of trial manoeuvers: static and dynamic.

Dynamic trial manoeuver

3) Select 4 [TRIAL MANEUVER].

SAMSUNG/GASLOG/ABS The static trial manoeuver shows the relationship between your ship and
tracked targets at the completion of the trial manoeuver.

Enter expected course and speed and delay time until start of a manoeuver
and the expected position of your ship and tracked targets at the end of the
trial manoeuver are shown on the display.
4) Select 2 TRIAL.
By shortening and extending the trial time you can find the safe time to make
A dynamic trial manoeuver displays predicted positions of the tracked 5) Select STATIC or DYNAMIC as appropriate. The TRAIL box
a manoeuver. Thus, the static trial manoeuver will be convenient when you
targets and own ship. You enter own ship's intended speed and course with a appears at the upper right corner.
wish to know the manoeuver result immediately.
certain "delay time." Assuming that all tracked targets maintain their present
speeds and courses, the targets' and own ship's future movements are 6) Select 3 TRIAL SPEED RATE. Set trial speed rate with the
scrollwheel, in the upper box: Select numeral; push the scrollwheel
simulated in one-second increments indicating their predicted positions in Performing a Trial Manoeuver to set.
30-second intervals as illustrated below.
To perform a trial manoeuver, do the following: 7) Select 4 TRIAL TURN RATE. Set trial turn rate with the
The delay time represents the time lag from the present time to the time scrollwheel, in the upper box: Select numeral; push the scrollwheel
when own ship will actually start to change her speed and/or course. How 1) Left-click the MENU box to open the menu. to set.
much the delay is set the situation starts immediately and ends in a minute.
2) Select 4 [TT•AIS] to open the TT•AIS menu. NOTE
In the example shown below, own ship will advance straight ahead (even Two sets of trial speed and trial turn rate combinations are provided.
after a manoeuver) for a delay time of 2:30 then alters speed and course until Enter the data by sets as shown in the figure below. This is done to
operator-specified intended speed and course are achieved (position OS5 in provide accurate trial manoeuver results for various ship’s speed.
this example). OS6 and OS7 show changes in course and speed and OS8

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 24 Part 3 Bridge Equipment and Operation
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GASLOG WESTMINSTER Bridge Operating Manual
Static mode: The position of your ship and tracked targets when set course
and speed are reached are displayed. The progress time until the position is
reached is indicated on the display.

The trial time can be changed from the Trial Time box. Put the cursor in the
Trial Time box and roll the scrollwheel. The position of targets at the end of
selected time is shown. Increase or decrease the time to get a safe manoeuver.

8) Push the right button three times to close the menu. When the cursor is removed from the box the original positions of your ship
and tracked targets are restored. If a manoeuver is unsafe, change speed,
9) Use the trackball to select the TRIAL box. Then, the TRIAL box course and delay until it is safe.
reads TRIAL SET and boxes appear above the TRIAL box as
below.
The trial manoeuver takes place with the letter "T" displayed at the bottom
of the screen. The time appears at the top right side of the display.

If any tracked target is predicted to be on a collision course with own ship

(that is, the target ship comes within preset CPA/TCPA limits), the target
plotting symbol flashes. If this happens, change own ship's trial speed,
course or delay time to obtain a safe manoeuver.

SAMSUNG/GASLOG/ABS
Terminating a Trial manoeuver
10) Use the scrollwheel to set delay time at DELAY. This is the time
after which own ship takes a new situation, not the time the A trial manoeuver is automatically terminated at the end of the fixed time
simulation begins. Change the delay time according to own ship and the normal radar display is restored. The time of termination depends on
loading condition, etc. Select digit location; push the scrollwheel to the trial mode as follows:
set.
Dynamic mode: The trial is terminated when 60 minutes is shown in the
11) Select the course setting box. Use the scrollwheel to set the course: Trial Time Box.
Select digit location; push the scrollwheel to set.
Static mode: The trial is terminated when there is no key operation within
12) Select the speed setting box. Use the scrollwheel to set the speed:
one minute.
Select digit location; push the scrollwheel to set.

To terminate the trial manoeuver manually, put the cursor in the Trial Time
NOTE
box then push the left button to show TRAIL OFF in the box.
Course and speed may also be set with the EBL and VRM, respectively.
Put the cursor in any one of the four trial manoeuver related boxes and
operate applicable control.

13) Select TRIAL SET. Push the left button or the scrollwheel. The
TRIAL box shows "TRAIL 00:00" (00:00 is trial manoeuver time).

The time indication depends on trial mode:

Dynamic mode: The position of your ship and tracked targets is updated and
displayed every 30 seconds.

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SAMSUNG/GASLOG/ABS This page is intentionally blank.

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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.2.2a ECDIS Screen and Control Head

Key - Description

The Status Bar Provides for selection of operating mode, chart format, IMO chart display;
one-click restoration of IMO standard display, etc.

The Senor information box displays Ship’s speed, course and position and selects sensors.
TC:
The Own ship functions box applies offset to the chart.

The Route information box shows rote and waypoint data, when route is selected for
navigation.

SAMSUNG/GASLOG/ABS
The Overlay/NAV Tools box provides for setup of the radar overlay and navigation-related
functions.

The Alert box shows operational and system alert messages.

The VRM boxes measure the range to an object.

The Permanent warning box displays chart -related warning messages.

The EBL boxes measure the bearing to an object.

The Instant access bar provides quick access to functions such as brilliance adjustment,
display palette and the menu. The contents change according to the operating mode selected.

The Chart scale/presentation mode box selects the chart scale and presentation mode.

The Cursor position box shows the latitude and longitude position of the cursor and the TTG
to the cursor.

The Electronic chart area shows the ECDIS chart.

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GASLOG WESTMINSTER Bridge Operating Manual
3.2.2 Electronic Chart Display and Information System • Chart operating mode The ECDIS combines chart and navigational information. It should be
(ECDIS) • Presentation mode noted that modern navigation systems (e.g. DGPS) may offer more
• True motion reset accurate positioning than what was used to position some of the surveys
Maker: FURUNO Electric Co., Ltd. • Planning modes from which the electronic navigational chart was originally derived.
Type: FMD-3300
The following information can also be displayed: ECDIS Control Unit
1. General Description
• Cursor (moved by trackball) The control unit consists of controls, keys, alphabet keyboard and
Two ECDIS units are fitted on the wheelhouse consoles (P&S). The • Planned route trackball module (trackball, scrollwheel and left and right mouse buttons).
ECDIS allows for the display of electronic charts on the mounted display. • EBL (Electronic Bearing Line) and VRM The trackball module functions like a PC mouse. The operator rolls the
Although not a substitute for paper charts, are a useful tool for navigation, • Radar image trackball and operates the left and right mouse buttons and the
with the capability to display selected information or radar overlay in a • Own ship symbol with speed vector scrollwheel to do various function.
convenient format. • TT-acquired target
• AIS target
This equipment is designed with up-date computer technology to comply
with the IMO/IHO performance standards for Electronic Chart Display Illustration 3.3.2b ECDIS Control Unit
and Information System (ECDIS). It displays selected information from
Status LED
the System Electronic Navigational Chart (SENC) with positional
information from navigation sensors to assist the operator in route USB port
Rotary encoder

SAMSUNG/GASLOG/ABS
Rotary encoder Power
planning and route monitoring and navigation calculations. Additional for EBL for VRM Switch
navigation-related information is also indicated.

ECDIS Screen

The ECDIS screen is divided into several areas. The Status bar, which is
always shown at the top of the screen, mainly displays equipment status.

The boxes at the right side of the screen comprise the Information areas.
They are permanently displayed and show information such as own ship
position, alarms generated by the system, workstation mode and cursor
position. The operator may display the data of his or her choice in one of
the information areas called a Sidebar.

The Instant Access bar contains all the operating functions related to the
selected operating mode (Voyage planning, Voyage navigation and Chart
maintenance). The bar is divided into two sections, upper and lower. The
buttons in the upper section change according to the mode selected. The
buttons in the lower section are static for all modes, with the exception of
the [Mini Conning] button, which only appears in the Voyage navigation
mode. A button with a triangle mark at its bottom right corner indicates a
button with multiple functions.

Approximately 90 % of the ECDIS screen is taken up by the Electronic

chart area. These include the following: Instant Access Knob Keyboard

Trackball Module

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Key Description Key Description 2. System On/Off

POWER Turns the system on or off. (With a FURUNO VRM rotary Adjusts active VRM.
switch monitor unit, the monitor is also turned on or off encoder Turning the Power On / Off
with this switch.) MFD Switches between the ECDIS and CONNING
Status LED The colour and state of the LED change according modes. Normally, leave the power switches at the front of the Processor Unit on
to system or alert status. VRM 1 Activates or deactivates VRM1. and control the power with the power switch on a Control Unit. The
Green, lighting: Normal operation status; no VRM 2 Activates or deactivates VRM2. monitor unit is powered independently.
alerts generated. UNDO Undo the last operation, when creating a route or
Green, flashing: The heater on the CPU board is user chart. Power On the System
on, because ambient temperature is not at least VIEW/HIDE Shows or hides the Instant Access bar, [Route
0°C. The heater takes about two minutes to warm Push the Mains switch on the Processor Unit for the "I" position. Turn on
Information] box, VRMs, EBLs, [Overlay/NAV
the equipment. The LED lights green after the the power switch on the Processor Unit or a Control Unit. The start-up
Tools] box.
heater goes off. display appears on the monitor.
RANGE Selects the chart scale.
Red, lighting: Acknowledged alert or SYSTEM ACQ/ACT Activates cursor-selected sleeping AIS target.
FAIL. SYSTEM FAIL occurs when there is trouble NOTE
TARGET Displays detailed target data for selected TT, AIS
in the Processor Unit or communication failure If the ambient temperature is less than 0°C (32°F) when the power is
DATA target.
between the Processor Unit and an ECDIS Control applied, nothing appears on the display and the Status LED on the
TARGET Sleeps cursor-selected activated AIS target.
Unit. Each Control Unit detects trouble and its
Control Unit flashes in green. This is because the heater is warming the
CANCEL
Processor Unit. The display appears after the Processor Unit becomes

SAMSUNG/GASLOG/ABS
lamp flashes in red and the buzzer sounds. If this USB port For connection of USB flash drive (FAT16 or warm, in approx. two minutes.
condition occurs at the No. 1 ECDIS Control Unit, FAT32 format).
the SYSTEM FAIL signal is output. Do not connect a USB HDD or PC keyboard. The Power Off the System
Red, flashing: Unacknowledged alert or SYSTEM DVD drive (Maker: TEAC, Type: PU-DRV10) is for
FAIL. chart updates. Press the power switch on the Processor Unit or a Control Unit. Push the
EBL rotary Adjusts active EBL. Left  Does the operation related to the object Mains switch for the "O" position.
encoder button selected.
EBL 1 Activates or deactivates EBL 1.  Confirms the operation done for the object The Silent Mode
EBL 2 Activates or deactivates EBL 2. selected.
ALARM ACK Alert acknowledgement for alerts generated by Scrollwheel  Selects menu options. The silent mode, which requires
chart, navigation,  Selects chart scale. a password to activate,
etc.  Sets numeric data. deactivates the audio alarms
InstantAccess Selects and processes the functions on the  The scrollwheel does not have a "push" from the ECDIS. Use this mode
knob, ESC InstantAccess bar. function. when the ECDIS is not required,
key Rotate: Selects item. Right  Displays context-sensitive menu when cursor like in a harbour.
Push: Confirms selection. button is put in the display area.
ESC key: Goes back one step in the current  Cancels operation done on the object selected. To go to the silent mode, first
operating sequence on the InstantAccess bar. Trackball  Moves the cursor. click the [OTHERS] button on
BRILL Rotate: Adjusts the brilliance of a FURUNO  Selects an object. the Status bar then click
monitor. [SILENT]. Have the holder of
Push: Selects a colour palette. the password enter the password
A/C RAIN No use. then click the [OK] button.
A/C SEA No use.
GAIN No use. To return to normal operation,
Alphabet Enter alphanumeric data. The CTRL key has no click [Back to Normal Mode].
keyboard function.

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Illustration 3.3.2c ECDIS Screen

Status Bar
Chart Scale/Presentation Cursor Position
Mode Box Box

Sensor Information Box

Own Ship Functions Box

SAMSUNG/GASLOG/ABS
Electronic chart area TC:

Route Information
Instant
Access
Bar

ccess Electronic Chart Area

bar

Overlay / NAV Tools Box

Alert Box

EBL1 Box, Permanent VRM1 Box,

EBL2 Box Warning Box VRM2 Box

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 30 Part 3 Bridge Equipment and Operation
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3. Operational Overview No. Button or item Description InstantAccess bar
Displays the operator's manual, ECDIS program
11
ECDIS Display no. and system info. The InstantAccess bar runs vertically along the left edge of the screen.
Manages user profiles; opens the [Settings] The bar contains all the operating functions related to the selected ECDIS
12
The ECDIS (Electronic Chart Display and Information Systems) screen menu. operating mode (Voyage planning, Voyage navigation and Chart
is divided into several areas, as illustrated below. (The layout may be  Displays the date. maintenance). The bar is divided into two sections, upper and lower. The
slightly different depending on monitor’s resolution.) The ECDIS  Selects the time to use, local or UTC. buttons in the upper section change according to the ECDIS operating
13 Date  Sets the time difference between local and
operational area has no limitations. That is, high latitudes (85° and higher) UTC (to use local time). mode. The buttons in the lower section are common to all modes. A
are correctly displayed always. The ECDIS uses cylindrical equidistant 14 Time Shows the time, UTC or local. button with a triangle mark at its bottom right corner indicates a button
projection for areas of high latitude and small chart scales. All other  Rotates clockwise if the system is working with multiple functions.
conditions use the orthographic presentation. properly. If it is not spinning the system is not
working. Shortly after the working indicator
stops spinning the buzzer sounds and the
Status bar status LED turns red. Reset the power to
Working
restore normal operation.
indicator
The Status bar runs across the top of the ECDIS display. The bar mainly  If the primary display mode is specified during
15 the installation, the first letter of the mode
provides for selection of display mode, ECDIS operating mode, chart
name appears at the center of the working
type and chart display set-ting. indicator as follows: A: AMS, C: Conning, E:
ECDIS, R: Radar. The letter can be clicked to
return to the primary display mode (the

SAMSUNG/GASLOG/ABS
display mode shown when the system power
is turned on).

No. Button or item Description

Selects the display mode, [ECDIS], [RADAR], How to operate the buttons on the Status bar
[CONNING], or [AMS]. (If the conning display is
1 Display mode fed to a separate monitor, only ECDIS is There are two types of buttons on the Status bar: Toggle button and
available; the button is inoperative.)
Drop-down list button. You operate the buttons with the trackball module.
2 NAVI Selects the Voyage navigation mode.
3 CHARTS Goes to the Chart maintenance mode.
Button type Operating procedure
4 PLAN Selects the Voyage planning mode. Toggle button
 Sets system in SILENT mode (standby). A toggle button alternately selects one
5 OTHERS  Plays back log data (AMS connection must be of two functions assigned to a button.
off). The background colour of a toggle
Hide the TT, AIS and radar displays. Shown button is light-blue when the button’s
only when one of the following conditions is function is enabled; gray (default
met: colour) when disabled. The [NAVI]
6 CLEAR RADAR  TT targets are shown on the display. button is an example of a toggle
 AIS targets are shown on the display. button.
 Radar overlay is active. Drop-down list button
Shows only the chart, when the left button is A drop-down list button provides a
7 CHART ONLY drop-down list from which to select an
pressed and held down.
Restores the standard display for the display option related to the label on the
8 STD DISP mode selected at Chart database. button. The [Chart Database] button is
an example of a drop-down list button.
Selects chart priority when either vector or See the right figure. A drop-down list
9 Chart priority
raster are available. button has a list status indicator whose
Selects the pre-defined presentations of ENC position changes according to list
content: [IMO BASE], [IMO STD] or [IMO ALL]. status.
[CUSTOM] appears when the symbols selected
10 Chart database or deselected on the [Chart Display] menu do
not match the preset conditions for [IMO BASE],
[IMO STD] or [IMO ALL].

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How to Select the Display Mode • Click the chart scale selection buttons in the Chart
scale/presentation mode box.
Click the Display mode button at the far left • Right-click anywhere inside the Chart scale/presentation mode
side of the Status bar to select the display to show a dropdown list of chart scales.
mode, among [ECDIS], [RADAR], • Put the cursor anywhere on the chart and spin the scrollwheel.
[CONNING] and [AMS] (option).

[ECDIS]: Displays electronic charts.

[RADAR]: Shows the radar display. (See the

radar manual, issued separately.)
[CONNING]: Provides comprehensive
navigation displays, like wind direction and If a location in the chart area is available with more detail, the message
rudder angle, in analogue and digital formats. "Larger scale ENC available" appears. The status of TM reset determines
(Note that this button is inoperative if the the area that generates the message. If TM reset is ON, the message
conning display is fed to another monitor.) appears if more detail is available at current position. If TM reset if OFF,
the message appears if more detail is available at the cursor location.
Select the Chart Operating Mode
Select the Presentation Mode True Motion Reset

SAMSUNG/GASLOG/ABS
The ECDIS has three operating modes: Voyage navigation, Chart
The presentation mode is available in North-up TM, North-up RM, In the true motion mode, the chart is stationary and own ship moves on
maintenance, and Voyage planning. Select the mode from the Status bar
Course-up TM, Course-up RM, Route-up RM and Head-up RM. To the screen. With TM reset active, own ship moves until it reaches the true
with the [PLAN], [CHARTS] and [NAVI] buttons. The background of
select a presentation mode, click the presentation mode indication to motion reset borderline(s), then the chart is redrawn and own ship jumps
the button of the active mode is blue.
cycle through the presentation mode choices, or click the triangle to back to an opposite position onscreen based on its course. (This resetting
show the drop-down list of presentation modes. can also be done manually by clicking the [TM/CU Reset] button.) When
the TM reset function is active, "TM/CU Reset" appears at the right side
of the display.

Cursor Position Box

NOTE
When switching between the Voyage navigation and Chart maintenance The Cursor position box shows
modes it may take several minutes to read the chart when using C-MAP
charts or there are many charts installed.  Cursor position in latitude and longitude
 Time to go to the cursor position
Enable, Disable Automatic TM Reset
Select the Chart Scale  The bearing (True or Relative) and range to the cursor position,
or x-y coordinates of cursor position. Click the bearing and
To enable automatic TM reset, click the [TM Reset off] indication at the
When you open a chart it is displayed with the default scale, called the range or x-y coordinates indication to switch the display, in the
right side of the display to show [TM/CU Reset].
compilation scale. To change the chart scale, do one of the procedures sequence shown below.
shown below. The scale range is 1:1,000 to 1:70,000,000.

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Voyage navigation mode Voyage planning mode Measure the Range and Bearing
functions functions
Monitor INFO: Shows the [Route Range: Put the cursor on the VRM then drag the cursor until the VRM is
Information] dialog box. on the inner edge of the object.
Stop monitor: Stops monitoring a route
Bearing: Put the cursor on the EBL then drag the cursor until the EBL
and user charts
When the TM reset is disabled, change the chart scale with the bisects the object.
scrollwheel and scroll the chart by drag and drop. The own ship Use the VRM and EBL
Select Bearing Reference
information box shows [TM Reset off]. When own ship moves off the
screen the box shows [Ship off screen]. The VRM measures the range to an object and the EBL measures the The EBL bearing reference can be true or relative. Click the EBL
bearing to an object. There are two each of VRMs and EBLs. The lengths reference indication to display T (True) or R (Relative).
Control Route and User Charts in Voyage Navigation and Voyage of the dashes on the EBL2 and VRM2 are longer than those of the EBL1
Planning Modes and VRM1 to distinguish them. The colour of the VRMs and EBLs is EBL, VRM Functions Available with the Context-sensitive Menu
orange.
The EBLs and VRMs have additional functions that are accessed from
the context-sensitive menu. Right-click any VRM or EBL box to show
the context-sensitive menu.

SAMSUNG/GASLOG/ABS
Click the appropriate chart mode button [PLAN] or [NAVI] at the top of
the display to go to respective mode. For the Voyage navigation mode,
click the [Route] button then click the button corresponding to the action
to take. For the Voyage planning mode, click the [Planning] button
followed by the [Route] button to select a route, or [User Chart] button to
select a user chart. Function Description
Centered Centers the origin of the EBL and VRM on the current
Voyage navigation mode Voyage planning mode position.
functions functions Ground Anchors the EBL and VRM to ground; neither the EBL
Route: 3 functions Route: Shows the [Route or VRM move with ship's movement.
 Select: Selects the route to use in Plan] dialog box to create Offset HDG
the Voyage navigation mode. or edit a route.
 Unselect: Deselects active route
 Move to Plan: Moves active route to
Voyage planning mode
Instant Track: Shows the [Instant Track] User Chart: Shows the
dialog box to create a temporary track to [User Chart] dialog box to Hide/Show an EBL, VRM
re-turn to or make a temporary detour create or edit a user chart.
from the monitored course Control Unit: Push EBL or VRM key to hide or show respective marker.
User Chart: 1 function
 Select/unselect: Selects and Trackball: Click the arrow on an EBL or VRM box to hide the
unselects user charts from respective marker. To redisplay the marker, click the minimized box.
monitoring regardless of route being
monitored

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Function Description Positioning Devices and Datum Create or Update a Route
Offset north
In early days of electronic positioning devices, datum received little Create a new route or modify an existing one.
attention because the commonly used systems utilized special charts (like
Decca charts). Later on, data output was added to these systems, but still Check Your Route against Chart Alerts
no attention was paid to datum and the position errors were considered as
an inaccuracy of the system. With the spread of the GPS, however, datum
Before you sail your route, you should always check your route against
has become better known. An accurate position is of no value if
chart alerts. This is important because your S57 charts and manual
coordinates are in a wrong datum. GPS satellites utilize the WGS-84
datum. updates may contain chart viewing dates information. You can check
chart alerts from the [Check Results] page on the [Route Plan] dialog box.
ECDIS and Datum
The following information is stored with the monitoring route plan:
The ECDIS uses ENC material, produced to standards using WGS-84
Datum datum. Positioning devices connected to the ECDIS must work in the • Conditions for chart alerts during route monitoring, which
WGS-84 datum. IMO requires that the ECDIS must give an alert if the includes safety contour and other chart alerts, on the [Alert
Datum is a mathematical model of the earth based on which a sea chart is Parameters] page of the [Route Plan] dialog box.
datum of a positioning device is not the WGS-84.
produced. If the datum of a position sensor and that of a sea chart are
different, a transformation has to be made somewhere in the system. Not
4. Set up Before Departure
doing so can result in errors of several sea miles. The difference between

SAMSUNG/GASLOG/ABS
two data is never constant, but depends on position.
Update S57 chart material
This means that the difference between WGS-84 and local datum,
generally used in paper charts, is not generally valid with electronic sea Update your S57 chart material before embarking on a new voyage.
charts.
Display and Approve Dates for S57 Charts and Manual Updates
Paper Charts
NOTE
Datum used in paper charts have been traditionally national datum for • Name of the user chart to be used during route monitoring
It is very important that you set the Display and Approve dates for charts
historical reasons. Many paper charts do not have a marked datum, together with this planned route, on the [User Chart] page of the
as the current date.
therefore compatibility with electronic charts may be complicated. In [Route Plan] dialog box.
some paper charts, the correction terms are printed in lieu of datum, for
There may be features that require chart viewing dates or seasonal dates
correction of the WGS-84 system satellite locations. The correction terms
in charts. Accordingly, if you have not set Display and Approve dates as
are usable but only with the paper chart in question.
the current date there is a possibility that you can get a wrong
Electronic Sea Charts presentation or some feature may be absent.

The ENC vector material has to be produced by a National Hydro- Create or Update User Chart, Notes
graphic Office in the WGS-84 datum.
If necessary, create a new user chart and Notes or modify existing ones.
The ARCS (raster) material includes polynomials for each chart, making
it possible for the ECS system to solve the difference between the WGS- Chart Alert Calculation
• Name of the Notes to be used during route monitoring together
84 datum and the local datum with an accuracy sufficient for authority
responsibility. In some charts, the mentioned difference is not known with this planned route, on the [User Chart] dialog box.
Set chart alert areas suitable for your coming voyage, on the [Check Area]
with sufficient accuracy, resulting in displaying a message in the page in the [Overlay/NAV Tools] box.
Permanent warning box when displayed in ARCS compatible systems.

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Check Configuration of Navigation Sensors

You can check the configuration of your navigation sensors in the

[System Sensor Settings] page and [Local System Settings] page in the
[General] menu.

Check Speed Settings ([SPD] page)

Open the menu and click the [SPD] tab in the [System Sensor Settings]
Select Confirm Conditions of the Route Plan page or [Local System Settings] page. The user can select navigation
sensors for use in navigation and view their current values.
Recalculate Timetable and ETA Values Check the setting on the [Chart Alert] dialog box; click the [DISP], [SET]
and [Chart Alert] buttons to show that dialog box
Timetable and ETA values can be recalculated from the [Optimize] page
in the [Route Plan] dialog box. Minimally set ETD to equal departure
time, and perform desired optimization.

SAMSUNG/GASLOG/ABS
Check and Prepare Route to Monitor
Planned User Chart, Notes
Select a route for the voyage: In the Voyage navigation mode, click the
[Route] button followed by the [Select] button, or right-click the route To check what planned user chart is selected, open the [Route
indication in the [Route Information] box (right edge of screen) then Information] dialog box and click the [User Chart] tab. The name of the
select [Select Route]. user chart(s) to be used is in the [Linked User Chart] window.

NOTE
A route cannot be opened if its planned settings are different from its
navigation settings. The reason is given on the [Select Route] dialog box.
In this case, open the route in the Voyage planning mode and click the
[Check Route] button, on the [Alert Parameters] page. Adjust the route
as necessary.

The To WPT can be selected, however WPT 01 cannot be selected.

Checkbox status shows whether the sensor is used for integrated
navigation or not. If there is no value shown for a sensor, it indicates that
the sensor is not valid. Note that the content of these pages depends on
the sensors that are in use on the ship.

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Select the available dual logs. - Reset Trip: Reset the trip distance.
- Reset All: Reset both the odometer and the trip meter
Note that manual speed should only be used in an emergency, when no
other speed reference is available. Remember that position sensors are 3) Click the [Close] button to finish.
also available as speed sources.

Check Position Sensors (POSN page)

Open the menu and click the [POSN] tab in the [System Sensor Settings]
page or [Local System Settings] page. The [Prim] and [Second] labels
indicate the type of the position sensor.. [Prim] and [Second] indicate
sensor status and priority.

SAMSUNG/GASLOG/ABS
Only one sensor can be primary while the others can be secondary or off
position. After a sensor is turned off, its status is changed to Secondary
state. When a position sensor state is changed to primary and another
sensor was primary, the sensor formerly primary becomes secondary.

Select the "Primary" navigation sensor as the sensor that is considered to

be most accurate and reliable. Set all other navigation sensors as
"Secondary".

Reset Odometer and Trip Meter

To reset the odometer and/or trip meter do as follows:

1) Open the menu and select the [Log], [NAV Log] then [Voyage]
to show the [Voyage] menu.

2) Click one of the following buttons as appropriate.

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Illustration 3.2.3a Conning Display

SAMSUNG/GASLOG/ABS

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3.2.3 Conning Display No. Button Description Example 2 (General navigation)
Displays system information and the Operator’s
Manual. Conning information appears in the
Maker: FURUNO
Version tab.

1. General Description
8

The main conning display provides relevant sensor information data

(including engine data) from external equipment, on one display to facilitate
safe and efficient monitoring. The ECDIS accepts sensor information data in
analog, serial and contact signal formats.
9 Date
Six sets of conning displays are available, and they are arranged at
installation. Consult with the installer of the equipment to decide the content
and layout of each display.
10 Time
To show the conning display, click the Display mode button on the Status
bar to select [CONNING]. Rotates clockwise if the system is working
11 properly.
2. Conning Display Status Bar

SAMSUNG/GASLOG/ABS
3. Conning Display Examples Example : All waters, navigation

Six conning display sheets are available, and the content, layout and name of
each sheet can be customized, by the service technician. Below are some
examples conning display sheets.
No. Button Description
Display Example 1 (General navigation)
1 Selects the display mode.
mode
Selects the conning display sheet to use, Sheet.1 -
Conning
Sheet.6. (Sheet name is decided at installation.
2 display
“Sheet x” (x=sheet number) is the default sheet
sheet
name.)
3 SILENT Goes to the Silent mode.
Shows, hides the software keyboard; adjusts the
volume of the key beep and audio alert.

4 TOOL

5 Selects a display palette.

6 Adjusts the brilliance of the monitor.

7 Takes a screenshot.

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Example : Ocean, harbour Example : Offshore Service Vessel, Aft The mini conning display, available in the Voyage navigation mode,
provides various navigation information and is set during the installation.
The display example below shows heading, doppler log speed and rudder
angle. To show or hide the mini conning display, click the [Mini Conning]
button on the InstantAccess bar.

The location of the display can be changed. Right click the mini-conning
display to show the context-sensitive menu. Click the location desired: [Left
Top], [Left Middle], [Left Bottom], [Right Top], [Right Middle] or [Right
Bottom].

5. Side Conning Display (landscape monitor only)

With the landscape monitor, the side conning display can be shown in the
information area, in the radar mode. The presence or absence of the display
is determined during the installation.

Four side conning sheets are preset during the installation according to
expected usage, possible navigation conditions, etc. (The operator cannot

SAMSUNG/GASLOG/ABS
Example : Offshore Service Vessel, Fore 4. Mini Conning Display modify the sheets.). User can select a sheet by clicking the current sheet
name at the top right corner on the display.

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3.2.4 Route Planning NOTE unit selected as the sync source depends on the number of units connected,
Note 1: Limitation of displayed route as shown in the table below. If the power of the initial sync source is turned
1. Route Planning Overview If you have small scale chart(s) on display having the whole eastern/western off, the 2nd unit turned on becomes the sync source.
(0-180°E/0-180°W) hemisphere and a part of the other hemisphere on
A route plan defines the navigation plan from starting point to the final display, there is a limitation to display a route. To avoid this, set chart center Number of units
destination. The plan includes: so that the whole eastern/western hemisphere is not on the display. A ECDIS Chart Radar
Sync source
maximum of five routes can be edited simultaneously. (FMD- (FCR-2xx9,
 Route name 3xx0) FAR-3xx)
 Name, latitude and longitude of each waypoint NOTE The unit (ECDIS or chart radar) first
One unit One unit powered becomes the sync source and
 Radius of turn circle at each waypoint Note 2: If a planned route’s Safety Margin or Channel Limit contains syncs route data.
 Safe channel limits excessive land masses, the ECDIS may freeze during a route check. When The ECDIS unit (No. 1 ECDIS or No. 2
 Chart alarm calculation based on channel limits against chart this happens, reset the ECDIS, then adjust the Channel Limit and Safety ECDIS) first powered syncs route data (a
database and user chart danger chart radar cannot be the sync source).
Margin settings in the Route Plan dialog box’s Waypoints so that land mass Two or More than
However, if a “Planning ECDIS” is used,
 UKC calculation is not included in the route. more units one unit the Planning ECDIS syncs the route
 Deadband width, nominal deadband width used for operating data. (Planning ECDIS usage/no usage
modes with moderate accuracy and economical sailing behavior is set at installation.)
2. Main Menu for Route Planning
 Minimum and maximum speed for each leg
 The navigation method (rhumb line, great circle) Be aware that if a unit is turned off, some route data may be deleted. The
The main parameters for the route planning are:
 Fuel saving steps below illustrate this using ECD001 and ECD002.

SAMSUNG/GASLOG/ABS
 ETD from each waypoint  Latitude and longitude of the waypoint
 ETA to each waypoint 1) ECD002 is off; ECD001 is powered and a route is created at
 Channel (XTD) limits to the waypoint
 Ship and environmental condition affecting the ship speed ECD001. (Sync source: ECD001)
 Turning radius of the waypoint
calculation  Maximum speed limit and planned speed for each leg
 Name of the user chart to use during route navigation together with 2) The power to ECD001 is turned off. ECD002 was turned off at step
the planned route 1, therefore the created route is not delivered to ECD002.
There are two phases for a route: Route Plan and Route Monitor. Route plan
 Name of the Notes to use during route navigation together with this is used for planning the route and route monitor is used to control a route for
planned route, in the user chart dialog box. 3) ECD002 and ECD001 are powered in that order. (Sync source:
monitoring.
ECD002) Because the sync source became ECD002, the route
Using the above-mentioned data, the system calculates speed, course and created at step 1 is deleted.
To complete route planning, do the following.
length for each leg, ETAs for each waypoint, fuel consumption and WOP. It
also calculates safe water areas based on user-defined channel limits. The 4. How to Create a New Route
1) Create a new route or choose an existing one.
calculated data is displayed in tabular form, which can be printed as a
documented route plan and also stored in a file for later use. To make a complete route for a voyage, do the following:
2) Modify your route if necessary.

Main functions of route planning are: 1) Click the [PLAN] button on the Status bar to activate the Voyage
3) Make chart alert (safe water) calculation.
planning mode. (Sync source: ECD001)
 Define waypoints 4) Optimize your route.
 Define turnings for each waypoint 2) On the InstantAccess bar, click the [Planning] button followed by
 Define channel limits for each leg (a leg is the line connected the [Route] button to open the [Route Plan] dialog box.
3. How Route Data is Synced
between two waypoints). The channel limits are used to detect
chart alerts when you are planning or monitoring your route. Route data can be shared between this ECDIS and other like units (FMD-
 Define the speed for each leg 3x00, FCR-2xx9, FAR-3xx), through the LAN. Turn on all units beforehand
 Calculation for ETD and ETA to enable syncing. The unit first powered becomes the master unit (sync
 Calculation for most economical sailing source), and the route data is automatically synced by the sync source. The

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 40 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual

the [Adjust Waypoint] context menu shown right.

c) Enter value at [Direction] or [Distance], then click the
[OK] button.

5) Repeat step 4 to enter other waypoints.

6) After you enter the final waypoint, right-click the display to show
the context-sensitive menu then select [Finish].

7) Click the [Save] button. Enter a name (max. 63 characters) for the
3) Click the [New] button.
route, using the keyboard on the Control Unit or software keyboard.
Note: If, after pressing the [New] button, the database cannot be
Click the [OK] button to finish.
accessed, the message "Database access failure occurred. You can
make a route but cannot save it." appears. In this condition you can
8) Use the [Alert Parameters] page to define the safety contour and
make a route and use it for navigation, but you cannot save it.
other specified conditions for checking the route. Click an item to
Contact a FURUNO dealer for instruction.
place a check in the box, highlighting that type of chart alert area.
Also, input value for [Draught/m]. A parameter for [Draught/m]
4) Use the cursor to select a position for the first waypoint then push
can also be assigned globally to all legs from the context-sensitive
the left mouse button. A waypoint mark appears on the position
menu.

SAMSUNG/GASLOG/ABS
selected. The latitude and longitude of the position are entered into
the [Route Plan] dialog box. The waypoint number appears in the 9) Use the [Check Route] button on the [Alert Parameters] page to
[Waypoint] column. The latitude and longitude can be edited from detect areas where the depth is less than the safety contour or
the [Route Plan] dialog box. After entering a waypoint, you can where specified conditions exist. The results appear on the [Check
edit Name, Steering mode*, Radius*, Channel limit*, Plan SPD*, Results] page. This system can examine chart database against
SPD Max*, and Margin*. (* For waypoint 2 and after only.) planned route to make a list of alerts where a route crosses a safety
contour or specified areas used in chart alerts.
Note 1: A guide box that shows the range and bearing between
waypoints is available. You can show or hide the box with the 10) Use the [User Chart] page to link, de-link a user chart(s) with the
[Guide Box] button on the InstantAccess bar. Click the button to route.
show its background colour in light-blue to display the guide box.
11) Use the [Optimize] page to enter parameters for route optimization.

Note 2: The bearing and range of the

waypoint can be adjusted as shown below.

a) In the Route Plan dialog box,

right click the bearing or the
distance of the waypoint to
change.
b) Select [Adjust Position] to show

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 41 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 42 Part 3 Bridge Equipment and Operation
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.3.1a Autopilot Control Stand

Steering Repeater
Compass (MKR056)

TMC Display Unit Independent Off-Course

(MPC430) Alarm Unit (MZY750)

Magnetic Compass Dimmer Steering Angle Selector

(MGS507) (MPH792)

Steering Angle Selector

SAMSUNG/GASLOG/ABS
(for PORT Rudder)
(MPH792) (MPH792)

Dimmer for RAI Dimmer for RAI

PORT RUDDER STBD RUDDER

Non Follow-Up Non Follow-Up

Lever (MPB391) Lever (MPB391)

System Slelector
System Selector (MPH790)
(MPG790)

Brilliance Control
Scale
Hand Steering Unit
(MPB390)

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GASLOG WESTMINSTER Bridge Operating Manual
3.3 Autopilot Systems 1) Control Stand 4) AP CDU- Autopilot Control & Display Unit

3.3.1 Autopilot System The control stand of the PT900 Autopilot is composed of units AP CDU incorporates the functions required for auto steering and
separated by function. Operation units with man-machine I/F (AP is composed of an MPU to control calculations and a man-machine
Maker: Yokogawa Denshikiki Co., Ltd. CDU and selector switch, etc.) are installed in control stand upper interface which supports setting and display functions.
Type: PT900A-Q-K2T-2T panel, and control unit (NAV I/F and MCU, etc.) installed in the
inside of control stand. And Gyro master compass can be installed
1. General Description in control stand.

The autopilot controls the steering gear of the vessel to keep it on course. 2) Steering Repeater Compass
There are two types of control methods. One is called single-loop control
and uses torque motors or the like, and the other is called two-loop control The steering repeater compass receives serial signals from the LCD & Touch Panel
which uses solenoid valves or servo-cylinders as actuators. master compass and drives the repeater compass card to indicate
the course of the vessel.
2. Configuration
When the steering repeater compass is fed power from the master Course Setting
Dial
The control stand of the Autopilot is composed of units separated by compass, the repeater compass card turns and adjusts to zero
Home Key
function. The below illustrates the individual units and their functions. The degrees while the zero tracking LED is blinking. The LED is lit
structure and function of each unit are described on the following. after the indicator points to zero on the repeater compass card.

SAMSUNG/GASLOG/ABS
Steering Repeater
Compass (MKR056) 3) System Selector Select Key
Alarm Led & Alarm Ack Key
TMC Display Unit
This switch selects the control line in the autopilot system. The
Independent Off-Course
(MPC430) Alarm Unit (MZY750) following steering control lines are provided:
Control / Indicate Function
Magnetic Compass Dimmer Steering Angle Selector LCD Indicates the various data.
(MGS507) (MPH792)
It enables the operation of the function
Touch panel
Steering Angle Selector
Steering Angle Selector
and settings on each screen.
(for PORT Rudder)
(MPH792) (MPH792) The set heading/course can be set by
Course setting dial turning the dial while pressing.
Dimmer for RAI Dimmer for RAI Pressing the ALARM ACK key stops the
PORT RUDDER STBD RUDDER
buzzer in the event of an alert and allows
ALARM ACK key the alert item to be acknowledged.
Non Follow-Up Non Follow-Up ED(red) brings or lights while existing of
Lever (MPB391) Lever (MPB391)
the alert.
System Slelector Selects this unit. LED(green) is lit while
System Selector (MPH790) SELECT key
(MPG790) selecting.
HOME key Move or return to the HOME screen.
Brilliance Control
Control / Indicate Function Buzzer sounding at steering mode
Scale
OFF Power supply off position Buzzer
Hand Steering Unit changeover.
(MPB390)
No.1 No.1 FU system
<Control Stand>
No.2 No.2 FU system
NFU Non-follow-up steering system
For the detailed information, refer to the Illustration 3.3.1a Autopilot Control
BRILL DOWN key Decrease of the brightness. (Dark)
Stand.
BRILL UP key Increase of the brightness. (Light)

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Illustration 3.3.1b Autopilot and Steering Systems Configuration

Built in Control Stand Steering Mode NFU OVRD Paperless Course

-MCU (MPH291) Annunciator Nav. I/F Unit No.1 AP CDU PORT Wing Water Tight Type
Recorder
-Stand Side Terminal
Information Unit (MPH690) (MPT590)
No.2 AP CDU Mode Operation NFU Lever NFU Lever
Normal Close Contact (MPH490) (MPH490) Selector Unit Take-Over Pilot Input/Output (MDR290)
(MPT590) -Ann I/F BD (MPB391) (MPB391/WP)
-Nav. Mode (TCS) (MPH791) (MPH795) Unit (MPH793) -Serial Signal (RSA) W/H Chart
MPM191 -Auto Mode (HCS) Space
Control Stand -Hand Mode (Stand FU Cont.) Normal Close Contact
-Autopilot System Failure Contact Output Power Supply
-NFU Mode
-No.1/No.2 Power Failure Output:Each 1 Circuit 220 VAC 1Φ
-Steering Stand
-PORT Wing -Off Course Alarm
-STBD Wing -Buzzer Stop Output (Stop->Close)
AMS Conning
-NFU OR Mode Normal Close Contact
-Close Contact at “FU+Navi/Auto” Mode
-Close Contact at “Watch Timer Reset”
STBD Wing Water Tight Type BNWAS
NFU Lever
Take-Over
(MPB391/WP)
Unit (MPH793)
No.2 OVRD Terminal No.1 OVRD Terminal -Serial Signal (HTD,RSA,ROR)
Unit (MPH890) Unit (MPH890) VDR
-Serial Signal (HTD,RSA)
-Serial Signal (HTC) No.1 ECDIS

Console Compass Deck

Magnetic I/O
Magnetic Healing Signal
Dimmer Power 220VAC Fluxgate
Dimmer Power 24VDC Sensor
Dimmer Power 220VDC

SAMSUNG/GASLOG/ABS
Dimmer Power 24VDC
Gyro Input TMC Power 24VDC
Magnetic I/O Ext Heading Input Latitude Signal
Gyro Heading Input for Heading Deviation Alarm DGPS
Ext. Heading Input Junction Unit
for Off Course Alarm Latitude Signal Gyro I/O
DGPS
Normal Close Contact
GGA,VTG,ZDA
DGPS -System Failure Contact Output:1Circuit
Ship’s Speed Signal C.Operation Unit -No.1/No.2 Power Failure Contact Output:Each 1 Circuit
Ship’s Speed Signal Speed Log
Speed Log -Gyro Heading Deviation Alarm:1 Circuit
Alarm Power -Buzzer Stop Input (Stop->Close) 1 Circuit
AMS Conning

S/G Room
Autoisolation
Control Panel

No.2 Junction No.1 Junction

J/B J/B J/B J/B
Box Box
(For 35/45 deg. (For 35/45 deg.
No.4 Control & P/S Limit Signal Limit C.O) P/S Limit Signal No.3 Control & No.2 Control & P/S Limit Signal Limit C.O) P/S Limit Signal No.1 Control &
45 Deg.->Close 45 Deg.->Close 45 Deg.->Close 45 Deg.->Close
Power Box Power Box Power Box Power Box Hydraulic Lock Detector

440 VAC 60Hz 1Φ 440V AC 60Hz 1Φ 440 VAC 60Hz 1Φ 440V AC 60Hz 1Φ
Pump Running Signal P/S Limit Signal 35 Deg. P/S Limit Signal 35 Deg. Pump Running Signal Pump Running Signal P/S Limit Signal 35 Deg. P/S Limit Signal 35 Deg. Pump Running Signal
(RUN -> CLOSE) (RUN -> CLOSE) (RUN -> CLOSE) (RUN -> CLOSE)
Feedback P/S Limit Signal 45 Deg. P/S Limit Signal 45 Deg. Feedback Unload Valve Feedback P/S Limit Signal 45 Deg. P/S Limit Signal 45 Deg. Feedback Unload Valve No.4 S/G No.3 S/G No.2 S/G No.1 S/G
Unload Valve Unload Valve
Signal Signal Drive Power 100 VAC Signal Signal Drive Power 100 VAC
Drive Power 100 VAC Drive Power 100 VAC Starter Starter Starter Starter
Torque Torque Torque Torque Steering Gear Watch signal for HLA
LVDT Motro Control No.4 Limit Switch Limit Switch No.3 LVDT LVDT Motro Control No.2 Limit Switch Limit Switch No.1 LVDT
Motro Control Motro Control -No.1 NFU Status Signal (Contact)
Feedback Signal μ Transmitter μ Transmitter Feedback Signal Feedback Signal μ Transmitter μ Transmitter Feedback Signal
Signal Steering Gear Signal Signal Steering Gear Signal NFU P/S Direction Signal (Contact)
(Single Rudder & P/S 45deg. (Single Rudder & P/S 45deg. -No.2 NFU Status Signal (Contact)
Torque Motor Steering) Torque Motor Torque Motor Steering) Torque Motor NFU P/S Direction Signal (Contact)
No.4 Unload No.3 Unload No.2 Unload No.1 Unload -No.3 NFU Status Signal (Contact)
Valve Valve Valve Valve NFU P/S Direction Signal (Contact)
LVDT

LVDT

LVDT
-No.4 NFU Status Signal (Contact)
NFU P/S Direction Signal (Contact)

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Home Screen of Autopilot Control & Display Unit (AP CDU) Control / Indicate Function
24V DC (ship’s battery) power indicator
BATT
lamp (green)
24V DC (backup) power indicator lamp
(green)
BACKUP Note) This 24V DC is provided from AC
power source.
ALARM ALARM lamp (red)
WARNING WARNING lamp (orange)
CAUTION CAUTION lamp (yellow)
AUTO Auto steering status indicator (green)
6) Annunciator Unit MAN Manual steering status indicator (green)
Pressing the ALARM ACK key stops the
This unit indicates the operation status of the power supply, buzzer in the event of an alert and allows
ALARM ACK key the alert item to be acknowledged.
steering unit and AUTO/MAN condition status, and issues an alert LED(red) brings or lights while existing of
in the event of a failure. The alert point changes depending on the the alert.
steering gear to be combined, and the lamp arrangement changes BRILL DOWN key Decrease of the brightness. (Dark)
accordingly. (the Following figure is showing two S/G pump style BRILL UP key Increase of the brightness. (Light)
ⓐ Heading deviation Annunciator unit) Buzzer Buzzer sounding at alert occurred.

SAMSUNG/GASLOG/ABS
ⓑ Rate of turn
ⓒ Heading 7) NAV I/F Unit
ⓓ Set heading 1

ⓔ Rudder angle 2
This unit interfaces with various external navigational equipment.
ⓕ Message area It has each sensor input and output port for external navigational
3
① Control mode equipment.
② Steering mode
③ Compass select a) Sensors: Receives the sensor signal from gyrocompass, speed
④ Operation mode log and GPS, and NAV I/F unit transfers the sensor signal to
⑤ Draft mode Autopilot system components with CAN-bus.
4
⑥ Turn mode b) External navigational equipment: NAV I/F unit transmits
⑦ Speed Autopilot control data and alert information to external
5
⑧ Alert button navigational equipment (VDR and BAMS etc.).
⑨ Full-screen button
⑩ Menu button 8) MCU - Main Control Unit
⑪ Display mode 6

⑫ Spinner MCU is a unit which controls the steering mode and rudder
7 command output.
5) NFU Lever
a) It receives the rudder command signal from AP CDU and
This is self-returning lever switch which is used for non-follow-up Hand steering unit, and transfers assigned rudder command to
steering. Non-follow-up steering can be used when the system Control / Indicate Function Control & Power box.
selector is set to the NFU position. PWR ON 100V AC power indicator lamps (green) b) It receives steering gear status and actual rudder angle, and
PWR FAIL 100V AC no-volt alarm lamps (red) transfers them to Autopilot systems components.
ACT RUN Actuator run indicator lamps (green)
ACT FAIL Actuator failure alarm lamps (red)

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3. Operation Mode 4. Operation Manual Steering

1) HAND Mode All steering systems involve sending rudder command signals from the When “MAN” key on Mode selector is pressed, follow-up steering can be
position where the vessel is navigated from, to the steering gear done with hand wheel at any time.
a) Select system selector to No.1 or No.2 position. compartment where the machinery for controlling rudder movement is
Press the "MAN" key on Select mode selector. located. These rudder commands may be manually generated by a WARNING
b) Then, Manual steering by hand steering unit becomes pilot/helmsman or electronically via an automatic pilot. Vessels usually have Set the steering handle to the midship position before pressing the “MAN”
available. two parallel steering systems, which duplicate the electrical and mechanical key on Mode selector. If there is a large difference between the actual
c) Turn the Hand steering unit to steer the rudder. components, in order that the vessel can continue to be steered in the event rudder angle and the angle directed by the steering handle, switching to the
(Rudder command angle is indicated on the hand steering unit) of a failure in one part of the system. These are normally called the ‘port’ HAND steering mode causes the rudder to turn greatly, and may involve
and ‘starboard’ systems, and a selector switch enables the operator to select danger.
2) AUTO Mode either system to control rudder movement.
Auto Steering
a) Select system selector to No.1 or No2 position. Checking items for Autopilot system power ON
Press "Auto" key on the Mode selector. When “AUTO” key on Mode selector is pressed, the present heading is set
b) AP CDU applies the latest ship's heading as the preset Prior to start-up, do the following: as the set heading and heading control is started immediately.
heading and starts auto steering (Heading control).
1) Check that the steering gear is ready for operation. Preparation for Auto steering
c) To apply the course alteration mode (Radius, Rate, Min or
PD), set the turn mode and new set heading.

SAMSUNG/GASLOG/ABS
2) Check that control & power box power supply is on. Check also Take the following procedure to prepare for auto steering:
d) Change the heading by the course setting dial (Push & Turn)
that the test mode switch of the control & power box is set to
or operate the touch panels to change the set heading / course
“NORMAL”. 1) Defining the operation mode
value.

3) Check that “POWER ON” indicator on the annunciator unit is Select the operation mode according to the cruising area, weather
3) NAVI Mode
lighting. and oceanographic conditions.

NAVI mode is selected by mode selector. Auto steering unit

4) Check that the steering repeater compass gives a correct heading. Operation mode Description
receives “Course and turn mode” from track controller and steer
For auto steering with emphasis on fuel
the rudder. Economy saving steering during ocean-going.
5) Set the steering handle to the midship position.
When seas become somewhat rough and
a) Set the NAVI mode by the mode selector switch. Precision 1 yawing is excessive in "ECONOMY" mode
Startup and Shutdown during ocean travel.
b) Start “Track control” by the track control unit, and send For auto steering with emphasis on heading
“Track control signal” to autopilot. System selector switch has the following 2 functions; keeping in cruising area where ships are
Precision 2 converging, or in passage through narrow
c) Track control as start or,
channels.
d) Push the “Enter key” auto steering unit and track control as  “Selection of the Autopilot System”
started.
 “Power ON of the bridge components”.
4) NFU Mode
Select “NO.1” or “NO.2” position to
a) Select system selector to "NFU" position. startup the Autopilot system. Steering a) To enable the selection of Operation mode, touch the
b) Then, manual steering by NFU lever becomes available. mode which is the same as the last Operation button on Home screen.
c) Turn the lever to steer the rudder. steering mode is selected after starting of b) Select Operation mode by an arrow key.
(Rudder directional command is sent to the steering gear. To the system. c) Fix Operation mode by touching “Economy”, “Precision 1” or
stop the rudder into the intended angle, check the rudder angle “Precision 2” field. (Operation mode can be fixed when you
by the rudder angle indicator). To shut down the system, set system touch any other buttons or area also after changing the
selector to “OFF” position. operation mode

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2) Defining the draft mode The rudder limit function is restricted according to the selected turn
mode as follows;
Select the draft mode according to the vessel’s loading condition.
Setting Rudder
Turn Mode Function
Draft mode Description value limit
a) To enable the selection of Speed input, touch the Speed button
Full-load mode (80 to 100% of designed full Automatic heading / course
Full on Home screen.
load draft)
Middle mode (55 to 80% of designed full load b) To select automatic speed input mode, select “AUTO” by an change function to
Middle Rudder limit
draft) arrow key. Then, fix the Auto mode by touching the “AUTO” minimize the Manual
P-D control 2～35
Ballast mode (less than 55% of designed full heading/course change setting
Ballast field.
load draft) degree
c) To select manual speed input mode, select “Manual” by an time normally used during
arrow key. Then, set the speed value by arrow key and fix the ocean navigation
data by touching the field. Constant rate of turn
heading / course change Max.35
Constant Turn rate
Starting of Automatic Steering function effectively used in deg
Rate 1～200°/min
a) To enable the selection of Draft mode, touch the Loading the narrow channel. Hull Auto
control or 1～25°/T
button on Home screen. length and speed are used adjust
By pressing “AUTO” key on Mode selector, Autopilot system starts the
b) Select Draft mode by an arrow key. as parameters for control.
automatic steering by AP CDU.
c) Fix the Draft mode by touching “Full”, “Middle” or “Ballast” Automatic heading / course
field. (Draft mode can be fixed when you touch any other

SAMSUNG/GASLOG/ABS
While the steering mode is selected to manual mode (“HAND”, “RC” or change to keep constant
buttons or area also after changing draft mode) Max.35
“NFU”), the indicated value in set heading display is always updated to Constant turning radius when
Radius deg
present heading. Radius changing the
3) Speed setting 0.1～10.0NM Auto
control heading/course. Ship
adjust
And when the steering mode is switched to “AUTO”, AP CDU performs speed is used as a
Ship’s speed can be updated by the speed data from ship’s speed parameter for the control.
automatic steering to maintain the current heading. (The value below the
log. Alternatively, manual setting is possible.
decimal point of the setting course is rounded off.)

Speed set Description

Autopilot system receives the speed data
from speed log and updates speed data
automatically. When speed through the
water is available, autopilot uses it. If speed
through the water is unavailable, Autopilot Selection of Automatic Steering Mode
system takes ground speed data from VBW
AUTO
message as the back-up.
(A or A-PLUS) There are 3 modes as the automatic steering mode. When “AUTO” is
The indication of speed source is changed
according to the source of received data as selected in Steering mode field on Home screen, Heading control is activated
follows;
immediately.
STW：Speed Through the Water
SOG：Speed Over the Ground Course Change during Auto-Steering
Set the speed manually if the ship speed
signal cannot be entered from the speed
log due to the following reasons. Automatic course alteration is started by changing the set heading after the
1) When the speed log is not connected. selection of the Turn mode.
Manual (D-type)
a) To enable the selection of Turn mode, touch the Turn mode
2) When the speed log is unavailable. (i.e.
Disconnection of the signal or Speed log
1) Turn Mode Selection button on Home screen.
fail) b) Select Turn mode by an arrow key.
Manual setting range = from 1kn to 65kn. There are the following 3 control modes as course change control. c) Set the value related on the turn mode by arrow key (Rudder
Select Turn mode before changing of set heading (or set course). limit, Turn rate, Radius

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GASLOG WESTMINSTER Bridge Operating Manual

d) Fix the Turn mode by touching the “P-D”, “Rate” or “Radius” WARNING Announcement state of the alert is indicated by the icon which is
field. (Turn mode can be fixed when you touch any other In order to ward off the rudder pushes the mechanical stopper, operate the specified by IEC standard
buttons or area also after changing turn mode) lever not to reach more than maximum steering range of rudder angle
indication. 4) Description
2) Setting of new set heading
5. Alert The following information is indicated in this area,
Set heading/course value during automatic steering can be changed An alert priority is categorized into 3 types (Alarm / Warning /
by the following operations. The alert will be generated when the autopilot system detects some problem Caution). An alert category is categorized in 3 types (A / B/ C) and
in the system components or communication failure with the external alert acknowledgement right depends on the equipment generating
Change the Set equipment. the alert.
Operation
heading/course value
 Press and turn clockwise. WARNING 5) ACK
= Increasing the set heading / course  Immediately change-over to NFU mode when “ALARM” has been
value. issued on autopilot system. State of acknowledgement is indicated as follows
Course
 Press and turn counter clockwise.  Stop abnormal S/G pump in parallel pumps operation or switch-over To acknowledge the alert, touch "ACK" button.
setting
= Decreasing the set heading / S/G pump when the following “ALARM” has been issued.
dial
course value. - Servo loop failure Unacknowledged condition displaying the gray
 Press and hold 2 seconds - Rudder angle feedback signal failure colour.

SAMSUNG/GASLOG/ABS
= Changing of the setting place. - MCU(ADAPT) time out Acknowledged condition displaying the charcoal
 Touch the right side arrow key
gray.
= Increasing the set heading / course
value.
Touch  Touch the left side arrow key 6) Slide button
panel = Decreasing the set heading / course
value. The alert list can be shifted by these buttons.
 Touch the set heading value
= Changing of the setting place. 7) "Go to Log" Button
Pressing the key when set heading can
be changed, transfers current To move to the Alert list (log), touch "Go to Log" button on Alert
SELECT list screen.as shown below.
gyrocompass heading into the set
key
heading display. Note that the digit below
the decimal point will be rounded off.

<Contents list of Alert list screen>

NFU Steering

1) Current date and time

Setting the system selector to the NFU position selects non-follow-up
steering.
Date and time (UTC) is indicated in this area,

 The steering lever has on-off action with a self-return.

2) Time

 As long as the lever is held to one side, the rudder will turn to that
Time (UTC) at the occurrence of the alert.
side. The helmsman should watch the rudder angle indicator while
operating the lever.
3) STA

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For detail of Alert factor and countermeasures, see “Alert factor and
countermeasures”.

Acknowledgement of the Alert

Alert Indication
To acknowledge the alert, touch the blinked ACK button in Alert list screen.
The alert will be generated on ANNUNCIATOR UNIT and AP CDU with Alternatively, press the ALARM ACK key on ANNUNCIATOR UNIT or
buzzer sound and alert priority indication when the autopilot system detects

SAMSUNG/GASLOG/ABS
AP CDU for 3 sec. After that alert indication will be changed according to
some problem in the system components or communication failure with the the failure condition (still continued or rectified).
external equipment. At the same time, LED (red) on ALARM ACK key on
both units will blink. Unit Button Function
Acknowledge the individual alert.

AP CDU Acknowledge the one alert.

To acknowledge the all alert, press and
hold the key for 3 seconds.
ANNUNCIATOR To acknowledge the all alert, press and
UNIT hold the key for 3 seconds.

Alert Factor and Countermeasures

Consider the countermeasure (i.e. selection of the sensor, steering system,

steering mode and S/G pump etc.) based on the indicated alert No. and Alert
list in this section.

If it is difficult to recover the system, contact Yokogawa’s service agent or

service department.
Alert Confirmation

The alert factor can be confirmed in Alert list screen of AP CDU. An alert
list screen is appeared by touching the Alert button.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 50 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.3.2a Gyrocompass System Configuration

Gyro Output
<Compass Repeater Signal:6 Use/2 Free
Deck> MPM191
Control Stand Repeater Repeater Repeater Repeater Repeater
Fluxgate Compass Compass Compass Compass Compass
Sensor (MKR050) (MKR050) (MKR050) (MKR050) Steering Repeater (MKR050)
Compass
Connection Connection
Box Box Connection Connection 32
0
330
340
350 000 010 020

N
030
04
0
Connection
Box (MKN019)

05
0

0
MKN(019) MKN(019)
1

3 00
9

06 0
Box (MKN019) Box (MKN019)

260 270 280 290

070
080 090 100 011
2
8

E
W

3
250
Magnet I /O
4

2 40

12 0
6
5

13
0
23

0
Built in Control Stand
0 S 14
22 0
15 0
210 160
1 70 18 0 1 90 200
FAIL

Magnetic Heading Signal -MCU (MPH291)

RUN SYNC DIMMER

Dimmer Power 220VAC -Stand Side Terminal PORT Wing STBD Wing Horizontal Bracket
Tilting Bracket
Built-in Control Stand
Tilting Bracket
(MZY500/Z) (KX201A) PM208
Dimmer Power 24VDC (KX213) (KX213)
W/H Front
S/G Room S/G Room
Dimmer Power 220VAC
Dimmer Power 24VDC Step Signal:5 Use/0 Free
TMC Power 24VDC
Latitude Signal No.1 Serial
DGPS Distributor
Serial Signal (HRC,ROT):1 Use/0 Free No.3
Serial Signal (HRC):1 Use/0 Free No.1
24VDC No.1 ECDIS No.2 X-Band Radar
Electronic Room Electronic Room
No.2 Master No.1 Master No.2 ECDIS S-Band Radar
Compass Compass
Route Plan No.1 X-Band Radar

SAMSUNG/GASLOG/ABS
VDR Weather Monitor

Dimmer Box
Paperless Paperless (MKD002)
Universal Data
Control Box Course Power Supply Course Power Supply Display (MHR120)
Gyro Input Recorder 220 VAC 1Ф Recorder 220 VAC 1Ф (Heading)
No.1 Power Supply 220V AC 1Ф (MDR290-DF/PR) (MDR290-DF/SR) BCC F
No.1 Power Supply 220V DC Dual AC W/H Chart Space W/H Chart Space Overhead
No.2 Power Supply 220V AC 1Ф Adapter (PORT) (STBD) Inst. Panel
No.2 Power Supply 220V DC No.2 Serial
Distributor
Serial Signal (HDT, ROT):1Use/0Free No.2

24VDC
VSAT

AIS

Speed Log

Eniram

Analog ROT Signal:3 Use/0 Free

Gyro Input
Junction Unit
Ext Heading Input Dimmer Unit Dimmer Unit Dimmer Unit
for Heading Deviation Alarm (MRD011-F) (MRD011-F) (MRD011-F)
Analog Indicator Analog Indicator Analog Indicator
Latitude Signal
DGPS (MHR130)(Flush mount) (MHR130)(Flush mount) (MHR130)(Flush mount)
Ship’s Speed Signal (250Ф:ROT indicate) (250Ф:ROT indicate) (250Ф:ROT indicate)
No.1 Speed Log
Gyro I/O Overhead PORT Wing STBD Wing
Normal Close Contact Inst. Panel
-System Failure Contact Output:1Circuit
-No.1/No.2 Power Failure Contact Output:Each 1 Circuit
C.Operation Unit -Gyro Heading Deviation Alarm:1 Circuit
-Buzzer Stop Input (Stop->Close) 1 Circuit
AMS Conning

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 51 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual
9.Run
3.3.2 Gyrocompass System 3. Operation
Indicator
LED 8.Command
Maker: Yokogawa Denshikiki Co., Ltd. The gyrocompass is operated with the operation unit. Operation unit 11.Fail 10.EXT Code Display
1.Power Indicator Indicator Area 7.Gyro
Model: CMZ900D displays heading and the information. And it is used for setting the
Switch LED LED Heading
gyrocompass. There are two kinds of operation units. One is Control box Display Area
1. Specifications Operation Unit (C. operation unit) and the other is Master compass
YOKOGAWA
Operation unit (M. operation unit).
RUN
Applicable regulations: IMO resolution A.424 (XI)
ON EXT
Main power supply: 220 VAC ± 10%, 50/60Hz, 1Ph C. Operation Unit FAIL GYRO HEADING
Power consumption
- Starting: 250VA + 12VA x No. of repeater compass The C. Operation unit is equipped on the front door of Control box or EXT

- Operating: 200VA + 12VA x No. of repeater compass Autopilot stand. The operation unit is used for operating the Master COMMAND DATA
OFF SHIFT UP
Alarm power supply: 24VDC compass and setting the communication port to connect with the external POWER
COMMAND
ENT
BZ S TOP
Ambient temperature: -15 ℃ to +55 ℃ devices. It is possible to shift operation right to M. Operation unit.
GYROCOMPASS SET/DIMMER

3.Alarm 4.Select
2. System Configuration LED and LED and 5.ENT Key
2.Data Buzzer Select 3.Set
1.Heading Display Stop Key Key Dimmer Key
The CMZ900 Gyrocompass determines the ship’s heading using 6.Data
Display
gyrosphere which is included in Master compass. 2.External Heading 4.Command/ Display

SAMSUNG/GASLOG/ABS
YOKOHAWA Selector Switch Buzzer Stop Key Area
CMZ900
GYROCOMPASS OPERATION UNIT
The heading signal is displayed on the operation unit and is output to
FAIL SELECT The Operation Mode of Operation Unit
Repeater compass or external units. GYRO 1 BZ STOP
GYRO 2
EXT
The operation units have two modes. The one mode is used for
If any system failure occurs, the buzzer will sound and the FAIL LED
displaying the azimuth data and system status. This mode is named
will blink.
“Normal mode”.
GYRO GYRO EXT CCMMAND ENT

The gyrocompass system is composed of the following units: DIMMER/LAMP TEST

The other mode is used for displaying the detail information and setting
the system. This mode is named “Command mode”.
 Master compass 5.Arrow
The master compass detects the ship’s heading and calculates Key
10.Gyro 9.External 4. Operation Unit Functions
the rate of turn. The M. operation unit is included in this master Heading Heading 8.Dimmer 7.Command 6.ENT
compass. Selection Key Selection Key Key Key Key
C. Operation Unit Functions
 Repeater compass / Steering repeater compass M. Operation Unit
 Heading display: Displays a compass heading and system status.
The repeater compass receives serial heading signal from the
master compass and indicates the ship’s heading. The M. Operation unit is equipped on the front panel of Master compass
(Stand-alone type / Console type). The M. Operation unit is used for  Data display: Indicates displays corresponding to menus and
operating the Master compass which is connected with. Some commands each command code.
 Control box
The control box is connected to the master compass and another cannot be operated with M. Operation unit.
 Alarm LED and buzzer stop key: Displays alarm statuses for the
external device. This unit drives each heading signals.
gyrocompass system. If pressed when an alarm is generated, the
alarm buzzer is stopped.
 Operation unit
The operation unit is used to control gyrocompass. There are
 Select LED and Select key: Displays and selects the operating
two kinds of operation units. One is C. operation unit and the
initiative. Keep the key pressed for at least two seconds.
other is M. operation units.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 52 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

- When LED is lit, this unit can be operated. If two keys are simultaneously pressed, a lamp test is performed.  The maintenance function: The maintenance function is used for
- When LED goes off, the operation unit can be operated. If the key is pressed in command selection mode or command maintaining and operation verification when the system is
execution mode, data is input. Pressing the SHIFT key changes rigged or regular inspection. This function is not used for
 Arrow key: Carry out a selection of commands and data and the input digit (blinks) while pressing the UP key changes the normally. The system will request to input password when this
switching of displays. numeric value in the input digit. function is used.

 ENT key: Enters and sets commands and data.  Command/buzzer stop key: If this key is pressed in normal  The generation function: The generation function is used for
mode, the mode changes to the command selection mode, and if setting to connect external units. This function is not used for
 COMMAND key: If pressed when in normal mode, the display pressed in command selection mode or command execution normally.
switches from the data display to the MAIN MENU. If both mode, the mode returns to normal.
keys are simultaneously pressed, a lamp test is performed. The system will request to input password when this function is
If pressed when an alarm is generated, the alarm buzzer and used.
 External heading selection key: Changes the output heading to blinking of the FAIL indicator LED stops.
that of the external heading (bow heading input from the 6. “MUTE” Function of Alarm Sound
external heading sensor). Keep the key pressed for at least two  ENT key: Enters an input value in command selection mode or
seconds. command execution mode. To carry out operations with this key It is possible to disable alarm sound by the setting of command code 49
switch, keep it pressed for 2 seconds. functions.
 Gyro heading selection key: If GYRO1 key is pressed, the
output heading is changed to the gyro heading (true heading of  Data display area: Displays/sets data when a command is COMMAND CODE: 49

SAMSUNG/GASLOG/ABS
the No.1 master compass). executed.
This function executes the ON/OFF setting of following functions.
 If GYRO2 key is pressed, the output heading is changed to the  Gyro heading display area: Displays a compass heading.
gyro heading (true heading of the No.2 master compass). Keep 1) Mute function
the key pressed for at least two seconds.  Command code display area: Displays a command code. If this function is set to ON, the buzzer is made to mute while
any alarms are generated. This function is used when the
NOTE  RUN indicator LED: Lights up when the power switch is turned gyrocompass is connected to the centre alarm unit.
The back-light of external heading selection key is not lit on the “on.”
system that the external input is not available. 2) Bow Swap Function
 EXT indicator LED: Goes out when the currently selected If this function is set to ON, the heading signals are reversed by
M .Operation Unit Functions output heading is the gyro heading and lights up when the 180 degrees while being input the inverse contact signal.
output heading is the external sensor heading.
 Power switch: Turns on/off the power to the gyro system. Operation with the C.operation unit
 FAIL indicator LED: Blinks when an alarm is generated. If the
 External heading selector switch: If the switch is kept pressed “BZ STOP” key is pressed, it lights up during an alarm and goes 1) Selecting “49 Misc.” from
for 2 seconds or more when in normal mode, the output heading out when the alarm is restored to normal. the General. MENU and
(gyro heading/external heading) is selected. press the ENT key switches
5. Command Mode to the display for
When the C.operation unit is used, this switch isn’t used. Miscellaneous function.
The Classification of Command Functions
 Set/dimmer key: In normal mode, these are dimmer keys that 2) Press ENT key again.
adjust the level of brightness of all displays on the M. Operation  The displaying function: The displaying function is used for
unit. The displays can be darkened by pressing the ▼ key and displaying various information. 3) The MUTE blinks.
brightened by pressing the ▲ key. Brightness can be adjusted in Press the upper and lower arrow keys to select the MUTE
32 steps.  The setting function: The setting function is used for setting and function (MUTE) or the Bow Swap Function (Bow swap).
adjusting to using the gyro compass properly.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 53 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

4) After selecting a function, press the ENT key.

The current settings of the selection blinks.
Press the upper and lower arrow keys to select ON/OFF.

5) Press ENT key.

If the COMMAND key is pressed, the mode returns to normal.

This function can be used only when the alarm contacts of Gyrocompass
are connected with the Bridge Watch Alarm System (BWAS).

The below is the normal display of C. Operation unit

SAMSUNG/GASLOG/ABS
Behaviour at system alarm occurrence

1) When one of following alarms has occurred at gyrocompass, the

“Alarm LED and Buzzer stop key” of C.Operation unit is
blinked, the alarm factor is displayed with “Menu and data
display” or “System status display” and the alarm contact is
output to BWAS.

- No.1 Power failure alarm

- No.2 Power failure alarm
- Gyrocompass system failure alarm
- Deviation alarm

2) Gyrocompass failure alarm is occurred with BWAS by alarm

contact from gyrocompass.

3) If the alarm is acknowledged by BWAS, an alarm sound is

stopped.

NOTE
Check the alarm factor with C.Opeartion unit, because the blinking
of “Alarm LED and Buzzer stop key” is continued until pressing
this key.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 54 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.3.3a Steering Gear

Key
No.1 Cylinder No.2 Cylinder Hydraulic Oil Line

No.3 Cylinder No.4 Cylinder

Button Button
Isolating Valve Isolating Valve
IV-1 (AC 220V) IV-2 (AC 220V)

SAMSUNG/GASLOG/ABS Sett. Pressure

280 bar

Button Button
Unloading Unloading
Device Device
(AC 110V) (AC 110V)

Sett. Pressure
From 18 ~ 20 bar From
Storage Tank Storage Tank

T˚ T˚
Torque Torque
No.1 Oil Tank Motor No.2 Oil Tank Motor
LVDT LVDT

Filter Filter
No.1 No.1 No.2 No.2
Main Pump M Servo Pump M Main Pump M Servo Pump M

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 55 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

3.3.3 Steering Gear 2. General Description 3. Automatic Isolation System

1. Specification NOTE This steering gear is so arranged that in the event of loss of hydraulic
The SOLAS 1981 Convention Reg. 29 “Steering gear” and the Ship fluid from one system, the loss can be detected and the defective system
Steering Gear Classification Society rule (BV) and regulations make it mandatory for is automatically isolated within 45 seconds so that the other actuating
all tankers exceeding 10000 deadweight tons in gross tonnage to be system shall remain fully operational (50% torque remained).
Maker: Flutek Ltd. designed capable of recovering their steering ability in 45 seconds after
Type: FE21-177-T050-45DC experiencing a single failure of part of the main steering gear power Construction
No. of sets: 2 actuating system.
Construction: 2-ram, 4-cylinders, Rapson- This system comprises a standard 2-rams, 4-cylinders steering gear
Slide type The electrical pump control (continuous control) steering gear is of the controlled by one or two power units. In addition to the steering gear, it
Power Unit: 2 identical types (1 unit stand- “Rapson slide type” construction and consists mainly of tiller, ram and would be necessary to provide the following equipment:
by) ram pin, hydraulic cylinder, valves and piping, axial piston pump and
Control system: Electrical pump control system pump control unit. 1) Two (2) isolating valves
Steering method: Remote control from the bridge
by auto-pilot system The hydraulic pump is tilted and discharges the oil, through the control 2) Two (2) level switches with “LOW” & “LOW-LOW” level
Local control by pump control box and the pump control unit according to the order signal of rudder positions with a test bar
knob angle from the steering stand.
3) Electric control panel for automatic isolation system

SAMSUNG/GASLOG/ABS
S/G torque at max. working pressure.: 1740 kN∙m x 177 ton∙m
Max. working pressure: 220 bar The ram thrust produced by the pressure oil is transmitted to the tiller
Safety valve design pressure: 275 bar arm through the ram pin and the roller bearings and converted to the 4) Alarm panel for automatic isolation system in W/H & ECR
Rudder turning angle normal speed: STBD 35 deg./Port 35 deg. torque of the tiller keyed to the rudder stock and then the rubber is
Mechanical limit rudder angle: STBD 47 deg./Port 47 deg. moved. 4. Operation
Rudder turning speed by one power unit: 65 deg. x 28 sec.
Diameter of ram: 250 mm The signal of the actual rudder angle is directly feed-backed to the Two identical power actuating systems with either one or two power unit
Normal radius of tiller arm 635 mm steering stand by means of the repeat back unit, and when it coincides act simultaneously in normal operation.
with the signal of the order rudder angle, the rudder stops.
Main Hydraulic Pump 1) Failure mode operational sequence in one power unit running:
Thus, in the control system of the Electrical Pump Control (continuous With No.1 power unit running and No.2 power unit stopped if
Type: LV-120-410R10 control) Steering Gear, the actual rudder angle is directly compared with the loss of oil occurs, the following sequence will take place.
Max. tilting angle (stoke): 24.2 deg. (36.9 mm) the order rudder angle and the deviation signal between order and actual
Max. Outlet flow: 184 L/min rudder angles controls directly the tilting angle of the hydraulic pump. a) The oil level in No.1 oil tank goes down to “ALARM &
Motor: 55 kW x 440 V x 1800 rpm LOW” position and audible and visual alarms are given on
Therefore the steering gear can obtain the very fast response and the the navigating bridge and in the machinery space.
Servo Pump accurate rudder angle, and the ship can keep her heading correctly with a b) And No.1 isolating valve (IV-1) is automatically energized
less steering order. and the hydraulic system associated with No.2 power unit
Type: JP20-6.5F21-S6-R is isolated.
Type unit: Gear pump This improves the propulsion efficiency remarkably and consequently c) If the oil loss in the hydraulic system associated with No.2
Motor: 0.75 kW x 440 V x 1800 rpm can save fuel consumption of the main engine highly. power unit, steering is being carried out by No.1 power unit
and its two related cylinders (No.3 & No.4) giving 50%
One or two sets of the hydraulic pump and electric motor are provided torque.
and have enough capacity to operate the rudder within the time required
by the classification society.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 56 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.3.3b Steering Gear Block Diagram

No.2 Pump No.1 Pump

Running Running

No.2 Level Switch No.1 Level Switch

“Low” Level “Low” Level

Engine Control Room Navigation Bridge

Alarm Alarm

No.3 & No.4 Cylinder Isolation No.1 & No.2 Cylinder Isolation
(IV-2 : ON) (IV-1 : ON)

SAMSUNG/GASLOG/ABS Yes
No.2 Level Switch
“Low-Low” Level

No
No.1 Level Switch
“Low-Low” Level

No Yes

No.1 Pump No.2 Pump No.1 Pump No.2 Pump

Start Running Running Start

Automatically Automatically

No.3 & No.4 Cylinder Isolation No.1 & No.2 Cylinder Isolation
(IV-2 : OFF) & (IV-1 : ON) (IV-1: OFF) & (IV-2 : ON)

No.2 Pump No.1 Pump

Stop Stop
Automatically Automatically

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 57 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

d) On the other hand, if the oil loss is in the hydraulic system 3) After the automatic isolation system is activated, manually push
associated with No.1 power unit, the oil level in No.1 oil and lock the button of the isolating valve according to this
tank goes down to “LOW-LOW” position. Then No.2 operating instruction signboard in order to isolate the defective
power unit is automatically started. Also, No.1 isolating part, then switch off the automatic isolation system.
valve (IV-1) is automatically de-energized. No.2 isolating
valve (IV-2) is automatically energized. Then the No.1 4) When an alarm is given for failure in steering gear system,
power unit is automatically stopped. Steering is now being investigate the defective part.
carried out by No.2 power unit and its two related cylinders
(No.1 & No.2) giving 50% torque.
Operating Instruction
Isolating Valve
If No.2 power unit is running and No.1 power unit is stopped, No.1 and Working
No.2 of the power unit, No.1 and No.2 of isolating valve are replaced in Case Condition Working Pump Solenoid Button
Cylinder
the above sequence. IV-1 IV-2 IV-1 IV-2
No.1
Normal All Off Free
2) Failure mode operational sequence in both power units running: ① No.2
If oil level in No.1 or No.2 oil tank goes down “LOW-LOW” Two Pumps Use No.1 & No.2 All Off Free
position, the isolating valve will be operated suitably. No.1 No.3 & No.4 On Off
Failure of Piping System
② Free
(Automatic) No.2 No.1 & No.2 Off On
3) In case one power unit is running, if the low alarm in the oil

SAMSUNG/GASLOG/ABS
Failure of Piping System No.1 No.3 & No.4 Push Free
tank of the standby power unit is activated, the standby power ③ Off
(Manual) No.2 No.1 & No.2 Free Push
unit is automatically started. Then both power units are running.
Emergency Generator
④ No.2 All Off Free
Power
5. Steering Methods

Remarks:
Steering Methods Procedure of operation
1) The case of ① is ordinary use and ②, ③ & ④ are
1) Serve the steering stand with electrical
emergency use.
power and operate the mode selector
switch.
Remote Steering 2) In case of ②, ③, the speed of vessel should be half of the full
2) Start the electric motor by means of
(Bridge) speed.
electric motor start switch.
3) Operate the steering gear at the steering
stand. 3) In case of ④ using an emergency generator, the speed of
1) Disconnect the control box from electric vessel should be half of the full speed, and the rudder angle
power. should be limited within 15 degrees.
Emergency Steering 2) Push the manual button of the unloading
(S/G Compartment) device and lock it by means of lock nut.
3) Operate the steering gear by turning the
pump control knob.

1) Change over the main power units should be done by operating

electric motor start/stop switches

2) When any single failure occurs in the piping system, the

defective system is automatically isolated or stooped, and the
remaining sound system can be used for the operation.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 58 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.3.4a Magnetic Compass Back-up System

C. Operation
No.2 AP CDU No.1 AP CDU
Magnetic Compass & TMC Unit
(Control & Display Unit) (Control & Display Unit)

Fluxgate Sensor
Relaying Terminal (4P) Relaying Terminal (6P)

Junction
Unit

No.2 No.1
Control Box
Master Master
Main EMCY (MKC327)
Compass Compass
AC Lamp DC Lamp
Navi I/F Unit
Fluxgate
Sensor

Gyro Compass Heading Signal

Magnetic Compass Heading Signal

SAMSUNG/GASLOG/ABS
220V AC 1 Phase No.1
Ship’s Power Supply Power
Dual 24V DC Supply
AC Ship’s Battery (for Back Up & Alarms)
Adapter 220V AC 1 Phase No.2
Ship’s Power Supply Power
24V DC Supply
Ship’s Battery (for Back Up & Alarms)

357. 8˚ 359.9
FAIL

DOWN SELECT DIM UP

F AIL

Repeater Compass
SET
MOD E
Off-Course

<Heading Sensor Back Up System>

BZ S TOP
Alarm SET HEADING DEVI
ATION

No.2 Master No.1 Master Radar

Compass Compass ARPA
Gyro Compass Inmarsat
Control Box ETC. Steering Repeater
Compass
350 000 010 020
34 0

24V DC Battery (EMCY)

03
330 N 0
0 04
32 0

CPU

05
0

0 31

0
9 1

06
30

0 070
260 270 280 290

080 090 100 011

E
Magnetic

W
Repeater

3
25 0
4

12
0
6

0
5

13
0
23

0
220V AC 60Hz 1 Φ (Main)
0 14

Compass
22 S 0
15
2 10 160
0

Compass
170 180 190 200
FAIL

Inter Con.
RUN SYNC DIMMER

Unit MPN031
350 000 010 0 20
3 40 030
0
33 N 04
0
32 0

05
0

0
1

TMC

0
9

06
30
APCDU (No.1)

0 070
260 270 280 290

080 090 100 011

2
8

E
W

3
2 50
MPU
4

12
2 40
6

0
5

13
0
23

0
0 14
22 S 0
0 1 50
21 160
170 180 190 200
FAIL

RUN SYNC DIMM ER

C.Operation
GGA/ZDA Sentense Unit
DGPS APCDU (No.2)
MPU
Junction Unit APCDU
Inter Con. Unit MPN 031 Selection

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 59 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual
3.3.4 Magnetic Compass System It is strongly recommended that deviation adjustments should always be bearings. However, they only exist in the lateral direction, so they only
carried out by a qualified compass adjuster for the best possible results. correct in + D direction.
Maker: Saura Keiki Seisakusho Co., Ltd.
Model: SR-165 (Reflect tube type) Magnetic Deviation of the Ship H (Heeling Error) Correcting Device

1. General Description A magnetic compass installed on a ship is affected by the magnetism of The H correcting device corrects the vertical magnetic deviation by
the ship body and the compass generally directs slightly different from inserting correction magnets (same as B and C corrections) into a holder
The magnetic compass binnacle is located above the navigation deck. It the magnetic bearing of the earth. The degree of the difference varies which can be moved upward or downward on the centre pipe of the
incorporates a periscope assembly designed to accept the Saura magnetic depending on the bearing of the bow. This is called as “magnetic binnacle. The degree of correction is adjusted with the number of
compass which provides magnetic heading information to the steering deviation.” Its value is different from ship to ship. magnets (up to 7) and the distance from the magnetic compass.
stand.
The adjustment of magnetic deviation is to eliminate the effect of the Flinders’s Bar
The binnacle has a glass window in the hood which allows the compass magnetism of the ship body using a correcting device and try to align the
to be viewed at the binnacle and a reflector tube that allows the compass direction of the magnetic meridian of the Earth with the North-South line Remove the cover of the wood holder located at the bow side of the
to be viewed from below deck by the helmsman. of a compass as close as possible. binnacle and correct induced magnetism in the E-W (East-West)
direction by inserting flinders bars.
The magnetic deviation of a compass will vary due to aging and loads on
a ship, so adjustment of magnetic deviation for every several years is 3. Preparation for Magnetic Deviation Correction
recommended.

SAMSUNG/GASLOG/ABS
Prepare by selecting appropriate bearing such as celestial bearing, target
B & C (Semicircular Deviation) Correcting Devices bearing or gyro bearing and compare with it according to the situation.

The B correcting devices are vertical holders located on both sides of the For example, check the bearings of the sun at certain times beforehand or
binnacle, and they have 20 holes to insert correcting magnets, check the bearing of the target from your ship with a marine chart etc.
respectively. In C correction, the magnetic deviation in the E-W (East -
West) bearing shall be corrected. When you use a gyrocompass, check the machine’s deviation beforehand.
Plan the schedule for deviation correction in advance, such as the place
The compass corrections are fitted either inside or on the binnacle. The The C correcting device is one vertical holder located on the stern side of and time where and when the program should be carried out, and ship’s
B-C corrections are made by rod magnets fitted in 20 holes inside the the binnacle, and it has 20 holes to insert correcting magnets. In C speed with which the vessel should be sailed.
binnacle, the D correction by the two soft iron balls fitted either side of correction, the magnetic deviation in the N-S (North-South) bearing shall
the magnet, and the H heeling error by a suspended chain inside the be corrected. Check the deviation and annual equation from a marine chart and also
bucket tube inside the binnacle. check dangerous areas for marine navigation. Make the ship in
The amount of correction is larger in upper holes and smaller in lower navigation condition.
A control unit powered by AC mains and 24V DC supplies provides the holes.
binnacle lighting via separate dimmer switches mounted on the steering Keep things around the magnetic compass in neat and good order.
stand. NOTE Prepare all correcting devices.
The north pole of a correcting magnet is painted in red.
2. Magnetic Deviation Adjustment If you prepare a recording paper and record the process of the correction,
D (Quadrant Deviation) Correcting Devices this will be helpful for the next correction.
A magnetic compass, when installed at a wrong location in an improper
manner with incomplete deviation adjustment, cannot perform at its best. In D correction, D correcting plates are placed in the boxes located on
This chapter discusses simplified principles and procedures for magnetic both sides of the binnacle.
compass deviation adjustments. However, the descriptions and
explanations in this chapter should be noted as general remarks, which The D correction corrects the magnetic deviations in the N-E, S-E, S-W
can be referred to for an emergency case. and N-W (North–East, South–East, South–West and North-West)

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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.3.5a Rudder Angle Indicators

AC 200V 60Hz 1Ph AC 200V 60Hz 1Ph

Transmitter RT-472 Transmitter RT-472
(S/G Room) (S/G Room)

0 0
10 5 5 10 10 5 5 10

Indicator FE-130R Indicator FE-130R

15 15 15 15
20 RUDDER ANGLE 20 20 R UDDER ANGLE 20
25 P INDIC AT OR S 25 25 P IND IC ATOR S 25

(ECR Console) (ECR Console)

30 O T 30 30 O T 30
R B R B
35 T D 35 35 T D 35
40 40 40 40
50 50 50 50

Indicator 3C-200R Indicator 3C-200R

(W/H Ceiling) H HERIANA

Dimmer Dimmer H H ERIAN A

(W/H Ceiling)
DM-103 DM-103

0 0
10 5 5 10 10 5 5 10
15 15 15 15

Indicator FL-150R Indicator FL-150R

20 RUDD ERANGLE 20 20 RUDDERANGLE 20
25 25 25 25
P S P S
30 O T 30 30 O T 30

(W/H Overhead Panel)

SAMSUNG/GASLOG/ABS
(W/H Overhead Panel)
R B R B
35 T D 35 35 T D 35

No.1 No.2
40 40 40 40

Dimmer Dimmer
H H

DM-103 Connection Connetion DM-103

Box Box
-Chart Console- -Chart Console-

0 0
10 5 5 10 10 5 5 10

Indicator FL-100R Indicator FL-100R

15 15 15 15
20 RUDDER ANGLE 20 20 R UDDER ANGLE 20
25 P INDIC AT OR S 25 25 P IND IC ATOR S 25

(Steering Stand) (Steering Stand)

30 O T 30 30 O T 30

Dimmer Dimmer
R B R B
35 T D 35 35 T D 35
40 40 40 40

DM-103 DM-103
50 50 50 50

0 0
10 5 5 10 10 5 5 10

Indicator FL-100R Indicator FL-100R

15 15 15 15
20 RUDDER ANGLE 20 20 R UDDER ANGLE 20
25 P INDIC AT OR S 25 25 P IND IC ATOR S 25

(STBD Wing Console) (STBD Wing Console)

O T O T

Dimmer Dimmer
30 30 30 30
R B R B
35 T D 35 35 T D 35
40 40 40 40

DM-103 DM-103
50 50 50 50

0 0
10 5 5 10 10 5 5 10

Indicator FL-100R 20
25
15
RUDDER ANGLE
P INDIC AT OR
15
20
25
20
25
15
R UDDER ANGLE
P IND IC ATOR
15
20
25
Indicator FL-100R
(PORT Wing Console) (PORT Wing Console)
S S
O T O T

Dimmer Dimmer
30 30 30 30
R B R B
35 T D 35 35 T D 35
40 40 40 40

DM-103 DM-103
50 50 50 50

E-Deck VDR Cabinet E-Deck VDR Cabinet

to VDR to VDR
PORT STBD
Consolet.B

RAI Signal
Combining To AMS Conning
Converter Plate
Ent. No.-F

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GASLOG WESTMINSTER Bridge Operating Manual
3.3.5 Rudder Angle Indicators It is the turn indicator with the same angle regardless of the distance
between motors. In addition, deflects the pointer on a dial.
Maker: HERIANA Co., Ltd.

1. General Description

The rudder angle and propeller rpm are very important for control and
navigation a ship. The rudder angle indicator equipment makes for
measuring and monitoring the actual rudder angle.

The rudder angle indicating system comprises a transmitter unit and

receivers. The transmitter is installed in the steering gear room and
connected to the rudder through a lever and a coupling rod.

The transmitter provides an electrical signal output to the following

indicators:

• Port and starboard bridge wing watertight indicators with

dimmer controls

SAMSUNG/GASLOG/ABS
• Wheelhouse deckhead panorama indicator with dimmer control

• Overhead instrument panel with dimmer control

Outputs are also fed from the connection box to the following:

• No.1 & No.2 ECDIS

• VDR

A connection box for interconnecting all the components of the system is

located in the chart console.

2. Principle of Operation

The transmitter and the receivers include an angle-synchronized motor.

The synchronized motor is the most important components in the
systems. Therefore, two or more synchronized motors are used in
combination.

As the rudder rotates, the rotator of the transmitter is turned. The change
of electric angle between stator and rotator occurs to the voltage
difference between lines.

With the voltage, a compensation current flows to the indicator

simultaneously.

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3.4 Manoeuvring System The control panel can be installed in any standard console, for integrated Functions
mounting as well as desktop/wall/ceiling bracket mounting. ACP 600 is
3.4.1 Main Engine Manoeuvring and Control Systems designed to provide the operator with display pictures, instruments, and
buttons containing information for the AutoChief 600 remote control
1. Specifications system and the surrounding equipment. Principal control will be
performed using the operator panel on the bridge and ECR. The engines
Maker: Kongsberg Maritime AS can also be controlled locally using the operator panels located in the
Model: AutoChief 600 local compartments.

2. General Description Push Buttons

The AutoChief 600 propulsion control system is designed for the remote Functions requiring direct access, such as the cancel functions and alarm
control of the main engine from the combined telegraph and acknowledge/sound off, are accessible using the dedicated push buttons.
manoeuvring lever located next to the ACP in the wheelhouse and engine • Combined speed and telegraph setting
control room. When this lever is moved, the system will automatically • Command transfer
start, reverse, stop, and speed-set the main engine. Dedicated levers may • Subtelegraph mode transfer
be added to operate the auxiliary and bow/azimuth thruster control • Emergency stop
systems.
Indications

SAMSUNG/GASLOG/ABS
The main components of the AutoChief 600 propulsion control system
are: • Sound-off is used for silencing the buzzer when an alarm is
active.
• Control panels with levers • HOME (Kongsberg logo) is used to access the top level of the
• Remote control system AutoChief control panel (ACP 600) system mimics.
• Engine telegraph system • Alarm Ack is used to acknowledge an alarm.
• Engine safety system
• Manoeuvring recorder The alarm text will disappear when the alarm is acknowledged. When the
• Distributed processing units alarm condition has returned to the normal state, the alarm indication will
disappear from the display.
3. AutoChief 600 Control Panel (ACP 600)
4. AutoChief 600 Combined Lever and Telegraph Unit (LTU)

The AutoChief 600 lever telegraph unit (LTU) is a combined telegraph

and manoeuvring lever with a telegraph handle, a touch-sensitive screen,
and an emergency stop switch.
• The LED on each side of the barrel indicates the lever position
and telegraphing bridge command.
It is located at the following operator stations:
• RPM CMD is indicated in the upper left corner of the
touchscreen.
• Bridge/wheelhouse
• The Wrong Way alarm indicator is released if the engine does
• Engine control room
not rotate in the ordered direction while in the engine room
control.
<Touch-sensitive Display>
• Command position status
• Subtelegraph status
The ACP 600 hardware is a low-power touchscreen computer using the
• Buzzer
projected capacitive multi-touch technology.

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GASLOG WESTMINSTER Bridge Operating Manual

Touchscreen Lock - Slow Bridge

- Dead slow
• Stop The engine is controlled by an operator on the bridge/bridge wing using
• Astern: the automatic remote control system.
- Dead slow
- Slow ECR
- Half
- Full The engine is controlled by the operators in the engine control room
- Emergency astern using the automatic remote control system or back-up controls, according
The touch-sensitive screen is equipped with a “Tap to Unlock” feature to to the telegraph commands from the bridge/wheelhouse displayed on the
prevent accidental activation of the functions. When the screen is pressed, The lever can be moved between the steps as well as for adjusting the LTU.
an icon will appear slightly to the side, and pushing this icon will unlock command. Additionally, it is possible to fine-tune using the push buttons.
the screen for interaction. A timer will lock the screen when no action is Local
detected.
The engine is controlled by the operators at the local stand using the local
Set Point Adjustment control system, according to the telegraph commands from the
bridge/wheelhouse displayed on the PBT.
The AutoChief 600 LTU enables an operator on the bridge to be in direct
Sub-telegraph Modes

SAMSUNG/GASLOG/ABS
command of the ship by allowing speed and rotation control of the
engine. Communication is established among the bridge, the engine room,
and the local stand via the telegraph system. The sub-telegraph functions are used to inform the engine crew of their
Speed-set can be locked/released using the padlock-shaped icon. While required state of alert, as well as of the need for propulsive and electric
locked, an electric motor will attempt to return the lever to its setpoint power.
position, and release after 5 seconds if the lever displacement is forced.
Functions
Command Transfer
The push buttons are used for sub-telegraph mode transfer. The icons are
The command transfer section can be found on both the LTU and PBT. lit to indicate the sub-telegraph mode.
Buttons are used both for indicating the current command position and
for command transfer.

The lever operates in 11 fixed steps, where each step represents an

RPM/thrust command in the ahead or astern direction.

• Ahead:
- Navigation full
- Full • At sea: Command permitting an unmanned ECR and engine
- Half

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GASLOG WESTMINSTER Bridge Operating Manual
The operator on the bridge informs the engine crew that all the The following telegraph divisions are provided by push buttons with 6. AutoChief 600 Order Printer
systems shall be prepared and set up for seagoing, with engine indicators:
control from the bridge. The AutoChief 600 order printer unit is located on the bridge/wheelhouse
• Ahead: to provide a paper trail of events and status logs.
• Standby: Command requiring that the ECR/engine be manned - Navigation full
- Full
The operator on the bridge informs the engine crew that all the - Half
systems shall be prepared for standby and that the engine should - Slow
be prepared for startup. The operator may also inform the - Dead slow
engine crew that the vessel is entering a channel or harbour • Stop
where special attention has to be made to the machinery or • Astern:
steering plant. - Dead slow
- Slow
• FWE (finished with engine): Used by the operator on the bridge - Half
to inform the engine crew that there will be no need for - Full
propulsive power - Emergency astern

To secure that the engine cannot be started unintentionally,

some safety actions have to be done by the engine crew. The

SAMSUNG/GASLOG/ABS
engine crew will then acknowledge by pressing FWE, which
will activate a steady light. The printer is equipped with basic indicators and a couple of push
buttons for power and paper feed.
Emergency Stop
A cassette is designed for paper feed and collection. It can be ejected to
At the lower part of the LTU, the cover marked “Emergency Stop” can
easily replace the paper roll.
be opened with the push button located below the cover.

The following standard functions are available:

The emergency stop function activates the emergency stop system in the
main engine safety system. Additionally, the conventional stop system is • Engine telegraph modes
activated, and the speed order to the RPM control system is set to zero • Engine telegraph control location
RPM. • Engine telegraph status
• Emergency Stop push button (on the PBT or cabinet) The last few meters are indicated with a pink band, and a notification
5. Push Button Telegraph (PBT) • The push button LED indicator is lit with a steady light to will appear in the ACP mimic, which can be found in the Misc. menu.
indicate the control position.
In addition to the LTU, the push button telegraph (PBT) unit provides a
• The push button LED indicator flickers, and a buzzer will sound
simple sub-telegraph system. Communication is established among the
when a control position is requested but had not yet been
bridge, engine room, and local stand via the telegraph system.
received.

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The push button under the “In CMD” indication on the BWU 09 panel is
used to initiate command transfer to the bridge wing.

To cancel/disable the safety functions, use the dedicated push buttons

located to the far left. A status message will appear at the upper right
corner of the LCD screen.

Using a dedicated ACP mimic, the operator can schedule six daily Emergency Stop
periodic status logs and request for an additional status log at any time. Use the lever to adjust the set point and direction of thrust. The steps are
similar to those for the bridge lever, which will follow the bridge wing
7. AutoChief 600 Bridge Wing Control Unit (BWU) lever in terms of command. The bar graphs on the LCD display indicate
the set point and lever positions.
Bridge wing control units (BWU) provide basic functions, such as an
LCD screen for the primary engine instruments, a row of If there is lever mismatch during command transfer, the status field on
indicator/navigator push buttons, a set point lever, and emergency stop. top of the BWU LED screen will indicate “Transfer.” To complete the

SAMSUNG/GASLOG/ABS
command transfer, the Bridge Wing lever must be adjusted to match the
bridge set point. Once the levers are adjusted, the status bar will indicate
“In Command,” and the bridge LTU will automatically follow the Bridge
Wing lever.

• To activate Emergency Stop, lift the protection cover and press

the push button.
• To reset Emergency Stop, press to release the activated push
button, and set the Maneuver lever in “Command” to stop. The
engine can then be restarted.
To adjust the LCD backlight, press the Dimmer button located to the far
right, then adjust using the arrow up/down buttons.
The BWU09 LCD screen main page will display the main instruments
and lever positions as well as essential status messages.

The menu located at the bottom of the screen can be operated using the
row of push buttons located directly below it.

Alarms are announced in the lower section of the LCD screen and
through a buzzer sound. The Dimmer icon to the far right will change to
“Ackn,” and the push button below it can be used to acknowledge the
alarm.

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8. Manual Control Panel Functions and Indicators

The local manual control box includes indicators for the engine rpm and
engine pitch, depending on the configuration. The indicators are
operational whether the control station is in command or not.

The local display unit (LDU) is a microprocessor-based display and

communication gateway unit made for Wärtsilä control systems, to act as
the operator interface if the remote control is not available, and as a
communication interface to external systems.

SAMSUNG/GASLOG/ABS
9. Local Cabinet

The push button telegraph (PBT) is described in “4. Push Button

The emergency stop button is located at the lower part of the panel. The
Telegraph (PBT).”
cover marked with “Emergency Stop” can be opened, and the Emergency
Stop button is located below.

Control Transfer

Local manual control transfer may vary by engine type and installation
request. Enable local control from the LDU located in the local control
cabinet.

The local control box is located on the engine local control stand. It is The LDU is the same as that located in the control room.
designed to complement the engine maker’s controls and contains
distributed processing units (DPUs) for the remote control system. The
controls usually include the manual control panel, a buzzer, a dial for set
point control, a push button telegraph unit, and an emergency stop push
button.

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SAMSUNG/GASLOG/ABS This page is intentionally blank.

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Illustration 3.4.2a Thruster Unit

Coupling

Blade Angle Transmitter

Bearing

Input Shaft

Gear Case Bevel Gear

Fixing Bolt
Bearing Housing
Propeller Blade
Oil Tube Shaft Sealing
Device

SAMSUNG/GASLOG/ABS
Bearing
Shaft Hood
Pin

Gear Case Cap

Feedback Lever Sliding Block

Feedback Ring Boss Head

Propeller Boss
Sliding Piece
Oil Entry Tube Crosshead Piston
Feed Shaft Crank Disc
Feed Ring
Bearing
Space Ring
Fixing Bolt
Rope Guard
Bearing
Propeller Shaft
Checking Cover
Bearing

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3.4.2 Bow Thruster Oil service pump of an emergency such as trouble with the follow-up control, the system
Type: Horizontal mounting type provides a non-follow-up control mode by which the blade angle can be
1. Specifications No. of sets: 1 controlled manually from the W/H.
Capacity: 29.0 litres/min x 12.0 MPa x 1750 rpm
Thrust Unit Control Position Changeover
Gravity Tank
Maker: Kawasaki Heavy Industries Co., Ltd. Pressing the button switch on the W/H stand enables the control position
Model: KT-255B5 Type: Cylindrical wall mounting type to change over from the W/H to a wing. Before changing over the control
No. of units: 1 unit/vessel No. of sets: 1 position, match a control dial that will be given the control with the
Type of propeller: 4 bladed, skewed type, Capacity: 80 litres actual blade angle. The blade angle indicators in the W/H always show
controllable pitch type the actual blade angle.
Propeller diameter: 2850 mm Remote Control System
Thrust (per unit): Approx. 368 kN Control Mode Changeover
Input shaft speed: 880 rpm Type: Electric-hydraulic, follow-up control
Input power (per unit): 2500 kW Power supply: AC1ø 220 V x 60 Hz Pressing the button switch on the W/H Stand enables the control mode to
Position of propeller blade: Port side DC24V for back-up power for indicating be changed over. Before changing over the control mode from non-
Anti-corrosive anodes: Aluminum, bolting type, system follow-up to follow-up, match the control dial with the actual blade angle.
lifetime 5.5 years
Lubrication method: Oil bath Wheelhouse panel 1) Follow up pitch control

SAMSUNG/GASLOG/ABS
Lubrication oil: Gear oil equivalent to ISO VG100 Type: Drop in panel type, printed text type
No. of sets: 1 panel/thruster When operating a control dial, the position of potentiometer
Flexible Coupling provided in the control dial deviates from that provided in the
Wing panel local blade angle transmitter; the differential voltage between
Type: SF coupling (1160T-10) Type: Drop in panel type, printed text type them will be amplified to energise a solenoid valve, actuating a
No. of coupling: 1 set/thruster No. of sets: 2 panels/thruster cylinder in the thruster.

Main Motor (Drive motor) 2. General Description At the same time, as the potentiometer in the local blade angle
transmitter that is driven by a chain mechanism agrees with the
Type: Vertical type, squirrel cage The bow thruster is a transverse propelling device with its propeller control dial position, which means the differential voltage
induction motor mounted in the lateral through the tunnel in the hull such that the water becomes zero, the solenoid valve will be de-energised. Thus, the
No. of sets: 1 jet generated by this propeller gives a lateral thrust to the hull. This thruster blade angle always follows the control dial’s order value
Output: 2500 kW x 6600 V x 900 rpm facilitates the departure of the ship from and its coming alongside the correctly.
Direction of rotation: Counter clockwise view from pier. Also helping improves the ship’s maneuverability when it is running
thruster at a low speed or in a narrow waterway. 2) Non-follow-up pitch control
Rating: 60 minutes
3. Remote Control System Pressing the non-follow-up button switch on the W/H stand
Motor control device causes a solenoid valve in the hydraulic unit to be energised,
Type: Self-standing type This thruster (controllable pitch propeller type) remote control system is moving the blade angle in a direction for which the button
No. of sets: 1 unit/thruster designed to control the thruster blade angle by operating any of control switch is pressed. When the button is released, the solenoid
Output: AC3ø 6600V x 60Hz dials provided in the wheelhouse (W/H) and the wings due to employing valve will be de-energised to stop the blade angle move.
Starting method: Auto transformer starting microcomputers with overload protector (OLP) function for the main
motor; in addition, the main motor and auxiliaries can be started and
Hydraulic Unit stopped from the W/H.

Type: Moduled floor mounting type The system also provides blade angle indicators, ammeters for the main
No. of sets: 1 unit/thruster motor, and indication and alarm circuits necessary for operation. In case

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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.4.2b Thruster Hydraulic Diagram

Remote Control
System

Fill the EAL.

Blind Return Line

S H
Solenoid
Valve
M

A1 A2 R S

SAMSUNG/GASLOG/ABS A1 A2
Hand Pump

(15)
A1 A2

Blind Return Line

Bow Thruster Unit

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OLP (Overload Protector) Function for Main Motor The starting action also outputs a momentary and normally “open” REQUEST indicator lamp will go off to release the main motor
no-voltage contact signal. power request signal. (The release method can be chosen with a
When the main motor’s load current exceeds the load current preset by ten-key) Besides that, pressing the POWER REQUEST button
the portable keyboard, the blade angle will be reduced automatically to 4) THRUSTER STOP” button switch switch again before the main motor runs cancels the signal.
decrease the load current in order to protect the main motor from being
overloaded with the MOTOR FULL LOAD indicator lamp lit on the Pressing the THRUSTER STOP button switch when the main 8) Auto pitch reduct
W/H Control Panel. motor has been running causes the main motor to be stopped. The
stop action also outputs a momentary and normally “closed” no- The blade angle is automatically reduced to the reduct level by
As the main motor’s load current decreases, the blade angle will voltage contact signal. the auto pitch reduct signal from the outside. Then, the “AUTO
automatically return to a blade angle equivalent to the control dial PITCH REDUCT” indicator lamp is lit. The dial can be operated
position, which causes the MOTOR FULL LOAD indicator lamp to go 5) “THRUSTER RUN” button switch in a range less than the reduct level. When the auto pitch reduct
off. signal is restored, and the dial is turned to a position less than the
After checking that the READY TO START indicator lamp is lit, reduct level, the operating condition of auto pitch reduct will be
 Rating current of the main motor, 279.3 Amp. pressing the THRUSTER RUN button switch sends a starting reset with the indicator lamp turned off.
 CT ratio for OLP, 400 Amp./1 Amp. (CT: AC1A/40 VA) signal to the main motor starter, which causes the main motor to
start. When the main motor is running, the THRUSTER RUN
CAUTION indicator lamp will light up. The starting action also outputs a
Keep the CT for OLP away from CTs for other devices. momentary and normally “open” no-voltage contact signal.

SAMSUNG/GASLOG/ABS
4. Controller Operation 6) “CONTROLLER ABNORMAL” alarm

1) Button Switch “CONTROL POWER ON” and “CONTROL If the CONTROLLER ABNORMAL alarm is given when the
POWER OFF” control position has been the W/H or a wing, the blade angle
before the alarm is given will be maintained. It is recommended
Pressing the CONTROL POWER ON button switch supplied to change over the control mode immediately from follow to non-
electric sources to the system. As the CONTROL POWER OFF follow.
button switch is pushed, the electric sources will be turned off.
Alarm causes simultaneously given to the W/H and wings are as
CAUTION follows:
Before turning off the power sources, press the STOP button switch to
stop the main motor and auxiliaries. When the power source is - Blade angle transmitter’s potentiometer is damaged
supplied by “Control Power ON”, the control position is Wheelhouse. - Control source failure
- CPU abnormality
2) “PUMP & FAN STOP” button switch - Wing control dial’s potentiometer is damaged

Pressing the PUMP & FAN STOP button switch stops pressure The following alarms are given in a control position where the
oil pump and fan when they have been running. The stop action control right is given:
also outputs a momentary and normally “Closed” no-voltage
contact signal. - W/H control dial’s potentiometer is damaged

3) “PUMP & FAN RUN” button switch 7) POWER REQUEST” button switch
Pressing the PUMP & FAN RUN button switch sends starting
signals to the pressure oil pump and fan starter, which causes the Pressing the POWER REQUEST button switch sends the main
pressure oil pump and fan to start. Running of the pressure oil motor power request signal to the power management system
pump causes the PUMP & FAN RUN indicator lamp to light up, (PMS) with the POWER REQUEST indicator lamp lit. When the
and the running of the fan causes the FAN RUN lamp to light up. main motor is stopped or power available on, the POWER

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Illustration 3.5.1a Doppler Speed Log System

Electronics Room (Chart Console “E”) (Bri. Wing Console [P]) (Bri. Wing Console [S])

220VAC, 60Hz, 1Ф Display Display Display

Unit Unit Unit
DS-600 DS-600 DS-600

Distributer
(DS-610)

AMS/Conning

(Overhead Inst. Panel)

Bosun Store Dimmer

Remote
(DS-620) Controller
Display
(RD-501)
RD-50
(Bri. Console “F”)

SAMSUNG/GASLOG/ABS
Transceiver Unit

(ECC “5”)
Junction
Box Remote
Display Dimmer
RD-50 Controller
(RD-502)
(Bri. Console “F”)

Chart Console “E”

Gyrocompass
Multi-Distributor Gyrocompass

Autopilot
GPS Data:MD-550 X-Band Radar X-Band Radar #1
Transducer (GPS) (NMEA)
S-Band Radar
Gate Valve:DS-661
AMS/Processor Unit
VDR
A
A No.1 ECDIS

No.2 ECDIS
Eniram
Gyrocompass (200P) Route Planning S.

24VDC

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3.5 Bridge Equipment and Instrumentation No. Control Function results of the RAM and ROM checks (OK or NG) for the Display Unit
 Close the menu and return to the last-used DS-600, Distributor Unit DS-610, and Transceiver Unit DS-620. The sub
3.5.1 Doppler Speed Log System display. display unit shows its serial number, program number and results of the
 In multiple data displays, select a data ROM and RAM check, “OK” or “NG” (No Good). The table below
Maker: FURUNO indication to change its unit of measurement shows the average time required for each test.
Model: DS-60 (with the UNIT key).
 Main display unit: Select the tracking mode Unit Average time required
1. General Description (water, ground, or auto) for the measurement DS-610 20 seconds
of a ship’s speed. DS-620 25 seconds
TRKG
The DS-60 system has one transducer mounted on the bottom of the 3  Sub display unit: Select the tracking mode to
MODE
vessel which directs sonic radio beams at a downward angle, measuring ground tracking or water tracking when the After the program numbers appear and the test results are displayed,
the water speed and ground speed by use of signals reflected from the sea tracking mode at the main display unit is “Now calibrating..” is displayed momentarily on the main display unit,
bottom or an underwater layer. ground tracking. the start-up screen is erased, then the last-used display appears. This
Select the unit of measurement for speed, depth, process takes approximately 70 seconds to complete.
4 UNIT
It provides accurate displays of the ship’s speed over a wide range from distance, current (tide) speed, wind speed, etc.
dead slow to maximum. Speeds are detected relative to the ground or Select the range in the berthing and echo monitor NOTE
water both for fore-aft and athwart ship. This feature allows precise 5 RNG
displays. If “NG” appears as the RAM or ROM check result, the equipment
docking of mammoth tankers to oil loading/unloading facilities, as well ALARM Stop the audible alarm. stops. Reset the power to try to restore normal operation. If you cannot
as safe navigation in narrow channels or straits. 6

SAMSUNG/GASLOG/ABS
ACK restore normal operation, contact a FURUNO agent or dealer for
Select the daytime and nighttime displays instruction.
2. Display Unit DS-600 7 DAY/NT
alternately.
 Open the menu. To turn off the power, press the PWR key.
 Return control to the menu window without
making any changes at the menu options How to Adjust the Screen Brilliance
window.
8 MENU/ESC
 Select the item to change its unit of The operator can adjust the brilliance of the display screen from the
measurement in multiple data displays. display unit and the Dimmer Controller, in 10 levels including off. Press
 Close the menu when the menu window is ▲ to increase the brilliance, or press ▼ to decrease the brilliance. To
active. quickly change the brilliance, press and hold the related arrow. The
 Confirm an operation in menu operation. default brilliance setting is [9].
 Long-push to hide or show nav. data and 3-
9 ENT axis speed data in the berthing mode. If the Remote Display RD-50 (sub display unit) is connected to the
 Long-push to reset the trip distance on the display unit of the DS-60 in a daisy chain, their brilliances are mutually
displays that show trip distance. adjusted when you adjust the brilliance from the DS-60.
 Adjust the screen brilliance. to decrease
10 BRILL the brilliance, to increase the brilliance. How to Select a Display
 Move the cursor in menu operation.
Press the DISP key to select a display. In the default arrangement there
3. Operations are five displays: navigation data, berthing (head-up), heading and speed,
trip distance and total distance, and speed analog data (sub-display only).
How to Turn the Power On and Off
A maximum of seven displays is available, in full screen or two-way
No. Control Function horizontal split screen.
Press the PWR key to turn on the power.
1 PWR Turn the power on and off.
The main display unit shows the serial numbers, program numbers and
2 DISP  Select a display.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 74 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

When a data is lost, hyphens; for example, _- -.-_, replace the lost data. (Remote Controller) to select a tracking mode, among ground, water and How to Change Units of Measurement
When a data is in error, its unit (kn, etc.) is shown in white characters on auto. Select the mode according to the depth and speed. The tracking
a yellow background. The “normal” unit appears again when the data mode indication, Ground, Water, or (Auto), appears at the top-right The UNIT key selects the unit of measurement for current (tide) speed,
returns. corner. depth, distance, Doppler SOG and STW, GPS SOG, and wind speed.

The tracking mode monitor (bar) at the top of the display shows the Single data display
history of tracking modes for the past three minutes. The bar is updated
every three seconds and scrolls leftward. The colour of the bar is green Press the UNIT key to select a unit of measurement.
for ground tracking, blue for water tracking, and background colour
when there is no echo input. Multiple data display

Description of tracking modes 1) Press the UNIT key. A unit is highlighted in yellow.
In the example of the navigation data display shown below, the
Ground: Measure and display a speed relative to the sea bottom. The speed unit is highlighted.
depth from the keel must be 1-200 m to use this mode.

Water: Measure and display a speed relative to the water mass. The
<Default Displays> depth from the keel must be at least three meters to use this mode.

SAMSUNG/GASLOG/ABS
However, the accuracy is lower when the clearance is less than 40 m. The
How to Select a Tracking Mode reference layer can be set with [Track Depth] on the [System menu].

Auto: Automatically selects ground tracking mode or water tracking

mode according to the depth. The water tracking mode is selected when
the keel clearance is 200 m or more. (Actual working depth in the ground
tracking mode depends on the bottom and water conditions, and the
reflection properties for sonic pulses.)

2) Press the DISP key to select the data for which to change its unit.
(Use the MENU/ESC key to reverse the selection order.)

3) Press the UNIT key to change the unit.

To quit the unit selection, press the DISP or MENU/ESC key

until the yellow highlight disappears.

Press the TRKG MODE key (main display unit) or the MODE key

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 75 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

How to Reset the Trip Distance Indication 3) Select an item from the menu options window then press the
ENT key. One of the four types of boxes shown below appears.
The operator can reset the trip distance indication on the displays that Follow the related procedure to make your selection.
shows the trip distance. Press the ENT key until the trip distance
indication shows all zeros. (Trip distance can also be reset from the menu,
with [Trip DIST] → [RESET].)

General Menu Operation

This section shows basic menu operation procedures.

1) Press the MENU/ESC key to open the menu. The menu window
and the menu options window for the currently selected menu
item appear.

SAMSUNG/GASLOG/ABS
<Trip Distance, Total Distance Display>

<List Box> <Check Box>

2) Press ▲, ▼ to select a menu item then press the ENT key.

Control is then given to the menu options window.

<Navigation Data Display> NOTE

1) Hereafter writing “Select [name of menu item] then press the
How to Select Daytime and Nighttime Displays ENT key” where you use ▲, ▼ to select an item or option and
<Spinner Box (Alphanumeric Data & Numeric Data)>
the ENT key to confirm the selection.
The DAY/NT key selects the daytime (black characters on a white 2) A short beep sounds when settings could not be applied because
4) Control is returned to the menu window. Press the DISP key to
background) and nighttime (white characters on a black background) of communication error. Check settings after restoring normal
close the menu.
displays alternately, for comfortable viewing according to the time of day. operation.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 76 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

4. Navigation Data Display Illustration 3.5.1b Navigation Data Display Overview

The navigation data display provides comprehensive navigation data

(with the connection of related sensors) and a 3-axis speed display. When
a data is lost, its numerical indication is shown with hyphens; for
example, “---.-”. When a data is in error, its unit; for example, “knot” is
shown in white characters on a red background. The “normal” unit
appears again when the data returns.

The 3-axis speed display mainly shows the transverse speed at the
reference point, longitudinal speed and transverse speed at the stern. The
direction indicators can be shown with arrows or text, selectable from the
menu. Wind angle, drift angle and current (tide) direction are indicated
with purple, brown and blue triangles, respectively. Refer to the
Illustration 3.5.1b Navigation Data Display Overview

Description of Indications

SAMSUNG/GASLOG/ABS
Indication Description
Latitude and longitude position of your ship, input by
POSN
position-fixing equipment (GPS, etc.)
Time, input by position-fixing equipment, is available in
UTC or local time, selectable from the menu. The time
format is shown before the time, "UTC" for Universal
Time
Coordinated Time, or "TIME" for local time. Daylight
savings time can be activated and deactivated from the
menu.
Tracking Show the history of the tracking mode in the last three
monitor minutes.
Tracking Show the current tracking mode: Ground, Water, or
mode Auto.
Source of ROT (Rate of Turn) and ROT value. The
ROT
source of ROT can be selected from the menu.
GPS-measured speed over the ground. When the GPS
GPS SOG
signal is lost, “--.-” appears.
GPS-measured course over the ground. When the
GPS COG
GPS signal is lost, “---.-” appears.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 77 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

Indication Description 5. Berthing Display Overview Current (tide) direction and wind angle markers, shown with blue and
Depth can be shown from the transducer or from the purple triangle markers respectively, provide quick identification of
keel (fed from an external source), selectable from the The berthing display shows ship’s track (past and/or predicted) and respective direction or angle.
menu. provides help with berthing operations. With position and heading inputs,
Note : The ultrasound beam is injected into water at an customizable berthing lines can be shown to help in berthing. The 3-axis speed display shows ship’s speed in three axes: transverse
DPTH angle. The returning echo from a bottom arrives at an speed at the reference point, longitudinal speed, and transverse speed at
angle to the transducer and is converted into a downward- The display orientation is available in Head-up and North-up. Head-up the stern. The display is positioned at the bottom-right corner or top-left
measured depth. The depth measured to a flat bottom has your heading at the screen top, and North-up has North at the top. corner depending on the location of the own ship marker. You can show
meets the accuracy denoted in the specifications. However or hide the display as required.
the depth to a sloping bottom is not the “true” depth. The navigation data, which appears at the left side of the display, can be
The drift angle. The drift angle is shown on the 3-axis shown or hidden as necessary.
DRIFT
speed display with a brown triangle.
TRIP DIST Trip distance indication. Illustration 3.5.1c Berthing Display Overview
TOTAL Total distance run indication. You can reset and adjust
DIST the indication from the menu.
Wind reference, speed and angle, input by a wind-
measuring device. The wind angle is shown on the 3-
Wind axis speed display with a purple triangle. Wind

SAMSUNG/GASLOG/ABS
reference (True, Theoretical or Relative) and wind
averaging time can be set on the menu.
Current (tide) speed and direction. The direction of the
current is shown in the 3-axis speed display with a blue
triangle. This graphic can show the direction the current
is flowing from, or the direction the current is flowing to.
Current
The blue triangle is inside the 3-axis speed display
when the direction is “flowing to”, and outside that
display when the direction is “flowing from”. You can set
the indication method on the menu.
Doppler
Doppler sonar-measured speed over the ground or
SOG
speed through the water.
(or STW)
Doppler
Doppler sonar-measured course over the ground.
COG
Current heading, input by a gyrocompass. “--.-” appears
HDG
if there is no gyrocompass connected.
Message
Alerts are displayed here in priority order.
Area
The system status indicator moves in a circular motion
to indicate that the system is functioning normally. When
System
the indicator stops moving, it may mean there is a
Status
problem with the system (screen freeze, etc.). Restart
Area
the system. If this fails, consult your local FURUNO
dealer.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 78 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.5.2a Ship Performance Monitoring System

Engine Room Engnie Control Room

UPS
220 VAC

PORT
Shaft Power Sensor 1
PC-LAN
SPS-100.1
Shaft Ring
Stationary Unit
PC-JB1
(PC-T1)

Printer
To/From IAS
Junction Box

SAMSUNG/GASLOG/ABS
220 VAC

STBD
Shaft Power Sensor 2 KYMA PERPORMANCE MONITORING

SPS-100.2 Display Unit

Shaft Ring KDU-200.1
Stationary Unit KDU-200

Terminal Interface
KDU-TI210.1
Junction Box

Analogue Outputs ME#1 Shaft Power (4-20mA)

220 VAC Analogue Outputs ME#1 Shaft Power (4-20mA)

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 79 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

3.5.2 Ship Performance Monitoring System technique. The instrument consists of an aluminum ring clamped on to the Measuring point Signal type Signal from
shaft, a stationary unit located next to the shaft and a terminal junction box Kyma Shaft Power
Maker: Kyma AS for signal and power connection. Shaft thrust, #1, port. RS-232
meter
Model: KSP Kyma Shaft Power
Shaft power #2, stbd RS-232
The shaft ring contains electronic components for signal processing and meter
1. General Description transmission, and will also serve as protection for the strain gauge, which are Kyma Shaft Power
Shaft torque #2, stbd RS-232
glued to the shaft surface. The signals are transferred as frequency meter
Kyma Ship Performance (KSP) is a system for continuous monitoring of modulated signals to the stationary unit through contact free transmission. Kyma Shaft Power
Shaft revolutions #2, stbd RS-232
engine and propulsion performance data. The system can be adapted to Shaft revolutions are measured by sensing of magnets on the shaft ring. The meter
various types of vessels and machinery configurations and is also very signal processor in the stationary unit then calculates shaft power and total Kyma Shaft Power
Shaft thrust #2, stbd RS-232
flexible with regard to type and number of signal inputs. energy. meter
F.O. Flow ME #1 port RS-422 IAS
The system as described here is configured for an LNG carrier the main The Kyma Display Unit (KDU-210) handles data communication with the F.O. Temp ME #1 port RS-422 IAS
propulsion machinery consisting of two slow speed dual engines connected Shaft Power Sensor and presents the calculated data. The KDU-210 consists F.O. Flow ME #2 stbd RS-422 IAS
directly to propellers. The general arrangement of instrumentation for the of a flat LCD screen module and a processing unit that can be flush mounted F.O. Temp ME #2 stbd RS-422 IAS
Ship Performance system for this application is as shown on Illustration in the ECR console or installed in brackets on the top of the console. The Gas mass flow ME #1 port RS-422 IAS
3.5.2a Ship Performance Monitoring System. screen module has touch screen control for adjusting brightness, and for Gas mass flow ME #2 stbd RS-422 IAS
access to various system parameters and functions. F.O. Flow G/Es (G/E1+G/E2) RS-422 IAS
The Ship Performance system is integrated with Kyma shaft Power Meters F.O. Flow G/Es (G/E3+G/E4) RS-422 IAS

SAMSUNG/GASLOG/ABS
(KPM) for continuous measurement of Shaft Power, Torque, Thrust and Integration time can be selected in steps from 4 sec. to several hours. Gas mass Flow G/Es
RS-422 IAS
revolutions for both propeller shafts. The KPM has one display and Operator can change the units of measurements between Metric and SI. For (G/E1+G/E2)
controller unit of type KDU-200 installed in the ECR console and a repeater this project twin Shaft power sensors are connected to a common KDU-210 Gas mass Flow G/Es
RS-422 IAS
in W/H. display unit in ECR. (G/E3+G/E4)
F.O. Flow A/B’s RS-422 IAS
For detailed information of Kyma Shaft Power meter, see the “2. Shaft The following propulsion data are recorded by the Shaft Power Sensor and F.O. Temp. A/B’s RS-422 IAS
Power Meter”. presented on the Kyma Display Unit: F.O. type in use for the M/E’s RS-422 IAS
F.O. type in use for the G/E’s RS-422 IAS
Data from the Shaft power meter is transferred to a system computer via a  Rpm F.O. type in use for the A/B’s RS-422 IAS
serial data line. Another input to the system computer is input via data line  Total Energy Generators output power RS-422 IAS
connection with the vessel IAS. For complete input/output information see  Torque Ship speed by log RS-422 IAS
the section “3. Input Data”.  Power Ship position, GPS RS-422 IAS
 Thrust Heading RS-422 IAS
Generation of fuel consumption reports, graphical presentation of  Total revolutions Wind relative speed /dir. RS-422 IAS
performance data, trending and system overall control will be done by a Depth of water RS-422 IAS
system computer located in the ECR. This computer is connected to an ink 3. Input Data Wave height, direction and
jet printer. Computer hardware power supply is signal by separate UPS. The RS-422 IAS
period
supplied computer can be connected to vessel LAN. The following data are on-line inputs for the ship performance system. Swell height, direction and
RS-422 IAS
period ship motions.
2. Shaft Power Meter Measuring point Signal type Signal from Ship motions
Kyma Shaft Power (roll, pitch, amplitude and RS-422 IAS
Kyma Shaft Power meter (KPM) is an instrument for continuous Shaft power #1, port. RS-232
meter period)
measurement of torque, thrust, revolutions and power on a rotating shaft. Kyma Shaft Power Rudder angle, port & stbd RS-422 IAS
The instrument is primarily designed for marine applications. Shaft torque #1, port. RS-232
meter Ship draft FWD RS-422 IAS
Kyma Shaft Power Ship draft mid port RS-422 IAS
Shaft revolutions #1, port RS-232
The Shaft Power Sensor measures shaft torque and thrust using strain gauge meter

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 80 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

Measuring point Signal type Signal from Instant Values  Fuel ISO corrected for M/E#2 kg/hr
Ship draft mid starboard RS-422 IAS G/Es Consumption + Electrical Power
RS-422 IAS
Numerical  Operational Mode for A/E#1_2 (Fuel/Dual/Gas)
Ship draft aft
 Fuel mode for G/E#1_2 (HFO/MGO)
Atmospheric temperature RS-422 IAS
All logged and calculated parameters can be output to IAS station  Fuel mass flow to G/E#1_2 kg/hr
Atmospheric pressure RS-422 IAS
process monitor and printer. Typical updating time is 15 sec. Following  Gas mass flow to G/E#1_2 kg/hr
Total cargo (M3) RS-422 IAS
instant data are available:  Fuel ISO MDO Eq for G/E#1_2 kg/hr
 Operational Mode for G/E#1_2 (Fuel/Dual/Gas)
Some input data will be set manually through the computer keyboard in ECR.
 Fuel mode for G/E#3_4 (HFO/MGO)
Propulsion
 Fuel mass flow to G/E#3_4 kg/hr
These are data that are constant for a long period of time, such as:  Shaft#1 (Port) Revolutions rpm
 Gas mass flow to G/E#3_4 kg/hr
 Shaft#1 (Port) Power kW
 Fuel ISO MDO Eq for G/E#3_4 kg/hr
 HFO specific gravity at 15 °C  Shaft#1 (Port) Torque kNm
 G/Es total pilot fuel consumption kg/hr
 Shaft#1 (Port) Thrust kN
 HFO low calorific value, kJ/kg.  G/E#1 Power output kW
 Shaft#2 (Stbd.) Revolutions rpm
 HFO sulphur contents, %  G/E#2 Power output kW
 Shaft#2 (Stbd.) Power kW
 MGO specific gravity at 15 °C  G/E#3 Power output kW
 Shaft#2 (Stbd.) Torque kNm
 G/E#4 Power output kW
 MGO low calorific value, kJ/kg  Shaft#2 (Stbd.) Thrust kN
 G/Es total Power output kW
 MGO sulphur contents, %  Ship speed by log knots
Boiler + GCU consumptions

SAMSUNG/GASLOG/ABS
 Ship speed over ground knots
 Gas properties (including LCV of Gas)  Fuel mode for Aux Boiler (HFO/MGO)
Performance Parameters
 M/E instant HFO overflow mass to overflow tank, kg/h  Fuel mass flow to Aux Boiler kg/hr
 Total Fuel ISO MDO Eq kg/hr
 M/E instant MGO overflow mass to overflow tank, kg/h  Fuel ISO MDO Eq for Aux Boiler kg/hr
 Propulsion efficiency m/kWh
 Gas mass flow to GCU kg/hr
 G/E Clean fuel leakage  Ship overall efficiency (ISO MDO Eq) ton/nm
 Fuel ISO MDO Eq for GCU kg/hr
 Integration time setting for EEOI calculation, according to IMO  M/E#1 SFR, ISO corrected g/kWh
Fuel Properties
 M/E#2 SFR, ISO corrected g/kWh
standard  HFO density kg/l
 Propeller Slip#1 by Log %
 Prices for all fuels in use, USD  HFOLHV kJ/kg
 Propeller Slip#1 by GPS %
 HFO Sulphur content %
 Propeller Slip#2 %
Date and time for last entry are always stored and will be displayed on  MGO density kg/l
 Propeller Slip#2 by GPS %
request when changing constants and on the fuel consumption reports.  MGO LHV kJ/kg
 Performance abnormal alarm (Normal/Abnormal)
 MGO Sulphur content %
MEs Fuel Consumptions
In case of error in input data from the data logger, or data out of range, the Gas Properties
 Operational Mode for ME#1 (Fuel/Dual/Gas)
system will give an error message and give the operator a possibility to  Methane contents %
 Fuel mode for ME#1 (HFO/MGO)
bypass the signal by setting it to off-line mode, and to give it a constant  Ethane contents %
 Fuel mass flow to M/E#1 kg/hr
value.  Propane contents %
 Fuel temperature at flowmeter for M/E#1 °C
 Nitrogen contents %
 Gas mass flow to M/E#1 kg/hr
4. Output Data  Heavier fractions %
 Fuel ISO MDO Eq for M/E#1 kg/hr
 Gas LHV kJ/kg
 Fuel ISO corrected for M/E#1 kg/hr
A wide range of output information modes is available from the system  Emission CO2 ton/day
 Operational Mode for ME#2 (Fuel/Dual/Gas)
computer monitor and printer. All output data is presented in SI units or  Emission CO2 per mile ton/nm
 Fuel mode for ME#2 (HFO/MGO)
according to system specifications. Following output information will be  Emission SO2 ton/day
 Fuel mass flow to M/E#2 kg/hr
included:  Emission NOx ton/day
 Fuel temperature at flowmeter for M/E#2 °C
 EEOI g CO2 /m3, nm
 Gas mass flow to M/E#2 kg/hr
 Total cargo carried m3
 Fuel ISO MDO Eq for M/E#2 kg/hr

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 81 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

Operational Status Presentation of Trends  Total Gas mass to M/Es tons

 M/E#1 running On/Off  Total Gas mass to G/Es tons
 M/E#2 running On/Off • Long term trend capability of up to vessel lifetime of selected  Total Gas mass to GCU tons
 A/E#1 running On/Off vessel performance data subject to changes over time, such as Emissions
 A/E#2 running On/Off speed loss due to hull fouling and an increase of main engine  Total CO2 emission tons
 A/E#3 running On/Off specific fuel rate.  Total SO2 emission tons
 A/E#4 running On/Off • Short term trending of any four selectable parameters on a  Total NOx emission tons
 Aux Boiler running On/Off selectable time basis up to 15 days. Resolution is 1 point per 15 Operational Hours
 GCU running On/Off sec.  Total hours running M/E#1 Hrs
Navigation Parameters  Total hours running MIE#2 Hrs
 Ship course by GPS Deg Accumulated Values  Total hours running each G/E#l Hrs
 Ship Latitude by GPS DD.hh.mmm  Total hours running each G/E#2 Hrs
 Ship Longitude by GPS DD.hh.mmm Accumulated data on present voyage are available for output on IAS  Total hours running each G/E#3 Hrs
 Wind relative speed knots process station.  Total hours running each G/E#4 Hrs
 Wind true speed knots  Total hours running Aux Boiler Hrs
 Wind relative direction Deg Following data are available:  Total hours running IGG/GCU Hrs
 Draft fwd/astern m
 Mean draft m Voyage Data Kyma Ship Performance Reporting capability
 Trim m  Voyage time Hrs

SAMSUNG/GASLOG/ABS
 Ship’s rolling Deg  Total revolutions shaft #1 Revs  Print copy function of all display modes
 Ship’s pitch deg  Total revolutions shaft #2 Revs  Noon-Noon Report. Accumulated data for the last 24 hr.
 Rudder Angle#1 Deg  Total M/E #1 energy output to the shaft kWh  Voyage Report. Accumulated data for the last voyage.
 Rudder Angle#2 Deg  Total M/E #2 energy output to the shaft kWh  Performance Trial Report.
 Water depth m  Total M/Es energy output to the shaft kWh
 Atmospheric pressure Bar  Distance traveled by log nm Ship Energy Efficiency Operational Indicator (EEOI)
 Atmospheric temperature °C  Distance traveled by GPS nm
Sea state  Total HFO consumed Tons EEOI index will be continuously calculated and output on the instant
 Wave height M  Total MGO consumed Tons screen and on fuel consumption reports. Operator bases calculation upon
 Wave direction Deg  Total Gas consume Tons pre-set value for integration time. IMO recommendation for rolling
 Wave period sec  Total Fuel ISO MDO Eq consumed Tons average integration time is not less than 6 months for new vessels, and
 Swell height M Fuel Consumption one year for existing vessels. Additionally, EEOI will be calculated for
 Swell direction Deg  Total fuel oil to M/E#1 , type HFO tons each voyage.
 Swell period sec  Total fuel oil to M/E#2, type HFO tons
 Total fuel oil to M/Es, type HFO tons
Graphical  Total fuel oil to M/E#l, type MGO tons
 Total fuel oil to M/E#2, type MGO tons
Presentation of performance curves where the actual condition is  Total fuel oil to M/Es, type MGO tons
indicated as a plot in the graph with numerical indication and deviation  Total fuel oil to G/Es, type HFO tons
from the performance curve. Performance curves are derived from model  Total fuel oil to G/Es, type MGO tons
tank data or sea trial data.  Total pilot fuel oil to G/Es, (MGO type) tons
 Total fuel oil to Aux Boiler, type HFO tons
 Shaft Power versus Revolutions, each propeller  Total fuel oil to Aux Boilers, type MGO tons
 Shaft Power versus Ship Speed Gas Consumptions
 Daily Fuel Consumption versus Ship Speed  Total Gas mass to M/E#1 tons
 Specific Fuel rate versus Shaft Power, each M/E  Total Gas mass to M/E#2 tons

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 82 Part 3 Bridge Equipment and Operation
AMS/Conning: ALR/ACK

TB
Sensor Adapter Serial

Antenna
FURUNO

220VAC, 1 Phase, 60Hz

24VDC:From GMDSS

Supply Unit
AC/DC Power

IMO No. 9855812 / Issue 1 (2021.10.08)

Display Unit

No.1 ECDIS
GASLOG WESTMINSTER

No.2 ECDIS

Route Plan

SSAS

No.1 ECDIS
Illustration 3.5.3a Differential Global Positioning System (DGPS)

No.2 ECDIS

Route Pilot

Multi-Distributor
GND

Speed Log
GMDSS:MF/HF
DSC, Inmarst-C
Inmarsat FB

AIS

3 - 83
Lan Cable

Navtex
Interface Unit

No.1 X-Band Radar

S-Band Radar/ARPA
Multi-Distributor

No.3 VHF
GND
Bridge Operating Manual

VSAT

Gyrocompass

No.2 X-Band Radar

Speed Log

Echo Sounder

VDR

BWTS
Multi-Distributor

Magnetic Compass
GND
Display Unit

AMS/COnning: ALR/ACK
TB

Sensor Adapter Serial

24VDC:From GMDSS
SAMSUNG/GASLOG/ABS

220VAC, 1 Phase, 60Hz

Supply Unit
AC/DC Power
Antenna
FURUNO

Part 3 Bridge Equipment and Operation

GASLOG WESTMINSTER Bridge Operating Manual
3.5.3 Differential Global Positioning System (DGPS) satellite range data and outputs corrections for use by mobile GPS receivers in the same area. DGPS eliminates virtually all the measurement error in the
satellite ranges, enabling a highly accurate position calculation.
Maker: FURUNO
Model: GP-170 Wide Area Augmentation System (WAAS)

1. General The WAAS system provides differential corrections for correctly equipped receivers through geostationary satellites. There is a European system called
European Geostationary Navigation Overlay System (EGNOS) in operation, whilst a Japanese (MSAS) system is being developed.
The GP-170 consists of two dual differential GPS navigator systems and
an interface unit. Each GPS navigator consists of a display unit 2. Operational Overview
combining a GPS receiver, video plotter and a GPS antenna. The
interface unit functions to exchange data between the GPS navigators Controls
and external equipment.

A high sensitivity receiver tracks up to 12 satellites simultaneously. An 8-

state Kalman filter ensures optimum accuracy in determination of vessel Operation Keys
position, course and speed.
1 2
Main Features

SAMSUNG/GASLOG/ABS
 High-resolution colour LCD
3
 Comprehensive navigation data displays
 A DGPS beacon receiver (internal or external) can be connected
to the GP-170 to add DGPS capability. 4 5
 Storage for 1,000 waypoints, 100 routes (99 for creating, one 7

for external input), 1,000 tracks and 2,000 marks 6 8

 External USB flash memory capability
10
 Notices: Arrival/Anchor, XTE (Cross-track Error), Ship speed,
9 11
Trip
13
 Alerts: Warning, Caution
12 14
 Man overboard feature records position at the time of man
overboard and provides continuous up-dates of range and
bearing when navigating to the MOB position. 16 17

 Unique Highway display provides a graphic presentation of 15

ship’s progress toward a waypoint.
18
 User-programmable nav. data displays provide digital
navigation data.
 Two dual differential GPS navigator systems are available. 19
 Ethernet port for connection to a LAN

DGPS
Function Keys
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

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Function How to Turn the Power On/Off

No. Control
Menu Screen Display Mode
 Closes the menu.  Opens the menu. Press the key to turn the power on. The start-up screen appears for
1 MENU/ESC  Quits current operation.  Quits current operation.
 Switches the orientation mode between north-up and 30 seconds then the last-used screen appears.
2 NU/CU ENT  Confirms a selection. course-up on the plotter display.
 Confirms a selection then closes the setting window.
 ▲ or ▼ : Selects the menu item.
 Shifts display or cursor on the plotter display.
3 Cursorpad  ◄ : Goes back one layer in multi-layer menu.
 Switches display on the integrity display.
 ► : Goes forward one layer in multi-layer menu.
 Opens the list.
4 LIST  Switches the list (any display → mark list → route list → station list (requires internal DGPS beacon receiver) →
any display). Long-press to switch the list in reverse order.
5 (Right-click) - Opens the context menu on the plotter display.
6 DISPLAY/1 Selects the display mode.
7 ROUTE/2 Starts/stops the registration of a route on the plotter display.
 Sets a destination at the cursor position on the plotter
display with cursor on.
8 GO TO/3  Opens the context menu for Go To on the plotter display
with cursor off.
Marks a man overboard position and sets a destination on the
9 MOB/4 plotter display.

SAMSUNG/GASLOG/ABS
 Puts a mark at the cursor position on the plotter display
 Selects and confirms the selected menu item. with cursor on.
10 MARK EVENT/5  Puts an event mark at own ship’s position on the plotter
 Enters a numeric character.
display with cursor off.
11 PLOT ON/OFF/6 Resumes/stops track plotting on the plotter display.
12 ZOOM IN/7 Zooms in the plotter display.
 Centers the cursor position on the plotter display with
cursor on.
13 CENTRE/8  Centers own ship’s position on the plotter display with
cursor off.
14 ZOOM OUT/9 Zooms out the plotter display.
15 CURSOR ON/OFF/0 Turns the cursor on or off on the plotter display.
 Acknowledges an unacknowledged alert when the pop-up
 Acknowledges an unacknowledged alert when DGPS beacon receiver
appears.
the pop-up appears.
16 ACK/DELETE  Deletes registered data (marks, etc.) at the cursor-selected
 Deletes all setting values on the setting window
position on the plotter display when there are no The GP-170 is available in two specifications, with DGPS beacon
when there are no unacknowledged alerts.
unacknowledged alerts.
receiver and no DGPS beacon receiver. Only the beacon receiver
Opens the brilliance adjustment window.
17 BRILL Adjusts the display brilliance when the adjustment window opens. equipped GP-170 has DGPS capability. To get DGPS capability, install
18 (Power) Turns the power on or off. the optional internal DGPS beacon receiver (name: DGPS beacon
For connection of USB flash memory. receiver set, type: OP20-42, code no.: 000-023-637) or connect an
19 USB port
external beacon receiver.
When you operate a key, a single beep sounds. If you do not need the key beep, de-activate the beep sound as follows (see section 1.5):
To turn the power off, press the key.
1) Press the MENU/ESC key to open the main menu. 2) Select [4 Notice Setting] then [9 Sound].
3) Select [2 Key Sound]. 4) Select [2 Off].
5) Press the MENU/ESC key to close the main menu.

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How to Adjust the Brilliance of the Display and Panel 4) Select [1 On] or [2 Off]. The display modes which are set to off are skipped when operating the DISPLAY key.
Note: The plotter and integrity displays cannot be disabled.

5) Press the MENU/ESC key to close the main menu.

The data is arranged according to data type.

1) Press the BRILL key to show the following setting window.

2) To adjust the display brilliance, use the cursorpad (◄ or ►) or

the BRILL key (setting range: 0 to 15, default: 14 for day
mode/6 for night mode).

SAMSUNG/GASLOG/ABS
3) To adjust the panel brilliance, use the cursorpad (▲ or ▼)
(setting range: 0 to 9, default: 7 for a day and night modes).

4) Press the MENU/ESC key to close the setting window.

How to Select the Display Mode

There are five display modes: PLOTTER, INTEGRITY, HIGHWAY,

COURSE and DATA. Press the DISPLAY key to select the display mode,
in the following sequence. To reverse the order, long-press the DISPLAY
key.

You can turn off the highway, course or data display if its use is not
required.

1) Press the MENU/ESC key to open the main menu.

2) Select [1 Display] then [9 Display Select].

3) Select [3 Highway], [4 Course] or [5 Data].

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Plotter Display Highway Display

Integrity Display SAMSUNG/GASLOG/ABS Course Display

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Data Display 2) Use the cursorpad (▲ or ▼) to select a menu item then press the NU/CU ENT key. You can also select a
menu item by pressing the numeric keys. This manual states this operating procedure as “Select [No.
menu name].” The menu items that have a ► indicate additional menus.

3) Select an option.

SAMSUNG/GASLOG/ABS
4) Press the MENU/ESC key to close the main menu.

Main Menu Overview

1) Press the MENU/ESC key to open the main menu.

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List Overview How to change the data to display on the mark list

The LIST key displays the mark list, route list and station list, in the sequence shown below. 1) Press the MENU/ESC key to open the main menu.

2) Select [8 System Setting] then [2 Plotter].

3) Select [8 List Information].

4) Select [1 L/L] or [2 Range/Bearing].

[L/L]: Displays latitude and longitude.
[Range/Bearing]: Displays the bearing and distance from own ship to a mark or a waypoint.

5) Press the MENU/ESC key to close the main menu.

SAMSUNG/GASLOG/ABS
Context Menu Overview

When you select an object on the screen with the cursor, a

context menu (list of available operations) is displayed. Select
How to save position in a list
an appropriate operation from the context menu.

1) Press the MENU/ESC key to open the main menu.

You can display a context menu for track, mark, route, waypoint
or MOB. For example, do the following to open the context
2) Select [8 System Setting] then [2 Plotter].
menu for a mark.

3) . Select [7 List Number].

1) Press the CURSOR ON/OFF key to turn the cursor on.
4) Select [1 Keeping] or [2 Not Saved].
2) Use the cursorpad to select a mark then press the
[Keeping]: Saves position in lists.
key. The context menu opens.
[Not Saved]: No. 0001 is always displayed at the top of the list.

5) Press the MENU/ESC key to close the main menu.

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3. Route d) Select [1 XTL]. d) Select [4 SOG].

e) Enter the XTL distance with the numeric keys (setting e) Enter the speed with the numeric keys.
To navigate from one place to another, several course changes are range: 0.001 to 9.999 NM). f) Move the cursor to [Enter] then press the NU/CU ENT key.
required. The point for course change is called a waypoint. The sequence f) Move the cursor to [Enter] g) Press the MENU/ESC key to close the main menu.
of waypoints (marks for course changes) leading to the last destination is then press the NU/CU ENT
called a route. key.  Departure time
g) Press the MENU/ESC key to You can set the date and time to depart from the waypoint on
How to Create a Route close the main menu. the route.

A maximum of 99 routes can be created and a route can have a maximum  Arrival radius a) Press the MENU/ESC key to open the main menu.
of 1,000 waypoints. You can receive an audiovisual notice when you are within the b) Select [8 System Setting] then [2 Plotter].
specified distance from a waypoint. c) Select [6 Initial XTL/Arrival/Stay].
How to preset the settings for routes d) Select [5 Departure Time].
a) Press the MENU/ESC key to open the main menu. e) Enter the date and time
 XTL (Cross-track limit) range b) Select [8 System Setting] then [2 Plotter]. departing from the starting
The XTL range is the maximum distance your boat is allowed to c) Select [6 Initial XTL/Arrival/Stay]. point with the numeric keys.
go off course before the XTE notice is given. d) Select [2 Arrival Radius]. f) Move the cursor to [Enter]
e) Enter the arrival radius with the numeric keys (setting range: then press the NU/CU ENT
a) Press the MENU/ESC key to open the main menu. 0.001 to 9.999 NM). key.

SAMSUNG/GASLOG/ABS
b) Select [8 System Setting] then [2 Plotter]. f) Move the cursor to [Enter] then press the NU/CU ENT key. g) Press the MENU/ESC key to close the main menu.
g) Press the MENU/ESC key to close the main menu.
 Range and bearing calculation method
 Staying time When you set a destination, the equipment displays the range,
You can set the time the GP-170 waits at a waypoint in a bearing and course to the destination. Range and bearing are
followed route before it switches to the next waypoint. See the calculated by the Rhumb Line or Great Circle method.
note in "Departure time" on this page.
a) Press the MENU/ESC key to open the main menu.
a) Press the MENU/ESC key to open the main menu. b) Select [8 System Setting] then [2 Plotter].
b) Select [8 System Setting] then [2 Plotter]. c) Select [3 Calculation].
c) Select [6 Initial XTL/Arrival/Stay]. d) Select [1 RL] or [2 GC].
d) Select [3 Stay Time]. - [RL] (Rhumb Line): This method
e) Enter the staying time at the calculates the range and bearing between two points
waypoint with the numeric keys. drawn on a nautical chart. Since the bearing is kept
c) Select [6 Initial XTL/Arrival/Stay]. f) Move the cursor to [Enter] then press constant it is ideal for short-range navigation.
the NU/CU ENT key. - [GC] (Great Circle): This course line is the shortest
g) Press the MENU/ESC key to close the main menu. course between two points on the surface of the earth,
like stretching a piece of string between two points on
 SOG earth. Frequent bearing changes are required to
Set the speed to use to follow a route. navigate by this method. For long-range navigation,
divide the Great Circle route into several routes, and
a) Press the MENU/ESC key to navigate each route by Rhumb Line.
open the main menu. e) Press the MENU/ESC key to close the main menu.
b) Select [8 System Setting] then
[2 Plotter].
c) Select [6 Initial XTL/Arrival/Stay].

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 Route colour c) With the cursor on the [New] line, press the NU/CU ENT d) Select [2 Input L/L].
You can select the route colour from seven colours. key. e) Enter latitude and longitude
for the first waypoint with the
a) Press the MENU/ESC key to open the main menu. numeric keys. (To change the
b) Select [8 System Setting] then [2 Plotter]. coordinate, select "N" or "E"
c) Select [6 Initial XTL/Arrival/Stay]. then press one of keys from 0
d) Select [6 Route Colour]. to 9.)
e) Select a colour for route lines and waypoints. f) Move the cursor to [Enter] then press the NU/CU ENT key.
f) Press the MENU/ESC key to close the main menu. g) If necessary, change the settings of the route.
h) Select [9 Add] to enter the waypoint.
How to create a new route with the cursor and the ROUTE key i) Repeat steps 4 to 8 to enter all waypoints.
j) Press the MENU/ESC key to complete the route and close
1) Press the CURSOR ON/OFF key to turn the cursor on. d) Select [1 Cursor]. the main menu.
e) Use the cursorpad to select the position for the first
2) Long-press the ROUTE key. The message "Route Setting" waypoint.  From the mark list
appears on display. f) Press the NU/CU ENT key.
a) Press the MENU/ESC key to open the main menu.
3) Use the cursorpad to place the cursor on the location for the first b) Select [3 Navigation] then [2 Route Registration].
waypoint then press the NU/CU ENT key. c) With the cursor on the [New] line, press the NU/CU ENT

SAMSUNG/GASLOG/ABS
key.
4) Use the cursorpad to place the cursor on the location for the d) Select [3 From Mark List] to show the mark list.
next waypoint then press the NU/CU ENT key. Repeat this step
to enter all waypoints.

5) At the last waypoint, press the ROUTE key to complete the

route.

How to create a new route from the route list

 With the cursorpad The values set in paragraph “How to preset the settings for
routes” are displayed at the menu items [3 XTL] to [7 DEP
a) Press the MENU/ESC key to open the main menu. TIME]. You can change these values for each waypoint if
b) Select [3 Navigation] then [2 Route Registration]. required.

g) Select [9 Add] to enter the waypoint. e) Use the cursorpad (▲ or ▼) to select the mark to use for
h) Repeat steps 4 to 7 to enter all waypoints. the route.
i) Press the MENU/ESC key to complete the route and close f) Press the NU/CU ENT key.
the main menu. g) If necessary, change the settings of the route.
h) Select [9 Add] to enter the waypoint.
 By entering L/L i) Repeat steps 4 to 8 to enter all waypoints.
j) Press the MENU/ESC key to complete the route and close
a) Press the MENU/ESC key to open the main menu. the main menu.
b) Select [3 Navigation] then [2 Route Registration].
c) With the cursor on the [New] line, press the NU/CU ENT
key.

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How to Edit a Route e) To add characters, use the cursorpad to select a character to 5) Use the cursorpad to select [Enter] then press the NU/CU ENT
add then press the NU/CU ENT key. key.
You can edit a route from the plotter display or through the route list. To delete characters, use the cursorpad to select [BS] then
press the NU/CU ENT key. 6) To change the position, select [2 POS], then enter latitude and
How to change the route name or colour f) Use the cursorpad to select [Enter] then press the NU/CU longitude for the waypoint with the numeric keys. (To change
ENT key. the coordinate, select "N" or "E" then press one of keys from 0
 From the route list g) To change the colour, select [4 Colour], then select the new to 9.)
colour.
a) Press the MENU/ESC key to open the main menu. h) Press the MENU/ESC key to close the main menu. 7) Use the cursorpad to select [Enter] then press the NU/CU ENT
b) Select [3 Navigation] then [2 Route Registration] to display key.
the route list.  On the plotter display
c) Use the cursorpad (▲ or ▼) or enter the route no. at the 8) To change the XTL range
“Jump” position to select the route to edit then press the a) Press the CURSOR ON/OFF key to turn the cursor on. scale, select [3 XTL], then
NU/CU ENT key. b) Put the cursor on any route line of the route to edit then enter the XTL range scale
press the key. The context menu opens. with the numeric keys.
c) Do steps d) to g) in "From the route list" on page 4-6 as
9) Use the cursorpad to select [Enter] then press the NU/CU ENT
appropriate.
key.
d) Press the MENU/ESC key to close the context menu.

SAMSUNG/GASLOG/ABS
10) To change the arrival radius, select [4 ARV], then enter the
How to edit a waypoint in a route
arrival radius with the numeric keys.

1) Press the CURSOR ON/OFF key to turn the cursor on.

11) Use the cursorpad to select [Enter] then press the NU/CU ENT
key.
2) Use the cursorpad to select the waypoint in the route to edit then
press the key to open the context menu.
12) To change the staying time, select [5
STAY], then enter the staying time at
the waypoint with the numeric keys.

d) To change the name, select [3 Name]. 13) Use the cursorpad to select [Enter] then
press the NU/CU ENT key.

14) To change the SOG, select [6

SOG], then enter the speed with
the numeric keys.

15) Use the cursorpad to select [Enter] then press the NU/CU ENT
key.

16) To change the departure time, select [7 DEP TIME], then enter
3) To change the name, select [1 Name].
the date and time departing
from the waypoint with the
4) To add characters, use the cursorpad to select a character to add
numeric keys
then press the NU/CU ENT key.
To delete characters, use the cursorpad to select [BS] then press
the NU/CU ENT key.

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17) Use the cursorpad to select [Enter] then press the NU/CU ENT 2) Put the cursor on any route line of the route which contains the 2) Use the cursorpad to select the waypoint to delete then press the
key. skipped waypoint then press the key to open the context key to open the context menu.
menu.
18) Press the MENU/ESC key to close the context menu. 3) Select [0 Delete].

How to temporarily deselect a waypoint in a route How to erase a waypoint with the ACK/DELETE key

You can temporarily deselect an unnecessary waypoint from a route. 1) Press the CURSOR ON/OFF key to turn the cursor on.
Using the route created in the illustration shown below as an example,
deselect "POINT0003".
2) Use the cursorpad to select the waypoint to delete then press the
ACK/DELETE key. The confirmation
message appears.

3) Select [1 Yes].

How to erase a waypoint from the route list

1) Press the MENU/ESC key to open the main menu.

3) Select [6 WPT List]. The ( ) icon is displayed on the skipped

SAMSUNG/GASLOG/ABS
If you reconstruct the route without "POINT0003" it would look like the
illustration below. waypoint. 2) Select [3 Navigation] then [2 Route Registration].

3) Use the cursorpad (▲ or ▼) to select the route no. which

contains the waypoint to delete then press the NU/CU ENT key.

4) Select [6 WPT List].

5) Use the cursorpad (▲ or ▼) to select the waypoint to delete

then press the NU/CU ENT key.
1) Press the CURSOR ON/OFF key to turn the cursor on.
6) Select [0 Delete].
2) Use the cursorpad to select the waypoint in the route to skip
7) Press the MENU/ESC key to close the main menu.
then press the key. The context menu opens.

How to insert a waypoint in a route

3) Select [8 Skip]. 4) Use the cursorpad (▲ or ▼) to select the skipped waypoint then
press the NU/CU ENT key.
4) Select [2 On]. You can insert a waypoint backward or forward of the selected waypoint
in a route. For example, to insert a waypoint backward or forward of
5) Select [8 Skip].
5) Press the MENU/ESC key to close the context menu. "POINT0003", do the following:

6) Select [1 Off].
How to restore the skipped waypoint
7) Press the MENU/ESC key to close the context menu.
To restore the skipped waypoint if you have not passed it, do the
following: How to erase a waypoint from the context menu

1) Press the CURSOR ON/OFF key to turn the cursor on. 1) Press the CURSOR ON/OFF key to turn the cursor on.

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1) Press the CURSOR ON/OFF key to turn the cursor on. 4) Select [5 Forward/Reverse].

2) Use the cursorpad to select the waypoint (in this example, 5) Select [1 Forward] or [2 Reverse].
"POINT0003") then press the key to open the context menu. [Forward]: Follow the waypoints in
the order they were entered.
3) Select [9 Insert]. [Reverse]: Follow the waypoints in reverse order. The arrows on
the route point in the direction to follow the route.

6) Press the MENU/ESC key to close the main menu.

The ( ) icon is displayed on the route for which [Reverse] is

selected.
5) Edit the route as appropriate.
4) Select [1 Forward] or [2 Back].
[Forward]: Insert a waypoint forward of the selected waypoint. 6) Press the MENU/ESC key to close the main menu.
[Back]: Insert a waypoint backward of the selected waypoint.
How to Erase a Route

How to erase a route from the context menu

SAMSUNG/GASLOG/ABS
1) Press the CURSOR ON/OFF key to turn the cursor on.

2) Put the cursor on any route line of the route to delete then press
5) Select [1 Cursor], [2 Input L/L] or [3 From Mark List].
the key to open the context menu.
6) Set a waypoint position; refer to paragraph “How to create a
new route from the route list”. The context menu closes after
selecting [9 Add]. How to copy the route

How to change the route direction The copy feature lets you save a registered route under a new route
number. This is useful for creating a new route with parts of a previously
You can change the direction to travel a route. registered route.

1) Press the MENU/ESC key to open the main menu. 1) Press the MENU/ESC key to open the main menu.

2) Select [3 Navigation] then [2 Route Registration] to show the 2) Select [3 Navigation] then [2 Route Registration] to show the
route list. route list.

3) Use the cursorpad (▲ or ▼) to select the route to change its 3) Use the cursorpad (▲ or ▼) to select the route to copy then
direction then press the NU/CU ENT key to display the [Edit] press the NU/CU ENT key to display the [Edit] window. This
window. This window can be opened as the context menu (see window can be opened as the context menu.
"On the plotter display" in paragraph “How to change the route
name or colour”). 4) Select [7 Route Copy]. "ROUTE1" is copied in the illustration
below. 3) Select [2 Delete].

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How to erase a route from the route list 1) Press the CURSOR ON/OFF key to turn the cursor on. How to cancel a destination from the main menu

1) Press the MENU/ESC key to open the main menu. 2) Use the cursorpad to place the cursor on the location for a 1) Press the MENU/ESC key to open the main menu.
destination.
2) Select [3 Navigation] then [2 Route Registration]. 2) Select [3 Navigation] then [8 Goto Cancel].
3) Press the GO TO key.
3) Use the cursorpad (▲ or ▼) to select the route to delete then
press the NU/CU ENT key. How to set a waypoint as a destination

4) Select [2 Delete]. You can set a waypoint as a destination.

5) Press the MENU/ESC key to close the main menu. 1) Press the CURSOR ON/OFF key to turn the cursor on.

4. Destination
2) Use the cursorpad to place the cursor on a waypoint as a
destination.
The destination can be set five ways: by the cursor, by waypoint, by mark,
by route and by MOB position. When setting a destination, a line
3) Press the key to open the context menu.
(shortest course) appears between own ship and the destination selected.

SAMSUNG/GASLOG/ABS
4) Use the cursorpad to select [GoTo/Cancel] then press the
NU/CU ENT key.
3) Press the MENU/ESC key to close the main menu.

How to cancel a destination from the context menu

This procedure is not available for the destination set with a mark
(excluding the MOB mark).

1) Press the CURSOR ON/OFF key to turn the cursor on.

2) Use the cursorpad to place the cursor on a destination.

3) Press the key to open the context menu.

How to Cancel a Destination

To cancel a destination, do one of the following three methods.

NOTE
When a destination is set, ETA and ETA(Plan) are displayed instead of How to cancel a destination with the GO TO key
COG and SOG at the bottom right of the plotter display with the cursor
off. 1) Press the CURSOR ON/OFF key to turn the cursor on.

How to Set a Destination 2) Use the cursorpad to place the cursor on a destination.

How to set a cursor position as a destination 3) Press the GO TO key.

You can set a destination at the position selected with the cursor.

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4) For a route line or a waypoint, select [1 Yes] then and the name of the alert appears at the bottom of the display.
[GoTo/Cancel]. For a MOB mark, select [1 GoTo/Cancel].

5. Notices

There are five notice conditions which generate both audio and visual
notices: Arrival, Anchor, XTE, Ship Speed and Trip. When the conditions
of a notice are met, the buzzer sounds according to the notice sound
setting and the icon related to the notice turns from gray to blue at the top
right-hand corner of the display.

You can silence the buzzer by pressing the ACK/DELETE key.

SAMSUNG/GASLOG/ABS
Alert category
NOTE
Priority Icon Visual Indication
The operator can not set both arrival and anchor notices at the same time.
 Acknowledged: Yellow-orange
Warning Circle  Not acknowledged: Yellow-orange,
6. Alerts
flashing
Caution Square Yellow
“Alert” is a generic name for notice to any unusual or potentially
dangerous situation generated within the system. There are two types of
alerts, warning and caution.

 Warning: Conditions or situations which require immediate

attention for precautionary reasons.

 Caution: Awareness of a condition which continues to require

attention out of the ordinary consideration of the situation.

When an alert condition occurs, the buzzer sounds (except for a caution)

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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.5.4a Anemometer System

Wind
Transmitter
(Radar Mast)

Lighting Post
Bridge or Control Room

SAMSUNG/GASLOG/ABS
AC220V 60Hz 1Ph
Power Source
0 0
30 30 30 30

Anemometer Anemometer DIMMER FOR

60 60 60 60

STBD STBD
ANEMOMETER
PORT deg PORT deg
Wind direction Wind direction

Power S/W
90 90 90 90
DIMMER
Knot Knot
m/s m/s
Wind Speed Wind Speed
120 120 120 120

Transformer Plate -BCC-

Push Button S/W
D IMM 150 150 MO DE D IMM 150 150 MODE

180 180
H ERIAN A A C -D10 H ERIAN A A C -D10

for Dimmer
Indicator Indicator
(Diigital Type) (Diigital Type)
To Wave & Mtion Monitoring System (Radio Console “D”)
AC-D11 AC-D10
-Cargo Control Room- -W/H Overhead Panel-
To Eniram (EER)

To AMS Conning (Bri. Console “F”)

30
0
30 30
0
30
To VDR (Nav. Electro. Room)
Anemometer Anemometer
60 60 60 60

STBD STBD
PORT deg PORT deg
Wind direction Wind direction
90 90 90 90

To No.1 ECDIS
Knot Knot
m/s m/s
Wind Speed Wind Speed
120 120 120 120

D IMM 150 150 MO DE D IMM 150 150 MODE

180 180
H ERIAN A A C -D10 H ERIAN A A C -D10

Indicator Indicator
To No.2 ECDIS
(Digital Type) (Digital Type)
AC-D10 AC-D10
-Wing Console (P)- -Wing Console (S)-

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3.5.4 Anemometer 200, and a digital display unit, type AC-D10, in the wheelhouse.

Maker: Heriana AT-200 wind tracker is installed at the top of the radar mast.

1. Specifications The digital display unit is fitted on the wheelhouse overhead panel. The
digital display indicates the wind speed, and the wind direction is
Transmitter for wind direction and speed indicated using a circle of LEDs and also from a smaller digital display.

Type: Propeller type Operation

Start of wind direction axis: Wind speed more than 1 m/s at 90°
Wind direction: Synchro motor type The display unit has two membrane-type keys:
AC 110V / 50 Hz or 60 Hz
Wind speed: Pulse generator type  DIM key. Pressing this button will adjust the panel illumination
Starting wind speed: more than 1 m/s brightness. Each push of the button increases the brightness in
Maximum permissible wind speed: 60 m/s several steps. The front panel markings are luminous.

Indicator for wind direction and speed  DODE key. Press this key to display the wind speed in knots
(kts) or metres per second (m/s).
Wind direction: DC 24V/7 Segment 3 digits, 72 LED

SAMSUNG/GASLOG/ABS
Direction input signal: NMEA0183, RS422
Wind speed: DC 24V/7 Segment 3 digits
Speed input signal: NMEA0183, RS422

2. General Description

The bridge is equipped with a wind speed and direction indicator capable
of recording wind speeds in the range of 1-60m/s or 2-112kts through
360°. It is accurate to approximately 10m/s at full scale.

Anemometer equipment provides wind direction and speed signal

simultaneously from a signal transmitter to the remote indicator
observation.

Anemometer equipment is divided into input part and output part.

Transmitter (input part) is installed on Radar mast and indicator (output
part) is installed on Wheel House.

The measured values (Wind speed & Direction) are not only displayed on
indicator and ECDIS but also stored in VDR (Voyage Data Recorder).
This time, analog signals are converted to NMEA0183/RS422 signal for
display or store by Signal converter.

3. System Description

The wind measuring system consists of a propeller wind sensor, type AT-

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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.5.5a Weather Facsimile Receiver

Facsimile Receiver
Fax-30
2.6m Whip
Antenna

24VDC Fuse

SAMSUNG/GASLOG/ABS
Preamp
Fax-5
(W/H Top)

Printer
Power Cable

Power Cable

(Chart Console “F”)

220VAC, 1Phase, 60Hz

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GASLOG WESTMINSTER Bridge Operating Manual
3.5.5 Weather Facsimile Receiver 2. Setup: PC

Maker: FURUNO Electric Co., Ltd. Accessing the FAX-30 top display
Model: FAX-30
1) Turn on the FAX-30 at the breaker on the switchboard. The
1. General Description FAX-30 proceeds in the following sequence:

The FURUNO FAX-30 can turn any commercial PC into weather fax a) The FAX-30 starts initial set up, which takes about 15
and NAVTEX receiver. This "BlackBox" receiver unit allows direct seconds.
connection with a single Ethernet cable to a commercial PC showing b) The FAX-30 transfers (loads) data from the ROM to the
weather charts and satellite images. RAM. At this time the LED flashes every 0.4 seconds.
c) After all data has been loaded, which takes about two
The standard package includes the receiver unit and installation materials. minutes, the LED flashes every two seconds, indicating the
An optional antenna and Windows-based PC are required for basic FAX-30 is ready for operation.
operation.
2) Start up the browser software.
The information can be viewed simply by using an Internet browser;
there is no complicated software to learn. Print out the weather and 3) After the LED on the FAX-30 starts flashing every two seconds,
NAVTEX information by using a printer interfaced with a PC. type in the FAX-30_s URL http://172.31.8.1 and then press the

SAMSUNG/GASLOG/ABS
[Enter] key. The facsimile receiver top display appears. (For
In addition, the FAX-30 has no mechanical moving parts, which provides one-touch access to the FAX-30 make a bookmark.)
maintenance-free and cost-effective solutions for safety information After you are in a standby display time data is transferred from the PC to
gathering. the FAX-30.

The FAX-30 receives weather map broadcasts from a fax transmitting NOTE
station working under World Meteorological Organization (WMO) 1) After turning on the FAX-30 be sure to access it from the PC. Then,
standards. Up to twelve received pictures can be stored on the internal even if the PC is turned off, time data is stored in the FAX-30, for use
memory. Drum speeds, Index of Cooperation (IOC), and other essential with timer recording.
parameters are manually or automatically selected to ensure quality 2) The example screens shown in this manual may not match the screens
reception. The fax station, which provides optimum image quality, can be you see. The screen you see depends on your equipment settings and
searched utilizing the auto channel mode. The station is selected <Facsimile Receiver Top Display> system configuration.
according to the quality of the signal reception. Phase and
synchronization can be adjusted even after the reception is completed. 4) Click WX FAX for facsimile or NAVTEX for navtex to show
Choosing the receive mode
The stored pictures can be freely rotated or zoomed in/out on the screen. the corresponding standby display, which is where you begin all
Display colours are selectable from three patterns of colour, eight tones facsimile (or navtex) operations.
The FAX-30 has three modes: facsimile only, navtex only, and facsimile
of gray scale and monochrome. (timer) & navtex. Choose the desired mode as follows.

With a built-in NAVTEX receiver, you can view up to 130 recently 1) At the facsimile or navtex standby display, click RX MODE.
received NAVTEX messages. The NAVTEX messages cannot be
received while receiving FAX images.

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3) Click the arrow button on the STATION and choose the desired by PROGRAM LIST to show the timer schedule.
station. See page AP-2 for station number.

4) Click the arrow button on the CHANNEL and choose the

desired channel. Choose AUTO if you are unsure of the channel.
(Most stations transmit the same message over several
frequencies, so if you are unsure of the channel choose AUTO.)
2) Click desired receive mode and then click OK.

5) If necessary, you may fine-tune the frequency. Click anywhere

3) Click “<back” or Back button to return to the top menu.
inside the FREQUENCY box and enter the frequency. For a PC,
enter a numeric value from the keyboard.
Logging out
6) Click OK and then click “<back” or Back button to return to
The FAX-30 cannot be accessed simultaneously by multiple PCs or
the top menu.
NavNet/NavNet 3D units. For this reason, log out a PC or
NavNet/NavNet 3D from the FAX-30 when its use is not required. Then, the FAX-30 will receive the next scheduled broadcast from the
station selected. When the FAX-30 receives the start signal from the
1) At the facsimile or navtex menu display, click “<Top” to return facsimile station, it automatically adjusts itself to match speed, IOC
to the facsimile receiver top display. (Index of Cooperation) and phase of the station’s transmitter. Facsimile

SAMSUNG/GASLOG/ABS
images are received, taking 30-40 minutes to receive depending on the
2) Click LOGOUT to log out the PC or NavNet/NavNet 3D from size of the image. After a facsimile image is received it is compressed 2) Click the location in the centre column of the timer program list
FAX-30. and stored in the image memory and then posted on the facsimile standby corresponding to the timer program no. you want to set. For
display screen. This process takes 3-5 minutes. example, click the centre column of No.2. The following timer
3. FAX Operation program menu appears.
Stopping receiving
Automatic Receiving
You may stop receiving at any time by doing the following:
Starting receiving
1) At the facsimile standby display, click CHANNEL SETUP on
1) At the facsimile standby display, click CHANNEL SETUP on the top menu.
the top menu.
2) Click RCV STOP.

Timer Receiving

Most facsimile stations transmit facsimile signals in accordance with a

schedule issued by the relative meteorological observatory. (You can find
facsimile schedules in the publication “Meteorological Facsimile
Broadcasts,” available through meteorological observatory bodies.) If
you wish to receive a certain facsimile broadcast on a daily basis,
therefore, the timer receiving mode will virtually allow you “hands-off”
automatic operation. 30 timer programs may be set.
3) Click the arrow button on ZONE and choose the desired zone.
Setting, changing timer receiving schedule
4) Click the arrow button on the STATION and choose the desired
2) Click the arrow button on ZONE and choose the desired zone. 1) At the facsimile standby display, click TIMER SETUP followed station.

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5) Click the arrow button on the CHANNEL and choose the 17) Click “<back” or Back button to return to the top menu.
desired channel. (Most stations transmit the same message over
several frequencies, so if you are unsure of the channel choose Then, the FAX-30 will receive facsimile broadcasts according to the
AUTO.) timer schedule. Facsimile images are received line by line, taking 30-40
minutes to receive depending on the size of the image and drum rotation
6) Click the arrow button on IOC and choose desired IOC. IOC speed at the facsimile station. After a facsimile image is received it is
stands Index of Cooperation and is the line density standard compressed and stored in the image memory and then posted on the
assigned by WMO: IOC 576, high density, IOC 288, low facsimile standby display screen. This process takes 3-5 minutes.
density. If you are unsure of the IOC, choose AUTO for
automatic selection of IOC. Turning on/off specific timer programs

7) Click the arrow button on SPEED and choose the desired speed. 1) At the facsimile standby display, click TIMER SETUP.
<Facsimile Standby Display>
This is the drum rotating speed at the facsimile station. If you
2) Click PROGRAM LIST.
are unsure of the speed, choose AUTO for automatic selection 2) Click desired image.
of speed.
3) Click the centre column of the program no. you want to turn on
or off.
8) Key in the start time in 24-hour notation. Key in a start time
about two minutes earlier than actual start time to allow for
4) Click ON or OFF as appropriate.
detection of the start signal and press the ENTER soft key.

SAMSUNG/GASLOG/ABS
5) Click OK.
9) Key in the end time in 24-hour notation and press the ENTER
soft key. Key in an end time about two minutes later than actual
6) Click “<back” or Back button to return to the top menu.
end time to allow for detection of the stop signal.
Clearing all timer programs
NOTE
Two programs, which overlap each other, will cause the program You may clear all timer programs as follows:
having the later start time to be disregarded. For example, if the
start and end times of program no. 1 are 01:00 and 02:00 and those 1) At the facsimile standby display, click TIMER SETUP.
of program no. 2 are 01:30 to 3:00, program no. 2 will be
disregarded. 2) Click PROGRAM LIST.

10) If necessary, you may fine-tune the frequency at FREQUENCY. 3) Click CLEAR ALL at the top of the screen. You are asked “Are
For a PC, enter a numerical value from the keyboard. you sure to clear all?”

11) Click ON below FREQUENCY. 4) Click Ok to reset; Cancel to escape.

12) Click OK. 5) Click “<back” or Back button to return to the top menu.
NOTE
Displaying Facsimile Images If the FAX-30 is not accessed from the PC after it has been turned on,
13) Click “<back” or Back button.
time data is not sent to the FAX-30. The timer recording feature may
1) Show the facsimile standby display. Thumbnails of images receive a facsimile image using incorrect time data. However the image
14) Repeat steps 2-13 to set other timer schedules.
received are shown on display. The equipment stores as many as may not be correctly stored.

15) Click START. 12 images, on two pages. When the image storage capacity is
exceeded, the oldest image is automatically deleted to make
16) Click OK. room for the latest.

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Processing Facsimile Images 1) With a facsimile image displayed, click SYNC.

Phase mismatch

When the FAX-30 starts receiving a broadcast already in progress, or

noise prevents detection of the phasing signal, the image may be divided
into two parts by a thick black (or white) stripe called a dead sector. This
phenomenon is due to phase mismatching. When this occurs, correct
phase mismatching, after the facsimile has been received. 2) Enter a sync value that displays the dead sector straightly and 2) Click MONOCHROME, GRAY SCALE, BLUE-RED, WHITE-
then clicks OK. If the dead sectors appear as in the left-hand BLUE or PINK-BLACK as appropriate.
figure above, enter a larger value and for the right-hand figure,
enter a smaller value. The setting range is –50 to +50. - MONOCHROME: Monochrome black and white
- GRAY SCALE: 16 gray tones (eight gray tones when power
3) Click OK and then “<back” or Back button to return to the top is turned off and on again)
menu. - BLUE-RED: Shades of blue to red
- WHITE-BLUE: Shades of white to blue
Noise rejection - PINK-BLACK: Shades of pink to black
1) With a facsimile image displayed, click PHASE.
If noise speckles appear on the image, turn on the noise rejector as below 3) Click OK and then click “<back” or Back button to return to the

SAMSUNG/GASLOG/ABS
to remove the noise. top menu.

1) With a facsimile image displayed, click NOISE REJECT. Image format

The facsimile image is usually transmitted with black text on a white

background. Some stations, however, print white characters on a black
2) Read the scale to find the centre of the dead sector and enter it in
background. If, for some reason, the image received cannot be read in its
the phase entry window. For example, if the dead sector is
transmitted image format you may change it as follows:
centred at "15" on the scale, as in the illustration at the top of the
page, enter “15”. The setting range is 00 to 40.
1) With a facsimile image displayed, click REVERSE IMAGE.

3) Click OK and then click “<back” or Back button to return to the

top menu. 2) Click the noise rejection level desired and then click OK. HIGH
provides the greatest degree of noise rejection.
Phasing signal out of synchronization
3) Click OK and then “<back” or Back button to return to the top
The SYNC soft key functions to fine-tune the phasing signal. If the dead menu.
sector is plotted at an angle even when the phase is properly selected,
adjust the synchronization to display the dead sector straightly. Image colour
2) Click NORMAL or REVERSE as appropriate.

The facsimile image is transmitted in monochrome (black and white) or

3) Click OK and then click “<back” or Back button to return to the
gray scale (16 gradations). After an image has been received, you can
top menu.
choose the colour arrangement among monochrome, gray scale and
colour (three patterns).

1) With a facsimile image displayed, click COLOUR.

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Rotating images Preventing Erasure of Facsimile Images 5) The normal facsimile image format has black text on a white
background. Some stations, however, print white characters on a
With a facsimile image displayed, click ROTATE CW or ROTATE CCW When facsimile image storage capacity is exceeded, the oldest facsimile black background.
as appropriate. The image is rotated 90° in the direction selected. image is erased to make room for the latest. If you have an image that
you want to keep, you can prevent its erasure by using the “lock” feature. 6) This information is programmed into the memory thus you need
Zooming images You can lock all images. However you may not be able to receive a new not designate image format. However, if you are entering
image if there is not sufficient memory remaining to store the new image. frequency data of a newly established station whose image
You may double the size of a facsimile image as follows: format is reverse of the normal image, choose REVERSE.
1) Display the facsimile image you want to lock.
1) Display the facsimile image you wish to process.
2) Click LOCK.
2) Click ZOOM IN.

To restore the normal size image, click ZOOM OUT.

Saving images

You may save images to your PC for future reference.

SAMSUNG/GASLOG/ABS
3) Choose ON.
1) At the thumbnails display, click the facsimile image you wish to
save. 4) Click OK and then click “<back” or Back button to return to
the top menu.
2) Click ZOOM IN to enlarge the image. (The image is too small if
not enlarged.) The locked image’s data appears in red, at the facsimile standby display.
To release the lock feature for a particular image, choose OFF at step 3 in
3) Place the cursor on the facsimile image and click the right the above procedure. 7) If necessary, you may fine-tune the frequency shown in
button on the mouse. FREQUENCY.
Adding Facsimile Channels
4) Click the “Save Picture As…” The “Save” window appears. 8) Enter station’s CALL SIGN.
The FAX-30 provides a free memory for the user to store 320 channels.
5) Choose directory, enter the file name and click the Save button.
9) Enter STATION’S NAME.
1) At the standby display, click EDIT STATION LIST.
Erasing Facsimile Images
10) Click OK.
2) Click the arrow button on the ZONE and choose the desired
You may erase facsimile images as below.
zone. 11) Click “<back” or Back button to return to the top menu.

1) Display the facsimile image you wish to erase.

3) Click the arrow button on the STATION and choose the desired
station.
2) Click ERASE.
4) Click the arrow button on the CHANNEL and choose the
3) You are asked if you are sure to erase the image. Click OK to desired image format.
erase the image; Cancel to escape.

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GASLOG WESTMINSTER Bridge Operating Manual
How to use FAX-30 with NavNet 3D Rotate the RotoKeyTM to choose the Weather icon at the
bottom of the display and then push the RotoKeyTM.
Connect the FAX-30 to the NavNet 3D. If the IP address of the FAX-30 has
been changed, restore the IP address to [172.31.8.1]. For how to open the 5) Use the [DISP] key and the RotoKeyTM to select the Weather
installation wizard, see the installation manual for the NavNet 3D. display.

1) Turn on the FAX-30 at the switchboard. (The FAX-30 does not

have a power switch.) Check if the power is on or the unit is
disconnected, by monitoring the LED.

- The initialization of the FAX-30 takes approximately 15

seconds.
- Data is transferred from the ROM the RAM at this time the
LED flashes every 0.4 seconds.
It takes about two minutes to send data. The LED blinks every
two seconds when the FAX-30 is available for operation.

2) Push the [DISP] key.

SAMSUNG/GASLOG/ABS
3) Push the RotoKeyTM until the display selection window, shown
below appears.

4) The selector at the left side of the screen is choosing the “full
screen” icon. Push the RotoKeyTM to choose the full-screen
icon.

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Illustration 3.5.6a Echo Sounder System

Display
Transceiver Unit Unit
220VAC, 1Φ, 60Hz FE-8020 FE-8010

From MD-550 (DGPS Data) Multi-Distributor

AMS/Conning: MD-550 (FE)
Sensor Adapter Serial
VDR
No.1 ECDIS
AMS/Conning Power Fail Remote No.2 ECDIS
Display
Route Plan
RD-50

SAMSUNG/GASLOG/ABS
Dimmer
Controller
Up-Deck El. Trunk
RD-502
Junction Junction

24VDC
Box Box

Bosun Store E/R 2nd

Matching Box Matching Box Bridge Wing Bridge Wing
Console (PORT) Remote Remote Console (STBD)
MB-502 MB-504 Display Display
(50B-6B) (200B-8B) RD-50 RD-50

24VDC

24VDC
Trnasducer Transducer
50B-6B 200B-8B

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GASLOG WESTMINSTER Bridge Operating Manual
3.5.6 Echo Sounder 2. Controls Key Function

 Opens [Brilliance Setting] pop-up window/Adjust panel

Maker: FURUNO All operations of the FE-800 are carried out with the controls on the front
brilliance.
Model: FE-800 panel of the display unit. Some functions require a long key press, while  Select menu items in the menu window.
others require a short key press.  Change settings in the current pop-up window.
1. General Description

The purpose of the echo sounder is to provide safe navigation by 3. Operation

detecting the clearance below the ship (particularly in shallow waters) as
required on the SOLAS Convention ships by the new IMO standards. Turn the Power On/Off

The basic system consists of a display unit and a distribution box. The NOTE
8.4" high-brightness colour LCD display offers an easy-to-read depth 1) Make sure the unit is connected correctly to each transceiver.
sounding in various modes, permitting optimum representation with 2) After turning the unit off, wait at least 5 seconds before you turn
respect to the environment. the power on again.

Detection range is automatically varied, but there is a manual override to Press the button to turn the unit on. With the power on, press the
select the required scale. The displayed record is visible for 15 min on
button again to turn the unit off.
any range and an instantaneous sounding is directly shown in large

SAMSUNG/GASLOG/ABS
numerals in addition to the graphical display. Depths, associated time,
On startup, the unit displays a splash screen for approximately ten
and position are stored for 24h in memory. The data can be played back
seconds, then begins a self-test. The self-test checks the logic circuits,
at any time.
battery status and displays the program version currently in use.

Visual and audible alarms are generated when the water depth below Key Function
transducer is shallower than a user-preset depth. When the seabed is lost Press to turn the FE-800 on/off.
because of the lowered detection or out of range setting, the alarm comes
on. The receiver sensitivity is automatically controlled with the tracking Turns off the alert buzzer.
depth; manual override is possible to improve the detection and to reduce
Long press to memorize menu functions. Short press to
the surface clutter.
recall memorized functions.

A single transceiver may be connected to two separate transducers for a Increases depth range.
<Splash Screen> <Self-test Result>
dual frequency (50/200 kHz) or FORE / AFT display. The 200 kHz
system is advantageous in rough weather or congested waterways in Decreases depth range.
After the self-test completes, the mode used before the FE-800 was
shallow waters whereas the 50 kHz system is recommended for deeper  Cycles through display modes in the following order: turned off is activated. You can now change modes.
range operation. The FE-800 is a dual-frequency system, so you may (Nav → History → OS Data → Nav)
utilize two transducers sounding at both frequencies simultaneously. The  Returns to Main display from any location in the menus.
 Displays/closes the menu. Panel and Key Brilliance
200 kHz frequency is advantageous in rough weather or congested
 Returns one level in the menu tree (unless on the first
waterways in shallow waters, whereas the 50 kHz frequency is better for
level). Both panel and key brilliance can be adjusted from the main screen using
deeper range operation.
 Adjusts key brilliance. the following procedure:
 Menu screens - Moves up/down levels in the menu tree.
Depth data can be output from multiple IEC 61162-01 ports, or from the  History - Moves the cursor location in the history mini-
window. 1) Press ▲ or ▼ on the BRILL pad to open the Brilliance pop-up
available IEC 61162-450 Ethernet port for easy connection to VDR and and  Logbook - Changes the displayed page. window.
other capable Furuno equipment. Optional software is available to
 Mini-windows (GAIN, etc.) - Switches settings (EG:
transfer the sounding data to a personal computer.
FORE/AFT settings). 2) Press ▲ or ▼ to adjust panel brilliance.

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3) Press ◄ or ► to adjust key brilliance. Display Modes and Screen Indications

The FE-800 has 3 main display modes:

 NAV
 HISTORY
 OS DATA.

The display modes are set in a cycle pattern, and each press of the DISP
key changes the selected mode, in the sequence shown below.

4) Press the MENU/ESC key to close the pop-up window.

Brilliance settings for Day or Night mode are stored separately. When
changing modes, the last-used setting is restored. NOTE
1) OS DATA mode requires external EPFS data (EG:GPS). If [Time
Adjust] in the [Service] menu is set to [Internal] when initial <Dual Frequency Display>
Day/Night Mode
settings are made, the OS DATA screen is unavailable. To change
the [Time Adjust] settings, consult a FURUNO technician. No. Name Description
The FE-800 has Day and Night display settings to allow better screen
2) The main display shows output from both transducers if two are Shows current display mode

SAMSUNG/GASLOG/ABS
visibility. To switch between modes, do the following: 1 Mode indicator
connected. If only one is connected, the display shows only the (NAV, NAV + HISTORY or NAV + OS DATA).
output from the connected transducer. The menu display may 2 Transceiver no. Shows the currently selected transceiver.
1) Press the MENU/ESC key to open the Main menu.
change slightly for single transducer configurations. 3 Range setting Shows the currently selected range setting.
Shows the currently selected reference point
2) Select [Day/Night], then press the ENT key. Reading for depth readings.
For brevity, this manual uses two transducer output displays for all 4
indicator (TRANSDUCER, KEEL OR SURFACE.)
explanations.
Shows the time scale for displayed readings.
One square is equal to 1 minute of readings.
An example of the difference between single and dual frequency displays The distance from one blue square to the next
5 Time scale is equal to ten minutes of readings. When FE-
and their respective marks and indications is shown below.
8020 No.2 is selected, the upper half of the
time scale is displayed as a solid green line.
System
Shows unit is functioning normally. Stops
6 Status
moving when unit is malfunctioning.
indicator
7 Depth Shows current depth and selected depth unit.
Shows the draught setting for respective
8 Draught setting
3) Select [Day] or [Night] as appropriate, then press the ENT key. transducer.
Alarm message Shows active alarms or a brief description of
4) Press the MENU/ESC key once to close the menu. 9 or the selected menu item. Note: Alarm
menu description messages take priority over menu descriptions.
Shows the location of the transducer and
The default settings for Day and Night modes are shown in the table 10 Transducer
output signal.
below.
11 Sounding echo Shows the reflected echo.
Shows depth range. Changes with range
12 Range indicator
scale.
Indicates the depth setting for the depth alarm.
13 Depth Alarm line
(Displayed in red).
Indicates time and time setting (UTC, Local,
<Single Frequency Display> 14 Time
Time).

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GASLOG WESTMINSTER Bridge Operating Manual

NAV Mode The left side of the display shows the OS DATA, the right side of the
display shows the current echo readings.
This is the default mode for the FE-800. The screen shows depth and
echo from FORE and AFT positions. No. Description
1 Date and Time as received by the EPFS device.
COG (Course Over the Ground) as calculated by the EPFS
The default display order of the echo readings is AFT - FORE. 2
device.
SOG (Speed Over the Ground) as calculated by the EPFS
3
device.
4 POSN (Position) as calculated by the EPFS device.

Menu Overview

1) Press the MENU/ESC key to open the Main menu.

No. Description
1 FORE/AFT depth history.
Time (location) in sounding depth history. Move this indicator

SAMSUNG/GASLOG/ABS
2 using ◄ or ►. FORE/AFT history readings are displayed at
the bottom of this screen.
Change indicator. This line appears in the case of any de-
3 synchronization between the FE-800 and connected sensors
or units. 2) Use the ▲ or ▼ key to navigate the menu. The item currently
HISTORY Mode selected is highlighted.
OS DATA Mode
3) To choose a menu item, press the ►ENT key.
This mode provides a mix of Contour and Strata echo readings taken.
This mode shows Own Ship Data (OS DATA) and is only available if the Depending on which item is selected, a new menu, a setting
The amount of data stored in the HISTORY log depends on the interval
[Time Adjust] setting in the [Service Menu] is set to [External]. window or a setting box is displayed.
setting. The table below shows the differences in amount of data that can
be stored.
To change the [Time Adjust] settings in the [Service Menu], consult a
FURUNO technician.

Previous echo readings can be accessed by using ◄ or ► to move the 4) Use the ▲ or ▼ key to navigate the menu or adjust settings as
cursor. required.

5) Press the ►ENT key to open the selected item, or to apply the
setting changes.
To return to the previous menu, or to abandon changes, press ◄
The OS DATA mode requires a connected EPFS device, such as GPS. If or the MENU/ESC key.
there is no device connected or connection is interrupted, the OS DATA
is displayed as shown in the above-left figure. 6) Press the DISP key once, or press the MENU/ESC key several
times to close the menus.

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GASLOG WESTMINSTER Bridge Operating Manual

NOTE How to enable/disable an auto range 6) Select [AFT] using ◄ or ►.

1) If [FE-8020 No.2] is not enabled in the [Service Menu], the The available settings are [0] to
following menu items are gray and not selectable: 1) Press the MENU/ESC key to open the Main menu. [9].
- Main menu → [FE-8020 Select]
- [Sounder] menu → [FE-8020 No.2] 2) Select [Sounder] using ▲ or ▼, then press the ENT key. 7) Adjust the gain using ▲ or ▼,
- [System] menu → [Parameters] → [FE-8020 No.2] then press the ENT key to select
- [System] menu → [Information] → [FE-8020 No.2] 3) Select [Auto Range] using ▲ or ▼, then press the ENT key. [FORE].
To enable [FE-8020 No.2], consult a FURUNO technician.
2) For brevity, all further references to the ►ENT key are written as 4) Select [ON] or [OFF] as 8) Adjust the gain for [FORE] using ▲ or ▼, then press the ENT
“ENT key”. appropriate, then press the ENT key. The available settings are [0] to [9].
key to apply the setting.
If the display settings are set to FORE - AFT at installation, some pop-up 9) Press the MENU/ESC key three times to close the menu.
menu layouts will change according to the FORE - AFT or AFT - FORE 5) Press the MENU / ESC key
display order. twice to close the menu. How to turn automatic operation on or off

Gain The gain and clutter (low level noise) adjustments can be done
The example below shows both the default, AFT - FORE, and the custom
display order of FORE - AFT. automatically.
NOTE
To manually adjust the gain, you must first turn [AUTO GAIN] off. The 1) Press the MENU/ESC key to open the Main menu.

SAMSUNG/GASLOG/ABS
figures shown in this section are of a dual transducer configuration.
Single transducer configuration pop-up menus will change slightly. 2) Select [Sounder] using ▲ or ▼, then press the ENT key.

CAUTION 3) Select the appropriate transceiver ([FE-8020 No.1] or [FE-8020

Properly Adjust the Gain No.2]) using ▲ or ▼, then press the ENT key.

Too little gain gives no picture. Too much gain shows excessive nose on 4) Select [AUTO GAIN] using ▲ or ▼, then press the ENT key.
the picture. Using the depth data for navigation when the gain is This will open a pop-up
For the sake of brevity, all explanations and images in this manual use window.
correctly set can lead to a dangerous situation.
the default.

How to adjust the gain 5) Select [ON] or [OFF] as

How to Select a Range appropriate, using ▲ or ▼,
1) Press the MENU/ESC key to open the Main menu. then press the ENT key to
The range can be set either manually or automatically. In the auto mode, apply the setting.
the range will self-adjust to provide as clear as possible an image. The
2) Select [Sounder] using ▲ or ▼, then press the ENT key.
auto mode is cancelled when the range is manually adjusted. 6) Press the MENU/ESC key three times to close the menu.
3) Select the appropriate transceiver ([FE-8020 No.1] or [FE-8020
There are eight basic ranges available.
No.2]
How to offset the auto gain
Press RNG+ or RNG- to change the range. 4) Select [Manual GAIN] using ▲ or ▼, then press the ENT key.
This will open a pop-up window. 1) Press the MENU/ESC key to open the Main menu.
In cases where the depth goes outside the display area, adjust the range
scale until the seabed appears near the centre of the screen. 5) If using a single transducer configuration, skip to step 7). 2) Select [Sounder] using ▲ or ▼, then press the ENT key.
For dual transducer, configuration go to the next step.

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GASLOG WESTMINSTER Bridge Operating Manual

3) Select the transceiver ([FE-8020 No.1] or [FE-8020 No.2]) as 5) If using a single transducer configuration, skip to step 7). For How to Set the Depth Alarm
appropriate using ▲ or ▼, then press the ENT key. dual transducer configuration go to the next step.
The depth alarm sounds when the seabed is shallower than the depth
4) Select [AUTO GAIN ADJ], then press the ENT key. This will 6) Select [AFT] using ◄ or ►. The available settings are [0] to [7]. setting. The default setting is 20 meters.
open a pop-up window.
7) Adjust the Clutter as desired, using ▲ or ▼, then press the ENT The depth can be adjusted by following the procedure below:
5) If using a single transducer to select [FORE].
configuration, skip to step 7). 1) Press the MENU/ESC key to open the Main menu.
For dual transducer, 8) Adjust [FORE] clutter using ▲ or ▼, then press the ENT key to
configuration go to the next step. apply the settings and close the pop-up window. The available 2) Select [Depth Alarm] using ▲
settings are [0] to [7]. or ▼, then press the ENT key.
6) Select [AFT] using ◄ or ►. This will open a pop-up window.
The available range is [-10] to 9) Press the MENU/ESC key three times to close the menu.
[+10]. 3) Choose the depth at which you
Interference wish the alarm to activate, using
7) Select the desired setting using ▲ or ▼, then press the ENT key ▲ or ▼, then press the ENT
to select [FORE]. Interference from other acoustic equipment operating nearby or other key to apply the settings and close the pop-up window. The
electronic equipment on your vessel may show on your display. There are available range is 0 to 2400m.
8) Adjust the setting for [FORE] using ▲ or ▼, then press the three levels of interference suppression, [IR1], [IR2] and [IR3]. The

SAMSUNG/GASLOG/ABS
ENT key to apply the settings and close the pop-up window. higher the number, the greater the degree of suppression. The default 4) Press the MENU/ESC key once to close the menu.
The available range is [-10] to [+10]. setting is [OFF].
How to acknowledge the alarm and silence the alarm buzzer
9) Press the MENU/ESC key three times to close the menu. 1) Press the MENU/ESC key to open the Main menu.
You can acknowledge the alarm, and silence the buzzer, by pressing the
Clutter 2) Select [Sounder] using ▲ or ▼, then press the ENT key. ALARM/ACK (Alarm Acknowledge) key.

Low level noise can cause your display to look “cluttered” with How to Use the Function Key
unnecessary dots. These are caused mainly by dirty water or noise. This 3) Select the transceiver ([FE-8020 No.1] or [FE-8020 No.2]) as
kind of noise can be suppressed by adjusting the clutter. appropriate using ▲ or ▼, then The function key can store and recall a preset location in the menu. You
press the ENT key. can recall the function by pressing the FUNC key.
NOTE
To manually adjust the clutter, you must first turn [AUTO GAIN] off. 4) Select [IR] using ▲ or ▼, then To store a function
press the ENT key. This will
1) Press the MENU/ESC key to open the Main menu. open a pop-up window. 1) Navigate the menu to the function you wish to store.

2) Select [Sounder] using ▲ or ▼, then press the ENT key. 5) Adjust the interference suppression as desired, using ▲ or ▼, 2) Press and hold the FUNC key to store the menu function. A
then press the ENT key to apply the settings and close the pop- small asterisk “*” will appear next to the menu item when it is
3) Select the transceiver ([FE-8020 No.1] or [FE-8020 No.2]) as up window. The available settings are [IR1], [IR2], [IR3] and stored. In the example below, [Manual GAIN] is stored to the
appropriate using ▲ or ▼, then [OFF]. FUNC key.
press the ENT key.
6) Press the MENU/ESC key three times to close the menu.
4) Select [Clutter] using ▲ or ▼,
then press the ENT key. This
will open a pop-up window.

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GASLOG WESTMINSTER Bridge Operating Manual

3) Release the FUNC key after the asterisk “*” appears. To choose which setting to use, do the following. 4) Select [Draught], then press the ENT key. This will open a pop-
up window.
4) Press the DISP key to return to the main display. 1) Press the MENU / ESC key to open the Main menu.
5) If using a single transducer configuration, skip to step 8). For
How to Choose a Transceiver 2) Select [Sounder] using ▲ or ▼, then press the ENT key dual transducer, configuration go to the next step.

If your FE-800 is connected to two transceivers, you can switch between 3) Select [Depth(Below)] using ▲ or ▼, then press ENT key. This 6) Select [AFT] using ◄ or ►.
the transceivers using the procedure below. will open a pop-up.
7) Choose the draught depth using ▲ or ▼, then press the ENT to
NOTE select [FORE].
If [FE-8020 No.2] is not enabled in the [Service Menu], this menu is not
selectable.

To enable [FE-8020 No.2], consult a FURUNO technician.

1) Press the MENU/ESC key to open the Main menu. 8) Adjust [FORE] draught using ▲ or ▼, then press the ENT key
to apply the settings and close the pop-up window. The
2) Select [FE-8020 Select] using ▲ or ▼, then press the ENT key. available range is 0.0 m to 30.0 m.

SAMSUNG/GASLOG/ABS
This will open a pop-up window.
4) Select the location to take the depth reading from, then press 9) Press the MENU/ESC key three times to close the menu.
3) Select the appropriate transceiver using ▲ or ▼, then press the ENT to apply the settings and close the pop-up window.
ENT key to apply the settings and close the pop-up window. Logbook
The available options are [No.1] or [No.2]. The message How to Set Draught
The FE-800 stores log data at five-second intervals, with a maximum log
"Changing settings..." is displayed while the FE-800 obtains Draught can be set in two locations, [FORE] and [AFT] if your vessel period of 24 hours.
data from the transceiver. When the message disappears, the has transducers at both of these locations. If your vessel only has one
switch between transceivers is complete. transducer, the draught is set at the transducer location only. Once the maximum number of entries is reached, the oldest entry is
deleted to make room for the youngest entry.
4) Press the MENU/ESC key once to close the menu. To set the draught for your vessel, do the following:
The logbook is capable of displaying data a maximum of 720 log entries,
How to Set the Depth Below Surface (DBS) 1) Press the MENU/ESC key to depending on the display interval.
open the Main menu.
The depth reading can be referenced from one of three points.
2) Select [Sounder] using ▲ or ▼,
Reference the press the ENT key.
Description
point
Depth from the transducer to the seabed (requires 3) Select the appropriate
Transducer How to display the logbook
transducer "below waterline measurement.) transceiver to set ([FE-8020
Depth from the surface to seabed (requires Draught No.1] or [FE-8020 No.2]), then press the ENT key.
Surface To display the logbook, do the following:
input)
Keel Depth from keel to seabed (requires keel depth setting)
1) Press the MENU/ESC key to open the Main menu.

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GASLOG WESTMINSTER Bridge Operating Manual

2) Select [DISPLAY] using ▲ or ▼, then press the ENT key. No. Description 2) Select [Display] using ▲ or ▼, then press the ENT key.
Currently displayed time setting.
3) Select [LOGBOOK] using ▲ or ▼, then press the ENT key.  [UTC]: Coordinated Universal Time. 3) Select [Echo] using ▲ or ▼, then press the ENT key. The pop-
1
 [Local]: Time with UTC difference calculated. up window shown to the right appears.
4) Press ◄ or ► to change the page  [Time]: Unit_s internal clock time.
currently displayed. Changes colour from black to yellow when [Time Adjust] is set 4) Select [FORE], [AFT] or [DUAL] as appropriate.
to [External], and there is a switch from External to Internal
5) Press the DISP key to close the logbook. 2 clock. When [Time Adjust] is set to [Internal], the colour
changes according to the settings selected at the section
How to change the logging interval below.
Currently viewed page. Data are listed in order from newest to
The logging interval for each entry can be adjusted in the menu by doing 3
oldest.
the following:
How to Change the Colour Scheme
1) Press the MENU/ESC key to open the Main menu.
5) Press the DISP key to close the menus.
You can change the colour scheme of the display as follows:
2) Select [Display] using ▲ or ▼, then press the ENT key.
How to change the displayed depth
1) Press the MENU/ESC key to open the Main menu.
3) Select [Interval] using ▲ or ▼, then press the ENT key. The

SAMSUNG/GASLOG/ABS
Interval settings pop-up window will open. When there are two transducers connected and the transducer display
2) Select [Display] using ▲ or ▼, then press the ENT
setting is [FORE] or [AFT], you may change the transducer used to
key.
4) Choose the appropriate interval (5s - 1 hour max., 1 min - 12 display depth information.
hours max., 2 min - 24 hours max.) using ▲ or ▼, then press 3) Select [Colour] using ▲ or ▼, then press the ENT key. This
the ENT key to apply the settings and close the pop-up window. will open a pop-up window. NOTE
1) When the displayed transducer setting is set to [DUAL], this menu
5) Press the MENU/ESC key twice to close the menu. 4) Select the colour scheme using ▲ or ▼, then press ENT to function is not available.
apply the setting and close the pop-up window. The available 2) When the transducer selected for echo
NOTE options are shown in the figure to the right. display output and depth display
Changing the interval will change the data available to be differ, a pop-up message similar to the
displayed in the LOGBOOK. one shown to the right is displayed. To use the same transducer for
information displayed, match the settings for [Output Depth] on the
Main menu with the setting selected at the section above.

1) Press the MENU/ESC key to open the Main menu.

5) Press the MENU/ESC key twice to close the menu.

2) Select [Display] using ▲ or ▼, then press the ENT key.

Dual Transducer Operations

3) Select [Depth] using ▲ or ▼, then press the ENT key. The pop-
up window shown to the right appears.
How to switch between displayed transducers

4) Select [SINGLE] or [DUAL] as appropriate.

When there are two transducers connected, you may change the manner
When [DUAL] is selected, the secondary depth
in which the echoes are displayed on-screen.
reading is displayed in a box at the bottom of the
display.
1) Press the MENU/ESC key to open the Main menu.

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GASLOG WESTMINSTER Bridge Operating Manual

6 Alert Icons and their Meanings

5) Press the DISP key to close the menus.

4. Active Alert

The [Active Alert] list shows the currently active alerts.

1) Press the MENU/ESC key to open the Main menu.

2) Select [System] using ▲ or ▼, then press the ENT key.

3) Select [Alert] using ▲ or ▼, then press the ENT key.

5)
SAMSUNG/GASLOG/ABS
Select [Active Alert] list using ▲ or ▼, then press the ENT key.

To change pages, use ◄ or ►.

6) Press the DISP key to close the open menus.

5. Alarms, Warnings and Cautions

When an error occurs, the system will attempt to notify the user with an
audible alarm and a pop-up message window, similar to the one shown
below.

Press the ALARM ACK key to acknowledge the alert and stop the
audible alarm.

There are three priority-based levels to which the alert notification can be
assigned. The table below lists the possible Alarms, Warnings and
Cautions in order of priority from most urgent (Alarms) to least urgent
(Cautions).

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GASLOG WESTMINSTER Bridge Operating Manual

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 116 Part 3 Bridge Equipment and Operation
220VAC, 1 phase, 60Hz Main Alarm

IV-2sq.
FRU12-05AFFM-20m,20m Φ6
Panel BR-510

Bridge
(Back-UP Battery) Flush
24VDC

(Operator Fitness)
No.1 ECDIS

(Operator Fitness)
No.2 ECDIS
Watertight
Time Reset Panel
(Operator Fitness) BR-550
Wing (S)

S-Band Radar/Arpa
Timer Reset Panel

BR-520
(Operator Fitness) BR-530

Processor Unit
#2 X-Band Radar/Arpa Flush

IMO No. 9855812 / Issue 1 (2021.10.08)

(Operator Fitness)
#1 X-Band Radar/Arpa

Dry Contact Signal

Timer Reset
Panel BR-530
(Operator Fitness)
GASLOG WESTMINSTER

Autopilot Flush

(Auto Mode on at Closed Signal)

Autopilot
Timer Reset Panel:Up to 6 Sets
Total Cable Length:Up to 150m
Illustration 3.5.7a Bridge Navigation Watch Monitoring System

(Alarm/IEC61162 Serial Signal)

AMS:Alarm Transfer
Watertight
Timer Reset Panel
BR-550
Wing (P)

Cabin Panel
BR-540
Bulkhead
Captain:1Ports

Cabin Panel Cabin Panel

Up to 80m
BR-540 BR-540

Captain Room
Bulkhead Bulkhead

Total Cable Length:

Cabin Panel
BR-540 (IEC61162 Serial Signal)
VDR
Cabin Panel Bulkhead
BR-540
Bulkhead

3 - 117
Cabin Panel
(IEC61162 Serial Signal)
BR-540 AMS: Sensor Adapter Serial
Bulkhead
Officer:5Ports

Cabin Panel
Cabin Panel
BR-540
BR-540
Bulkhead
Bulkhead

Cabin Panel

Up to 80m
BR-540

Officer Room
Bulkhead
Bridge Operating Manual

Total Cable Length:

Cabin Panel
BR-540
Bulkhead

Cabin Panel
Up to 80m

BR-540 Cabin Panel

Bulkhead
Total Cable Length:

BR-540
Bulkhead
Cabin Panel
BR-540
Bulkhead Cabin Panel
BR-540
Officer:3Ports

Bulkhead
Public Room

Cabin Panel
BR-540
Bulkhead
Cabin Panel
BR-540
Bulkhead
Up to 80m

Cabin Panel Cabin Panel

Total Cable Length:

BR-540 BR-540
SAMSUNG/GASLOG/ABS

Bulkhead Bulkhead
IV-2sq.

Part 3 Bridge Equipment and Operation

GASLOG WESTMINSTER Bridge Operating Manual

3.5.7 Bridge Navigation Watch Monitoring System Control BNWAS Display

No. Description
Name
Maker: FURUNO Press: Select the backup Officer The BNWAS display is divided into the seven areas described below.
① SEL
Model: BR-500 Long press: Select the regular backup officer.
② MODE Select the operation mode.
1. General Description Open the menu: Return to previous setting or
MENU/ previous screen.
③
The BR-500 monitors the Officer of the Watch's (OOW) presence on the ESE Long press: Display the Active Alert list and Alert
bridge to prevent maritime casualties. The system sends an alarm to the Log.:
quarters of the backup officer if the (OOW) fails to respond to the active Select items on menus: Adjust LCD brilliance and
④ CursePad
alarm or emergency call. key backlighting.
ENT/ Confirm operation: Call the Captain or another
⑤
• Complies to the following standards. CALL navigation officer.
IMO MSC. 128 (75), IEC60945 Ed.4, IEC61162-1 Ed.4 (2010-11). ⑥ EMG Make an emergency call.
⑦ RESET Reset the watch timer.
• Watches for unattended bridge and operator disability.
2. Control
• Transmits alarm to backup officer if the OOW fails to respond to • Operating Mode
active alarm or emergency call.

SAMSUNG/GASLOG/ABS
Turn the system On / Off
The current operating mode. The possible indications are Auto,
• Motion Detector detects motion on the bridge to confirm operator Power to the system is supplied from the power switch on the ship's Manual ON and Manual OFF.
fitness. switchboard. After the power is applied to the system, the BNWAS display,
shown to the below appears. • Power indication
• Flash Beacon flashes to remind OOW to confirm presence.
NOTE The power indications show the power being supplied to the
system.
Wait at least one minute before reapplying the power to ensure correct
startup.
- Power AC / DC : Both AC and DC Power
- Power AC: AC Power
- Power DC: DC power

If something appears to be wrong with the system, check the power

source battery and cables.

• Back up officer indication / selection

Up to six back up, officers can be assigned using the SEL Key. The
current assigned back up officers are displayed with a backup icon
(B) before their name, as shown for C/OFFICER in the above
figure. When [Captain Backup] is set to [ON], the Captain ICON
[C] is underlined,it.

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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.5.7b Bridge Watching & Navigation Alarm System Flow Chart

AC Power Supply Processor Unit

AC & DC Power
Supply
DC Power Supply Normal Condition

Select Press
Operation Mode Press “EMG” PB
“Ent/Call” PB
with
Passward 2nd Stage
Main Alarm Panel
Indication:C/O ff Cabin Panel
Alarm:Pre-Warning Captain Selected Back Main Alarm Panel
Buzzer:Off Select
(If Selected) Up Officer Indication:EMCY Ca ll “Officer” Name
Operation Mode Operation Mode Operation Mode Timer Reset Panel Duty Lamp:On Buzzer:On
“Manual Off” “Manual On” “Auto” Condition Reset Lamp:On Alarm Lamp:On Timer Reset Panel
Condition Condition Alarm Lamp:Flicker Buzzer:On Reset Lamp:On
Buzzer:Off Alarm Lamp:Flicker
Cabin Panel Buzzer:On Re-Press
(C/Off) Cabin Panel “Ent/Call” PB
BNWAS Duty Lamp:On
Pilot System Buzzer:Off Acknowledge Captain
System:Off No Yes (If Selected) All Officer
Heading or TCS of 2nd Stage
Control Alarm Duty Lamp:On
Alarm Lamp:On Main Alarm Panel
Buzzer:On Idication:Officer Call
Yes Buzzer:Off
Acknowledge Yes No
of Pre-Warning Time Reset Panel
Main Alarm Panel Watch Timer Interval Set with Passward Reset Lamp:On
Idication:Manual Between 3 to 12 Minutes Time = Timer Alarm Lamp:Off
Off (e. g. 3 Minutes Set) No Set + 120 Sec. Buzzer:Off
No Yes Press

SAMSUNG/GASLOG/ABS
Timer Reset Panel <Remark> (e. g. 3 Min + “Reset” PB Cabin Panel
Reset Lamp:On 2nd Stage Interval (90S) May 120 Sec.) (Selected Officer Cabin)
Alarm Lamp:Off Extend to Set Max. 3mins Time = Alarm Lamp:On
Buzzer:Off Depends on Ship’s Size Timer Set + Yes Buzzer:On
No 3rd Stage No
(e. g. 3 Minutes Set) 15 Sec.
(e. g. 3 Min
Press “Sel” PB & Select Back Up +15 Sec.) Cabin Panel
Navigator
(e. g. C/Officer) Yes Captain All Officer Public Room No Time =
Timer = 90 Sec. No Re-Press
Alarm Lamp:On “Ent/Call” PB
1st Stage Main Alarm Panel
Indication:C/O ff Buzzer:On
Alarm:Watch Alarm On Yes
BNWAS System:On Buzzer:On Yes
Timer Reset Panel Cabin Panel
Reset Lamp:On
Alarm Lamp:Flicker Captain All Officer Public Room Officer Call
Acknowledge No
Buzzer:On of 3rd Stage
Main Alarm Panel Cabin Panel Alarm Alarm Lamp:On
Idication:C/O ff (C/Off) Buzzer:On
Duty Lamp:On
Time Reset Panel Buzzer:Off Yes
Reset Lamp:On
Alarm Lamp:Off Main Alarm Panel/All Cabin/Timer Panels
Buzzer:Off
Cabin Panel Alarm Lamp:On No Press
(C/Off) Acknowledge Yes Buzzer:On “Reset” PB
Duty Lamp:On of 2nd Stage
Buzzer:Off Alarm
Yes

Cabin Panel

Captain All Officer Public Room

Operator’s Yes Time = Timer
Activity No Set + 120 Sec.
Detected (e. g. 3 Min + Alarm Lamp:On
120 Sec.) Buzzer:On

No
Reset Timer for Yes Emergency Call
BNWAS System
Time =
No Timer Set
(e. g. 3 Min)

Yes

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GASLOG WESTMINSTER Bridge Operating Manual

• Watch time interval countdown timer backlighting for the keys of the Main Alarm Panel can be adjusted as vessel is travelling on the open sea. Reset is necessary.to
shown below. continue operation.
The length of the bar decreases as time progresses and the
colour of the bar changes with each stage.  AUTO: The BNWAS is active or inactive according to the
autopilot state. BNWAS is ON when the autopilot is ON, OFF
when the autopilot OFF

NOTE
The auto operating mode is not available for SOLAS vessels.

1) Press any arrow on the CursorPad to show the [BRILL] window.

1) Press the MODE key. You are asked to enter the password.
Enter the password.

SAMSUNG/GASLOG/ABS
2) Press the right or left arrow on the CursorPad to adjust the
brilliance of the LED. The setting range is 0 - 7 and the default
2) Use the CursorPad to select a mode then press the ENT / CALL
setting is 5.
key.

3) Press the up or down arrow on the CursorPad to adjust the key

4. Watch Alarm Sequence
backlighting of the Main Alarm Panel and the ALARM LEDs
including Flash Beacon. The setting range is 0 - 7 and the
1) The watch alarm checks for the presence of the OOW on the
default setting is 5.
bridge. If equipment on the bridge (Main Alarm Panel, Timer
Reset Panel, Backup Navigator, Autopilot or Motion Detector)
4) Press the MENU / ESC key to close the window. (The window
is operated within the selected watch time interval, no alarm is
closes automatically if there is no adjustment within several
given. If no equipment is operated within the selected watch
seconds.)
time interval, the system continues in the sequence shown below.

NOTE
The system increases the brilliance one step in stages 1 - 3 of the watch
alarm. When the timer is reset, the previous brilliance is restored.

• Watch time interval setting 3. Mode

The currently selected watch time interval appears at the top of The BR - 500 has three main modes of operation.
the watch time interval countdown timer.
 Manual OFF : The BNWAS is inactive. Use this mode when
Adjusting the LCD / LED Brilliance and Key Backlighting. entering or just leaving the harbour. No reset is necessary.
Default setting.
The brilliance of the LCD of the Main Alarm Panel, the Alarm LED of
the Timer Reset Panel and the LED of the Flash Beacon and the  Manual ON: The BNWAS is active. Use this mode when the

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If the equipment connected to the system is operated before the 4) It is not operated within 15 seconds, the 2nd stage visual and
timer reaches zero, the timer countdown is restarted. audible alarm begins.

2) It is not operated within the watch time interval, the

PREWARNING phase begins.

- Main Alarm Panel continuously displays a visual alarm (in

red) and sounds its buzzer until a reset occurs.
- Timer Reset Panel continuously flashes its ALARM LED
- Main Alarm Panel shows a 90-180 second visual alarm (in red) and sounds its buzzer until a reset occurs.
and sounds its buzzer for 90-180 seconds. - All Cabin Panel continuously light their ALARM LEDs

SAMSUNG/GASLOG/ABS
- Timer Reset Panel flashes its ALARM LED for 90-180 and Sounds its buzzers until a reset occurs.
- Main Alarm Panel shows a 15-second visual alarm (in yellow). seconds and sounds its buzzer for 90-180 seconds. - Flash Beacon flashes or is OFF (depending on DIP SW
- Timer Reset Panel flashes its ALARM LED for 15 seconds. - Flash Beacon flashes or is OFF (depending on DIP SW setting) setting).
- Flash Beacon flashes - Cabin Panel shows as below
- Captain selected as a backup officer : ALARM LED lights and 6) At the 2nd and 3rd stages, stop the buzzer and acknowledge the
3) If it is not operated during the PREWARNING, the 1st stage buzzer sounds, 90-180 seconds each alarm with the RESET key on the Main Alarm Panel.
visual and audible alarms begin. - Backup officer (selected on BNWAS display): ALARM LED
lights and buzzer sounds, 90-180 seconds each. 5. Make Emergency Call
- Another backup officer: No action
- Public cabin: ALARM LED lights and buzzer sounds, 90-180 The purpose of an emergency call is to immediately start the watch timer
seconds each from the 2nd stage. (This feature is disabled if the watch alarm is already
in the 2nd or 3rd stage.)
NOTE
The alarm cannot be stopped from a Timer Reset Panel at this Press the EMG key to start the emergency call.
point.

5) If, within the 2nd stage watch interval (90-180 seconds), the
equipment connected to the system is not operated or the OOW
does not press the RESET key, the 3rd stage visual and audible
alarms begin.

- Main Alarm Panel releases a 15-second visual (in red) and

Audible alarms.
- Timer Reset Panel flashes its ALARM LED for 15 seconds
and sounds its buzzer for 15 seconds.
- Flash Beacon flashes.

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The system goes into the 2nd stage (or 3rd stage depending on system 7. External Emergency Call (Backup Navigator) To stop the buzzer or cancel the emergency call, deactivate the external
setting). In the 2nd stage, the following occurs: emergency calling. The system cannot stop the buzzer or cancel the call
The Main Alarm Panel can receive external emergency calling from with the [Reset] key on the Main Panel or Timer Reset Panel.
 Main Alarm Panel presents a visual alarm and sounds its buzzer. external equipment, by setting Input Port 2 to Backup Navigator on the
 Timer Reset Panel flashes its ALARM LED and sounds its Service menu. When this function is active, the Main Alarm Panel shows The emergency alarm is also generated when the connection between
buzzer. “External Emergency Call” and the system goes into the 2nd stage. external equipment and input port 2 is disconnected. Check the
 Cabin Panel: Neither visual nor audible alarms are released from the Main Alarm connection between the Main Alarm Panel and the external equipment,
- Captain’s room: ALARM LED lights and buzzer sounds. Panel, Timer Reset Panel or Flash Beacon. The audible alarm sounds at even if the external equipment does not generate an alarm.
- Backup officer (selected on BNWAS display): ALARM the Backup Officer's Cabin Panel. After the system goes to the 3rd stage,
LED lights and buzzer sounds. the Main Alarm Panel, Timer Reset Panel and Flash Beacon do not
- Another backup officer: No action generate visual or audible alarms; but, every Cabin Panel sounds the
- Public cabin: ALARM LED lights and buzzer sounds. audible alarm.
 Flash Beacon flashes or is OFF (depending on DIP SW setting).
Alert Icons and their Attributes
If the visual and audible alarms are not cancelled at the 2nd stage, the
system goes to the 3rd stage, and all visual and audible alarms are
generated.

To stop the buzzer or cancel the emergency call, press the RESET key on

SAMSUNG/GASLOG/ABS
the Main Alarm Panel. The system returns to the dormant state.

6. Call a Navigation Officer

The OOW can call the Cabin Panel of the back-up officer. Use the call
feature when it is necessary to call a navigation officer to the bridge. This
feature is available in all modes. When the watch alarm is generated
during a call, the call is cancelled to process the alarm.

The ALARM LED on the called Cabin Panel lights (red) and the Cabin
Panel’s buzzer sounds.

To call a navigation officer do the following.

1) Press the ENT/CALL key to show the

following window.

2) Use the CursorPad to select the

navigation officer to call.

3) Press the ENT/CALL key to start the

call. The called Cabin Panel’s ALARM
LED lights and the panel’s buzzer
sounds.

4) To stop the call, press the ENT/CALL key again.

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Illustration 3.5.8a Automatic Identification System

GPS/VHF Antenna

Monitor Unit No.1/No.2 Pilot Plug

FA-1702 Change Over Switch

Distributor
X-Band Radar #1
DB-1
Transponder Unit 1 PC
FA-1701
S-Band Radar
Transceiver Unit

220VAC, 1 Phase, 60Hz

SAMSUNG/GASLOG/ABS AMS/Conning
Sensor Adapter
Data Selector
MD-200

1 PC

X-Band Radar #2

220VAC, 1 Phase, 60Hz

No.1 ECDIS
220VAC, 1 Phase, 60Hz
AC/DC Power
Supply Unit VDR
220VDC (BCC Power)
No.2 ECDIS

DGPS Data : MD-550

Gyrocompass

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3.5.8 Automatic Identification System (AIS) - IMO number (where available) 2. Controls
- Call sign & name
Maker: FURUNO - Length and beam
Model: FA-170 - Type of ship
- Location of the position-fixing antenna on the ship
1. General Description
• Dynamic data:
The FA-170 is a universal AIS (Automatic Identification System) capable - Ship’s position with accuracy indication and integrity status
of exchanging navigation and ship data between own ship and other ships - Universal Time Coordinated (UTC)
or coastal stations. It complies with IMO MSC.74(69) Annex 3, A.694, - Course over ground (COG)
ITU-R M.1371-1 and DSC ITU-R M.825. It also complies with IEC - Speed over ground (SOG)
61993-2 (Type testing standard), IEC 60945 (EMC and environmental - Heading
conditions). - Rate of turn (ROT) where available

The FA-170 consists of VHF and GPS antennas, a transponder unit, a • Voyage-related data:
monitor unit, and several associated units. The transponder contains a - Ship’s draught
VHF transmitter, two TDMA receivers on two parallel VHF channels, a - Navigation status (manual input)
DSC channel 70 receivers, interface, communication processor, and - Hazardous cargo (type)
internal GPS receiver. - Destination and ETA (at master’s discretion)

SAMSUNG/GASLOG/ABS
No. Key name Function
 Displays brilliance setting pop-up window.
The internal GPS is a 12-channel all-in-view receiver with a differential • Short safety-related messages, free messages 1 BRILL key
 Switches between Day and Night display modes.
capability and provides UTC reference for system synchronization to
 Cycles through display screens.
eliminate clash among multiple users. It also gives position, COG and • Interfaces for radar, ECDIS, PC for future networking
 Switches between Day and Night display modes
SOG when the external GPS fails. expansion
2 DISP key when brilliance pop-up window is active.
 Closes all active menu windows and returns to the
• GPS/VHF combined antenna for easy installation available
last used display screen.
 Opens the menu.
• Built-in GPS receiver for UTC synchronization and backup
MENU/ESC  Goes back one layer in the menu.
position-fixing device 3
Key  Closes the settings screen, when displayed, and
returns to the menu.
• The Inland AIS feature is based on CCNR (Vessel Tracking and
 Short press to turn the unit on.
Tracing Standard for Inland Navigation). Inland AIS receives 4 Power key
 Long press to turn the unit off.
and sends SOLAS AIS information, and interfaces automatic
NAV Opens the [NAV STATUS] settings window.
data input such as a blue sign, draught (in centimetres), air 5
STATUS key
draught (height from waterline), hazardous cargo blue cone
indication, euro ship identifier and inland ship type. Further, the  Confirms the currently selected item on the menu.

inland AIS sends ETA (Estimated Time of Arrival) to lock, 6 ENT/ACK key  Confirms adjusted settings.
<Basic Concept of AIS System>
bridge, terminal, etc. and displays response as RTA (Requested  Acknowledge alerts.

The Main features are: Time of Arrival) from the lock, bridge or terminal. Information  Move the selection cursor.
receivable from land stations include EMMA warning, water  Plotter display: ◄ or ► changes display range.

• Safety of navigation by automatically exchanging navigational level data, etc.  TARGET LIST display: ◄ or ► changes pages.

data between ships and between ship and coast. 7 Cursorpad  OWN INFORMATION display: ◄ or ► switches
between information tabs.

• Static data:  ALERT display: ◄ or ► switches between the

- MMSI (Maritime Mobile Service Identity) alert list and the alert log. ▲ or ▼ selects an alert.

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3. Operation related data, such as ship’s draught, hazardous cargo, destination and The guidance box contents change according to the currently selected
estimated time of arrival, are also transmitted at six-minute intervals. display or menu.
Power On and Off
The FA-170 starts receiving data from AIS-equipped ships as soon as it is The status bar shows various icons indicating the status of the equipment
Press the power key to turn the equipment on. When powered, the turned on, and those ships’ locations are shown on the plotter display and shows the vessel’s own MMSI. The icons which can be displayed in
equipment sounds a beep then proceeds in the sequence shown below. with the AIS symbol. With the connection of a radar or ECDIS, the AIS the status bar are listed in the table below, along with a brief description.
target symbols may be overlaid on the radar or ECDIS.
To turn the power off, press and hold the power key .
Icon Icon name Description
Adjust the Panel and Display Brilliance Operational The dotted line rotates in a clockwise motion to
status indicate that the equipment is working normally.
The panel and display brilliance may be adjusted as follows: Shows the location of the currently selected
menu/display, indicated as a green box in the
1) Press the BRILL key to show the [BRILL LEVEL SETUP] pop Contents mini-map. The figure below shows the
up window. If there is no operation within five seconds, the pop- mini-map “locations”, as displayed in the mini-map.
up window automatically closes.

Class A Displayed when the equipment is using the

The startup screen displays the program version number, serial number
AIS mode Class A AIS mode.
and the results of the ROM and RAM data test, showing “OK” or “NG”
SOLAS AIS Displayed when the equipment is using the

SAMSUNG/GASLOG/ABS
(No Good) as a result. The message “- PRESS ANY KEY -” flashes to
mode SOLAS AIS mode.
indicate that the test is complete. Press any key to close the test results. If
INLAND Displayed when the equipment is using the
“NG” appears for any of the check results after the startup test is
AIS mode INLAND AIS mode.
completed, contact your dealer for advice.
2) Press ▲ or ▼ to adjust the panel brilliance, ◄ or ► to adjust Displayed when both A and B channels are set
the display brilliance. The default panel and display brilliance RX
When no errors occur at startup, the plotter display is shown after the test to receive mode (includes OFF). Shown only
settings are 15 and 15, respectively. (Receive)
is completed. with CLASS A and INLAND AIS modes.
TRX Displayed when either channel A or B are set to
NOTE
If there is no response from the transponder unit or AIS symbols do not (Transmit) transmit mode.
The display brilliance can also be adjusted by pressing the BRILL
appear, the message “COMMUNICATION ERROR” appears on the HIGH Displayed when the transmit power level is set
key several times to cycle through brilliance levels.
screen. Press any key to erase the message. Check the connection (power) to [HIGH].
between the monitor unit and the transponder unit. LOW Displayed when the transmit power level is set
3) Press the ENT/ACK key to close the setting screen and apply
(power) to [LOW].
the settings.
The FA-170 should be powered while underway or at anchor. The master Displayed during message transmission for all
may switch off the AIS if he believes that the continued operation of the SEND
messages, except routine messages.
Display Overview
AIS might compromise the safety or security of his ship. The AIS should
MSG Displayed when there are unread messages.
be restarted when it is safe to do so.
The FA-170 display is made up of three major areas, as indicated in the MMSI Own ship MMSI.
Plotter display example figure below.
The equipment transmits own ship static data within two minutes of start-
up and it is transmitted at six-minute intervals thereafter. Static data Menu Overview
includes MMSI number, IMO number, call sign, ship name, ship length
and width, ship type and GPS antenna position. You can access the various functions of your FA-170 from the menu. If
you get lost in operation, press the MENU/ESC key until you return to
In addition to static data, ship’s dynamic data is also transmitted. This the main menu.
data includes a position with a quality indication, SOG, COG, the rate of
turn, heading, etc. Dynamic data is transmitted every 2 seconds to 3
minutes depending on the ship’s speed and course change. Voyage-

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Menu operating procedure 1) A window showing the options for the item selected is overlaid
on the sub-menu.
1) Press the MENU/ESC key to display the main menu.
For example, the options for [KEY BEEP] are as shown below.

3) Select [DESTINATION], then press the ENT/ACK key. The

software keyboard appears for direct input.

2) Press ▲ or ▼ to select option desired, then press the ENT/ACK Enter the desired destination then press the ENT/ACK key. You
2) Select the main menu item, then press the ENT/ACK key. key. can use up to 20 alphanumeric characters and enter up to 20
destinations.
3) Select a sub-menu then press the ENT/ACK key. There are two Entering Voyage-Related Data
types of sub-menus: option selection and data input. (Some sub- A list of destinations can also be accessed by selecting
menus combine both.) Below are examples of each type of sub- There are six items on the [NAV STATUS] menu that you will need to [DESTINATION LIST].
enter at the start of a voyage.

SAMSUNG/GASLOG/ABS
menu.

1) Press the NAV STATUS key to open the [NAV STATUS] menu.
The [NAV STATUS] setting is selected by default.

Referring to operation descriptions in the table below, press ◄

or ► to select an operation, press ▲ or ▼ to select an entry in
the list, then press the ENT/ACK key to confirm the selection.

Operation Description
<SET> Set the current selection as the destination.
<EDIT> Rename the selected destination.
2) If your navigational status is different from that shown, follow
Cut the current selection to temporary memory,
the procedure below. If it is the same as shown, go to step 3.
4) Select a menu item then press the ENT/ACK key. <CUT> leaving the entry empty. The destination can now be
a) Press the ENT/ACK key. The [NAV STATUS] options pop pasted as a different entry.
5) Depending on the menu selected, select an option or input up window appears. Copy the current selection to temporary memory.
alphanumeric data, then press the ENT/ACK key. b) Input the appropriate status, then press the ENT/ACK key. <COPY> The destination can now be pasted as a different
Refer to the data below to select appropriate navigational entry.
6) Press the DISP key to close the menu. status. Paste the entry in temporary memory.
Only one entry can be stored in temporary memory
<PASTE>
Selecting a menu option at a time. If you <CUT> two entries successively the
first is deleted.
The procedure below shows how to select an option from a menu.

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4) Select [ETA (LT/UTC)], then press the ENT/ACK key. The 1) Press the MENU/ESC key to open the main menu.
settings pop-up window shown below appears.
2) Select [MSG], then press the ENT/ACK key.

5) Set the ETA date and time, referring to the figure above, then
press the ENT/ACK key. 3) [NEW MSG] is selected. Press the ENT/ACK key. The [NEW
MSG] screen appears.
6) Select [CARGO TYPE], then press the
ENT/ACK key. The settings pop up window
shown below appears.

7) Select the type of vessel/cargo, referring to the table on the

following page, then press the ENT/ACK key.

8) Select [DRAUGHT], then press the ENT/ACK

key.

SAMSUNG/GASLOG/ABS
4) [MSG TYPE] is selected, press the ENT/ACK key to change the
9) Input the ship’s draught (setting range: 0 m to 25.5 m) then
type of message you wish to send. The options pop-up shown
press the ENT/ACK key. Messages
below appears.

10) Select [NO. OF PERSONS], then press the You may send and receive messages via VHF channels, to a specified
ENT/ACK key. MMSI or all AIS-equipped ships in the area. Messages can be sent to
warn of the safety of navigation; for example, an iceberg sighted.
Routine messages are also permitted.
11) Input the total number of persons aboard the ship (setting range: 5) Select the appropriate message type, then press the ENT/ACK
0-8191) then press the ENT/ACK key. If the total number of Short safety-related messages are only an additional means to broadcast key. For broadcast messages, skip to step 8).
person aboard the ship is more than [8191], the indication is safety information. They do not remove the requirements of the GMDSS.
fixed at [8191]. 6) Select [TO], then press the ENT/ACK key. Numerical settings
When a message is received, the equipment beeps and pop up appears, pop up appears.
12) Press the DISP key to close the menu. indicating the type of message received.
7) Input the MMSI of the ship you wish to send this message to,
Selecting a Display Sent messages are stored in the [MSG BOX] (message box) under the then press the ENT/ACK key to close the pop-up.
[OUTBOX] tab. Received messages are stored in the [MSG BOX] under
Use the DISP key to select a display. Each time the key is pressed, the the [INBOX] tab. 8) Select [CH] (Channel), then press the ENT/ACK key. The
display changes in the sequence shown below. channel select options pop up appears.
The FA-170 can store up to 20 transmitted and up to 20 received
The [DANGEROUS LIST] and [TARGET LIST] are displayed messages. When the [INBOX] or [OUTBOX] becomes full, the oldest
depending on which list was last displayed. For example, if the message in the box is automatically deleted to make room for the latest.
[DANGEROUS LIST] is viewed at any time, the [TARGET LIST] is
hidden in the above cycle and can only be viewed by sorting the Sending a message
[DANGEROUS LIST].
This procedure applies to Class A AIS, for Inland AIS.

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9) Select the appropriate option, then press the ENT/ACK key. For appear on the screen. The table below lists the possible messages with a display the received message’s contents. The figure above
broadcast messages, skip to step 12). brief description. shows an example of a received message.

10) Select [RETRY], then press the ENT/ACK key. The retry Pop up message Description 7) Select [NEW MSG], then press the ENT/ACK key to send a
attempts setting pop-up appears. TEXT MESSAGE Displayed when a broadcast message is message back to this messages sender.
RECEIVED. received.
11) Press ▲ to increase the retry attempts, ▼ to decrease the retry Displayed when an addressed message is 8) Press ▲ or ▼ to view other messages, press ◄ or ► to switch
attempts. The maximum setting for retries is 3. Press the TEXT MESSAGE received. between viewing a [INBOX] message and a [OUTBOX]
ENT/ACK key to apply the setting and close the pop-up. RECEIVED. MMSI appears by default, however, where message.
MMSI/NAME. name data is available, the vessel name is also
12) Press ▼ to highlight the message text, then press the ENT/ACK displayed. 9) Press the DISP key to close the menu.
to display the software keyboard.
How to use the message box (MSG BOX) To view sent messages.
13) Input the new message text. The maximum number of
characters allowed is as follows: 1) Press the ENT/ACK to close the pop-up window.
To view received message.

 BROADCAST: 90 characters. 2) Press the MENU/ESC key to show the main menu.
1) Press the ENT/ACK to close the pop-up window.
 ADDRESSED: 85 characters.
3) Select [MSG], then press the ENT/ACK key.

SAMSUNG/GASLOG/ABS
2) Press the MENU/ESC key to show the main menu.
14) Press ▲ or ▼ to highlight [<SEND MSG>] at the top right of
the screen, then press the ENT/ACK key. A confirmation pop up 4) Select [MSG BOX], then press the ENT/ACK key. The
3) Select [MSG], then press the ENT/ACK key.
appears. [OUTBOX] tab is displayed by default.
4) Select [MSG BOX], then press the ENT/ACK key. The
15) Select [YES] to send the message or [NO] to cancel the message, [OUTBOX] tab is displayed by default. Press ► to display the
then press the ENT/ACK key. [INBOX] tab.

The following pop up messages may be displayed during sending or after

the message has been sent.

Pop up message Description

MESSAGE SENT 5) To view the contents of a message, highlight the message then
Displayed after a message is sent successfully.
SUCCESSFULLY. press the ENT/ACK key. The message options pop up window
NO TEXT IN Displayed when the message body is blank and appears.
MESSAGE <SEND MSG> is selected. 5) Select the message you wish to view, then press the ENT/ACK
The message failed to send. The code key. The message options pop up window shown below appears. Select [VIEW DETAIL] to display the received messages
(indicated as "X" in the example to the left) contents. The figure below shows an example of a received
FAILED TO SEND indicates the reason for the failure. message.
MESSAGE. "CODE:1" indicates that the message was not
(CODE:X) acknowledged by the recipient. Select [NEW MSG] to send another message to the recipient.
"CODE:2" indicates that the message failed to
send.

How to receive messages

When a message is received, the equipment beeps and a pop-up message 6) Select [VIEW DETAIL], then press the ENT/ACK key to

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2) Use ▲ or ▼ to select an alert. Each alert is displayed with the 2) Select [STATUS] then press the ENT / ACK key.
date and time at which it was generated. Where there is no
date/time data available, the date/time indication appears as “- - 3) Select [INTERNA: GPS] then Press the ENT / ACK key.
/- - - - -:- -”.
Select an alert to display the alert ID and a brief description in
the box at the bottom of the screen, as shown in the example
above.

3) Press ◄ or ► to change the displayed tab.

6) Press ▲ or ▼ to view other messages, press ◄ or ► to switch

The [LIST] tab shows active alerts only, in order from newest to
between viewing a [INBOX] message and a [OUTBOX]
oldest.
message.
The [LOG] tab shows the latest 20 alerts which have been
acknowledged and rectified.
7) Press the DISP key to close the menu.
Each active alert entry is accompanied by an alert icon, indicating the 4) Press the DISP key to close the display
4. Alerts
state of the alert. The alert icons displayed on the FA-170 are listed in the
table below with a brief description. Indication Description
The buzzer sounds for equipment errors and is accompanied by a UTC Data and time.

SAMSUNG/GASLOG/ABS
flashing indication at the bottom of the screen. Press the ENT/ACK key LAT Latitude of the current position.
Icon Priority Meaning
to silence the buzzer and acknowledge the alert. LON Longitude of the current position.
Active-unacknowledged notification, the icon is
Warning SOG Speed over ground
flashing.
If there are multiple alerts, each alert must be acknowledged individually. COG Course over ground
Warning Active-silenced notification, the icon is flashing. Select GPS mode
The indication at the bottom of the screen remains until the alert cause is • [GPS]: GPS is used for a position fix.
Rectified-unacknowledged notification, the icon is
removed or rectified. Warning MODE • [DGPS]: DGPS is used for a position fix.
flashing. • [NO FIX]: The system is unable to calculate
Active-responsibility transferred notification, the a position fix.
Warning
icon is lit steadily. GPS status.
Active-acknowledged notification, the icon is lit • [2D]: Two dimensional GPS fix.
Warning
steadily. • [3D]: Three dimensional GPS fix.
• [D2D]: Two dimensional DGPS fix.
Caution Active, the icon is lit steadily. STATUS
• [D3D]: three dimensional DGPs fix.
To see which alert(s) has been violated, display the [ALERT] log as • [DOP]: Dilution of a precision fix.
shown in the procedure below. • [NO FIX]: The system is unable to calculate
See "ALERTS, IDS, MEANINGS AND MEASURES" on page AP-7 in
maker’s manual for a full list of alerts, alert IDs, their meanings and a position fix.
1) Press the DISP key to show the [ALERT] log. Position accuracy
possible countermeasures.
PA • HIGH : Less than 10 m
• LOW: more than 10m
5. GPS Monitor
Current RAIM Status
RAIM
(USED or UNUSED)
The GPS Monitor display shows information about the built-in GPS
receiver, including position, speed over ground, course over ground, date,
time, mode position accuracy, position - fixing status and RAIM status.

1) Press the MENU / ESC key to open the menu

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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.5.9a Voyage Data Recorder

Data Recording
Unit (Float Type) Data Recording
Unit

Sensor Sensor

No.1 VHF

No.2 VHF
Adapter Adapter
MC-3010A MC-3010A
Waterproof Waterproof
Mic Mic
LAN
Mic Mic Mic Mic Mic Mic
VR-7022F

SAMSUNG/GASLOG/ABS
Audio Sensor Sensor Sensor Sensor Sensor
Adapter Adapter Adapter Adapter Adapter
MC-3000S MC-3010A MC-3020D MC-3020D MC-3020D

Data Collecting Unit

Battery
Serial x 2 Serial x 6 Ethernet 13 PORT (2 DRU PORT Included)

Video Lan Video Lan

Converter Converter
AMS/Conning : Switch Hub (Hub-100)

Remote
Alarm Panel
220VAC, 1 Phase, 60Hz

220VAC

220VAC
S-Band Radar
No.1 X-Band Radar

No.2 X-Band Radar

Speed Log

Echo Sounder

RAI

RAI
AIS

GPS
Gyro Compass

PORT RCU
BMS Can-A
BMS Can-B
Wind Indicator

Hi-Foam Control
IAS
BNWAS
Autopilot
AMS:ALR/ACK

In Bridge Console

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GASLOG WESTMINSTER Bridge Operating Manual

3.5.9 Voyage Data Recorder (VDR) The Fixed DRU components are embodied in a protective capsule. The To start recording, open the DCU door with its key and turn on the AC
capsule ensures the survival and recovery of the recorded data after an and BATTERY switches in that order on the power control panel.
Maker: FURUNO incident. An acoustical pinger helps locate the Fixed DRU underwater. Confirm that the AC SUPPLY MAINS LED and BATTERY BACKUP
Model: VR-7000 LED on the power control panel light. Data is automatically recorded in
The capsule of the Float-free DRU is stored in the bracket. When the the Fixed DRU, Float-free DRU and long term device.
1. General Description Float-free DRU sinks to depths of up to four meters, the capsule
automatically comes off from the bracket then floats on the sea surface.
VDR is a “Black Box” for the ship in a word. VDR’s objective is to At the same time, the capsule starts to transmit 406 MHz signal for
maintain a store, in a secure and retrievable form of information locating the position of the capsule and 121.5 MHz signal for homing for
concerning the position, movement, physical status, command and at least 168 hours.
control of a vessel over and the period leading up to, and following, an
incident having an impact thereon. The information is for use during any The VDR mainly records the sentences shown in the table below.
subsequent investigation to identify the cause of incident.
 Date and time ZDA
IMO supported Voyage Data Recorder and requirements to install it on  Ship’s position and datum used GNS and DTM
ships in 2002. In short, the VDR system could open a new avenue to  Speed (water and/or ground) VBW
handle ship safety as it stores the most important information available  Heading (true) HDT
on the bridge. The VDR is an advanced computerized system, connected  Heading (magnetic) HDG NOTE
to most of the systems on the ship's bridge. There is a crash-proof  AIS-VHF data-link message VDM  When turning the power on at temperatures of 0 °C or lower, the

SAMSUNG/GASLOG/ABS
memory unit available, which is the “black box”, fitted with an acoustic  AIS-VHF data-link own-vessel message VDO DCU must be warmed before it can be operated, which takes a
device to assist retrieving in case of an accident.  Depth (echo sounder) DPT maximum of 30 minutes. The error message may appear on the
 Alerts and Alarms ACN, ALC, ALF, screen of the VR-7017. However, this is not abnormal.
All data recorded and stored information is time-synchronized for ALR  If the VR-7000 system fails to start, it may be restarted.
obvious reasons. In the case of the information stored in a VDR it can be  Rudder sensor angle RSA  Do not exert a force on the opened DCU door. Force can damage the
retrieved, using a desktop for investigational purposes. Thus it’s not the  Rudder order status ROR door.
VDR system itself, but the information recorded and stored in the VDR  Heading/track control command HTC  Do not connect multiple USB flash memories to the USB port via s
that can improve the safety of a vessel.  Heading/track control data HTD USB HUB.
 Engine order/response RPM, XDR
2. System Description  Hull openings, watertight doors XDR Video LAN Converter (IF-7100)
 Accelerations and hull stress HSS, XDR
The basic VR-7000 consists of a Data Collecting Unit (DCU), a Data  Wind speed and direction MWV The video LAN converter converts the radar video signal to the LAN
Recording Unit (DRU), a Remote Alarm Panel (RAP), a video LAN  VDR alert output ALF, ALC signal.
converter, a sensor adapter and microphones to record bridge audio. A  Heartbeat supervision sentence HBT
Junction Box (JB) is optional. The DCU contains the Data Processor Unit, Turn the power on/off for the IF-7100 and the equipment connected to
interface modules and backup batteries. It collects data from sensors as 3. Operating Procedure the IF-7100 (i.e. processor unit for radar or ECDIS) in the following
required by the IMO and IEC standards. The DCU processes the order. Otherwise, the IF-7100 may not function properly.
incoming data and information in the order of occurrence while old data How to turn the Power on then record the Data
is overwritten with new data for storage in the DRU for 48 hours. The  Power-on: Turn on the IF-7100 and the connected equipment in
batteries supply power to the DCU to record bridge audio for two hours Data Collecting Unit that order.
in case of a ship’s mains power failure.  Power-off: Turn off the connected equipment and the IF-7100 in
NOTE that order.
The flash memory in the DRU stores the data coming from the DCU. All Do not open the DCU door unless authorized to do so.
essential navigation and status data including bridge conversation, VHF The DCU comes with a key to protect against any unauthorized access. NOTE
communications, and radar images are recorded. The data can be The key must be kept securely by authorized personnel. The IF-7100 does not have a power switch. Turn off the IF-7100 from
retrieved by using playback software for investigation after an incident. the main switchboard.

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How to stop recording Controls How to adjust the Brilliance of the LCD and Keys

The recording is terminated only under the following conditions: 1) Press the BRILL key to show the [BRILL] setting window.

 During essential maintenance, while the vessel is in port.

 When the vessel is laid-up.

To stop recording, open the DCU door with its key and turn off the
BATTERY and AC switches in that order. DO NOT turn off the system
by the main breaker while the BATTERY switch is on. If only the AC
switch is turned off, the system operates on the batteries. The system
stops after recording the audio data only for two hours. When the AC 2) To adjust the brilliance, use the cursorpad; ◄ or ► for the LCD,
power is supplied to the DCU again, the batteries are charged. The ▲ or ▼ for the keys.
BATTERY BACKUP LED flashes while charging the batteries.
3) Press the ENT or MENU/ESC key to close the setting window.
NOTE
After the power to the DCU is turned off, wait at least 10 seconds Alert List
before reapplying the power.
The alert list provides information about active alerts

SAMSUNG/GASLOG/ABS
Control Function
4. Operation on Remote Alarm Panel
 Short press: Displays the [BRILL] setting window.
 Long press: Restores the brilliance of the LCD and
Start Screen and Base Screen
BRILL keys to default.

No power switch is provided on the Remote Alarm Panel; it is turned on Acknowledge an alert to stop the flashing of the alert list
and off by the power switch on the DCU. After the boot program screen and silence the alert buzzer.
ACK
appears, the start screen appears followed by the base screen.

Opens the test menu.

TEST

Extracts the recorded data to the external media.

Extract
 Short press: Opens/closes the menu, returns one
layer in menu operation.
The list has multiple pages when more than five alerts are active. To view
 Long press: Returns to the base screen except in pop-
other alerts, use the cursorpad (◄ or ►). The flashing cycle is 0.5
NOTE MENU/ESC up displays (e.g. key beep, extraction related, etc.)
seconds.
When the DCU does not boot normally, it takes a maximum of 10 and tests.
minutes to display the base screen. The error message “No DCU  Confirms a selection.
To see the detailed information for an alert, use the cursorpad (▲ or ▼)
Connection” appears on the screen.  Silences the alert buzzer temporarily when there are
to select the alert then press the ENT key.
unacknowledged alerts. (The alert buzzer sounds
ENT
again in 30 seconds after the buzzer stops.)
Press the MENU/ESC key to close the detailed information screen.
 Short press: Selects a menu item, switches the page,
adjusts the brilliance of the LCD and keys when the
All alerts are rectified, the base screen appears.
[BRILL] setting window opens.
Cursorpad
 Long press: Moves the cursor continuously.

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GASLOG WESTMINSTER Bridge Operating Manual

How to extract the Recorded Data to an external Media How to Release the Fixed DRU

Do the following to extract data to a USB flash memory. To release the Fixed DRU from its bracket (cradle), do the following:

NOTE 1) Turn off the BATTERY and AC switches in that order to turn off
 Do not remove the long term device(s) from the DCU unless the DCU power.
authorized to do so. Extract the recorded data to the external media
If the following window appears, check that the USB flash
(a USB, etc.). 2) Remove the release pin.
memory is properly inserted and is formatted to FAT32. Then
 To ensure smooth extraction of data to a USB flash memory, do the
press the ENT key and restart the procedure from step 4).
extraction when the ship is stopped. Vibration, pitching, rolling, etc. 3) Lift the release lever.
can prevent smooth extraction.
 All data in a USB flash memory is deleted. 4) Lift the handle to separate
 Use a USB flash memory formatted with FAT32. the top of the DRU from
 Remove the USB flash memory only after the extraction is the bottom of the DRU.
completed. Removing it during extraction may corrupt data in the
next extraction. Further, abnormal data is played back. 5) Cut the cable connected between the top and bottom of the DRU.
 Do not extract the recorded data using the following steps when
recording the data in the USB flash memory as the user disk. Extract How to Release the Capsule from the Bracket of the Float-free DRU
6) Press the ENT key. The confirmation window appears. in Emergency Situation

SAMSUNG/GASLOG/ABS
the recorded data using the Live Player V5.

In an emergency situation, release the capsule from the bracket of the

1) Open the DCU door with its key.
Float-free DRU to remove the capsule if possible.
2) Insert a USB flash memory to the USB port.
1) Release the snap pin and remove the cover of the bracket.
3) Press the Extract key on the RAP.

7) Use the cursorpad (◄ or ►) to select [Yes] then press the ENT

key. The window changes as follow.

NOTE
4) Use the cursorpad (▲ or ▼) to select the data source from
 If an error occurs during the formatting of the USB flash
[Long Term Device] or [Float DRU] then press the ENT key.
memory, the message "Format Error! Extract Cancelled"
- [Long Term Device]: Long term device(s) in the DCU 2) Grasp the antenna of the capsule, then pull out it.
appears. Press any key to clear the message then check the USB
- [Float DRU]: Float-free DRU
flash memory.
 If an error occurs during data extraction, the message "Extract
5) Use the cursorpad (▲ or ▼) to set the
Error! Extract Cancelled" appears. Press any key to clear the
extraction time (1 to 12 hour(s)) then press
message then check the USB flash memory.
the ENT key.

8) Lock the DCU door after the data is extracted.

*: Backdated data is extracted, starting from
the moment the ENT key was pressed. The
following window that indicates the extraction data size and
disk space appears.

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GASLOG WESTMINSTER Bridge Operating Manual

3) Put the capsule in an emergency bag and take it to a life raft.

4) If there is a satellite EPIRB on the life raft (excluding the

capsule of the Float-free DRU), tie its towing rope to the life
raft and float it on the sea. The satellite EPIRB activates and
flashes its lamp every three seconds. The satellite EPIRB
operates for at least 48 hours, and the satellite EPIRB transmits
406 MHz signal for distress every 50 seconds to a polar orbit
satellite. If the satellite EPIRB has a built-in GPS, a locating
signal is transmitted to a stationary satellite. Also, the satellite
EPIRB transmits 121.5 MHz signal for homing.

5) When the satellite EPIRB has stopped its operation or there is

not a satellite EPIRB on a life raft, tie the towing rope of the
capsule of the Float-free DRU to the life raft and float the
capsule on the sea.

The capsule of the Float-free DRU activates and transmits 406

MHz signal for locating the position of the capsule and 121.5

SAMSUNG/GASLOG/ABS
MHz signal for homing for at least 168 hours.

6) Upon completion of the rescue operations, pass the capsule to

the rescue team for analysis of the data in the capsule.

After picking up the capsule

After picking up the capsule from the sea, dry it with a towel. When the
capsule is dried, its lamp stops flashing. Pass the capsule to the
investigating authorities through the search and rescue team. The
investigating authorities extract and analyse the data in the capsule.

Disposal of the capsule

The capsule must be discarded properly after extracting and analysing

the data. Vertically separate the capsule. For the bottom of the capsule,
cut the battery’s lead wires and wrap the vinyl tape around the wires to
insulate them. For the upper part of the capsule dispose of the electronic
parts according to local regulations for the disposal of industrial waste.

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Illustration 3.5.10a Marine Digital Clock System

MCS-980 MCS-DS
MASTER CLOCK STOP/DIMM. W/H E.C.C
FLUSH(OPTION) FLUSH/DIMMER FLUSH

12 12
11 1 11 1
10 2 10 2
9 3 9 3
12 12
11 1 11 1
MASTER SLAVE
8 4 8 4
10 2 10 2
7 6 5 7 6 5
9 3 9 3

MCS-SS
8 4 8 4
AC-110/220V
7 5 7 5
6 6

LT 2002 11 21 PASSAGE(DOUBLE FACE)

23:07:34 R WALL
MARINE M ASTER C LOCK
SLAVE ADJUST
MODEL MCS 990
12 12 12

SAMSUNG/GASLOG/ABS
SEL No.
SEC 11 1 11 1 11 1
DATE DIMMER
ON/OFF
UT/ LT +20 -20 END ADJUST ENTER
CABIN
10 2 10 2 10 2
WALL
9 3 9 3 9 3
8 4 8 4 8 4
7 6 5 7 6 5 7 6 5
Fail Out

From GPS
DC 24V
AC 110/220V

Time Data Out

Logger Signal
(NMEA-0183 Ver.2)

POWER SUPPLY UNIT

FOR DIGITAL CLOCK
POWER
SOURCE

MCS-971F

POWER AC 110/220V
SOURCE DC 24V

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GASLOG WESTMINSTER Bridge Operating Manual
3.5.10 Marine Digital Clock System Illustration 3.5.10b Marine Master Clock

Maker: Marine Radio Co., Ltd. Fixing Holes Hinge

Type: MCS-980A Master Clock Slave Clock
Front Panel Fixing Bolt
UT (Universal Time) LT (Local Time)
1. General Description

The Marine Master Clock System is designed to provide accurate time

and date for all data logging and monitoring systems of vessels. The data
of the NMEA from a GPS can be used to update the ship’s local time,
and then the master clock synchronizes automatically. To increase
reliability, C-MOS IC is used in the frequency divider circuit. The robust
mechanism provides a useful system for sailing vessels. As slave clocks
are installed in the ship, they will be adjusted to the desired time 12 12
11 1 11 1
according to the position of the ship.
10 MASTER 2 10 SLAVE 2
2. Control Panel of Main Unit

UT/LT 9 3 9 3
UT = Universal Time

SAMSUNG/GASLOG/ABS
LT = Local Time 8 4 8 4
Year Month
Day 7 5 7 5
6 6
GPS Receiving (Flicker)

LT 2002 11 21
23:07:34 R
LT 2002 11 21
SLAVE ADJUST
SEC
23:07:34 R
DIMMER UT/LT ADV REV END ADJUST ENTER MARINE MASTER CLOCK
ON/OFF
MODEL MCS 980 SLAVE ADJUST
SEL No.
SEC
DATE DIMMER UT/LT ADV REV END ADJUST ENTER
ON/OFF
Hour : Minute : Second
Cursor
For Time Adjust Mode

<Marine Master Clock Control Panel>

 Dimmer: Adjusts illumination of LCD backlight and EL light

(5-steps).
Name Plate Display & Control Panel
 SEC ON/OFF: Starting and stopping time of all clocks for a
while (toggle type).

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GASLOG WESTMINSTER Bridge Operating Manual
 UT/LT: Selection switch for universal time and local time 00(H).00(M).00(S)) desired local time.
(toggle type).
 At the first power on time, Set all master, slave and loggers to  Adjusting the LT with the GPS
 ADV (for slave clock adjusting): To adjust time, press the 00(H).00(M).00(S)
“ADV” button, it can turn to the clock-wise faster 30 times than a) Wait a minute until the automatic time set after power on.
normal operation.  At the pressing the "Initial" button, turn on the Power.

During normal operation, tune on and off b) Proceed to GPS local time setup method.
 REV (for slave clock adjusting): To adjust time, press the “REV”
button, it can turn to the count clock-wise faster 30 times than
 During normal operation, tune on and off, the master clock is c) If the LT of GPS receiver is changed, LT of the master
normal operation. automatically corrected to accurate time by memorized turn off clock is automatically compensated for changing the LT.
 END (for slave clock adjusting): To adjust the time at automatic time.
mode, press the “END” button, it stops time adjusting mode. Time and Date Setting of Main Unit without Using GPS
NOTE
 ADJUST, ENTER: To adjust time and date of UT/LT, press the For the stabilized operation, the turn on and off time have to get over 1-
1) Set all master, slave and loggers to 00.00.00
“ADJUST” button, it starts time and date adjusting mode. To minute.
stop the mode, press the “ENTER” button, it stops time 2) Press the "UT/LT" button, until the display shows "UT".
adjusting mode. NOTE
If 60-hours have passed since power turn off, the inside backup battery
3) Press the "ADJUST" button, then cursor in downside of hour
 ←/→: To move the cursor left/right at the time adjusting mode, for CPU may erase memorized slave time data by electric discharge of
display shows.

SAMSUNG/GASLOG/ABS
press the button. the one. At that time, the operator can be set initial reset.

 ↑/↓: To add value/subtract of time at the time adjusting mode, 4) Set the universal time and date using the Left, Right, Up and
Time and Date Setting of Main Unit with GPS Down buttons.
press the button.

3. Operation 1) Set all master, slave and loggers to 00.00.00h 5) Press the "UT/LT" button, until the display shows "LT".

Check Point before Power Input 2) If a GPS signal is received successfully, UT and LT are set to 6) Press the "ADJUST" button, then cursor in downside of hour
the correct time and date automatically in 12 minutes. display shows.
 Check that a power transformer is properly connected to the
power voltage. Make sure AC110V is connected to J1 and 3) Problems of local time can occur from GPS real coordinate time. 7) Set the present time and date using the Left, Right, Up and
AC220V is connected to J2. In case of difference between LT and real LT from GPS, the Down buttons.
time zone information can adjust the master clock and GPS. But
 Check that a JP1 (AC220/110) of drive boards is properly
UT (Universal Time) is still correct. 8) Press the "ENTER" button, then the "UT" and "LT" are set to
connected to the power voltage.
the desired local time.
 Check that a DC24V power polarity (+/-) is properly connected  Adjust LT at the Master Clock
to the terminal. Control method in case of difference between slave time and LCD LT.
a) Wait a minute until automatic time sets after power on.
 To adjust time accurately, set all clock and logger to 00, 00, and
1) Press the "ADV"/"REV" button at "SLAVE ADJUST", then the
00 before power on. b) Press the “UT/LT” button, until the LCD display shows
minute [long] hand moves to clock-wise or count-clock-wise
“LT”.
 GPS baud rate setup of CPU board: The setup default is 4800 quickly.
BPS at the factory.
c) Press the “ADJUST” button, then the cursor is downside
2) Press the "END" button at "SLAVE ADJUST", then the minute
Power On of the hour display show. [long] hand stops turning.

After system installation d) Set desired local time using UP and DOWN button.

After system installation, the very first power on (Slave Clock: e) Press the “ENTER” button, then the “LT” is set to the

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Illustration 3.5.11a CCTV System Diagram

Hazardous Area Hazardous Area W/H

Ceiling Monitor Bracket

CAMERA 1 CAMERA 2
Cargo Mooring Area Cargo Mooring Area
WIN702
AFT EX200PMP 19 Monitor 19 Monitor
with Dimmer with Dimmer
No.1 No.2
AC
220V

EXPH-200 IVEX-PTZR-20

CJB-RJ2828

CAMERA 3 CAMERA 4 CAMERA 5

Mooring Station (FWD) Cargo Manifold (P) Cargo Manifold (S) CAMERA 6 Operator Keyboard 1
MGM Room (P) SJB-001
(Flush Dimmer Type)

ECC
Ceiling Monitor Bracket
WTPH-200W(LT) WTPH-200W(LT) WTPH-200W(LT) WTPH-200

SAMSUNG/GASLOG/ABS
19 Monitor 19 Monitor
No.3 No.4
AC
220V
CAMERA 7 CAMERA 8 CAMERA 9 CAMERA 10
MGM Room (P) M/E M/E G/E Central Rack

WTPH-200 WTH-200D WTH-200D WTH-200D

Operator Keyboard 2
SJB-001
(Flush Type)

CCC
CAMERA 11 CAMERA 12 CAMERA 13 CAMERA 14
G/E Purifier Room Purifier Room Aux. Boiler Fire Platform Ceiling Monitor Bracket

19 Monitor 19 Monitor
No.5 No.6
WTH-200D WTH-200D WTH-200D SFH-600
AC
220V

CAMERA 15 CAMERA 16 CAMERA 17 CAMERA 18

Aux. Boiler Fire Platform Incinerator GCU IGG

Power Fail Alarm

Motion Detect Alarm Control Keyboard 3
SJB-001
WTH-200D WTH-200D WTH-200D WTH-200D (Flush Type)
Ship’s Network
AC220V

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3.5.11 CCTV System 2. Type of Camera 3. Operation for Keyboard

Maker: HDM Tech Co., Ltd. No. Model (Q’TY) Shape Remark The CCTV keyboard is exclusively used for control of the CCTV system
and controls receivers, video, and alarm. Receivers control pan/tilt and
1. General Description CCTV power; while video controls the video matrix and video splitter
when connected with the MPU (Multi-Processing Unit), receivers can
Cargo
The vessel is fitted with a closed circuit television system which covers also control alarms and turn sensors on/off. Receivers and be controlled
1 EXPH-200 (1) compressor
the principal areas of the external decks and the high fire risk areas of the directly from the keyboard or through the MPU. By setting the baud rate
room
engine room and machinery spaces. The signals from the cameras are and parity bit, receivers can also be controlled through transmission
transmitted, via in the wheelhouse, cargo control room and the engine devices such as modems or codec, all states of the system are displayed
control room. on the LCD.

CCTV monitor panel • Direct control of receivers

• Control through MPU
 Wheelhouse IVEX-PTZR- Mooring • Simultaneous control of sj-100 series protocols
2
 Cargo Control Room 20 (1) station (AFT) • Support of RS232, RE485, RS422, and current loop modes
 Engine Control Room • Support of various baud and parity bits, allowing control
through modems or codec
Camera Location • Control of 256 point alarm channels

SAMSUNG/GASLOG/ABS
• Control of video matrix
 Cargo compressor room (Hazardous area) • Control of pan/tilt speed with a joystick
 Mooring station (AFT / Hazardous area) Mooring • LCD display of system states
 Mooring station (FWD) station (FWD)
WTPH-200W
 Cargo manifold (P) 3
(3)
 Cargo manifold (S) Cargo manifold
 MGM room (P) (P & S)
 MGM room (S)
 M/E
 M/E
 Generator engine
 Generator engine
MGM room
 Purifier room WTPH-200
4 (P & S)
 Purifier room (2)
 No.1 Aux. boiler fire platform
 No.2 Aux. boiler fire platform
 Incinerator
 GCU
M/E(2) <Control Key Board : SJ355KEY>
 IGG
G/E(2)
Purifier RM (2)
Central unit (CRA 006)t WTH-200D
Aux. boiler
5
fire platform (2)
 Electric equipment room (11)
Incinerator
GCU
IGG

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ON / OFF Switch Operation

 VIDEO
Video On / off in the Auto mode of the Video matrix system..

 CAMPOW
Camera on/off connected to the receiver.

 LIGPOW
Light on / off connected to the receiver.

 AX1POW
AUX1 power on / off connected to the receiver.

 AX2POW
AUX2 on / off connected to the receiver.

 PRESET
No functional operation.

SAMSUNG/GASLOG/ABS
 ALARM
Alarm channel on / off.
Switch Usage Functions: For executing various controls
Point: For controlling the preset functions
Key 0 ~9: For entering the camera or the monitor number. Depending on the selected functions, [ON], [OFF], and [SET] keys perform
different operations. Whenever the [Function] key is pressed, the function It moves the camera to the preset position. To use this function, select a
Press [Reset] to reset the number to 000 in case of an input error. changes as follows. camera, enter the preset position number, and press the [Point] key.

Monitor: For selecting the monitor number when using video matrix VIDEO → CAMPOW → LIGPOW → AX1POW → AX2POW → PRESET Example: To move Camera No.10 to Preset Position No.5
→ ALARM 10 + Camera + 05 + Point
Press a number key and the [Monitor] key to select the monitor number.
The selected monitor number is also used as the splitter number when ON / OFF: Performs different operations depending on the selected Scan: For moving the selected camera to preset positions in the sequence.
controlling the Quad. function
Set: Use this switch after selecting a function with the [Function] key.
Camera: For selecting the camera when the user watches video or for To avoid a mistake by the user, it is designed to work when the user holds
moving the camera down the button for about one second. It is used for turning on or off the To activate the switch, hold it down for about one second until you hear a
camera power, light, Aux1, Aux2, and Video. If you press this button when beep. The operations of the [SET] key for each monitor are as follow.
Press a number key then the [Camera] button. When using video matrix, the "VIDEO" function is selected, it turns on or off the Video matrix.
select a monitor, select a camera, and press this key to display video on  VIDEO
the monitor. It is also used for controlling receiver power and entering Camera light, Aux1 and Aux2 are for controlling the camera, light, etc. of Sets automatic conversion time for each monitor in the matrix
alarm channel numbers. receivers (camera control receiver). To use this function, select a camera system.
using the [Camera] switch.
Example: To select camera No. 20 on Monitor No. 10 Example: To set monitor No.5 to 3 seconds.
10 + Monitor + 20 + Camera 05 + Monitor + 03 + Set.

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 CAMPOW, LIGPOW, AX1POW, AX2POW Example: To change splitter No.4 to Auto mode
Not used. 04 + Monitor + Auto

PRESET: Memorizes the preset positions. ALL: For executing a certain function in a single step, in such cases as
turning on/off the power of all receivers or all videos. It is used instead of
In the preset mode, this key performs the two functions of preset delay time the number keys.
and preset position memory. Use this switch to memorize preset positions.
To enter the preset delay time, enter the delay time and press the [Set] Key. Example: To turn on the camera power of all receivers
ALL + CAM ON
The delay time refers to the time for staying at the position during the preset
scan. If you enter 0 seconds and memorize the preset position, the camera Example: To turn off all video of the Monitor No.3
does not move to this position but skips to the next preset position. To 03 + Monitor + ALL + OFF
memorize the preset position, select a camera, enter a position number and
hold down the [Set] key for about three seconds until you hear a beep. CAUTION
 This keyboard is designed for indoor use. Avoid moist
Example: Memorize the current position of Camera No.20 at environments. Be careful not to spill coffee or chemicals on the
position No.2 with a delay 5 seconds. keyboard.
20 + Camera + 05 + Set + 02 + Set (hold down for about  Do not place the junction box on the floor but mount on the side or
three seconds)

SAMSUNG/GASLOG/ABS
the leg of the desk. If placed on the floor, the junction box may be
corroded by moisture or become short-circuited.
Reset: For clearing an incorrect entry to _000_.  The power adapter should be DC12V, and the current should not
exceed 500mA
It is used to clear an alarm. To perform the operation, just press the  Do not place a heavy object on the keyboard, and strong impacts.
button.  Any damage to the keyboard caused by unauthorized alteration or
negligence may not be served free
Quad: For controlling the splitter.  Before supplying power, be sure to check the voltage selection
switch of the power supplier.
Select a splitter number and press this button to convert to split-screen
mode. Since monitor numbers are used here as splitter numbers, select a 4. MPU
monitor number to use this function.
The MPU is used in CCTV and other security areas, the MPU, serving as
Example: To convert splitter No.2 into a split screen the brain of the system, is a multiprocessing unit that controls
01 + Monitor + Quad. input/output of all data and all peripheral devices. It saves system setup
data and has various system settings to meet site conditions.
AUTO: This button has two functions: for converting the video matrix
automatically, and for converting the splitter into auto mode.

Select the monitor and touch the [Auto] Switch (for less than one second) to
change the video matrix automatically.

Also select the splitter number (monitor number) and press this switch for
about one second to change the splitter to Auto mode. While the above is for
use under a system using an MPU, you do not have to press the [Auto]
switch down for a longer period when the system is connected to the receiver
directly, as no matrix is used in this system.

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Illustration 3.6.1a Basic Concept of the GMDSS

Basic Concept of The GMDSS

Emergency alert messages passed to mission control and rescue coordination
centers, coast earth and coast radio stations and vessels in the area.

COSPAS
INMARSAT
SARSAT

SAMSUNG/GASLOG/ABS Relay Ship

Rescue EPIRB Rescue

Co-ordination Coordination
Center Center
Coast Ship in distress Local User
Earth Terminal mission
Station Control Center

SART
National/International
National/ International Network
Network SAR Service

Coast Radio Coast Radio

Station HF,MF,VHF Station
HF,MF,VHF

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3.6 Communication Systems therefore, it is important to precede any emergency communications with Distress Alerting
an appropriate alert.
3.6.1 GMDSS The primary function of the distress alert is to inform a coast station
There are four levels of priority given to such alerts: and/or a Marine Rescue and Coordination Centre (MRCC) of the ship’s
1. Overview situation.
1) Distress: When the vessel or person(s) onboard are in grave and
The Global Maritime Distress and Safety System (GMDSS) is an imminent danger and require immediate assistance. On receipt of a distress alert, an MRCC will coordinate the rescue and
international system relating to all vessels over 300 gross tones and all will relay details to other ships in the area.
passenger vessels engaged on international voyages, irrespective of 2) Urgency: When the safety of the vessel or person(s) is threatened
tonnage. and they require assistance. Examples include; not under command If the ship is in distress, the main objective should always be to send the
and require a tow, vessel overdue and person(s) require medical distress alert ashore by any appropriate means.
It provides comprehensive communications for distress, urgency and assistance.
safety operations in via terrestrial and satellite services. It specifies However, personnel may also consider alerting vessels in the vicinity by
methods to be used to enable vessels requiring assistance to transmit 3) Safety: These are reserved for meteorological and navigational sending a distress alert using Digital Selective Calling (DSC) equipment
specific alerting signals to indicate they require help. warnings. on VHF Channel 70 (for vessels within approximately 50 ~ 70 miles) or
MF on 2187.5kHz (for vessels within approximately 150 to 200 miles).
There are nine vital communication functions that all vessels complying 4) Routine: Normal alerts to attract the attention of coast stations or
with SOLAS regulations must be able to fulfill, namely: other ship stations. The distress communication procedure should always be as follows:

SAMSUNG/GASLOG/ABS
1) Transmitting ship-to-shore distress alerts by at least two separate It is in the interest of safety that the watchkeepers are aware of which sea 1) Send a distress alert on an appropriate band according to the sea
and independent means, each using a different radio area the ship is in at any time. area as listed below.
communication service.
There are four sea areas within the GMDSS. The Admiralty List of Radio This is a very important action as it attracts the attention of radio
2) Transmitting and receiving ship-to-ship distress alerts. Signals Volume 5 provides comprehensive details. personnel, thus enabling them to listen to distress messages.

3) Receiving shore-to-ship distress alerts. • A1 Area 2) Expect an acknowledgement from a shore station either by DSC
This is an area within radiotelephone range of at least one VHF or telephony.
4) Transmitting and receiving search and rescue co-coordinating coast station at which continuous Digital Selective Calling
communications. (DSC) alerting is available; as defined by a contracting 3) Send a distress call and message on the RT distress frequency in
government. the same band as the distress alert and follow the instructions
5) Transmitting and receiving on-scene communications. given by the MRCC/controlling station.
• A2 Area
6) Transmission and reception of location signals. This area excludes area A1 and is within radiotelephone range GMDSS Distress, Urgency and Safety Frequencies in Terrestrial
of at least one MF coast station at which continuous DSC Radio Bands
7) Reception of maritime safety information. alerting is available; as defined by a contracting government.
DSC Alerting RT
Sea Area Band
8) Transmitting and receiving general radio communications to and • A3 Area Frequency Communications
from shore-based radio systems or networks. This area excludes areas A1 and A2, but is within the coverage A1 VHF Channel 70 Channel 16
range of the Inmarsat satellite system, between latitudes 70º A2 MF 2187.5 kHz 2182 kHz
9) Transmitting and receiving bridge-to-bridge communications. North and 70º South.
A3/A4 HF* 4027.5 kHz 4125 kHz

One of the features of GMDSS is that it enables watchkeeping duties to • A4 Area A3/A4 HF* 6312 kHz 6215 kHz
be performed by automatic means both ashore and on ships. This area covers any sea areas not covered by areas A1, A2 and A3/A4 HF* 8414.5 kHz 8291 kHz
A3, i.e., the polar regions. A3/A4 HF* 12577 kHz 12990 kHz
Generally, it is unlikely that a manual radio watch will be carried out on A3/A4 HF* 16804.5 kHz 16420 kHz
the Radio Telephony (RT) distress frequencies in any particular band;

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Illustration 3.6.1b GMDSS Distress Reactions

SAMSUNG/GASLOG/ABS

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* Select an HF frequency band according to the distance from the nearest 2) Send an urgency call and message. 2. Procedure on the Receipt of a DSC Distress Alert
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 Example procedure of how to request medical assistance from Area A3: See illustration 3.6.1b.
distances. If unsure, use 8MHz. (Inmarsat distress procedures are
described later.) 1) Send DSC urgency alert on 8414.5 kHz, indicating intended RT 3. Procedure upon the Receipt of a DSC Urgency or Safety Alert
transmission frequency (8291 kHz) in the call. Do NOT expect
to receive an acknowledgement. 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
2) Transmit an urgency call and message on 8291kHz as follows: message. Do NOT attempt to acknowledge the urgency or safety alert.

a) PAN PAN, PAN PAN, PAN PAN 4. Procedure for Sending Alerts via Inmarsat
b) All stations, all stations, all stations
c) This is (Ship Name), (Ship Name), (Ship Name) Inmarsat-C Distress Alerts
d) I have a crew with severe injuries and require medical
assistance Inmarsat-C is an ideal system for distress alerting and messaging. It can
<Example of Distress Transmission Procedure in Area A1>
e) My position is XX degrees XX minutes north, XX degrees XX be used from sea areas A1/A2 and A3, but NOT area A4. Inmarsat-C
minutes west does NOT support voice communications, so all messages appear as text.
<Systems to use for Distress Alerting>
f) Over Inmarsat-C is a store and forward system. There are no live links
Sea VHF DSC MF DSC MF DSC
between the ship and shore authorities, therefore expect a short delay

SAMSUNG/GASLOG/ABS
Inmarsat-C Inmarsat-F
Area Ch.70 2187.5kHz 4/6/8/12/16MHZ
Safety Alerts before any response from ashore.
A1 Yes No No Yes Yes
A2 No Yes No Yes Yes
If it is necessary to send a meteorological or navigational warning, use Inmarsat-C Distress Transmission Procedure:
A3 No No Yes Yes Yes
the following procedure on any appropriate radio band according to the
A4 No No Yes No No circumstances: 1) Send a distress alert (either designated or undesignated).

Example of the distress call and message by RT: 1) Send a DSC safety alert. 2) Expect a response from an MRCC within 2/3 minutes.
1) MAYDAY, MAYDAY, MAYDAY
2) Send safety call and message. 3) Compose a distress message on the Inmarsat-C editor using the
2) This is (Ship Name), (Ship Name), (Ship Name) following format:
3) MAYDAY Example procedure of how to advise vessels in the vicinity of danger to
navigation and at the same time inform shore stations in Area A1: a) MAYDAY (or SOS)
4) MMSI No. XXX XXX XXX
b) (Ship Name)/Inmarsat-C number XXX XXX XXX
5) XX degrees XX minutes north, XX degrees XX minutes west 1) DSC safety alert on VHF channel 70, indicating intended RT c) XX degrees XX minutes north, XX degrees XX minutes west
transmission channel in the call. Do NOT expect to receive an d) On Fire
6) On Fire
acknowledgement. e) Require immediate assistance
7) Require immediate assistance f) 25 persons onboard
2) Transmit safety call and message on VHF channel 16 (or 13).
8) Over
4) Using distress priority (and ideally selecting the nearest Land
Urgency Alerts a) SECURITY, SECURITY, SECURITY Earth Station (LES) to the ship’s position), send the distress
b) All stations, all stations, all stations message. If an LES is not selected here, it will default to the last
For messages concerning the safety of the vessel or person(s) on the c) This is (Ship Name), (Ship Name), (Ship Name) used LES. Stand by for further communications from the MRCC.
vessel, use the following procedure on any appropriate radio band d) Large floating container sighted in position XX degrees XX
according to the sea area: minutes north, XX degrees XX minutes west
e) Danger to navigation, keep a sharp lookout
1) Send DSC urgency alert. f) Over

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Urgency or Safety Alerts via Inmarsat-C 5. GMDSS Radio Watch-keeping  The transmission of false or misleading signals.

If required to send urgency or safety priority messages via Inmarsat-C, At sea, the vessel shall maintain a continuous radio watch on the All stations shall radiate the minimum power necessary to ensure
compose the message using the edit facilities. Leave the message on the following: satisfactory service.
screen as text, then:
Frequency/Ch Purpose of Watch Secrecy of Communications
1) Go to ‘TRANSMIT’ mode. VHF Ch. 16 * RT distress/urgency/safety and route call/reply
All administrations bind themselves to take the necessary measures to
VHF Ch. 13 International ship-to-ship safety of navigation
2) Select routine priority. prohibit and prevent the following:
Short range DSC distress/urgency/safety and
VHF Ch. 70
routine alerts
 The unauthorized interception of radio communications not
3) Select the appropriate LES. Medium range DSC distress/urgency and safety
MF 2187.5 kHz intended for the general use of the public.
alerts
4) Select the special code from the following: Long range DSC distress/urgency and safety
HF 8414.5 kHz **  The divulgence of the contents, simple disclosure of the existence,
alerts publication or any use whatsoever, without authorization, of
32 to request medical advice 518 kHz Reception of NAVTEX MSI information of any nature obtained by the interception of radio
38 to request medical assistance Reception of EGC MSI including shore-to-ship
Inmarsat-C
communications.
39 to request maritime assistance distress alerts
42 to provide weather danger and navigational warnings Inmarsat-F Reception of shore-to-ship distress alerts Radio Log Keeping

SAMSUNG/GASLOG/ABS
5) Send the message as text. * Vessels were required to monitor VHF channel 16 until 1st February All vessels are required to keep a radio log on the navigating bridge
2005. convenient to the radio installation. It should be available for inspection
Sending Alerts via Inmarsat-F by any authorized representative of any administration.
** Plus at least one other HF frequency from 4,207.5, 6,312, 12,577 and
Inmarsat-F supports voice only channel for Distress, Urgency and Safety 16,804 kHz. The log contains details of the ship’s name, call sign, MMSI number,
Alerts. details of persons qualified to operate the radio equipment and the daily
As the vessel has Inmarsat-C, there is no requirement to monitor HF diary of operation of the radio equipment. Entries in this latter part
Inmarsat-F (Fleet 77) Distress Transmission Procedure DSC frequencies for A3 distress alerts. MF/HF DSC equipment can be should contain the following:
configured to watch the 2187.5 kHz frequencies only.
Refer to the supplied Distress card and follow the telephone distress call  Details of communications relating to distress, urgency and safety,
procedure. When the MRCC answers, speak clearly. An example including times and details of ships involved and their positions.
6. General Rules for Communications
message is given below:
 Record of important incidents such as breakdown or malfunction of
All Stations are forbidden to carry out:
1) MAYDAY, MAYDAY, MAYDAY equipment, adverse propagation and interference.
2) This is (Ship Name), (Ship Name), (Ship Name)  Unnecessary communications.
3) My position is XX degrees XX minutes north, XX degrees XX  Serious breaches of radio procedures by other stations.
minutes west  The transmission of profane language.
4) My Inmarsat-F mobile voice number is XXX XXX XXX  The position of the ship at least once per day.
5) Sinking (Give the nature of distress)  The transmission of signals without identification.
6) Require immediate assistance  Details of the tests carried out on radio equipment as described in
subsequent paragraphs.
7) Over Avoid Interference
NOTE
Follow the instructions of the MRCC operations operator, and when All stations are forbidden to carry out the following: Any messages received as hard copies, such as NAVTEX, EGC, etc., can
requested, replace the handset to await further calls. Keep the telephone
be appended in date and order at the rear of the logbook and an indication
line clear so that the MRCC can call back when necessary.  The transmission of superfluous signals and correspondence. of the time and frequency received can be noted in the log.

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7. Testing of GMDSS Radio Equipment 8. Brief Description of GMDSS Equipment Digital Selective Calling (DSC)

Daily Tests Search and Rescue Transponder (SART) DSC is an automated watch keeping and alerting system operating in the
VHF, MF and HF band. It permits unmanned watchkeeping for
 The proper function of the DSC facilities shall be tested at least The purpose of a SART is to indicate the position of survival craft or distress/urgency/safety and routine calls in the terrestrial radio service by
once per day without radiation of signals, by use of the means survivors during search and rescue operations. They operate in the 3cm having dedicated watchkeeping receivers listening out continuously.
provided by the equipment. radar band only. When activated, a SART sweeps the 3cm radar band and
on receipt of radar pulses from a search and rescue craft, transmits coded Band Frequency/Channel Use
 Battery voltage should be checked once per day and where signals. This results in a series of dashes appearing on the rescue craft Distress/urgency/safety and routine
VHF Channel 70
necessary brought up to fully charged condition. radar display; similar to those of a RACON. The echo nearest to the alerts
rescue craft’s own position represents the position of the SART. The MF 2187.5kHz Distress/urgency/safety alerts
Weekly Tests minimum range of a SART is 5 nautical miles. In order to achieve this, MF 2177.0kHz Routine shore-to-ship alerts
the SART should be mounted at least 1 meter above sea level in a vertical MF 2177.0 Hz Routine ship-to-ship alerts
 Proper operation of the MF DSC facilities shall be tested weekly by aspect. If lying in the sea, the range may be limited to approximately 1 MF 2189.5kHz Routine ship-to-shore alerts
means of a test call with a coast station. When out of range of an mile. 4207.5; 6312; 8414.5;
MF coast station for longer than one week, the ship should make a HF Distress/urgency and safety alerts
12577; 16804.5kHz
test call on the first opportunity when the ship comes into range of Emergency Position Indicating Radio Beacon (EPIRB) Paired DSC frequencies are
such a coast station. 4, 6, 8, 12, 16, 18, 22
HF available for routine alerts. Details
An EPIRB is a secondary means of transmitting a distress alert ashore – and 25MHz bands

SAMSUNG/GASLOG/ABS
in ALRS Volume 1
NOTE usually from a survival craft. It can be activated manually, but may also
Live tests should NOT be made on VHF DSC equipment. be released automatically by a hydrostatic release mechanism if the NOTE
vessel sinks. Three types of EPIRB can be used within the GMDSS:
DSC watchkeeping receivers whilst at sea should monitor frequencies
Monthly Tests shown in red continuously. To receive routine DSC alerts in MF and HF
 COSPAS/SARSAT satellite EPIRB giving coverage of all sea areas.
bands, an additional scanning receiver must be fitted.
 Each EPIRB shall be examined monthly by operating its test
facility and ensuring that it is able to float free. It should be  Inmarsat-E EPIRB giving coverage in sea areas A1/A2 and A3.
Maritime Mobile Station Identity (MMSI) System
inspected for security and any signs of damage.
 VHF DSC EPIRB giving coverage in sea area A1 only.
Each mobile station (ship) and shore station having DSC equipment is
 Each SART should be tested by the recommended testing means issued with a unique MMSI number. This number is programmed into all
provided. Additionally, each SART should be held in test mode and All EPIRBs must be capable of indicating the vessel’s ID and position.
DSC equipment on the vessel. Self-identification is always automatically
checked for a SART response in the 3cm radar band on a nearby The equipment manufacturer encodes Vessel ID information into the
included in any DSC transmission. The MMSI system also permits
radar screen. EPIRB. Positional information can be determined automatically by the
individual stations or groups of stations to be called. The allocation of
COSPAS/SARSAT satellites by measuring the Doppler Effect, by having
MMSI numbers is as follows:
 Each survival craft VHF shall be tested on a channel other than an in-built GPS receiver, or by manually inserting the position via a
channel 16. keypad on the EPIRB. For COSPAS/SARSAT EPIRBs, there may be a
Ships Stations
maximum of 90 minutes before the alert is received ashore.
9 digits: The first three being the country MID: e.g., 123456789.
 The radio battery compartment should be inspected and the security
and condition of all batteries providing a source of energy for any Inmarsat-E EPIRBs provide almost instantaneous alerting.
Shore Stations
part of the radio installation should be checked.
9 digits: The first two being 00, then country MID: e.g., 001234567.
VHF EPIRBs work on VHF channel 70 and send a designated DSC alert
 Printers should be checked daily to ensure an adequate supply of to coast stations and vessels within an A1 area. They have an in-built
Group of Stations
paper. SART for determining position.
9 digits: The first being a single 0, then country MID: e.g., 012345678.

 The condition of all aerials and insulators should be checked

monthly.

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Reception of Maritime Safety Information (MSI) I: Omega warnings Inmarsat-C
J: SATNAV warnings
The GMDSS provides facilities for the reception of meteorological K: Other NAVAID warnings Inmarsat-C is a digital satellite communications messaging system. This
warnings, navigational warnings and shore-to-ship distress alerts. L: Navigational warnings additional to letter A* system does not support voice communications. Enhanced Group Call
SOLAS regulations require ships to monitor the appropriate frequencies V, W, X, Y: Special services – trial allocation (EGC) equipment, based on this system, is used for receiving Maritime
in order to receive MSI in their area. Z: No messages on hand Safety Information (MSI) and is an integral part of all marine Inmarsat-C
equipment.
Short Range MSI NOTE
Messages marked * cannot be disabled. Inmarsat E
NAVTEX – operating on:
Satcom Systems Inmarsat E utilizes the L-band (1.6GHz) EPIRB system, offering almost
 518kHz for English language broadcasts. instantaneous distress alerting via Inmarsat satellites. It can be used
 490kHz for the second language (or supplementary broadcasts). The International Mobile Satellite (Inmarsat) organization provides high- instead of a COSPAS/ SARSAT EPIRB for vessels trading in sea areas
 4209.5kHz in tropical zones to overcome the effects of MF static. quality voice, telex, data and facsimile circuits to suitably equipped A1, A2 or A3 only.
vessels. The system comprises four geostationary satellites in orbit
518 kHz has to be included in a NAVTEX receiver. Other frequencies approximately 36,000kms above the equator. Each satellite provides Inmarsat M and Mini M
may or may not be included according to vessel requirements. coverage for a particular ocean region; as below. Communication (via
these satellites), at latitudes greater than approximately 70 degrees, are Inmarsat M and Mini M are digital communications systems for voice,
Long Range MSI unreliable due to the satellites being out of line-of-sight when so far low-speed data and facsimile services. These systems do not conform to

SAMSUNG/GASLOG/ABS
north or south. GMDSS.
 Enhanced Group Call (EGC): Operating via Inmarsat-C.
 HF NAVTEX: Operating in areas where MF NAVTEX and EGC The four satellites cover the main ocean regions and are named Network Co-ordination Station (NCS)
are not available. accordingly:
Each ocean region has its own Network Co-ordination Station (NCS),
Details of these systems providing worldwide coverage can be found in  AOR-W Atlantic Ocean Region West which controls the allocation of channels to MESs and LESs within its
the Admiralty List of Radio Signals Volumes 3 and 5.  POR Pacific Ocean Region region. When a call is initiated, the NCS connects the MES to the LES.
 IOR Indian Ocean Region
Facilities on NAVTEX and EGC receivers allow the operation to  AOR-E Atlantic Ocean Region East Land Earth Station (LES)
program reception of messages from different areas. EGC receivers
automatically restrict the reception of messages to the NAVAREA that There are five marine Inmarsat systems in operation: Within each of the satellite ocean regions, there are a number of Land
the vessel is in, by awareness of the vessel’s position via GPS input. The
Earth Stations (LES). The function of the LES is to provide a connection
world is divided up into 16 ‘NAVAREAS’, each having its own provision. Inmarsat A between the Inmarsat system and national and international
Additionally, selection can be made over the type of warning available
telecommunications systems worldwide. An LES may also be referred to
for reception. In order not to receive unwanted information, navigators Using mainly analogue technologies, this system provides telephone, as a Coast Earth Station (CES).
should program MSI equipment accordingly. telex, facsimile and data communications between suitably equipped
MESs and subscribers ashore via their national and international
Mobile Earth Stations (MES)
Types of Messages which can be Programmed: telephone and data networks.
Each vessel equipped with suitable Inmarsat equipment is known as a
A: Navigational warnings* Inmarsat B
Mobile Earth Station (MES). Each MES is issued with a unique Inmarsat
B: Meteorological warnings*
Mobile Number (IMN). If a user has more than one MES, each will have
C: Ice reports Using digital technologies exclusively, this system features all of the
its own Inmarsat Mobile Number (IMN).
D: SAR information (distress alerts and relays, etc.)* facilities available in Inmarsat-A.
E: Meteorological forecasts
F: Pilotage messages However, it makes better use of satellite power and bandwidth, thus
G: Decca warnings increasing the number of available channels and is more cost efficient.
H: Loran-C warnings Inmarsat-B will eventually replace Inmarsat-A.

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SAMSUNG/GASLOG/ABS This page is intentionally blank.

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Illustration 3.6.2a VHF Transceiver

FURUNO 12 13 14
RT/ HI/LO CH16
REGION

1 2 3

4 5 6
15

7 8 9

DW/
16 SCAN 0 REPLAY 17

CHANEL
HANDSET VOLUME SQUELCH 4 Keep pressed for 4 sec in case
8 TAB MENU 10
18 of DISTRESS. The alert is
transmitted with steady lighting.

2
DISTRESS OTHER
ALARM MSG DSC MSG BRILL CANCEL
DISTRESS
PWR OFF AUTO COMPOSE
11
1 3 5 DROBOSE MSG
6 7 9
PUSH TO ENTER

1. VOLUME/PWR
SAMSUNG/GASLOG/ABS 5. 6. DROBOSE MSG
Composes DSC TX message for DROBOSE
12. RT/REGION
• Switches to the RT (radiotelephone) screen. 18. ALARM lamps
• Turns the power on or off. (Distress Relay on Behalf of Someone Else). • Opens/closes the option window for channel region. Top: Flashes in red when receiving distress alert, distress and
• Adjusts the volume. Press the DISTRESS MSG key and the OTHER urgency messages.
DSC MSG key simultaneously. 13. HI/LO Bottom: Flashes in green when receiving safety and routine
2. CHANNEL/ENTER messages, and when daily test is completed.
7. Changes the output power to high (25 W) or low (1 W).
• Rotate to select channel. BRILL The flashing of a lamp for receiving a DSC message is in
• Rotate to select menu items or change the page in Adjusts the brilliance. synch with the audio alarm.
multi-page screens (e.g., log data); 14. CH16 The flashing cycle for both top and bottom lamps is
push to confirm a selection. 8. TAB Switches to the RT (radiotelephone) screen and sets CH16. 200 msec (lighting) → 200 msec (off) → 200 msec (lighting)
• Switches control to the tab area. → 200 msec (off) → …
3. SQUELCH
• Switches the session. 15. 0 to 9
Rotate to adjust the squelch. The squelch mutes
• Enter alphabet, numeric or symbol.
the audio output in the absence of an incoming signal. 9. Turns the main speaker on or off. • Direct selection of corresponding function on menu
AUTO position automatically reduces white noise.
and applicable screens.
10. MENU
4. DISTRESS 16. DW/SCAN
Opens/closes the menu.
Press and hold down the key four seconds to transmit
• Opens the option window for DW or SCAN.
the distress alert.
11 CANCEL • Cancels DW or SCAN in process.
• Cancels the creation of the DSC message currently
5. DISTRESS MSG
Composes DSC TX message for DISTRESS ALERT.
being created. 17. REPLAY
• Silences the audio alarm. Opens the replay screen.
6. OTHER DSC MSG • Erases error message and pop-up message.
Composes DSC TX message except DISTRESS ALERT and • Returns previous layer in multi-layer menu.
DROBOSE (Distress Relay On Behalf Of Someone Else). • Erases character input.

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3.6.2 VHF Radio Telephone 2. Operations No. Meaning

13 Own ship’s position (LAT: Latitude, LON: Longitude)
Maker: FURUNO Turn On/Off the Power
Method of data input
Model: FM-8900S
[EPFS DATA]: The position and time data from EPFS.
1) Rotate the VOLUME/PWR knob clockwise to turn on the
[EPFS (OFFLINE)]: Indicates no position data from EPFS
1. General Description power. The RT screen appears.
for ten minutes.
14 [EPFS (OLD)]: Indicates no position data from EPFS for
The FM-8900S VHF radio system consists of a 25W VHF 2) To turn off the power, rotate the VOLUME/PWR knob
four hours.
radiotelephone, a DSC modem, and a CH70 watch receiver. It complies counterclockwise to the OFF position.
[MANUAL INPUT]: Set the position and time data
with GMDSS carriage requirements for safety and general
manually.
communications. Radiotelephone (RT) Screen
[NO INFO]: No position and time data.
15 Time (UTC: universal time coordinated) of the position fix
The FM-8900S offers simplex voice communications on ITU channels in Turn the power on, or press the RT/REGION key to show the
the marine mobile VHF band. The features include Dual Watch which radiotelephone (RT) screen. This is where you set up the transceiver unit,
Select the Channel Region, Channel
allows a continuous watch on CH16 and another selected frequency. and communicate by voice.

Channel Region
Full Class-A DSC functions are provided for distress alert transmission
and reception, as well as the general call formats (Individual telephone,
You can select the channel region by the RT/REGION key or the
All Ships, and Group call). Distress alert can be readily transmitted, but

SAMSUNG/GASLOG/ABS
[REGION] menu.
an arrangement is provided to prevent accidental activation. The FM-
8900S maintains a continuous watch on CH70 even while another VHF
By the RT/REGION key
channel is in use. Aural and visual alarms are given to incoming DSC
messages.
1) Press the RT/REGION key to open the [REGION] option on
the RT screen.
DSC

2) Rotate the CHANNEL/ENTER knob to select the channel

• Distress, urgency, safety and routine calling No. Meaning
region desired then push the knob.
• In-advance file editing capability 1 Loudspeaker on or off
• PSTN (Public Switched Telephone Network) capability 2 This icon appears when the signal is received. By the [REGION] menu
standard
Intensity of reception (This icon does not appear while
• Log stores 50 each of latest general, distress and transmitted 3
transmitting.) 1) Press the MENU key to open the [MENU] screen.
messages, in separate memory blocks.
4 Own ship’s ID (nine digits)
• Selectable an address from the AIS targets list with the
Spinner rotates when the equipment is functioning 2) Rotate the CHANNEL/ENTER knob to select [CH MODE]
connection of FURUNO AIS Transponder/Receiver 5
normally. then push the knob.

VHF 6 This icon appears when the frequency is for distress.

7 Channel
3) Rotate the CHANNEL/ENTER knob to select [REGION] then
push the knob.
• Voice communication 8 Output power ([HIGH], [LOW])
• Scanning of channels on VHF Channel region ([INT’L], [USA], [CANADA], [INLAND-W],
9 4) Rotate the CHANNEL/ENTER knob to select the channel
• Simplified setting of the channel [PRIVATE])
region desired then push the knob.
• Replay of the latest receiving voice, which is automatically 10 Channel type ([SIMP]: Simplex, [DUP]: Duplex)
recorded, for 120 seconds
Guidance: Rotate the CHANNEL/ENTER knob to select
• Max. 4 remote stations (RB-8900) can be connected (not 11
a channel.
available for DSC function).
12 Guidance: Press the TAB key to switch the session.

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GASLOG WESTMINSTER Bridge Operating Manual

Channel distress traffic is being sent. • Press the RT/REGION key.

The channel can be set manually on the RT screen. Scan Dual Channels (DW) Scan All Channels

Enter channel with the CHANNEL/ENTER knob The DW function permits watch on CH16 and an operator-selected The receiver scans all channels at intervals of 0.15 seconds in the
• Rotate the CHANNEL/ENTER knob on the RT screen. channel. CH16 and another channel are watched at intervals of 0.15 selected channel mode in ascending channel order, watching CH16
seconds and one second, respectively. between channels as below:
Enter the channel with the numeric keys
• Use the numeric keys to enter channel on the RT screen then 1) Select the other channel to watch then press the DW/SCAN key
push the CHANNEL/ ENTER knob. The setting is to show the [DW/SCAN] option.
automatically confirmed two seconds after entering, without
pushing the CHANNEL/ENTER knob. 2) With [DW] selected, push the CHANNEL/ENTER knob. The
following screen appears.
Transmission (channel 68 is selected in the example). NOTE
TX is disabled when scanning.
Press the PTT (push-to-talk) switch on the handset with off-hook to talk,
and release it to listen for a response. "TX" appears on the screen during
1) Press the DW/SCAN key to show the [DW/SCAN] option.
transmission.

SAMSUNG/GASLOG/ABS
2) With [SCAN] selected, push the CHANNEL/ENTER knob.
The scanning starts and the "SCAN" icon appears on the screen.

3. DSC Overview

DSC is an acronym meaning Digital Selective Calling. It is digital

distress and general calling system in the VHF band used by ships for
When the receiver detects a carrier and the squelch opens, the following
transmitting distress alerts and general calls and by coast stations for
occurs.
transmitting the associated acknowledgements.

Change the Output Power • When the squelch opens on the additional channel, the receiver
For DSC distress, safety and urgency callings in the VHF band, the
continues scanning dual channels.
channel is 70.
Press the HI/LO key to change the output power between high and low • When the squelch opens on the CH16, the CH16 is set.
alternately.
DSC Messages
To stop the scanning on dual channels, do one of the following:
[HIGH] or [LOW] with underline appears in the [CH STATUS] area on
DSC calls are roughly divided into two groups: distress messages and
the RT screen depending on your selection. • Press the CANCEL key.
general (safety, urgency and routine) messages. Below are the types of
• Press the CH16 key.
DSC messages.
Quick Selection of CH16 • Press the DISTRESS key.
• Press the DW/SCAN key.
Call Description
Press the CH16 key to select CH16. The CH16 (156.8 MHz) is the • Off-hook a handset if there is one on-hook.
DISTRESS ALERT Your ship sends a distress message.
international frequency for distress traffic and for calling by the • Press the PTT switch of a handset that is off-hook. In this case,
DISTRESS RELAY Your ship relays distress call to all ships.
radiotelephone. The CH16 can also be used by ship stations for call and press the PTT switch again to transmit.
ALL
reply. To facilitate the reception of distress calls and distress traffic, all • Activate another session.
DISTRESS RELAY Your ship relays distress call to a coast station
transmissions on CH16 should be kept to a minimum and should not • Select [HOLD] in the RT session.
INDIVIDUAL or all ships.
exceed one minute. Before transmitting on the CH16, a station should • Select [QUIT] in the RT session.
listen on this frequency for a reasonable period to make sure that no • Press the MENU key.

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Call Description Communication Mode Individual RX call:

Inform areas that your ship is carrying medical
MEDICAL MSG
supplies. TELEPHONE: Telephone (16K0G3E(F3E)) by VHF radiotelephone
Inform areas that your ship is not a participant
NEUTRAL MSG
in the armed conflict. Communication channel
INDIVIDUAL MSG Call to a specific address.
Call over Public Switched Telephone Network Working frequency channel used to call by telephone. The sending
PSTN MSG station may have the receiving station (ship or coast station) assign the
(PSTN).
Send a test signal to a station to test your frequency channel to use.
TEST MSG
station's functionality.
GROUP MSG Call to a specific group. Position
The characters "*", "-" appear on the DSC receiving screen in the
ALL SHIPS MSG Call to all ships.
Position can be automatically or manually set. following conditions:
POSITION MSG Your ship requests position of other ships.
Confirm if your ship is within communicating
End Code • "*" indicates a corrupt character in received data.
POLLING MSG range with other ships. (Receive and answer
• "-" indicates no info for position data after decimal point.
only)
The end of a DSC call is indicated with "RQ" (acknowledgement
required), "BQ" (acknowledgement) or "EOS" (no acknowledgement Examples:
Contents of a DSC call
required).

SAMSUNG/GASLOG/ABS
• When there is no position data after the decimal point, the
Calling category
RX calls indication is "LAT: 12°34'N".

• DISTRESS: DISTRESS ALERT, DISTRESS RELAY ALL, • When there is position data after the decimal point, the
Below are sample distress relay and individual RX call screens. The indication is "LAT: 12°34,5678'N".
DISTRESS RELAY INDIVIDUAL, DISTRESS RELAY AREA
contents of other types of RX calls are similar to that of the individual • When the position data after the decimal point is no info, the
(Received only), DISTRESS ACK
call.
indication is "LAT: 12° 34'N".
• GENERAL: MEDICAL MSG, NEUTRAL MSG,
Distress relay:
INDIVIDUAL MSG, PSTN MSG, TEST MSG, GROUP MSG, TX calls
ALL SHIPS MSG, POSITION MSG, POLLING MSG
Below are sample distress alert and individual TX call screens. The
Station ID (MMSI) contents of other types of TX calls are similar to that of the individual
call.
Your ship ID and sending station ID. Coast station ID begins with 00;
Group ID begins with 0. Distress alert:

Priority

• Distress: Grave and imminent danger and request immediate

assistance.
• Urgency: A calling station has a very urgent call to transmit
concerning the safety of ship, aircraft or other vehicle or safety
of person.
• Safety: A station is about to transmit a call containing an
important navigational or meteorological warning.
• Routine: General calling

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Individual TX call: Send a Distress Alert by DISTRESS Key with Distress Information not
Edited

1) Open the DISTRESS key cover then press and hold the
DISTRESS key for four seconds.

NOTE
4. DSC Distress Operations If you do not receive the distress alert acknowledge call, the
equipment automatically re-transmits the distress alert after 3 min 30
Distress Operation Overview seconds to 4 min 30 seconds. The equipment then awaits the distress
alert acknowledge call. This is repeated until the distress alert is
1) Press the DISTRESS key. The audio alarm sounds while pressing the key, and the key acknowledged.
2) Wait for the distress alert acknowledgement. flashes in red. The countdown message appears on the screen
3) Communicate with the coast station. while pressing the DISTRESS key (3s → 2s → 1s → 0s). When the distress acknowledge call is received, the audio alarm
sounds, the LED flashes in red, and the icon for DISTRESS

SAMSUNG/GASLOG/ABS
transmission appears. The screen changes as below.

When the countdown shows 0s, the distress alert is sent. The
Send a Distress Alert audio alarm sounds for two seconds and the message "Sending
DISTRESS ALERT." appears.
GMDSS ships carry a DSC terminal with which to transmit the distress
alert in the event of a life-endangering situation. A coast station receives The DISTRESS key lights in red and only the icon for
the distress alert and sends the distress alert acknowledge call to the ship DISTRESS transmission is displayed in the tab area.
2) Press the CANCEL key to silence the audio alarm. Then, the
in distress. Then, voice communication between the ship in distress and LED stops flashing, and the pop-up message disappears.
coast station begins. Transmission of the distress alert and receiving of After the distress alert has been sent, the screen changes as
the distress alert acknowledgement are completely automatic - simply below. Wait to receive the distress acknowledge call from a
press the DISTRESS key to initiate the sequence. coast station. The elapsed time since transmission is displayed.
At this time, the icons for other DSC received messages except
NOTE the distress alert acknowledge call are not displayed. You can
If the session for sending a distress alert starts when there are maximum of only confirm them in the log
seven sessions in the tab area, all sessions except that session automatically
close.

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Illustration 3.6.2b DSC Flow Chart

Flow Chart for Determining How to Transmit a Distress Acknowledge Call Over CH16
If you Should/should not Transmit a Distress Acknowledge Call

DSC Distress Alert Received.

Press the Cancle Key Selet VHF CH16 and Transmit the Distress Acknowledge
to Silence Alarm. Call to the Ship in Distress.

No Reply Reply Received

Listen on CH16 for
5 Minutes.

Transmit the Distress Acknowledge Call

SAMSUNG/GASLOG/ABS
Communicate with the Ship in Distress.
to the Ship in Distress Over DSC CH70.

Did
Didyou
youReceive
Receive No IsIsDistress
Distress No IsIsthe
theDSC
DSC
Acknowlege
Acknowlegefrom
from Traffic
Traffic Distress
DistressCall
Call
CS
CSand/or
and/orRCC?
RCC? ininProgress?
Progress? Continuing?
Continuing?

Relay the Distress Alert to a Coast Station Over DSC.

Yes Yes Follow the Instructions of the Coast Station.

Yes Is your Ship Yes Acknowledge the Alert by

Able to Aid Ship Radiotelephone to the Ship
in Distress? in Distress on VHF CH16.

CS=Coast Station 1.Say “MAYDAY” Once. Begin Search and Rescue Operation
RCC=Rescue Coordination Center 2.Say ID Number of Ship in Distress for the Ship in Distress.
Three Times.
3.Say “This is” (Your Ship’s Name)
Once.
4.Say ID Number of Your Ship
Three Times.
5.Say “Received MAYDAY” Once.

Enter Details in Log. Inform CS and/or RCC.

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3) Communicate with the coast station via radiotelephone, • MAN OVERBOARD

following the instructions below.
4) With [LAT] and [LON/UTC] selected, push the
a) Say “MAYDAY” three times. CHANNEL/ENTER knob. [EPFS]: The position information
b) Say “This is ...” name of your ship and call sign three times. from EPFS is automatically shown. [MANUAL]: Input your
c) Give nature of distress and assistance needed. position manually. [NO INFO]: No information.
d) Give a description of your ship (type, colour, number of
persons onboard, etc.). 5) Rotate the CHANNEL/ENTER knob to select [EPFS],
[MANUAL] or [NO INFO] then push the knob.
Send a Distress Alert by DISTRESS Key with Distress Information
edited 6) Use the numeric keys to enter latitude, longitude and UTC time.
(If necessary, switch coordinates: 1 key to switch to North (East
If you have time to prepare the distress information, send the distress for longitude); 2 key to switch to South (West for longitude).)
alert as follows: Push the CHANNEL/ENTER knob.
Press the CANCEL key to silence the audio alarm. Wait for the distress
1) Press the DISTRESS MSG key to display the following screen. acknowledge call from a coast station. If you do not receive the distress
acknowledge call from a coast station, which usually takes about five
minutes from the time of receiving a distress alert, follow the flowcharts
in this section to determine your action.

SAMSUNG/GASLOG/ABS
NOTE
An asterisk (*) appearing in a distress alert message indicates an error at
the asterisk’s location.
7) Press and hold the DISTRESS key for four seconds to send the
distress alert. The audio alarm sounds while pressing the key, In no case is a ship permitted to transmit a DSC distress relay call upon
and the key flashes in red. The countdown message appears on receipt of a DSC distress alert on VHF channel 70.
the screen while pressing the DISTRESS key (3s → 2s → 1s →
0s). When the countdown shows 0s, the distress alert is sent.
The audio alarm sounds for two seconds and the message
"Sending DISTRESS ALERT." appears.

2) With [NATURE] selected, push the CHANNEL/ENTER knob.

8) When the distress acknowledge call is received.

3) Rotate the CHANNEL/ENTER knob to select the nature of

Receive a Distress Alert
distress, among the following 11 selections, then push the knob.
When you receive a distress alert from a ship in distress, the audio alarm
• UNDESIGNATED
sounds and the LED flashes in red. The icon for DISTRESS receiving
• FIRE
( ) appears in the tab area and the pop-up message "DISTRESS
• FLOODING
ALERT message received! [CANCEL]: Stop alarm" appears on the
• COLLISION
screen.
• GROUNDING
• LISTING
• SINKING
• DISABLED&ADR(IFT)
• ABANDONING
• PIRACY

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SAMSUNG/GASLOG/ABS This page is intentionally blank.

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Illustration 3.6.3a MF/HF SSB Radio Telephone Front Panel

Deck Lamp No.1 Antenna Unit No.2 Antenna Unit

Antenna Coupler
IC-118 IC-118
AT-5075

Dimmer
No.1 Printer Handset No.2 Printer
PP-520 HS-2003 PP-520

Chassis

TB105

Battery Monitor Panel

Printer Interface
IF-8500
CB109

CB109
Inmarsat-C
Terminal Unit
IC-218

TB2

SAMSUNG/GASLOG/ABS
CB109

CB109

Inmarsat-C Transceiver Unit

Terminal Unit FS-5075

TB105
IC-218

Control Unit
FS-2575C CAS:BK
PR-240 PR-240 PR-240 PR-850AR BC-6158
#3 #2 #1 CB301

Filter Distributor
CB304
CB206

CB108
CB205

CB107
CB203

CB106
CB203

CB105
CB110
CB207

CB111

PR-240 PR-240 TB104 TB103

#4 #5
CB201

CB305
CB306
CB307
CB308
CB309
CB310

CB101

CB103

CB104

Distress Alert/ Distress Alert/

TB101 TB102
GPS:NMEA
No.2 VHF:NMEA
No.1 VHF:NMEA Received Call Received Call
Unit IC-305 Unit IC-305
AMS/Conning
Navtex DC
EMG. Lamp

Ship’s Mains
NO.2 GPS:DC
No.1 VHF:DC

No.2 VHF:DC
No.1 GPS:DC

220VAC 60Hz

Battery
Distress Alert/ Distress Alert/
Received Call Received Call
Unit IC-305 Unit IC-305

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3.6.3 MF/HF SSB Radio Equipment 2. Operations

Maker: FURUNO.
Model: FS-5075

1. General Description

The FS-2575 is an MF/HF SSB Radiotelephone with a built-in

DSC/Watch Receiver, all contained in a surprisingly compact cabinet. An
NBDP (Narrow Band Direct Printing) Terminal Unit is optionally
available.

Data is displayed on a large, easy-to-read backlit LCD. The operation is

simplified by the use of few keys and easy-to-follow menus.

The built-in DSC/watch receiver produces and receives digital selective

calls for the quick and efficient establishment of distress, urgency, safety
and routine communications with other ships and coast stations that
install any MF/HF DSC facilities.

SAMSUNG/GASLOG/ABS
Description of Controls
SSB
No. Control Function Control Function
• Receiving voice communication VOLUME/PWR - Turns the power no/off - Cancels the creation of the DSC message
• Noise blanker function, Noise reduction function, Notch filter 1
knob - Adjusts volume currently being created.
function, Squelch function are available. RF GAIN/ CANCEL - Silences the audio alarm.
• Simplified setting of channel and frequency Rotate to adjust the gain; push to turn the 11
2 PUSH TO ATT key - Erases error message or pop-up message.
attenuator on or off.
knob - Returns one layer in multi-layer menu.
DSC/Watch Receiver Rotate to select menu items or change the - Erases character input.
3 ENTER knob page in multi-page screens (e.g., log data); 0 to 9 keys Enter alphabet, numeric or symbol.
• Distress, urgency, safety and routine calling push to confirm a selection. 1, 4 and 7 Execute the operation assigned to the function
• Scanning of DSC frequencies for distress and general calls on
4 MENU key Opens/closes the menu. keys key in the RT mode.
MF/HF
Press and hold down the key four seconds to Turns the noise blanker on or off in the RT
• File editing capability for readiness in case of emergency 2/NB key
transmit the distress alert. mode.
• PSTN (Public Switched Telephone Network) capability standard 5 DISTRESS key
Note: The DISTRESS key is covered to 12 3/SQ key Turns the squelch on or off in the RT mode.
• Log stores 50 each of latest ordinary, distress and transmitted
prevent accidental operation. Reduces the noise in the RT mode (NR2 (High),
messages, in separate memory blocks. 5/NR key
DISTRESS Composes DSC TX message for DISTRESS NR1 (Low), Off).
6
MSG key* ALERT. 8/NF key Turns the notch filter on or off in the RT mode.
NBDP
Composes DSC TX message except 0/TUNE
OTHER DSC Tunes the antenna in radiotelephone operation.
7 DISTRESS ALERT and DROBOSE (Distress key
• Automatic error-free telex communications and distress MSG key*
Relay On Behalf Of Someone Else). - Opens the scan screen.
message in compliance with GMDSS requirements
8 BRILL key Adjusts the brilliance. 13 SCAN key - Stops/starts the scanning of DSC routine
• LCD monitor and keyboard comply with ITU regulations
• Pop-up menus for user-friendly operation - Switches control to the tab area. frequencies, on the scan screen.
9 TAB key
• Memory for 256 operator-customized channels - Switches the session. Switches to the RT (radiotelephone) screen and
14 2182 key
• Real-time message printing with Printer PP-520 10 key Turns the main speaker on or off. sets freq. to 2182.0 kHz.

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Control Function Control Function DSC Scan Screen

- Switches to the RT (radiotelephone) screen. / Main speaker on or off
15 RT/CH key - Opens the CH setting window on the RT CH Channel Press the SCAN key to show the DSC scan screen. This screen scans and
screen. receives the distress and routine frequencies.
TX TX frequency ( : while transmitting)
- Flashes in red for distress and urgency RX RX frequency
ALARM messages.
- SSB/TLX/AM/FAX Class of emission
lamp - Flashes in green for safety and routine
OFF/SLOW/FAST Auto gain control ([OFF]: no adjustment, [SLOW]:
messages, and when daily test is completed.
(AGC) low-speed, [FAST]: high speed)
Lights in green when the main switchboard is on.
OVEN HIGH/MID/LOW(1)/
- Note: The OVEN lamp lights even if the power Output power
lamp LOW2
of the equipment is off.
Communication mode ([SIMP]: simplex, [S-DUP]:
SIMP/SDUP/DUP
semi-duplex.
Turning the Power On/Off Transceiver unit status ([IA]: antenna current, [IC]:
IA/IC/VC/RF/VS collector current, [VC]: collector voltage, [RF]: RF
Rotate the VOLUME/PWR knob clockwise to turn on the power. The output, [VS]: source voltage) 3. SSB Radio Telephone
RT screen appears. S S-meter, displays the strength of received signal.
Select the Class of Emission
NB Noise blanker ( :On, No indication: Off)
To turn off the power, rotate the VOLUME/PWR knob
Noise reduction ( : High, : Low, No

SAMSUNG/GASLOG/ABS
counterclockwise to the OFF position. NR2/NR1/OFF You can select the class of emission from among the following:
indication: Off)
NF Notch filter ( : On, No indication: Off)
In the dual control unit system, the No.1 control unit has priority and it • [SSB]: Single Sideband
SQ Squelch ( : On, No indication: Off)
controls the power for both itself and the No.2 control unit. The power • [TLX]: Telex
MMSI Own ship's ID (nine digits)
switch of the No.2 control unit powers on/off the No.2 control unit only. • [AM]: AM (RX only)
Own ship's position (LAT: Latitude, LON: • [FAX]: FAX (RX only. Connect a FAX to this equipment to
LAT, LON
Longitude) print FAX messages.)
NOTE
Method of the position data input
Turn on power at switchboard more than five minutes before turning on
[EPFS DATA]: The position and time data from
this equipment. At the RT screen, select the class of emission as follows:
EPFS DATA/EPFS EPFS.
(OFFLINE)/ [EPFS (OFFLINE)]: Indicates no position data
Radiotelephone (RT) Screen 1) Rotate the ENTER knob to highlight the class of emission
EPFS (OLD)/ from EPFS for ten minutes.
(default: [SSB]) then push the knob. When you rotate the
MANUAL [EPFS (OLD)]: Indicates no position data from
Turn the power on, or press the RT/CH key to show the RT ENTER knob clockwise, the cursor moves from [CH]
INPUT/NO EPFS for four hours.
(radiotelephone) screen. This is where you set up the transceiver unit, downward.
INFO [MANUAL INPUT]: Set the position and time data
and communicate by voice or telex. manually.
[NO INFO]: No position and time data.
ATT Attenuator ( : On, No indication: Off)
RF GAIN Adjusted value of gain
Time (UTC: universal time coordinated) of the position fix

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2) Rotate the ENTER knob to select the class of emission desired a) Use the or key to place the cursor in the band or 3. DSC Distress Operations
then push the knob. AGC is automatically turned on or off band channel position, whichever you want to change.
according to the class of emission. b) Rotate the ENTER knob to set band or band channel Send Distress Alert by DISTRESS Key with Distress Information not
desired. Edited
- [SSB]: [FAST]
- [TLX], [FAX]: [OFF] 1) Open the DISTRESS key cover then press the DISTRESS key
- [AM]: [SLOW] for four seconds.

3) You can change AGC as below. The audio alarm sounds while pressing the key, and the key
flashes in red. The countdown message appears on the screen
a) Rotate the ENTER knob to select the AGC mode indication while pressing the DISTRESS key (3S → 2S → 1S → 0S).
then push the knob.
b) Rotate the ENTER knob to select [OFF],
[SLOW] or [FAST] then push the knob.
c) Push the ENTER knob to close the setting window.
Select the Channel, Frequency
Frequency
Select the channel or transmitting/receiving frequency to use for the SSB.
1) Rotate the ENTER knob to select [TX] or [RX] then push the

SAMSUNG/GASLOG/ABS
knob.
Channel

2) Enter frequency by one of the methods below.

1) Rotate the ENTER knob to select [CH] on the RT screen then When the countdown shows 0S, the distress alert is sent. The
push the knob. You can also show the channel setting window audio alarm sounds for two seconds and the message "Sending
Enter frequency with the numeric keys:
by pressing the RT/CH key. DISTRESS ALERT." appears. The screen shows the contents of
• Use the numeric keys to enter frequency then push the ENTER the distress alert call. The DISTRESS key lights in red and only
knob. For example, to enter 2161 kHz, key in 2, 1, 6, 1, 0. (Note: the icon for DISTRESS transmission is displayed in the tab area.
Keying in 2-1-6-1 sets 216.1 kHz.) Be sure to include zero for
100 Hz place. After the distress alert has been sent, the screen changes as
below. Wait to receive the distress acknowledge call from a
Select frequency with the ENTER knob (for RX only): coast station. The elapsed time since transmission is displayed.
At this time, the icons for other DSC received messages except
1) Use the or key to change the range which the cursor the distress alert acknowledge call are not displayed. You can
covers. only confirm them in the log.

2) A channel can be entered directly with the numeric keys, or by 2) Rotate the ENTER knob to set frequency desired.
using the ENTER knob.
3) Push the ENTER knob to close the setting window.
Enter channel with the numeric keys:
Transmission
• Use the numeric keys to enter channel then push the ENTER
knob. After selecting the class of emission and frequency, you can transmit by
pressing the PTT switch on the handset.
Select band and band channel with the ENTER knob:

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NOTE 3) Communicate with the coast station via radiotelephone, 6) Use the numeric keys to enter latitude, longitude and UTC time.
If you do not receive the distress alert acknowledge call, the following the instructions below. If the distress alert was sent (If necessary, switch coordinates: 1 key to switch to North (East
equipment automatically re-transmits the distress alert after 3 min 30 using the MULTI mode, the radiotelephone automatically sets for longitude); 2 key to switch to South (West for longitude).)
seconds to 4 min 30 seconds. Then awaits the distress alert the working frequency on which the distress acknowledge call is Push the ENTER knob.
acknowledge call. This is repeated until the distress alert is first received.
acknowledged.
a) Say “MAYDAY” three times.
You can temporarily stop the countdown for next retransmission b) Say “This is ...” name of your ship and call sign three times.
by selecting [PAUSE] in the user options area. [PAUSE] c) Give nature of distress and assistance needed.
indication changes to [START] and [PAUSE] are displayed d) Give a description of your ship (type, colour, number of
instead of the countdown indication. To restart, select [START]. persons onboard, etc.).
The countdown restarts and [START] indication in the user
options area changes to [PAUSE]. Send Distress Alert by DISTRESS Key with Distress Information
Edited
Also, you can re-send the distress alert manually by pressing the 7) With [COMM MODE] selected, push the ENTER knob.
DISTRESS key for four seconds. 1) Press the DISTRESS MSG key to display the following screen.
8) Rotate the ENTER knob to select [TELEPHONE] or [NBDP-
When the distress acknowledge call is received, the audio alarm 2) With [NATURE] selected, push the ENTER knob. FEC] then push the knob.

SAMSUNG/GASLOG/ABS
sounds, the LED flashes in red, and the icon for DISTRESS
transmission appears. 3) Rotate the ENTER knob to select nature of distress, among the 9) With [DSC FREQ] selected, push the ENTER knob.
following 11 selections, then push the knob.
10) Rotate the ENTER knob to select the DSC frequency desired
• UNDESIGNATED then push the knob. [MULTI]: Transmit the distress alert on
• FIRE three to six frequencies (in numerical order), which you can
• FLOODING select among 2 MHz, 4 MHz, 6 MHz, 8 MHz, 12 MHz and 16
• COLLISION MHz. 2 MHz and 8 MHz are automatically selected and cannot
• GROUNDING be excluded.
• LISTING
• SINKING 11) Press the DISTRESS key for four seconds to send the distress
• DISABLED&ADR(IFT) alert. The audio alarm sounds while pressing the key, and the
• ABANDONING key flashes in red. The countdown message appears on the
• PIRACY screen while pressing the DISTRESS key (3S → 2S → 1S →
• MAN OVERBOARD 0S). When the countdown shows 0S, the distress alert is sent.
The audio alarm sounds for two seconds and the message
2) Press the CANCEL key to silence the audio alarm. Then, the 4) With [LAT] and [LON/UTC] selected, push the ENTER knob. "Sending DISTRESS ALERT." appears.
LED stops flashing, and the pop-up message disappears.
• [EPFS]: The position information from EPFS is 12) When the distress acknowledge call is received, use the
automatically shown. telephone or telex to communicate with the coast station. For
• [MANUAL]: Input your position manually. NBDP, follow the procedure in “Communicating by NBDP
• [NO INFO]: No information. terminal unit” on this page. If you selected [MULTI] at step 10,
you can communicate via telephone, on the communication
5) Rotate the ENTER knob to select [EPFS], [MANUAL] or [NO frequency which the distress acknowledge call is received. If it
INFO] then push the knob. For [MANUAL], go to step 6. For is necessary to change the frequency, do the following:
others, go to step 7.

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a) Rotate the ENTER knob to select [CHANGE] in the user chart in this section to determine your action.
options area then push the knob.
• Watch on the distress frequency.

• Relay the distress alert in the following cases:

- You have not received a distress acknowledge call from a

coast station within five minutes after receiving a distress
call.
- You have not received a distress relay from other ship.
- You cannot receive distress communications from other
ship over radiotelephone.
- The ship relaying the distress alert should establish
communications with the station controlling the distress as
directed and render such assistance as required and
appropriate.
b) Rotate the ENTER knob to select the appropriate frequency
then push the knob. • If it is clear the ship or persons in distress are not near your ship
and/or other vessels are better placed to assist, superfluous

SAMSUNG/GASLOG/ABS
Receive a Distress Alert communications which could interfere with search and rescue
activities should be avoided. Details should be recorded in the
Distress Alert Received on MF Band log.

• Continue watching on 2182 kHz. Wait for coast station to • When the received distress frequency is different from the
acknowledge the distress call. Watch until “SEELONCE FINI” current communication frequency, do the following:
is announced.
- Rotate the ENTER knob to select [CHANGE] then push
• If multiple DSC distress alerts are received from the same ship the knob.
in distress and it is near your ship, communicate with RCC or
coast station and send distress acknowledge call to the ship in Rotate the ENTER knob to select the frequency same as the received
distress under the direction of RCC or coast station. distress one then push the knob.

• Watch on the distress frequency.

Distress Alert Received on HF Band

If you receive a distress alert on the HF band, the audio alarm sounds and
the LED flashes in red. The icon for DISTRESS receiving ( ) appears in
the tab area and the pop-up message "DISTRESS ALERT message
received! [CANCEL]: Stop alarm" appears on the screen. Press the
CANCEL key to silence the audio alarm and stop the flashing of the
LED. The screen for receiving the distress alert appears. Wait for the
distress acknowledge call from a coast station. If you do not receive the
distress acknowledge call from a coast station, which usually takes about
five minutes from the time of receiving a distress alert, follow the flow

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Illustration 3.6.4a Inmarsat-C System

*=At Least Two SSAS Alert Units are Required. Antenna Unit
IC-118
**=Mandatory for EGC operation as required by IMO RES.A.664(16).

Terminal Unit
IC-218

SAMSUNG/GASLOG/ABS
100/115/220/230 VAC, 1Φ, 50/60 Hz
AC-DC Power Supply PC
PR-240
24 VDC
GPS Board
12/24 VDC OP 16-62
(Built-in) Shipboard LAN (Ethernet)
Printer **
24 VDC PP-510

For 12 VDC Power DC-DC converter is Mini Keyboard

required to use PP-510. 5139U
Navigator

Alarm Contact Signal

Junction Box
IC-318
Distress Alert/Received Call Unit
IC-305 or Alarm Unit IC-350
SSAS Alert Unit SSAS Alert Unit
IC-307 * IC-307 *
Alarm Unit IC-306
(Max. 3 Units)

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3.6.4 Inmarsat-C System Region Satellite Satellite position In each region, there is one NCS and several LESs. The NCS keeps track
AOR-West Inmarsat 3, F4 54.0°W of all Inmarsat-C transceivers in its region and broadcasts information
Maker: FURUNO such as navigational warnings, weather reports and news. The LESs
AOR-East Inmarsat 3, F2 15.5°W
Model: FELCOM18 provide the link between the MES and the terrestrial telecommunications
IOR Inmarsat 3, F1 64.0°E
networks via satellite.
1. General Description POR Inmarsat 3, F3 178.0°E

The Inmarsat-C system provides worldwide telex and data transmission

and reception of written information to owners of all Inmarsat-C < Inmarsat-C Satellite Coverage Area>
transceivers or a terrestrial telex network via satellite. Further, e-mail can
be sent via the internet.

Communication mode is store-and-forward telex, which means all

information sent is first stored at an LES (Land Earth Station) and then
delivered to the designated party.

An EGC (Enhanced Group Call) receiver is built in the FELCOM system

to receive the following types of messages, broadcast by LESs:

SAMSUNG/GASLOG/ABS
 SafetyNETTM: Governments and maritime authorities can use
this service to distribute maritime safety information to ships
within selected areas.
 FleetNETTM: Commercial subscription organizations or
shipping companies can use this service to transmit trade
information (for example, company news or market prices)
simultaneously to a selected group of ships, to provide up-to-
the-minute information.
 EGC system-related messages are sent by Inmarsat to certain
shipping companies and geographical areas.

The FELCOM system allows you to make distress calls. They are given
immediate priority over all other calls, and are automatically routed to a
land-based Rescue Co-ordination Centre (RCC).

The Inmarsat-C system consists of the Operation Control Center (OCC),

Satellite Control Centers (SCC), Network Coordination Stations (NCS),
Land Earth Stations (LES) and Mobile Earth Stations (MES). The OCC,
located at Inmarsat’s London headquarters, coordinates a wide range of
activities in the Inmarsat system, including commissioning of mobile
earth stations.

The Inmarsat-C system divides the world into four regions and each
region is covered by its own satellite.

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2. Operational Overview Telex, Distress EGC message received - Update position alert (manual position input) when the
e-mail ACK Trouble
Unit Safety/ position has not been updated for four hours.
rec’d Rec’d Distress Urgent found
Terminal Unit Normal - Equipment trouble (synthesizer, oscillator, etc.)
Terminal
YES YES YES YES NO YES
The terminal unit is the heart of the FELCOM system, creating, unit To acknowledge the audio alarm, press the ALARM RESET
transmitting and receiving messages. The unit consists of a display, Distress button, and the alarm tone changes. To silence the alarm and the
POWER switch, DISTRESS button, USB port and SD card slot. alert/ flashing of the button in case of external equipment abnormality,
Received NO YES YES YES NO NO
press the F10 key on the keyboard of the terminal unit.
call unit
Alarm Adjusting Brilliance
YES NO NO NO NO YES
unit
Adjust the display brightness as shown below. Ten levels are available.
 Distress Alert/Received Call Unit IC-305
Raising brilliance: Press [Alt] + [F7]
The DISTRESS button functions to transmit the distress alert. To Lowering brilliance: Press [Alt] + [F6]
transmit the distress alert, press the button (approx. 4 seconds)
until its lamp lights continuously. How to switch between Day and Night Mode

The IC-305 releases the audio alarm and the lamp in the To switch between Day mode (Preset 1) and Night mode (Preset 3), press

SAMSUNG/GASLOG/ABS
ALARM ACK button flashes when an EGC distress or urgency and hold the Alt key then press the F8 key.
broadcast is received. Press the ALARM ACK button to
acknowledge the alarm, and the alarm tone changes. To silence Keyboard
the alarm and extinguish the lamp, press the F10 key on the
keyboard of the terminal unit. The FELCOM is almost 100% keyboard controlled. The operation is
carried out with the function keys, numbered F1-F10 at the top of the
 Alarm Unit IC-306 keyboard. The figure below shows the keyboard and the function of each
function key.
The IC-306 releases the audio alarm and flashes the lamp in its
ALARM RESET button when a telex or e-mail is received. To
silence the audio alarm, press the ALARM RESET button on the
IC-306. In addition to telex and e-mail notification, the audio
Item Function alarm sounds and the lamp flashes also for the troubles listed
POWER Turns the Terminal Unit and equipment connected below.
switch to the Terminal Unit on and off.
DISTRESS Transmits the distress alert to an LES, when there - “Unsync” condition (MES is not synchronized with satellite)
button is a life-endangering situation on your ship. continues for six minutes. (UNSYNC appears at the bottom
SD card slot, The SD card stores transmitted and received of the screen.)
SD card messages, settings, etc. - BBER is over 80% (BBER of 080 or higher appears on the
USB port Connects a mini USB keyboard. system status monitor).
Note: The equipment cannot scan automatically in the
Audio Alarm above two conditions.
- Printer has no paper.
The audio alarm is released in the following instances. - No data is received from internal or external GPS navigator.

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Shortcut keys The display is divided into three areas:

Key Function 1) The function menu area

[Alt]+[N] Same as New in File menu
2) The working area
[Alt]+[O] Same as Open in File menu
[Alt]+[Q] Same as Close in File menu 3) The operating status area
[Alt]+[D] Same as Delete in File menu
[Alt]+[S] Same as Save in File menu (1) Distress alert information message area

[Alt]+[P] Same as Print in File menu

 No display (no distress alert).
[Alt]+[X] Same as Undo  Sending Distress Alert.
[Delete] Same as Cut in Edit menu  Sending Distress Alert Test.
[Alt]+[C] Same as Copy in Edit menu  Distress Acknowledgement Received.
 Distress Message Call Activated.
[Insert] Same as Paste in Edit menu
 Distress Message Call Acknowledged.
[Alt]+[V] Same as Change Window in Edit menu
 Distress Button Test Mode.

Function Key Description After the diagnostic test is completed, the equipment automatically starts (2) Communication network mode

SAMSUNG/GASLOG/ABS
synchronizing itself with a satellite. When the indication “Retuning” is
Key Function replaced with “YNC(NCS)”, the synchronization process is completed.  No display: Normal operation.
Opens and closes file; print files; MIME Then, you are ready to receive EGC messages.  Stand-alone mode: Stand-alone mode.
File (F1)
decoding.  Restoration mode (reverse video): Previously designated LES is
Edit (F2) Provides text editing facilities. NOTE transmitting the NCS common channel signal.
Transmit (F3) Transmit messages. When the caution “Pre-set LES ID for DISTRESS ALERT is invalid in
the present ocean region, please input preferred LES ID in the [Distress (3) Terminal unit status
EGC (F4) Display EGC messages; show EGC network ID.
Alert Setup] menu.” appears. Change the LES ID in the distress alert
Facilities for data reporting, message reporting,  IDLE: Idle (awaiting receiving, awaiting transmitting).
Reports (F5) setup to match current ocean region.
and EPADR.  IDLE (PENDING): Awaiting reply from LES.
Logs (F6) Displays sent and received message logs. Display indications  SENDING: Sending.
Facilities for login and logout, manual position  RECEIVING: Receiving.
Options (F7) input, testing, maintenance, NCS and ocean  LOGIN: Logging in with NCS.
region selection.  LOGOUT: Logging out with NCS.
Menus for system setup, editor setup, EGC  DISTRESS ALERT: When own vessel is transmitting the
Setup (F8) setup, auto mode setup, e-mail setup, and distress alert.
configuration.  Data Report: Sending data report.
Position (F9) Prepare the distress alert message.  TESTING: Performance Verification (PV) testing.
StopAlarm(F10) Silence audio alarm.  TEST SETUP: Requesting PV testing.
 SCANNING: NCS scanning.
 EGC RECEIVER (Reverse video): EGC-only receiver
Standby Display
operation.
 DELIVER STATUS REQ.: Transmitting delivery status request.
After the equipment is turned on and the diagnostic test is completed, the
 FORCED CLEARING: Stopping receiving, transmitting, or
standby display appears, showing the results of the test. The system
scanning.
status monitor provides various operating information.

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4(a) Communication status (4b) TERMCPU program version number (9) Date and time display

 CALLING: Now calling.  DCE F18 Ver. XX: (XX = Version Number). With the connection of a navigator (internal GPS navigator or
 WAITING FOR ACKNOWLEDGEMENT: Waiting for an  Trouble messages also appear here. external navigator), date and time (received from satellite) are
acknowledgement from LES. displayed. Manually input date and time are also displayed.
 RECEIVING EGC MESSAGE: Now receiving EGC message. (5) Frame synchronization
 WAITING FOR BACKOFF: Waiting to transmit data report. (10) Position
 Successful Login.: Login was successful.  Blank: Changing channel, or during transmission.
 Login failed.: Login failed.  SYNC (NCS): Synchronizing with NCS. With the connection of a navigator (internal GPS navigator or
 Successful Logout: Logout was successful.  SYNC (LES): Synchronizing with LES. external navigator), ship’s position is displayed in latitude and
 Logout failed.: Logout failed.  MES Sig. Ch: Changing MES signalling channel. longitude, or manually input position is displayed.
 Successful Distress Alert: Distress alert transmitted successfully.  MES Msg. Ch: Changing MES message channel.
 Distress Alert Failed: Distress alert could not be transmitted.  UNSYNC: Out of synchronization. Menu Overview
 Successful Forced Clearing.: Forced clearing successful.  Retuning: Synchronizing with NCS or LES.
 Forced Clearing Failed.: Forced clearing unsuccessful. Operation of the FELCOM is done through a menu system which you
 SENDING MESSAGE PACKETS: Sending TX message (6) Ocean region currently being receiving access with the function keys at the top of the screen. The example below
packets. shows how to select menu options from the [Editor Setup] menu.
 WAITING FOR ACKNOWLEDGEMENT: Waiting for an  No display: Out of sync with satellite.
acknowledgement from LES.  AOR-W: Atlantic Ocean Region-West. 1) Press the F8 key to display the [Setup] menu.

SAMSUNG/GASLOG/ABS
 Successful sending to LES.: Message successfully sent to LES.  AOR-E: Atlantic Ocean Region-East.
 Sending message failed.: The message could not be sent to LES.  IOR: Indian Ocean Region.
 Call rejected.: LES rejected your message.  POR: Pacific Ocean Region.
 Call pending.: LES temporarily suspending communications.
 Received Call.: Call received from LES. (7) Logging status
 Received Call(ITA2).: Call(ITA2) received from LES.
 RECEIVING MESSAGE PACKETS: Receiving message  LOGOUT: Logged out with ocean region.
packets.  LOGIN: Logged in with ocean region.
 CLEARING: Clearing TX sequence.  LOGIN (flashing): Logging in with ocean region.
 Successful receiving.: You successfully received the message. 2) Select the desired menu by pressing the appropriate numeric key.
 Receiving failed.: You could not receive a message. (8) Other information For example, press the 2 key to show the [Editor Setup] menu.
 Successful Data Report.: Data report successfully sent. (You can also select a menu with the ↑ and ↓ keys. Press the
 Data Report failure.: Data report could not be sent. Various messages appear at this location. Enter key after making a selection.)
 PV TEST CALL is rejected.: PV test call rejected by NCS.
 PV TEST CALL is pending.: PV test call pending by LES.  No display: No receive a message in memory, or printer is
 TEST-RECEIVING MESSAGE: Receiving test message from operating.
LES.  REC. MESSAGE EXIST (reverse video): Displayed when a
 TEST-SENDING MESSAGE: Sending a test message to LES. routine message has not been printed, or a confidential message
 TEST-DISTRESS ALERT: Sending test distress alert to LES. is received.
 WAITING FOR ACTIVATION: Waiting start of PV test.  Data Report: When data reporting is activated.
 WAITING FOR TEST RESULT: Waiting for results of PV test.  Message Report (reverse video): Message report setting is
 CLEARING: Clearing PV test. activated.
3) Choose the desired menu item by pressing the ↑ or ↓ key
 PV TEST is Completed.: PV test is completed.
followed by the Enter key. A window displaying the options for
 PV TEST Failure.: PV test failed.
the item selected or an alphanumeric data entry window appears
depending on your selection.

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For example, the window at right shows the options for [Word  For e-mail attachment, prepare the attachment and save it to an (in case of Telex or FAX). For e-mail address, press the
Wrap]. SD card or the internal memory. SMS messages over 160 Spacebar to select “To,” “Cc,”, Blank, “To” consecutively. * =
characters in length are sent in parts. Max. 10 telex stations, 7 FAX and 10 e-mail, and one SMS.
4) Press the ↑ or ↓ key to select option desired and press the Enter
key. 2) Press the F3 key to display the [Transmit] menu. 6) For E-mail, follow the procedure below. For other
communication formats, go to step 7).
5) Long-press the Esc key to return to the standby display.
a) Select [Subject] then press the Enter key.
b) Type subject then press the Enter key.
Error Messages and Alerts c) To attach a file, select [Attach File] then press the Enter key.

3) Press the 1 key to display the [Transmit Message] menu.

The terminal unit displays error messages and alerts, in the CAUTION
window, to call your attention to misoperation, failed operation and
system error. A list of error messages and alerts appear. To erase an error
message or alert, press the Esc key.

SAMSUNG/GASLOG/ABS
d) Press the Enter key to open the file list.
e) Select a file then press the Enter key.
f) Press the Esc key to close the window.

3. Inmarsat Communications 7) Select [LES ID] then press the Enter key to open the LES
setting window.
Before conducting any communications, be sure to login with the NCS in
your area.
4) Select [Station Name] then press the Enter key to open the
Station List.
Sending a Message

To send a message, create the message, attach the address of the recipient
and then send it to the LES. The address of the recipient in the Inmarsat-
C system is his telex number, for transmission via landline, or MES 8) Select the LES to use then press the Enter key.
Inmarsat Mobile Number (IMN), when sending to a ship.
9) Select [Confirmation] then press the Enter key.
The message can be one you have just prepared or one stored on an SD
card or the internal memory. (Messages cannot be sent by direct 10) To request notification of delivery from the LES, select [ON]. If
keyboard input.) not necessary to select [OFF], press the Enter key.

How to send a message to a station registered on the station list 11) Select [Send Delay] then press the Enter key.

1) Prepare message on the screen. 12) To send a message after a certain delay, enter a time up to 23
5) Choose a station then press the Enter key. To select multiple
 For e-mail or SMS, set [Text Mode] in the [Editor Setup] hours 59 minutes. (The [Send Delay] is used to time message
stations* (simultaneous transmission), select a station and then
menu to [Ascii]. arrival to suit the recipient’s office hours.). Press the Enter key.
press the Spacebar. Selected stations are marked with an asterisk

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13) Select [Delivery Delay] then press the Enter key.  Message send pending. This appears when the circuits at the
LES are busy. Your message will be sent once a circuit becomes
14) [Delivery Delay] requests the LES for “Immediate” or clear.
“Deferred” transmission to the recipient designated. Select
[Immediate] or [Deferred] then press the Enter key. For How to send a saved file
information on this service, consult with LES where the
message is to be sent. If the file is on an SD card, insert the card in the SD card slot.
Display log printout Example
15) Select [Code] then press the Enter key. (Confirmation ON, message delivered) 1) Close any open files.

16) Select [IA5] (for e-mail, fax, SMS), [ITA2] (for telex) or 2) Press the F3 and 1 keys to show the [Transmit Message] menu.
[DATA] as appropriate then press the Enter key.

17) Put the cursor on [TRANSMIT] then press the Enter key to
show the [Start] window.

18) Press the Enter key to send the message to the message queue.
(To escape, select [No] then press the Enter key.) The message Display log printout Example
“Message is entered in sending Queue. Press any key.” appears.

SAMSUNG/GASLOG/ABS
(Confirmation ON, message not delivered)

19) Long-press the Esc key to return to the standby display.

The message(s) will be sent according to the [Send Delay] setting.

“Current State: SENDING” appears at the bottom of the screen while the
message is being sent. If the message was sent successfully, “Successful
Sending message” appears and the TX message is printed (if
[Confirmation] is OFF). You can view details about the message in the
3) Select [Message File] then press the Enter key.
[Display Log]. Display log printout Example
(Confirmation ON, delivery status not delivered)

Depending on traffic, it may take at least 15 minutes to receive

confirmation.

Status of sent message

The terminal unit displays the status of messages you have sent as
follows:
<Display log printout Example (Confirmation OFF)>
 Message send failed. This appears if the message could not be
When [Confirmation] is ON and you receive a delivery status message, sent because of technical reasons such as satellite malfunction,
the message “Delivery Status received for (filename).” appears and the signal degradation, or no reply from the LES. Try to send the
delivery status message is printed. message again. If necessary, switch the drive, type A: for internal memory or C:
 Message send rejected. This appears when the LES rejects the for SD card, on the drive name line.
message because of non-technical reasons such as unpaid
subscriber’s fee.

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4) Select a file then press the Enter key. (You can view a part of a 1) Press the F3 and 3 keys to show the [Request Delivery Status] How to delete a sent message
file by tapping the Spacebar. After confirming the contents, list. If there are no messages in the list, “No message” appears.
press the Esc key.) 1) Press the F6 and 1 keys to display the [Received Message] log.

5) To send the message to a station registered on the station list, 2) Select the file to delete. To confirm the contents of a file, press
follow from step 4). the Enter key. For password-affixed messages, the password
entry window appears. Enter the password then press the Enter
How to cancel transmission on a message awaiting transmission key.

As noted earlier a TX message is held in the buffer, usually until it is sent

satisfactorily. To cancel transmission on a message held in the buffer, do How to manually request delivery status
the following:
You can manually request an LES for delivery status of a message you
1) Press the F3 and 2 keys to show the [Cancel] screen. have sent within the past 24 hours.

1) Press the F3 and 3 keys to show the [Request Delivery Status]

list. If there are no messages in the list, “No message” appears.

SAMSUNG/GASLOG/ABS
Send status 3) Press the Del key to delete the file. You are asked if you are sure
- Waiting: Waiting to send the message to delete the message file. For password-affixed messages, the
- Sending: Now sending the message 2) Select a file then press the Enter key. password entry screen appears. Enter the password then press
- Fail: Failed transmission the Enter key.
- Rejected: Message rejected by LES.
- Pending: LES circuits occupied. 4) Press the Enter key to delete the message, or select [No] then
press the Enter key to escape.
2) Select the message to cancel then press the Enter key. The
[Cancel] prompt appears. 5) Long-press the Esc key to return to the standby display.

3) Press the Enter key to cancel the message, or select [No] and Receiving Message
press the Enter key to escape.
3) [Yes] is selected in the [Start] window; press the Enter key to
request status. If the request was successful the message When a message is received
4) Long-press the Esc key to return to the standby display.
“Successful Delivery Status Request.” appears.
When the FELCOM receives a telex or e-mail successfully it displays the
How to request delivery status (Automatically receiving delivery status) message “Successful Receiving message.” If [Auto Receive Message
4) Long-press the Esc key to return to the standby display.
Save] and [Auto Receive Message Print] (in the [Auto Mode Setup]
You can automatically receive the delivery status of messages you send menu) are set for ON, the message is automatically saved and printed
Several minutes later the message “Delivery status received for (file
to an LES, by selecting “Confirming ON” in the [Transmit Message] (except confidential and password-affixed messages).
name)” appears on display. The reply from the LES appears in the
menu. Sent messages which request delivery status appear in the
[Delivery] column of the [Request Delivery Status] list.
[Message Status List]. The [Message Status List] holds delivery status  Received message alarm
information for 30 messages. When the list is full, the oldest entry is If [Receive Alarm] in the [Auto Mode Setup] menu is set for
deleted to make room for the latest. ON, the audio alarm sounds when a telex or e-mail is received.
You may silence the alarm with the F10 key.

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 Receive message format when a telex message or email is received then press the Enter 3) To print a message, press the P key while pressing the Ctrl key.
Each message received is assigned a message number. This key.
number is also used when saving the file to an SD card.
4) Long-press the Esc key to return to the standby display.

How to display and print received messages

Received messages (except confidential or password affixed) are

 Log automatically printed when [Auto Receive Message Print] in the [Auto
The [Communication Log] shows message number, priority, Mode Setup] menu is turned on. To print confidential or password-
date and time of reception, LES ID and file size (in bytes) of the affixed messages follow the procedure below. 4) Long-press the Esc key to return to the standby display.
latest 50 received and sent messages.
1) Press the F6 and 2 keys to display the [Received Message] log. How to automatically print received messages
 Printing
When [Auto Receive Message Print] in the [Auto Mode Setup] You can automatically print received messages (except confidential and
menu is set for ON, received messages (except confidential and password-affixed messages).
password-affixed messages) are automatically printed. Manual
printing is also available. 1) Press the F8 and 5 keys to show the [Auto Mode Setup] menu.

SAMSUNG/GASLOG/ABS
 Saving and filing 2) Select [Auto Receive Message Print] then press the Enter key.
Received messages are filed in the [Received Message] list, at
3) Select [ON] to automatically print received messages then press
the terminal unit specified with [Message Output Port] on the
the Enter key.
[System Setup] menu. The [Received Message] list shows the 2) Press the Enter key for routine messages and messages with
following: addressee code (no password).
4) Long-press the Esc key to return to the standby display.
- Received message no.
- LES ID
How to save received messages
- Priority
- File size (in bytes)
1) Press the F6 and 2 keys to display the [Received Message] log.
- Message classification
- Password for confidential messages
2) Select the file to save. To confirm the contents of a file, press
- Date and time of reception
the Enter key. For confidential messages, the password entry
- Status
window appears after pressing the Enter key. Enter the
password then press the Enter key.
How to set the receive alarm For messages with both addressee code and password, the
password entry window appears. Enter the password and then 3) Press the E key while pressing and holding down the Ctrl key to
You can get an audio alarm when a telex message or e-mail is received. press the Enter key. If the password is entered incorrectly, the save the file to the SD card or the internal memory. For
The default setting is OFF. buzzer sounds. Re-enter the password. confidential messages the password entry window appears.
Enter the password then press the Enter key.
1) Press the F8 and 5 keys to show
the [Auto Mode Setup] menu.
If the same file name is found on the SD card (internal memory),
“Already exists on the folder.” appears.
2) Select [Receive Alarm] then press
the Enter key.

3) Select [ON] to get the audio alarm

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How to automatically save received messages be used to silence the audio alarm. Use the F10 key on the keyboard to
silence the audio alarm.
1) Press the F8 and 5 keys to show the [Auto Mode Setup] menu.
How to Send the Distress Alert with Nature of Distress Specified
2) Select [Auto Receive Message Save] then press the Enter key.
When a life-endangering situation arises on your vessel and there is time
3) Select [ON] to automatically save received messages then press to specify the nature of distress and the recipient (LES) of the distress
the Enter key. alert, send own ship data (position, time, speed and course) as follows:
2) Press the DISTRESS button (approx. four seconds) until the
4) Long-press the Esc key to return to the standby display. 1) Press the F9 key to display the [Distress Alert Setup] screen.
lamp in the button lights continuously. The distress alert will not
be sent until the lamp in the button lights continuously and the
How to delete received messages audio alarm sounds. The message “Sending Distress Alert”
(white characters on red background) appears on the screen
1) Press the F6 and 2 keys to display the [Received Message] log. while the distress alert is being sent.

2) Select the file to delete. To confirm the contents of a file, press

the Enter key. For password-affixed messages, the password
entry window appears. Enter the password then press the Enter
key. 2) [LES ID] is selected; press the Enter key.

SAMSUNG/GASLOG/ABS
3) Press the Del key to delete the file. You are asked if you are Wait for acknowledgement of distress from an LES, which takes
3) Select a suitable LES then press the Enter key.
sure to delete the message file. For password-affixed messages, between 30 seconds and 10 minutes. When you receive
acknowledgement of the distress alert from an LES, the
the password entry screen appears. Enter the password then 4) Select [Update Time] then press the Enter key.
message “Distress Acknowledgement Received” appears (white
press the Enter key.
characters on red background) on the screen, the lamp in the
5) Enter the current time then press the Enter key.
4) Press the Enter key to delete the message, or select [No] then DISTRESS button flashes slowly and the audio alarm sounds
intermittently. To silence the audio alarm, press the F10 key on
press the Enter key to escape. 6) Select [Position] then press the Enter key.
the keyboard.
5) Long-press the Esc key to return to the standby display. 7) Enter your current position in latitude and longitude then press
the Enter key. Use the S, N, E and W keys to enter appropriate
4. Distress Operations coordinate.

How to Send the Distress Alert 8) Select [Nature] then press the Enter key.
The state of the LED in the DISTRESS button and the buzzer change
according to the events in the distress transmission sequence.
Set the LES where to send the distress alert, referring to steps 1) - 3) in 9) Enter the applicable nature of distress then press the Enter key.
the section “How to Send the Distress Alert with Nature of Distress If the nature of distress is not specified, [Undesignated] is
Event in distress TX
Specified.” LED state Buzzer state automatically selected.
sequence
Idle OFF OFF
When a life-endangering situation arises on your vessel and you do not 10) Select [Course] then press the Enter key.
Distress TX Lighting Continuous
have the time to specify the nature of distress, do the following to send
Distress ACK 1.2 s ON, 0.3 s OFF 1.2 s ON, 0.3 s OFF 11) Enter your course then press the Enter key.
the distress alert to an LES without specifying the nature of distress.

The DISTRESS button on the terminal unit of the FELCOM or the 12) Select [Speed] then press the Enter key.
1) Open the cover of the DISTRESS button on the Terminal Unit
Distress Alert/Receive Call Unit IC-305 cannot be used to silence the
IC-218 or the Distress Alert/Received Call Unit IC-305.
audio alarm for incoming distress or EGC urgency broadcast. The 13) Enter your speed then press the Enter key.
DISTRESS button is for sending a distress alert for own ship. It cannot

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GASLOG WESTMINSTER Bridge Operating Manual

14) Press the Esc key to show the [Update] window.

15) [Yes] is selected; press the Enter key to register settings.

16) Open the cover of the DISTRESS button on the Terminal Unit
IC-218 or the Distress Alert/Received Call Unit IC-305.

17) Press the DISTRESS button (approx. four seconds) until the
lamp in the button lights continuously. The distress alert will
not be sent until the lamp in the button lights continuously and
the audio alarm sounds. The message “Sending Distress Alert”
appears on the screen while the distress alert is being sent.
When you receive acknowledgement of the distress alert from
an LES, the message “Distress Acknowledgement Received”
appears on the screen, the lamp in the DISTRESS button
4) [Priority] is selected; press the Enter key.
flashes slowly and the audio alarm sounds intermittently. To
silence the audio alarm, press the F10 key on the keyboard.
5) Select [Distress] then press the Enter key.
The DISTRESS button on the terminal unit of the FELCOM or the

SAMSUNG/GASLOG/ABS
6) Select [LES ID] then press the Enter key.
Distress Alert/Receive Call Unit IC-305 cannot be used to silence the
audio alarm for incoming distress or EGC urgency broadcast. The
7) Select the LES where to send the distress message, preferably to
DISTRESS button is for sending a distress alert for own ship. It cannot
the one where the distress alert was sent, then press the Enter
be used to silence the audio alarm. Use the F10 key to silence the audio
key.
alarm.

8) Select [TRANSMIT] (at the bottom of the screen) then press the
How to Prepare the Distress Message
Enter key.
The distress alert provides the minimum distress information: own
9) The [Start] window appears and [Yes] is selected; press the
vessel’s ID, speed, course, L/L position and nature of distress. After
Enter key to send the distress message.
receiving the distress alert acknowledgement from an LES and you are
not pressed for time, you may send a distress message as below to
The message “Distress Message Call Activated.” appears (in red) while
provide more detailed information.
the distress message is being sent. When you receive an acknowledgment
from an LES, the message “Distress Message Call Acknowledged.”
1) Press the F1 and 1 keys to open a message screen.
appears and flashes.
2) Type the distress message. Below is an example.
Country/Ocean Code and Station ID are not required in a distress
message.

3) Press the F3 and 1 keys to select [Transmit Message].

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3.6.5 Ship Security Alert System (SSAS) for FELCOM18 the button again within 30 seconds of the initial press.) 3) On the Enter JOB No. field, type “ssas password” (without
quotation marks) and then press the [Enter] key. The prompt
The IC-307 SSAS (Ship Security Alert System) Alert Unit connects to 3) An LES sends an acknowledgement to your ship. OLD PASSWORD appears.
the Inmarsat-C MES FELCOM 18 for the purpose of alerting specified
addresses (for example, your ship’s company) that your ship is under 4) Steps 2) - 3) and are repeated in case of multiple addresses. 4) Type your current password and then press the [Enter] key. The
attack by intruders. The SOLAS Resolution XI-2/6 requires vessels of prompt NEW PASSWORD appears.
500 GT or more constructed before 01 July 2004 to install an SSAS. 5) Continuous transmission of the SSAS report begins.
(The interval at which to transmit the SSAS report to each 5) Enter a new password, using at least six characters, and then
When your ship is under attack an SSAS report, which contains your address can be specified. The SSAS report is continuously press the [Enter] key. The prompt RETYPE NEW PASSWORD
ship’s name, MMSI No., position, etc. is sent to up to five locations, transmitted while the button is ON, at the interval selected.) appears.
specified by the ship’s captain or authorized personnel. No audible or
visible alarm is generated while the SSAS report is being transmitted to 6) To stop transmission, press the button again to deactivate it. NOTE
prevent discovery of the report by the intruders. (This is only possible in the SSAS manager mode.) If less than six characters are entered for the password, the
message “Please use a longer password.” appears. Enter a longer
The SSAS is protected with a password to prevent unauthorized setting 2. Operation Mode password.
or testing of it by other than the ship’s captain or authorized personnel.
There are two menu operating modes: 6) Enter new password again and then press the [Enter] key. The
message “Password changed” appears.
 Normal mode Menus other than SSAS-related menus are

SAMSUNG/GASLOG/ABS
displayed. 7) Press the [Esc] key several times to close the menu.

 SSAS manager mode: The mode is activated by the password NOTE

entered by the ship’s captain or authorized personnel. The The SSAS manager mode cannot be unlocked without the proper
indication “SSAS Manager Mode” is shown at the top of the password.
screen when this mode is activated. All SSAS-related menus are
available. Transmission of the SSAS report may be cancelled in SSAS Manager Mode
this mode. The equipment starts up in the normal mode,
regardless of the mode in use when the power is turned off. All SSAS-related settings are set in the SSAS manager mode. Do the
following to access this mode.
Changing the Password
1) Press [F8], [1] to show the System Setup menu.
The default password is “ship security alert”. Ship’s captain or authorized
personnel may change the password as follows: 2) Press [↓] to choose Command Window and then press the [Enter]
key.
1) Press [F8], [1] to show the System Setup menu.
1. SSAS Operation Flow
2) Press [↓] to choose Command Window and then press the [Enter]
key.
1) Open the cover of the button and then press the button. (This is
a latch-type button; hit and release to activate the button.)

2) If addresses have been preset, the SSAS report is sent to one

address 30 seconds after the button is activated. (Max. 5
addresses)
(You may cancel transmission of the SSAS report by pressing

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3) On the Enter JOB No. field, type “ssas manager” (without the 1) Press the [F5] to open the Reports menu. 6) Press the [↓] key to choose Station Name and then press the
quotation marks) and then press the [Enter] key. [Enter] key.

NOTE 7) Press the [↑] or [↓] key to choose an appropriate station and then
If there is no SSAS equipment connected, the message press the [Enter] key. You may sort the list by group name,
"Command Ignored: No SSAS button is installed." appears. station name or communication type as follows:
- Group name: Each press of [Ctrl] + [G] sorts the list
4) Type password and then press the [Enter] key to go into the by group name, ascending or descending order.
2) Press the [4] key to show the SSAS Report menu.
“SSAS Manager Mode”. The indication “SSAS Manager Mode” - Station name: Each press of [Ctrl] + [N] sorts the list
is shown at the top of the screen when this mode is activated, by station name, in ascending or descending order.
and it is flashing. - Comm. type: Each press of [Ctrl] + [T] sorts the list by
communication type, in ascending or descending order.

8) Press the [↓] key to choose LES ID and then press the [Enter]
key.

3) Press [1], [2], [3], [4] or [5] key as appropriate.

9) Press the [↑] or [↓] key to choose LES and then press the [Enter]
5) Press the [Esc] key several times to close the menu. This
key.
enables the SSAS manager mode, which allows you to execute

SAMSUNG/GASLOG/ABS
the procedure in the paragraph below “3. Setting SSAS Report
NOTE
Destination and Message Contents.”
Change the LES whenever sea area has changed. However, the
equipment automatically searches for an LES with which you can
NOTE
communicate and the SSAS report is transmitted to that LES.
Turn the power off and on again whenever changing SSAS-related
settings.
10) Press the [↓] key to choose Report Interval and then press the
[Enter] key.
3. Setting SSAS Report Destination and Message Contents
11) Enter time interval (00:10-99:59) to transmit the SSAS report
When the SSAS is activated, the SSAS report is sent according to the 4) Press the [↓] key to choose Mode and then press the [Enter] key.
and then press the [Enter] key.
addresses (max. 5) and message content set with SSAS Report 1 – SSAS
Report 5 on the SSAS Report menu. 12) Press the [Esc] key to show the Update window.

NOTE
1) The destination and message content of an SSAS report vary
according to Administration. Therefore, set them as requested by 5) Press the [↑] or [↓] key to choose mode desired and then press
the ship’s authorities. For information other than ship’s name, the [Enter] key.
MMSI no. and IMN no. set it manually with “Other Inf.” “Mode” defines what SSAS report(s) a station is to receive: 13) Yes is selected; press the [Enter] key to close the SSAS report
2) The equipment must be in the SSAS manager mode to execute - Real+Test: Actual SSAS report and test SSAS report. window.
this procedure. - Real Only: Actual SSAS report only.
- Test Only: Test SSAS report only.

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14) Press the [6] key to display the SSAS Message Contents menu. NOTE 3) The SSAS report is transmitted 30 seconds after the button is
1) To delete entered subscriber’s data, choose “Remove” from pushed in ( ). Below are the contents of the SSAS report.
“Status.”
2) SSAS report settings may be saved to a disk for backup.
FELCOM 18/19: [F8], [8], [6] to show the Export/Import
window.

NOTE
If you accidentally push the button in, push it again within 30
seconds to cancel the report. The button pops out ( ) and the
15) Press the [Enter] key to open the Vessel Name window. NOTE
report is not transmitted. When this is done, the message “INF:
To shift between lines, use the [↑] or [↓] key.
SSAS UNIT activation has been cancelled.” Appears on display.
16) Enter the vessel’s name and then press the [Enter] key.

SAMSUNG/GASLOG/ABS
Additionally, for the FELCOM 16/19, the POWER lamp on the
4. Transmitting SSAS Report
communication unit flashes 30 seconds.
17) Press the [↓] key to choose MMSI and then press the [Enter] key.
In the normal mode, the SSAS report is sent 30 seconds after the button
4) An LES sends an acknowledgement to your ship.
18) Enter MMSI number and then press the [Enter] key. on the SSAS is pressed. The SSAS repeatedly transmits the report even if
the button is pushed off ( ). Repeated transmission can only be stopped
5) For multiple destinations, steps 3 and 4 are repeated.
19) Press the [↓] key to choose IMN and then press the [Enter] key. from the SSAS manager mode.

6) The SSAS report is transmitted repeatedly while the button

20) Enter IMN and then press the [Enter] key. 1) Open the cover of the SSAS alert button.
remains pushed in ( ).
21) Press the [↓] key to choose Other Inf. and then press the [Enter]
7) To stop transmission, push the button again to pop it out ( ).
key.
(SSAS manager mode only.)
22) Enter an appropriate message (for FELCOM18/19: six lines) and
NOTE
then press the [Enter] key.
1) You may cancel repeated transmission from either operating
NOTE mode by pushing the button OFF→ON→OFF→ON→OFF.
To shift between lines, use the [↑] or [↓] key. You must allow no more than three seconds to elapse before
pushing the button again. If more than three seconds elapses,
repeat the procedure. When the transmission is stopped, the
23) Press the [Esc] key to show the Update window.
message “INF: SSAS UNIT activation has been cancelled.”
appears and, on the FELCOM 16/19, the POWER lamp on
24) Yes is selected; press the [Enter] key to close the SSAS Message
the communication unit flashes approx. 30 seconds.
Contents menu.
2) Push the button. The button is a latch-type button; hit and 2) If the transmission is not cancelled with the button and the
release the button to activate ( ) the SSAS unit. power is turned off, the equipment resumes repeated
25) Press the [Esc] key twice to return to the standby display.
transmission when powered again.

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Illustration 3.6.6a Inmarsat Fleet Broadband System

AC-Captain’s Office Radio Table

Antenna Unit
FB-1500-C

Cradle Handset
1. @
CLR
2ABC 3 DEF
FB-8000
4 GHI 5 JKL 6MNO
7PQRS 8TUV 9WXYZ

* 0 #

AC-Captain’s
Office

Cradle Handset
1. @
CLR
2ABC 3 DEF
FB-8000
4 GHI 5 JKL 6MNO

7PQRS 8TUV 9WXYZ

* 0 #

SAMSUNG/GASLOG/ABS
Computer Network
System
Communication
Unit
FB-2000
VSAT
(Electronics Room)

AC-Captain’s Office
Radio Table
G3 Fax
Fax-2840 220VAC, 1Phase, 60Hz

Auto Tel. System

GPS Data

AC/DC Power
220 VAC,
Supply Unit AMS/Conning
1 Phase, 60Hz
PR-240

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GASLOG WESTMINSTER Bridge Operating Manual

3.6.6 Inmarsat Fleet Broadband System Illustration 3.6.6b Communication Unit and Handset Overview

Maker: FURUNO Electric Co., Ltd. Number Key Function

Model: FELCOM500 1 • Opens the [Sound] menu.

• Softkey (Lower left menu item button)
Communication unit 2 • Opens the Contacts screen.
1. General Description • Softkey (Lower right menu item button)
Inmarsat FleetBroadband
FURUNO
STATUS POWER OFF BEFORE INSERTING
3 • Moves the cursor up.
POWER READY TX

FELCOM500 are Inmarsat Fleet Broadband terminals, which delivers 1 2 3 4 OR REMOVING SIM
• Increases the volume.
SIM CARD INSIDE

ship-to-shore/ ship-to-ship broadband communication of up to 432 kbps POWER • Moves the cursor down.
• Decreases the volume.
together with voice communication all at the same time by utilising the
• Moves the cursor left.
latest generation Inmarsat I-4 satellites. Fleet Broadband offers the data Power switch SIM card slot • Opens Incoming History.
communication services with both shared bandwidth (Standard IP of up • Moves the cursor right
to 432 kbps) and dedicated data rate (Streaming IP of up to 256 kbps). On • Opens Outgoing History.
Status lamps
top of that, the users can make use of ISDN data service as well as FAX ENTER • When Information window is not displayed: Opens the Main
POWER : Lights green when power is on.
Menu.
communication. READY : Lights green when a satellite is being tracked. • When information window is displayed: Displays new informa-
(Voice/Data communication available) tion.
TX : Lights green when transmitting. • Softkey: Execute content that appears at center bottom of
FELCOM500 will bring cost-effective broadband communication screen.
STATUS (1 - 4) : Lights green when operating correctly.
onboard the vessels for a variety of needs, for both operational and social 4 Opens [SMS] menu.
purposes, including calling their friends and family back home while at

SAMSUNG/GASLOG/ABS
sea. 5 Opens [Web top] menu.
Handset

The FELCOM500 consists of an antenna unit, a communication unit, and 6 • Call

a handset. • Answers phone.
Speaker
Place the bottom of the 7 CLR • Returns to the previous menu.
handset in the cradle and • Erases a number or letter.
2. Operation
push until it locks in place. 8 • Hangs up phone.
• Cancels operation.
Power On/Off Screen • Long push: Restart handset.
9 1. @ • Selects item corresponding to number.
• Enters phone number and text.
The POWER switch on the front panel of the Communication Unit 2ABC
switches all units of the FELCOM 500 terminal on/off: 1 2 3DEF
3 Enter 4GHI
• IP Handset 4 5 5JKL
7
• Communication Unit 6 CLR 8
6MNO
• Antenna Unit 1. @ 2ABC 3 DEF
7PORS
• Incoming Indicator (option) 9 4 GHI 5 JKL 6MNO

7PQRS 8TUV 9WXYZ

8TUV
Cradle (Base)
10 * 0 # 11 9WXYZ
1) By hand, loosen the two screws near the insertion slot on the
0 Enters phone number and text.
front of the Communication Unit and remove the cover plate.
Microphone 10 * • Press once for (*) and twice for (+) at the transmit screen.
The SIM card port is found underneath. • Enters text.
11 # • Symbol (#)
2) Insert the SIM card IC face down into the card port. To eject the • Enters text.

SIM card, push it in with your finger.

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1) Press the Enter key to display the PUK code input screen.

2) Enter the SIM card PUK code. Press the Enter key.

3) Press ▼ to select the [Input new PIN.] field then press the Enter
key.

4) Enter the new PIN code then press the Enter key.

5) Press the key.

Screen Layout
3) Replace the cover unfastened at step 1). 5) Press the Enter key to display the PIN code input screen.
Handset Screen
4) Turn on the power switch on the Communication Unit. When 6) Enter the 4- to 8-digit SIM PIN code, and press the Enter key.
the following screen displays “V: Ready” and “D: Not
connected” on the handset, communication is possible. Wait 7) Press the key. If the PIN code is entered correctly, the
approx. three minutes for this screen to display.
idle screen appears on the handset. If entered wrong, the

SAMSUNG/GASLOG/ABS
message “PIN code is invalid” appears.

8) To brighten the screen, press the ▲ key while pressing the [0]
key. To darken the screen, press the ▼ key while pressing the [0]
key. The brilliance of the screen can be adjusted from any
screen. Status indication

If the PIN code is locked Icon Definition

Reception strength: Satellite receive signal strength
If the wrong PIN code is entered three times consecutively, the current shown by 8 bars.
PIN number becomes locked and the PUK screen looks like the one FX mode: Shown when FX mode is active.
shown below. Do the procedure below to unlock the PIN code. Missed call: Appears when an incoming call is missed.
(When the missed call indication feature is activated.)
New Message: Displays when a new SMS message
arrives. (When the message arrival notification features
NOTE are activated.)
Usually, about 3 minutes is required for the above screen to Alarm: Appears when there is trouble in the same
display. If there are obstacles or interference in the path of the network.
satellite, more time may be required. Buzzer sounds.
Shows the current UTC time.
NOTE
You may be asked for PIN code depending on SIM card settings.
If a password is required, go to step 5).

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GASLOG WESTMINSTER Bridge Operating Manual

3. Handset Operation 4) In the selected menu, press ▲ or ▼ to choose a menu item, and
press the Enter key to open the item. Or press the corresponding
You can call someone on land or ship-to-ship from the handset. This unit number key for that item. The item screen appears. As an
allows the handset to be used at the same time as the internet. example, the [Font size] menu is shown below.

Main Menu 5) Press ▲ and ▼ to select an item then press the Enter key. A
pop-up window like the one below appears for three seconds.
The handset main menu has 9 items: [Web], [SMS], [SysMsg], [Display],
[Contacts], [Sound], [Device], [Setting], and [Info]. 6) Press to close the menu.

1) At the idle screen, press the Enter key to open the main menu. How to make a Call

3) Complete the conversation.

There are three methods to make a call:
During the conversation, the duration of the communication
time is counted and displayed on the screen (in seconds).
1) Enter the number of the party to call
2) Select a number from the call History
3) Select a number from the Contacts list

SAMSUNG/GASLOG/ABS
How to Enter a Number

To enter a number from the handset, do the following:

1) Remove the handset from the cradle, and enter the number from
the idle screen:

2) Press ◄, ▲, ► or ▼ to select an icon in the menu. The selected

icon is highlighted in light-blue. 4) Press the key or replace the handset in the cradle to end
the call.
3) Press the Enter key to choose [Select]. The corresponding menu The duration of the call is indicated in the display for three
displays for the selected item. For example, if you select seconds and the idle screen appears.
[Display] at step 2), the following menu appears.

• Land: [00], country code, subscriber number.

• Ship-to-ship (Inmarsat terminal): [00], [870] (ocean area
code), Inmarsat Fleetbroadband number.
• Internal call: 4 digit inter-line number

2) Press the key or press the Enter key to send the call. The
indication shown below appears on the screen.

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GASLOG WESTMINSTER Bridge Operating Manual

How to Place a Call from the History List 1) At the idle screen, press the key to open the Contacts
screen
A number can be dialled directly from the outgoing and incoming call
history list. Up to 20 calls can be stored in each history list. When the
21st call occurs, the oldest logged call is deleted from the list.

1) From the idle screen press ◄ (for incoming history) or ► (for

outgoing history). The caller’s name appears in the history list if
it is registered in the Contacts list. “No-caller-ID” appears if the
number is hidden. Press ◄ and ► to change between incoming
and outgoing history.

To answer the call, press the key. To disregard the call,

press the key. Then, the incoming caller is rejected and a
conversation continues.
2) Press ◄ or ► to select the location to view (Handset,
Communication Unit, SIM). How to Receive a Call

1) When the handset rings, release the handset from the cradle then

SAMSUNG/GASLOG/ABS
press the key. If the call is from one of the subscribers described
below, the name of the caller is displayed.

2) Press ▼ or ▲ to select the number to call. 01 is the most recent

number.

3) Press ▲ or ▼ to select a contact.

How to answer an incoming call during a conversation

If another call is received during the conversation, perform the following: 2) Talk to the caller.

1) To answer the call, press the key. To disregard the call, 3) When the conversation is finished, press the key to
press the key. Then, the incoming caller is rejected and a complete the call, or place the handset on the cradle. The
conversation continues. communication time appears for 3 seconds and then the idle
3) Press the key to dial the selected number. screen returns.
2) To switch between callers, press the Enter key on the screen
How to Call from the Contacts List where [Change] appears.

At the incoming or outgoing history screen, press the key to open

the submenu.

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4. 505 Emergency Call

In the event of an emergency, do the following to make an emergency

call:

NOTE
505 Emergency call is an INMARSAT service and is not GMDSS
compliant.

1) Remove the handset from the cradle, and dial [505] at the idle
screen.

2) Press or [#] to call the number.

Corresponding to the satellite in use, you will be connected to
one of the following RCC services.

Satellite RCC
EMEA (West Asia, Africa, Eastern RCC Den Helder

SAMSUNG/GASLOG/ABS
Atlantic area) (Holland)
APAC (Western Pacific, Southeast RCC Australia
Asia, Oceania area) (Canberra, Australia)
AMER (Western Atlantic, Eastern JRCC Norfolk
Pacific, Continental America area) (Norfolk, Virginia, USA)

For example, if using the above operation is performed in Japan,

it is covered by the APAC service area, and you will be
connected to RCC Australia.

3) Once connected to RCC, speak slowly and clearly provide the

following information:

- Who you are: Vessel name, telephone number and callsign.

- Where you are: Your position in latitude and longitude or a
bearing and distance from a known geographical point.
- What is wrong: Nature of emergency or difficulty.
- Type of assistance required.
- Number of persons on board.

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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.6.7a NAVTEX System

Antenna Unit

AMS/Conning:Sensor Adapter Serial

DGPS Data:MD-550
(W/H Top)
GMDSS Alarm Panel IC-350

SAMSUNG/GASLOG/ABS Receiver Unit

NAVTEX RECEIVER
Display Unit

FURUNO

220 VAC, 1Phase, 60Hz

MENU
AC/DC Power ENT
ESC

Supply Unit
24 VDC LIST
from GMDSS Radio Station (Chart Console) DIM

NAVTEX
NX-700

(Chart Console)

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3.6.7 NAVTEX Receiver If the stations were to transmit without any rule, the system would Type of message category:
collapse due to mutual interference. To avoid this problem, the following
Maker: FURUNO rules apply:  A: Navigational warning
Model: NX-700A  B: Meteorological warning
 The transmission schedule is determined so that two or more  C: Ice report
1. General Description stations having a common service area may not overlap in time.  D: Search and Rescue information/ piracy and armed
 Each station transmits with the minimum required power to robbery
NAVTEX (Navigational Telex) is a worldwide coastal telex broadcasting cover its service area (200 to 400 nautical miles nominal).  E: Meteorological forecast
system. Coastal NAVTEX broadcasting stations with specific ID’s  F: Pilot message
transmit Navigational warnings, Meteorological warnings, Search and 3. Message Format  G: AIS
Rescue (SAR) information and other navigational information for  H: LORAN-C message
NAVTEX receiver-equipped vessels sailing in coastal waters. For automatic identification of messages, each message starts with nine  I: Reserved presently not used
control characters, called “Header codes”.  J: SATNAV message
The NX-700 NAVTEX receiver receives NAVTEX messages and  K: Other electronic navigational aid system message
automatically displays them together with station ID and message The first five characters are always “ZCZC_” and common to all  L: Navigational warning (additional)
category information. messages. This part is used for message synchronization. The latter four  M to Y: Reserved presently not used
characters are designed as B1, B2, B3 and B4, and indicate origin,  Z: QRU (no message on hand)
If the ship’s position data is fed from the navigation equipment, the NX- category and a serial number of the message.
700 automatically decides in which NAVAREA the vessel is navigating, 4. Operations

SAMSUNG/GASLOG/ABS
and selects stations. (NAVAREAs are geographical zones defined by the  Character B1 is the identification letter of the NAVTEX station
International Maritime Organization.) “A” thru “Z”. Turning the Unit On/Off
 Character B2 indicates the type of message. “A” thru “Z”, as
2. Principle of Navtex System listed below. Press the ( ) power key to turn the unit on. A beep sounds and the
 Characters B3 and B4 indicate the serial number of the message. equipment shows the start-up display, where the ROM and RAM are
For navigation purposes, the world is divided into 21 areas (called The serial numbers are counted up from “01” to “99”, and then checked for proper operation, and the Program No. is displayed. The
Navareas). Each NAVTEX station has an identification code, from “A” start from “01” again. Number “00” is especially reserved for results of the check are shown as OK or NG (No Good).
to “Z”. The frequency usually assigned to NAVTEX is 518 kHz, others important emergency messages.
are (490 or 4209.5 kHz). Many stations exist in the same service
coverage. The end of each message is indicated by “NNNN” (four successive N’s).
The general message format is summarized below:

At the default setting, the equipment functions as below;

When the results of the check are OK, ALL MESSAGE display for 518
kHz appears. This screen shows all messages received in 518 kHz.

You can switch 518 kHz (International message) and 490 kHz (local
message) to display. The NX-700A is preset to print all received message
out.

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Illustration 3.6.7b NAVTEX Display

NAVTEX RECEIVER
FURUNO

Cursor Pad
PUSH TO OPEN
-Shift the cursor and display
-Selects items on menus.
Registers items MENU
on menus.
ENT
ESC Opens menu/ returns to the previous display.

Printer
LIST Opens the LIST options.
DIM Adjusts the panel and LCD dimmer.
PRINT Opens the PRINT options.

NAVTEX
<All message display (518 kHz)> NX-700 Turns the power On/Off.

SAMSUNG/GASLOG/ABS
To turn the power off, press the ( ) power key again.

Adjusting the LCD Dimmer

The user can adjust the LCD and panel dimmer with the (+) or (-) DIM
key. The adjustment range is 0 (dark) to 9 (bright).

Confirming a New Message

When receiving a new message, proceed as follows depending on the

message received.

SAR (Search and Rescue) Message

1) When an SAR message is received, the audible alert sounds and

details for the SAR message appear.’

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GASLOG WESTMINSTER Bridge Operating Manual

2) Press any key other than power key to silence the alarm. Display
Key Function
Mode
Other Messages List Scrolls the list.
▲▼
Detailed Scrolls the message.
1) When a message other than a SAR message is received, the
List Switches the international and local list.
display shows one of the following windows:
◄► Shows newer (◄) or older (►)
Detailed
messages.
List
MENU Shows the main menu.
Detailed
4) Press ▲ or ▼ to choose Mask Mode, and then press the ENT
List Shows the detailed message selected.
ENT key or ► to show the mask mode options.
Detailed Shows the message list.
List
LIST Shows the list options.
2) To read the message immediately, press ◄ to choose “Yes” and Detailed
then press the ENT key to display the message. List
PRINT Shows the print options.
Detailed
To read the message later, choose “No”, and then press the ENT
key to close the window. 5) Press ▲ or ▼ to choose INS (for INS mode) or Manual (for
Choosing the Receive Mode

SAMSUNG/GASLOG/ABS
Auto or Manual mode) as appropriate, and then press the ENT
Sample Messages key.
The NAVTEX menu allows you to select what station to receive,
automatic or manual. The Auto mode requires navigation data, and
Press ▲ or ▼ on the cursor pad to choose a message, and then press the 6) When choosing INS, Auto RCV Mask and Local Channel
stations are automatically selected according to the distance between own
ENT key to show any detailed information for that message. The disappear from the NAVTEX menu.
ship and NAVTEX stations. If navigation data is not input, all stations are
message list and detailed message displays can be switched by pressing
selected.
the ENT key. 7) For Auto and Manual modes, proceed as follows:
The manual mode allows the operator to select any station. The INS
mode allows the operator to set the station, message and local channel a) Choose Auto RCV Mask, and then press the ENT key.
from the external equipment connected. b) Press ▼ to choose “On” for Auto or “Off” for Manual, and
then press ENT key.
1) Press the MENU/ESC key to show the main menu.
8) Press the MENU/ESC key several times to close the menu.

Choosing the Local Frequency

The operator can choose 490 kHz or 4209.5 kHz as the local frequency
on Auto or Manual mode.

1) Press the MENU/ESC key to show the main menu.

2) Press ▲ or ▼ to choose NAVTEX. 2) Press ▲ or ▼ to choose NAVTEX, and then press the ENT key
or ►.
NOTE 3) Press the ENT key or ► to open the NAVTEX menu.
The operation guide at the bottom of the screen shows the functions of 3) Press ▲ or ▼ to choose Local Channel, and then press the ENT
the keys available for use with the current screen. key or ► to show the local channel options.

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GASLOG WESTMINSTER Bridge Operating Manual

4) Press ▲ or ▼ to choose the frequency 490 kHz or 4209.5 kHz, 7) Press the ENT key. 2) Press ▲ or ▼ to choose the item.
and then press the ENT key.
8) Repeat steps 5) through 7) to complete. - All Messages: Shows all messages received.
5) Press the MENU/ESC key several times to close the menu. - Alarm Messages: Shows only SAR/WARNING messages.
9) Press the MENU/ESC key to close the window. - User Selected Messages: Shows messages arranged at User
Editing the Settings for Station and Message Select Station and MSG on Display menu.
Switching the Frequency to Display - Good Messages: Shows messages whose error rate is less
1) Press the MENU/ESC key to show the main menu. than 4 %.
The operator can switch the frequency to 518 kHz or (490 or 4209.5 kHz)
2) Press ▲ or ▼ to choose NAVTEX (for RCV Mask, INS Output by pressing ◄ or ► key. 3) Press the ENT key to close the window.
Mask and Printer mask) or Display (for User Select Station & The list is chosen at step 2) appears.
MSG), and then press the ENT key.
NOTE
3) Press ▲ or ▼ to choose “RCV Mask”. “INS Output Mask”, When the following messages appear, set the List window to All
“Printer Mask” or “User Select Station & MSG”. Alarm Messages Messages to show:
Urgent Message: Message not chosen for display received – it is an
4) Press the ENT key to open the appropriate editing window. (The The sequence of events when an alarm message is received is as follows: international or local 00 message. Choose “All
following is the RCV Mask editing window.) Message” (List menu) to display.

SAMSUNG/GASLOG/ABS
When receiving a SAR (Search and Rescue) message, the audible alarm Normal Message: International or local message not chosen for
beep sounds, and the SAR message is shown. display received. Choose “All Message” (List
menu) to display.
When the warning MSG (A/B/L) ALM on the system menu is set to On,
the audible alarm sounds and the message for receiving appears. The Protecting Message from Deleting
audible alarm sounds a long beep.
Messages are automatically deleted from the memory under the
Silencing audible alarm: following conditions:

Press any key except the power key. • 66 hours have passed from the moment when received.

Processing Messages • They are older than No.200

Choosing Messages to Display 1) Choose the message at the list display.

The operator can choose which category of messages to display: All, 2) Press the LIST key to show the list options.
5) Press ▲ or ▼ to choose the item to edit, and then press the
Alarm, User Selected and Good messages.
ENT key to show the alphabet selection window.

1) With the message list or detailed message shown, press the

LIST key to show the list options.

3) Choose Lock Message from the list window. The protect icon
6) Press ◄ or ► to choose the alphabet desired, and then press ▲
appears next to the message selected.
or ▼ to choose to receive or not. The alphabet not chosen to
receive is marked with “-” (hyphen).

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NOTE
To unlock a message, choose it and then select Unlock Message in
the list window. (The protect icon disappears.) A maximum of 50
messages for international and local (or 25 % of each memory) can
be protected.

Printing Message

Received messages can be printed automatically, from the built-in printer.

Printing all Messages Displayed

1) Press the PRINT key with showing all messages.

2) Press▲ or ▼ to choose “Print”, then press the ENT key to print.

SAMSUNG/GASLOG/ABS
NOTE
If a message is received while the printing of messages is
underway, the new message cannot be printed.

Printing Each Message

1) Press ▲ or ▼ to choose the desired message from the list.

2) Press the ENT key to show detailed information.

3) Press the PRINT key.

4) Press ▲or ▼ to choose “Print” from the window.

5) Press the ENT key to print.

Cancelling Printing

When a menu is displayed, the operator cannot cancel the printing

1) Press the PRINT key to open the print window.

2) Press ▼ to choose “Cancel Print” and then press the ENT key.

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Illustration 3.6.8a UHF Communication System

NOTE
3 is 3-way splitter W/H Top CMR Passage Way (STBD) Passage Way (PORT)
No.1 UHF Whip Ant. No.3 UHF Helical Ant. No.4 UHF Helical Ant. No.5 UHF Helical Ant.
W/H Top UHF46D TRA4503P TRA4503P TRA4503P
4 is 4-way splitter No.1 UHF Whip Ant.
UHF46D
is Exd Enclosu re
Exd. Exd. Exd.
W/H Top
No.2 UHF Whip Ant. Enclosu re Enclosu re Enclosu re
UHF46D E Deck EL Trunk
Bridge Console “B”
4

N-Male
AC220V/60Hz/1Ph Power LCD DISPLAY
Connector
Supply
P1 P3
E/R 4th Deck E/R 3rd Deck E/R 2nd DEck S/G Room
No.6 UHF Helical Ant. No.7 UHF Helical Ant. No.8 UHF Helical Ant. No.9 UHF Helical Ant.
P2 P4

TRA4503PE TRA4503PE TRA4503PE TRA4503PE

No.1 Fixed UHF Radio
(DM4600e)

N-Male
Connector A Deck Elec.
N-Female

SAMSUNG/GASLOG/ABS
Equip. Room E/R 2nd Deck
Connector
4 4
Cargo Console “5”

E/R Floor Duct Keel (AFT) Duct Keel (FWD)

Power LCD DISPLAY NO.10 UHF Helical Ant. No.11 UHF Helical Ant. No.12 UHF Helical Ant.
AC220V/60Hz/1Ph TRA4503PE TRA4503P TRA4503P
Supply P1

P2
P3

No.2 Fixed UHF Radio

(DM4600e)
Exd. Exd.
Enclosu re Enclosu re
E/R Floor

3
Engine Control Console “8”

LCD DISPLAY

P1 P3

Bosun Store Bow Thruster Room Fore Mast

P2 P4

LCD DISPLAY No.13 UHF Helical Ant. No.14 UHF Helical Ant. NO.15 UHF Whip Ant.
AC220V/60Hz/1Ph P1 P3
TRA4503PE TRA4503PE UHF46D
P2 P4

No.3 UHF Repeater

(SUK-10)

N-Male
Connector Bosun Store

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3.6.8 UHF Onboard Communication System Component Description 2. Display Icons
The Duplexer allows the professional series
Maker: Seanet Co., Ltd. radios to operate simultaneously in the same The liquid crystal display (LCD) of your radio shows the radio status,
Duplex Filter frequency band with a single antenna and
Repeater Station: SUR-10 transmission line. text entries, and menu entries.
Base Station: DM4600e (Motorola) The RX amplifier enables reception of weak
RX Amplifier radio waves, increases selection, and The following are icons that appear on the status bar at the top of the
improves signal-to-noise.
1. General Description radio’s display. Icons are displayed on the status bar, arranged left-to-
Microphone It converts sound energy into electrical current right, in order of appearance/usage and are channel specific.
Power Supply AC 220V / 1PH / 60Hz
The UHF system is designed to provide on-board communications via a
passive ship-wide antenna system. This allows communications in areas Icon Name Function
Base Station (DM4600e) Received
normally screened to radio signals.
The number of bars displayed represents the
Signal
The DM4600 is an intrinsically safe UHF handset for use in all parts of radio signal strength. Four bars indicate the
Repeater Station (SUR-10) Strength
the vessel. strongest signal. This icon is only displayed
Indicator
while receiving.
This repeater is unique because they are designed to use off-the-shelf mobile (RSSI)
It features Emergency Signalling which can be configured to send a help The Bluetooth feature is enabled but there is
radios for the transmitter and receiver. In the SUR-10 repeater, all of the Bluetooth
signal to a predefined person or group of people at a single push of the no remote Bluetooth device connected.
necessary components (interface options and mobile radios) are built into
bright orange Emergency button. The Bluetooth feature is enabled. The icon
one cabinet. It is composed of Two TX and RX radios, one control board, Bluetooth
one power supply unit, duplex filter, RX amplifier and microphone. stays lit when one or more remote Bluetooth

SAMSUNG/GASLOG/ABS
The antennas for the UHF system are located in selected areas around the Connected
devices are connected.
vessel.
Emergency Radio is in Emergency mode.

The handset has a battery life of up to 14 hours. A choice of two power Notification Notification list is not empty.
outputs can be used to extend battery life. There are three 6-slot battery
Scan*‡ Scan feature is enabled.
chargers available for charging the handset batteries.
Scan – Priority Radio detects activity on channel/group
1*‡ designated as Priority 1).
Scan – Priority Radio detects activity on channel/group
2*‡ designated as Priority 2.
Vote Scan Vote scan feature is enabled.

Monitor Selected channel is being monitored.

In the absence of a repeater, radio is
Talkaround*‡ currently configured for direct radio to radio
communication.
Site Roaming* The site roaming feature is enabled.

Key Description Key Description Secure The Privacy feature is enabled.

1 On/Off Button 7 Return/Home Button Unsecure The Privacy feature is disabled.
Front Programmable Buttons
2 Volume/Channel Knob 8 The GPS feature is enabled. The icon stays
Component Description (P1~P4) GPS Available
One radio operates as the receiver of the lit when a position fix is available.
3 Display 9 Accessory Connector
Control Board repeater and the other radio operates as the GPS Not
transmitter of the repeater. 4 OK/Menu Button 10 LED Indicators The GPS feature is enabled but is not
Available/Out
Model: DM4600e (Motorola) 5 Scroll Up/Down 11 Press-to-talk (PTT Switch) receiving data from the satellite.
TX and RX Radios of Range
- Frequency Range : 403 - 470MHz 6 Speaker
Option Board The Option Board is enabled.

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Icon Name Function Switching Between Conventional Analogue and Digital Mode  Blinking yellow – Radio is scanning for activity or receiving a Call
Option Board Alert, or all local Linked Capacity Plus channels are busy.
The Option Board is disabled.
Non-Function Each channel in the radio can be configured as a conventional analogue  Double blinking yellow – Radio is no longer connected to the
or conventional digital channel. To switch between an analogue or a repeater while in Capacity Plus or Linked Capacity Plus, all
Tones Disable Tones are turned off.
digital channel, use the; Capacity Plus channels or Linked Capacity Plus channels are
Radio is set at Low power. currently busy,
Power Level • Scroll Up/Down buttons, or Auto Roaming is
Radio is set at High power.
• Volume/Channel Knob, or enabled, radio is
Indicates a Private Call in progress. In the • programmed Channel Up or Channel Down buttons actively searching
Private Call Contacts list, it indicates a subscriber alias for a new site.
(name) or ID (number). When switching from digital to analogue mode, certain features are Also indicates
Indicates a Group Call or All Call-in unavailable. Icons for the digital features (such as Messages) reflect this radio has yet to
Group Call/All
progress. In the Contacts list, it indicates a change by appearing ‘greyed out’. Disabled features are hidden in the respond to a group
Call
group alias (name) or ID (number). menu. call alert, or radio
is locked.
3. Functional Operation Your radio also has features available in both analogue and digital mode.
However, the minor differences in the way each feature works does NOT 4. Operation
Powering Up the Radio affect the performance of your radio.
Selecting a Zone

SAMSUNG/GASLOG/ABS
Press the On/Off Button briefly. You see MOTOTRBO (TM) on the Using the Volume/Channel Knob
radio’s display momentarily, followed by a welcome message or A zone is a group of channels. The radio supports up to 99 channels and
welcome image. The Volume/Channel Knob can be programmed as a dual purpose for 2 zones, with a maximum of 99 channels per zone.
both volume and channel or as a volume-only control. To adjust volume,
The green LED lights up and the Home screen lights up. A brief tone see “Adjusting the Volume”. To change channels, push and hold the knob Procedure:
sounds, indicating that the power-up test is successful. until channel selection screen is displayed, then turn the knob to the Press the programmed Zone button and proceed to Step 3 OR Follow the
required channel. procedure below.
To turn off the radio, press and hold the On/Off Button until you see
Powering Down on the radio’s display. To exit channel selection state, do any of the following. 1) to access the menu.

Adjusting the Volume  Push the Volume/Channel Knob again

2) or to Zone and press to select.
 Press
To increase the volume, turn the Volume/Channel Knob clockwise. While,
 Press 3) The current zone is displayed and indicated by a .
to decrease the volume, turn this knob counterclockwise.
 Wait for the menu timer to expire

Push-To-Talk (PTT) Button 4) or to the required zone and press to select.

LED Indicators

The PTT button on the side of the microphone serves two basic purposes: 5) The display shows <Zone> Selected momentarily and returns to
LED indicators show the operational status of the radio.
the selected zone screen.
• While a call is in progress, the PTT button allows the radio to
 Blinking red – Radio is receiving an emergency transmission or
transmit to other radios in the call. Press and hold down PTT Selecting a Channel
has failed the self-test upon powering up.
button to talk. Release the PTT button to listen. The microphone
 Solid green – Radio is powering up, or transmitting.
is activated when the PTT button is pressed. Transmissions are sent and received on a channel. Depending on the
 Blinking green – Radio is receiving a non-privacy-enabled call or
radio’s configuration, each channel may have been programmed
data, or detecting activity over the air.
• While a call is not in progress, the PTT button is used to make a differently to support different groups of users or supplied with different
 Double blinking green – Radio is receiving a privacy-enabled call
new call. features. After selecting the required zone, select the channel you require
or data.
to transmit or receive on.
 Solid yellow – Radio is monitoring a conventional channel.

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Select a channel by using: Receiving and Responding to a Private Call predetermined period of time before ending.
 Scroll Up/Down buttons, OR
 Volume/Channel Knob, OR A Private Call is a call from an individual radio to another individual radio. If the Channel Free Indication feature is enabled, you hear a short
 The programmed Channel Up or Channel Down buttons alert tone the moment the transmitting radio releases the PTT
1) The green LED blinks. button, indicating the channel is now available for use.
Receiving and Responding to a Radio Call
2) The Private Call icon appears in the top right corner. The first text Receiving and Responding to a Selective Call
Once the channel, subscriber alias or ID, or group alias or ID is displayed, line shows the caller alias. The radio unmutes and the incoming
you can proceed to receive and respond to calls. call sounds through the radio’s speaker. A Selective Call is a call from an individual radio to another individual radio.
It is a Private Call on an analogue system.
The green LED lights up while the radio is transmitting and blinks when 3) If the Channel Free Indication feature is enabled, you hear a short
the radio is receiving. alert tone the moment the transmitting radio releases the PTT 1) The green LED blinks.
button, indicating the channel is free for you to respond.
Receiving and Responding to a Group Call 2) The Private Call icon appears in the top right corner. The first text
Press the PTT button to respond to the call OR If the Voice line shows the caller alias or Selective Call or Alert with Call. The
To receive a call made to a group of users, your radio must be configured as Interrupt feature is enabled, press the PTT button to stop the radio unmutes and the incoming call sounds through the radio’s
part of that group. current call from the transmitting radio and free the channel for you speaker.
to talk/respond.
3) If the Channel Free Indication feature is enabled, you hear a short

SAMSUNG/GASLOG/ABS
1) The green LED blinks.
4) The green LED lights up. alert tone the moment the transmitting radio releases the PTT
2) The Group Call icon appears in the top right corner. The first text button, indicating the channel is free for you to respond.
line shows the caller alias. The second text line displays the group 5) Wait for the Talk Permit Tone to finish (if enabled) and speak
call alias. The radio unmutes and the incoming call sounds through clearly into the microphone. Press the PTT button to respond to the call.
the radio’s speaker.
6) Release the PTT button to listen. 4) The LED lights up solid green.
3) If the Channel Free Indication feature is enabled, you hear a short
alert tone the moment the transmitting radio releases the PTT 7) If there is no voice activity for a predetermined period of time, the 5) Wait for the Talk Permit Tone to finish (if enabled) and speak
button, indicating the channel is free for you to respond. call ends. clearly into the microphone.

Press the PTT button to respond to the call OR If the Voice 8) You hear a short tone. The display shows Call Ended. 6) Release the PTT button to listen.
Interrupt feature is enabled, press the PTT button to stop the
current call from the transmitting radio and free the channel for you Receiving an All Call 7) If there is no voice activity for a predetermined period of time, the
to talk/respond. call ends.
An All Call is a call from an individual radio to every radio on the channel.
4) The green LED lights up. It is used to make important announcements requiring the user’s full 8) You hear a short tone. The display shows Call Ended.
attention.
5) Wait for the Talk Permit Tone to finish (if enabled) and speak 1) A tone sounds and the green LED blinks. Making a Radio Call
clearly into the microphone OR Wait for the PTT Sidetone to
finish (if enabled) and speak clearly into the microphone. 2) The Group Call icon appears in the top right corner. The first text After selecting your channel, you can select a subscriber alias or ID, or
line shows the caller alias. The second text line displays All Call. group alias or ID by using:
6) Release the PTT button to listen. The radio unmutes and the incoming call sounds through the radio's
speaker.  The Contacts list
7) If there is no voice activity for a predetermined period of time, the  A programmed One Touch Access button
call ends. 3) Once the All Call ends, the radio returns to the previous screen  The programmed number keys – This method is for Group, Private
before receiving the call. An All Call does not wait for a and All Calls only and is used with the keypad microphone.

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 Manual Dial (via Contacts) – This method is for Private Calls only You hear a negative indicator tone, when you make a Private Call via the 3) Wait for the Talk Permit Tone to finish (if enabled) and speak
and is dialed using a keypad microphone. Menu, Call Log, Contacts list, One Touch Access button, the programmed clearly into the microphone OR Wait for the PTT Sidetone to
number keys, Scroll Up/Down buttons, or the Volume/Channel Knob if finish (if enabled) and speak clearly into the microphone.
Making a Group Call this feature is not enabled.
Making a Selective Call
To make a call to a group of users, the radio must be configured as part of Use the Text Message or Call Alert features to contact an individual radio.
that group. Just like a Private Call, while you can receive and/or respond to a Selective
1) Select the channel with the active radio alias or ID OR Press the Call initiated by an authorized individual radio, the radio must be
1) Select the channel with the active group alias or ID OR Press the programmed One Touch Access button. programmed for you to initiate a Selective Call.
programmed One Touch Access button.
2) Press the PTT button to make the call. The green LED lights up. 1) Select the channel with the active radio alias or ID.
2) Press the PTT button to make the call. The green LED lights up. The Private Call icon appears in the top right corner. The first text
The Group Call icon appears in the top right corner. The first text line shows the subscriber alias. The second text line displays the 2) Press the PTT button to make the call. The green LED lights up.
line shows the group call alias. call status. The Private Call icon appears in the top right corner. The first text
line shows the subscriber alias. The second text line displays the
3) Wait for the Talk Permit Tone to finish (if enabled) and speak 3) Wait for the Talk Permit Tone to finish (if enabled) and speak call status.
clearly into the microphone OR Wait for the PTT Sidetone to clearly into the microphone.
finish (if enabled) and speak clearly into the microphone. 3) Wait for the Talk Permit Tone to finish (if enabled) and speak
4) Release the PTT button to listen. When the target radio responds, clearly into the microphone.

SAMSUNG/GASLOG/ABS
4) Release the PTT button to listen. When the target radio responds, the green LED blinks.
the green LED blinks. You see the Group Call icon, the group alias 4) Release the PTT button to listen. When the target radio responds,
or ID, and transmitting radio alias or ID on your display. 5) If the Channel Free Indication feature is enabled, you hear a short the green LED blinks.
alert tone the moment the target radio releases the PTT button,
5) If the Channel Free Indication feature is enabled, you hear a short indicating the channel is free for you to respond. 5) If the Channel Free Indication feature is enabled, you hear a short
alert tone the moment the target radio releases the PTT button, alert tone the moment the target radio releases the PTT button,
indicating the channel is free for you to respond. Press the PTT Press the PTT button to respond OR If there is no voice activity indicating the channel is free for you to respond.
button to respond OR If there is no voice activity for a for a predetermined period of time, the call ends.
predetermined period of time, the call ends. Press the PTT button to respond OR If there is no voice activity
6) You hear a short tone. The display shows Call Ended. for a predetermined period of time, the call ends.
6) Radio returns to the screen you were on prior to initiating the call.
You can also make a Private Call via Contacts, manually dial a Private Call 6) You hear a short tone. The display shows Call Ended.
You can also make a Group Call via Contacts. or perform a quick alphanumeric search for the required target alias via
keypad entry. Stopping a Radio Call
Making a Private Call
Making an All Call This feature allows you to stop an ongoing Group or Private Call to free the
While you can receive and/or respond to a Private Call initiated by an channel for transmission. For example, when a radio experiences a “stuck
authorized individual radio, the radio must be programmed for you to initiate This feature allows you to transmit to all users on the channel. The radio microphone” condition where the PTT button is inadvertently pressed by the
a Private Call. must be programmed to allow you to use this feature. user.

There are two types of Private Calls. The first type, where a radio presence 1) Select the channel with the active group alias or ID. The radio must be programmed to allow you to use this feature.
check is performed prior to setting up the call, while the other sets up the call
immediately. 2) Press the PTT button to make the call. The green LED lights up. While on the required channel:
The Group Call icon appears in the top right corner. The first text
Only one of these call types can be programmed to your radio by your dealer. line shows All Call. 1) Press the programmed Transmit Interrupt Remote Dekey button.

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2) The display shows Remote Dekey.

3) Wait for acknowledgement.

4) The radio sounds a positive indicator tone and the display shows
Remote Dekey Success, indicating that the channel is now free OR
the radio sounds a negative indicator tone and the display shows
Remote Dekey Failed.

On the interrupted radio, the display shows Call Interrupted, and the radio
sounds a negative indicator tone until you release the PTT button, if it is
transmitting an interruptible call that is stopped via this feature.

SAMSUNG/GASLOG/ABS

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Illustration 3.6.9a Portable VHF Transceiver

Example of default
display screen
Ch 14 156.700 Setup

Volume Contrast
Single/DW/TW
HI
Channels
Menu Backlight
Key tone Contrast
1 Info
Battery

Ch 14 156.700 Single/DW/TW
Squelch Single
2
SQ DW
HI TW
156.000 Key
Ch
Ch16
16 156.000
1. Antenna

SAMSUNG/GASLOG/ABS
3 Volume
Volume Ch 14 156.700 Channels
2. LCD Display Screen Volume 6
HI Hi/Lo 8
3. Press to Talk (PTT) Button HI 9 TW
4 7 10
Enter
Menu DW/TW 4. Menu Key
Ch 16 156.000 Backlight
5 11
5. Channel Key
Volume Off
CH SQ 6. High/Low Power Key 16 Timer
HI
8
6 12 7. Up Arrow Key
HI/LO 9
8. Down Arrow Key Ch 14 Ch 16,9 Key tone
16 Off
Volume
9. Channel 16 Direct Select Key Enter/TW Low
13
HI TW High
10. Enter DW/TW Select Key
11. Squelch Control Key
Ch 14 156.700 Info
14
12. Power ON/OFF Key Volume SW ver: 1.00
PTT Temp.: 25°C
15 15
13. Microphone HI TX Battery: 5.83V

14. Speaker
Ch 14 156.700 Battery
15. Battery Release Buttons
Volume Lithium
Receiving NIMH
HI RX

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3.6.9 Portable VHF Transceiver the channel number etc. To turn the transceiver off, press and hold the display indicates the chosen function by an arrow. To return to the
key for approximately two seconds; this prevents an accidental switching standard screen after operating the function keys, press “Enter”(10). To
Maker: JOTRON Electronics A.S. off. return to the standard screen after entering the menus, press Menu”(4).
Type: TRON TR20 GMDSS
Press to Talk Button Standard Screen
1. Specifications
Press this key to transmit. Release it to listen for a response. This is the standard/default screen for the Tron TR20. The display returns
Parameter Tron TR20 Handheld VHF Radio to this mode after a break of more than 10 sec. In this mode, the arrow
Volume Control buttons (7 & 8) adjusts the volume and the display gives a graphical
Frequency range 156 – 163 MHz
volume indication.
Channel spacing 25kHz (12.5kHz optional) To adjust the volume up or down, press the Up arrow key (7) or the
Operating Down arrow key (8) respectively. The Up and Down arrow keys always The selected channel is indicated with channel number and frequency.
–20 to +55°C
temperature range act as the volume control keys unless another function is selected. The condition of the battery is indicated
> 8 hours (Lithium battery, medium power graphically at the top of the display and the
Battery life
output, 10-10-80) Squelch Adjustment symbol “HI” indicates that the transmitter is set
to high output power.
2. General Description Press the SQ key (11) and then use the Up or Down arrow key to adjust
the squelch threshold. Press the ENTER key (10) to confirm the settings Key Lock
and return to the default display.

SAMSUNG/GASLOG/ABS
The portable TR20 VHF transceivers carried onboard are designed for
GMDSS applications and meet the requirements of the European To prevent accidental operation of the keypad, the unit is equipped with a
Telecommunications Standards Institute (ETSI) to ETS 300 225 Channel 16 Direct Selection key lock. To enable the key lock, press «Menu»
(European Technical Standards). They are constructed from glass (4) and «Up» (7) simultaneously and hold for 1
reinforced polycarbonate in high visibility orange and are waterproof to To select channel 16 press the red 16 key (9) and channel 16 will be sec.
IP67 standard. selected with default settings of high output power and full volume.
The same sequence will unlock the keys. When the key lock is activated,
Three hand-held TR20 GMDSS VHFs are located in the wheelhouse. Channel Selection a key symbol is seen on display.
Each unit consists of a transceiver, rechargeable battery (NiCad type) and
a main operated battery charger. An emergency orange non-rechargeable To select a channel press the CH key (5) and then use the Up or Down Main Menu
lithium battery is supplied with each unit and is only to be used in an arrow key to select the desired channel. Press the ENTER key to confirm
emergency situation. the selection and return to the default display. When the “Menu”(4) key is pressed, the
operator has access to the main menu. The
The radio has all the maritime simplex channels with a priority selection High and Low Output Power menu will scroll when pressing the arrow
for channel 16. Set up controls are on the front of the main unit. All keys (7 & 8). When the arrow is pointing at
necessary operating parameters are indicated on the LCD screen. To select high or low transmitter output power press the HI/LO key (6). the required parameter, press enter (10) to
Each press of this key toggles between high and low power. When high select.
3. Controls power is selected, HI appears on the LCD screen.
To return to the standard screen press
Direct Select Controls Menu Selected Options “Menu”(3).

Refer to the location of the function key numbers and LCD screen The majority of the settings for the TR20 are carried out through the Single / DW / TW
examples. menu.
TR20 can check signals at one, two or three channels simultaneously.
On/Off Switch 4. Operation
 Single means normal operation at one channel (the working
Press this key to turn the transceiver on; the LCD illuminates indicating The operation of Tron TR20 is based on function keys and menus. The channel).

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 Dual Watch (DW) means that the radio is listening at the 3) Use the arrow keys (7 & 8) to move the cursor to the wanted To return to the original DW/TW setup, press “Enter”(10) again
working channel and at channel 16 simultaneously. channel and press “Enter” (10) for one second to select. TW will
 Triple Watch (TW) means that the radio is listening at the then be displayed next to the selected channel. Press “Menu” (4) NOTE
working channel, at channel 16 and at a third user selectable to return to the main display. The radio is not able to transmit when it is set to double or triple watch.
channel simultaneously. To transmit, DW/TW has to be turned off by pressing the “Enter” (10)
key. However, if channel 16 is selected it is always possible to transmit,
The radio will always keep on listening at channel 16 independent of the regardless of the DW/TW setting.
received channel.

Procedure to Select Dual Watch Function

4) Press the Menu (4) Key and select Single/DW/TW.
1) Press the menu key (4) and the setup menu will be displayed.
5) Use the arrow keys (7 & 8) to move the cursor to TW, and press
2) Use the Up or Down arrow key (10). The ‘Single/DW/TW’ Enter (10). Press Menu (4) to return to the main display.
screen is displayed, an asterisk denotes the current selection.

SAMSUNG/GASLOG/ABS
6) The working channel will then be displayed with large figures
3) Use the Up or Down arrow key to move the cursor to the in the left part of the display, channel 16 and the third watch
required selection and press the ENTER key. channel in the right part of the display.

4) The working channel will then be displayed with large figures

in the left part of the display, and channel 16 in the right part of
the display.

7) TW will then be indicated in the lower right corner of the

display.

The working channel can be changed at any time by pressing the “CH”
5) DW will be indicated in the lower right corner of the display. (5) key and using the arrow keys (7 & 8) to select a channel and then
“Enter” (10) to confirm.
The working channel can be changed at any time by pressing the “CH”
(5) key and using the arrow keys (7 & 8) to select a channel and then Switching DW/TW On and Off.
“Enter” (10) to confirm
When the double or triple watch is selected, DW or TW is turned on and
Procedure to Select Triple Watch Function off by pressing the “Enter” (10) key. When activated, “DW” or “TW” is
indicated in the display. When the Tron TR20 is in DW or TW and
1) The first user has to select the third watch channel. receives a signal, the channel number being received will be displayed on
the left side of the display. If the “Enter” (10) key is pressed while
2) Press the Menu (4) Key and select Channels. receiving a signal, the Tron TR20 will switch to single watch and be able
to transmit at the same channel.

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3.6.10 EM’CY Position Indicating Radio Beacon (EPIRB) Float Free Bracket (FB-60) 1) Pull the locking pin holding the main switch.

Maker: Furuno Electric Co., Ltd. 2) Move the main switch to the left, to ON position. The LED
Model: Tron 60S indicator, located at the top of the antenna, will start to flash,
indicating that the EPIRB is operating.
1. Specifications
Float Free Bracket (FB-60)
Battery: Lithium/iron disulfied, 12V/2900 mAh,
5 years service life
Materials: Glass reinforced Polycarbonate
Compass safe distance: 1.00 m
Temperature range: -20°C to + 55°C
Operating life: Minimum 48 hours at -20°C
Frequency: 406.037 MHz ± 2 ppm
121.500 MHz
3. Operation
2. General Description
The EPIRB is designed to be operated either manually or automatically.
The Tron 60S/GPS is buoyant and has water activated contacts which will

SAMSUNG/GASLOG/ABS
The units are always armed (that is the EPIRB automatically starts to
start DISTRESS transmission if deployed into the water. Tron 60S/GPS is transmit when the EPIRB is out of the bracket and deployed into water).
currently available with two different brackets, one manual type and one
float free version. The EPIRB has an internal safety switch which prevents inadvertent
activation through moisture, sea spray etc. when located in the bracket.
Both types of brackets prevent DISTRESS transmission if water spray is
WARNING
applied to the EPIRBs. The Float free bracket, FB-60 is a covered bracket Manual Operation
with a hydrostatic release unit (HRU) which will release the Tron 60S/GPS The EPIRB can drop out of the FB-60 bracket when releasing top cover.
if the bracket is submerged to a depth of 2-4 meters if the ship is about to WARNING
sink. For the operation of the beacon in the bracket, please follow instructions 1)
Use only during situations of grave and imminent danger.
to 7).
Replace the battery after the satellite EPIRB is operated for any purpose
The Manual bracket, MB-60 is a simple bracket for those ships which does other than a test.
not need a float free version, or for those in need of an additional manual It is not recommended to operate the beacon inside a life raft or under a
EPIRB in the wheelhouse as required by some national administrations. The cover or canopy. Do not tie the lanyard to the ship in distress, as this will
Out of Bracket (MB-60)
manual bracket will also be used as a shipment bracket when Jotron sends prevent the unit from functioning if the ship sinks.
replacement units to customers.
1) Remove the cotter pin from the bracket (FB-60).
The purpose of the Tron 60S/GPS is to give a primary alarm to the search
and rescue authorities. The EPIRB gives an immediate alarm when activated, 2) Remove the FB-60 cover.
transmitting the ID of the ship in distress. Care must be taken not to activate
the EPIRB unless in an emergency situation, in such cases the user will be 3) Take out the EPIRB from the bracket.
held responsible. For periodic testing, a test function is implemented. During
the test cycle, the EPIRB does a self-test on the transmitters and the battery 4) Pull the locking pin holding the main switch.
status.
5) Move the main switch to the left, to ON position. The LED
No emergency signal is transmitted during the self-test. The battery of the indicator, located at the top of the antenna, will start to flash,
EPIRB will last for at least 48 hours from activation of the EPIRB. indicating that the EPIRB is operating.

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6) Tie the beacon lanyard to you or to the survival craft. There are two possible error conditions during this test:

7) If possible keep the EPIRB in an open area, away from any 1) 5 BEEPS = Did not acquire GPS position.
metal objects (ship construction etc.) that may limit the satellite
coverage. This is especially important for Tron 60GPS since it 2) 10 -” - = Number of GPS TEST above the limit. (>60)
needs good reception to obtain a GPS position.
EPIRB Error Messages
NOTE
To stop transmission, move the main switch to the READY position. If the self-test detects a fault in the EPIRB module, one or more of the
following indications are shown:
Automatic Operation (FB-60)
Number
of Fault Indication
Flashes
1 None
1) Push and hold the switch in TEST position for 15 seconds. Keep 2 Low power on 406 MHz transmitter
hands and other objects away from the antenna. 3 Low battery voltage
4 Low power on 121.5 MHz transmitter
2) Test passed after one single flash only.

SAMSUNG/GASLOG/ABS
5 PLL on 406 MHz transmitter out of lock
6 PLL on 121.5 MHz transmitter out of lock
1) The EPIRB will automatically release from the bracket, float to 3) Release the switch and put the EPIRB back into the bracket. EPIRB module not programmed or programming not
the surface and start to transmit when the EPIRB, in its bracket, 7
complete
is deployed into the water at a depth of app. 2-4 meters (6 - 13 GPS
feet).
NOTE
2) The transmission will continue until the EPIRB is lifted out of Limit this test to the max. once/month as this test will reduce the lifetime of
the water, and dried off. The transmission can also be stopped EPIRB battery. The Tron60 GPS has maximum 60 GPS TESTs that can be
by placing the EPIRB in the bracket. performed during battery lifetime.

4. Test 1) Move Switch to TEST twice within 3 seconds and release.

EPIRB 2) EPIRB will BEEP shortly every 3 seconds until GPS position
acquired.
To perform the self-test, the EPIRB has to be removed from the bracket. FB-
60 bracket: Release FB-60 top cover by removing the cotter pin. 3) OK = 2 BEEPS.

4) Normal SELFTEST is performed after successful GPS TEST

and position transmitted on 406.037 MHz. GPS position may be
received on an EPIRB Tester for verification.

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3.6.11 Search and Rescue Transponder (SART) Tron SART is designed for use in search and rescue (SAR) operations. A LED will start to flash.
radar transponder gives the location for any nearby vessel and aircraft
Maker: JOTRON with X-band radar. 3) Place (or hold) the transponder in a vertical position as high as
Model: Tron SART20 possible. When the Tron SART is within range of an active 3 cm
Radar transponder is designed for use in lifeboats and life rafts. radar, the internal loudspeaker will be activated. A handheld
Mounting is easy in bulkhead bracket onboard the vessel to release and VHF radio should now be used to establish contact with the
activate in an emergency situation. Mandatory carriage equipment for all approaching boat or helicopter.
ships of 300 gross tonnage and upwards, according to SOLAS III/6.2.2,
III/26.2.5 and IV/7.1.3. Deactivating the Tron SART

The operating range of the Tron SART is up to 30 nautical miles, 1) Move the switch to the “OFF” position.
depending on the height of the electronic unit and the radar height of the
search and rescue unit (sea or airborne). With a radar height of 20m and 2) Replace the locking pin.
the Tron SART placed at 1m above sea level, the range will be up to 10
nautical miles. 4. Test of the Tron SART

The purpose of the Tron SART is to perform a secondary alarm when Test of the Tron SART is done using the ships own 3 cm radar. The radar
search and rescue units are searching for a life raft/lifeboat in distress. display will show different patterns depending on the range to the
The Tron SART will help the units to pinpoint exactly where the transponder.

SAMSUNG/GASLOG/ABS
distressed boat is located in a larger area. This is done with the help of
the radar on the searching ship or helicopter. 1) Hold the switch on the unit in the “TEST” position.

When the Tron SART is interrogated (hit) by a radar signal, it will 2) Simultaneously, a person should observe the radar display to
immediately start to transmit a number of sweeps covering the complete check for the correct pattern. The radar should be set for a 10
<Tron SART20>
maritime 3 cm radar band. These sweeps are detected on the radar screen nm range.
and are used to navigate directly towards the distressed life raft.
1. Specifications
3) The test should preferably be done in the open sea to avoid
The Tron SART should be activated immediately after the EPIRB has interference on the radar display from land echoes.
Frequency: X-band (3 cm) (9.2 ~ 9.5 GHz)
been started or by instructions from the rescue control centre.
Temperature range
4) Alternatively, a radar of a nearby ship can be used to test the
- Operating: -20 to +55°C
The batteries of the Tron SART will last at least 96 hours in standby after transponder. A ship to ship VHF channel should then be used to
- Storage: -30 to +65°C
activation and then minimum 8 hours of continuous operation. confirm the operation.
Battery: Lithium, 5 years service life
Battery capacity: 96 hours standby +8 hours continuous
Although the transponder does not send any alarm via satellite, VHF or CAUTION
operating when activated by radar with 1 kHz
other radio communication, the use should be limited to short tests and While the Tron SART is activated, it will respond to any 3 cm radar
prf at -20°C, 5 years storage.
emergency situations. This is to save battery capacity in case a situation within its range. Tests must be made as short as possible (5 min) to
avoid interference and to avoid wasting battery capacity.
2. General Description
3. Operation

Tron SART is emergency equipment consisting of:

Activating the Tron SART

 Tron SART radar transponder.

1) Break the seal at the switch.
 Mounting brackets for storage and use.
 Mounting rope for life rafts / life boats.
2) Pull locking pin and make sure that the switch enters the “ON”
position. An audible “BEEP” will be heard and the indicator

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SART Radar patterns 5. Replacing the Battery Module Every 5 Years

1) Open the transponder by turning the screw ring counter- To ensure long and reliable operation, the battery unit must be replaced
clockwise. every 5 years. Storage of batteries over a long period of time will reduce
their capacity.
2) Remove the battery unit (lower half) of the transponder, by
disconnecting the battery plug.

3) Make sure the o-ring is in place at the upper part of the

transponder.

4) Please make sure that the enclosed silicagel bag is placed inside
the Tron SART.
Typical display when SART is located near (<0.2 nm) to the radar. Radar
range is 10 nm. Rings are off. 5) Please also fit the enclosed inti corrosion adhesive tape to the
inside of the battery before assembly of the unit.

6) Connect the new battery unit and attach it to the upper part.

SAMSUNG/GASLOG/ABS
7) Tighten the screw ring by turning it clockwise.

8) Test the transponder according to the test procedure.

6. SART Mounting Positions

Mounting at a
position
Mounting attachment
as high as possible
Typical display when SART is located close (1 nm) to the radar. Radar SART
range is 10 nm. Rings are at 2 nm.

Lifeboat

Liferaft Mother ship Lifeboat

7. Maintenance

The SART requires the following maintenance:

Every 6 Months

Typical display when SART is located away (>2 nm) from the radar. The transponder should be taken out of its bracket and tested against a
Radar range is 10 nm. Rings are at 2 nm. radar; either the ships own radar or the radar of a nearby ship.

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Illustration 3.6.12a Iridium System

SAMSUNG/GASLOG/ABS

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3.6.12 Iridium System LED is ... Indicators Display Status Indicators and Icons
Flashing yellow SIM problem; this signifies a problem with the
Maker: Iridium Communications SIM, such as; locked, missing or invalid. The following icons appear in your display to provide you with various
Type: Iridium 9555 Flashing red No connection to the network. information about the phone’s activity.

1. General Description

Iridium operates the Iridium satellite constellation, a system of 66 active

satellites used for worldwide voice and data communication from hand-held
satellite phones and other transceiver units. The Iridium network is unique in
that it covers the whole Earth, including poles, oceans and airways, with 95
satellites launched so far.

The Iridium system is convenient for all types of vessels needing a voice and
small amounts of data communication.

The system consists of three units: the radar mast mounted antenna (RST740),
Iridium Power supply unit (Bisa box) and the Satellite Phone (IRIDIUM
9555).

SAMSUNG/GASLOG/ABS
The Handset

Navigating through a logical menu structure, it is operated in the same way as

a conventional mobile phone. The LCD shows all the major functions and
includes system surveillance and all the usual mobile phone functions. It is
equipped with a loudspeaker, suitable for noisy environments.

The Iridium Bisa box

The Iridium Bisa box is located in the electrical equipment room. The power
supply is provided with a 220V UPS power in ECC.

2. Operation

Indicators

Status Indicator LED

The status indicator at the top of the phone has the following meanings:

LED is ... Indicators

Alternating red and Call in progress; ringing, dialing or in call.
green <Handset Overview>
<Menu Components>
Flashing green The network is available and SIM status okay.
The phone is idle.

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Start-up Procedure The phone number must be entered in international format: 00 or + 4) A timer keeps track of the duration of each call.
[country code] [phone number].
1) Insert your SIM card if necessary.
2) Press the green key.
2) Turn the phone on by pressing and holding the On/Off button for 5
seconds.

When you turn your phone’s power on, the display screen goes through a
short animated sequence.

Placing a Call

Before you place a call:

End a Call

1) The phone must be powered on.

 Press the red key.

2) SIM card inserted. You receive this alert message when the antenna is not fully
extended from the 9555 Satellite Phone. Re-dial Last Number Called

3) The phone is unlocked.

SAMSUNG/GASLOG/ABS
3) Calling followed by the number you dialled appears in the display.  Press the green key twice.
4) Have a clear direct view of the sky to be in contact with the network.
Receiving a Call
5) The antenna should be extended and pointed up towards the sky.
There are two scenarios for receiving calls depending on the antenna position:
Dial the Number
 Antenna extended
As you enter a phone number, the digits are displayed on a single line that  Antenna stowed; that is, in the down position.
scrolls across the display.
Before you receive a call:
1) Enter the number using the key pad. As you begin entering digits,
you see Options displayed above the left soft key and Clear 1) The phone must be powered on.
displayed above the right soft key.
If the call does not connect, one of the following messages appears.
2) A valid SIM card must be inserted.

Message Directive 3) The phone is unlocked.

The phone is unable to access
Busy Try Later Or Please
the network. Try again in a few
Try Later 4) The phone must be connected with the network.
minutes
Could not place call. No The phone is unable to access
connection to the network the network. Receiving a call with the Antenna Extended
The phone is unable to access
Restricted Area the network. Move to an area 1) Phone sounds or vibrates.
where calls are allowed.

2) Status indicator alternates red and green.

3) Phone displays an incoming call.

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Muting a Call

For privacy during a call, use the mute feature. You hear the party on the
other end, but they do not hear you.

<Antenna Extended> <Antenna Stowed>

Answering the call with the Antenna Extended

SAMSUNG/GASLOG/ABS
Speaker Phone
1) Extend the antenna directly up prior to rotating left or right. When
the antenna is fully extended you see two lines at the base of the To allow the call to be shared with other people within close proximity to
antenna. your phone, use the speaker phone feature. In this mode the speaker in the
rear of the phone is used instead of the normal earpiece/receiver.
2) Press the left soft key or the green key.

3) Phone displays Connected.

Receiving a Call with the Antenna Stowed

1) The phone displays the alert – or you’re prompted to extend the

antenna.

2) The phone displays Call Attempt.

3) Extend the antenna directly up prior to rotating left or right. When

the antenna is fully extended you see two lines at the base of the
antenna.

4) After several seconds, your phone rings or vibrates, and displays

Incoming Call. Select Accept, located above the left soft key, or
Reject, located above the right soft key.

5) The phone displays Connected.

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Illustration 3.7.1a Public Address System (Typical)

ALARM TEST ALARM TEST

NO.1ALARM GENERATOR NO.2ALARM GENERATOR NO.1ALARM GENERATOR NO.2ALARM GENERATOR

INUSE FAIL 1A 1A INUSE FAIL INUSE FAIL 1A 1A INUSE FAIL

FUSE FUSE FUSE FUSE

No.1 PA / GA ALARM GENERATOR UNIT

AUTO MANUAL
GENERAL ALARM
FIRE
ALARM
ALARM GENERATOR UNIT
AUTO MANUAL
GENERAL ALARM
FIRE
ALARM
No.2 PA / GA
1 OFF 1 OFF
MIC MIC
1 TOP 1 TOP

Bridge Console A MIC Deck Office MIC

MODE MODE

MIC VOL 1 T/B MIC VOL 1 T/B

Whistle
1 E/R 1 E/R
ENT ENT

1 PASSAGE SPEAKER SELEC

TOR 1 PASSAGE SPEAKER SELEC
TOR

Speaker
1 EM’CY 1 EM’CY
1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8

Speaker
CALL DIMM CALL DIMM

1 1
1 P/A SYSTEM P/A SYSTEM 1
MAIN CONTROL UNIT REMOTE CONTROLLER
9
BUSY REMOTE CONTROLLER
9
BUSY MAIN CONTROL UNIT
8 8
7 7
6
5
4
FAILURE 6
5
4
FAILURE
3 P/A G /A 3 P/A G /A
2 2
1 1
MIC MONI OUTPUT MIC MONI OUTPUT
CALL CALL

MIC MONI DIMM POWER MIC MONI DIMM POWER

BUZZER STOP BUZZER STOP

MIC SPEAKER SELECTOR MIC SPEAKER SELECTOR

CD PLAYER & REDIO UNIT CD PLAYER & REDIO UNIT

OU T LEVEL INU SE F AIL OU T CHG-OVR OU T LEVEL INU SE F AIL OUT CHG -OVR

POWER AMPLIFIER UNIT POWER AMPLIFIER UNIT

OU T LEVEL INU SE F AIL OU T CHG-OVR OU T LEVEL INU SE F AIL OUT CHG -OVR

Beacon

SAMSUNG/GASLOG/ABS
POWER AMPLIFIER UNIT POWER AMPLIFIER UNIT

OU T LEVEL INU SE F AIL OU T CHG-OVR OU T LEVEL INU SE F AIL OUT CHG -OVR

POWER AMPLIFIER UNIT POWER AMPLIFIER UNIT

OU T LEVEL INU SE F AIL OU T CHG-OVR OU T LEVEL INU SE F AIL OUT CHG -OVR

POWER AMPLIFIER UNIT POWER AMPLIFIER UNIT

ALARM GENERATOR POWER ALARM GENERATOR POWER

MAIN EM’CY MAIN EM’CY

MAIN EM'CY MAIN EM'CY

BZ STOP FAIL LAMP BZ STOP FAIL LAMP
FAIL BUZZER FAIL BUZZER
POWER FAIL FU SE FU SE POWER FAIL FU SE FU SE

ALARM CONTROL UNIT 1A 1A ALARM CONTROL UNIT 1A 1A

MAIN/EM’CY MAIN/EM’CY

MAIN EM'CY MAIN EM'CY

POWER IN FAIL MIC POWER IN FAIL

POWER SUPPLY UNIT POWER SUPPLY UNIT

Speaker Speaker
MONI VO L MONI VO L

MONITOR
N.P Bridge Wing PORT Area 1/2 MONITOR
N.P

Bridge Wing STBD GA Switch

FWD Mooring Station
AFT Mooring Station Main
Main PORT Manifold Area
PABX
1 2 3
4 5 6
7 8
0
9
# STBD Manifold Area Em’cy
Em’cy Steering GearRoom
Emergency Generator Room
Fire Control Station

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3.7 Internal Communications Main Control Unit the lamp is turned on)
③ Fail: Indicates illegal operation including malfunction. (when
3.7.1 Public Address and General Alarm System 1 2 3 10 4 5 6 7 the lamp is turned on)
④ Out Cut: Red lamp turns on when the auxiliary output circuit
Maker: Marine Radio Co., Ltd. 1 OFF fuse is broken.
MIC
1 TOP
Type: MPA-91600D MO DE

⑤ CHG-OVR: Inside manual changeover test switch for standby

MIC VOL 1 T/B
1 E/R
ENT

1 PASSAGE SPEAKER SELEC

TOR amplifier.
1 EM’CY
1. General Description 1
1 2 3 4 5 6 7 8 CA LL DIM M

1
MAIN CONTROL UNIT
Alarm Control Unit
This system is a marine and offshore public address/general alarm system.
The system conforms to SOLAS, IMO MSC Circ 808, LSA Code VII 7.2 1 2 3 4 5 6 7 8 9
9 8
and IEC60945 regulations. ALARM GENERATOR POWER
MAIN EM’CY

① MIC: Microphone interface. MAIN EM'CY

The system is available in different versions and offers a set of standard BZ STOP FAIL LAMP
② MIC VOL (Microphone volume): Adjusts the microphone FAIL BUZZER
POWER FAIL FUSE FUSE

and optional features which covers the equipment for a marine public ALARM CONTROL UNIT 1A 1A
volume of the main control unit (generally set to medium).
address and general alarm systems for all type of ship selection of output
③ Speaker Selector Indication
power from 200W up to 4800W more and single or dual system
④ Speak Selector: Used to select which speaker inside the ship is ① BZ STOP: "Static On" lamp flickering when an alarm is issued:
according to the customer's request are available.
to be used. this buzzer will stop the operation.

SAMSUNG/GASLOG/ABS
⑤ ← / → / ↑ / ↓: To move cursor left / right / up / down at the user ② FAIL LAMP: Turns on when an alarm is issued. The lamp
2. Partial Operation and Specifications
programming mode, press the button. displays the operation status of the power control unit.
⑥ CALL: Produces an 800Hz alarm signal or dingdong chime ③ FAIL BUZZER: Turns on when an alarm is issued.
Alarm Generator Unit
when pressed. ④ MAIN: Turns on in case of a problem with the main power
4 5 6 ⑦ MODE: To adjust speaker selector at the user programing mode, input.
press the “MODE” button, it starts user programming mode. ⑤ EM’CY: Turns on in case of a problem with the auxiliary power
⑧ ENT: Press the “ENTER” button, then the “speaker selector” is input.
ALARM TEST
NO.1 ALARM GENERATOR NO.2 ALARM GENERATOR
set to the desired output. It stop user programming mode. ⑥ Main Power Switch: AC 100V ~ 230V (50/60Hz) main power
1A 1A
INUSE FAIL
FUSE FUSE
INUSE FAIL
⑨ DIMMER: Adjusts illumination of LCD backlight and EL light "ON"/"OFF" switch.
AUTO MANUAL FIRE (5-step). ⑦ Main power input fuse: AC 100V ~ 230V (50/60Hz) main
⑩ Display window
GENERAL ALARM ALARM
ALARM GENERATOR UNIT power input fuse (1A).
⑧ Auxiliary Power Switch: DC 24V/AC 100V ~ 230V (50/60Hz)
1 2 3 Power Amplifier Unit auxiliary power "ON"/"OFF" switch.
⑨ Auxiliary power input fuse: DC 24V/AC 100V ~ 230V
① INUSE: Indicates that the alarm generator is in operation. (50/60Hz) auxiliary power input fuse (3A/1A).
② FAIL: Indicates illegal operation (malfunction).
③ FUSE: No.1 General Alarm generator fuse. (1A) OUT LEVEL INUSE FAIL OUT CHG-OVR

④ AUTO: Auto switch for general alarm generator (lock type).

⑤ MANUAL: Manual switch for general alarm generator.
POWER AMPLIFIER UNIT
⑥ FIRE: Manual switch of fire alarm generator (lock type).

1 3 5 6
Entertainment Unit
2 4

• AM/FM/CD (MP3) player

① Out Level: Displays the voice output power level.
• MF/HF/FM, tape player
② In Use: Indicates that the system is operating normally. (when
• With CD shuttle and etc.

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Monitor Speaker Panel Remote Controller 4. Operation

1 2 Paging Function
1 7
P/A CONTROLLER
BUSY 8 Paging is possible from the MPA-9000 PA control unit and the
2
FAILURE
P/A G/A 9 emergency microphones. It is also possible to page from a PABX line or
MIC MONI OUTPUT other external PA sources. Paging may be performed in any combination
3
CALL 10 up to the eight zones. And The Push to Talk (PTT) key must be
MONI VOL. continuously pressed during messages. The general call is activated by
4 MIC MONI DIMM POWER
keeping the General Alarm (GA) switch pressed down for more than half
11
5 a second.
12

MONITOR 6 13
The Push to Talk (PTT) and general alarm switch can be configured to
MIC SPEAKER SELEC TOR cover a number of zones directly, selecting zones. Default zone selection
for Push to Talk (PTT) is “All zones without zone 1 for cabin room.
① Monitor Speaker
Default zone selection for a general alarm call is “All zones”. Emergency
② MONI VOL: Adjusts the sound level of the monitor speaker.
microphones automatically activate the general alarm switch.
① MONI: Indicates the sound level of the monitor speaker.
Power Supply Unit (Automatically adjusted to medium when power is connected.) Attention Tone

SAMSUNG/GASLOG/ABS
② MIC (Microphone Volume): Displays the volume level of the
1 2 3 4
microphone of the remote controller (automatically adjusted to When paging, a “ding-dong” attention tone will be distributed over the
medium when power is connected.) loudspeakers first. The duration of this attention tone is approximately 2
MAIN/EM’CY ③ Monitor Speaker seconds. Therefore, wait at least 2 seconds before starting message.
④ MIC (Microphone) Volume: Up/down adjustment switch used
MAIN EM'CY
to adjust the microphone volume. Priority
POWER IN FAIL
⑤ MONI Volume: Up/down adjustment switch used to adjust the
POWER SUPPLY UNIT monitor speaker volume level. The MPA-9000 system has configurable user-priority. There will always be
⑥ MIC: Microphone interface only one user in the system. Alarms also have configurable priority, but will
⑦ OUTPUT: Display audio output level. always have priority over PA-messages. Meaning that an alarm will override
① MAIN: Turned on in case of a problem in the main power input.
⑧ BUSY: Indicates that the system is on-air. all PA messages, and the user will lose access for a while. PA-user can
② EM’CY: Turned on in case of a problem in the auxiliary power
input ⑨ FAIL LAMP: Indicates the system's power or system failure regain access by releasing the PTT-key, and then pressing it again.
(diagnoses the failure status)
③ Main Power Switch: AC 100V ~ 230V (50/60Hz) main power
“ON/OFF” switch. ⑩ CALL: Pressed to activate the alarm generator; its alarm signal Local Mute
is 800Hz.
④ Auxiliary Power Switch: DC 24V/AC 100V ~ 230V (50/60Hz)
auxiliary power "ON"/"OFF" switch. Displays the operation ⑪ POWER: Power switch Each MPA-9051 remote control unit has built-in mute relays, which will be

status of the power control unit ⑫ DIMMER Volume: Up/down adjustment switch used to adjust active during paging from this user. Routing local speakers through these
the brightness of the power switch, busy lamp, and speaker relays will minimize the risk of audible feedback.
selector.
⑬ SPEAKER SELECTOR: Used to select speakers onboard for Volume Override
the broadcast.
Each zone has a "volume override" output that will disable local volume
settings. In an entertainment system, it is convenient to have local volume
controls at the loudspeaker. However, alarms and public address messages
need to be distributed at full volume.

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Alarm Activation/Reset These sources can be distributed to any of the 6 zones. Configuration is done
through the keypad on the MPA-9000 front-panel. Status in each zone is also
The alarms may be automatically activated and reset through the alarm indicated on the same keypad.
interface. Alternatively, a general alarm switch panel can be used to set/reset
up to two different alarms.

An active alarm is indicated on the operation unit by a green alarm-LED.

The MPA system can generate the most standard alarm-tones.

Alarm Priority

All alarms can be configured with different zones and priority, as shown in
the following list. An alarm always has priority over PA-messages. Thus will
an active alarm break down any PA message or entertainment.

The PA user may regain access by releasing the talk key and then press it
once more. However, an alarm cannot be overridden for a while.

Broadcasting Priority

SAMSUNG/GASLOG/ABS
This system is operated in the following order:

 1st: Emergency broadcasting from the wheelhouse - highest

priority among emergency, fire, and other alarms
 2nd: General (Abandon/Muster) alarm
 3rd: Fire (HC/H2S) and other alarm
 4th: Automatic Call : Paging by "0"
 5th: Regular broadcasting from the PA main control unit
 6th: Broadcasting from the radio, cassette, CD, etc. on the GA

Talk-Back (Max: Seven (7) positions) - Talk-Back Area

 Wing Port/STBD
 Upper Deck FORE/AFT
 Steering Gear Room
 ECR (Engine Control Room)
 CCR (Cargo Control Room)

Entertainment

The system can have up to 4 entertainment sources. This can be radio

SW/AM/FM or CD-players, CD-shuttle, DVD, tape cassette players and an
external source like a TV or video signals (options).

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3.7.2 Auto Exchange Telephone Pilot Lamp Flush Type Telephone (LC-215A/C)

Maker: Marine Radio Co., Ltd.

Headset
Type: MED-200

1. General Description Dial Button

Hold Button
The MED-200 is designed to meet the needs of large-sized ships and Flash Button
provides advanced functions including voice, data and network functions.
Re-Dial Button
This also provides a data exchange function using the data network as
Speaker Button for
well as the voice call function.
Speaker Phone Funtion

The system has the following functions;

Handset Cord
 Intercommunication
 External call, lines trunk
This telephone set, being of non-water proof structure, has a handset,
 Paging call to P/A system This telephone is also provided with various function buttons includes
circuit network, push-button dials, neon lamp, speaker and terminals
 Call transfer for trunk line STO, FLASH, REDIAL, and SPEAKER. This desk/wall type telephone
inside its housing. This type of telephone set also has the terminal for an
 Add-on conference has a fastener and bracket to prevent the handset from dropping from the

SAMSUNG/GASLOG/ABS
external signal in the box. This flush type telephone set is provided with
 Camp-on & group call cradle when the ship is subjected to pitching and rolling. The terminal
a dimmer SW. It is used mostly in a wheelhouse.
 Self-ring test box may be connected to the non-water proof terminal box for user wall
 Warning of off-hook alarm type telephone, take off the base, mount it on the wall with screws, and
Portable Type Telephone (LC-217)
 Automatic change to emergency power put the telephone onto the base.
 Failure warning and display
 Duplication of CPU and power Wall Type Telephone (LC-213A ~ G1)
 Gigabit switching backplane and use gigabit Ethernet
 NTP server function
 POTS phone and IP phone
 Extension 64+ trunk 4 ~ extension 2000 + trunk 16
 E1/PRI: up to 2- cards more
 VoIP/Wi-Fi phone and soft phone
 Call detail record (CDR)
 Video phone & smartphone
 Method for programming: computer
 Multi PABX QSIG service among the systems
(a) Standard (b) Sub-receiver (c) Head-set Type
2. Automatic Telephone Equipment Type Type

Desk/Wall type Telephone (LC-221) This telephone set has a drip-proof type housing case (accommodates
circuit network, push-button dials, neon lamp, signal relay circuit headset
This telephone, being of non-water proof structure, has the handset with connector, sub receiver) a handset. To use the wall telephone with This telephone set, being of drip-proof structure, has a handset, circuit
a built-in circuit network, tone-ringer and push0button dial in a housing headset or sub-receiver in a noisy place, plug in the headset to the network, push button, neon lamp and cord-connecting receptacle inside
made of ABS resin. telephone. its housing. The accessories include a water-proof junction box and
water-proof connection cord.

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Usually when making a call carry it to the desired place, then connect the 2) Start the dialing to the number “0”. Then the tone disappears. Dial "12, 13, 14, 15"
extension cord to the cover and lift the handset. Further operations are
the same as those for other telephones. 3) You can hear prelude "ding - dong - dang - dong" through the
speaker(s). And then you can announce paging using the Trunk
When the conversation ends, put hang up the handset, put the handset telephone. If that paging system is busy, a busy tone is heard
cord in the housing pocket and close the cover. To store this telephone set, from a telephone handset. In such a case, hook on the handset
disconnect the connection cord from the telephone and fasten the water- and wait for some time. And repeat that.
proof cap of the connection tightly.
4) When announcement through the speaker is completed, hooks
3. Operation on the handset, then paging call line are recovered.
Incoming from Shore's Call
Extension to Extension Call Dial "0" Public Addresser
Auto Receiving (CO1, CO3): Access to assigned telephone
Extension call is like normal telephone.
1) Start the dialing to assigned number of vessels using shore's
1) Make sure of a dial tone "Wooing" from telephone handset handset.
before dialing.
2) Waiting for a moment, then bell is ring to assigned telephone.
2) If a dial tone is heard, start the dialing to the extension number.

SAMSUNG/GASLOG/ABS
Outgoing Call (External Call) 3) User of assigned telephone can talk about with the party. If the
The tone does not exist after the first dialing.
line is busy, call channel will be call to next assigned party after
3) If a ring back tone is heard, wait for the response of the Your vessel come along-side the pier, and the system is accessed to shore a 6 times ringing signal. (User can assign up to 15 parties)
counterparty. If a busy tone is heard, it means that connection telephone, then you can connect to the outgoing except to do not the right
of using. 4) When the conversation is completed and either party hook on the
circuits of the counterparty are busy. In such a case, hook on the
handset, speech channel will be reset.
handset and wait for some time. And repeat that.
1) Make sure of a dial tone from telephone handset before dialing.
Manual Receiving (CO2, CO4)
4) When the counterparty makes a response, then the ring back
tone is disappeared. You can talk about with the party. 2) Start the dialing to number "12, 13, 14, 15(CO Line)", then the
tone is disappeared. 1) Start the dialing to assigned number of vessels using shore's
handset.
5) When the conversation is completed and either party hook on
the handset, speech channel will be reset and another party hears 3) Make sure of a dial tone from the exchange of shores before
dialing. If that the system is busy, a busy tone is heard from a 2) Waiting for a moment (for new dial tone), then start the dialing
a busy tone indicating conversation end.
telephone handset. In such a case, hook on the handset and wait to desired number.
for some time. And repeat that.
Dial Counter's No. 3) User of assigned telephone can talk about with the party.
4) Start the dialing to shore telephone number. When the
counterparty makes a response, then the ring back tone is 4) If the line is busy, call channel will be reset after a 10 times
disappeared. You can talk about with the party. ringing signal.

5) When the conversation is completed and either party hook on 5) When the conversation is completed and either party hook on the
the handset, speech channel will be reset and another party hears handset, speech channel will be reset.
a busy tone indicating conversation end.
Paging Call to P/A System

1) Make sure of a dial tone from telephone handset before dialing.

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Call Transfer Add-On Conference Camp-On

If a party wants to transfer an external call (incoming or outgoing) to the 1) Start the dialing to number"16", Make sure of a dial tone from If you call the other party, the party is busy; then you can pre-engage call
third party: auto-exchanger. to the party.

1) Makes a "hook-flash" and after confirming a dial tone, The 2) Start the dialing to the second party of number, after a 1) If you received a busy tone, start the dialing to the number "#",
hook-flash makes the external call held on music, hook-flash conversation with the second party, then have to wait for the then the busy tone is cleared and the handset holds down.
time must be within 1 second. conference to the second party, hook-flash time must be within
1 second. 2) When other party completed the communication, the system
2) Dials the third party telephone number. External call will be call ring to pre-engaged party.
transferring party hears a ring-back tone except busy. 3) Start the dialing to the third party of number, if the party is busy,
add-on calling party hears a busy tone. In any case, the second 3) When a pre-engaged party holds the handset, then the system
3) When the third party makes a response, then the ring back tone "hook-push" by the add-restore the speech channel and music will be call ring to the other party.
is disappeared. You can talk about with the party. And inform for the held party is cleared.
call transfer to the third party, and then hook off. Then the 4) When the other party holds the handset, they can talk about each
external call transfer is completed. Speech channel for the 4) The third makes a response, and then the conference is other.
external call will be connected to the third party. established.
5) The pre-engagement is ineffective after 30 seconds.
4) If the third party is busy, you can call transfer to another third 5) In the same way, fourth, fifth and sixth parties can participate in

SAMSUNG/GASLOG/ABS
party through the 1), 2), 3) process. the conference if more than or equal to two parties are held. Priority Call

5) Another method, transferring party hook on after the 2) process, 6) If you call the wrong number and return, makes a "hook-flash",
This feature allows high priority extension user, while making a call, to
then the call will go to the third party automatically. If the third the time must be within 1 second.
interrupt lower priority extension when the called party is busy.
party is busy, then the call will go to the transferring party.
7) Add-on conference can access only 1 group, when another party
1) If you received a busy tone, starts the dialing to number "*".
6) The third party can call transfer to another party. access to the group as the using time, then only receive the busy
tone.
2) If you received melody, then the interrupt is completed.

3) You can talk with 3 subscribers, and talk with one side.

4) If interrupting party priority is lower than that of counterparty,

Hook Flush and then interrupting party hears a busy tone and cannot interrupt.
Dial Counter's No.

Hook Flush and

Dial Couner's No.
Trunk
Dial "*"

Interrupt

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GASLOG WESTMINSTER Bridge Operating Manual

Wake up Call Self Ring Test NOTE

You must put the handset in place after using telephone or Sat-com.
Morning Call Registration: A user of an extension can confirm simply a function of his telephone Otherwise; others cannot use them because their lines are not recovered.
handset.
 Tel No. : 17 --> only one time available
 Tel No. : 18 --> designated time at every day 1) Hold on the handset and can confirm dial tone.

Morning Call Operation 2) Start the dialing to self number; then you can receive melody.
That is the normal condition of his line.
1) If the registered time is reached, the telephone bell rings quickly
and differs from the general bell. 3) The handset holds down; then ring signal is received, that is the
normal condition of the line.
2) If you pick up the phone, the bell is stopped and the melody is
heard. When you hang up, the morning call is completed. 4) 1.0sec On/0.5sec off: 8 times

3) If you do not pick up the phone for other reasons, the bell rings 5) You can finish the test by the handset hold on and off.
for 30 seconds and waits for 5 minutes. After 5 minutes, the bell
rings for 30 seconds again and is completely released. Warning Signal (Main Unit)

SAMSUNG/GASLOG/ABS
4) During morning call waiting, if another call is incoming or you If the telephone set of an extension is placed incorrectly or leave alone
use the phone, the morning call is released as well. for a long time, alarm buzzer appears and display the phone number at
the Digital-phone.
Morning Call Cancellation
In this case, you must push the switch "BZ STOP", so buzzer bell is
1) If you cancel morning call, press "17" or "18". And then, the disappeared and must be a normal condition the telephone handset. In
dial tone is heard. case of the alarm buzzer appears;

2) If you press "*" or "#", the melody is heard. Then, morning call  Excess the 45 second time limit: Nothing to do with holding
is released. handset.
 Excess the 45 second time limit: Nothing to do with holding
3) When you put the handset in place, then morning call is handset after using.
completely cancelled.  Excess the 30 second time limit: Nothing to make a response
with holding handset after calling to the other.
Group Call (option)
Warning Tone (Handset)
10 Groups and 10 Telephones per 1 Group can be assigned.
If the telephone set of an extension is placed incorrectly, the dial tone
1) The handset hold, then start the dialing to group number(1∼6). disappears after 10 seconds and then the warning tone (0.3sec on/0.3sec
off) is heard. That is a prevention to occupancy of call line.

2) The system will be call ring simultaneously to the registered

In this time, pushing dial button is ineffective. However, pushing dial
party.
button is available in the time of warning tone and that is normal
operation.
3) When there is a first holding party among the group, then the
ring call is stopped, they can talk about each other.

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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.7.3a Sound Power Telephone (1/2)

Steering Stand Cargo Control Console “6” Engine Cont. Console “6” Fire Control & Safety
No.1 No.4 No.5 No.6
Telephone Set Chief Engineer’s Day Room Captain’s Day Room Telephone Set Telephone Set Telephone Set
No.2 No.3
Telephone Set Telephone Set
MRC MRC MRC MRC

2 1 12 2 1 12
3 11 3 11
4 10 4 10
5 9 5 9
6 7 8 6 7 8

2 1 12 2 1 12 2 1 12 2 1 12
3 11 3 11 3 11 3 11
4 10 4 10 4 10 4 10
5 9 5 9 5 9 5 9
6 7 8 6 7 8 6 7 8 6 7 8

DIMMER

Power Supply

SAMSUNG/GASLOG/ABS Connection Box

No.2 L/V Switchboard Room
No.12
Telepgone Set

MRC

2 1 12
3 11
4 10
5 9
6 7 8

MRC MRC MRC MRC MRC

2 1 12 2 1 12 2 1 12 2 1 12 2 1 12
3 11 3 11 3 11 3 11 3 11
4 10 4 10 4 10 4 10 4 10
5 9 5 9 5 9 5 9 5 9
6 7 8 6 7 8 6 7 8 6 7 8 6 7 8

No.1 Cargo SWBD Room No.2 Cargo SWBD Room No.1 H/V Switchboard Room No.1 L/V Switchboard Room No.2 H/V Switchboard Room
No.7 No.8 No.9 No.10 No.11
Telephone Set Telephone Set Telephone Set Telephone Set Telephone Set

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GASLOG WESTMINSTER Bridge Operating Manual

Illustration 3.7.3b Sound Power Telephone (2/2)

Forcastle for
Bowlookout with No.1 Main Gen. No.2 Main Gen. No.1 Steering No.2 Steering
Sus Protection Box Engine room Engine Room Gear Room Gear Room
No.13 No.14 No.15 No.16 No.17
Telephone Set Telephone Set Telephone Set Telephone Set Telephone Set

MRC MRC MRC MRC MRC

2 1 12 2 1 12 2 1 12 2 1 12 2 1 12
3 11 3 11 3 11 3 11 3 11
4 10 4 10 4 10 4 10 4 10
5 9 5 9 5 9 5 9 5 9
6 7 8 6 7 8 6 7 8 6 7 8 6 7 8

Relay Relay Relay Relay

SAMSUNG/GASLOG/ABS
Box Box Box Box

Connection Box

MRC MRC MRC MRC

2 1 12 2 1 12 2 1 12 2 1 12
3 11 3 11 3 11 3 11
4 10 4 10 4 10 4 10
5 9 5 9 5 9 5 9
6 7 8 6 7 8 6 7 8 6 7 8

Relay Relay Relay Relay

Box Box Box Box
EMCY Gen. Engine Room GCU Fan Area ERME Manoeuvring ERME Manoeuvring
No.18 No.19 Station (PORT) Station (STBD)
Telephone Set Telephone Set No.20 No.21
Telephone Set Telephone Set

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GASLOG WESTMINSTER Bridge Operating Manual

3.7.3 Sound Power Telephone 3. Operation

Maker: Marine Radio Co., Ltd. Making Calls

Type: LC-800
4
3
2 1 12
11

10
4
3
2 1 12
11

10
1) Lift the handset and select a destination you want to call.
5 9
5 9 6 8 5 9
6 8 7 6 8
7 7

1. General Description HANDSET

HANDSET

2) Press the call button.

The telephone system is designed for high stability, amplification and
clearance. To gain the functions of the existing system and excellent 3) If the other party responds, you talk with him or her.
communication quality, it implements the low power consumption using (a) Standard (b) Sub-receiver (c) Head-set Type
a capacitor-battery. Also, it is operated independently of the power Type Type Answering
supply of the vessel, so it is used in an emergency.
Flush Type Telephone (LC-826C, LC-826A) 1) The lamp blinks and the bell rings.
2. Sound Power Telephone Equipment
This telephone is designed to be non-waterproof with the built-in handset, 2) Lift the handset.
Desk Type Telephone (LC-822A) speaking circuit, LED lamp, buzzer and terminal. The telephone is a
flush type with a dimmer and used in a wheel house. 3) Talk with him or her.
With a non-waterproofing “ABS” resin, this telephone has a speaking
circuit, bell, lamp and handset. It is fixed with fastener or bracket so it NOTE

SAMSUNG/GASLOG/ABS
cannot be separated while the vessel is moved. The terminal box is MRC
This telephone enables you to call with several persons simultaneously.
designed with non-waterproof. 4

3 2 1
4 5
6 4
3

5
2
1
12
11

9
1
6 8
7

5
2 1 12
7 2 4
3 11
10 6
5 9
6 7 8
9 8

7
DIMMER

KEY

1 Case Housing 4 Lamp(LED) 7 Telephone Cord

2 Handset 5 Generator Call Handle 8 Fastener 3

3 Handset Cord 6 Rotary Switch (LC-822) 9 Foot

KEY
1 Bell : Call Bell Signal
Wall Type Telephone (LC-824G, LC-824G1)
2 Handset

3 Handset Cord
This telephone includes headset type, sub receiver type and standard type
that has the relay circuit for an external signal. Also, it is designed to be 4 Lamp(LED) : Recognition of Call Bell Signal

the indoor waterproof with the built-in speaking circuit and LED lamp. 5 Magnetic Generator Call Handle

In a noisy place, use the headset type or sub receiver type. 6 Rotary Switch : Selection of Desired Party

7 Dimmer Switch : For Wheel House (DC-24V)

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GASLOG WESTMINSTER Bridge Operating Manual

Illustration 3.7.4a Communal Aerial System (Typical)

-1. Minimumreception level of TV(Standa

rd) : 60dB AW-624, 6M WHIP Antenna AT-807 OMNI-Directional
-2. Minimumreception level of radio(Standard) : 40dB for AM Raido Antenna for TV/FM
-3. Maximum Ou
t-Let Box per a system : 64EA 40dB 60dB
-4. Maximum Ou
t-Let Box per aline :B
D-2/3/4(4EA), DB-8(2EA)
-5. Impedance ofTerminalResistor : 75 ohm
(Non-inductance
resistor)
Communal Aerial System

VTR Amplifier
AC-110/220 V RG-12UY
(Option) 40dB 80dB

AC-220V / 100V

OFF

ON
100dB
UP-40 TV/FM AM ANT P/A VTR
OUT

SAMSUNG/GASLOG/ABS
B.K DC 24V

100dB 100dB All Signal Cable (RG-6)

RG-6U
To PA AMP.
80dB
80dB

90dB 90dB

80dB 80dB

16 X 4 = 64 Subscriber (Max.)

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 223 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

3.7.4 Communal Aerial System

Maker: Marine Radio Co. Ltd.

Type: CAC-953

1. General Description

This system is a maritime antenna specially designed for the vessel, as

well as a broadband amplifier that amplifies and distributes overall band
such as radio broadcasting including MF, SW and FM, TV broadcasting
including VHF (H/L) and UHF, and VTR signal.

Especially, it is an omni-directional antenna so that it can safely receive

the propagation during sailing and uses the whip antenna to receive the
MF/SW signal. It has a built-in broadband amplifier for AGC (Automatic
Gain Control) to prevent the degradation of the propagation received
weakly. In addition, it does not require any maintenance after installation
because it is designed firmly. “If the power is supplied after installation,
all the functions are automatically operated”.

SAMSUNG/GASLOG/ABS
2. Components

 Main amplifier (CAC-953): The number of the maximum

subscriber is 64 EA. Automatic gain amplifier and a power
supplier for MF/SW/FM/VHF/UHF.
 Sub amplifier (CAC-953A): The number of the maximum
subscriber is 128 EA. Automatic gain amplifier and a power
supplier for MF/SW/FM/VHF/UHF. (Used when the number of
the subscriber exceeds 64 EA or cable is extremely damaged.)
 VTR Amplifier (UP-40A)
 Omni-Directional Antenna (AT-807): For FM, VHF/L, VHF/H,
UHF
 Six-meter whip antenna (AW-624): For AM Radio
 Antenna junction box (JB-4 W/T): For AM Antenna
 Distributor
 Terminal for radio and TV
 Radio/TV, telephone and AC-220 RP terminal
 Radio/TV cord set

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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.8.1a Navigation Light Controller

NAVIGATION LIGHT CONTROL PANEL

MAIN MAST SUB

ANCHOR
(FORE) HEAD
(FWD)
MAIN SUB MAIN SUB
POST STBD
SIDE SIDE

PORT NUC/DEEP STBD PORT STBD

RAM
DRAUGHT (UPPER)
(UPPER)
PORT DEEP STBD PORT STBD
RAM

SAMSUNG/GASLOG/ABS
DRAUGHT (MIDDLE)
(MIDDLE)
PORT NUC/DEEP STBD PORT STBD
DRAUGHT RAM
(LOWER) (LOWER)
MAIN SUB MAIN MAST SUB
STERN HEAD
(AFT)
FWD AFT
ANCHOR MANOE
(AFT) -UVRING

SPARE 01 SPARE 02

DIMMER

LAMP & DEEP POWER SOURCE FAIL

BUZZER SWITCH DRAUGHT RAM
STOP BUZZER LOCK LIGHT
TEST LIGHT DC SOURCE

SYSTEM DOWN NAV. NUC MAIN SOURCE

LIGHT LIGHT POWER
TEST UP EM’CY SOURCE

DIMMER DIMMER

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GASLOG WESTMINSTER Bridge Operating Manual
3.8 Lighting and Warning Systems  Anchor light (AFT) 2. Signal Lights
 Mast head light (FWD)
3.8.1 Navigation and Deck Lights  ST’BD side light Morse manoeuvring Light
 NUC/Ram light (upper)
Maker: TMS Solution  NUC/Ram light (middle) The morse manoeuvring light is fitted on the main mast. The light is
 NUC/Ram light (lower) controlled by the whistle system. Pushbuttons are located on each bridge
1. General Description  Mast head light (AFT) wing and the main navigation console.
 Manoeuvring light
Navigation lights are mounted on the signal mast, on the foremast and on The signal light panel is supplied from the 220V emergency switchboard.
the aft end of the vessel in addition to the red and green, port and The signal lighting panel switches:
starboard lights and NUC (Not Under Command) lights. Anchor Lights
 Suez canal signal light
The officer of the watch must ensure that navigation lights are displayed  Singapore traffic light The anchor lights are operated from the signal light panel, they are
in accordance with the applicable COLREGS (International Regulations  Huge vessel light double lights but only have a single position toggle switch.
for Preventing Collisions at Sea) during his watch. Spare light bulbs must  Dangerous cargo light
be kept accessible and ready for use. The navigation light system must be  Suez canal stern light Signal Mast Lighting
tested periodically and before every voyage.  Steering light
In addition to the main navigation light panel, there is a control panel for
Signal lights are mounted on the signal mast on the centre line of the The main power supply switch isolates all the navigation lights when the signal mast lights situated on the chart console.

SAMSUNG/GASLOG/ABS
compass deck. Two other masts on the compass deck port and starboard switched OFF.
carry the NUC signal lights. The coloured signal sights are arranged on the control panel in the same
There are indicator lights for all supplies on the push button of the formation as they are fitted on the signal mast. Each light and its
The control panel for the navigation light and signal lights are located on navigation light panel and an audible and visual alarm will be raised if respective colour is identified by a small nave plate, a toggle switch
the BCC starboard console “Navigation & Signal Panel”. The navigation one of the supplies fail. The visual alarm takes the form of the supply located beneath the name plate is used to operate the lights.
and signal lights panel contains a mimic of the vessel and uses indicator lamp flashing. The buzzer is muted using the buzzer stop button.
pushbutton switches for the individual lights. In the case of the main or emergency supply failing, the supply is The purpose of the signal mast lights is to show that the vessel is
automatically changed over to the remaining supply. A further emergency carrying out specific operational tasks as defined in the IMO
The panel for the signal lights has a mimic of the signal mast. This also supply is from the 24V DC wheelhouse distribution board. The failed International Regulations for Preventing Collisions at Sea (COLREGS).
carries the switches for the dangerous cargo lights, steering light and supply indicator will continue to flash until the fault has been rectified. During these operations, a combination of these lights is displayed in
dimmer etc. addition to the required navigation lights.
A dimmer control is fitted on the panel to dim the indicator LEDs.
The light panel LED indicators are coloured to represent each light. This Certain countries have local regulations that require vessels to show
allows the officer of the watch to verify at a glance that all the required In the event of a lamp filament failure resulting in the navigation light additional lights signals to those required by the COLREGS and three of
navigation lights are illuminated. being extinguished, an audible and visual alarm is triggered. The visual the more common are incorporated on the signal mast panel.
alarm takes the form of the supply indicator LED flashing. In this case,
Light Controls the system switches over to the spare lamp automatically and when the In Japanese waters, the signal for a huge vessel is a flashing green light
buzzer has been muted using the buzzer stop button. At the same time, and for a vessel carrying dangerous cargo, a flashing red light. These
The navigation switch panel controls the following lights: the indicator LED stops flashing. lights are to be displayed as high as possible and to be visible through
360°.
 Anchor light (FWD) Replace the faulty lamp at the earliest opportunity.
 Port side light Vessels transiting the Suez Canal are required to display a red light at the
 Deep draught light (upper) stern and transiting for Panama Canal are required to display the blue
 Deep draft light (middle) steering light.
 Deep draught light (lower)
 Stern light

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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.8.1b Signal Light Control Panel Night signals for vessels crossing the Traffic Separation Scheme (TSS) and
precautionary areas in the Singapore Strait during the hours of darkness.

Vessels are recommended to display the night signals consisting of 3 all-

round green lights in a vertical line in the following situations.

1) Vessels departing from ports or anchorages when crossing the

SIGNAL LIGHT CONTROL PANEL
westbound or eastbound lane of the TSS or precautionary areas in
the Singapore Strait to join the eastbound or westbound lane
respectively; and

STBD PORT 2) Eastbound or westbound vessels in the TSS or precautionary areas

Singapore Singapore
RED RED Traffic Traffic in the Singapore Strait crossing to proceed to port or anchorages
(Upp,PORT) (Upp,STBD) in the Singapore Strait.
Singapore Singapore
WHITE WHITE Traffic Traffic Huge Vessel Light
(Mid,PORT) (Mid,STBD)

Singapore Singapore
GREEN RED Traffic Traffic This light gives a green flash at 180 flashes per minute when switched on.
(Low,PORT) (Low,STBD)

SAMSUNG/GASLOG/ABS
Dangerous Cargo Light
HUGE
RED WHITE VESSEL

This light gives a red flash at 120 flashes per minute when switched on.
Dangerous
Green RED Cargo
3. Outside Lighting

SUEZ CANAL
WHITE WHITE STERN The main outdoor lighting for work areas is provided by mast and
accommodation mounted high power floodlights. These are only for use
RED while the vessel is not underway, such as at anchor or during cargo
operations.

WHITE
P S Switches on the control panel are labelled with the area of illumination.
These labels/areas are shown on the illustration 3.8.1c.
BUZZER LAMP & SWITCH STEERING
BUZZER POWER SOURCE FAIL
STOP LOCK (P&S) The switches control relays which are located in distribution boards
TEST
DC SOURCE
SYSTEM DOWN DOWN throughout the ship. When the appropriate switch on the control panel is
POWER
TEST UP UP EM’CY SOURCE touched to one time, these relays will energise and supply the relevant light
fittings from the outside lighting distribution boards (main or emergency).
DIMMER DIMMER
In order to off the light the target switch button touches twice.

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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.8.1c Outside Light Control Panel

OUTSIDE LIGHT CONTROL PANEL

Main Deck (Foremast/AFT) Main Deck (Foremast/AFT) FWD Mooring Space FWD Mooring Space Main Deck Side Passage Main Deck Side Passage
(EMCY) (Main) (Foremast/FWD)(Main) (EMCY) (AFT/FWD Area)(Main) (AFT/FWD Area)(EMCY)
SW24 ON SW14 ON SW13 ON SW23 ON SW12 ON SW22 ON

OFF OFF OFF OFF OFF OFF

Main Deck Main Deck Main Deck Main Deck Main Deck
Spare
(STBD/AFT) (STBD/FWD) Illumination (EMCY) (PORT/FWD) (PORT/AFT)
SW09 ON SW08 ON SW26 ON SW20 ON SW06 ON SW07 ON

OFF OFF OFF OFF OFF OFF

SAMSUNG/GASLOG/ABS
Accomm./Pilot Ladder
Manifold Area Main Deck (Nav. Deck Front) Main Deck (Nav. Deck Front) Manifold & Cargo Accom./Pilot Ladder
(STBD) (Main) (EMCY) Mach. Room Area (EMCY) (PORT)

SW05 ON SW11 ON SW02 ON SW18 ON SW21 ON SW04 ON

OFF OFF OFF OFF OFF OFF

Funnel Outside Funnel Outside Funnel Mark Provision Crane Accom. Outside Passage
Ship’s Name Board
Passage (Main) Passage (EMCY) (PORT/STBD) Handling Space (Main)

SW01 ON SW17 ON SW25 ON SW16 ON SW10 ON SW03 ON

OFF OFF OFF OFF OFF OFF

Accom. Outside Passage

AFT. Mooring Space Spare
(EMCY)

SW19 ON SW15 ON SW27 ON

OFF OFF OFF

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GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.8.1d Arrangement of Navigation Lights

After Masthead Light

(White)
No.4
Vent Mast No.3 No.2 No.1
Vent Mast Vent Mast Vent Mast

Side Light(Port Red)

Side Light(STBD Green)
Elec. Cargo Fore Masthead Light (Wihte)
Motor Mach.
Room Room
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

Bosun Store
Stern Mast CL

No.5 Cofferdam

No.4 Cofferdam

No.3 Cofferdam

No.2 Cofferdam

No.1 Cofferdam
DWT
(White) FWT (P&S) No.4 Cargo Tank (C) No.3 Cargo Tank (C) No.2 Cargo Tank (C) No.1 Cargo Tank (C)
S/G Room 1 7 2 8 3 9 4 10 BW
(P&S)
FWD HFO Stor.
APT Engine Room
11 12 No.4 WBT (P&S) No.3 WBT (P&S) No.2 WBT (P&S) No.1 WBT (P&S) Tank (P&S) FPT
Bow Thruster (C,Void)
(C, WBT) &
E/R EMCY Exit Trunk FWD WBT (P&S) FWD Pump
6 Room
5 Side Ta
ngent Li
CWT ne
(P&S)
Pipe Duct

Side Light
(PORT/Red) 112.5˚

135˚ Engine Casing

Accommodation
225˚ 225˚
Space

Deck
Elec. Cargo Store
Motor Mach.
Room Room

AFT Masthead Light 112.5˚ Fore Masthead Light

Side Light
(White) (White)
(STBD/Green)

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Illustration 3.8.2a Whistle System

[Radar Mast]
Heater Air Whistle Horn
Power Source AC220, 60Hz, 1PH

AFT. Whistle

[Fore Mast]
Navi. Light Control Panel M Morse Signal Light Elec. Whistle

Gen. EMCY Alarm (7S/1L)

(N/C Contact) Relay Box JB-053A
Der-440
System Power Fail

SAMSUNG/GASLOG/ABS
-AU-C/D-
(N/C Contact) Power Source
AC440, 60Hz,3PH

W/H BCC (C)

Sound Reception System (for Mute) (N/O Contact) (WB-F2)
PB

W/H Front Wall

(WB-F2)
PB

Bridge Wing (PORT)

(WB-F3)
Morse Key PB
-W/H BCC (C)-
Bridge Wing (STBD)
(WB-F3)
Morse Key
PB
-Bridge Wing (PORT)-

Morse Key
-Bridge Wing (STBD)-

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3.8.2 Whistle System using a hand pull-rope. To avoid the costly laying of a pull-rope, a  HEATER
second electromagnet for emergency voltage can be provided. In order to operate heater inside air whistle, just press this
Maker: Daeyang Instrument Co., Ltd. button and then LED turns on and power is fed to the heater. If
A thermostat controlled anti-condensation heating keeps the sound horn you push “heater” button when LED is on, LED turns off and
1. Specifications and the operating valve free from condensed water and thus from ice. the power supply into the heater is stopped.
Typically the air whistle will operate on air pressures 7 bar. For electric
Air Whistle release and operation of the heating, a connection to the AC220V power - AIR WHISTLE’s HEATER
Model: DAW-143A supply is required. The air filter protects the diaphragm from dirt and The heater inside air whistle is operated automatically at
Sound Pressure: 143 dB damage. around ten degrees by temperature sensing of the
Sound Frequency: 128 Hz thermostat.
Air Pressure: 7 bar Electric Whistle - ELECTRIC WHISTLE’s HEATER
Electric whistle uses motor coil for heating. While electric
Electric Whistle
whistle is not operated, one of three coils inside the motor
Model: DEW-143A
is used for heating by AC38V transformed from AC440V
Sound Pressure: 143 dB
by down-transformer. During operation of electric whistle,
Sound Frequency: 94 Hz
AC38V is open and electric whistle is heated by radiation
heat of motor coils.
2. General Description

SAMSUNG/GASLOG/ABS
A whistle is of utmost help in times of bad weather condition and poor
visibility, when alerting the nearby ship becomes imperative. Also
important equipment in times of emergency situations, the whistle is used Whistle Control Unit WCU-5F

to beckon audible help from a nearby relief source. According to the OPERATION

international regulations, all the sea faring ships should compulsorily

HORN LIGHT HEATER
GENERAL EMCY A LARM
have a whistle on board. Moreover, the whistle should be in good
POWER FAIL

working condition with clear audibility. The whistle should be designed

The electric whistle is driven by an AC 3phase motor. An essential SIGNAL SELEC TOR
to provide prolonged blast at appropriate time intervals. The whistle can
component is a piston inside the cylinder driven by an AC3phase motor DIMMER
be both manually operated or electrically set up.
via connecting rod, crankshaft and gearwheels. The piston oscillates at a AFT
HORN
HORN FORE
&LIGHT HORN

certain frequency which makes the air inside the sound projector vibrate
Air Whistle
in resonance to produce a sound. SIGNAL SELEC TOR

When electrical power is supplied to relay box of whistle system as AC MANUAL

18LOW 28LOW 38LOW 48LOW 58LOW

3phase, its motor is always kept heating status except operating. If the
motor is operating, the heating mode will be paused.

Grease is used to decrease made high-temp. And reduce friction in

operating. It is drained as a gas through shaft, piston and horn
<Whistle Control Unit>
3. Operation
Signal Selector Switch
Operation Switch
 AFT. HORN
 HORN : Whistle operation push button. In order to operate whistle on radar mast, just press this
The air whistle is a diaphragm sound transmitter operating on selection switch and then LED of “AFTER HORN” selection
compressed air. The signal is released by an electromagnet or manually  LIGHT : Light operation push button. switch turns on.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 232 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

 FORE. HORN  3BLOW Button Sequence

In order to operate Horn on foremast, just press this selection In order to operate whistle automatically by one prolonged blast,
switch and then LED of “FORE HORN” selection switch turns two short blasts in succession with an interval of about 2 1) Push to HORN button in OPERATION
on. seconds between them at intervals of not more than 2 minutes,
just press this button and then LED turns on.
 HORN & LIGHT
In order to operate Horn & Light at the same time, just press Operation Time Horn Status
this selection switch and LED of “Horn & Light” selector 5 seconds Horn on
switch is on. 2 seconds Horn off
1 second Horn on
Dimmer Switch 2 seconds Horn off
1 second Horn on
 DIMMER UP: When pushing button, LED is getting brighter. 79 seconds(at setting 90 seconds) Horn off
2) Push to AFT HORN button in SIGNAL SELECTOR
 DIMMER DOWN: When pushing button, LED is getting darker.  4BLOW
In order to operate whistle automatically by one prolonged blast,
Auto Signal Selector Switch three short blasts in succession with an interval of about 2
seconds between them at intervals of not more than 2 minutes,
 MANUAL

SAMSUNG/GASLOG/ABS
just press this button and then LED turns on.
In order to operate whistle manually, just press this selection
switch and then LED of “MAN” selector switch turns on.
Operation Time Horn Status
5 seconds Horn on
Operation Time Horn Status
2 seconds Horn off
Pushing button Horn on
1 second Horn on
2 seconds Horn off
 1BLOW 3) In order to operate whistle manually, just press this selection
1 second Horn on
In order to operate whistle automatically by one prolonged blast switch and then LED of “MAN” selector switch turns on.
at intervals of not more than 2 minutes, just press this button 2 seconds Horn off
and then LED turns on. 1 second Horn on
79 seconds(at setting 90 seconds) Horn off
Operation Time Horn Status
5 seconds Horn on  5BLOW
85 seconds(at setting 90 seconds) Horn off In order to operate whistle automatically by one short blast, one
prolonged blast, one short blast in succession with an interval of
 2BLOW about 2 seconds between them at intervals of not more than 2
In order to operate whistle automatically by two prolonged minutes, just press this button and then LED turns on.
4) In order to operate whistle automatically, just press one of the
blasts in succession with an interval of about 2 seconds between
Operation Time Horn Status marked button and then LED turns on.
then at intervals, just press this button and then LED turns on.
1 second Horn on
Operation Time Horn Status 2 seconds Horn off
5 seconds Horn on 5 seconds Horn on
2 seconds Horn off 2 seconds Horn off
5 seconds Horn on 1 second Horn on
78 seconds(at setting 90 seconds) Horn off 79 seconds(at setting 90 seconds) Horn off

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 233 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

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IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 234 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.8.3a Sound Reception System

Fore
Mic.
MR-11A PUBLIC ADDRESS
SYSTEM
MIC 1 OFF
1 T OP
MOD E
MIC VOL 1 T/ B

1 E/ R
ENT

Whistle System
1 PA SSAG E SPEAKER SELECTOR
1 EM’CY
1 2 3 4 5 6 7 8 CALL DIMM
1

1
MAIN CONTROL UNIT

TALKBACK CONTROLLER
MIC
BOW AFT POW ER
MIC VOL.
WING S/ G
CALL BUSY
ALL

W
IN USE FAIL

MICROPHONE
MODEL
W
IN USE FAIL

MXR-2000F
AIR HORN CONTROLLER

SPEAKER
MONI V O L

A LARM1 A LARM2 A L ARM3 A L ARM4 A LARM5 A LARM6 POWER

AC DC
N. P
MONITOR

DIMMER
TIME A D JUST

BU Z ZER SEC A L ARM RUN

MIN MIN
S TOP CLEAR

Air Horn Contrller

SAMSUNG/GASLOG/ABS
PORT MRC MSR-9200A
SOUND RECEIPTION SYSTEM
STBD
MIC Mic.
MR-11A BOW MR-11A

MODEL
MICROPHONE
MICROPHONE

PORT STBD
MODEL

STERN

POWER DIMMER VOLUME

POWER SUPPLY UNIT

MPS-030A
AC DC AC DC
OUTPUT
FUSE FUSE

IA SA

INPUT INPUT E OUTPUT

AC DC DC MODEL
MICROPHONE

AC-220V
DC-24V

AFT
Mic.
MR-11A

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 235 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual
3.8.3 Sound Reception System Illustration 3.8.3b Direction Display of Sound Signals Illustration 3.8.3c Sound Reception System Control Panel

Maker: Marine Radio Co., Ltd. MSR-9200 I

MRC SOUND RECEIPTION SYSTEM
Model: MSR-9200A
D
H
C
1. Specifications F
B

G
Power Source: DC 24V E

Power Consumption: Max. 30VA A

Distortion: Less than 3 % (-30 dBm) POWER DIMMER VOLUME

Input Sensitivity: Less than -45 dBm

S/N Ratio: More than 50 dB
-A. Power Switch : "ON" and "OFF" Switch of Power.
2. General Description
- B.Dimmer : This switch control brightness of the "POWER" indicator's lamp.
The sound reception system is an acoustic electronic navigational aid that - C. Volume : The potentiometer controls of volume for speaker.
allows the officer on watch to hear outside sound signals within a totally
enclosed bridge; thereby enabling him to perform lookout functions as - D. Speaker
required in the International Regulations for Preventing Collisions at Sea

SAMSUNG/GASLOG/ABS
- E. Front Panel
1972 and SOLAS 2002(resolution A. 694(17)) revisions.
- F. Direction Display of Sound Signal
Four waterproof microphones are placed outside the wings (P & S) and
(Bow & Stern) and are connected to an audio amplifier and loudspeaker - G. Terminal Connector for peripheral Connection
within the bridge.
- H. Cable Holding Band

The equipment will receive sound signals in all directions in the audio 4. Operation
- I. Housing
frequencies of from 70Hz~820Hz and re-produce these incoming signals
electrically inside the wheelhouse. At the master station unit, there is an on/off power switch to switch the
unit on or off. When the unit is switched on, the speaker volume can be
The four microphones operate in pairs depending on the approximate adjusted by rotating the volume control knob clockwise or
direction of the received sound signal by these combinations. The counterclockwise.
microphone fist detecting the sound will be reiterated as the signal’s
strongest point. When a sound signal from another vessel is detected, the red indicator
lamp on the panel on the side from which the signal originates is
3. System Configurations illuminated. The sound signal is also audible from the speaker unit.

 Main Unit(MSR-9200A): Inside wheelhouse The ship’s own fog signal system is linked into the sound reception
 Microphone(MR-11A) system, so that when the own ship sounds a fog signal, the reception
- Fore: Near to monkey island in front of wheelhouse system input from the microphone unit is suppressed, and thereby
- STBD: Wing starboard side under the roof prevents a false indication and damage to the reception unit.
- Port: Wing port side under the roof
- AFT: Rear side of compass deck escaped from the direction
of the funnel
 Power supply unit(MPS-030A): Inside wheelhouse
 Peripherals

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 236 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual
Illustration 3.8.4a Fog Bell and Gong System

Fore Mast

2C Auto Fog Bell

Juncbox (FWD 45˚)

2C Auto Fog Bell

(PORT 45˚)

2C Auto Fog Bell

(AFT 45˚)

SAMSUNG/GASLOG/ABS
2C Auto Fog Bell
(STBD 45˚)

Sound System (N/C Contact) On Deck AFT (Stern Post)

2C Auto Fog Gong

Juncbox (FWD 45˚)

2C Auto Fog Gong

(PORT 45˚)

Power Source Earth Power Source 2C Auto Fog Gong

AC220V DC24V (AFT 45˚)

2C Auto Fog Gong

(STBD 45˚)

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 237 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual
3.8.4 Fog Bell and Gong System  POWER Switch
Power On/ Off
Maker: Dae Yang Instrument. Co., Ltd.
Model: HP-25  MANUAL GONG SIGNAL (GONG Switch)
In order to operate gong manually, just switch on the “GONG” toggle
1. General Description switch.

The Fog Bell and Gong system is an audio system for the automatic  MANUAL BELL SIGNAL (BELL Switch)
sounding of bell and gong signals while at anchor in reduced visibility, In order to operate bell manually, just switch on the “BELL” toggle
and is a complied equipment on the International Regulations for switch.
Preventing Collision at Sea 1972 (COLREGS) Rule 34 and gives the
signal automatically on Rule 35.  AUTOMATIC SIGNAL (AUTO Switch)
In order to operate Bell & Gong automatically, switch on the “AUTO”
The system is designed for centralised operation from the main control toggle switch. And stitch off the “AUTO” toggle switch then auto mode
unit which is mounted on the central bridge console. will stop, return to manual mode.

The signal comprises of a 6.6-second bell signal transmitted from the 2. Operation
forward re-entrant type horn speakers followed, after a 3.3 second silence
period, by a 6.6-second gong signal transmitted from the aft re-entrant Set the Power switch to the “On” position and check that the “ON” lamp
type horn speakers. The sequence repeats after a further 16.5 second is lit. If the main power is not available, the Emergency lamp will be lit.

SAMSUNG/GASLOG/ABS
silence period.
Automatic signalling
The bell horn unit is installed at forepart and the gong unit at the stern.
Each code is operated via each on the panel mount controller. Switch on “AUTO” toggle switch. Bell will sound 6.6 seconds, and then
Gong will sound 6.6 seconds. The sound will stop for 3.3 seconds between
Both the bell and gong system can be operated manually using the bell and gong. And after 16.5 seconds, BELL  GONG will repeatedly be
manual bell signal and manual gong signal switches on the control panel. working one by one. Turn off “AUTO” toggle switch to stop the signal.

2. System Configurations Bell Gong Bell Gong

Start Off Off Off
On On On On
Repeat
Time 6.6s 3.3s 6.6s 16.5s 6.6s 3.3s 6.6s
Total : 33s

Manual signalling

Switch on the toggle switch marked “MANUAL BELL” or “MANUAL

GONG”. The bell or gong will sound (one stroke).

<Control Unit - BCU-4F>

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 238 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

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IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 239 Part 3 Bridge Equipment and Operation
GASLOG WESTMINSTER Bridge Operating Manual

Part 4: Routine Procedures

4.1 Passage Planning .........................................................................4 - 1
4.1.1 Passage Planning - Appraisal ......................................4 - 1
4.1.2 Passage Planning - Planning .......................................4 - 2
4.1.3 Passage Planning - Executing the Plan .......................4 - 4
4.1.4 Passage Planning - Monitoring ...................................4 - 5
4.2 Operational Procedures ...............................................................4 - 8
4.2.1 Bridge Teamwork........................................................4 - 8
4.2.2 Taking over the Watch ................................................4 - 8
4.2.3 Watchkeeping..............................................................4 - 8
4.2.4 Pilot Procedures ........................................................ 4 - 10
4.2.5 Weather Reporting .................................................... 4 - 11
4.3 Helicopter Operations................................................................4 - 12
4.3.1 Helicopter Operations ............................................... 4 - 12
4.3.2 Helicopter Winching ................................................. 4 - 14
4.4 Ship’s Garbage Management.....................................................4 - 15
4.4.1 Garbage Disposal Regulations .................................. 4 - 15
4.4.2 On-board Garbage Handling..................................... 4 - 18

SAMSUNG/GASLOG/ABS
Illustrations
4.2.1a Bridge Teamwork ...................................................................4 - 7
4.3.2a Helicopter Winching.............................................................4 - 13
4.4.2a On-board Garbage Handling.................................................4 - 19

Part 4
Routine Procedure
IMO No. 9855812 / Issue 1 (2021.10.08) Procudurequipment Part 4 Routine Procedure
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual

Part 4: Routine Procedures  ARCS charts corrected with the latest CD and loaded into the  Routing charts or pilot charts
[The descriptions below are general information.] MFD Chart Table  Sailing directions and pilot books
 Port information guide(s) for distribution  Light lists
4.1 Passage Planning  Sailing directions for distribution  Tide tables
 Tide tables and the current atlas (if appropriate) for distribution  Tidal stream atlases
General  Notices to mariners for distribution, temporary and preliminary  Notices to mariners
notices applied where necessary  Routing information
A plan for the intended passage is to be prepared prior to sailing.  Traffic separation and routing schedules (IMO Ships Routing  Radio signal information (including VTS and pilot service)
for distribution)  Climatic information
Procedure
 Meteorological information sources known and latest  Load line charts
information for distribution  Distance tables
1) It is customary for the shipmaster to delegate the initial
 Position-fixing methods ready (including corrections for radio  Electronic navigational systems information
responsibility for the preparation of a passage to a designated
aids and up-to-date Nautical Almanac)  Radio and local warnings
officer, who will be responsible for the navigational equipment
 Admiralty list of lights corrected and to be distributed  Ship owner’s and other unpublished sources
and publications.
 Admiralty list of radio signals corrected and to be distributed  Draught of vessel
 Vessel’s known draught  Personal experience
2) The designated officer will have the task of preparing a detailed
 Safe minimum water depth decided  Mariner’s handbook
passage plan that meets the shipmaster’s requirements. The plan
 Safe minimum distance off decided, taking into account the
is to be approved by the master prior to the vessel sailing. Having gathered together all relevant information, the shipmaster, in

SAMSUNG/GASLOG/ABS
expected weather, visibility, traffic density, identified danger
areas, and the vessel’s handling characteristics consultation with his officers, will be able to make an overall appraisal of
3) All the bridge team members should carefully study, understand, the passage, which may be one or a combination of the following:
and finally sign at the bottom of the last page of the prepared
passage plan.
4.1.1 Passage Planning - Appraisal Ocean Passage
Before any voyage can be embarked on or before any project can be The passage may be a trans-ocean route, in which case the first
4) The junior team members should not hesitate to question a undertaken, those controlling the venture must have an understanding of consideration will need to be the distance between ports, followed by the
decision if they believe that such a decision is not in the best the risks involved. bunker and store requirements and availability en route in case of
interest of the ship.
The appraisal stage of passage planning examines these risks. If emergency and at the load discharge ports. A great circle is the shortest
alternatives are available, these risks are evaluated, and a compromise distance, but other considerations will need to be taken into account.
Voyages of whatever length can be broken down into two major
stages: solution is reached, whereby the level of risk is balanced against The meteorological conditions will need to be considered even if the
commercial expediency. The appraisal should be considered the most recommended route is longer in distance, as it may well prove shorter in
1) Preparation, which consists of: important part of passage planning as it is as this stage that all pertinent time and the ship may be less liable to suffer damage.
information is gathered and a firm foundation for the plan is laid. The
 Appraisal urge to commence planning as soon as possible should be resisted as time Ocean currents may be used to the ship’s advantage, and weather systems
 Planning allocated to appraisal will pay dividends later. also need to be considered (e.g., revolving tropical storms).

Information Sources Coastal Passage

2) Execution, which consists of:
The shipmaster’s decision on the overall conduct of the passage will be The main consideration at the appraisal stage will be to determine the
 Organization based on the appraisal of the available information. To make this distance of the ship’s voyage.
 Monitoring appraisal, any relevant source of information should be used, and the
following should be considered: The course should be laid out in such a way as to stay clear of coastlines
Checklist for Passage Planning Appraisal and dangers, and when making soundings, due attention must be given to
 Chart catalogues the vessel’s draught and minimum under-keel clearance.
 Paper charts that have been corrected, made up-to-date, and  Navigational charts
assembled in sequential order  Ocean passages for the world

IMO No. 9855812 / Issue 1 (2021.10.08) 4- 1 Part 4 Routine Procedure

When the ship is passing through areas where IMO-adopted traffic go area needs to the considered. Below are some of the factors that need whether it is safe for the ship to proceed.
separation and routing schemes are in operation, such routing is to be to be taken into account when deciding the size of the margin of safety.
complied with. Steam and current information is often available on the chart, although
 The dimensions of the ship more detailed information is given in Ocean Passages for the World,
Appraisal Complete  The accuracy of the navigational systems to be used routing charts, and pilot books. Tidal information is available from charts
 The tidal stream and tide tables, with further local information being available in pilot
Having made an appraisal of the intended voyage, the shipmaster will  The maneuvering characteristics of the ship books
determine his strategy and then delegate to the second officer the  The draught and under-keel clearance of the ship In confined waters, when navigating based on large-scale charts, the
planning of the voyage. Irrespective of who actually does the planning, it margins of safety may require the ship to commence altering its course at
is to be based on the shipmaster’s requirements as it is the shipmaster The margins of safety will show how far the ship can deviate from the
track yet remain in safe waters. the wheel over a position some distance before the track intersection, to
who carries the final responsibility for the plan. achieve the new planned track.
Safe waters can be defined as the areas where the ship may safely deviate.
4.1.2 Passage Planning - Planning The tracks should be drawn on small-scale charts according to the These points are to be marked on the chart along with information on the
decisions made at the appraisal stage regarding the route to be taken. planned rate of turn and speed for which they are to be calculated.
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 The chart changeover points should be very clearly shown on all charts. Parallel Indexing
resolution, which states that despite the duties and obligations of a pilot, The parallel index (PI) is a useful tool for monitoring the crosstrack
his presence onboard does not relieve the officer in charge of the watch Track considerations: At all times, the ship must be in safe waters and
must remain sufficiently far from a danger to minimize the possibility of tendency in both areas with poor and good visibility. It is a good practice

SAMSUNG/GASLOG/ABS
from his duties and obligations for the safety of the ship. This makes it to inconspicuously mark the planned PI on the chart at the planning stage.
quite clear that it is necessary to plan from berth to berth, even though it grounding in the event of machinery breakdown or navigational error.
Like any radar technique, it is advisable to extensively practice using PIs
is anticipated that there will be a pilot conducting the vessel at certain The distance from navigational hazards or the grounding line will depend in areas with good visibility before totally relying on them when thick
stages of the voyage. The plan also needs to include all eventualities and on the factors below. weather makes visual navigation methods impossible.
contingencies.
 The draught of the ship relative to the depth of the water PI is a simple and effective method of continuously monitoring a ship’s
Planning may be considered in two stages, though at times they will  The weather conditions progress, and is carried out by observing the movement of the echo of a
merge and overlap.  The direction and rate of the tidal streams or current radar-conspicuous navigation mark with respect to the track lines
 The volume of traffic previously prepared on the reflection plotter or by using Automatic Radar
 Ocean and open waters  The age and reliability of the survey Plotting Aid (ARPA) index lines. When the radar is in north-up, the
 Coastal and estuarial waters  The availability of safe waters relative motion mode is the most effective means.

Charts The existing regulations (both the company and the national regulations) A fixed radar target, such as a lighthouse or a headland, will apparently
regarding offshore distance must also be observed. track past your own ship, depicted as being at the center of the screen, as
Gather together all the charts for the intended voyage, arranging them in a line parallel to and opposite the ship’s ground track. Any crosstrack
Deviation from the planned track may be necessary, such as altering the tendency, such as that which may be caused by a tidal stream, will
the correct order. Ensure that all charts and publications have been ship’s course to make way for another ship. Such deviation from the
corrected to the latest notices to mariners available. become apparent if the target moves off the parallel line.
track should be limited, however, so that the ship will not end up entering
areas where it may be at risk or closely approaching the margins of safety. PI may also be used to monitor other events, such as the wheelover
No-Go Area position. In this case, the range and bearing of the target at the wheel-
Under-keel clearance: It is important that the reduced under-keel over point is marked on the PI. This also allows for a distance countdown
The coastal and estuarial charts should be examined, and all areas where clearance has been planned and clearly shown. to be made.
the ship cannot go should be carefully shown by highlighting or cross-
hatching them. In tidal areas, an adequate under-keel clearance may be attainable only Waypoints
during the period during which the tide has achieved a given high.
Margins of Safety Outside that period, the area must be considered no-go. Such a safe Waypoint is a position, shown on the chart, where a planned change of
period is called the “tidal window” and must be clearly shown so that the area will occur. It will often be a change of course but may also be an
Before tracks are marked on the chart, the clearing distance from any no- officer of the watch (OOW) will not be in a state of confusion as to event, such as:

IMO No. 9855812 / Issue 1 (2021.10.08) 4- 2 Part 4 Routine Procedure

 End or beginning of sea passage should be clearly shown on the chart so that the OOW will not have to - Geographical range
 Change of speed spend time looking for and planning safe action when his duties require - Luminous range
 Pilot embarkation point him to be elsewhere. - Normal range
 Anchor station - Landfall lights
Contingency planning will include: - Extreme range
Aborts & Contingencies - Echo sounder
 Alternative routes - Chart overcrowding
No matter how well planned and conducted a passage may be, there may  Safe anchorage
come the time when, due to a change in circumstances, the planned  Waiting areas Planning Book
passage will have to be abandoned.  Emergency berths
In addition to the information on the charts, the whole passage plan
Abort It will be appreciated that emergency action may take the ship into areas should be written into a planning book for reference.
where it is constrained by draught (in which case the speed will have to
When approaching constrained waters, the ship may come to be in a be reduced) or tidally constrained, and whereby these constraints must be Depending on the length and complexity of the passage, or certain parts
position beyond which it will not be possible to do anything other than clearly shown. of it, it is a good practice for an abbreviated edition of the plan to be
proceed. Termed the “point of no return,” it will be the position where copied in a notebook. This allows the person having the con, other that a
the ship enters a body of water so narrow that there is no room to return, Having drawn the no-go areas, the margins of safety, and the track to be pilot, to update himself as and when required, without having to leave the
or where it is not possible to retrace the ship’s track due to a falling tide followed, the planning should now be concentrated on ensuring that the conning position to look at the charts.

SAMSUNG/GASLOG/ABS
and insufficient under-keel clearance. ship follows the planned track and that to the extent that it can be ensured,
nothing will occur that is unexpected or cannot be corrected. Master’s Approval
Whatever the reason, the plan must take into account the point of no
return and the fact that thereafter, the ship will be committed. A position The following should be clearly stated and included in the passage Upon completion, the plan must be submitted to the shipmaster for his
needs to be drawn on the chart showing the last point at which the planning: approval.
passage can be aborted with the ship not committing herself. The position
of the abort point will vary with the circumstances prevailing (e.g., water  Various methods of position fixing Plan Change
availability, speed, turning circle, etc.). This must, however, be clearly  Primary and secondary position fixing
shown, as must a subsequent planned track to safe waters.  Radar-conspicuous objects, visual aids and navaids All the members of the bridge team should be aware that even the most
 Landfall lights thorough plan may be subject to change during the passage. It is the
The reasons for not proceeding and deciding to abort will vary according  Radar targets responsibility of the person in charge to ensure that changes are made
to the circumstances, but may include:  Buoyage with the agreement of the shipmaster, and that all the other members of
 Fix frequency the bridge team are advised of such changes.
 Deviation from the approach line  Fix regularity
 Machinery failure or malfunction  Additional information, including:
 Instrument failure for malfunction - Reporting points
 Non-availability of tugs or berth - Anchor clearance
 Dangerous situations ashore or in the harbor - Pilot boarding area
 Any situation where it is deemed unsafe to proceed - Tug management
- Traffic areas
Contingencies - Transits (ranges)
- Compass error
Having passed the abort position and point of no return, the bridge team - Leading lines
still needs to be aware that events may not go as planned and that the - Clearing marks
ship may have to take emergency action. - Head mark
- Clearing bearing
All contingency plans will have been made at the planning stage and - Range of lights

IMO No. 9855812 / Issue 1 (2021.10.08) 4- 3 Part 4 Routine Procedure

4.1.3 Passage Planning - Executing the Plan approaching the pilot station, etc. available and at hand.
 To change from unattended to manned machinery spaces
Executing the Plan Organization  To call an extra certificated officer to the bridge 2) Charts should be in order in the chart drawer, and the current
 To make personnel, in addition to the watchkeeper, available for chart should be on the chart table.
After the plan is made, discussed, and approved, its method of execution bridge duties such as manning the wheel, keeping lookout, etc.
should now be laid out. This includes the methods to be used to carry out  To make personnel, in addition to the watchkeeper, available for 3) Check if the chart table equipment is in order and at hand (e.g.,
the plan and the best use of available resources. The final details will deck duties such as preparing pilot ladders, clearing and pens, pencils, parallel rules, compasses, dividers, pods, etc.).
have to be confirmed when the actual timing of the passage can already standing by anchors, preparing berthing equipment, engaging
be ascertained. tugs, etc. 4) Confirm that the master gyrocompass is fully operational and
that the follow-ups are aligned. The magnetic compass should
The tactics to be used to accomplish the plan can then be agreed upon Before commencing a voyage, there is considerable advantage to be also be checked.
and should include: gained by briefing all concerned. This may take place over an extended
 the ETA at critical points to take advantage of favorable tidal period of time. As the actual commencement of the voyage approaches, 5) Check the navigation and signal lights.
streams certain specific personnel will have to be briefed so that work schedules
 the ETA at critical points, where it is preferable to make a and requirements can be planned. In particular, the involved personnel 6) Switch on any electronic navigational equipment that has been
daylight passage, or with the sun behind the ship should be specifically informed of any variation from the routine running shut down, and ensure that the operating mode and position
 the traffic conditions at focal points of the ship (e.g., doubling of watches, anchor party requirements, etc.) have been confirmed.
 the ETA at the destination, particularly where there may be no either by the shipmaster or the navigator. Such briefings will require

SAMSUNG/GASLOG/ABS
advantage gained by early arrival frequent updating, and at different stages of the voyage there will have to 7) After ensuring that the scanners are clear, switch on and tune the
be re-briefing. Briefing will make individuals aware of their own part in radars, and set appropriate ranges and modes.
Tidal stream information obtained from the chart of tidal steam atlases the overall plan, and will boost their work satisfaction.
can be included in the planned passage when the time of transit of the 8) Switch on and test the control equipment (i.e., telegraphs,
relevant area is known. Ideally, the course to steer should be calculated Prior to the commencement of the passage, and in certain cases during steering gear) as appropriate. Switch on and test the
prior to making the transit, although in fact strict adherence to the the passage, it may be necessary for the shipmaster to ensure that rested communications equipment, both internal and external.
planned track will actually compensate for tidal streams. Current personnel are available. This could include such times as when leaving a
information can also be obtained and shown on the chart. port, when entering very-heavy-traffic areas, in bad weather conditions, 9) Test both whistles.
or in high-risk situations such as when transiting a narrow strait, etc. This
It must always be borne in mind that safe execution of the passage may can be achieved, within the limits of the total number of persons 10) Confirm that all clocks and recording equipment are
sometimes be achieved only by modifying the plan, such as in cases available, by ensuring that watchkeepers of all description are relieved of synchronized.
where the navigational equipment becomes unreliable or inaccurate, time their duties well in advance of being required on watch, so that they may
changes have to be made, or the departure is delayed. be rested prior to carrying out their duties. 11) After ensuring that there is no relevant new information on the
The OOW shall have full knowledge of all the safety and navigational telex, fax, or Navtex, advise the shipmaster that the bridge is
equipment onboard the ship, and shall be aware and take account of the Voyage Preparation ready for sea travel.
operating limitations of such equipment. The shipmaster is to ensure that
all the bridge team personnel, including the newly joined navigating This will normally be the task of a junior officer who will prepare the
officers, are familiar with all the navigational equipment and are capable bridge for sea voyage. Such routine tasks are best achieved by the use of
of undertaking the navigational watch. If found necessary, a competent a checklist, but care has to be taken to ensure that the checklist items are
navigating officer should accompany a newly joined officer. not just ticked without the actual tasks being done.

To achieve safe execution of the plan, it may be necessary to manage the Bridge Preparation
risks by utilizing additional deck or engine personnel. This will require
an awareness of the positions at which this will be necessary, such as: As and when directed by the shipmaster, the officer responsible should
prepare the bridge as follows:
 To call the shipmaster to the bridge for routine situations such as
approaching the coast, passing through constrained waters, 1) Ensure that the passage plan and supporting information are

IMO No. 9855812 / Issue 1 (2021.10.08) 4- 4 Part 4 Routine Procedure

4.1.4 Passage Planning - Monitoring Frequency Abiding by the International Regulations for Prevention of Collisions
at Sea
Monitoring the Ship’s Progress The fix frequency may have been determined at the planning stage. Even
so, this may have to be revised, always bearing in mind that the Irrespective of the planned passage, no ship can avoid conforming to the
Monitoring ensures that the ship is following the pre-determined passage minimum frequency is such at which the ship will not get into danger requirements of the “rules of the road” as these rules are quite clear and
plan, and is a primary function of the officer of the watch (OOW). The between fixes. are internationally accepted and understood by all OOWs.
OOW may be alone, assisted by another ship’s personnel, or acting as a
back-up and information source to another officer having the con. Regularity Rule 16 states that every vessel that is directed to keep out of the way of
another vessel shall, as far as possible, take early and substantial action
Monitoring consists of following a series of functions, analyzing the Fixing not only needs be accurate and sufficiently frequent but also needs to do so.
results, and taking action based on such analysis. to be regular.
Despite the requirement to maintain track, Rule 8 makes it quite clear
Fixing Method Estimated Position that the give-way ship must keep clear, either by altering course or if this
is impossible, then by reducing its speed, or through a combination of
The first requirement of monitoring is to establish the position of the ship. Regular fixing also allows a fix to be additionally checked. Each time a these factors. Proper planning will ensure that the ship will never be in a
This may be done by a variety of methods, ranging from the very basic position has been fixed, it is a good practice to estimate the position that situation where such action cannot be taken.
three bearing lines to the more technical use of radar ranges/bearings and the ship should have reached at the next fix.
instant readout of one of the electronic position fixing systems (e.g., In areas of heavy traffic and proximity of dangers, the person having the

SAMSUNG/GASLOG/ABS
GPS). It is a good practice to observe the echo sounder reading at the same time con will have to strike a delicate balance between other-ship avoidance
when taking a fix, and to write this reading on the chart beside the fix. and planned-track maintenance. The priority will be to avoid collision,
Ultimately, the result of the previous paragraph should always be the The echo sounder recording should also be marked with the time and but not at the expense of grounding.
same. When the fix has been derived, however, the end result is nothing date of the fix when tested and when switched on/off. If the observed
more than a position. It is how this information is used that is important. reading is not the same as that indicated on the chart, the OOW should Non-navigational Emergencies
realize that something is wrong. It is possible that the chart is wrong and
Visual Bearings that the ship is heading into danger. The planning should have allowed for contingencies, but even the best
plan cannot consider every conceivable situation. Situation awareness
As stated above, there are various fixing methods in existence. Basic Crosstrack Error and careful assessment of the situation, coupled with abiding by the
fixing consists of more than one position line obtained from taking principles of bridge team management, will help prevent a bad situation
bearings using an azimuth ring on a compass. Having fixed the position, the OOW will be aware of whether or not the from getting worse.
ship is following the planned track and whether or not the ship will be at
When using a gyrocompass or a magnetic compass, the bearings are the next waypoint at the expected time. If the ship is deviating from the Time Management
corrected to make them true, and are drawn on the chart, and the position planned track, the OOW must determine whether or not such deviation
is shown. Three position lines are the minimum required to ensure will cause the ship to sail into danger, and what action should be taken to In the event that the ship is ahead of or behind the planned ETA at the
accuracy. remedy the situation. Apart from deviating from the track to avoid an next waypoint, the OOW must use his best judgment as to whether the
unplanned hazard such as an approaching ship, there is no justification ship’s speed should be adjusted. In some instances, as for example when
Poor visibility or lack of definable visual objects may prevent a three- for not correcting the deviation and getting the ship back on the planned it is imperative that the ship’s ETA be met to make a tide, then ETAs
bearing fix from being made. In this case, radar-driven ranges may be track. have to be adhered to.
included in the fix, and under some circumstances may make up the
whole of the fix. The OOW must use his best judgment as to how much he needs to alter
the ship’s course to make it return to the track, bearing in mind that even
In any case, a mixture of visual or radar bearings and radar ranges is when the ship has returned to the planned track, he will need to leave
acceptable. Electronic position fixing may also be used, particularly some of the course correction on to compensate for the cause of the
where there are no shore-based objects to be observed and the radar earlier deviation.
coastlines are not distinct.

IMO No. 9855812 / Issue 1 (2021.10.08) 4- 5 Part 4 Routine Procedure

Lookout Waypoints

Rule 5 of the International Regulations for Preventing Collisions at Sea Waypoints are good indicators of whether the ship is on time or not. If it
states that every vessel shall, at all times, maintain a proper lookout by is not, then something has occurred or is occurring that has affected the
sight and hearing as well as by all other available means appropriate passage, and the OOW should take steps to correct this occurrence.
considering the prevailing circumstances and conditions, so as to make a
full appraisal of the situation and of the risk of collision. The keeping of Transits (Ranges)
an efficient lookout needs to be interpreted in its fullest sense, with the
OOW being aware that lookout includes a constant and continuous all- Transits can be used as a wheel-over point, and also to confirm that the
around visual lookout enabling a full understanding of the current ship is on schedule.
situation and the proximity of dangers, other ships, and navigation marks.
In addition: Leading Lines

Visual observation will also give an instant update of the environmental The transit of two readily identifiable land-based marks on the extension
changes, particularly the visibility and wind. of the required ground track, usually shown on the chart, is used to
ensure that the ship is safely on the required track.
Visual observation of the compass bearing of an approaching ship will
quickly show if it is changing course and if it needs to be considered a Natural Leading Lines

SAMSUNG/GASLOG/ABS
danger.
Sometimes, the OOW may be able to pick up a navigation mark in line
Visual observation of the characteristics of the navigation lights is the with an end of land, thus confirming that the vessel is on track.
only way of positively identifying them, and this increases the OOW’s
situational awareness. Clearing Marks and Bearings

The lookout will also include the routine monitoring of the ship’s control Clearing marks and clearing bearings, while not considered definitive
and alarm systems (e.g., regularly comparing the standard and fixes, will indicate to the OOW that the ship remains in safe waters.
gyrocompasses), and ensuring that the ship is being steered towards the
right course. Light Sectors

Electronic aids should not be overlooked or ignored under any The changing colors of sectored lights can also be used to advantage by
circumstance; instead, it should be kept in mind that echo sounders, the OOW, who, being very aware of it, will realize that the ship is sailing
radars, etc. are aids to navigation and not merely singular means of into danger.
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

standard watch procedures.

IMO No. 9855812 / Issue 1 (2021.10.08) 4- 6 Part 4 Routine Procedure

Illustration 4.2.1a. Bridge Teamwork

SAMSUNG/GASLOG/ABS

IMO No. 9855812 / Issue 1 (2021.10.08) 4- 7 Part 4 Routine Procedure

4.2 Operational Procedures informed that the shipmaster has assumed responsibility for the watch. it is functioning correctly and communicating with other systems it may
[The descriptions below are general information.] The shipmaster’s decision to take over the watch must be clear and be connected to. Care should be exercised when using electronic means
unambiguous, and such matter must be recorded in the Deck Logbook. for plotting the position of the vessel, and these should be cross-
4.2.1 Bridge Teamwork referenced with visual means at every opportunity.
It is important for a ship’s complement to coordinate their activities,
Safe navigation is the most fundamental attribute of good seamanship. communicate effectively, and work effectively as a team. During Manual steering should be tested at least once per watch, when the
Sophisticated navigational aids can complement the basic skills of the emergency situations, this is vital. automatic pilot is in operation.
navigator, but sophistication can bring its own dangers, and there is a
need for precautionary measures against undue reliance on technology. A bridge team that has an understood plan and is well briefed, with all The gyro and magnetic compass errors should be corrected, and the
Experience has shown that bridge teamwork and properly formulated the members working together as a team, will have good situational magnetic deviation readings should be obtained at least once per watch
procedures are critical in maintaining a safe navigational watch. awareness and will be able to anticipate potentially dangerous situations. and after every major course alteration. The errors and deviations
They will recognize the development of a chain of error and will be able obtained should be recorded in the Compass Error Book and in the
In determining the composition of the bridge team, the shipmaster should to take early and positive action to break the sequence and prevent a Bridge Logbook.
take the following into consideration: possible disaster.
It is most important that the OOW keeps to the passage plan as prepared,
 The state of visibility 4.2.2 Taking over the Watch and monitors the progress of the vessel in relation to such plan. Should a
 The anticipated traffic density deviation from the plan be required for any reason, the OOW should
 The proximity of navigational dangers or other routing The OOW should not hand over responsibility for the watch to another return to the plan as soon as it is safe to do so.
measures, such as traffic separation schemes officer if he has any doubt whatsoever as to the ability or fitness of the
 relieving officer to carry out his duties effectively. When in doubt, the Radar PI techniques are invaluable in monitoring the vessel’s progress in

SAMSUNG/GASLOG/ABS
The additional workload that may be caused by the nature of the
vessel’s immediate operating requirements and anticipated OOW should inform the shipmaster of this matter. relation to the prepared passage plan. When using a radar for position
maneuvers fixing or monitoring, however, the OOW should check the accuracy of
Before accepting responsibility for the watch, the relieving officer must the variable range marker and electronic bearing lines, as well as the
 The professional competence of the bridge personnel, and their know or satisfy the following:
familiarity with the vessel’s equipment and characteristics overall performance of the radar.
 The operational status of the bridge equipment and controls 4.2.3 Watchkeeping Sufficient information should be recorded in the Bridge Logbook for the
 The fitness of the members of the bridge team, and the need to actual track that the vessel followed (to be reconstructed at a later date),
ensure that all of them have had rest periods, as required by the The OOW is the shipmaster’s representative and is in charge of the
bridge team. including the vessel’s position, course, and speed; the times of passing
Standards for Training, Certification, and Watchkeeping significant navigational marks; and any other information that may be
(STCW) Code. The watchkeeping duties of the OOW include but are not restricted to the considered relevant. All the positions marked on the navigational charts
 The need to ensure that the bridge is at no time left unattended following: should be retained at least for the duration of the voyage. Paper records
All the members of the ship’s complement who have bridge navigational from course recorders, echo sounders, and any other relevant recording
 Maintenance of a proper and strict all-around lookout device should be suitably marked and retained. It is better to record too
duties will be part of the bridge team. The OOW is in charge of the  Collision avoidance and compliance with the collision
bridge team for that watch until they are relieved. much information than to record too little.
regulations
It is most important that the members of the bridge team work together  Plotting of the vessel’s position at regular intervals, and The OOW should be aware of the effects of operational and accidental
closely, both within and across the watches, as the decisions made during monitoring of the vessel’s progress pollution on the marine environment, and should be familiar with
one watch can, and will, have an impact on another watch. All non-  Periodic checks on the navigational equipment in use, including MARPOL and the Shipboard Oil Pollution Emergency Plan (SOPEP).
essential activities on the bridge should be avoided. the gyro and magnetic compasses
 Keeping of records pertaining to the safe navigation of the When any cargo venting is taking place or is likely to take place, the
The members of the bridge team should have a clear and unambiguous vessel OOW should take careful note of the prevailing weather conditions.
understanding of the information that should be routinely reported to the Vented cargo must not endanger either the ship or any other installation
shipmaster, and of the circumstances under which the shipmaster should The OOW needs to maintain a high general awareness of the vessel and with a danger of explosion. The prevailing winds must not be allowed to
be called. its day-to-day operation, including a general watch over the vessel’s blow vented cargo towards any other vessel or shore installation. Also,
decks to monitor the people working on-deck. the danger of ignition from lighting sources must be considered.
The OOW will continue to be responsible for the conduct of the watch
despite the presence of the shipmaster on the bridge, until specifically Routine tests of the bridge equipment should be undertaken to ensure that

IMO No. 9855812 / Issue 1 (2021.10.08) 4- 8 Part 4 Routine Procedure

Pilot Information Card

Rudders (number) (type) ˚ (maximum angle)

Name Call sign
Time hard-over to hard-over (sec)
Displacement (tonnes) Deadweight (tonnes) Year built
Rudder angle for neutral effect ˚
Length OA (m) Breadth (m) Bulbous bow yes / no
Draught fwd (m) Draught aft (m) Draught amidships (m) Propellers (number) Direction of turn left/right

Port anchor (shackles) Stbd anchor (shackles) (1 shackle=27.4 m/15 fathoms) Controllable pitch yes / no Thrusters (number)
Bow power (kW/HP) Stern power (kW/HP)
m m
Steering idiosyncrasies

m Anchors Cleared away yes / no

Whistle
Manifold
Flags
Parallel W/L
X-Band radar ARPA yes / no
Loaded m
Ballast m S-Band radar ARPA yes / no

SAMSUNG/GASLOG/ABS
Air
draught Speed log water / ground single axis / dual axis

m Echo sounder
m
ft m Electronic position-fixing Type
Compass system
Gyro compass error ˚
Steering gear Number of power units in use
Rudder/RPM/ROT indicators
Type of engine Maximum power (kW) (HP)
Engine telegraphs

rpm/pitch loaded speed ballast speed VHF

Mooring winches and lines
Full ahead (kts) (kts)
Half ahead (kts) (kts)
Slow ahead (kts) (kts)
Dead slow ahead (kts) (kts)
Dead slow astern
Slow astern
Half astern
Full astern (% of full ahead power)

Engine critical rpm Maximum number of consecutive starts

Time full ahead to full astern (sec) Time limit astern (min)
Master’s name: ................................................................... Date: ...........................................

IMO No. 9855812 / Issue 1 (2021.10.08) 4- 9 Part 4 Routine Procedure

4.2.4 Pilot Procedures Much of the aforementioned information can be made readily available stage of the passage. This can be effectively brought about only if the
on the Pilot Information Card, a copy of which should be handed to the members of the bridge team consult all the available sources of
Pilots are engaged to provide local knowledge of a port or area through pilot as he arrives on the bridge of the vessel. information prior to entering the pilotage area, and are aware of the
which the vessel is passing. concerned difficulties and constraints.
The pilot will need to get acquainted with the bridge and to agree to how
When he has embarked on the bridge, the pilot becomes a member of the his instructions are to be executed. Some pilots prefer to operate the Monitoring
bridge team. The shipmaster may either delegate the conduct of the controls themselves while others will leave that to the ship’s staff. On
vessel to the pilot, in close cooperation with the shipmaster and OOW, or large vessels (such as this one), it is usual for the ship’s staff to operate When the pilot has the con, the vessel’s position must be plotted and the
may keep the con himself, with the pilot giving advice. Either way, it is the controls, leaving the pilot free to move about the bridge. The pilot progress must be monitored in exactly the same manner as under normal
important that the shipmaster-pilot relationship is agreed upon and will need to know where the VHF is situated, and how to change conditions. Such monitoring must be carried out by the OOW, and any
clearly understood. channels. He may also require a radar to be made available for his use. deviation from the planned track or speed observed should be
Care must be taken not to alter the mode of operation and range of the communicated to the shipmaster. With such information, the shipmaster
The presence of a pilot does not relieve the ship aster and OOW of their radar from that set by the pilot. will be in a position to question the pilot’s decisions with confidence
duties and obligations with regard to the safety of the vessel. Should the should the need for him to do so arise.
shipmaster (or the OOW, in the absence of the shipmaster) doubt the The time to be made available for the shipmaster-pilot exchange
pilot’s competence or actions, he must not hesitate to inform the pilot depends on several factors, including the following: Pilot Embarkation/Disembarkation Procedure
accordingly, and take over the con of the vessel from him.
 The position of the pilot boarding area (often, this is such that 1) Give the required ETAs to the pilot station, and agree on the
The shipmaster will, under normal circumstances, remain on the bridge there will be little time between the pilot actually entering the time of and position for the embarkation or disembarkation of

SAMSUNG/GASLOG/ABS
during the pilotage. In the event of a long pilotage, however, it may not bridge and the pilot taking over the con of the vessel) the pilot. Also, establish on which side of the ship the pilot
be practical for the shipmaster to remain on the bridge all throughout. In  The speed of the ship at the pilot boarding area ladder should be placed.
such cases, he must delegate his authority to a responsible officer  Environmental conditions such as poor visibility, strong winds,
(probably the OOW), exactly as he would do at sea. rough seas, strong tides, or heavy traffic may inhibit the 2) Give the engine room the required notice.
handover of the con to the pilot.
Master-Pilot Information Exchange  Where the circumstances do not permit a full shipmaster-pilot 3) The pilot ladder or the accommodation ladder should be suitably
exchange to take place, the bare essentials should be covered rigged, with a life buoy and a heaving line ready for immediate
It is often the case that the shipmaster is not familiar with the pilotage immediately, and the rest of the discussion should be held as use.
area, and that the pilot is not familiar with the handling characteristics of soon as it is safe and practicable to do so.
the vessel. 4) An officer and an assistant are assigned to ensure that the pilot
Many ports use helicopters for the embarkation and disembarkation of safely embarks or disembarks from the vessel.
When the pilot arrives on the bridge, it is normal practice for the pilots. This can usually be achieved away from areas of heavy traffic in
shipmaster to make time for a brief discussion with him. This discussion constrained waters, and without the need to reduce the speed. 5) A suitable communication link should be established between
will include such items as the pilot’s planned route and his anticipated the bridge and the deck party.
speeds and ETAs, both en route and at the destination, and also what Planning
assistance he expects from the shore, such as tugs and VTS information. 6) Ensure that the embarkation area is clear of oil, grease, and any
A properly planned passage does not stop at the pilot boarding area. The unnecessary object.
The shipmaster should advise the pilot of the following: passage plan continues from the sea to the berth, or vice versa, with the
boarding of the pilot and the areas where a pilot has the con being part of 7) Provide adequate illumination if dark.
 Ship’s particulars the passage plan. This enables the shipmaster and OOW to compare the
 Speeds at various engine rpm’s progress of the ship with the planned track, and also familiarizes them 8) The engineers should be on standby, and the steering should be
 State of readiness of the relevant equipment with the constraints and other details of the pilotage. Abort and in manual mode.
 Ship’s maneuvering characteristics contingency planning will assist should the ship experience navigational
 Mode of propulsion and direction of rotation of the ship’s or other problems. 9) The time and place of pilot embarkation and disembarkation
propeller should be recorded in the Bridge Movement Book and Deck
 Any other information that he feels is relevant The shipmaster and the bridge team should, as far as possible, be aware Logbook.
of the pilot’s intentions and be in a position to query his actions at any

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 10 Part 4 Routine Procedure

4.2.5 Weather Reporting Code pages are provided in ALRS for all the aforementioned sections,
with a full description. Should it be impractical to send an OBS in the
Weather reports from voluntary observing ships are sent via the Inmarsat coded format, it should be sent in plain language.
system using the two-digit (41) abbreviated dialing codes or the HF radio
telex service. Reports should be sent to the nearest coast radio station, as In addition to the foregoing, the International Convention on the Safety
shown on the diagram in Admiralty List of Radio Signals (ALRS) of Life at Sea also requires vessels to send weather reports where dangers
Volume 1. In certain areas of the world, the number of meteorological to navigation exist, such as icebergs, sea ice, and abnormal weather
reports (OBS) from ships is inadequate. ALRS Volume 1 shows these systems such as tropical revolving storms, or when the wind force is in
areas on a diagram. When in these areas, all ships are requested to send excess of force 10 and no warning has been received. In addition to the
in OBS reports. These reports will be free of charge to the vessel. The preceding situations, this OBS is to be sent to all the ships in the vicinity
synoptic hours of 0000, 0600, 1200, and 1800 UTC (GMT) are, where and to the nearest coast station or competent authority. Messages sent are
possible, used for recording the OBS. The transmission is to be as soon to be prefixed with the safety signal “SECURITE.”
after the designated time as possible to a suitable coast earth station
(CES) within the World Meteorological Organization (WMO) zone, as
depicted in ALRS. In the event that there is no CES within the zone, the
OBS should be transmitted to the nearest available CES or coast station.

The weather reporting code FM13 X should be used to encode the

SAMSUNG/GASLOG/ABS
reports. The precise details of the code can be found in ALRS. Auxiliary
ships and ships that 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 the month; GG = 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
lsnTT/ Sign of temperature and the temperature in
whole degrees
4PPPP Pressure in hectopascal at the mean sea
level
7wwW1W2 Present weather, past weather
222Dsvs True course and speed of the ship in the last
3 hours
6IsEsEsRs Thickness and rate of ice accretion
ICEciSibiDizi Various ice reports

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 11 Part 4 Routine Procedure

4.3 Helicopter Operations  At night three all round lights in a vertical line, where they can
[The descriptions below are general information.]  Wind pennant flown to indicate the relative wind direction best be seen. The highest and lowest of these lights shall be red,
across the ship’s deck (to be illuminated at night) and the middle light shall be white.
4.3.1 Helicopter Operations  At least two dry-powder fire extinguishers with an aggregate  By day, three shapes in a vertical line where they can best be
capacity of not less than 45 kg seen. The highest and lowest of these shapes shall be balls and
In addition to the following, the IMO publication “Guide to Helicopter  A suitable foam application system (fixed or portable) capable the middle one a diamond. All these shapes shall be black in
Operations” gives further comprehensive instructions and requirements of supplying foam solution at a rate of not less than 6 colour.
for helicopter operations. liters/minute for each square meter of clear zone for at least 5
minutes
Helicopter operations are carried out for the transport of personnel, and  Carbon dioxide extinguishers with an aggregate capacity of not
possibly for the embarkation of pilots. Helicopter operations are carried less than 18 kg
out through helicopter hovering and winching transfer.  Deck water system, under pressure, capable of delivering at
least two jets of water to any part of the helicopter
Twin-engine helicopters are preferred for all helicopter operations.  At least two dual-purpose-type (jet/fog) fire hose nozzles
 Fire-resistant blanket and gloves
WARNING  Sufficient fire proximity suits
On this vessel, helicopters are not permitted to land.
NOTE

SAMSUNG/GASLOG/ABS
WARNING In many cases, the above requirements will be covered by the
Single-engine helicopters may be used only if landing on the deck in regulations issued by the flag state.
an emergency. Single-engine helicopters must never be used for
hovering operations. Aside from the firefighting equipment, the following should be at hand:

Winching Area Equipment

The winching area is situated at a place where the helicopter pilot can  Large axe
hover over a clear zone to have an unobstructed view of the ship, and  Crowbar
will be in a position that will minimize the effect of the air turbulence  Wire cutters
and flue gases.  Red emergency signal/torch
 Marshaling buttons (at night)
The winching height should be kept to a minimum, and operations where  First aid equipment
the height is greater than 12 m should be avoided.
Manning
The winching zone must remain clear, with a minimum of 5 meters in
diameter and clear from all obstructions. The winching zone must also The deck party shall consist of one leader carrying a portable radio
remain clearly marked. It should be marked “WINCH ONLY,” in large transceiver (walkie talkie) for communicating with the bridge, and four
white letters. more persons wearing fire-protective suits. Normally, two will be the fire
party, and two the rescue party. If there are remote-controlled foam
In the maneuvering zone, there should be no obstructions more than 3 m monitors, the number may be reduced to three provided an equivalent
high in an area 1.5 times the diameter of the winching zone, or 6 m high level of protection can be safely assured.
in an area 2 times the diameter of the clear zone.
A vessel restricted in its ability to maneuver is required by the
The following minimum equipment should be in place and ready for use regulations for preventing collisions at sea to display the following
prior to any helicopter operation: signals:

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 12 Part 4 Routine Procedure

Illustration 4.3.2a. Helicopter Winching

SINGLE LIFT

SAMSUNG/GASLOG/ABS Single lift is a typical rescue sling.

Approach the sling in a way so that a always
is between you and the hoist.
The sling is to be put under the armpits and
the straps to be tightened.

DOUBLE LIFT

When using a double lift the helicopter sends

a rescuer down to put sling
around the person to be rescued.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 13 Part 4 Routine Procedure

4.3.2 Helicopter Winching 5) Give the thumbs-up signal when you are ready. 3) Grip the lifting strop at face level with both hands, and keep
your elbows firmly against your body.
Only the hook handler may touch the winch line hook as he is protected 6) At the helicopter doorway, the winch man will turn you to make
from static electricity by the rubber gloves and rubber-soled shoes he is you face outboard, and will assist you into the helicopter. Do 4) Give the thumbs-up signal when you are ready.
wearing. When possible, the helicopter should dip the hook before not try to help him; he has a set routine to follow.
hovering to release any static electricity, but this cannot always be carried 5) At the helicopter doorway, the winch man will turn you to make
out. Do not, under any circumstance, tie the winch line to the ship. 7) Do not remove the strop until instructed to do so. you face outboard, and will assist you into the helicopter. Do
not try to help him; he has a set routine to follow.
The preparations are basically the same as for landing onboard, and the 8) Sit where the winch man directs you, fasten your seatbelt, and
helicopter procedure checklist must be completed. study the in-flight safety regulations. 6) Do not remove the strop until instructed to do so.

The hook handler on-deck and the winch man in the helicopter play the Disembarking – Guidance to Passengers 7) Sit where the winch man directs you, fasten your seatbelt, and
most important parts in these operations. When the passengers are study the in-flight safety regulations.
ascending, the hook handler should ensure that the strop is worn correctly, 1) Do not leave your seat until instructed to do so.
and should steady the passengers as they are lifted off the deck. Double Lift
2) The winch man will check if the strop is correctly fitted.
When winching nets of stores or freight, the hook handler should steady When a double lift is used, the helicopter sends down a rescuer to assist
each load as it lands on the deck, and then disengages it from the hook. 3) Sit in the doorway when the winch man orders you to do so, and and put the sling onto the person to be rescued.

SAMSUNG/GASLOG/ABS
The members of the deck party do not need to assist in this. The hook give the thumbs-up signal when you are ready.
handler should ensure that the freight being returned to the helicopter is As with single lift, place the sling as directed. Both the rescuer and the
properly stowed, and that the load is properly hooked on and the safety 4) When you reach the deck, let the strop fall to your feet, and step person being rescued will be winched up together to the helicopter.
hook shut. Only the hook handler should unhook or hook on loads. A clear of it.
thumbs-up sign indicates that the hook has been secured or released from Basket Lift
the load, and the hook should be handheld until it is hoisted clear of the 5) Leave the operating area briskly, keeping your head down.
deck. If more than one load has been delivered, the empty winch nets When using a basket, the person being rescued has to sit down with his
should be placed inside one net to make up the final hoist from the ship. Rescue by Helicopter arms and legs inside the basket. The head is to be bent towards the knees,
and the hands are to be placed around the knees.
Embarking – Guidance to Passengers Rescue by helicopter is used both when rescuing badly injured personnel
and when rescuing a whole crew from a ship or survival craft. The basket will be hoisted up, and the rescued person will be assisted by
This will be carried out only in an emergency, providing the helicopter is the winch man in entering the helicopter.
a twin-engine one. The personnel to be embarked should take note of the The helicopter can use several types of lifts, as follows:
following: Stretcher Lift
Single Lift
1) Wear tight-fitting clothes and a safety helmet, with the chinstrap When rescuing badly injured persons, a stretcher should be used. The
fastened. Single lift refers to using a single sling and being winched up into the person to be lifted is strapped onto the stretcher and winched up to the
helicopter. helicopter. This may be carried out from the deck of a large vessel.
2) Place yourself vertically under the helicopter winch, and fit the
lifting strop around your body, ensuring that it is well under 1) Place yourself vertically under the helicopter winch, and fit the If from a life raft, the roof of the life raft must be deflated, and all other
your armpits. lifting strop around your body, ensuring that it is well under persons must be seated on the deflated roof.
your armpits.
3) Pull the toggle on the lifting strop as close to your chest as
possible. 2) Pull the toggle on the lifting strop as close to your chest as
possible.
4) Grip the lifting strop at face level with both hands, and keep
your elbows firmly against your body.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 14 Part 4 Routine Procedure

4.4 Ship’s Garbage Management governments around the world to enact stricter laws to try and protect the is in port or should, if practicable, be held onboard for disposal at an
planet. appropriate reception facility.
4.4.1 Garbage Disposal Regulations
All ships over 400 tons and above or certified to carry 15 persons or When cargo residues are disposed of overboard, an entry must be made
1. Collection, Storage, Processing and Disposal of Ship generated more must implement a planned garbage management system and in the garbage record book for a category 4 waste. The entry must
Garbage maintain a Garbage Record Book. Annex V of MARPOL 73/78 include the start and stop positions and an estimate of the quantity
designates what waste can and cannot be dumped at sea. It also discharged.
Every ship of 100 gross tonnage and above, and every ship which is introduces specific restrictions in certain areas of the worlds’ oceans,
certified to carry 15 or more persons must have a Garbage Management designated as Special Areas where the marine life is endangered. Whilst reporting a breach of statutory regulation is likely to result in the
Plan. vessel undergoing a follow-up investigation, failure to promptly report
The ISM Code (1.2.1), too requires the ship to take measures to avoid such a breach to the appropriate authority could result in detention, a fine
The plan should be adapted for individual ships and must be available in damage to the environment. or withdrawal of certification.
the working language of the crew. The Master is to ensure that each new
member of the crew receives training in the Garbage Management Plan. The intent of the Garbage Management Plan is to provide a systematic 3. Garbage Special Areas - Ship generated Garbage Disposal Rules
approach to the enforcement and control of garbage by the ships as in such Areas
The plan is to be regularly reviewed and the Master should check that the required by MARPOL 73/78 Annex V / Regulation 9 (2). Instructions are
plan is being correctly adapted as part of his weekly inspections. contained in such plan for ship’s crew to follow, in regards to the Garbage Pollution
collection, storage, processing and disposal of ship-generated garbage

SAMSUNG/GASLOG/ABS
The ship’s garbage is made up of distinct categories, some of which are including the use of equipment on board. Under Annex V of the MARPOL Convention, garbage includes all kinds
addressed in MARPOL 73/78. Other categories may be addressed locally, of food, domestic and operational waste generated during the normal
nationally or regionally, e.g. domestic, cargo associated, food and Efforts should be made to minimize generation of garbage as well as its operation of the vessel.
maintenance waste. disposal at sea and should be landed wherever possible. In particular,
cans/metal/glass (stowed in blue bins) should be landed wherever For centuries seafarers have thrown their garbage ‘over the side’.
Each category should be evaluated separately to determine the best waste recycling facilities exist, instead of disposing at sea (even when However, the waste products of the past were in general made from
management. ‘Operational wastes’ means all solid waste (including permitted by MARPOL). natural materials which were biodegradable.
slurries) not covered by other MARPOL Annexes that are collected
onboard during normal maintenance or operations of a ship, or used for 2. Training Requirement Today, garbage must be disposed of strictly in accordance with the VMS
cargo stowage and handling. These include cleaning agents and additives procedures and International and local laws. There is no exception to this
contained in the cargo hold and external wash water. The requirements of a garbage management plan should be discussed rule.
with all new crew members during their familiarisation training. This
Under Annex V, garbage means all kinds of food wastes, domestic wastes will ensure that all personnel are aware of the statutory requirements and Disposal of the garbage can have biological and economic effects to the
and operational wastes, all plastics, cargo residues, cooking oil, fishing fully understand their duties in relation to the plan. marine environment:
gear and animal carcases generated during the normal operation of the
ship. The vessel should have signs posted, stating what substances can be  Biological effects: Garbage can become entangled with marine
disposed of overboard and the required distances from shore, however, organisms, smother and kill bottom growing plants or be eaten
For centuries seafarers threw their garbage over the side, probably with no disposal should be made without the vessels' position being confirmed by marine creatures.
little harm done to the environment. The waste products of earlier days and the officer of the watch's approval being sought. This is especially
were mostly natural materials, biodegradable, and food for the creatures critical when the vessel is navigating near to the coast or within  Economic effects: Garbage can become attached to ships or
of the ocean. By contrast, modern packaging products use materials designated special areas. catch on propellers or other equipment, leading to interruptions
which persist in the marine environment and therefore require special in a vessel's operations. Beaches with polluted seas have a
processing on board a ship before disposal. The garbage storage area should be positioned so as to ensure that the negative effect on health and tourism.
bins are protected from the sea. Only cargo residues which have not been
In recent years, pollution of the marine environment (which has both classified as a marine pollutant should be discharged overboard. The Revised MARPOL Annex V (entered into force on 1st January 2013)
biological and economic repercussions) has become an increasingly cargo residues should only be in small quantities, therefore every effort with a view to preventing pollution by garbage from ships. Key
sensitive issue and increased public awareness of problems has prompted should be made to clean up and dispose of the residues whilst the vessel requirements are:

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 15 Part 4 Routine Procedure

1) it is prohibited to dispose of all garbage at sea unless permitted Receipts or certificates should be received for any garbage landed ashore c) the English Channel and its approaches eastwards of
in the regulations. and will include the type of garbage and estimated amount. These longitude 5-W and northwards of latitude 48-30N.
receipts are to be kept, along with the Garbage Record Book for a
2) severe restrictions on the distance from the nearest land where minimum of 2 years and must be available for inspection by port officials 7) The Antarctic area means the sea area south of latitude 60-S.
other types of ship-generated garbage can be thrown away and other inspectors.
8) The Wider Caribbean Region, means the Gulf of Mexico and
3) the creation of 'Special Areas' which require special methods of Garbage Special Areas Caribbean Sea proper including the bays and seas therein and
garbage discharge. that portion of the Atlantic Ocean within the boundary
The Special Areas designated under MARPOL Annex V are:- constituted by the 30-N parallel from Florida eastward to 77-
4) Annex V also states that governments must ensure the provision 30W meridian, thence a rhumb line to the intersection of 20-N
of facilities at ports and terminals for receiving garbage Mediterranean Sea, Black Sea, Baltic Sea, Red Sea, North Sea, Gulfs parallel and 59-W meridian, thence a rhumb line to the
(reception facilities). Area, Antarctic Area (S of 60 degree South) & Wider Caribbean region intersection of 7-20N parallel and 50-W meridian, thence a
including the Gulf of Mexico and the Caribbean Sea rhumb line drawn southwesterly to the eastern boundary of
MARPOL Annex VI, Regulation 16 requires: French Guiana.
1) The Mediterranean Sea area means the Mediterranean Sea
1) Incineration of the following is prohibited in all incinerators: proper including the gulfs and seas therein with the boundary PARTICULARLY SENSITIVE SEA AREAS.
between the Mediterranean and the Black Sea constituted by the
2) Annex I (Cargo residues), Annex II (Noxious liquid substances) 41N parallel and bounded to the west by the Straits of Gibraltar When an area is approved as a particularly sensitive sea area

SAMSUNG/GASLOG/ABS
and Annex III (Harmful substances in packed form) at the meridian 5-36W. (PSSA), as would be known from the chart, the vessel shall
comply with the relevant instructions when intending to pass
3) Polychlorinated biphenyls (PCBs) 2) The Baltic Sea area means the Baltic Sea proper with the Gulf of through it.
Bothnia and the Gulf of Finland and the entrance to the Baltic
4) Garbage containing heavy metals (used in coatings, paints, Sea bounded by the parallel of the Skaw in the Skagerrak at 57- Note:
packaging, etc.) 44.8N. The Chief Officer should ensure that all waste is stored in a safe
and hygienic manner. Food waste and associated garbage which
5) Refined petroleum products containing halogen compounds. 3) The Black Sea area means the Black Sea proper with the may decompose during storage should be sealed in airtight bags
boundary between the Mediterranean and the Black Sea (but biodegradable unless being landed)
Garbage Disposal Record constituted by the parallel 41-N.
Disinfection and pest control, both preventive and remedial ,
Every ship of 400 gross tonnage and above and every ship which is 4) The Red Sea area means the Red Sea proper including the Gulfs should be carried out regularly in garbage storage areas.
certified to carry 15 or more persons engaged in voyages to ports which of Suez and Aqaba bounded at the south by the rhumb line
are under the jurisdiction of another Party to the Convention must between Ras si Ane (12-28.5N, 43-19.6E) and Husn Murad (12- It is of vital importance that all garbage is stored in covered,
maintain a Garbage Record Book (SAF14). 40.4N, 43-30.2E). leak-proof containers for the sake of hygiene, safety and to avoid
a penalty in port.
The Record should be used as a log of the following: 5) The Gulfs area means the sea area located north-west of the
rhumb line between Ras al Hadd (22-30N, 59-48E) and Ras al Although sea disposal is possible consistent with Annex V,
1) when garbage is discharged in the sea Fasteh (25-04N, 61-25E). discharge of garbage to port reception facilities should be given
first priority (and a receipt obtained)
2) when garbage is discharged to reception facilities ashore or to 6) The North Sea area means the North Sea proper including seas
another ship therein with the boundary between : Summary of At-sea garbage disposal

3) when garbage is incinerated a) the North Sea southwards of latitude 62-N and eastwards of
longitude 4-W.
4) any accidental or exceptional discharge of garbage. b) the Skagerrak, the southern limit of which is determined east
of the Skaw by latitude 57-44.8N.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 16 Part 4 Routine Procedure

4. Shipboard Garbage Handling (collection, processing, storage and discharge) All ships except platforms Offshore platforms
located more than 12 nm
Regulation 3 of MARPOL Annex V provides that the discharge of all garbage into the sea is prohibited, with Within special areas from nearest land and
Outside special areas
limited exceptions, as summarised in Table below. Under certain conditions, discharge into the sea is permitted for Regulation 6 ships when alongside or
Garbage type Regulation 4
food wastes; animal carcasses; cleaning agents and additives contained in hold washwater, deck and external (Distances are from within 500 metres of
surface washwater; and cargo residues which are not considered to be harmful to the marine environment. (Distances are from the
nearest land or nearest such platforms
nearest land)
ice-shelf) Regulation 5
All ships except platforms Offshore platforms All other garbage Discharge prohibited Discharge prohibited Discharge prohibited
located more than 12 nm including plastics,
Within special areas from nearest land and
Outside special areas synthetic ropes,
Regulation 6 ships when alongside or
Garbage type Regulation 4 fishing gear, plastic
(Distances are from within 500 metres of garbage bags,
(Distances are from the
nearest land or nearest such platforms incinerator ashes,
nearest land)
ice-shelf) Regulation 5 clinkers, cooking oil,
floating dunnage,
Food waste ≥3 nm, en route and as ≥12 nm, en route and as Discharge permitted
lining and packing
comminuted or far as practicable³ far as practicable³
materials, paper,
ground
rags, glass, metal,

SAMSUNG/GASLOG/ABS
Food waste not ≥12 nm, en route and as Discharge prohibited Discharge prohibited bottles, crockery and
comminuted or far as practicable similar refuse
ground

Cargo residues not ≥ 12 nm, en route and as Discharge prohibited Discharge prohibited Remarks: Summary of restrictions on the discharge of garbage into the sea under Regulations 4, 5 and 6 of
contained in wash far as practicable MARPOL Annex V
water

Cargo residues ≥ 12 nm, en route and as ≥ 12 nm, en route and as Discharge prohibited
contained in wash far as practicable far as practicable
water (subject to conditions in
regulation 6.1.2)

Cleaning agents and Discharge permitted ≥ 12 nm, en route and as Discharge prohibited
additives contained in far as practicable
cargo hold wash (subject to conditions in
water regulation 6.1.2)

Cleaning agents and Discharge permitted Discharge permitted Discharge permitted

additives in deck and
external surfaces
wash water

Animal carcasses Must be en route and as Discharge prohibited Discharge prohibited

(should be split or far from the nearest land
otherwise treated to as possible. Should be
ensure the carcasses >100 nm and maximum
will sink immediately) water depth

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 17 Part 4 Routine Procedure

4.4.2 On-board Garbage Handling  describe how garbage will be handled between primary - cooking oil
collection and separation stations and other handling methods - glass
1. General Description relating to: - aluminium cans
a) the needs of reception facilities, taking into account possible - paper, cardboard, corrugated board
The vessel has a designated person, the chief officer, who is responsible local recycling arrangements - wood
for the Garbage Management Pan on board. In addition, the appointed b) onboard processing and potential reuse of garbage aboard - metal
crew members are responsible for the separation and disposing of the ship - plastics (including styrofoam or other similar plastic
garbage. The plan details the responsibility of all on board to ensure that c) storage, and material); and
individuals use the correct garbage containers, the collection and d) discharge into the sea in those limited situations where it is
thereafter the separation, storing and subsequently the disposal. The permitted. 5) garbage that might present a hazard to the ship or the crew (e.g.,
galley waste disposal unit, in which disposable food waste can be washed  describe the training or education programmes to facilitate the oily rags, light bulbs, acids, chemical, batteries).
into the sea, is the responsibility of an appointed crew member, in collection of garbage and sorting of reusable or recyclable
compliance with the requirements of Annex V of MARPOL 73/78 and material. Crew responsibilities should be assigned for collecting or emptying these
IMO guidelines. receptacles and taking the garbage to the appropriate processing or
Procedures for collecting garbage generated on board ship should be storage location. Use of such a system will facilitate subsequent
A dedicated storage area is located on the upper deck, accommodation based on consideration of what is permitted and what is not permitted to shipboard processing and minimise the amount of garbage which must be
block aft. The space available for sorted garbage is identified and be discharged into the sea while en route, and whether a particular stored on board ship for return to port.
separated into sections. garbage type can be discharged to port facilities for recycling or reuse.

SAMSUNG/GASLOG/ABS
3. Procedures for Storing Garbage or Reusable or Recyclable
The chief officer ensures the correct disposal of the garbage at sea and To reduce or avoid the need for sorting after collection, and to facilitate Material
also the collection and proper disposal of the remaining on-board recycling, it is recommended that distinctively marked garbage
garbage when in port, in accordance with the requirements of Annex V of receptacles be provided on board the ship to receive different categories Garbage collected from living and working areas throughout the ship
MARPOL 73/78 and IMO guidelines. The Garbage Log is held on the of garbage as it is generated. Receptacles on board can be drums, metal should be delivered to designated processing or storage locations.
bridge and all garbage disposal, whether at sea or to an in-port collection bins, cans, container bags, or wheelie bins. Any receptacles on deck areas, Garbage that must be returned to port for discharge may require long-
service, are recorded in the Garbage Log. poop decks, or areas exposed to the weather should be secured on the term storage depending on the length of the voyage or arrangements for
ship and have lids that are tight and securely fixed. All garbage off-loading (e.g., transferring garbage to an offshore vessel for
Disposal of garbage shall be in accordance with the regulations. Though receptacles should be secured to prevent loss, spillage, or loss of any subsequent transfer ashore). Garbage which may be discarded overboard
the regulations permit discharge of a range of garbage into the sea, ship’s garbage that is deposited in the receptacles. Receptacles should be clearly may require short-term or no storage. In all cases, garbage should be
staff must whenever practicable, use the incinerator to burn shipboard marked and distinguishable by graphic, shape, size, or location. stored in a manner which avoids health and safety hazards. If the ship has
generated waste and consider the use of shore reception facilities. Receptacles should be placed in appropriate spaces throughout the ship an appropriate storage area on board, limited quantities of treated
(e.g. the engine-room, mess deck, wardroom, galley, and other living or carcasses may be stored for short periods for subsequent discharge into
2. Procedures for Collecting Garbage working spaces) and all crew members and passengers should be advised the sea or to reception facilities. Any storage on board should take into
of what garbage should and should not be placed in them. account occupational health and safety requirements.
Procedures for collecting garbage in this plan should;
The recommended garbage types that should be separated are: Procedures for storing garbage in this Plan should:
 identify suitable receptacles for collection and separation.
Receptacles for each category should be clearly marked and 1) non-recyclable plastics and plastics mixed with non-plastic 1) Identify the location, the intended use, and the capacities of
distinguished by colour, size, graphics, shape or location. garbage available storage stations for each category of garbage or
Note: Separation of garbage for the purposes of these guidelines reusable or recyclable material. Sufficient storage space and
is considered part of the collection process. Separation may take 2) food wastes (which includes materials contaminated by such equipment (e.g. cans, drums, bags or other containers) should be
place at the source or at a separate designated station. wastes) provided. Where space is limited, vessel operators are
 identify locations of receptacles and collection and separation encouraged to install compactors or incinerators. To the extent
stations 3) rags possible, all processed and unprocessed garbage which must be
 describe the process of how garbage is transported from the stored for any length of time should be in tight, securely covered
source of generation to the collection and separation stations 4) recyclable material: containers.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 18 Part 4 Routine Procedure

2) Describe the conditions under which the garbage will be stored Maintenance/operational wastes are generated more or less steadily The Garbage Management Plan should describe the procedures to ensure
(for example, “food – frozen”; “cans – compacted and stacked”; during the course of routine ship operations. In some cases, maintenance and demonstrate compliance with the requirements of the revised
“paper – compacted and should remain dry”). The ship should wastes may be contaminated with substances, such as oil or toxic MARPOL Annex V for the discharge of garbage.
use separate cans, drums, boxes, bags or other containers for chemicals, controlled under other annexes or other pollution control laws.
short-term (disposable garbage) and trip-long (non-disposable In such cases, the more stringent discharge requirements take precedence.
garbage) storage. Food wastes and associated garbage which are
returned to port and which may carry diseases or pests should be To ensure timely transfer of large quantities of ship-generated garbage to
stored in tightly covered containers and be kept separate from port reception facilities, it is essential for ships or their agents to make
garbage which does not contain such food wastes. Both types of arrangements for garbage reception well in advance. At the same time,
garbage should be stored in separate clearly marked containers to discharge needs should be identified in order to make arrangements for
avoid incorrect discharge and treatment on land. Disinfection and garbage requiring special handling or other necessary arrangements.
both preventative and remedial pest control methods should be Special discharge needs might include off-loading food wastes and
applied regularly in garbage storage areas. associated garbage which may carry certain disease or pest organisms.

3) Describe how garbage, including reusable and recyclable Illustration 4.4.2a On-board Garbage Handling
material, is to be handled between storage stations and discharge
with regard to:

SAMSUNG/GASLOG/ABS
a) discharge to reception facilities, taking into account available
recycling arrangements, and
b) discharge into the sea in those limited situations where it is
allowed.

4) Describe the training or education programmes to facilitate the

storage of garbage and options for reusing and recycling
components of the waste stream.

4. Procedures for Discharging of Garbage

Although discharge is possible under Annex V, discharge of garbage to

port reception facilities should be given first priority. Discharge of ship-
generated garbage must be done in a manner consistent with the
regulations summarized in the above Table.

When discharging of garbage, the following points should be considered:

Garbage including plastics, synthetic ropes , fishing gear, plastic garbage
bags, incinerator ashes, clinkers, cooking oil, floating dunnage, lining
and packing, materials, paper, rags, glass, metal, bottles, crockery and
similar refuse under Annex V are not permitted to be discharged
overboard. These wastes must be delivered to the nearest port reception
facilities.

Cleaning agents and additives in deck and external surfaces wash water
which are not harmful to the marine environment can be discharged at
sea.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 19 Part 4 Routine Procedure

Part 5: Emergency Procedures

5.1 Steering Gear Failure...................................................................5 - 1
5.2 Fire and Flooding ........................................................................5 - 2
5.3 Collision and Grounding .............................................................5 - 3
5.4 Search and Rescue.......................................................................5 - 4
5.4.1 Missing Persons ..........................................................5 - 4
5.4.2 Man Overboard (MOB) ..............................................5 - 4
5.4.3 Search Patterns............................................................5 - 5
5.4.4 Stowaway-Bomb Search .............................................5 - 6
5.4.5 Piracy Attack ...............................................................5 - 6
5.5 Ship to Ship Transfer...................................................................5 - 7
5.5.1 General Safety.............................................................5 - 7
5.5.2 Standard Ship to Ship Equipment ...............................5 - 7
5.5.3 Pre-Mooring Preparations ...........................................5 - 8
5.5.4 Mooring.......................................................................5 - 9
5.5.5 Transfer Operations.....................................................5 - 9
5.5.6 Unmooring ................................................................ 5 - 10
5.6 Emergency Towing and Being Towed.......................................5 - 12

SAMSUNG/GASLOG/ABS
5.7 Oil Spill and Pollution Prevention.............................................5 - 13

Illustrations
5.4.2a Man Over-Board .....................................................................5 - 4
5.4.3a Search Patterns........................................................................5 - 5

Part 5
Emergency Procedure
IMO No. 9855812 / Issue 1 (2021.10.08) Procudurequipment
Part 5 Emergency Procedure
GASLOG WESTMINSTER Bridge Operating Manual

Part 5: Emergency Procedures The steering gear is designed so that the ram stops at 37.5° for a The steering gear is controlled locally using the emergency manual
maximum rudder angle of 35° to each side. controls on the solenoid valves. The emergency controls are actuated by
5.1 Steering Gear Failure the direct operation of the emergency solenoid push buttons.
[The descriptions below are general information.] In accordance with the IMO regulations, the pumps, hydraulic power
circuits, and vanes can operate as two isolated systems. Two separate An emergency steering drill should be carried out at least once every 3
1. General Description hydraulic systems are available to allow for the operation of the steering months when the traffic and navigational restrictions permit this.
gear in the event of vane failure or stopper failure. This reduces the
The following actions are to be carried out in the event of a failure of the capacity of the steering gear by 50%, thus also reducing the speed at The drill is to consist of the direct operation of the main steering gear
steering gear: which the rudder can turn. The speed of the ship must be reduced to 70% using the manual control within the steering flat. This operation is to be
under such conditions, to maintain maneuverability. directed from the navigation bridge. After each drill, the details and the
1) Inform the shipmaster. date it was carried out are to be entered in the Official Logbook and
In accordance with the IMO regulations, the hydraulic pumps used in the Particulars and Records Book.
2) Inform the engine room. steering gear are supplied with power from two independent sources. In
the event of power failure from the main switchboard, one pump can be
3) Attempt to engage the emergency steering. This procedure is supplied from the emergency switchboard.
posted in the steering gear room.
Automatic Isolation System
4) If steering cannot be re-established, “Not Under Command”
(NUC) shapes or lights are to be displayed.

SAMSUNG/GASLOG/ABS
Automatic isolation is a design that covers the Single Failure Criteria
Steering System required by law for tankers and passenger ships. The
5) Commence sound signaling. system consists of automatic actuator isolation valves on pumps no. 1
and 2, which are operated only by the level switches fitted in the
6) Prepare the engines for maneuvering. expansion tank. These level switches activate the alarm and implement
the division of the system should a loss of hydraulic fluid occur, by
7) Take the way off the ship. energizing the automatic isolation valves and thus isolating the defective
system.
8) Prepare for anchoring if in shallow waters.
2. Actions upon Receipt of Steering Gear Alarms on the Bridge
9) Evaluate the need for tug escort/assistance.
Pump Unit Alarm
10) Evaluate the need for salvage.
 Stop the pump unit alarm.
11) Broadcast an URGENCY message to the other ships in the
vicinity.  Start the standby pump unit.

 Establish and rectify the cause of the alarm.

Emergency Steering
Operation of Steering Gear upon Loss of Bridge Control
The Flutek steering gear is an electrohydraulic, torque-type motor
consisting of 2 rams, 4 cylinders, and 2 pump units driven by electric Steering must be controlled from the steering compartment, with the
motors, with the oil tank fitted with level switches. The oil tank has a signals transmitted to the steering compartment by means of the
division plate, which effectively separates the tank into two, and it thus telephone system.
operates as two totally isolated steering systems. Pump No. 1 takes its
supply from one side of the division plate while Pump No. 2 takes its The steering gear pump must be set to local operation by means of the
supply from the other side. Each pump unit is capable of generating a switch for that pump in the steering compartment. Only one pump unit
rudder laying speed of 28 seconds. may be operated when on local emergency control.

IMO No. 9855812 / Issue 1 (2021.10.08) 5- 1 Part 5 Emergency Procedure

5.2 Fire and Flooding grave and imminent danger and immediate assistance is required;
[The descriptions below are general information.] otherwise, broadcast an URGENCY message to the other ships
in the vicinity.
Fire
Flooding
The following actions are to be carried out in the event of a fire:
The following actions are to be carried out in the event of flooding:
1) Sound the fire alarm and shout “Fire!” as loud as you can.
1) Sound the general emergency alarm.
2) Carry out initial extinguishing (very important).
2) Close all watertight doors, if fitted.
3) Call the shipmaster if he is not already on the bridge, and notify
the engine room. 3) Sound the bilges and tanks.

4) Muster the crew. 4) Identify the location of the incoming water.

5) Establish communications. 5) Cut off all electrical power running through the area.

6) Check for missing and injured crew members. 6) Shore up the area to stem the water flow.

SAMSUNG/GASLOG/ABS
7) Upon locating the fire, notify all onboard of such location. 7) Check if the bilge pump is in operation.

8) If the fire is an engine room fire, prepare for engine failure. 8) Check the auxiliary pumps for back-up operation, as required.

Assess the fire and determine the following: 9) Make the ship’s position available to the radio room/GMDSS
station, satellite terminal, or other automatic distress
1) The class of fire transmitters, and update as necessary.

2) The appropriate extinguishing agent and method of attack 10) Broadcast a DISTRESS ALERT and MESSAGE if the ship is in
grave and imminent danger and immediate assistance is
3) How to prevent the spread of the fire required; otherwise, broadcast an URGENCY message to the
other ships in the vicinity.
4) The necessary personnel and firefighting methods

Then do the following:

1) Close down all ventilation fans and doors, including the fire and
watertight doors and skylights.

2) Switch on the deck lighting at night.

3) Make the ship’s position available to the radio room/GMDSS

station, satellite terminal, or other automatic distress transmitters,
and update as necessary.

4) Broadcast a DISTRESS ALERT and MESSAGE if the ship is in

IMO No. 9855812 / Issue 1 (2021.10.08) 5- 2 Part 5 Emergency Procedure

5.3 Collision and Grounding Stranding or Grounding 14) Reduce the draught of the ship by transferring cargo, the ballast,
or fuel internally, after considering the effects of the transfer on
Minimizing the Damage 1) Stop the engines. the ship’s stability.

If a collision is inevitable, the damage can be minimized by striking a 2) Sound the general emergency alarm. 15) Make the ship’s position available to the radio room, satellite
glancing blow. terminal, and other automatic distress transmitters. Update as
3) Close all watertight doors and non-essential air intakes. necessary.
A collision amidships of either ship must be avoided whenever possible,
and a bow-to-bow, quarter-to-quarter, or bow-to-quarter situation is 4) Maintain VHF watch on Channel 16, and if appropriate, on 16) Evaluate the need for salvage assistance.
preferable. Channel 13.
17) Get ready for lightering or towing.
Imminent Collision/Collision 5) Switch on the deck lighting at night.
18) Broadcast a DISTRESS ALERT and MESSAGE if the ship is in
1) Sound the general emergency alarm. 6) Exhibit light/shapes, and make appropriate sound signals. grave and imminent danger and immediate assistance is
required; otherwise, broadcast an URGENCY message to the
2) Maneuver the ship to minimize the effects of the collision. 7) Check the hull for damage and for oil pollution. other ships in the vicinity.

3) Close all watertight doors. 8) Sound the bilges and tanks, and compare the results against the
departure soundings.

SAMSUNG/GASLOG/ABS
4) Switch on the deck lighting at night.
9) Visually inspect the compartments, such as the forward store,
5) Switch the VHF to Channel 16, and if appropriate, to Channel pump room, and engine room, if possible.
13.
10) Sound around the ship, and determine which way the deep water
6) Make the ship’s position available to the radio room, satellite lies, and the nature of the seabed.
terminal, and other automatic distress transmitters. Update as
necessary. 11) Consider the following:

7) Sound the bilges and tanks after the collision.  Reducing the IG pressure
 Isolating the damaged tank
8) Check for fire/damage.  Advantages/risks in case of relocating
 Potential effect of the sea
9) Prepare the lifeboats and firefighting equipment.  Potential for pollution
 Risk of ignition to escaping gas cloud
10) Check the stability/damage stability and maneuvering capability
 Potential drift to a perilous location
of the vessel.
 Setting of anchors or taking the ballast in empty tanks
to stabilize the vessel pending assistance
11) Offer assistance to the other vessel as appropriate.
 Potential for further damage to the hull or machinery

12) Broadcast a DISTRESS ALERT and MESSAGE if the ship is in

12) Obtain information on the local currents and tides, particularly
grave and imminent danger and immediate assistance is
the details of the rise and fall of the tide, and the weather
required; otherwise, broadcast an URGENCY message.
forecast.
13) Evaluate if any uninvited cargo gas is escaping. Assess the
13) Isolate damaged tanks to ensure an intact hydrostatic head and
danger of ignition, and issue warnings as appropriate. Minimize
the ship’s integrity.
the danger by maneuvering the vessel, if practical.

IMO No. 9855812 / Issue 1 (2021.10.08) 5- 3 Part 5 Emergency Procedure

5.4 Search and Rescue 5.4.2 Man Overboard (MOB) Illustration 5.4.2a Man Over-Board

5.4.1 Missing Persons In the event of a man overboard, the following steps should be
implemented:
In the event that a person is suspected missing, the OOW should be
informed, and steps should be put in place to determine if the person is 1) Shout ‘man overboard’ – indicating port or starboard.
really missing or is just not readily available.
2) Throw the nearest lifebuoy overboard – try and maintain visual
 Determine where and when the person was last seen. contact.
 Organize a search of the vessel, including the decks, engine
room, and all other accessible spaces. 3) Raise the alarm and inform the bridge.

 Prepare to turn the vessel around, and retrace the track to 4) The officer of the watch will instigate man overboard
where and when there was a last sighting of the person. procedures including releasing a combined light and smoke
lifebuoy to assist in marking the area and sound the general
 Post additional lookouts. alarm.
 Prepare the rescue boat for immediate use, and have the
crew standing by. 5) Activate MOB on the GPS and radar if fitted. (Mark the

SAMSUNG/GASLOG/ABS
position on the ECDIS display and the GPS.)
Should the onboard search not succeed in finding the person, use the
VHF to call the other vessels in the area to ask them to keep a good 6) Turn the vessel away from the side that the person went
lookout for the missing person as they transit the area. overboard and carry out either a Williamson Turn or some other
maneuver that brings the vessel back on its reciprocal track,
Other vessels may join in the search. heading back towards the target.

Upon arrival at the last known position, a search of the area will be 7) Post additional lookouts.
required. This may involve only your own vessel or possibly the others
who have come to assist. 8) Prepare the engine room for manoeuvring.

9) Advise any other vessels in the area.

10) Prepare the rescue boat for immediate use and have the crew
standing by.

11) Manoeuvre the vessel as close as possible to the target.

12) Launch the rescue boat.

13) Affect a rescue and retrieve the rescue boat.

14) Administer first aid and, if necessary, obtain medical assistance.

IMO No. 9855812 / Issue 1 (2021.10.08) 5- 4 Part 5 Emergency Procedure

5.4.3 Search Patterns IAMSAR

Search patterns are based on the principle that the vessel works outwards The IAMSAR manuals are a useful source of additional information. Search patterns including those suitable for use with more than one vessel and aircraft
from a starting point, this can be in the form of squares circles or are described.
triangles. One or more vessels can be involved and the search area can be
expanded if aircraft are involved. Illustration 5.4.3a Search Patterns

NOTE
Refer to the International Aeronautical and Merchant Vessels Search
and Rescue Book, and the Wheelhouse Poster - Man Overboard Rescue
Manoeuvre.

Sector Search Pattern

1) Where the position of a person is known within reasonable limits,

the Sector Search Pattern should be used first.

2) All turns are 120° to starboard.

SAMSUNG/GASLOG/ABS
3) The length of the leg is dependent on the state of visibility and
the size of the search object, in as much as the length of each leg Parallel Search Pattern Square Search Pattern
is the same.

4) The first leg of the search should begin in the direction where the
person is most likely to be seen.

5) Should the person still be missing on completion of the initial

search pattern and it is known they are within the area, a second
pattern should be commenced with the heading 30° to starboard
of the initial search pattern heading.

Square Search Pattern

1) If the sector search pattern has failed to find the person, the
vessel should commence the square search pattern from the same
datum point.

2) All turns are 90° to starboard. The length of the leg is dependent Sector Search Pattern
on the state of visibility and the size of the search object. After
the first square has been completed, the subsequent increase in
search leg is increased accordingly.

IMO No. 9855812 / Issue 1 (2021.10.08) 5- 5 Part 5 Emergency Procedure

5.4.4 Stowaway-Bomb Search 5.4.5 Piracy Attack

If it is suspected that a bomb or an explosive device has been placed The following actions are to be carried out when raiders are detected:
onboard, the local port authorities are to be informed so that they can
organize a bomb disposal team. 1) The first person to sight the pirates should report to the officer on
watch.
If the vessel is at sea, the ship’s personnel will have to attempt to locate
the device. 2) Sound the general alert and broadcast on the PA system
announcing the possible pirate attack.
The ship’s crew should be divided into small teams according to the
search plan described in the vessel’s ship security plan. 3) Increase speed and alter course to seaward if possible.

The most likely area for placing bombs is where they can cause the most 4) Switch on deck and overside lighting, if appropriate, and use
damage (i.e., engine rooms, control rooms), but other areas will also have searchlights to illuminate and dazzle the potential raiders.
to be checked.
5) Alert shore stations and other vessels in the vicinity.
With the modern technical advances, it is possible that the bomb can be
activated by remote control. With this in mind, the use of the ship’s 6) Start the fire pump.

SAMSUNG/GASLOG/ABS
portable radios should be avoided as this may accidentally detonate the
bomb. 7) Fire warning rockets and operate fire hoses to prevent
embarkation.
During any search, great care should be taken to avoid disturbing any
device as the movement of the device where the bomb may have been 8) Check that all entrances to the accommodation and engine room
placed may trigger the bomb’s detonation. are locked shut.

In the event that the device where the bomb was placed is found, all the 9) Send distress message, designated or undesignated, when Piracy
personnel should be moved to a safe area, and the immediate area should attack is confirmed and activate Ship Security Alert.
be sealed off as far as practicable.
The following actions are to be carried out when raiders have boarded:
Firefighting gear should be made ready so that in the event of detonation,
damage control can be activated very quickly. 1) Inform the Piracy Reporting Centre.

Advice and assistance on how to deal with the situation and where the 2) Retire to a pre-arranged secure area, (CITADEL), and ensure all
vessel can go to obtain this help should be requested from the vessel’s crew members are inside. Do not be heroic as the boarders may
owner or the local port authorities. be armed.

Survival craft should be made ready in case the situation will require the 3) Report the situation by radio to the coastguard/local authorities/
abandonment of the vessel. marine police and seek assistance.

IMO No. 9855812 / Issue 1 (2021.10.08) 5- 6 Part 5 Emergency Procedure

5.5 Ship to Ship Transfer CAUTION The HPU can operate a single ERC or a system of up to 10 ERC units.
The ignition of gas vapours may be possible by induced radio frequency This HPU can be electric or air driven.
For all ship to ship (STS) transfer operations each, Master remains at all energy, so no radio transmissions, other than at very high frequency,
times responsible for the safety of his own ship (its crew, cargo and should take place during transfer operations. Arrangements should be 3. Hoses for LNG Transfer
equipment) and should not permit safety to be compromised by the made with an appropriate coast station for blind transmission which
actions of others. Each Master should ensure that the procedures would allow reception of urgent messages.
recommended by the latest edition of the CDI/ICS/OCIMF/SIGTTO
publication “Ship-to-Ship Transfer Guide for Petroleum, Chemicals, and 5.5.2 Standard Ship to Ship Equipment
Liquefied Gases”, First Edition 2013 are followed and, in addition, that
internationally accepted safety standards are maintained. In this regard, In order to carry out STS operation, the following systems and
procedures and practices contained in relevant accepted industry equipment will be involved.
guidance should be adhered to including, as appropriate;
1. KLAW ESD System
 International Safety Guide for Oil Tankers and Terminals
(ISGOTT). If the Feeder Vessel (LNG Carrier) and Receiving Vessel drift apart
 Society of International Gas Tankers and Terminal Operators during an LNG Transfer operation, the ESD-1 will initiate at 5 m drift,
 Tanker Safety Guide (Liquefied Gas). and ESD-2 will initiate at 7 m drift. A cause of vessel drift might be a
 Liquefied Gas Handling Principles. failure of the mooring system.


SAMSUNG/GASLOG/ABS
International Safety Guide for Inland Navigation Tank-barges
and Terminals (ISGINTT). The ESD-1 will stop the transfer of LNG between the vessels by shutting
 Mooring Equipment Guidelines. the LNG transfer pumps on the Receiving Vessel and closing the ESD-1
 International Regulations for Preventing Collisions manifold valves on both vessels.
 International Convention for the Safety of Life at Sea The hose is designed for the operational rigours of offshore transfer such
 International Convention for the Prevention of Pollution from The ESD-2 release function will ensure that the hoses are never fully as Ship-to-Ship and the transfer of LNG. The cryogenic state of
vessels extended before release is affected. The objective of ESD-2 is, therefore, Liquefied Natural Gas of approximately -162 °C (-260 °F) and the flow
the safe and controlled “dry break” of the transfer hoses. pressures involved – including the combination for Vapour Return Lines
5.5.1 General Safety means that these hoses are expected to deliver exceptional performance.
The ESD system allows for manual control and therefore the execution
The person (master or other officers) in overall control of the operation of procedures on board the vessel. 4. Y-Piece Reducer
should be clearly established before the operation commences, and the
actual transfer should be carried out in agreement with the receiving ship. If alternative diameter fenders or different mooring configurations are
used, then the drift tolerances will be adapted to suit the particular
The means of communication should also be well established before arrangement.
transfer, and both ships must be in direct contact with each other during
the whole operation. Radio telephone contact should be established on 2. LNG HPU Emergency Control
VHF Channel 16 and thereafter on a mutually agreed working channel.
Approach, mooring, transfer and unmooring should not be attempted The HPU system offers the operator a single point of control over the
until fully effective communications are established. Emergency Release System which means an Emergency Release
Coupling can be activated for other reasons beyond stress on the hose
Should there be a breakdown in communications for whatever reason, line.
either on approach or during transfer, the operation should immediately
be suspended. There are many control variables that can be integrated into the HPU
system including automated options. These control variables facilitate the
release of the couplings under different scenarios and conditions.
The Y-Piece is part of the transfer feed line and can include a Reducer.

IMO No. 9855812 / Issue 1 (2021.10.08) 5- 7 Part 5 Emergency Procedure

5. Saddle and Fall Arrest System 7. Vessel Drift System 9. Water Curtain

The Saddle fits over the vessel handrail. The Hose Saddle provides a The vessel drift system serves the function of protecting the operation All of the LNGC is equipped with a water curtain system at side shell to
supporting structure for the hoses from one 16″ manifold with an against vessels breaking out of their moorings and the hoses not being protect hull structure from LNG at the extremely low temperature from
adequate bending radius. The Saddle also aligns the hose with the released. the direct contact with the hull in the event of an LNG leakage or line
connecting flange on the manifold. This avoids bending of the hose near disconnection during ship to ship operation. On the other hand, this ship
the end fitting. is equipped with an additional water curtain system at the side of the
trunk deck behind both manifolds for better safety.

In the event that the G/S pump is needed, it will be run at high speed in
order to supply adequate volume. Two manually operated valves, at each
side of each water curtain, are equipped to supply the water curtains.

5.5.3 Pre-Mooring Preparations

Prior to the mooring, the organisers of the transfer should notify the local
authorities of their intentions and obtain any necessary permits.

There are 3 stages in the system,

SAMSUNG/GASLOG/ABS
The two vessels should liaise with each other and exchange details of the
ships, which side is to be used for mooring, the number of fairleads and
1) Vessel drifting out of position activates the first stage alarm
The Saddle can be fixed or mobile. bitts and their distance from the bow and stern of the ship to be used for
mooring.
2) If the vessel continues to drift, then the second stage will
The Saddle can also house the Fall-Away Arrest System. This allows the activate the ESD1 system
controlled descent of the hose when separation of the ERC occurs. Information should also be exchanged on:

3) Should the vessels continue to move out of position, then the

6. LNG Emergency Release Coupling  The size and class of manifold flanges to be used.
third stage will operate the ESD2 and release the ERC
 The anticipated maximum height differential of the manifolds
automatically.
for determining hose length required.
 The type of hoses required and their supports to ensure that their
The LNGC will be asked to place a tension unit on the ship’s rail
allowable bending radius is not exceeded.
opposite the Receiving Vessel. This will tighten the ESD and Vessel
Breakaway cables to the required tension. This portable and removable
The weather conditions should be taken into consideration, as they will
unit simply fits on the ship's rails and uses a ratchet style drum to tension
determine the type and number of fenders to be used and the type of
the link between the vessels.
mooring procedure to be used. Both Masters should be in agreement that
conditions are suitable for berthing and cargo transfer before the
8. ESDS Link
operation takes place.

STS (Ship to Ship) is facilitated by the use of the 37-way electrical

Fenders should be positioned according to an agreed plan, taking into
connector using the Hotline telephone in Iwatsu (Call-Signal) mode to
Emergency Release Couplings (ERCs) offer safe and identified parting consideration the type and size of both ships, the weather conditions and
connect to a similarly outfitted ship. Since any trading into Montoir de
points within the LNG hose transfer system. The ERC is normally the type of mooring that is to take place.
Bretagne is required to provide a ship-shore umbilical cable of 35-50 m
positioned between the manifold of the receiving vessel and the hose.
and the system Configuration Module supports revers connection of
The ERC operates at cryogenic temperatures. All equipment to be used should be thoroughly prepared and tested, and
shore-ship and ship-shore trip circuits, no additional equipment is needed.
all safety equipment should be checked and be ready for use if required.
Only one ship need select reverse connection.

IMO No. 9855812 / Issue 1 (2021.10.08) 5- 8 Part 5 Emergency Procedure

1. Cargo Equipment to be tested The two ships should make parallel contact at the same speed with no 5.5.5 Transfer Operations
astern movement being necessary.
 Ventilation of compressor, pump and control room to be fully Transfer can begin when the two Masters have ensured that all the pre-
operational. The manoeuvring ship should position her manifold in line with that of transfer checks and precautions have been completed and agreed between
 Gas detection systems to be correctly set, tested and operating. the constant heading ship and match the speed as nearly as possible. them. Both ships should be prepared to disconnect and unmoor at short
 Emergency shutdown system to be tested and ready for use. notice should anything go wrong.
 Pressure and temperature control units to be operational. Contact is then made by the manoeuvring ship, reducing the distance
 Cargo tanks to be cooled, if necessary. between the two ships by rudder movements until contact is made by the During the transfer, ballast operations should be performed in order to
 Manifolds to be securely blanked. primary fenders. keep the trim and list of both vessels constant. Listing of either vessel
 Cargo hose reducers to be ready in place. should be avoided except for proper tank draining. Checks should also be
 Hose purging equipment to be acceptable. WARNING kept on the weather, traffic in the area, and that all safety equipment is
Masters should be prepared to abort if necessary. The International still in a state of readiness.
2. Safety Precautions Regulations for Preventing Collisions at Sea must be complied with.
Transfer can take place whilst the two vessels are at anchor. This is the
 Fire main tested and kept under pressure. On completion of mooring, the constant heading ship will proceed to an most common method. Transfer can also take place whilst the two
 Water spray system tested and ready. anchoring position previously agreed. The manoeuvring ship will have its vessels are underway, though this depends on there being adequate sea
 Two additional fire hoses connected near the manifold and engines stopped and rudder amidships or angled towards the constant room, traffic conditions and the availability of large diameter, high
ready for use. heading ship. The constant heading ship should use the anchor on the absorption fenders.
 Dry powder system ready. opposite side to that on which the other ship is berthed.

SAMSUNG/GASLOG/ABS
 All access doors to the accommodation are to be kept closed at
all times during transfer. From the time that the manoeuvring ship is all fast alongside, to the time
 No smoking. the constant heading ship is anchored, the constant heading ship assumes
 Impressed current cathode protection system, if fitted, to be responsibility for the navigation of the two ships.
switched off at least three hours before transfer.
 First aid equipment, etc. to be ready for use.

5.5.4 Mooring

The most successful method of berthing is with both ships underway.

One ship, preferably the larger, maintains steerage way on a constant
heading as requested by the manoeuvring ship, usually with the wind and
sea dead ahead. The manoeuvring ship then comes alongside.

Successful operations have taken place with one ship at anchor in fine
weather conditions, and it is favourable if there is an appreciable current <Mooring at Anchorage>
and a steady wind from the same direction. If not, then tug assistance
may be necessary.

Mooring should be rapid and efficient and can be achieved with good
planning by the Masters of both ships.

In general, the following points should be noted.

 The wind and sea should be ahead or nearly ahead.

 The angle of approach should not be excessive.

<Mooring at Quay> <Hose Connections>

IMO No. 9855812 / Issue 1 (2021.10.08) 5- 9 Part 5 Emergency Procedure

While the ships are moored together as a unit, both vessels should Where required, authorities should be informed of completion of cargo
maintain a safe navigational watch. transfer and the anticipated time of unmooring

Provided conditions are suitable and the transfer area is of a suitable size, 5.5.6 Unmooring
consideration may be given to carrying out the cargo transfer with the
two ships drifting freely. Under normal conditions, generally this procedure will be carried out at
anchor, however if both Masters agree, unmooring can take place
If deteriorating weather conditions cause the ships to roll unacceptably, underway.
engine and rudder movements may be used to bring the ships to a
heading that results in minimum movement. Before unmooring begins, obstructions from the adjacent sides of both
ships should be cleared and the sequence and timing of the event be
Care should be taken to protect fenders and their associated rigging from agreed by both ships and commenced at the request of the manoeuvring
head-on seas and swell. This may necessitate a change of heading to ship. Lines should be singled up fore and aft, then the remaining forward
place the wind and seas off the bow. mooring let go allowing the ships to drift away from each other, at which
time the remaining after moorings are let go and the ships drift clear of
2. Drifting Transfer each other. Neither ship should, at this point, attempt to steam ahead nor
astern until their mid lengths about two cables apart.
<LNG is Being Transferred>
An STS operation that is conducted between two ships that are underway.

SAMSUNG/GASLOG/ABS
A ship is underway when it is not at anchor, made fast to the shore or 1. Preparations for Unmooring
1. Underway Transfer
aground. The ships engaged in the transfer may be either steaming or
drifting freely with current and weather. Prior to unmooring, checklist should be completed by each vessel and
Local conditions such as those where water depths are too great for
confirmation provided to the other vessel that all items have been
anchoring, sometimes demand that cargo transfer is carried out with the
This should only be attempted in ideal conditions. confirmed as satisfactory.
two-ship system under power and making way through the water. As
long as adequate sea room is available and traffic conditions, weather,
3. Completion of Transfer The bridge teams and officers on mooring stations on both vessels need
sea conditions and forecasts are suitable, then transfers of this type can
to understand the sequence in which lines will be released, and the
be carried out. Where applicable, vessels should be manoeuvred within
After completion of cargo transfer the following operations should be method of releasing. If necessary, a broadcast should be made on the
the limits of any designated lightering area. It should be noted that speeds
carried out appropriate very high frequency (VHF) channel(s) to alert vessels in the
through the water should be minimal, as appropriate to the prevailing
vicinity and request a wide berth during the unmooring manoeuvre.
conditions.
 All hoses purged into one or other ship prior to disconnecting
 Hoses disconnected, taking precautions to ensure that no liquid 2. Unmooring Procedure
The constant heading ship normally maintains steerage way at slow
is left in the cargo transfer system. The pressure in the system
speed on a steady course and the (former) manoeuvring ship remains
should be released through a bleed valve or through the dram There is a risk of steel to steel contact during manoeuvres associated with
with engines stopped as a towed ship. To minimise towing loads on the
line into the vapour return line. vessel separation and so the operation requires careful planning and
moorings, the constant heading ship should alter her engine revolutions
 Cargo manifolds and cargo hoses securely blanked. execution.
sparingly adjusting speed very gradually. The chosen course and speed
 Where required, authorities informed of completion of cargo
should be agreed by the two Masters and the STS Superintendent and
transfer and the anticipated time of unmooring. 1) Unmooring after underway transfer
should result in minimum relative movement between the two ships and
minimum turbulence in the gap between the hulls.
The following is a typical hose purging procedure. Where STS transfer operations have taken place while underway,
options to assist in separating the ships may include:
Alternatively, for some ships having a low speed manoeuvring capability,
 Drain the hose of liquid.
such as dedicated lightering ships fitted with a variable pitch propeller or
 Discharging ship to blow hot vapour through the hose  Manoeuvring the combined two ship system to position the
diesel electric propulsion, the manoeuvring ship may be the towing ship.
 Discharging ship to purge the hose with nitrogen vessel with the highest freeboard on the downwind side.
Under such circumstances, appropriate mooring arrangements should be
 Close the manifold valves on both ships and the hose-end valve.  With little or no wind, manoeuvring the ships so that the
in place, such as the provision of additional backsprings.
swell is ahead to assist with separating the bows.

IMO No. 9855812 / Issue 1 (2021.10.08) 5 - 10 Part 5 Emergency Procedure

To minimise the effects of interaction, it is recommended that

speeds are maintained at a minimum appropriate for the
prevailing weather conditions. All moorings should remain on
the winch brake until instructions are received from the Master
to place winches in gear.

Care needs to be exercised when unmooring to avoid the two

ships coming into contact. The sequence of mooring line release
should be planned for each individual unmooring operation,
taking into account the prevailing weather conditions. The
unmooring sequence should ensure that propellers are kept clear.
The tension on the mooring lines and compression of individual
fenders should be closely monitored throughout. Bows may be
brought up into the wind or swell to assist in separating the
vessels. The proximity of the aft ends of both vessels and
compression on the aftermost fender should be monitored
closely as the bows open up. The manoeuvring ship should
avoid crossing close ahead of the other vessel. The constant
heading ship should not independently manoeuvre until advised

SAMSUNG/GASLOG/ABS
that the manoeuvring ship is clear.

It should be noted that local conditions or ship configurations

may cause difficulties in separating the two ships and alternative
manoeuvres may need to be considered

2) Unmooring while one ship is at anchor

This operation may be complicated by the unpredictability of

environmental conditions and the difficulty of accurately
assessing such factors as tidal conditions and yawing of the
anchored ship. It is therefore recommended not to unmoor
during a change of tide. It is also recommended that unmooring
at anchor be carried out only by persons with considerable
experience in STS operations and, where the ship is not fitted
with thrusters, the use of tugs should be considered, especially if
yawing of the anchored ship is anticipated. If no tug support is
available, postponement of the operation should be considered.
Alternatively, the anchor should be weighed and unmooring
should be carried out while making way.

After singling-up, the controlled slacking of head and stern lines

may allow the vessel to part from the anchored ship. Thrusters,
mam engine movements and rudder angles should be used
cautiously, while being fully aware of the effect on the heading
of the anchored ship and avoiding any inducement to cause it to
yaw. .

IMO No. 9855812 / Issue 1 (2021.10.08) 5 - 11 Part 5 Emergency Procedure

5.6 Emergency Towing and Being Towed vessel from grounding when neither a tug nor a more suitable vessel is 5) If the towed vessel’s steering is not available, her rudder should
available, the following should be considered: be placed amidships and locked.
The vessel is fitted with a specially designed emergency towing
equipment (ETE). It has a custom-built Panama fairlead, a section of a The following are the initial information required: 6) The towed vessel should not use her engines unless requested to
towing chain, and a towing bracket. On the poop is situated the do so.
automated equipment, which allows the towing wire to be released and  Urgency of the situation, time available before grounding
deployed by one man.  Size of the other vessel Steering Problems
 Type of towing equipment available
Stern System  Is power available for the deck equipment? If towing by the stern and the rudder is not locked, the rudder may
 Available manpower assume the hard-over position.
To deploy the ETE, open the flap on the box containing the orange float
and messenger lines. The orange float is dropped to the waterline through Connecting the Towing Arrangement If towing through the bow and the disabled vessel’s engines is used, the
the fairlead, pulling out the messenger line. The messenger line is now propeller race can cause the rudder to assume a hard-over position.
ready for the towing vessel to pick up and secure. Once the tug has  A decision should be made by the shipmaster as to the
secured the messenger line, it can haul on it, which in turn pulls out the equipment usage. The disabled vessel’s trim, if possible, should be as follows:
towing pennant from the storage box. This system can be used when the  Use the towing vessel’s emergency towing arrangement
vessel has lost all power and is dead in the water. (preferred due to its poop configuration).  Towed by the bow, the trim should be one in 100 by the stern.
 Use the towed vessel’s emergency towing arrangement.  Towed by the stern, the trim should be one in 80 by the head.
 

SAMSUNG/GASLOG/ABS
Bow System Establish continuous radio communication between the vessels. Steer directly into the wind to minimize the yaw.
 Pass a light line between the vessels.  Some larger vessels yaw the least on a heading of 20 degrees off
Using the bow system will require considerable manpower, time to rig,  Connect to the emergency towing arrangement buoy line, and the wind.
and availability of deck machinery. deploy when the other vessel is ready.
 Tow the wire connected to the other vessel. Passing Tow Line Alternatives
It is most likely to be used in conjunction with a salvage tug and for a
pre-planned towing of a vessel in no immediate danger. To rig the system, If picking up the tow wire of another vessel, rig a bridge between two of Use line-throwing apparatus to pass an initial light line, followed by
it will be necessary to first place the section of the towing chain in the the poop winches using their wires, and connect to the tow wire using a heavier lines.
towing bracket, then, using light lines and messengers, to finally heave suitable shackle.
onboard the tug’s towing wire, which is then secured to the vessel’s A helicopter with a lift capacity of 2-3 tons could be used to facilitate the
towing chain with the purposely designed shackle. Ensure that the towing NOTE connection.
chain, when slackened back, passes through the Panama fairlead. This The designed brake load on each winch is 80% of the wire breaking
will prevent the towing wire from unnecessary chafing. Where the ship is strain, but this can vary depending on the brake linings. It should be remembered that the speed and yaw have a considerable
totally without power but towage from the bow is still necessary, a effect on the forces acting against a tow. In the case of speed, the forces
messenger can be led from the ocean-going tug through the vessel’s Commencing the Tow vary directly as the speed is squared.
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. 1) The towing vessel should make way very gradually, using her
engines in short bursts of minimum revolutions.
Towing Another Ship
2) Increase the speed in stages of five revolutions per minute. Do
There are many factors that determine the most suitable method of taking not alter course until both vessels are moving steadily.
another vessel in tow. The type and size of the ship, the urgency of the
situation, and the duration of the tow and route should be considered. 3) When altering course, do so in five stages.

Taking into account the size of the vessel and the equipment fitted, it is 4) The towing vessel should use its steering gear in conjunction
extremely unlikely that the towing of another vessel will be undertaken with the towed vessel.
except in the case of an extreme emergency. For example, to prevent a

IMO No. 9855812 / Issue 1 (2021.10.08) 5 - 12 Part 5 Emergency Procedure

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
GASLOG WESTMINSTER Bridge Operating Manual
5.7 Oil Spill and Pollution Prevention tank. If all the other oil tanks are full, then the operation should be Before and during bunkering, the following steps should be complied
stopped immediately. with:
1. General Description
Scupper Plugs 1) All the engineers and other personnel involved in the bunkering
Refer to the ship’s Oil Pollution Emergency Plan (SOPEP) and Vessel process should know exactly what role they are to play and what
Response Plan (VRP). The avoidance of pollution is of paramount Many pollution incidents in ports are due to improperly sealed scuppers. their duties are to be. The personnel involved should know the
importance. The company regulations must be consulted, and the For this reason, it is most important that the chief engineer and the location of all the valves and gauges and should be able to
procedures and response plans contained must be well known to all the responsible watchkeeping officers check all the scupper plugs routinely operate the valves both remotely and locally if required.
ship’s officers. during oil transfer operations. Where the scuppers are plugged using
wooden blocks, these must be cemented into place. A bunker plan should be drawn up prior to bunkering, and all
NOTE the personnel involved in the bunkering must be fully aware of
Where action is taken to prevent or minimize oil spillage, no action CAUTION the contents of the plan and must understand the entire
must be undertaken that could jeopardize the safety of the personnel The scupper plugs are not to be removed during bunkering operations. operational procedure. All the personnel involved in the
onboard and onshore. bunkering or fuel oil transfer must understand the company
Do not forget to plug the scuppers through the accommodation sides and rules regarding the taking of bunkers and the transfer of fuel oil
Checklists in the areas adjacent to the oil tanks (poop deck, forecastle). There are within the ship.
many fuel oil ventilator pipes in these areas, all of which are potential
Company and terminal checklists must be completed prior to the sources of oil pollution. 2) As far as possible, new bunkers should be segregated from
commencement of any operation that may involve a risk of pollution. It existing bunkers onboard. This should be noted in the bunkering

SAMSUNG/GASLOG/ABS
is the responsibility of the chief engineer to ensure that these checklists Where ships are fitted with spill containers around the bunker tank vents plan, and precautions should be taken as appropriate.
are properly completed, with the shore representatives in attendance, as and with save-alls around the bunker and cargo manifold connections,
appropriate. the plugs should be suitably secured to the save-all, and fitted when at 3) No internal transferring of bunkers should take place during
the port. bunker loading operations, unless permission for such has been
Prior to loading or discharging, a terminal representative will contact the obtained from the chief engineer.
chief engineer to discuss the safety procedures and to complete the The seawater alongside the vessel must be inspected for traces of oil a
ship/shore safety checklist. If it is not possible to comply with all the few minutes after the operations have begun, and periodically while 4) The chief engineer should calculate the estimated finishing
provisions of the ship/shore checklist for any reason, an agreement operations continue. ullaging/dips prior to the starting of loading.
should be reached on the appropriate precautions to be taken by the
vessel and the terminal. Where a question is considered not applicable, a A supply of absorbent granules should be kept near the hose connections 5) Bunker tanks should not be filled beyond 95% of their capacity.
note to that effect should be inserted in the remarks column. when at the port. Sawdust should not be used to soak up oil as this
presents a fire hazard. 6) Any bunker barge attending the vessel is to be safely moored
The chief engineer should take personal charge of all bunkering alongside before any part of the bunker loading operation begins.
operations to ensure that frequent ullage/sounding checks are made and If, despite the adherence to proper procedures, an oil spill does occur, all Frequent checks must be made of the mooring arrangements as
that the bunker loading rates are reduced when topping off oil tanks. bunker operations should be stopped by the quickest means possible, and
the bunker barge draught will change during bunkering.
Similarly, when transferring fuel oil from the main tanks to the should not be restarted until the source of the leak has been identified and
settling/ready-to-use tanks, the ullages/soundings must be frequently mitigated and the hazards from the released oil have been eliminated. In
7) The level alarms fitted to the bunker tanks should be tested prior
checked. Do not rely on high-level alarms and automatic pump cut-offs most cases, the cause of the leak will be obvious, but in some instances,
to any bunker loading operation.
as these can malfunction. such as spillages resulting from a slight hull leakage, the source may be
difficult to locate, requiring the services of a diver.
8) The soundness of all lines should be verified through visual
Tank Overflow
inspection.
Precautions to be Taken Prior to and During the Loading of Oil
Tank overflows should be avoided at all times. The correct use of the Bunkers
9) The checking of all the items in the pre-bunkering checklist
ship’s ullaging equipment and testing of the high-level alarms prior to
should be completed.
commencing oil transfer operations will help prevent these. Remember NOTE
that when topping off oil tanks, the loading rate must be reduced. If an oil Tanks must be filled only to 95% of their capacity. Special permission
10) The chief engineer is responsible for the bunker loading
tank overflows, dropping back to an empty or partially empty tank must must be obtained to fill them to a maximum of 98% of their capacity.
operations and should be assisted at all times by a sufficient
lower the level within the tank. It must not be allowed to fill the overflow

IMO No. 9855812 / Issue 1 (2021.10.08) 5 - 13 Part 5 Emergency Procedure

number of officers. It is his responsibility to report that the The MARPOL 73/78 Regulations require that oil tankers of 150 GRT and If in California, see the additional notes on Californian Oil Spill
operation has been carried out safely. above must be provided with a Shipboard Oil Pollution Emergency Plan Contingency Plans and Vessel Response Plans.
(SOPEP), such as the following:
11) A watch should be kept at the manifold during loading. Inform the agent, and get him to contact the local P&I club representative.
Alongside cargo operations, sound the fire alarm. Make a PA
12) All the personnel involved in the bunkering operation should be announcement (e.g., “Pollution incident! All parties must muster and Conduct a breath test for alcohol on all the watchkeepers and key
in radio contact with each other. report in ___!” and “No smoking onboard until further notice.”). personnel on duty if the incident appears to have been caused by some
onboard factor involving them.
13) The maximum pressure in the bunker line should be below 5.0 Stop the cause of pollution as quickly as possible if it is within the ship’s
kg/cm2. The relief valve should discharge oil to Port No. 2 of power to do so. Utilize all available manpower to commence an Other Actions to Consider
the HFO tank. immediate containment operation.
Is a local contractor required to assist in the clean-up? If so, liaise with
14) Safe means of access to barges/shore shall be used at all times. CAUTION agents and the head office to arrange for this.
In some ports, when loading, it is forbidden to close the ship valves
15) The scuppers and save-ails, including those around the bunker until the shore/barge pumps have stopped. CHECK CAREFULLY if the Make the engines ready as soon as possible in case it will be necessary to
tank vents, should be effectively plugged. ship valves are closed as this could worsen the situation by rupturing a move.
line if the flow continues at a high pressure. The vessel should have
16) Drip trays are to be provided at the bunker hose connections, been informed of this detail in the pre-bunkering meeting. Will it be necessary to disconnect the cargo hoses?
and means of containing any oil spill must be in place.

SAMSUNG/GASLOG/ABS
Actions to be Taken If necessary, vacate the berth. This, however, may spread the pollution. If
17) The initial loading rate must be agreed upon with the barge or it is safe to stay (not floating in too much oil), then do not vacate.
shore station, and bunkering should commence at the agreed- Consider floating a mooring rope to contain the spill within the confines
upon signal. Only upon confirmation that there is no leakage of the ship and jetty. Oil dispersant: Permission must be obtained from the local port
and that the fuel goes only into the nominated tank should the authority before introducing any chemical or oil dispersant into the water.
loading rate be increased to the agreed-upon maximum level. Check if all the ship’s personnel are present and accounted for. Check Permission will probably not be given.
and confirm who is ashore. Designate one person to look for the persons
18) When the tank being filled is already 90% full, divert some of not immediately accounted for onboard. Record all events. Recommended Pollution Equipment
the flow to another bunker tank. If the final tank is being filled,
the pumping rate should be reduced. The filling of the tank must Use all possible means to prevent the oil from going over the side using  Scupper plugs
be stopped when the tank is already 95% full. When topping off the vessel’s anti-pollution teams and equipment.  Welden air-driven portable pump
the final tank, the filling rate must be reduced at the barge or  Squeegees (rubber blade deck wiper)
shore station and not by throttling the filling valve. Treat any casualties. Further assistance can be requested via the terminal,  Scoops, buckets, and brushes
agents, or VHF.  2x200-liter empty drums
CAUTION  Absorbent granules
At least one bunker tank filling valve must be fully open at all times Restrict movement in the polluted area to the necessary staff only.  Oil dispersant in portable drums
during the bunkering operation. Depending on the nature of the occurrence and the type/position of the  Oil dispersant portable sprayer
berth, consider readying a lifeboat for possible evacuation if a fire breaks  Cotton waste/rags
HFO bunker tanks are fitted with high-level alarms. All relevant out.  Oil-absorbent materials
information regarding the bunkering operation is to be entered in the Oil  Protective clothing (rubber gloves, sea boots)
Record Book upon completion of loading. The information required to be Sending a Casualty Telex (Initial Short Version)  Sausage booms
entered includes the transfer date, transfer time, quantity transferred,  Patsy, hand-driven pump
tanks used, and personnel involved. On VHF Channel 16, inform the port captain or authority of the spillage,
or use an alternative channel for the particular port. In the event that a considerable amount of clean-up equipment is used,
2. Pollution Responses careful consideration must be given to the disposal of oil-soaked
If in the USA, inform USCG. The details are in the ship’s SOPEP and materials if these are to be disposed of by incineration.
Emergency Plans Emergency Response Plan.

IMO No. 9855812 / Issue 1 (2021.10.08) 5 - 14 Part 5 Emergency Procedure

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 5 - 15 Part 5 Emergency Procedure

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