Marine Electrical Technology II

21AMRE54 – UNIT I

Compiled for SMS circulation by [Link]

 Marine Electrical Technology II
21CMRE65 – UNIT I

Types of Alarms on Ships

These are the different types of emergency alarms or signal onboard ship that is
installed to give audio-visual warnings:
1) General Alarm:
The general emergency alarm on the ship is recognised by 7 short ringing’s of the bell
followed by a long ring or using the ship horn signal of 7 short blasts followed by 1 long blast.
The general alarm in a ship is sounded to make the crew aware that an emergency has
occurred, such as fire, collision, grounding, or a scenario that can lead to abandoning the
ship etc. The vessel general alarm system activation point is located in the navigation bridge.
Once the general alarm signal onboard is activated, i.e. seven short one long blasts (7 short 1
long blast), every ship crew must follow the instruction and duty’s listed in the muster list and
proceed to the designated muster station.
Action to be taken by the crew once ship general alarm is sounded:
• Proceed to the designated muster stations
• Listen to the Public Addressing (PA) system for the type of emergency (usually
announced by OOW, Chief officer or Captain) leading to the general alarm on a ship.
• Once the nature of the emergency is known, the crew member must re-group as per the
Squad and take corrective action to tackle the situation as per the muster plan.

2) Fire Alarm on the Ship:

Whenever there is a fire detected on the vessel by its crew, they should raise the alarm
signal onboard ship by pressing the nearest fire switch or by loudly and continuously shouting
“FIRE FIRE FIRE”. The ship’s fire alarm signal is sounded as the continuous ringing of the
ship’s electrical bell or the continuous sounding of the ship’s horn.
The fire signal must be a continuous blast of the whistle or electrical bell for not less
than 10 seconds. However, in most of the vessels, the fire signal is rung continuously on the
alarm bell.
Once the master decides to dismiss the crew from fire stations, the general alarm will
be sounded three times, followed by three short blasts of the ship’s whistle.
Action to be taken by the crew once the ships fire alarm is sounded:
• Proceed to the fire station
• Confirm the location of the fire
• Perform the duty listed in the muster list as per the team assigned
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3) Man Overboard Alarm:

There have been many situations when a crew working on the ship-side or a passenger
in a cruise ship fell in the water at high seas. When a man falls overboard, the man overboard
alarm sound signal is activated on the ship.
The MOB alarm signal comprises the vessel’s internal alarm bell for 3 long rings to
notify the crew onboard, along with 3 long blasts on the ship whistle to inform the other ships
in the nearby vicinity.
A man overboard signal comprising light and smoke can also be mounted in the
bridge, attached by the side of the lifebuoy. When thrown in the water, it will emit smoke and
light to draw the ship’s crew or other ship around the vicinity.

4) Abandon Ship Alarm:

When the emergency on board ship goes out of hand, and the ship is no longer safe
for the crew on board ship, the signal for abandon ship is given verbally by the master to the
station in charge of the crew on the ship’s Personal Addressing (PA) system.
More than six short blasts and one prolonged blast on the ship’s whistle and the same
signal on the general alarm bell is used as an abandon ship alarm or sound signal onboard the
ship. However, the alarm sounded is similar to a general alarm; and everybody comes to the
emergency muster station where the master or his substitute (Chief Officer) gives a verbal
order to abandon the ship.
Action to be taken by the crew once Abandon ship is announced or sounded:
• Carry your lifejacket/ immersion suit to the designated muster station
• Carry any additional items (Blanket/ ration/ water etc.) as stated under the duty in
the muster list
• Avoid taking longer routes and routes going from inside the accommodation to the
muster station
• Wait for the master’s order to abandon the ship

5) Navigational Alarm:
In the navigation bridge, most of the navigational equipment and navigation lights are
fitted with failure alarms. If any of these malfunctions, a ship alarm signal on the bridge will
be sounded whose details (location, equipment affected, type of problem etc.) will be
displayed on the notification screen provided on the bridge navigation panel.
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Action to be taken by the crew once the navigational alarm is sounded:

• Check which equipment the alarm is concerning to
• Try to locate the fault due to which the alarm is coming
• Rectify the fault or switch the standby equipment if needed

6) Machinery Space Alarm:

The ship’s engine room is fitted with different machinery, which is continuously
monitored for operation using a control and monitoring system. The machinery in the engine
room has various safety devices and alarms fitted for safe operation. If any machinery
malfunctions, a common engine room alarm is operated, and the problem can be seen in the
control room alarm panel, which will display the alarm.
Action to be taken by the crew once the engine room alarm is sounded:
• Check which machinery/system the alarm is concerned to
• Try to locate the fault due to which the alarm is coming
• Rectify the fault or switch the standby machinery if needed

7) Machinery Space CO2 Alarm:

The machinery space is fitted with a CO2 fixed fire extinguishing system. The audible
and visual alarm for the CO2 fixed firefighting system is entirely different from the machinery
space alarm and other ship alarm signals for easy reorganisation.
The audible alarms shall be located to be audible throughout the protected space with
all machinery operating. The alarms should be distinguished from other audible alarms by
adjustment of sound pressure or sound patterns. The alarm should activate upon opening the
release cabinet door, which is used to open and release the CO2 bottle banks.

8) Cargo Space CO2 Alarm:

The ship’s cargo spaces are fitted with a fixed firefighting system that has a different
alarm when operated. The audible and visual alarm for the CO2 fixed firefighting system is
entirely different from other ship alarms. The audible alarm should be distinguished from
other ships’ alarms by adjusting sound pressure or sound patterns.
Action to be taken by the crew once the navigational alarm is sounded:
• Take a headcount of the crew
• Ensure the cargo hold is sealed and no crew is inside
• Ensure all the ventilation systems for the cargo hold are shut
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9) Ship Security Alarm System:

As per the SOLAS Chapter XI regulation XI-2/5, all ships shall be provided with a
ship security alert system. The Ship Security Alarm system (SSAS) is silent sounded in a
pirate attack emergency. When the SSAS is activated, no alarm is sounded on board the ship
nor alerts other vessels in the vicinity. Instead, this signal notifies different coastal authorities
or competent authorities whose proximity to the ship is presently operating via a global
satellite system to inform about the piracy.

There are different types of fire alarms on ship:

1. Smoke sensor
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2. Heat Detector

3. Flame sensor

Smoke sensors:
A smoke sensor, also known as a smoke detector, is a type of fire sensor that detects
the presence of smoke particles in the air. Smoke sensors are fitted in various places on board
ships, such as the Engine room, accommodation, and pump room. Wherever there is fire,
smoke will be produced, and a smoke head fitted in the smoke detector detects the smoke and
raises the alarm.

How does a smoke sensor work?

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The smoke sensor works on a photoelectric effect by using a light source and a sensor
to detect smoke. In 1st case, a light source and a sensor to detect smoke. The detector has a
light source that emits a beam of light into a sensor chamber. In a normal state, the beam of
light is not disrupted and does not reach the sensor as light travels on straight line.
In the 2nd case when there is a fire, smoke enters the sensor chamber, it scatters the light
and reflects it onto the sensor, triggering an alarm. The detector can detect smoke particles
even before the smoke becomes dense enough to be visible, allowing for early detection of a
potential fire.

NOTE: Sometimes while cleaning, if dust goes into the smoke detector it can raise a false
alarm so on board the ship when this kind of cleaning is going on deactivate the alarm from
the Fire Control Panel. It is done to avoid false alarms which may disturb the people who are
sleeping after their duty.
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Flame sensors:
A flame sensor is a type of
sensor that is used to detect the
presence of a flame or fire. Flame
sensors work by detecting the presence
of infrared radiation emitted by a
flame. When a flame is present, it emits
infrared radiation that is detected by the
sensor. The sensor then sends a signal
and activates the system. It is fitted in
places of the Main Engine room, Generator, Purifiers, and Boilers.
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Heat detectors:
Heat detectors are devices that are designed to detect changes in temperature, which
can indicate the presence of a fire. Heat detectors work by measuring the temperature in a
given area and triggering an alarm if the temperature exceeds a certain threshold.

There are two main types of heat detectors:

1. Fixed-temperature: Fixed-temperature heat detectors have a single temperature set point,
and they trigger an alarm when the temperature in the area being monitored exceeds that
set point. For example, a fixed-temperature heat detector might be set to trigger an alarm
when the temperature in a room reaches 75 .

2. Rate-of-rise detectors: Rate-of-rise heat detectors, on the other hand, detect the rate at
which the temperature is rising in a given area. They trigger an alarm if the temperature in the
area rises at a rate that exceeds a certain threshold, regardless of the actual temperature. For
example, a rate-of-rise heat detector might be set to trigger an alarm if the temperature rises
by 50 or more per minute.
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In ship rate-of-rise detectors are used in Galley, Smoke room and Laundry room because
smoke is present in these areas due to which a smoke detector will not work.

Watertight Doors on Ships:

Watertight as defined in SOLAS is: capable of preventing the passage of water in any
direction under the head of water likely to occur in intact and damaged conditions.
Watertight doors are special types of doors found on ships that prevent the ingress of
water from one compartment to another during flooding or accidents and therefore act as a
safety barrier. They are used in areas where chances of flooding are high. Areas such as
engine room compartments and shaft tunnels and some of such places.
They are designed to withstand continuous submersion and are therefore located
below waterline like shaft tunnels, ballast tanks, bow thruster compartments etc. all openings
below the waterline has to be watertight.

Watertight doors are classified into the following types:

Hinged type: A door having a pivoting motion about one vertical or horizontal edge.

Sliding type: A door having a horizontal or vertical motion generally parallel to the plane of
the door powered by hydraulic cylinders or electric motors.

Weathertight is defined as that in any sea conditions water will not penetrate the ship.
Weathertight doors, on the other hand, is designed to withstand brief submersion. They are
located above the waterline and can withstand the weather condition as found offshore which
means from the outside.
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Risks associated with power operated sliding door:

• Loss of vessel stability and buoyancy in case of watertight doors left open or leaking
during water ingress or internal flooding. Therefore keeping watertight doors closed at
all times is vital
• The possibility that smoke and fire might spread through the vessel and cause human
injury or damage to the vessel if left open
• Lack of situational awareness or proper understanding of the operation of watertight
doors can cause crew member being trapped in the door.
• Human injury -The crew should also avoid passing through a moving door. Note that
the watertight door closes with high force. Any object in the passway of the door will
be crushed. The crew should pass through only when the door is completely open.
• Loose or unsecured items if left in the vicinity of the door can cause the operational
failure of the doors.

SOLAS Regulations Regarding Closure of Watertight Doors

1. All the power operated doors must be capable of closing simultaneously from bridge and
Ship Control Center (SCC) is not more than 60 seconds when the ship is in an upright
condition.
2. The door shall have an approximate uniform rate of closure under power. The closure time,
from the time the door begins to close to the time it closes completely, shall be in no case
less than 20 seconds or more than 40 seconds with the ship in an upright condition.
3. In case of hand operation of the door, during a power failure, the door must be closed within
90 seconds.
4. Power-operated sliding doors shall be capable of closing with the ship listed to 15 degrees
either side.
5. Power-operated sliding doors should be provided with a local audible alarm distinct from
any other alarm in that area which shall sound for at least 5 seconds whenever the door is
closed remotely but not more than 10 seconds before the door begins to move. The sound
should be audible until the door is completely closed.
6. Controls for opening and closing the door should be provided on either side of the door as
well as on the central operating console at the bridge. The control handles are located at
least 1.6m above the floor on passenger ships.
7. Remote operating positions at the navigation bridge shall have means of visually indicating
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whether the doors are open or closed. A red light indicates a door is fully open and a green
light indicates that the door is fully closed.
8. The direction of movement should be clearly indicated and displayed at all operating
positions.
9. There is also a secondary control station, located above the bulkhead deck so that the
powered watertight doors can be closed in the event that a fire or flooding prevents someone
reaching them to operate the local controls.

Maintenance of Watertight Doors:

The ship’s planned maintenance system must be followed for carrying out routine
inspection and maintenance on watertight doors which should include the correct functioning
of the whole system and specifically:
• Warning devices and alarms
• The electric/hydraulic mechanism
• Valves
• Fluid level indicators
• Seals
• lights
It is also important to stick to the manufacturer’s maintenance guide. Before any
maintenance work is carried out, warning notices should be posted.
• The door should be free from dirt and loose particles. Door frame and gasket should be
cleaned routinely and as and when required. Gaskets can be lubricated with silicone oil.
• Wheels and bearings must be checked for excessive wear and damage. The rails should
be cleaned and checked for any damages.
• The hydraulic system should be periodically checked for any leakages. Special attention
to be paid to the condition of pumps, hydraulic cylinders, hydraulic hand pump, pipe
connections. The oil level must be checked and refilled if necessary. The hydraulic oil
and filter must be replaced as per the ship’s PMS.
• Great care should be taken when the doors or areas near the doors are painted. Avoid
painting the rubber gaskets and the piston rods on the cylinders.
• Lubrication of the mechanical parts including the cleat bolts, the locking device, wheels,
lifting cam and arm of the door should be carried out
• Structural damage in the frame or steel structure should be inspected for during routine
inspections – watch out for any cracks, indentations or corrosion.
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• All doors shall have the clear operating instructions posted on either side of the door.
The assigned category whether A, B, C or D as well as their meaning should be marked
on both sides of the door. The instructions should be in the ship’s working language and
in a legible condition.

Hazardous Condition for the Ship When the Doors Need to be Closed
a) When there is restricted visibility.
b) In ports where the port limits off compulsory pilotage limits.
c) Required to be closed when the depth of water is less than 3 times the draught.
d) High traffic density.
e) Other factors when the master feels that the condition is dangerous.

BOW DOOR
A bow door is a large, watertight door located at the front of a ship that can be opened
to allow vehicles, cargo, or passengers to be loaded or unloaded directly from the bow. This
type of door is commonly found on roll-on/roll-off (Ro-Ro) vessels, ferries, and other cargo
ships that transport vehicles. Bow doors are designed to withstand the pressure of the sea and
prevent water from entering the ship during loading and unloading operations. They are
typically operated hydraulically or electrically and can be raised or lowered depending on the
needs of the cargo. The use of bow doors has greatly improved the efficiency of cargo
handling and reduced the time required for loading and unloading operations.

Bow visor – A single element connected to the hull

by hinge arms and operated by means of hydraulic
cylinders. The bow visor forms an integrated part of
the bow structure and is equipped with sealing,
hinges and cleats. In its open position it is rotated
up to 90° to give clearance to the vessel own
bow ramp.
Clam-type bow door – A side opening twin-section bow door. Each section is attached to
the hull by hinge arms which ensure parallel movement when opening or closing. The sections
are swung outboard port and starboard by double-acting cylinders.
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Side Shifting Bow Door – A patented invention by

TTS Ships Equipment. The door consists of two
box constructions that open to either side of the
door aperture by means of two guide arms mounted
above the door opening. During opening of the
door, the two sections are manoeuvred horizontally
sideways and perpendicular to the ship centreline.
Two double-acting hydraulic cylinders are used to operate each section. Weather
and sea forces act perpendicularly all round the periphery of the door on the sealing system
so that hinges or their bearings are not affected by any forces. A further advantage is that, as
there are no manoeuvring devices in the region of the door structure, it can be built stronger
and more effectively.

Oxygen Analyzer:
There are three main types of marine oxygen analyzers available:

1 . Zirconia Oxygen Analyzers

The main components of zirconia
oxygen analyzers are a zirconia tube,
porous platinum electrodes, and a DC
voltmeter.

The platinum electrodes are both

on the inner and outer side of the zirconia
tube. One – either the inner or outer – side of the tube is in contact with the process/sample
gas while the other is exposed to the surrounding air for reference. Because of the difference
in concentrations of both gases, oxygen makes its way through the electrodes and tube from
the more concentrated side to the less concentrated.
During this process, the platinum acts as a catalyst by helping oxygen molecules to
split into ions, allowing them to pass through the zirconia.
The DC voltmeter is then attached to the inner and outer electrodes for a potential
difference reading. This measurement lets the analyzer accurately display the oxygen
concentration in the gas being tested.
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Advantage:
One of the main benefits of the zirconia oxygen analyzer is that it doesn’t require a
sealed reference gas, which means that it can be utilized in any environment, even those with
high temperatures and pressures.
However, one major disadvantage of the system is that the temperature within the
analyzer needs to be high for the oxidation process to occur. This causes changes in the sample
gas temperature and high-power consumption.

2. Galvanic Oxygen Analyzer

Galvanic oxygen analyzers are fuel cell based
and thus involve an anode, often lead (Pb), and a
cathode, often silver (Ag), reaction, similar to a
battery. Both the anode and cathode are in an
electrolyte solution.
The cell contains a membrane that allows the
oxygen to penetrate and gain the electrons emitted by
the anode to the cathode, proportional to the rate of oxygen pressure. The flow of electrons
from this process creates a current that is proportional to the oxygen concentration, resulting
in an oxygen measurement.
This type of oxygen analyzer is low cost and accurate within 0.1% of its oxygen
percentage display, detecting any oxygen level from 0% to 100%. It is also very compact and
doesn’t require any external power as the reaction it uses naturally occurs.

3. Paramagnetic Oxygen Analyzers

This is one of the methods utilizing the
paramagnetic property of oxygen. When a sample gas
contains oxygen, the oxygen is drawn into the magnetic
field, thereby decreasing the flow rate of auxiliary gas
in stream B.
The difference in flow rates of the two
streams, A and B, which is caused by the effect of flow restriction in stream B, is proportional
to the oxygen concentration of the sample gas. The flow rates are determined by the
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thermistors and converted into electrical signals, the difference of which is computed as an
oxygen signal. The device can detect oxygen levels from 0.5% to 100%.

Advantage:
• Capable of measuring flammable gas mixtures that cannot be measured by a zirconia
oxygen analyzer.
• Because there is no sensor in the detecting section in contact with the sample gas, the
paramagnetic system can also measure corrosive gases.
• Among the magnetic types, the paramagnetic system offers a faster response time than
other systems.
• Among the magnetic types, the paramagnetic system is more resistant to vibration or
shock than other systems.
Disadvantage:
• Requires a sampling unit corresponding to the sample gas properties or applications.

Navigation Lights
Navigation lights help you and other boaters determine which is the give-way vessel
when encountering each other at night. These lights must be displayed from sunset to sunrise
and during periods of restricted visibility, such as fog. There are four common navigation
lights.

• Sidelights: These red and green lights are called

sidelights (also called combination lights) because they
are visible to another vessel approaching from the side
or head-on. The red light indicates a vessel’s port (left)
side; the green indicates a vessel’s starboard (right) side.

• Sternlight: This white light is seen only from behind or nearly behind the vessel.

• Masthead Light: This white light shines forward and to both sides and is required on all
power-driven vessels. (On power-driven vessels less than 39.4 feet in length, the masthead
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light and sternlight may be combined into an all-round

white light; power-driven vessels 39.4 feet in length or
longer must have a separate masthead light.)

A masthead light must be displayed by all

vessels when under engine power. The absence of this
light indicates a sailing vessel because sailboats under sail display only sidelights and
a sternlight.

• All-Round White Light: On power-driven vessels less

than 39.4 feet in length, this light may be used to combine
a masthead light and sternlight into a single white light that
can be seen by other vessels from any direction. This light
serves as an anchor light when sidelights are extinguished.

Navigation lights on a ship are based on

the traditional mariner’s compass. Each
"point" is 1/32 of a circle, which is 11.25
degrees. The arcs of the lights are:

• Masthead light: 225 degrees

• Sternlight: 135 degrees
• Sidelights: 112.5 degrees

The range of navigation lights is:

• Masthead light: 6 miles
• Sidelight: 3 miles
• Sternlight: 3 miles
• Towing light: 3 miles
• A white, red, green, or yellow all-round light: 3 miles

Power-driven vessels less than 12 metres in length that are underway must show the
following lights:

• a masthead light, sidelights and a stern light, or

• an all-round white light (visible from 360 degrees), and sidelights.
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A power-driven vessel of less than 7 metres in length, whose maximum speed does not exceed
7 knots, may exhibit an all-round white light only and, if practicable, also exhibit sidelights.

Anchored vessels less than 50 metres in length must show an all-round white light.
Remember that anchoring in narrow channels and obstructing traffic is prohibited.

Drifting vessels must show the same navigation lights as if they were still making way. For
example, if a power driven vessel is drifting it must show its white light.

Rowed or sailing vessels less than 7 metres long must as a minimum have a torch or lantern
showing a white light ready to display in time to prevent collision.

Sailing vessels 7 metres or more must show sidelights and a sternlight when underway.

Sailing vessels propelled by engines are considered as power-driven vessels under the
regulations and consequently MUST display the same lights.

More complicated lights on large vessels

If it is a large ship, the lights might be high and you may not realise that you are
looking at the sides of a black hull. Consider every vessel a potential collision and keep well
clear of large working vessels such as Ships, Tugs, Ferries, Barges etc.

What is An Emergency Position Indicating Radio Beacon (EPIRB)?

Emergency Position Indicating Radio Beacon (EPIRB) is a device to alert search
and rescue services (SAR) in case of an emergency out at sea. It is tracking equipment that
transmits a signal on a specified band to locate a lifeboat, life raft, ship or people in distress.

Types of EPIRB
• COSPAS-SARSAT– EPIRBS under the COSPAS-SARSAT system work on the
406.025 MHz and 121.5 MHz bands and are applicable for all sea areas
• INMARSAT E– 1.6 GHz band is the one on which this EPIRB works. These are
applicable for sea areas A1, A2 and A3.
• VHF CH 70– This works on the 156.525 MHz band and is applicable for sea area A1
only
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Battery

• 12 Volt battery
• 48 hours of transmitting capacity
• Normally replaced every 2 to 5 years
• Use proper replacement battery

False Alerting

The EPIRB might get activated by mistake by an individual onboard and send false
alarms. If the EPIRB is falsely activated, the nearest coast station or RCC (Rescue Co-
Ordination Center) must be informed immediately of this event and cancel it.

The cancellation intimation must also be sent to the appropriate authority (for
example, DG Shipping for Indian Registered Ships or ships plying in Indian waters when the
false alert is transmitted). The ship owner and/or the agent must also be informed.

Testing EPIRB

The EPIRB should be tested once a month to ensure operational integrity. The procedure to
do so is as follows:

1. Press and release the test button on the EPIRB

2. The red lamp on the EPIRB should flash once
3. Within 30 seconds of pressing the button, the strobe, as well as the red light, should
flash several times
4. After 60 seconds of operation, the EPIRB will switch off

What are EPIRBs?

Emergency Position Indicating Radio Beacon is a device used to alert search and
rescue forces in case of an emergency at sea. It tracks the position of the vessel, raft, lifeboat
or ship through the distress signal sent.

How does an EPIRB work?

An EPIRB operates on a straightforward principle: it transmits a distress signal on a

dedicated radio frequency when activated. A modern EPIRB is equipped with a GPS. Here is
a general overview of how an EPIRB works:
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The COSPAS-SARSAT satellite system

Activation: When a life-threatening situation arises, the user activates the EPIRB. This
typically involves removing a safety pin or deploying an antenna, or automatic activation by
the seawater connectors on the EPIRB, depending on the type.

Transmission: Once activated, the EPIRB sends a distress signal via radio waves to satellites
which are part of the global search and rescue satellite system (COSPAS-SARSAT). This
signal contains a unique identifier code, which is linked to the registration details of the
EPIRB.

An EPIRB developed and approved according to the latest EPIRB standard, can use
the Galileo Return Link Service (RLS), which gives a verification that your distress signal
has been received from the shoreside. RLS is not part of the Cospas-Sarsat system, therefore
not mandatory.

Relay to a Rescue Coordination Centre: The satellites relay the distress signal to ground
stations known as a Local User Terminal (LUT) or Mission Control Centre (MCC). These
facilities process the signal and determine the location of the EPIRB based on its transmitted
GPS coordinates.
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Alerting Authorities: The ground stations then alert a local Rescue Coordination Centre
(RCC) in the vicinity of the distress signal’s location. The RCC is responsible for organizing
search and rescue operations.

Response and Rescue: Search and rescue teams are dispatched to the location provided by
the EPIRB. The transmitted GPS coordinates are crucial in guiding these teams to your exact
position, which can significantly reduce response times and increase the chances of survival.

EPIRBs transmit a digital 406 MHz distress signal that contains a unique 15-digit identifier
to the Cospas-Sarsat Satellite System. Depending on where your vessel is registered this may
be a serial number or the vessels MMSI (Maritime Mobile Service Identity) number.

What Is Return Link Service or RLS?

Return Link Service (RLS) is a new enhancement to RLS enabled EPIRBs that provides a
blue flashing LED light that is a visual confirmation message from Search and Rescue that
they have received your emergency distress message.

When Should You Activate An EPIRB?

You should only activate an EPIRB when you are grave and imminent danger. When
the loss of life, limb, or valuable property is likely without emergency assistance. From a
sinking vessel, to a medical emergency onboard while you are out at sea, an EPIRB is a critical
piece of your boats safety gear to get you rescued quickly.

How To Use An EPIRB Beacon In Case of Emergency?

EPIRBs can be deployed manually or automatically depending on the bracket category and
situation. An automatic Float Free Category 1 bracket is designed to release an EPIRB when
the Hydrostatic Release Unit (HRU) in the bracket is submerged in water to a depth of 4 to
14 feet (1.5 – 4 meters).
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Engine Telegraph:

The telegraph on board ship is used as a

communicating device to transfer orders of
change in speed or direction from the bridge to the
engine control room. The engine order telegraph
consists of a lever which can be moved over
different speed positions for ahead and astern
direction.

Location of Engine Telegraph

The telegraph and its bell, also known as telegraph bell, are located both in the engine
control room (ECR) and the bridge. There is a changeover switch located in the ECR for
telegraph selection which can be manually or automatically changed between the local control
and engine control room telegraph.

Engine Telegraph Operation

The initial movement of telegraph is always from the navigation bridge and is done
by moving the lever in the required direction, which rings the telegraph bell of both the
locations (Engine room and Bridge). After hearing the bell, the engineer officer acknowledges
the telegraph of the engine room to the same position as that of the bridge which stops the
ringing of the bell. This ensures that the correct movement is acknowledged and the engine
speed and direction is controlled accordingly.

In modern ships with automation and controls, the bridge telegraph is directly
connected with the engine controls and it doesn’t require involvement of engine room
personnel. Such type of telegraph is called remote controlled telegraph device. A provision is
given to link both the telegraph so that manual operations can also be carried out in case of
automation failure.

Different Position on Engine Telegraph

Ahead Direction Movements:
• Navigation full
• Full Ahead
• Half Ahead
• Slow Ahead
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• Dead Slow Ahead

• Stop

Astern direction movements:

• Dead slow astern
• Slow Astern
• Half Astern
• Full Astern
• Emergency Astern

Main Components of Steering Gear System:

In the steering system, the steering gear provides a movement of the rudder in response to a
signal from the bridge.

a) Control Equipment :- Control equipment convey a signal of desired rudder angle from
the steering flat where it is received to activate the power unit and transmission system until
the desired angle is reached.

b) Power Unit :- power unit provides the force when required & with immediate effort to
move the rudder to the desired angle.
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c) Transmission Unit to the Rudder Stock :- Transmission system (steering gear) is the
means by which the movement of the rudder is accomplished.

The steering control (Telemotor transmitter) on the navigation bridge which sends
electrical signals to the Telemotor receiver in the ship’s steering gear room. This Telemotor
receiver in the steering gear room sends electrical signals to the Direction control solenoid
valves.

Electrical steering gear system:

• The rudder of the steering gear system is driven by a DC motor.

• The power for the rudder motor is supplied by a DC generator for controllable, output
voltage. The DC generator is driven by a single-speed, three-phase squirrel cage
induction motor.

• The speed and direction of the rudder motor are varied by varying the applied voltage.
The alternating current from the main power source is transformed to lower voltage and
rectified to supply the motor field poles. The output of the generator is varied by varying
the generator field current and direction using a rheostat.

• As the direction is varied, the applied currents supplied to the rudder motor changes the
direction accordingly.
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• Two rheostats are connected to form a Wheatstone bridge circuit. The two rheostat
contacts, namely the wheel order rheostat contact and the rudder contact are connected to
the two ends of the generator field coil.

• When the steering wheel is in midship position, the two rheostat contacts are in the same
position and no current flows between them.

• Now, the steering wheel is turned to port. This causes the wheel order rheostat contact to
move up, from the centre position.

• Due to the difference in voltages between the two contacts, the current will flow through
the generator field coil.

• The generator develops power and supplies it to the rudder motor, which turns the rudder
to the port side.

• As the rudder turns, the rudder rheostat contact moves up, and as the rudder reaches the
required angle, the rudder contact will reach the wheel order contact position.

• The current flow to the generator field coil will stop and the Rudder motor will also stop
turning the rudder. The steering field is turned to midship. This will move the wheel
order contact to a midship position.

• The current to the generator coil will flow in the opposite direction on the rudder motor
turns counterclockwise, turning the rotor to the opposite side.

• As the rudder reaches the midship position, the rudder contact reaches the position
opposite to the wheel order contact. The current flow to the generator field coil stops.

• Hence, the generator output voltage to the rudder motor also stops. There rudder stops at
the midship position. The same process continues for all the wheel orders.