ahead or line of bearing, on the stern of the ship ahead; in a line abreast, on a line passing through the bridge athwartships. Distance also may be taken utilizing radar intervals.

The engine order telegraph should be used for station keeping in a formation only in exceptional cases. It is recommended that all orders concerning a change in revolutions be given using conventional signals (for example, bells).

When a ship sheers out of a formation or order, the officer of the watch must immediately inform the flagship of this, as well as the ships proceeding behind, with an appropriate signal indicate to them the direction of its turn, and then report to the formation commander the reason for sheering out and the nature of the damage. The ship sheering out of a formation must take all measures to prevent collision and to avoid interfering with the movement of the formation.

Using special signals (balls) to indicate a change of speed in a formation, the officer of the watch should (Fig. 55):

1) in increasing speed, first change the engine speed and only then lower the balls to half mast;

2) in decreasing speed, first hoist the balls and then change the engine speed.

Fifteen minutes before sundown the officer of the watch must give the signal to check the searchlights, running lights and night signaling equipment.

SECTION 23. CONTROLLING THE ENGINES

1. Use of Engine Control Equipment

The main engines are controlled using standard and emergency engine order telegraphs, the engine room bell system, GA system and the ship control telephone circuits. At the present time, on a number of ships the main power plant is remotely controlled from the bridge and other command posts.

All main engine control equipment should be carefully checked and matched before a ship puts out to sea. The officer of the watch should make an entry in the deck log indicating that the engine control equipment has been checked.

Immediately before a ship weighs anchor (casts off), the Commanding Officer of the ship (or officer of the watch) checks matching of the engine order telegraph with the telegraph levers in "Full speed ahead-stop," "Full speed astern-stop" position, after which he gives the order to the engineering officer of the watch "Proceed at a designated speed of so many knots, execute the orders of the standard (emergency) engine order telegraph," and moves the engine order telegraph handles to "Stand by" position.

In altering a previously ordered speed, the Commanding Officer of the ship (or officer of the watch) orders the engineering officer of the watch to "Proceed at a designated speed of so many knots." Transition to the new speed begins

when the engine order telegraph pointer moves one step higher (if the speed is increased) or one step lower (if the speed is decreased), after which it is returned to its previous position.

In operating the engines, the officer of the watch must carefully follow instructions for the use of propulsion machinery. The Commanding Officer of the ship (officer of the watch) gives the following order for a momentary change in speed, without changing the designated speed: "Maintain so many revolutions," without using the engine order telegraph.

In using the engine order telegraph, the following rules must be observed:

1) in order to proceed at a certain speed, the engine order telegraph pointer must be placed at a certain position on the dial and the repeat back indicator must be checked to determine whether the signal has been properly understood in the engine room;

2) it must be determined from a reading of the tachometer needle whether the order from the telegraph to the engine has been executed in full accordance with the table of revolutions. If not, the reasons must be ascertained immediately and the order executed;

3) if it is discovered that the engines are not operating properly, the engine order telegraph must be placed on "Stop" position, after which the order is repeated and a check made once again to ascertain whether the ship is proceeding at the proper speed;

4) succeeding signals may be transmitted by the engine order telegraph only after execution of previous signals;

5) if the engine order telegraph fails, switch to an auxiliary engine control system (emergency telegraph, bells, telephone, PA system). After the irregularity has been eliminated, revert to control of the engines using the standard engine order telegraph with the order "Execute orders of the standard engine order telegraph," transmitted by telephone or some other means of communication. The switch to a reserve engine control system is accomplished without a preliminary command.

For convenience in controlling the engines and using the engine order telegraph, the following degrees of standard (designated) speed have been established:

1) steerageway-the lowest speed at which a ship can be controlled;

2) one-third speed-half of standard (designated) speed;

3) two-thirds speed-two-thirds of standard (designated);

4) full speed-standard (designated) speed;

5) flank speed-a speed of 4 knots above standard (designated) speed. After the order "Flank speed" is repeated twice over the engine order telegraph, the engineering officer of the watch must take all necessary steps to develop maximum speed.

The engine room bell system is used to transmit orders:
1) to increase speed 10 revolutions-two long rings;
2) to decrease speed 10 revolutions-one short ring.

The following conventional signals are transmitted using the engine room

bell system:

a) headway:

1) steerageway-one long, one short;

2) one-third speed-one long, two short;
3) two-thirds speed-one long, three short;
4) full speed-one long, four short;

b) sternway:

1) steerageway-one short, one long;

2) one-third speed-two short, one long;

3) two-thirds speed-three short, one long;

4) full speed-four short, one long;

5) stop engines-one short, one long (transmitted four times).

2. Some Recommendations on the Use of the
Engineering Plant

With the signal "Clear for action and get under way," engineering department personnel clear for action and get under way by order of the head of the engineering department, who determines which machinery will be operating and also determines the designated speed according to orders of the Commanding Officer of the ship. When the engineering department reports it is ready for action and to get under way, the steam pressure in the boilers should be reduced to normal operating pressure.

Test revolutions of the main engines in the process of preparing the ship to clear for action and get under way may be conducted only with the approval of the officer of the watch. If the ship is moored to a quay by the stern, test revolutions are conducted only ahead. When test revolutions are conducted, orders transmitted from the main control room through the engine order telegraph or other means of communication are carried out in the engine rooms only after the officer of the watch has given the order "Execute orders of the engine order telegraph," which is given after the head of the engineering department indicates to the Commanding Officer of the ship (or Executive Officer) that the engineering room is ready to clear for action and get under way.

In case there is a need to change the designated speed, requiring an increase in the number of operating boilers, the Commanding Officer of the ship (officer of the watch) must promptly so inform the head of the engineering department. In order to assure stable operation of the engineering plant at sea, frequent changes in designated speed and revolutions should be avoided. While navigating in narrows, and particularly when moored (or anchored), frequent reverses not absolutely necessary are prohibited.

The officer of the watch must inform the head of the engineering department one-half hour prior to the estimated time of arrival of the ship at the anchorage site.

If after stopping the main engines and it is not contemplated that the ship will be ordered under way immediately, the order "Engines not needed" will be given to the engine room. When getting under way and it is desired to specify the operating engine, the order "Prepare to get under way using such and such an engine" must be given to the control room. Once this order is received, it is not necessary to transmit orders to get under way through the engine order tele

graph.

CHAPTER IV

REGULATIONS FOR PREVENTING COLLISIONS AT SEA* AND CERTAIN OTHER RULES REGULATING MOVEMENT OF SHIPS IN THE COASTAL WATERS OF THE USSR

SECTION 24. PRELIMINARY AND DEFINITIONS

Part A

Rule 1 (Appendix 1)

(a) These Rules shall be followed by all vessels and seaplanes upon the high seas and in all waters connected therewith navigable by seagoing vessels, except as provided in Rule 30. Where, as a result of their special construction, it is not possible for seaplanes to comply fully with the provisions of Rules specifying the carrying of lights and shapes, these provisions shall be followed as closely as circumstances permit.

(b) The rules concerning lights shall be complied with in all weathers from sunset to sunrise, and during such times no other lights shall be exhibited, except such lights as cannot be mistaken for the prescribed lights or impair their visibility or distinctive character, or interfere with the keeping of a proper lookout. The lights prescribed by these Rules may also be exhibited from sunrise to sunset in restricted visibility, and in all other circumstances when it is deemed necessary. (c) In the following Rules, except where the context otherwise requires: (I) the word "vessel" includes every description of water craft, other than a seaplane on the water, used or capable of being used as a means of transportation on water;

(II) the word "seaplane" includes a flying boat and any other aircraft designed to maneuver on the water;

(III) the term "power-driven vessel" means any vessel propelled by

machinery;

(IV) every power-driven vessel which is under sail and not under power is to be considered a sailing vessel, and every vessel under power, whether under sail or not, is to be considered a power-driven vessel;

*The Regulations for Preventing Collisions at Sea were approved at the 1960 International Conference on Safety of Life at Sea in London and implemented on 1 September 1965.