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Ministry of Defence

Defence Standard 02-613


Issue 2 Publication Date 10 December 2002

Requirements for the Installation of


Degaussing Systems in
HM Surface Ships and Submarines

Category 2

AMENDMENTS ISSUED SINCE PUBLICATION


AMD NO

DATE OF
ISSUE

TEXT AFFECTED

SIGNATURE &
DATE

Revision Note
This Issue of this Standard has been prepared to incorporate changes to text and presentation.
The technical content has been updated in line with current practice.
Historical Record
DEF STAN 02-613 Issue 1
NES 613 Issue 4
NES 613 Issue 3
NES 613 Issue 2
NES 613 Issue 1
NES 1-58-511
DG Ships 195

April 2000
December 1991
June 1988
January 1981
October 1977
October 1977

DEFENCE STANDARD 02613

REQUIREMENTS FOR THE INSTALLATION OF


DEGAUSSING SYSTEMS IN HM SURFACE SHIPS AND SUBMARINES

ISSUE 2

This Defence Standard is


authorized for use in MOD contracts
by the Defence Procurement Agency and
the Defence Logistics Organisation

Published by:
Defence Procurement Agency,
An Executive Agency of The Ministry of Defence,
UK Defence Standardization,
Kentigern House,
65 Brown Street,
Glasgow, G2 8EX.
1

DEF STAN 02613 / Issue 2


(NES 613)

SCOPE
1.

This Defence Standard (DEF STAN) in conjunction with the documents referred to herein
specifies, for HM Surface Ships of steel construction and Submarines, the installation and testing
requirements of permanent degaussing systems using inboard coils of multicore cable and
supplied with direct current derived from the ships main electrical supply system.

FOREWORD
Sponsorship
1.

This Defence Standard (DEF STAN) is sponsored by the Defence Logistics Organisation (DLO),
Ministry of Defence (MOD).

2.

Any user of this Standard either within MOD or in industry may propose an amendment to it.
Proposals for amendments that are not directly applicable to a particular contract are to be made
to the publishing authority identified on Page 1, and those directly applicable to a particular
contract are to be dealt with using contract procedures.

3.

If it is found to be unsuitable for any particular requirement, MOD is to be informed in writing


of the circumstances.

4.

No alteration is to be made to this Standard except by the issue of an authorized amendment.

5.

Unless otherwise stated, reference in this Standard to approval, approved, authorized and similar
terms means by the MOD in writing.

6.

Any significant amendments that may be made to this Standard at a later date will be indicated
by a vertical sideline. Deletions will be indicated by 000 appearing at the end of the line interval.

7.

This DEF STAN has been reissued at Issue 2 to reflect changes in departmental nomenclature and
the changes to technical requirements.
Conditions of Release
General

8.

This Standard has been devised solely for the use of the MOD, and its contractors in the execution
of contracts for the MOD. To the extent permitted by law, the MOD hereby excludes all liability
whatsoever and howsoever arising (including but without limitation, liability resulting from
negligence) for any loss or damage however caused when the Standard is used for any other
purpose.

9.

This document is Crown Copyright and the information herein may be subject to Crown or third
party rights. It is not to be released, reproduced or published without written permission of the
MOD.

10.

The Crown reserves the right to amend or modify the contents of this DEF STAN without
consulting or informing any holder.
MOD Tender or Contract Process

11.

This DEF STAN is the property of the Crown. Unless otherwise authorized in writing by the MOD
it must be returned on completion of the contract, or submission of the tender, in connection with
which it is issued.

12.

When this Standard is used in connection with a MOD tender or contract, the user is to ensure that
he is in possession of the appropriate version of each document, including related documents,
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DEF STAN 02613 /ISSUE 2


(NES 613)

relevant to each particular tender or contract. Enquiries in this connection may be made to the
authority named in the tender or contract.
13.

When Defence Standards are incorporated into MOD contracts, users are responsible for their
correct application and for complying with contractual and any other statutory requirements.
Compliance with a Defence Standard does not of itself confer immunity from legal obligations.
Categories of Defence Standard

14.

The Category of this DEF STAN has been determined using the following criteria:
a.

Category 1. If not applied may have a Critical affect on the following:


Safety of the vessel, its complement or third parties.
Operational performance of the vessel, its systems or equipment.

b.

Category 2. If not applied may have a Significant affect on the following:


Safety of the vessel, its complement or third parties.
Operational performance of the vessel, its systems or equipment.
Through life costs and support.

c.

Category 3. If not applied may have a Minor affect on the following:


MOD best practice and fleet commonality.
Corporate Experience and Knowledge.
Current support practice.

Related Documents
15.

In the tender and procurement processes the related documents listed in each section and Annex
A can be obtained as follows:
a.

British Standards

British Standards Institution,


389 Chiswick High Road,
London, W4 4AL.

b.

Defence Standards,

Defence Procurement Agency,


An Executive Agency of The Ministry of Defence,
UK Defence Standardization,
Kentigern House,
65 Brown Street,
Glasgow, G2 8EX.

c.

Other documents

Tender or Contract Sponsor to advise.

16.

All applications to Ministry Establishments for related documents are to quote the relevant MOD
Invitation to Tender or Contract number and date, together with the sponsoring Directorate and
the Tender or Contract Sponsor.

17.

Prime Contractors are responsible for supplying their subcontractors with relevant
documentation, including specifications, standards and drawings.
Health and Safety
Warning

18.

This Standard may call for the use of processes, substances and/or procedures that are injurious
to health if adequate precautions are not taken. It refers only to technical suitability and in no way
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DEF STAN 02613 / Issue 2


(NES 613)

absolves either the supplier or the user from statutory obligations relating to health and safety at
any stage of manufacture or use. Where attention is drawn to hazards, those quoted may not
necessarily be exhaustive.
19.

This Standard has been written, and is to be used, taking into account the policy stipulated in
JSP 430: MOD Ship Safety Management System Handbook.
Additional Information
(There is no relevant information included)

DEF STAN 02613 /ISSUE 2


(NES 613)

CONTENTS
Page No
TITLE PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Sponsorship

............................................................... 2

Conditions of Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Categories of Defence Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Related Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Health and Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Additional Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
SECTION

1.
1.1
1.1.1
1.1.2
1.2
1.2.1

PERFORMANCE SPECIFICATION . . . . . . . . . . . . . . . . . . .
Degaussing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Coil Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control and Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION

2.

NATIONAL/INTERNATIONAL REGULATIONS . . . . . . . . 8

SECTION

3.
3.1
3.2
3.2.1
3.3
3.3.1
3.4
3.5
3.5.1
3.5.2
3.5.3
3.5.4
3.6
3.6.1
3.7
3.7.1
3.7.2

MILITARY STANDARDS/REQUIREMENTS . . . . . . . . . . . . 8
Drawing X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Permissible Deviations of Coil/Cable Location and Routeing 8
General Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Cable Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Special Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Marker Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Junction Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Reversing Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Course Correction Indicator Plate . . . . . . . . . . . . . . . . . . . . . 10
Inspection and Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Degaussing Installation Certificate . . . . . . . . . . . . . . . . . . . . . 10
Supply of Equipment and Spare Gear . . . . . . . . . . . . . . . . . . 10
Packaging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Spare Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5

7
7
7
7
8
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Page No
SECTION

4.
4.1
4.1.1
4.1.2
4.1.3
4.1.4
4.1.5
4.2
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.2.6
4.3
4.3.1
4.3.2
4.3.3
4.3.4
4.3.5
4.4
4.4.1
4.4.2
4.5
4.5.1
4.6
4.6.1
4.6.2
4.6.3
4.6.4
4.6.5
4.6.6
4.6.7
4.7
4.7.1
4.7.2
Figure 4.1

DESIGN REQUIREMENTS GUIDANCE . . . . . . . . . . . . . . . 11


Coil/Cable Location and Routeing . . . . . . . . . . . . . . . . . . . . . . 11
M Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Three-part M Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
FIQI and FPQP Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
LI and LP Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
I and AP Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Permissible Deviations of Coil/Cable Location and Routeing 12
M, MF, MM, MQ, FIQI and FPQP Coils . . . . . . . . . . . . . . . . 12
LI and LP Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
AI and AP Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Athwartship Cable Runs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Supply Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Safe Distances from Magnetically Sensitive Equipments . . . . 14
Control and Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
M Coil Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Automatic Five-Step Course Correction Systems . . . . . . . . . . 14
Automatic Continuous Course Correction Systems . . . . . . . . 15
Compass Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Alarm Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Electrical Power Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Alternating Current Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Direct Current Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Cable Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Cable Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Equipment Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Equipment Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Control Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Compass Correction Equipment . . . . . . . . . . . . . . . . . . . . . . . . 19
Remote Metering and Indication Panels . . . . . . . . . . . . . . . . . 19
Emergency Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Coil Polarity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Internal Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Inspection and Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
All Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Course Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Coil Current/Ships Course Relationship . . . . . . . . . . . . . . . . 23

SECTION

5.

CORPORATE KNOWLEDGE AND EXPERIENCE . . . . . . 23

ANNEX

A.

RELATED DOCUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

ANNEX

B.

ABBREVIATIONS AND DEFINITIONS . . . . . . . . . . . . . . . . 25

ANNEX

C.

PROCUREMENT CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . 26

ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
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DEF STAN 02613 / Issue 2


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1.

PERFORMANCE SPECIFICATION
Related Documents: DEF STAN 02614; see also Annex A.

1.1

Degaussing Systems

1.1.1

Introduction
a.

1.1.2

Degaussing (DG) is to be effected by means of one or more coils of multicore


electric cable, each coil consisting of one or more turns of cable and fitted inside
the hull of the vessel.

Coil Designation
a.

The specified outfit of DG Coils is to comprise combinations of the coil types


detailed below, as required by the function, size and type of vessel concerned.
(1)

M Coils. Coils in the horizontal plane, the settings for which include a fixed
current to compensate the permanent vertical magnetism and a current value,
which varies with change of magnetic latitude, to compensate the induced
vertical magnetism.

(2)

Three-Part M Coils. Three separate M Coils, each approximately one-third


of the ships length, which are electrically independent and separately
controlled. The coils are designated MF (Main Forecastle), MM (Main
Midships) and MQ (Main Quarterdeck).

(3)

FIQI Coils. Two coils, each between one-quarter and one-third of the ships
length, which are fitted in the horizontal plane above MF andMQ Coils
respectively. FI and QI Coils are designed to compensate induced vertical
magnetism and are connected in series so that the direction of current flow
in one is opposite to that in the other. Some installations may also have FP
and QP Coils similarly disposed.

(4)

L Coils. Coils in the vertical plane with their magnetic axis fore and aft, the
settings for which include a fixed current value to compensate the permanent
longitudinal magnetism and a current value, which varies with change of
magnetic latitude or ships course, to compensate the induced longitudinal
magnetism.

(5)

LI Coils. L Coils controlled by Automatic Course Correction Equipment,


or by hand, to compensate the induced longitudinal magnetism with changes
of ships course.

(6)

LP Coils. L Coils to compensate the permanent longitudinal magnetism.

(7)

A Coils. Coils in the vertical plane with their magnetic axis athwartships, the
settings for which include a fixed current value to compensate the permanent
athwartships magnetism and a current value, which varies with change of
magnetic latitude or ships course, to compensate the induced athwartships
magnetism. Each A Coil consists of two parts connected in series, one on the
port side and one on the starboard side of the ships centre line.

(8)

AI Coils. A Coils controlled by Automatic Course Correction Equipment,


or by hand, to compensate the induced athwartships magnetism with changes
of ships course.
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DEF STAN 02613 / Issue 2


(NES 613)

(9)

AP Coils. A Coils to compensate the permanent athwartships magnetism.

(10) Re-entrant Loop. An additional coil fitted in the same plane as, and in series
with, the parent coil to provide increased magnetic compensation in certain
areas of the vessel.
1.2

Control and Correction

1.2.1

Introduction

2.

a.

The system required for any vessel is to be as specified in the System Requirement
Document (SRD) and on Drawing X. Normally the basic DG System for a steel
Surface Ship will consist of a single M Coil, or a multi-part M Coil installation.
To this may be added a course correction system for use in conjunction with FIQI
(or LI) and AI Coils, e.g. Automatic five-step course correction, or Automatic
continuous course correction. (See Clauses 4.3.1 to 4.3.5.)

b.

Where a course correction system is specified a compass signal is to be provided


to suit the DG course correction transmission unit. The detailed requirements of
these units are given in DEF STAN 02614.

c.

Certain vessels and submarines may require other degaussing systems with
different methods of control, but these applications will always be specifically
detailed by Warship Support Agency (WSA)/Marine Electrical Systems 4 (MLS4)
and the SRD.

NATIONAL/INTERNATIONAL REGULATIONS
This DEF STAN contains no National/International Regulations information.

3.

MILITARY STANDARDS/REQUIREMENTS
See Annex A for a full list of Related Documents.

3.1

Drawing X
a.

Details of the installation for a particular vessel are shown on Drawing X, which is
to be provided or approved by WSA/MLS4. Drawing X will include details of the
required layout of the coils, cabling routes, types of cable to be used and methods of
connection.

b.

Drawings, if required, will be defined by the SRD. The preparation and submission
of drawings is to be in accordance with DEF STAN 02503.

c.

Drawing X is unique to each installation and complementary to the SRD. Unless


provided by WSA/MLS4, Drawing X is to be prepared by the Shipbuilder and
submitted to WSA/MLS4 for approval/acceptance.

3.2

Permissible Deviations of Coil/Cable Location and Routeing

3.2.1

General Principles
a.

No alternative route is to be considered unless that shown on Drawing X is


impossible. IT IS NOT SUFFICIENT THAT AN ALTERNATIVE ROUTE IS
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DEF STAN 02613 / Issue 2


(NES 613)

EASIER; IT MAY BE MUCH WORSE MAGNETICALLY. Covering approval is


to be obtained if any proposed departures are greater than the limits of permissible
deviations given in Clauses 4.2.1 to 4.2.6. Any deviations from routes shown on
approved drawings are to be brought without delay to the attention of the Project
Manager or Authorised Representative. In some cases, the coil routes shown on
Drawing X will have been arrived at as a result of model experiments and the
relaxations in Clauses 4.2.1 to 4.2.6 may not entirely apply. In general, diversions,
where absolutely necessary, should avoid any reduction of the DG Coil area.
3.3

Cable Installation

3.3.1

General
a.

3.4

The cables comprising the DG Coils, unless otherwise stated, are to be multicores
selected from DEF STAN 02512. They are to be run and supported in accordance
with DEF STAN 02502, unless specifically approved otherwise by the Project
Manager or Authorised Representative. Should coils be specified to be run on the
open deck the cables are to be secured and protected as shown on
SDN 006 050 182.

Special Compartments
a.

Where cables pass through compartments covered by Magazine Regulations, they


are to be run in accordance with DEF STAN 02502.

b.

DG cables passing through oil or water tanks and insulated compartments are to be
run in accordance with DEF STAN 02502.

c.

Where DG cables pass through ships chain cable lockers, they are to be run at a
height of at least 0.6 metre above the maximum height of stowage of the ships
chain cable, on 6 mm solid plate and protected with 6 mm plating. Stud welding is
not to be used for securing cable clips or protective plating in these compartments.

d.

Where DG cables are shown passing through radio offices, they are to be
completely encased in electrically continuous metal trunking. This trunking is to
be electrically bonded to the outside bulkhead of the office at the points where the
cables enter and emerge.

3.5

Marker Plates

3.5.1

General
a.

Suitable marker plates are to be fitted by the Shipbuilder to all items of equipment
not so marked by the manufacturer for the purpose of identification. The DG Coil
letter or letters associated with each item of equipment is to be on the marker plate,
together with the descriptive name of the item and any essential operating
instructions. (See Clauses 3.5.2 to 3.5.4).

DEF STAN 02613 / Issue 2


(NES 613)

3.5.2

Junction Boxes
a.

For reversing turn and supply junction boxes the marker plate is to state:
*COIL (or COIL RE-ENTRANT LOOP)
REVERSING TURN AND SUPPLY JUNCTION BOX
ADJUSTMENT OF EFFECTIVE TURNS IS TO BECARRIED OUT BY REVERSING TURNS IN THIS BOX
*Insert appropriate DG Coil designation.
In addition each of these boxes is to be provided with an approved form of
indicating marker plate upon which the appropriate number of effective turns can
be set and locked each time an adjustment is made.

3.5.3

Reversing Switches
a.

The marker plates on reversing switches are to be amplified by the Shipbuilder to


read, as appropriate:

*COIL (OR COIL RE-ENTRANT LOOP) SWITCH


SWITCH UP FORWARD CURRENT (+FP QP) or (+LP) or (+AP) or (+M*)
SWITCH OFF OFF
SWITCH DOWN REVERSE CURRENT (FP +QP) or (LP) or (AP) or (M*)
*Insert appropriate DG Coil designation.
3.5.4

Course Correction Indicator Plate


a.

In ships fitted with an automatic five-step course correction system, a course


correction indicator plate, as shown on SDN 006 050 194 is to be supplied by the
shipbuilder and fitted in the Officer of the Watch position. This plate is to show the
currents required in the heading coils for any heading of the ship, and is for use
when in hand control.

3.6

Inspection and Testing

3.6.1

Degaussing Installation Certificate


a.

The complete DG installation is to be inspected and tested to the satisfaction of the


Project Manager or Authorised Representative and the DG Inspecting Officer. The
relevant Degaussing Installation Certificates, specified in BR 825(2), are to be
compiled by the Inspecting Officer and copies distributed in accordance with
current instructions.

3.7

Supply of Equipment and Spare Gear

3.7.1

Packaging
a.

Packaging of equipment is to conform to the requirements of DEF STAN 02724 or


the relevant SRD, Contract or Order.
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DEF STAN 02613 / Issue 2


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3.7.2

4.

Spare Gear
a.

The supply of spare gear is to be arranged in accordance with the procedures


contained in DEF STAN 0254.

b.

All spare parts are to be subjected to the same testing as if incorporated in an


equipment, unless exemption is given at the time of ordering.

DESIGN REQUIREMENTS/GUIDANCE
See Annex A for a full list of Related Documents.

4.1

Coil/Cable Location and Routeing

4.1.1

M Coil
a.

4.1.2

(1)

in a plane following the sheer of a continuous deck;

(2)

close to the ships side and extending as far as possible to the ends of the ship;

(3)

at a continuous level between one third and one quarter of the distance from
the uppermost continuous deck of the ship to the keel;

(4)

the re-entrant loop, when specified, is to embrace the forecastle and is to


follow the same route as the M Coil.

Three-part M Coils
a.

4.1.3

The M Coil is to embrace the interior of the whole vessel. Except where otherwise
specified on Drawing X this coil is to be:

MF, MM and MQ Coils are to cover the forward, centre and after thirds of the vessel
respectively, the three coils collectively embracing the whole vessel. Except where
specified otherwise on Drawing X, these are to be:
(1)

in planes following the sheer of a continuous deck;

(2)

close to the ships side, the MF and MQ Coils extending as far as possible to
the ends of the ship;

(3)

the MM Coil is to be rove immediately under the uppermost continuous deck


and the MF and MQ Coils at a level between one quarter and one third of the
distance down from the uppermost continuous deck to the keel;

(4)

when the MF Coil and/or the MQ Coil is required to have a re-entrant loop
this is to embrace the extreme forward or after ends of the ship and is to follow
the same routes as the parent coils.

FIQI and FPQP Coils


a.

The cables for FIQI and FPQP Coils are to embrace the forward and after portions
of the vessel, generally following the sheer of a continuous deck. They are to
extend as near to the ends of the vessel as possible and are to be rove under and close
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up to the uppermost continuous deck. Unless otherwise shown on Drawing X, the


positions of the athwartship limbs completing these coils are to be approximately
one third the length of the ship from the bow and stern respectively.
4.1.4

LI and LP Coils
a.

4.1.5

LI and LP Coils are to consist of a number of separate coils fitted in the vertical
plane and lying athwartships. The separate coils are to be spaced along the length of
the ship as shown on Drawing X and connected as required. The coils are to be run
close to the ships side or, in the case of the athwartship limbs, close to the decks.

AI and AP Coils
a.

AI and AP Coils are each to consist of two separate coils of cable rove lengthwise
through the ship in a vertical plane, the upper limbs of the two coils being just below
the upper deck level and the lower limbs as low as possible amidships. The port and
starboard parts are to be parallel and separated by a distance equal to half the beam
width. The cables which form each coil are to be rove so that the separation
between the upper and lower limbs is reduced approximately in proportion to the
mean beam at any cross section of the ship. The forward and after ends of the coils
are not to extend further towards the bow and stern of the ship than those stations
where the beam is one third the maximum beam of the ship. Care is to be taken to
ensure that the two separate coils of cable comprising an AP or AI Coil are as far as
possible symmetrical about the fore and aft centre vertical plane of the ship and that
the length of the cable used in each coil is approximately the same.

4.2

Permissible Deviations of Coil/Cable Location and Routeing

4.2.1

M, MF, MM, MQ, FIQI and FPQP Coils


a.

The optimum level of these coils is to be that shown on Drawing X. If the route
shown is not practicable, the coil is to be run on a route as near that shown as
possible. Where proposed alternative routes are at equal distances above or below
the correct height the more convenient of the two may be taken, provided the
change of route does not involve raising the coil above, or lowering it below, a deck.

b.

Change of level of the MM Coil within the diversions permitted in the following
clauses is to be made at a distance not greater than half a maximum beam from the
cross-over positions of the MF and MQ Coils. A change of level within half a
beams distance from the ends of the ship, as, for instance, for the M Coil to rise over
the collision bulkhead, is also permissible.

c.

Where the fitting of the M or MF Coil will be simplified by not extending it into the
bows of the vessel, the coil may be shortened providing the area lost by such
shortening is not greater than B2/16 square metres (where B is the maximum beam
in metres). The area is to be measured at the normal level of the coils.

d.

The effect of diversions away from the ships side is to reduce the area of the coil
concerned. A total reduction of area of more than 12 per cent is not permissible.
Wherever diversions are made, it is essential that the length of cable used for any
coil (and its feeders) is within the limits stated on Drawing X and no departure
from this is to be made without approval. Where limits are not stated on Drawing
X, they are to be between 10 and +10 per cent of the stated length of cable.
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4.2.2

e.

A horizontal diversion of width not greater than b/20 metres (where b is the mean
beam of the ship in the region of the diversion) and of any length is permissible, but
if the length of the diversion is greater than twice the maximum beam it is
recommended that the coil be run inboard at a constant distance for the whole of its
length. When running cables around obstructions, the route is to be chosen so as to
make the magnetic effect of the diversions as small as possible.

f.

A vertical diversion is always to be preferred to a horizontal provided it does not


pass through a deck. The effect of a vertical diversion which passes through a deck
is proportional to 1.2L (where L is the length in metres of the vertical diversion) and
the effect of a horizontal diversion is proportional to its area A (where A is in square
metres). The choice of a horizontal or vertical diversion which has to pass through a
deck will depend upon whether A or 1.2L is the smaller, unless circumstances make
the more efficient route impracticable. It is not essential for diversions to be made
at right angles and they may be diagonal if desired.

LI and LP Coils
a.

4.2.3

Any instances where it is desired to depart from the routes of the coils, as shown on
Drawing X, are to be submitted to WSA/MLS4 for approval.

AI and AP Coils
a.

A considerable reduction in distance between the upper and lower limbs at one end
of the ship, but not at the other, is to be avoided.

b.

A general reduction in height between the upper and lower limbs is permissible
provided the reduction is compensated by a proportional increase in ampere turns,
but approval for this is to be obtained.

c.

Small diversions to avoid individual compartments etc are permissible, over a total
length not greater than the beam of the ship.

d.

A diversion which has to be made in the vicinity of large ferrous masses, such as
boilers or engines, is to be in a direction which will reduce the vertical distance
between the upper and lower limbs of the coil.

e.

In the absence of large ferrous masses, any diversion is to be made so as to avoid


reducing the vertical distance between the upper and lower limbs.

f.

Where a significant diversion from the coil route shown on Drawing X is


contemplated, the proposal for the diversion is to be referred to WSA/MLS4 for
approval. A significant diversion is defined as one causing a change of coil area
exceeding:
(1)

B2/8 square metres for the upper limbs;

(2)

B2/16 square metres for the lower limbs


where B = the maximum beam of the ship (including bulges), in metres.
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4.2.4

Athwartship Cable Runs


a.

4.2.5

Supply Cables
a.

4.2.6

The cables comprising the athwartship limbs of any coil are to be rove in the most
direct manner possible and no portion is to be rove in the fore and aft line. The
athwartship limbs of any adjacent coils are invariably to be run on the same side of a
steel bulkhead so as not to induce an unwanted magnetic component in that
bulkhead.

If single core cables are used to supply the coil junction boxes they are to be run
non-inductively, i.e. the feeder and return cables are to be as close together as
possible.

Safe Distances from Magnetically Sensitive Equipments


a.

If the DG Coils do not embrace the superstructure on which a magnetic compass


stands the athwartship cables of these coils are to comply with one of the following
requirements:
(1)

Not pass within 3 metres (measured horizontally), of a structure on which a


magnetic compass stands;

(2)

Be rove so that at least one existing steel deck lies between the coil and the
deck on which a magnetic compass stands.

b.

The cables comprising any DG Coil are not to be rove nearer to a gyro compass than
the distance given by the formula D = AT/490 (where D is the normal distance in air
in metres from the DG cables and AT is the maximum available ampere turns in the
coil).

c.

The DG cables are not to be run nearer the chronometers than the above distance D.
If, however, the chronometers are housed in boxes shielded with soft iron, the
distance may be reduced to D/3.

4.3

Control and Correction

4.3.1

M Coil Systems
a.

4.3.2

The M Coil, or each part of a multi-part M Coil system, is to be supplied with direct
current by control gear which sets and regulates the currents required. The type of
control gear will depend primarily upon whether the ships main supply system is
direct or alternating current. A typical system is shown on SDN 006 050 172. The
requirements for the control equipment are covered in DEF STAN 02614.

Automatic Five-Step Course Correction Systems


a.

The coils are to be supplied with direct current by means of a contactor panel in
conjunction with a ballast and regulating resistance unit for each group of the FIQI
(or LI) and AI coils. The sensing control for the contactors is to be derived from a
miniature five-step course correction transmission unit supplied from the ships
gyro compass system. A typical system is shown on SDN 006 050 171. The
requirements for the control equipment are covered in DEF STAN 02614.
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4.3.3

Automatic Continuous Course Correction Systems


a.

4.3.4

The system is to comprise a continuous course correction transmission unit,


supplied from the ships gyro compass system and arranged to drive an amplifier
control system in conjunction with a motor-generator set or static rectifier. The
motor-generator set (or static rectifier), is to have two, independently controlled,
direct current outputs: one for FIQI (or LI) Coils and one for AI Coils. A typical
system is shown on SDN 006 050 178. The requirements for the control equipment
are covered in DEF STAN 02614.

Compass Correction
a.

The magnetic fields set up in ships by the currents in the DG Coils will cause
deviation of the magnetic compasses. This deviation is to be compensated by
fitting sets of corrector coils to the compass binnacles, and energizing those coils
in such a manner that the current flow is proportional to and opposes the field
produced by the current in the pertinent DG Coil. This compass correction is
applied in the form of three components mutually at right angles, viz fore and aft,
athwartships and vertically (perpendicular to the keel). These components are
known as B, C and HE (Heeling Error) corrections respectively.

b.

For centre-line binnacles, HE and B corrections only are normally arranged


from DG Coils other than AI and AP, whereas C correction is normally arranged
from AI and AP Coils. For binnacles off the centre-line of the ship, HE, B and
C corrections are required from all the DG Coils which are liable to affect the
compasses. The particular configuration is to be shown on Drawing X.

c.

The supply to the corrector coils from any given DG Coil is to be obtained via a
dropping resistor in the output supply to the DG Coil. This resistor, known as the
compass correction series resistor, is to be fitted in the particular equipment
enclosure as shown on the relevant drawings. It is normally to be arranged to
provide a supply of 6 Volts when carrying the maximum stated current for the DG
Coil concerned, and any change in this requirement will be specifically stated on
Drawing X. Consideration is to be given to the provision of these series resistors
in the initial purchase of control gear, even if a compass correction system is not
specified, to cater for the possible fitting of a magnetic compass at a later date.

d.

Adjustment of the current in the compass correction coils to provide the correct
degree of compensation is effected by means of compass corrector regulating
resistors, which are to be located under cover in the vicinity, and within sight if
possible, of the binnacle concerned. Details of wiring and diagrams of connections
for the correction of various patterns of binnacles, in conjunction with various
configurations of DG Coils, are given on SDN 006 050 190.

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4.3.5

Alarm Circuits
a.

Auxiliary contacts are to be provided on equipment as necessary to provide remote


alarm facilities at a Versitile Console Units (VCS) unit.

b.

The requirements of these alarm contacts, for the particular equipment concerned,
are detailed in DEF STAN 02614.

4.4

Electrical Power Supplies

4.4.1

Alternating Current Supply

4.4.2

a.

The supply to the M Coil, or to each part of a multi-part M Coil, is normally to be


obtained from a regulating rectifier, supplied from the ships main power supply.

b.

Exceptionally, a bulk supply rectifier, with regulating and ballast resistances for
each M Coil may be approved for the supplies to a small M Coil system.

c.

In either case, independent alternative ac supplies are to be arranged for the


conversion equipment.

d.

A bulk supply rectifier, with individual regulating and ballast resistances for the
FIQI (or LI) and AI Coils, is to be provided for the supplies to an automatic
five-step course correction system. Independent alternative ac supplies to the
rectifier are to be provided.

e.

The supplies to the FIQI (or LI) and AI Coils, which form a part of a continuous
course correction system are to be provided from equipment detailed in DEF STAN
02614 supplied from the ships main power supply. Independent alternative ac
supplies are to be provided.

f.

The 440 V 3Phase 60 Hz ac supplies provided from the ships main power supply
system will be in accordance with DEF STAN 615 Part 4, unless otherwise
defined in the SRD.

g.

Supplies to systems requiring conditioning heaters are to be 115 V 1phase


60 Hz unearthed to DEF STAN 615 Part 4.

h.

Auxiliary supplies for alarms and remote indication may be required. The
requirements for these will be covered in the relevant SRD.

Direct Current Supply


a.

In ships having dc main power supplies, the DG System is to be supplied via


regulating and ballast resistors direct from the ships system. The detailed
requirements will be specified in the relevant SRD.

4.5

Cable Installation

4.5.1

Cable Joints
a.

The number of joints in the cables comprising the DG Coils is to be kept to a


minimum, and all joints are to be made in junction boxes approved for degaussing
purposes. These junction boxes, the requirements of which are detailed in DEF
STAN 02614, are of the following three types:
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(1)

Supply Box;

(2)

Reversing turn and supply box;

(3)

Straight through box.

b.

Normally one junction box in each of the coils, M, MF, MM, MQ and AI is to be a
supply box and one box in each of the coils FP, QP, FI and QI, in each limb of LI, LP
and AP, and in each re-entrant loop, is to be a reversing turn and supply box. Any
other boxes fitted are to be of the straight through type, unless specified to the
contrary on Drawing X.

c.

DG Junction Boxes, particularly reversing turn and supply types, are to be


accessible without having to remove stores or other items and none are to be fitted
in compartments which are liable to intentional flooding for damage control
purposes.

d.

The multicore cables comprising each coil and re-entrant loop, having been reeved
into their respective junction boxes, are to be connected so that all the cores in a
particular coil are in series, unless parallel connection is specified as in Clause
4.5.1e when connecting the cables, care is to be taken to ensure that the continuity
of the cores is preserved, that no cross-over takes place, and that the same sequence
is followed for all cables in any one coil to ensure that current flows in the same
direction in all cores as specified in Clauses 4.6.6a and 4.6.6b .

e.

It may be necessary in some installations, for reasons of current carrying capacity


and ohmic values, to make each series turn of a DG Coil consist of two or more
cores in parallel. In such circumstances, additional junction boxes are to be fitted at
each supply point, and elsewhere if necessary. The junction boxes are to be
arranged so as to ensure that each parallel component of the relevant DG Coil is
contained in a separate box. To enable these components to be paralleled, a suitable
looping-in box is to be supplied and fitted by the shipbuilder.

f.

The actual arrangement of connections required for each coil and details of any
series and parallel configuration will be stated on the relevant Drawing X.

g.

The ends of the completed coils and loops are to be connected to the supply cables in
the supply junction box and thence to the dc supply for the DG System as shown on
Drawing X.

h.

In reversing turn boxes, provision is to be made for the reverse of up to 50 per cent
of the series cores in the coil or loop. The methods for arranging this are stated on
the relevant drawings of the boxes.

i.

Unless otherwise stated, the FP and QP Coils and the FI and QI Coils respectively
are to be connected in series. The FP and FI Coils are to be of opposite polarity to
QP and QI Coils respectively. The associated limbs of the AI and AP Coils and the
LI and LP Coils are to be connected in series.

j.

The re-entrant loops are to be connected in series with their associated parent coils,
but each loop is to be supplied through an approved design of reversing switch in
order that its polarity may be changed in relation to that of the parent coil.

k.

The normal polarity of all coils and re-entrant loops is to be as stated in


Clause 4.6.6b . A diagram of connections and, in the case of reversing turn boxes,
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instructions for the reversal of turns is to be affixed to the inside of the junction box
cover and protected by a coat of clear varnish. An approved form of indicator to
show the number of effective turns is to be provided on or adjacent to each
reversing turn junction box. The actual requirement for reversal of turns in each
coil or loop is determined after each DG ranging of the ship.
4.6

Equipment Installation

4.6.1

Equipment Location

4.6.2

a.

The various items of equipment are to be located as required by Drawing X for


any particular ship, but, in general, the rules laid down in this section are to be
applied.

b.

The ballast and regulating resistance units, reversing switch and local ammeter for
any given DG Coil are to be grouped together, due allowance being made for the
heat dissipated from the resistors, when selecting the position.

c.

For an automatic five-step system, the two sets of control gear are to be grouped
together.

d.

In selecting positions for the DG rectifiers, particular attention is to be given to the


need for adequate ventilation, since these are naturally cooled.

e.

For an automatic continuous course correction system, the DG control panel is to be


sited adjacent to the amplifier cubicle, care being taken that the location is suitable
for electronic equipment.

f.

In ships with course correction systems, the transmission unit and the remote
metering and indication panel are to be sited at the Central DG Control Position,
which is normally the primary steering position. In other ships, the remote
metering and indication panel is to be fitted at the Officer of the Watch position.

g.

All control equipment, wherever located, is to be readily accessible for local


operation and maintenance. The DG reversing switch associated with any
re-entrant loop is to be located near the appropriate reversing turn and supply
junction box.

h.

Attention is to be given, when selecting the locations of coil junction boxes, to


ensure that these are readily accessible after any adjacent gear is installed. This is
particularly important for reversing turn and supply boxes, which need to be
opened for adjustment whilst the vessel is on a DG range.

i.

Alarms associated with the DG control or supply equipment are to be located as


indicated on Drawing X or other appropriate drawing for the ship.

Control Equipment
a.

The control equipment to be fitted in a given installation is to be as stated on the


relevant Drawing X, based on SDN 006 050 171, SDN 006 050 172 and SDN 006
050 178 or any other drawings that may be specifically issued.

b.

The detailed requirements for all normal control gear are detailed in DEF STAN
02614, but these may be varied for particular installations.
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c.

4.6.3

4.6.4

4.6.5

When connecting the DG Coil reversing switches, care is to be taken to ensure that
the discharge resistors are connected across their respective coils when the switch is
in the OFF position. It should be noted that reversing switches are not specified
for FP, QP, LP or AP Coils, since reversal of these is to be achieved by
interchanging the supply leads in the junction box. Reversing switches are not
normally specified for M Coils supplied from their own rectifiers, since reversing is
catered for by the provision of output links as shown on SDN 006 050 177.

Compass Correction Equipment


a.

All compass corrector coils and the associated regulating resistor units are provided
by commercial suppliers, available through Fleet Wide Systems (FWS)
Commodity Manager and are to be fitted by the shipbuilder. The shipbuilder is also
responsible for the provision of the fuse boxes as shown on Drawing X and SDN
006 050 190, or the equivalent cabling diagram. Drawings showing the methods of
fitting compass corrector coils will be supplied by QinetiQ , Land Magnetic
Facilities, Portland Bill, Portland, Dorset, DT5 2JT., on receipt of a request stating
the NATO Stock Number (NSN) or type of the binnacle and corrector coils
concerned.

b.

In selecting the site for the compass corrector regulating resistors (and fuse boxes if
separate), the need for maintaining visual contact with an operator at the binnacle is
to be borne in mind, to facilitate adjustment of the gear.

c.

No electrical apparatus (i.e. switchgear, resistors, lamps, cables, etc.) other than the
corrector coils and their cables, are to be fitted closer to the magnetic compasses
than the distances laid down in BR 100. BR 100 also contains further information
on compass correction.

d.

The metal cases of compass corrector coils, regulating resistors and fuse boxes are
to be earthed in accordance with DEF STAN 02502.

Remote Metering and Indication Panels


a.

Where called for on Drawing X, these panels are to be provided to group the
remote ammeters and indication lights from each part of the DG System.

b.

The detailed requirements for these remote indication panels are given in DEF
STAN 02614.

c.

When connecting ammeters the total resistance of the leads from the shunt to each
meter is to be adjusted to 0.5 ohm by a fudge resistor to SDN 006 050 173. Should
the resistance of proposed leads exceed 0.5 ohm, a larger conductor or paralleled
cores of a multicore cable are to be used. The fudge resistor is preferably to be fitted
in the control gear, but may, exceptionally, be fitted at the remote meter.

Emergency Connectors
a.

Emergency connectors (as shown on drawing SDN 007 504 988), of the pattern to
suit the conductors in the DG cables actually installed, are to be placed on board the
ship on the basis of two connectors per core, together with one gross of grub screws
of the correct size. These connectors are provided to effect a quick repair to any DG
cable in an emergency.
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4.6.6

Coil Polarity
a.

It is essential that correct direction of current flow is obtained in each DG Coil.


Before connecting the DG Coils to the supply terminals, the latter are to be tested
for polarity using a reliable moving coil voltmeter of known polarity. It is not to be
assumed that because terminals or supply points are painted red, they are of positive
potential.

b.

With the reversing switches in the Forward Current or + (UP) position and the
switches on the course correction contactor panel in the Forward position, the
ammeters are to indicate Forward Current or +, and the direction of current flow in
the DG Coils is to be as follows:

c.

d.

(1)

M, MF, MM, MQ, FP, FI Coils (and their re-entrant loops). The current is to
flow in an anti-clockwise direction when looking down on top of the coils or
loops, i.e. North seeking polarity (red pole) on the upper side;

(2)

QP, QI Coils (and their re-entrant loops). The current is to flow in a clockwise
direction when looking down on top of the coils or loops, i.e. South seeking
polarity (blue pole) on the upper side;

(3)

LI, LP Coils. The current is to flow in an anti-clockwise direction when


looking from aft to forward, i.e. North seeking polarity (red pole) aft;

(4)

AI, AP Coils. The current is to flow from forward to aft in the upper runs of
these coils, i.e. North seeking polarity (red pole) to starboard.

The polarities of the DG Coils are to be checked with a portable compass of


confirmed polarity (a pocket compass NSN 6605995220223 is suitable). With
forward current flowing in the DG Coil, and the compass held half to one metre
vertically above or below the coil cables as indicated, the compass needle should
point as follows:
(1)

M, MF, MM, MQ, FP, FI Coils (and their re-entrant loops). With the compass
held above the coil cables, the North seeking (red) end of the needle should
point away from the centre of the coil or loop;

(2)

QP, QI Coils (and their re-entrant loops). With the compass held above the
coil cables, the North seeking (red) end of the needle should point towards the
centre of the coil or loop;

(3)

LI, LP Coils. With the compass held below the upper run of coil cables, the
North seeking (red) end of the needle should point aft;

(4)

AI, AP Coils. With the compass held below the upper run of coil cables, the
North seeking (red) end of the needle should point to starboard.

Each DG Coil is to be tested separately, i.e. when testing one DG Coil, there is to be
no current flowing in the other coils, except those in series. Coils having re-entrant
loops are to be tested at a point remote from the loop, and the polarity of the loop
itself is to be tested on the mid point of its athwartship run. Each limb of the AI, AP,
LI and LP Coils is to be tested to ensure that all the limbs in a given coil are of the
same polarity.
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4.6.7

e.

The ammeters fitted in the FIQI and FPQP circuits respectively are intended to
indicate the polarity of the FI or FP Coil only. The QI Coil is always to be so
connected as to be of opposite polarity to the FI Coil. On first fitting, the
QP Coil is to be connected to be of opposite polarity to the FP Coil, although
subsequent DG range recommendations may require this to be altered.

f.

After the installation has been checked for polarities as above, all positive terminals
(with Forward Current) are to be clearly marked with RED paint in such a manner
that the marking will not become easily defaced.

Internal Communications
a.

In ships fitted with course correction systems, speech communications are to be


provided from the Central DG Control Position to the Bridge, Emergency Conning
Position and each compartment containing DG Control Equipment. Details are to
be shown on the relevant communications diagrams.

4.7

Inspection and Testing

4.7.1

All Ships
a.

On completion, the installation is to be subjected to a thorough visual inspection to


ensure that it has been connected in accordance with the ships Drawing X, the
appropriate cabling diagrams and as detailed in this Standard. Guidance
information for inspection officers is detailed in BR 825(9).

b.

Any zero position errors found in ammeters are to be corrected. The total resistance
of the leads for each meter is to be checked and, if necessary, adjusted to the correct
value of 0.5 ohm (see Clause 4.6.4c ). An accurate portable ammeter is to be
connected in series with each DG Coil in turn to prove the polarity and accuracy of
the ammeters fitted in the system.

c.

The DG Coils are to be energized for a current stabilizing warming up period, of


not less than three hours, at the stipulated supply voltage and with the following
pre-conditions:
(1)

Contactor panels set to FULL FORWARD CURRENT;

(2)

Reversing switches or links set to FORWARD CURRENT;

(3)

Ballast Resistor or links set to ALL RESISTANCE IN;

(4)

Latitude Regulator set to ALL RESISTANCE OUT (maximum stud


number).

All ammeters are to indicate forward current flow. Local and remote ammeters are
to show identical readings for the same coil.
CAUTION
POWER SUPPLY MUST BE SWITCHED OFF BEFORE ANY
ADJUSTMENTS ARE MADE.
d.

After the warming up period each ballast resistor or tapping link is to be adjusted,
until the current required for the maximum ampere turns specified on Drawing X
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is indicated on the portable meter. The same current value is to be indicated by the
DG Coil ammeters.
e.

The maximum current value, or the nearest approximation actually obtained by


adjusting the ballast resistor, is to be marked on the last stud (No 20) of the
appropriate Latitude Regulator. The adjusted position of the ballast resistor is now
permanent, all subsequent regulation of DG Coil current is to be achieved by means
of the appropriate Latitude Regulator.

f.

A check is to be carried out on all DG Coils fitted with a reversing switch to verify
that the correct value and direction of current is obtained in both positions of the
switch.

g.

The polarity of all DG Coils and loops is to be checked as detailed in Clause 4.6.6b .
A check is to be made to ensure that all marker plates specified in Clauses 3.5.1 and
3.5.3 have been fitted. Provision for padlocking the following items is also to be
checked:

h.

4.7.2

(1)

The covers on the ballast resistor and regulating resistor adjusters;

(2)

Reversing switches (in each position of each switch);

(3)

The LOCAL/REMOTE changeover switches on the contactor panels (in the


REMOTE position).

All deficiencies are to be made good by the Shipbuilder.

Course Correction
a.

The magnitude and direction of the AI and FIQI (or LI) Coil currents is to be varied,
by an appropriate current control system, with reference to the ships course (see
Figure 4.1).

b.

The type of course correction (i.e. automatic, manual, continuous or stepped) and
the accuracy of current control to be achieved will be stated in the SRD.

c.

The inspecting officer is to ensure that the transmission of ships head bearing is
such that the reversal of coil current and the point of maximum current takes place,
within the tolerances stated, at the appropriate bearing.

d.

Test procedures for the obsolescent automatic continuous course correction


system, at present fitted in the fleet, are detailed in BR 825(8C).

e.

The adjustment for Magnetic Variation is to be checked and set to the value
specified by the ships Navigation Officer.

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DEF STAN 02613 / Issue 2


(NES 613)

Forward
Current
AI Coil
FIQI (or LI) Coil

90

180

270

Ships
Course

Reverse
Current

Figure 4.1 Coil Current/Ships Course Relationship

5.

CORPORATE KNOWLEDGE AND EXPERIENCE


This DEF STAN contains no Corporate Knowledge and Experience information.

23

DEF STAN 02613 / Issue 2


(NES 613)

ANNEX A.
RELATED DOCUMENTS
A1. The following documents and publications are referred to in this Standard:
JSP 430

Ship Safety Management System Handbook:


Volume 1: Policy and Guidance on MOD Ship and Equipment Safety
Management

DEF STAN 0254 Supply of Information to Determine the Ship-fit of Equipment and
Identification of Parts and Spares (Obsolescent)
(NES 54)
DEF STAN 02502 Requirements for Electrical Installations
(NES 502)
DEF STAN 02503 Requirements for Electrical Installation Diagrams and Associated Data
(NES 503)
DEF STAN 02512 Guide to Cables, Electrical and Associated Items
(NES 512)
DEF STAN 02614 Requirements for Degaussing Equipment for HM Surface Ships
(NES 614)
DEF STAN 02724 Packaging
(NES 724)
DEF STAN 615

Electrical Power Supply Systems below 650 Volts


Part 4:
Power Supplies in HM Warships

BR 100

Rules for Arrangement of Structures and Fittings in the Vicinity of


Magnetic Compasses

BR 825(2)

Degaussing Folder for HM Ships (other than MCMV)

BR 825(9)

Handbook for the Guidance of Degaussing Inspecting Officers

BR 825(8C)

Automatic Continuous Course Correction Equipment

A2. The following drawings are referred to within this Standard:


Drawing X

Position of Coils and Details of Cables and Arrangements of Electrical


Supplies.
(This drawing is provided separately for each individual ship)

SDN 006 050 171 Typical Diagram of Connections for Miniature Automatic 5-Step
(DEE 23825)
Course Correction Degaussing Systems
SDN 006 050 172 Typical Diagram of Connections for Permanent and Induced (Split
(DEE 23834)
Coil) Degaussing Systems
SDN 006 050 173 Fudge Resistance Unit for Ammeters
(DEE 36427)
SDN 006 050 177 Typical Rectifier Equipment for Degaussing Supplies
(DEE 37865)
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DEF STAN 02613 / Issue 2


(NES 613)

SDN 006 050 178 Typical Diagram of Connections for Automatic Continuous Course
(DEE 37935)
Correction Degaussing Systems
SDN 006 050 182 Standard Arrangements for Degaussing Installations
(DEE 20000)
SDN 006 050 190 Diagrams of Connections for Compass Corrector Coils supplied from
(DEE 11357)
the Degaussing System
SDN 006 050 194 Indicator Plate for 5-step Course Correction Degaussing System
(DEE 11307)
SDN 007 504 988 Emergency Connector for Multicore Degaussing Cables
(DEE 6753)

ANNEX B.
ABBREVIATIONS AND DEFINITIONS
B1. For the purpose of this Standard the following abbreviations apply:
BR

Book of Reference

DEF STAN

Defence Standard

DERA

Defence Evaluation and Research Agency

DG

Degaussing

DLO

Defence Logistic Organisation

DPA

Defence Procurement Agency

DUS

Director Underwater Systems

FWS

Fleet Wide Systems

HE

Heeling Error

MF

Main Forecastle

MLS

Marine Electrical Systems

MM

Main Midships

MOD

Ministry of Defence

MQ

Main Quarterdeck

NATO

North Atlantic Treaty Organisation

NES

Naval Engineering Standard

NSN

NATO Stock Number

PM

Project Manager

SDN

Service Drawing Number

SRD

System Requirement Document

VCS

Versitile Console Units

WSA

Warship Support Agency


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DEF STAN 02613 / Issue 2


(NES 613)

B2. For the purpose of the Standard the following definitions apply:
Ballast Resistor

Used to set up a DG Coil System to its designed maximum current,


and thereafter not used for routine DG purposes.

Latitude Regulator

Enables the DG coil current to be adjusted, up to its maximum


designed value, to compensate for changes in the ships magnetic
zone of operation.

DG Ammeter

A centre zero ammeter, scaled in ampere/turns or amperes. By


convention a deflection to the right indicates forward current.

ANNEX C.
PROCUREMENT CHECK LIST
Notes:
C.1
This Check List is to ensure that certain aspects of this Defence Standard are consulted
when preparing
p p
g a Procurement Specification
p
for a particular
p
application.
pp
C.2
Clauses where a preference for an option is to be used or where specific data is to be
added are included in the Check List.
C.3
Each item is to be marked either:

Check No

= included

NA = not applicable
Check

Clause No

DEF STAN 02613 to be invoked in SRD.

Include any necessary departures from DEF STAN


02613.

Related Documents. List any necessary documents or


drawings not already in DEF STAN 02613.

Annex A

State drawings required.

3.1

State type of degaussing system required.

1.2.1a. 1.2.1b.
1.2.1c.

Power supplies (ac) Requirements other than those


covered by DEF STAN 615 Part 4 to be stated.

4.4.1f

Alarms and Remote Indication. State if Auxiliary


supplies are required.

4.4.1h

Specify the detailed requirements for the regulating and


ballast resistors for dc power supplies

4.4.2

or NA

Clauses shown below are to be considered and applied as appropriate in the Preparation of
Drawings X
Clauses: 1.1.1a, 1.2.1a, 3.1a, 3.2.1a, 4.1.1a, 4.1.2a, 4.1.3a, 4.1.4a , 4.2.1a, 4.2.1d , 4.2.2a,
4.2.3f , 4.3.4b , 4.3.4c , 4.5.1b , 4.5.1f , 4.5.1g , 4.6.1a, 4.6.1i, 4.6.2, 4.6.3a , 4.6.4a ,
4.8.1a, 4.8.1d .
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DEF STAN 02613 / Issue 2


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ALPHABETICAL INDEX
(NOTE: Page nubers are given)
Drawings
drawing X, 8
permissible diversions, 8
preparation and submission, 8

A
ac ships, electrical supplies, 16
Alarm circuits, 16
Automatic continuous course correction, 15

Automatic fivestep course correction, 14

Electrical supplies
ac ships, 16
dc ships, 16

C
Cables
general, 9
Joints, 16
reeving, 14

Emergency connectors, 19

Coils
degaussing, 7
designation, 7
details, 8
deviation, 8
installation, 9
location, 11
polarity, 20
safe distance from compasses or chronometers, 14

Inspection and testing, 21

Communications, 21

Jointing of cables, 16

Compass
correction, 15
corrector equipment, 19
course correction, 8, 22

Junction boxes, 17

Control equipment, 18

Location of coils, 11

I
Installation of coils/cables
chain lockers, 9
magazine regulations, 9
radio offices, 9
tank and insulated compartments, 9

L
Location of equipment, 18

D
M

dc ships, electrical supplies, 16

M coil system, 14

Degaussing
certificate, 10
coils, 7
systems, 8

Marker plates, 9

Designation of coils, 7
Details of coils, 8

Polarity of coils, 20
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DEF STAN 02613 / Issue 2


(NES 613)

R
Reeving of cables, 14
Remote metering and indication panels,, 19

T
S
Safe distance from compasses or chronometers,
14

Testing and Inspection, all ships, 21


Tests for continuous course correction, 22

28

Inside Rear Cover

Crown Copyright 2002


Copying Only as Agreed with DStan

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