Navigation and Bridge 1 by ShipInsight

MARCH 2014

ShipInsight • CRITICAL INFORMATION ON MARITIME TECHNOLOGY AND REGULATION • SPONSORED BY

NAVIGATION AND BRIDGE 1 • A guide to regulation and technology •

REGULATIONS Navigating through the SOLAS rules

BNWAS Rollout programme extended

GMDSS Keeping in touch for safety’s sake

VDR New standards means makers must upgrade

AIS Helping to identify the hidden targets

NAVIGATION AND BRIDGE 1

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 | INTRODUCTION

HE BRIDGE OF A SHIP IS the command and control centre as well as housing the navigation equipment and systems. Whether it be the cluttered mix of standalone equipment found on an older vessel or the array of display screens and consoles that are the hallmark of a modern integrated bridge system, most of the systems are identical and are either currently mandated by SOLAS or soon will be. Although a modern bridge may look devoid of equipment other than the screens and a few controls it does in fact contain very many essential systems that can work alone or in conjunction with one or more others. In some cases – radar for example – the hardware other than controls and display is located outside of the bridge. Their purpose is manifold; to provide the navigator with the information needed to plan a route from A to B; to watch and warn of hazards while navigating the route and to provide a constant stream of data needed to make decisions as circumstances change.

Some equipment is designed to watch and record the actions and interactions of crew on the bridge and elsewhere in the ship and are capable of transmitting sata ashore in real time. Peripheral equipment such as Voyage Data Recorders (VDR) and Bridge Navigation Watch Alarm Systems (BNWAS) are quite recent arrivals on the bridge and are there as a result of IMO rules aimed at preventing accidents and aiding investigations. Some of the other such as Navtex and GMDSS systems are the result of earlier IMO regulation. To cover all the systems and equipment found on the bridge in one guide would be almost impossible therefore there are three. This first guide covers peripheral equipment not directly used in navigation and bridge layout, the second covers navigation systems and the third is devoted to ECDIS and issues surrounding its mandatory introduction.

Malcolm Latarche

Malcolm Latarche MARCH 2014 | 3

 NAVIGATION AND BRIDGE 1

CONTENTS

06 | CHAPTER 1 - Regulations Navigating through the SOLAS rules

10 | CHAPTER 2 - BNWAS Rollout programme extended for older ships

14 | CHAPTER 3 - GMDSS Keeping in touch for safety’s sake

20 | CHAPTER 4 - VDR New standards means makers must upgrade

32 | CHAPTER 5 - AIS Helping to identify the hidden targets

40 | Navigation & Bridge Systems Table Who builds what? A selection of manufacturers

43 | CHAPTER 6 – Bridge Layout & Design The changing shape of navigation

Editor: Malcolm Latarche malcolm@shipinsight.com Head of Design: Chris Caldwell Layout & Production: Steven Price Advertising Sales: advertising@shipinsight.com Address: ShipInsight, 12 - 14 Bridge Steet Leatherhead, Surrey, KT22 8BZ, UK www.shipinsight.com

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Navigation and Bridge Part 1 is produced by ShipInsight Ltd. Care is taken to ensure the information it contains is accurate and up to date. However ShipInsight Ltd accepts noresponsibility or inaccuracies in, or changes to, such information. No part of this publication may be produced in any form or by means including photocopying or recording, without the permission of ShipInsight Ltd.

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NAVIGATION AND BRIDGE 1

 | CHAPTER 1: REGULATIONS

T IS ONLY TO BE EXPECTED that there will be several international and national regulations governing the type of equipment installed on a ship’s bridge and the standards that equipment must perform to. In addition there are regulations governing the qualifications and the number of the people that will be called upon to use them. Crew certification and competencies are beyond the scope of this guide but in general certificates should be issued in accordance with the STCW Code. Crew numbers are set by the flag state and are laid down in the ship’s Minimum Safe Manning Certificate. There are ongoing discussions at the IMO concerning harmonising the flag states’ approach to determining safe manning levels International requirements for bridge equipment carriage and standards are governed by SOLAS but the exact requirements for individual ships will vary depending upon ship type, size and age. In the case of the communications equipment that must be carried under GMDSS, the area in which the ship operates is also a deciding factor. There are very few chapters of SOLAS that do not mention the bridge in one way or another even if it is just to require that an alarm or status indicator for a piece of equipment is to be provided. For the majority of systems and equipment as well as for standards for bridge layout, it is Chapters IV and V that are the main source of regulation. Chapter IV of SOLAS covers radio communications and equipment and it is here that the requirements for GMDSS equipment are to be found. When GMDSS replaced the traditional communication arrangements on ships in the late 1990s and into the opening years of the 21st Century, it was controversial because it brought about the demise of the position of Radio Officer. It also heralded the era of universal satellite communications on ships and the long held monopoly of Inmarsat – then an international not for profit organisation – in safety communications. Today there are rival satellite service providers but these complement rather than replace the need to carry an Inmarsat terminal on board. GMDSS regulations allow for some flexibility in the equipment required on board providing there is on-board

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capability to repair equipment or a contract is in place with a competent service provider. Some of the equipment required under GMDSS will be covered later in this guide. After the arrival of GMDSS, the next items of equipment to be made mandatory under SOLAS were a voyage data recorder (VDR) and automatic identification system (AIS). The VDR is the maritime equivalent of an aircraft black box even though it is usually red or orange in colour. VDRs were made mandatory in 2002 for new vessels above 3,000gt and by 2010 for vessels above 3,000gt existing prior to 2002. For some of the older vessels, an option to install a simplified VDR or S-VDR was given because of the incompatibility of the systems needing to be connected to it. The performance standards for VDRs date back to 1997 but since then both AIS and ECDIS have become mandatory equipment on most ships, the latter though is still in a roll out programme that extends some distance into the future. AIS was added to the list of equipment to be recorded in 2004 and in 2006 standards for software download of data were introduced to come into effect in 2008. New performance standards for VDRs were adopted by the IMO in 2012 and apply to all new and replacement VDRs fitted from 1 July 2014. In the main, the new standards are more concerned with the system data that must be recorded and the means of recording it. There are some new requirements that will mean changes to some of the existing models sold by manufacturers, but there will be no need for ships to change equipment presently on board. Two items of bridge equipment are currently the subject of roll out programmes for mandatory installation. ECDIS will be covered in a later ShipInsight Guide but BNWAS will be covered by this. The need for BNWAS has come about because of the number of collision and grounding incidents involving ships with one man operated bridges. The systems are intended to monitor activity – or rather lack of activity – on the bridge and to sound an alarm if regular prompts are not acknowledged by the watchkeeper. MARCH 2014 | 7

NAVIGATION AND BRIDGE 1

Norwegian Jade ship’s bridge

The requirement for BNWAS is contained in SOLAS Chapter V Reg.19 as amended by resolution MSC.282(86), adopted in 2009. The original rollout programme is as follows: • Cargo ships of 150gt andupwards and passenger ships irrespective of size constructed on or after 1 July 2011; • Passenger ships irrespective of size constructed before 1 July 2011 not later than the first survey 1 July 2012 • Cargo ships of 3,000gt and upwards constructed before 1 July 2011, not later than the first survey after 1 July 2012 • Cargo ships of 500gt and upwards but less than 3,000gt constructebefore 1 July 2011, not later than the first survey after 1 July 2013; and • Cargo ships of 150gt and upwards but less than 500gt constructed before 1 July 2011, not later than the first survey after 1 July 2014.

There are performance standards for BNWAS but for ships which fitted systems voluntarily some dispensations are permitted if the system is not fully in accordance with the IMO standard. Because of a problem with the inital wording of the regulation, a new rollout has been put in place for ships built before 2002. BRIDGE LAYOUT

There is currently an element of regulation connected with bridge design mostly in regard to visibility requirements but there is every chance that some future regulation may be on the cards in this area. Chapter V, Regulation 15 of SOLAS is titled Principles relating to bridge design, design and arrangement of navigational systems and equipment and bridge procedures and requires bridge designers to make decisions with certain aims in mind. Although there are guidelines published by the 8 | MARCH 2014

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IMO and classification societies, there are few prescriptions to be observed. Regulation 15 says: All decisions which are made for the purpose of applying the requirements of regulations 19 (LRIT), 22 (Visibility), 24 (Heading and track control systems), 25 (Steering gear), 27 (Charts and publications) and 28 (Logs) and which affect bridge design, the design and arrangement of navigational systems and equipment on the bridge and bridge procedures shall be taken with the aim of:

Transas Bridge

THE PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.

1. Facilitating the tasks to be performed by the bridge team and the pilot in making full appraisal of the situation and in navigating the ship safely under all operational conditions; 2. Promoting effective and safe bridge resource management; 3. Enabling the bridge team and the pilot to have convenient and continuous access to essential information which is presented in a clear and unambiguous manner, using standardized symbols and coding systems for controls and displays; 4. Indicating the operational status of automated functions and integrated components, systems and/or sub-systems; 5. Allowing for expeditious, continuous and effective information processing and decision-making by the bridge team and the pilot; 6. Preventing or minimizing excessive or unnecessary work and any conditions or distractions on the bridge which may cause fatigue or interfere with the vigilance of the bridge team and the pilot; and 7. Minimizing the risk of human error and detecting such error if it occurs, through monitoring and alarm systems, in time for the bridge team and the pilot to take appropriate action.

MARCH 2014 Â | 9

NAVIGATION AND BRIDGE 1

 | CHAPTER 2: BNWAS

LONG WITH ECDIS, bridge navigation watch alarm systems are presently in the process of becoming mandatory on all vessels above 150gt. The programme is already quite advanced and by July last year all but a handful of the cargo vessels above 3,000gt and all passenger vessels should have been through an annual safety equipment survey since the 1 July 2012 date in the regulation. That leaves just two categories of ships still to come under the mandatory carriage requirement, namely: • Cargo ships of 500gt and upwards but less than 3,000gt constructed before 1 July 2011, not later than the first survey after 1 July 2013; and • Cargo ships of 150gt and upwards but less than 500gt constructed before 1 July 2011, not later than the first survey after 1 July 2014.

However, the programme for installations was thrown into confusion when it was discovered that due to the wording used in the amendments to SOLAS, ships built before 2002 might be considered as being exempt from the requirement to install a BNWAS. This omission was rectified by the IMO in 2013 and a new timetable drawn up for ships built before 2002 with dates four years after those stated in the original programme. That means for affected cargo vessels over 3,000gt and all passenger vessels the new dates is 1 January 2016; for cargo ships between 500gt and 300gt the date is 1 January 2017 and for those between 150gt and 500gt the deadline is 1 January 2018. The number of vessels affected is likely to be small since most owners and flag states were unaware of the mistake. Ships falling within the original programme and the new targets for older vessels account for tens of thousands of ships – perhaps as much as half the world fleet. Some of course may already have fitted equipment voluntarily, particularly if the ship had recently undergone a regular drydocking. The remainder will have until late 10 | MARCH 2014

SHIPS FALLING WITHIN THE ORIGINAL PROGRAMME AND THE NEW TARGETS FOR OLDER VESSELS ACCOUNT FOR TENS OF THOUSANDS OF SHIPS.

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2018 to comply depending upon size and survey anniversaries. Bridge Watch Alarms had been required on Danish vessels well before being made mandatory by the IMO following an incident in which a Danish flagged vessel collided with the Great Belt Bridge in 2005. By 2008, the IMO had formulated performance standards for BNWAS which are laid down in MSC.128(75). Ships with alarms fitted prior to the standard being agreed may still comply as the IMO standards were based upon existing requirements of certain states. The standards say that the system must monitor the awareness of the officer of the watch (OOW) and automatically alert the master or another qualified OOW if for any reason the OOW becomes incapable of performing his duties. This is done by way of an initial visual alarm and subsequent audible alarms which the OOW must acknowledge within a specified time period. IMO rules state that the BNWAS should be operational whenever the shipâ&#x20AC;&#x2122;s heading or track control system is engaged, unless inhibited by the master. On several occasions, the standards refer to the alarm being reset but do not prescribe how the acknowledgement or reset should be made. Following several approaches from industry bodies and governments, the IMO has decided that although a BNWAS with only a reset button will be allowed, they should be avoided. IMO considers it advisable to install systems making use of a combination of sensors to reduce the number of alarms and avoid unnecessary stress and inconvenience to the OOW. As a result, many of the systems being marketed are fitted with motion sensors of one type or another. Passive infrared sensors are popular choices and can be fitted at various places around the bridge. For an operator selecting a BNWAS, it is important to note that the exact interpretation of the performance standards is a matter for the flag state and while most will accept motion sensors this should not be taken for granted.

BNWAS from Daniamant

MARCH 2014 Â | 11

NAVIGATION AND BRIDGE 1

BNWAS

In some cases where flag states do accept motion sensors there are additional rules that govern their siting and performance. Flag state surveyors and approved recognised organisations should be aware of the requirements for vessels of that flag and efforts should be made to ensure that an otherwise type-approved BNWAS will not be rejected when the Safety Equipment Survey is carried out. Some manufacturers add in extra degrees of sophistication and modes of their own. This has resulted in the incorporation of features such as password protection, automatic activation when the ship’s speed (determined from GPS input) exceeds a fixed rate and the ability to switch between auditory or visual alarms. Most systems are standalone units, but some manufacturers have incorporated their system into a wider alarm device or even into an integrated bridge system. In units of this kind, there are connections to any number of other systems, bringing all of the alarms likely to sound on the bridge into a single device. It should be noted that the BNWAS performance standards do say that the alarms should not be capable of being confused with fire or general alarms used on the vessel. With a newbuilding, installing a BNWAS is usually straightforward but for in service ships, the system will have to be retro-fitted. While the equipment itself is fairly inexpensive, in most cases, the installation costs will make up the major portion of the expenditure. When any installation involves running new cables, the costs, both in terms of labour and vessel “down time”, not to mention general disruption, can quickly escalate. There is no shortage of suppliers in the market and competition is likely to be fierce as the retrofit programme begins to run down. Some of the manufacturers are independent suppliers, some are major suppliers of navigation equipment and systems and some are shipbuilders. A list of manufacturers is included elsewhere in this guide and although extensive it should not be considered comprehensive. As mentioned there is an onus on the buyer to determine if any BNWAS listed is both type-approved and permitted under flag state regulations. 12 | MARCH 2014

WITH A NEWBUILDING, INSTALLING A BNWAS IS USUALLY STRAIGHTFORWARD BUT FOR IN SERVICE SHIPS, THE SYSTEM WILL HAVE TO BE RETRO-FITTED.

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NAVIGATION AND BRIDGE 1

ď&#x192;¨ | CHAPTER 3: GMDSS

HE GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS) is an international system which uses landbased and satellite technology and ship-board radio-systems to ensure rapid, automated, alerting of shore based communication and rescue authorities, in addition to ships in the immediate vicinity, in the event of a marine distress. In 2012, the IMO announced plans to modernise GMDSS and envisages a fully comprehensive review to take place over a three-year period (2013â&#x20AC;&#x201C;2015), followed by a further two-year period (2015-2017) for the development of legal instruments, revision/development of relevant performance standards and an implementation period. How the impending IMO Polar Code may impact GMDSS requirements is also under review. The scope of GMDSS and how it operates in practice is vast and warrants a complete book in itself in the shape of the IMOpublished GMDSS Manual. In this guide, only the basics and the equipment carriage and maintenance aspects are covered. Under GMDSS, all ocean-going passenger ships and cargo ships of 300gt and above engaged on international voyages must be equipped with radio equipment that conforms to international standards as set out in the system. GMDSS was adopted by the IMO by way of amendments to SOLAS 1974 Chapter IV in 1988 and entered into force on 1 February 1992 14 | MARCH 2014

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with a phase-in period running until 1 February 1999 depending on ship type and size. With the phase-in period now well in the past, all ships are subject to GMDSS carriage and maintenance requirements which vary depending on ship type and area of operation. A survey of GMDSS equipment is needed at regular intervals for the ship to be issued with and retain a valid Safety Radio Certificate. Survey of radio installation on SOLAS ships should be carried out in accordance with the rules laid down in IMO Res. A.746(18) “Survey Guidelines under the harmonised system of survey and certification” R 8 (adopted by IMO), and SOLAS 1974 as amended, chapter I, part B. The radio survey should always be performed by a fully qualified radio surveyor who has adequate knowledge of the IMO’s relevant conventions and associated performance standards and appropriate ITU Radio Regulations. It is considered as very important that the responsible radio operators are properly instructed and trained in how to use the GMDSS radio equipment. The radio licence and certificate for the radio operator/operators should be checked during the survey. There are a number of different types of GMDSS qualifications, as follows

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• First Class Radio-Electronic Certificate; • Second Class Radio-Electronic Certificate; and • GMDSS General Operator’s Certificate • ROC (Restricted Operators Certificate)

The First and Second Radio-Electronic Certificates are designed for Ship’s Radio-Electronic Officers, who sail on GMDSS ships which use the option of at-sea electronic maintenance. The GMDSS General Operator’s Certificate is a non-technical operator qualification, designed for Navigating Officers. The GMDSS General Operator’s Certificate is normally awarded after a ten day course and examination. MARCH 2014 | 15

NAVIGATION AND BRIDGE 1

For the purpose of GMDSS, four operational zones have been established loosely based on distance from shore and in range of different communication systems. • SEA AREA A1: the area within the radiotelephone coverage of at least one VHF coast station in which continuous DSC (Digital Selective Calling) alerting is available; • SEA AREA A2: the area, excluding Sea Area A1, within the radiotelephone coverage of at least one MF coast station in which continuous DSC (Digital Selective Calling) alerting is available; • SEA AREA A3: the area, excluding Sea Areas A1 and A2, within the coverage of an Inmarsat geostationary satellite in which continuous alerting is available; and • SEA AREA A4: an area outside sea areas A1, A2 and A3.

In practical terms, this means that ships operating exclusively within about 35 nautical miles from the shore may be able to carry only equipment for VHF-DSC communications; those which go beyond this distance, up to about 150 to 400 nautical miles from shore, should carry both VHF-DSC and MF-DSC equipment; while those operating further from the shore but within the footprints of the Inmarsat satellites should additionally carry approved Inmarsat terminal(s). In the early days of GMDSS, Inmarsat C was the preferred option and minimum requirement where satellite services were mandated. In early 2013 compliant services include Inmarsat B, Inmarsat C, Mini C and Fleet 77. Inmarsat’s satellite network is available in areas A1 to A3 but does not extend to area A4 which is effectively waters in Polar regions. In these areas HF communications are required although vessels equipped with Iridium communication systems can communicate with shore and ship to ship providing both vessels have the equipment. EQUIPMENT REQUIREMENTS

As is clear from the description of the zones above, only ships operating in areas A3 and A4 are obliged to carry satellite 16 | MARCH 2014

SHIPS OPERATING EXCLUSIVELY WITHIN ABOUT 35 NAUTICAL MILES FROM THE SHORE MAY BE ABLE TO CARRY ONLY EQUIPMENT FOR VHF-DSC COMMUNICATIONS.

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GMDSS

TABLE OF EQUIPMENT REQUIREMENTS (INCLUDING DUPLICATION OF EQUIPMENT) VHF WITH DSC

A3 INMARSAT SOLUTION

A3 HF SOLUTION

VHF WITH DSC

∞

DSC WATCH RECEIVER CHANNEL 70

∞

MF TELEPHONY WITH MF DSC

∞

DSC WATCH RECEIVER MF 2187,5 KHZ

∞

INMARSAT SHIP EARTH STATION WITH EGC RECEIVER

∞

MF/HF TELEPHONY WITH DSC AND NBDP

∞

DSC WATCH RECEIVER MF/HF

∞

∞ ∞

DUPLICATED VHF WITH DSC

∞

DUPLICATED INMARSAT SHIP TO EARTH STATION (SES)

∞

DUPLICATED MF/HF TELEPHONY WITH DSC AND NBDP

•

NAVTEX RECEIVER 518 KHZ

∞

EGC RECEIVER

∞1

∞

FLOAT-FREE SATELLITE EPIRBR

∞

∞4

SART

∞2

HAND HELD GMDSS VHF TRANSCEIVERS

∞2

∞3

∞

FOR PASSENGER SHIPS THE FOLLOWING APPLIES FROM 01.07.97 “DISTRESS PANEL” (SOLAS CHAPTER IV/6.4 AND 6.6)

∞

AUTOMATIC UPDATING OF POSITION TO ALL RELEVANT RADIO-COMMUNICATION EQUIPMENT CHAPTER IV/6.5. THIS ALSO APPLIES FOR CARGO SHIPS FROM 01.07.02 (CHAPTER IV, NEW REGULATION 18)

∞

TWO-WAY-ON-SCENE RADIO-COMMUNICATION ON 121, 5 OR 123, 1MHZ FROM THE NAVIGATING BRIDGE. (SOLAS CHAPTER IV/7.5)

∞

1. Outside NAVTEX coverage area. 2. Cargo ships between 300 and 500gt.: 1 set. Cargo ships of 500gt. and upwards and passenger ships: 2 sets. 3. Cargo ships between 300 and 500gt.: 2 sets. Cargo ships of 500gt. and upwards and passenger ships: 3 sets.

communications meaning radios (operating on VHF,HF and MF) are still considered the primary means of communication in emergency situations. In addition search and rescue transponders (SARTs) and NAVTEX (Navigational Telex) are also required for GMDSS compliance. SARTs are devices which are used to locate survival craft or distressed vessels by creating a series of dots on a rescuing ship’s X-band radar display. The detection range between these devices and ships, dependent upon the height of the ship’s radar mast and the height of the SART, is normally less than about ten miles. Initially only radar SARTS were allowed but since the advent of AIS, a hybrid AIS-SART has been permitted as an alternative. Most SARTs are mostly cylindrical and in safety orange colour. NAVTEX is an international automated MF direct-printing service for delivery of navigational and meteorological warnings and forecasts, as well as urgent MARCH 2014 | 17

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GMDSS

marine safety information to ships. It was developed to provide a low-cost, simple, and automated means of receiving information aboard ships at sea within approximately 200 nautical miles off shore. A NAVTEX is usually a bracket mounted cabinet with a small LCD screen displaying broadcast messages with an optional printout. 1. Outside NAVTEX coverage area.GMDSS regulations define three methods of ensuring availability of GMDSS equipment at sea • At sea electronic maintenance, requiring the carriage of a qualified radio/electronic officer (holding a GMDSS First or Second class Radio-Electronics Certificate) and adequate spares and manuals; • Duplication of certain equipment; or • Shore based maintenance

Ships engaged on voyages in sea areas A1 and A2 are required to use at least one of the three maintenance methods outlined above, or a combination as may be approved by their administration. Ships engaged on voyages in sea areas A3 and A4 are required to use at least two of the methods outlined above. The vast majority of ships do not opt for at sea maintenance preferring instead to duplicate the equipment and use shore based maintenance (for A3 ships), or use shore based maintenance only (A1 and A2 ships). GMDSS equipment is required to be powered from three sources of supply: • ship’s normal alternators/generators; • ship’s emergency alternator/generator (if fitted); and • a dedicated radio battery supply.

The batteries are required to have a capacity to power the equipment for 1 hour on ships with an emergency generator, and 6 hours on ships not fitted with an emergency generator. MARCH 2014 | 19

NAVIGATION AND BRIDGE 1

ď&#x192;¨ | CHAPTER 4: VDR

OYAGE DATA RECORDERS (VDRs), or black boxes for ships as they are commonly referred to are intended to provide information to official investigators into accidents and incidents involving ships. They must be carried on all passenger ships and other vessels above 3,000gt which are subject to SOLAS regulations. Some flag states also require that they be carried on certain other vessel types that trade only domestically and are therefore outside the scope of SOLAS. To be compliant with the regulations covering their carriage, VDRs need to be connected to the navigating instruments, alarm systems and the majority of controls on the bridge. In addition they must be able to make audio recordings of the bridge environment so that conversations and orders occurring before and during an incident can be accessed as part of any official investigation. Because of the number of connections that need to be made, fitting a VDR is not a straightforward task and cost of the equipment and fitting can be considerable. When first introduced, the rules required the recording media of a VDR to be capable of recording at least 12 hours of continuous data after which it could be overwritten. The majority of VDRs were able to record for much longer than the minimum allowed but their are now much more stringent requirements in place. Recording media has improved greatly since VDRs were first introduced with hard disks now often replaced by solid state memory which is much more robust and less prone to damage. When originally mooted as an item of mandatory equipment around the turn of the century, VDRs were initially considered as an unnecessary surveillance of crew activity but have since become an accepted part of bridge equipment. There was too, some criticism about the data recording capsule not being required to be a float-free device; the argument being that unlike aircraft black boxes, VDRs will almost certainly end up at the bottom of the ocean in worst case scenarios. Another point of concern was that given the range of equipment that would need to be connected to a VDR, it might not be possible 20 | MARCH 2014

Totem VDR capsule recovered

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for existing ships to comply with the rules contained in SOLAS and the accompanying performance standards. This was recognised as a valid point by the IMO and eventually a simplified or S-VDR standard was formulated for vessels unable to comply with the full version. It was further permitted for flag administrations to dispense with even the S-VDR and exempt ships, other than roâ&#x20AC;&#x201C;ro passenger ships, constructed before 1 July 2002 from being fitted with a VDR where it could be demonstrated that interfacing one with the existing equipment on the ship was unreasonable and impracticable. The original performance standards for VDRs are to be found in IMO Resolution A.861(20) from 1997 and those for S-VDRs in MSC 163(78) adopted in May 2004. The latter S-VDR standards introduced the possibility of float free capsules leading to the development of S-VDR SARTs by some manufacturers. IMO Resolution MSC.214(81) adopted two years after the S-VDR standards were defined, introduced a requirement for data download capability on both VDRs and S-VDRs. In May 2012 the standards for VDRs were further refined by Resolution MSC.333(90) which added a requirement for data from more equipment including ECDIS and Inclinometers if fitted for any VDR installed after 1 July 2014. The new standards also make a float-free recording device compulsory and have increased the minimum recording times requirements. As of January 2014, there were just two companies producing float-free recording capsules with both progressing through the type approval channels. As a consequence, manufacturers with an otherwise approved system are bing obliged to wait for the float-free capsules to become available before being able to fully comply with the new regulations. The current performance standards including the 2012 revisions are now covered by the annex to Resolution A.861(20). Sections 1 to 4 are concerned more with references and definitions than practical matters which are covered in sections 5 through to 9 are which are:-

INTERSCHALT VDR G4

MARCH 2014 Â | 21

NAVIGATION AND BRIDGE 1

VDR

5 OPERATIONAL REQUIREMENTS

5.1 General 5.1.1 The VDR should continuously maintain sequential records or preselected data items relating to the status and output of the shipâ&#x20AC;&#x2122;s equipment, and command and control of the ship, referred to in 5.5. 5.1.2 To permit subsequent analysis of factors surrounding an incident, the method of recording should ensure that the various data items can be co-related in date and time during playback on suitable equipment. 5.1.3 The system should include functions to perform a performance test at any time, e.g. annually or following repair or maintenance work to the VDR or any signal source providing data to the VDR. This test may be conducted using the playback equipment and should ensure that all the required data items are being correctly recorded. 5.1.4 The design and construction, which should be in accordance with the requirements of resolution A.694(17) and international standards acceptable to the Organization1, should take special account of the requirements for data security and continuity of operation as detailed in 5.3 and 5.4.

5.2 Final recording medium The final recording medium should consist of the following items: 1. fixed recording medium; 2. float-free recording medium; and 3. long-term recording medium.

5.2.1 Fixed recording medium The fixed recording medium should be installed in a fixed protective capsule which should meet all of the following requirements: 1. be capable of being accessed following an incident but secure against a physical or electronically manipulated change or deletion of recorded data; 2. maintain the recorded data for a period of at least two years following termination of recording; 22 | MARCH 2014

Selma Control installation

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NAVIGATION AND BRIDGE 1

3. maximize the probability of survival against fire, shock, penetration and deep-sea-pressure and recovery of the final recorded data after any incident; 4. be of a highly visible colour and marked with retro-reflective materials; and 5. be fitted with an appropriate device to aid location under water.

5.2.2 Float-free recording medium The float-free recording medium should be installed in a float-free capsule which should meet all of the following requirements: 1. be fitted with means to facilitate grappling and recovery; 2. maintain the recorded data for a period of at least six months following termination of recording; 3. be so constructed as to comply with the requirements specified in resolution A.810(19) and to minimize risk of damage during recovery operations; 4. be capable of transmitting an initial locating signal and further locating homing signal for at least 48 hours over a period of not less than seven days/168 hours; and 5. be capable of being accessed following an incident but secure against a physical or electronically manipulated change or deletion of recorded data.

5.2.3 Long-term recording medium The long-term recording medium should: 1. be capable of being accessed from an internal, easily accessible area of the ship; and 2. provide access to the data held on it but be secured against a physical or electronically manipulated change or deletion of recorded data.

5.3 Data selection and security 5.3.1 The minimum amount of data items to be recorded by the VDR is specified in 5.5. Optionally, additional items may be recorded provided that the requirements for the recording and 24 | MARCH 2014

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VDR

storage of the specified selections are not compromised. 5.3.2 The equipment should be so designed that, as far as is practical, it is not possible to manipulate the amount of data being recorded by the VDR, the data itself nor the data which has already been recorded. Any attempt to interfere with the integrity of the data or the recording should be recorded. 5.3.3 The recording method should be such that each item of the recorded data is checked for integrity and an alarm given if a non-correctable error is detected.

5.4 Continuity of operation 5.4.1 The VDR should be capable of operating from the ship’s mai and emergency source of electrical power.

Consilium Marine’s range of VDR

5.4.2 If the ship’s source of electrical power supply fails, the VDR should continue to record Bridge Audio (see 5.5.5) from the dedicated reserve power source for a period of 2 hours. At the end of this 2 hour period all recording should cease automatically. 5.4.3 Recording should be continuous unless terminated in accordance with 5.4.2. The time for which all stored data items are retained should be at least 30 days/720 hours on the long-term recording medium and at least 48 hours on the fixed and float-free recording media. Data items which are older than this may be overwritten with new data.

5.5 Data items to be recorded 5.5.1 Date and time Date and time, referenced to UTC, should be obtained from a source external to the ship and an internal clock should be synchronized with valid date and time data. During times of a loss of the external source, the internal clock should be used. The recording should indicate which source is in use. The recording method should be such that the timing of all other recorded data items can be derived on playback with a resolution and continuity sufficient to reconstruct the history of the incident in detail.

MARCH 2014 | 25

NAVIGATION AND BRIDGE 1

VDR

5.5.2 Ship’s position Latitude and longitude, and the datum used, should be derived from an electronic position-fixing system (EPFS). The recording should ensure that the identity and status of the EPFS can always be determined on playback. 5.5.3 Speed through the water and speed over the ground, including an indication of which it is, derived from the ship’s speed and distance measuring equipment, as required by SOLAS regulations. 5.5.4 Heading as indicated by the ship’s heading source. 5.5.5 Bridge audio Microphones should be positioned on the bridge covering all work stations as described in MSC/Circ.982 so that conversation is recorded. The recording should be such that, on playback, a normal speaking voice should provide adequate intelligibility while the ship is performing its normal operations. This performance should be maintained at all work stations while there is a single audio alarm anywhere on the bridge or any noise, including noise from faulty equipment or mounting, or wind. This should be achieved through the use of at least two channels of audio recording. Microphones positioned outside on bridge wings, should be recorded on at least one additional separate channel. 5.5.6 Communications audio VHF communications relating to ship operations should be recorded on an additional separate channel to those referred to in 5.5.5. 5.5.7 Radar The electronic signals of the main displays of both ship’s radar installations as required by SOLAS regulations. The recording method should be such that, on playback, it is possible to present a faithful replica of the entire radar display that was on view at the time of recording, albeit within the limitations of any bandwidth compression techniques that are essential to the working of the VDR. 26 | MARCH 2014

SPEED THROUGH THE WATER AND SPEED OVER THE GROUND,INCLUDING AN INDICATION OF WHICH IT IS, DERIVED FROM THE SHIP’S SPEED AND DISTANCE MEASURING EQUIPMENT, AS REQUIRED BY SOLAS REGULATIONS.

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NAVIGATION AND BRIDGE 1

5.5.8 ECDIS Where a vessel is fitted with an ECDIS installation, the VDR should record the electronic signals of the ECDIS display in use at the time as the primary means of navigation. The recording method should be such that, on playback, it is possible to present a faithful replica of the entire ECDIS display that was on view at the time of recording, albeit within the limitations of any bandwidth compression techniques that are essential to the working of the VDR and in addition the source of the chart data and the version used. 5.5.9 Echo sounder The depth information. This should include, where available, depth under keel, the depth scale currently being displayed and other status information. 5.5.10 Main alarms This should include the status of all mandatory alarms on the bridge2 or as received from the Bridge Alert Management System, if installed, recorded as individually identified alarms. 5.5.11 Rudder order and response This should include status and settings of heading or track controller, if fitted and indicate the control station, mode, and power unit(s) in use. 5.5.12 Engine and thruster order and response This should include the positions of any engine telegraphs or direct engine/propelle controls and feedback indications on the bridge, if fitted, including ahead/astern indicators and indicate the control station in use. This should also include any thrusters if fitted and indicate the control station in use. 5.5.13 Hull openings status This should include all mandatory status information required to be displayed on the bridge. 5.5.14 Watertight and fire door status This should include all 28 | MARCH 2014

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VDR

mandatory status information required to be displayed on the bridge. 5.5.15 Accelerations and hull stresses Where a ship is fitted with hull stress and response monitoring equipment, all the data items that have been pre-selected within that equipment should be recorded. 5.5.16 Wind speed and direction Where a ship is fitted with a suitable sensor, wind speed and direction should be recorded, including its true or relative status. 5.5.17 AIS All AIS data should be recorded. 5.5.18 Rolling motion The VDR should be connected to an electronic

A VDR unit on a cruise ship

inclinometer if installed. The recording method should be such that the rolling motion can be reconstructed during playback. 5.5.19 Configuration data In addition to the data items specified in 5.5.1 to 5.5.18, a data block defining the configuration of the VDR and the sensors to which it is connected should be written into the final recording medium during commissioning of the VDR. The data block should be maintained up to date with respect to the vessel installation. It should include details on the manufacturer, type and version number of a sensor, the identification and location of the sensor and the interpretation of the sensor data. This configuration data should be permanently retained in the final recording media and protected from modification other than by a duly authorized person following any change to the configuration. 5.5.20 Electronic logbook Where a ship is fitted with an electronic logbook in accordance with the standards of the Organization the information from this should be recorded.

6 Operation The unit should be entirely automatic in normal operation.

MARCH 2014 Â | 29

NAVIGATION AND BRIDGE 1

7 Documentation Information describing the location of the long-term recording medium interface and instructions describing the means of interfacing with it as referred to in 9 should be provided in at least the English language. The equipment documentation should include guidance for the placement of the information and instructions at a prominent position as close to the long-term recording medium interface as practicable. 8 Interfacing Interfacing to the various signal sources required should be in accordance with the relevant international interface standard, where possible3. Any connection to any item of the shipâ&#x20AC;&#x2122;s equipment should be such that the operation of that equipment suffers no deterioration, even if the VDR system develops faults. 9 Download and playback equipment for investigation authorities 9.1 Data output interface The VDR should provide an interface for downloading the stored data and play back the information to an external computer. The interface should be compatible with an internationally recognized format, such as Ethernet, USB, FireWire, or equivalent. It should be possible to perform a download of the recorded data for a user-defined period of time. 9.2 Software for data downloading and play back 9.2.1 A copy of the software program providing the capability to download the stored data and play back the information onto a connected external laptop computer and for the playback of the data should be provided for each VDR installation. 9.2.2 The software should be compatible with an operating system available with commercial-off-the-shelf laptop computers and provided on a portable storage device such as a CD-ROM, DVD, USB-memory stick, etc. 9.2.3 Instructions for executing the software and for connecting the external laptop computer to the VDR should be provided. 9.2.4 The portable storage device containing the software, the 30 | MARCH 2014

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VDR

instructions and any special (not commercial off-the-shelf) parts necessary for the physical connection of the external laptop computer, should be stored within the main unit of the VDR. 9.2.5 Where non-standard or proprietary formats are used for storing the data in the VDR, the software for converting the stored data into open industry standard formats should be provided on the portable storage device or resident in the VDR. Notes 1. Refer to publication IEC 60945 – Maritime navigation and radiocommunication equipment and systems – General requirements, methods of testing and required test results. 2. Resolution A.1021(26), Code on Alerts and Indicators, 2009, table 10.1.1. 3. Refer to publication IEC 61162 – Maritime navigation and radiocommunication equipment and systems – Digital interfaces.

Latest developments Of necessity every VDR on the market should be type approved and capable of meeting the performance standards applying taking into account ship age and type and the date on which the VDR was installed. Beyond that, some makers have added features to their products in an attempt to be more attractive in a competitive field and to meet specific requests from some customers. As a consequence it is possible to find VDRs that have the capability to transmit all recorded data via the ship’s communication system to shore offices. Information received ashore could be used for internal investigations and for training purposes. Following on from the tragic incident involving the Costa Concordia in January 2012, it is even possible that a future performance standard might make such transmission and monitoring of data a requirement under the ISM Code. Some VDRs such as those produced by INTERSCHALT, Netwave and Danelec now have the potential to be accessed directly by the shore office allowing remote assistance to be given during emergencies when shore personnel can see exactly what officers on the bridge are experiencing. This feature also permits fault finding to be carried out remotely meaning that shore engineers can have any required replacement parts to hand when they arrive on the vessel..

The VDR G4 from INTERSCHALT MARCH 2014 | 31

NAVIGATION AND BRIDGE 1

 | CHAPTER 5: AIS

UTOMATIC IDENTIFICATION SYSTEM (AIS) was developed purely as a response to that problem and to aid shore-based VTS operators as well as navigators on ships to properly identify radar targets. The technology behind AIS is derived from the work of Swedish inventor Håkan Lans who, in the mid-1980s, developed a means of allowing spontaneous, masterless communication, which permits a large number of transmitters to send data bursts over a single narrowband radio channel by synchronising their data transmissions to a very precise timing standard. AIS consists of a transponder system in which ships continually transmit their ID, position, course, speed and other data over VHF. The data transmitted is derived from ships equipment as regards position, course and speed, from initial input for the ID which comprises ship’s name and call sign and from direct manual input for other details such as port of destination and type of cargo. Updated information is transmitted at regular intervals of very short duration. When received on the other ships, the data is decoded and displayed for the officer of the watch, who can view AIS reports from all other AIS-equipped ships within range in graphic and text format. The AIS data may optionally be fed to the ship’s integrated navigation systems and radar plotting systems to provide AIS “tags” 32 | MARCH 2014

SAILOR 6110 Mini-C GMDSS

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for radar targets. The AIS data can also be logged to the ship’s Voyage Data Recorder (VDR) for playback and future analysis. By the late 1990s the concept had been developed to a point where it was considered by the IMO as a desirable aid to navigation and, despite attempts by proponents of rival systems was being marked down for mandatory carriage on ships. In 2000, IMO adopted a new requirement (as part of a revised new chapter V) for all ships to carry AIS capable of providing information about the ship to other ships and to coastal authorities automatically. The regulation requires AIS to be fitted aboard all ships of 300 gross tonnage and upwards engaged on international voyages, cargo ships of 500 gross tonnage and upwards not engaged on international voyages and all passenger ships irrespective of size. The requirement became effective for all ships by 31 December 2004. In between the regulation being adopted and the coming into force and as a result of terrorist attacks on New York in September 2001, the role of AIS as a pure aid to navigation was ‘hijacked’ and instead it became a first but poorly considered attempt at imposing official surveillance on the world fleet. Later LRIT was to take on that role but once again even that system proved it is adequate for surveillance of ‘honest’ ships but easily by-passed by ships with nefarious intent. The IMO regulation requires ships fitted with AIS to maintain AIS in operation at all times except where international agreements, rules or standards provide for the protection of navigational information. The regulation requires that AIS shall: • provide information – including the ship’s identity, type, position, course, speed, navigational status and other safety-related information – automatically to appropriately equipped shore stations, other ships and aircraft; • receive automatically such information from similarly fitted ships; · monitor and track ships; • exchange data with shore-based facilities.

WHEN RECEIVED ON THE OTHER SHIPS, THE DATA IS DECODED AND DISPLAYED FOR THE OFFICER OF THE WATCH, WHO CAN VIEW AIS REPORTS FROM ALL OTHER AIS-EQUIPPED SHIPS WITHIN RANGE IN GRAPHIC AND TEXT FORMAT. MARCH 2014 | 33

NAVIGATION AND BRIDGE 1

The regulation applies to ships built on or after 1 July 2002 and to ships engaged on international voyages constructed before 1 July 2002, according to the following timetable: • passenger ships, not later than 1 July 2003; • tankers, not later than the first survey for safety equipment on or after 1 July 2003; • ships, other than passenger ships and tankers, of 50,000gt and upwards, not later than 1 July 2004.

An amendment adopted in December 2002 states that, additionally, ships of 300gt and upwards but less than 50,000gt, are also required to fit AIS. All of the deadline dates are historic so a working AIS is now required on all vessels above 300gt. Within a very short period of time after the introduction of AIS, a number of organisations and individuals were disseminating AIS data by way subscription and free to view services on the internet. This caused great concern to operators not just because it might be seen as compromising safety but also because commercial information could easily be accessed by competitors. At its 79th session in December 2004, the IMO’s Maritime Safety Committee agreed that, in relation to the issue of freely available AIS-generated ship data on the world-wide web, the publication on the world-wide web or elsewhere of AIS data transmitted by ships could be detrimental to the safety and security of ships and port facilities and was undermining the efforts of the Organization and its Member States to enhance the safety of navigation and security in the international maritime transport sector. The Committee condemned the regrettable publication on the world-wide web, or elsewhere, of AIS data transmitted by ships and urged Member Governments, subject to the provisions of their national laws, to discourage those who make available AIS data to others for publication on the world-wide web, or elsewhere from doing so. In addition, the Committee condemned those who irresponsibly publish AIS data transmitted by ships on the world34 | MARCH 2014

ALL OF THE DEADLINE DATES ARE HISTORIC SO A WORKING AIS IS NOW REQUIRED ON ALL VESSELS ABOVE 300GT.

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AIS

wide web, or elsewhere, particularly if they offer services to the shipping and port industries. Despite the IMO’s condemnation, the number of web sites and services has continued to grow and it is possible for anyone with an internet connection to carry out surveillance on all ships that have their AIS switched on. Performance Standards Res.MSC.74(69) Page:13/20 ANNEX 3

Recommendation on Performance Standards for a Universal Shipborne Automatic Identification System (AIS)

Drew Marine: Comet Light and Smoke Signal

1 Scope 1.1 These performance standards specify the requirements for the universal AIS. 1.2 The AIS should improve the safely of navigation by assisting in the efficient navigation of ship, protection of the environment, and operation of Vessel Traffic Services (VTS), by satisfying the following functional requirements: in a ship-to-ship mode for collision avoidance; as a means for littoral States to obtain information about a ship and its cargo; and as a VTS tool, i.e. ship-to-shore (traffic management). 1.3 The AIS should be capable of providing to ships and to competent authorities, information from the ship, automatically and with the required accuracy and frequency, to facilitate accurate tracking. Transmission of the data should be with the minimum involvement of ship’s personnel and with a high level of availability. 1.4 The installation, in addition to meeting the requirements of the Radio Regulations, applicable ITU-R Recommendations and the general requirements as set out in resolution A.694 (17), should comply with the following performance standards.

MARCH 2014 | 35

NAVIGATION AND BRIDGE 1

2 Functionality 2.1 The system should be capable of operating in a number of modes: an “autonomous and continuous” mode for operation in all areas. This mode should be capable of being switched to/from one of the following alternate modes by a competent authority; an “assigned” mode for operation in an area subject to a competent authority responsible for traffic monitoring such that the data transmission interval and/or time slots may be set remotely by that authority; and a “polling” or controlled mode where the data transfer occurs in response to interrogation from a ship or competent authority.

3 Capability 3.1 The AIS should comprise: a communication processor, capable of operating over a range of maritime frequencies, with an appropriate channel selecting and switching method, in support of both short and long range applications; a means of processing data from an electronic position-fixing system which provides resolution of one ten thousandth of a minute of arc and uses the WGS-84 datum.; a means to automatically input data from other sensors meeting the provisions as specified in paragraph 6.2; a means to input and retrieve data manually; a means of error checking the transmitted and received data; and built in test equipment (BITE). 3.2 The AIS should be capable of: providing information automatically and continuously to a competent authority and other ships, without involvement of ship’s personnel; receiving and processing information from other sources, including that from a competent authority and from other ships; responding to high priority and safety related calls with a minimum of delay; and providing positional and manoeuvring information at a data rate 36 | MARCH 2014

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AIS

adequate to facilitate accurate tracking by a competent authority and other ships.

4 User interface To enable a user to access, select and display the information on a separate system, the AIS should be provided with an interface conforming to an appropriate international marine interface standard. 5 Identification For the purpose of ship and message identification, the appropriate Maritime Mobile Service Identity (MMSI) number should be used. 6 Information 6.1 The information provided by the AIS should include Static: IMO number (where available) Call sign & name Length and beam Type of ship Location of position-fixing antenna on the ship (aft of bow and port or starboard of centerline) DYNAMIC: Ship’s position with accuracy indication and integrity status Time in UTC* Course over ground Speed over ground Heading Navigational status (e.g. NUC, at anchor, etc.- manual input) Rate of turn (where available) Optional - Angle of heel (where available)** Optional - Pitch and roll (where available)** VOYAGE RELATED: Ship’s draught Hazardous cargo (type)***

WITHIN A VERY SHORT PERIOD OF TIME AFTER THE INTRODUCTION OF AIS, A NUMBER OF ORGANISATIONS AND INDIVIDUALS WERE DISSEMINATING AIS DATA BY WAY SUBSCRIPTION AND FREE TO VIEW SERVICES ON THE INTERNET. MARCH 2014 | 37

NAVIGATION AND BRIDGE 1

AIS

Destination and ETA (at masters discretion) Optional - Route plan (waypoints)** SHORT SAFETY-RELATED MESSAGES 6.2 Information update rates for autonomous mode The different information types are valid for a different time period and thus need a different update rate: • Static information: Every 6 min and on request • Dynamic information: Dependant on speed and course alteration according to Table 1 • Voyage related information: Every 6 min, when data has been amended and on request • Safety-related message: As required. Ship Reporting Capacity – the system should be able to handle a minimum of 2000 reports per min to adequately provide for all operational scenarios envisioned.

TYPE OF SHIP

REPORTING INTERVAL

SHIP AT ANCHOR

3 MIN

SHIP 0-14 KNOTS

12 SEC

SHIP 0-14 KNOTS AND CHANGING COURSE

4 SEC

SHIP 14-23 KNOTS

6 SEC

SHIP 14-23 KNOTS AND CHANGING COURSE

2 SEC

SHIP >23 KNOTS

3 SEC

SHIP >23 KNOTS AND CHANGING COURSE

2 SEC

38 | MARCH 2014

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MARCH 2014 | 39

NAVIGATION AND BRIDGE 1

COMPANY

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COBHAM SATCOM (SAILOR)

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DANELEC MARINE A/S

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DANIAMANT ELECTRONICS A/S (UNI-SAFE ELECTRONICS A/S)

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AIS

ECDIS

IBS

RADAR

CHART RADAR

ARPA

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DREW MARINE SIGNAL AND SAFETY FURUNO

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INTERSCHALT MARITIME SYSTEMS AG

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AIS

WWW.ACMARINE.DK WWW.ALPHATRONMARINE.COM WWW.AMIMARINE.NET WWW.COBHAM.COM WWW.CONSILIUM.SE WWW.DANELEC-MARINE.COM WWW.UNIELEC.DK •

WWW.ULSTEIN.COM

6.3 Security A security mechanism should be provided to detect disabling and to prevent unauthorised alteration of input or transmitted data. To protect the unauthorized dissemination of data, the IMO guidelines (Guidelines and Criteria for Ship Reporting Systems*) should be followed.

WWW.FURUNO.COM WWW.IMTECH.COM

7 Permissible initialization period The installation should be operational within 2 min of switching on.

WWW.INTERSCHALT.DE WWW.JOTRON.COM WWW.JRCEUROPE.COM WWW.KELVINHUGHES.COM WWW.KM.KONGSBERG.COM WWW.MARIS.NO WWW.MARTEK-MARINE.COM WWW.MCMURDOMARINE.COM WWW.NAVITRON.CO.UK

8 Powers supply The AIS and associated sensors should be powered from the ship’s main source of electrical energy. In addition, it should be possible to operate the AIS and associated sensors from an alternative source of electrical energy. 9 Technical characteristics The technical characteristics of the AIS such as variable transmitter output power, operating frequencies (dedicated internationally and selected regionally), modulation, and antenna system should comply with the appropriate ITU-R Recommendations.

WWW.NORTHROPGRUMMAN.COM WWW.HEADWAYTECH.COM WWW.RAYTHEON-ANSCHUETZ.COM WWW.RUTTER.CA WWW.SAM-ELECTRONICS.DE WWW.SEABMARINE.COM WWW.SELMACONTROL.COM WWW.THOMASGUNN.COM WWW.TOTEMPLUS.COM WWW.TRANSAS.COM

McMurdo Smartfind S10 AIS Beacon MARCH 2014 | 41

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Benefits? Users report up to 5-10% savings on operational spend and 30% reduction in the procurement department workload, along with the benefits of complete transparency that comes from all communication being captured in a standard digital format.

www.shipserv.com Follow Us on Twitter: @ShipServ 42 | MARCH 2014

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 | CHAPTER 6: BRIDGE LAYOUT

Ulstein’s bridge ergonomics

N OLDER VESSELS THE LAYOUT OF BRIDGES would seem to have been very much a secondary consideration in the mind of the ship’s designer although the cluttered appearance of some of these bridges has more to do with extra equipment that has been added over time to meet new regulations. In December 2000, the IMO distributed MSC/Circ.982 which included the Guidelines on Ergonomic Criteria for Bridge Equipment and Layout. The guidelines had been developed by the MSC to ‘assist designers in realising a sufficient ergonomic design of the bridge, with the objective of improving the reliability and efficiency of navigation’ and were in support of amendments to regulation V/15 of the SOLAS Convention – Principles relating to bridge design, design and arrangement of navigational systems and equipment and bridge procedures, which were to enter into force on 1 July 2002. The 31-page document is extensive in its reach and detail even to the point of laying down minimum and maximum dimensions for specific areas of the bridge and positioning of controls and introducing requirements for placing of pencils and tools around the bridge. There is also an element of transition that can be seen in the guidelines particularly around ECDIS which is now in a mandatory roll-out programme. Most versions of ECDIS now warrant a display at the centre of the integrated bridge system but in December 2000 they were MARCH 2014 | 43

NAVIGATION AND BRIDGE 1

usually standalone systems and might have been found either at the navigation and manoeuvring workstation at the front of the bridge or at the planning and documentation workstation at the rear of the bridge. For obvious reasons, the guidelines only apply to new vessels and identify no less than seven separate workstations which are described below together with a list of equipment, systems and controls that should be found there. Workstation for navigating and manoeuvring: Main workstation for ship’s handling conceived for working in seated/standing position with optimum visibility and integrated presentation of information and operating equipment to control and consider ship’s movement. It should be possible from this place to operate the ship safely, in particular when a fast sequence of actions is required. EQUIPMENT • RADAR / RADAR PLOTTING • ECDIS • AUTOMATIC VISUAL POSITION INDICATOR • INFORMATION OF POSITION FIXING SYSTEMS • INFORMATION OF AUTOMATIC SHIP IDENTIFICATION SYSTEM (AIS) • (ADJUSTMENT) HEADING / TRACK CONTROL SYSTEM • CONTROLS FOR MAIN ENGINE(S) INCL. CRASH MANOEUVRES, EMERGENCY STOP • CONTROLS FOR MAIN RUDDER (INCL. OVERRIDE FACILITY) • CONTROLS FOR THRUSTER • INDICATIONS FOR • FOR PROPELLER REVOLUTIONS (ACTUAL AND DESIRED) • MAIN ENGINE REVOLUTION IN THE CASE OF REDUCTION GEARED ENGINE • PROPELLER PITCH IN THE CASE OF CONTROLLABLE PITCH PROPELLER 44 | MARCH 2014

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BRIDGE LAYOUT

EQUIPMENT • MAGNETIC COMPASS HEADING

• TWO-WAY VHF RADIOTELEPHONE (WALKIE-TALKIE)

• HEADING REMINDER (PRE-SET HEADING)

• INTERNAL COMMUNICATION EQUIPMENT

• WATER DEPTH INCL. DEPTH WARNING ADJUSTMENT

• PUBLIC ADDRESS SYSTEM

• TIME

• VHF POINT WITH CHANNEL SELECTOR

• WIND DIRECTION AND VELOCITY

• REMOTE CONTROL FOR SEARCH LIGHT

• AIR AND WATER TEMPERATURE

• RUDDER PUMP SELECTOR SWITCH

• GROUP ALARMS (WITH AIDS FOR DECISION-MAKING) • STEERING MODE SELECTOR SWITCH • SIGNAL TRANSMITTER FOR

• STEERING POSITION SELECTOR SWITCH

• WHISTLE

• RUDDER PUMP SELECTOR SWITCH

• AUTOMATIC DEVICE FOR FOG SIGNALS

• CONTROLS FOR WINDSCREEN WIPER, WASHER, HEATER

• GENERAL ALARM

• NIGHT VISION EQUIPMENT

• MORSE SIGNALLING LIGHT

• SOUND RECEPTION SYSTEM

• AUTOMATIC DEVICE FOR EMERGENCY ALARM

• ACKNOWLEDGEMENT OF WATCH ALARM

• CONTROLS FOR CONSOLE LIGHTING

Tug boat crews ready for the Triple-E MARCH 2014 | 45

NAVIGATION AND BRIDGE 1

BRIDGE LAYOUT

ACCESSORIES

EQUIPMENT

• SUFFICIENT SHELVES FOR BINOCULARS, ASHTRAY CUP, ETC

• RADAR / RADAR PLOTTING

• WRITING SPACE

• SIGNAL TRANSMITTER FOR WHISTLE

• ADJUSTABLE CHAIR

• ACKNOWLEDGEMENT OF WATCH ALARM

Workstation for monitoring: Workstation from which operating equipment and surrounding environment can be permanently observed in seated / standing position; when several crew members are working on the bridge it serves for relieving the navigator at the workstation for navigating and manoeuvring and/or for carrying out control and advisory functions by master and/or pilot.

• INDICATIONS FOR • PROPELLER REVOLUTIOWNS • PITCH OF CONTROLLABLE PITCH PROPELLER • SPEED • RUDDER ANGLE • GYRO COMPASS HEADING • TIME • RATE-OF-TURN • WATER DEPTH • ALARMS • INTERNAL COMMUNICATION EQUIPMENT • VHF POINT WITH CHANNEL SELECTOR • CONTROLS FOR WINDSCREEN WIPER, WASHER, HEATER

Integrated bridge system 46 | MARCH 2014

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A WORLD CLASS JOURNEY 1814 - 2014

IT TAKES CENTURIES TO BE THIS GOOD

kongsberg.com

KONGSBERG celebrates its 200th anniversary in 2014. Today, our navigation solutions are the culmination of these 200 years of pioneering spirit, with K-Bridge technology playing a vital role on ships and offshore vessels the world over. Its simple, user-friendly interface is the gateway to advanced and fully approved systems that ensure navigation safety, efficiency and reliability in all conditions. K-Bridge gives you full control. Kongsberg Maritime gives you THE FULL PICTURE. MARCH 2014 Â | 47

NAVIGATION AND BRIDGE 1

Alphatron Marine working with Fysergo

Workstation for manual steering (Helmsman’s workstation): Workstation from which the ship can be steered by a helmsman as far as legally or otherwise required or deemed to be necessary, preferably conceived for working in seated position.for carrying out control and advisory functions by master and/or pilot. EQUIPMENT

ACCESSORIES

• STEERING WHEEL / STEERING LEVER

• SHELF FOR BINOCULARS ETC.

• RUDDER PUMP SELECTOR SWITCH

• SHELF FOR NOTES ETC.

• INDICATIONS FOR

• ADJUSTABLE CHAIR

• GYRO COMPASS HEADING • MAGNETIC COMPASS HEADING • PRE-SET HEADING • RUDDER ANGLE • RATE OF TURN • TALKBACK TO BRIDGE WING WORKSTATION • CONTROLS FOR WINDSCREEN WIPER, WASHER, HEATER

Workstation for docking (bridge wing): The workstation for docking operations on the bridge wing should enable the navigator together with a pilot (when present) to observe all relevant external and internal information and control the manoeuvring of the ship.

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Ship bridge simulation

Sperry Marine intgrated bridge systems

EQUIPMENT

ACCESSORIES

• CONTROLS FOR MAIN ENGINE(S)

• ADJUSTABLE CHAIR

• CONTROLS FOR THRUSTER • CONTROLS FOR RUDDER • CONTROLS FOR WHISTLE • STEERING POSITION SELECTOR SWITCH • INDICATIONS FOR • GYRO COMPASS HEADING • PROPELLER REVOLUTIONS • MAIN ENGINE REVOLUTION IN THE CASE OF REDUCTION GEARED ENGINE • PROPELLER PITCH IN THE CASE OF CONTROLLABLE PITCH PROPELLER • LATERAL THRUST • RATE-OF-TURN • RUDDER ANGLE • LONGITUDINAL AND LATERAL MOVEMENT OF SHIP • WIND DIRECTION AND VELOCITY • TALKBACK SYSTEM TO THE WORKSTATIONS NAVIGATING AND MANOEUVRING, MONITORING, MANUAL STEERING, AND TO MANOEUVRING STATIONS, EXCEPT MUSTER STATIONS • SYSTEM FOR EXTERNAL COMMUNICATION WITH TUGS, PILOT BOAT (VHF POINT) • CONTROLS FOR MORSE LAMP AND SEARCHLIGHT MARCH 2014 | 49

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BRIDGE LAYOUT

Workstation for planning and documentation: Workstation at which ship’s operations are planned (e.g. route planning, deck log). Fixing and documenting all facts of ship’s operation. EQUIPMENT • GMDSS EQUIPMENT AS REQUIRED FOR THE APPLICABLE SEA AREA: • VHF-DSC, RADIOTELEPHONE • MF-DSC, RADIOTELEPHONE • MF/HF-DSC, NBDP, RADIOTELEPHONE • INMARSAT-SES • NAVTEX/EGC/HF DIRECT PRINTING TELEGRAPH • EPIRB TRIGGER • MAIN STATION FOR TWO-WAY VHF RADIOTELEPHONE (WALKIE-TALKIE)

The workstations and their associated equipment are supposed to allow for the most ergonomic bridge permitted by modern equipment but it is difficult to equate them with the bridge layouts seen on some of the latest vessels which appear minimalistic by comparison with bridges from just a few years ago. Some of that conception has been brought about by integrating the various controls digitally into just a few display screens that allow overlaying of information systems according to user requirements. The principles of ergonomics also seem to be constantly evolving as does the technology that allows new forms of man and machine interfacing such as touch screens and wide screen displays and even the promise of using nothing more than gestures as with some modern computer gaming consoles to operate controls or switch between displays. Bringing information together in fewer places also makes life easier on those ships that have minimum personnel on the bridge. An example of the latest bridge type is Rolls-Royce’s new Unified 50 | MARCH 2014

BRINGING INFORMATION TOGETHER IN FEWER PLACES ALSO MAKES LIFE EASIER ON THOSE SHIPS THAT HAVE MINIMUM PERSONNEL ON THE BRIDGE.

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Bridge system for offshore vessels introduced in 2013. As offshore ships have become more technologically advanced and able to perform more highly specialised duties, their bridges, as the command centres for the ship, have become more complex. The Rolls-Royce Unified Bridge has been designed to deal with this issue based on both its own research and feedback from customers. It simplifies the range of controls, panels and displays for the various onboard systems, is claimed to have significantly improved ergonomics and easier operation. The bridge layout can also be tailored to meet the needs of a number of different vessels. Even more futuristic is Ulstein Group’s BRIDGE VISION project undertaken in cooperation with The Oslo School of Architecture and Design (AHO), together with Kwant Controls and Aalesund University College. In the project AHO researchers spent time on offshore supply vessels observing how the crew actually used the equipment on the bridge and how they moved between sitting, standing and walking around the bridge. Ulstein BRIDGE VISION’s future work stations offer claimed ergonomic benefits through the combination of an innovative bridge chair design, with multiple sitting positions, and a new, NAUTIS maritime simulator

MARCH 2014 | 51

NAVIGATION AND BRIDGE 1

Kongsberg training simulator facility

ground-breaking console design. In addition, the new bridge adapts both the workspace and software setup to the individual userâ&#x20AC;&#x2122;s specific requirements. A feature of the pioneering system is the use of optical projections that permit vital information to pop up directly on the windows (full frame head-up display) on the aft bridge and on seamless monitors directly below the windows on the front bridge. Operators can then access controls and information by using intuitive touch-commands and gestures. The optical projection of information provides users with all relevant details related to an operation in their line of vision. It also makes coordination between crew members performing interdependent operations much simpler, as they can see the same information even though they positioned apart from one another. The system prioritises information based on the operation and situation of the ship. For example, when the ship is in transit mode, illustrations will be presented on a large, seamless surface below the windows on the front bridge. A real-time overlay is also possible, where the head-up display provides information on operationally critical tasks by showing elements the user cannot spot directly, such as fog, darkness or elements hidden behind objects. The display systems can also turn the bridge into a simulator for training or preparation before a critical operation. Some of these very advanced systems will almost certainly appear at some time in the not too distant future but factors such as robustness and reliability must be proven first. 52 | MARCH 2014

OPERATORS CAN THEN ACCESS CONTROLS AND INFORMATION BY USING INTUITIVE TOUCH-COMMANDS AND GESTURES.

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NAVIGATION AND BRIDGE 1

 | CHAPTER 6: INTERSCHALT

See INTERSCHALT at SMM in September

• Manufacturer of VDRs – 100% Made in Germany • VDR installations, retrofits, APTs and certificates by INTERSCHALT’s service department. • Full service around communication and navigation equipment, supplier independent. • Improved safety through automated data flow and alarms – sophisticated software solutions.

afety is a top priority for all shipowners/cruise operators and official regulations also reflect this: IMO resolution MSC.333(90) coming into force on July 1, 2014 sets a new performance standard for voyage data recorders. In the new standard the capacity for data recording and availability are significantly improved, the new requirements include on the one hand an additional float free capsule, also fulfilling the requirements for EPIRB and on the other hand a long term storage medium, containing the data of the past 30 days. The latter making the manual initiation of an emergency backup no longer required. Further requirements of the IMO resolution include the following fields: for improving the quality of audio recording on the bridge one more channel is added. Outside microphones have to be recorded on an additional separate channel In the future video data of two

54 | MARCH 2014

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radar systems and the video of an ECDIS will be recorded, if devices are installed. The status of all alarms required on the bridge must be recorded in such a way as to identify the source. Heel angle and rolling motion as well as electronic logbook data, if available, shall be recorded by VDR. All these requirements and more are fulfilled by INTERSCHALT’s next generation of its well-known VDR G4 system, INTERSCHALT VDR G4 [e]: [e] stands for the enhanced version, fulfilling the latest IMO requirements. Retrofitting the VDR system with the INTERSCHALT VDR G4 [e] opens up a wealth of new technical possibilities, as the system is built on a modular and scalable basis. The VDR G4/G4 [e]’s online monitor provides a detailed picture of the ship’s position and the traffic situation including AIS information in real time on an official electronic navigational chart. The online monitor runs on any computer and mobile device working with LINUX or Windows, so that on shore and on board the vessel the responsible person (even the master from his cabin) can access an overview of the current situation at all times. For passage planning, a corridor can be defined for the whole route within the vessel is allowed to move. If the corridor is left, an automatic alarm is given by the online monitor and transmitted on board and to shore. Using the online monitor with corridor tracking is an important step towards higher safety standards. Important information about radars, alarms, the positioning on the electronic chart, engine data, conning display and helm data is available in real time. Using the online monitor, the captain can see at a glance things such as whether the watertight doors are all properly closed or, in the event that they are not, which locations need to be re-checked. The online monitor provides reliable information and is individually customised and optimised for each ship. It uses official S57/S63 ENC, shows a day and night view and an OPC/UA interface for 3rd party user can be used. A technical milestone is the integration of

USING THE ONLINE MONITOR WITH CORRIDOR TRACKING IS AN IMPORTANT STEP TOWARDS HIGHER SAFETY STANDARDS. MARCH 2014 | 55

NAVIGATION AND BRIDGE 1

SSD (solid state disc) into the MDP unit. One of the brandnew G4[e] features includes the Pic client: all radar images are directly displayed within the software. It is easy to integrate, no additional hardware is necessary. The pic client is compatible with standard norms, there is no limitation of monitor solution and signals are digitally processed. INTERSCHALTâ&#x20AC;&#x2122;s customer base covers more than 4000 VDR installations worldwide, ranging from container vessels, tankers up to whole cruise liner fleets. Cruise liners in particular often operate emergency centers where information is collected and experienced nautical officers offer their support in cases of emergency. As a software and VDR manufacturer INTERSCHALT also provides future-oriented systems for vessel monitoring and fleet management to increase safety and energy efficiency. As a result, shipping companies can now monitor their fleets in new ways and analyse real-time data. By using and connecting to INTERSCHALT solutions, ship owners also help to ensure that their ships retain their value and that they increase safety and energy efficiency, which are important criteria for charterers. By combining two INTERSCHALT products customers can rely on a sophisticated solution: the information automatically flows through the installed VDRs and INTERSCHALTâ&#x20AC;&#x2122;s BLUETRACKER software solution via satellite communication, which means that in cases of emergency the crew no longer has to also worry about transmitting data but instead can take action and simultaneously receives support on account of the data, which is transmitted automatically, via email or SMS even to smartphones. This way, the onshore team can provide valuable assistance. In addition, by storing the data and automatically transmitting it, the VDR G4 provides important knowledge: the stored data always depicts the reality as experienced onboard since false alarms, for example, are also recorded. The data comes from the entire vessel and is retrieved via interfaces. INTERSCHALT maritime systems AG is also a global manufacturerindependent service provider in the field of navigation and communications and maintains all current systems. The company 56 | MARCH 2014

CUSTOMER BASE COVERS MORE THAN 4000 VDR INSTALLATIONS WORLDWIDE.

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INTERSCHALT

provides an excellent service with a world wide service network and well trained service technicians. INTERSCHALT stands for reliability and professional service as well as maintenance, repair and retrofit for VDR, automation, switchboard, navigation/ communication, satellite communication and diesel-electric propulsion. On account of the constant analysis being carried out, the Service department can also proactively suggest measures and, after consulting with the crew, implement them. INTERSCHALT concentrates on the communications and navigation systems and undertakes full service management of maintenance, repair work and the procurement of parts as well as functional tests, for example the Annual Performance Test (APT) of the Voyage Data Recorder. The customer is also given their own contact person within IS Service Coordination. 40 employees in IS Service Coordination, who are always reachable in accordance with the 24/7 principle, coordinate the service orders which are registered by a ticket and database system. INTERSCHALT is offering a special five-year support package for VDR, which includes a warranty extension to 5 years, four annual performance tests (APT) incl. travel allowance in key ports, a 5-year spare part kit (wear and tear), certificates, repair of all breakdown defects and damages during operation time, Maritime Education and Training MET of INTERSCHALT

MARCH 2014 Â | 57

NAVIGATION AND BRIDGE 1

INTERSCHALT

transportation and handling of all damage claims for the ship owner. INTERSCHALT MET: COURSES AND SIMULATOR TRAINING With the Maritime Education and Training Center (MET) training facility located in Schenefeld/ Germany, is oriented toward various target groups: from nautical officers, technical officers and captains to pilots and ship owners personnel. The offerings range from an introduction to basic maritime knowledge to engine control room and bridge simulations. In addition to the generic and type-specific ECDIS training, the MET provides courses for the Interschalt MACS3 loading computer, fleet management software BLUEFLEET and the BLUETRACKER ship monitoring software. INTERSCHALT’s training portfolio makes it possible for all participants to acquire the necessary knowledge and skills in an increasingly complex maritime environment, and to adapt to wider-ranging and rapidly changing technology. With training of crews, INTERSCHALT makes an important contribution to safer seamanship and navigation – including emergency management. Only highly qualified personnel react fast and correct in an emergency. In the MET, extremely realistic bridge simulators make it possible to practice in an environment, where errors have no consequences. Ideally, the trainees don’t make the same mistake a second time, thus increasing safety on board. About INTERSCHALT INTERSCHALT maritime systems AG – the premium partner for the shipping industry. INTERSCHALT maritime systems AG’s products and services span the entire life cycle of a ship and its value chain. The value chain includes highly efficient software and satellite communications solutions, automation systems, electrical equipment and service, support, education and training, making INTERSCHALT an all-round product and service provider for the entire shipping industry.

58 | MARCH 2014

THE OFFERINGS RANGE FROM AN INTRODUCTION TO BASIC MARITIME KNOWLEDGE TO ENGINE CONTROL ROOM AND BRIDGE SIMULATIONS.

ShipInsight

SHIPINSIGHT.COM

By bringing together the requirements of regulation and legislation and the information on what equipment and services are being developed to aid compliance, ShipInsight gives operators the means to make informed decisions on the best action to take. Ballast Water, Safety & Survival, Communications, Power & Propulsion, ECDIS, Paints & Coatings, Fuels & Lubricants , Maritime Software... To download these guides and more visit shipinsight.com

MARCH 2014 Â | 59

NAVIGATION AND BRIDGE 1

Hands-on control and monitoring of your fleet.

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The IS-BLUETRACKER solution enables you to comply with the new IMO standards quite easily, and it also gives you access to various kinds of fleet operations data in real time. Critical situations can be identified immediately, and the data analysis functions are helpful when it comes to improving the efficiency of your ships and overall operations. You have full control over the safety and efficiency of your fleet, anytime and anyplace â&#x20AC;&#x201D; data access is even possible using your smartphone. More information is available at http://www.interschalt.de

Innovation for shipping 60 | MARCH 2014