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
SHIPINSIGHT.COM
 | INTRODUCTION
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ii | MARCH 2014
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T
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
SHIPINSIGHT.COM
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| GUIDE
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ON THE BRIDGE
Light & Smoke Signal
Combined light
and smoke
Lifebuoy marker.
Smaller, lighter
and easier
to install.
NEW
FULL PAGE ADVERTISEMENT
Rollout programme extended for older ships
14 | CHAPTER 3 - GMDSS
Linethrower 250
Keeping in touch for safety’s sake
Self-contained single shot,
line-throwing appliance.
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
Designed to meet regulations which require
12 Para Red Rockets on a ships bridge.
The changing shape of navigation
Editor: Malcolm Latarche
malcolm@shipinsight.com
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Navigation and Bridge Part 1 is produced by ShipInsight Ltd.
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5
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SHIPINSIGHT.COM
 | CHAPTER 1: REGULATIONS
I
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
6 | MARCH 2014
COVER: Kongsberg
Maritime
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
SHIPINSIGHT.COM
South Tyneside
simulator
Transas Bridge
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 and upwards 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
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:
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.
• Cargo ships of 500gt and upwards but less than 3,000gt
constructed before 1 July 2011, not later than the first survey after
1. Facilitating the tasks to be performed by the bridge team and the
1 July 2013; and
pilot in making full appraisal of the situation and in navigating
• Cargo ships of 150gt and upwards but less than 500gt
the ship safely under all operational conditions;
constructed before 1 July 2011, not later than the first survey after
2. Promoting effective and safe bridge resource management;
1 July 2014.
3. Enabling the bridge team and the pilot to have convenient and
continuous access to essential information which is presented in
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 initial wording of the regulation,
a new rollout has been put in place for ships built before 2002.
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;
BRIDGE LAYOUT
6. Preventing or minimizing excessive or unnecessary work and
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
any conditions or distractions on the bridge which may cause
8 | MARCH 2014
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 | 9
NAVIGATION AND BRIDGE 1
SHIPINSIGHT.COM
 | CHAPTER 2: BNWAS
A
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.
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 ship’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 | 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 retrofitted. 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
Fast, intuitive route planning and navigation monitoring
FMD-3200 [19" LCD]
FMD-3300 [23.1" LCD]
FURUNO provides thoroughgoing ECDIS training:
FURUNO's ECDIS training programs consist of:
 Generic ECDIS training in accordance with IMO ECDIS Model Course 1.27. Presently, the
generic ECDIS training is only available at INSTC Denmark.
 FURUNO type specific ECDIS training. The FURUNO type specific ECDIS training is available
at INSTC Denmark, INSTC Singapore and through the NavSkills network of training centers:
WITH A NEWBUILDING,
INSTALLING A
BNWAS IS USUALLY
STRAIGHTFORWARD BUT
FOR IN SERVICE SHIPS,
THE SYSTEM WILL HAVE
TO BE RETRO-FITTED.
FURUNO Deutschland (Germany), Thesi Consulting (Italy), GMC Maritime Training Center
(Greece), Ocean Training Center (Turkey), RHME/Imtech Marine (UAE), Odessa Maritime
Training Center (Ukraine), A.S. Moloobhoy & Sons (India), FURUNO Shanghai (China),
COMPASS Training Center (Philippines) and VERITAS Maritime Training Center (Philippines)
Please contact INSTC Denmark at: instc-denmark@furuno.com for further details
FURUNO ELECTRIC CO., LTD.
9-52 Ashihara-cho, Nishinomiya, 662-8580, Japan
Phone: +81 (0) 798 65-2111 • fax: +81 (0) 798 65-4200, 66-4622
www.furuno.com
MARCH 2014 | 13
NAVIGATION AND BRIDGE 1
SHIPINSIGHT.COM
 | CHAPTER 3: GMDSS
T
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 (2013–2015), 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
SAILOR 6110 Mini-C
GMDSS
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
Satellite coverage
map - Vox Maris
• 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
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GMDSS
TABLE OF EQUIPMENT REQUIREMENTS (INCLUDING DUPLICATION OF EQUIPMENT)
VHF WITH DSC
For the purpose of GMDSS, four operational zones have been
established loosely based on distance from shore and in range of
different communication systems.
A1
A2
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
A3
HF
SOLUTION
A4
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
• SEA AREA A1: the area within the radiotelephone coverage of at
A3
INMARSAT
SOLUTION
∞
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
•
continuous DSC (Digital Selective Calling) alerting is available;
NAVTEX RECEIVER 518 KHZ
∞
∞
• SEA AREA A3: the area, excluding Sea Areas A1 and A2, within the
EGC RECEIVER
∞1
∞1
∞
∞
coverage of an Inmarsat geostationary satellite in which
FLOAT-FREE SATELLITE EPIRBR
∞
∞
∞
∞
∞4
continuous alerting is available; and
SART
∞2
∞2
∞2
∞2
∞2
• SEA AREA A4: an area outside sea areas A1, A2 and A3.
HAND HELD GMDSS VHF TRANSCEIVERS
∞2
∞2
∞2
∞3
∞3
∞
FOR PASSENGER SHIPS THE FOLLOWING APPLIES FROM 01.07.97
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
“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. 4) INMARSAT E-EPIRB cannot be utilised in sea area A4.
SHIPS OPERATING
EXCLUSIVELY WITHIN
ABOUT 35 NAUTICAL
MILES FROM THE
SHORE MAY BE ABLE TO
CARRY ONLY EQUIPMENT
FOR VHF-DSC
COMMUNICATIONS.
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
SHIPINSIGHT.COM
optimising performance
GMDSS
Working
together so you
do business
better
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.
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:
Your needs are always changing, and we understand the
importance of consistent quality and availability. Which is why
we’re driven continuously to do things better - better services,
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18 | MARCH 2014
• ship’s normal alternators/generators;
• ship’s emergency alternator/generator (if fitted); and
• a dedicated radio battery supply.
marine products
marine chemicals
safety
maritime logistics
ships agency
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
SHIPINSIGHT.COM
 | CHAPTER 4: VDR
V
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
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 ro–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:-
MARCH 2014 | 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
ship’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
FULL PAGE ADVERTISEMENT
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
NAVIGATION AND BRIDGE 1
SHIPINSIGHT.COM
VDR
3. maximize the probability of survival against fire, shock,
storage of the specified selections are not compromised.
penetration and deep-sea-pressure and recovery of the final
5.3.2 The equipment should be so designed that, as far as is
recorded data after any incident;
practical, it is not possible to manipulate the amount of data being
4. be of a highly visible colour and marked with retro-reflective
recorded by the VDR, the data itself nor the data which has already
materials; and
been recorded. Any attempt to interfere with the integrity of the
5. be fitted with an appropriate device to aid location under water.
data or the recording should be recorded.
5.3.3 The recording method should be such that each item of the
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;
recorded data is checked for integrity and an alarm given if a
non-correctable error is detected.
5.4 Continuity of operation
2. maintain the recorded data for a period of at least six months
5.4.1 The VDR should be capable of operating from the ship’s mai
following termination of recording;
and emergency source of electrical power.
3. be so constructed as to comply with the requirements specified
5.4.2 If the ship’s source of electrical power supply fails, the VDR
in resolution A.810(19) and to minimize risk of damage during
should continue to record Bridge Audio (see 5.5.5) from the
recovery operations;
dedicated reserve power source for a period of 2 hours. At the end
4. be capable of transmitting an initial locating signal and further
of this 2 hour period all recording should cease automatically.
locating homing signal for at least 48 hours over a period of not
5.4.3 Recording should be continuous unless terminated in
less than seven days/168 hours; and
accordance with 5.4.2. The time for which all stored data items are
5. be capable of being accessed following an incident but secure
retained should be at least 30 days/720 hours on the long-term
against a physical or electronically manipulated change or
recording medium and at least 48 hours on the fixed and float-free
deletion of recorded data.
recording media. Data items which are older than this may be
Consilium Marine’s
range of VDRs
overwritten with new data.
5.2.3 Long-term recording medium
The long-term recording medium should:
5.5 Data items to be recorded
1. be capable of being accessed from an internal, easily accessible
5.5.1 Date and time Date and time, referenced to UTC, should be
area of the ship; and
obtained from a source external to the ship and an internal clock
2. provide access to the data held on it but be secured against a
should be synchronized with valid date and time data. During
physical or electronically manipulated change or deletion of
times of a loss of the external source, the internal clock should be
recorded data.
used. The recording should indicate which source is in use. The
recording method should be such that the timing of all other
5.3 Data selection and security
recorded data items can be derived on playback with a resolution
5.3.1 The minimum amount of data items to be recorded by the
and continuity sufficient to reconstruct the history of the incident
VDR is specified in 5.5. Optionally, additional items may be
in detail.
recorded provided that the requirements for the recording and
24 | MARCH 2014
MARCH 2014 | 25
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VDR
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When Safety Matters
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
Voyage Data Recorder F2
Use your data with remote playback.
Optimize your safety with remote maintenance.
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MARCH 2014 | 27
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VDR
5.5.8 ECDIS Where a vessel is fitted with an ECDIS installation, the
5.5.15 Accelerations and hull stresses Where a ship is fitted with hull
VDR should record the electronic signals of the ECDIS display in
stress and response monitoring equipment, all the data items that
use at the time as the primary means of navigation. The recording
have been pre-selected within that equipment should be recorded.
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
5.5.16 Wind speed and direction Where a ship is fitted with a
time of recording, albeit within the limitations of any bandwidth
suitable sensor, wind speed and direction should be recorded,
compression techniques that are essential to the working of the
including its true or relative status.
VDR and in addition the source of the chart data and the
version used.
5.5.17 AIS All AIS data should be recorded.
5.5.9 Echo sounder The depth information. This should include,
5.5.18 Rolling motion The VDR should be connected to an electronic
where available, depth under keel, the depth scale currently being
inclinometer if installed. The recording method should be such that
displayed and other status information.
the rolling motion can be reconstructed during playback.
5.5.10 Main alarms This should include the status of all mandatory
5.5.19 Configuration data In addition to the data items specified in
alarms on the bridge or as received from the Bridge Alert
5.5.1 to 5.5.18, a data block defining the configuration of the VDR and
Management System, if installed, recorded as individually identified
the sensors to which it is connected should be written into the final
alarms.
recording medium during commissioning of the VDR. The data
A VDR unit on a
cruise ship
block should be maintained up to date with respect to the vessel
5.5.11 Rudder order and response This should include status and
installation. It should include details on the manufacturer, type and
settings of heading or track controller, if fitted and indicate the
version number of a sensor, the identification and location of the
control station, mode, and power unit(s) in use.
sensor and the interpretation of the sensor data. This configuration
data should be permanently retained in the final recording media
5.5.12 Engine and thruster order and response This should include
and protected from modification other than by a duly authorized
the positions of any engine telegraphs or direct engine/propeller
person following any change to the configuration.
controls and feedback indications on the bridge, if fitted, including
ahead/astern indicators and indicate the control station in use. This
5.5.20 Electronic logbook Where a ship is fitted with an electronic
should also include any thrusters if fitted and indicate the control
logbook in accordance with the standards of the Organization the
station in use.
information from this should be recorded.
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
mandatory status information required to be displayed on the bridge.
28 | MARCH 2014
6 Operation
The unit should be entirely automatic in normal operation.
7 Documentation
Information describing the location of the long-term recording
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VDR
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 ship’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
instructions and any special (not commercial off-the-shelf) parts
necessary for the physical connection of the external laptop
30 | MARCH 2014
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
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 | CHAPTER 5: AIS
A
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
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
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AIS
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:
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.
• passenger ships, not later than 1 July 2003;
• tankers, not later than the first survey for safety equipment on or
after 1 July 2003;
Performance Standards
• ships, other than passenger ships and tankers, of 50,000gt and
upwards, not later than 1 July 2004.
Res.MSC.74(69)
Page:13/20
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
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.
ALL OF THE DEADLINE
DATES ARE HISTORIC
SO A WORKING AIS IS
NOW REQUIRED ON ALL
VESSELS ABOVE 300GT.
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.
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AIS
2 Functionality
2.1 The system should be capable of operating in a number of
adequate to facilitate accurate tracking by a competent authority and
modes:
other ships.
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
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.
authority; and
a “polling” or controlled mode where the data transfer occurs in
response to interrogation from a ship or competent authority.
5 Identification
For the purpose of ship and message identification, the appropriate
Maritime Mobile Service Identity (MMSI) number should be used.
3 Capability
3.1 The AIS should comprise:
6 Information
a communication processor, capable of operating over a range of
6.1 The information provided by the AIS should include Static:
maritime frequencies, with an appropriate channel selecting and
IMO number (where available)
switching method, in support of both short and long range
Call sign & name
applications;
Length and beam
a means of processing data from an electronic position-fixing system
Type of ship
which provides resolution of one ten thousandth of a minute of arc
Location of position-fixing antenna on the ship (aft of bow and port
and uses the WGS-84 datum.;
or starboard of centerline)
a means to automatically input data from other sensors meeting the
DYNAMIC:
provisions as specified in paragraph 6.2;
Ship’s position with accuracy indication and integrity status
a means to input and retrieve data manually;
Time in UTC*
a means of error checking the transmitted and received data; and
Course over ground
built in test equipment (BITE).
Speed over ground
3.2 The AIS should be capable of:
Heading
providing information automatically and continuously to a
Navigational status (e.g. NUC, at anchor, etc.- manual input)
competent authority and other ships, without involvement of ship’s
Rate of turn (where available)
personnel;
Optional - Angle of heel (where available)**
receiving and processing information from other sources, including
Optional - Pitch and roll (where available)**
that from a competent authority and from other ships;
responding to high priority and safety related calls with a minimum
VOYAGE RELATED:
of delay; and
Ship’s draught
providing positional and manoeuvring information at a data rate
Hazardous cargo (type)***
36 | MARCH 2014
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
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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:
FULL PAGE ADVERTISEMENT
• 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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COMPANY
BNWAS
VDR
AC MARINE
•
ALPHATRON MARINE BV
•
•
AMI MARINE (U.K.) LTD
•
•
COBHAM SATCOM (SAILOR)
•
CONSILIUM AB
•
•
DANELEC MARINE A/S
•
•
DANIAMANT ELECTRONICS A/S
(UNI-SAFE ELECTRONICS A/S)
•
AIS
ECDIS
IBS
RADAR
CHART
RADAR
ARPA
•
•
GMDSS SONAR SIGNALS WEB ADDRESS
•
•
•
•
•
•
•
WWW.ACMARINE.DK
•
WWW.ALPHATRONMARINE.COM
WWW.AMIMARINE.NET
•
•
•
•
•
•
•
•
WWW.COBHAM.COM
•
WWW.CONSILIUM.SE
•
WWW.DANELEC-MARINE.COM
WWW.UNIELEC.DK
DREW MARINE SIGNAL AND SAFETY
•
WWW.ULSTEIN.COM
FURUNO
•
•
•
•
•
•
•
•
•
•
WWW.FURUNO.COM
IMTECH MARINE
•
•
•
•
•
•
•
•
•
•
WWW.IMTECH.COM
INTERSCHALT MARITIME SYSTEMS AG
•
•
JOTRON
•
•
•
JRC (JAPAN RADIO CO. LTD)
•
•
•
KELVIN HUGHES
•
•
KONGSBERG MARITIME
•
•
MARIS AS
•
•
MARTEK-MARINE LTD
•
MCMURDO MARINE
•
NAVITRON SYSTEMS LTD
•
NORTHROP GRUMMAN SPERRY MARINE LTD.
•
•
•
QINGDAO HEADWAY TECHNOLOGY CO., LTD.
•
•
•
RAYTHEON ANSCHUETZ
•
•
•
•
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
•
•
•
•
•
SEAB MARINE
•
SELMA CONTROL
•
THOMAS GUNN
•
TOTEM PLUS
•
•
TRANSAS
•
•
•
•
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
•
•
•
•
•
•
•
7 Permissible initialization period
The installation should be operational within 2 min of switching on.
WWW.HEADWAYTECH.COM
RUTTER INC.
40 | MARCH 2014
•
•
•
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.INTERSCHALT.DE
•
SAM ELECTRONICS
AIS
•
•
•
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
SHIPINSIGHT.COM
$2.3bn
 | CHAPTER 6: BRIDGE LAYOUT
the amount of Products and
Services traded on ShipServ
in 2013.
How it works?
ShipServ works with existing ship management software and helps
shipowners and managers reduce vessel operating costs by
enabling seamless trading with maritime suppliers globally.
Who uses ShipServ?
Over 200 shipowners and managers with over 8,000 vessels
including many well-known names such as Maersk Line, CMA
CGM and Teekay along with third party managers such as Anglo
Eastern and Fleet.
They are linked to almost 50,000 suppliers globally including
companies such as Alfa Laval, Chevron Lubricants, MAN Diesel,
Wärtsilä and EMS Ship Supply.
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
Ulstein’s bridge
ergonomics
I
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
SHIPINSIGHT.COM
BRIDGE LAYOUT
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
• 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
EQUIPMENT
• GENERAL ALARM
• NIGHT VISION EQUIPMENT
• RADAR / RADAR PLOTTING
• MORSE SIGNALLING LIGHT
• SOUND RECEPTION SYSTEM
• ECDIS
• AUTOMATIC DEVICE FOR EMERGENCY ALARM
• ACKNOWLEDGEMENT OF WATCH ALARM
• AUTOMATIC VISUAL POSITION INDICATOR
• CONTROLS FOR CONSOLE LIGHTING
• 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
Tug boat crews ready
for the Triple-E
MARCH 2014 | 45
NAVIGATION AND BRIDGE 1
SHIPINSIGHT.COM
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.
A WORLD CLASS
JOURNEY
1814 - 2014
• INDICATIONS FOR
• PROPELLER REVOLUTIOWNS
• PITCH OF CONTROLLABLE PITCH PROPELLER
• SPEED
• RUDDER ANGLE
• GYRO COMPASS HEADING
• TIME
IT TAKES CENTURIES TO BE
THIS GOOD
• 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
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 | 47
NAVIGATION AND BRIDGE 1
SHIPINSIGHT.COM
Ship bridge
simulation
Sperry Marine integrated
bridge system
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
• CONTROLS FOR MAIN ENGINE(S)
• ADJUSTABLE CHAIR
EQUIPMENT
ACCESSORIES
• CONTROLS FOR THRUSTER
• STEERING WHEEL / STEERING LEVER
• SHELF FOR BINOCULARS ETC.
• CONTROLS FOR RUDDER
• RUDDER PUMP SELECTOR SWITCH
• SHELF FOR NOTES ETC.
• CONTROLS FOR WHISTLE
• INDICATIONS FOR
• ADJUSTABLE CHAIR
• STEERING POSITION SELECTOR SWITCH
• GYRO COMPASS HEADING
• INDICATIONS FOR
• MAGNETIC COMPASS HEADING
• GYRO COMPASS HEADING
• PRE-SET HEADING
• PROPELLER REVOLUTIONS
• 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.
• 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
48 | MARCH 2014
MARCH 2014 | 49
NAVIGATION AND BRIDGE 1
SHIPINSIGHT.COM
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.
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,
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
NAUTIS maritime
simulator
BRINGING INFORMATION
TOGETHER IN FEWER
PLACES ALSO MAKES
LIFE EASIER ON THOSE
SHIPS THAT HAVE
MINIMUM PERSONNEL
ON THE BRIDGE.
MARCH 2014 | 51
NAVIGATION AND BRIDGE 1
SHIPINSIGHT.COM
smm-hamburg.com
FULL PAGE ADVERTISEMENT
Kongsberg training
simulator facility
ground-breaking console design. In addition, the new bridge adapts
both the workspace and software setup to the individual user’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
53°
33
ham‘ 47“ N, 9° 58
‘
bur
g 3 3“ E
keeping the course
9 – 12 september 2014
hamburg
the leading international
maritime trade fair
new in 2014:
the SMM
theme days
OPERATORS CAN THEN
ACCESS CONTROLS AND
INFORMATION
BY USING INTUITIVE
TOUCH-COMMANDS
AND GESTURES.
8 sept
finance day
9 sept
environmental protection day
10 sept
security and defence day
11 sept
offshore day
12 sept
recruiting day
scan the QR code and view the trailer
or visit smm-hamburg.com/trailer
MARCH 2014 | 53
NAVIGATION AND BRIDGE 1
SHIPINSIGHT.COM
 | 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.
S
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
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
SHIPINSIGHT.COM
INTERSCHALT
SSD (solid state disc) into the MDP unit.
One of the brand new 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.
INTERSCHALT’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 INTERSCHALT’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
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
CUSTOMER BASE
COVERS MORE
THAN 4000 VDR
INSTALLATIONS
WORLDWIDE.
MARCH 2014 | 57
NAVIGATION AND BRIDGE 1
SHIPINSIGHT.COM
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.
MARCH 2014 | 59
NAVIGATION AND BRIDGE 1
Hands-on control and
monitoring of your fleet.
FULL PAGE ADVERTISEMENT
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 — data access is even possible using your smartphone.
More information is available at http://www.interschalt.de
Innovation for shipping
60 | MARCH 2014