Bridge Equipment - Performance Standards-1

Compiled by OWAYS Xerox
Cell: - (+91) 9833 361 911

Email: - owaysxerox@gmail.com
PHASE–II (CHIEF MATE)

Navigational Aids
IMO Performance Standards
(Capt. Yashpal’s Notes)
Compiled by OWAYS Xerox
Cell: - (+91) 9833 361 911
Email: - owaysxerox@gmail.com
1|Page EPA Performance Standards
ELECTRONIC PLOTTING AIDS (For MMD Examination Purposes)
The electronic plotting aid for manual direct plotting is intended for
small ships fitted with either a gyro compass or transmitting marine
electromagnetic compass.
Performance standards for EPA are as follows:
1. The electronic plotting aid should provide a means to plot a

minimum of 10 targets on a radar display.
2. It should be possible to plot targets on the 3, 6 and 12 nautical
mile range scales. The facility may be provided on additional range
scales. Plots should be maintained when switching between range
scales.
3. It should be possible for the operator to adjust the CPA/TCPA limits
and the vector time.
4. Plot positions should be identified by an approved symbol and an
associated plot number. It should be possible to switch off the plot
number.
5. The minimum lapsed time between any two plots should be greater
than 30 s.
6. After the second plot, a vector should be displayed on the target. It
should be possible to select a true or relative vector. There should
be a positive indication of vector mode.
7. The vector origin should move across the screen at a rate and
direction defined by the calculated true course and speed.
8. It should be possible to correct the position of a plot.
9. It should be possible, on demand, to display the following data on
a selected target:
 plot number: time since last plot (min)
 present range of the target
 present bearing of the target
 predicted target range at the closest point of approach
(CPA)
 predicted time to CPA (TCPA)
 calculated true course of target
 calculated true speed of target
10. The selected plot should be clearly identified with an approved

symbol and the plot data should be displayed outside of the
screen radar area.
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1|P ag e ECHO-SOUNDER IMO PERFORMANCE STANDARDS
IMO PERFORMANCE STANDARDS FOR ECHO-SOUNDING

EQUIPMENT
(FOR PHASE-II MMD EXAMINATION PURPOSE)
The purpose of echo sounding equipment is to provide reliable information on the depth of
water under a ship to aid navigation in particular in shallow water. Echo sounding equipment
should comply with the following performance requirements. These Performance Standards are
applicable for ship speeds from 0 up to 30 knots. Sound speed in water for the purpose of this
standard is set at 1500 m/s:
1. Under normal propagation and sea bed reflectibility conditions the equipment
should be capable of measuring any clearance under the transducer between 2 m
and 200 m.
2. The equipment should provide a minimum of two range scales one of which, the
shallow range, should cover a range of 20 m, and the other, the deep range, should
cover a range of 200 m.
3. The function of range scale selection should be directly accessible. The settings for
the following functions should be recognizable in all light conditions:
a. ---- range scale , and
b. ---- preset depth alarm.
4. The scale of display should not be smaller than 5.0 mm per meter depth on the
shallow range scale and 0.5 mm per meter depth on the deep range scale. .
5. The primary presentation should be a suitable graphical display which provides the
immediate depth and a visible record of soundings. The displayed record should,
show at least 15 min of soundings. Other forms of display may be added but these
should not affect the normal operation of the main display.
6. It should be possible to record on paper recording or other means the information
about:
i. the depth(s), and
ii. the associated time for 12 h.
There should be means to retrieve the recorded information.
7. The graphical display should be capable of showing:

i. depth marks at intervals not larger than one-tenth of the range/scale in
use; and
ii. time marks at intervals not exceeding 5 min.
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2|P ag e ECHO-SOUNDER IMO PERFORMANCE STANDARDS
8. If paper is used for recording either by marks on the recording paper, or by other
means, there should be a clear indication when the paper remaining is less than 1 m.
9. The pulse repetition rate should not be slower than 12 pulses per minute on the
deep range and 36 pulses per minute on the shallow range.
10. Output(s) should be available from which depth information may be supplied to
other equipment such as remote digital displays, voyage data recorder and a track
control system. These outputs should be digital, serial communication, facilities
which should comply with the relevant international standards.
11. More than one transducer and associated transmitter-receiver may be fitted. If
more than one transducer is used:
i. means should be available to display the depths from the different
transducers separately.
ii. a clear indication of the transducer(s) in use should be provided.
12. The performance of the equipment should be such that it will meet the
requirements of these performance standards when the ship is rolling + 10° and/or
pitching + 5°.
13. Based on a sound speed in water of 1,500 m/s, the tolerance of the indicated depth
should be either: - + 0.5 m on the 20 m range scale, respectively + 5 m on the 200 m
range scale; or - + 2.5% of the indicated depth, whichever is greater. (error)
14. An alarm signal - both visual and audible with mute function - should be provided
when the water depth is below a preset value.
15. Alarm signals, both visual and audible (with mute function) to the navigator on the
watch should be provided to indicate failure or a reduction in the power supply to
the echo sounder which would affect the safe operation of the equipment.
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1|Page IMO PERFORMANCESTANDARDS FOR AIS
IMO PERFORMANCE STANDARDS FOR AIS

These performance standards specify the requirements for the universal AIS:
1. The AIS should improve the safety of navigation by assisting in the efficient
navigation of ships, 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).
2. 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.
3. 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.
4. The AIS should comprise:
i. 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;
ii. a means of processing data from an electronic position-fixing system
which provides a resolution of one ten thousandth of a minute of arc
and uses the WGS-84 datum;
iii. a means to automatically input data from other sensors meeting the
provisions as specified in paragraph;
iv. a means to input and retrieve data manually;
v. a means of error checking the transmitted and received data; and
vi. built in test equipment (BITE).
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5. The AIS should be capable of:
i. providing information automatically and continuously to a competent

authority and other ships, without involvement of ship's personnel;
ii. receiving and processing information from other sources, including
that from a competent authority and from other ships;
iii. responding to high priority and safety related calls with a minimum of
delay;
iv. providing positional and manoeuvring information at a data rate
adequate to facilitate accurate tracking by a competent authority and
other ships.
v. monitoring and tracking targets
vi. handling at least 2000 reports per minute
vii. being operational within two minutes of switching on
6. For the purpose of ship and message identification, the appropriate Maritime
Mobile Service Identity (MMSI) number should be used.
7. The information provided by the AIS should include
.1 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)
.2 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)
.3 Voyage related:

- Ship's draught
- Hazardous cargo (type)
- Destination and ETA (at masters discretion)
- Optional - Route plan (waypoints)
.4 Short safety-related messages
8. AIS and its associated sensors shall be supplied with main emergency source
of power.

1|Page IMO PERFORMANCESTANDARDS FOR GPS
IMO PERFORMANCE STANDARDS FOR MARINE

GLOBAL POSITIONING SYSTEM (GPS)
(FOR MMD PHASE II EXAMINATIONS)

The Global Positioning System (GPS) is a satellite-based positioning,
velocity and time system that has three major segments: space,
control and user. The GPS space segment is composed of 24 satellites
in six orbits. The satellites operate in 20,200 km high circular orbits at
an inclination angle of 55° with a 12-hour period. The spacing of
satellites in orbit is arranged so that a minimum of four satellites are
in view to users world-wide, with a position dilution of precision
(PDOP) of = 6. Each satellite transmits on two "L" band frequencies,
L1 (1575, 42 MHz) and L2 (1227, 60 MHz). L1 carries a precise (P)
code and coarse/acquisition (C/A) code. L2 carries the P code. A
navigation data message is superimposed on these codes. The same
navigation data message is carried on both frequencies. Receiver
equipment for the GPS intended for navigational purposes on ships
with maximum speeds not exceeding 70 knots should comply with the
minimum performance requirements listed below.
The words "GPS receiver equipment" as used in these performance

standards includes all the components and units necessary for the
system properly to perform its intended functions. The equipment
should include the following minimum facilities:
 antennas capable of receiving GPS signals
 GPS receiver and processor
 means of accessing the computed latitude/longitude position
 data control and interface
 and position display and, if required, other forms of output
 The antenna design should be suitable for fitting at a position on
the ship which ensures a clear view of the satellite constellation.
GPS RECEIVER EQUIPMENT SHALL COMPLY WITH FOLLOWING

PRTFORMANCE STANDARDS AND:
1. be capable of receiving and processing the Standard Positioning

Service (SPS) signals and provide position information in latitude
and longitude World Geodetic System (WGS)-84 co-ordinates in
degrees, minutes and thousandths of minutes and time of solution
referenced to UTC. Means may be provided for transforming the
computed position based upon WGS-84 into data compatible with

the datum of the navigational chart in use. Where this facility

exists, the display should indicate that co-ordinate conversion is
being performed, and should identify the co-ordinate system in
which the position is expressed.
2. be capable of operating on the L1 signal and C/A code.
3. be capable of selecting automatically the appropriate satellite-
transmitted signals for determining the ship's position with the
required accuracy and update rate.
4. be capable of acquiring position to the required accuracy, within
30 min, when there is no valid almanac data.
5. be capable of acquiring position to the required accuracy, within 5
min, when there is valid almanac data.
6. be capable of re-acquiring position to the required accuracy,
within 5 min, when the GPS signals are interrupted for a period
of at least 24 h but there is no loss of power.
7. be capable of re-acquiring position to the required accuracy,
within 2 min, when subjected to a power interruption of 60 s.
8. be provided with at least one output from which position
information can be supplied to other equipment. The output of
position information based upon WGS-84 should be in accordance
with international standards.
9. have static accuracy such that the position of the antenna is
determined to within 100 m (95%) with horizontal dilution of
precision (HDOP) = 4 (or PDOP = 6).
10. have dynamic accuracy such that the position of the ship is
determined to within 100m (95%) with HDOP = 4 (or PDOP = 6)
under the conditions of sea states and ship's motion likely to be
experienced in ships.
11. generate and output to a display and digital interface a new
position solution at least once every 1 s.
12. generate and output to the digital interface course over the
ground (COG), speed over the ground (SOG) and universal time
co-ordinated (UTC). The accuracy requirement for COG and SOG
should not be inferior to the relevant Performance Standards for
Heading and SDME.
13. precautions should be taken to ensure that no permanent damage
can result from an accidental short circuit or grounding of the
antenna or any of its input or output connections or any of the
GPS receiver equipment inputs or outputs for duration of 5 min.
14. have a minimum resolution of position, i.e. latitude and longitude,
of 0.001 minutes.

15. have the facilities to process differential GPS (DGPS) data fed to
it. When a GPS receiver is equipped with a differential receiver,
static and dynamic accuracies should be 10 m (95%).
16. The equipment should provide an indication of whether the
position calculated is likely to be outside the requirements of these
performance standards.
17. The GPS receiver equipment should provide as a minimum:
i. an indication within 5 s if the specified HDOP has been exceeded.

ii. a new position has not been calculated for more than 1 s. Under
such conditions the last known position and the time of the last
valid fix, with explicit indication of this state, so that no
ambiguity can exist, should be output until normal operation is
resumed.
iii. a warning of loss of position.
Differential GPS status indication of:
iv. the receipt of DGPS signals; and

v. whether DGPS corrections are being applied to the indicated
ship’s position.
vi. DGPS integrity status and alarm; and
vii. DGPS text message display.

1|Page IMO PERFORMANCE STANDARDS FOR
GYROCOMPASS

GYROCOMPASS
The purpose of a marine gyrocompass is to determine and provide direction of ship’s

heading with respect to geographical (true) north.
Gyrocompass fitted on board a ship shall meet the following minimum requirements:
Operational and performance requirements:

1. The compass card should be graduated at intervals of one degree and fraction
thereof. Every tenth graduation shall be marked with numeral, starting from 0000
to and through 3600 in clockwise direction.
2. Means of illumination, with dimming control, shall be provided so as to enable
reading of marks and numbers in all conditions of day and night.
3. The master compass and all the repeater compasses that will be used for taking
visual bearings shall be installed with their fore and aft datum lines parallel to the
ship’s fore and aft datum line to within + 0.50.
4. The lubber line shall be aligned carefully in the fore and aft direction and shall be
in the same vertical plane as the centre of the compass card.
5. Means shall be provided so as to supply heading information to other navigational
equipments such as radar, autopilot, AIS, course recorder etc.
6. Means shall be provided to make corrections to course, speed and latitude error.
7. Automatic alarm activation shall be incorporated to warn operator of any major
fault in compass system.
8. The equipment shall be marked with manufacturer’s name and model
type/number.
9. Sufficient information shall be made available onboard to enable the competent
and certified staff to operate and maintain the system in efficient manner. The
equipment shall be designed and installed in a manner to allow easy access for the
purpose of maintenance and servicing.
10. Up to latitudes of 600; the compass should settle within six hours, when switched
on according to manufacturer’s instructions.
11. The above – mentioned condition (no.10) shall be met when ship is rolling and
pitching with a simple harmonic motion of six to fifteen seconds, a maximum
angle of 50, and a maximum horizontal acceleration of 0.22 m/s2.
12. The settle point error at any heading and in any latitude up to 600 shall not exceed
+ 0.750 x Secant latitude.
13. The repeatability of settle point error of the master compass shall be
within + 10 x Secant latitude under:
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GYROCOMPASS
 Conditions of variations in power supply normally experienced at sea.

 Conditions of vibrations, humidity and temperature changes encountered
on ship, where compass is installed.
 Conditions of variations in magnetic field surrounding the compass.
14. The maximum difference in readings of master compass and repeater compasses,
under all operational conditions, shall not exceed + 0.50.
15. Other errors, in latitudes of up to 600, shall be kept within limits as follows:
a. The residual steady state error, after correction for effects of speed and
course, at speeds of twenty knots, shall not exceed + 0.250 x Secant
latitude.
b. The error due to a rapid alteration of speed of twenty knots, shall not
exceed + 20.
c. The error due to a rapid alteration of a course of 1800 at speed of twenty
knots, shall not exceed + 30.
d. The transient and steady errors to due to ship rolling, pitching and yawing
with simple harmonic motion of any period between six and fifteen
seconds; with a maximum angle of 200, 100 and 50 respectively; and
maximum horizontal acceleration not more than 1 m/s2, shall not exceed
+ 10 x Secant latitude.
Particular attention should be paid to the siting of the master
compass in order to keep this error to the minimum.
Requirements regarding power supply and interference:

1. The equipment shall be protected against likely damage due to excessive currents
and voltages, transients and accidental reversal of voltage polarity.
2. The equipment shall operate continuously and meet the requirements of the
performance standards while encountering variations of power supply normally
experienced on a ship.
3. When provided with options to operate from more than one source of power
supply, arrangements shall be incorporated to allow smooth and satisfactory
transition from one source to another.
4. Steps shall be taken, so far as practicable, to eliminate and suppress
electromagnetic interferences between compass and other equipments.
5. Each unit of the equipment shall be marked with minimum safe distance at which
it should be mounted from standard or steering magnetic compass.
6. Mechanical noises from all units, likely to affect the hearing of sounds warning
about safety, shall be kept to the minimum.
Relevant definitions:

GYROCOMPASS
1. Gyrocompass: It means the complete equipment and includes all the elements of
the complete design.
2. True Heading: It is defined as the horizontal angle between the vertical plane
passing through true meridian and the vertical plane passing through ship’s fore
and aft datum line. Is measured in clockwise direction from 0000 to and through
3600.
3. Settled: The compass being on a level and stationary base; if any three compass
readings taken at intervals of thirty minutes are within a range of 0.70, then the
compass is considered to be settled.
4. Settle Point Heading: When compass is settled as per definition of Settled, then
the mean value of ten compass readings taken at intervals of twenty minutes is
known as settle point heading.
5. Settle Point Error: The difference between settle point heading and true heading
is known as settle point error. All other errors are taken with reference to settle
point heading. That is, as the difference between observed heading and settle
point heading.

1|Page IBS Performance Standards
IMO PERFORMANCE STANDARDS FOR

INTEGRATED BRIDGE SYSTEMS (IBS)
(FOR MMD PHASE- II EXAMINATION PURPOSES)
An integrated bridge system (IBS) is defined as a combination of systems

which are interconnected in order to allow centralized access to sensor
information or command/control from workstations, with the aim of
increasing safe and efficient ship’s management by suitably qualified
personnel.
IBS should comply with the following performance standards:
1. The IBS should comply with all applicable IMO requirements and
recommendations. Parts executing multiple operations should meet
the requirements specified for each individual function they control,
monitor or perform.
2. Each "part" of an IBS should meet the relevant requirements and the
associated technical testing standards. In the context of IBS "part"
means an individual module, equipment or subsystem.
3. Each part to be integrated should provide details of its operational
status and the latency and validity of essential information. Means
should be provided within the IBS to make use of this information.
4. A failure of one part should not affect the functionality of other parts
except for those functions directly dependent upon the information
from the defective part.
5. The functionality of the IBS should ensure that its operation is at least
as effective as for stand-alone equipment.
6. Continuously displayed information should be reduced to the minimum
necessary for safe operation of the ship. Supplementary information
should be readily accessible.
7. The source of information (sensor, result of calculation or manual
input) should be displayed continuously or upon request.
8. Where multifunction displays and controls are used to perform
functions necessary for safe operation of the ship they should be
duplicated and interchangeable.
9. It should be possible to display the complete system configuration, the
available configuration and the configuration in use.
10. An alternative means of operation should be provided for essential
functions.
11. An alternative source of essential information should be provided. The
IBS should identify loss of either source.

2|Page IBS Performance Standards
12. Interfacing to an IBS should comply with the relevant international

marine interface standards. A failure in the connectivity should not
affect independent functionality.
13. For actions which may cause unintended results, the IBS should
request confirmation from the operator.
14. The number of alarm types and their release should be kept as low as
possible by providing indications for information of lower importance.
Alarms should be displayed so that the alarm reason and the resulting
functional restrictions can be easily understood. Indications should be
self-explanatory.
15. The IBS should, upon turn-on, come to an initial default state, after it
was shut down as per the procedures.
16. After a power interruption full functionality of the IBS should be
available after recovery 000 of all subsystems. The IBS should not
increase the recovery time of individual subsystem functions after
power restoration.
17. If subjected to a power interruption the IBS should, upon restoration
of power, maintain the configuration in use and continue automated
operation, as far as practicable. Safety related automatic functions
should only be restored upon confirmation by the operator.
18. The IBS should be supplied:
i. from the main and emergency sources of electrical power with

automated changeover through a local distribution board with
provision to preclude inadvertent shut-down;
ii. from a transitional source of electrical power for a duration of not
less than 1 min; and
iii. where required, parts of the IBS should also be supplied from a
reserve source of electrical power.

1|Page IMO PERFORMANCE STANDARDS FOR INS
IMO PERFORMANCE STANDARDS FOR INTEGRATED

NAVIGATION SYSTEMS (INS)
FOLLOWING IMO PERFORMANCE STANDARDS FOR

INTEGRATED NAVIGATION SYSTEMS (INS) SHALL BE
COMPLIED WITH:
GENERAL INTRODUCTION:
1. The purpose of integrated navigation systems (INS) is to enhance the

safety of navigation by providing integrated and augmented functions to
avoid geographic, traffic and environmental hazards.
2. The INS aims to ensure that, by taking human factors into consideration;
the workload is kept within the capacity of the operator in order to
enhance safe and expeditious navigation and to complement the mariner's
capabilities, while at the same time to compensate for their limitations.
3. By combining and integrating functions and information the INS
provides “added value” for the operator to plan, monitor and/or control
safety of navigation and progress of the ship.
4. Integrity monitoring is an intrinsic function of the INS. The INS supports
safety of navigation by evaluating inputs from several sources,
combining them to provide information giving timely alerts of dangerous
situations and system failures and degradation of integrity of this
information.
5. The INS presents correct, timely, and unambiguous information to the
users and provides subsystems and subsequent functions within the INS
and other connected equipment with this information.
6. An INS comprises navigational tasks such as “Route planning”, “Route
monitoring”, “Collision avoidance”, “Navigation control data”,
“Navigation status and data display” and “Alert management”, including
the respective sources, data and displays which are integrated into one
navigation system.
7. An INS is defined as such if work stations provide multifunctional
displays integrating at least the following navigational tasks/functions:
i. “Route monitoring”

ii. “Collision avoidance”
8. An alert management is a part of the INS.The tasks are allocated to, and
operated by the operator on, a defined set of multi-functional “task
stations”. The scope of an INS may differ dependent on the number and
kind of tasks integrated.
OPERATIONAL REQUIREMENTS:
These standards may allow for accepting INS to substitute for some carriage
requirements of navigational equipment as equivalent to other means under
SOLAS regulation V/19. In this case, the INS should comply with these
performance standards:
1. The design of the INS should ease the workload of the bridge team and
pilot in safely and effectively carrying out the navigation functions
incorporated therein.
2. An INS should combine process and evaluate data (information) from
connected sensors and sources. The availability, validity and integrity of
data exchange within the INS and from connected sensors and sources
should be monitored. A failure of data exchange should not affect any
independent functionality.
3. The INS should ensure that the different types of information are
distributed to the relevant parts of the system, applying a “consistent
common reference system” for all types of information. The CCRS
should ensure that all parts of the INS are provided with the same type of
data from the same source.
4. All essential information should be displayed clearly and continuously.
Additional navigational information may be displayed, but should not
mask, obscure or degrade essential information required for the display
by its primary task, as specified in this performance standards.
5. The configuration of the INS should be modular and task - oriented. The
navigational tasks of an INS are classified as “Route planning”, “Route
monitoring”, “Collision avoidance”, “Navigation control data”, “Status
and data display” and “Alert management”. Each of these tasks
comprises the respective functions and data.
6. The INS should offer default display configurations for the tasks route
monitoring and collision avoidance selectable at each task station to

provide the bridge team and pilot with a standardized display. This
configuration should be accessible by a simple operator action.
7. When switching the task from one task station to another, the current
display configuration should be maintained.
8. Each part of the INS should comply with all applicable requirements
adopted by the Organization, including the requirements of these
9. When functions of equipment connected to the INS provide facilities in
addition to these performance standards, the operation and, as far as is
reasonably practicable, the malfunction of such additional facilities
should not degrade the performance of the INS below the requirements of
these standards.
10. The integration of functions of individual equipment into the INS should
not degrade the performance below the requirements specified for the
individual equipment by the Organization.
11. In case of failure of one part or function of the INS, including network
failures, it should be possible to operate each other individual part or
function separately; at least the requirements specified for individual
equipment adopted by the Organization should be met, as far as
applicable.
12. The INS should provide operational modes for open sea, coastal,
confined waters (pilotage, harbour berthing, and anchorage).
13. The operational mode in use should be clearly indicated to the bridge
team and pilot.
14. If the mode in use is not the normal mode, to fully perform the functions
required for the INS, this should be clearly indicated.
15. If the system is in a degraded condition this should be sufficiently clear
that the bridge team and pilot can understand the nature of the failure and
its consequences.
16. The INS including the sensors for position, speed, heading and depth
should be supplied:
a. from both the main and the emergency source of electrical power with
automated changeover through a local distribution board with
provision to preclude inadvertent shutdown; and
b. from a transitional source of electrical power for a duration of not less
than 45 s.
c. After a power interruption full functionality of the INS should be
available after recovery of all subsystems. The INS should not
increase the recovery time of individual subsystem functions after

power restoration. For manual inputs that may cause unintended

results, the INS should request confirmation before acceptance, thus
providing a plausibility check. Wherever possible, an “undo”
function should be provided.
d. Adequate back-up arrangements should be provided to ensure safe
navigation in case of a failure within the INS.
17. The back-up arrangement should enable a safe take-over of the INS
functions and ensure that an INS failure does not result in a critical
situation
18. It should be possible to display the complete system configuration, the
available configuration and the configuration in use.
19. The design and implementation of the INS should ensure that it is simple
to operate by a trained user. The design of the system should facilitate the
tasks to be performed by the bridge team and pilot in navigating the ship
safely under all operational conditions.
20. The configuration of the equipment and presentation of information at
workstations should permit observation or monitoring by the bridge team
and pilot under all operating conditions.
21. The design of the system should avoid the potential single point failure
by one person during operation, and should minimize the risk of human
error.
22. The operation of the system should be designed to avoid distraction from
the task of safe navigation.
23. The failure of a single task station should not result in the loss of a
function mandated by the carriage requirements of SOLAS.
24. The integration should provide all functions, depending of the task for
which the INS is used and configured, to facilitate the tasks to be
performed by the bridge team and pilot in safely navigating the ship.
25. All tasks of an INS should use the same electronic chart data and other
navigational databases such as routes, maps, tide information.
26. If Electronic Navigational Charts (ENCs) are available, they should be
used as common data source for INS.
27. The INS should provide means for:
 administering the route plan (store and load, import, export,
documentation, protection),
 having the route check against hazards based on the planned
minimum under keel clearance as specified by the mariner,

 checking of the route plan against maneuvering limitation, if

available in the INS, based on parameters turning radius, rate of turn
(ROT), wheel-over and course changing points, speed, time, ETAs,
 drafting and refining the route plan against meteorological
information, if available in the INS.
28. The INS should provide capability for:

 optionally overlaying radar video data on the chart to indicate
navigational objects, restraints and hazards to own ship in order to
allow position monitoring evaluation and object identification,
 determination of deviations between set values and actual values for
measured under-keel clearance and initiating an under-keel clearance
alarm, if fitted.
 the alphanumeric display the present values of Latitude, Longitude,
heading, COG, SOG, STW, under-keel clearance, ROT (measured or
derived from change of heading).
29. The information should be displayed together with the indication of its
source (sensor data, result of calculation or manual input), unit of
measurement and status, including mode.
30. It is recommended that the INS provides means to generate pre-defined
or operator-defined display modes that are optimally suitable to the
navigation task.
31. The INS should indicate the operational status of automated functions
and integrated components, systems and/or subsystems.
32. Checks in the dialogue and in the input handling should be provided to
prevent erroneous data or control inputs.
SOME OMPORTANT DEFINITIONS:
Added Value:
Added value is an expression signifying the functionality and information,
which are provided by the INS, in addition to the requirements of the
performance standard for the individual equipment.
Alarm:
An alarm is the highest priority of an alert. It is symptomatic of a condition
requiring immediate attention and action by the bridge team, to maintain the
safe navigation of the ship.

Alert Management:
Alert management is a concept aimed at the harmonized regulation of the
monitoring, handling, distribution and presentation of alerts on the bridge.
Automatic Control Functions:

It means the functions that include automatic heading, and/or track and/or
speed control or other navigation related automatic control functions.
Collision Avoidance:
It is defined as the navigational task of detecting and plotting other ships and
objects to avoid collisions.
Consistent Common Reference System (CCRS):

It is a sub-system or function of an INS for acquisition, processing, storage,
surveillance and distribution of data and information providing identical and
obligatory reference to sub-systems and subsequent functions within an INS
and to other connected equipment, if available.
Consistent Common Reference Point (CCRP):

The Consistent Common Reference Point (CCRP) is a location on own ship,
to which all horizontal measurements such as target range, bearing, relative
course, relative speed, closest point of approach (CPA) or time to closest
point of approach (TCPA) are referenced, typically the conning position of
the bridge.
Essential Functions:
Indispensable functions to be available as required for the relevant
operational use.
Essential Information:
Indispensable information to be available as required for the relevant
functions.
External Safety Related Messages:

Data received from outside of the ship concerning the safety of navigation,
through equipment listed in SOLAS chapter V and/or NAVTEX.

Human Factor:
Workload, capabilities and limits of a user trained according to the
regulations of the Organization.
Human Machine Interface (HMI):

The part of a system an operator interacts with. The interface is the
aggregate of means by which the users interact with a machine, device, and
system (the system). The interface provides means for input, allowing the
users to control the system and output, allowing the system to inform the
users.
Integrity:
Ability of the INS to provide the user with information within the specified
accuracy in a timely, complete and unambiguous manner, and alerts within a
specified time when the system should be used with caution or not at all.
Multifunction Display:
It means a single visual display unit that can present, either simultaneously
or through a series of selectable pages, information from more than a single
function of an INS.
Navigation Control Data: Task that provides information for the manual
and automatic control of the ship’s movement on a task station.
Sensor:
Sensor is defined as a navigational aid (measuring device), with or without
its own display, processing and control as appropriate, automatically
providing information to operational systems or INS.
Simple Operator Action:

A procedure achieved by no more than two hard-key or soft-key actions,
excluding any necessary cursor movements, or voice actuation using
programmed codes.

Single Operator Action:

A procedure achieved by no more than one hard-key or soft-key action,
excluding any necessary cursor movements, or voice actuation using
programmed codes.
Situational Awareness:
Situational awareness is the mariner’s perception of the navigational and
technical information provided, the comprehension of their meaning and the
projection of their status in the near future, as required for timely reaction to
the situation. Situation awareness includes mode awareness.
System Alerts:
Alerts related to equipment failure or loss (system failures).
Task Station:
It means a multifunction display with dedicated controls providing the
possibility to display and operate any navigational tasks. A task station is
part of a workstation.
Track:
It is defined as the path to be followed by the vessel over ground.
Track Control:
Control of the ship’s movement along a track is defined as track control.
Warning:
It is defined as a condition requiring no-immediate attention or action by the
bridge team. Warnings are presented for precautionary reasons to make the
bridge team aware of changed conditions which are not immediately
hazardous, but may become so, if no action is taken.

1|Page IMO PERFORMANCE STANDARDS FOR LRIT
IMO PERFORMANCE STANDARDS FOR LONG RANGE

IDENTIFICATION AND TRACKING SYSTEM (LRIT)
While meeting the general requirements for ship borne radio

equipment forming part of the global maritime distress and safety
system (GMDSS) and for electronic navigational aids, the LRIT
should comply with the following minimum requirements:
Operational requirements:
1. It should be capable of transmitting the ship’s LRIT

information at 6-hour intervals to an LRIT Data Centre
automatically and without human intervention on board the
ship.
2. It should be capable of being configured remotely to transmit
LRIT information at variable intervals.
3. It should be capable of transmitting LRIT information
following receipt of polling commands.
4. It should be interfaced directly to the ship borne global
navigation satellite system equipment, or have internal
positioning capability.
5. It should be supplied with energy from the main and
emergency source of electrical power;
Data to be transmitted:
Following data shall be transmitted from the ship-borne LRIT

equipment:
1. Ship borne equipment Identifier: The identifier used by the

ship borne equipment.
2. Positional data: The Global Navigation Satellite System
(GNSS) position (latitude and longitude) of the ship (based
on the WGS 84 datum).
3. On-demand position reports: The equipment should be

capable of responding to a request to transmit LRIT
information on demand without human interaction on board
the ship, irrespective of where the ship is located. On-
demand position reports means transmission of LRIT
information as a result of either receipt of polling command
or of remote configuration of the equipment so as to transmit
at interval other than the preset ones.
4. Pre-scheduled position reports: The equipment should be
capable of being remotely configured to transmit LRIT
information at intervals ranging from a minimum of 15 min
to periods of 6 h to the LRIT Data Centre, irrespective of
where the ship is located and without human intervention on
board the ship. Pre-scheduled position report means
transmission of LRIT information at the preset transmitting
intervals.
Application Service Providers:
An ASP should provide a communication protocol interface

between the Communication Service Providers and the LRIT Data
Centre. In the process it will ensure the following minimum
functions:
1. Remote integration of the ship borne equipment into an LRIT
Data Centre.
2. Automatic configuration of transmission of LRIT
information.
3. Automatic modification of the interval of transmission of
LRIT information.
4. Automatic suspension of transmission of LRIT information.
5. On-demand transmission of LRIT information; and
automatic recovery and management of transmission of LRIT
information.

6. Collection, storage and routeing of LRIT information in a

reliable and secure manner.
Recognition of Application Service Providers:
Application Services Provider(s) (ASPs) providing services to:
1. A National LRIT Data Centre should be recognized by the

Contracting Government establishing the centre.
2. A Regional or a Cooperative LRIT Data Centre should be
recognized by the Contracting Governments establishing the
centre. In such a case, the arrangements for recognizing the
ASPs should be agreed amongst the Contracting
Governments establishing the centre.
3. An International LRIT Data Centre should be recognized by
the Committee.
Contracting Governments should provide to the Organization a list

with the names and contact details of the ASPs they recognize
together with any associated conditions of recognition and
thereafter should, without undue delay, update the Organization as
changes occur.
Communications Service Providers:
Communications Service Providers (CSPs) provide services which

link the various parts of the LRIT system using communications
protocols in order to ensure the end-to-end secure transfer of the
LRIT information. A CSP may also provide services as an ASP.
LRIT Data Centers:

All LRIT Data Centers should be capable of carrying out following

functions:
1. Establishing and continuously maintaining systems which
ensure, at all times, that LRIT Data Users are only provided
with the LRIT information.
2. Collecting LRIT information from ships instructed by their
Administrations to transmit the LRIT information to the
centre.
3. Obtaining, when requested to provide LRIT information
transmitted by ships other than those which transmit the
information to the centre, LRIT information from other LRIT
Data Centers through the International LRIT Data Exchange.
4. Making available, when requested to provide LRIT
information transmitted by ships which transmit the
information to the centre, LRIT information to other LRIT
Data Centers through the International LRIT Data Exchange.
5. Executing requests received from LRIT Data Users for
polling of LRIT information or for change(s) in the
interval(s) of transmission of LRIT information by a ship or a
group of ships transmitting the information to the centre.
6. Relaying, when required, requests received from LRIT Data
Users through the International LRIT Data Exchange to the
other LRIT Data Centers for polling of LRIT information or
for change(s) in the interval(s) of transmission of LRIT
information by a ship or a group of ships not transmitting the
information to the centre.
7. Executing requests, received through the International LRIT
Data Exchange, from other LRIT Data Centers for polling of
LRIT information or for change(s) in the interval(s) of
transmission of LRIT information by a ship or a group of
ships transmitting the information to the centre.
8. Disseminating, upon request, to LRIT Data Users the LRIT
information they are entitled to receive in accordance with
the agreed arrangements and notify the LRIT Data User and
the Administration when a particular ship stops transmitting

LRIT information.
9. Archiving LRIT information from ships which transmit the
information to the centre, for at least one year and until such
time as the Committee reviews and accepts the annual report
of the audit of its performance by the LRIT Coordinator.
However, the archived LRIT information should provide a
complete record of the activities of the centre between two
consecutive annual audits of its performance.
10. Ensuring using appropriate hardware and software, that LRIT
information is backed-up at regular intervals, stored at
suitable off-site location(s) and available as soon as possible
in the event of disruption to ensure continuity of service.
All Regional or Cooperative LRIT Data Centers and the

International LRIT Data Centre should only internally route LRIT
information transmitted by ships entitled to fly the flag of the
Contracting Governments.
The performance of all LRIT Data Centers should be audited by
the LRIT Coordinator.
All LRIT Data Centers should cooperate and make available to the
LRIT Coordinator the information required to enable the
satisfactory completion of an audit of their performance.
National, Regional or Cooperative and International Data

Centers:
 National LRIT Data Centre is established by a Contracting

Government.
 Regional or a Cooperative LRIT Data Centre is established
by a group of Contracting Governments.
 National, Regional and Cooperative LRIT Data Centers may
also serve as a National, Regional or Cooperative Vessel
Monitoring System (VMS) and may require, as VMS, the
transmission from ships of additional information, or of

information at different intervals, or of information from
ships which are not required to transmit LRIT information.
VMSs may also perform other functions.
If a National, Regional or Cooperative LRIT Data Centre
collects additional information from ships, it should transmit
only the required LRIT information to the other LRIT Data
Centers through the International LRIT Data Exchange.
 International LRIT Data Centre is recognized and established
by the Committee. Contracting Governments not
participating in a National, Regional or Cooperative LRIT
Data Centre, or Contracting Governments having an interest
in the establishment of an International LRIT Data Centre
cooperate, under the coordination of the Committee, with a
view to ensuring its establishment.
 Ships, other than those which are required to transmit LRIT
information to a National, Regional or Cooperative LRIT
Data Centre, should transmit the required LRIT information
to the International LRIT Data Centre.
 International LRIT Data Centre may, upon request, collect
additional information from ships entitled to fly the flag of an
Administration on the basis of specific arrangements
concluded with the Administration concerned.
International LRIT Data Exchange:
International LRIT Data Exchange is recognized and established

by the Committee, under its coordination and cooperation from
Contracting Governments.
The International LRIT Data Exchange carries out following
functions:
1. Routeing LRIT information between LRIT Data Centers
using the information provided in the LRIT Data Distribution
Plan.
2. Providing connectivity to all LRIT Data Centers and the

LRIT Data Distribution Plan server.
International LRIT Data Exchange does not have the
capability to archive LRIT information or the capability to view or
access the LRIT information.
The performance of the International LRIT Data Exchange
should be audited by the LRIT Coordinator.
The International LRIT Data Exchange should cooperate
and make available to the LRIT Coordinator the information
required to enable the satisfactory completion of an audit of its
performance.
LRIT Data Distribution Plan:
LRIT Data Distribution Plan is established and maintained by the

Organization. The Organization also hosts, builds, operates and
maintains the LRIT Data Distribution Plan server.
The LRIT Data Distribution Plan includes a list indicating
the unique LRIT identities of Contracting Governments, Search
and Rescue services entitled to receive LRIT information, LRIT
Data Centers, the International LRIT Data Exchange, ASPs, the
LRIT Data Distribution Plan server and the LRIT Coordinator.
LRIT Coordinator:
The LRIT Coordinator should be appointed by the Committee. The

LRIT Coordinator should assist in the establishment of the
International LRIT Data Centre and/or International LRIT Data
Exchange.
The LRIT Coordinator should undertake a review of the
performance of the LRIT system taking into account the provisions
of regulation SOLAS Chapter V/19-1, the present performance
standards, the technical specification for the LRIT system and any

related decisions of the Committee and should report its findings to

the Committee at least annually.
In this respect, the LRIT Coordinator should on an annual basis:
1. Review the performance of ASPs (or CSPs when they act as
ASPs) providing services to the International LRIT Data
Centre.
2. Audit the performance of all LRIT Data Centers based on
archived information and their fee structures.
3. Audit the performance of the International LRIT Data
Exchange and its fee structure, if any.
4. And verify that Contracting Governments and Search and
Rescue services receive only the LRIT information they have
requested and are entitled to receive.
LRIT system performance:
 LRIT information should be available to an LRIT Data User

within 15 min of the time it is transmitted by the ship.
 On-demand LRIT information should be provided to an
LRIT Data User within 30 min of the time the LRIT Data
User requested the information.

1|Page IMO PERFORMANCESTANDARDS FOR ROTI
IMO PERFORMANCE STANDARDS FOR RATE OF TURN

INDICATORS (R.O.T.I.)
Rate of Turn Indicators fitted onboard ships shall comply with

following IMO performance standards:
1. The Rate-of-Turn Indicator (ROTI) shall be capable of indicating rates of

turn to starboard and to port of the ship to which it is fitted.
2. The ROTI may be self-contained; or it may form part of, or derive
information from, any other appropriate equipment.
3. The ROTI shall include a means of enabling the operator to verify that it is
operating.
4. The indication required shall be provided by a centre-zero analogue type
indicator (preferably circular). Where a circular scale indicator is used, the
zero shall be uppermost.
5. A turn of ship to port shall be indicated on the left of the zero point and a
starboard turn to the right of the zero point. If the actual rate of turn
exceeds full scale deflection, this shall be clearly indicated on the display.
6. In addition, an alphanumeric display may be provided. Positive indication
of port and starboard shall be provided on such displays.
7. The length of scale in either direction from zero shall not be less than
120 mm. The sensitivity of the system shall ensure that a change in the rate
of turn of one degree per minute is represented by a distance of not less
than 4 mm on its scale.
8. A linear range scale of not less than ± 30 degrees per minute shall be
provided. This scale shall be marked in intervals of one degree per minute
on both sides of zero. The scale shall be marked with figures every 10
degrees per minute. Every 10 degree mark shall be significantly longer
than the 5 degree mark which in turn shall be significantly longer than the
one degree mark. The marks and figures shall preferably be red or a light
color on a dark background. Additional linear range scales may be
provided.
9. Periodic rolling motion of the ship with an amplitude of ± 5 degrees and
period of up to 25 seconds and periodic pitching motion with an amplitude
of ± 1 degree and period of up to 20 seconds shall not change the mean
value of the indicated rate of turn by more than 0.5 degrees per minute.
2|Page IMO PERFORMANCESTANDARDS FOR ROTI
10. The indicated rate of turn shall not deviate from the actual rate of turn of
the ship by more than 0.5 degrees per minute plus 5 per cent of the
indicated rate of turn of the ship. These values include the influence of
earth rate.
11. The ROTI shall meet these accuracy requirements at all ship speeds up to
10 knots.
12. The ROTI shall be ready for operation and comply with these standards
within 4 minutes of being switched on.
13. The design shall be such that whether operating or not, the ROTI will not
degrade the performance of any other equipment to which it is connected.
14. Damping of the ROTI shall be provided with a time constant which may be
varied during operation in the range zero to at least 10 seconds.

1|Page IMO PERFORMANCE STANDARDS FOR S-VDR
IMO PERFORMANCE STANDARDS FOR SIMPLIFIED

VOYAGE DATA RECORDER (S-VDR)
The purpose of a simplified voyage data recorder (S-VDR) is to

maintain a store, in a secure and retrievable form, of information
concerning the position, movement, physical status, command and
control of a vessel over the period leading up to and following an
incident having an impact thereon. Information contained in an S-VDR
should be made available to both the Administration and the ship-
owner. This information is for use during any subsequent investigation
to identify the cause(s) of the incident.
Ships of classes defined in SOLAS chapter V, as amended, shall be

fitted with S-VDR complying with following performance standards:
OPERATIONAL REQUIREMENTS:
1. The S-VDR should continuously maintain sequential records of:

 preselected data items relating to the status
 output of the ship’s equipment,
 and command and control of the ship.
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.
3. The final recording medium should be installed in a protective

capsule of either a fixed or float-free type, which should meet all
of the following requirements:
 Be capable of being accessed following an incident but
secure against tampering;
 Playback equipment is not normally installed on a ship and
is not regarded as part of a S-VDR for the purposes of
these performance standards.
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 Maintain the recorded data for a period of at least 2 years

following termination of recording;
 Be of a highly visible color and marked with retro-reflective
materials; and
 Be fitted with an appropriate device to aid location.
4. The float-free type protective capsule should:

 be fitted with means to facilitate grappling and recovery;
 be so constructed as to minimize risk of damage during
recovery operations; and
 the device should 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 7 days/168
hours.
DATA SELECTION AND SECURITY:
The equipment should be so designed that, as far as is practical, it is

not possible to tamper with:
 the selection of data being input to the equipment,
 the data itself;
 nor that which has already been recorded. Any attempt to
interfere with the integrity of the data or the recording should be
recorded.
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.
DATA ITEMS TO BE RECORDED:
Date and time:
Date and time, referenced to UTC, should be obtained from a source

external to the ship or from an internal clock. 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 sufficient to reconstruct the history of the
incident in detail.
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.
Speed:
Speed through the water or speed over the ground, including an

indication of which it is, derived from the ship’s speed and distance
measuring equipment.
Heading:
As indicated by the ship’s compass.
Bridge Audio:
One or more microphones positioned on the bridge should be placed so

that conversation at or near the conning stations, radar displays, chart
tables, etc., are adequately recorded. As far as practicable, the
positioning of microphones should also capture intercom, public
address systems and audible alarms on the bridge.
Communications Audio:
VHF communications relating to ship operations should be recorded.
Radar data, post-display selection:
This should include electronic signal information from within one of the
ship’s radar installations which records all the information which was
actually being presented on the master display of that radar at the
time of recording. This should include any range rings or markers,
bearing markers, electronic plotting symbols, radar maps, whatever
parts of the SENC or other electronic chart or map that were selected,
the voyage plan, navigational data, navigational alarms and the radar
status data that were visible on the display. 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 S-VDR.
AIS Data:

If it is impossible to obtain radar data, then AIS target data should be

recorded as a source of information regarding other ships. If radar
data is recorded, AIS information may be recorded additionally as a
beneficial secondary source of information on both other and own ship.
INTERFACING:
Interfacing to the various sensors required should be in accordance

with the relevant international interface standards, where possible. 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 S-VDR
system develops fault
OPERATION:
The unit should be entirely automatic in normal operation. Means

should be provided whereby recorded data may be saved by an
appropriate method following an incident, with minimal interruption to
the recording process.
CONTINUITY OF OPERATION:
To ensure that the S-VDR continues to record events during an

incident, it should be capable of operating from the ship’s emergency
source of electrical power.
If the ship’s emergency source of electrical power supply fails, the S-
VDR should continue to record Bridge Audio from a dedicated reserve
source of power for a period of 2 h. At the end of this 2 h period all
recording should cease automatically.
The time for which all stored data items are retained should be at least
12 h. Data items which are older than this may be overwritten with
new data.
SOME IMPORTANT DEFINITIONS:
Simplified Voyage data recorder (S-VDR):

It means a complete system, including any items required to interface

with the sources of input data, for processing and encoding the data,
the final recording medium, the power supply and dedicated reserve
power source.
Sensor:
It means any unit external to the S-VDR, to which the S-VDR is

connected and from which it obtains data to be recorded.
Final recording medium:
It means the item of hardware on which the data is recorded such that
access to it would enable the data to be recovered and played back by
use of suitable equipment.
Playback equipment:
It means the equipment, compatible with the recording medium and

the format used during recording, employed for recovering the data. It
includes also the display or presentation hardware and software that is
appropriate to the original data source equipment.
Dedicated reserve power source:
It means a secondary battery, with suitable automatic charging

arrangements, dedicated solely to the S-VDR, of sufficient capacity to
operate it.

1|Page IMO PERFORMANCESTANDARDS FOR VDR
IMO PERFORMANCE STANDARDS FOR

SHIPBOTNE VOYAGE DATA RECORDERS (VDR)
INTRODUCTION
The purpose of a voyage data recorder (VDR) is to maintain, in a
secure and retrievable form, store of information concerning the
position, movement, physical status, command and control of a vessel
over the period leading up to and following an incident having an
impact thereon. Information contained in a VDR should be made
available to both the Administration and the ship-owner. This
information is for use during any subsequent investigation to identify
the cause(s) of the incident.
Ships of classes defined in SOLAS chapter V, as amended, shall be

fitted with a VDR with capabilities not inferior to those defined in these
OPERATIONAL REQUIREMENTS
The VDR should continuously maintain sequential records of:
 Preselected data items relating to the status;
 Output of the ship's equipment; and
 Command and control of the ship.
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.
The final recording medium should be installed in a protective capsule
which should meet all of the following requirements:
 be capable of being accessed following an incident but secure
against tampering.
 maximize the probability of survival and recovery of the final
recorded data after any incident.
 Shall be able to withstand pressure equivalent to submergence
in sea water depth of 6000 meters.
 May be fixed or float-free type.
 be of a highly visible color and marked with retro-reflective
materials; and
 be fitted with an appropriate device to aid location.
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 Playback equipment is not normally installed on a ship and is

not regarded as part of a VDR for the purposes of these
The unit should be entirely automatic in normal operation. Means

should be provided whereby recorded data may be saved by an
appropriate method following an incident, with minimal interruption to
the recording process.
DATA SELECTION AND SECURITY

The equipment should be so designed that, as far as is practical, it is
not possible:
 to tamper with the selection of data being input to the
equipment,
 the data itself,
 nor that which has already been recorded.
Any attempt to interfere with the integrity of the data or the recording
should be recorded.
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.
FOLLOWING DATA ITEMS SHALL BE RECORDED

Date and time
Date and time, referenced to UTC, should be obtained from a source
external to the ship or from an internal clock. 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 sufficient to reconstruct the history of the
incident in detail.
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.
Speed

Speed through the water or speed over the ground, including an

indication of which it is, derived from the ship's speed and distance
measuring equipment.
Heading
As indicated by the ship's compass.
Bridge Audio
One or more microphones positioned on the bridge should be placed so
that conversation at or near the conning stations, radar displays, chart
tables, etc., are adequately recorded. As far as practicable, the
positioning of microphones should also capture intercom, public
address systems and audible alarms on the bridge.
Communications Audio
VHF communications relating to ship operations should be recorded.
Radar data, post-display selection
This should include electronic signal information from within one of the
ship's radar installations which records all the information which was
actually being presented on the master display of that radar at the
time of recording. This should include any range rings or markers,
bearing markers, electronic plotting symbols, radar maps, whatever
parts of the SENC or other electronic chart or map that were selected,
the voyage plan, navigational data, navigational alarms and the radar
status data that were visible on the display. 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.
Echo sounder
This should include depth under keel, the depth scale currently being
displayed and other status information where available.
Main alarms
This should include the status of all mandatory alarms on the bridge.
Rudder order and response
This should include status and settings of auto-pilot if fitted.
Engine order and response
This should include the positions of any engine telegraphs or direct
engine/propeller controls and feedback indications, if fitted, including
ahead/astern indicators. This should also include status of bow
thrusters if fitted.
Hull openings status
This should include all mandatory status information required to be
displayed on the bridge.
Watertight and fire door status

This should include all mandatory status information required to be

displayed on the bridge.
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.
Wind speed and direction
This should be applicable where a ship is fitted with a suitable sensor.
Either relative wind speed or true wind speed; and direction may be
recorded, but an indication of which it is should be recorded.
INTERFACING
Interfacing to the various sensors required should be in accordance
with the relevant international interface standard, where possible. 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.
CONTINUITY OF OPERATION
To ensure that the VDR continues to record events during an
incident, it should be capable of:
 Operating from the ship's emergency source of electrical power.

 If the ship's emergency source of electrical power supply fails,
the VDR should continue to record Bridge Audio from a
dedicated reserve source of power for a period of 2 h. At the
end of this 2 h period all recording should cease automatically.
 The time for which all stored data items are retained should be
at least 12 h. Data items which are older than this may be
overwritten with new data.
.
RELEVANT DEFINITIONS
Voyage data recorder (VDR):
It means a complete system, including any items required to interface
with the sources of input data, for processing and encoding the data,

the final recording medium in its capsule, the power supply and
dedicated reserve power source.
Sensor:
It means any unit external to the VDR, to which the VDR is connected
and from which it obtains data to be recorded.
Final recording medium:
It means the item of hardware on which the data is recorded such that
access to it would enable the data to be recovered and played back by
use of suitable equipment.
Playback equipment:
It means the equipment, compatible with the recording medium and
the format used during recording, employed for recovering the data. It
includes also the display or presentation hardware and software that is
appropriate to the original data source equipment.
Dedicated reserve power source:
It means a secondary battery, with suitable automatic charging
arrangements, dedicated solely to the VDR, of sufficient capacity to
operate it.

MARINE AUTOPILOTS

AUTOPILOTS AND HEADING CONTROL SYSTEMS
Autopilots and heading control systems fitted onboard ships shall meet the
following performance standards:
1. The heading control system should be connected to a suitable source of

heading information.
2. Within limits related to the ship’s maneuverability the heading control
system, in conjunction with its source of heading information, should
enable a ship to keep a preset heading with minimum operation of the
ship's steering gear.
3. The heading control system should be capable of adapting manually or
automatically to different steering characteristics of the ship under various
speeds, weather and loading conditions, and provide reliable operation
under prevailing environment and normal operational conditions.
4. Unless features for automatic adjustment are incorporated in the
installation, the heading control system should be provided with adequate
controls to adjust to effects due to weather and the ship's steering
performance.
5. The number of operational controls should be such that easy and safe
operation can be achieved. The controls should be designed to preclude
inadvertent operation.
6. Any alteration of the preset heading should not be possible without
intended action of the ship's personnel.
7. The heading control system should be designed in such a way as to ensure
altering the pre-set heading to starboard by turning the heading setting
control clockwise or tilting it to the right-hand side. Normal alterations of
heading should be possible by one adjustment only of the preset heading
control.
8. Except for the preset heading setting control, the actuation of any other
control should not significantly affect the heading of the ship.
9. The heading control system should change to a preset heading without
significant overshoot.
10. A heading control system may work together with a track control system
adjusting its heading for drift.

MARINE AUTOPILOTS
11. If a heading control system is capable of digital serial communication with

the ship's navigation system then the interface facilities should comply with
the relevant international marine interface standards.
12. If the heading control system works as part of a track control system, then
when switching from track control to heading control, the actual heading
should be taken as the preset heading.
13. Any switching back to track control shall not be possible without intended
action of the ship's personnel.
14. A turn rate control for performing turns may be provided. The heading
control system should be connected to a suitable source of speed
information when it is used in a turning radius mode or when any control
parameters are automatically adapted to speed. The heading control system
should be able to perform turns, within the turning capability of the ship,
based either on a preset turning radius or a preset rate of turn.
15. Means should be incorporated in the equipment to enable rudder angle
limitation in the automatic mode. Means should also be available to
indicate when the angle of limitation has been commanded or reached.
16. Means should be incorporated to prevent unnecessary activation of the
rudder due to normal yaw motion.
17. Where remote control stations are provided, facilities for the delegation of
control to the remote station and unconditional return of control should be
incorporated in the master station.
18. There should be a single change-over control which should be located in
such a position that it is easily accessible to the officer of the watch.
Change-over from automatic to manual steering and vice-versa should be
possible at any position of the rudder and should be executed by one
manual control within 3 seconds.
19. Change-over from automatic to manual steering should be possible under
any conditions including any failure in the automatic control system.
20. When changing over from manual to automatic steering the heading
control system shall take over the actual heading as the preset heading.
21. Adequate indication should be provided to show which method of steering
is in operation.
22. An alarm both audible with mute function and visual should be provided in
order to indicate failure or a reduction in the power supply to the heading
control system or heading monitor, which would affect the safe operation
of the equipment.
23. An off-heading alarm, both audible with mute function and visual should
be provided when the actual heading deviates from the preset heading
beyond a preset limit.

MARINE SPEED LOGS

SPEED LOGS (SDME)
Applicable for both EM and Doppler logs
Devices to indicate speed and distance are intended for general navigational and
ship maneuvering use. Although the minimum requirement is to provide
information on the distance run and the forward speed of the ship through the
water or over the ground, additional information on ship's motions other than in
the forward axis may be provided.
Devices to indicate speed and distance should comply with the following
minimum performance requirements:
1. The equipment should comply fully with its performance standards at
forward speeds up to the maximum speed of the ship and in water of depth
greater than 3 m beneath the keel.
2. Speed information may be presented in either analogue or digital form.
Where a digital display is used, its incremental steps should not exceed 0.1
knots. Analogue displays should be graduated at least every 0.5 knots and
be marked with figures at least every 5 knots. If the display can present the
speed of the ship in other than the forward direction, the direction of
movement should be indicated unambiguously.
3. Distance run information should be presented in digital form. The display
should cover the range from 0 to not less than 9999.9 nautical miles and
the incremental steps should not exceed 0.1 nautical miles. Where
practicable, means should be provided for resetting readout to zero.
4. The display should be easily readable by day and by night.
5. Means should be provided for feeding distance run information to other
equipment fitted on board.
6. If equipment is capable of being operated in either the "speed through the
water" or "speed over the ground" mode, mode selection and mode
indication should be provided.
7. If the equipment has provision for indicating speeds other than on a single
fore and aft axis, then the forward and athwart speed through the water
must be provided, and the forward and athwart speed over the ground may
be provided as an additional option. Resultant speed and course
information may be provided as a switchable option. All such information
should clearly indicate the direction, mode and validity status of the
displayed information.

MARINE SPEED LOGS
8. The performance of the equipment should be such that it will meet the
requirements of these standards when the ship is rolling up to + 10° and
pitching up to + 5°.
9. Where any part of the system is designed to extend from and retract into the
hull of the ship, the design should ensure that it can be extended, operated
normally and retracted at all speeds up to the maximum speed of the ship.
Its extended and retracted positions should be clearly indicated at the
display position.
10. Errors in the indicated speed, when the ship is operating free from shallow
water effect and from the effects of wind, current and tide, should not
exceed 2% of the speed of the ship, or 0.2 knots, whichever is greater.
11. Errors in the indicated distance run, when the ship is operating free from
shallow water effect and from the effects of wind, current and tide, should
not exceed 2% of the distance run by the ship in 1 h or 0.2 nautical miles in
each hour, whichever is greater.
12. If the accuracy of devices to indicate speed and distance run can be
affected by certain conditions (e.g. sea state and its effects, water
temperature, salinity, sound velocity in water, depth of water under the
keel, heel and trim of ship), details of possible effects should be included
in the equipment handbook.
13. The system should be so designed that neither the method of attachment of
parts of the equipment to the ship nor damage occurring to any part of the
equipment which penetrates the hull could result in the ingress of water to
the ship.
.

1|Page IMO PERFORMANCE STANDARDS
FOR ECDIS: DISPLAY
IMO PERFORMANCE STANDARDS FOR ELECTRONIC CHART

DISPLAY AND INFORMATION SYSTEMS (ECDIS)
(For MMD Phase II Examination Purposes)
PERFORMANCE STANDARDS REGARDING DISPLAYS:

 DISPLAY OF SENC INFORMATION:
1. ECDIS should be capable of displaying all SENC information. SENC
information available for display during route planning and route
monitoring should be subdivided into three categories, display base,
standard display, and all other information. ECDIS should present the
standard display at any time by a single operator action. The ENC and all
updates to it should be displayed without any degradation of their
information content.
2. When a chart is first displayed on ECDIS, it should provide the standard
display at the largest scale available in the SENC for the displayed area.
3. ECDIS should provide an indication of weather the information is
displayed at larger scale than that contained in the ENC, or own ship’s
position is covered by an ENC at a larger scale than that provided by the
display.
4. It should be easy to add or remove information from the ECDIS display. It
should not be possible to remove information contained in the display base.
5. It should be possible for the mariner to select a safety contour from the
depth contours provided by the SENC. ECDIS should give the safety
contour more emphasis than other contours on the display.
6. It should be possible for the mariner to select a safety depth. ECDIS should
emphasize soundings equal to or less than the safety depth whenever spot
soundings are selected for display.
7. ECDIS should provide a means of ensuring that the ENC and all updates to
it have been correctly loaded into the SENC.
8. The ENC data and updates to it should be clearly distinguishable from other
displayed information.
 DISPLAY OF NAVIGATIONAL INFORMATION:

1. Radar information or other navigational information may be added to the
ECDIS display. However, it should not degrade the SENC information, and
should be clearly distinguishable from the SENC information. Transferred
radar information may contain both the radar image and ARPA
information.
2. ECDIS and added navigational information should use a common reference
system. If this is not the case, an indication should be provided.

FOR ECDIS: DISPLAY
3. If the radar image is added to the ECDIS display, the chart and the radar
image should match in scale and in orientation.
4. The radar image and the position from the position sensor should both be
adjusted automatically for antenna offset from the conning position.
5. It should be possible to adjust the displayed position of the ship manually
so that the radar image matches the SENC display.
6. It should be possible to remove the radar information by single operator
action.
 DISPLAY MODE AND GENERATION OF THE

NEIGHBOURING AREA:
1. It should always be possible to display the SENC in a "north-up"
orientation. Other orientations are permitted.
2. ECDIS should provide for true motion mode. Other modes are permitted.
3. When true motion mode is in use, reset and generation of the neighboring
area should take place automatically at a distance from the border of the
display determined by the mariner.
4. It should be possible manually to change the chart area and the position of
own ship relative to the edge of the display.
 DISPLAY REQUIREMENTS:
1. The effective size of the chart presentation for route monitoring should be
at least 270 mm by 270 mm.
2. The display should be capable of complying with the color and resolution
recommendations of IHO.
3. The method of presentation should ensure that the displayed information is
clearly visible to more than one observer in the conditions of light
normally experienced on the bridge of the ship by day and by night.

FOR ECDIS: GENERAL

GENERAL PERFORMANCE STANDARDS:

1. The primary function of the ECDIS is to contribute to safe navigation.
2. In addition to the general requirements for ship borne radio equipment
forming part of the global maritime distress and safety system (GMDSS)
and the requirements for electronic navigational aids, ECDIS should meet
the requirements of this performance standard.
3. ECDIS should be capable of displaying all chart information necessary for
safe and efficient navigation originated by, and distributed on the authority
of, government-authorized hydrographic offices.
4. ECDIS should facilitate simple and reliable updating of the electronic
navigational chart.
5. Use of ECDIS should reduce the navigational workload as compared to use
of a paper chart. It should enable the mariner to execute in a convenient and
timely manner all route planning, route monitoring and positioning
currently performed on paper charts. It should be capable of continuously
plotting the ship's position.
6. ECDIS should have at least the same reliability and availability of
presentation as the paper chart published by government-authorized
hydrographic offices.
7. ECDIS should not degrade the performance of any equipment providing
sensor inputs. Nor should the connection of optional equipment degrade the
performance of ECDIS below this standard. ECDIS should be connected to
systems providing continuous position fixing, heading and speed
information.
8. ECDIS should provide appropriate alarms or indications with respect to the
information displayed or malfunction of the equipment.
9. ECDIS should be provided with means for carrying out on-board tests of
major functions either automatically or manually. In case of failure, the test
should provide a suitable alarm or indication of system malfunction.
BACK-UP ARRANGEMENTS:
1. Adequate back-up arrangements should be provided to ensure safe
navigation in case of an ECDIS failure. Facilities enabling a safe take-over
of the ECDIS functions should be provided in order to ensure that an
ECDIS failure does not result in a critical situation.

FOR ECDIS: GENERAL
2. A back-up arrangement should be provided facilitating means for safe

navigation of the remaining part of the voyage in case of an ECDIS
failure.
POWER SUPPLY:
1. It should be possible to operate ECDIS and all equipment necessary for
its normal functioning when supplied by an emergency source of
electrical power in accordance with the appropriate requirements of
chapter II-1 of the 1974 SOLAS Convention.
2. Changing from one source of power supply to another or any interruption
of the supply for a period of up to 45 s should not require the equipment
to be re-initialized manually.

FOR ECDIS: MISCELLANEOUS

DEFINITIONS:
For the purpose of these performance standards:
Electronic chart display and information system (ECDIS) means a navigation

information system which, with adequate back-up arrangements, can be accepted
as complying with the up-to-date chart required by regulation V/20 of the 1974
SOLAS Convention, by displaying selected information from a system electronic
navigational chart (SENC) with positional information from navigation sensors to
assist the mariner in route planning and route monitoring, and by displaying
additional navigation-related information if required.
Electronic navigational chart (ENC) means the database, standardized as to

content, structure and format, issued for use with ECDIS on the authority of
government-authorized hydrographic offices. The ENC contains all the chart
information necessary for safe navigation, and may contain supplementary
information in addition to that contained in the paper chart (e.g. sailing directions)
which may be considered necessary for safe navigation.
System electronic navigational chart (SENC) means a database resulting from the
transformation of the ENC by ECDIS for appropriate use, updates to the ENC by
appropriate means, and other data added by the mariner. It is this database that is
actually accessed by ECDIS for the display generation and other navigational
functions, and is the equivalent to an up-to-date paper chart. The SENC may also
contain information from other sources.
Standard display means the SENC information that should be shown when a chart
is first displayed on ECDIS. The level of the information it provides for route
planning or route monitoring may be modified by the mariner according to the
mariner's needs.
Display base means the level of SENC information which cannot be removed
from the display, consisting of information which is required at all times in all
geographical areas and all circumstances. It is not intended to be sufficient for safe
navigation.

Alarm: An alarm or alarm system which announces by audible means, or audible

and visual means, a condition requiring attention.
Indicator: Visual indication giving information about the condition of a system or

equipment.
AREAS FOR WHICH SPECIAL CONDITIONS EXIST:
The following are the areas which ECDIS should detect and for which it should
provide an alarm or indication:
a. Traffic separation zone
b. Traffic routeing scheme crossing or roundabout
c. Traffic routeing scheme precautionary area
d. Two-way traffic route
e. Deepwater route
f. Recommended traffic lane
g. Inshore traffic zone
h. Fairway
i. Restricted area
j. Caution area
k. Offshore production area
AREAS TO BE AVOIDED:
a. Military practice area
b. Seaplane landing area
c. Submarine transit lane
d. Ice area
e. Channel
f. Fishing ground
g. Fishing prohibited
h. Pipeline area
i. Cable area
j. Anchorage area
k. Anchorage prohibited
l. Dumping ground
m. Spoil ground
n. Dredged area
o. Cargo transshipment area.

ALARMS AND INDICATORS:
a. Alarm for Exceeding off-track limits

b. Alarm for Crossing safety contour
c. Alarm or Indication for Area with special conditions
d. Alarm for Deviation from route
e. Alarm for approach to critical point
f. Alarm for Different geodetic datum
g. Alarm or Indication for Malfunction of ECDIS
h. Indication for Information overscale
i. Indication for Larger scale ENC available
j. Indication for Different reference system
k. Indication for Route planning across safety contour
l. Indication for Route planning across specified area
m. Indication for Positioning system failure
n. Indication for System test failure

ECDIS: ROUTE PLNNING and MONITORING

ROUTE PLANNING, MONITORING AND VOYAGE RECORDING:

1. It should be possible to carry out route planning and route monitoring in a
simple and reliable manner.
2. ECDIS should be designed following ergonomic principles for user-
friendly operation.
3. The largest scale data available in the SENC for the area given should
always be used by the ECDIS for all alarms or indications of crossing the
ship's safety contour and of entering a prohibited area, and for alarms and
indications.
 ROUTE PLANNING:
1. It should be possible to carry out route planning including both straight and
curved segments.
2. It should be possible to adjust a planned route by, for example: adding
waypoints to a route; deleting waypoints from a route; changing the
position of a waypoint; changing the order of the waypoints in the route.
3. It should be possible to plan an alternative route in addition to the selected
route. The selected route should be clearly distinguishable from the other
routes.
4. An indication is required if the mariner plans a route across an own ship's
safety contour.
5. An indication is required if the mariner plans a route across the boundary of
a prohibited area or of a geographical area for which special conditions
exist.
6. It should be possible for the mariner to specify a limit of deviation from the
planned route at which activation of an automatic off-track alarm should
occur.
 ROUTE MONITORING :
1. For route monitoring the selected route and own ship's position should
appear whenever the display covers that area.
2. It should be possible to display a sea area that does not have the ship on
the display (e.g., for look ahead, route planning), while route monitoring.
If this is done on the display used for route monitoring, the automatic
route monitoring functions (e.g., updating ship's position, and providing
alarms and indications) should be continuous. It should be possible to
return to the route monitoring display covering own ship's position
immediately by single operator action.

3. ECDIS should give an alarm if the ship, within a specified time set by the
mariner, is going to cross the safety contour.
4. ECDIS should give an alarm or indication, as selected by the mariner, if
the ship, within a specified time set by the mariner, is going to cross the
boundary of a prohibited area or of a geographical area for which special
conditions exist.
5. An alarm should be given when the specified limit for deviation from the
planned route is exceeded.
6. The ship's position should be derived from a continuous positioning
system of accuracy consistent with the requirements of safe navigation.
Whenever possible, a second independent positioning method of a
different type should be provided; ECDIS should be capable of
identifying discrepancies between the two systems.
7. ECDIS should provide an indication when the input from the position-
fixing system is lost. ECDIS should also repeat, but only as an indication,
any alarm or indication passed to it from a position-fixing system.
8. An alarm should be given by ECDIS if the ship, within a specified time or
distance set by the mariner, is going to reach a critical point on the
planned route.
9. The positioning system and the SENC should be on the same geodetic
datum. ECDIS should give an alarm if this is not the case.
10. It should be possible to display an alternative route in addition to the
selected route. The selected route should be clearly distinguishable from
the other routes. During the voyage, it should be possible for the mariner
to modify the selected sailing route or change to an alternative route.
11. It should be possible to display time-labels along ship's track, manually
on demand and automatically at intervals selected between 1 and 120 m;
and an adequate number of points, free movable electronic bearing lines,
variable and fixed-range markers and other symbols required for
navigation purposes.
12. It should be possible to enter the geographical co-ordinates of any
position and then display that position on demand. It should also be
possible to select any point (features, symbol or position) on the display
and to read its geographical co-ordinates on demand.
13. It should be possible to adjust the ship's geographical position manually.
This manual adjustment should be noted alpha-numerically on the screen,
maintained until altered by the mariner, and automatically recorded.

 VOYAGE RECORDING:
1. ECDIS should store and be able to reproduce certain minimum elements
required to reconstruct the navigation and verify the official database used
during the previous 12 hours.
2. The following data should be recorded at one-minute intervals:
(a) To ensure a record of own ship's past track: time, position,
heading, and speed; and
(b) To ensure a record of official data used: ENC source, edition,
date, cell and update history.
3. In addition, ECDIS should record the complete track for the entire voyage,
with time marks at intervals not exceeding 4 hours. It should not be
possible to manipulate or change the recorded information. ECDIS should
have the capability to preserve the record of the previous 12 hours and of
the voyage track.

FOR ECDIS: UPDATING

PROVISION AND UPDATING OF CHART INFORMATION:
1. The chart information to be used in ECDIS should be the latest edition of

information originated by a government-authorized hydrographic office,
and conform to IHO standards.
2. The contents of the SENC should be adequate and up-to-date for the
intended voyage, as required by regulation V/20 of the 1974 SOLAS
Convention.
3. It should not be possible to alter the contents of the ENC.
4. Updates should be stored separately from the ENC.
5. ECDIS should be capable of accepting official updates to the ENC data
provided in conformity with IHO standards. These updates should be
automatically applied to the SENC. By whatever means updates are
received, the implementation procedure should not interfere with the
display in use.
6. ECDIS should also be capable of accepting updates to the ENC data
entered manually with simple means for verification prior to the final
acceptance of the data. They should be distinguishable on the display from
ENC information and its official updates, and not affect display legibility.
7. ECDIS should keep a record of updates, including time of application to the
SENC.
8. ECDIS should allow the mariner to display updates so that the mariner may
review their contents and ascertain that they have been included in the
SENC.

FOR BNWAS
IMO PERFORMANCE STANDARDS FOR BRIDGE

NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS)
Bridge Navigational Watch Alarm System (BNWAS) is a system by virtue of

which warnings can be given in case of the watch keeping officer being
incapacitated due to accident, sickness or in the event of a security breach, e.g.
piracy and/or hijacking. The installation of BNWAS is easily affordable and is yet
an effective means of avoiding operational navigational accidents,
BNWASs installed on or after 1 July 2003, shall conform to the following
SCOPE:
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.
The system monitors the awareness of the Officer of the Watch (OOW) and
automatically alerts the Master or another qualified OOW if for any reason the
OOW becomes incapable of performing the OOW’s duties. This purpose is
achieved by a series of indications and alarms to alert first the OOW and, if he is
not responding, then to alert the Master or another qualified OOW.
Additionally, the BNWAS may provide the OOW with a means of calling for
immediate assistance if required. The BNWAS should be operational whenever
the ship’s heading or track control system is engaged, unless inhibited by the
Master.
All items of equipment forming part of the BNWAS should be tamper-proof so
that no member of the crew may interfere with the system’s operation.
OPERATIONAL MODES:
The BNWAS should incorporate the following operational modes:
1. Automatic: In this mode the BNWAS is brought into operation
automatically whenever the ship’s heading or track control system is
activated and withdrawn when this system is not activated.
2. Manual ON: In this mode the system is switched on manually and it
remains in operation constantly.
3. Manual OFF: In this mode the system is switched off manually and
remains out of operation in all circumstances.
The means of selecting the Operational Mode and the duration of the Dormant
Period (Td) (mentioned below under “operational sequence of indicators and

FOR BNWAS
alarms”) should be security protected so that access to these controls should be
restricted to the Master only.
The operational mode of the equipment should be indicated to the OOW.
OPERATIONAL SEQUENCE OF INDICATIONS AND ALARMS:

1. Once operational, the alarm system should remain dormant for a period of
between 3 and 12 min (Td).
2. At the end of this dormant period, the alarm system should initiate a visual
indication on the bridge.
3. If not reset, the BNWAS should additionally sound a first stage audible
alarm on the bridge 15 s after the visual indication is initiated.
4. If not reset, the BNWAS should additionally sound a second stage remote
audible alarm in the back-up officer’s and/or Master’s location 15 s after
the first stage audible alarm is initiated.
5. If not reset, the BNWAS should additionally sound a third stage remote
audible alarm at the locations of further crew members capable of taking
corrective actions 90 s after the second stage remote audible alarm is
initiated.
6. In vessels other than passenger vessels, the second or third stage remote
audible alarms may sound in all the above locations at the same time. If the
second stage audible alarm is sounded in this way, the third stage alarm
may be omitted.
7. In larger vessels, the delay between the second and third stage alarms may
be set to a longer value on installation, up to a maximum of 3 min, to allow
sufficient time for the back-up officer and/or Master to reach the bridge.
8. The alarm system should be capable of achieving the timings mentioned
above with an accuracy of 5% or 5 s, whichever is less, under all
environmental conditions.
9. The visual indication initiated at the end of the dormant period should take
the form of a flashing indication. Flashing indications should be visible
from all operational positions on the bridge where the OOW may
reasonably be expected to be stationed. The colour of the indication(s)
should be chosen so as not to impair night vision and dimming facilities
(although not to extinction) should be incorporated.
RESET FUNCTION:
1. It should not be possible to initiate the reset function or cancel any audible
alarm from any device, equipment or system not physically located in areas
of the bridge providing proper look out.

FOR BNWAS
2. The reset function should, by a single operator action, cancel the visual
indication and all audible alarms and initiate a further dormant period. If the
reset function is activated before the end of the dormant period, the period
should be re-initiated to run for its full duration from the time of the reset.
3. To initiate the reset function, an input representing a single operator action
by the OOW is required. This input may be generated by reset devices
forming an integral part of the BNWAS or by external inputs from other
equipment capable of registering physical activity and mental alertness of
the OOW.
4. A continuous activation of any reset device should not prolong the dormant
period or cause a suppression of the sequence of indications and alarms.
5. Means of activating the reset function should only be available in positions
on the bridge giving proper look out and preferably adjacent to visual
indications. Means of activating the reset function should be easily
accessible from the conning position, the workstation for navigating and
manoeuvring, the workstation for monitoring and the bridge wings.
6. Reset devices should be designed and installed so as to minimize the
possibility of their operation by any means other than activation by the
OOW. Reset devices should all be of a uniform design and should be
illuminated for identification at night.
7. Alternative reset arrangements may be incorporated to initiate the reset
function from other equipment on the bridge capable of registering operator
actions in positions giving proper look out.
EMERGENCY CALL FACILITY:

Means may be provided on the bridge to immediately activate the second, and
subsequently third, stage remote audible alarms by means of an “Emergency Call”
push button or similar alternative.
MALFUNCTIONS, ALARMS AND INDICATIONS:

The BNWAS should be powered from the ship’s main power supply. The
malfunction indication, and all elements of the Emergency Call facility, if
incorporated, should be powered from a battery maintained supply.
If a malfunction of, or power supply failure to, the BNWAS is detected, this
should be indicated. Means shall be provided to allow the repeat of this indication
on a central alarm panel if fitted.
The first stage audible alarm which sounds on the bridge at the end of the visual
indication period should have its own characteristic tone or modulation intended to

FOR BNWAS
alert, but not to startle, the OOW. This alarm should be audible from all
operational positions on the bridge where the OOW may reasonably be expected
to be stationed. This function may be engineered using one or more sounding
devices. Tone/modulation characteristics and volume level should be selectable
during commissioning of the system.
Second and third stage remote audible alarm or the remote audible alarm which
sounds in the locations of the Master, officers and further crew members capable
of taking corrective action at the end of the bridge audible alarm period should be
easily identifiable by its sound and should indicate urgency. The volume of this
alarm should be sufficient for it to be heard throughout the locations above and to
wake sleeping persons.
Single Operator Action:

A procedure achieved by no more than one hard-key or soft-key action, excluding
any necessary cursor movements, or voice actuation using programmed codes.

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PHASE–II (CHIEF MATE)

ELECTRONIC PLOTTING AIDS (For MMD Examination Purposes)

Performance standards for EPA are as follows:

1. The electronic plotting aid should provide a means to plot a

10. The selected plot should be clearly identified with an approved

For more details please visit: www.captyashpal.blogspot.com

IMO PERFORMANCE STANDARDS FOR ECHO-SOUNDING

There should be means to retrieve the recorded information.

7. The graphical display should be capable of showing:

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IMO PERFORMANCE STANDARDS FOR AIS

 in a ship-to-ship mode for collision avoidance;

2. The AIS should be capable of providing to ships and to competent authorities,

3. The system should be capable of operating in a number of modes:

 an "autonomous and continuous" mode for operation in all areas. This

4. The AIS should comprise:

i. a communication processor, capable of operating over a range of

For more details please visit: www.captyashpal.blogspot.com

5. The AIS should be capable of:

i. providing information automatically and continuously to a competent

7. The information provided by the AIS should include

- IMO number (where available)

- Ship's position with accuracy indication and integrity status

For more details please visit: www.captyashpal.blogspot.com

.4 Short safety-related messages

For more details please visit: www.captyashpal.blogspot.com

IMO PERFORMANCE STANDARDS FOR MARINE

(FOR MMD PHASE II EXAMINATIONS)

The words "GPS receiver equipment" as used in these performance

GPS RECEIVER EQUIPMENT SHALL COMPLY WITH FOLLOWING

1. be capable of receiving and processing the Standard Positioning

For more details please visit: www.captyashpal.blogspot.com

the datum of the navigational chart in use. Where this facility

For more details please visit: www.captyashpal.blogspot.com

i. an indication within 5 s if the specified HDOP has been exceeded.

Differential GPS status indication of:

iv. the receipt of DGPS signals; and

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IMO PERFORMANCE STANDARDS FOR MARINE

(FOR MMD PHASE II EXAMINATIONS)

The purpose of a marine gyrocompass is to determine and provide direction of ship’s

Operational and performance requirements:

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 Conditions of variations in power supply normally experienced at sea.

Requirements regarding power supply and interference:

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IMO PERFORMANCE STANDARDS FOR

An integrated bridge system (IBS) is defined as a combination of systems

IBS should comply with the following performance standards:

For more details please visit: www.captyashpal.blogspot.com

12. Interfacing to an IBS should comply with the relevant international

i. from the main and emergency sources of electrical power with

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IMO PERFORMANCE STANDARDS FOR INTEGRATED

(FOR MMD PHASE II EXAMINATIONS)

FOLLOWING IMO PERFORMANCE STANDARDS FOR