17.Cm DD Ndmates LCN Lecture Note Ens

SOUTHERN MARITIME TRAINING INSTITUTE
PREPARATORY COURSE FOR MASTER & CHIEF MATE ON SHIPS

OF 500 GT OR MORE
17. Lecture Notes

Electronic Navigation
Systems (ENS)
DOCUMENT NO: CM-DD-NDMATES-LCN REV. NO 00/ REV. DATE: 00.00.0000 ISSUE NO. 01 / ISSUE DATE: 15-08-2024
REVIEWED BY: HOA APPROVED BY: PRINCIPAL Page 1 of 40
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5.1 DETERMINE POSITION AND THE ACCURACY OF RESULTANT

POSITION FIX BY ANY MEANS
5.1.1 Using modern electronic navigational aids, with specific knowledge of
their operating principles, limitations, sources of error, detection of
misrepresentation of information and methods of correction to obtain accurate
position fixing
5.1.1.1 Ensures that the most appropriate electronic systems and electronic
navigation aids are used for position’,
Modern electronic navigational aids, such as GPS, Radar, and AIS (Automatic Identification
Systems), are essential tools for maritime navigation. These systems provide critical information to
mariners, helping them determine their exact location, avoid collisions, and navigate safely through
various waters. Understanding their operating principles is crucial to leveraging their full potential.
Mariners must select the most appropriate electronic systems and navigation aids based on the
operational environment and the limitations of each system. This involves a comprehensive
understanding of the available systems and their suitability for specific situations.
System Selection: In coastal waters, radar and AIS may provide more immediate and relevant
data compared to GPS, which is more useful in open seas. The choice of the system should be
based on the accuracy needed and the nature of the operation.
Understanding Limitations: Knowledge of each system's limitations is critical for making informed
decisions. For example, AIS relies on VHF radio signals, which have a limited range and can be
obstructed by terrain.
Assessing Accuracy: Continuous assessment of the accuracy of the chosen system is vital,
especially when navigating in challenging conditions. Mariners should be aware of the accuracy
claims of their equipment and compare the data with other sources.
5.1.1.2 Monitoring in any area given the information the system may provide and the
limitations, errors and accuracy of the available system
The effective operation of electronic navigation aids begins with proper setup and calibration.
Verification ensures that the equipment is functioning as intended and providing accurate data.
 Setup Procedures: Before use, each electronic navigation aid must be set up according to
the manufacturer's instructions, which may involve calibrating sensors, updating software,
and configuring settings for the specific voyage.
 Verification Process: Regular checks should be conducted to ensure that the equipment is
performing optimally. This might include running self-tests & diagnostics, comparing
system output with known reference points, and ensuring that antennas and sensors are
unobstructed.
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5.1.1.3 Verifies that each electronic navigation aid used is set up and operated effectively
provides guidance and support to cadets and watch keeping officers in the correct set-up
and use of electronic navigation aids.
Effective navigation relies not only on technology but also on the skill of the personnel operating it.
Experienced officers must provide guidance to cadets and junior officers to ensure proper use of
electronic navigation aids.
 Training: Training sessions should cover the basic principles of each system, hands-on
practice, and scenario-based exercises to simulate real-world challenges.
 Supervision: Cadets and less experienced officers should be supervised during their initial
operations to correct mistakes and build confidence in using the equipment.
5.1.1.4 Assesses the accuracy of position monitoring using electronic navigation aids
Continuous assessment of position accuracy is a critical task for ensuring safe navigation.
Mariners must be adept at evaluating the performance of electronic navigation aids and verifying
the reliability of the data provided.
 Cross-Verification: One of the primary methods of assessment is cross-verifying electronic

data with terrestrial or celestial observations. This helps confirm the accuracy of electronic
systems.
 Performance Monitoring: Tracking the system's performance over time allows for the
detection of gradual drift or sudden errors. This can be done by comparing system-
generated data with known waypoints or landmarks.
 Error Correction: When inaccuracies are detected, immediate steps should be taken to
correct the errors. Such as switching to a backup system, or using manual navigation
techniques as a fallback.
5.1.1.5 Ensures that the vessel position is determined at appropriate frequencies and
monitored continuously using the most appropriate electronic navigation aids available
and this is cross checked with terrestrial or celestial observations where these are possible
The continuous monitoring of a vessel's position is critical to safe navigation. Ensuring that the
position is determined at appropriate frequencies, using the most suitable electronic navigation
aids, and cross-checking it with terrestrial or celestial observations (where possible) is a key task
for modern mariners.
1. Frequency of Position Fixing: Determining the frequency at which the vessel's position is
updated depends on the navigational environment and conditions. In open waters, position
fixes may be taken at longer intervals, while in congested or coastal waters, more frequent
updates are essential to ensure safe navigation.
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2. Factors Influencing Frequency: Factors such as vessel speed, proximity to hazards, traffic
density, and weather conditions dictate how often position fixing is necessary. High-
frequency position fixes are vital during maneuvers, docking, and navigating in narrow
channels.
3. Selecting the Appropriate System: The choice of electronic navigation aids (e.g., GPS,
Radar, AIS) depends on the navigational context. In deep sea navigation, GPS provides
accurate long-range positioning. In coastal or port areas, radar and AIS are often more
practical for collision avoidance and short-range navigation.
4. Redundancy and Backup: Relying on multiple systems enhances reliability. For instance,
using both GPS and radar allows mariners to cross-verify the data. If one system fails or
provides questionable data, the other can serve as a backup.
5.1.2 Integrated Navigation system (INS) and Integrated Bridge system (IBS)
5.1.2.1 Briefly describe that Integrated Navigation system (INS) ‘supports safety of
navigation by evaluating inputs from several independent and different sensors, combining
them to provide information giving timely warnings of potential dangers and degradation of
integrity of this information.
An Integrated Navigation System (INS) supports the safety of navigation by combining data from
various independent sensors to provide enhanced situational awareness and timely warnings of
potential dangers. This system is crucial in reducing the cognitive load on navigators and ensuring
safe and efficient operations.
1. Sensor Integration: INS integrates data from various sensors, such as GPS, radar, AIS,
and gyrocompasses, providing a comprehensive picture of the vessel's position and
surroundings. The integration of different sensor data helps reduce the likelihood of errors
due to reliance on a single source.
2. Evaluation and Alerts: By continuously evaluating inputs, the INS can identify potential
risks, such as collision threats, grounding hazards, or proximity to navigational dangers.
The system generates alarms and alerts to notify the crew when action is required.
3. Enhanced Decision-Making: INS simplifies decision-making on the bridge by consolidating
data into a single interface, enabling quick assessment of the vessel's situation and
reducing the chances of human error.
4. Timely Warnings: One of the core functions of INS is to provide timely warnings about
dangers such as shallow waters, traffic separation zones, or restricted areas. Early alerts
allow the crew to take corrective actions promptly, enhancing the safety of the vessel.
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5.1.2.3 States that Integrity monitoring is an intrinsic function of the INS and that in the INS
the integrity of information is verified by comparison of the data derived from two or more
sources if available.
Integrity monitoring is a fundamental function of the Integrated Navigation System (INS). It ensures
that the data being used for navigation is accurate and reliable, reducing the risk of navigational
errors due to faulty sensor data.
5.1.2.4 States that in Integrity monitoring by the INS, the integrity is verified before essential
information is displayed or used and information with doubtful integrity should be clearly
marked by the INS and not used for automatic control systems
Before any essential information is displayed or used in the Integrated Navigation System (INS),
its integrity must be verified. This precaution helps prevent the use of incorrect data that could lead
to unsafe decisions.
5.1.2.5 Explains that the Integrated Bridge systems (IBS) is ‘a combination of systems
which are interconnected in order to allow' centralized access to sensor information or
command/control workstations, with the aim of increasing safe and efficient ship’s
management by suitably qualified personnel.
Integrated Bridge Systems (IBS) are combinations of multiple systems that are interconnected to
provide centralized access to sensor data and control workstations. The goal of IBS is to improve
safety and efficiency in ship management by enabling better decision-making through integrated
controls.
5.1.2.6 States that IBS recommendation apply to a system performing two or more
operations, namely: passage execution; communication; machinery control; loading,
discharging and cargo control; and safety and security.
1. Passage Execution: IBS must support the planning and execution of the vessel's passage.
This includes navigation route planning, monitoring of the voyage, and real-time updates
based on navigational conditions and traffic.
2. Communication: IBS integrates communication systems, ensuring that the bridge crew can
easily manage internal and external communications. This is vital for coordinating
operations with the engine room, cargo deck, and external parties such as port authorities.
3. Machinery Control: Centralized access to machinery control systems allows the bridge
crew to monitor the engine and other critical systems, ensuring that the ship operates
efficiently and any issues are addressed promptly.
4. Cargo Handling: IBS should also integrate cargo control systems to oversee loading,
discharging, and securing of cargo. This is essential for maintaining the vessel's stability
and ensuring that cargo operations are performed safely.
5. Safety and Security: Finally, IBS must incorporate safety and security systems, including
fire detection, security alarms, and access control, to protect the vessel and its crew from
hazards and unauthorized access.
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5.1.2.7 Describes the limitations of the systems.
1. Complexity: The integration of multiple systems can create complex interfaces that require
specialized training to operate effectively. In an emergency, the complexity of IBS could
slow down decision-making if the crew is not adequately trained.
2. Reliance on Technology: Over-reliance on integrated systems can lead to complacency,
where the crew may trust the systems implicitly without cross-verifying the data. This can
become a safety risk if the system malfunctions or provides incorrect information.
3. Potential for System Failure: Like all electronic systems, IBS and INS are susceptible to
technical failures, including hardware malfunctions, software bugs, and power outages.
Redundancies and backup systems are crucial to mitigate the impact of such failures.
4. Human-Machine Interaction: The effectiveness of these systems depends on the crew's
ability to interact with them efficiently. Poor human-machine interaction design can lead to
misunderstandings, errors, and ineffective use of the system's capabilities.
5.2 DETERMINE AND ALLOW FOR COMPASS ERRORS.

5.2.1 Knowledge of the principles of magnetic and gyro-compasses.
5.2.1.1 Parts of the magnetic compass and their function
5.2.1.1.1 Explains the requirements of SOLAS chapter V, regulation 19, in regard to the
requirements for the carriage of magnetic compasses
Magnetic Compass Requirements under Regulation 19: According to SOLAS Chapter V,

Regulation 19:
 Carriage Requirement: All ships, irrespective of size, must be equipped with a magnetic
compass as part of their navigational equipment. This is mandated to ensure the
availability of a reliable navigation tool that doesn't depend on electrical power or complex
systems, which could fail.
 Position and Use: The magnetic compass must be positioned on the ship in such a way
that it is usable by the person in charge of navigating the vessel. It must be visible from the
main steering position (often on the bridge) and should be easily readable to maintain
situational awareness.
 Standby Equipment: The magnetic compass acts as an important backup to other
navigational aids such as gyrocompasses or electronic compasses. It provides a simple,
fail-safe method of navigation in case of power failure or equipment malfunction.
 Inspection and Calibration: The compass must be regularly inspected and calibrated to
ensure accuracy. The calibration process involves adjusting the compass to compensate
for magnetic deviations caused by the ship's structure or equipment.
5.2.1.1.2 Explains that ships must also be fitted with a pelorus, or other means, to take
OF 500 GT OR MORE
bearings over an arc of 360° of the horizon and a means for correcting heading and
bearings to true at all times.
What is a Pelorus? A pelorus is a navigational instrument used to take bearings of objects relative
to the ship’s heading. It is similar to a compass but lacks magnetic needles and provides a 360°
view of the horizon. Bearings can be taken from landmarks, celestial bodies, or other ships.
5.2.1.1.3 Describes the parts of the magnetic compass and explains their function.
The card - The wet card is made of mica and is only about 15 cm in diameter. The card is
attached to nickel- silver float chamber that has a sapphire cap. The cap rests on iridium
tipped pivot. The sapphire has a polishing effect on the iridium tip. This arrangement is practically
frictionless.
The directive element - In modern wet card compasses the directive element is a ring magnet
fitted around the base of the float. The ring magnet offers less resistance to movement and causes
less turbulence.
The bowl - The diameter of the bowl is about 23 cm in order to reduce disturbances caused by
turbulence in the liquid during rotation of the card. The top of the bowl is of transparent glass. The
bottom is of frosted glass.
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Allowance for expansion - One method is to have

a small accordion – like expansion chamber
attached to the bowl. The chamber increases or
decreases in volume, as necessary, as the liquid
in the bowl expands or contracts due to changes
in atmospheric temperature.
Suspension - The bowl of the wet card compass

is suspended by gimbals. This bowl, being
considerably heavier than that of the dry card
compass, does not have a glass hemisphere of
alcohol and water attached to its underside.
Instead, a ballast weight consisting of a ring of
lead, enclosed in brass, is attached along with
circumference of the underside of the bowl to
bring its centre of gravity below the gimbals.
5.2.1.1.4 Briefly explains the operating principle of Transmitting Magnetic Compass (TMC)
A Transmitting Magnetic Compass (TMC) is an advanced version of the traditional magnetic

compass, designed to transmit the heading information electronically to remote displays on the
bridge or other parts of the ship.
Similar to a standard magnetic compass, the TMC relies on a magnetized needle or a magnetized
card that aligns with the Earth’s magnetic field. Unlike a traditional compass, which must be read
manually, the TMC converts the magnetic heading into an electrical signal using sensors. This
signal is then transmitted to remote displays, allowing the ship's heading to be viewed at multiple
stations simultaneously.
The TMC usually consists of a sensing unit (similar to the standard magnetic compass), a signal
processing unit, and one or more remote display units.
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5.2.1.2 Errors of the magnetic compass and their correction.
5.2.1.2.1 Explains the importance of keeping a record of observed deviations.
 Essential for safe navigation

 Allows for tracking changes in compass behavior over time
 Helps in identifying when adjustments are needed
5.2.1.2.2 Determines deviations and prepares a table or graph of deviations.
 Methods for determining deviations:

o Comparison with gyro compass
o Azimuth observations of celestial bodies
o Terrestrial bearings
 Creating a deviation table or graph:

o Record deviations for at least every 15° of compass heading
o Plot deviations against compass headings
5.2.1.2.3 Defines the approximate coefficients A, B, C, D and E
 Coefficient A: Constant deviation across all headings

 Coefficient B: Semicircular deviation, maximum on East/West headings
 Coefficient C: Semicircular deviation, maximum on North/South headings
 Coefficient D: Quadrantal deviation, maximum on intercardinal headings
 Coefficient E: Quadrantal deviation, maximum on cardinal headings
5.2.1.2.4 States the equation for the deviation on a given heading in terms of the
coefficients
Deviation = A + B sin θ + C cos θ + D sin 2θ + E cos 2θ
(where θ is the compass heading)
5.2.1.2.5 Describes the conditions which give rise to each of the coefficients
 Coefficient A: Misalignment of lubber line or poorly sited compass

 Coefficient B: Permanent and induced magnetism in fore-and-aft direction
 Coefficient C: Permanent and induced magnetism in athwartships direction
 Coefficient D: Asymmetrical arrangement of horizontal soft iron
 Coefficient E: Symmetrical arrangement of horizontal soft iron
5.2.1.2.6 Explains the use of the approximate coefficients A, B, C, D and E
 Analyzing compass errors

 Guiding compass adjustment procedures
 Predicting deviations on various headings
5.2.1.2.7 Describes why coefficients A and E may exist at a badly sited compass
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Poor compass siting can lead to:
 Misalignment (A coefficient)
 Uneven distribution of surrounding iron (E coefficient)
5.2.1.2.8 Explains the non-magnetic causes of an apparent coefficient A
 Misalignment of lubber line

 Errors in gyrocompass used for comparison
5.2.1.2.9 Explains that coefficient B results partly from the ship’s permanent magnetism
and partly from induced magnetism
Permanent Magnetism:
 This is the magnetism that remains constant in the ship's structure, regardless of the ship's
heading or location.
 It's primarily caused by the ferromagnetic materials used in the ship's construction, which
become magnetized during the building process or over time.
 The permanent magnetism creates a fixed magnetic field that interacts with the Earth's
magnetic field and affects the compass.
Induced Magnetism:
 This is the magnetism that changes as the ship moves through the Earth's magnetic field.
 It's caused by the Earth's magnetic field inducing temporary magnetism in the ship's soft
iron components.
 The strength and direction of induced magnetism change depending on the ship's heading
and its position on the Earth.
The combination of these two types of magnetism results in the total effect of coefficient B:
 The permanent magnetism component of B remains constant regardless of the ship's

location.
 The induced magnetism component of B varies with the ship's magnetic latitude and
heading.
5.2.1.2.10 Explains that induced magnetism may also contribute to coefficient C in a badly
sited compass.
While coefficient C is primarily associated with permanent magnetism in the athwartships direction,
induced magnetism can also contribute to this coefficient, especially in poorly sited compasses.
 Asymmetrical placement of the compass relative to ship's structure

 Proximity to vertical iron structures (e.g., stanchions, bulkheads)
 These structures become magnetized in the Earth's field and induce a field at the compass
5.2.1.2.11 Describes how the deviation associated with the coefficient permanent B varies
with magnetic latitude.
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 Constant Magnitude: The strength of the permanent B coefficient itself doesn't change with
magnetic latitude. It remains fixed because it's a result of the ship's permanent magnetism.
 Varying Effect: However, the deviation it causes changes with magnetic latitude due to the
changing strength of the Earth's horizontal magnetic field:
o Near the magnetic equator:

 The Earth's horizontal magnetic field is strongest.
 This makes the compass more responsive to Earth's field and less affected
by the ship's permanent magnetism.
 The deviation caused by permanent B is at its minimum here.
o Moving towards higher magnetic latitudes (north or south):
 The Earth's horizontal magnetic field weakens.
 This makes the compass more susceptible to the ship's permanent
magnetism.
 The deviation caused by permanent B increases.
o Near the magnetic poles:
 The Earth's horizontal magnetic field is weakest.
 The effect of the ship's permanent magnetism becomes more pronounced.
 The deviation caused by permanent B reaches its maximum.
5.2.1.2.12 Describes how the deviation associated with the coefficient induced B varies with
magnetic latitude.
 Increases as the ship moves towards higher latitudes (closer to magnetic poles)
 Decreases as the ship moves towards lower latitudes (closer to magnetic equator)
5.2.1.2.13 Explains why the deviation due to permanent magnetism should be compensated
by permanent magnets and deviation due to induced magnetism by spherical soft iron
correctors, where possible.
1. Permanent Magnetism:
o Characteristics:
 Remains constant regardless of the ship's location or orientation.
 Does not change with the Earth's magnetic field strength.
o Compensation Method: Permanent Magnets
 Permanent magnets produce a constant magnetic field.
 This constant field can effectively cancel out the ship's constant permanent
magnetic field.
o Rationale:
 The correction remains effective across all latitudes.
 It provides a stable, long-term solution that doesn't need frequent
adjustment.
5.2.1.14 Describes the causes of heeling error and how it varies with heel, course and
magnetic latitude.
Heeling error is compass deviation that occurs when a ship rolls from side to side.
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( P+ kZ)tan θ
Heeling Error ≈
H
P = Permanent vertical magnetism effect
k = Ship's constant for induced magnetism
Z = Earth's vertical magnetic field strength
θ = Angle of heel
H = Earth's horizontal magnetic field strength
Causes of Heeling Error
1. Vertical Permanent Magnetism:

2. Vertical Induced Magnetism:
3. Asymmetrical Arrangement of Horizontal Soft Iron:
Variation with Heel

 Magnitude:
o Increases as the angle of heel increases
o Generally proportional to the sine of the angle of heel
 Direction:
o Typically causes the compass to deflect to windward when the ship heels
o The direction of error can reverse in some cases, depending on the dominant
source of vertical magnetism
Variation with Course

 East/West Courses:
o Maximum heeling error occurs on East/West headings
o The error is zero on North/South headings
o Heeling Error ∝ sin θ cos ψ Where:

 Mathematical Relationship:
o θ is the angle of heel

o ψ is the magnetic course
 Pattern:
o Error follows a sinusoidal pattern as the ship turns through 360°
o Two maxima (opposite directions) on East and West headings
o Two zero points on North and South headings
Variation with Magnetic Latitude

1. Permanent Vertical Magnetism Component:
o Remains constant regardless of latitude
o Its effect on heeling error increases in higher latitudes due to the weakening
horizontal component of Earth's field
2. Induced Vertical Magnetism Component:
o Increases as the ship moves away from the magnetic equator towards the poles
o Proportional to the vertical component of Earth's magnetic field
3. Overall Trend:
o Heeling error generally increases as the ship moves to higher magnetic latitudes
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The rate of increase and the dominant component (permanent or induced) can vary
o
between ships
4. Equator vs. Poles:
o Minimum heeling error near the magnetic equator
o Maximum heeling error near the magnetic poles
5.2.1.14 Describes the correction of heeling error and why the correction does not remain
effective with change of magnetic latitude.
Correction Methods
1. Heeling Magnet:
o A vertical magnet placed directly below the compass
o Adjustable in height to vary its magnetic influence
o Primary method for correcting heeling error
2. Flinders Bar:
o A soft iron bar placed vertically near the compass
o Used to correct the induced component of vertical magnetism
3. Combination Approach:
o Often, both heeling magnet and Flinders bar are used together for comprehensive
correction
Correction Procedure
1. Initial Setup:
o Ship is steadied on an East or West heading where heeling error is maximum
o Artificial heel is induced (usually by shifting weights or using ballast tanks)
2. Adjustment:
1. Heeling magnet is adjusted (raised or lowered) until the compass remains steady
as the ship is rolled from side to side
2. Fine-tuning may be necessary on different headings and heel angles
3. Flinders Bar Adjustment:
o Typically done after correcting for other deviation coefficients
o Length of the bar is adjusted based on observed deviations at different latitudes
Why Correction Loses Effectiveness with Changing Magnetic Latitude

 Composition of Heeling Error:
1. Permanent Component: Remains constant regardless of latitude
2. Induced Component: Varies with the Earth's vertical magnetic field strength
 Behavior of Correction Methods:
1. Heeling Magnet: Provides a constant corrective force (like permanent magnetism)
2. Flinders Bar: Provides a variable corrective force (induced by Earth's field)
 Changes at Different Latitudes:
1. Near Equator:
1. Earth's vertical field is weakest
2. Induced component of heeling error is minimal
3. Heeling magnet may over-compensate
2. Towards Poles:
1. Earth's vertical field strengthens
2. Induced component of heeling error increases
3. Heeling magnet alone becomes insufficient
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 Mismatch in Variation:
1. The ship's induced vertical magnetism changes with latitude
2. The heeling magnet's strength remains constant
3. This leads to under or over-correction as latitude changes
 Flinders Bar Limitations:
1. While it helps with the induced component, its effectiveness can vary based on its
positioning and the ship's construction
 Mathematical Representation:
( P+ kZ)tan θ
1. Heeling Error ≈
H
2. As latitude changes, Z and H change, but P and the correction from the heeling
magnet remain constant
5.2.1.2.16 Defines the constants lambda 1 and lambda 2.
The constants lambda 1 (λ1) and lambda 2 (λ2) are crucial in understanding the relationship
between the Earth's magnetic field and the magnetic field experienced by the compass. These
constants help quantify the effect of the ship's iron on the compass.
 Lambda 1 (λ1)
Definition: Lambda 1 is the ratio of the directive force on the compass needle in an uncorrected
compass to the Earth's horizontal magnetic field strength.
H' mean directive force onboard

Mathematical Expression: λ1 = =
H directive force ashore
 Lambda 2 (λ2)
Definition: Lambda 2 is the ratio of the directive force on the compass needle in a corrected
compass (with soft iron correctors in place) to the Earth's horizontal magnetic field strength.
Simply is the value of Lambda when coefficient D is corrected.
 Relationship and Importance
1. λ2 is always greater than λ1

2. The difference between λ2 and λ1 indicates the effectiveness of soft iron
correction
3. The ratio λ2 / λ1 is known as the ship's multiplier
4. It represents the factor by which the directive force on the compass has
been increased by correction
5.2.1.2.17 Defines the constant mu.
OF 500 GT OR MORE
Mu is defined as the ratio of the vertical force acting on the north-seeking end of the compass
needle to the Earth's total force when the ship is upright.
R
μ= F
Where:
 R is the vertical force acting on the north-seeking end of the compass needle
 F is the Earth's total magnetic force
5.2.1.2.18 Explains how the soft iron spheres increase the mean directive force towards
magnetic north and that the value of lambda with the spheres in place is called
the ship’s multiplier.
The ship's multiplier is a measure of how much the soft iron correctors (primarily the spheres)
increase the directive force on the compass.
Definition:
 The ship's multiplier is the ratio of λ2 to λ1
 Mathematically: Ship's Multiplier = λ2 / λ1
Soft iron spheres, used as correctors for quadrantal deviation, have an additional beneficial effect
on the compass: they increase the mean directive force towards magnetic north.
5.2.1.2.19 Describes the vertical force instrument and its use in correcting heeling error
The vertical force instrument, also known as the dip needle or dip circle, is a specialized device
used in maritime navigation to measure the vertical component of the Earth's magnetic field. It
plays a crucial role in correcting the heeling error of a ship's magnetic compass.
 The vertical force instrument consists of a magnetized needle mounted on a horizontal

axis, allowing it to rotate freely in a vertical plane.
 It is typically housed in a circular case with a graduated scale to measure the angle of dip
(inclination) of the needle.
 The instrument is designed to be used on a stable platform, often with leveling screws to
ensure accurate positioning.
OF 500 GT OR MORE
The vertical force instrument, also known as a dip circle or dipping needle, is a specialized tool
used in magnetic compass adjustment, particularly for correcting heeling error.
Design:
 Consists of a magnetized needle mounted on a horizontal axis

 The needle is free to rotate in a vertical plane
 Housed in a case with a graduated scale to measure the angle of dip
Principle:
 The needle aligns itself with the direction of the total magnetic field
 The angle it makes with the horizontal is the magnetic dip or inclination
Components:
 Magnetized needle
 Horizontal pivot axis
 Graduated scale (typically in degrees)
 Leveling mechanism to ensure proper orientation
 Sighting mechanism for accurate readings
5.2.1.2.20 Describes methods of obtaining a table of deviations

1. By bearings of a distant object
2. By transit bearings
3. By gyro compass
4. By reciprocal bearing comparison
5. By astronomical bearings
6. By comparison with a standard or bearing compass
OF 500 GT OR MORE
By bearings of a distant object
The deviation obtained by comparing the observed compass bearing with known magnetic bearing
for the ship's position. In order to reduce parallax errors caused by the radius of turning, the object
used for taking bearings should be an adequate distance off.
Transit bearings
Not ideal as the bearings can only be observed as the vessel crosses the transit line.
Gyro compass
The error of the gyro compass must be known. If comparisons are made between the gyro
heading and magnetic heading an error in position of the lubber line will give false deviations.
Reciprocal bearing comparison
Use is made of a hand bearing compass and non—magnetic boat, with all magnetic gear
removed. As the ship is steadied on each heading reciprocal bearings are taken simultaneously
from the ship and boat. The boat's reciprocal bearing is the magnetic bearing of the boat from the
ship. Comparison gives the deviation.
Astronomical bearings
The bearing of the sun for example, can be pre—computed for the approximate period required for
the swing. A recommended method provided the weather is good with no large amount of cloud.
Comparison with the standard compass
This method assumes the deviation of the standard compass is known. Errors in position of the
Lubber line will give false deviations of the Steering compass.
5.2.1.2.23 Explains the adjustment of the compass by the analysis and/or tentative
methods and obtains a table of residual deviations
There are three methods available:-
(i) The analysis method
(ii) The tentative method
(iii) The deflector method
Analysis method
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In this method the deviations are analyzed, the coefficients found are removed by correctly placing
system obtained by calculating. Common for a new ship.
Tentative method
This method can be used in a ship at least a year old and in which the magnetism has become
fairly stable. There coefficients are not calculated, but the deviations on the various headings are
observed and removed.
Deflector Method
This is a method of correcting a compass which requires no knowledge of the deviation on the
various headings. An instrument called a Kelvin deflector is used which can compare the directive
force at the compass position on the various headings.
Analysis Method - Procedure for correction
1. The spheres are put in their mid-positions and an estimated amount of Flinders bar placed.
2. The ship is steadied on each inter cardinal heading and the deviations observed. The value of D
is found and removed by adjusting the position of the spheres.
3. The ship is steadied on each of four equidistant magnetic headings and the value of lambda 2
found using an oscillating magnetic needle.
4. The ship is steadied on east or west magnetic. The heeling error is corrected using the vertical
force instrument and the value of lambda 2 found above.
5. Assuming coefficient B to be larger than coefficient C, head the ship on east and west by
compass, observe the deviations, calculate coefficient B, and correct this amount by placing fore
and aft magnets in the binnacle.
6. Head the ship on north and south by compass, observe the deviations, calculate coefficient C,
and correct this amount by placing athwart ship magnets in the binnacle.
7. Swing the ship slowly and observe the deviations. Calculate the coefficients are re-adjust if
necessary.
Tentative Method - Procedure for correction
OF 500 GT OR MORE
This method is normally used for routine swings and assumes the deviations are not large before
the adjustment.
1. The amount of Flinders bar is checked and altered if the adjuster thinks necessary.
2. The spheres are tested for permanent magnetism.
3. The ship is steadied on east or west magnetic and the heeling error corrected with the vertical
force instrument. An assumed value of 0.8 or 0.9 is used for lambda 2.
4. The ship is steadied on east or west by compass and the deviation removed by adjusting the
fore and aft magnets.
5. The ship is steadied on north or south by compass and the deviation removed by adjusting the
athwart ship magnets.
6. The ship is steadied on any inter-cardinal heading and the deviation removed by adjusting the
position of the spheres.
7. Moving the spheres may affect the correction of B and C, so that the ship is now steadied on the
opposite heading to that in (4.) Half the deviation is removed with the fore and aft magnets.
8. Similarly the ship is steadied on the opposite heading to that in (5.) and half the deviation
removed with the athwart ship magnets.
9. (7.) and (8.) may affect the correction of coefficient D so that the ship is steadied on an inter-
cardinal heading and half the deviation removed by adjusting the position of the spheres.
10. Swing the ship slowly and observe the residual deviations.
5.2.1.2.24 States the order in which corrections should be made and explains why
they are made in that order
1. Coefficient A (Constant deviation)

2. Coefficients B and C (Semi-circular deviation)
3. Coefficients D and E (Quadrantal deviation)
Coefficient A (Constant deviation): Corrected first using vertical magnets.
Reason: Constant deviation affects all headings equally. By eliminating it first, you create a stable
baseline for the subsequent adjustments. It's like "zeroing" the compass before fine-tuning.
Coefficients B and C (Semi-circular deviation): Corrected second using fore-and-aft (B) and
athwartship (C) magnets.
Reason: Semi-circular deviation is typically the largest component of compass error. It varies as a
sine function with heading changes. By addressing this major source of error early, you can
OF 500 GT OR MORE
significantly improve compass accuracy across all headings. This makes the subsequent, more
subtle adjustments more effective.
B is corrected using fore-and-aft magnets, typically on East/West headings.
C is corrected using athwartship magnets, typically on North/South headings.
Coefficients D and E (Quadrantal deviation): Corrected last using soft iron correctors (usually
spheres).
Reason: Quadrantal deviation is generally smaller in magnitude than semi-circular deviation. It

varies as a sine function of twice the heading angle. By addressing this last, you're fine-tuning the
compass after the larger errors have been minimized. This allows for more precise adjustment of
these smaller, more complex deviations.
D and E are usually corrected simultaneously using soft iron spheres placed on either side of the
compass.
5.2.1.3 Principles of Gyrocompass
Mechanical/Ballistic Gyrocompass
The mechanical or ballistic gyrocompass operates on the principle of the Earth's rotation and the
conservation of angular momentum. The main components are:
1. Gyroscope: A rapidly spinning rotor mounted in a set of gimbals that allows the rotor to
maintain a constant orientation in space.
2. Damping mechanism: Provides friction to slowly align the gyroscope with the Earth's
north-south axis.
3. Azimuth control: Tracks the orientation of the gyroscope and converts it to a compass
heading.
OF 500 GT OR MORE
The gyroscope maintains its orientation due to the conservation of angular momentum. As the
Earth rotates, the gyroscope appears to precess, aligning itself with the Earth's north-south axis.
The damping mechanism applies just enough friction to allow this precession while preventing
oscillations. The azimuth control then translates the gyroscope's orientation into a compass
reading.
Fibre Optic Gyrocompass
The fibre optic gyrocompass uses the Sagnac effect to detect rotation. It has the following key
components:
1. Fibre optic coil: Light is split and sent through the coil in opposite directions.
2. Photodetector: Measures the interference pattern of the two light beams after they
traverse the coil.
3. Rotation sensing: As the coil rotates, the Sagnac effect causes a phase shift between the
two light beams, which is detected by the photodetector.
4. Azimuth calculation: The phase shift is used to calculate the rate of rotation, which is then
integrated to determine the absolute orientation.
The fibre optic gyrocompass has no moving parts, making it more reliable and less susceptible to
wear compared to mechanical gyrocompasses. It can also be made smaller and lighter.
Ring Laser Gyrocompass
The ring laser gyrocompass also uses the Sagnac effect to detect rotation, but instead of fibre
optics, it uses a closed-loop laser system:
1. Ring laser: Two counter-propagating laser beams circulate within a closed-loop optical
cavity.
2. Rotation sensing: As the cavity rotates, the Sagnac effect causes a frequency difference
between the two laser beams.
3. Photodetector: Measures the frequency difference, which is proportional to the rotation
rate.
OF 500 GT OR MORE
4. Azimuth calculation: The rotation rate is integrated to determine the absolute orientation.
The ring laser gyrocompass is highly accurate, with no moving parts. It is commonly used in
navigation of submarines & defense systems.
In summary, both the fibre optic gyrocompass and the ring laser gyrocompass provide significant
advantages over the traditional mechanical/ballistic gyrocompass, including improved reliability,
accuracy, size, and stability. These newer technologies have become increasingly popular in
modern navigation and guidance systems.
The gyroscope effect
When a gyroscope is set into fast rotation it will achieve a large spin which makes the spin axis
directionally stable in space (gyroscopic inertia). The direction of pointing will thereby remain
permanently towards a point in space which is called the gyro star, if it is not exposed to an
external moment of force. In relation to the Earth the axis will move as the Earth rotates.
The gyroscope effect
If a gyroscope is placed at the equator with its spin axis pointing east-west, as the Earth turns on
its axis, gyroscopic inertia will tend to keep the plane of rotation constant. To the observer, it is the
gyroscope which is seen to rotate, not the Earth. This effect is called the horizontal earth rate, and
is maximum at the equator and zero at the poles. At points between, it is equal to the cosine of the
latitude.
OF 500 GT OR MORE
If the gyro is placed at a geographic pole with its spin axis horizontal, it will appear to rotate about
its vertical axis. This is the vertical earth rate. At all points between the equator and the poles, the
gyro appears to turn partly about its horizontal and partly about its vertical axis, being affected by
both horizontal and vertical earth rates. In order to visualize these effects, remember that the gyro,
at whatever latitude it is placed, is remaining aligned in space while the Earth moves beneath it.
Gyroscopic precession
The gyroscope has a special characteristic when the axis is exposed to an external force. In such
cases, the movement of the spin axis is called precession. Precession movement is 90 degrees in
the direction of the external force. The direction in which the precession works depends on the
direction of rotation of the gyroscope, as well as the direction of of externally applied force. If we
have a vertical force we will have a horizontal precession.
In principle there are two main types of gyroscope, or sensitive element as the gyro element itself
is called:
 Top-heavy gyroscope
 Bottom-heavy gyroscope
Top-heavy gyroscope
OF 500 GT OR MORE
In order to obtain a force that can precess the gyro axis toward north, a container with mercury is
mounted on the axes. The system is called mercury or Hg control.
If we imagine that the north axis is turned eastwards when the gyroscope is started, this axis will
be raised when the Earth rotates toward east.
OF 500 GT OR MORE
The north axis which was initially directed toward east will move towards north, and we say that
the gyroscope has become meridian seeking. The precession velocity will be maximum when the
axis is in the north. Due to inertia in the system the axis will continue to precess past the meridian.
OF 500 GT OR MORE
Top-heavy gyroscope
The north-seeking will initially be an un-attenuated movement which means that the axis will not
be table in the meridian, but will swing for a period of approx. 84 minutes around the meridian. We
must therefore introduce an attenuation mechanism. In principle we can choose whether we will
attenuate the pendulum movement in the vertical or horizontal axis. Both methods lead to that we
have a spiral-formed attenuation curve which will put the axis in to the meridian. In Sperry
compasses it is achieved by placing a weight asymmetrically in relation to the axis. This mean that
the weight will perform precession force on the axis when it tilts.
Bottom-heavy gyroscope
In compasses with the gyroscope encapsulated in a gyro sphere”, it is usual to use a bottom heavy
system. This is done in practice by placing the gyroscope lower than the center in sphere, which
will results in that the center of gravity of the sphere will be lower than the center of the sphere. For
the sphere floating freely in the liquid-filled container, if the axis is lifted as a result of the Earth’s
rotation, the center of gravity will be pushed outside the centerline of the sphere. In this case the
buoyancy force will work in the sphere center, while the force of gravity will work in the sphere’s
center of gravity which is placed lower than the center. Since there is a gyroscope in the sphere
with fast spin, the „corrective” force will give a precession movement towards the meridian.
OF 500 GT OR MORE
In the sphere there is also a liquid reservoir with continuous piping. This is not a mechanism for
force of gravity driven north seeking, such as the mercury control was at the top-heavy gyroscope.
On the contrary the design is such that the oil filled reservoir system will work as an asymmetrical
weight that shall dampen the swinging movement around the meridian.
Gyrocompass errors
The total of the all the combined errors of the gyrocompass is called gyro error and is expressed
in degrees E or W, just like variation and deviation. But gyro error, unlike magnetic compass error,
and being independent of Earth’s magnetic field, will be constant in one direction; that is, an error
of one degree east will apply to all bearings all around the compass.
The errors to which a gyrocompass is subject are speed error, latitude error, ballistic deflection
error, ballistic damping error, quadrantile error, and gimballing error. Additional errors may be
introduced by a malfunction or incorrect alignment with the centerline of the vessel.
 Speed error is caused by the fact that a gyrocompass only moves directly east or west
when it is stationary (on the rotating Earth) or placed on a vessel moving exactly east or
west. Any movement to the north or south will cause the compass to trace a path which is
actually a function of the speed of advance and the amount of northerly or southerly
heading. This causes the compass to tend to settle a bit off true north. This error is
westerly if the vessel’s course is northerly, and easterly if the course is southerly. Its
magnitude depends on the vessel’s speed, course, and latitude. This error can be
corrected internally by means of a cosine cam mounted on the underside of the azimuth
gear, which removes most of the error. Any remaining error is minor in amount and can be
disregarded.
 Tangent latitude error is a property only of gyros with mercury ballistics, and is easterly in
north latitudes and westerly in south latitudes. This error is also corrected internally, by
offsetting the lubber’s line or with a small movable weight attached to the casing.
 Ballistic deflection error occurs when there is a marked change in the north-south
component of the speed. East-west accelerations have no effect. A change of course or
speed also results in speed error in the opposite direction, and the two tend to cancel each
other if the compass is properly designed. This aspect of design involves slightly offsetting
OF 500 GT OR MORE
the ballistics according to the operating latitude, upon which the correction is dependent.
As latitude changes, the error becomes apparent, but can be minimized by adjusting the
offset.
 Ballistic damping error is a temporary oscillation introduced by changes in course or
speed. During a change in course or speed, the mercury in the ballistic is subjected to
centrifugal and acceleration/deceleration forces. This causes a torqueing of the spin axis
and subsequent error in the compass reading. Slow changes do not introduce enough error
to be a problem, but rapid changes will. This error is counteracted by changing the position
of the ballistics so that the true vertical axis is centered, thus not subject to error, but only
when certain rates of turn or acceleration are exceeded.
 Quadrantal error has two causes. The first occurs if the center of gravity of the gyro is not
exactly centered in the phantom. This causes the gyro to tend to swing along its heavy axis
as the vessel rolls in the sea. It is minimized by adding weight so that the mass is the same
in all directions from the center. Without a long axis of weight, there is no tendency to
swing in one particular direction. The second source of quadrantal error is more difficult to
eliminate. As a vessel rolls in the sea, the apparent vertical axis is displaced, first to one
side and then the other. The vertical axis of the gyro tends to align itself with the apparent
vertical. On northerly or southerly courses, and on easterly or westerly courses, the
compass precesses equally to both sides and the resulting error is zero. On inter-cardinal
courses, the N-S and E-W precessions are additive, and a persistent error is introduced,
which changes direction in different quadrants. This error is corrected by use of a second
gyroscope called a floating ballistic, which stabilizes the mercury ballistic as the vessel
rolls, eliminating the error. Another method is to use two gyros for the directive element,
which tend to precess in opposite directions, neutralizing the error.
 Gimballing error is caused by taking readings from the compass card when it is tilted from
the horizontal plane. It applies to the compass itself and to all repeaters. To minimize this
error, the outer ring of the gimbal of each repeater should be installed in alignment with the
fore-and-aft line of the vessel. Of course, the lubber’s line must be exactly centered as well.
5.3 Establish watch keeping arrangements and procedures.

5.3.1 Bridge watch keeping equipment and systems.
5.3.1.1 Knowledge of voyage data recorders (VDR) and bridge navigational watch
keeping alarm systems (BNWAS).
Voyage data recorder, is a data recording system designed for all vessels required to comply with
the IMO's International Convention SOLAS Requirements in order to collect data from various
sensors on board the vessel. It then digitizes, compresses and stores this information in an
externally mounted protective storage unit. The protective storage unit is a tamper-proof unit
designed to withstand the extreme shock, impact, pressure and heat, which could be associated
with a marine incident (fire, explosion, collision, sinking, etc.).
OF 500 GT OR MORE
Voyage data recorder (VDR) means a complete system, including any items required to
interface with the sources of input signals, their processing and encoding, the final
recording medium, the playback equipment, the power supply and dedicated reserve power
source.
Like the black boxes carried on aircraft, VDRs enable accident investigators to review procedures
and instructions in the moments before an incident and help to identify the cause of any accident.
Signal source means any sensor or device external to the VDR, to which the VDR is connected
and from which it obtains signals and data to be recorded. Final recording medium means the
items of hardware on which the data is recorded such that access to any one of them would
enable the data to be recovered and played back by use of suitable equipment. The combination
of a fixed recording medium and float-free recording medium and long-term recording medium,
together, is recognized as the final recording medium.
Fixed recording medium means a part of the final recording medium which is protected against
fire, shock, penetration and a prolonged period on the ocean floor. It is expected to be recovered
from the deck of the ship that has sunk. It has a means of indicating location.
Float-free recording medium means a part of the final recording medium which should float-free
after a sinking. It has a means of indicating location. Long-term recording medium means a
permanently installed part of the Final Recording Medium. It provides the longest record duration
and has a readily accessible interface for downloading the stored data.
OF 500 GT OR MORE
Carriage requirements for VDR
As with all the navigational equipment carried onboard, the VDR also comes under the purview of
the SOLAS Chapter V, Regulation 20 as well as Annex 10. The details of it are as follows:
Passenger ships constructed on or after 1 July 2002 VDR
Ro-ro passenger ships constructed before 1 July 2002 VDR
Passenger ships other than ro-ro constructed before 1 July 2002 VDR
Ships other than passenger ships of 3000 GT and upwards constructed

on or after 1 July 2002 VDR
Cargo ships of 20000 gT. and upwards constructed before 1 July 2002* VDR or S-VDR
Cargo ships of 3000 GT and up to 20000 GT constructed before 1 July 2002 * VDR or S-VDR
* Cargo ships built before 1 July 2002 may be exempted from requirements to carry VDR /S-VDR when they
are to be taken permanently out of service within 2 years of the relevant implementation date.
Operational Requirements
The VDR can be classified to contain following units;
1 the Data Collection Unit (DCU) that is fitted on the bridge that pulls in
data from all the integrated sources,
2 a Data Recording Unit (DRU)
The final recording medium should consist of the following items:
 fixed recording medium;

 float-free recording medium; and
 long-term recording medium.
OF 500 GT OR MORE
Fixed recording medium
The fixed recording medium should be installed in a fixed protective capsule which should meet all
of the following requirements:
 be capable of being accessed following an incident but secure against a

physical or electronically manipulated change or deletion of recorded data;
 maintain the recorded data for a period of at least two years following
termination of recording;
 maximize the probability of survival against fire, shock, penetration and
deep-sea-pressure and recovery of the final recorded data after any
incident;
 Be of a highly visible color and marked with retro-reflective materials;
and
 be fitted with an appropriate device to aid location under water.
Float-free recording medium
The float-free recording medium should be installed in a float-free capsule which should meet all of
the following requirements:
 be fitted with means to facilitate grappling and recovery;

 maintain the recorded data for a period of at least six months following
termination of recording;
 be so constructed as to comply with the requirements specified in resolution
A.810(19) and to minimize risk of damage during recovery operations;
 be capable of transmitting an initial locating signal and further locating
homing signal for at least 48 hours over a period of not less than
seven days/168 hours;
and
 be capable of being accessed following an incident but secure against a
physical or electronically manipulated change or deletion of recorded data.
Long-term recording medium
The long-term recording medium should:
• be capable of being accessed from an internal, easily accessible area of the

ship;
and
• provide access to the data held on it but be secured against a physical or
electronically manipulated change or deletion of recorded data.
OF 500 GT OR MORE
The equipment should be so designed that, as far as is practical, it is not possible to manipulate
the amount of data being recorded by the VDR, the data itself nor the data which has already been
recorded. Any attempt to interfere with the integrity of the data or the recording should be
recorded. 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.
The VDR should be capable of operating from the ship's main and emergency source of electrical
power. If the ship's source of electrical power supply fails, the VDR should continue to record
bridge Audio from the dedicated reserve power source for a period of 2 hours. At the end of this 2-
hour period all recording should cease automatically.
Recording should be continuous unless terminated in accordance requirements. The time for
which all stored data items are retained should be at least 30 days/720 hours on the long-term
recording medium and at least 48 hours on the fixed and float-free recording media. Data items
which are older than this may be overwritten with new data.
Date and time
Date and time, referenced to UTC, should be obtained from a source external to the ship and an
internal clock should be synchronized with valid date and time data. During times of a loss of the
external source, the internal clock should be used. The recording should indicate which source is
in use. The recording method should be such that the timing of all other recorded data items can
be derived on playback with are solution and continuity 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 and speed over the ground, including an indication of which it is, derived
from the ship's speed and distance measuring equipment, as required by SOLAS regulations.
Heading
Heading as indicated by the ship's heading source.
Bridge audio
Microphones should be positioned on the bridge covering all work stations as described in
MSC/Circ.982 so that conversation is recorded. The recording should be such that, on playback, a
normal speaking voice should provide adequate intelligibility while the ship is performing its normal
operations. This performance should be maintained at all work stations while there is a single
OF 500 GT OR MORE
audio alarm anywhere on the bridge or any noise, including noise from faulty equipment or
mounting, or wind. This should be achieved through the use of at least two channels of audio
recording. Microphones positioned outside on bridge wings, should be recorded on at least one
additional separate channel.
Communications audio
VHF communications relating to ship operations should be recorded on an additional separate

channel.
Radar
The electronic signals of the main displays of both ship's radar installations as required by SOLAS
regulations. The recording method should be such that, on playback, it is possible to present a
faithful replica of the entire radar display that was on view at the time of recording, albeit within the
limitations of any bandwidth compression techniques that are essential to the working of the VDR.
ECDIS
Where a vessel is fitted with an ECDIS installation, the VDR should record the electronic signals of
the ECDIS display in use at the time as the primary means of navigation. The recording method
should be such that, on playback, it is possible to present a faithful replica of the entire ECDIS
display that was on view at the time of recording, albeit within the limitations of any bandwidth
compression techniques that are essential to the working of the VDR and in addition the source of
the chart data and the version used.
Echo sounder
The depth information. This should include, where available, depth under keel, the depth scale
currently being displayed and other status information.
Main alarms
This should include the status of all mandatory alarms on the bridge or as received from the Bridge
Alert Management System, if installed, recorded as individually identified alarms.
Rudder order and response
This should include status and settings of heading or track controller, if fitted and indicate the
control station, mode, and power unit(s) in use.
Engine and thruster order and response
This should include the positions of any engine telegraphs or direct engine/propeller controls and
feedback indications on the bridge, if fitted, including ahead/astern indicators and indicate the
control station in use. This should also include any thrusters if fitted and indicate the control station
in use.
OF 500 GT OR MORE
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
Where a ship is fitted with a suitable sensor, wind speed and direction should be recorded,
including its true or relative status.
AIS
All AIS data should be recorded.
Rolling motion
The VDR should be connected to an electronic inclinometer if installed. The recording method
should be such that the rolling motion can be reconstructed during playback.
Configuration data
In addition to the data items, a data block defining the configuration of the VDR and the sensors to
which it is connected should be written into the final recording medium during commissioning of
the VDR. The data block should be maintained up to date with respect to the vessel installation. It
should include details on the manufacturer, type and version number of a sensor, the identification
and location of the sensor and the interpretation of the sensor data. This configuration data should
be permanently retained in the final recording media and protected from modification other than by
a duly authorized person following any change to the configuration.
Electronic logbook
Where a ship is fitted with an electronic logbook in accordance with the standards of the
Organization the information from this should be recorded.
Interfacing
Interfacing to the various signal sources 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 offers no deterioration, even if the
VDR system develops faults.
OF 500 GT OR MORE
Download & Playback equipment for investigation authorities.
Instructions for executing the software and for connecting the external laptop computer to the VDR
should be provided. The portable storage device containing the software, the instructions and any
special (not commercial off-the-shelf) parts necessary for the physical connection of the external
laptop computer, should be stored within the main unit of the VDR.
Where non-standard or proprietary formats are used for storing the data in the VDR, the software
for converting the stored data into open industry standard formats should be provided on the
portable storage device or resident in the VDR.
Limitation of VDR receivers.
1. Signal reception: VDR receivers may experience difficulty in receiving signals in certain
conditions, such as: Areas with poor satellite coverage, When the vessel is in proximity to
large structures or in narrow channels, During periods of severe weather or atmospheric
disturbances
2. Accuracy: While modern VDR systems are generally accurate, there can be limitations in
precision, especially for: Position data in areas with limited GPS coverage, Speed and
heading information in rapidly changing conditions
3. Data storage capacity: VDR receivers typically have limited storage capacity, which can
affect: The duration of data that can be stored before overwriting, The sampling rate and
resolution of recorded data
4. Power dependency: VDR receivers rely on the ship's power supply, which means: They
may fail during complete power outages if backup power is not available, Data might be
lost or corrupted during power fluctuations
5. Environmental factors: Receivers can be affected by: Extreme temperatures, Humidity and
salt spray in marine environments, Vibrations and shocks from rough seas
6. Compatibility issues: Some older VDR receivers may have limitations in: Integrating with
newer shipboard systems, Supporting the latest data formats or transmission protocols
7. Bandwidth limitations: This can affect: The amount of data that can be transmitted in real-
time, The ability to remotely access or monitor VDR data,
8. Cybersecurity vulnerabilities: As VDRs become more connected, their receivers may be
susceptible to: Hacking attempts, Data manipulation or interception
9. Maintenance requirements: Regular calibration and maintenance are necessary to ensure:
Continued accuracy of the receivers, Compliance with international regulations
OF 500 GT OR MORE
5.3.1.1.17 Bridge navigational watch alarm system (BNWAS)
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.
OF 500 GT OR MORE
Application dates
SOLAS Ch.V Reg.19 as amended by res. MSC.282(86), adopted on 2009-06-05, has introduced a
carriage requirement for BNWAS as follows:
 Cargo ships > 150 GT and all passenger ships constructed on or after 1 July 2011;
 All Passenger ships constructed before 1 July 2011, first survey after 1 July 2012;
 Cargo ships > 3000 GT constructed before 1 July 2011, first survey after 1 July 2012;
 Cargo ships > 500 GT but < 3000 GT constructed before 1 July 2011, first survey after 1
July 2013; and
 Cargo ships >150 GT but < 500 GT constructed before 1 July 2011, first survey after 1 July
2014.
The bridge navigational watch alarm system shall be in operation whenever the ship is underway
at sea. A bridge navigational watch alarm system (BNWAS) installed prior to 1 July 2011 may
subsequently be exempted from full compliance with the standards adopted by the Organization,
at the discretion of the Administration.
It consists of three modes of operations:
1. Automatic
2. Manual On
OF 500 GT OR MORE
3. Manual off
Automatic mode
The Bridge Navigational Watch and Alarm system is automatically activated when the vessel is
navigating by means of heading or track control system and inhabited when this system is
deactivated.
Manual On
The Bridge Navigational Watch and Alarm system is always in operation.
•Master switches On the system by signal turning the key-switch towards On or any other
password protected method which is known only by the master.
•Once dormant period is set the authorized person pulls out the key.
•This dormant period starts when the system have been turned on.
Manual off:
The Bridge Navigational Watch and Alarm system is turned off.
The Technical characteristics
 After the system has been activated no alarm for a period of 3 to 12 minutes.
 After this period, the system initiates a visual alarm on the bridge
 If not reset, within a period of 15 seconds an audible alarm on the bridge is activated (First
Stage).
 If not reset, within a period of 15 seconds from last audible bridge alarm, a second stage
audible alarm is activated in the backup officer’s and/or Master’s location.
 If not reset, a third stage alarm is activated in a remote location where other officers can
take corrective action within 90 seconds from the initiation of second stage alarm.
 In vessels other than passenger vessels the second and the third stage alarms may sound
in all of the above location at the same time.
 In larger vessels time delay between second and third alarm can be set up to a maximum
of 3 minutes.
Visual indications
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.
OF 500 GT OR MORE
First stage bridge audible alarm
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 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 select-able during
commissioning of the system.
Second and third stage remote audible alarm
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.
RESET Function
 It should not be possible to initiate the reset function or cancel the audible alarm from a
device not physically located in the bridge area providing proper lookout.
 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.
 The single operation reset action must be in such a way that will ensure mental alertness of
the OOW.
 A continuous activation of any reset device should not prolong the dormant period or cause
a suppression of the sequence of indications and alarms.
Emergency calls 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.
 Accuracy: The alarm system should be capable of achieving the timings with an accuracy
of 5% or 5 s, whichever is less, under all environmental conditions.
 Malfunction: 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.
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.
Limitations of BNWAS
OF 500 GT OR MORE
1. False alarms: The system may trigger false alarms if the watch keeper is present but not
moving enough to reset the timer. This can lead to alarm fatigue and potentially cause crew
members to ignore or disable the system
2. Limited scope of detection: BNWAS primarily detects physical presence and basic activity,
not the quality or attentiveness of the watch It cannot detect if a watch keeper is distracted,
fatigued, or impaired while still physically present.
3. Dependency on manual resets: The system relies on watchkeepers remembering to reset
the timer regularly Forgetting to reset can lead to unnecessary alarms and potential
disruptions
4. Potential for circumvention: Some crew members might find ways to artificially trigger the
reset mechanism without actually maintaining proper watchThis defeats the purpose of the
system and compromises safety
5. Integration challenges: Older vessels may face difficulties in integrating BNWAS with
existing bridge systems This can lead to suboptimal performance or increased installation
costs
6. Customization limitations: Some BNWAS systems may not offer enough flexibility to
accommodate different operational needs or vessel types One-size-fits-all solutions might
not be ideal for all maritime operations.
7. Power dependency: Like other electronic systems, BNWAS is vulnerable to power failures
Without proper backup power, the system may fail during critical situations
8. Maintenance and testing requirements: Regular maintenance and testing are necessary to
ensure proper functionality This adds to the workload of the crew and potential points of
failure if not done correctly

17.Cm DD Ndmates LCN Lecture Note Ens

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SOUTHERN MARITIME TRAINING INSTITUTE

PREPARATORY COURSE FOR MASTER & CHIEF MATE ON SHIPS

17. Lecture Notes

5.1 DETERMINE POSITION AND THE ACCURACY OF RESULTANT

 Cross-Verification: One of the primary methods of assessment is cross-verifying electronic

5.1.2.7 Describes the limitations of the systems.

5.2 DETERMINE AND ALLOW FOR COMPASS ERRORS.

5.2.1.1 Parts of the magnetic compass and their function

Magnetic Compass Requirements under Regulation 19: According to SOLAS Chapter V,

Allowance for expansion - One method is to have

Suspension - The bowl of the wet card compass

A Transmitting Magnetic Compass (TMC) is an advanced version of the traditional magnetic

5.2.1.2 Errors of the magnetic compass and their correction.

5.2.1.2.1 Explains the importance of keeping a record of observed deviations.

 Essential for safe navigation

5.2.1.2.2 Determines deviations and prepares a table or graph of deviations.

 Methods for determining deviations:

 Creating a deviation table or graph:

5.2.1.2.3 Defines the approximate coefficients A, B, C, D and E

 Coefficient A: Constant deviation across all headings

Deviation = A + B sin θ + C cos θ + D sin 2θ + E cos 2θ

(where θ is the compass heading)

 Coefficient A: Misalignment of lubber line or poorly sited compass

5.2.1.2.6 Explains the use of the approximate coefficients A, B, C, D and E

 Analyzing compass errors

Poor compass siting can lead to:

5.2.1.2.8 Explains the non-magnetic causes of an apparent coefficient A

 Misalignment of lubber line

 The permanent magnetism component of B remains constant regardless of the ship's

 Asymmetrical placement of the compass relative to ship's structure

o Near the magnetic equator:

Causes of Heeling Error

1. Vertical Permanent Magnetism:

Variation with Heel

Variation with Course

o Heeling Error ∝ sin θ cos ψ Where:

o θ is the angle of heel

Variation with Magnetic Latitude

Why Correction Loses Effectiveness with Changing Magnetic Latitude

5.2.1.2.16 Defines the constants lambda 1 and lambda 2.

H' mean directive force onboard

 Relationship and Importance

1. λ2 is always greater than λ1

5.2.1.2.17 Defines the constant mu.

 The vertical force instrument consists of a magnetized needle mounted on a horizontal

 Consists of a magnetized needle mounted on a horizontal axis

5.2.1.2.20 Describes methods of obtaining a table of deviations

By bearings of a distant object

Reciprocal bearing comparison

Comparison with the standard compass

There are three methods available:-

(i) The analysis method

(ii) The tentative method

(iii) The deflector method

Analysis Method - Procedure for correction

Tentative Method - Procedure for correction

2. The spheres are tested for permanent magnetism.

1. Coefficient A (Constant deviation)

Coefficient A (Constant deviation): Corrected first using vertical magnets.