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This publication is
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GENERAL REQUIREMENTS
and
PERFORMANCE STANDARDS
for
SHIPBORNE RADIOCOMMUNICATIONS
AND NAVIGATIONAL EQUIPMENT

including
related operational recommendations
and guidance

2008 edition
incorporating the 2000 Amendments,
and all amendments,
adopted up to November 2007

INTERNATIONAL
MARITIME
ORGANIZATION
London, 2008
 Purchased by ANGLO EASTERN GROUP

First published in 1982

by the INTERNATIONAL MARITIME ORGANIZATION
4 Albert Embankment, London SE1 7SR

Second edition 1988

Third edition 1997
Fourth edition 2002
Fifth edition 2008

Printed in the United Kingdom by CPI William Clowes Ltd., Beccles, Suffolk

2 4 6 8 10 9 7 5 3 1

ISBN 978-92-801-4234-1

IMO PUBLICATION
Sales number: IC978E

Copyright © IMO 2008 (2005–2007 amendments)

All rights reserved.

No part of this publication may be reproduced,
stored in a retrieval system or transmitted
in any form or by any means
without prior permission in writing from the
International Maritime Organization.
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Foreword

In 1988, the International Maritime Organization printed a publication entitled

Performance Standards for Navigational Equipment. Over the years, many additional
performance standards for both radio and navigational equipment have been
adopted, and in some cases existing ones have been extensively revised and even
superseded. This was necessary because the available technology for radio and
navigational equipment has been evolving very rapidly, and consequently, both
Governments and industry needed to put new or revised standards into practice
as soon as possible. As the nineteenth IMO Assembly, by resolution A.825(19),
Procedure for adoption and amendment of performance standards for radio and
navigational equipment, which has been revoked by resolution A.886 of the 21st
Assembly, resolved that the function of adopting performance standards for radio
and navigational equipment, as well as amendments thereto, be performed by the
Maritime Safety Committee on behalf of the Organization, the present publication
incorporates all updated performance standards for radio and navigational
equipment and all amendments thereto adopted up to November 2007.

Note: IMO was formerly called IMCO: the name of the Organization was changed
from “Inter-Governmental Maritime Consultative Organization (IMCO)” to
“International Maritime Organization (IMO)” in May 1982.
Inmarsat was formerly called INMARSAT: the name of the Organization was
changed from “International Maritime Satellite Organization (INMARSAT)” to
“International Mobile Satellite Organization” (Inmarsat) in December 1994.

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Contents

I GENERAL REQUIREMENTS
I/1 General requirements for shipborne radio equipment forming part
of the global maritime distress and safety system and for electronic
navigational aids
Resolution A.694(17)
I/2 General requirements for electromagnetic compatibility for all
electrical and electronic ship’s equipment
Resolution A.813(19)

II SHIPBORNE NAVIGATIONAL EQUIPMENT

II/1 Magnetic and gyro-compasses
II/1.1 Magnetic compasses
Carriage and performance standards
Resolution A.382(X)
II/1.2 Performance standards for gyro-compasses
Resolution A.424(XI)
II/1.3 Performance standards for gyro-compasses for high-speed craft
Resolution A.821(19)
II/1.4 Performance standards for marine transmitting magnetic heading
devices (TMHDs)
Resolution MSC.86(70), annex 2 – valid for equipment installed on or
after 1 January 2000
II/1.5 Application of performance standards for transmitting heading devices
(THDs) to marine transmitting magnetic heading devices (TMHDs)
Resolution MSC.166(78)

II/2 Heading control systems/Automatic pilots

II/2.1(a) Recommendation on performance standards for automatic pilots
Resolution A.342(IX) – valid for equipment installed before 1 January 1999
II/2.1(b) Recommendation on performance standards for heading control systems
Resolution MSC.64(67), annex 3 – valid for equipment installed on or
after 1 January 1999
II/2.2 Performance standards for automatic steering aids (automatic pilots) for
high-speed craft
Resolution A.822(19)
II/2.3 Performance standards for track control systems
Resolution MSC.74(69), annex 2 – valid for equipment installed on or
after 1 January 2000
II/2.4 Performance standards for marine transmitting heading devices (THDs)
Resolution MSC.116(73) – valid for equipment installed on or after
1 July 2002

II/3 Radar and ancillary equipment

II/3.1(a) Performance standards for navigational radar equipment
Resolution A.222(VII) – valid for equipment installed before
1 September 1984

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II/3.1(b) Performance standards for radar equipment

Resolution A.477(XII) – valid for equipment installed between
1 September 1984 and 31 December 1998
II/3.1(c) Recommendation on performance standards for radar equipment
Resolution MSC.64(67), annex 4 – valid for equipment installed on or
after 1 January 1999
II/3.1(d) Adoption of the revised performance standards for radar equipment
Resolution MSC.192(79) – valid for equipment installed on or after
1 July 2008
II/3.2 Supplement to the Recommendation on performance standards for
navigational radar equipment (resolution A.222(VII): Symbols for
controls on marine navigational radar equipment
Resolution A.278(VIII)
II/3.3(a) Performance standards for automatic radar plotting aids
Resolution A.422(XI) – valid for equipment installed before 1 January 1997
II/3.3(b) Performance standards for automatic radar plotting aids
Resolution A.823(19) – valid for equipment installed on or after
1 January 1997
II/3.4 Performance standards for navigational radar equipment for high-speed craft
Resolution A.820(19)

II/4 Electronic chart display and information systems

II/4.1(a) Performance standards for electronic chart display and information
systems (ECDIS)
Resolution A.817(19) – valid for equipment installed before
1 January 1999
II/4.1(b) Back-up requirements
Resolution MSC.64(67), annex 5 – valid for equipment installed on or
after 1 January 1999
II/4.1(c) Amendments to resolution A.817(19)
Resolution MSC.86(70), annex 4 – valid for equipment installed on or
after 1 January 2000
II/4.2 Revised performance standards for electronic chart display and
information systems (ECDIS)
Resolution MSC.232(82) – valid for equipment installed on or after
1 January 2009

II/5 Radionavigation equipment

II/5.1 World-wide radionavigation system
Resolution A.953(23)
II/5.2 Performance standards for shipborne receivers for use with differential
Omega
Resolution A.479(XII)
II/5.3 Performance standards for shipborne Decca navigator receivers
Resolution A.816(19)
II/5.4 Performance standards for shipborne Loran-C and Chayka receivers
Resolution A.818(19)
II/5.5(a) Performance standards for shipborne global positioning system receiver
equipment
Resolution A.819(19) – valid for equipment installed before
1 July 2003

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II/5.5(b) Adoption of the revised performance standards for shipborne global

positioning system (GPS) receiver equipment
Resolution MSC.112(73) – valid for equipment installed on or after
1 July 2003
II/5.6(a) Performance standards for shipborne GLONASS receiver equipment
Resolution MSC.53(66) – valid for equipment installed before
1 July 2003
II/5.6(b) Adoption of the revised performance standards for shipborne
GLONASS receiver equipment
Resolution MSC.113(73) – valid for equipment installed on or after
1 July 2003
II/5.7(a) Recommendation on performance standards for shipborne DGPS and
DGLONASS maritime radio beacon receiver equipment
Resolution MSC.64(67), annex 2 – valid for equipment installed on or
after 1 January 1999
II/5.7(b) Adoption of the revised performance standards for shipborne DGPS
and DGLONASS maritime radio beacon receiver equipment
Resolution MSC.114(73) – valid for equipment installed on or after
1 July 2003
II/5.8(a) Performance standards for shipborne combined GPS/GLONASS
receiver equipment
Resolution MSC.74(69), annex 1 – valid for equipment installed on or
after 1 January 2000
II/5.8(b) Adoption of the revised performance standards for shipborne combined
GPS/GLONASS receiver equipment
Resolution MSC.115(73) – valid for equipment installed on or after
1 July 2003
II/5.9 Adoption of the performance standards for shipborne GALILEO receiver
equipment
Resolution MSC.233(82) – valid for equipment installed on or after
1 January 2009

II/6 Radio direction-finding equipment

II/6.1 Performance standards for radio direction-finding systems
Resolution A.665(16)

II/7 Echo-sounding equipment

II/7.1 (a) Performance standards for echo-sounding equipment
Resolution A.224(VII) – valid for equipment installed before
1 January 2001
II/7.1 (b) Performance standards for echo-sounding equipment
Resolution MSC.74(69), annex 4 – valid for equipment installed on or
after 1 January 2001

II/8 Speed and distance indicators

II/8.1 (a) Performance standards for devices to indicate speed and distance
Resolution A.478(XII) – valid for equipment installed before
1 January 1997
II/8.1 (b) Performance standards for devices to indicate speed and distance
Resolution A.824(19) – valid for equipment installed on or after
1 January 1997

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II/8.1 (c) Adoption of amendments to performance standards for devices to

measure and indicate speed and distance
Resolution MSC.96(72) – valid for equipment installed on or after
1 July 2002
II/9 Rate-of-turn indicators
II/9.1 Performance standards for rate-of-turn indicators
Resolution A.526(13) – valid for equipment installed on or after
1 September 1984
II/10 Radar beacons, transponders and reflectors
II/10.1 Radar beacons and transponders
Resolution A.615(15)
II/10.2 Performance standards for survival craft radar transponders for use in
search and rescue operations
Resolution A.802(19)
II/10.3 Adoption of amendments to performance standards for survival craft
radar transponders for use in search and rescue operations
Resolution MSC.247(83) – valid for equipment installed on or after
1 January 2010
II/10.4 Performance standards for survival craft AIS search and rescue
transmitters (AIS-SART) for use in search and rescue operations
Resolution MSC.246(83) – valid for equipment installed on or after
1 January 2010
II/10.5 Performance standards for radar reflectors
Resolution A.384(X) – valid for equipment installed before 1 July 2005
II/10.6 Revised performance standards for radar reflectors
Resolution MSC.164(78) – valid for equipment installed on or after
1 July 2005

II/11 Others
II/11.1 Recommendation on performance standards for integrated bridge
systems (IBS)
Resolution MSC.64(67), annex 1 – valid for equipment installed on or
after 1 January 1999
II/11.2 Performance standards for shipborne voyage data recorders (VDRs)
Resolution A.861(20) – valid for equipment installed on or after
27 November 1997
II/11.3 Performance standards for shipborne simplified voyage data recorders
(S-VDRs)
Resolution MSC.163(78)
II/11.4 Adoption of amendments to the performance standards for shipborne
voyage data recorders (VDRs) (Resolution A.861(20)) and performance
standards for shipborne simplified voyage data recorders (S-VDRs)
(Resolution MSC.163(78))
Resolution MSC.214(81), annex 1 – valid for equipment installed on or
after 1 June 2008
II/11.5 Adoption of amendments to the performance standards for shipborne
voyage data recorders (VDRs) (Resolution A.861(20)) and performance
standards for shipborne simplified voyage data recorders (S-VDRs)
(Resolution MSC.163(78))
Resolution MSC.214(81), annex 2 – valid for equipment installed on or
after 1 June 2008

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II/11.6 Performance standards for a universal automatic identification system

(AIS)
Resolution MSC.74(69), annex 3 – valid for equipment installed on or
after 1 January 2000
II/11.7 Performance standards for an integrated navigation system (INS)
Resolution MSC.86(70), annex 3 – valid for equipment installed on or
after 1 January 2000 but before 1 January 2011
II/11.8 Adoption of the revised performance standards for integrated
navigation systems (INS)
Resolution MSC.252(83) – valid for equipment installed on or after
1 January 2011
II/11.9 Performance standards for sound reception systems
Resolution MSC.86(70), annex 1 – valid for equipment installed on or
after 1 January 2000
II/11.10 Performance standards for night vision equipment for high-speed craft
(HSC)
Resolution MSC.94(72) – valid for equipment installed on or after
1 July 2002
II/11.11 Performance standards for daylight signalling lamps
Resolution MSC.95(72) – valid for equipment installed on or after
1 July 2002
II/11.12 Performance standards for a bridge navigational watch alarm system
(BNWAS)
Resolution MSC.128(75) – valid for equipment installed on or after
1 July 2003
II/11.13 Performance standards for the presentation of navigation-related
information on shipborne navigational displays
Resolution MSC.191(79) – valid for equipment installed on or after
1 July 2008
II/11.14 Performance standards and functional requirements for the long-range
identification and tracking of ships
Resolution MSC.210(81)
II/11.15 Adoption of amendments to the performance standards and functional
requirements for the long-range identification and tracking of ships
Resolution MSC.254(83), annex 37
II/11.16 Adoption of the performance standards for navigation lights, navigation
light controllers and associated equipment
Resolution MSC.253(83) – valid for equipment installed on or after
1 January 2009

III SHIPBORNE RADIO EQUIPMENT

III/1 GMDSS terrestrial communications
III/1.1(a) Performance standards for shipborne VHF radio installations capable of
voice communication and digital selective calling
Resolution A.609(15) – valid for equipment installed before
23 November 1996
III/1.1(b) Performance standards for shipborne VHF radio installations capable of
voice communication and digital selective calling
Resolution A.803(19) – valid for equipment installed
on or after 23 November 1996

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III/1.1(c) Amendments to resolution A.803(19)

Resolution MSC.68(68), annex 1 – valid for equipment installed
on or after 1 January 2000
III/1.2(a) Performance standards for shipborne MF radio installations capable of
voice communication and digital selective calling
Resolution A.610(15) – valid for equipment installed
before 23 November 1996
III/1.2(b) Performance standards for shipborne MF radio stations capable of voice
communication and digital selective calling
Resolution A.804(19) – valid for equipment installed
on or after 23 November 1996
III/1.2(c) Amendments to resolution A.804(19)
Resolution MSC.68(68), annex 2 – valid for equipment installed on or
after 1 January 2000
III/1.3(a) Performance standards for shipborne MF/HF radio installations capable of
voice communication, narrow-band direct printing and digital selective
calling
Resolution A.613(15) – valid for equipment installed before
23 November 1996
III/1.3(b) Performance standards for shipborne MF/HF radio installations capable of
voice communication, narrow-band direct printing and digital selective
calling
Resolution A.806(19) – valid for equipment installed on or after
23 November 1996
III/1.3(c) Amendments to resolution A.806(19)
Resolution MSC.68(68), annex 3 – valid for equipment installed on or
after 1 January 2000
III/1.4(a) Performance standards for narrow-band direct-printing telegraph
equipment for the reception of navigational and meteorological
warnings and urgent information to ships
Resolution A.525(13) – valid for equipment installed before 1 July 2005
III/1.4(b) Adoption of the revised performance standards for narrow-band direct-
printing telegraph equipment for the reception of navigational and
meteorological warnings and urgent information to ships (NAVTEX)
Resolution MSC.148(77) – valid for equipment installed on or after
1 July 2005
III/1.5 Performance standards for narrow-band direct-printing telegraph
equipment for the reception of navigational and meteorological
warnings and urgent information to ships (MSI) by HF
Resolution A.700(17)
III/1.6(a) Performance standards for survival craft two-way VHF radiotelephone
apparatus
Resolution A.762(18) – valid for equipment installed
before 23 November 1996
III/1.6(b) Performance standards for survival craft two-way VHF radiotelephone
apparatus
Resolution A.809(19) – valid for equipment installed
on or after 23 November 1996 but before 1 July 2005
III/1.6(c) Adoption of the revised performance standards for survival craft
portable two-way VHF radiotelephone apparatus
Resolution MSC. 149(77) – valid for equipment installed on or after
1 July 2005

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III/1.7 Performance standards for on-scene (aeronautical) two-way

radiotelephone apparatus
Resolution MSC.80(70) – valid for equipment installed on or after
1 July 2001

III/2 Satellite communications

III/2.1 Performance standards for enhanced group call equipment
Resolution A.664(16)
III/2.2(a) Performance standards for ship earth stations capable of two-way
communications
Resolution A.698(17) – valid for equipment installed
before 23 November 1996
III/2.2(b) Performance standards for ship earth stations capable of two-way
communications
Resolution A.808(19) – valid for equipment installed
on or after 23 November 1996 but before 1 February 1999
III/2.2(c) Performance standards for Inmarsat ship earth stations capable of two-
way communications
Resolution MSC.130(75) – valid for equipment installed on or after
1 February 1999
III/2.3(a) Performance standards for Inmarsat Standard-C ship earth stations
capable of transmitting and receiving direct-printing communications
Resolution A.663(16) – valid for equipment installed
before 23 November 1996
III/2.3(b) Performance standards for Inmarsat Standard-C ship earth stations
capable of transmitting and receiving direct-printing communications
Resolution A.807(19) – valid for equipment installed
on or after 23 November 1996
III/2.3(c) Amendments to resolution A.807(19)
Resolution MSC.68(68), annex 4 – valid for equipment installed on or
after 1 January 2000

III/3 EPIRBs
III/3.1(a) Performance standards for float-free VHF emergency position-indicating
radio beacons
Resolution A.612(15) – valid for equipment installed before
23 November 1996
III/3.1(b) Performance standards for float-free VHF emergency position-indicating
radio beacons
Resolution A.805(19) – valid for equipment installed on or after
23 November 1996
III/3.2(a) Performance standards for float-free satellite emergency position-
indicating radio beacons operating on 406 MHz
Resolution A.763(18) – valid for equipment installed before 4
November 1994 except that it need not be provided with the 121.5
MHz homing beacon required by paragraph 2.3.14 of part A thereof;
or, valid for equipment installed between 4 November 1994 and
23 November 1996

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III/3.2(b) Performance standards for float-free satellite emergency position-

indicating radio beacons operating on 406 MHz
Resolution A.810(19) – valid for equipment installed on or after
23 November 1996
III/3.2(c) Adoption of amendments to the recommendation on performance
standards for float-free satellite emergency position-indicating radio
beacons operating on 406 MHz (resolution A.810(19))
Resolution MSC.56(66) – valid for equipment installed on or after
23 November 1996
III/3.2(d) Adoption of amendments to the performance standards for float-
free satellite emergency position-indicating radio beacons (EPIRBs)
operating on 406 MHz (resolution A.810(19))
Resolution MSC.120(74)
III/3.3(a) Performance standards for float-free satellite emergency position-
indicating radio beacons operating through the geostationary Inmarsat
satellite system on 1.6 GHz
Resolution A.661(16) – valid for equipment installed before
23 November 1996
III/3.3(b) Performance standards for float-free satellite emergency position-
indicating radio beacons operating through the geostationary Inmarsat
satellite system on 1.6 GHz
Resolution A.812(19) – valid for equipment installed on or after
23 November 1996
III/3.4 Performance standards for float-free release and activation
arrangements for emergency radio equipment
Resolution A.662(16)

III/4 General radiotelephone equipment (until 1 February 1999)

III/4.1 Recommendation on operational standards for radiotelephone
transmitters and receivers
Resolution A.334(IX)
III/4.2 Operational standards for radiotelephone watch receivers
Resolution A.383(X)
III/4.3 Operational standards for radiotelephone alarm signal generators
Resolution A.421(XI)

III/5 VHF (until 1 February 1999)

III/5.1 Operational standards for VHF radiotelephone installations
Resolution A.385(X)
III/5.2 Performance standards for VHF multiple watch facilities
Resolution A.524(13)

III/6 Others
III/6.1 Performance standards for a shipborne integrated radiocommunication
system when used in the GMDSS
Resolution A.811(19)
III/6.2(a) Performance standards for a ship security alert system
Resolution MSC.136(76) – valid for equipment installed before
1 July 2004
III/6.2(b) Adoption of the revised performance standards for a ship security alert
system
Resolution MSC.147(77) – valid for equipment installed on or after
1 July 2004

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IV SYSTEM PERFORMANCE STANDARDS

IV/1 Performance standards for differential Omega correction transmitting
stations
Resolution A.425(XI)
IV/2 System performance standard for the promulgation and co-ordination
of maritime safety information using high-frequency narrow-band direct
printing
Resolution A.699(17)

APPENDICES
1 Recommendation on the carriage of electronic position-fixing
equipment
Resolution A.156(ES.IV)
2 Recommendation on the use and testing of shipborne navigational
equipment
Resolution A.157(ES.IV)
3 Recommendation on methods of measuring noise levels at listening
posts
Resolution A.343(IX)
4 Use of radar transponders for search and rescue purposes
Resolution A.530(13)
5 Type approval of ship earth stations
Resolution A.570(14)
6 Unification of performance standards for navigational equipment
Resolution A.575(14)
7 Operational status of electronic position-fixing systems
Resolution A.577(14)
8 Carriage of radar operating in the frequency band 9300–9500 MHz
Resolution A.614(15)
9 Carriage of satellite emergency position-indicating radio beacons
Resolution A.660(16)
10 Type approval of satellite emergency position-indicating radio beacons
operating in the COSPAS-SARSAT system
Resolution A.696(17)
11 Carriage of Inmarsat enhanced group call SafetyNET receivers under
the global maritime distress and safety system (GMDSS)
Resolution A.701(17)
12 Radio maintenance guidelines for the global maritime distress and
safety system (GMDSS) related to sea areas A3 and A4
Resolution A.702(17)
13 Provision of radio services for the global maritime distress and safety
system (GMDSS)
Resolution A.801(19)
14 Adoption of amendments to provision of radio services for the global
maritime distress and safety system (GMDSS)
Resolution MSC.199(80)
15 Criteria for the provision of mobile satellite communication systems in
the global maritime distress and safety system (GMDSS)
Resolution A.1001(25)

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16 Revised maritime policy and requirements for a future global

navigation satellite system (GNSS)
Resolution A.915(22)
17 Procedure for the adoption of, and amendments to, performance
standards and technical specifications
Resolution A.886(21)

18 Code on Alarms and Indicators, 1995

Resolution A.830(19)
19 Recognition of the Global Positioning System Standard Positioning
Service (GPS-SPS) as a component of the world-wide radionavigation
system
SN/Circ.182
20 Recognition of the Global Navigation Satellite System (GLONASS) as a
component of the world-wide radionavigation system
SN/Circ.187
21(a) Guidelines on annual testing of 406 MHz satellite EPIRBs
MSC/Circ.1040
21(b) Guidelines on annual testing of L-band satellite EPIRBs
MSC/Circ.1123
22 Guidelines for the on-board operational use of shipborne automatic
identification systems (AIS)
Resolution A.917(22), as amended by resolution A.956(23)
23 Clarifications of certain requirements in IMO performance standards for
GMDSS equipment
MSC/Circ.862
24 Proper use of VHF channels at sea
Resolution A.954(23)

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IGeneral requirements
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I
General requirements

1
Resolution A.694(17) – Adopted on 6 November 1991

GENERAL REQUIREMENTS FOR SHIPBORNE RADIO

EQUIPMENT FORMING PART OF THE GLOBAL MARITIME
DISTRESS AND SAFETY SYSTEM (GMDSS) AND FOR
ELECTRONIC NAVIGATIONAL AIDS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECOGNIZING the need to prepare performance standards for shipborne radio
equipment to ensure operational reliability and suitability of equipment used for safety
purposes,
NOTING that regulation IV/14.1 of the International Convention for the Safety of Life
at Sea, 1974 (SOLAS), as amended, requires all equipment to which chapter IV of the
Convention applies to conform to appropriate performance standards not inferior to
those adopted by the Organization,
NOTING ALSO that SOLAS regulation V/12(r) requires all shipborne navigational
equipment installed on ships on or after 1 September 1984 to conform to appropriate
performance standards not inferior to those adopted by the Organization,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its fifty-ninth session,
1. ADOPTS the Recommendation on General Requirements for Shipborne Radio
Equipment Forming Part of the Global Maritime Distress and Safety System (GMDSS)
and for Electronic Navigational Aids set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that shipborne radio equipment forming part
of the GMDSS and shipborne electronic navigational aids conform to performance
standards not inferior to those specified in the annex to the present resolution;
3. REVOKES resolutions A.569(14) and A.574(14);
4. DECIDES that any reference to resolutions A.569(14) or A.574(14) in existing IMO
instruments be read as a reference to the present resolution.

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I – General requirements

Annex
RECOMMENDATION ON GENERAL REQUIREMENTS
FOR SHIPBORNE RADIO EQUIPMENT FORMING PART
OF THE GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM
(GMDSS) AND FOR ELECTRONIC NAVIGATIONAL AIDS

1 INTRODUCTION
1.1 Equipment, which:
.1 forms part of the global maritime distress and safety system; or
.2 is required by regulation V/12 of the 1974 SOLAS Convention as
amended and other electronic navigational aids, where appropriate;
should comply with the following general requirements and with all
applicable performance standards adopted by the Organization.
1.2 Where a unit of equipment provides a facility which is additional to the
minimum requirements of this Recommendation, the operation and, as far as
is reasonably practicable, the malfunction of such additional facility should
not degrade the performance of the equipment specified in 1.1.

2 INSTALLATION
Equipment should be installed in such a manner that it is capable of meeting
the requirements of 1.1.

3 OPERATION
3.1 The number of operational controls, their design and manner of function,
location, arrangement and size should provide for simple, quick and effective
operation. The controls should be arranged in a manner which minimizes the
chance of inadvertent operation.
3.2 All operational controls should permit normal adjustments to be easily
performed and should be easy to identify from the position at which the
equipment is normally operated. Controls not required for normal operation
should not be readily accessible.
3.3 Adequate illumination should be provided in the equipment or in the ship
to enable identification of controls and facilitate reading of indicators at all
times. Means should be provided for dimming the output of any equipment
light source which is capable of interfering with navigation.
3.4 The design of the equipment should be such that misuse of the controls
should not cause damage to the equipment or injury to personnel.
3.5 If a unit of equipment is connected to one or more other units of equipment
the performance of each should be maintained.
3.6 Where a digital input panel with the digits 0 to 9 is provided, the digits should
be arranged to conform with relevant CCITT recommendations.* However,
where an alphanumeric keyboard layout, as used on office machinery and
data processing equipment, is provided, the digits 0 to 9 may, alternatively,
be arranged to conform with the relevant ISO standard.†

* CCITT Recommendation E161/Q.11.

†
ISO Standard 3791.

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General requirements – 1

4 POWER SUPPLY
4.1 Equipment should continue to operate in accordance with the requirements of
this Recommendation in the presence of variations of power supply normally
to be expected in a ship.
4.2 Means should be incorporated for the protection of equipment from the
effects of excessive current and voltage, transients and accidental reversal of
the power supply polarity.
4.3 If provision is made for operating equipment from more than one source of
electrical energy, arrangements for rapidly changing from one source to the
other should be provided but not necessarily incorporated in the equipment.

5 DURABILITY AND RESISTANCE TO ENVIRONMENTAL CONDITIONS

Equipment should be capable of continuous operation under the conditions
of various sea states, ship’s motion, vibration, humidity and temperature likely
to be experienced in ships.*

6 INTERFERENCE
6.1 All reasonable and practicable steps should be taken to ensure electromagnetic
compatibility between the equipment concerned and other radiocommunication
and navigational equipment carried on board in compliance with the relevant
requirements of chapter IV and chapter V of the 1974 SOLAS Convention.†
6.2 Mechanical noise from all units should be limited so as not to prejudice the
hearing of sounds on which the safety of the ship might depend.
6.3 Each unit of equipment normally to be installed in the vicinity of a standard
compass or a magnetic steering compass should be clearly marked with the
minimum safe distance at which it may be mounted from such compasses.

7 SAFETY PRECAUTIONS
7.1 As far as is practicable, accidental access to dangerous voltages should be
prevented. All parts and wiring in which the direct or alternating voltages or
both (other than radio frequency voltages) combine to give a peak voltage
greater than 55 V should be protected against accidental access and should
be isolated automatically from all sources of electrical energy when the
protective covers are removed. Alternatively, the equipment should be so
constructed that access to such voltages may only be gained after having
used a tool for this purpose, such as spanner or screwdriver, and warning
labels should be prominently displayed both within the equipment and on
protective covers.
7.2 Means should be provided for earthing exposed metallic parts of the
equipment but this should not cause any terminal of the source of electrical
energy to be earthed.
7.3 All steps should be taken to ensure that electromagnetic radio frequency
energy radiated from the equipment shall not be a hazard to personnel.
7.4 Equipment containing elements such as vacuum tubes which are likely to
cause X-radiation should comply with the following requirements:
.1 external X-radiation from the equipment in its normal working
condition should not exceed the limits laid down by the Administration
concerned;

* IEC Publications 92-101 and 945.

†
IEC Publications 533 and 945.

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.2 when X-radiation can be generated inside the equipment above the levels
laid down by the Administration, a prominent warning should be fixed
inside the equipment and the precautions to be taken when working on
the equipment should be included in the equipment manual; and
.3 if malfunction of any part of the equipment can cause an increase in
X-radiation, adequate advice should be included in the information
about the equipment, warning of the circumstances which could cause
the increase and stating the precautions which should be taken.

8 MAINTENANCE
8.1 The equipment should be so designed that the main units can be replaced
readily, without elaborate recalibration or readjustment.
8.2 Equipment should be so constructed and installed that it is readily accessible
for inspection and maintenance purposes.
8.3 Adequate information should be provided to enable the equipment to be
properly operated and maintained. The information should:
.1 in the case of equipment so designed that fault diagnosis and repair
down to component level are practicable, provide full circuit diagrams,
component layouts and a component parts list; and
.2 in the case of equipment containing complex modules in which fault
diagnosis and repair down to component level are not practicable,
contain sufficient information to enable a defective complex module to
be located, identified and replaced. Other modules and those discrete
components which do not form part of modules should also meet the
requirements of .1 above.

9 MARKING AND IDENTIFICATION

Each unit of the equipment should be marked externally with the following
information which should be clearly visible in the normal installation
position:
.1 identification of the manufacturer;
.2 equipment type number or model identification under which it was type
tested; and
.3 serial number of the unit.

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General requirements – 2

2
Resolution A.813(19) – Adopted on 23 November 1995

GENERAL REQUIREMENTS FOR ELECTROMAGNETIC

COMPATIBILITY (EMC) FOR ALL ELECTRICAL
AND ELECTRONIC SHIP’S EQUIPMENT

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO resolution A.694(17), which requires that all reasonable and practical
steps should be taken to ensure electromagnetic compatibility between the equipment
concerned and other radiocommunication and navigational equipment carried on
board in accordance with the relevant requirements of chapters IV and V of the
International Convention for the Safety of Life at Sea (SOLAS), 1974,*
NOTING the growing number of problems experienced with equipment that is susceptible
to electromagnetic interference, which can result in dangerous situations,
NOTING ALSO that some standards on electromagnetic compatibility have been
developed,
RECOGNIZING the need to prepare standards on electromagnetic compatibility for all
electrical and electronic ship’s equipment to ensure the operational reliability and
suitability of such equipment,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fifth session,
INVITES Governments to ensure that all ship’s electrical and electronic equipment is
tested to the relevant electromagnetic compatibility standards.

* IEC Publications 533 and 945.

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II
Shipborne navigational equipment
Purchased by ANGLO EASTERN GROUP
 Purchased by ANGLO EASTERN GROUP

II/1
Magnetic and gyro-compasses

1.1
Resolution A.382(X) – Adopted on 14 November 1977

MAGNETIC COMPASSES
CARRIAGE AND PERFORMANCE STANDARDS

THE ASSEMBLY,
NOTING Article 16(i) of the Convention on the Inter-Governmental Maritime
Consultative Organization concerning the functions of the Assembly,
BEARING IN MIND the provisions of regulation 12 of chapter V of the International
Convention for the Safety of Life at Sea, 1974,
NOTING FURTHER the Report of the Maritime Safety Committee on its thirty-second
session concerning amendments to the provisions of the International Convention for
the Safety of Life at Sea, 1960,
HAVING CONSIDERED the Report of the Maritime Safety Committee on its thirty-fourth
session,
RESOLVES:
(a) to adopt the Recommendation on the Carriage of Magnetic Compasses
set out at annex I to this resolution;
(b) to adopt the Recommendation on Performance Standards for Magnetic
Compasses set out at annex II to this resolution;
(c) to recommend that Member Governments put into effect the provisions
of this resolution and its annexes and ensure that magnetic compasses
installed after the adoption of this resolution conform to performance
standards not inferior to those shown in annex II to this resolution,
INVITES Governments to propose at an appropriate time an amendment to regulation
12, chapter V of the International Convention for the Safety of Life at Sea, 1974,
embodying the provisions of annex I to this resolution.

Annex I
RECOMMENDATION ON THE CARRIAGE
OF MAGNETIC COMPASSES

Member Governments are recommended to ensure that:

1 All ships are fitted with:
(a) a standard magnetic compass, as defined in annex II;
(b) a steering magnetic compass, as defined in annex II, unless the
heading information provided by the standard compass, required
under subparagraph (a), is made available and clearly readable by the
helmsman at the main steering position;

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(c) adequate means of communication between the standard compass

position and the normal navigation control position to the satisfaction of
the Administration.
2 A spare magnetic compass, interchangeable with the standard compass, is
carried, unless steering compass mentioned in subparagraph 1 (b) or gyro-
compass is fitted.
3 Each magnetic compass is properly compensated and its table or curve of
residual deviations is available on board in the vicinity of the compass at all
times.
Note: The Administration, if it considers it unreasonable or unnecessary to require a
standard magnetic compass, may exempt any ship from these requirements if
the nature of the voyage, the ship’s proximity to land or the type of ship does
not warrant a standard compass, provided that a suitable steering compass
will in all cases be required.

Annex II
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR MAGNETIC COMPASSES

1 DEFINITIONS
1.1 A magnetic compass is an instrument designed to seek a certain direction in
azimuth and to hold that direction permanently, and which depends, for its
directional properties, upon the magnetism of the earth.
1.2 The standard compass is a magnetic compass used for navigation, mounted in
a suitable binnacle containing the required correcting devices and equipped
with a suitable azimuth reading device.
1.3 The steering compass is a magnetic compass used for steering purposes
mounted in a suitable binnacle containing the required correcting devices.
Note: If the transmitted image of a sector of the standard compass card of at least
15° to each side of the lubber mark is clearly readable for steering purposes
at the main steering position, both in daylight and artificial light according to
subparagraph 7.1, the standard compass can also be regarded as the steering
compass.

2 COMPASS CARD
2.1 The compass card should be graduated in 360 single degrees. A numerical
indication should be provided every 10°, starting from North (000°) clockwise
to 360°. The cardinal points should be indicated by the capital letters N, E, S
and W. The North point may instead be indicated by a suitable emblem.
2.2 The directional error of the card, composed of inaccuracies in graduation,
eccentricity of the card on its pivot and inaccuracy of orientation of the card
on the magnetic system should not exceed 0.5° on any heading.
2.3 The card of the steering compass should clearly be readable both in daylight
and artificial light at a distance of 1.4 m. The use of a magnifying glass is
permitted.

3 MATERIALS
3.1 The magnets used in the directional system and the corrector magnets for
correcting the permanent magnetic fields of the ship should have a high
coercivity of at least 11.2 kA/m.

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3.2 Material used for correcting induced fields should have a low remanence and
coercivity.
3.3 All other materials used in the magnetic compass and in the binnacle should
be non-magnetic, so far as reasonable and practicable and such that the
deviation of the card caused by these materials should not exceed ( H9 )°,
where H is the horizontal component of the magnetic flux density in µT
(microtesla) at the place of the compass.

4 PERFORMANCE
The magnetic compass equipment should operate satisfactorily and remain
usable under the operational and environmental conditions likely to be
experienced on board ships in which it is installed.

5 CONSTRUCTIONAL ERROR
5.1 With the compass rotating at a uniform speed of 1.5°/s and a temperature of
the compass of 20°C ± 3°C the deflection of the card should not exceed (36 H )°,
if the diameter of the card is less than 200 mm. If the diameter of the compass
card is 200 mm or more, the deflection of the card should not exceed (54 H )°;
H being defined as in subparagraph 3.3.
5.2 The error due to friction should not exceed (H3 )° at a temperature of 20°C±
3°C; H being defined as in subparagraph 3.3.
5.3 With a horizontal component of the magnetic field of 18 µT the half period
of the card should be at least 12 s, after an initial deflection of 40°. The
time taken to return finally to within ±1° of the magnetic meridian should
not exceed 60 s after an initial deflection of 90°. Aperiodic compasses shall
comply with the latter requirements only.

6 CORRECTING DEVICES
6.1 The binnacle should be provided with devices for correcting semicircular and
quadrantal deviation due to:
(a) the horizontal components of the ship’s permanent magnetism;
(b) heeling error;
(c) the horizontal component of the induced horizontal magnetism;
(d) the horizontal component of the induced vertical magnetism.
6.2 The correcting devices provided in subparagraph 6.1 should ensure that no
serious changes of deviation occur under the influence of the conditions
described in paragraph 4 and particularly considerable alteration of magnetic
latitude. Sextantal and deviations of higher order should be negligible.

7 CONSTRUCTION
7.1 Primary and emergency illumination should be installed so that the card may
be read at all times. Facilities for dimming should be provided.
7.2 With the exception of the illumination, no electrical power supply should be
necessary for operating the magnetic compass.
7.3 In the case where an electrical reproduction of the indication of the standard
compass is regarded as a steering compass, the transmitting system should be
provided with both primary and emergency electrical power supply.
7.4 Equipment should be constructed and installed in such a way that it is easily
accessible for correcting and maintenance purposes.

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7.5 The compass, binnacle and azimuth reading device should be marked to the
satisfaction of the Administration.
7.6 The standard compass should be suspended in gimbals so that its verge ring
remains horizontal when the binnacle is tilted up to 40° in any direction,
and so that the compass cannot be dislodged under any condition of sea or
weather. Steering compasses suspended in gimbals should meet the same
requirements. If they are not suspended in gimbals they should have a
freedom of the card of at least 30° in all directions.
7.7 Material used for the manufacture of magnetic compasses should be of
sufficient strength and be to the satisfaction of the Administration.

8 POSITIONING
8.1 The magnetic compass equipment should be installed if practicable and
reasonable on the ship’s centreline. The main lubber mark should indicate the
ship’s heading with an accuracy of ±0.5°.
8.2 The standard compass should be installed so that from its position the view is
as uninterrupted as possible, for the purpose of taking horizontal and celestial
bearings. The steering compass should be clearly readable by the helmsman
at the main steering position.
8.3 The magnetic compasses should be installed as far as possible from magnetic
material.
The minimum distances of the standard compass from any magnetic material
which is part of the ship’s structure should be to the satisfaction of the
Administration. The following diagram gives general guidelines to indicate the
minimum desirable distances from the standard compass.
The minimum desirable distances for the steering compass may be reduced
to 65% of the values given by the diagram provided that no distance is less
than 1 m. If there is only a steering compass the minimum distances for the
standard compass should be applied as far as practicable.

8.4 The distance of the magnetic compass from electrical or magnetic equipment
should be at least equal to the safe distance specified for the equipment and
be to the satisfaction of the Administration.

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1.2
Resolution A.424(XI) – Adopted on 15 November 1979

PERFORMANCE STANDARDS FOR GYRO-COMPASSES

THE ASSEMBLY,
RECALLING Article 16(i) of the Convention on the Inter-Governmental Maritime
Consultative Organization concerning the functions of the Assembly,
BEARING IN MIND the provisions of regulation 12 of chapter V of the International
Convention for the Safety of Life at Sea, 1974,
HAVING CONSIDERED the recommendations made by the Maritime Safety Committee at
its thirty-ninth session,
1. ADOPTS the Recommendation on Performance Standards for Gyro-compasses the
text of which is contained in the annex to the present resolution;
2. RECOMMENDS Administrations to ensure that gyro-compasses conform to
performance standards not inferior to those specified in the annex to the present
resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR GYRO-COMPASSES

1 INTRODUCTION
1.1 The gyro-compass required by regulation 12 of chapter V of the International
Convention for the Safety of Life at Sea, 1974, should determine the direction
of the ship’s head in relation to geographic (true) north.
1.2 The equipment should comply with the following minimum performance
requirements.

2 DEFINITIONS
For the purpose of this recommendation, the following definitions apply:
.1 The term gyro-compass comprises the complete equipment and includes
all essential elements of the complete design.
.2 The true heading is the horizontal angle between the vertical plane
passing through the true meridian and the vertical plane passing through
the ship’s fore and aft datum line. It is measured from true north (000°)
clockwise through 360°.

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.3 The compass is said to be settled if any three readings taken at intervals

of 30 min, when the compass is on a level and stationary base, are within
a band of 0.7°.
.4 The settle point heading is the mean value of 10 readings taken at 20 min
intervals after the compass has settled as defined in paragraph 2.3.
.5 The settle point error is the difference between settle point heading and
true heading.
.6 The other errors to which the gyro-compass is subject are taken to be the
difference between the observed value and the settle point heading.

3 METHOD OF PRESENTATION
The compass card should be graduated in equal intervals of 1° or a fraction
thereof. A numerical indication should be provided at least at every 10°,
starting from 000° clockwise through 360°.

4 ILLUMINATION
Fully adequate illumination should be provided to enable reading of scales at
all times. Facilities for dimming should be provided.

5 ACCURACY

5.1 Settling of equipment

5.1.1 When switched on in accordance with the manufacturer’s instructions the
compass should settle within 6 h in latitudes of up to 60°.
5.1.2 The settle point error as defined in paragraph 2.5 at any heading and at any
latitude up to 60° should not exceed ±0.75° × secant latitude where heading
indications of the compass should be taken as the mean of 10 readings at
20 min intervals, and the root mean square value of the differences between
individual heading indications and the mean should be less than 0.25° ×
secant latitude. The repeatability of settle point error from one run-up to
another shall be within 0.25° × secant latitude.

5.2 Performance under operational conditions

5.2.1 When switched on in accordance with the manufacturer’s instructions, the
compass should settle within 6 h in latitudes of up to 60° when rolling and
pitching with simple harmonic motion of any period between 6 and 15 s, a
maximum angle of 5°, and a maximum horizontal acceleration of 0.22 m/s2.
5.2.2 The repeatability of the settle point error of the master compass shall be within
±1° × secant latitude under the general conditions mentioned in paragraphs
6.1 and 8, and including variations in magnetic field likely to be experienced
in the ship in which it is installed.
5.2.3 In latitudes of up to 60°:
.1 the residual steady state error, after correction for speed and course
influences at a speed of 20 knots, shall not exceed ±0.25° × secant
latitude;
.2 the error due to a rapid alteration of speed of 20 knots should not exceed
±2°;
.3 the error due to a rapid alteration of course of 180° at a speed of 20 knots
should not exceed ±3°;

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.4 the transient and steady state errors due to the ship rolling, pitching and
yawing, with simple harmonic motion of any period between 6 and
15 s, maximum angle of 20°, 10° and 5° respectively, and maximum
horizontal acceleration not exceeding 1 m/s2, should not exceed ±1° ×
secant latitude.
5.2.4 The maximum divergence in reading between the master compass and
repeaters under all operational conditions should not exceed ±0.5°.
Note: When the compass is used for purposes other than steering and bearing,
a higher accuracy might be necessary. To ensure that the maximum error
referred to in subparagraph 5.2.3.4 is not exceeded in practice, it will be
necessary to pay particular attention to the siting of the master compass.

6 POWER SUPPLY
6.1 The equipment should be capable of operating continuously in accordance
with the requirements of this Recommendation in the presence of such
variations of the power supply as are normally expected in a ship.
6.2 Means should be incorporated for the protection of the equipment from
excessive currents and voltages, transients and accidental reversal of power
supply polarity.
6.3 If provision is made for operating the equipment from more than one source
of electrical energy, arrangments for rapidly changing from one source of
supply to the other should be incorporated.

7 INTERFERENCE
7.1 All steps should be taken to eliminate as far as practicable the causes of, and
to suppress, electromagnetic interference between the gyro-compass and
other equipment on board.
7.2 Mechanical noise from all units should be so limited as not to prejudice the
hearing of sounds on which the safety of the ship might depend.
7.3 Each unit of the equipment should be marked with the minimum safe
distances at which it may be mounted from a standard or a steering magnetic
compass.

8 DURABILITY AND RESISTANCE TO EFFECTS OF CLIMATE

The equipment should be capable of continuous operation under the
conditions of vibration, humidity and change of temperature likely to be
experienced in the ship in which it is installed.

9 CONSTRUCTION AND INSTALLATION

9.1 The master compass and any repeaters used for taking visual bearing should
be installed in a ship with their fore and aft datum lines parallel to the ship’s
fore and aft datum line to within ±0.5°. The lubber line should be in the same
vertical plane as the centre of the card of the compass and should be aligned
accurately in the fore and aft direction.
9.2 Means should be provided for correcting the errors induced by speed and
latitude.
9.3 An automatic alarm should be provided to indicate a major fault in the
compass system.
9.4 The system should be designed to enable heading information to be provided
to other navigational aids such as radar, radio direction-finder and automatic
pilot.

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9.5 Information should be provided to enable competent members of a ship’s staff

to operate and maintain the equipment efficiently.
9.6 The equipment should be provided with an indication of manufacture, type
and/or number.
9.7 The equipment should be so constructed and installed that it is readily
accessible for maintenance purposes.

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1.3
Resolution A.821(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR GYRO-COMPASSES

FOR HIGH-SPEED CRAFT

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO resolution MSC.36(63), by which the Maritime Safety Committee,
on 20 May 1994, adopted the International Code of Safety for High-Speed Craft
(HSC Code),
RECALLING FURTHER resolution 1 of the Conference of Contracting Governments to the
International Convention for the Safety of Life at Sea (SOLAS), 1974, by which the
Conference, on 24 May 1994, adopted amendments to the 1974 SOLAS Convention,
including a new chapter X on safety measures for high-speed craft, which makes
the provisions of the HSC Code mandatory under that Convention for all such craft
constructed on or after 1 January 1996,
BEARING IN MIND section 13.13 of the HSC Code, which requires that all navigational
equipment to which chapter 13 applies should conform to performance standards not
inferior to those adopted by the Organization,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fourth session,
1. ADOPTS the Recommendation on Performance Standards for Gyro-compasses for
High-Speed Craft set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that gyro-compasses required to be carried
on high-speed craft conform to performance standards not inferior to those set out in
the annex to the present resolution;
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR GYRO-COMPASSES FOR HIGH-SPEED CRAFT

1 INTRODUCTION
1.1 The gyro-compass should determine the direction of the head of the high-
speed craft (HSC) in relation to geographic (true) north.

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1.2 In addition to the general requirements contained in resolution A.694(17),

the gyro-compass equipment installed in craft operating under the following
conditions:
.1 speed exceeding 30 knots and up to 70 knots;
.2 maximum rate of turn 20°/s; and
.3 normal range of operation between 70°N and 70°S should, as required
by chapter 13 of the HSC Code, comply with the minimum performance
requirements specified in these standards.
1.3 The gyro-compass, within a speed range of up to 30 knots, should comply
with the requirements of resolution A.424(XI), and within a speed range of
30 knots to 70 knots should comply with the requirements of this resolution.
1.4 A qualitative description of the effects of gyro-compass errors due to high
speed, accelerations, course changes, sea state, etc., and a qualitative
description of corresponding errors in other navigational aids, should be
provided to the user.

2 DEFINITIONS
For the purpose of these performance standards, the following definitions apply:
2.1 Gyro-compass means both the gyro-compass as heading sensor and the
associated heading transmission system.
2.2 True heading means the horizontal angle between the vertical plane passing
through the true meridian and the vertical plane passing through the craft’s
fore and aft datum line. It is measured from true north (000°) clockwise
through 360°.
2.3 The compass is said to be “settled” if any three readings taken at intervals of
30 min, when the compass is on a level and stationary base, are within a band
of 0.7°.
2.4 Settle point heading means the mean value of 10 readings taken at 20 min
intervals after the gyro-compass has settled as defined in paragraph 2.3.
2.5 Settle point error means the difference between settle point heading and true
heading.
2.6 Other errors to which the gyro-compass is subject are defined as the difference
between the observed value and the settle point heading.

3 METHOD OF PRESENTATION
Gyro-compass equipment should include the provision of a compass card
or analogue repeater for steering purposes and equipment for the purpose
of taking visual bearing. It should be graduated at equal intervals of 1° or
a decimal fraction thereof. A numerical indication should be provided at
every 10° starting from 000° clockwise through 360°. Additionally, a digital
display may be provided. When a digital display is provided, the course
should be displayed as three digits plus, optionally, a fourth digit indicating
tenths of a degree. When a gyro-compass with digital display is used it should
incorporate a turning indicator.

4 ACCURACY

4.1 Performance under static conditions (settling of equipment)

4.1.1 When run up in accordance with the manufacturer’s instructions, the gyro-
compass should settle within 6 h in latitudes of up to 70°.

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4.1.2 The settle point error as defined in paragraph 2.5 at any heading and at any
latitude up to 70° should not exceed ±0.75 × secant latitude where heading
indications of the gyro-compass should be taken as the mean of 10 readings at
20 min intervals, and the root mean square value of the differences between
individual heading indications and the mean should be less than 0.25° ×
secant latitude.
4.1.3 The repeatability of settle point error from one run-up to another should be
within 0.25° × secant latitude.

4.2 Performance under operational (dynamic) conditions

4.2.1 When run up in accordance with the manufacturer’s instructions, the gyro-
compass should settle within 6 h in latitudes of up to 70° when rolling and
pitching with simple harmonic motion of any period between 6 s and 15 s, a
maximum angle of 5°, and a maximum horizontal acceleration of 0.22 m/s2.
4.2.2 The repeatability of the settle point error of the master gyro-compass should
be within ±1° × secant latitude, including variations in magnetic fields and
changes in temperature as required by resolution A.694(17), etc., likely to be
experienced in the craft in which it is installed.
4.2.3 In latitudes of up to 70° N or S in craft operating within a latitude band of 10°:
.1 the residual steady state error, after correction for speed and course
influences at a speed of 70 knots, should not exceed ±0.25° × secant
latitude;
.2 the maximum error due to a rapid alteration of speed of 70° knots should
be kept to a minimum, and should not exceed ±2°;
.3 the error due to a rapid alteration of course of 180° at a maximum rate
of turn of 20°/s in any azimuth direction at a speed of 70 knots should
not exceed ±3°; and
.4 the transient and steady state errors due to the craft rolling, pitching
and yawing, with simple harmonic motion of any period between
6 s and 15 s, maximum angle of 20°, 10° and 5° respectively, and
maximum horizontal acceleration not exceeding 1 m/s2, and at any
course, especially at 45°, 90° and 315° should not exceed ±1° × secant
latitude.
4.2.4 When subject to the environmental conditions referred to in resolution
A.694(17),* the error should not exceed ±1°.
4.2.5 The maximum divergence in reading between the master compass and the
steering and visual bearing equipment under all operational conditions
should not exceed ±0.5°.
4.2.6 The follow-up rate of the transmission system should be at least 20°/s.

5 POWER SUPPLY
The gyro-compass should be provided with an uninterruptable power supply.

6 CONSTRUCTION AND INSTALLATION

6.1 The master gyro-compass should be installed in a craft with the fore and aft
datum lines parallel to the craft’s fore and aft datum line to within ±0.5°. The
lubber line should be in the same vertical plane as the centre of the card of
the compass and should be aligned accurately.

* Methods of testing are contained in IEC Publication 945 and ISO Standard 8728.

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6.2 Means should be provided for correcting the errors induced by speed and
latitude. An approved accurate speed source should be used for automatic
speed corrections.
6.3 A status signal should be provided to indicate that the gyro-compass is ready
for use.
6.4 An alarm signal should be provided to indicate that the gyro-compass has
suffered an external power supply failure or an internal system functional
failure which would invalidate the heading information.
6.5 The system should be designed to enable heading information to be provided
to other navigational aids such as radar, ARPA, radio direction-finder and
automatic pilot. The accuracy of the other navigational aids must not be
degraded, and should continue to comply with the standards specified for
such aids.

7 INTERFACE
The gyro-compass equipment should provide an output of heading information
with an accuracy as defined in section 4 when interfaced by other
equipment.

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1.4
Resolution MSC.86(70) – Adopted on 8 December 1998

ADOPTION OF NEW AND AMENDED PERFORMANCE

STANDARDS FOR NAVIGATIONAL EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee;
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED new performance standards and amendments to existing
performance standards adopted by the Assembly and prepared by the forty-fifth
session of the Sub-Committee on Safety of Navigation,
1. ADOPTS the following new recommended performance standards set out in
annexes 1 to 3 to the present resolution:
.1 Recommendation on Performance Standards for Sound Reception Systems
(annex 1);
.2 Recommendation on Performance Standards for Marine Transmitting
Magnetic Heading Devices (TMHDs) (annex 2); and
.3 Recommendation on Performance Standards for an Integrated Navigation
System (annex 3);
2. ADOPTS ALSO the amendments to the Recommendation on Performance Standards
for Electronic Chart Display and Information Systems (ECDISs) (resolution A.817(19))
set out in annex 4 to the present resolution;
3. RECOMMENDS Member Governments to ensure that:
.1 sound reception systems, marine transmitting heading devices and
integrated navigation systems installed on or after 1 January 2000 conform
to performance standards not inferior to those set out in annexes 1 to 3 to
the present resolution;
.2 ECDIS installed on or after 1 January 2000 conform, respectively, to
performance standards not inferior to those set out in resolution A.817(19),
as amended, and annex 4 to the present resolution;
.3 ECDIS installed on 1 January 1999 and before 1 January 2000 conform
at least to the performance standards set out in resolution A.817(19), as
amended by resolution MSC.64(67), annex 5; and
.4 ECDIS installed before 1 January 1999 conform at least to performance
standards set out in resolution A.817(19).

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Annex 2
RECOMMENDATION ON PERFORMANCE STANDARDS FOR MARINE
TRANSMITTING MAGNETIC HEADING DEVICES (TMHDs)

1 SCOPE
1.1 A TMHD is an electronic device which uses the geomagnetic field to obtain
and transmit information about the ship’s heading.
1.2 In addition to the general requirements contained in resolution A.694(17)*
all marine TMHD equipment should comply with the following minimum
requirements.

2 APPLICATION
2.1 A TMHD complying with the requirements contained in this recommendation,
can be used to meet the carriage requirements for a suitable device providing
heading information contained in chapter V of the SOLAS Convention.
2.2 In addition such THMD can meet the dynamic requirements contained in the
HSC Code chapter 13 for the carriage of a suitable device providing heading
information.

3 COMPOSITION
3.1 Transmitting magnetic heading devices (TMHDs) may comprise of:
.1 a standard magnetic compass equipped with a magnetic sensor and
electronics for generating a suitable output signal for other devices. The
compass used should be the standard magnetic compass provided under
SOLAS chapter V; or
.2 an electromagnetic compass consisting of the sensor part and electronics
for generating a suitable output signal for other devices; or
.3 any type as defined under .1 and .2 additionally equipped with a rate
gyro to improve dynamic performance.

4 CONSTRUCTION

4.1 Fore-and-aft mark

4.1.1 A fore-and-aft mark should be inscribed on the magnetic sensor housing,
which should be installed in parallel to the ship’s fore-and-aft line.
4.1.2 The accuracy of the fore-and-aft mark should be within ± 0.5° to the fore-and-
aft direction of the housing.
4.1.3 If a rate gyro is installed it should be marked in the same way and additionally
be marked with top or bottom.

4.2 Fitting
4.2.1 Provision should be made, in the mounting arrangements of the magnetic
sensor, for correction of any misalignment, up to ±5°, with respect to the fore-
and-aft line.

* See also IEC Publication 60945.

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4.2.2 The fitting of the sensor arrangement to the compass in paragraph 3.1 above
should still enable the compass to comply with resolution A.382(X) with
particular reference to accuracy, gimbling and use of the azimuth reading
device.

4.3 Compensation of deviation and heeling error

Provision should be made to correct the deviation and heeling error and it
should be possible to correct the following values:*
.1 vertical component of the ship’s magnetic field (producing the heeling
error): up to ±75 µT;
.2 coefficient A: up to ±3°;
.3 coefficient B: up to ±(720/H)°;
.4 coefficient C: up to ±(720/H)°;
.5 coefficient D: up to ±7°; and
.6 coefficient E: up to ±3°,
where H is the horizontal component of the geomagnetic flux density in
microteslas (µT).

4.3.1 Indication of compensation

The values used for electronic compensation should be indicated by adequate
means and should be stored such that values are automatically recovered on
switch-on.

4.3.2 Protection of compensation

The compensating devices should be protected against inadvertent
operation.

4.4 Heading output

All displays and outputs of heading should indicate true heading. An
indication of any deviation and variation applied to compensate the heading
should be capable of being displayed or included in the output.

4.5 Interfaces
The TMHD should be so designed to transmit heading information to other
equipment. At least one output should be in accordance with the relevant
international marine interface standard.†

5 PERFORMANCE
The following performance standards are required to be achieved under the
conditions of a value of 18 µT of the horizontal component of the geomagnetic
field and the environmental conditions experienced on board ships.‡

5.1 Accuracy of heading

5.1.1 Static
The static accuracy of the heading indication should be within ±1.0°.

* See also ISO Publications 11606 and 1069.

†
IEC Publication 61162.
‡
See also IEC Publication 60945.

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5.1.2 Dynamic
The dynamic accuracy of the heading indication or output should be within
±1.5° in addition to the static accuracy as defined. Periods of oscillation of
the error should not be shorter than 30 s under the conditions of various sea
states and ship’s motion likely to be experienced in ships.*

5.2 Follow-up accuracy of the transmission system

The follow-up accuracy of the transmission system should be within ±1.5°,
when the sensor is rotated at a rate of 20°/s.

6 ELECTROMAGNETIC COMPATIBILITY
The compass system, with regard to electromagnetic interference and
immunity, should, in addition to resolution A.694(17), comply with resolution
A.813(19).†

7 FAILURE CONDITIONS
An alarm should be provided to indicate a failure of the power supply to the
compass system.

* See also IEC Publication 721-3-6.

†
See also IEC Publications 60945 and 533.

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1.5
Resolution MSC.166(78) – Adopted on 20 May 2004

APPLICATION OF PERFORMANCE STANDARDS FOR

TRANSMITTING HEADING DEVICES (THDs) TO MARINE
TRANSMITTING MAGNETIC HEADING DEVICES (TMHDs)

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as
amendments thereto shall be performed by the Maritime Safety Committee and/or
the Marine Environment Protection Committee, as appropriate, on behalf of the
Organization,
RECALLING FURTHER that, in accordance with chapter V of the International Convention
for the Safety of Life at Sea (SOLAS) 1974, as amended, ships of 300 gross tonnage
and upwards and less than 500 gross tonnage, which do not carry a gyro-compass,
are required to carry a Transmitting Heading Device (THD), or other means to transmit
heading information,
RECALLING FURTHER ALSO that, at its seventieth and seventy-third sessions, it adopted
resolution MSC.86(70) on Adoption of new and amended performance standards for
navigational equipment (which includes, in annex 2, Performance standards for marine
Transmitting Magnetic Heading Devices (TMHDs)) and resolution MSC.116(73) on
Performance standards for marine Transmitting Heading Devices (THDs),
RECOGNIZING that the magnetic principle of THDs is covered by both the aforementioned
resolutions, which has created an inconsistency and misinterpretation in application
of the relevant performance standards to TMHDs,
1. RECOMMENDS Member Governments to ensure that TMHDs installed on or after
1 July 2002 conform to performance standards not inferior to those specified in
resolution MSC.116(73);
2. FURTHER RECOMMENDS Member Governments continue to accept installations
fitted before 1 July 2002 in accordance with annex 2 to resolution MSC.86(70);
3. DECIDES that annex 2 to resolution MSC.86(70) is superseded by resolution
MSC.116(73) for future applications.

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II/2
Heading control systems/Automatic pilots

2.1(a)
Resolution A.342(IX) – Adopted on 12 November 1975

RECOMMENDATION ON PERFORMANCE STANDARDS

FOR AUTOMATIC PILOTS

THE ASSEMBLY,
NOTING Article 16(i) of the Inter-Governmental Maritime Consultative Organization
Convention concerning the functions of the Assembly,
HAVING CONSIDERED the report of the Maritime Safety Committee on its thirty-second
session,

RESOLVES:
(a) to adopt the Recommendation on Performance Standards for Automatic
Pilots, the text of which is set out in the annex to this resolution;
(b) to recommend Member Governments to ensure that automatic pilots
conform to performance standards not inferior to those specified in the
Recommendation.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR AUTOMATIC PILOTS
Automatic pilot equipment aboard a seagoing vessel should comply with the following
minimum operational requirements in addition to the general requirements contained
in Assembly resolution A.281(VIII).

1 GENERAL
1.1 Within limits related to ship’s manoeuvrability the automatic pilot, in
conjunction with its source of heading information, should enable a vessel to
keep a preset course with minimum operation of the vessel’s steering gear.
1.2 The automatic pilot equipment should be capable of adapting to different
steering characteristics of the vessel under various weather and loading
conditions, and provide reliable operation under prevailing environmental
and normal operational conditions.

2 CHANGING OVER FROM AUTOMATIC TO MANUAL STEERING

AND VICE VERSA
2.1 Changing over from automatic to manual steering and vice versa should be
possible at any rudder position and be effected by one, or at the most two
manual controls, within a time lag of 3 s.

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2.2 Changing over from automatic to manual steering should be possible under
any conditions, including any failure in the automatic control system.
2.3 When changing over from manual to automatic steering, the automatic pilot
should be capable of bringing the ship to the preset course.
2.4 Change-over controls should be located close to each other in the immediate
vicinity of the main steering position.
2.5 Adequate indication should be provided to show which method of steering is
in operation at a particular moment.

3 ALARM SIGNALLING FACILITIES

3.1 A course monitor should be provided which actuates an adequate “off
course” audible alarm signal after a course deviation of a preset amount.
3.2 The information required to actuate the course monitor should be provided
from an independent source.
3.3 Alarm signals, both audible and visual, should be provided in order to
indicate failure or a reduction in the power supply to the automatic pilot or
course monitor, which would affect the safe operation of the equipment.
3.4 The alarm signalling facilities should be fitted near the steering position.

4 CONTROLS
4.1 The number of operational controls should be minimized as far as possible
and they should be designed to preclude inadvertent operation.
4.2 Unless features for automatic adjustments are incorporated in the installation,
the automatic pilot should be provided with adequate controls for operational
use to adjust effects due to weather and the ship’s steering performance.
4.3 The automatic pilot should be designed in such a way as to ensure altering
course to starboard by turning the course setting control clockwise. Normal
alterations of course should be possible by one adjustment only of the course
setting control.
4.4 Except for the course setting control, the actuation of any other control should
not significantly affect the course of the ship.
4.5 Additional controls at remote positions should comply with the provisions of
this Recommendation.

5 RUDDER ANGLE LIMITATION

Means should be incorporated in the equipment to enable rudder angle
limitation in the automatic mode of operation. Means should also be available
to indicate when the angle of limitation has been reached.

6 PERMITTED YAW
Means should be incorporated to prevent unnecessary activation of the
rudder due to normal yaw motion.

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2.1(b)
Resolution MSC.64(67) – Adopted on 4 December 1996

ADOPTION OF NEW AND AMENDED

PERFORMANCE STANDARDS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization

concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED new performance standards and amendments to existing
performance standards adopted by the Assembly prepared by the forty-second session
of the Sub-Committee on Safety of Navigation,
1. ADOPTS the following new and recommended performance standards, set out in
annexes 1 to 2 to the present resolution:*
(a) Recommendation on Performance Standards for Integrated Bridge
Systems (IBS) (annex 1);
(b) Recommendation on Performance Standards for Shipborne DGPS and
DGLONASS Maritime Radio Beacon Receiver Equipment (annex 2);
2. ALSO ADOPTS the amendments to the following performance standards adopted by
the Assembly, set out in annexes 3 to 5 to the present resolution:*
(a) Resolution A.342(IX) - Recommendation on Performance Standards for
Automatic Pilots (annex 3);
(b) Resolution A.477(XII) - Recommendation on Performance Standards for
Radar Equipment (annex 4);
(c) Resolution A.817(19) - Recommendation on Performance Standards for
Electronic Chart Display and Information Systems (ECDIS) (annex 5);
3. RECOMMENDs Member Governments to ensure that:
(a) integrated bridge systems (IBS), shipborne DGPS and DGLONASS
maritime radio beacon receiver equipment and electronic chart display
and information system (ECDIS) installed on or after 1 January 1999
conform to performance standards not inferior to those set out in
annexes 1, 2 and 5 to the present resolution;*

* Note: Only annex 3 to resolution MSC.64(67) is reproduced here. The other annexes are
reproduced in the relevant chapters of the present publication.

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(b) heading control systems and radar equipment installed on or after

1 January 1999 conform respectively to performance standards not
inferior to those set out in annexes 3 and 4 to the present resolution;*
(c) automatic pilots and radar equipment installed before 1 January 1999
conform at least to the performance standards set out in resolutions
A.342(IX) and A.477(XII), respectively.

Annex 3
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR HEADING CONTROL SYSTEMS†

1 INTRODUCTION
In addition to the general requirements contained in resolution A.694(17),‡
heading control systems should comply with the following minimum
performance requirements.

2 OBJECTIVES
2.1 Within limits related to the ships’s manoeuvrability 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.
2.2 A heading control system may work together with a track control system
adjusting its heading for drift.
2.3 A turn rate control for performing turns may be provided.

3 FUNCTIONAL REQUIREMENTS
3.1 Adaption to steering characteristics and environmental conditions
The heading control system should be capable of adapting manually or
automatically to different steering characteristics of the ship under various
speed, weather and loading conditions, and provide reliable operation under
prevailing environment and normal operational conditions.

3.2 Performing turns

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.

3.3 Rudder angle limitation

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. When other
means of directional control are used the requirements of this section should
appropriately apply.

* Note: Only annex 3 to resolution MSC.64(67) is reproduced here. The other annexes are reproduced
in the relevant chapters of the present publication.
†
The present Recommendation comprises annex 3 to resolution MSC.64(67) and supersedes
resolution A.342(IX), which was originally titled Recommendation on Performance Standards for
Autopilots, from 1 January 1999.
‡
See also IEC Publication 945.

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3.4 Permitted yaw

Means should be incorporated to prevent unnecessary activation of the
rudder due to normal yaw motion.

3.5 Preset heading

Any alteration of the preset heading should not be possible without intended
action of the ship’s personnel.

3.6 Limiting of overshoot

The heading control system should change to a preset heading without
significant overshoot.

4 CHANGE-OVER FROM AUTOMATIC TO MANUAL STEERING

AND VICE VERSA
4.1 Change-over from automatic to manual steering and vice versa should be
possible at any position of the rudder and should be effected by one manual
control within 3 s.
4.2 Change-over from automatic to manual steering should be possible under any
conditions including any failure in the automatic control system.
4.3 When changing over from manual to automatic steering the heading control
system shall take over the actual heading as the preset heading.
4.4 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.
4.5 Adequate indication should be provided to show which method of steering is
in operation.

5 CHANGE-OVER FROM TRACK CONTROL TO HEADING CONTROL

5.1 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.
5.2 Any switching back to track control shall not be possible without intended
action of the ship’s personnel.

6 ALARMS AND SIGNALLING FACILITIES

6.1 Failure or reduction in power
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.

6.2 Off-heading alarm

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.

6.3 Heading monitor

If the ship is required to carry two independent compasses, a heading monitor
should be provided to monitor the actual heading information by independent
heading sources. The heading monitor is not required to be an integrated part
of the heading control system.

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An alarm both audible with mute function and visual should be provided
when the heading information in use deviates from the second heading
source beyond a preset limit.

6.4 Indication of heading source

A clear indication of the actual heading source should be provided.

6.5 Sensor status

The heading control system should provide an indication when any input
from external sensors used for control is absent. The heading control system
should also repeat any alarm on the status messages concerning the quality of
the input data from its external sensors when they are used for control.

7 CONTROLS
7.1 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.
7.2 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.
7.3 The heading control system should be designed in such a way as to ensure
altering the preset 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.
7.4 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.
7.5 Except for the preset heading setting control, the actuation of any other
control should not significantly affect the heading of the ship.
7.6 Additional controls at remote positions should comply with the provisions of
this performance standard.

8 INTERFACING
8.1 The heading control system should be connected to a suitable source of
heading information.
8.2 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.
8.3 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.*

* IEC Publication 1162.

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2.2
Resolution A.822(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR AUTOMATIC STEERING

AIDS (AUTOMATIC PILOTS) FOR HIGH-SPEED CRAFT

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO resolution MSC.36(63), by which the Maritime Safety Committee, on
20 May 1994, adopted the International Code of Safety for High-Speed Craft (HSC
Code),
RECALLING FURTHER resolution 1 of the Conference of Contracting Governments to the
International Convention for the Safety of Life at Sea (SOLAS), 1974, by which the
Conference, on 24 May 1994, adopted amendments to the 1974 SOLAS Convention,
including a new chapter X on safety measures for high-speed craft, which makes
the provisions of the HSC Code mandatory under that Convention for all such craft
constructed on or after 1 January 1996,
BEARING IN MIND section 13.13 of the HSC Code, which requires that all navigational
equipment to which chapter 13 applies should conform to performance standards not
inferior to those adopted by the Organization,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fourth session,
1. ADOPTS the Recommendation on Performance Standards for Automatic Steering
Aids (Automatic Pilots) for High-Speed Craft set out in the annex to the present
resolution;
2. RECOMMENDS Governments to ensure that automatic steering aids (automatic
pilots) required to be carried on high-speed craft conform to performance standards
not inferior to those set out in the annex to the present resolution;
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR AUTOMATIC STEERING AIDS (AUTOMATIC PILOTS)
FOR HIGH-SPEED CRAFT

1 INTRODUCTION
1.1 In addition to the general requirements contained in resolution A.694(17),
automatic steering aids (automatic pilots) installed in craft operating under the
following conditions:
.1 speed exceeding 30 knots and up to 70 knots;
.2 maximum rate of turn 20°/s; and
.3 normal range of operation between 70°N and 70°S;
should, as required by chapter 13 of the HSC Code, comply with the minimum
performance requirements specified in these standards.
1.2 The automatic steering aid (automatic pilot) should, within a speed range of
up to 30 knots, comply with resolution A.342(IX) or resolution MSC.64(67),
annex 3 as appropriate, and within a speed range of 30 knots to 70 knots
should comply with the requirements of this resolution.

2 GENERAL
2.1 Within limits related to the craft’s manoeuvrability, the automatic steering aid,
in conjunction with its source of heading information, should enable a craft
to keep within ±2.0 of a preset course.
2.2 The automatic steering aid equipment should be capable of manual or
automatic adjustment to different steering characteristics of the craft under
various weather and loading conditions.
2.3 The automatic steering aid should be connected to the gyro-compass if a
gyro-compass is provided. Otherwise it should be electronically connected
to the magnetic compass.
2.4 A qualitative description of the effects of the automatic steering aid errors due
to high speed, accelerations, course changes, sea state, etc., and a qualitative
description of corresponding errors in other navigational aids, should be
provided to the user.

3 CHANGE-OVER FROM AUTOMATIC TO MANUAL STEERING

AND VICE VERSA
3.1 Change-over from automatic to manual steering and vice versa should be
possible at any rudder position by means of a bumpless transfer.
3.2 Change-over from automatic to manual steering should be possible under any
conditions, including any failure in the automatic control system.
3.3 When changing over from manual to automatic steering, the automatic
steering aid (automatic pilot) should take over the actual heading as the preset
course. Any alteration of the preset course should not be possible without
action by the craft’s personnel.
3.4 Change-over controls should be located close to each other in the immediate
vicinity of the main steering or conning position.
3.5 Adequate indication should be provided to show which method of steering is
in operation at a particular moment.
3.6 The installation should include manual steering with an override function.

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4 ALARM SIGNALLING FACILITIES

4.1 Alarm signals, both audible and visual to the navigator on watch, should
be provided in order to indicate failure or a reduction in the power supply
to the automatic steering aid, which would affect the safe operation of the
equipment.
4.2 A course monitor should be provided which operates a clearly audible “off-
course” alarm signal after a course deviation of a preset amount from the
ordered course.
4.3 The information required to actuate the course monitor should be provided
from an independent source.
4.4 The automatic steering aid should provide an indication when any input from
an external sensor is absent. The automatic steering aid should also repeat
any alarm or status warnings concerning the quality of the input data from its
external sensors which may influence its operation.
4.5 The alarm signal facilities should be fitted near the steering or conning
position.

5 CONTROLS
5.1 The automatic steering aid should be provided with automatic and manually
operated controls for operational use to adjust the craft’s steering performance
to take account of the effects of weather.
5.2 The sense of the control of the automatic steering aid should be such as
to ensure altering course to starboard by turning the course setting control
clockwise. If the control is digital then provision should also be made for
keying in the required turn sense. Normal alterations of course should be
possible by one adjustment only of the course setting control.
5.3 Except for the course setting control, the actuation of any other control should
not significantly affect the course of the craft.
5.4 Additional controls at remote positions should comply with the provisions of
these performance standards.
5.5 The automatic steering aid should be able to perform turns within the turning
capability of the craft based either on a preset turning radius or a preset rate
of turn.

6 RUDDER ANGLE LIMITATION

Means should be incorporated in the equipment to enable rudder angle
limitation in the automatic mode of operation. Means should also be available
to indicate when the angle of limitation has been reached.

7 PERMITTED YAW
Means should be incorporated to prevent unnecessary activation of the
rudder due to normal yaw motion.

8 INTERFACE
The automatic steering aid should provide interface facilities conforming to
relevant international marine interface standards.*

*
Refer to IEC Publication 1162: 1994.

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Heading control systems/Automatic pilots – 2.3

2.3
Resolution MSC.74(69) – Adopted on 12 May 1998

ADOPTION OF NEW AND AMENDED PERFORMANCE

STANDARDS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED new performance standards and amendments to existing
performance standards adopted by the Assembly and prepared by the forty-third
session of the Sub-Committee on Safety of Navigation,
1. ADOPTS the following new and recommended performance standards, set out in
annexes 1 to 3 to the present resolution:
(a) Recommendation on Performance Standards for Shipborne Combined
GPS/GLONASS Receiver Equipment (annex 1);
(b) Recommendation on Performance Standards for Track Control Systems
(annex 2); and
(c) Recommendation on Performance Standards for Universal Automatic
Identification System (AIS) (annex 3);
2. ADOPTS ALSO the amendments to the following performance standards adopted
by the Assembly, set out in annex 4 to the present resolution:
(a) Resolution A.224(VII) - Recommendation on Performance Standards for
Echo-Sounding Equipment (annex 4);
3. Recommends Member Governments to ensure that:
(a) shipborne combined GPS/GLONASS receiver equipment, track control
systems and AIS installed on or after 1 January 2000 conform to performance
standards not inferior to those set out in the annexes 1 to 3 to the present
resolution;
(b) echo-sounding equipment installed on or after 1 January 2001 conform
respectively to performance standards not inferior to those set out in annex 4
to the present resolution;
(c) echo-sounding equipment installed before 1 January 2001 conform at least to
the performance standards set out in resolution A.224(VII).

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Annex 2
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR TRACK CONTROL SYSTEMS

1 SCOPE
Track control systems in conjunction with their sources of position, heading
and speed information are intended to keep a ship automatically on a pre-
planned track over ground under various conditions and within the limits
related to the ship’s manoeuvrability. A track control system may additionally
include heading control.

2 APPLICATION
2.1 These Performance Standards are applicable for track control systems
working:
– at ship’s speed from minimum manoeuvring speed up to 30 knots; and
– at ship’s maximum rate of turn not greater than 10°/s.
2.2 Track control systems fitted on ships should meet all requirements of these
Performance Standards relating to straight tracks. Systems fitted on ships
requiring curved track control should additionally meet all the requirements
relating to curved tracks.

3 REFERENCES
IMO resolutions
MSC.64(67), annex 3 Recommendation on performance standards
for heading control systems
A.830(19) Code on alarms and indicators
A.694(17) General requirements for shipborne radio
equipment forming part of the GMDSS and
for electronic navigational aids
IMO SOLAS regulation V/12 Shipborne navigational equipment carriage
requirements

4 DEFINITIONS
Heading In accordance with international definition
standards
Course In accordance with international definition
standards
Speed In accordance with international definition
standards
Track Path to be followed over ground
Active track The track activated for track control
Heading control Control of the ship’s heading
Track control Control of the ship’s movement along a
track
Heading monitor Monitoring the actual heading sensor by an
independent second source
Position monitor Monitoring the actual position sensor by an
independent second source
Main conning position Place on the bridge with a commanding
view providing the necessary information
and equipment for the conning officer to
carry out his functions

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Override function An intentional fast change-over from automatic to

temporary manual control
Override facility A control to perform the override function
Curved track Non-straight track between two straight legs
Rate of turn Change of heading per time unit
Radius of turn Radius of a curved track
Leg A line between two waypoints
Track course The direction from one waypoint to the next
Cross-track distance Perpendicular distance of the ship from the track
Cross-track limit Maximum cross-track distance before an alarm is
activated
Back-up navigator Any individual, generally an officer, who has been
designated by the ships master to be on call if
assistance is needed on the bridge
TO-waypoint The waypoint which the ship is approaching
FROM-waypoint The last passed waypoint
NEXT-waypoint The waypoint following the TO-waypoint
Wheel-over line The line where the ship has to initiate a curved track

5 OPERATIONAL REQUIREMENTS
5.1 Functionality
5.1.1 Steering modes
A track control system should be able to steer the ship from her position:
.1 to a single waypoint; or
.2 along a sequence of waypoints.

5.1.2 Starting requirements

The system should allow the officer of the watch to start track control only if
- the ship’s position,
- the difference between track course and actual heading,
- the ship’s manoeuvrability,
will result in a safe approach manoeuvre to the track.
5.1.3 Primary position-fixing system
The primary position-fixing system used for track control should be an electronic
position-fixing system (EPFS) approved by the Organization.

5.1.4 Position monitoring

The ship’s position should be continuously monitored by a second independent
position source. This monitoring need not be an integral part of the track control
system.

5.1.5 Early course change indication

In the case of track control by a sequence of waypoints, an early course change
indication should be given no later than 1 min before the wheel-over line.

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5.1.6 Actual course change and confirmation

(1) In the case of track control by a sequence of waypoints, an alarm should
be given at the wheel-over line.
(2) The system should provide means for the officer of the watch to confirm
the course change at wheel-over.
(3) With or without the confirmation, the ship should follow automatically
the track.
(4) If the actual course change alarm is not confirmed by the officer of the
watch within 30 s of wheel-over, a back-up navigator alarm should be
given.
5.1.7 Change of waypoints
In the case of track control by a pre-planned sequence of waypoints, it should
not be possible to modify the TO-waypoint, the FROM-waypoint and the NEXT-
waypoint while in the track control mode without creating a new track and
until:
.1 the pre-planning of the new track is completed; and
.2 the starting requirements (Section 5.1.2) are fulfilled.
5.1.8 Turn performance
The track control should enable the ship to sail from one leg to another by turns
based:
.1 on a preset turn radius; or
.2 on a radius calculated on the base of a preset rate of turn within the
turning capability of the ship.
5.1.9 Adaptation to steering characteristics
The track control should be capable of manual or automatic adjustment to
different steering characteristics of the ship under various weather, speed and
loading conditions.
5.1.10 Permitted tolerance
Means should be incorporated to prevent unnecessary activation of the rudder
due to normal yaw or sway motion and statistically scattered position errors.
5.1.11 Override function
A track control system should be able to accept a signal from the override
facilities to terminate track control mode and switch to the override facilities.
5.1.12 Heading control mode
A track control system may be operated in heading control mode. In this case,
the performance standards of heading control systems are to be applied.
5.1.13 Manual change-over from track control to manual steering
(1) Change-over from track control to manual steering should be possible at
any rudder angle.
(2) Change-over from track control to manual steering should be possible
under any conditions, including any failure in the track control system.
(3) After change-over to manual control, return to automatic control should
require operator intervention.

5.1.14 Manual change-over from track control to heading control

(1) Any change-over from track control to heading control should be possible
under all conditions.

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(2) The heading control system should take over the actual heading as the
preset heading.
(3) Any switching back to track control should require operator
intervention.
5.1.15 Steering mode indication
Adequate indication should be provided to show which method of steering is
in operation.

5.1.16 Heading monitoring

Heading monitoring should be provided to monitor the actual heading
information by independent heading sources. The heading monitor is not
required to be an integral part of the track control system.

5.2 Accuracy
5.2.1 A short qualitative description of the effect of:
.1 the accuracy of the sensors for position, heading and speed;
.2 changes of course and speed;
.3 actual speed through the water; and
.4 environmental conditions
to the track control system should be provided to the user in appropriate
documentation.

5.3 Alarms and indicators

5.3.1 Failure or reduction in power supply

In case of failure or reduction of power supply to the track control system which
effects its safe operation an alarm should be given.

5.3.2 Position monitoring alarm

An alarm should be given when the position monitor detects a deviation
beyond a preset limit.

5.3.3 Heading monitoring alarm

An alarm should be given when the heading monitor detects a deviation
beyond a preset limit.
5.3.4 Failure and alarm status of sensor
In the case of any failure or alarm status received from the position-fixing sensor
or the heading sensor in use:
.1 an alarm should be generated at the track control system;
.2 the system should provide guidance of the user to a safe steering mode;
and
.3 a back-up navigator alarm should be given if a failure or alarm status is not
acknowledged by the officer of the watch within 30 s.
Fall-back procedures consequential to the failure and alarm conditions are
stated in section 9.
5.3.5 Use of faulty signals
It should not be possible to select any sensor signal tagged with a fault or alarm
status.
5.3.6 Cross-track alarm
A cross-track alarm should be provided when the actual position deviates from
the track beyond a preset cross-track limit.

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5.3.7 Course difference signal

An alarm should be given if the actual heading of the ship deviates from the
track course beyond a preset value.
5.3.8 Low speed alarm
If speed through the water is lower than a predefined limit necessary for
steering the ship an alarm should be given.

6 ERGONOMIC CRITERIA

6.1 Operational controls

6.1.1 Controls for track control

Means should be provided to:
.1 accept or calculate the course between subsequent waypoints; and
.2 adjust radius or rate of turn, all track control related limits, alarm
functions and other control parameters.

6.1.2 Change-over controls

(1) Track control to manual control
Changing over from track control to manual steering should be possible
by a single operator action.
(2) Track control to heading control
If the track control system can be operated with a heading control
system, changing over from track to heading control should be possible
by a single operator action.
(3) Location of change-over controls
The steering mode selector switch should be located at or in the
immediate vicinity of the main conning position.

6.2 Presentation of information

6.2.1 Continuously displayed information

The following information should be displayed clearly and continuously:
.1 mode of steering;
.2 sources of actual position, heading and speed;
.3 status and failure of sensors (if any);
.4 track course and actual heading;
.5 actual position, cross-track distance and speed;
.6 TO-waypoint and NEXT-waypoint;
.7 time and distance to TO-waypoint;
.8 next track course; and
.9 selected track identification.
Items .4, .5, .7 and .8 should be displayed numerically.
6.2.2 Information to be provided on demand
The following information should be provided on demand:
.1 a list of pre-planned waypoints including waypoint numbers, co-
ordinates, courses and distances between waypoints, turn radius or rates
of turn; and
.2 all track control related limits and other preset control parameters.

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6.2.3 Presentation
Logically related values such as preset and actual values should be displayed
as a pair of data.

7 INTERFACING

7.1 Sensors
The track controller should be connected to position, heading and speed
sensors which meet the standards of the Organization. The heading
measurement system should be a gyro-compass.

7.2 Status information

All connected sensors should be able to provide status, including failure
information.

7.3 Standards
The track control system should be capable of digital, serial communication
with the ship’s navigation system and comply with the relevant international
standards.*

8 FALL-BACK ARRANGEMENTS

8.1 Failure of the track control or position sensor

(1) If the heading control is still available then the system should automatically
switch over to heading control and take the actual heading as the preset
heading for the heading control.
(2) If the heading control is not available the rudder angle should be
maintained.

8.2 Failure of the heading measuring system

(1) The actual rudder angle should be maintained.
The associated alarms are stated in section 5.3.

* IEC 1162.

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Heading control systems/Automatic pilots – 2.4

2.4
Resolution MSC.116(73) – Adopted on 1 December 2000

PERFORMANCE STANDARDS FOR MARINE TRANSMITTING

HEADING DEVICES (THDs)

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as
amendments thereto shall be performed by the Maritime Safety Committee and/or
the Marine Environment Protection Committee, as appropriate, on behalf of the
Organization,
RECALLING FURTHER that, in accordance with the revised chapter V of the SOLAS
Convention, ships of 300 gross tonnage and upwards and less than 500 gross tonnage,
which do not carry a gyro-compass, are required to carry a THD, or other means to
transmit heading information,
RECALLING FURTHER ALSO that in accordance with the HSC Code passenger craft certified
to carry 100 passengers or less which do not carry a gyro-compass are required to
carry an instrument suitable for providing a heading reference,
NOTING that a properly adjusted THD will fulfil these carriage requirements,
RECOGNIZING the need to prepare appropriate performance standards for THDs,
HAVING CONSIDERED the recommendation on the performance standards for THDs
made by the Sub-Committee on Safety of Navigation at its forty-sixth session,
1. ADOPTS the Recommendation on Performance Standards for Marine Transmitting
Heading Devices (THDs), set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that THDs installed on or after 1 July 2002
conform to performance standards not inferior to those specified in the annex to the
present resolution.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR MARINE
TRANSMITTING HEADING DEVICES (THDs)

1 SCOPE
1.1 A transmitting heading device (THD) is an electronic device, which provides
information about the ship’s true heading.
1.2 In addition to the general requirements contained in resolution A.694(17)*
and the relevant standard for the sensing part used, the THD equipment
should comply with the following minimum requirements.
1.3 Where the IMO performance standards which apply to the sensing part do
not specify a geographical operating area, the THD should operate from 70°
latitude south to 70° latitude north as minimum.

2 APPLICATION
2.1 The THDs complying with the requirements contained in this recommendation
can be used for heading information as contained in chapter V of the SOLAS
Convention.
2.2 In addition, such THD should meet the dynamic requirements contained in
the HSC Code, chapter 13 for the carriage of a suitable device providing
heading information.

3 DEFINITIONS
3.1 Heading: for the purpose of these standards, any ship’s heading to be input to
the THD function.
3.2 Sensing part: a sensing function of detecting any heading information
connected to the transmitting device.
3.3 Transmitting part: device which receives a heading information from the
sensing part and converts to the required accurate signal.
3.4 True heading: horizontal angle between the vertical plane passing through the
true meridian and the vertical plane passing through the craft’s fore-and-aft
datum line. It is measured from true north (000°) clockwise through 360°.
3.5 Transmission and resolution error: error which is caused by the method used
to transmit the original information to a receiving device. Such method may
have a limited capability to code any possible value of the information, e.g.
step output with 16 ° resolution. This error is caused by the method used inside
the THD and at its output to code the information.
3.6 Static error: error which is caused by any reason and which stays unchanged
in value during the operation of the system. This error should be measured
under static conditions.
3.7 Dynamic error: error which is caused by dynamic influences acting on the
system, such as vibration, roll, pitch or linear acceleration. This error may
have an amplitude and usually a frequency related to the environmental
influences and the parameters of the system itself.

* Publication IEC 60945.

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3.8 Follow-up error: error which is caused by the delay between the existence of
a value to be sensed and the availability of the corresponding signal or data
stream at the output of the system. This error is e.g. the difference between the
real heading of a turning vessel and the available information at the output of
the system. The follow-up error disappears when the system is static.

4 OPERATIONAL REQUIREMENT

4.1 Functionality
4.1.1 The THD receives a heading signal and generates a suitable output signal for
other devices.
4.1.2 Any sensor part may be included in the device.
4.1.3 Any correcting devices or parameters should be protected against inadvertent
operation.

4.2 Presentation of information

4.2.1 All displays, with the exception of the sensor, and all outputs of heading
should indicate true heading.
4.2.2 Manually settable values used for electronic correction should be indicatable
by adequate means.

4.3 Accuracy
4.3.1 The THD should be tested for accuracy with the sensing part connected. If
the sensing part is so designed that it is included in the transmitting part, the
equipment should be tested together with all parts.
4.3.2 The THD should meet at least the following accuracy at the output of the
device under sea conditions as specified in resolution A.424(XI) or A.821(19)
as applicable:
.1 Transmission and resolution errors. The transmission error including the
resolution error should be less than ±0.2°;
.2 Static errors. The static error should be less than ±1.0°;*
.3 Dynamic errors.† The dynamic error amplitude should be less than ±1.5°.
The dynamic error frequency should be less than 0.033 Hz, equivalent
to a period not shorter than 30 s, if the amplitude of the dynamic error
exceeds ±0.5°; and
.4 Follow-up errors. The follow-up error for different rates of turn should be:
.4.1 less than ±0.5° at rates up to 10°/s; and
.4.2 less than ±1.5° between a rate of 10°/s and 20°/s.

4.4 Interfacing
At least one output should be in accordance with the relevant international marine
interface standard.‡

* This may be increased by a multiple of secant latitude in all applications.

†
If the sensing part is a magnetic one, it should meet resolution A.382(X) and should be tested
separately in accordance with the relevant standard.
‡
Publication IEC 61162.

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5 ELECTROMAGNETIC COMPATIBILITY
The device, with regard to electromagnetic interference and immunity, should, in
addition to resolution A.694(17),* comply with resolution A.813(19).†

6 FAILURE CONDITIONS
An alarm should be provided to indicate malfunctions of the THD or a failure of the
power supply.

* Publication IEC 60945.

†
Publication IEC 60533.

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II/3
Radar and ancillary equipment

3.1(a)
Resolution A.222(VII) – Adopted on 12 October 1971

PERFORMANCE STANDARDS FOR NAVIGATIONAL

RADAR EQUIPMENT

THE ASSEMBLY,

NOTING article 16(i) of the Convention on the Inter-Governmental Maritime Consultative

Organization concerning the functions of the Assembly,
BEARING IN MIND recommendation 45 of the International Conference on Safety of Life
at Sea, 1960, relating to radar,
HAVING CONSIDERED the report of the Maritime Safety Committee on its twenty-third
session,
ENDORSES the Committee’s recommendation, appearing at annex, on performance
standards for shipborne navigational radar equipment which will be required in
accordance with new regulation 12 of chapter V of the International Convention for
the Safety of Life at Sea, 1960,
RECOMMENDS Contracting Governments to the said Convention to ensure that the type
of radar approved in accordance with the provisions of regulation 12, chapter V, of the
Convention conforms to operational standards not inferior to those shown at annex
to this resolution.

Annex
RECOMMENDATION ON NAVIGATIONAL RADAR EQUIPMENT
1 The radar equipment required by regulation 12 of chapter V should provide
an indication in relation to the ship of the position of other surface craft and
obstructions and of buoys, shorelines and navigational aids in a manner
which will assist in avoiding collision and in navigation.
2 It should comply with the following minimum requirements:
(a) Range performance
The operational requirement under normal propagation conditions,
when the radar aerial is mounted at a height of 15 m above sea level, is
that the equipment should give a clear indication of:
(i) Coastlines
At 20 nautical miles when the ground rises to 60 m.
At 7 nautical miles when the ground rises to 6 m.
(ii) Surface objects
At 7 nautical miles a ship of 5,000 tons gross tonnage, whatever
her aspect.
At 3 nautical miles a small vessel of length 10 m.
At 2 nautical miles an object such as a navigational buoy having an
effective echoing area of approximately 10 m2.

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(b) Minimum range

The surface objects specified in paragraph 2(a)(ii) of this Recommendation
should be clearly displayed from a minimum range of 50 m up to a range
of 1 nautical mile, without adjustment of controls other than the range
selector.
(c) Display
(i) The equipment should provide a relative plan display of not less
than 180 mm effective diameter.
(ii) The equipment should be provided with at least five ranges, the
smallest of which is not more than 1 nautical mile and the greatest
of which is not less than 24 nautical miles. The scales should be
preferably of 1:2 ratio. Additional ranges may be provided.
(iii) Positive indication should be given of the range of view displayed
and the interval between range rings.
(d) Range measurement
(i) The primary means provided for range measurement should be
fixed electronic range rings. There should be at least four range
rings displayed on each of the ranges mentioned in paragraph
2(c)(ii), except that on ranges below 1 nautical mile range rings
should be displayed at intervals of 14 nautical mile.
(ii) Fixed range rings should enable the range of an object, whose
echo lies on a range ring, to be measured with an error not
exceeding 1.5% of the maximum range of the scale in use, or
70 m, whichever is the greater.
(iii) Any additional means of measuring range should have an error
not exceeding 2.5% of the maximum range of the displayed scale
in use, or 120 m, whichever is the greater.
(e) Heading indicator
(i) The heading of the ship should be indicated by a line on the
display with a maximum error not greater than ±1°. The thickness
of the displayed heading line should not be greater than 12 °.
(ii) Provision should be made to switch off the heading indicator
by a device which cannot be left in the “heading marker off”
position.
(f) Bearing measurement
(i) Provision should be made to obtain quickly the bearing of any
object whose echo appears on the display.
(ii) The means provided for obtaining bearings should enable the
bearing of a target whose echo appears at the edge of the display
to be measured with an accuracy of ±1° or better.
(g) Discrimination
(i) The equipment should display as separate indications, on the
shortest range scale provided, two objects on the same azimuth
separated by not more than 50 m in range.
(ii) The equipment should display as separate indications two objects
at the same range separated by not more than 2.5° in azimuth.
(iii) The equipment should be designed to avoid, as far as is
practicable, the display of spurious echoes.

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(h) Roll
The performance of the equipment should be such that when the ship is
rolling ±10° the echoes of targets remain visible on the display.
The scan should be continuous, and automatic through 360° of azimuth.
The target data rate should be at least 12 per minute. The equipment
should operate satisfactorily in relative wind speeds of up to 100 knots.
(j) Azimuth stabilization
(i) Means should be provided to enable the display to be stabilized
in azimuth by a transmitting compass. The accuracy of alignment
with the compass transmission should be within 12 ° with a
compass rotation rate of 2 r.p.m.
(ii) The equipment should operate satisfactorily for relative bearings
when the compass control is inoperative or not fitted.
(k) Performance check
Means should be available, while the equipment is used operationally, to
determine readily a significant drop in performance relative to a calibration
standard established at the time of installation.
(l) Anti-clutter devices
Means should be provided to minimize the display of unwanted responses
from precipitation and the sea.
(m) Operation
(i) The equipment should be capable of being switched on and
operated from the main display position.
(ii) Operational controls should be accessible and easy to identify
and use.
(iii) After switching on from cold, the equipment should become fully
operational within 4 min.
(iv) A standby condition should be provided from which the equipment
can be brought to a fully operational condition within 1 min.
(v) The equipment should continue to operate in accordance with the
requirements of this Recommendation in the presence of variations
of the power supply normally to be expected in a vessel.
(n) Interference
(i) All steps should be taken to eliminate as far as practicable the
causes of, and to suppress, radio interference between the radar
equipment and other equipment on board.
(ii) Mechanical noise from all units should be so limited as not to
prejudice the hearing of sounds on which the safety of the ship
might depend.
(iii) Each unit of the equipment normally installed in the vicinity of a
standard or a steering magnetic compass should be clearly marked
with the minimum distances at which it may be mounted.
(iv) After installation and adjustment on board, the bearing accuracy
as prescribed in this Recommendation should be maintained
without further adjustment irrespective of the variation of external
magnetic fields.
(o) Sea or ground stabilization
Sea or ground stabilization, if provided, should not degrade the accuracy
of the display below the requirements of this Recommendation, and the
view ahead on the display should not be unduly restricted by the use of
this facility.

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(p) Durability and resistance to effects of climate

The radar equipment should be capable of continued operation under
the conditions of vibration, humidity and change of temperature likely
to be experienced in the vessel in which it is installed.
3 The aerial system should be installed in such a manner that the efficiency of
the display is not impaired by the close proximity of the aerial to other objects.
In particular, blind sectors in the forward direction should be avoided.

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3.1(b)
Resolution A.477(XII) – Adopted on 19 November 1981

PERFORMANCE STANDARDS FOR RADAR EQUIPMENT

THE ASSEMBLY,
RECALLING Article 16(i) of the Convention on the Inter-Governmental Maritime
Consultative Organization,
BEARING IN MIND the provisions of regulation 12, chapter V, of the International
Convention for the Safety of Life at Sea, 1974, and the proposed amendments to that
regulation,
RECALLING ALSO resolution A.222(VIII) by which it adopted performance standards for
radar equipment,
RECOGNIZING the desirability of making such performance standards compatible with
the Performance Standards for Automatic Radar Plotting Aids (ARPA) (resolution
A.422(XI)) and with resolution A.423(XI) on radar beacons and transponders,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its forty-second session,
1 ADOPTS the Recommendation on Performance Standards for Radar Equipment set
out in the annex to the present resolution;
2 RECOMMENDS Member Governments to ensure that:
(a) Radar equipment installed on or after 1 September 1984 conforms to
performance standards not inferior to those specified in the annex to the
present resolution;
(b) Radar equipment installed before 1 September 1984 conforms at least to the
performance standards set out in resolution A.222(VII).

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR RADAR EQUIPMENT

1 APPLICATION
1.1 This Recommendation applies to all ships’ radar equipment installed on or
after 1 September 1984 in compliance with regulation 12, chapter V, of the
International Convention for the Safety of Life at Sea, 1974, as amended.
1.2 Radar equipment installed before 1 September 1984 should comply at least
with the performance standards recommended in resolution A.222(VII).

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2 GENERAL
The radar equipment should provide an indication, in relation to the ship, of
the position of other surface craft and obstructions and of buoys, shorelines
and navigational marks in a manner which will assist in navigation and in
avoiding collision.

3 ALL RADAR INSTALLATIONS

All radar installations should comply with the following minimum requirements.

3.1 Range performance

The operational requirement under normal propagation conditions, when
the radar antenna is mounted at a height of 15 m above sea level, is that the
equipment should in the absence of clutter give a clear indication of:
.1 Coastlines
At 20 nautical miles when the ground rises to 60 m.
At 7 nautical miles when the ground rises to 6 m.
.2 Surface objects
At 7 nautical miles a ship of 5,000 tons gross tonnage, whatever her aspect.
At 3 nautical miles a small vessel of 10 m in length.
At 2 nautical miles an object such as a navigational buoy having an
effective echoing area of approximately 10 m2.

3.2 Minimum range

The surface objects specified in paragraph 3.1.2 should be clearly displayed
from a minimum range of 50 m up to a range of 1 nautical mile, without
changing the setting of controls other than the range selector.

3.3 Display
3.3.1 The equipment should without external magnification provide a relative plan
display in the head-up unstabilized mode with an effective diameter of not
less than:
.1 180 mm* on ships of 500 tons gross tonnage and more but less than
1,600 tons gross tonnage;
.2 250 mm* on ships of 1,600 tons gross tonnage and more but less than
10,000 tons gross tonnage;
.3 340 mm* in the case of one display and 250 mm in the case of the other
on ships of 10,000 tons gross tonnage and upwards.
3.3.2 The equipment should provide one of the two following sets of range scales
of display:
.1 1.5, 3, 6, 12 and 24 nautical miles and one range scale of not less than
0.5 and not greater than 0.8 nautical miles; or
.2 1, 2, 4, 8, 16 and 32 nautical miles.
3.3.3 Additional range scales may be provided.
3.3.4 The range scale displayed and the distance between range rings should be
clearly indicated at all times.

* Display diameters of 180, 250 and 340 mm correspond respectively to 9, 12 and 16 inch cathode
ray tubes.

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3.4 Range measurement

3.4.1 Fixed electronic range rings should be provided for range measurements as
follows:
.1 where range scales are provided in accordance with subparagraph
3.3.2.1, on the range scale of between 0.5 and 0.8 nautical miles at least
two range rings should be provided and on each of the other range scales
six range rings should be provided, or
.2 where range scales are provided in accordance with subparagraph
3.3.2.2, four range rings should be provided on each of the range
scales.
3.4.2 A variable electronic range marker should be provided with a numeric
readout of range.
3.4.3 The fixed range rings and the variable range marker should enable the
range of an object to be measured with an error not exceeding 1.5% of the
maximum range of the scale in use, or 70 m, whichever is the greater.
3.4.4 It should be possible to vary the brilliance of the fixed range rings and the
variable range marker and to remove them completely from the display.

3.5 Heading indicator

3.5.1 The heading of the ship should be indicated by a line on the display with a
maximum error not greater than ±1°. The thickness of the displayed heading
line should not be greater than 0.5°.
3.5.2 Provision should be made to switch off the heading indicator by a device
which cannot be left in the “heading marker off” position.

3.6 Bearing measurement

3.6.1 Provision should be made to obtain quickly the bearing of any object whose
echo appears on the display.
3.6.2 The means provided for obtaining bearings should enable the bearing of a
target whose echo appears at the edge of the display to be measured with an
accuracy of ±1° or better.

3.7 Discrimination
3.7.1 The equipment should be capable of displaying as separate indications on a
range scale of 2 nautical miles or less, two small similar targets at a range of
between 50% and 100% of the range scale in use, and on the same azimuth,
separated by not more than 50 m in range.
3.7.2 The equipment should be capable of displaying, as separate indications, two
small similar targets both situated at the same range between 50% and 100%
of the 1.5 or 2 nautical mile range scales, and separated by not more than
2.5° in azimuth.

3.8 Roll or pitch

The performance of the equipment should be such that when the ship is rolling
or pitching up to ±10° the range performance requirements of paragraphs 3.1
and 3.2 continue to be met.

3.9 Scan
The scan should be clockwise, continuous and automatic through 360° of
azimuth. The scan rate should be not less than 12 r.p.m. The equipment
should operate satisfactorily in relative wind speeds of up to 100 knots.

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3.10 Azimuth stabilization

3.10.1 Means should be provided to enable the display to be stabilized in azimuth by
a transmitting compass. The equipment should be provided with a compass
input to enable it to be stabilized in azimuth. The accuracy of alignment with
the compass transmission should be within 0.5° with a compass rotation rate
of 2 r.p.m.
3.10.2 The equipment should operate satisfactorily in the unstabilized mode when
the compass control is inoperative.

3.11 Performance check

Means should be available, while the equipment is used operationally, to
determine readily a significant drop in performance relative to a calibration
standard established at the time of installation, and to check that the
equipment is correctly tuned in the absence of targets.

3.12 Anti-clutter devices

Suitable means should be provided for the suppression of unwanted echoes
from sea clutter, rain and other forms of precipitation, clouds and sandstorms.
It should be possible to adjust manually and continuously the anti-clutter
controls. Anti-clutter controls should be inoperative in the fully anti-clockwise
positions. In addition, automatic anti-clutter controls may be provided;
however, they must be capable of being switched off.

3.13 Operation
3.13.1 The equipment should be capable of being switched on and operated from
the display position.
3.13.2 Operational controls should be accessible and easy to identify and use.
Where symbols are used they should comply with the recommendations
of the Organization on symbols for controls on marine navigational radar
equipment.
3.13.3 After switching or from cold the equipment should become fully operational
within 4 min.
3.13.4 A standby condition should be provided from which the equipment can be
brought to an operational condition within 15 s.

3.14 Interference
After installation and adjustment on board, the bearing accuracy as prescribed
in this Recommendation should be maintained without further adjustment
irrespective of the movement of the ship in the earth’s magnetic field.

3.15 Sea or ground stabilization (true motion display)

3.15.1 Where sea or ground stabilization is provided the accuracy and discrimination
of the display should be at least equivalent to that required by this
Recommendation.
3.15.2 The motion of the trace origin should not, except under manual override
conditions, continue to a point beyond 75% of the radius of the display.
Automatic resetting may be provided.

3.16 Antenna system

The antenna system should be installed in such a manner that the design
efficiency of the radar system is not substantially impaired.

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3.17 Operation with radar beacons

3.17.1 All radars operating in the 3 cm band should be capable of operating in a
horizontally polarized mode.
3.17.2 It should be possible to switch off those signal processing facilities which
might prevent a radar beacon from being shown on the radar display.

4 MULTIPLE RADAR INSTALLATIONS

4.1 Where two radars are required to be carried they should be so installed
that each radar can be operated individually and both can be operated
simultaneously without being dependent upon one another. When an
emergency source of electrical power is provided in accordance with the
appropriate requirements of chapter II-1 of the 1974 SOLAS Convention, both
radars should be capable of being operated from this source.
4.2 Where two radars are fitted, interswitching facilities may be provided to
improve the flexibility and availability of the overall radar installation. They
should be so installed that failure of either radar would not cause the supply
of electrical energy to the other radar to be interrupted or adversely affected.

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Radar and ancillary equipment – 3.1(c)

3.1(c)
Resolution MSC.64(67) – Adopted on 4 December 1996

ADOPTION OF NEW AND AMENDED

PERFORMANCE STANDARDS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED new performance standards and amendments to existing
performance standards adopted by the Assembly prepared by the forty-second session
of the Sub-Committee on Safety of Navigation,
1. ADOPTS the following new and recommended performance standards, set out in
annexes 1 to 2 to the present resolution:*
(a) Recommendation on Performance Standards for Integrated Bridge Systems
(IBS) (annex 1);
(b) Recommendation on Performance Standards for Shipborne DGPS and
DGLONASS Maritime Radio Beacon Receiver Equipment (annex 2);
2. ALSO ADOPTS the amendments to the following performance standards adopted by
the Assembly, set out in annexes 3 to 5 to the present resolution:*
(a) Resolution A.342(IX) - Recommendation on Performance Standards for
Automatic Pilots (annex 3);
(b) Resolution A.477(XII) - Recommendation on Performance Standards for
Radar Equipment (annex 4);
(c) Resolution A.817(19) - Recommendation on Performance Standards for
Electronic Chart Display and Information Systems (ECDIS) (annex 5);
3. RECOMMENDS Member Governments to ensure that:
(a) integrated bridge systems (IBS), shipborne DGPS and DGLONASS
maritime radio beacon receiver equipment and electronic chart display and
information system (ECDIS) installed on or after 1 January 1999 conform to
performance standards not inferior to those set out in annexes 1, 2 and 5 to
the present resolution;*

* Note: Only annex 4 to resolution MSC.64(67) is reproduced here. The other annexes are reproduced
in the relevant chapters of the present publication.

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(b) heading control systems and radar equipment installed on or after

1 January 1999 conform respectively to performance standards not
inferior to those set out in annexes 3 and 4 to the present resolution;*
(c) automatic pilots and radar equipment installed before 1 January 1999
conform at least to the performance standards set out in resolutions
A.342(IX) and A.477(XII), respectively.

Annex 4
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR RADAR EQUIPMENT†

1 INTRODUCTION
In addition to the general requirements contained in resolution A.694(17)
all radar installations should comply with the following minimum
requirements.

2 GENERAL
The radar equipment should provide an indication, in relation to the ship of
the position of other surface craft and obstructions and of buoys, shorelines
and navigational marks in a manner which will assist in navigation and in
avoiding collision.

3 RADAR
3.1 Range performance
The operational requirement under normal propagation conditions, when
the radar antenna is mounted at a height of 15 m above sea level, is that the
equipment should in the absence of clutter give a clear indication of:
.1 Coastlines
At 20 nautical miles when the ground rises to 60 m.
At 7 nautical miles when the ground rises to 6 m.
.2 Surface objects
At 7 nautical miles a ship of 5,000 gross tonnage, whatever her aspect.
At 3 nautical miles a small vessel of 10 m in length.
At 2 nautical miles an object such as a navigational buoy having an
effective echoing area of approximately 10 m2.

3.2 Minimum range

The surface objects specified in subparagraph 3.1.2 should be clearly displayed
from a minimum horizontal range of 50 m from the antenna position up to a
range of 1 nautical mile, without changing the setting of controls other than
the range selector.

* Note: Only annex 4 to resolution MSC.64(67) is reproduced here. The other annexes are reproduced
in the relevant chapters of the present publication.
†
The present Recommendation comprises annex 4 to resolution MSC.64(67) and supersedes
resolution A.447(XII), which was originally entitled Recommendation on Performance Standards for
Radar Equipment, from 1 January 1999.

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3.3 Display
3.3.1 The equipment should provide, without external magnification, a daylight
display with a minimum effective diameter within the bearing scale of not less
than:
.1 180 mm on ships of 150 gross tonnage and more but less than 1,000 gross
tonnage;
.2 250 mm on ships of 1,000 gross tonnage and more but less than 10,000
gross tonnage; and
.3 340 mm on ships of 10,000 gross tonnage and upwards.
3.3.2 The equipment should provide the following set of range scales of display: 0.25,
0.5, 0.75, 1.5, 3, 6, 12 and 24 nautical miles.
3.3.3 Additional larger and smaller range scales may be provided.
3.3.4 The range scale displayed and the distance between range rings should be
clearly indicated at all times.
3.3.5 Within the effective display radar video area, the display should only contain
information which pertains to the use of the radar display for navigation
or collision avoidance and which has to be displayed there because of its
association with a target (e.g. target identifiers, vectors) or because of some
other direct relationship with the radar display.
3.3.6 The origin of the range scale (radar video) should start at own ship, be linear
and should not be delayed.
3.3.7 Multi-colour displays are permitted but the following requirements should be
met:
.1 target echoes should be displayed by means of the same basic colours and
the echo strength should not be displayed in different colours; and
.2 additional information may be shown in different colours.
3.3.8 The radar picture and information should be readable under all ambient light
conditions. If a light shield is necessary to facilitate operation of the display
in high ambient light levels, then means should be provided for its ready
attachment and removal.
3.3.9 Selected parts of the system electronic navigation chart (SENC) information may
be displayed in such a way that the radar information is not masked, obscured
or degraded. If SENC information is made available for a radar display it should
at least include coastlines, own ship’s safety contour, dangers to navigation and
fixed and floating aids to navigation. The mariner should be able to select those
parts of the SENC, which can be made available and the mariner requires to be
displayed.
3.3.10 For the superimposition of selected parts of the SENC:
.1 Reference management
Reference management is required to ensure that the information displayed
is correlated and in the same reference and co-ordinate system;
.2 Display area
The whole effective display area should contain the available radar and
SENC information;
.3 Matching and adjustment
In case of any deviations between the chart image and the radar image
through detectable causes, manual adjustment should be possible. Any
manual adjustment should be clearly indicated as long as it is activated.
Resetting should be possible in a simple manner;
.4 Priority in the display
The display of radar information should have priority;

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.5 Stability
The equipment should be capable of appropriately stabilizing the radar
image, ARPA vectors and SENC information. The operating mode should
be clearly indicated; and
.6 Independence of radar/ARPA and SENC
.6.1 The SENC information should not have an adverse effect on the radar
picture;
.6.2 Radar/ARPA information and SENC information should be clearly
recognizable as such; and
.6.3 In the case of a malfunction of one component, the function of the
other component should not be affected.
3.3.11 The frequency band in use should be indicated to the operator.

3.4 Range measurement

3.4.1 Electronic fixed range rings should be provided for range measurements as
follows:
.1 on the range scale 0.25, 0.5, 0.75 nautical miles at least two and not
more than six range rings should be provided, on each of the other
mandatory range scales six range rings should be provided; and
.2 where off-centred facilities have been provided, additional range rings
should be provided at the same range intervals.
3.4.2 An electronic variable range marker in the form of a ring should be provided
with a numeric readout of range. This readout should not display any other
data. For ranges of less than 1 nautical mile, there should be only one
zero before the decimal point. Additional variable range markers may be
provided.
3.4.3 The fixed range rings and the variable range markers should enable the range
of an object to be measured with an error not exceeding 1% of the maximum
range of the scale in use, or 30 m, whichever is the greater.
3.4.4 The accuracy should be maintained when the display is off-centred.
3.4.5 The thickness of the fixed range rings should not be greater than the maximum
permissible thickness of the heading line.
3.4.6 On all range scales, it should be possible to set the variable range marker with
the required precision within 5 s in all cases. A range that is set by the user
should not change automatically when the range scale is changed.

3.5 Heading indication

3.5.1 The heading of the ship should be indicated by a continuous line on the
display with a maximum error of not greater than ±1°. The thickness of the
displayed heading line should not be greater than 0.5° measured at maximum
range at the edge of the radar display. The heading line should extend from
the trace origin to the edge of the display.
3.5.2 Provision should be made to switch off the heading indicator by a device
which cannot be left in the “heading line off” position.
3.5.3 A heading marker should be displayed on the bearing scale.

3.6 Bearing measurement

3.6.1 An electronic bearing line (EBL) should be provided with a numeric readout
of bearing to obtain within 5 s the bearing of any object whose echo appears
on the display.

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3.6.2 The EBL should enable the bearing of a target whose echo appears at the edge
of the display to be measured with a maximum error of not greater than ±1°.
3.6.3 The EBL should be displayed on the screen in such a way that it is clearly
distinguishable from the heading indicator. It should not be thicker than the
heading indicator.
3.6.4 It should be possible to vary the brilliance of the EBL. This variation may
be separate or combined with the intensity of other markers. It should be
possible to remove the EBL completely from the screen.
3.6.5 The rotation of the EBL should be possible in both directions continuously or
in steps of not more than 0.2°.
3.6.6 The numeric readout of the bearing of the EBL should be displayed with at
least four digits, including one after the decimal point. The EBL readout should
not be used to display any other data. There should be a positive identification
of whether the bearing indicated is a relative bearing or a true bearing.
3.6.7 A bearing scale around the edge of the display should be provided. Linear or
non-linear bearing scales may be provided.
3.6.8 The bearing scale should have division marks for at least each 5°, with the 5°
and 10° divisions clearly distinguishable from each other. Numbers should
clearly identify at least each 30° division.
3.6.9 It should be possible to measure the bearing relative to the heading line and
relative north.
3.6.10 A minimum of two independent lines of parallel index lines should be
provided.
3.6.11 It should be possible to move the position of the EBL origin away from the
own ship to any desired point on the effective display area. By a fast simple
operation it should be possible to move the EBL origin back to own ship’s
position on the screen. On the EBL, it should be possible to display a variable
range marker.

3.7 Discrimination
3.7.1 Range
The equipment should be capable of displaying as separate indications
on a range scale of 1.5 nautical miles, two small similar targets at a range
of between 50% and 100% of the range scale, and on the same bearing,
separated by not more than 40 m in range.
3.7.2 Bearing
The equipment should be capable of displaying, as separate indications, two
small similar targets both situated at the same range between 50% and 100%
of the 1.5 nautical mile range scale, and separated by not more than 2.5° in
bearing.

3.8 Roll or pitch

The performance of the equipment should be such that when the ship is rolling
or pitching up to ±10° the range performance requirements of paragraphs 3.1
and 3.2 continue to be met.

3.9 Antenna scan

The scan should be clockwise, continuous and automatic through 360° of
azimuth. The antenna rotation rate should be not less than 20 r.p.m. The
equipment should start and operate satisfactorily in relative wind speeds of
up to 100 knots. Alternative methods of scanning are permitted provided that
the performance is not inferior.

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3.10 Azimuth stabilization

3.10.1 Means should be provided to enable the display to be stabilized in azimuth by
a gyro-compass, or its equivalent in performance. The accuracy of alignment
with the compass transmission should be within 0.5° with a compass rotation
rate of 2 r.p.m.
3.10.2 The equipment should operate satisfactorily in the head-up unstabilized
mode when the azimuth stabilization is inoperative.
3.10.3 Change-over from one display mode to the other should be possible within
5 s and achieve the required bearing accuracy.

3.11 Performance monitoring

Means should be available, while the equipment is used operationally, to
determine readily a significant drop in system performance relative to a
calibration standard established at the time of installation. Means should be
provided to check that the equipment is correctly tuned in the absence of
targets.

3.12 Anti-clutter devices

3.12.1 Suitable means should be provided for the suppression of unwanted echoes
from sea clutter, rain and other forms of precipitation, clouds, sandstorms and
from other radars. It should be possible to adjust manually and continuously
the anti-clutter controls. In addition, automatic anti-clutter controls may be
provided; however, they should be capable of being switched off.
3.12.2 The operational requirement, when the radar antenna is mounted at a height
of 15 m above sea level, is that the equipment should, even in the presence
of sea clutter, give a clear indication of a standard reflector up to 3.5 nautical
miles.

3.13 Operation
3.13.1 Availability
After switching on from cold the equipment should become fully operational
within 4 min.
A stand-by condition should be provided from which the equipment can be
brought to an operational condition within 15 s.

3.13.2 Controls
Operational controls should be accessible and easy to identify and use.
Controls should be identified and easy to operate.*
The equipment should be capable of being switched on and off and operated
from the master display position.
It should be possible to vary the brilliance of the fixed range rings and the
variable range markers and electronic bearing lines and to remove them
independently and completely from the display.
For radars with additional synthetic information (e.g. target identifiers, vectors,
navigational information), means should be provided capable of removing
this additional information from the screen.

* Refer to IEC Publications 936 and 945.

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3.14 Operation with radar beacons and SARTs

3.14.1 Radar should be able to detect and display signals from radar beacons and
9 GHz radars should also be able to detect and display signals from search
and rescue transponders (SARTs).
3.14.2 All radars operating in the 9 GHz band should be capable of operating in a
horizontally polarized mode. If other polarization modes are available there
should be a positive indication of their use on the display.
3.14.3 It should be possible to switch off those signal processing facilities which
might prevent a radar beacon or SART from being shown on the radar
display.

3.15 Display modes

3.15.1 The equipment should be capable of operating in relative and true motion.
3.15.2 The radar origin should be capable of being offset to at least 50% and not
more than 75% of the radius of the display.
3.15.3 The radar should be capable of sea and ground stabilization. With sea or
ground stabilization the accuracy and discrimination of the display should be
at least equivalent to that required by this Performance Standard.
3.15.4 Speed and distance measuring equipment (SDME) providing the ship’s speed
through the water to the radar should be capable of providing the speed in
the fore and aft direction.
3.15.5 The ground stabilized input should be two-dimensional. It may be provided
from the SDME, from an electronic position-fixing system (EPFS) or from
radar-tracked stationary targets. The speed accuracy should be in accordance
with the requirements of resolution A.824(19).
3.15.6 The type of input and stabilization in use should be displayed.
3.15.7 It should also be possible to input the ship’s speed manually from 0 (zero)
knots to 30 knots in steps of not more than 0.2 knots.
3.15.8 Provision should be made for manual input of set and drift.

3.16 Interference from external magnetic fields

After installation and adjustment on board, the bearing accuracy as prescribed
in this Performance Standard should be maintained without further adjustment
irrespective of the movement of the ship in the earth’s magnetic field.

3.17 Radar installation

The radar installation, including the antenna, should be in such a manner that
the performance of the radar system is not substantially impaired. Guidance
on installation should be given in manufacturer documentation.

3.18 Failure warnings and status indications

If there is any detectable reason why the information presented to the operator
is invalid, adequate and clear warning should be given to the operator.

4 MULTIPLE RADAR INSTALLATIONS

4.1 Where two radars are required to be carried they should be so installed
that each radar can be operated individually and both can be operated
simultaneously without being dependant upon one another. When an
emergency source of electrical power is provided in accordance with the
appropriate requirements of chapter II-1 of the 1974 SOLAS Convention, both
radars should be capable of being operated from this source.

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4.2 Where two radars are fitted, interswitching facilities may be provided to
improve the flexibility and availability of the overall radar installation. They
should be so installed that failure of either radar would not cause the other
radar to be adversely affected.

5 INTERFACE
5.1 The radar system should be capable of receiving information from equipment
such as gyro-compass, SDME and EPFS in accordance with international
standards.* The source of received information should be capable of being
displayed.
5.2 The radar should provide an indication when any input from an external
sensor is absent. The radar should also repeat any alarms or status messages
concerning the quality of the input data from its external sensors.
5.3 If any radar outputs are provided they should be in accordance with
international standards.*

6 NAVIGATIONAL INFORMATION
The radar display should be capable of presenting in graphical form, positions,
navigational lines and maps, in addition to the radar information. It should
be possible to adjust these points, lines and maps relative to a geographical
reference. The source of the graphical information and the method of
geographical referencing should be clearly indicated.

7 PLOTTING
Plotting facilities should be provided with the radar as follows:

7.1 Ships which are fitted with an electronic plotting aid should be fitted with an
“electronic plotting aid” for manual direct plotting as defined in appendix 2.
7.2 Ships which are fitted with an auto tracking aid should be fitted with an “auto
tracking aid” as defined in appendix 1.
7.3 Ships which are fitted with an automatic radar plotting aid should be fitted
with ARPA with a minimum effective diameter of 250 mm as defined in
resolution A.823(19). The second radar should be fitted with at least an “auto
tracking aid”.
7.4 Ships of 10,000 gross tonnage and more should be fitted with ARPAs with a
minimum effective diameter of 340 mm as defined in resolution A.823(19).
7.5 It should be possible to display the trails of radar echoes of targets in the form
of synthetic afterglow. The trails may be either relative or true. The true trails
may be sea or ground stabilized. The trails should be distinguishable from the
targets.

8 ERGONOMICS
8.1 The following functions should be directly accessible and immediately effected:
– On-/off-switch
– Monitor brilliance
– Tuning (if manual)
– Range selection
– Anticlutter rain
– Electronic bearing line
– Dimmer for panel illumination

* Refer to IEC Publication 1162.

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– Gain
– Presentation made
– Anticlutter sea
– Variable range marker (VRM)
– Marker (cursor)
8.2 The following functions should be continuously variable or in small,
quasi-analogue steps:
– Monitor brilliance
– Tuning (if manual)
– Anticlutter rain
– Electronic bearing line
– Gain
– Anticlutter sea
– Variable range marker
– Marker (cursor)
8.3 The settings of the following functions should be readable in all light
conditions:
– Dimmer for panel illumination
– Gain
– Anticlutter sea
– Monitor brilliance
– Tuning (if manual)
– Anticlutter rain
8.4 For the following functions additional automatic adjustment may be
provided. The use of the automatic mode should be indicated to the
operator and be capable of being switched off:
– Monitor brilliance
– Anticlutter rain
– Gain
– Anticlutter sea
8.5 If discrete controls are available for the EBL and VRM they should be
situated on the left and right hand side respectively.

Appendix 1
PERFORMANCE STANDARDS FOR “AUTO TRACKING”
1 INTRODUCTION
“Auto tracking” should, in order to improve the standard of collision
avoidance at sea:
.1 reduce the workload of observers by enabling them to obtain
information about automatically plotted targets so that they can
perform as well with several separate targets as they can by manually
plotting a single target; and
.2 provide continuous, accurate and rapid situation evaluation.
2 DEFINITIONS
Definitions of terms used in these Performance Standards are given in annex 1
to this appendix.

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3 PERFORMANCE STANDARDS

3.1 Detection
3.1.1 Where a separate facility is provided for detection of targets, other than by the
radar observer, it should have a performance not inferior to that which could
be obtained by the use of the radar display.

3.2 Acquisition
3.2.1 There should be a facility to provide for manual acquisition and cancellation
for relative speeds up to 100 knots.
3.2.2 Manual acquisition should have a performance not inferior to that which
could be obtained by the user of the radar display.

3.3 Tracking
3.3.1 The “auto tracking” should be able to automatically track, process,
simultaneously display and continuously update the information on at least
10 targets.
3.3.2 The “auto tracking” should continue to track an acquired target which is
clearly distinguishable on the display for 5 out of 10 consecutive scans,
provided the target is not subject to target swap.
3.3.3 The possibility of tracking errors, including target swap, should be minimised
by “auto tracking” design. A qualitative description of the effects of error
sources on the automatic tracking and corresponding errors should be
provided to the user, including the effects of low signal-to-noise and low
signal-to-clutter ratios caused by sea returns, rain, snow, low clouds and non-
synchronous emissions.

3.4 Display
3.4.1 The display may be a separate or integral part of the ship’s radar. However, the
“auto tracking” display should include all the data required to be provided by
a radar display in accordance with the performance standards for navigational
radar equipment.
3.4.2 The design should be such that any malfunction of “auto tracking” parts
producing data additional to information to be produced by the radar as
required by the performance standards for navigational equipment should not
affect the integrity of the basic radar presentation.
3.4.3 The “auto tracking” facilities should be available on at least the 3, 6 and 12
nautical mile range scales, and there could be a positive indication of the
range scale in use.
3.4.4 “Auto tracking” facilities may also be provided on other range scales.
3.4.5 The “auto tracking” should be capable of operating with a relative motion
display with “north-up” and “course-up” azimuth stabilization. In addition,
the “auto tracking” may also provide for a true motion display. If true motion
is provided, the operator should be able to select for his display either true
or relative motion. There should be a positive indication of the display mode
and orientation in use.
3.4.6 The course and speed information generated by the “auto tracking” for
acquired targets should be displayed in a vector or graphic form which
clearly indicates the target’s predicted motion with relevant symbols.* In this
regard:

* Refer to IEC Publication 872.

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.1 “auto tracking” presenting predicted information in vector form only

should have the option of both true and relative vectors. There should be
an indication of the vector mode selected, and if “true” is selected there
should be a display of whether it is stabilized with reference to sea or
ground;
.2 an “auto tracking” which is capable of presenting target course and
speed information in graphic form should also, on request, provide the
target’s true and/or relative vector;
.3 vectors displayed should be time adjustable;
.4 a positive indication of the time-scale of vector in use should be given;
and
.5 if stationary targets are being used for ground referencing then this
should be indicated with the relevant symbol.* In this mode, relative
vectors including those of the targets used for ground referencing should
be displayed when requested.
3.4.7 The “auto tracking” information should not obscure the visibility of radar
targets. The display of “auto tracking” data should be under the control of the
radar observer. It should be possible to cancel the display of unwanted “auto
tracking” data within 3 s.
3.4.8 Means should be provided to adjust independently the brilliance of the “auto
tracking” data and radar data, including complete extinction of the “auto
tracking” data.
3.4.9 The method of presentation should ensure that the “auto tracking” data are
clearly visible in general to more than one observer in the conditions of light
normally experienced on the bridge of a ship by day and by night. Screening
may be provided to shade the display from sunlight but not to the extent that
it will impair the observer’s ability to maintain a proper look-out. Facilities to
adjust the brightness should be provided.
3.4.10 Provisions should be made to obtain quickly the range and bearing of any
object which appears on the “auto tracking” display.
3.4.11 The “auto tracking” should present in a period of not more than 1 min an
indication of the target’s motion trend and display within 3 min the target’s
predicted motion in accordance with paragraphs 3.4.6, 3.6, 3.7.2 and 3.7.3
of this appendix.
3.4.12 After changing range scales on which the “auto tracking” facilities are
available or resetting the display, full plotting information should be displayed
within a period of time not exceeding one scan.

3.5 Operational warnings

3.5.1 The “auto tracking” should have the capability to warn the observer with a
visual and audible signal of any distinguishable target which closes to a range
or transits a zone chosen by the observer. The target causing the warning
should be clearly indicated with the relevant symbols* on the display.
3.5.2 The “auto tracking” should have the capability to warn the observer with a
visual and audible signal of any tracked target which is predicted to close
within a minimum range and time chosen by the observer. The target causing
the warning should be clearly indicated with the relevant symbols* on the
display.
3.5.3 The “auto tracking” should clearly indicate if a tracked target is lost, other
than out of range, and the target’s last tracked position should be clearly
indicated on the display.

* Refer to IEC Publication 872.

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3.5.4 It should be possible for the observer to activate or deactivate the audible
warning capability.

3.6 Data requirements

3.6.1 The observer should be able to select any tracked target to obtain data. Targets
selected should be marked with the relevant symbol on the radar display.* If
data is required for more than one target at the same time each symbol shall
be separately identified, for example with a number adjacent to the symbol.
3.6.2 The following data for each selected target should be clearly and unambiguously
identified and displayed immediately and simultaneously in alphanumeric
form outside the radar area:
.1 present range of the target;
.2 present bearing of the target;
.3 predicted target range at the closest point of approach (CPA);
.4 predicted time to CPA (TCPA);
.5 calculated true course of the target; and
.6 calculated true speed of the target.
3.6.3 The display of paragraph 3.6.2, items 5 and 6 should include an identification
of whether the data uses sea or ground reference.
3.6.4 When data for several targets is displayed, not less than two items should
be displayed simultaneously for each target selected. If the items of data are
displayed in pairs for each target the groupings should be: paragraph 3.6.2,
items 1 with 2, 3 with 4; and 5 with 6.

3.7 Accuracy
3.7.1 The “auto tracking” should provide accuracies not less than those given in
paragraphs 3.7.2 and 3.7.3 for the four scenarios defined in annex 2 to this
appendix. With the sensor errors specified in annex 3 to this appendix, the
values given relate to the best possible manual plotting performance under
environmental conditions of ±10° of roll.
3.7.2 The “auto tracking” should present within 1 min of steady state tracking the
relative motion trend of a target with the following accuracy values (95%
probability values).

Data
Relative course Relative speed CPA
(degrees) (knots) (nautical miles)
Scenario

1 11 2.8 1.6

2 7 0.6 -

3 14 2.2 1.8

4 15 1.5 2

Note 1: In steady state tracking both own and target ship follow straight line
course at constant speed.
Note 2: Probability values are the same as confidence levels.

* Refer to IEC Publication 872.

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3.7.3 The “auto tracking” should present within 3 min of steady state tracking
the motion of a target with the following accuracy values (95% probability
values).

Data Relative Relative CPA True True

TCPA speed
course speed (nautical course
Scenario (min)
(degrees) (knots) miles) (degrees) (knots)

1 3.0 0.8 0.5 1.0 7.4 1.2

2 2.3 0.3 - - 2.8 0.8

3 4.4 0.9 0.7 1.0 3.3 1.0

4 4.6 0.8 0.7 1.0 2.6 1.2

3.7.4 When a tracked target, or own ship, has completed a manoeuvre, the system
should present in a period of not more than 1 min an indication of the
target’s motion trend and display within 3 min the target’s predicted motion,
in accordance with paragraphs 3.4.6, 3.6, 3.7.2 and 3.7.3 of this appendix.
In this context, a “manoeuvre of own ship” shall be deemed to consist of an
alteration of course ±45° in 1 min.
3.7.5 The “auto tracking” should be designed in such a manner that under the most
favourable conditions of own ship motion the error contribution from the
“auto tracking” should remain insignificant compared to the errors associated
with the input sensors, for the scenarios of annex 2 to this appendix.

3.8 Connections with other equipment

The “auto tracking” should not degrade the performance of any equipment
providing sensor inputs. The connection of the “auto tracking” to any other
equipment should not degrade the performance of that equipment. This
requirement should be met whether the “auto tracking” is operating or not.
Additionally the “auto tracking” should be designed to comply with this
requirement under fault conditions as far as is practicable.

3.9 Performance tests and warnings

The “auto tracking” should provide suitable warnings of “auto tracking”
malfunction to enable the observer to monitor the proper operation of the
system. Additionally, test programmes should be available so that the overall
performance of “auto tracking” can be assessed periodically against a known
solution. When a test programme is being executed the relevant test symbols*
should be displayed.

3.10 Sea and ground stabilization

3.10.1 Log and speed indicators providing inputs to “auto tracking” equipment
should be capable of providing the ship’s speed through the water in the fore
and aft direction.
3.10.2 If a ground stabilized input is also available from the log, from an electronic
position-fixing system or from tracked stationary targets then the type of input
in use should be displayed.

* Refer to IEC Publication 872.

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3.11 Equipment connected to “auto tracking”

3.11.1 Speed and course measuring equipment should be connected to the “auto
tracking”.
3.11.2 The speed input should provide speed through the water and may, in addition,
provide speed over ground.
3.11.3 The type of measuring equipment in use should be indicated on the display.

Annex 1 to Appendix 1 “Auto Tracking”

DEFINITIONS OF TERMS TO BE USED IN CONNECTION WITH
“AUTO TRACKING” AND RADAR PERFORMANCE STANDARDS

Target Any object fixed or moving whose position and motion is

determined by measurements of range and bearing on radar.
Relative course The direction of motion of a target relative to own ship’s position
expressed as an angular displacement from north. It is deduced
from a number of measurements of target range and bearing on
own ship’s radar.
Relative speed The speed of a target relative to own ship’s position. It is deduced
from a number of measurements of target range and bearing on
own ship’s radar.
Relative motion The combination of relative course and relative speed.
True course The true direction of motion of a target expressed as an angular
displacement from north. It is obtained by a vector combination
of target relative motion and own ship’s true motion.*
True speed The speed of a target obtained by a vector combination of target
relative motion and own ship’s true motion.*
True motion The combination of true course and true speed.
True bearing The direction of a target from own ship or from another target
expressed as an angular displacement from north.
Relative bearing The direction of a target from own ship expressed as an angular
displacement from own ship’s heading.
True motion A display across which own ship and each target moves with its
display own true motion.
Relative motion A display on which the position of own ship remains fixed and
display all targets move relative to own ship.
Azimuth stabilized A display on which the azimuth orientation relative to a
display nominated true bearing is fixed.
North-up display An azimuth stabilized display in which a line connecting the
centre with the top of the display is north true bearing.
Course-up display An azimuth stabilized display in which a line connecting the
centre with the top or the display is own ship’s intended course.
Heading The direction in which the bows of a ship are pointing expressed
as an angular displacement from north.
Target’s predicted A prediction of future target motion based on linear extrapolation
motion from its present motion as determined by past measurements of its
range and bearing on the radar.
Relative vector The predicted movement of a target relative to own ship.

* For the purposes of these definitions there is no need to distinguish between sea and ground
stabilization.

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True vector The predicted true motion of a target as a result of own ship’s
direction and speed input. The true vector may be either displayed
with reference to the sea or to the ground.
Acquisition The process of selecting a target or targets in order to initiate their
tracking.
Tracking The computer process of observing the sequential changes in the
position of a target in order to establish its motion.
Target swap A situation in which the incoming radar data for a tracked target
becomes incorrectly associated with another tracked target or a
radar echo.
Echo reference A facility for indicating that a particular fixed navigational mark
which is being tracked is to be used as a ground-stabilized
reference.
CPA/TCPA Closest point of approach and time to closest point of approach
limit as defined by the observer to give warning when a tracked
target or targets will close to within these limits from own ship.
Bad echo The name associated with a tracked target which appears to have
been temporarily lost or which has a poorly defined radar aspect,
in so much that, the target does not have tracking ability.
Lost target The name associated with a target that is no longer being tracked
having become lost or obscured.
Sea stabilization A mode of display whereby own ship and all targets are referenced
to the sea, using gyro heading and single axis log water speed
inputs. This display is ideal for both collision avoidance and
navigational purposes.
Ground A mode of display whereby own ship and all targets are referenced
stabilization to the ground using ground track or set and drift inputs. This
display is ideal for navigational purposes. However, it should be
used with extreme caution when assessing close quarter situations
with other targets.
Note: Where reference is made to target range, bearing, relative course, relative speed,
closest point of approach (CPA) or time to closest point of approach (TCPA),
these measurements are made with respect to the radar antenna.

Annex 2 to Appendix 1 “Auto Tracking”

OPERATIONAL SCENARIOS
For each of the following scenarios predictions are made at the target position
defined after previously tracking for the appropriate time of 1 or 3 min:

Scenario 1
Own ship course 000°
Own ship speed 10 knots
Target range 8 nautical miles
Bearing of target 000°
Relative course of target 180°
Relative speed of target 20 knots

Scenario 2
Own ship course 000°
Own ship speed 10 knots
Target range 1 nautical mile
Bearing of target 000°
Relative course of target 090°
Relative speed of target 10 knots

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Scenario 3
Own ship course 000°
Own ship speed 5 knots
Target range 8 nautical miles
Bearing of target 045°
Relative course of target 225°
Relative speed of target 20 knots

Scenario 4
Own ship course 000°
Own ship speed 25 knots
Target range 8 nautical miles
Bearing of target 045°
Relative course of target 225°
Relative speed of target 20 knots

Annex 3 to Appendix 1 “Auto Tracking”

SENSOR ERRORS
The accuracy figures quoted in paragraph 3.7 of the appendix are based upon
the following sensor errors and are appropriate to equipment complying with the
performance standards for shipborne navigational equipment.
Note: σ means “standard deviation”.

Radar
Target glint (scintillation) (for 200 m length target)
Along length of target σ = 30 m (normal distribution)
Across beam of target σ = 1 m (normal distribution)

Roll/pitch bearing. The bearing error will peak in each of the four quadrants around
own ship for targets on relative bearings of 045°, 135°, 225° and 315° and will be zero
at relative bearings of 000°, 090°, 180° and 270°. This error has a sinusoidal variation
at twice the roll frequency.

For a 10° roll the mean error is 0.22° with a 0.22° peak sine wave superimposed.
Beam shape – assumed normal distribution giving bearing error with σ = 0.05°
Pulse shape – assumed normal distribution giving range error with σ = 20 m
Antenna backlash – assumed rectangular distribution giving bearing error ± 0.05°
maximum

Quantization
Bearing – rectangular distribution ±0.1° maximum
Range – rectangular distribution ±0.01 nautical miles maximum
Bearing encoder assumed to be running from a remote synchro giving bearing errors
with a normal distribution σ = 0.03°.

Gyro-compass
Calibration error 0.5°
Normal distribution about this with σ = 0.12°

Log
Calibration error 0.5 knots
Normal distribution about this, 3σ = 0.2 knots.

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Appendix 2
ELECTRONIC PLOTTING AIDS

1 INTRODUCTION
The electronic plotting aid for manual direct plotting is intended for small
ships fitted with either a gyro-compass or transmitting marine electromagnetic
compass.* The plotting aid is not suitable for ships classed as high-speed
craft.

2 PERFORMANCE STANDARDS
2.1 The electronic plotting aid should provide a means to plot a minimum of
10 targets on a radar display.
2.2 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.
2.3 It should be possible to plot targets with a relative speed up to 75 knots.
2.4 It should be possible for the operator to adjust the CPA/TCPA limits and the
vector time.
2.5 Plot positions should be identified by an approved symbol and an associated
plot number. It should be possible to switch off the plot number.
2.6 The minimum lapsed time between any two plots should be greater than 30 s.
2.7 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.
2.8 The vector origin should move across the screen at a rate and direction
defined by the calculated true course and speed.
2.9 It should be possible to correct the position of a plot.
2.10 It should be possible, on demand, to display the following data on a selected
target:
.1 plot number: time since last plot (min)
.2 present range of the target
.3 present bearing of the target
.4 predicted target range at the closest point of approach (CPA)
.5 predicted time to CPA (TCPA)
.6 calculated true course of target
.7 calculated true speed of target
The selected plot should be clearly identified with an approved symbol and
the plot data should be displayed outside of the screen radar area.
2.11 There should be an indication of any plot that is not updated for 10 min.
The plot should be dropped if the time between consecutive plots exceeds
15 min.

* Refer to ISO Publication 11606.

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3.1(d)
Resolution MSC.192(79) – Adopted on 6 December 2004

ADOPTION OF THE REVISED PERFORMANCE STANDARDS

FOR RADAR EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21) by which the Assembly resolved that the
functions of adopting performance standards and technical specifications, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf
of the Organization,
NOTING resolutions A.222(VII), A.278(VIII), A.477(XII), MSC.64(67), annex 4,
A.820(19) and A.823(19) containing performance standards applicable to marine
radars being produced and installed at different time periods in the past,
NOTING ALSO that marine radars are used in connection/integration with other
navigational equipment required to carry on board ships, such as an automatic target
tracking aid, ARPA, AIS, ECDIS and others,
RECOGNIZING the need for unification of maritime radar standards in general, and, in
particular, for display and presentation of navigation-related information,
HAVING CONSIDERED the recommendation on the revised performance standards for
radar equipment made by the Sub-Committee on Safety of Navigation at its fiftieth
session,
1. ADOPTS the Revised recommendation on performance standards for radar
equipment set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that radar equipment installed on or after
1 July 2008 conforms to performance standards not inferior to those set out in the
annex to the present resolution.

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Annex
REVISED RECOMMENDATION ON PERFORMANCE STANDARDS
FOR RADAR EQUIPMENT
INDEX
1 SCOPE OF EQUIPMENT
2 APPLICATION OF THESE STANDARDS
3 REFERENCES
4 DEFINITIONS
5 OPERATIONAL REQUIREMENTS FOR THE RADAR SYSTEM
6 ERGONOMIC CRITERIA
7 DESIGN AND INSTALLATION
8 INTERFACING
9 BACKUP AND FALLBACK ARRANGEMENTS

1 SCOPE OF EQUIPMENT
The radar equipment should assist in safe navigation and in avoiding collision
by providing an indication, in relation to own ship, of the position of other
surface craft, obstructions and hazards, navigation objects and shorelines.
For this purpose, radar should provide the integration and display of radar
video, target tracking information, positional data derived from own ship’s
position (EPFS) and geo-referenced data. The integration and display of AIS
information should be provided to complement radar. The capability of
displaying selected parts of Electronic Navigation Charts and other vector
chart information may be provided to aid navigation and for position
monitoring.
The radar, combined with other sensor or reported information (e.g., AIS),
should improve the safety of navigation by assisting in the efficient navigation
of ships and protection of the environment by satisfying the following
functional requirements:
– in coastal navigation and harbour approaches, by giving a clear indication
of land and other fixed hazards;
– as a means to provide an enhanced traffic image and improved situation
awareness;
– in a ship-to-ship mode for aiding collision avoidance of both detected and
reported hazards;
– in the detection of small floating and fixed hazards, for collision avoidance
and the safety of own ship; and
– in the detection of floating and fixed aids to navigation (see table 2,
note 3).

2 APPLICATION OF THESE STANDARDS

These performance standards should apply to all shipborne radar installations,
used in any configuration, mandated by the 1974 SOLAS Convention, as
amended, independent of the:
– type of ship;
– frequency band in use; and
– type of display,

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providing that no special requirements are specified in table 1 and that

additional requirements for specific classes of ships (in accordance with
SOLAS chapters V and X) are met.
The radar installation, in addition to meeting the general requirements
as set out in resolution A.694(17),* should comply with the following
performance standards.
Close interaction between different navigational equipment and systems
makes it essential to consider these standards in association with other
relevant IMO standards.

TABLE 1
DIFFERENCES IN THE PERFORMANCE REQUIREMENTS FOR VARIOUS
SIZES/CATEGORIES OF SHIP/CRAFT TO WHICH SOLAS APPLIES
500 gt to < 10,000 gt All ships/craft ≥
Size of ship/craft <500 gt
and HSC <10,000 gt 10,000 gt

Minimum operational
180 mm 250 mm 320 mm
display area diameter

Minimum display area 195 × 195 mm 270 × 270 mm 340 × 340 mm

Auto acquisition of targets – – Yes

Minimum acquired radar

20 30 40
target capacity

Minimum activated AIS

20 30 40
target capacity

Minimum sleeping AIS

100 150 200
target capacity

Trial manoeuvre – – Yes

3 REFERENCES
References are in appendix 1.

4 DEFINITIONS
Definitions are in appendix 2.
5 OPERATIONAL REQUIREMENTS FOR THE RADAR SYSTEM
The design and performance of the radar should be based on user requirements
and up-to-date navigational technology. It should provide effective target
detection within the safety-relevant environment surrounding own ship and
should permit fast and easy situation evaluation.†

5.1 Frequency
5.1.1 Frequency spectrum
The radar should transmit within the confines of the ITU allocated bands
for maritime radar and meet the requirements of the radio regulations and
applicable ITU-R recommendations.

* IEC Publication 60945.

†
Refer to MSC/Circ.878 – MEPC/Circ.346 on Interim Guidelines for the application of Human
Element Analysing Process (HEAP) to the IMO rule-making process.

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5.1.2 Radar sensor requirements

Radar systems of both X and S bands are covered in these performance
standards:
– X-band (9.2–9.5 GHz) for high discrimination, good sensitivity and
tracking performance; and
– S-band (2.9–3.1 GHz) to ensure that target detection and tracking
capabilities are maintained in varying and adverse conditions of fog, rain
and sea clutter.
The frequency band in use should be indicated.

5.1.3 Interference susceptibility

The radar should be capable of operating satisfactorily in typical interference
conditions.

5.2 Radar range and bearing accuracy

The radar system range and bearing accuracy requirements should be:
Range – within 30 m or 1% of the range scale in use, whichever is
greater;
Bearing – within 1°.

5.3 Detection performance and anti-clutter functions

All available means for the detection of targets should be used.

5.3.1 Detection

5.3.1.1 Detection in clear conditions

In the absence of clutter, for long-range target and shoreline detection, the
requirement for the radar system is based on normal propagation conditions,
in the absence of sea clutter, precipitation and evaporation duct, with an
antenna height of 15 m above sea level.
Based on:
– an indication of the target in at least 8 out of 10 scans or equivalent;
and
– a probability of a radar detection false alarm of 10-4,
the requirement contained in table 2 should be met as specified for X-band
and S-band equipment.
The detection performance should be achieved using the smallest antenna
that is supplied with the radar system.
Recognizing the high relative speeds possible between own ship and target,
the equipment should be specified and approved as being suitable for classes
of ship having normal (<30 kn) or high (>30 kn) own ship speeds (100 kn and
140 kn relative speeds respectively).

5.3.1.2 Detection at close range

The short-range detection of the targets under the conditions specified in table
2 should be compatible with the requirement in paragraph 5.4.

5.3.1.3 Detection in clutter conditions

Performance limitations caused by typical precipitation and sea clutter
conditions will result in a reduction of target detection capabilities relative to
those defined in 5.3.1.1 and table 2.

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TABLE 2
MINIMUM DETECTION RANGES IN CLUTTER-FREE CONDITIONS
Target description Target feature Detection range in NM6

Height above sea

Target description5 X-band S-band
level in metres

Shorelines Rising to 60 20 20

Shorelines Rising to 6 8 8

Shorelines Rising to 3 6 6

SOLAS ships (>5,000 gross tonnage) 10 11 11

SOLAS ships (>500 gross tonnage) 5.0 8 8

Small vessel with radar reflector

4.0 5.0 3.7
meeting IMO Performance Standards1

Navigation buoy with corner reflector2 3.5 4.9 3.6

Typical navigation buoy3 3.5 4.6 3.0

Small vessel of length 10 m with no

2.0 3.4 3.0
radar reflector4

1
IMO revised performance standards for radar reflectors (resolution MSC.164(78)) - Radar
Cross-Section (RCS) 7.5 m2 for X-band, 0.5 m2 for S-band.
2
The corner reflector (used for measurement) is taken as 10 m2 for X-band and 1.0 m2 for
S-band.
3
The typical navigation buoy is taken as 5.0 m2 for X-band and 0.5 m2 for S-band; for typical
channel markers, with an RCS of 1.0 m2 (X-band) and 0.1 m2 (S-band) and height of 1 m, a
detection range of 2.0 and 1.0 NM respectively.
4
RCS for 10 m small vessel taken as 2.5 m2 for X-band and 1.4 m2 for S-band (taken as a
complex target).
5
Reflectors are taken as point targets, vessels as complex targets and shorelines as distributed
targets (typical values for a rocky shoreline, but are dependent on profile).
6
Detection ranges experienced in practice will be affected by various factors, including
atmospheric conditions (e.g., evaporation duct), target speed and aspect, target material and
target structure. These and other factors may either enhance or degrade the detection ranges
stated. At ranges between the first detection and own ship, the radar return may be reduced
or enhanced by signal multi-path, which depends on factors such as antenna/target centroid
height, target structure, sea state and radar frequency band.

5.3.1.3.1 The radar equipment should be designed to provide the optimum and
most consistent detection performance, restricted only by the physical
limits of propagation.
5.3.1.3.2 The radar system should provide the means to enhance the visibility of
targets in adverse clutter conditions at close range.
5.3.1.3.3 Degradation of detection performance (related to the figures in table 2) at
various ranges and target speeds under the following conditions should
be clearly stated in the user manual:
– light rain (4 mm per hour) and heavy rain (16 mm per hour);
– sea state 2 and sea state 5; and
– a combination of these.
5.3.1.3.4 The determination of performance in clutter and, specifically, range of
first detection, as defined in the clutter environment in 5.3.1.3.3, should
be tested and assessed against a benchmark target, as specified in the
Test Standard.

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5.3.1.3.5 Degradation in performance due to a long transmission line, antenna

height or any other factors should be clearly stated in the user manual.
5.3.2 Gain and anti-clutter functions
5.3.2.1 Means should be provided, as far as is possible, for the adequate reduction of
unwanted echoes, including sea clutter, rain and other forms of precipitation,
clouds, sandstorms and interference from other radars.
5.3.2.2 A gain control function should be provided to set the system gain or signal
threshold level.
5.3.2.3 Effective manual and automatic anti-clutter functions should be provided.
5.3.2.4 A combination of automatic and manual anti-clutter functions is permitted.
5.3.2.5 There should be a clear and permanent indication of the status and level for
gain and all anti-clutter control functions.
5.3.3 Signal processing
5.3.3.1 Means should be available to enhance target presentation on the display.
5.3.3.2 The effective picture update period should be adequate, with minimum
latency to ensure that the target detection requirements are met.
5.3.3.3 The picture should be updated in a smooth and continuous manner.
5.3.3.4 The equipment manual should explain the basic concept, features and
limitations of any signal processing.
5.3.4 Operation with SARTs and radar beacons
5.3.4.1 The X-band radar system should be capable of detecting radar beacons in the
relevant frequency band.
5.3.4.2 The X-band radar system should be capable of detecting SARTs and radar
target enhancers.
5.3.4.3 It should be possible to switch off those signal processing functions, including
polarization modes, which might prevent an X-band radar beacon or SARTs
from being detected and displayed. The status should be indicated.

5.4 Minimum range

5.4.1 With own ship at zero speed, an antenna height of 15 m above the sea level
and in calm conditions, the navigational buoy in table 2 should be detected
at a minimum horizontal range of 40 m from the antenna position and up to
a range of 1 NM, without changing the setting of control functions other than
the range scale selector.
5.4.2 Compensation for any range error should be automatically applied for each
selected antenna, where multiple antennas are installed.

5.5 Discrimination
Range and bearing discrimination should be measured in calm conditions, on
a range scale of 1.5 NM or less and at between 50% and 100% of the range
scale selected:
5.5.1 Range
The radar system should be capable of displaying two point targets on the
same bearing, separated by 40 m in range, as two distinct objects.
5.5.2 Bearing
The radar system should be capable of displaying two point targets at the
same range, separated by 2.5° in bearing, as two distinct objects.

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5.6 Roll and pitch

The target detection performance of the equipment should not be substantially
impaired when own ship is rolling or pitching up to +/–10°.

5.7 Radar performance optimization and tuning

5.7.1 Means should be available to ensure that the radar system is operating at the
best performance. Where applicable to the radar technology, manual tuning
should be provided and additionally, automatic tuning may be provided.
5.7.2 An indication should be provided, in the absence of targets, to ensure that the
system is operating at the optimum performance.
5.7.3 Means should be available (automatically or by manual operation) and
while the equipment is operational, to determine a significant drop in system
performance relative to a calibrated standard established at the time of
installation.

5.8 Radar availability

The radar equipment should be fully operational (RUN status) within 4 minutes
after switch ON from cold. A STANDBY condition should be provided, in
which there is no operational radar transmission. The radar should be fully
operational within 5 seconds from the standby condition.

5.9 Radar measurements – Consistent Common Reference Point (CCRP)

5.9.1 Measurements from own ship (e.g., range rings, target range and bearing,
cursor, tracking data) should be made with respect to the consistent common
reference point (e.g., conning position). Facilities should be provided to
compensate for the offset between antenna position and the consistent
common reference point on installation. Where multiple antennas are
installed, there should be provision for applying different position offsets for
each antenna in the radar system. The offsets should be applied automatically
when any radar sensor is selected.
5.9.2 Own ship’s scaled outline should be available on appropriate range scales.
The consistent common reference point and the position of the selected radar
antenna should be indicated on this graphic.
5.9.3 When the picture is centred, the position of the consistent common reference
point should be at the centre of the bearing scale. The off-centre limits should
apply to the position of the selected antenna.
5.9.4 Range measurements should be in nautical miles (NM). In addition, facilities
for metric measurements may be provided on lower range scales. All indicated
values for range measurement should be unambiguous.
5.9.5 Radar targets should be displayed on a linear range scale and without a range
index delay.

5.10 Display range scales

5.10.1 Range scales of 0.25, 0.5, 0.75, 1.5, 3, 6, 12 and 24 NM should be provided.
Additional range scales are permitted outside the mandatory set. Low metric
range scales may be offered in addition to the mandatory set.
5.10.2 The range scale selected should be permanently indicated.

5.11 Fixed range rings

5.11.1 An appropriate number of equally spaced range rings should be provided
for the range scale selected. When displayed, the range ring scale should be
indicated.

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5.11.2 The system accuracy of fixed range rings should be within 1% of the maximum
range of the range scale in use or 30 m, whichever is the greater distance.

5.12 Variable Range Markers (VRMs)

5.12.1 At least two variable range markers (VRMs) should be provided. Each active
VRM should have a numerical readout and have a resolution compatible with
the range scale in use.
5.12.2 The VRMs should enable the user to measure the range of an object within
the operational display area with a maximum system error of 1% of the range
scale in use or 30 m, whichever is the greater distance.

5.13 Bearing scale

5.13.1 A bearing scale around the periphery of the operational display area should
be provided. The bearing scale should indicate the bearing as seen from the
consistent common reference point.
5.13.2 The bearing scale should be outside of the operational display area. It
should be numbered at least every 30° division and have division marks of
at least 5°. The 5° and 10° division marks should be clearly distinguishable
from each other. 1° division marks may be presented where they are clearly
distinguishable from each other.

5.14 Heading Line (HL)

5.14.1 A graphic line from the consistent common reference point to the bearing
scale should indicate the heading of the ship.
5.14.2 Electronic means should be provided to align the heading line to within 0.1°.
If there is more than one radar antenna (see 5.35), the heading skew (bearing
offset) should be retained and automatically applied when each radar antenna
is selected.
5.14.3 Provision should be made to temporarily suppress the heading line. This
function may be combined with the suppression of other graphics.

5.15 Electronic Bearing Lines (EBLs)

5.15.1 At least two electronic bearing lines (EBLs) should be provided to measure
the bearing of any point object within the operational display area, with a
maximum system error of 1° at the periphery of the display.
5.15.2 The EBLs should be capable of measurement relative to the ship’s heading
and relative to true north. There should be a clear indication of the bearing
reference (i.e. true or relative).
5.15.3 It should be possible to move the EBL origin from the consistent common
reference point to any point within the operational display area and to reset
the EBL to the consistent common reference point by a fast and simple
action.
5.15.4 It should be possible to fix the EBL origin or to move the EBL origin at the
velocity of own ship.
5.15.5 Means should be provided to ensure that the user is able to position the EBL
smoothly in either direction, with an incremental adjustment adequate to
maintain the system measurement accuracy requirements.
5.15.6 Each active EBL should have a numerical readout with a resolution adequate
to maintain the system measurement accuracy requirements.

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5.16 Parallel Index lines (PI)

5.16.1 A minimum of four independent parallel index lines, with a means to truncate
and switch off individual lines, should be provided.
5.16.2 Simple and quick means of setting the bearing and beam range of a parallel
index line should be provided. The bearing and beam range of any selected
index line should be available on demand.

5.17 Offset measurement of range and bearing

There should be a means to measure the range and bearing of one position on
the display relative to any other position within the operational display area.

5.18 User cursor

5.18.1 A user cursor should be provided to enable a fast and concise means to
designate any position on the operational display area.
5.18.2 The cursor position should have a continuous readout to provide the range
and bearing, measured from the consistent common reference point, and/or
the latitude and longitude of the cursor position presented either alternatively
or simultaneously.
5.18.3 The cursor should provide the means to select and de-select targets, graphics
or objects within the operational display area. In addition, the cursor may be
used to select modes, functions, vary parameters and control menus outside
of the operational display area.
5.18.4 Means should be provided to easily locate the cursor position on the
display.
5.18.5 The accuracy of the range and bearing measurements provided by the cursor
should meet the relevant requirements for VRM and EBL

5.19 Azimuth stabilization

5.19.1 The heading information should be provided by a gyro-compass or by an
equivalent sensor with a performance not inferior to the relevant standards
adopted by the Organization.
5.19.2 Excluding the limitations of the stabilizing sensor and type of transmission
system, the accuracy of azimuth alignment of the radar presentation should
be within 0.5° with a rate of turn likely to be experienced with the class of
ship.
5.19.3 The heading information should be displayed with a numerical resolution to
permit accurate alignment with the ship gyro system.
5.19.4 The heading information should be referenced to the consistent common
reference point (CCRP).

5.20 Display mode of the radar picture

5.20.1 A True Motion display mode should be provided. The automatic reset of own
ship may be initiated by its position on the display, or time-related, or both.
Where the reset is selected to occur at least on every scan or equivalent,
this should be equivalent to True Motion with a fixed origin (in practice,
equivalent to the previous relative motion mode).
5.20.2 North-Up and Course-Up orientation modes should be provided. Head-Up
may be provided when the display mode is equivalent to True Motion with a
fixed origin (in practice, equivalent to the previous relative motion Head-Up
mode).
5.20.3 An indication of the motion and orientation mode should be provided.

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5.21 Off-centring
5.21.1 Manual off-centring should be provided to locate the selected antenna
position at any point within at least 50% of the radius from the centre of the
operational display area.
5.21.2 On selection of off-centred display, the selected antenna position should be
capable of being located to any point on the display up to at least 50%, and
not more than 75%, of the radius from the centre of the operational display
area. A facility for automatically positioning own ship for the maximum view
ahead may be provided.
5.21.3 In True Motion, the selected antenna position should automatically reset up to
a 50% radius to a location giving the maximum view along own ship’s course.
Provision for an early reset of selected antenna position should be provided.

5.22 Ground and Sea Stabilization modes

5.22.1 Ground and Sea Stabilization modes should be provided.
5.22.2 The stabilization mode and stabilization source should be clearly indicated.
5.22.3 The source of own ship’s speed should be indicated and provided by a sensor
approved in accordance with the requirements of the Organization for the
relevant stabilization mode.

5.23 Target trails and past positions

5.23.1 Variable length (time) target trails should be provided, with an indication of
trail time and mode. It should be possible to select true or relative trails from
a reset condition for all true motion display modes.
5.23.2 The trails should be distinguishable from targets.
5.23.3 Either scaled trails or past positions, or both, should be maintained and
should be available for presentation within 2 scans or equivalent, following:
– the reduction or increase of one range scale;
– the offset and reset of the radar picture position; and
– a change between true and relative trails.

5.24 Presentation of target information

5.24.1 Targets should be presented in accordance with the performance standards for
the Presentation of navigation-related information on shipborne navigational
displays adopted by the Organization and with their relevant symbols
according to SN/Circ.243.
5.24.2 The target information may be provided by the radar target tracking function
and by the reported target information from the Automatic Identification
System (AIS).
5.24.3 The operation of the radar tracking function and the processing of reported
AIS information is defined in these standards.
5.24.4 The number of targets presented, related to display size, is defined in table 1.
An indication should be given when the target capacity of radar tracking or
AIS reported target processing/display capability is about to be exceeded.
5.24.5 As far as practical, the user interface and data format for operating, displaying
and indicating AIS and radar tracking information should be consistent.

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5.25 Target Tracking (TT) and acquisition

5.25.1 General
Radar targets are provided by the radar sensor (transceiver). The signals may
be filtered (reduced) with the aid of the associated clutter controls. Radar
targets may be manually or automatically acquired and tracked using an
automatic Target Tracking (TT) facility.
5.25.1.1 The automatic target tracking calculations should be based on the
measurement of radar target relative position and own ship motion.
5.25.1.2 Any other sources of information, when available, may be used to support
the optimum tracking performance.
5.25.1.3 TT facilities should be available on at least the 3, 6, and 12 NM range
scales. Tracking range should extend to a minimum of 12 NM.
5.25.1.4 The radar system should be capable of tracking targets having the maximum
relative speed relevant to its classification for normal or high own ship
speeds (see 5.3).

5.25.2 Tracked target capacity

5.25.2.1 In addition to the requirements for processing of targets reported by AIS, it
should be possible to track and provide full presentation functionality for a
minimum number of tracked radar targets according to table 1.
5.25.2.2 There should be an indication when the target tracking capacity is about
to be exceeded. Target overflow should not degrade the radar system
performance.

5.25.3 Acquisition
5.25.3.1 Manual acquisition of radar targets should be provided with provision for
acquiring at least the number of targets specified in table 1.
5.25.3.2 Automatic acquisition should be provided where specified in table 1. In
this case, there should be means for the user to define the boundaries of
the auto-acquisition area.

5.25.4 Tracking
5.25.4.1 When a target is acquired, the system should present the trend of the
target’s motion within one minute and the prediction of the target’s motion
within 3 minutes.
5.25.4.2 TT should be capable of tracking and updating the information of all
acquired targets automatically.
5.25.4.3 The system should continue to track radar targets that are clearly
distinguishable on the display for 5 out of 10 consecutive scans or
equivalent.
5.25.4.4 The TT design should be such that target vector and data smoothing is
effective, while target manoeuvres should be detected as early as possible.
5.25.4.5 The possibility of tracking errors, including target swap, should be
minimized by design.
5.25.4.6 Separate facilities for cancelling the tracking of any one and of all target(s)
should be provided.
5.25.4.7 Automatic tracking accuracy should be achieved when the tracked target
has achieved a steady state, assuming the sensor errors allowed by the
relevant performance standards of the Organization.
5.25.4.7.1 For ships capable of up to 30 kn true speed, the tracking facility should
present, within 1 min steady state tracking, the relative motion trend and
after 3 minutes, the predicted motion of a target, within the following
accuracy values (95% probability):

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TABLE 3
TRACKED TARGET ACCURACY (95% PROBABILITY FIGURES)
Relative True
Time of steady Relative speed CPA TCPA True speed
course course
state (minutes) (kn) (NM) (minutes) (kn)
(degrees) (degrees)

1 min: Trend 11 1.5 or 10% 1.0 - - -

(whichever is
greater)
3 min: Motion 3 0.8 or 1% 0.3 0.5 5 0.5 or 1%
(whichever is whichever is
greater) greater)

Accuracy may be significantly reduced during or shortly after acquisition,

own ship manoeuvre, a manoeuvre of the target, or any tracking
disturbance and is also dependent on own ship’s motion and sensor
accuracy.
Measured target range and bearing should be within 50 m (or +/– 1% of
target range) and 2°.
The testing standard should have detailed target simulation tests as a
means to confirm the accuracy of targets with relative speeds of up to
100 kn. Individual accuracy values shown in the table above may be
adapted to account for the relative aspects of target motion with respect
to that of own ship in the testing scenarios used.
5.25.4.7.2 For ships capable of speeds in excess of 30 kn (typically high-speed
craft (HSC)) and with speeds of up to 70 kn, there should be additional
steady-state measurements made to ensure that the motion accuracy, after
3 minutes of steady-state tracking, is maintained with target relative
speeds of up to 140 kn.
5.25.4.8 A ground referencing function, based on a stationary tracked target, should
be provided. Targets used for this function should be marked with the
relevant symbol defined in SN/Circ.243.

5.26 Automatic Identification System (AIS) reported targets

5.26.1 General
Reported targets provided by the AIS may be filtered according to user-defined
parameters. Targets may be sleeping, or may be activated. Activated targets
are treated in a similar way to radar-tracked targets.

5.26.2 AIS target capacity

In addition to the requirements for radar tracking, it should be possible to display
and provide full presentation functionality for a minimum number of sleeping
and activated AIS targets according to table 1. There should be an indication
when the capacity of processing/display of AIS targets is about to be exceeded.

5.26.3 Filtering of AIS sleeping targets

To reduce display clutter, a means to filter the presentation of sleeping AIS
targets should be provided, together with an indication of the filter status.
(e.g., by target range, CPA/TCPA or AIS target class A/B, etc.). It should not be
possible to remove individual AIS targets from the display.

5.26.4 Activation of AIS targets

A means to activate a sleeping AIS target and to deactivate an activated
AIS target should be provided. If zones for the automatic activation of AIS
targets are provided, they should be the same as for automatic radar target
acquisition. In addition, sleeping AIS targets may be automatically activated
when meeting user-defined parameters (e.g., target range, CPA/TCPA or AIS
target class A/B).

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5.26.5 AIS presentation status

The AIS presentation status should be indicated as follows:
TABLE 4
Function Cases to be presented Presentation

AIS ON/OFF AIS processing AIS processing Alphanumeric or

switched ON/ switched ON/ graphical
graphical presentation graphical presentation
switched OFF switched ON

Filtering of Filter status Filter status Alphanumeric or

sleeping AIS graphical
targets

Activation of Activation criteria Graphical

targets

CPA/TCPA Function ON/OFF Function ON/OFF Alphanumeric and

alarm graphical
Sleeping targets Sleeping targets
included included

Lost target Function ON/OFF Function ON/OFF Alphanumeric and

alarm graphical
Lost target filter Lost target filter
criteria criteria

Target Function ON/OFF Function ON/OFF Alphanumeric

association
Association criteria Association criteria

Default target Default target

priority priority

5.27 AIS graphical presentation

Targets should be presented with their relevant symbols according to
the Performance standards for the presentation of navigation-related
information on shipborne navigational displays adopted by the Organization
and SN/Circ.243.
5.27.1 AIS targets that are displayed should be presented as sleeping targets by
default.
5.27.2 The course and speed of a tracked radar target or reported AIS target should be
indicated by a predicted-motion vector. The vector time should be adjustable
and valid for presentation of any target regardless of its source.
5.27.3 A permanent indication of vector mode, time and stabilization should be
provided.
5.27.4 The consistent common reference point should be used for the alignment of
tracked radar and AIS symbols with other information on the same display.
5.27.5 On large-scale/low-range displays, a means to present the true scale outline
of an activated AIS target should be provided. It should be possible to display
the past track of activated targets.

5.28 AIS and radar target data

5.28.1 It should be possible to select any tracked radar or AIS target for the alphanumeric
display of its data. A target selected for the display of its alphanumeric
information should be identified by the relevant symbol. If more than one target
is selected for data display, the relevant symbols and the corresponding data
should be clearly identified. There should be a clear indication to show that
the target data is derived from radar or from AIS.

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5.28.2 For each selected tracked radar target, the following data should be presented
in alphanumeric form: source(s) of data, actual range of target, actual bearing
of target, predicted target range at the closest point of approach (CPA),
predicted time to CPA (TCPA), true course of target, true speed of target.
5.28.3 For each selected AIS target the following data should be presented in
alphanumeric form: source of data, ship’s identification, navigational status,
position (where available) and its quality, range, bearing, COG, SOG, CPA
and TCPA. Target heading and reported rate of turn should also be made
available. Additional target information should be provided on request.
5.28.4 If the received AIS information is incomplete, the absent information should
be clearly indicated as ‘missing’ within the target data field.
5.28.5 The data should be displayed and continually updated, until another target is
selected for data display or until the window is closed.
5.28.6 Means should be provided to present own ship AIS data on request.

5.29 Operational alarms

A clear indication of the cause for all alarm criteria should be given.
5.29.1 If the calculated CPA and TCPA values of a tracked target or activated AIS
target are less than the set limits:
• A CPA/TCPA alarm should be given.
• The target should be clearly indicated.
5.29.2 The preset CPA/TCPA limits applied to targets from radar and AIS should be
identical. As a default state, the CPA/TCPA alarm functionality should be
applied to all activated AIS targets. On user request, the CPA/TCPA alarm
functionality may also be applied to sleeping targets.
5.29.3 If a user-defined acquisition/activation zone facility is provided, a target not
previously acquired/activated entering the zone, or detected within the zone,
should be clearly identified with the relevant symbol and an alarm should
be given. It should be possible for the user to set ranges and outlines for the
zone.
5.29.4 The system should alert the user if a tracked radar target is lost, rather than
excluded by a pre-determined range or pre-set parameter. The target’s last
position should be clearly indicated on the display.
5.29.5 It should be possible to enable or disable the lost target alarm function for AIS
targets. A clear indication should be given if the lost target alarm is disabled.
If the following conditions are met for a lost AIS target:
• The AIS lost target alarm function is enabled.
• The target is of interest, according to lost target filter criteria.
• A message is not received for a set time, depending on the nominal
reporting rate of the AIS target.
Then:
• The last known position should be clearly indicated as a lost target and an
alarm be given.
• The indication of the lost target should disappear if the signal is received
again, or after the alarm has been acknowledged.
• A means of recovering limited historical data from previous reports should
be provided.
5.30 AIS and radar target association
An automatic target association function based on harmonized criteria avoids
the presentation of two target symbols for the same physical target.

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5.30.1 If the target data from AIS and radar tracking are both available and if the
association criteria (e.g., position, motion) are fulfilled such that the AIS and
radar information are considered as one physical target, then as a default
condition, the activated AIS target symbol and the alphanumeric AIS target
data should be automatically selected and displayed.
5.30.2 The user should have the option to change the default condition to the display
of tracked radar targets and should be permitted to select either radar tracking
or AIS alphanumeric data.
5.30.3 For an associated target, if the AIS and radar information become sufficiently
different, the AIS and radar information should be considered as two distinct
targets and one activated AIS target and one tracked radar target should be
displayed. No alarm should be raised.

5.31 Trial manoeuvre

The system should, where required by table 1, be capable of simulating the
predicted effects of own ship’s manoeuvre in a potential threat situation
and should include own ship’s dynamic characteristics. A trial manoeuvre
simulation should be clearly identified. The requirements are:
• The simulation of own ship course and speed should be variable.
• A simulated time to manoeuvre with a countdown should be provided.
• During simulation, target tracking should continue and the actual target
data should be indicated.
• Trial manoeuvre should be applied to all tracked targets and at least all
activated AIS targets.

5.32 The display of maps, navigation lines and routes

5.32.1 It should be possible for the user to manually create and change, save, load
and display simple maps/navigation lines/routes referenced to own ship or a
geographical position. It should be possible to remove the display of this data
by a simple operator action.
5.32.2 The maps/navigation lines/routes may consist of lines, symbols and reference
points.
5.32.3 The appearance of lines, colours and symbols are as defined in SN/Circ.243.
5.32.4 The maps/navigation lines/route graphics should not significantly degrade the
radar information.
5.32.5 The maps/navigation lines/routes should be retained when the equipment is
switched OFF.
5.32.6 The maps/navigation lines/route data should be transferable whenever a
relevant equipment module is replaced.

5.33 The display of charts

5.33.1 The radar system may provide the means to display ENC and other vector
chart information within the operational display area to provide continuous
and real-time position monitoring. It should be possible to remove the display
of chart data by a single operator action.
5.33.2 The ENC information should be the primary source of information and should
comply with IHO relevant standards. Status of other information should
be identified with a permanent indication. Source and update information
should be made available.
5.33.3 As a minimum, the elements of the ECDIS Standard Display should be made
available for individual selection by category or layer, but not as individual
objects.

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5.33.4 The chart information should use the same reference and co-ordinate criteria
as the radar/AIS, including datum, scale, orientation, CCRP and stabilization
mode.
5.33.5 The display of radar information should have priority. Chart information
should be displayed such that radar information is not substantially masked,
obscured or degraded. Chart information should be clearly perceptible as
such.
5.33.6 A malfunction of the source of chart data should not affect the operation of
the radar/AIS system.
5.33.7 Symbols and colours should comply with the performance standards for the
presentation of navigation-related information on shipborne navigational
displays adopted by the Organization (SN/Circ.243).

5.34 Alarms and indications

Alarms and indications should comply with the performance standards for
the presentation of navigation-related information on shipborne navigational
displays adopted by the Organization.
5.34.1 A means should be provided to alert the user of ‘‘picture freeze”.
5.34.2 Failure of any signal or sensor in use, including; gyro, log, azimuth, video,
sync and heading marker, should be alarmed. System functionality should be
limited to a fallback mode or, in some cases, the display presentation should
be inhibited (see fallback modes, section 9).

5.35 Integrating multiple radars

5.35.1 The system should safeguard against single point system failure. Fail-safe
condition should be applied in the event of an integration failure.
5.35.2 The source and any processing or combination of radar signals should be
indicated.
5.35.3 The system status for each display position should be available.

6 ERGONOMIC CRITERIA
6.1 Operational controls
6.1.1 The design should ensure that the radar system is simple to operate.
Operational controls should have a harmonized user interface and be easy to
identify and simple to use.
6.1.2 The radar system should be capable of being switched ON or OFF at the main
system radar display or at a control position.
6.1.3 The control functions may be dedicated hardware, screen-accessed or a
combination of these; however the primary control functions should be
dedicated hardware controls or soft keys, with an associated status indication
in a consistent and intuitive position.
6.1.4 The following are defined as primary radar control functions and should be
easily and immediately accessible:
Radar standby/RUN, Range scale selection, Gain, tuning function (if
applicable), Anti-clutter rain, Anti-clutter sea, AIS function on/off, Alarm
acknowledge, Cursor, a means to set EBL/VRM, display brightness and
acquisition of radar targets.
6.1.5 The primary functions may also be operated from a remote operating position
in addition to the main controls.

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6.2 Display presentation

6.2.1 The display presentation should comply with the performance standards for
the presentation of navigation-related information on shipborne navigational
displays adopted by the Organization.
6.2.2 The colours, symbols and graphics presented should comply with SN/Circ.243.
6.2.3 The display sizes should conform to those defined in table 1.
6.3 Instructions and documentation
6.3.1 Documentation language
The operating instructions and manufacturer’s documentation should be
written in a clear and comprehensible manner and should be available at
least in the English language.

6.3.2 Operating instructions

The operating instructions should contain a qualified explanation and/or
description of information required by the user to operate the radar system
correctly, including:
– appropriate settings for different weather conditions;
– monitoring the radar system’s performance;
– operating in a failure or fallback situation;
– limitations of the display and tracking process and accuracy, including any
delays;
– using heading and SOG/COG information for collision avoidance;
– limitations and conditions of target association;
– criteria of selection for automatic activation and cancellation of targets;
– methods applied to display AIS targets and any limitations;
– principles underlying the trial manoeuvre technology, including simulation
of own ship’s manoeuvring characteristics, if provided;
– alarms and indications;
– installation requirements as listed under section 7.5;
– radar range and bearing accuracies; and
– any special operation (e.g., tuning) for the detection of SARTs; and
– the role of the CCRP for radar measurements and its specific value.

6.3.3 Manufacturer’s documentation

6.3.3.1 The manufacturer’s documentation should contain a description of the radar
system and factors that may affect detection performance, including any
latency in signal processing.
6.3.3.2 Documentation should describe the basis of AIS filter criteria and AIS/radar
target association criteria.
6.3.3.3 The equipment documentation should include full details of installation
information, including additional recommendations on unit location and
factors that may degrade performance or reliability.

7 DESIGN AND INSTALLATION

7.1 Design for servicing
7.1.1 As far as is practical, the radar system should be of a design to facilitate simple
fault diagnosis and maximum availability.

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7.1.2 The radar system should include a means to record the total operational hours
for any components with a limited life.
7.1.3 The documentation should describe any routine servicing requirements and
should include details of any restricted life components.

7.2 Display
The display device physical requirements should meet those specified in the
performance standards for the presentation of navigation-related information
on shipborne navigational displays adopted by the Organization (SN/Circ.243)
and those specified in table 1.

7.3 Transmitter mute

The equipment should provide a mute facility to inhibit the transmission
of radar energy over a preset sector. The mute sector should be set up on
installation. An indication of sector mute status should be available.

7.4 Antenna
7.4.1 The antenna should be designed to start operating and to continue to operate
in relative wind speeds likely to be encountered on the class of ship on which
it is installed.
7.4.2 The combined radar system should be capable of providing an appropriate
information update rate for the class of ship on which it is installed.
7.4.3 The antenna side lobes should be consistent with satisfying the system
performance as defined in this standard.
7.4.4 There should be a means to prevent antenna rotation and radiation during
servicing, or while personnel are in the vicinity of up-mast units.

7.5 Radar system installation

Requirements and guidelines for the radar system installation should be
included in the manufacturer’s documentation. The following subjects should
be covered:

7.5.1 The antenna

Blind sectors should be kept to a minimum, and should not be placed in an
arc of the horizon from the right ahead direction to 22.5° abaft the beam and
especially should avoid the right ahead direction (relative bearing 000°). The
installation of the antenna should be in such a manner that the performance
of the radar system is not substantially degraded. The antenna should be
mounted clear of any structure that may cause signal reflections, including
other antennae and deck structure or cargo. In addition, the height of the
antenna should take account of target detection performance relating to range
of first detection and target visibility in sea clutter.

7.5.2 The display

The orientation of the display unit should be such that the user is looking
ahead, the lookout view is not obscured and there is minimum ambient light
on the display.

7.6 Operation and training

7.6.1 The design should ensure that the radar system is simple to operate by trained
users.
7.6.2 A target simulation facility should be provided for training purposes.

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8 INTERFACING
8.1 Input data
The radar system should be capable of receiving the required input
information from:
– a gyro-compass or transmitting heading device (THD);
– a speed and distance measuring equipment (SDME);
– an electronic position-fixing system (EPFS);
– an Automatic Identification System (AIS); or
– other sensors or networks providing equivalent information acceptable to
the Organization.
The radar should be interfaced to relevant sensors required by these performance
standards in accordance with recognized international standards.*

8.2 Input data integrity and latency

8.2.1 The radar system should not use data indicated as invalid. If input data is
known to be of poor quality this should be clearly indicated.
8.2.2 As far as is practical, the integrity of data should be checked, prior to its
use, by comparison with other connected sensors or by testing to valid and
plausible data limits.
8.2.3 The latency of processing input data should be minimized.

8.3 Output data

8.3.1 Information provided by any radar output interface to other systems should be
in accordance with international standards.*
8.3.2 The radar system should provide an output of the display data for the voyage
data recorder (VDR).
8.3.3 At least one normally closed contact (isolated) should be provided for
indicating failure of the radar.
8.3.4 The radar should have a bi-directional interface to facilitate communication
so that alarms from the radar can be transferred to external systems and so
that audible alarms from the radar can be muted from external systems, the
interface should comply with relevant international standards.

9 BACKUP AND FALLBACK ARRANGEMENTS

In the event of partial failures and to maintain minimum basic operation, the
fallback arrangements listed below should be provided. There should be a
permanent indication of the failed input information.

9.1 Failure of heading information (azimuth stabilization)

9.1.1 The equipment should operate satisfactorily in an unstabilized head-up
mode.
9.1.2 The equipment should switch automatically to the unstabilized head-up mode
within 1 minute after the azimuth stabilization has become ineffective.
9.1.3 If automatic anti-clutter processing could prevent the detection of targets in
the absence of appropriate stabilization, the processing should switch off
automatically within 1 minute after the azimuth stabilization has become
ineffective.
*

*Refer to IEC publication 61162.

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9.1.4 An indication should be given that only relative bearing measurements can
be used.

9.2 Failure of speed through the water information

A means of manual speed input should be provided and its use clearly
indicated.

9.3 Failure of course and speed over ground information

The equipment may be operated with course and speed through the water
information.

9.4 Failure of position input information

The overlay of chart data and geographically referenced maps should be
disabled if only a single reference target is defined and used, or the position
is manually entered.

9.5 Failure of radar video input information

In the absence of radar signals, the equipment should display target information
based on AIS data. A frozen radar picture should not be displayed.

9.6 Failure of AIS input information

In the absence of AIS signals, the equipment should display the radar video
and target database.

9.7 Failure of an integrated or networked system

The equipment should be capable of operating equivalent to a standalone
system.

Appendix 1
REFERENCES
IMO SOLAS chapters IV, V and X Carriage rules.
IMO resolution A.278(VII) Supplement to the recommendation on
PS for navigational radar equipment.
IMO resolution A.424(XI) Performance standards for gyro-compasses.
IMO resolution A.477(XII) Performance standards for radar equipment.
IMO resolution A.694(17) General requirements for shipborne radio
equipment forming part of the global
maritime distress and safety system and
for electronic navigational aids.
IMO resolution A.817(19), Performance standards for ECDIS.
as amended
IMO resolution A.821(19) Performance standards for gyro-compasses for
high-speed craft.
IMO resolution A.824(19) Performance standards for devices to indicate
speed and distance.
IMO resolution MSC.86(70) Performance standards for INS.
IMO resolution MSC.64(67) Recommendations on new and amended
performance standards (annex 2 revised by
MSC.114(73)).
IMO resolution MSC.112(73) Revised performance standards for
shipborne global positioning system
(GPS) receiver equipment.

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IMO resolution MSC.114(73) Revised performance standards for shipborne

DGPS and DGLONASS maritime radio beacon
receiver equipment.
IMO resolution MSC.116(73) Performance standards for marine transmitting
heading devices (THD).
IMO MSC/Circ.982 Guidelines on ergonomic criteria for bridge
equipment and layout.
IHO S-52 appendix 2 Colour and symbol specification for ECDIS.
IEC 62388 Radar Test Standard (replacing 60872 and 60936
series of test standards).
IEC 60945 Maritime navigation and radio communication
equipment and systems – General requirements
– Methods of testing and required test results.
IEC 61162 Maritime navigation and radio communication
equipment and systems – Digital interfaces.
IEC 61174 Maritime navigation and radio communication
equipment and systems – Electronic chart display
and information system (ECDIS) – Operational
and performance requirements, methods of
testing and required test results.
IEC 62288 Presentation and display of navigation
information.
ISO 9000 (all parts) Quality management/assurance standards.

Appendix 2
DEFINITIONS
Activated AIS target A target representing the automatic or manual
activation of a sleeping target for the display of
additional graphically presented information. The
target is displayed by an “activated target” symbol
including:
• a vector (COG/SOG);
• the heading; and
• ROT or direction of turn indication (if available)
to indicate initiated course changes.
Acquisition of a radar target Process of acquiring a target and initiating its
tracking.
Activation of an AIS target Activation of a sleeping AIS target for the display
of additional graphical and alphanumerical
information.
Acquired radar target Automatic or manual acquisition initiates radar
tracking. Vectors and past positions are displayed
when data has achieved a steady-state condition.
AIS Automatic Identification System.
AIS target A target generated from an AIS message. See activated
target, lost target, selected target and sleeping target.
Associated target If an acquired radar target and an AIS reported target
have similar parameters (e.g., position, course, speed)
complying with an association algorithm, they are
considered to be the same target and become an
associated target.
Acquisition/activation zone A zone set up by the operator in which the system
should automatically acquire radar targets and activate
reported AIS targets when entering the zone.

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CCRP Consistent Common Reference Point: 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.
CPA/TCPA Closest Point of Approach/Time to the Closest Point of
Approach: distance to the closest point of approach
(CPA) and time to the closest point of approach
(TCPA). Limits are set by the operator related to own
ship.
Course Over Ground (COG) Direction of the ship’s movement relative to the earth,
measured on board the ship, expressed in angular
units from true north.
Course Through Water (CTW) Direction of the ship’s movement through the water,
defined by the angle between the meridian through
its position and the direction of the ship’s movement
through the water, expressed in angular units from
true north.
Dangerous target A target whose predicted CPA and TCPA are violating
the values as preset by the operator. The respective
target is marked by a “dangerous target” symbol.
Display modes Relative motion: means a display on which the
position of own ship remains fixed, and all targets
move relative to own ship.
True motion: a display across which own ship moves
with its own true motion.
Display orientation North-up display: an azimuth-stabilized presentation
which uses the gyro input (or equivalent) and north is
uppermost on the presentation.
Course-up display: an azimuth-stabilized presentation
which uses the gyro input or equivalent and the ship’s
course is uppermost on the presentation at the time of
selection.
Head-up display: an unstabilized presentation in
which own ship’s heading is uppermost on the
presentation.
ECDIS Electronic Chart Display and Information System.
ECDIS Display Base The level of information which cannot be removed
from the ECDIS display, consisting of information
which is required at all times in all geographic
areas and all circumstances. It is not intended to be
sufficient for safe navigation.
ECDIS Standard Display The level of 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.
ENC Electronic Navigational Chart. The database
standardized as to content, structure and format
according to relevant IHO standards and issued by, or
on the authority of, a Government.
EPFS Electronic Position-Fixing System.
ERBL Electronic bearing line carrying a marker, which is
combined with the range marker, used to measure
range and bearing from own ship or between two
objects.

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Evaporation duct A low-lying duct (a change in air density) that traps

the radar energy so that it propagates close to the sea
surface. Ducting may enhance or reduce radar target
detection ranges.
Heading Direction in which the bow of a ship is pointing,
expressed as an angular displacement from north.
HSC High-speed craft (HSC) are vessels which comply with
the definition in SOLAS for high-speed craft.
Latency The delay between actual and presented data.
Lost AIS target A target representing the last valid position of an AIS
target before the reception of its data was lost. The
target is displayed by a “lost AIS target” symbol.
Lost tracked target Target information is no longer available due to poor,
lost or obscured signals. The target is displayed by a
“lost tracked radar target” symbol.
Maps/Nav lines Operator-defined or -created lines to indicate channels,
Traffic Separation Schemes or borders of any area
important for navigation.
Operational display area Area of the display used to graphically present chart
and radar information, excluding the user dialogue
area. On the chart display this is the area of the chart
presentation. On the radar display this is the area
encompassing the radar image.
Past positions Equally time-spaced past position marks of a tracked or
reported target and own ship. The past positions’ track
may be either relative or true.
Radar (Radio direction and ranging). A radio system that
allows the determination of distance and direction of
reflecting objects and of transmitting devices.
Radar beacon A navigation aid which responds to the radar
transmission by generating a radar signal to identify its
position and identity.
Radar detection false alarm The probability of a radar false alarm represents the
probability that noise will cross the detection threshold
and be called a target when only noise is present.
Radar target Any object, fixed or moving, whose position and motion
is determined by successive radar measurements of
range and bearing.
Radar target enhancer An electronic radar reflector, the output of which is an
amplified version of the received radar pulse without
any form of processing except limiting.
Reference target Symbol indicating that the associated tracked stationary
target (e.g., a navigational mark) is used as a speed
reference for the ground stabilization.
Relative bearing Direction of a target’s position from own ship’s reference
location, expressed as an angular displacement from
own ship’s heading.
Relative course Direction of motion of a target relative to own ship’s
direction. (Bearing).
Relative motion Combination of relative course and relative speed.
Relative speed Speed of a target relative to own ship’s speed data.
Rate of turn Change of heading per time unit.
SART Search And Rescue Transponder.
SDME Speed and Distance Measuring Equipment.

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Selected target A manually selected target for the display of detailed

alphanumeric information in a separate data display
area. The target is displayed by a “selected target”
symbol.
Sleeping AIS target A target indicating the presence and orientation of a
vessel equipped with AIS in a certain location. The
target is displayed by a sleeping target symbol. No
additional information is presented until activated.
Stabilization modes Ground stabilization: Display mode in which speed
and course information are referred to the ground,
using ground track input data, or EPFS as reference.
Sea stabilization: Display mode in which speed and
course information are referred to the sea, using gyro
or equivalent and water speed log input as reference.
Standard display The level of 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.
Standard radar reflector Reference reflector mounted 3.5 m above sea level
with 10 m2 effective reflecting area at X-band.
Steady-state tracking Tracking a target, proceeding at steady motion:
– after completion of the acquisition process, or
– without a manoeuvre of target or own ship, or
– without target swap or any disturbance.
Speed Over Ground (SOG) Speed of the ship relative to the earth, measured on
board of the ship.
Speed Through Water Speed of the ship relative to the water surface.
SOLAS International Convention for the Safety of Life at Sea.
Suppressed area An area set up by the operator within which targets are
not acquired.
Target swap Situation in which the incoming radar data for a
tracked target become incorrectly associated with
another tracked target or a non-tracked radar echo.
Target’s predicted motion Prediction of a target’s future course and speed based
on linear extrapolation from its present motion as
determined by past measurements of its range and
bearing on the radar.
Target Tracking (TT) Computer process of observing the sequential changes
in the position of a radar target in order to establish its
motion. Such a target is a Tracked Target.
Trails Tracks displayed by the radar echoes of targets in the
form of an afterglow. Trails may be true or relative.
Trial manoeuvre Graphical simulation facility used to assist the operator
to perform a proposed manoeuvre for navigation
and collision avoidance purposes, by displaying the
predicted future status of at least all acquired or
activated targets as a result of own ship’s simulated
manoeuvres.
True bearing Direction of a target from own ship’s reference location
or from another target’s position expressed as an
angular displacement from true north.
True course Direction of motion, relative to ground or to sea, of
a target expressed as an angular displacement from
north.

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True motion Combination of true course and true speed.

True speed Speed of a target relative to ground, or to sea.
Vector modes True vector: Vector representing the predicted true
motion of a target, showing course and speed with
reference to the ground.
Relative vector: Predicted movement of a target
relative to own ship’s motion.
User-configured presentation A display presentation configured by the user for a
specific task at hand. The presentation may include
radar and/or chart information, in combination with
other navigation or ship-related data.
User dialogue area An area of the display consisting of data fields
and/or menus that is allocated to the interactive
presentation and entry or selection of operational
parameters, data and commands, mainly in
alphanumeric form.

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Radar and ancillary equipment – 3.2

3.2
Resolution A.278(VIII) – Adopted on 20 November 1973

SUPPLEMENT TO THE RECOMMENDATION ON

PERFORMANCE STANDARDS FOR NAVIGATIONAL
RADAR EQUIPMENT (Resolution A.222(VII))

SYMBOLS FOR CONTROLS ON MARINE

NAVIGATIONAL RADAR EQUIPMENT

THE ASSEMBLY
NOTING Article 16(i) of the Convention on the Inter-Governmental Maritime
Consultative Organization concerning the functions of the Assembly,
RECALLING resolution A.222(VII) concerning performance standards for navigational
radar equipment to which recommendation 45 of the International Conference on
Safety of Life at Sea, 1960, relates,
RECOGNIZING the desirability that switches and variable controls on marine navigational
radar equipment be marked by symbols,
HAVING CONSIDERED the reports of the Maritime Safety Committee on its twenty-fifth
and twenty-seventh sessions,
RESOLVEs to adopt the Recommendation on Symbols for Controls on Marine Navigational
Radar Equipment, appearing at annex, as a supplement to resolution A.222(VII).

Annex
RECOMMENDATION ON SYMBOLS FOR CONTROLS ON
MARINE NAVIGATIONAL RADAR EQUIPMENT

1 LIST OF CONTROLS TO BE SYMBOLIZED

The following switches and variable controls are considered to be the
minimum required to be marked by symbols:
Radar on – standby – off switch
Aerial rotation switch
Mode of presentation switch – north up or ship’s head up
Heading marker alignment control or switch
Range selection switch
Pulse length selection switch – short or long pulse
Tuning control

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Gain control
Anti-clutter rain control (differentiation)
Anti-clutter sea control
Scale illumination control or switch
Display brilliance control
Range rings brilliance control
Variable range marker control
Bearing marker control
Performance monitor switch – transmitted power monitor or transmit/
receive monitor.

2 CODE OF PRACTICE
The following code of practice should be used when marking radar sets with
recommended symbols:
2.1 The maximum dimension of a symbol should not be less than 9 mm.
2.2 The distance between the centres of two adjacent symbols should be not less
than 1.4 times the size of the larger symbol.
2.3 Switch function symbols should not be linked by a line. A linked line infers
controlled action.
2.4 Variable control function symbols should be linked by a line, preferably an
arc. The direction of increase of controlled function should be indicated.
2.5 Symbols should be presented with a high contrast against their background.
2.6 The various elements of a symbol should have a fixed ratio one to another.
2.7 Multiple function of controls and switch positions may be indicated by a
combined symbol.
2.8 Where concentric controls or switches are fitted, the outer of the symbols
should refer to the larger diameter control.

3 SYMBOLS
3.1 The symbols attached hereto should be used for controls on marine
navigational radar equipment.
3.2 The circles shown around the following symbols are optional:
Symbol 4 : aerial rotating
Symbol 9 : short pulse
Symbol 10 : long pulse
Symbol 17 : scale illumination
Symbol 22 : transmitted power monitor
Symbol 23 : transmit/receive monitor.

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SYMBOLS FOR CONTROLS ON MARINE NAVIGATIONAL

RADAR EQUIPMENT

TO IDENTIFY THE
OFF “OFF” POSITION OF THE
CONTROL OR SWITCH

96000

TO IDENTIFY THE
RADAR ON “RADAR ON” POSITION
OF THE SWITCH
96001

TO IDENTIFY THE
RADAR “RADAR STAND-BY”
STAND-BY POSITION OF THE
SWITCH
96002

TO IDENTIFY THE
AERIAL
“AERIAL ROTATING”
ROTATING
POSITION OF THE SWITCH
96003

TO IDENTIFY THE
NORTH UP “NORTH UP” POSITION
PRESENTATION OF THE MODE OF
PRESENTATION SWITCH
96004

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TO IDENTIFY THE “SHIP’S

SHIP’S HEAD UP HEAD UP” POSITION OF
PRESENTATION THE MODE OF
PRESENTATION SWITCH
96005

TO IDENTIFY THE
HEADING
“HEADING MARKER
MARKER
ALIGNMENT”
ALIGNMENT
CONTROL SWITCH
96006

RANGE TO IDENTIFY THE RANGE

SELECTOR SELECTION SWITCH
96007

TO IDENTIFY THE
“SHORT PULSE” POSITION
SHORT PULSE
OF THE PULSE LENGTH
SELECTION SWITCH
96008

10

TO IDENTIFY THE
“LONG PULSE” POSITION
LONG PULSE
OF THE PULSE LENGTH
SELECTION SWITCH
96009

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11

TO IDENTIFY THE
TUNING
“TUNING” CONTROL

96010

12

TO IDENTIFY THE
GAIN
“GAIN” CONTROL
96011

13

TO IDENTIFY THE MINIMUM

ANTI-CLUTTER POSITION OF THE “ANTI-
RAIN MINIMUM CLUTTER RAIN” CONTROL OR
SWITCH
96012

14

TO IDENTIFY THE
ANTI-CLUTTER MAXIMUM POSITION OF
RAIN MAXIMUM THE “ANTI-CLUTTER RAIN”
CONTROL OR SWITCH
96013

15

TO IDENTIFY THE
ANTI-CLUTTER MINIMUM POSITION OF
SEA MINIMUM THE “ANTI-CLUTTER SEA”
CONTROL
96014

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16

TO IDENTIFY THE
ANTI-CLUTTER MAXIMUM POSITION OF
SEA MAXIMUM THE “ANTI-CLUTTER SEA”
CONTROL
96015

17

TO IDENTIFY THE
MAXIMUM POSITION
SCALE
OF THE “SCALE
ILLUMINATION
ILLUMINATION”
CONTROL OR SWITCH
96016

18

TO IDENTIFY THE
DISPLAY MAXIMUM POSITION
BRILLIANCE OF THE “DISPLAY
BRILLIANCE” CONTROL
96017

19

TO IDENTIFY THE
RANGE RINGS MAXIMUM POSITION OF
BRILLIANCE THE “RANGE RINGS
BRILLIANCE” CONTROL
96018

20

TO IDENTIFY THE
VARIABLE RANGE
“VARIABLE RANGE
MARKER
MARKER” CONTROL
96019

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21

TO IDENTIFY THE
BEARING
“BEARING MARKER”
MARKER
CONTROL

96020

22

TO IDENTIFY THE ON
TRANSMITTED
POSITION OF THE
POWER
“TRANSMITTED POWER
MONITOR
MONITOR” SWITCH
96021

23

TO IDENTIFY THE ON
TRANSMIT/
POSITION OF THE
RECEIVE
“TRANSMIT/RECEIVE
MONITOR
MONITOR” SWITCH
96022

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Radar and ancillary equipment – 3.3(a)

3.3(a)
Resolution A.422(XI) – Adopted on 15 November 1979

PERFORMANCE STANDARDS FOR AUTOMATIC

RADAR PLOTTING AIDS (ARPA)

THE ASSEMBLY,

RECALLING Article 16(i) of the Convention on the Inter-Governmental Maritime

Consultative Organization concerning the functions of the Assembly,
RECOGNIZING that the proper use of automatic radar plotting aids will assist the
interpretation of radar data and could reduce the risk of collision and pollution of the
marine environment,
BEARING IN MIND that automatic radar plotting aids with inadequate performance
standards or operated by insufficiently trained personnel might prejudice safety of
navigation,
NOTING resolution 13 of the International Conference on Tanker Safety and Pollution
Prevention, 1978, concerning carriage of automatic radar plotting aids,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its forty-first session,
1. ADOPTS the Recommendation on Performance Standards for Automatic Radar
Plotting Aids, set out in the annex to the present resolution;
2. RECOMMENDS Governments:
a) to ensure that automatic radar plotting aids required to be carried conform
to performance standards not inferior to those specified in the annex to the
present resolution;
b) to ensure that adequate training will be established in the proper use
of automatic radar plotting aids to enable masters and deck officers to
understand the basic principles of the operation of automatic radar plotting
aids, including their capabilities, limitations and possible errors.

Annex
PERFORMANCE STANDARDS FOR AUTOMATIC
RADAR PLOTTING AIDS (ARPA)

1 INTRODUCTION
1.1 Automatic radar plotting aids (ARPA) should, in order to improve the standard
of collision avoidance at sea:
.1 reduce the workload of observers by enabling them to automatically
obtain information so that they can perform as well with multiple targets
as they can by manually plotting a single target; and
.2 provide continuous, accurate and rapid situation evaluation.

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1.2 In addition to the general requirements for electronic navigational aids

(resolution A.281(VIII)), the ARPA should comply with the following minimum
performance standards.

2 DEFINITIONS
Definitions of terms used in these performance standards are given in
appendix 1.

3 PERFORMANCE STANDARDS
3.1 Detection
Where a separate facility is provided for detection of targets, other than by the
radar observer, it should have a performance not inferior to that which could
be obtained by the use of the radar display.
3.2 Acquisition
3.2.1 Target acquisition may be manual or automatic. However, there should
always be a facility to provide for manual acquisition and cancellation: ARPA
with automatic acquisition should have a facility to suppress acquisition in
certain areas. On any range scale where acquisition is suppressed over a
certain area, the area of acquisition should be indicated on the display.
3.2.2 Automatic or manual acquisition should have a performance not inferior to
that which could be obtained by the user of the radar display.
3.3 Tracking
3.3.1 The ARPA should be able to automatically track, process, simultaneously
display and continuously update the information on at least:
.1 20 targets, if automatic acquisition is provided, whether automatically or
manually acquired; and
.2 10 targets, if only manual acquisition is provided.
3.3.2 If automatic acquisition is provided, description of the criteria of selection of
targets for tracking should be provided to the user. If the ARPA does not track
all targets visible on the display, targets which are being tracked should be
clearly indicated on the display. The reliability of tracking should not be less
than that obtainable using manual recordings of successive target positions
obtained from the radar display.
3.3.3 Provided the target is not subject to target swop, the ARPA should continue to
track an acquired target which is clearly distinguishable on the display for 5
out of 10 consecutive scans.
3.3.4 The possibility of tracking errors, including target swop, should be minimized
by ARPA design. A qualitative description of the effects of error sources on
the automatic tracking and corresponding errors should be provided to the
user, including the effects of low signal-to-noise and low signal-to-clutter
ratios caused by sea returns, rain, snow, low clouds and non-synchronous
emissions.
3.3.5 The ARPA should be able to display on request at least four equally time-spaced
past positions of any targets being tracked over a period of at least 8 min.
3.4 Display
3.4.1 The display may be a separate or integral part of the ship’s radar. However, the
ARPA display should include all the data required to be provided by a radar
display in accordance with the performance standards for navigational radar
equipment.

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3.4.2 The design should be such that any malfunction of ARPA parts producing
data additional to information to be produced by the radar as required by
the performance standards for navigational equipment should not affect the
integrity of the basic radar presentation.
3.4.3 The display on which ARPA information is presented should have an effective
diameter of at least 340 mm.
3.4.4 The ARPA facilities should be available on at least the following range
scales:
.1 12 or 16 nautical miles; and
.2 3 or 4 nautical miles.
3.4.5 There should be a positive indication of the range scale in use.
3.4.6 The ARPA should be capable of operating with a relative motion display with
“north-up” and either “head-up” or “course-up” azimuth stabilization. In
addition, the ARPA may also provide for a true motion display. If true motion
is provided, the operator should be able to select for his display either true
or relative motion. There should be a positive indication of the display mode
and orientation in use.
3.4.7 The course and speed information generated by the ARPA for acquired targets
should be displayed in a vector or graphic form which clearly indicates the
target’s predicted motion. In this regard:
.1 ARPA presenting predicted information in vector form only should have
the option of both true and relative vectors;
.2 an ARPA which is capable of presenting target course and speed
information in graphic form should also, on request, provide the target’s
true and/or relative vector;
.3 vectors displayed should either be time-adjustable or have a fixed time-
scale; and
.4 a positive indication of the time-scale of the vector in use should be
given.
3.4.8 The ARPA information should not obscure radar information in such a manner
as to degrade the process of detecting targets. The display of ARPA data should
be under the control of the radar observer. It should be possible to cancel the
display of unwanted ARPA data.
3.4.9 Means should be provided to adjust independently the brilliance of the ARPA
data and radar data, including complete elimination of the ARPA data.
3.4.10 The method of presentation should ensure that the ARPA data are clearly
visible in general to more than one observer in the conditions of light
normally experienced on the bridge of a ship by day and by night. Screening
may be provided to shade the display from sunlight but not to the extent that
it will impair the observer’s ability to maintain a proper lookout. Facilities to
adjust the brightness should be provided.
3.4.11 Provisions should be made to obtain quickly the range and bearing of any
object which appears on the ARPA display.
3.4.12 When a target appears on the radar display and, in the case of automatic
acquisition, enters within the acquisition area chosen by the observer or,
in the case of manual acquisition, has been acquired by the observer, the
ARPA should present in a period of not more than 1 min an indication of the
target’s motion trend and display within 3 min the target’s predicted motion
in accordance with paragraphs 3.4.7, 3.6, 3.8.2 and 3.8.3.
3.4.13 After changing range scales on which the ARPA facilities are available or
resetting the display, full plotting information should be displayed within a
period of time not exceeding four scans.

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3.5 Operational warnings

3.5.1 The ARPA should have the capability to warn the observer with a visual
and/or audible signal of any distinguishable target which closes to a range or
transits a zone chosen by the observer. The target causing the warning should
be clearly indicated on the display.
3.5.2 The ARPA should have the capability to warn the observer with a visual
and/or audible signal of any tracked target which is predicted to close within
a minimum range and time chosen by the observer. The target causing the
warning should be clearly indicated on the display.
3.5.3 The ARPA should clearly indicate if a tracked target is lost, other than out of
range, and the target’s last tracked position should be clearly indicated on the
display.
3.5.4 It should be possible to activate or de-activate the operational warnings.

3.6 Data requirements

3.6.1 At the request of the observer the following information should be
immediately available from the ARPA in alphanumeric form in regard to any
tracked target:
.1 present range to the target;
.2 present bearing of the target;
.3 predicted target range at the closest point of approach (CPA);
.4 predicted time to CPA (TCPA);
.5 calculated true course of target;
.6 calculated true speed of target.

3.7 Trial manoeuvre

3.7.1 The ARPA should be capable of simulating the effect on all tracked targets
of an own ship manoeuvre without interrupting the updating of target
information. The simulation should be initiated by the depression either of a
spring-loaded switch, or of a function key, with a positive identification on the
display.

3.8 Accuracy
3.8.1 The ARPA should provide accuracies not less than those given in paragraphs
3.8.2 and 3.8.3 for the four scenarios defined in appendix 2. With the sensor
errors specified in appendix 3, the values given relate to the best possible
manual plotting performance under environmental conditions of ±10° of
roll.
3.8.2 An ARPA should present within 1 min of steady state tracking the relative
motion trend of a target with the following accuracy values (95% probability
values).
Data
Relative course Relative speed CPA
(degrees) (knots) (nautical miles)
Scenario

1 11 2.8 1.6

2 7 0.6 –

3 14 2.2 1.8

4 15 1.5 2.0

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3.8.3 An ARPA should present within 3 min of steady state tracking the motion of a
target with the following accuracy values (95% probability values).
Data
Relative Relative CPA True True
TCPA
course speed (nautical course speed
(min)
(degrees) (knots) miles) (degrees) (knots)
Scenario

1 3.0 0.8 0.5 1.0 7.4 1.2

2 2.3 0.3 – – 2.8 0.8

3 4.4 0.9 0.7 1.0 3.3 1.0

4 4.6 0.8 0.7 1.0 2.6 1.2

3.8.4 When a tracked target, or own ship, has completed a manoeuvre, the system
should present in a period of not more than 1 min an indication of the target’s
motion trend, and display within 3 min the target’s predicted motion, in
accordance with paragraphs 3.4.7, 3.6, 3.8.2 and 3.8.3.
3.8.5 The ARPA should be designed in such a manner that under the most favourable
conditions of own ship motion the error contribution from the ARPA should
remain insignificant compared to the errors associated with the input sensors,
for the scenarios of appendix 2.

3.9 Connections with other equipment

The ARPA should not degrade the performance of any equipment providing
sensor inputs. The connection of the ARPA to any other equipment should not
degrade the performance of that equipment.

3.10 Performance tests and warnings

The ARPA should provide suitable warnings of ARPA malfunction to enable
the observer to monitor the proper operation of the system. Additionally, test
programmes should be available so that the overall performance of ARPA can
be assessed periodically against a known solution.

3.11 Equipment used with ARPA

Log and speed indicators providing inputs to ARPA equipment should be
capable of providing the ship’s speed through the water.

Appendix 1
DEFINITIONS OF TERMS TO BE USED ONLY IN CONNECTION
WITH ARPA PERFORMANCE STANDARDS
Relative course The direction of motion of a target related to own ship as
deduced from a number of measurements of its range and
bearing on the radar, expressed as an angular distance from
north.
Relative speed The speed of a target related to own ship, as deduced from
a number of measurements of its range and bearing on the
radar.
True course The apparent heading of a target obtained by the vectorial
combination of the target’s relative motion and own ship’s
motion,* expressed as an angular distance from north.

* For the purpose of these definitions there is no need to distinguish between sea and ground
stabilization.

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True speed The speed of a target obtained by the vectorial combination

of its relative motion and own ship’s motion.*
Bearing The direction of one terrestrial point from another,
expressed as an angular distance from north.
Relative motion display The position of own ship on such a display remains
fixed.
True motion display The position of own ship on such a display moves in
accordance with its own motion.
Azimuth stabilization Own ship’s compass information is fed to the display so
that echoes of targets on the display will not be caused
to smear by changes of own ship’s heading.
– north up The line connecting the centre with the top of the display
is north.
– head up The line connecting the centre with the top of the display
is own ship’s heading.
– course up An intended course can be set to the line connecting the
centre with the top of the display.
Heading The direction in which the bows of a ship are pointing,
expressed as an angular distance from north.
Target’s predicted motion The indication on the display of a linear extrapolation into
the future of a target’s motion, based on measurements of
the target’s range and bearing on the radar in the recent
past.
Target’s motion trend An early indication of the target’s predicted motion.
Radar plotting The whole process of target detection, tracking,
calculation of parameters and display of information.
Detection The recognition of the presence of a target.
Acquisition The selection of those targets requiring a tracking
procedure and the initiation of their tracking.
Tracking The process of observing the sequential changes in the
position of a target, to establish its motion.
Display The plan position presentation of ARPA data with radar
data.
Manual Relating to an activity which a radar observer performs,
possibly with assistance from a machine.
Automatic Relating to an activity which is performed wholly by a
machine.

Appendix 2
OPERATIONAL SCENARIOS
For each of the following scenarios predictions are made at the target position defined
after previously tracking for the appropriate time of 1 or 3 min:

Scenario 1
Own ship course 000°
Own ship speed 10 knots
Target range 8 nautical miles
Bearing of target 000°
Relative course of target 180°
Relative speed of target 20 knots

* For the purpose of these definitions there is no need to distinguish between sea and ground
stabilization.

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Scenario 2
Own ship course 000°
Own ship speed 10 knots
Target range 1 nautical mile
Bearing of target 000°
Relative course of target 090°
Relative speed of target 10 knots

Scenario 3
Own ship course 000°
Own ship speed 5 knots
Target range 8 nautical miles
Bearing of target 045°
Relative course of target 225°
Relative speed of target 20 knots

Scenario 4
Own ship course 000°
Own ship speed 25 knots
Target range 8 nautical miles
Bearing of target 045°
Relative course of target 225°
Relative speed of target 20 knots

Appendix 3
SENSOR ERRORS
The accuracy figures quoted in paragraph 3.8 are based upon the following sensor
errors and are appropriate to equipment complying with performance standards for
shipborne navigational equipment.
Note: σ means “standard deviation”.
Radar
Target glint (scintillation) (for 200 m length target)
Along length of target σ = 30 m (normal distribution)
Across beam of target σ = 1 m (normal distribution)
Roll/pitch bearing. The bearing error will peak in each of the four quadrants around
own ship for targets on relative bearings of 045°, 135°, 225° and 315° and will be zero
at relative bearings of 000°, 090°, 180° and 270°. This error has a sinusoidal variation
at twice the roll frequency.
For a 10° roll the mean error is 0.22° with a 0.22° peak sine wave superimposed.
Beam shape – assumed normal distribution giving range error
with σ = 0.05°
Pulse shape – assumed normal distribution giving range error
with σ = 20 m
Antenna backlash – assumed rectangular distribution giving bearing
error ±0.05° maximum
Quantization
Bearing – rectangular distribution ±0.1° maximum
Range – rectangular distribution ±0.01 nautical miles maximum
Bearing encoder assumed to be running from a remote synchro giving bearing errors
with a normal distribution σ = 0.03°.

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Gyro-compass
Calibration error 0.5°
Normal distribution about this with σ = 0.12°

Log
Calibration error 0.5 knots:
Normal distribution about this, 3σ = 0.2 knots.

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3.3(b)
Resolution A.823(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR AUTOMATIC

RADAR PLOTTING AIDS (ARPAs)

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO the provisions of regulation V/12 of the International Convention for the
Safety of Life at Sea (SOLAS), 1974,
RECALLING FURTHER resolution A.422(XI), by which it adopted performance standards
for automatic radar plotting aids,
RECOGNIZING that the proper use of automatic radar plotting aids will assist the
interpretation of radar data and could reduce the risk of collision and pollution of the
marine environment,
RECOGNIZING ALSO the need to ensure that advances in technology are reflected in
performance standards, in order to improve the standard of collision avoidance at
sea,
BEARING IN MIND that automatic radar plotting aids with inadequate performance
standards or operated by insufficiently trained personnel might prejudice safety of
navigation,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fourth session,
1. ADOPTS the Recommendation on Performance Standards for Automatic Radar
Plotting Aids (ARPAs) set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that:
(a) automatic radar plotting aids installed on or after 1 January 1997 conform
to performance standards not inferior to those specified in the annex to the
present resolution;
(b) automatic radar plotting aids installed before 1 January 1997 conform, at
least, to the performance standards set out in resolution A.422(XI); and
(c) adequate training is established in the proper use of automatic radar
plotting aids to enable masters and deck officers to understand the basic
principles of the operation of automatic radar plotting aids, including their
capabilities, limitations and possible errors;
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR AUTOMATIC RADAR PLOTTING AIDS (ARPAs)

1 INTRODUCTION
1.1 Automatic radar plotting aids (ARPAs) should, in order to improve the standard
of collision avoidance at sea:
.1 reduce the workload of observers by enabling them automatically to
obtain information about plotted targets, so that they can perform as well
with several separate targets as they can by manually plotting a single
target; and
.2 provide continuous, accurate and rapid situation evaluation.
1.2 The radar facilities provided by an ARPA display should comply with the
performance standards for radar equipment (resolution A.477(XII)) appropriate
to its mode of use.
1.3 In addition to the general requirements contained in resolution A.694(17),
ARPAs should comply with the following minimum performance standards.

2 DEFINITIONS
Definitions of terms used in these performance standards are given in
appendix 1.

3 PERFORMANCE STANDARDS

3.1 Detection
Where a separate facility is provided for detection of targets, other than by the
radar observer, it should have a performance not inferior to that which could
be obtained by the use of the radar display.

3.2 Acquisition
3.2.1 Target acquisition may be manual or automatic for relative speeds up to
100 knots. However, there should always be a facility to provide for manual
acquisition and cancellation: ARPAs with automatic acquisition should have
a facility to suppress acquisition in certain areas. On any range scale where
acquisition is suppressed over a certain area, the area of acquisition should
be defined and indicated on the display.
3.2.2 Automatic or manual acquisition should have a performance not inferior to
that which could be obtained by the user of the radar display.

3.3 Tracking
3.3.1 The ARPA should be able automatically to track, process, simultaneously
display and continuously update the information on at least 20 targets,
whether automatically or manually acquired.
3.3.2 If automatic acquisition is provided, description of the criteria of selection of
targets for tracking should be provided to the user. If the ARPA does not track
all targets visible on the display, targets which are being tracked should be
clearly indicated with the relevant symbol* on the display. The reliability of
tracking should not be less than that obtainable using manual recordings of
successive target positions obtained from the radar display.

* Refer to IEC Publication 872: Marine Automatic Radar Plotting Aids (ARPAs).

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3.3.3 The ARPA should continue to track an acquired target which is clearly
distinguishable on the display for 5 out of 10 consecutive scans, provided the
target is not subject to target swap.
3.3.4 The possibility of tracking errors, including target swap, should be minimized
by ARPA design. A qualitative description of the effects of error sources on
the automatic tracking and corresponding errors should be provided to the
user, including the effects of low signal-to-noise and low signal-to-clutter
ratios caused by sea returns, rain, snow, low clouds and non-synchronous
emissions.
3.3.5 The ARPA should be able to display on request with relevant symbols* at
least four equally time-spaced past positions of any targets being tracked
over a period appropriate to the range scale in use. The time-scale of the past
position plot should be indicated. The operating manual should contain an
explanation of what the past position plots represent.

3.4 Display
3.4.1 The display may be a separate or integral part of the ship’s radar. However, the
ARPA display should include all the data required to be provided by a radar
display in accordance with the performance standards for navigational radar
equipment.
3.4.2 The design should be such that any malfunction of ARPA parts producing
data additional to information to be produced by the radar as required by
the performance standards for navigational equipment should not affect the
integrity of the basic radar presentation.
3.4.3 The ARPA facilities should be available on at least 3, 6 and 12 nautical mile
range scales, and there should be a positive indication of the range scale in
use.
3.4.4 ARPA facilities may also be provided on other range scales permitted by
resolution A.477(XII) and, if provided, should comply with these standards.
3.4.5 The ARPA should be capable of operating with a relative motion display with
“north-up” and “course-up” azimuth stabilization. In addition, the ARPA may
also provide for a true motion display. If true motion is provided, the operator
should be able to select for the display either true or relative motion. There
should be a positive indication of the display mode and orientation in use.
3.4.6 The course and speed information generated by the ARPA for acquired targets
should be displayed in a vector or graphic form which clearly indicates the
target’s predicted motion with relevant symbols.* In this regard:
.1 an ARPA presenting predicted information in vector form only should
have the option of both true and relative vectors. There should be an
indication of the vector mode selected and, if true vector mode is selected,
the display should show whether it is sea or ground stabilized;
.2 an ARPA which is capable of presenting target course and speed
information in graphic form should also, on request, provide the target’s
true and/or relative vector;
.3 vectors displayed should be time-adjustable;
.4 a positive indication of the time-scale of the vector in use should be
given; and
.5 if stationary targets are being used for ground referencing, this fact
should be indicated by the relevant symbol.* In this mode, relative
vectors including those of the targets used for ground referencing should
be displayed when requested.

* Refer to IEC Publication 872.

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3.4.7 The ARPA information should not obscure the visibility of radar targets. The
display of ARPA data should be under the control of the radar observer. It
should be possible to cancel the display of unwanted ARPA data within 3 s.
3.4.8 Means should be provided to adjust independently the brilliance of the ARPA
data and radar data, including complete extinction of the ARPA data.
3.4.9 The method of presentation should ensure that the ARPA data are clearly
visible in general to more than one observer in the conditions of light
normally experienced on the bridge of a ship by day and by night. Screening
may be provided to shade the display from sunlight but not to the extent that
it will impair the observer’s ability to maintain a proper look-out. Facilities to
adjust the brightness should be provided.
3.4.10 Provisions should be made to obtain quickly the range and bearing of any
object which appears on the ARPA display.
3.4.11 When a target appears on the radar display and, in the case of automatic
acquisition, enters within the acquisition area chosen by the observer or,
in the case of manual acquisition, has been acquired by the observer, the
ARPA should present in a period of not more than 1 min an indication of the
target’s motion trend, and display within 3 min the target’s predicted motion
in accordance with paragraphs 3.4.6, 3.6, 3.8.2 and 3.8.3.
3.4.12 After changing range scales on which the ARPA facilities are available or
resetting the display, full plotting information should be displayed within a
period of time not exceeding one scan.

3.5 Operational warnings

3.5.1 The ARPA should have the capability to warn the observer with a visual and
audible signal of any distinguishable target which closes to a range or transits
a zone chosen by the observer. The target causing the warning should be
clearly indicated with relevant symbols* on the display.
3.5.2 The ARPA should have the capability to warn the observer with a visual
and audible signal of any tracked target which is predicted to close within
a minimum range and time chosen by the observer. The target causing the
warning should be clearly indicated with relevant symbols* on the display.
3.5.3 The ARPA should clearly indicate if a tracked target is lost, other than out of
range, and the target’s last tracked position should be clearly indicated on the
display.
3.5.4 It should be possible for the observer to activate or de-activate the audible
warning signal.

3.6 Data requirements

3.6.1 The observer should be able to select any tracked target to obtain data. Targets
selected should be marked with the relevant symbol* on the radar display.
If data is required for more than one target at the same time each symbol
should be separately identified, for example with a number adjacent to the
symbol.*
3.6.2 The following data for each selected target should be clearly and unambiguously
identified and displayed immediately and simultaneously in alphanumeric
form outside the radar area:
.1 present range of the target;
.2 present bearing of the target;
.3 predicted target range at the closest point of approach (CPA);

* Refer to IEC Publication 872.

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.4 predicted time to CPA (TCPA);

.5 calculated true course of the target; and
.6 calculated true speed of the target.
3.6.3 The display of the data in paragraphs 3.6.2.5 and 3.6.2.6 should include an
identification of whether the data provided is referenced to sea or ground
stabilization.
3.6.4 When data for several targets is displayed, no fewer than two items listed in
paragraph 3.6.2 should be displayed simultaneously for each target selected.
If the items of data are displayed in pairs for each target, the groupings should
be paragraphs 3.6.2.1 with 3.6.2.2, 3.6.2.3 with 3.6.2.4, and 3.6.2.5 with
3.6.2.6.

3.7 Trial manoeuvre

3.7.1 The ARPA should be capable of simulating the effect on all tracked targets
of an own-ship manoeuvre with or without time delay before manoeuvre
without interrupting the updating of target tracking and display of actual target
alphanumeric data. The simulation should be indicated with the relevant
symbol* on the display.
3.7.2 The operating manual should contain an explanation of the principles
underlying the trial manoeuvre technique adopted including, if provided, the
simulation of own ship’s manoeuvring characteristics.
3.7.3 It should be possible to cancel a trial manoeuvre at any time.

3.8 Accuracy
3.8.1 The ARPA should provide accuracies not less than those given in paragraphs
3.8.2 and 3.8.3 for the four scenarios defined in appendix 2. With the sensor
errors specified in appendix 3, the values given relate to the best possible
manual plotting performance under environmental conditions of ±10° of roll.
3.8.2 An ARPA should present within 1 min of steady state tracking the relative
motion trend of a target with the following accuracy values (95% probability
values).
Data
Relative course Relative speed CPA
(degrees) (knots) (nautical miles)
Scenario

1 11 2.8 1.6

2 7 0.6 –

3 14 2.2 1.8

4 15 1.5 2.0

Note 1: In steady state tracking both own and target ship follow straight line
course at constant speed.
Note 2: Probability values are the same as confidence levels.
3.8.3 An ARPA should present within 3 min of steady state tracking the motion of a
target with the following accuracy values (95% probability values).

* Refer to IEC Publication 872.

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Data
Relative Relative CPA True True speed
TCPA
course speed (nautical course
(min) (knots)
(degrees) (knots) miles) (degrees)
Scenario

1 3.0 0.8 0.5 1.0 7.4 1.2

2 2.3 0.3 – – 2.8 0.8

3 4.4 0.9 0.7 1.0 3.3 1.0

4 4.6 0.8 0.7 1.0 2.6 1.2

3.8.4 When a tracked target, or own ship, has completed a manoeuvre, the system
should present in a period of not more than 1 min an indication of the
target’s motion trend, and display within 3 min the target’s predicted motion,
in accordance with paragraphs 3.4.6, 3.6, 3.8.2 and 3.8.3. In this context,
a “manoeuvre of own ship” should be deemed to consist of an alteration of
course of ±45° in 1 min.
3.8.5 The ARPA should be designed in such a manner that under the most favourable
conditions of own ship’s motion the error contribution from the ARPA should
remain insignificant compared to the errors associated with the input sensors,
for the scenarios of appendix 2.

3.9 Connections with other equipment

3.9.1 The ARPA should not degrade the performance of any equipment providing
sensor inputs, and the connection of the ARPA to any other equipment should
not degrade the performance of that equipment. This requirement should be
met whether the ARPA is operating or not. Additionally, the ARPA should be
designed to comply with this requirement under fault conditions as far as is
practicable.
3.9.2 The ARPA should provide an indication when any input from an external
sensor is absent. The ARPA should also repeat any alarm or status messages
concerning the quality of the input data from its external sensors which may
influence its operation.

3.10 Performance tests and warnings

The ARPA should provide suitable warnings of ARPA malfunction to enable
the observer to monitor the proper operation of the system. Additionally, test
programmes should be available so that the overall performance of ARPA can
be assessed periodically against a known solution. When a test programme is
being executed, the relevant test symbols* should be displayed.

3.11 Sea and ground stabilization

3.11.1 The ARPA should be capable of sea and ground stabilization.
3.11.2 Log and speed indicators providing inputs to ARPA equipment should be
capable of providing the ship’s speed through the water in the fore and aft
direction.
3.11.3 The ground stabilized input may be provided from the log, from an electronic
position-fixing system, if the speed measurement accuracy is in accordance
with the requirements of resolution A.824(19), or from tracked stationary
targets.
3.11.4 The type of input and stabilization in use should be displayed.

* Refer to IEC Publication 872.

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Appendix 1
DEFINITIONS OF TERMS TO BE USED IN CONNECTION
WITH ARPA PERFORMANCE STANDARDS

1 Target means any object fixed or moving whose position and motion is
determined by measurements of range and bearing on radar.
2 Relative course means the direction of motion of a target relative to own ship’s
position expressed as an angular displacement from north. It is deduced from
a number of measurements of target range and bearing on own ship’s radar.
3 Relative speed means the speed of a target relative to own ship’s position. It
is deduced from a number of measurements of target range and bearing on
own ship’s radar.
4 Relative motion means the combination of relative course and relative
speed.
5 True course means the true direction of motion of a target expressed as an
angular displacement from north. It is obtained by a vector combination of
target relative motion and own ship’s true motion.*
6 True speed means the speed of a target obtained by a vector combination of
target relative motion and own ship’s true motion.*
7 True motion means the combination of true course and true speed.
8 True bearing means the direction of a target from own ship or from another
target expressed as an angular displacement from north.
9 Relative bearing means the direction of a target from own ship expressed as
an angular displacement from own ship’s heading.
10 True motion display means a display across which own ship and each target
moves with its own true motion.
11 Relative motion display means a display on which the position of own ship
remains fixed and all targets move relative to own ship.
12 Azimuth stabilized display means a display in which the azimuth orientation
relative to a nominated true bearing is fixed.
13 North-up display means an azimuth stabilized display in which a line
connecting the centre with the top of the display is north true bearing.
14 Course-up display means an azimuth stabilized display in which a line
connecting the centre with the top of the display is own ship’s intended
course.
15 Heading means the direction in which the bows of a ship are pointing
expressed as an angular displacement from north.
16 Target’s predicted motion means a prediction of future target motion based
on linear extrapolation from its present motion as determined by past
measurements of its range and bearing on the radar.
17 Relative vector means the predicted movement of a target relative to own
ship.
18 True vector means the predicted true motion of a target as a result of own
ship’s direction and speed input. The true vector may be either displayed with
reference to the water or to the ground.
19 Acquisition means the process of selecting a target or targets and initiating
their tracking.
20 Tracking means the computer process of observing the sequential changes in
the position of a target in order to establish its motion.

* For the purposes of these definitions there is no need to distinguish between sea and ground
stabilization.

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21 Target swap means a situation in which the incoming radar data for a tracked
target becomes incorrectly associated with another tracked target or a non-
tracked radar echo.
22 Acquisition area means an area set up by the observer which should
automatically acquire a target when it enters such an area.
23 History means equally time-spaced past position of a target which is being
tracked. The history may be relative or true.
24 Trails means tracks displayed by the radar echoes of targets in the form of a
synthetic afterglow. The trails may be either relative or true. The true trails may
be sea or ground stabilized.
25 Echo reference means a facility for indicating that a particular fixed
navigational mark which is being tracked is to be used as a ground stabilized
reference.
26 Trial manoeuvre means a facility to assist the observer in making the correct
manoeuvre for navigation and collision avoidance purposes.
27 Suppressed area means an area set up by the observer within which targets
are not acquired.
28 ERBL means the electronic range and bearing line used to measure bearings
and/or ranges.
29 CPA/TCPA stands for closest point of approach (CPA) and time to closest point
of approach (TCPA) limits from own ship as defined by the observer, to give
warning of when a tracked target or targets will close to within these limits.
30 Bow passing prediction is the situation associated with a target which is
crossing or predicted to cross ahead of own ship.
31 Bad echo is the name associated with a tracked target which appears to have
been temporarily lost or which has a poorly defined radar aspect, so that it
does not have tracking ability.
32 Lost target is the name associated with a target that is no longer being tracked
due to having been lost or obscured.
33 Sea stabilization is a mode of display whereby own ship and all targets are
referenced to the sea, using gyro heading and single axis log water speed
inputs.
34 Ground stabilization is a mode of display whereby own ship and all targets
are referenced to the ground, using ground track or set and drift inputs.
35 Predicted points of collision is a graphical representation of where predicted
collision intercept points lie with respect to own ship and other targets.
36 PAD means the predicted area of danger defined around a predicted close
quarter situation area. The size is determined by speed ratios between own
ship and the target in question and CPA distance limits as defined by the
observer.
37 Map lines means the navigational facility whereby the observer can define
lines to indicate channels or traffic separation schemes. Sometimes called
Nav lines, these lines require ground stabilization to stop them drifting.

Note: Where reference is made to target range, bearing, relative course, relative
speed, closest point of approach (CPA) or time to closest point of approach
(TCPA), these measurements are made with respect to the radar antenna.

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Appendix 2
OPERATIONAL SCENARIOS
For each of the following scenarios, predictions are made at the target position defined
after previously tracking for the appropriate time of 1 or 3 min:

Scenario 1
Own ship course 000°
Own ship speed 10 knots
Target range 8 nautical miles
Bearing of target 000°
Relative course of target 180°
Relative speed of target 20 knots

Scenario 2
Own ship course 000°
Own ship speed 10 knots
Target range 1 nautical mile
Bearing of target 000°
Relative course of target 090°
Relative speed of target 10 knots

Scenario 3
Own ship course 000°
Own ship speed 5 knots
Target range 8 nautical miles
Bearing of target 045°
Relative course of target 225°
Relative speed of target 20 knots

Scenario 4
Own ship course 000°
Own ship speed 25 knots
Target range 8 nautical miles
Bearing of target 045°
Relative course of target 225°
Relative speed of target 20 knots

Appendix 3
SENSOR ERRORS
The accuracy figures quoted in paragraph 3.8 of these Standards are based upon
the following sensor errors and are appropriate to equipment complying with the
performance standards for shipborne navigational equipment.
Note: σ means “standard deviation”.

Radar
Target glint (scintillation) (for 200 m length target)
Along length of target σ = 30 m (normal distribution)
Across beam of target σ = 1 m (normal distribution)
Roll/pitch bearing. The bearing error will peak in each of the four quadrants around
own ship for targets on relative bearings of 045°, 135°, 225° and 315°, and will be
zero at relative bearings of 000°, 090°, 180° and 270°. This error has a sinusoidal
variation at twice the roll frequency.
For a 10° roll the mean error is 0.22° with a 0.22° peak sine wave superimposed.

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Beam shape – assumed normal distribution giving bearing error with

σ = 0.05
Pulse shape – assumed normal distribution giving range error with
σ = 20 m
Antenna backlash – assumed rectangular distribution giving bearing error
± 0.05° maximum

Quantization
Bearing – rectangular distribution ±0.1° maximum
Range – rectangular distribution ±0.01 nautical miles maximum
Bearing encoder assumed to be running from a remote synchro giving bearing errors
with a normal distribution σ = 0.03°.

Gyro-compass
Calibration error 0.5°
Normal distribution about this with σ = 0.12°

Log
Calibration error 0.5 knots
Normal distribution about this, 3σ = 0.2 knots.

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3.4
Resolution A.820(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR NAVIGATIONAL

RADAR EQUIPMENT FOR HIGH-SPEED CRAFT

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO resolution MSC.36(63) by which the Maritime Safety Committee, on
20 May 1994, adopted the International Code of Safety for High-Speed Craft (HSC
Code),
RECALLING FURTHER resolution 1 by which the Conference of Contracting Governments
to the International Convention for the Safety of Life at Sea (SOLAS), 1974, on 24
May 1994, adopted amendments to the 1974 SOLAS Convention, including a new
chapter X on safety measures for high-speed craft, which makes the provisions of the
HSC Code mandatory under that Convention for all such craft constructed on or after
1 January 1996,
BEARING IN MIND section 13.13 of the HSC Code which requires that all navigational
equipment to which chapter 13 applies should conform to performance standards not
inferior to those adopted by the Organization,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fourth session,
1. ADOPTS the Recommendation on Performance Standards for Navigational Radar
Equipment for High-Speed Craft set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that navigational radar equipment required
to be carried on high-speed craft conform to performance standards not inferior to
those set out in the annex to the present resolution;
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
NAVIGATIONAL RADAR EQUIPMENT FOR HIGH-SPEED CRAFT

1 INTRODUCTION
1.1 The radar equipment is intended for installation in high-speed craft (HSC)
with the following characteristics:
.1 a maximum speed of 70 knots;

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.2 a maximum rate of turn 20°/s; and

.3 a normal range of operation between latitudes 70°N and 70°S.
1.2 In addition to the general requirements contained in resolution A.694(17), the
radar equipment should comply with the following minimum performance
requirements.

2 GENERAL
The radar equipment should provide an indication, in relation to the craft,
of the position of other surface craft, obstructions, buoys, shorelines and
navigational marks, in a manner which will assist in navigation and in
avoiding collision.

3 RANGE PERFORMANCE
The operational requirement, where the radar antenna is mounted 7.5 m
above sea level, is that the equipment should give a clear indication of surface
objects, such as for example, a navigational buoy having an effective echoing
area of approximately 10 m2 at 2.5 nautical miles in the absence of clutter.

4 MINIMUM RANGE
The surface objects specified in paragraph 3 should be clearly displayed from
a minimum range of 35 m up to a range of 1 nautical mile, without the need
to change the setting of controls other than the range selector.

5 DISPLAY
5.1 The equipment should, without external magnification, provide a multi-
colour daylight display with an effective radar picture diameter of not less
than 250 mm.
5.2 Day and night colours should be provided; it should be possible to adjust
brightness.
5.3 The equipment should provide the following set of range scales of display:
0.25, 0.5, 0.75, 1.5, 3, 6, 12, and 24 nautical miles.
5.4 Additional range scales may be provided.
5.5 The range scale displayed and, when in use, the distance between range rings
should be clearly indicated.
5.6 Off-centre facilities should be provided of at least a minimum of 50% and not
more than 75% of range scale in use.

6 RANGE MEASUREMENT
6.1 Fixed electronic range rings should be provided for range measurements as
follows:
.1 on the range scales of 0.25, 0.5 and 0.75 nautical miles, at least two
range rings; and
.2 on all other range scales, six range rings.
6.2 A variable electronic range marker should be provided with a numeric
readout of range.
6.3 The fixed range rings and the variable range marker should enable the range
of an object to be measured with an error not exceeding 1% of the maximum
range of the scale in use, or 30 m, whichever is the greater.

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6.4 It should be possible to vary the brilliance of the fixed range rings and the
variable marker and to remove them completely from the display.

7 HEADING INDICATOR
7.1 The heading of the craft should be indicated by a line on the display with a
maximum error not greater than ±1°. The thickness of the display heading
should not be greater than 0.5° measured at maximum range at the edge of
the screen.
7.2 Provision should be made to switch off the heading indicator by a device
which cannot be left in the “heading marker off” position.

8 BEARING MEASUREMENT
8.1 Provision should be made to obtain quickly the bearing of any object whose
echo appears on the display.
8.2 The means provided for obtaining bearing should enable the bearing of a
target whose echo appears at the edge of the display to be measured with an
accuracy of ±1° or better.
8.3 A minimum of two lines for parallel indexing should be available.

9 DISCRIMINATION
9.1 The equipment should be capable of displaying as separate indications on a
range scale of 1 nautical mile or less, in the absence of sea clutter, two 10 m2
targets at a range of between 50% and 100% of the range scale in use, and
on the same azimuth, separated by not more than 35 m in range.
9.2 The equipment should be capable of displaying as separate indications two
(10 m2) targets both situated at the same range between 50% and 100% of
1 nautical mile range, on the 1.5 nautical mile range scale and separated by
not more than 2.5° for X-band radars and 4° for S-band radars.

10 ROLL OR PITCH
The performance of the equipment should be such that when the craft is
rolling and pitching up to ±10° the range performance requirements of
paragraphs 3 and 4 continue to be met.

11 SCAN
The scan should be clockwise, continuous and automatic through 360° of
azimuth. The scan rate should not be less than 40 r.p.m. The equipment
should operate satisfactorily in relative wind speeds of up to 100 knots.

12 AZIMUTH STABILIZATION
12.1 Means should be provided to enable the display to be stabilized in azimuth
by an approved directional sensor. The equipment should be provided with
an approved directional sensor input to enable it to be stabilized in azimuth.
The accuracy of alignment with the approved directional sensor transmission
should be within 0.5°, with a rate of turn of 20°/s.
12.2 The equipment should operate satisfactorily in the unstabilized mode when
the main approved directional sensor is inoperative.

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13 PERFORMANCE CHECK
Means should be available, while the equipment is used operationally, to
determine readily significant drops in performance relative to calibration
standard established at the time of installation, and that the equipment is
correctly tuned in the absence of targets.

14 ANTI-CLUTTER DEVICES
Suitable means should be provided for the suppression of unwanted echoes,
i.e. from sea clutter, rain and other forms of precipitation, clouds and
sandstorms. It should be possible to adjust manually and continuously the
anti-clutter controls.

15 OPERATION
15.1 The equipment should be capable of being switched on and operated from
the place at which the navigator normally operates the high-speed craft.
15.2 Operator controls should be accessible and easy to identify and use.
Where symbols are used, they should comply with the recommendation
of the Organization on symbols for control on marine navigational radar
equipment.
15.3 After switching from cold, the system should be operational within 4 min.
15.4 A standby condition should be provided from which the equipment can be
brought to an operational condition within 15 s.

16 INTERFERENCE
After installation and adjustment on board, the bearing accuracy as
prescribed in these performance standards should be maintained without
further adjustment, irrespective of the movement of the craft in the earth’s
magnetic field.

17 DISPLAY MODES
17.1 The equipment should be capable of operating both in relative and in true
motion.
17.2 The radar origin should be capable of being offset to at least 50% and not
more than 75% of the radius of the display.
17.3 Where sea or ground stabilization is provided, the accuracy and discrimination
of the display should be at least equivalent to that required by these
performance standards.

18 ANTENNA SYSTEM
18.1 The design of the antenna system should enable it to be installed in such a
manner that the operational efficiency of the radar system as a whole is not
substantially impaired.
18.2 The antenna system should be so designed as to withstand the forces expected
to be experienced by such craft.

19 OPERATION WITH RADAR BEACONS

19.1 All radars operating in the 3 cm band should be capable of operating in a
horizontally polarized mode.
19.2 It should be possible to switch off any signal processing facilities which might
prevent a radar beacon from being shown on the radar display.

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20 MULTIPLE RADAR INSTALLATIONS

Where it is required that two radar installations be carried, they should be
so installed that each radar can be operated individually and both can be
operated independently.

21 INTERFACE
21.1 The radar system should be capable of receiving information from equipment
such as gyro-compass, speed and distance measurement equipment (SDME)
and electronic position-fixing systems (EPFS) in accordance with international
standards.*
21.2 The radar should provide an indication when any input from an external
sensor is absent. The radar should also repeat any alarms on status messages
concerning the quality of the input data from its external sensors which may
influence its operation.

22 NAVIGATIONAL INFORMATION
The radar display should be capable of presenting in graphical form positions
and navigational track lines, e.g. way-points and tracks between way-points,
in addition to radar information. The source of the graphical information
should be clearly indicated.

23 TARGET TRAILS
Target trails should be displayed by the radar echoes of targets in the form of
synthetic afterglow. The trails may be either relative or true. The true trails may
be sea or ground stabilized.

* Refer to IEC Publication 1162: 1994.

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II/4
Electronic chart display and information
systems (ECDIS)

4.1(a)
Resolution A.817(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR ELECTRONIC CHART

DISPLAY AND INFORMATION SYSTEMS (ECDIS)

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulation V/20 of the International Convention for the Safety of Life at
Sea (SOLAS), 1974, which requires all ships to carry adequate and up-to-date charts,
sailing directions, lists of lights, notices to mariners, tide tables and all other nautical
publications necessary for the intended voyage,
NOTING that the up-to-date charts required by SOLAS regulation V/20 can be provided
and displayed electronically on board ships by electronic chart display and information
systems (ECDIS), and that the other nautical publications required by regulation V/20
may also be so provided and displayed,
RECOGNIZING the need to prepare performance standards for ECDIS in order to ensure
the operational reliability of such equipment, and to ensure that the information
provided and displayed electronically is at least equivalent to that of up-to-date
charts and, when also provided and displayed, other nautical publications, and to
avoid, as far as practicable, adverse interaction between ECDIS and other shipborne
navigational and communication equipment,
NOTING FURTHER that the International Hydrographic Organization (IHO) has, in
cooperation with IMO, developed complementary recommendations on electronic
navigational charts, thereby standardizing the database and the content, structure and
format of the information provided and displayed,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-third session,
1. ADOPTS the Recommendation on Performance Standards for Electronic Chart
Display and information Systems (ECDIS) set out in the annex to the present
resolution;
2. RECOMMENDS Governments to ensure that ECDIS used on ships entitled to fly their
flag conform to performance standards not inferior to those set out in the annex to the
present resolution;
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary;
4. ALSO REQUESTS the Maritime Safety Committee to ensure that any proposed
amendments to this resolution are agreed with IHO prior to adoption.

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Annex
PERFORMANCE STANDARDS FOR ELECTRONIC CHART DISPLAY
AND INFORMATION SYSTEMS (ECDIS)

1 INTRODUCTION

1.1 The primary function of the ECDIS is to contribute to safe navigation.

1.2 ECDIS, with adequate back-up arrangements, may be accepted as complying
with the up-to-date charts required by regulation V/20 of the 1974 SOLAS
Convention.
1.3 In addition to the general requirements for shipborne radio equipment
forming part of the global maritime distress and safety system (GMDSS) and
the requirements for electronic navigational aids contained in IMO resolution
A.694(17),* ECDIS should meet the requirements of this performance
standard.
1.4 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.
1.5 ECDIS should facilitate simple and reliable updating of the electronic
navigational chart.
1.6 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.
1.7 ECDIS should have at least the same reliability and availability of presentation
as the paper chart published by government-authorized hydrographic
offices.
1.8 ECDIS should provide appropriate alarms or indications with respect to the
information displayed or malfunction of the equipment (see appendix 5).

2 DEFINITIONS
For the purpose of these performance standards:
2.1 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.
2.2 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.
2.3 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

* Refer to IEC Publication 945 (see appendix 1).

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Electronic chart display and information systems (ECDIS) – 4.1(a)

functions, and is the equivalent to an up-to-date paper chart. The SENC may
also contain information from other sources.
2.4 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.
2.5 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.
2.6 Further information on ECDIS definitions may be found in IHO Special
Publication S-52, appendix 3 (see appendix 1).

3 DISPLAY OF SENC INFORMATION

3.1 ECDIS should be capable of displaying all SENC information.
3.2 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 (see appendix 2).
3.3 ECDIS should present the standard display at any time by a single operator
action.
3.4 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.
3.5 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.
3.6 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.
3.7 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.
3.8 The ENC and all updates to it should be displayed without any degradation of
their information content.
3.9 ECDIS should provide a means of ensuring that the ENC and all updates to it
have been correctly loaded into the SENC.
3.10 The ENC data and updates to it should be clearly distinguishable from other
displayed information, such as, for example, that listed in appendix 3.

4 PROVISION AND UPDATING* OF CHART INFORMATION

4.1 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.
4.2 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.
4.3 It should not be possible to alter the contents of the ENC.
4.4 Updates should be stored separately from the ENC.

* Appendix 1 to IHO Special Publication S-52 (see appendix 1).

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4.5 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.
4.6 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.
4.7 ECDIS should keep a record of updates, including time of application to the
SENC.
4.8 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.

5 SCALE
ECDIS should provide an indication of whether:
.1 the information is displayed at a larger scale than that contained in the
ENC; or
.2 own ship’s position is covered by an ENC at a larger scale than that
provided by the display.

6 DISPLAY OF OTHER NAVIGATIONAL INFORMATION

6.1 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.
6.2 ECDIS and added navigational information should use a common reference
system. If this is not the case, an indication should be provided.
6.3 Radar
6.3.1 Transferred radar information may contain both the radar image and ARPA
information.
6.3.2 If the radar image is added to the ECDIS display, the chart and the radar image
should match in scale and in orientation.
6.3.3 The radar image and the position from the position sensor should both be
adjusted automatically for antenna offset from the conning position.
6.3.4 It should be possible to adjust the displayed position of the ship manually so
that the radar image matches the SENC display.
6.3.5 It should be possible to remove the radar information by single operator
action.

7 DISPLAY MODE AND GENERATION OF THE NEIGHBOURING AREA

7.1 It should always be possible to display the SENC in a ‘‘north-up” orientation.
Other orientations are permitted.
7.2 ECDIS should provide for true motion mode. Other modes are permitted.
7.3 When true motion mode is in use, reset and generation of the neighbouring
area should take place automatically at a distance from the border of the
display determined by the mariner.
7.4 It should be possible manually to change the chart area and the position of
own ship relative to the edge of the display.

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Electronic chart display and information systems (ECDIS) – 4.1(a)

8 COLOURS AND SYMBOLS

8.1 IHO recommended colours and symbols should be used to represent SENC
information.*
8.2 The colours and symbols other than those mentioned in paragraph 8.1 should
be those used to describe the navigational elements and parameters listed in
appendix 3 and published by IEC.†
8.3 SENC information, when displayed at the scale specified in the ENC, should
use the specified size of symbols, figures and letters.* †
8.4 ECDIS should allow the mariner to select whether own ship is displayed in
true scale or as a symbol.

9 DISPLAY REQUIREMENTS
9.1 ECDIS should be capable of displaying information for:
.1 route planning and supplementary navigation tasks; and
.2 route monitoring.
9.2 The effective size of the chart presentation for route monitoring should be at
least 270 mm × 270 mm.
9.3 The display should be capable of complying with the colour and resolution
recommendations of IHO.*
9.4 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.

10 ROUTE PLANNING, MONITORING AND VOYAGE RECORDING

10.1 It should be possible to carry out route planning and route monitoring in a
simple and reliable manner.
10.2 ECDIS should be designed following ergonomic principles for user-friendly
operation.
10.3 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
according to appendix 5.
10.4 Route planning
10.4.1 It should be possible to carry out route planning including both straight and
curved segments.
10.4.2 It should be possible to adjust a planned route by, for example:
.1 adding waypoints to a route;
.2 deleting waypoints from a route;
.3 changing the position of a waypoint; and
.4 changing the order of the waypoints in the route.
10.4.3 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.

* Appendix 2 to IHO Special Publication S-52 (see appendix 1).

†
Refer to IEC Publication 1174.

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10.4.4 An indication is required if the mariner plans a route across an own ship’s
safety contour.
10.4.5 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
(see appendix 4).
10.4.6 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.
10.5 Route monitoring
10.5.1 For route monitoring the selected route and own ship’s position should appear
whenever the display covers that area.
10.5.2 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.
10.5.3 ECDIS should give an alarm if the ship, within a specified time set by the
mariner, is going to cross the safety contour.
10.5.4 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 (see appendix 4).
10.5.5 An alarm should be given when the specified limit for deviation from the
planned route is exceeded.
10.5.6 The ship’s position should be derived from a continuous positioning system
of an 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.
10.5.7 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.
10.5.8 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.
10.5.9 The positioning system and the SENC should be on the same geodetic datum.
ECDIS should give an alarm if this is not the case.
10.5.10 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.
10.5.11 It should be possible to display:
.1 time-labels along ship’s track, manually on demand and automatically at
intervals selected between 1 and 120 m; and
.2 an adequate number of: points, free movable electronic bearing lines,
variable and fixed range markers and other symbols required for
navigation purposes and specified in appendix 3.

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10.5.12 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.
10.5.13 It should be possible to adjust the ship’s geographical position manually.
This manual adjustment should be noted alphanumerically on the screen,
maintained until altered by the mariner, and automatically recorded.
10.6 Voyage recording
10.6.1 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 h. The following data should be recorded at one-
minute intervals:
.1 to ensure a record of own ship’s past track: time, position, heading, and
speed; and
.2 to ensure a record of official data used: ENC source, edition, date, cell
and update history.
10.6.2 In addition, ECDIS should record the complete track for the entire voyage,
with time marks at intervals not exceeding 4 h.
10.6.3 It should not be possible to manipulate or change the recorded information.
10.6.4 ECDIS should have the capability to preserve the record of the previous 12 h
and of the voyage track.

11 ACCURACY
11.1 The accuracy of all calculations performed by ECDIS should be independent
of the characteristics of the output device and should be consistent with the
SENC accuracy.
11.2 Bearings and distances drawn on the display, or those measured between
features already drawn on the display, should have an accuracy no less than
that afforded by the resolution of the display.

12 CONNECTIONS WITH OTHER EQUIPMENT*

12.1 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.
12.2 ECDIS should be connected to systems providing continuous position-fixing,
heading and speed information.

13 PERFORMANCE TESTS, MALFUNCTION ALARMS AND INDICATIONS

13.1 ECDIS should be provided with means for carrying out on-board tests of
major functions either automatically or manually. In case of a failure, the test
should display information to indicate which module is at fault.
13.2 ECDIS should provide a suitable alarm or indication of system malfunction.

14 BACK-UP ARRANGEMENTS
Adequate back-up arrangements should be provided to ensure safe navigation
in case of an ECDIS failure.

* Refer to IEC Publication 1162.

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.1 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.
.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.

15 POWER SUPPLY
15.1 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.
15.2 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.

Appendix 1
REFERENCE DOCUMENTS
The following international organizations have developed technical standards and
specifications, as listed below, for use in conjunction with this standard. The latest
edition of these documents should be obtained from the organization concerned.

INTERNATIONAL HYDROGRAPHIC ORGANIZATION (IHO)

Address: Directing Committee
International Hydrographic Bureau
BP 445
98011 Monaco CEDEX Phone: + 377 93 50 65 87
Principality of Monaco Fax: + 377 93 25 20 03

Publications
Special Publication No. S-52, Provisional Specifications for Chart Content and Display
of ECDIS, 2nd Edition, September 1992.
S-52 appendix 1, “Report of the IHO (COE) Working Group on Updating the
Electronic Chart”, 1st Edition, June 1990.
S-52 appendix 2, “Provisional Colour and Symbol Specifications for ECDIS”, 1st
Edition, February 1991.
S-52 appendix 3, “Glossary of ECDIS-Related Terms”, 1st Edition, July 1991.
Special Publication No. S-57, IHO Transfer Standard for Digital Hydrographic Data.

INTERNATIONAL ELECTROTECHNICAL COMMISSION (IEC)

Address: IEC Central Office
3 rue de Varembé
PO Box 131
1211 Geneva 20 Phone: + 41 22 734 01 50
Switzerland Fax: + 41 22 733 38 43

Publications
IEC Publication 1174, Electronic Chart Display and Information System (ECDIS).
IEC Publication 945, General Requirements for Shipborne Radio Equipment Forming
Part of the Global Maritime Distress and Safety System and Marine Navigational
Equipment.
IEC Publication 1162, Digital Interfaces – Navigation and Radiocommunication
Equipment On Board Ship.

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Appendix 2
SENC INFORMATION AVAILABLE FOR DISPLAY DURING
ROUTE PLANNING AND ROUTE MONITORING
1 Display base, permanently retained on the ECDIS display, consisting of:
.1 coastline (high water);
.2 own ship’s safety contour, to be selected by the mariner;
.3 indication of isolated underwater dangers at depths of less than the safety
contour which lie within the safe waters defined by the safety contour;
.4 indication of isolated dangers which lie within the safe water defined by
the safety contour such as bridges, overhead wires, etc., including buoys
and beacons, whether or not these are being used as aids to navigation;
.5 traffic routeing systems;
.6 scale, range, orientation and display mode; and
.7 units of depth and height.
2 Standard display, to be displayed when the chart is first displayed by ECDIS,
consisting of:
.1 display base
.2 drying line
.3 indication of fixed and floating aids to navigation
.4 boundaries of fairways, channels, etc.
.5 visual and radar conspicuous features
.6 prohibited and restricted areas
.7 chart scale boundaries
.8 indication of cautionary notes
3 All other information, displayed individually on demand, for example:
.1 spot soundings
.2 submarine cables and pipelines
.3 ferry routes
.4 details of all isolated dangers
.5 details of aids to navigation
.6 contents of cautionary notes
.7 ENC edition date
.8 geodetic datum
.9 magnetic variation
.10 graticule
.11 place names

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Appendix 3
NAVIGATIONAL ELEMENTS AND PARAMETERS*
1 Own ship
.1 Past track with time marks for primary track
.2 Past track with time marks for secondary track
2 Vector for course and speed made good
3 Variable range marker and/or electronic bearing line
4 Cursor
5 Event
.1 Dead reckoning position and time (DR)
.2 Estimated position and time (EP)
6 Fix and time
7 Position line and time
8 Transferred position line and time
.1 Predicted tidal stream or current vector with effective time and strength
(in box)
.2 Actual tidal stream or current vector with effective time and strength (in
box)
9 Danger highlight
10 Clearing line
11 Planned course and speed to make good. Speed is shown in box
12 Waypoint
13 Distance to run
14 Planned position with date and time
15 Visual limits of lights arc to show rising/dipping range
16 Position and time of “wheelover”

Appendix 4
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 under paragraphs 10.4.5 and 10.5.4:
Traffic separation zone
Traffic routeing scheme crossing or roundabout
Traffic routeing scheme precautionary area
Two-way traffic route
Deep-water route
Recommended traffic lane
Inshore traffic zone
Fairway
Restricted area
Caution area

* Refer to IEC Publication 1174.

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Offshore production area

Areas to be avoided
Military practice area
Seaplane landing area
Submarine transit lane
Ice area
Channel
Fishing ground
Fishing prohibited
Pipeline area
Cable area
Anchorage area
Anchorage prohibited
Dumping ground
Spoil ground
Dredged area
Cargo transshipment area
Incineration area
Specially protected areas

Appendix 5
ALARMS AND INDICATORS

Section Requirements Information

10.3 Alarm or Indication Largest scale for alarm
10.4.6 Alarm Exceeding off-track limits
10.5.3 Alarm Crossing safety contour
10.5.4 Alarm or Indication Area with special conditions
10.5.5 Alarm Deviation from route
10.5.8 Alarm Approach to critical point
10.5.9 Alarm Different geodetic datum
13.2 Alarm or Indication Malfunction of ECDIS
5.1 Indication Information overscale
5.2 Indication Larger scale ENC available
6.2 Indication Different reference system
10.4.4 Indication Route planning across safety contour
10.4.5 Indication Route planning across specified area
10.5.7 Indication Positioning system failure
13.1 Indication System test failure

In this Performance Standard the definitions of indicators and alarms provided in the
IMO publication Code on Alarms and indicators (IMO-867E) apply.
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.

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4.1(b)
Resolution MSC.64(67) – Adopted on 4 December 1996

ADOPTION OF NEW AND AMENDED

PERFORMANCE STANDARDS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED new performance standards and amendments to existing
performance standards adopted by the Assembly prepared by the forty-second session
of the Sub-Committee on Safety of Navigation,
1. ADOPTS the following new and recommended performance standards, set out in
annexes 1 to 2 to the present resolution:*
(a) Recommendation on Performance Standards for Integrated Bridge Systems
(IBS) (annex 1);
(b) Recommendation on Performance Standards for Shipborne DGPS and
DGLONASS Maritime Radio Beacon Receiver Equipment (annex 2);
2. ALSO ADOPTS the amendments to the following performance standards adopted by
the Assembly, set out in annexes 3 to 5 to the present resolution:*
(a) Resolution A.342(IX) – Recommendation on Performance Standards for
Automatic Pilots (annex 3);
(b) Resolution A.447(XII) – Recommendation on Performance Standards for
Radar Equipment (annex 4);
(c) Resolution A.817(19) – Recommendation on Performance Standards for
Electronic Chart Display and Information Systems (ECDIS) (annex 5);
3. RECOMMENDS Member Governments to ensure that:
(a) integrated bridge systems (IBS), shipborne DGPS and DGLONASS maritime
radio beacon receiver equipment and electronic chart display and information
systems (ECDIS) installed on or after 1 January 1999 conform to performance
standards not inferior to those set out in annexes 1, 2 and 5 to the present
resolution;*

* Note: Only annex 5 to resolution MSC.64(67) is reproduced here. The other annexes are reproduced
in the relevant chapters of the present publication.

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(b) heading control systems and radar equipment installed on or after 1 January
1999 conform respectively to performance standards not inferior to those set
out in annexes 3 and 4 to the present resolution;*
(c) automatic pilots and radar equipment installed before 1 January 1999
conform at least to the performance standards set out in resolutions
A.342(IX) and A.477(XII), respectively.

Annex 5
Amendment to resolution A.817(19):
PERFORMANCE STANDARDS FOR ELECTRONIC CHART DISPLAY
AND INFORMATION SYSTEMS (ECDIS)†

Appendix 6
BACK-UP REQUIREMENTS

1 INTRODUCTION
As prescribed in section 14 of this Performance Standard, adequate
independent back-up arrangements should be provided to ensure safe
navigation in case of ECDIS failure. Such arrangements include:
.1 facilities enabling a safe take-over of the ECDIS functions in order to
ensure that an ECDIS failure does not result in a critical situation; and
.2 a means to provide for safe navigation for the remaining part of the
voyage in case of ECDIS failure.

2 PURPOSE
The purpose of an ECDIS back-up system is to ensure that safe navigation is
not compromised in the event of ECDIS failure. This should include a timely
transfer to the back-up system during critical navigation situations. The back-
up system shall allow the vessel to be navigated safely until the termination
of the voyage.

3 FUNCTIONAL REQUIREMENTS
3.1 Required functions and their availability

3.1.1 Presentation of chart information

The back-up system should display in graphical (chart) form the relevant
information of the hydrographic and geographic environment which is
necessary for safe navigation.

3.1.2 Route planning

The back-up system should be capable of performing the route planning
functions, including:
.1 taking over of the route plan originally performed on the ECDIS; and
.2 adjusting a planned route manually or by transfer from a route planning
device.

* Note: Only annex 5 to resolution MSC.64(67) is reproduced here. The other annexes are
reproduced in the relevant chapters of the present publication.
†
The present amendment comprises annex 5 to resolution MSC.64(67) and adds a new appendix to
the annex to resolution A.817(19).

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3.1.3 Route monitoring

The back-up system should enable a take-over of the route monitoring
originally performed by the ECDIS, and provide at least the following
functions:
.1 plotting own ship’s position automatically, or manually on a chart;
.2 taking courses, distances and bearings from the chart;
.3 displaying the planned route;
.4 displaying time labels along ship’s track; and
.5 plotting an adequate number of points, bearing lines, range markers,
etc., on the chart.

3.1.4 Display information

If the back-up is an electronic device, it should be capable of displaying at
least the information equivalent to the standard display as defined in this
performance standard.

3.1.5 Provision of chart information

.1 The chart information to be used should be the latest editions of that
originated by a government hydrographic office, and based on IHO
standards.
.2 It should not be possible to alter the contents of the electronic chart
information.
.3 The chart or chart data edition and issuing date should be indicated.

3.1.6 Updating
The information displayed by the ECDIS back-up arrangements should be up-
to-date for the entire voyage.

3.1.7 Scale
If an electronic device is used, it should provide an indication:
.1 if the information is displayed at a larger scale than that contained in the
database; and
.2 if own ship’s position is covered by a chart at a larger scale than that
provided by the system.
3.1.8 If radar and other navigational information are added to an electronic back-
up display, all the corresponding requirements of this performance standard
should be met.
3.1.9 If an electronic device is used, the display mode and generation of the
neighbouring area should be in accordance with section 7 of this performance
standard.

3.1.10 Voyage recording

The back-up arrangements should be able to keep a record of the ship’s actual
track, including positions and corresponding times.

3.2 Reliability and accuracy

3.2.1 Reliability
The back-up arrangements should provide reliable operation under prevailing
environmental and normal operating conditions.

3.2.2 Accuracy
Accuracy shall be in accordance with section 11 of this performance
standard.

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3.3 Malfunctions, warnings, alarms and indications

If an electronic device is used, it should provide a suitable indication of
system malfunction.

4 OPERATIONAL REQUIREMENTS
4.1 Ergonomics
If an electronic device is used, it should be designed in accordance with the
ergonomic principles of ECDIS.
4.2 Presentation of information
4.2.1 Colours and symbols used in the back-up arrangements should be based on
IHO recommendations.
4.2.2 If an electronic device is used, the effective size of the chart presentation shall
be in accordance with section 9.2 of this performance standard.

5 POWER SUPPLY
If an electronic device is used:
.1 the back-up power supply should be separate from the ECDIS; and
.2 conform to the requirements in this ECDIS performance standard.

6 CONNECTIONS WITH OTHER EQUIPMENT

6.1 If an electronic device is used, it should:
.1 be connected to systems providing continuous position-fixing capability;
and
.2 not degrade the performance of any equipment providing sensor input.
6.2 If radar with selected parts of the ENC chart information overlay is used as an
element of the back-up, the radar should comply with resolution A.477(XII),
as amended.

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4.1(c)
Resolution MSC.86(70) – Adopted on 8 December 1998

ADOPTION OF NEW AND AMENDED PERFORMANCE

STANDARDS FOR NAVIGATIONAL EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED new performance standards and amendments to existing
performance standards adopted by the Assembly and prepared by the forty-fourth
session of the Sub-Committee on Safety of Navigation,
1. ADOPTS the following new recommended performance standards, set out in
annexes 1 to 3 to the present resolution:
.1 Recommendation on Performance Standards for Sound Reception Systems
(annex 1);
.2 Recommendation on Performance Standards for Marine Transmitting
Magnetic Heading Devices (TMHDs) (annex 2); and
.3 Recommendation on Performance Standards for an Integrated Navigation
System (annex 3);
2. ADOPTS ALSO the amendments to the Recommendation on Performance Standards
for Electronic Chart Display and Information Systems (ECDISs) (resolution A.817(19))
set out in page II/4.1(c) to the present resolution;
3. RECOMMENDS Member Governments to ensure that:
.1 sound reception systems, marine transmitting heading devices and integrated
navigation systems installed on or after 1 January 2000 conform to
performance standards not inferior to those set out in annexes 1 to 3 to the
present resolution;
.2 ECDIS installed on or after 1 January 2000 conform, respectively, to
performance standards not inferior to those set out in resolution A.817(19),
as amended, and annex 4 to the present resolution;
.3 ECDIS installed on 1 January 1999 and before 1 January 2000 conform
at least to the performance standards set out in resolution A.817(19), as
amended by resolution MSC.64(67), annex 5; and
.4 ECDIS installed before 1 January 1999 conform at least to performance
standards set out in resolution A.817(19)

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Annex 4
AMENDMENTS TO THE RECOMMENDATION ON PERFORMANCE
STANDARDS FOR ELECTRONIC CHART DISPLAY AND
INFORMATION SYSTEMS (ECDISs) (Resolution A.817(19))
Add a new paragraph 1.9:
“1.9 When the relevant chart information is not available in the appropriate form
(see section 4), some ECDIS equipment may operate in the Raster Chart
Display System (RCDS) mode as defined in appendix 7. Unless otherwise
specified in appendix 7, the RCDS mode of operation should conform to
performance standards not inferior to those set out in this annex.”
Modify paragraph 10.5.7 as follows:
“10.5.7 ECDIS should provide an alarm 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.”
In appendix 5, paragraph 10.5.7 change the word “indication” to “alarm”.
Add a new appendix 7 to the annex to the resolution:

“Appendix 7
RCDS MODE OF OPERATION
Whenever in this appendix a reference is made to provisions of the annex related to
ECDIS, ECDIS should be substituted by RCDS, SENC by SRNC and ENC by RNC, as
appropriate.
All paragraphs of the annex related to ECDIS are indicated as to whether they apply
to RCDS, do not apply to RCDS, or are modified in order to apply to RCDS. These
paragraphs are followed by additional requirements for ECDIS equipment in the RCDS
mode.

1 INTRODUCTION
1.1 Paragraph applies to RCDS.
1.2 When operating in the RCDS mode, ECDIS equipment should be used
together with an appropriate portfolio of up-to-date paper charts.
1.3–1.7 Paragraphs apply to RCDS.
1.8 RCDS should provide appropriate alarms or indications with respect to the
information displayed or malfunction of the equipment (see table 1 of this
appendix).

2 DEFINITIONS
2.1 Raster Chart Display System (RCDS) means a navigation information system
displaying RNCs with positional information from navigation sensors to assist
the mariner in route planning and route monitoring and, if required, display
additional navigation-related information.
2.2 Raster Navigational Chart (RNC) means a facsimile of a paper chart originated
by, or distributed on the authority of, a government-authorized hydrographic
office. RNC is used in these standards to mean either a single chart or a
collection of charts.
2.3 System Raster Navigational Chart Database (SRNC) means a database
resulting from the transformation of the RNC by the RCDS to include updates
to the RNC by appropriate means.

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2.4–2.5 Paragraphs do not apply to RCDS.

2.6 Paragraph applies to RCDS.

3 DISPLAY OF SRNC INFORMATION

3.1 Paragraph applies to RCDS.
3.2 SRNC information available for display during route planning and route
monitoring should be subdivided into two categories:
.1 the RCDS standard display consisting of RNC and its updates, including
its scale, the scale at which it is displayed, its horizontal datum, and its
units of depths and heights; and
.2 any other information such as mariner’s notes.
3.3 Paragraph applies to RCDS.
3.4 When a RNC is displayed on the RCDS, it should provide an indication
advising the mariner if a more detailed (larger scale) RNC is available for the
displayed area.
3.5 It should be easy to add to, or remove from, the RCDS display any information
additional to the RNC data, such as mariner’s notes. It should not be possible
to remove any information from the RNC.
3.6–3.7 Paragraphs do not apply to RCDS.
3.8–3.10 Paragraphs apply to RCDS.
3.11 There should always be an indication if the ECDIS equipment is operating in
the RCDS mode.

4 PROVISION AND UPDATING OF CHART INFORMATION

4.1 The RNC used in RCDS should be the latest edition of that originated by, or
distributed on the authority of, a government-authorized hydrographic office
and conform to IHO standards. RNCs not on WGS-84 or PE-90 should carry
meta-data (i.e. additional data) to allow geo-referenced positional data to be
displayed in the correct relationship to SRNC data.
4.2 The contents of the SRNC should be adequate and up-to-date for that part of
the intended voyage not covered by ENC.
4.3–4.8 All paragraphs apply to RCDS.

5 SCALE
This section applies to RCDS.

6 DISPLAY OF OTHER NAVIGATIONAL INFORMATION

6.1–6.3 All paragraphs apply to RCDS.

7 DISPLAY MODE AND GENERATION OF THE NEIGHBOURING AREA

7.1 It should always be possible to display the RNC in “chart-up” orientation.
Other orientations are permitted.
7.2–7.4 All paragraphs apply to RCDS.

8 COLOURS AND SYMBOLS

8.1 IHO recommended colours and symbols should be used to represent SRNC
information.
8.2 Paragraph applies to RCDS.
8.3 Paragraph does not apply to RCDS.
8.4 Paragraph applies to RCDS.

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9 DISPLAY REQUIREMENTS
9.1–9.2 Paragraphs apply to RCDS.
9.3 Paragraph does not apply to RCDS.
9.4 Paragraph applies to RCDS.
9.5 RCDS should be capable of displaying, simply and quickly, chart notes which
are not located on the portion of the chart currently being displayed.

10 ROUTE PLANNING, MONITORING AND VOYAGE RECORDING

10.1–10.2 Paragraphs apply to RCDS.
10.3 Paragraph does not apply to RCDS.
10.4 Route planning
10.4.1–10.4.3 Paragraphs apply to RCDS.
10.4.4–10.4.5 Paragraphs do not apply to RCDS.
10.4.6 Paragraph applies to RCDS.
10.4.7 It should be possible for the mariner to enter points, lines and areas which
activate an automatic alarm. The display of these features should not degrade
the SRNC information and it should be clearly distinguishable from the SRNC
information.
10.5 Route monitoring
10.5.1 Paragraph applies to RCDS.
10.5.2 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 in 10.4.6 and 10.4.7 should be continuous. It should be
possible to return to the route monitoring display covering own ship’s position
immediately by single operator action.
10.5.3–10.5.4 Paragraphs do not apply to RCDS.
10.5.5–10.5.8 Paragraphs apply to RCDS.
10.5.9 The RCDS should only accept data referenced to the WGS-84 or PE-90
geodetic datums. RCDS should give an alarm if the positional data is not
referenced to one of these datums.
10.5.10–10.5.13Paragraphs apply to RCDS.
10.5.14 RCDS should allow the user to manually align the SRNC with positional data.
This can be necessary, for example, to compensate for local charting errors.
10.5.15 It should be possible to activate an automatic alarm when the ship crosses a
point, line, or is within the boundary of a mariner-entered feature within a
specified time or distance.
10.6 Voyage recording
10.6.1–10.6.4 All paragraphs apply to RCDS.
11 ACCURACY
11.1–11.2 All paragraphs apply to RCDS.
12 CONNECTIONS WITH OTHER EQUIPMENT
12.1–12.2 All paragraphs apply to RCDS.
13 PERFORMANCE TESTS, MALFUNCTION ALARMS AND INDICATIONS
13.1–13.2 All paragraphs apply to RCDS.
14 BACK-UP ARRANGEMENTS
All paragraphs apply to RCDS.
15 POWER SUPPLY
15.1–15.2 All paragraphs apply to RCDS.

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TABLE 1
ALARMS AND INDICATORS IN THE RCDS MODE OF OPERATION
Paragraph Requirement Information
10.4.6, 10.5.5 Alarm Deviation from route
10.4.7, 10.5.15 Alarm Approach to critical point, line, area or
mariner-entered feature
10.5.7 Alarm Positioning system failure
10.5.8 Alarm Approach to critical point
10.5.9 Alarm Different geodetic datum
13.2 Alarm Malfunction of RCDS mode
3.11 Indication ECDIS operating in the raster mode
3.4, 5.1 Indication Information under-scale or overscale
5.2 Indication Larger scale RNC available for the area of the
vessel

The definitions of alarms and indicators are given in appendix 5.”

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Electronic chart display and information systems (ECDIS) – 4.2

4.2
RESOLUTION MSC.232(82) – Adopted on 5 December 2006

ADOPTION OF THE REVISED PERFORMANCE STANDARDS FOR

ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEMS
(ECDIS)

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as
amendments thereto shall be performed by the Maritime Safety Committee and/or
the Marine Environment Protection Committee, as appropriate, on behalf of the
Organization,
RECALLING ALSO regulations V/19 and V/27 of the International Convention for the
Safety of Life at Sea (SOLAS), 1974, which requires all ships to carry adequate and
up-to-date charts, sailing directions, lists of lights, notices to mariners, tide tables and
all other nautical publications necessary for the intended voyage,
NOTING that the up-to-date charts required by SOLAS regulations V/19 and V/27 can
be provided and displayed electronically on board ships by electronic chart display
and information systems (ECDIS), and that the other nautical publications required by
regulation V/27 may also be so provided and displayed,
RECOGNIZING the need to improve the previously adopted, by resolution A.817(19),
as amended, performance standards for ECDIS in order to ensure the operational
reliability of such equipment and taking into account the technological progress and
experience gained,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of
Navigation, at its fifty-second session,
1. ADOPTS the Revised performance standards for electronic chart display and
information systems (ECDIS), set out in the annex to the present resolution;
2. RECOMMENDS Governments ensure that ECDIS equipment:
(a) if installed on or after 1 January 2009, conform to performance standards not
inferior to those specified in the annex to the present resolution; and
(b) if installed on or after 1 January 1996 but before 1 January 2009, conform to
performance standards not inferior to those specified in the annex to resolution
A.817(19), as amended by resolutions MSC 64(67) and MSC.86(70).

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Annex
REVISED PERFORMANCE STANDARDS FOR ELECTRONIC CHART DISPLAY
AND INFORMATION SYSTEMS (ECDIS)

1 SCOPE OF ECDIS
1.1 The primary function of the ECDIS is to contribute to safe navigation.
1.2 ECDIS with adequate back-up arrangements may be accepted as complying
with the up-to-date charts required by regulations V/19 and V/27 of the 1974
SOLAS Convention, as amended.
1.3 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.
1.4 ECDIS should facilitate simple and reliable updating of the electronic
navigational chart.
1.5 ECDIS should reduce the navigational workload compared to using the
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.
1.6 The ECDIS display may also be used for the display of radar, radar tracked
target information, AIS and other appropriate data layers to assist in route
monitoring.
1.7 ECDIS should have at least the same reliability and availability of presentation
as the paper chart published by Government authorized hydrographic
offices.
1.8 ECDIS should provide appropriate alarms or indications with respect to the
information displayed or malfunction of the equipment (see appendix 5).
1.9 When the relevant chart information is not available in the appropriate form
(see section 4), some ECDIS equipment may operate in the Raster Chart
Display System (RCDS) mode as defined in appendix 7. RCDS mode of
operation should conform to performance standards not inferior to those set
out in appendix 7.

2 APPLICATION OF THESE STANDARDS

2.1 These performance standards should apply to all ECDIS equipment carried on
all ships, as follows:
– dedicated standalone workstation.
– a multifunction workstation as part of an INS.
2.2 These performance standards apply to ECDIS mode of operation, ECDIS
in RCDS mode of operation as specified in appendix 7 and ECDIS backup
arrangements as specified in appendix 6.
2.3 Requirements for structure and format of the chart data, encryption of chart
data as well as the presentation of chart data are within the scope of relevant
IHO standards, including those listed in appendix 1.
2.4 In addition to the general requirements set out in resolution A.694(17),* the
presentation requirements set out in resolution MSC.191(79), ECDIS equipment
should meet the requirements of these standards and follow the relevant
guidelines on ergonomic principles adopted by the Organization.†

* Refer to Publication IEC 60945.

†
MSC/Circ.982.

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3 DEFINITIONS
For the purpose of these performance standards:
3.1 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 regulations
V/19 and V/27 of the 1974 SOLAS Convention, as amended, 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 if required display additional navigation-
related information.
3.2 Electronic Navigational Chart (ENC) means the database, standardized
as to content, structure and format, issued for use with ECDIS by or on
the authority of a Government, authorized Hydrographic Office or other
relevant Government institution, and conform to IHO standards. 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.
3.3 System Electronic Navigational Chart (SENC) means a database, in the
manufacturer’s internal ECDIS format, resulting from the lossless transformation
of the entire ENC contents and its updates. It is this database that is accessed
by ECDIS for the display generation and other navigational functions, and
is equivalent to an up-to-date paper chart. The SENC may also contain
information added by the mariner and information from other sources.
3.4 Standard Display is the display mode intended to be used as a minimum
during route planning and route monitoring. The chart content is listed in
appendix 2.
3.5 Display Base means the chart content as listed in appendix 2 and which
cannot be removed from the display. It is not intended to be sufficient for safe
navigation.
3.6 Further information on ECDIS definitions may be found in IHO Hydrographic
Dictionary Special Publication S-32 (see appendix 1).

MODULE A – DATABASE

4 PROVISION AND UPDATING OF CHART INFORMATION

4.1 The chart information to be used in ECDIS should be the latest edition,
as corrected by official updates, of that issued by or on the authority of a
Government, Government-authorized Hydrographic Office or other relevant
Government institution, and conform to IHO standards.*
4.2 The contents of the SENC should be adequate and up-to-date for the intended
voyage to comply with regulation V/27 of the 1974 SOLAS Convention as
amended.
4.3 It should not be possible to alter the contents of the ENC or SENC information
transformed from the ENC.
4.4 Updates should be stored separately from the ENC.
4.5 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.

* IHO Special Publication S-52 and S-57 (see appendix 1).

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4.6 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.
4.7 ECDIS should keep and display on demand a record of updates including
time of application to the SENC. This record should include updates for each
ENC until it is superseded by a new edition.
4.8 ECDIS should allow the mariner to display updates in order to review their
contents and to ascertain that they have been included in the SENC.
4.9 ECDIS should be capable of accepting both non-encrypted ENCs and ENCs
encrypted in accordance with the IHO Data Protection Scheme.*

MODULE B – OPERATIONAL AND FUNCTIONAL REQUIREMENTS

5 DISPLAY OF SENC INFORMATION

5.1 ECDIS should be capable of displaying all SENC information. An ECDIS
should be capable of accepting and converting an ENC and its updates into
a SENC. The ECDIS may also be capable of accepting a SENC resulting from
conversion of ENC to SENC ashore, in accordance with IHO TR 3.11.† This
method of ENC supply is known as SENC delivery.
5.2 SENC information available for display during route planning and route
monitoring should be subdivided into the following three categories, Display
base, Standard display and All other information (see appendix 2).
5.3 ECDIS should present the standard display at any time by a single operator
action.
5.4 When an ECDIS is switched on following a switch off or power failure, it
should return to the most recent manually selected settings for display.
5.5 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.
5.6 For any operator identified geographical position (e.g. by cursor picking)
ECDIS should display on demand the information about the chart objects
associated with such a position.
5.7 It should be possible to change the display scale by appropriate steps e.g. by
means of either chart scale values or ranges in nautical miles.
5.8 It should be possible for the mariner to select a safety contour from the depth
contours provided by the SENC. ECDIS should emphasize the safety contour
over other contours on the display, however:
.1 if the mariner does not specify a safety contour, this should default to
30 m. If the safety contour specified by the mariner or the default 30 m
contour is not in the displayed SENC, the safety contour shown should
default to the next deeper contour;
.2 if the safety contour in use becomes unavailable due to a change in
source data, the safety contour should default to the next deeper contour;
and
.3 in each of the above cases, an indication should be provided.
5.9 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.
5.10 The ENC and all updates to it should be displayed without any degradation of
their information content.

* IHO Special Publication S-63 (see appendix 1).

†
IHO Miscellaneous Publication M-3.

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5.11 ECDIS should provide a means to ensure that the ENC and all updates to it
have been correctly loaded into the SENC.
5.12 The ENC data and updates to it should be clearly distinguishable from other
displayed information, including those listed in appendix 3.

6 SCALE
6.1 ECDIS should provide an indication if:
.1 the information is displayed at a larger scale than that contained in the
ENC; or
.2 own ship’s position is covered by an ENC at a larger scale than that
provided by the display.

7 DISPLAY OF OTHER NAVIGATIONAL INFORMATION

7.1 Radar information and/or AIS information may be transferred from systems
compliant with the relevant standards of the Organization. Other navigational
information may be added to the ECDIS display. However, it should not degrade
the displayed SENC information and it should be clearly distinguishable from
the SENC information.
7.2 It should be possible to remove the radar information, AIS information and
other navigational information by single operator action.
7.3 ECDIS and added navigational information should use a common reference
system. If this is not the case, an indication should be provided.
7.4 Radar
7.4.1 Transferred radar information may contain a radar image and/or tracked target
information.
7.4.2 If the radar image is added to the ECDIS display, the chart and the radar image
should match in scale, projection and in orientation.
7.4.3 The radar image and the position from the position sensor should both be
adjusted automatically for antenna offset from the conning position.

8 DISPLAY MODE AND GENERATION OF THE NEIGHBOURING AREA

8.1 It should always be possible to display the SENC information in a “north-up”
orientation. Other orientations are permitted. When such orientations are
displayed, the orientation should be altered in steps large enough to avoid
unstable display of the chart information.
8.2 ECDIS should provide for true motion mode. Other modes are permitted.
8.3 When true motion mode is in use, reset and generation of the chart display of
the neighbouring area should take place automatically at own ship’s distance
from the edge of the display as determined by the mariner.
8.4 It should be possible to manually change the displayed chart area and the
position of own ship relative to the edge of the display.
8.5 If the area covered by the ECDIS display includes waters for which no ENC
at a scale appropriate for navigation is available, the areas representing those
waters should carry an indication (see appendix 5) to the mariner to refer to
the paper chart or to the RCDS mode of operation (see appendix 7).

9 COLOURS AND SYMBOLS

9.1 IHO recommended colours and symbols should be used to represent SENC
information.*

* Special Publication S-52, appendix 2 (see appendix 1).

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9.2 The colours and symbols other than those mentioned in 9.1 should comply
with the applicable requirements contained in the IMO standards for
navigational symbols.*
9.3 SENC information displayed at the scale specified in the ENC should use the
specified size of symbols, figures and letters.*
9.4 ECDIS should allow the mariner to select whether own ship is displayed in
true scale or as a symbol.

10 DISPLAY REQUIREMENTS
10.1 ECDIS should be capable of displaying information for:
.1 route planning and supplementary navigation tasks; and
.2 route monitoring.
10.2 The effective size of the chart presentation for route monitoring should be at
least 270 mm × 270 mm.
10.3 The display should be capable of meeting colour and resolution
recommendations of IHO.*
10.4 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.
10.5 If information categories included in the Standard display (see appendix 2)
are removed to customize the display, this should be permanently indicated.
Identification of categories which are removed from the Standard display
should be shown on demand.

11 ROUTE PLANNING, MONITORING AND VOYAGE RECORDING

11.1 It should be possible to carry out route planning and route monitoring in a
simple and reliable manner.
11.2 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
according to appendix 5.
11.3 Route planning
11.3.1 It should be possible to carry out route planning including both straight and
curved segments.
11.3.2 It should be possible to adjust a planned route alphanumerically and
graphically including:
.1 adding waypoints to a route;
.2 deleting waypoints from a route; and
.3 changing the position of a waypoint.
11.3.3 It should be possible to plan one or more alternative routes in addition to the
selected route. The selected route should be clearly distinguishable from the
other routes.
11.3.4 An indication is required if the mariner plans a route across an own ship’s
safety contour.
11.3.5 An indication should be given if the mariner plans a route closer than a user-
specified distance from the boundary of a prohibited area or a geographic
area for which special conditions exist (see appendix 4). An indication should
also be given if the mariner plans a route closer than a user-specified distance
from a point object, such as a fixed or floating aid to navigation or isolated
danger.

* SN/Circ.243 and resolution MSC.191(79).

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11.3.6 It should be possible for the mariner to specify a cross track limit of deviation
from the planned route at which an automatic off-track alarm should be
activated.
11.4 Route monitoring
11.4.1 For route monitoring the selected route and own ship’s position should appear
whenever the display covers that area.
11.4.2 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.
11.4.3 ECDIS should give an alarm if, within a specified time set by the mariner, own
ship will cross the safety contour.
11.4.4 ECDIS should give an alarm or indication, as selected by the mariner, if,
within a specified time set by the mariner, own ship will cross the boundary
of a prohibited area or of a geographical area for which special conditions
exist (see appendix 4).
11.4.5 An alarm should be given when the specified cross track limit for deviation
from the planned route is exceeded.
11.4.6 An indication should be given to the mariner if, continuing on its present
course and speed, over a specified time or distance set by the mariner,
own ship will pass closer than a user-specified distance from a danger (e.g.
obstruction, wreck, rock) that is shallower than the mariner's safety contour
or an aid to navigation.
11.4.7 The ship’s position should be derived from a continuous positioning system
of an accuracy consistent with the requirements of safe navigation. Whenever
possible, a second independent positioning source, preferably of a different
type, should be provided. In such cases ECDIS should be capable of
identifying discrepancies between the two sources.
11.4.8 ECDIS should provide an alarm when the input from position, heading or
speed sources is lost. ECDIS should also repeat, but only as an indication, any
alarm or indication passed to it from position, heading or speed sources.
11.4.9 An alarm should be given by ECDIS when the ship reaches a specified time
or distance, set by the mariner, in advance of a critical point on the planned
route.
11.4.10 The positioning system and the SENC should be on the same geodetic datum.
ECDIS should give an alarm if this is not the case.
11.4.11 It should be possible to display alternative routes 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.
11.4.12 It should be possible to display:
.1 time-labels along a ship's track manually on demand and automatically
at intervals selected between 1 and 120 minutes; and
.2 an adequate number of: points, free movable electronic bearing lines,
variable and fixed range markers and other symbols required for
navigation purposes and specified in appendix 3.
11.4.13 It should be possible to enter the geographical co-ordinates of any position
and then display that position on demand. Also, it should be possible to
select any point (features, symbol or position) on the display and read its
geographical co-ordinates on demand.

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11.4.14 It should be possible to adjust the displayed geographic position of the ship
manually. This manual adjustment should be noted alpha-numerically on the
screen, maintained until altered by the mariner and automatically recorded.
11.4.15.1 ECDIS should provide the capability to enter and plot manually obtained
bearing and distance lines of position (LOP), and calculate the resulting
position of own ship. It should be possible to use the resulting position as an
origin for dead-reckoning.
11.4.15.2 ECDIS should indicate discrepancies between the positions obtained
by continuous positioning systems and positions obtained by manual
observations.
11.5 Voyage recording
11.5.1 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. The following data should be recorded at one
minute intervals:
.1 to ensure a record of own ship’s past track: time, position, heading, and
speed; and
.2 to ensure a record of official data used: ENC source, edition, date, cell
and update history.
11.5.2 In addition, ECDIS should record the complete track for the entire voyage,
with time marks at intervals not exceeding 4 hours.
11.5.3 It should not be possible to manipulate or change the recorded information.
11.5.4 ECDIS should have a capability to preserve the record of the previous 12 hours
and of the voyage track.

12 CALCULATIONS AND ACCURACY

12.1 The accuracy of all calculations performed by ECDIS should be independent
of the characteristics of the output device and should be consistent with the
SENC accuracy.
12.2 Bearings and distances drawn on the display or those measured between
features already drawn on the display should have accuracy no less than that
afforded by the resolution of the display.
12.3 The system should be capable of performing and presenting the results of at
least the following calculations:
.1 true distance and azimuth between two geographical positions;
.2 geographic position from known position and distance/azimuth; and
.3 geodetic calculations such as spheroidal distance, rhumb line, and great
circle.

13 PERFORMANCE TESTS, MALFUNCTIONS ALARMS AND INDICATIONS

13.1 ECDIS should be provided with means for either automatically or manually
carrying out on-board tests of major functions. In case of a failure, the test
should display information to indicate which module is at fault.
13.2 ECDIS should provide a suitable alarm or indication of system malfunction.

14 BACK-UP ARRANGEMENTS
Adequate back-up arrangements should be provided to ensure safe navigation
in case of an ECDIS failure; see appendix 6.
.1 Facilities enabling a safe take-over of the ECDIS functions should be
provided in order to ensure that an ECDIS failure does not develop into
a critical situation.

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.2 A back-up arrangement should provide means of safe navigation for the

remaining part of a voyage in the case of an ECDIS failure.

MODULE C – INTERFACING AND INTEGRATION

15 CONNECTIONS WITH OTHER EQUIPMENT*

15.1 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.
15.2 ECDIS should be connected to the ship's position fixing system, to the gyro
compass and to the speed and distance measuring device. For ships not fitted
with a gyro compass, ECDIS should be connected to a marine transmitting
heading device.
15.3 ECDIS may provide a means to supply SENC information to external
equipment.

16 POWER SUPPLY
16.1 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, as amended.
16.2 Changing from one source of power supply to another or any interruption of
the supply for a period of up to 45 seconds should not require the equipment
to be manually re-initialized.

Appendix 1
REFERENCE DOCUMENTS
The following international organizations have developed technical standards and
specifications, as listed below, for use in conjunction with this standard. The latest
edition of these documents should be obtained from the organization concerned:

INTERNATIONAL MARITIME ORGANIZATION (IMO)

Address: International Maritime Organization Phone: + 44 207 735 76 11
4 Albert Embankment Fax: + 44 207 587 32 10
London SE1 7SR E-mail: [email protected]
United Kingdom Web: http://www.imo.org

Publications
IMO resolution MSC.191(79) on Performance Standards for the presentation of
navigation related information on shipborne navigational displays
IMO resolution A.694(17) on Recommendations on general requirements for
shipborne radio equipment forming part of the Global Maritime Distress and Safety
System (GMDSS) and for electronic navigational aids
IMO SN/Circ.207 (1999) on Differences between RCDS and ECDIS
IMO SN/Circ.243 (2004) on Guidelines for the presentation of navigation-related
symbols, terms and abbreviations
IMO MSC/Circ.982 (2000) on Guidelines on ergonomic criteria for bridge equipment
and layout

* Publication IEC 61162.

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INTERNATIONAL HYDROGRAPHIC ORGANIZATION (IHO)

Address: Directing Committee Phone: + 377 93 10 81 00
International Hydrographic Bureau Fax: + 377 93 10 81 40
BP 445 E-mail:[email protected]
MC 98011 Monaco Cedex Web: http://www.iho.shom.fr
Principality of Monaco

Publications
Special Publication No. S-52, Specifications for Chart Content and Display Aspects
of ECDIS
Special Publication No. S-52 appendix 1, Guidance on Updating the Electronic
Navigational Chart
Special Publication No. S-52 appendix 2, Colour and Symbol Specifications for
ECDIS
Special Publication No. S-32, Hydrographic Dictionary
Special Publication No. S-57, IHO Transfer Standard for Digital Hydrographic Data
Special Publication No. S-61, IHO Product Specification for Raster Navigational
Charts (RNC)
Special Publication No. S-63, IHO Data Protection Scheme
Miscellaneous Publication No. M-3, Resolutions of the IHO

INTERNATIONAL ELECTROTECHNICAL COMMISSION (IEC)

Address: IEC Central Office Phone: + 41 22 734 01 50
3 rue de Varembé Fax: + 41 22 733 38 43
PO Box 131
CH-1211 Geneva 20
Switzerland

Publications
IEC Publication 61174, Electronic Chart Display and Information Systems (ECDIS) –
Operational and Performance Requirements, Method of Testing and Required Test
Results.
IEC Publication 60945, General Requirements for Shipborne Radio Equipment Forming
Part of the Global Maritime Distress and Safety System and Marine Navigational
Equipment.
IEC Publication 61162, Digital Interfaces – Navigation and Radiocommunication
Equipment on Board Ship.
IEC Publication 62288, Maritime Navigation and Radiocommunication Equipment
and Systems – Presentation of navigation related information – General requirements,
methods of test and required test results.

Appendix 2
SENC INFORMATION AVAILABLE FOR DISPLAY DURING ROUTE PLANNING
AND ROUTE MONITORING
1 Display base to be permanently shown on the ECDIS display, consisting of:
.1 coastline (high water);
.2 own ship’s safety contour;

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.3 isolated underwater dangers of depths less than the safety contour

which lie within the safe waters defined by the safety contour;
.4 isolated dangers which lie within the safe water defined by the safety
contour, such as fixed structures, overhead wires, etc.;
.5 scale, range and north arrow;
.6 units of depth and height; and
.7 display mode.
2 Standard display consisting of:
.1 display base
.2 drying line
.3 buoys, beacons, other aids to navigation and fixed structures
.4 boundaries of fairways, channels, etc.
.5 visual and radar conspicuous features
.6 prohibited and restricted areas
.7 chart scale boundaries
.8 indication of cautionary notes
.9 ships’ routeing systems and ferry routes
.10 archipelagic sea lanes.
3 All other information, to be displayed individually on demand, for example:
.1 spot soundings
.2 submarine cables and pipelines
.3 details of all isolated dangers
.4 details of aids to navigation
.5 contents of cautionary notes
.6 ENC edition date
.7 most recent chart update number
.8 magnetic variation
.9 graticule
.10 place names.

Appendix 3
NAVIGATIONAL ELEMENTS AND PARAMETERS
1 Own ship.
.1 Past track with time marks for primary track.
.2 Past track with time marks for secondary track.
2 Vector for course and speed made good.
3 Variable range marker and/or electronic bearing line.
4 Cursor.
5 Event.
.1 Dead reckoning position and time (DR).
.2 Estimated position and time (EP).

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6 Fix and time.

7 Position line and time.
8 Transferred position line and time.
.1 Predicted tidal stream or current vector with effective time and strength.
.2 Measured tidal stream or current vector with effective time and strength.
9 Danger highlight.
10 Clearing line.
11 Planned course and speed to make good.
12 Waypoint.
13 Distance to run.
14 Planned position with date and time.
15 Visual limits of lights arc to show rising/dipping range.
16 Position and time of “wheel over”.

Appendix 4
AREAS FOR WHICH SPECIAL CONDITIONS EXIST
The following are the areas which ECDIS should detect and provide an alarm or
indication under sections 11.3.5 and 11.4.4:
Traffic separation zone
Inshore traffic zone
Restricted area
Caution area
Offshore production area
Areas to be avoided
User defined areas to be avoided
Military practise area
Seaplane landing area
Submarine transit lane
Anchorage area
Marine farm/aquaculture
PSSA (Particularly Sensitive Sea Area)

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Appendix 5
ALARMS AND INDICATORS

Section Requirements Information

11.4.3 Alarm Crossing safety contour
11.4.4 Alarm or indication Area with special conditions

11.4.5 Alarm Deviation from route

11.4.8 Alarm Positioning system failure
11.4.9 Alarm Approach to critical point
11.4.10 Alarm Different geodetic datum
13.2 Alarm or indication Malfunction of ECDIS

5.8.3 Indication Default safety contour

6.1.1 Indication Information overscale
6.1.2 Indication Larger scale ENC available
7.3 Indication Different reference system
8.5 Indication No ENC available
10.5 Indication Customized display
11.3 4 Indication Route planning across safety contour
11.3.5 Indication Route planning across specified area
11.4.6 Indication Crossing a danger in route monitoring
mode
13.1 Indication System test failure

In this Performance Standard the definitions of Alarms and Indicators provided in the
IMO resolution A.830(19) “Code on Alarms and Indicators, 1995” apply.
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.

Appendix 6
BACK-UP REQUIREMENTS

1 INTRODUCTION
As prescribed in section 14 of this performance standard, adequate
independent back-up arrangements should be provided to ensure safe
navigation in case of ECDIS failure. Such arrangements include:
.1 facilities enabling a safe take-over of the ECDIS functions in order to
ensure that an ECDIS failure does not result in a critical situation;
.2 a means to provide for safe navigation for the remaining part of the
voyage in case of ECDIS failure.

2 PURPOSE
The purpose of an ECDIS back-up system is to ensure that safe navigation is
not compromised in the event of ECDIS failure. This should include a timely
transfer to the back-up system during critical navigation situations. The back-
up system shall allow the vessel to be navigated safely until the termination
of the voyage.

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3 FUNCTIONAL REQUIREMENTS
3.1 Required functions and their availability
3.1.1 Presentation of chart information
The back-up system should display in graphical (chart) form the relevant
information of the hydrographic and geographic environment which are
necessary for safe navigation.
3.1.2 Route planning
The back-up system should be capable of performing the route planning
functions, including:
.1 taking over of the route plan originally performed on the ECDIS;
.2 adjusting a planned route manually or by transfer from a route planning
device.
3.1.3 Route monitoring
The back-up system should enable a take-over of the route monitoring
originally performed by the ECDIS, and provide at least the following
functions:
.1 plotting own ship’s position automatically, or manually on a chart;
.2 taking courses, distances and bearings from the chart;
.3 displaying the planned route;
.4 displaying time labels along ship’s track;
.5 plotting an adequate number of points, bearing lines, range markers,
etc., on the chart.
3.1.4 Display information
If the back-up is an electronic device, it should be capable of displaying at
least the information equivalent to the standard display as defined in this
performance standard.
3.1.5 Provision of chart information
.1 The chart information to be used in the backup arrangement should be
the latest edition, as corrected by official updates, of that issued by or on
the authority of a Government, authorized Hydrographic Office or other
relevant Government institution, and conform to IHO standards.
.2 It should not be possible to alter the contents of the electronic chart
information.
.3 The chart or chart data edition and issuing date should be indicated.
3.1.6 Updating
The information displayed by the ECDIS back-up arrangements should be up-
to-date for the entire voyage.
3.1.7 Scale
If an electronic device is used, it should provide an indication:
.1 if the information is displayed at a larger scale than that contained in the
database; and
.2 if own ship’s position is covered by a chart at a larger scale than that
provided by the system.
3.1.8 If radar and other navigational information are added to an electronic back-up
display, all the corresponding requirements for radar information and other
navigation information of this performance standard should be met.
3.1.9 If an electronic device is used, the display mode and generation of the
neighbouring area should be in accordance with section 8 of this performance
standard.

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3.1.10 Voyage recording

The back-up arrangements should be able to keep a record of the ship’s actual
track, including positions and corresponding times.
3.2 Reliability and accuracy
3.2.1 Reliability
The back-up arrangements should provide reliable operation under prevailing
environmental and normal operating conditions.
3.2.2 Accuracy
Accuracy should be in accordance with section 12 of this performance
standard.
3.3 Malfunctions, warnings, alarms and indications
If an electronic device is used, it should provide a suitable alarm or indication
of system malfunction.

4 OPERATIONAL REQUIREMENTS
4.1 Ergonomics
If an electronic device is used, it should be designed in accordance with the
ergonomic principles of ECDIS.
4.2 Presentation of information
If an electronic device is used:
.1 Colours and symbols should be in accordance with the colours and
symbols requirements of ECDIS.
.2 The effective size of the chart presentation should be not less than
250 mm × 250 mm or 250 mm diameter.

5 POWER SUPPLY
If an electronic device is used:
.1 the back-up power supply should be separate from the ECDIS; and
.2 conform to the requirements in this ECDIS performance standard.

6 CONNECTIONS WITH OTHER EQUIPMENT

6.1 If an electronic device is used, it should:
.1 be connected to systems providing continuous position-fixing capability;
and
.2 not degrade the performance of any equipment providing sensor input.
6.2 If radar with selected parts of the ENC chart information overlay is used
as an element of the back-up, the radar should comply with resolution
MSC.192(79).

Appendix 7
RCDS MODE OF OPERATION
Whenever in this appendix reference is made to any provisions of the annex
related to ECDIS, the term ECDIS should be substituted by the term RCDS,
SENC by SRNC and ENC by RNC, as appropriate.
This appendix refers to each paragraph of the performance standards for
ECDIS (i.e. the annex to which this part is appendix 7) and specifies which
paragraphs of the annex either:

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.1 apply to RCDS; or
.2 do not apply to RCDS; or
.3 are modified or replaced as shown in order to apply to RCDS.
Any additional requirements applicable to RCDS are also described.

1 SCOPE
1.1 Paragraph applies to RCDS.
1.2 When operating in RCDS-mode, an appropriate portfolio of up-to-date paper
charts (APC) should be carried on board and be readily available to the
mariner.
1.3–1.7 Paragraphs apply to RCDS.
1.8 RCDS should provide appropriate alarms or indications with respect to the
information displayed or malfunction of the equipment (see table 1 of this
appendix).
1.9 Refers to appendix 7 and applies to RCDS.

2 APPLICATION OF THESE STANDARDS

2.1–2.4 Paragraphs apply to RCDS.

3 DEFINITIONS
3.1 Raster Chart Display System (RCDS) means a navigation information system
displaying RNCs with positional information from navigation sensors to assist
the mariner in route planning and route monitoring, and if required, display
additional navigation-related information.
3.2 Raster Navigational Chart (RNC) means a facsimile of a paper chart originated
by, or distributed on the authority of, a Government-authorized hydrographic
office. RNC is used in these standards to mean either a single chart or a
collection of charts.
3.3 System Raster Navigational Chart Database (SRNC) means a database
resulting from the transformation of the RNC by the RCDS to include updates
to the RNC by appropriate means.
3.4–3.5 Paragraphs do not apply to RCDS.
3.6 Paragraph applies to RCDS.
3.7 Appropriate portfolio of up to date paper charts (APC) means a suite of paper
charts of a scale to show sufficient detail of topography, depths, navigational
hazards, aids to navigation, charted routes, and routeing measures to provide
the mariner with information on the overall navigational environment. The
APC should provide adequate look-ahead capability. Coastal States will
provide details of the charts which meet the requirement of this portfolio, and
these details are included in a worldwide database maintained by the IHO.
Consideration should be given to the details contained in this database when
determining the content of the APC.

MODULE A – DATABASE

4 PROVISION AND UPDATING OF CHART INFORMATION

4.1 The RNC used in RCDS should be the latest edition of that originated by,
or distributed on the authority of, a Government authorized Hydrographic
Office and conform to IHO standards. RNCs not on WGS 84 or PE-90 should
carry meta-data (i.e., additional data) to allow geo-referenced positional data
to be displayed in the correct relationship to SRNC data.

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4.2 The contents of the SRNC should be adequate and up-to-date for that part of
the intended voyage not covered by ENC.
4.3 It should not be possible to alter the contents of the RNC.
4.4–4.8 All paragraphs apply to RCDS.
4.9 Paragraph does not apply to RCDS

MODULE B – OPERATIONAL AND FUNCTIONAL REQUIREMENTS

5 DISPLAY OF SRNC INFORMATION

5.1 RCDS should be capable of displaying all SRNC information.
5.2 SRNC information available for display during route planning and route
monitoring should be subdivided into two categories:
.1 the RCDS standard display consisting of RNC and its updates, including
its scale, the scale at which it is displayed, its horizontal datum, and its
units of depths and heights; and
.2 any other information such as mariner’s notes.
5.3–5.4 Paragraphs apply to RCDS.
5.5 It should be easy to add to, or remove from; the RCDS display any
information additional to the RNC data, such as mariner’s notes. It should
not be possible to remove any information from the RNC.
5.6–5.9 Paragraphs do not apply to RCDS.
5.10–5.12 Paragraphs apply to RCDS.
5.13 There should always be an indication if the ECDIS equipment is operating
in RCDS mode.

6 SCALE
This section applies to RCDS.

7 DISPLAY OF OTHER NAVIGATIONAL INFORMATION

7.1–7.4 All paragraphs apply to RCDS.

8 DISPLAY MODE AND GENERATION OF THE NEIGHBOURING AREA

8.1 It should always be possible to display the SRNC in “chart-up” orientation.
Other orientations are permitted.
8.2–8.4 All paragraphs apply to RCDS.
8.5 Paragraph refers to RCDS mode of operation.

9 COLOURS AND SYMBOLS

9.1 IHO recommended colours and symbols should be used to represent
SRNC information.
9.2 Paragraph applies to RCDS.
9.3 Paragraph does not apply to RCDS.
9.4 Paragraph applies to RCDS.

10 DISPLAY REQUIREMENTS
10.1–10.2 Paragraphs apply to RCDS.
10.3 Paragraph does not apply to RCDS.

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10.4 Paragraph applies to RCDS.

10.5 Paragraph does not apply to RCDS.
10.6 RCDS should be capable of displaying, simply and quickly, chart notes which
are not located on the portion of the chart currently being displayed.

11 ROUTE PLANNING, MONITORING AND VOYAGE RECORDING

11.1 Paragraphs apply to RCDS.
11.2 Paragraph does not apply to RCDS.
11.3 Route planning

11.3.1–11.3.3 Paragraphs apply to RCDS.

11.3.4–11.3.5 Paragraphs do not apply to RCDS.
11.3.6 Paragraph applies to RCDS.
11.3.7 It should be possible for the mariner to enter points, lines and areas which
activate an automatic alarm. The display of these features should not degrade
the SRNC information and it should be clearly distinguishable from the SRNC
information.
11.4 Route monitoring
11.4.1 Paragraph applies to RCDS.
11.4.2 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 in 10.4.6 and 10.4.7 should be continuous. It should be
possible to return to the route monitoring display covering own ship’s position
immediately by single operator action.
11.4.3–11.4.4 Paragraphs do not apply to RCDS.
11.4.5 Paragraph apply to RCDS.
11.4.6 Paragraphs do not apply to RCDS.
11.4.7–11.4.9 Paragraphs apply to RCDS.
11.4.10 The RCDS should only accept positional data referenced to the WGS 84 or
PE-90 geodetic datum. RCDS should give an alarm if the positional data is not
referenced to one of these datum. If the displayed RNC cannot be referenced
to the WGS 84 or PE-90 datum then a continuous indication should be
provided.
11.4.11–11.4.15 Paragraphs apply to RCDS.
11.4.16 RCDS should allow the user to manually align the SRNC with positional data.
This can be necessary, for example, to compensate for local charting errors.
11.4.17 It should be possible to activate an automatic alarm when the ship crosses a
point, line, or is within the boundary of a mariner entered feature within a
specified time or distance.
11.5 Voyage recording
11.5.1–11.5.4 All paragraphs apply to RCDS.

12 CALCULATIONS AND ACCURACY

12.1–12.3 All paragraphs apply to RCDS.
12.4 RCDS should be capable of performing transformations between a local
datum and WGS 84 Datum.

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13 PERFORMANCE TESTS, MALFUNCTION ALARMS AND INDICATIONS

13.1–13.2 All paragraphs apply to RCDS.

14 BACK-UP ARRANGEMENTS
All paragraphs apply to RCDS.

MODULE C – INTERFACING AND INTEGRATION

15 CONNECTIONS WITH OTHER EQUIPMENT

15.1–15.3 All paragraphs apply to RCDS.

16 POWER SUPPLY
16.1–16.2 All paragraphs apply to RCDS.

TABLE 1
ALARMS AND INDICATORS IN THE RCDS MODE OF OPERATION

Paragraph Requirement Information

11.4.5 Alarm Deviation from route

11.4.17 Alarm Approach to mariner entered feature, e.g. area, line
11.4.8 Alarm Position system failure
11.4.9 Alarm Approach to critical point
Alarm or
11.4.10 Different geodetic datum
indication
Alarm or
13.2 Malfunction of RCDS mode
indication

5.13 Indication ECDIS operating in the raster mode

6.1 Indication Larger scale information available, or overscale
6.1.2 Indication Larger scale RNC available for the area of the vessel

Note: The definitions of alarms and indicators are given in appendix 5.

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II/5
Radionavigation equipment

5.1
Resolution A.953(23) – Adopted on 5 December 2003

WORLD-WIDE RADIONAVIGATION SYSTEM

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO resolution A.815(19) by which it adopted, as the IMO policy on
the recognition and acceptance of suitable radionavigation systems intended for
international use, the Report on the Study of a World-wide Radionavigation System
annexed to that resolution,
RECOGNIZING the need for a world-wide radionavigation system to provide ships with
navigational position-fixing throughout the world,
RECOGNIZING ALSO the need to amend the aforementioned Report on the Study of a
World-wide Radionavigation System,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its seventy-fifth session,
1. ADOPTS, as the IMO policy for the recognition and acceptance of suitable
radionavigation systems intended for international use, the revised Report on the
Study of a World-wide Radionavigation System, set out in the annex to the present
resolution;
2. INVITES Governments to keep the Organization informed of the operational
development of any suitable radionavigation systems conforming to the policy referred
to above, which might be considered by the Organization for use by ships world-
wide;
3. INVITES ALSO Governments and organizations providing radionavigation systems to
consent to recognition of these systems by IMO;
4. REQUESTS the Maritime Safety Committee to recognize systems conforming with
the requirements set out in the annex to this resolution, and to publish information on
such systems;
5. REQUESTS ALSO the Maritime Safety Committee to keep the aforesaid Report under
review for adjustment as necessary;
6. REVOKES resolutions A.529(13) and A.815(19).

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Annex
REVISED REPORT ON THE STUDY OF A WORLD-WIDE
RADIONAVIGATION SYSTEM

1 INTRODUCTION
1.1 Studies on a world-wide radionavigation system have been taking place since
1983. These studies have provided a basis on which chapter V of the 1974
SOLAS Convention has been amended to include a requirement for ships to
carry means of receiving transmissions from suitable radionavigation systems
throughout their intended voyage.
1.2 The operational requirements for world-wide radionavigation systems are
given in the appendix.
1.3 It is not considered feasible for IMO to fund a world-wide radionavigation
system. Existing and planned systems which are being provided and operated
by Governments or organizations have therefore been studied, in order to
ascertain the conditions under which such systems might be recognized or
accepted by IMO.

2 PROCEDURES AND RESPONSIBILITIES CONCERNING THE

RECOGNITION OF SYSTEMS

2.1 Procedures and functions of IMO

2.1.1 The recognition by IMO of a radionavigation system would mean that the
Organization recognizes that the system is capable of providing adequate
position information within its coverage area and that the carriage of receiving
equipment for use with the system satisfies the relevant requirements of the
1974 SOLAS Convention, as amended.
2.1.2 IMO should not recognize a radionavigation system without the consent of
the Government or organization which has provided and is operating the
system.
2.1.3 In deciding whether or not to recognize a radionavigation system, IMO
should consider whether:
– the Government or organization providing and operating the system has
stated formally that the system is operational and available for use by
merchant shipping;
– its continued provision is assured;
– it is capable of providing position information within the coverage area
declared by the Government or organization operating and providing the
system with a performance not less than that given in the appendix;
– adequate arrangements have been made for publication of the
characteristics and parameters of the system and of its status, including
amendments, as necessary; and
– adequate arrangements have been made to protect the safety of navigation
should it be necessary to introduce changes in the characteristics or
parameters of the system that could adversely affect the performance of
shipborne receiving equipment.
2.1.4 In deciding, in the light of any changes to a recognized system, whether the
system should continue to be recognized, the criteria listed in paragraph 2.1.3
should be applied.

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2.2 Responsibilities of Governments or organizations

2.2.1 The provision and operation of a radionavigation system is the responsibility
of the Governments or organizations concerned.
2.2.2 Governments or organizations willing to have a radionavigation system
recognized by IMO should formally notify IMO that the system is operational
and available for use by merchant shipping. The Government or organization
should also declare the coverage area of the system and provide as much
other information as practicable to assist IMO in its consideration of the
factors identified in paragraph 2.1.3.
2.2.3 Governments or organizations that have a system recognized by IMO should
not allow changes to the operational characteristics of the system under
which the system was recognized without notifying IMO (see resolution
A.577(14)).

3 SHIPBORNE RECEIVING EQUIPMENT

3.1 To avoid the necessity of carrying more than one set of receiving equipment
on a ship, the shipborne receiving equipment should be suitable for operating
either with a world-wide radionavigation system, or with radionavigation
systems which cover the area in which the ship trades.
3.2 Shipborne receiving equipment should conform to the relevant performance
standards not inferior to those adopted by the Organization.
3.3 Radionavigation systems should make it possible for shipborne receiving
equipment automatically to select the appropriate stations for determining the
ship’s position with the required performance.
3.4 Shipborne receiving equipment should be provided with at least one output*
from which position information can be supplied in a standard form to other
equipment.

Appendix
OPERATIONAL REQUIREMENTS

1 INTRODUCTION
1.1 The operational requirements for a world-wide radionavigation system should
be general in nature and capable of being met by a number of systems. All
systems should be capable of being used by an unlimited number of ships.
1.2 The requirements may be met by individual radionavigation systems or by a
combination of such systems.
1.3 For ships with operating speeds above 30 knots more stringent requirements
may be necessary.

2 NAVIGATION IN THOSE HARBOUR ENTRANCES, HARBOUR

APPROACHES AND COASTAL WATERS WITH A HIGH VOLUME OF
TRAFFIC AND/OR SIGNIFICANT DEGREE OF RISK†
2.1 Where a radionavigation system is used to assist in the navigation of ships
in all such waters, the system, including any augmentation, should provide
positional information with an error not greater than 10 m with a probability
of 95%.

* IEC Publication 61162.

†
SOLAS regulation V/13 requires each contracting Government to provide, as it deems practical
and necessary either individually or in co-operation with other contracting Governments, such aids
to navigation as the volume of traffic justifies and the degree of risk requires.

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2.2 Taking into account the radio frequency environment, the coverage of the
system should be adequate to provide position-fixing throughout this phase
of navigation.
2.3 Update rate of the computed and displayed position data should be greater
than once every 10 s. If the computed position data is used for AIS, graphical
display or for direct control of the ship, then the update rate should be greater
than once every 2 s.*
2.4 Signal availability should exceed 99.8%, calculated over a 2-year period.†
2.5 When the system is available, the service reliability should be ≥ 99.97%
over 3 h.
2.6 A warning of system non-availability or discontinuity should be provided to
users within 10 s.

3 NAVIGATION IN THOSE HARBOUR ENTRANCES, HARBOUR

APPROACHES AND COASTAL WATERS WITH A LOW VOLUME OF
TRAFFIC AND/OR A LESS SIGNIFICANT DEGREE OF RISK‡
3.1 Where a radionavigation system is used to assist in the navigation of ships
in such waters, the system, including any augmentation, should provide
positional information with an error not greater than 10 m with a probability
of 95%.
3.2 Taking into account the radio frequency environment, the coverage of the
system should be adequate to provide position-fixing throughout this phase
of navigation.
3.3 Update rate of the computed and displayed position data should be greater
than once every 10 s. If the computed position data is used for AIS, graphical
display or for direct control of the ship, then the update rate should be greater
than once every 2 s.*
3.4 Signal availability should exceed 99.5%, calculated over a 2-year period.†
3.5 When the system is available, the service continuity should be ≥ 99.85%
over 3 h.
3.6 A warning of system non-availability or discontinuity should be provided to
users within 10 s.

4 NAVIGATION IN OCEAN WATERS

4.1 Where a radionavigation system is used to assist in the navigation of ships in
ocean waters, the system should provide positional information with an error
not greater than 100 m with a probability of 95%. This degree of accuracy
is suitable for purposes of general navigation and provision of position
information in the GMDSS.
4.2 In view of the fact that merchant fleets operate world-wide, the information
provided by a radionavigation system must be suitable for use for general
navigation by ships engaged on international voyages in any ocean waters.
4.3 Taking into account the radio frequency environment, the coverage of the
system should be adequate to provide position-fixing throughout this phase
of navigation.

* This applies to the computed and displayed position data, but not to the update rate of correction
data, which remains valid for approximately 30 s.
†
Calculated in accordance with guidance contained in IALA Recommendation R-121 on the
Performance and Monitoring of DGNSS Services in the Frequency Band 283.5–325 kHz.
‡
SOLAS regulation V/13 requires each contracting Government to provide, as it deems practical and
necessary either individually or in co-operation with other contracting Governments, such aids to
navigation as the volume of traffic justifies and the degree of risk requires.

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4.4 Update rate of the computed and displayed position data should be greater
than once every 10 s. If the computed position data is used for AIS, graphical
display or for direct control of the ship, then the update rate should be greater
than once every 2 s.
4.5 Signal availability should exceed 99.8% calculated over a 30-day period.
4.6 A warning of system non-availability or discontinuity should be provided to
users as soon as practicable by Maritime Safety Information (MSI) systems.

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5.2
Resolution A.479(XII) – Adopted on 19 November 1981

PERFORMANCE STANDARDS FOR SHIPBORNE RECEIVERS

FOR USE WITH DIFFERENTIAL OMEGA

THE ASSEMBLY,
RECALLING Article 16(j) of the Convention on the Inter-Governmental Maritime
Consultative Organization,
RECALLING FURTHER Assembly resolution A.425(XI) on performance standards for
differential Omega correction transmitting stations,
RECOGNIZING the need to prepare performance standards for shipborne receivers used
for the reception of differential correction signals,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its forty-fourth session,
1. ADOPTS the Recommendation on Performance Standards for Shipborne Receivers
for Use with Differential Omega;
2. RECOMMENDS Member Governments to ensure that shipborne receivers for use
with differential Omega conform to the performance standards set out in the annex to
the present resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE RECEIVERS FOR USE WITH DIFFERENTIAL OMEGA

1 INTRODUCTION
1.1 Receivers for differential Omega intended for navigational purposes on ships
with maximum speeds not exceeding 35 knots should comply with the
following minimum performance standards.
1.2 In addition to the requirements given in this Recommendation, the system
should comply with the general requirements for shipborne navigational
equipment (IMCO Assembly resolution A.281(VIII)).
1.3 Differential Omega requires both Omega signals and differential correction
signals for correct operation. Receivers used for the reception of the differential
correction signals should preferably be combined with the receivers used for
reception of the Omega signals. Where separate receivers are used, care
should be taken to ensure that the installation meets the overall system
performance standards.

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2 PERFORMANCE STANDARDS FOR THE RECEPTION

OF OMEGA SIGNALS

2.1 Signal reception

2.1.1 The system should provide for reception of Omega transmissions on the
frequency of 10.2 kHz. It may additionally provide for the reception of one
or more of the other Omega frequencies.
2.1.2 The antenna should be capable of receiving Omega signals from any direction
in the horizontal plane at all times.

2.2 Positional information extraction

2.2.1 Means should be provided for synchronizing the system to the Omega
transmission format. Automatic or manual means may be used but in any case
it should be possible to monitor the synchronization state continuously.
2.2.2 The system should be capable of processing information from at least four
Omega stations simultaneously.

2.3 System performance

When a ship is stationary, the instrumental error introduced by the receiver
to the measurement of uncorrected phase difference (line of position (LOP))
on any selected pair of Omega signals should not exceed 0.02 lane width
(2 centilanes). When sailing on a constant heading at speeds up to 35 knots,
instrumental error should not exceed 0.04 lane width (4 centilanes).

2.4 Display of positional information

2.4.1 Equipment which gives positional information in terms of LOPs should
be capable of displaying at least three operator-selected LOPs either
simultaneously or sequentially with the following facilities:
.1 a display of at least two whole lane digits and providing a readout to
0.01 lane width for each pre-selected pair of stations;
.2 means for setting up initially the whole lane digit counts;
.3 identification of the selected Omega stations;
.4 where LOP information is displayed sequentially, provision should be
made for holding any one pair of stations on display for as long as
required without interruption to the continuous updating of LOP counts.
Separate visual indication that the display is in the “hold” condition
should be provided; and
.5 where provision is made for manually entering corrections in order to
display corrected LOP counts, the applied correction with its polarity
sign should be separately displayed at the same time as the corrected
LOP.
2.4.2 An alternative method of displaying the positional information may be used,
provided that such method conforms in principle to the recommendations of
paragraph 2.4.1. In the case where a latitude and longitude display is used,
presentation should be as a minimum in the form of degrees, minutes and
tenths of minutes. The display should also clearly indicate north, south, east
and west. The readout values of latitude and longitude should be based on
the World Geodetic System 1972 (WGS 72).
2.4.3 Means may be provided to transform the computed position based on WGS
72 into data compatible with the datum of the navigational chart in use.
Where this facility exists, positive indication should be provided to indicate
that the facility is currently in use and means should be provided to indicate
the transformation correction.

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2.4.4 When a system is designed for operation on a single Omega frequency only it
should be provided with means of identifying lane slip sufficient to assist the
reestablishment of the correct lane information.

2.5 Displays and indicators

2.5.1 The brilliance of all illumination, except for any warning light, should be
adjustable; a common control may be used. The range of adjustment should
be such that the display of positional information is clearly readable in bright
diffused daylight and at night the brightness is the minimum necessary to
operate the equipment.
2.5.2 Where the figures of a digital display are built up of individual parts (e.g.,
segments) then a facility should be provided which makes it possible to check
all the segments of each figure. During such checking the operation of the
equipment, except for the display, should not be interrupted.

2.6 Power supply

2.6.1 It should be possible to supply the receiver from the usual power supplies
available on board ships: alternating current 100–115 or 220–230 V ±15%,
50 or 60 Hz; direct current 24–32 V ±15%.
2.6.2 The receiver should be fitted with a built-in emergency supply which should
be capable of being automatically substituted with no break to the normal
supply described in paragraph 2.6.1 above. This emergency supply should be
capable of supplying the equipment during at least 10 min.

2.7 Warning devices

2.7.1 If the receiver is of the type which requires the operator to select the Omega
stations whose signals will be employed to generate position information, a
warning device should be provided to indicate the absence of a signal from a
selected station.
2.7.2 If the receiver is of the type which automatically selects the most suitable
Omega signals from those received, a warning device should be provided
to indicate the lack of sufficient usable signals for normal equipment
operation.
2.7.3 Provision may be made to indicate which Omega signals are being received
at a strength sufficient to be employed in position fixing.
2.7.4 The equipment should be fitted with a warning device for indicating main
power supply failure which remains active until reset by the operator.

2.8 Controls
2.8.1 All controls should be of such size as to permit normal adjustments to be
made easily. The controls should be clearly identified.
2.8.2 Where the inadvertent operation of a control could lead to failure of the
equipment or false position-fixing information, the control should be
protected from accidental operation.

2.9 Human errors

The number of manual calculations needed to transform the uncorrected
Omega signals into a charted position should be kept to a minimum. Reliable
automatic correction of Omega data is preferable. For navigational purposes,
a reliable automatic transformation of Omega information into geographical
co-ordinates is preferable. In this case due regard should be taken of possible
additional errors which may be introduced by this process.

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2.10 Auxiliary equipment

Single frequency (10.2 kHz) receivers should, and other receivers may, have
an output to peripheral equipment, e.g., LOP or co-ordinate recorder, or path
plotter. For this output, position data should be in digital form according to the
format defined in CCITT Opinion V24.

3 ADDITIONAL PERFORMANCE STANDARDS FOR

THE RECEPTION OF DIFFERENTIAL OMEGA
3.1 Reception of signals
3.1.1 The system should provide for reception of differential Omega corrections for
the basic frequency of 10.2 kHz. It may additionally provide for the reception
of corrections for one or more of the other Omega frequencies.
3.1.2 The receiving equipment for differential Omega corrections should be able to
receive corrections transmitted in accordance with the performance standards
for differential Omega correction transmitting systems (resolution A.425(XI))
and should indicate the Omega transmissions for which differential corrections
are available.
3.1.3 Correction receivers should operate satisfactorily when the electric field received
from the transmitting station is 10 µV/m or greater, day and night, in the
conditions for atmospheric noise as defined by CCIR for the band 285–415 kHz.
Correction receivers should have a selectivity, or protection devices, allowing
acceptable reception of correction information when interfering signals are
present. Operation should also be possible when the interfering signal is a non-
modulated carrier frequency, at a level 20 dB above the wanted signal, on any
frequency outside a band of ±200 Hz centred on the nominal frequency of the
correction transmitting station.
3.1.4 The antenna for the reception of differential Omega corrections may be
combined with the antenna described in paragraph 2.1.2. The antenna for
the reception of differential Omega corrections (whether the same as the one
described in paragraph 2.1.2 or not) should provide satisfactory reception of
correction signals in the conditions described above and from any direction in
the horizontal plane.

3.2 Extraction of position data

3.2.1 Means should be available for the synchronization of the system with the
differential Omega correction transmission format. It is possible to use
automatic or manual means but, in any case, it should be possible to monitor
the state of synchronization.
3.2.2 The system should be capable of processing information relating to at least four
Omega stations simultaneously.

3.3 System operation

3.3.1 Instrumental errors introduced by the correction receiving equipment should
not be greater than those accepted for Omega receivers, according to paragraph
2.3 above.

3.4 Position information display

3.4.1 The system Omega and differential Omega may be in two forms:
.1 Separate Omega and differential Omega receivers
.1.1 The user may only add the differential Omega corrections to the raw data
from his Omega receiver before reporting his position on the chart.
.1.2 The user may enter differential Omega corrections into the Omega
receiver under the conditions described in paragraph 2.4.1.5.

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.2 Combined Omega and differential Omega receivers

.2.1 The combined receiver may separately display Omega and
differential Omega data. The user may combine them as described
in paragraph 3.4.1.1.
.2.2 The combined receiver may, under the control of the user,
automatically add differential Omega corrections to raw Omega
data.
3.4.2 Where the differential Omega receiver gives correction information for LOPs,
it should be able to display the corrections for at least three LOPs selected by
the user, either simultaneously or sequentially in the following manner:
.1 Display from 0 to 99 centilanes of correction, providing reading for
1 centilane for each station pair selected.
.2 If found necessary, display combined with the display described in
paragraph 3.4.2.1 of the integer part of the correction.
.3 Identification of the selected Omega stations.
.4 Where LOP information is displayed sequentially, provision should
be made for holding any one pair of stations on display for as long
as required without interruption to the continuous updating of LOP
counts. Separate visual indication that the display is in the “hold”
condition should be provided.
.5 Where provision is made for manually entering corrections in order
to display corrected LOP counts, the applied correction with its
polarity sign should be separately displayed at the same time as
the corrected LOP. In addition the user should be clearly advised
whether corrections are applied or not.
.6 Where means are provided for automatically entering the differential
Omega corrections, the user should be clearly advised whether
corrections are applied or not.
.7 Means should also be provided to make sure that differential Omega
corrections can only be applied to raw Omega data.
3.4.3 Alternative methods of displaying the positional and correction information
may be used as mentioned in paragraphs 2.4.2 and 2.4.3, provided that such
methods conform in principle to the recommendations of paragraphs 2.4.1
and 3.4.2.
3.4.4 Where automatic receiving systems are used:
.1 The selection of Omega stations in such a system should be automatic.
The system should be capable of evaluating the quality of Omega signals
directly received as well as that of the corrections for each Omega
station. It should establish the position information through the use of all
available information from the various stations while taking account of
the quality of each one. The operator should however have the possibility
to control the choice of stations manually.
.2 Position data should be automatically obtained when a position
estimated from dead-reckoning or another means has been introduced.
The acceptable uncertainty on the estimated initial position is essentially
related to the number of Omega frequencies that the system may directly
receive on board. This acceptable uncertainty should be clearly known
by the operators.
.3 Even if it uses Omega corrections only on the frequency 10.2 kHz, an
automatic receiver should preferably be capable of directly receiving
Omega signals on the frequencies 10.2 kHz and 13.6 kHz. It could also,
although it is not essential, work with the frequencies 11.33 kHz and
11.05 kHz.

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.4 An automatic system of differential Omega should preferably be

capable of correcting the dispersion which results, at a distance from
the correction transmitting station of more than 200 nautical miles, from
variations of the propagation velocity of Omega waves between day and
night.
.5 An automatic system should be so designed that differential Omega
corrections can only be applied to raw Omega data.
.6 It is desirable for the system to give an indication of quality of the
positional data displayed.

3.5 Displays and indicators

Indication and display devices should conform with the recommendations of
paragraph 2.5.

3.6 Power supply

Power supply devices should conform with the recommendations of paragraph
2.6.

3.7 Warning devices

3.7.1 The Omega and differential Omega systems should be fitted with the warning
devices mentioned in paragraph 2.7.
3.7.2 Warning should be given:
.1 when the correction transmitting station transmits no correction for any
of the selected stations;
.2 when correction information for any of the selected stations is not
correctly received on board;
.3 when correction information has not been updated during the last period
of 6 min for any of the selected stations.
3.7.3 A warning may be given when the 8 Hz modulation is not present.
3.7.4 For those receivers mentioned in paragraph 3.4.4, the recommendation of
paragraph 3.7.2 is replaced by an alarm if the quality of position data is
unacceptable.

3.8 Controls
Controls should conform with the recommendations of paragraph 2.8.

3.9 Human errors

3.9.1 The number of manual calculations needed to transform the uncorrected
Omega signals into a charted position should be kept to a minimum.
3.9.2 Differential Omega correction should be directly applied to raw Omega data,
excluding the usual corrections applicable to Omega use.
3.9.3 Automatic correction of raw Omega data by the corrections received
from differential Omega stations is preferable. As for Omega alone, due
consideration should be given to possible additional errors resulting from the
transformation into geographical co-ordinates.

3.10 Auxiliary equipment

3.10.1 Omega and differential Omega systems may be fitted with an output for
connection with peripheral equipment such as LOP or co-ordinate recorders,
or path plotters.
3.10.2 Such a facility is desirable with receivers working only with frequency
10.2 kHz and with automatic equipment. On this output position data should
be in the form of a digital message according to the format defined in CCITT
Opinion V24.

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5.3
Resolution A.816(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR SHIPBORNE

DECCA NAVIGATOR RECEIVERS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
BEARING IN MIND IMO’s policy (resolution A.815(19)) concerning the establishment of
a World-wide radionavigation system to provide ships with navigational position-fixing
throughout their intended voyages,
NOTING that the Maritime Safety Committee has recognized that the Decca Navigator
system may be a component of the world-wide radionavigation system,
NOTING ALSO that shipborne receiving equipment for the world-wide radionavigation
system should conform to the general requirements for navigational equipment referred
to in resolution A.694(17) and be designed to satisfy the detailed requirements of the
particular system,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-third session,
1. ADOPTS the Recommendation on Performance Standards for Shipborne Decca
Navigator Receivers set out in the annex to the present resolution;
2. INVITES Governments to ensure that Decca Navigator receivers carried on ships
entitled to fly their flag conform to these Performance Standards;
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR SHIPBORNE DECCA NAVIGATOR RECEIVERS

1 INTRODUCTION
1.1 Receivers for the Decca Navigator system intended for navigational purposes
on ships with maximum speeds not exceeding 50 knots should, in addition
to the general requirements contained in resolution A.694(17), comply with
the following minimum performance requirements.
1.2 The Decca Navigator system is a medium-range radionavigation system
operating sequentially at four assigned frequencies in the frequency bands
70–72 kHz (5f– purple slave), 84–86 kHz (6f – master), 112–115 kHz
(8f – red slave) and 126–129 kHz (9f – green slave). Lines of position (LOP)
are determined by the measurement of the phases of signals transmitted
by at least one master and three slave stations. The use of four frequencies
allows lane identification taking into account the range of the system.

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1.3 The equipment should be able to comply with this standard within 15 min
of being switched on.

2 PERFORMANCE STANDARDS FOR THE RECEPTION OF DECCA

NAVIGATOR SIGNALS
2.1 The receivers should be capable of operating and processing signals
received within the frequency bands 70–72 kHz, 84–86 kHz, 112–115 kHz
and 126–129 kHz with the following characteristics:
.1 signal level of between 25 µV/m and 25 mV/m (28 to 88 dB/µV/m);
.2 differential signal level of not less than 40 dB; and
.3 a minimum signal/noise ratio of 20 dB in a noise band of 20 Hz.
2.2 The receivers should be capable of operating correctly in regions of good
wanted signal coverage in the presence of other signals which are outside
the frequency bands specified in paragraph 2.1 and which have field
strengths not exceeding:
.1 80 dB/µV/m at 1 kHz below and above each frequency band;
.2 100 dB/µV/m at 5 kHz below and above each frequency band;
.3 120 dB/µV/m at 15 kHz below the lowest and above the highest
frequency bands; and
.4 140 dB/µV/m at 35 kHz below the lowest and above the highest
frequency bands.
2.3 The receivers should function correctly in the presence of signals from
Decca Navigator transmitters other than those of the chain selected,
provided the receivers and transmitters are separated by a distance in the
order of 4 nautical miles.
2.4 The antenna to be used with the receiver should be capable at all times
of receiving Decca Navigator transmissions from any direction in the
horizontal plane.

3 PROCESSING
3.1 The receivers should be capable of processing the received signals:
.1 from at least one master and up to three slave stations into LOP as
follows:
Green (LOP) – 6f and 9f frequencies;
Red (LOP) – 6f and 8f frequencies;
Purple (LOP) – 6f and 5f frequencies; and
.2 of multipulse transmission format to extract the fundamental (1f) signal
used to provide lane identification.
3.2 Receiver instrumental errors in measuring the LOPs on a stationary ship
within good coverage of the selected Decca Navigator chain should not
exceed ±0.05, ±0.07 and ±0.08 of the lanes respectively for the Green, Red
and Purple LOPs.
3.3 When a ship is sailing on a constant heading at speeds not exceeding 50
knots, the instrumental errors shall not exceed ±0.15, ±0.20 and ±0.25 of the
lanes respectively for the Green, Red and Purple LOPs.
3.4 The receivers may process the LOP results to provide positional information by
reference to a latitude-longitude grid. The processing of LOPs to latitude-longitude
position should not introduce an additional error greater than 1 centilane on any
pattern. Where this facility is provided, the conversion of LOPs’ results to a grid
reference should be based upon a recognized world datum, e.g., WGS 72 (as
amended).

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3.5 Means may be provided to transform the computed position based on WGS
72 into data compatible with the datum of the navigational chart in use.
Where this facility exists, positive indication should be provided to show
when it is in use, and means should be provided to indicate the transformation
correction.
3.6 Means may also be provided for entering corrections manually in order to
provide corrected LOP information or latitude-longitude grid. For receivers
providing position information by geographical co-ordinates, means may
be provided for entering pre-computed corrections in order to display co-
ordinates automatically corrected for a given area. Where this facility exists,
positive indication should be provided to show when it is in use and what
correction is being applied.

4 DISPLAY OF POSITIONAL INFORMATION

4.1 The receivers should display the positional information either by means of
Green, Red and Purple LOPs, together with lane identification, or by means
of a latitude–longitude grid, or both.
4.2 Receivers which provide positional information by means of LOPs should be
capable of displaying two or three operated-selected LOPs simultaneously
with the following facilities:
.1 the identification of the Decca chain in use;
.2 for each LOP a display of:
– the zone letter (A to J) (the zone group may also be displayed);
– the whole lane count (from 0 to 23 for the Red LOP, from 30 to 47 for
the Green LOP and from 50 to 79 for the Purple LOP);
– the centilane count (from 0.00 to 0.99);
.3 means to set up initially the zone letter and the whole lane count;
.4 a display of the lane identification as indicated by the most recent lane
identification transmission; and
.5 means to correct the whole lane count to correspond with the lane
identification display.
4.3 Receivers which provide positional information by means of a latitude-
longitude grid should be capable of displaying both latitude and longitude
simultaneously with the following facilities:
.1 a display of latitude and longitude in the form of degrees, minutes
and hundredths of minutes with north or south and east or west, as
appropriate, being indicated; and
.2 means to set up initially the approximate latitude and longitude grid.
4.4 Where provision is made for corrections to be entered manually, it should
be possible to display the correction at the time of entry and to recall, at any
time, the correction being applied. When appropriate, there should be a clear
indication that the displayed LOPs or latitude-longitude grid are corrected
by the manual input. The corrections should be cleared automatically in the
event of a chain change.
4.5 Where the alphanumerics of a digital display are built up of individual parts,
e.g., segments, a facility should be provided which would make it possible
to check all the segments of each alphanumeric. During segment checks the
operation of the receiver, except for the display, should not be interrupted.

5 WARNING DEVICES
Warning should be given in the following circumstances:
.1 the absence of a usable signal from any selected Decca chain, regardless
of whether such selection is made manually or by automatic means;

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.2 where the position is capable of being displayed in latitude-longitude

co-ordinates, whenever the error between any of the LOPs being used
for co-ordinate conversion differs from the concurrent lane identification
computation by more than 0.5 of a lane for more than 2 min. This
indication may be capable of being reset by manual operation whenever
necessary; and
.3 after an interruption of the power supply, to warn of the need to check
the setting up of the receiver. This indication should be such that it can
only be reset manually.

6 ANCILLARY EQUIPMENT
The receivers may be fitted with outputs to allow the connection of peripheral
equipment, such as track plotters, data recorders or integrated navigation
systems. Data from these outputs should be in digital form and comply with
IEC Publication 1162:1993, Digital Interface Standard.

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5.4
Resolution A.818(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR SHIPBORNE

LORAN-C AND CHAYKA RECEIVERS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
HAVING ADOPTED by resolution A.815(19) the IMO policy for the recognition and
acceptance of suitable radionavigation systems intended for international use to
provide ships with navigational position-fixing throughout their voyages,
RECOGNIZING that the Maritime Safety Committee has identified that the Loran-C and
Chayka systems may be regional components of the world-wide radionavigation
system,
NOTING that shipborne receiving equipment for the world-wide radionavigation system
should be designed to satisfy the detailed requirements of the particular system
concerned,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fourth session,
1. ADOPTS the Recommendation on Performance Standards for Shipborne Loran-C
and Chayka Receivers set out in the annex to the present resolution;
2. INVITES Governments to ensure that Loran-C or Chayka receivers carried on ships
of their flag conform to the performance standards set out in the annex to the present
resolution;
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR SHIPBORNE LORAN-C AND CHAYKA RECEIVERS

1 INTRODUCTION
1.1 The Loran-C and Chayka systems are long-range radionavigation systems,
operating at an assigned frequency of 100 kHz, utilizing pulses with known
group repetition intervals from spaced transmitting stations. Lines of position
are determined by the measurement of the differences in the time of arrival of
these pulses.

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1.2 Receivers for the Loran-C or Chayka system, or both, intended for navigational
purposes on ships with maximum speeds not exceeding 35 knots should, in
addition to the general requirements contained in resolution A.694(17),
comply with the following minimum performance requirements.
1.3 The equipment should comply with these standards within 7.5 min of being
switched on.
1.4 Definitions of terms used in these performance standards are given in section 8.

2 PERFORMANCE STANDARDS FOR THE RECEPTION OF LORAN-C

AND CHAYKA SIGNALS
2.1 The receiver should be capable of taking measurements of time differences,
and of calculating and displaying the current position estimate. The processing
should be such that the combined timing accuracy of each time difference
used in the navigation solution is better than 0.3 µs.
2.2 The receiver, together with its antenna, should have the capability of fully
automatic acquisition of the signals, cycle selection and tracking. The
receiver should allow, but not require, operator assistance to acquire the
secondaries.
2.3 The receiver, together with its antenna, should be capable of providing the
combined timing accuracy specified in paragraph 2.1 under the following
conditions:
.1 in signals of field strength between 17.8 µV/m and 316 mV/m (25 dB/µV/m
to 110 dB/µV/m);
.2 with a range of 0 dB to 60 dB between the signal levels of the stations
being used for the navigation solution;
.3 with an envelope-to-cycle difference (ECD) within the range of +2.4 µs
to –2.4 µs; and
.4 with a minimum signal-to-noise ratio of –10 dB for acquisition in a noise
level range of 4 µV/m to 5.6 mV/m (12 dB/µV/m to 75 dB/µV/m).

3 INTERFERENCE PROTECTION
3.1 The receiver should meet the requirements of these standards:
.1 when two near synchronous near band sources of interference of 0 dB
signal to interference ratio (SIR) are present; and
.2 in the presence of an interference source of –60 dB SIR relative to the
weakest Loran-C or Chayka signal specified in paragraph 2.3.1. The
interfering signal should be amplitude modulated at 30% at 1000 Hz,
and its frequency should lie outside the band 50 kHz to 200 kHz.
3.2 The receiver should meet the timing accuracy and lock-on requirements of
these standards in the presence of cross-rate interference at a level as high as
the strongest Loran-C or Chayka signal being used.
3.3 The receiver should distinguish between signals received by ground or sky
waves in the service area and should lock on in the presence of skywave
interference having delays from 37.5 µs to 60 µs, with strengths of 12 dB to
26 dB respectively, both delays and strengths being measured relative to the
groundwave signal.

4 PROCESSING
4.1 The operator should be able to override any automatic selection of chains or
stations.
4.2 Maximum time to lock-on should not exceed 7.5 min under any of the
conditions specified in sections 2 and 3. It should be possible to select those
secondaries which are to be locked and tracked.

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4.3 The receiver, together with its antenna, should conform to these standards
when subject to ship motion of roll, pitch and yaw under the following
conditions:
.1 at speeds up to 16 knots (3.3 µs/min time difference rate of change
on the baseline) in any horizontal direction and at accelerations up to
3 knots/min (0.6 µs/min/min time difference acceleration); and
.2 at speeds between 16 and 20 knots (4 µs/min time difference rate of
change) the receiver should provide a combined accuracy of 0.45 µs
or better.

5 DISPLAY OF POSITIONAL INFORMATION

5.1 The receiver should be capable of displaying time difference measurements
and may allow the display of geographical positions calculated from time
difference measurements.
5.2 A receiver should be capable of displaying at least two time differences
selected by an operator, either sequentially or simultaneously, with the
following facilities:
.1 a display of at least six digits providing a read-out to 0.1 µs for each
preselected pair of stations;
.2 identification of the pairs of stations between which the time differences
have been measured;
.3 when time difference information is displayed sequentially, provision
should be made for holding it on the display for as long as it is required,
without interrupting the continuous updating of time differences by the
receiver;
.4 where provision is made for manually entering corrections in order to
display corrected positions, a clear warning indication that the position
has been corrected should be provided. It should be possible to display
the applied correction with a polarity sign;
.5 where provision is made for entering precomputed (additional secondary
factor) corrections for a given area, in order to display co-ordinates
automatically corrected, a clear indication should be provided that the
co-ordinates are corrected. Details should be given in the equipment
handbook of the propagation model on which these corrections are
based;
.6 where geographical co-ordinates are displayed, any additional error
due to the co-ordination calculation should not be greater than the
equivalent of 0.1 µs. The receiver should be capable of presenting co-
ordinates in the form of degrees, minutes and hundredths of minutes.
The display should indicate whether latitudes are North or South and
longitudes are East or West. Latitude degrees should be displayed by two
digits and longitude degrees by three digits; and
.7 means may be provided to transform the computed position based
upon (World Geodetic System) WGS 84 into data compatible with the
datum of the navigational chart in use. Where this facility exists, the
receiver should indicate that co-ordinate conversion is being performed
and should identify the co-ordinate system in which the position is
expressed.

6 WARNING DEVICES
6.1 Warnings should be provided to indicate that:
.1 any station being used is blinking;
.2 the signal has been lost; and
.3 a cycle identification error has been detected.

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7 ANCILLARY EQUIPMENT
Loran-C and Chayka receivers may be fitted with outputs to allow the
connection of peripheral equipment. Data from these outputs should be in
digital form and should comply with IEC Publication 1162.

8 DEFINITIONS

8.1 Group repetition interval (GRI)

The GRI designates the particular chain to which the receiver is adjusted. The
four-digit numerical designation from 4,000 to 9,999 is the time in tens of
microseconds between successive Master group transmissions; e.g., Loran-C
chain 9,930 repeats its transmissions at intervals of 99,300 µs.

8.2 Time difference (TD)

Time difference is the difference between the arrival times of the signal from
two specified stations.

8.3 Envelope-to-cycle difference (ECD)

Envelope-to-cycle difference is the time relationship between the phase of
a Loran-C or Chayka carrier and the time origin of the envelope waveform.
Zero envelope-to-cycle difference is defined as the signal condition occurring
when the 30 µs point of the Loran-C or Chayka pulse envelope is in time
coincidence with the third positive zero crossing of the 100 kHz carrier.

8.4 Loran-C or Chayka signal level

For the purpose of this standard, the level of a Loran-C or Chayka signal is
the root-mean-square (RMS) level of a carrier wave (CW) signal having the
same peak-to-peak amplitude as the Loran-C or Chayka pulse envelope 25 µs
after the beginning of the pulse. The 25 µs point is referred to as the standard
sampling point (SSP).

8.5 Lock-on
A receiver has completed lock-on when it has acquired, and is tracking,
the signals of the selected stations. Lock-on time is the interval between the
time that the receivers are switched on, or the selected chain or stations are
changed, and the time that lock-on is achieved. The lock-on time does not
include any time required to tune notch filters.

8.6 Combined timing accuracy

Root sum of squares of mean and standard deviation of the time difference
error.

8.7 Noise level

For the purpose of performance specification and testing, the noise is
considered to have a uniform spectral density prior to filtering. It should be
filtered by a single resonator LC filter having a centre frequency of 100 kHz
and a 3 dB bandwidth of 30 kHz feeding a load of 50 Ω. The defined noise
level is the true RMS level measured at the filter output.

8.8 Near synchronous interference

Interference by a carrier with a frequency difference from the nearest
spectral line within the bandwidth of any post-sampling averaging or filtering
process.

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5.5(a)
Resolution A.819(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR SHIPBORNE GLOBAL

POSITIONING SYSTEM (GPS) RECEIVER EQUIPMENT

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
HAVING ADOPTED by resolution A.815(19) the IMO policy for the recognition and
acceptance of suitable radionavigation systems intended for international use to
provide ships with navigational position-fixing throughout their voyages,
RECOGNIZING that the Maritime Safety Committee has identified that the Global
Positioning System (GPS) may be a component of the world-wide radionavigation
system,
NOTING that shipborne receiving equipment for the world-wide radionavigation system
should be designed to satisfy the detailed requirements of the particular system
concerned,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fourth session,
1. ADOPTS the Recommendation on Performance Standards for Shipborne Global
Positioning System (GPS) Receiver Equipment set out in the annex to the present
resolution;
2. INVITES Governments to ensure that GPS receiver equipment carried on ships of
their flag conform to the performance standards set out in the annex to the present
resolution;
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR SHIPBORNE GLOBAL POSITIONING SYSTEM (GPS)
RECEIVER EQUIPMENT

1 INTRODUCTION
1.1 The Global Positioning System (GPS) is a space-based positioning, velocity and
time system that has three major segments: Space, Control and User. The GPS
space segment will normally be composed of 24 satellites in six orbits. The
satellites operate in circular 20,200 km orbits at an inclination angle of 55°
with a 12 h period. The spacing of satellites in orbit will be arranged so that a
minimum of four satellites will be 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 (1227.6 MHz). L1 carries a precise (P)

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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.
1.2 Receiver equipment for the GPS intended for navigational purposes on ships
with maximum speeds not exceeding 50 knots should, in addition to the
general requirements contained in resolution A.694(17), comply with the
following minimum performance requirements.
1.3 These standards cover the basic requirements of position-fixing for navigation
purposes only and do not cover other computational facilities which may be
in the equipment.

2 GPS RECEIVER EQUIPMENT

2.1 The words ‘‘GPS receiver equipment” as used in these Performance Standards
include all the components and units necessary for the system properly to
perform its intended functions. The equipment should include the following
minimum facilities:
.1 antenna capable of receiving GPS signals;
.2 GPS receiver and processor;
.3 means of accessing the computed latitude/longitude position;
.4 data control and interface; and
.5 position display and, if required, other forms of output.
2.2 The antenna design should be suitable for fitting at a position on the ship
which ensures a clear view of the satellite constellation.

3 PERFORMANCE STANDARDS FOR GPS RECEIVER EQUIPMENT

3.1 The GPS receiver equipment should:
.1 be capable of receiving and processing the Standard Positioning Service
(SPS) signals as modified by selective availability (SA) 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 operate on the L1 signal and C/A code;
.3 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 IEC Publication
1162;
.4 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);
.5 have dynamic accuracy such that the position of the ship is determined to
within 100 m (95%) with HDOP ≤ 4 (or PDOP ≤ 6) under the conditions
of sea states and ship’s motion likely to be experienced in ships;*
.6 be capable of selecting automatically the appropriate satellite-transmitted
signals for determining the ship’s position with the required accuracy and
update rate;

* Refer to resolution A.694(17), and IEC Publications 721-3-6, 945 and 1108-1.

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.7 be capable of acquiring satellite signals with input signals having carrier

levels in the range of –130 dBm to –120 dBm. Once the satellite signals
have been acquired, the equipment should continue to operate satisfactorily
with satellite signals having carrier levels down to –133 dBm;
.8 be capable of acquiring position to the required accuracy within 30 min
when there is no valid almanac data;
.9 be capable of acquiring position to the required accuracy within 5 min
when there is valid almanac data;
.10 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;
.11 be capable of re-acquiring position to the required accuracy within 2 min
when subjected to a power interruption of 60 s;
.12 generate and output a new position solution at least once every 2 s;
.13 the minimum resolution of position, i.e. latitude and longitude, should be
0.001 minutes; and
.14 have the facilities to process differential GPS (DGPS) data fed to it in
accordance with the standards of Recommendation ITU-R M.823 and
the appropriate RTCM standard. When a GPS receiver is equipped with
a differential receiver, performance standards for static and dynamic
accuracies (paragraphs 3.1.4 and 3.1.5 above) should be 10 m (95%).

4 PROTECTION
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 a duration of 5 min.

5 FAILURE WARNINGS AND STATUS INDICATIONS

5.1 The equipment should provide an indication of whether the position
calculated is likely to be outside the requirements of these performance
standards.
5.2 The GPS receiver equipment should provide as a minimum:
.1 an indication within 5 s if either:
.1.1 the specified HDOP has been exceeded; or
.1.2 a new position has not been calculated for more than 2 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;
.2 a warning of loss of position; and
.3 differential GPS status indication of:
.3.1 the receipt of DGPS signals; and
.3.2 whether DGPS corrections are being applied to the indicated ship’s
position.

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 Purchased by ANGLO EASTERN GROUP
Radionavigation equipment – 5.5(b)

5.5(b)
Resolution MSC.112(73) – Adopted on 1 December 2000

ADOPTION OF THE REVISED PERFORMANCE STANDARDS

FOR SHIPBORNE GLOBAL POSITIONING SYSTEM (GPS)
RECEIVER EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as
amendments thereto, shall be performed by the Maritime Safety Committee and/or
the Marine Environment Protection Committee, as appropriate, on behalf of the
Organization,
RECALLING FURTHER that, in accordance with resolution A.815(19) by which the Assembly
adopted the IMO policy for the recognition and acceptance of suitable radionavigation
systems intended for international use to provide ships with navigational position-fixing
throughout their voyages, the Global Positioning System (GPS) has been recognized as
a possible component of the world-wide radionavigation system,
NOTING that shipborne receiving equipment for the world-wide radionavigation system
should be designed to satisfy the detailed requirements of the particular system
concerned,
RECOGNIZING the need to improve the previously adopted, by resolution A.819(19),
performance standards for shipborne GPS receiver equipment in order to ensure the
operational reliability of such equipment and taking into account the technological
progress and experience gained,
HAVING CONSIDERED the recommendation on the revision of resolution A.819(19) made
by the Sub-Committee on Safety of Navigation at its forty-sixth session,
1. ADOPTS the Revised Recommendation on Performance Standards for Shipborne
Global Positioning System (GPS) Receiver Equipment, set out in the annex to the
present resolution;
2. RECOMMENDS Governments to ensure that GPS receiver equipment:
(a) if installed on or after 1 July 2003, conforms to performance standards not
inferior to those specified in the annex to the present resolution; and
(b) if installed before 1 July 2003, conforms to performance standards not
inferior to those specified in the annex to resolution A.819(19).

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Annex
REVISED RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE GLOBAL POSITIONING SYSTEM (GPS) RECEIVER
EQUIPMENT
1 INTRODUCTION
1.1 The Global Positioning System (GPS) is a space-based positioning, velocity
and time system that has three major segments: space, control and user. The
GPS space segment will normally be composed of 24 satellites in six orbits.
The satellites operate in circular 20,200 km orbits at an inclination angle of
55° with a 12-hour period. The spacing of satellites in orbit will be arranged
so that a minimum of four satellites will be 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 (1227.6 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.
1.2 Receiver equipment for the GPS intended for navigational purposes on ships
with maximum speeds not exceeding 70 knots should, in addition to the
general requirements contained in resolution A.694(17),* comply with the
following minimum performance requirements.
1.3 These standards cover the basic requirements of position-fixing for navigation
purposes only and do not cover other computational facilities which may be
in the equipment.

2 GPS RECEIVER EQUIPMENT

2.1 The words “GPS receiver equipment” as used in these performance standards
include all the components and units necessary for the system properly to
perform its intended functions. The equipment should include the following
minimum facilities:
.1 antenna capable of receiving GPS signals;
.2 GPS receiver and processor;
.3 means of accessing the computed latitude/longitude position;
.4 data control and interface; and
.5 position display and, if required, other forms of output.
2.2 The antenna design should be suitable for fitting at a position on the ship
which ensures a clear view of the satellite constellation.

3 PERFORMANCE STANDARDS FOR GPS RECEIVER EQUIPMENT

The GPS receiver equipment should:
.1 be capable of receiving and processing the Standard Positioning Service
(SPS) signals as modified by Selective Availability (SA) 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 (USNO). 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 operate on the L1 signal and C/A code;

* Refer to Publication IEC 60945.

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.3 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;*
.4 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);
.5 have dynamic accuracy such that the position of the ship is determined to
within 100 m (95%) with HDOP ≤ 4 (or PDOP ≤ 6) under the conditions of
sea states and ship’s motion likely to be experienced in ships;†
.6 be capable of selecting automatically the appropriate satellite-transmitted
signals for determining the ship’s position with the required accuracy and
update rate;
.7 be capable of acquiring satellite signals with input signals having carrier
levels in the range of –130 dBm to –120 dBm. Once the satellite signals
have been acquired, the equipment should continue to operate satisfactorily
with satellite signals having carrier levels down to –133 dBm;
.8 be capable of acquiring position to the required accuracy, within 30 min,
when there is no valid almanac data;
.9 be capable of acquiring position to the required accuracy, within 5 min,
when there is valid almanac data;
.10 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;
.11 be capable of re-acquiring position to the required accuracy, within 2 min,
when subjected to a power interruption of 60 s;
.12 generate and output to a display and digital interface‡ a new position
solution at least once every 1 s;§
.13 have a minimum resolution of position, i.e. latitude and longitude, of 0.001
minutes;
.14 generate and output to the digital interface‡ course over the ground (COG),
speed over the ground (SOG) and universal time co-ordinated (UTC). Such
outputs should have a validity mark aligned with that on the position output.
The accuracy requirement for COG and SOG should not be inferior to the
relevant performance standards for heading¶ and SDME;**
.15 have the facilities to process differential GPS (DGPS) data fed to it in
accordance with the standards of Recommendation ITU-R M.823 and
the appropriate RTCM standard. When a GPS receiver is equipped with
a differential receiver, performance standards for static and dynamic
accuracies (paragraphs 3.4 and 3.5 above) should be 10 m (95%); and
.16 be capable of operating satisfactorily in typical interference conditions.

4 PROTECTION
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 a duration of 5 min.

* IEC Publication 61162.

†
Refer to resolution A.694(17), Publications IEC 6721-3-6, IEC 60945 and IEC 61108-1.
‡
Conforming to the IEC 61162 series.
§
For craft meeting the HSC Code, a new position solution at least every 0.5 s is recommended.
¶
Resolution A.424(XI).
** Resolution A.824(19).

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5 FAILURE WARNINGS AND STATUS INDICATIONS

5.1 The equipment should provide an indication of whether the position
calculated is likely to be outside the requirements of these performance
standards.
5.2 The GPS receiver equipment should provide as a minimum:
.1 an indication within 5 s if either:
.1.1 the specified HDOP has been exceeded; or
.1.2 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;
.2 a warning of loss of position;
.3 differential GPS status indication of:
.3.1 the receipt of DGPS signals; and
.3.2 whether DGPS corrections are being applied to the indicated ship’s
position;
.4 DGPS integrity status and alarm; and
.5 DGPS text message display.

* For craft meeting the HSC Code, a new position solution at least every 0.5 s is recommended.

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Radionavigation equipment – 5.6(a)

5.6(a)
Resolution MSC.53(66) – Adopted on 30 May 1996

PERFORMANCE STANDARDS FOR SHIPBORNE

GLONASS RECEIVER EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING resolution A.825(19) by which the Assembly resolved that the functions
of adopting performance standards for radio and navigational equipment, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf
of the Organization,
NOTING resolution A.815(19) by which the Assembly adopted the IMO policy for
the recognition and acceptance of suitable radionavigation systems intended for
international use to provide ships with navigational position-fixing throughout their
voyages,
HAVING IDENTIFIED that the Global Navigation Satellite System (GLONASS) may be a
component of the world-wide radionavigation system,
NOTING ALSO that shipborne receiving equipment for the world-wide radio navigation
system should be designed to satisfy the detailed requirements of the particular system
concerned,
1. ADOPTS the Recommendation on Performance Standards for Shipborne GLONASS
Receiver Equipment set out in the annex to the present resolution;
2. INVITES Governments to ensure that GLONASS receiver equipment carried on
ships of their flags conforms to performance standards not inferior to those set out in
the annex to the present resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR SHIPBORNE GLONASS RECEIVER EQUIPMENT

1 INTRODUCTION
1.1 The Global Navigation Satellite System (GLONASS) is a space-based
positioning, velocity, and time system that has three major segments: Space,
Control and User. The GLONASS Space Segment will normally be composed
of 24 satellites placed in three orbital planes with eight satellites in each
plane. The satellites operate in circular 19,100 km orbits at an inclination
angle of 64.8° and with an 11 h and 15 min period. The spacing of satellites
in orbit will be arranged so that a minimum of four satellites will be in view
to users world-wide, with a position dilution of precision (PDOP) of ≤ 6.
Satellites of the system transmit signals on “L” band frequencies. Each satellite
has separate lettered frequencies L1 (1602.5625–1615.5 MHz).

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1.2 Each L1 frequency carries a code standard accuracy (C), which is used in
shipborne GLONASS receiver equipment. A navigation data message is
superimposed on this code.
1.3 Receiver equipment for the GLONASS intended for navigational purposes on
ships with maximum speeds not exceeding 50 knots should, in addition to
the general requirements contained in resolution A.694(17), comply with the
following minimum performance requirements.
1.4 These standards cover the basic requirements of position-fixing for navigation
purposes only and do not cover other computational facilities which may be
in the equipment.

2 GLONASS RECEIVER EQUIPMENT

2.1 The words “GLONASS receiver equipment” as used in these performance
standards include all the components and units necessary for the system to
properly perform its intended functions. The equipment should include the
following minimum facilities:
.1 antenna capable of receiving GLONASS signals;
.2 GLONASS receiver and processor;
.3 means of accessing the computed latitude/longitude position;
.4 data control and interface; and
.5 position display and, if required, other forms of output.
2.2 The antenna design should be suitable for fitting at a position on the ship
which ensures a clear view of the satellite constellation.

3 PERFORMANCE STANDARDS FOR GLONASS RECEIVER EQUIPMENT

3.1 The GLONASS receiver equipment should:
.1 be capable of receiving and processing the Standard Positioning Service
(SPS) signals of the GLONASS system and provide position information
in latitude and longitude SGS-90 co-ordinates in degrees, minutes and
thousandths of minutes and time of solution referenced to UTC (SU).
Means should be provided to transform the computed position based
upon SGS-90 into WGS-84 or into data compatible with the datum of
the navigational chart in use. Where this facility exists, the display should
indicate that the co-ordinate conversion is being performed and should
identify the co-ordinate system in which the position is expressed;
.2 operate on the SPS (on lettered L1 frequencies and C code);
.3 be provided with at least one output from which position information
can be supplied to other equipment. The output of position information
based upon SGS-90 or WGS-84, should be in accordance with IEC
Publication 1162;
.4 have static accuracy such that the position of the antenna is determined
to within 100 m (95%) with horizontal dilution of position (HDOP) ≤ 4
(PDOP ≤ 6);
.5 have dynamic accuracy such that the position of the antenna is
determined to within 100 m (95%) with HDOP ≤ 4 (PDOP ≤ 6) under
the conditions of sea states and ship’s motion likely to be experienced in
ships;*
.6 be capable of selecting automatically the appropriate satellite transmitted
signals for determination of the ship’s position with the required accuracy
and update rate;

* Refer to resolution A.694(17) and IEC Publications 721-3-6, 945 and 1108-2.

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.7 be capable of acquiring satellite signals with input signals having carrier

levels in the range of –130 dBm to –120 dBm. Once the satellite signals
have been acquired, the equipment should continue to operate satisfactorily
with satellite signal having carrier levels down to –133 dBm;
.8 be capable of acquiring position to the required accuracy, within 30 min,
when there is no valid almanac data;
.9 be capable of acquiring position to the required accuracy, within 5 min,
when there is valid almanac data;
.10 be capable of re-acquiring position to the required accuracy, within 5 min,
when the GLONASS signals are interrupted for a period of at least 24 h, but
there is no loss of power;
.11 be capable of re-acquiring position to the required accuracy, within 2 min,
when subjected to a power interruption of 60 s;
.12 generate and output a new position solution at least once every 2 s;
.13 the minimum resolution of position, i.e. latitude and longitude, should be
0.001 minutes; and
.14 have the facilities to receive and process differential GLONASS (DGLONASS)
data fed to it in accordance with the standards of Recommendation ITU-R
M.823. When a GLONASS receiver is equipped with a differential receiver,
performance standards for static and dynamic accuracies (paragraphs 3.1.4
and 3.1.5 above) should be 10 m (95%).*

4 PROTECTION
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 GLONASS receiver equipment inputs or
outputs for a duration of 5 min.

5 FAILURE WARNINGS AND STATUS INDICATIONS

5.1 The equipment should provide an indication if the position calculated is likely
to be outside of the requirements of these performance standards.
5.2 The GLONASS receiver equipment should provide as a minimum:
.1 an indication within 5 s if either:
.1.1 the specified HDOP has been exceeded; or
.1.2 a new position has not been calculated for more than 2 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;
.2 a warning of loss of position; and
.3 differential GLONASS status indication of:
.3.1 the receipt of DGLONASS signals; and
.3.2 whether DGLONASS corrections are being applied to the indicated
ship’s position.

* Refer to resolution A.815(19) on the World-Wide Radionavigation System.

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Radionavigation equipment – 5.6(b)

5.6(b)
Resolution MSC.113(73) – Adopted on 1 December 2000

ADOPTION OF THE REVISED PERFORMANCE STANDARDS

FOR SHIPBORNE GLONASS RECEIVER EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as
amendments thereto, shall be performed by the Maritime Safety Committee and/or
the Marine Environment Protection Committee, as appropriate, on behalf of the
Organization,
RECALLING FURTHER that, in accordance with resolution A.815(19) by which the Assembly
adopted the IMO policy for the recognition and acceptance of suitable radionavigation
systems intended for international use to provide ships with navigational position-fixing
throughout their voyages, the Global Navigation Satellite System (GLONASS) has been
recognized as a possible component of the world-wide radionavigation system,
NOTING that shipborne receiving equipment for the world-wide radionavigation system
should be designed to satisfy the detailed requirements of the particular system
concerned,
RECOGNIZING the need to improve the previously adopted, by resolution MSC.53(66),
performance standards for shipborne GLONASS receiver equipment in order to ensure
the operational reliability of such equipment and taking into account the technological
progress and experience gained,
HAVING CONSIDERED the recommendation on the revision of resolution MSC.53(66)
made by the Sub-Committee on Safety of Navigation at its forty-sixth session,
1. ADOPTS the Revised Recommendation on Performance Standards for GLONASS
Receiver Equipment, set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that GLONASS receiver equipment:
(a) if installed on or after 1 July 2003, conforms to performance standards not
inferior to those specified in the annex to the present resolution; and
(b) if installed before 1 July 2003, conforms to performance standards not
inferior to those specified in the annex to resolution MSC.53(66).

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Annex
REVISED RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE GLONASS RECEIVER EQUIPMENT

1 INTRODUCTION

1.1 The Global Navigation Satellite System (GLONASS) is a space-based

positioning, velocity, and time system that has three major segments: Space,
Control and User. The GLONASS Space Segment will normally be composed
of 24 satellites placed in three orbital planes with eight satellites in each
plane. The satellites operate in circular 19,100 km orbits at an inclination
angle of 64.8° and with an 11 h and 15 min period. The spacing of satellites
in orbit will be arranged so that a minimum of four satellites will be in view
to users world-wide, with a position dilution of precision (PDOP) of ≤ 6.
Satellites of the system transmit signals on “L” band frequencies. Each satellite
has separate lettered frequencies L1 (1602.5625–1615.5 MHz).
1.2 Each L1 frequency carries a code standard accuracy (C), which is used in
shipborne GLONASS receiver equipment. A navigation data message is
superimposed on this code.
1.3 Receiver equipment for the GLONASS intended for navigational purposes on
ships with maximum speeds not exceeding 70 knots should, in addition to
the general requirements contained in resolution A.694(17),* comply with the
following minimum performance requirements.
1.4 These standards cover the basic requirements of position-fixing for navigation
purposes only and do not cover other computational facilities which may be
in the equipment.

2 GLONASS RECEIVER EQUIPMENT

2.1 The words “GLONASS receiver equipment” as used in these performance

standards include all the components and units necessary for the system to
properly perform its intended functions. The equipment should include the
following minimum facilities:
.1 antenna capable of receiving GLONASS signals;
.2 GLONASS receiver and processor;
.3 means of accessing the computed latitude/longitude position;
.4 data control and interface; and
.5 position display and, if required, other forms of output.
2.2 The antenna design should be suitable for fitting at a position on the ship
which ensures a clear view of the satellite constellation.

3 PERFORMANCE STANDARDS FOR GLONASS RECEIVER EQUIPMENT

The GLONASS receiver equipment should:

.1 be capable of receiving and processing the Standard Positioning Service
(SPS) signals of the GLONASS system and provide position information
in latitude and longitude PZ-90 co-ordinates in degrees, minutes and
thousandths of minutes and time of solution referenced to UTC (SU).
Means should be provided to transform the computed position based
upon PZ-90 into WGS-84 or into data compatible with the datum of the
navigational chart in use. Where this facility exists, the display should
indicate that the co-ordinate conversion is being performed and should
identify the co-ordinate system in which the position is expressed;

* Refer to IEC Publication 60945.

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.2 operate on the Standard Positioning Service (on lettered L1 frequencies

and C code);
.3 be provided with at least one output from which position information
can be supplied to other equipment. The output of position information
based upon PZ-90 or WGS-84 should be in accordance with international
standards;*
.4 have static accuracy such that the position of the antenna is determined to
within 45 m (95%) with horizontal dilution of position (HDOP) ≤ 4 (PDOP
≤6);
.5 have dynamic accuracy such that the position of the antenna is
determined to within 45 m (95%) with horizontal dilution of position
(HDOP) ≤ 4 (PDOP ≤ 6) under the conditions of sea states and ship’s
motion likely to be experienced in ships;†
.6 be capable of selecting automatically the appropriate satellite transmitted
signals for determination of the ship’s position with the required accuracy
and update rate;
.7 be capable of acquiring satellite signals with input signals having carrier
levels in the range of –130 dBm to –120 dBm. Once the satellite signals
have been acquired, the equipment should continue to operate satisfactorily
with satellite signal having carrier levels down to –133 dBm;
.8 be capable of acquiring position to the required accuracy, within 30 min,
when there is no valid almanac data;
.9 be capable of acquiring position to the required accuracy, within 5 min,
when there is valid almanac data;
.10 be capable of re-acquiring position to the required accuracy, within 5 min,
when the GLONASS signals are interrupted for a period of at least 24 h,
but there is no loss of power;
.11 be capable of re-acquiring position to the required accuracy, within 2 min,
when subjected to a power interruption of 60 s;
.12 generate and output to a display and digital interface‡ a new position
solution at least once every 1 s;§
.13 have a minimum resolution of position, i.e. latitude and longitude, of
0.001 minutes;
.14 generate and output to the digital interface‡ course over the ground
(COG), speed over the ground (SOG) and universal time co-ordinated
(UTC). Such outputs should have a validity mark aligned with that on
the position output. The accuracy requirement for COG and SOG should
not be inferior to the relevant performance standards for heading¶ and
SDME;**

* IEC Publication 61162.

†
Resolution A.694(17), Publications IEC 6721 3-6, IEC 60945 and IEC 61108-2.
‡
Publication IEC 61162 series.
§
For craft meeting the HSC Code, a new position solution at least every 0.5 s is recommended.
¶
Resolution A.424(XI).
** Resolution A.824(19).

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.15 have the facilities to receive and process differential GLONASS

(DGLONASS) data fed to it in accordance with the standards of
Recommendation ITU-R M.823. When a GLONASS receiver is equipped
with a differential receiver, performance standards for static and dynamic
accuracies (paragraphs 3.4 and 3.5 above) should be 10 m (95%);* and
.16 be capable of operating satisfactorily in typical interference conditions.

4 PROTECTION
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 GLONASS receiver equipment inputs or
outputs for a duration of 5 min.

5 FAILURE WARNINGS AND STATUS INDICATIONS

5.1 The equipment should provide an indication if the position calculated is likely
to be outside of the requirements of these performance standards.
5.2 The GLONASS receiver equipment should provide as a minimum:
.1 an indication within 5 s if either:
.1.1 the specified HDOP has been exceeded; or
.1.2 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;
.2 a warning of loss of position;
.3 differential GLONASS status indication of:
.3.1 the receipt of DGLONASS signals; and
.3.2 whether DGLONASS corrections are being applied to the indicated
ship’s position;
.4 DGLONASS integrity status and alarm; and
.5 DGLONASS text message display.

*
Refer to resolution A.815(19) on the World-Wide Radionavigation System.
†
For craft meeting the HSC Code, a new position solution at least every 0.5 s is recommended.

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5.7(a)
Resolution MSC.64(67) – Adopted on 4 December 1996

ADOPTION OF NEW AND AMENDED

PERFORMANCE STANDARDS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization

concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED new performance standards and amendments to existing
performance standards adopted by the Assembly prepared by the forty-second session
of the Sub-Committee on Safety of Navigation,
1. ADOPTS the following new and recommended performance standards, set out in
annexes 1 to 2 to the present resolution:*
(a) Recommendation on Performance Standards for Integrated Bridge Systems
(IBS) (annex 1);
(b) Recommendation on Performance Standards for Shipborne DGPS and
DGLONASS Maritime Radio Beacon Receiver Equipment (annex 2);
2. ALSO ADOPTS the amendments to the following performance standards adopted by
the Assembly, set out in annexes 3 to 5 to the present resolution:*
(a) Resolution A.342(IX) – Recommendation on Performance Standards for
Automatic Pilots (annex 3);
(b) Resolution A.447(XII) – Recommendation on Performance Standards for
Radar Equipment (annex 4);
(c) Resolution A.817(19) – Recommendation on Performance Standards for
Electronic Chart Display and Information Systems (ECDIS) (annex 5);
3. RECOMMENDS Member Governments to ensure that:
(a) integrated bridge systems (IBS), shipborne DGPS and DGLONASS
maritime radio beacon receiver equipment and electronic chart display and
information systems (ECDIS) installed on or after 1 January 1999 conform
to performance standards not inferior to those set out in annexes 1, 2 and 5
to the present resolution;*

* Note: Only annex 2 to resolution MSC.64(67) is reproduced here. The other annexes are
reproduced in the relevant chapters of the present publication.

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(b) heading control systems and radar equipment installed on or after 1 January
1999 conform respectively to performance standards not inferior to those
set out in annexes 3 and 4 to the present resolution;*
(c) automatic pilots and radar equipment installed before 1 January 1999
conform at least to the performance standards set out in resolutions
A.342(IX) and A.477(XII), respectively.

Annex 2
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR SHIPBORNE DGPS AND DGLONASS MARITIME
†
RADIO BEACON RECEIVER EQUIPMENT

1 INTRODUCTION
1.1 Differential services broadcast information for augmenting the Global
Positioning System (GPS) and the Global Navigation Satellite System
(GLONASS) to provide the accuracy and integrity required for entrances and
harbour approaches and other waters in which the freedom to manoeuvre is
limited. Various service providers are broadcasting differential information
applicable to localized areas. Different services provide information for
augmenting GPS, GLONASS, or both.
1.2 Receiver equipment for the reception and proper decoding of differential
GPS and GLONASS maritime radio beacon broadcasts (fully compliant with
Recommendation ITU-R M.823) intended for navigational purposes on ships
with maximum speeds not exceeding 50 knots should, in addition to the
general requirements contained in resolution A.694(17),‡ comply with the
following minimum performance requirements.
1.3 This standard covers the basic requirements of maritime radio beacon
receiver equipment providing augmentation information to position-fixing
equipment. It does not cover other computational facilities which may be in
the equipment.

2 DGPS AND DGLONASS MARITIME RADIO BEACON RECEIVER

EQUIPMENT
The words “DGPS and DGLONASS maritime radio beacon receiver
equipment” as used in this Performance Standard includes all the components
and units necessary for the system to properly perform its intended functions.
The equipment should include the following minimum facilities:
.1 antenna capable of receiving DGPS or DGLONASS maritime radio
beacon signals;
.2 DGPS and DGLONASS maritime radio beacon receiver and processor;
.3 receiver control interface; and
.4 data output interface.

3 FUNCTIONAL REQUIREMENTS
3.1 The DGPS and DGLONASS maritime radio beacon receiver equipment
should:
.1 operate in the band of 283.5–315 kHz in Region 1 and 285–325 kHz in
Regions 2 and 3 in accordance with ITU-R M.823;

* Note: Only annex 2 to resolution MSC.64(67) is reproduced here. The other annexes are
reproduced in the relevant chapters of the present publication.
†
The present Recommendation comprises annex 2 to resolution MSC.64(67).
‡
Refer to IEC Publication 945.

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.2 provide means of automatically and manually selecting the frequency,

but operator acknowledgement will be required for each frequency
change when in automatic mode;
.3 make the data available for use with a delay not exceeding 100 ms after
its reception;
.4 be capable of acquiring a signal in less than 45 s in the presence of
electrical storms;
.5 have at least one serial data output that conforms to the relevant
international marine interface standard;* and
.6 have an omni-directional antenna in the horizontal plane.

4 PROTECTION
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 DGPS and DGLONASS maritime radio
beacon receiver equipment inputs or outputs for a duration of 5 min.

5 ALARMS
The DGPS and DGLONASS maritime radio beacon receiver equipment
should give an alarm if no DGPS or DGLONASS message is received.

* Refer to IEC Publication 1162.

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5.7(b)
Resolution MSC.114(73) – Adopted on 1 December 2000

ADOPTION OF THE REVISED PERFORMANCE STANDARDS

FOR SHIPBORNE DGPS AND DGLONASS MARITIME RADIO
BEACON RECEIVER EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as
amendments thereto, shall be performed by the Maritime Safety Committee and/or
the Marine Environment Protection Committee, as appropriate, on behalf of the
Organization,
NOTING that differential services broadcast information for augmenting the Global
Positioning System (GPS) and the Global Navigation Satellite System (GLONASS) to
provide the accuracy and integrity required for entrances and harbour approaches
and other waters in which the freedom to manoeuvre is limited,
NOTING ALSO that shipborne maritime radio beacon receiving equipment providing
augmentation information to position-fixing equipment should be designed to satisfy
the detailed requirements of the particular system concerned,
RECOGNIZING the need to improve the previously adopted, by resolution MSC.64(67),
annex 2, performance standards for shipborne DGPS and DGLONASS maritime
radio beacon receiver equipment in order to ensure the operational reliability of
such equipment and taking into account the technological progress and experience
gained,
HAVING CONSIDERED the recommendation on the revision of resolution MSC.64(67),
annex 2 made by the Sub-Committee on Safety of Navigation at its forty-sixth
session,
1 ADOPTs the Revised Recommendation on Performance Standards for Shipborne
DGPS and DGLONASS Maritime Radio Beacon Receiver Equipment, set out in the
annex to the present resolution;
2. RECOMMENDS Governments to ensure that DGPS and DGLONASS maritime radio
beacon receiver equipment:
(a) if installed on or after 1 July 2003, conforms to performance standards not
inferior to those specified in the annex to the present resolution; and
(b) if installed on or after 1 January 1999 but before 1 July 2003, conforms
to performance standards not inferior to those specified in the annex to
resolution MSC.64(67), annex 2.

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Annex
REVISED RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE DGPS AND DGLONASS MARITIME RADIO BEACON
RECEIVER EQUIPMENT

1 INTRODUCTION
1.1 Differential services broadcast information for augmenting the Global
Positioning System (GPS) and the Global Navigation Satellite System
(GLONASS) to provide the accuracy and integrity required for entrances and
harbour approaches and other waters in which the freedom to manoeuvre is
limited. Various service providers are broadcasting differential information
applicable to localized areas. Different services provide information for
augmenting GPS, GLONASS, or both.
1.2 Receiver equipment for the reception and proper decoding of differential
GPS and GLONASS maritime radio beacon broadcasts (fully compliant with
Recommendation ITU-R M.823) intended for navigational purposes on ships
with maximum speeds not exceeding 70 knots should, in addition to the
general requirements contained in resolution A.694(17),* comply with the
following minimum performance requirements.
1.3 These standards cover the basic requirements of maritime radio beacon
receiver equipment providing augmentation information to position-fixing
equipment. They do not cover other computational facilities which may be in
the equipment.

2 DGPS AND DGLONASS MARITIME RADIO BEACON RECEIVER

EQUIPMENT
The words “DGPS and DGLONASS maritime radio beacon receiver equipment”
as used in these performance standards include all the components and units
necessary for the system to properly perform its intended functions. The
equipment should include the following minimum facilities:
.1 antenna capable of receiving DGPS or DGLONASS maritime radio
beacon signals;
.2 DGPS and DGLONASS maritime radio beacon receiver and processor;
.3 receiver control interface; and
.4 data output interface.

3 FUNCTIONAL REQUIREMENTS
The DGPS and DGLONASS maritime radio beacon receiver equipment
should:
.1 operate in the band of 283.5 to 315 kHz in Region 1 and 285 to 325 kHz
in Regions 2 and 3 in accordance with Recommendation ITU-R M.823;
.2 provide means of automatically and manually selecting the station;
.3 make the data available for use with a delay not exceeding 100 ms after
its reception;
.4 be capable of acquiring a signal in less than 45 s in the presence of
electrical storms;
.5 have at least one serial data output that conforms to the relevant
international marine interface standard;†

* Refer to IEC Publication 60945.

†
Refer to IEC publication 61162.

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.6 have an omni-directional antenna in the horizontal plane; and

.7 be capable of operating satisfactorily in typical interference conditions.

4 PROTECTION
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 DGPS and DGLONASS maritime radio
beacon receiver equipment inputs or outputs for a duration of 5 min.

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Radionavigation equipment – 5.8(a)

5.8(a)
Resolution MSC.74(69) – Adopted on 12 May 1998

ADOPTION OF NEW AND AMENDED PERFORMANCE

STANDARDS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED new performance standards and amendments to existing
performance standards adopted by the Assembly and prepared by the forty-third
session of the Sub-Committee on Safety of Navigation,
1. ADOPTS the following new and recommended performance standards, set out in
annexes 1 to 3 to the present resolution:
(a) Recommendation on Performance Standards for Shipborne Combined GPS/
GLONASS Receiver Equipment (annex 1);
(b) Recommendation on Performance Standards for Track Control Systems
(annex 2); and
(c) Recommendation on Performance Standards for Universal Automatic
Identification System (AIS) (annex 3);
2. ADOPTS ALSO the amendments to the following performance standards adopted by
the Assembly, set out in annex 4 to the present resolution:
(a) Resolution A.224(VII) – Recommendation on Performance Standards for
Echo-Sounding Equipment (annex 4);
3. RECOMMENDS Member Governments to ensure that:
(a) shipborne combined GPS/GLONASS receiver equipment, track control
systems and AIS installed on or after 1 January 2000 conforms to
performance standards not inferior to those set out in annexes 1 to 3 to the
present resolution;
(b) echo-sounding equipment installed on or after 1 January 2001 conforms
respectively to performance standards not inferior to those set out in annex 4
to the present resolution;
(c) echo-sounding equipment installed before 1 January 2001 conforms at least
to the performance standards set out in resolution A.224(VII).

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Annex 1
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE COMBINED GPS/GLONASS RECEIVER EQUIPMENT

1 INTRODUCTION
1.1 The Global Positioning System (GPS) and Global Navigation Satellite System
(GLONASS) are space-based positioning, velocity and time systems. The
GPS space segment will normally be composed of 24 satellites in six orbits.
The spacing of satellites in orbit will be arranged so that a minimum of
four satellites will be in view to users world-wide, with a position dilution
of precision (PDOP) ≤ 6. The GLONASS space segment will normally be
composed of 24 satellites placed in 3 orbital planes with 8 satellites in each
plane. The spacing of satellites in orbit will be arranged so that a minimum of
four satellites will be in view to users world-wide, with a PDOP ≤ 6.
1.2 A combined receiver, when compared to either the GPS or GLONASS
receiver, offers improved availability, integrity, accuracy and resistance to
interference, increased ease of installation, and the ability to operate in the
differential GPS mode (DGPS), differential GLONASS mode (DGLONASS)
and combined DGPS and DGLONASS mode, when available.
1.3 Receiver equipment capable of combining individual satellite measurements
from GPS and GLONASS constellations to form a single solution is intended
for navigational purposes on ships with maximum speeds not exceeding
50 knots. Such equipment should, in addition to the general requirements
contained in resolution A.694(17), comply with the following minimum
performance requirements.
1.4 These standards cover the basic requirements of position-fixing for navigation
purposes only and do not cover other computational facilities which may be
in the equipment.

2 COMBINED GPS/GLONASS RECEIVER EQUIPMENT

2.1 The words “combined GPS/GLONASS receiver equipment” as used in these
performance standards include all the components and units necessary for
the system to properly perform its intended functions. The equipment should
include the following minimum facilities:
.1 antenna capable of receiving both GPS and GLONASS signals;
.2 combined GPS/GLONASS receiver and processor;
.3 means of accessing the computed latitude/longitude position;
.4 data control and interface; and
.5 position display.
2.2 The antenna design should be suitable for fitting at a position on the ship
which ensures a clear view of the satellite constellations.

3 PERFORMANCE STANDARDS FOR COMBINED GPS/GLONASS RECEIVER

EQUIPMENT
3.1 The combined GPS/GLONASS receiver equipment should:
.1 be capable of receiving and processing the Standard Positioning Service
(SPS) signals of the GPS as modified by Selective Availability (SA) and
range code signals in GLONASS and provide position information in
latitude and longitude World Geodetic System (WGS) 84 co-ordinates in
degrees, minutes and thousandths of minutes. Means may be provided to
transform the computed position into data compatible with the datum of

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the navigational chart in use. Where this facility exists, the display and
any data output should indicate that the co-ordinate conversion is being
performed and should identify the co-ordinate system in which the
position is expressed;
.2 operate on the L1 frequency signal and C/A code in GPS and L1
frequency signal and range code in GLONASS;
.3 be provided with at least one output from which position information
can be supplied to other equipment. The output of position information
should be in accordance with the relevant international standard;*
.4 have static accuracy such that the position of the antenna is determined
to within 35 m (95%) in non-differential mode and 10 m (95%) in
differential mode with horizontal dilution of precision (HDOP) ≤ 4 or
position dilution of precision (PDOP) ≤ 6;
.5 have dynamic accuracy such that the position of the ship is determined
to within 35 m (95%) in non-differential mode and 10 m (95%) in
differential mode with HDOP ≤ 4 or PDOP ≤ 6 under the conditions of
sea states and ship’s motion likely to be experienced in ships;†
.6 be capable of selecting automatically the appropriate satellite transmitted
signals for determination of the ship’s position with the required accuracy
and update rate;
.7 be capable of acquiring satellite signals with input signals having carrier
levels in the range of –130 dBm to –120 dBm. Once the satellite signals
have been acquired, the equipment should continue to operate satisfactorily
with satellite signals having carrier levels down to –133 dBm;
.8 be capable of acquiring position to the required accuracy, within 30 min,
when there is no valid almanac data;
.9 be capable of acquiring position to the required accuracy, within 5 min,
when there is valid almanac data;
.10 be capable of re-acquiring position to the required accuracy, within 5 min,
when all GPS and GLONASS signals are interrupted for a period of at least
24 h, but there is no loss of power;
.11 be capable of re-acquiring position to the required accuracy, within 2 min,
when subjected to a power interruption of 60 s;
.12 be capable of re-acquiring an individual satellite signal and utilizing it in
the position solution within 10 s after being blocked for 30 s;
.13 generate and output a new position solution at least once every 1 s;
.14 have a minimum resolution of position, i.e. latitude and longitude, of
0.001 minutes; and
.15 have the facilities to process DGPS and DGLONASS data fed to it, in
accordance with Recommendation ITU-R M.823 and the appropriate
RTCM standard.

4 PROTECTION
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 combined GPS/GLONASS receiver
equipment inputs or outputs for a duration of 5 min.

* Publication IEC 1162.

†
Resolution A.694(17); Publications IEC 721-3-6, IEC 945 and IEC 1108-3.

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5 FAILURE WARNINGS AND STATUS INDICATIONS

5.1 The equipment should provide an indication if the position calculated is likely
to be outside of the requirements of these performance standards.
5.2 The combined GPS/GLONASS receiver equipment should provide as a
minimum:
.1 an indication within 5 s if either:
(a) the specified HDOP has been exceeded; or
(b) 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;
.2 a warning of loss of position; and
.3 DGPS and DGLONASS status indication of:
(a) the receipt of DGPS and DGLONASS signals; and
(b) whether DGPS and DGLONASS corrections are being applied to
the indicated ship’s position.

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5.8(b)
Resolution MSC.115(73) – Adopted on 1 December 2000

ADOPTION OF THE REVISED PERFORMANCE STANDARDS

FOR SHIPBORNE COMBINED GPS/GLONASS RECEIVER
EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as
amendments thereto, shall be performed by the Maritime Safety Committee and/or
the Marine Environment Protection Committee, as appropriate, on behalf of the
Organization,
RECALLING FURTHER that, in accordance with resolution A.815(19) by which the
Assembly adopted the IMO policy for the recognition and acceptance of suitable
radionavigation systems intended for international use to provide ships with
navigational position-fixing throughout their voyages, the Global Positioning System
(GPS) and the Global Navigation Satellite System (GLONASS) have been recognized
as possible components of the worldwide radionavigation system,
NOTING that shipborne combined receiving equipment for the world-wide
radionavigation system offers improved availability, integrity, accuracy and resistance
to interference,
RECOGNIZING the need to improve the previously adopted, by resolution MSC.74(69),
annex 1, performance standards for shipborne combined GPS/GLONASS receiver
equipment in order to ensure the operational reliability of such equipment and taking
into account the technological progress and experience gained,
HAVING CONSIDERED the recommendation on the revision of resolution MSC.74(69),
annex 1 made by the Sub-Committee on Safety of Navigation at its forty-sixth
session,
1. ADOPTS the Revised Recommendation on Performance Standards for Shipborne
Combined Receiver Equipment, set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that combined GPS/GLONASS receiver
equipment:
(a) if installed on or after 1 July 2003, conforms to performance standards not
inferior to those specified in the annex to the present resolution; and
(b) if installed before 1 July 2003, conforms to performance standards not
inferior to those specified in annex 1 to resolution MSC.74(69).

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Annex
REVISED RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE COMBINED GPS/GLONASS RECEIVER EQUIPMENT

1 INTRODUCTION
1.1 The Global Positioning System (GPS) and Global Navigation Satellite System
(GLONASS) are space-based positioning, velocity and time systems. The
GPS space segment will normally be composed of 24 satellites in six orbits.
The spacing of satellites in orbit will be arranged so that a minimum of
four satellites will be in view to users world-wide, with a position dilution
of precision (PDOP) ≤ 6. The GLONASS space segment will normally be
composed of 24 satellites placed in 3 orbital planes with 8 satellites in each
plane. The spacing of satellites in orbit will be arranged so that a minimum of
four satellites will be in view to users world-wide, with a PDOP ≤ 6.
1.2 A combined receiver, when compared to either the GPS or GLONASS
receiver, offers improved availability, integrity, accuracy and resistance to
interference, increased ease of installation, and the ability to operate in the
differential GPS mode (DGPS), differential GLONASS mode (DGLONASS)
and combined DGPS and DGLONASS mode, when available.
1.3 Receiver equipment capable of combining individual satellite measurements
from GPS and GLONASS constellations to form a single solution is intended
for navigational purposes on ships with maximum speeds not exceeding
70 knots. Such equipment should, in addition to the general requirements
contained in resolution A.694(17),* comply with the following minimum
performance requirements.
1.4 These standards cover the basic requirements of position-fixing for navigation
purposes only and do not cover other computational facilities which may be
in the equipment.

2 COMBINED GPS/GLONASS RECEIVER EQUIPMENT

2.1 The words “combined GPS/GLONASS receiver equipment” as used in these
performance standards include all the components and units necessary for
the system to properly perform its intended functions. The equipment should
include the following minimum facilities:
.1 antenna capable of receiving both GPS and GLONASS signals;
.2 combined GPS/GLONASS receiver and processor;
.3 means of accessing the computed latitude/longitude position;
.4 data control and interface; and
.5 position display.
2.2 The antenna design should be suitable for fitting at a position on the ship
which ensures a clear view of the satellite constellations.

3 PERFORMANCE STANDARDS FOR COMBINED GPS/GLONASS

RECEIVER EQUIPMENT
3.1 The combined GPS/GLONASS receiver equipment should:
.1 be capable of receiving and processing the Standard Positioning Service
(SPS) signals of the GPS as modified by Selective Availability (SA) and
range code signals in GLONASS and provide position information in

* Refer to Publication IEC 60945.

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latitude and longitude World Geodetic System (WGS) 84 co-ordinates in

degrees, minutes and thousandths of minutes. Means may be provided
to transform the computed position into data compatible with the datum
of the navigational chart in use. Where this facility exists, the display
and any data output should indicate that the co-ordinate conversion is
being performed and should identify the co-ordinate system in which the
position is expressed;
.2 operate on the L1 frequency signal and C/A code in GPS and L1
frequency signal and range code in GLONASS;
.3 be provided with at least one output from which position information
can be supplied to other equipment. The output of position information
should be in accordance with the relevant international standards;*
.4 have static accuracy such that the position of the antenna is determined
to within 35 m (95%) in non-differential mode and 10 m (95%) in
differential mode with horizontal dilution of precision (HDOP) ≤ 4 or
position dilution of precision (PDOP) ≤ 6;
.5 have dynamic accuracy such that the position of the ship is determined
to within 35 m (95%) in non-differential mode and 10 m (95%) in
differential mode with HDOP ≤ 4 or PDOP ≤ 6 under the conditions of
sea states and ship’s motion likely to be experienced in ships;†
.6 be capable of selecting automatically the appropriate satellite transmitted
signals for determination of the ship’s position with the required accuracy
and update rate;
.7 be capable of acquiring satellite signals with input signals having carrier
levels in the range of –130 dBm to –120 dBm. Once the satellite signals
have been acquired, the equipment should continue to operate satisfactorily
with satellite signals having carrier levels down to –133 dBm;
.8 be capable of acquiring position to the required accuracy, within 30 min,
when there is no valid almanac data;
.9 be capable of acquiring position to the required accuracy, within 5 min,
when there is valid almanac data;
.10 be capable of re-acquiring position to the required accuracy, within 5 min,
when all GPS and GLONASS signals are interrupted for a period of at least
24 h, but there is no loss of power;
.11 be capable of re-acquiring position to the required accuracy, within 2 min,
when subjected to a power interruption of 60 s;
.12 be capable of re-acquiring an individual satellite signal and utilizing it in
the position solution within 10 s after being blocked for 30 s;
.13 generate and output to a display and digital interface‡ a new position
solution at least once every 1 s;
.14 have a minimum resolution of position, i.e. latitude and longitude, of
0.001 minutes;
.15 generate and output to the digital interface‡ course over the ground
(COG), speed over the ground (SOG) and universal time co-ordinated
(UTC). Such outputs should have a validity mark aligned with that on
the position output. The accuracy requirement for COG and SOG should
not be inferior to the relevant performance standards for heading§ and
SDME;¶

* Publication IEC 61162.

†
Resolution A.694(17); Publications IEC 6721-3-6, IEC 60945 and IEC 61108-3.
‡
Conforming to Publication IEC 61162 series.
§
Resolution A.424(XI).
¶
Resolution A.824(19).

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.16 have the facilities to process DGPS and DGLONASS data fed to it, in
accordance with Recommendation ITU-R M.823 and the appropriate
RTCM standard; and
.17 be capable of operating satisfactorily in typical interference conditions.

4 PROTECTION
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 combined GPS/GLONASS receiver
equipment inputs or outputs for a duration of 5 min.

5 FAILURE WARNINGS AND STATUS INDICATIONS

5.1 The equipment should provide an indication if the position calculated is likely
to be outside of the requirements of these performance standards.
5.2 The combined GPS/GLONASS receiver equipment should provide as a
minimum:
.1 an indication within 5 s if either:
.1.1 the specified HDOP has been exceeded; or
.1.2 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;
.2 a warning of loss of position;
.3 DGPS and DGLONASS status indication of:
.3.1 the receipt of DGPS and DGLONASS signals; and
.3.2 whether DGPS and DGLONASS corrections are being applied to
the indicated ship’s position;
.4 DGPS and DGLONASS integrity status and alarm; and
.5 DGPS and DGLONASS text message display.

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5.9
RESOLUTION MSC.233(82) – Adopted on 5 December 2006

ADOPTION OF THE PERFORMANCE STANDARDS FOR

SHIPBORNE GALILEO RECEIVER EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as
amendments thereto shall be performed by the Maritime Safety Committee and/or
the Marine Environment Protection Committee, as appropriate, on behalf of the
Organization,
RECALLING FURTHER that, in accordance with resolution A.815(19) by which the Assembly
adopted the IMO policy for the recognition and acceptance of suitable radionavigation
systems intended for international use to provide ships with navigational position-
fixing throughout their voyages, the GALILEO satellite system may be recognized as a
possible component of the world-wide radionavigation system,
NOTING that shipborne receiving equipment for the world-wide radionavigation
system should be designed to satisfy the detailed requirements of the particular system
concerned,
RECOGNIZING the need to develop performance standards for shipborne GALILEO
receiver equipment in order to ensure the operational reliability of such equipment
and taking into account the technological progress and experience gained,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of
Navigation, at its fifty-second session,
1. ADOPTS the Performance standards for Shipborne GALILEO receiver equipment,
set out in the annex to the present resolution;
2. RECOMMENDS Governments ensure that GALILEO receiver equipment installed
on or after 1 January 2009 conform to performance standards not inferior to those
specified in the annex to the present resolution.

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Annex
PERFORMANCE STANDARDS FOR SHIPBORNE GALILEO
RECEIVER EQUIPMENT

1 INTRODUCTION
1.1 Galileo is the European satellite navigation system. Galileo is designed as
a wholly civil system, operated under public control. Galileo comprises 30
medium earth orbit (MEO) satellites in 3 circular orbits. Each orbit has an
inclination of 56° and contains 9 operational satellites plus one operational
spare. This geometry ensures that a minimum of 6 satellites are in view to
users world-wide with a position dilution of precision (PDOP) ≤ 3.5.
1.2 Galileo transmits 10 navigation signals and 1 search and rescue (SAR) signal.
The SAR signal is broadcast in one of the frequency bands reserved for the
emergency services (1544–1545 MHz) whereas the 10 navigation signals are
provided in the radio-navigation satellite service (RNSS) allocated bands:
4 signals occupy the frequency range 1164–1215 MHz (E5a-E5b).
3 signals occupy the frequency range 1260–1300 MHz (E6).
3 signals occupy the frequency range 1559–1591 MHz (E2, L1, E1).
Each frequency carries two signals; the first is a tracking signal – the so-called
pilot signal – that contains no data but increases the tracking robustness at the
receiver whereas the other carries a navigation data message.
Galileo provides two different services of use for the maritime community.
1.3 The Galileo Open Service provides positioning, navigation and timing
services, free of direct user charges. The Open Service can be used on one
(L1), two (L1 and E5a or L1 and E5b) or three (L1, E5a and E5b) frequencies.
1.4 The Galileo Safety of Life Service can be used on one (L1 or E5b) or two (L1
and E5b) frequencies.* Each of the L1 and E5b frequencies carries a navigation
data message that includes integrity information. The E5a frequency does not
include integrity data.
1.5 Galileo receiver equipment intended for navigation purposes on ships of
speeds not exceeding 70 knots, in addition to the general requirements
specified in resolution A.694(17),† should comply with the following
minimum performance requirements.
1.6 These standards cover the basic requirements of position fixing, determination
of course over ground (COG), speed over ground (SOG) and timing, either for
navigation purposes or as input to other functions. The standards do not cover
the other computational facilities which may be in the equipment nor cover
the requirements for any other systems that may take input from the Galileo
receiver.

2 GALILEO RECEIVER EQUIPMENT

2.1 The words “Galileo receiver equipment” as used in these performance
standards include all the components and units necessary for the system
properly to perform its intended functions. The Galileo receiver equipment
should include the following minimum facilities:
.1 antenna capable of receiving Galileo signals;
.2 Galileo receiver and processor;

* The integrity parameters broadcast by the Galileo Safety of Life service will be unencrypted and
therefore fully accessible. Service Guarantees and Authentication services can be made available, at
a charge, through contractual means if desired.
†
Refer to publication IEC 60945.

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.3 means of accessing the computed latitude/longitude position;

.4 data control and interface; and
.5 position display and, if required, other forms of output.
Note: If Galileo forms part of an approved Integrated Navigation System,
requirements of 2.1.3, 2.1.4, 2.1.5 may be provided within the INS.
2.2 The antenna design should be suitable for fitting at a position on the ship which
ensures a clear view of the satellite constellation, taking into consideration
any obstructions that might exist on the ship.

3 PERFORMANCE STANDARDS FOR GALILEO RECEIVER EQUIPMENT

The Galileo receiver equipment should:
.1 be capable of receiving and processing the Galileo positioning and
velocity, and timing signals on:
a) for a single frequency receiver, the L1 frequency alone. The receiver
should use the ionospheric model broadcast to the receiver by the
constellation to generate ionospheric corrections;
b) for a dual frequency receiver, either the L1 and E5b frequencies or
the L1 and E5a frequencies. The receiver should use dual frequency
processing to generate ionospheric corrections;
.2 provide position information in latitude and longitude in degrees,
minutes and thousandths of minutes;*
.3 provide time referenced to universal time co-ordinated UTC (BIPM);†
.4 be provided with at least two outputs from which position information,
UTC, course over ground (COG), speed over ground (SOG) and alarms
can be supplied to other equipment. The output of position information
should be based on the WGS84 datum and should be in accordance
with international standards.‡ The output of UTC, course over ground
(COG), speed over ground (SOG) and alarms should be consistent with
the requirements of 3.16 and 3.18;
.5 have static accuracy such that the position of the antenna is determined
to within:
a) 15 m horizontal (95%) and 35 m vertical (95%) for single frequency
operations on the L1 frequency;
b) 10 m horizontal (95%) and 10 m vertical (95%) for dual frequency
operations on L1 and E5a or L1 and E5b frequencies;§
.6 have dynamic accuracy equivalent to the static accuracy specified in .5
above under the sea states and motion experienced in ships;¶
.7 have position resolution equal or better than 0.001 minute of latitude
and longitude;
.8 have timing accuracy such that time is determined within 50 ns of
UTC;

* Galileo uses Galileo Terrestrial Frame System (GTRF) datum which is a realization of the
International Terrestrial Frame Reference (ITRF) system and differs from WGS 84 by less than 5 cm
world–wide.
†
Bureau International des poids et measures.
‡
Publication IEC 61162.
§
The minimum accuracy requirements specified for dual frequency processing are based on the
performance requirements established by the Organization in resolution A.915(22) and resolution
A.953(23) for navigation in harbour entrances, harbour approaches and coastal waters. The Galileo
satellite navigation system will be able to provide better accuracy (4 m horizontal 95% and 8 m
vertical 95%).
¶
Refer to resolution A.694(17), publications IEC 6721-3-6 and IEC 60945.

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.9 be capable of selecting automatically the appropriate satellite-transmitted

signals to determine the ship’s position and velocity, and time with the
required accuracy and update rate;
.10 be capable of acquiring satellite signals with input signals having carrier
levels in the range of –128 dBm to –118 dBm. Once the satellite signals
have been acquired, the equipment should continue to operate satisfactorily
with satellite signals having carrier levels down to –131 dBm;
.11 be capable of operating satisfactorily under normal interference conditions
consistent with the requirements of resolution A.694(17);
.12 be capable of acquiring position, velocity and time to the required
accuracy within 5 min when there is no valid almanac data (cold start);
.13 be capable of acquiring position, velocity and time to the required
accuracy within 1 min when there is valid almanac data (warm start);
.14 be capable of re-acquiring position, velocity and time to the required
accuracy within 1 min when there has been a service interruption of 60 s
or less;
.15 generate and output to a display and digital interface* a new position
solution at least once every 1 s for conventional craft and at least once
every 0.5 s for high-speed craft;
.16 provide the COG, SOG and UTC outputs, with a validity mark aligned
with that on the position output. The accuracy requirements for COG
and SOG should not be inferior to the relevant performance standards for
heading† and speed and distance measuring equipment (SDME)‡ and the
accuracy should be obtained under the various dynamic conditions that
could be experienced on board ships;
.17 provide at least one normally closed contact, which should indicate failure
of the Galileo receiver equipment;
.18 have a bidirectional interface to facilitate communication so that alarms
can be transferred to external systems and so that audible alarms from the
Galileo receiver can be acknowledged from external systems; the interface
should comply with the relevant international standards;§ and
.19 have the facilities to process differential Galileo (dGalileo) data fed to it
in accordance with the standards of ITU-R¶ and the appropriate RTCM**
standard and provide indication of the reception of dGalileo signals and
whether they are being applied to the ship’s position.

4 INTEGRITY CHECKING, FAILURE WARNINGS AND STATUS

INDICATIONS
4.1 The Galileo receiver equipment should also indicate whether the performance
of Galileo is outside the bounds of requirements for general navigation in the
ocean, coastal, port approach and restricted waters, and inland waterway
phases of the voyage as specified in either resolution A.953(23) or appendix 2
to resolution A.915(22) and any subsequent amendments as appropriate. The
Galileo receiver equipment should as a minimum:

* Conforming to the IEC 61162 series.

†
Resolution A.424 (XI) for conventional craft and resolution A.821(19) for high-speed craft.
‡
Resolution A.824(19).
§
Publication IEC 61162.
¶
ITU-R Recommendation M.823.
** RTCM 10402 or 10403.

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.1 provide a warning within 5 s of loss of position or if a new position

based on the information provided by the Galileo constellation has
not been calculated for more than 1 s for conventional craft and
0.5 s for high-speed craft. Under such conditions the last known position
and the time of last valid fix, with the explicit indication of the state so
that no ambiguity can exist, should be output until normal operation is
resumed;
.2 use receiver autonomous integrity monitoring (RAIM) to provide integrity
performance appropriate to the operation being undertaken;
.3 provide a self-test function.
4.2 For receivers having the capability to process the Galileo Safety of Life
Service, integrity monitoring and alerting algorithms should be based
on a suitable combination of the Galileo integrity message and receiver
autonomous integrity monitoring (RAIM). The receiver should provide an
alarm within 10 s Time to Alarm (TTA) of the start of an event if an alert limit
of 25 m Horizontal Alert Limit (HAL) is exceeded for a period of at least 3 s.
The probability of detection of the event should be better that 99.999% over
a 3 h period (integrity risk ≤ 10–5/3 h).

5 PROTECTION
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 Galileo receiver equipment inputs
or outputs for a duration of 5 min or less.

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II/6
Radio direction-finding equipment

6.1
Resolution A.665(16) – Adopted on 19 October 1989

PERFORMANCE STANDARDS FOR RADIO

DIRECTION-FINDING SYSTEMS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
BEARING IN MIND that regulations V/12(p) and (r) of the International Convention for
the Safety of Life at Sea, 1974, as amended in 1988, require that ships of 1,600 tons
gross tonnage and upwards shall be fitted with radio direction-finding apparatus and
that such apparatus shall conform to appropriate performance standards not inferior
to those adopted by the Organization,
NOTING that the technical requirements of regulation IV/1 1 of the 1974 SOLAS
Convention, in force prior to entry into force of the 1988 amendments, are no longer
included in the Convention but continue to apply to equipment installed on ships,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its fifty-seventh session,
1. ADOPTS the Performance Standards for Radio Direction-Finding Systems, the text
of which is set out in the annex to the present resolution;
2. RECOMMENDS Member Governments to ensure that radio direction-finding
apparatus fitted in compliance with regulation V/12(p) of the 1974 SOLAS Convention
conforms to performance standards not inferior to those specified in the annex to the
present resolution.

Annex
PERFORMANCE STANDARDS FOR RADIO
DIRECTION-FINDING SYSTEMS

1 INTRODUCTION
1.1 The direction-finding equipment should be capable of indicating both the
bearing and sense of radio transmissions in the frequency bands specified in
paragraph 2.
1.2 In addition to meeting the general provisions contained in resolution
A.574(14), the direction-finding equipment should comply with the following
minimum performance requirements.

2 FREQUENCY RANGES AND CLASSES OF EMISSION

The equipment should be capable of receiving signals of classes of emission
A1A, A2A and H2A in the frequency range 255 kHz to 525 kHz and A1A,
A2A, H2A, A3E and H3E in the frequency range 2167 kHz to 2197 kHz.

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3 SELECTIVITY
The selectivity should be such as to allow a bearing to be taken readily
without interference from other radio transmissions on frequencies more than
2 kHz from the desired signal.

4 SIGNAL IDENTIFICATION
4.1 Means of audio-monitoring should be provided regardless of the method used
for direction-finding.
4.2 The equipment should be suitable for use with headphones. If a loudspeaker
is provided, it should be capable of being rendered inoperative by simple
means.

5 BEARING INDICATION
Means should be provided to indicate the bearing of the desired transmission.
Such indication should be capable of being easily, rapidly and precisely
resolved within 0.25°.

6 BEARING ACCURACY
6.1 The instrumental accuracy in taking relative bearings should be within ±1°.
This requirement should be met at all frequencies in the frequency bands
specified in paragraph 2 of this Recommendation and throughout the whole
360° of azimuth at field strength values between 50 µV/m and 50 mV/m.
Note: The instrumental accuracy referred to above does not apply to the operational
accuracy attainable in service, which should be determined for each
installation taking into account paragraphs 10.3, 10.4 and 10.5 of this
Recommendation. In particular, the operational accuracies in the 2 MHz
band should be sufficient for homing purposes.
6.2 Preset facilities to correct the quadrantal error should normally be provided
for the frequency band 255 kHz to 525 kHz.

7 MANUAL CONTROLS AND THEIR OPERATION

A tuning scale or indicator should be provided, calibrated to indicate directly
the carrier frequency of the signal to which the equipment is intended to be
tuned.
.1 If a tuning scale is provided, 1 mm should correspond, at all points in
its range, to not more than 2.5 kHz in the frequency range 255 kHz to
525 kHz.
.2 The maritime distress frequencies should be marked prominently.
.3 Where other means of frequency indication are provided, the resolution
should be at least 1 kHz.

8 OPERATIONAL AVAILABILITY
The equipment should be ready for operation within 60 s of switching on.

9 SPECIAL REQUIREMENTS FOR DIFFERENT METHODS

OF DIRECTION-FINDING
9.1 Aural minimum method
.1 With a field strength sufficient to ensure a signal/noise ratio of at least
50 dB, a change in the setting of the bearing indicator of 5° in either
direction from the position of minimum output should cause the audio
frequency output to increase by not less than 18 dB. Similarly, a change of
90° in either direction should cause an increase of not less than 35 dB.

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.2 The equipment should be provided with a minimum-clearing control

giving a noticeable minimum of the output at all settings.
.3 The sense should be determined by reference to the lower output.
.4 The sense ratio in the frequency ranges 255 kHz to 525 kHz and 2167 kHz
to 2197 kHz should be 15 dB and 10 dB, respectively.
.5 The automatic gain control, if provided, should be rendered inoperative
automatically when the equipment used for bearing determination.
9.2 Other methods
.1 There should be means of indicating that the receiver gain and signal
strength are sufficient to enable a correct bearing to be taken.
.2 With a field strength of 1 mV/m the indicated bearing should not change
by more than 1° when the receiver is detuned to a point where the
indication referred to in subparagraph 9.2.1 above shows that the signal
strength is just sufficient to take a bearing.
.3 For any signal strength sufficient to give a bearing indication, there
should be no observable change of indicated bearing when the beat
frequency oscillator is switched on.
.4 Fluctuations of the indicated bearing caused by any servomechanism
should not exceed ±0.5° from the mean value.
.5 If, after identifying a station the bearing of which is required, it is
necessary to check or alter the adjustment of any control as part of
the process of direction finding, this check and adjustment should be
capable of being made within 10 s.

10 MISCELLANEOUS AND INSTALLATION RECOMMENDATIONS

10.1 The equipment should be protected from excessive voltages induced in the
antennas.
10.2 An efficient two-way means of calling and voice communication should be
provided between the direction-finder and the navigating bridge.
10.3 As far as is practicable, the direction-finder should be so located that as little
interference as possible from mechanical or other noise will be caused to the
efficient determination of bearings.
10.4 As far as is practicable, the direction-finding antenna system should be
erected in such a manner that the efficient determination of bearings will
be hindered as little as possible by the close proximity of other antennas,
derricks, wire halyards or other large metal objects.
10.5 All direction-finders should be calibrated to the satisfaction of the
Administration on first installation. The calibration should be verified by
check bearings or by a further calibration whenever any changes are made in
the position of any antennas or of any structures on deck which might affect
appreciably the accuracy of the direction-finder. The calibration particulars
should be checked at yearly intervals, or as near thereto as possible. A record
should be kept of the calibrations and of any checks made of their accuracy.
10.6 When installing and testing direction-finding equipment, due regard should
be given to the relevant recommendations of ITU’s International Radio Con-
sultative Committee (CCIR).

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II/7
Echo-sounding equipment

7.1(a)
Resolution A.224(VII) – Adopted on 12 October 1971

PERFORMANCE STANDARDS FOR

ECHO-SOUNDING EQUIPMENT

THE ASSEMBLY,
NOTING Article 16(i) of the Convention on the Inter-Governmental Maritime
Consultative Organization concerning the functions of the Assembly,
BEARING IN MIND recommendation 36 relating to depth-sounding apparatus and
recommendation 44, relating to electronic aids to navigation, adopted by the
International Conference on Safety of Life at Sea, 1960,
HAVING CONSIDERED the report of the Maritime Safety Committee on its twenty-fourth
session,
ENDORSES the Committee’s recommendation on performance standards for echo-
sounding equipment which will be required in accordance with the amended
regulation 12 of chapter V of the International Convention for the Safety of Life at Sea,
1960,
RECOMMENDS Administrations to ensure that shipborne echo-sounding equipment
conforms to performance standards not inferior to those shown at annex to this
resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR ECHO-SOUNDING EQUIPMENT

1 INTRODUCTION
1.1 The echo-sounding equipment required by regulation 12 of chapter V, as
amended, should provide reliable information on the depth of water under a
ship to aid navigation.
1.2 The equipment should comply with the following minimum performance
requirements.

2 RANGE OF DEPTHS
Under normal propagation conditions the equipment should be capable of
measuring any clearance under the transducer between 2 m and 400 m.

3 RANGE SCALES
3.1 The equipment should provide a minimum of two range scales one of which,
the deep range, should cover the whole range of depth, and the other, the
shallow range, one tenth thereof.

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3.2 The scale of display should not be smaller than 2.5 mm per metre depth on
the shallow range scale and 0.25 mm per metre depth on the deep range
scale.

4 METHOD OF PRESENTATION
4.1 The primary presentation should be a graphical display which provides the
immediate depth and a visible record of soundings. Other forms of display
may be added but these should not affect the normal operation of the main
display.
4.2 The record should, on the deep range scale, show at least 15 min of
soundings.
4.3 Either by marks on the recording paper, or by other means, there should be
a clear indication when the paper remaining is approximately 10% of the
length of the roll.

5 ILLUMINATION
Fully adequate illumination should be provided to enable identification of
controls and facilitate reading of record and scales at all times. Facilities for
dimming should be provided.

6 PULSE REPETITION RATE

The pulse repetition rate should not be slower than 12 pulses per minute.

7 ACCURACY OF MEASUREMENT
Based on a sound speed in water of 1,500 m/s, the allowable tolerance on the
indicated depth should be:
either
±1 m on the shallow range scale
±5 m on the deep range scale
or
±5% of the indicated depth, whichever is the greater.

8 ROLL AND PITCH

The performance of the equipment should be such that it will meet the
requirements of this Recommendation when the ship is rolling ±10° and/or
pitching ±5°.

9 POWER SUPPLY
9.1 The equipment should be capable of operating in accordance with the
requirements of this Recommendation in the presence of such variations of
the power supply as are normally expected in a vessel.
9.2 Means should be incorporated for the protection of the equipment from
excessive currents and voltages, transients and accidental reversal of power
supply polarity.
9.3 If provision is made for operating the equipment from more than one source
of electrical energy, arrangements for rapidly changing from one source of
supply to the other should be incorporated.

10 INTERFERENCE
10.1 All reasonable and practicable steps should be taken to eliminate the causes
of, and to suppress, radio interference to other equipment on board.

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10.2 Mechanical noise from all units should be so limited as not to prejudice the
hearing of sounds on which the safety of the ship might depend.
10.3 Each unit of the equipment should be marked with the minimum safe
distance at which it may be mounted from a standard or a steering magnetic
compass.

11 DURABILITY AND RESISTANCE TO EFFECTS OF CLIMATE

The equipment should be capable of continuous operation under the
conditions of sea states, vibration, humidity and change of temperature likely
to be experienced in the vessel in which it is installed.

12 MISCELLANEOUS
12.1 The equipment should be provided with an indication of manufacturer, type
and/or number.
12.2 (a) The equipment should be so constructed that it is readily accessible for
maintenance purposes.
(b) Information should be provided to enable competent members of a
ship’s staff to operate and maintain the equipment efficiently.

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Echo-sounding equipment – 7.1(b)

7.1(b)
Resolution MSC.74(69) – Adopted on 12 May 1998

ADOPTION OF NEW AND AMENDED PERFORMANCE

STANDARDS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED new performance standards and amendments to existing
performance standards adopted by the Assembly and prepared by the forty-third
session of the Sub-Committee on Safety of Navigation,
1. ADOPTS the following new and recommended performance standards, set out in
annexes 1 to 3 to the present resolution:
(a) Recommendation on Performance Standards for Shipborne Combined GPS/
GLONASS Receiver Equipment (annex 1);
(b) Recommendation on Performance Standards for Track Control Systems
(annex 2); and
(c) Recommendation on Performance Standards for Universal Automatic
Identification System (AIS) (annex 3);
2. ADOPTS ALSO the amendments to the following performance standards adopted by
the Assembly, set out in annex 4 to the present resolution:
(a) Resolution A.224(VII) - Recommendation on Performance Standards for
Echo-Sounding Equipment (annex 4);
3. RECOMMENDS Member Governments to ensure that:
(a) shipborne combined GPS/GLONASS receiver equipment, track control
systems and AIS installed on or after 1 January 2000 conform to performance
standards not inferior to those set out in the annexes 1 to 3 to the present
resolution;
(b) echo-sounding equipment installed on or after 1 January 2001 conform
respectively to performance standards not inferior to those set out in annex 4
to the present resolution;
(c) echo-sounding equipment installed before 1 January 2001 conform at least
to the performance standards set out in resolution A.224(VII).

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Annex 4
AMENDMENTS TO RESOLUTION A.224(VII) - PERFORMANCE
STANDARDS FOR ECHO-SOUNDING EQUIPMENT
Replace the Annex by:

“Annex
RECOMMENDATION ON PERFORMANCE
STANDARDS FOR ECHO-SOUNDING EQUIPMENT

1 SCOPE
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.

2 APPLICATION
Echo-sounding equipment should comply with the following performance
requirements. These Performance Standards are applicable for ship speeds
from 0 up to 30 knots.

3 REFERENCES
– IMO resolution A.694(17) General requirements for shipborne
radio equipment forming part of the
GMDSS and for electronic
navigational aids
– IMO resolution A.830(19) Code on alarms and indicators
– SOLAS chapter V, regulation 12 Carriage requirements (being revised)

4 DEFINITIONS
Sound speed in water for the purpose of this standard is set at 1500 m/s.

5 OPERATIONAL REQUIREMENTS

5.1 Functionality
5.1.1 Range of depth
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.
5.1.2 Range scales
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.
5.1.3 Main display
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.

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Echo-sounding equipment – 7.1(b)

5.1.4 Other displays

Other forms of display may be added but these should not affect the normal
operation of the main display.
5.1.5 Pulse repetition rate
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.
5.1.6 Roll and pitch
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°.
5.1.7 Multiple installations
5.1.7.1 More than one transducer and associated transmitter-receiver may be fitted.
5.1.7.2 If more than one transducer is used:
– means should be available to display the depths from the different
transducers separately; and
– a clear indication of the transducer(s) in use should be provided.
5.1.8 Data storage
It should be possible to record on paper recording or other means the
information about:
– the depth(s), and
– the associated time for 12 h.
There should be means to retrieve the recorded information.

5.2 Accuracy
5.2.1 Accuracy of measurement
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.
5.2.2 Discrimination
The scale of display should not be smaller than 5.0 mm per metre depth
on the shallow range scale and 0.5 mm per metre depth on the deep range
scale.

5.3 Malfunctions, alarms and indications

5.3.1 Depth alarm
An alarm signal – both visual and audible with mute function – should be
provided when the water depth is below a preset value.
5.3.2 Failure or reduction in power supply
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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6 ERGONOMIC CRITERIA

6.1 Operational controls

The function of range scale selection should be directly accessible.
The settings for the following functions should be recognizable in all light
conditions:
– range scale; and
– preset depth alarm.

6.2 Presentation of information

6.2.1 Marks
The graphical display should be capable of showing:
– depth marks at intervals not larger than one-tenth of the range/scale in
use; and
– time marks at intervals not exceeding 5 min.
6.2.2 Paper recording
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.

7 DESIGN AND INSTALLATION

The equipment should comply with IMO resolution A.694(17).*

8 INTERFACING
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.†”

* IEC 945.
†
IEC 1162.

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II/8
Speed and distance indicators

8.1(a)
Resolution A.478(XII) – Adopted on 19 November 1981

PERFORMANCE STANDARDS FOR DEVICES

TO INDICATE SPEED AND DISTANCE

THE ASSEMBLY,
RECALLING Article 16(i) of the Convention on the Inter-Governmental Maritime
Consultative Organization,
BEARING IN MIND the proposed amendment to regulation 12, chapter V, of the
International Convention for the Safety of Life at Sea, 1974, concerning the carriage of
devices to indicate speed and distance,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its forty-second session,
1. ADOPTS the Recommendation on Performance Standards for Devices to Indicate
Speed and Distance set out in the annex to the present resolution;
2. RECOMMENDS Member Governments to ensure that devices to indicate speed and
distance installed on or after the date of entry into force of the amendment conform
to performance standards not inferior to those specified in the annex to the present
resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR DEVICES TO INDICATE SPEED AND DISTANCE

1 INTRODUCTION
1.1 Devices to indicate speed and distance required by regulation 12, chapter V, of
the 1974 SOLAS Convention, as amended, are intended for general navigational
use to provide information on the distance run and the forward speed of the ship,
through the water or over the ground. The equipment should function at forward
speeds up to the maximum speed of the ship and in water of depth greater than
3 m beneath the keel.
1.2 In addition to the general recommended general requirements for electronic
navigational aids the equipment should conform to the following minimum
performance standards.

2 METHODS OF PRESENTATION
2.1 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 both forward and reverse directions, the direction of movement should
be indicated unambiguously.

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2.2 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 a readout to zero.
2.3 The display should be easily readable by day and by night.
2.4 Means should be provided for feeding distance run information to other
equipment fitted on board. The information should be in the form of one
contact closure or the equivalent for each 0.005 nautical miles run.
2.5 If equipment is capable of being operated in either the “speed through
the water” or “speed over the ground” modes, mode selection and mode
indication should be provided.

3 ACCURACY OF MEASUREMENT
3.1 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
5% of the speed of the ship, or 0.5 knots, whichever is greater.
3.2 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 5% of the distance run by the ship in 1 h or 0.5 nautical miles in
each hour, whichever is greater.
3.3 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, the depth of water under the keel, heel and trim
of ship), details of possible effects should be included in the equipment
handbook.

4 ROLL AND PITCH

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°.

5 CONSTRUCTION AND INSTALLATION

5.1 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.
5.2 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.

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Speed and distance indicators – 8.1(b)

8.1(b)
Resolution A.824(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR DEVICES

TO INDICATE SPEED AND DISTANCE

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO the provisions of regulation V/12 of the International Convention for the
Safety of Life at Sea (SOLAS), 1974,
RECALLING FURTHER resolution A.478(XII) by which it adopted performance standards
for devices to indicate speed and distance,
RECOGNIZING the need to reflect advances in technology and that devices to indicate
speed and distance are frequently interfaced with and provide essential input data to
ARPA, radar, electronic chart-display and information systems and other navigational
equipment,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fourth session,
1. ADOPTS the Recommendation on Performance Standards for Devices to Indicate
Speed and Distance set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that:
(a) devices installed on or after 1 January 1997 conform to performance
standards not inferior to those specified in the annex to the present
resolution;
(b) devices installed before 1 January 1997 conform at least to the performance
standards set out in resolution A.478(XII);
3. Request s the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR DEVICES TO INDICATE SPEED AND DISTANCE

1 INTRODUCTION
1.1 Devices to indicate speed and distance are intended for general navigational
and ship manoeuvring 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. The equipment should comply fully with
its performance standard at forward speeds up to the maximum speed of the
ship and in water of depth greater than 3 m beneath the keel.

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1.2 In addition to the general requirements in resolution A.694(17), devices to

indicate speed and distance should comply with the following minimum
performance requirements.

2 METHODS OF PRESENTATION
2.1 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.
2.2 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 a readout to zero.
2.3 The display should be easily readable by day and by night.
2.4 Means should be provided for feeding distance run information to other
equipment fitted on board. In this regard:
.1 when contact closure is used, forward speed only should be indicated.
The information should be in the form of one contact closure (or the
equivalent) for each 0.005 nautical miles run; and
.2 when serial digital interface is provided, the information on all speed and
distance parameters, including direction, should be provided in the form
of a serial stream of digital information conforming to the international
protocol for a digital interface for marine equipment use.*
2.5 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.
2.6 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.

3 ACCURACY OF MEASUREMENT
3.1 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.
3.2 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.
3.3 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.

* Refer to IEC Publication 1162.

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Speed and distance indicators – 8.1(b)

4 ROLL AND PITCH

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°.

5 CONSTRUCTION AND INSTALLATION

5.1 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.
5.2 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.

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Speed and distance indicators – 8.1(c)

8.1(c)
Resolution MSC.96(72) – Adopted on 22 May 2000

ADOPTION OF AMENDMENTS TO PERFORMANCE

STANDARDS FOR DEVICES TO MEASURE AND INDICATE
SPEED AND DISTANCE (Resolution A.824(19))

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED amendments to the existing performance standards for devices
to indicate speed and distance adopted by the Assembly by resolution A.824(19)
– Performance Standards for Devices to Indicate Speed and Distance, as prepared by
the forty-fifth session of the Sub-Committee on Safety of Navigation,
1. ADOPTS the recommended Amendments to Resolution A.824(19) on Performance
Standards for Devices to Indicate Speed and Distance, set out in the annex to the
present resolution;
2. RECOMMENDS Member Governments to ensure that:
(a) devices to measure and indicate speed and distance installed on or after
1 July 2002 conform to performance standards not inferior to those set out
in the annex to the present resolution;
(b) devices to indicate speed and distance installed on and after 1 January 1997
but before 1 July 2002 conform at least to the performance standards set out
in resolution A.824(19).

Annex
AMENDMENTS TO RESOLUTION A.824(19) ON PERFORMANCE
STANDARDS FOR DEVICES TO INDICATE SPEED AND DISTANCE
The existing text of the annex is replaced by the following:

”Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR DEVICES
TO MEASURE AND INDICATE SPEED AND DISTANCE

1 INTRODUCTION
1.1 Devices to measure and indicate speed and distance are intended for general
navigational and ship manoeuvring use. 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

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motions other than in the forward axis may be provided. The equipment
should comply fully with its performance standard at forward speeds up to the
maximum speed of the ship. Devices measuring speed and distance through
the water should meet the performance standard in water of depth greater
than 3 m beneath the keel. Devices measuring speed and distance over the
ground should meet the performance standard in water of depth greater than
2 m beneath the keel.
1.2 Radar plotting aids/track control equipment require a device capable of
providing speed through the water in the fore-and-aft direction.
1.3 In addition to the general requirements in resolution A.694(17), devices to
measure and indicate speed and distance should comply with the following
minimum performance requirements.

2 METHODS OF PRESENTATION
2.1 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.
2.2 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 a readout to zero.
2.3 The display should be easily readable by day and by night.
2.4 Means should be provided for transmitting measured speed and distance run
information to other equipment fitted on board. In this regard:
.1 the information on all speed and distance parameters, including
direction, should be transmitted in accordance with the relevant
international marine interface standards;* and
.2 additionally, when the equipment is used for measuring forward speed,
then the information may be transmitted using closing contacts and, if
so, this should be in the form of one contact closure each 0.005 nautical
miles run.
2.5 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.
2.6 If the equipment has provision for indicating speeds other than on a single
fore-and-aft direction, then both the forward and athwart speeds should be
provided either through the water or over the ground. Resultant speed and
direction information may be provided as a display-selectable option. All
such information should clearly indicate the direction, mode and validity
status of the displayed information.

3 ACCURACY OF MEASUREMENT
3.1 Errors in the measured and indicated speed, when the ship is operating free
from shallow-water effect and from the effects of wind, sea bottom type,
current and tide, should not exceed the following:
.1 for a digital display – 2% of the speed of the ship, or 0.2 knots, whichever
is greater;
.2 for an analogue display – 2.5% of the speed of the ship, or 0.25 knots,
whichever is greater; and

* Refer to IEC Publication 61162.

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.3 for output data transmission – 2% of the speed of the ship, or 0.2 knots,
whichever is greater.
3.2 Errors in the indicated distance run, when the ship is operating free from
shallow-water effect and from the effects of wind, sea bottom type, 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.
3.3 If the accuracy of devices to indicate speed and distance run can be affected
in use 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.

4 ROLL AND PITCH

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°.

5 CONSTRUCTION AND INSTALLATION

5.1 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.
5.2 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.”

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II/9
Rate-of-turn indicators

9.1
Resolution A.526(13) – Adopted on 17 November 1983

PERFORMANCE STANDARDS FOR RATE-OF-TURN

INDICATORS

THE ASSEMBLY,
RECALLING Article 16(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations concerning
maritime safety,
BEARING IN MIND regulation 12, chapter V of the International Convention for the Safety
of Life at Sea 1974, as amended in 1981, concerning the carriage of rate-of-turn
indicators,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its forty-eighth session;
1. ADOPTS the Recommendation on Performance Standards for Rate-of-Turn
Indicators set out in the annex to the present resolution;
2. RECOMMENDS Member Governments to ensure that rate-of-turn indicators installed
in compliance with regulation 12, chapter V on or after 1 September 1984, conform
to performance standards not inferior to those specified in the annex to the present
resolution.

Annex
PERFORMANCE STANDARDS FOR RATE-OF-TURN INDICATORS

1 GENERAL REQUIREMENTS
The rate-of-turn indicator (ROTI) should, in addition to the requirements of
these standards, comply with the requirements of resolution A.281 (VIII) for
shipborne electronic navigational aids.

2 OPERATIONAL STANDARDS
2.1 The ROTI should be capable of indicating rates of turn to starboard and to port
of the ship to which it is fitted.
2.2 The ROTI may be self-contained; alternatively it may form part of, or derive
information from, any other appropriate equipment.

2.3 Indication
2.3.1 The indication required should be provided by a centre-zero analogue type
indicator (preferably circular). Where a circular scale indicator is used, the
zero should be uppermost.

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2.3.2 A turn of ship to port should 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 should be clearly indicated on the display.
2.3.3 In addition, an alphanumeric display may be provided. Positive indication of
port and starboard should be provided on such displays.
2.3.4 The length of scale in either direction from zero should not be less than 120 mm.
The sensitivity of the system should ensure that a change in the rate of turn of
1° per minute is represented by a distance of not less than 4 mm on its scale.

2.4 Range scales

2.4.1 A linear range scale of not less than ±30° per minute should be provided. This
scale should be marked in intervals of 1° per minute on both sides of zero.
The scale should be marked with figures every 10° per minute. Every 10°
mark should be significantly longer than the 5° mark which in turn should be
significantly longer than the 1° mark. The marks and figures should preferably
be red or a light colour on a dark background.
2.4.2 Additional linear range scales may be provided.
2.4.3 Damping of the ROTI should be provided with a time constant which may be
varied during operation in the range zero to at least 10 s.

2.5 Accuracy
2.5.1 The indicated rate of turn should not deviate from the actual rate of turn of
the ship by more than 0.5° per minute plus 5% of the indicated rate of turn
of the ship. These values include the influence of earth rate.
2.5.2 Periodic rolling motion of the ship with an amplitude of ±5° and period of up
to 25 s and periodic pitching motion with an amplitude of ±1° and period of
up to 20 s should not change the mean value of the indicated rate of turn by
more than 0.5° per minute.
2.5.3 The ROTI should meet these accuracy requirements at all ship speeds up to
10 knots.

3 OPERATION
3.1 The ROTI should be ready for operation and comply with these standards
within 4 min of being switched on.
3.2 The design should be such that whether operating or not the ROTI will not
degrade the performance of any other equipment to which it is connected.
3.3 The ROTI should include a means of enabling the operator to verify that it is
operating.

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II/10
Radar beacons, transponders and reflectors

10.1
Resolution A.615(15) – Adopted on 19 November 1987

RADAR BEACONS AND TRANSPONDERS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECOGNIZING the improved navigational information which radar beacons and
transponders can provide for the safety of navigation,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its fifty-fourth session,
1. ADOPTS:
(a) the Recommendation on the Marine Uses of Radar Beacons and
Transponders set out in annex 1 to the present resolution and considers that
Recommendation as the IMO policy document on the subject;
(b) the Recommendation on Operational Standards for Radar Beacons set out
in annex 2 to the present resolution;
(c) the Recommendation on Transponders set out in annex 3 to the present
resolution;
2. RECOMMENDS Member Governments to ensure that:
(a) the use of radar beacons and transponders conforms with annex 1 to the
present resolution;
(b) radar beacons conform to operational standards not inferior to those
contained in annex 2 to the present resolution;
(c) transponders conform to the recommendations contained in annex 3 to the
present resolution;
3. REVOKES resolution A.423(XI).

Annex 1
RECOMMENDATION ON THE MARINE USES OF
RADAR BEACONS AND TRANSPONDERS

1 INTRODUCTION
1.1 The uncontrolled provision of radar beacons and transponders could cause
degradation of ships’ navigational radar and ARPA* displays, produce
incompatibilities among devices developed for different uses, or necessitate
a succession of modifications to ships’ radar displays to accommodate
progressive developments of radar beacons and transponders.

* In this Recommendation “radar display” includes ARPA display.

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1.2 To avoid these possibilities, the following recommendations are made

concerning the appropriate applications for radar beacons and transponders,
where an operational requirement for such a device exists, and concerning
measures for general administration of radar beacons and transponders.
1.3 The technical criteria and operation of radar beacons and transponders are
similar. However, the terms radar beacon (racon) and transponder, as used in
this recommendation, are understood to have the following meanings:
.1 Radar beacon (racon): A receiver-transmitter device associated with
a navigational mark which, when triggered by a radar, automatically
returns a distinctive signal which can appear on the display of the
triggering radar, providing range, bearing and identification information.
The terms radar beacon and racon should be reserved exclusively for this
use and include devices mounted on fixed structures, or on floating aids
anchored at fixed positions, for navigational purposes. The racon itself is
considered a separate aid to navigation, whether used alone, or mounted
on another aid to navigation (such as a visible mark).
.2 Transponder: A receiver-transmitter device in the maritime radio
determination service which transmits automatically when interrogated,
or when a transmission is initiated by a local command. The transmission
may include a coded identification signal and/or data. The response may
be displayed on a radar PPI, or on a display separate from any radar, or
both, depending upon the application and content of the signal.

2 GENERAL OPERATIONAL CHARACTERISTICS

2.1 Radar beacons

2.1.1 A radar beacon in the maritime radionavigation service**is a device which
will:
.1 be triggered automatically by the transmissions of any radar operating in
the appropriate frequency band; and
.2 transmit a response immediately on receipt of the triggering pulse for
display as part of the normal picture of the triggering radar.
2.1.2 Where a radar beacon incorporates a user-selectable mode, so that a user can
control the presentation of a radar beacon response, it will also:
.1 be triggered automatically by the transmission of a suitably configured
radar in the vicinity operating in the appropriate frequency band and
using its own user-selectable facility; and
.2 transmit a response so that it can:
.2.1 be shown on the radar display in a manner distinct from that used for
radar information,
.2.2 be shown on the radar display or other display without other
information, or
.2.3 not be shown on the radar display.
2.1.3 In special circumstances, a radar beacon not being used for general
navigational purposes may operate exclusively in the user-selectable mode.

* In accordance with the Radio Regulations, maritime radionavigation service means radionavigation
service intended for the benefit, and for the safe operation, of ships.

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2.2 Transponders
A transponder is a device which can provide for:
.1 ship radar target identification and echo enhancement with the proviso that
such enhancement should not significantly exceed that which could be
achieved by passive means on the radar display of an interrogating ship or
shore station;
.2 radar target correlation with voice or other radio transmission for
identification on the radar display of an interrogating ship or shore
station;
.3 user-selectable presentation of transponder responses either superim-
posed on the normal radar display, or free of clutter and other targets; and
.4 transfer of information pertinent to avoidance of collision or other
hazards, manoeuvre, manoeuvring characteristics, etc.

3 OPERATIONAL USE
3.1 Radar beacons should be used only for radionavigational purposes,* for
example:
.1 ranging on and identification of positions on inconspicuous coastlines;
.2 identification of positions on coastlines which permit good ranging but
are featureless;
.3 identification of selected navigational marks both seaborne and
landbased;
.4 landfall identification;
.5 as a warning device to identify temporary navigational hazards and to
mark new and uncharted dangers;
.6 bridge marking;
.7 leading lines;
.8 identification of offshore structures;
.9 marking important features in channels.
3.2 Radar beacons used at locations where clutter from land, sea, ice or weather
could mask their response may, at the discretion of the Administration
concerned, incorporate a user-selectable mode.†
3.3 Where an operational requirement exists for a responding device, other than
for radionavigational purposes, a transponder should be used. Examples of
requirements suitable for transponders are:
.1 identification of certain classes of ships (ship-to-ship) and towed devices;
.2 identification of ships for VTS and other shore surveillance purposes;
.3 search and rescue operations;
.4 identification of individual ships and data transfer; and
.5 establishing positions for hydrographical purposes.

* Radar beacons should not be used to enhance the detection of marine craft.
†
It is noted that to ensure compatibility of the user-selectable mode of radar beacons with marine
radars, international operating and technical specifications are being studied by CCIR. On completion
of the work of CCIR, consideration should be given to the need to include optional standards for a
user-selectable mode in appropriate shipborne equipment.

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4 GENERAL ADMINISTRATION OF RADAR BEACONS

AND TRANSPONDERS
4.1 All radar beacons should be authorized by an Administration or by a
competent navigation authority. Before authorizing or approving the setting
up of a radar beacon, account should be taken of the density of such devices
in the particular area and the need to prevent degradation of ships’ radar
displays.
4.2 Except in the case of SAR transponders (see resolution A.530(13)), transponder
systems designed to respond in a frequency band used by marine radars
should be authorized by an Administration. Before giving such authorization,
account should be taken of the effect such transmissions would have on ships’
radars.

Annex 2
RECOMMENDATION ON OPERATIONAL STANDARDS
FOR RADAR BEACONS

1 INTRODUCTION
1.1 Radar beacons should conform to the following minimum operational
standards.
1.2 Radar beacons should be operationally compatible with navigational
radar and ARPA equipment which conforms to the performance standards
recommended by the Organization.

2 OPERATING FREQUENCIES
2.1 Radar beacons designed to operate on a wavelength of 3 cm should be
capable of being interrogated by any navigational radar equipment operating
on any frequency between 9320 MHz and 9500 MHz and respond within this
frequency band.
2.2 Radar beacons designed to operate on a wavelength of 10 cm should be
capable of being interrogated by any navigational radar equipment operating
on any frequency between 2900 MHz and 3100 MHz and respond within this
frequency band.

3 TRANSMITTER TUNING CHARACTERISTICS

The tuning characteristics of the transmitter should be such that the beacon
response can appear on a radar display* in a recognizable form at least once
every 2 mins.

4 OPERATING RANGE
The operating range should be compatible with the navigational requirements
for the radar beacon at its location.

5 RESPONSE CHARACTERISTICS
5.1 On receipt of an interrogating signal, the radar beacon should commence
its response in such time that the gap on the radar display between the radar
target and the beacon response does not normally exceed approximately
100 m. In certain cases, the operational use of radar beacons may be aided
by increasing this delay slightly. Under such circumstances, the delay
time should be as short as practicable and the details should be shown in
appropriate navigational publications.

* In this Recommendation “radar display” includes ARPA display.

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5.2 The duration of the response should be approximately 20% of the maximum
range requirement of the particular radar beacon, or should not exceed 5 nautical
miles, whichever is the lower value. In certain cases, the duration of the response
may be adjusted to suit the operational requirements for the particular radar
beacon.
5.3 The leading edge of the response should be sufficiently sharp to permit
satisfactory range determination.

6 IDENTIFICATION CODING
6.1 Identification coding should normally be in the form of a Morse letter. The
identification coding used should be described in appropriate navigational
publications.
6.2 The identification coding should comprise the full length of the radar beacon
response and, where a Morse letter is used, the response should be divided
with a ratio of 1 dash equal to 3 dots and 1 dot equal to 1 space.
6.3 The coding should normally commence with a dash.

7 USER-SELECTABLE MODE
7.1 Radar beacons may be provided with a user-selectable mode. In this mode
the radar beacon, in addition to satisfying the response characteristics set out
in section 5, should be capable of transmitting a response after receipt of
an interrogating signal from a suitably configured radar using its own user-
selectable facility.
7.2 The characteristics of the interrogating signal and the response should
conform to the appropriate CCIR Recommendations.
7.3 Radar beacons provided with a user-selectable mode should, unless operating
exceptionally only in the user-selectable mode, be capable of responding to
interrogations from both normal radar signals and special interrogating signals
with a minimum of interruption in response to any user.

8 CONSTRUCTION
Radar beacons should be designed to provide high availability when installed
permanently in a marine environment.

Annex 3
RECOMMENDATION ON TRANSPONDERS
1 The design of transponder systems should ensure that there is no significant
degradation in the use of radar beacons, and the response of a transponder
should not be capable of being interpreted as being from a radar beacon of
any type.
2 Where a transponder is to be used with a marine navigational radar or
ARPA, any modifications necessary to the radar or ARPA should not degrade
its performance; they should be kept to a minimum, be simple and be
compatible with a user-selectable beacon facility.

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3 Transponders should not be used to enhance the detection of marine craft,

except for search and rescue or when specially authorized by Administrations
for safety* purposes. Transponders used for search and rescue purposes
should be capable of transmitting signals which will appear on a radar or
ARPA display as a series of equally spaced dots (resolution A.530(13)).

* This application of transponders should be strictly limited in accordance with guidelines prepared
by the Administration concerned. For all cases a local notice to mariners should be issued before
such transponders are used.

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10.2
Resolution A.802(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR SURVIVAL CRAFT

RADAR TRANSPONDERS FOR USE IN SEARCH
AND RESCUE OPERATIONS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECOGNIZING the need to prepare performance standards for survival craft radar
transponders for use in search and rescue operations to be used in the global maritime
distress and safety system (GMDSS) in order to ensure the operational reliability of
such equipment and to avoid, as far as practicable, adverse interaction between such
equipment and other communication and navigation equipment aboard ship,
NOTING the results of operational trials on 9 GHz SAR transponders reported by
Governments to the ITU-R Sector, and being aware that the IEC is preparing a
technical standard for a 9 GHz SAR transponder,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-third session,
1. ADOPTS the Recommendation on Performance Standards for Survival Craft Radar
Transponders for Use in Search and Rescue Operations set out in the annex to the
present resolution;
2. RECOMMENDS Governments to ensure that survival craft radar transponders for
use in search and rescue operations, which will form part of the GMDSS, conform to
performance standards not inferior to those specified in the annex to this resolution;
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary;
4. REVOKES resolution A.697(17).

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR SURVIVAL CRAFT RADAR TRANSPONDERS
FOR USE IN SEARCH AND RESCUE OPERATIONS

1 INTRODUCTION
The 9 GHz SAR transponder (SART), in addition to meeting the requirements
of the relevant ITU-R Recommendation and the general requirements set
out in resolution A.694(17), should comply with the following performance
standards.

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2 GENERAL
The SART should be capable of indicating the location of a unit in distress
on the assisting units radars by means of a series of equally spaced dots (see
resolution A.530(13)).
2.1 The SART should:
.1 be capable of being easily activated by unskilled personnel;
.2 be fitted with means to prevent inadvertent activation;
.3 be equipped with a means which is either visual or audible, or both
visual and audible, to indicate correct operation and to alert survivors to
the fact that a radar has triggered the SART;
.4 be capable of manual activation and deactivation; provision for
automatic activation may be included;*
.5 be provided with an indication of the stand-by condition;
.6 be capable of withstanding without damage drops from a height of 20 m
into water;
.7 be watertight at a depth of 10 m for at least 5 min;
.8 maintain watertightness when subjected to a thermal shock of 45°C
under specified conditions of immersion;
.9 be capable of floating if it is not an integral part of the survival craft;
.10 be equipped with buoyant lanyard, suitable for use as a tether, if it is
capable of floating;
.11 not be unduly affected by seawater or oil;
.12 be resistant to deterioration in prolonged exposure to sunlight;
.13 be of a highly visible yellow/orange colour on all surfaces where this will
assist detection;
.14 have a smooth external construction to avoid damaging the survival craft;
and
.15 be provided with a pole or other arrangement compatible with the
antenna pocket in a survival craft in order to comply with requirements
referred to in paragraph 2.4, together with illustrated instructions.
2.2 The SART should have sufficient battery capacity to operate in the stand-by
condition for 96 h and, in addition, following the stand-by period, to provide
transponder transmissions for 8 h when being continuously interrogated with
a pulse repetition frequency of 1 kHz.
2.3 The SART should be so designed as to be able to operate under ambient
temperatures of –20°C to +55°C. It should not be damaged in stowage
throughout the temperature range of –30°C to +65°C.
2.4 The height of the installed SART antenna should be at least 1 m above sea-
level.
2.5 The vertical polar diagram of the antenna and hydrodynamic characteristics
of the device should permit the SART to respond to search radars under heavy
swell conditions. The polar diagram of the antenna should be substantially
omnidirectional in the horizontal plane. Horizontal polarization should be
used for transmission and reception.

* If an on-board test is performed using a shipborne 9 GHz radar, activation of the SART should be
limited to a few seconds to avoid harmful interference with other shipborne radars and excessive
consumption of battery energy.

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2.6 The SART should operate correctly when interrogated at a distance of up to

at least 5 nautical miles by a navigational radar complying with resolutions
A.477(XII) and A.222(VII), with an antenna height of 15 m. It should also
operate correctly when interrogated at a distance of up to 30 nautical miles
by an airborne radar with at least 10 kW peak output power at a height of
3,000 ft.

3 TECHNICAL CHARACTERISTICS
Technical characteristics of the SART should be in accordance with
Recommendation ITU-R M.628-2.

4 LABELLING
In addition to the items specified in resolution A.694(17) on general
requirements, the following should be clearly indicated on the exterior of the
equipment:
.1 brief operating instructions; and
.2 expiry date for the primary battery used.

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10.3
Resolution MSC.247(83) – Adopted on 8 October 2007

ADOPTION OF AMENDMENTS TO PERFORMANCE STANDARDS

FOR SURVIVAL CRAFT RADAR TRANSPONDERS
FOR USE IN SEARCH AND RESCUE OPERATIONS
(Resolution A.802(19))

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21) on Procedure for the adoption of, and
amendments to, performance standards and technical specifications, by which the
Assembly resolved that the function of adoption performance standards and technical
specifications, as well as amendments thereto shall be performed by the Maritime
Safety Committee,
HAVING CONSIDERED the recommendation made by the Sub-Committee on
Radiocommunications and Search and Rescue at its eleventh session, and the
Maritime Safety Committee at its eighty-third session,
1. ADOPTS the amendments to resolution A.802(19) on performance standards for
survival craft radar transponders for use in search and rescue operations;
2. RECOMMENDS Governments to ensure that SARTs used in search and rescue
operations installed on or after 1 January 2010 conform to the performance standards
not inferior to those set out in annex to the present resolution.

Annex
AMENDMENTS TO PERFORMANCE STANDARDS
FOR SURVIVAL CRAFT RADAR TRANSPONDERS
FOR USE IN SEARCH AND RESCUE OPERATIONS
(RESOLUTION A.802(19))

Amend section 2, paragraph 2.5 to read as follows:

“2.5 Horizontal polarization or circular polarization should be used for
transmission and reception.”

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10.4
Resolution A.246(83) – Adopted on 8 October 2007

ADOPTION OF PERFORMANCE STANDARDS FOR SURVIVAL

CRAFT AIS SEARCH AND RESCUE TRANSMITTERS (AIS-SART)
FOR USE IN SEARCH AND RESCUE OPERATIONS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21) on Procedure for the adoption of, and
amendments to, performance standards and technical specifications, by which the
Assembly resolved that the function of adoption performance standards and technical
specifications, as well as amendments thereto shall be performed by the Maritime
Safety Committee,
RECOGNIZING that new designs of radar are being introduced which do not employ
traditional pulsed technology,
RECOGNIZING ALSO that ships are now fitted with an automatic identification system
(AIS),
N OTING the results of operational trials on AIS Search and Rescue Transmitter
(AIS-SART) reported by Governments.
HAVING CONSIDERED the recommendation made by the Sub-Committee on
Radiocommunications and Search and Rescue at its eleventh session, and the
Maritime Safety Committee at its eighty-third session,
1. ADOPTS the Recommendation on Performance Standards for survival craft AIS
Search and Rescue Transmitter (AIS-SART) for Use in Search and Rescue Operations
set out in the Annex to the present resolution;
2. RECOMMENDS Governments to ensure that AIS-SARTs used in search and rescue
operations installed on or after 1 January 2010 conform to the performance standards
not inferior to those set out in annex to the present resolution.

Annex
PERFORMANCE STANDARDS FOR
SURVIVAL CRAFT AIS SEARCH AND RESCUE TRANSMITTERS (AIS-SART)
FOR USE IN SEARCH AND RESCUE OPERATIONS

1 INTRODUCTION
AIS Search and Rescue Transmitter (AIS-SART), in addition to meeting
the requirements of the relevant ITU-R Recommendation and the general
requirements set out in resolution A.694(17),* should comply with the
following performance standards.

* Publication IEC 60945.

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2 GENERAL
The AIS-SART should be capable of transmitting messages that indicate the
position, static and safety information of a unit in distress. The transmitted
message should be compatible with existing AIS installations. The transmitted
message should be recognized and displayed by assisting units in the
reception range of AIS-SART, and clearly distinguish the AIS-SART from an
AIS installation.
2.1 The AIS-SART should:
.1 be capable of being easily activated by unskilled personnel;
.2 be fitted with means to prevent inadvertent activation;
.3 be equipped with a means which is either visual or audible, or both
visual and audible, to indicate correct operation;
.4 be capable of manual activation and deactivation; provision for
automatic activation may be included;
.5 be capable of withstanding without damage drops from a height of 20 m
into water;
.6 be watertight at a depth of 10 m for at least 5 min;
.7 maintain water tightness when subjected to a thermal shock of 45°C
under specified conditions of immersion;
.8 be capable of floating (not necessarily in an operating position) if it is not
an integral part of the survival craft;
.9 be equipped with buoyant lanyard, suitable for use as a tether, if it is
capable of floating;
.10 not be unduly affected by seawater or oil;
.11 be resistant to deterioration in prolonged exposure to sunlight;
.12 be of a highly visible yellow/orange colour on all surfaces where this will
assist detection;
.13 have a smooth external construction to avoid damaging the survival craft;
.14 be provided with an arrangement to bring the AIS-SART antenna to
a level of at least 1 metre above sea level, together with illustrated
instructions;
.15 be capable of transmitting with a reporting interval of 1 minute or less;
.16 equipped with an internal position source and be capable of transmitting
its current position in each message; and
.17 be capable of being tested for all functionalities using specific test
information.
2.2 The AIS-SART should have sufficient battery capacity to operate for 96 h
within a temperature range of –22°C to +55°C, and to provide for testing
of the functions on the equipment. The AIS-SART should have an unique
identifier to ensure the integrity of the VHF data link.
2.3 The AIS-SART should be so designed as to be able to operate under ambient
temperatures of –20°C to +55°C. It should not be damage in stowage
throughout the temperature range of –30°C to +70°C.
2.4 The AIS-SARTs should be detectable at a range of 5 nautical miles over
water.
2.5 The AIS-SART should continue transmission even if the position and time
synchronization from the positioning system is lost or fails.
2.6 The AIS-SART should transmit within 1 minute of activation.

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3 TECHNICAL CHARACTERISTICS
Technical characteristics of the AIS-SART should be in accordance with
relevant ITU recommendations.

4 LABELLING
In addition to the items specified in resolution A.694(17),* the following
should be clearly indicated on the exterior of the equipment:
.1 brief operating and test instructions; and
.2 expiry date for the primary battery used.

* Recommendations on general requirements for shipborne radio equipment forming part of the
Global Maritime Distress and Safety System (GMDSS) and for Electronic Navigational Aids.

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10.5
Resolution A.384(X) – Adopted on 14 November 1977

PERFORMANCE STANDARDS FOR RADAR REFLECTORS

THE ASSEMBLY,
NOTING Article 16(i) of the Convention on the Inter-Governmental Maritime
Consultative Organization concerning the functions of the Assembly,
RECOGNIZING that small vessels will improve the range and probability of their radar
detection, if fitted with radar reflectors,
HAVING CONSIDERED the report of the Maritime Safety Committee on its thirty-sixth
session,
RESOLVES:
a) to adopt the Recommendation of Performance Standards for Radar
Reflectors, set out in the annex to this resolution;
b) to recommend that Member Governments should require all vessels of less
than 100 tons gross tonnage operating in international waters and adjacent
coastal areas to be fitted, if practicable, with a radar reflector complying
with performance standards not inferior to those shown in the annex to this
resolution,
REVOKES resolution A.277(VIII).

Annex
PERFORMANCE STANDARDS FOR RADAR REFLECTORS

1 INTRODUCTION
1.1 Small craft referred to in paragraph 2 of this Recommendation should be
fitted with radar reflectors to improve the range and probability of their radar
detection.
1.2 Radar reflectors should comply with the minimum performance requirements
as specified in this Recommendation.
1.3 In the following paragraphs the echoing areas specified are those for the
frequency of 9.3 GHz (corresponding to a wavelength of 3.2 cm).

2 APPLICATION
2.1 All ships of less than 100 tons gross tonnage operating in international waters
and adjacent coastal areas should, if practicable, be fitted with a radar
reflector.
2.2 The radar reflector should be of an approved type with an adequate polar
diagram in azimuth, and an echoing area:

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.1 preferably, of at least 10 m2, mounted at a minimum height of 4 m above

water level; or
.2 if this is not practicable, of at least 40 m2, mounted at a minimum height
of 2 m above water level.

3 PERFORMANCE
3.1 Reflectors should be capable of performance around 360° in azimuth using a
typical marine navigational radar.
3.2 The echoing areas referred to in paragraph 2 correspond to the maximum
values of the main lobes of the polar diagram.
3.3 The azimuthal polar diagram should be such that the response over a total
angle of 240° is not less than –6 dB with reference to the maxima of the main
lobes and that the response should not remain below –6 dB over any single
angle of more than 10°.

4 CONSTRUCTION
The reflector should be capable of maintaining its reflection performance
under the conditions of sea states, vibration, humidity and change of
temperature likely to be experienced in the marine environment.

5 INSTALLATION
5.1 Fixing arrangements should be provided so that the reflector can be fitted
either on a rigid mount or suspended in the rigging.
5.2 If there is a preferred orientation of mounting this should be clearly marked
on the reflector. In the case of an octahedral reflector, the correct method of
mounting is one corner cavity at the top and one at the bottom. Any other
method might reduce its performance below that in paragraph 3.3.

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10.6
Resolution MSC.164(78) – Adopted on 17 May 2004

REVISED PERFORMANCE STANDARDS FOR RADAR

REFLECTORS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
RECALLING FURTHER that the provisions of chapter V of the International Convention
for the Safety of Life at Sea, 1974 (SOLAS), as amended, and chapter 13 of the
International Code of Safety for High-Speed Craft (HSC Code), in force, require, if
practicable, fitting of a radar reflector to all ships and craft under 150 gross tonnage
to enable detection by radar,
RECOGNIZING that, for safety reasons, radar reflectors should produce reliable detection
in practical conditions and perform in both 3 GHz (S-band) and 9 GHz (X-band),
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of
Navigation at its forty-ninth session,
1. ADOPTS the Recommendation on performance standards for radar reflectors, set
out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that radar reflectors:
(a) if fitted on or after 1 July 2005, conform to performance standards not
inferior to those specified in the annex to the present resolution; and
(b) if fitted before 1 July 2005, conform to performance standards not inferior to
those specified in the annex to resolution A.384(X).

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR RADAR
REFLECTORS

1 INTRODUCTION
1.1 Radar reflectors carried under SOLAS chapters V and X should comply with the
minimum performance requirements as specified in this Recommendation.
1.2 In the following paragraphs, radar cross-sections* are specified for the
frequencies of 3 GHz (S-band) and 9 GHz (X-band) whose wavelengths are
10 cm and 3 cm respectively.

* The Radar Cross Section is a measure of the ability of an object to return microwave energy to the
interrogating radar when compared to the actual reflectivity of a metal sphere.

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1.3 The performance requirements stated should apply to either active or passive
radar reflectors in both 9 GHz and 3 GHz bands. (Active radar reflectors are
also known as radar target enhancers).

2 APPLICATION
2.1 All ships required to be fitted with a radar reflector, if practicable, to enable
detection by ships navigating by radar at both 9 GHz and 3 GHz bands.

3 PERFORMANCE
3.1 The radar reflector should have a “Stated Performance Level” measured in
square metres radar cross-section (m2 RCS) of at least 7.5 m2 in X-band and
0.5 m2 in S-band mounted at a minimum height of 4 m above water level.
3.2 Required minimum level for reflector performance – the Stated Performance
Level should:
.1 be maintained over a total of at least 280° azimuth;
.2 not remain below this level over any single angle of more than
10° – a null; and
.3 not have distances between nulls of less than 20°.
3.3 For power-driven vessels and sailing vessels designed to operate with little
heel (catamaran/trimaran), this performance should be maintained through
angles of (athwartships) heel 10° either side of vertical. For other sailing
vessels, the reflector should maintain this performance over 20° either side of
vertical.
3.4 Active reflectors should conform to Recommendation ITU-R M.1176.

4 CONSTRUCTION
4.1 The reflector should be capable of maintaining its reflection performance
under the conditions of sea states, vibration, humidity and change of
temperature likely to be experienced in the marine environment as defined
by resolution A.694(17).*

5 INSTALLATION
5.1 Fixing arrangements should be provided so that the reflector can be fitted
either on a rigid mount or suspended in the rigging.
5.2 The recommended mounting height of 4 m and any preferred orientation
should be permanently and clearly marked on the reflector.
5.3 The reflector should be clearly and permanently marked if it will meet the
performance requirement to ±20° inclination (heel).
5.4 For small craft, the maximum weight for mounting at 4 m should be 5 kg.
Reflectors designed for mounting at a greater height should be of weight
calculated as equivalent to, or less than, 4 m/5 kg. Physical sizes should be
minimized and should not exceed 0.05 m3.

* IEC Publication 60945.

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II/11
Others

11.1
Resolution MSC.64(67) – Adopted on 4 December 1996

ADOPTION OF NEW AND AMENDED

PERFORMANCE STANDARDS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED new performance standards and amendments to existing
performance standards adopted by the Assembly prepared by the forty-second session
of the Sub-Committee on Safety of Navigation,
1. ADOPTS the following new and recommended performance standards, set out in
annexes 1 to 2 to the present resolution:*
(a) Recommendation on Performance Standards for Integrated Bridge Systems
(IBS) (annex 1);
(b) Recommendation on Performance Standards for Shipborne DGPS and
DGLONASS Maritime Radio Beacon Receiver Equipment (annex 2);
2. ALSO ADOPTS the amendments to the following performance standards adopted by
the Assembly, set out in annexes 3 to 5 to the present resolution:*
(a) Resolution A.342(IX) – Recommendation on Performance Standards for
Automatic Pilots (annex 3);
(b) Resolution A.447(XII) – Recommendation on Performance Standards for
Radar Equipment (annex 4);
(c) Resolution A.817(19) – Recommendation on Performance Standards for
Electronic Chart Display and Information Systems (ECDIS) (annex 5);
3. RECOMMENDS Member Governments to ensure that:
(a) integrated bridge systems (IBS), shipborne DGPS and DGLONASS
maritime radio beacon receiver equipment and electronic chart
display and information systems (ECDIS) installed on or after
1 January 1999 conform to performance standards not inferior to
those set out in annexes 1, 2 and 5 to the present resolution;*

* Only annex 1 to resolution MSC.64(67) is reproduced here. The other annexes are reproduced in
the relevant chapters of the present publication.

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(b) heading control systems and radar equipment installed on or after

1 January 1999 conform respectively to performance standards not
inferior to those set out in annexes 3 and 4 to the present resolution;*
(c) automatic pilots and radar equipment installed before 1 January 1999
conform at least to the performance standards set out in resolutions
A.342(IX) and A.477(XII), respectively.

Annex 1
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR INTEGRATED BRIDGE SYSTEMS (IBS)†

1 INTRODUCTION
1.1 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.
1.2 IBS, in addition to meeting the functional requirements contained in applicable
IMO instruments, the general requirements in resolution A.694(17),‡ should
comply with the following performance standards.

2 SYSTEM REQUIREMENT
The IBS should support systems performing two or more of the following
operations:
.1 passage execution;
.2 communications;
.3 machinery control
.4 loading, discharging and cargo control; and
.5 safety and security.

3 GENERAL REQUIREMENTS

3.1 General
3.1.1 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.
3.1.2 Each “part” of an IBS should meet the relevant requirements of resolution
A.694(17) and their associated technical testing standards. In consequence, the
IBS is in compliance with these requirements without further environmental
testing.
Note: “Part” is meant to be – for example – an individual module, equipment
or subsystem.

* Only annex 1 to resolution MSC.64(67) is reproduced here. The other annexes are reproduced in the
relevant chapters of the present publication.
†
The present Recommendation comprises annex 1 to resolution MSC.64(67).
‡
See also IEC Publication 945.

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3.1.3 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.

3.2 Integration
The IBS should provide functional integration meeting the following
requirements:
.1 The functionality of the IBS should ensure that its operation is at least
as effective as for stand-alone equipment.
.2 Continuously displayed information should be reduced to the minimum
necessary for safe operation of the ship. Supplementary information
should be readily accessible.
.3 Where multifunction displays and controls are used to perform
functions necessary for safe operation of the ship they should be
duplicated and interchangeable.
.4 It should be possible to display the complete system configuration, the
available configuration and the configuration in use.
.5 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.
.6 An alternative means of operation should be provided for essential
functions.
.7 An alternative source of essential information should be provided. The
IBS should identify loss of either source.
.8 The source of information (sensor, result of calculation or manual
input) should be displayed continuously or upon request.

3.3 Data exchange

3.3.1 Interfacing to an IBS should comply with the relevant international marine
interface standards.*
3.3.2 Data exchange should be consistent with safe operation of the ship.
3.3.3 The integrity of data flowing on the network should be ensured.
3.3.4 A failure in the connectivity should not affect independent functionality.

3.4 Failure analysis

3.4.1 A failure analysis should be performed, documented and be acceptable.

4 OPERATIONAL REQUIREMENTS

4.1 Human factors

4.1.1 The IBS should be capable of being operated by personnel holding appropriate
certificates.
4.1.2 The Man Machine Interface (MMI) should be designed to be easily understood
and in a consistent style for all integrated functions.
4.1.3 Where multifunction displays are used, they should be in colour, and
continuously displayed information and functional areas, e.g. menus should
be presented in a consistent manner.

* Refer to IEC Publication 1162.

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4.1.4 For actions which may cause unintended results, the IBS should request
confirmation from the operator.
4.2 Functionality
4.2.1 It should always be clear, from where essential functions may be performed.
4.2.2 The system management should ensure, that one user only has the focus of an
input or function at the same time. If so, all other users should be informed
about that by the IBS.

5 TECHNICAL REQUIREMENTS
5.1 Sensors
In order to ensure an adequate system functionality the sensors employed
should ensure communication compatibility in accordance with the relevant
international marine interface standard;* and provide information about their
operational status and about the latency and validity of essential information.
5.2 Alarm management
5.2.1 The IBS alarm management, as a minimum, should comply with the
requirements of the Code on Alarms and Indicators, 1995 (resolution
A.830(19)).
5.2.2 Appropriate alarm management on priority and functional groups should be
provided within the IBS.
5.2.3 The number of alarm types and their release should be kept as low as possible
by providing indications for information of lower importance.
5.2.4 Alarms should be displayed so that the alarm reason and the resulting functional
restrictions can be easily understood. Indications should be self-explanatory.
5.3 Power interruptions and shut-down
5.3.1 If subjected to an orderly shut-down, the IBS should, upon turn-on, come to
an initial default state.
5.3.2 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.
5.3.3 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.

5.4 Power supply

5.4.1 Power supply requirements applying to parts of the IBS as a result of other
IMO requirements should remain applicable.
5.4.2 The IBS should be supplied:
.1 from the main and emergency sources of electrical power with
automated changeover through a local distribution board with provision
to preclude inadvertent shut-down;
.2 from a transitional source of electrical power for a duration of not less
than 1 min; and
.3 where required, parts of the IBS should also be supplied from a reserve
source of electrical power.

* Refer to IEC Publication 1162.

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11.2
Resolution A.861(20) – Adopted on 27 November 1997

PERFORMANCE STANDARDS FOR SHIPBORNE VOYAGE DATA

RECORDERS (VDRs)

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO that, by resolution 12, the Conference of Contracting Governments to
the International Convention for the Safety of Life at Sea (SOLAS), 1974, being of the
opinion that it would be desirable that ships, in particular passenger ships, be fitted
with voyage data recorders (VDRs) to assist in investigations into casualties, requested
the Maritime Safety Committee to develop, as a matter of urgency, operational
requirements and performance standards for such recorders, taking into account any
potential human element implications,
NOTING that consideration is being given to the development of carriage requirements
for VDRs for inclusion in the SOLAS Convention at the earliest opportunity,
HAVING CONSIDERED the recommendations made by the Maritime Safety Committee at its
sixty-eighth session and by the Sub-Committee on Safety of Navigation at its forty-third
session,
1. ADOPTS the Recommendation on Performance Standards for Shipborne Voyage
Data Recorders (VDRs), set out in the annex to the present resolution;
2. INVITES Governments to encourage shipowners and operators of ships entitled to fly
their flag to install VDRs on such ships, as soon as possible, especially considering that
the carriage of VDRs may soon be made mandatory under the SOLAS Convention;
3. RECOMMENDS Governments to ensure that VDRs installed on board ships flying
their flag conform to performance standards not inferior to those specified in the annex
to this resolution;
4. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE VOYAGE DATA RECORDERS (VDRs)

1 PURPOSE
The purpose of a voyage data recorder (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 a VDR should be made available to both the Administration and the
shipowner. This information is for use during any subsequent investigation to
identify the cause(s) of the incident.

2 APPLICATION
A VDR with capabilities not inferior to those defined in these performance
standards is required to be fitted to ships of classes defined in SOLAS chapter V,
as amended.

3 REFERENCES
3.1 SOLAS:
– 1995 SOLAS Conference, resolution 12.
3.2 IMO resolutions:
– A.662(16) Performance standards for float-free release and activation
arrangements for emergency radio equipment
– A.694(17) General requirements for shipborne radio equipment
forming part of the GMDSS and for electronic navigational
aids
– A.824(19) Performance standards for devices to indicate speed and
distance
– A.830(19) Code on Alarms and Indicators, 1995
– A.861(20) Performance standards fro shipborne voyage data recorders
(VDRs)
– MSC.64(67), Performance standards for heading control systems
annex 3
– MSC.64(67), Performance standards for radar equipment, as amended
annex 4

4 DEFINITIONS
4.1 Voyage data recorder (VDR) 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.
4.2 Sensor means any unit external to the VDR, to which the VDR is connected
and from which it obtains data to be recorded.
4.3 Final recording medium 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.

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4.4 Playback equipment 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.*
4.5 Dedicated reserve power source means a secondary battery, with suitable
automatic charging arrangements, dedicated solely to the VDR, of sufficient
capacity to operate it as required by 5.3.2.

5 OPERATIONAL REQUIREMENTS

5.1 General
5.1.1 The VDR should continuously maintain sequential records of preselected data
items relating to the status and output of the ship’s equipment, and command
and control of the ship, referred to in 5.4.
5.1.2 To permit subsequent analysis of factors surrounding an incident, the method
of recording should ensure that the various data items can be co-related in
date and time during playback on suitable equipment.
5.1.3 The final recording medium should be installed in a protective capsule which
should meet all of the following requirements:
.1 be capable of being accessed following an incident but secure against
tampering;
.2 maximize the probability of survival and recovery of the final recorded
data after any incident;
.3 be of a highly visible colour and marked with retro-reflective materials; and
.4 be fitted with an appropriate device to aid location.
5.1.4 The design and construction, which should be in accordance with the
requirements of resolution A.694(17) and international standards acceptable
to the Organization,† should take special account of the requirements for data
security and continuity of operation as detailed in 5.2 and 5.3.

5.2 Data selection and security

5.2.1 The minimum selections of data items to be recorded by the VDR are
specified in 5.4. Optionally, additional items may be recorded provided that
the requirements for the recording and storage of the specified selections are
not compromised.
5.2.2 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.
5.2.3 The recording method should be such that each item of the recorded data
is checked for integrity and an alarm given if a non-correctable error is
detected.

5.3 Continuity of operation

5.3.1 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.

* Playback equipment is not normally installed on a ship and is not regarded as part of a VDR for the
purposes of these performance standards.
†
Refer to publication IEC 945 – Maritime navigation and radiocommunication equipment and
systems – General requirements, methods of testing and required test results.

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5.3.2 If the ship’s emergency source of electrical power supply fails, the VDR should
continue to record Bridge audio (see 5.4.5) 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.
5.3.3 Recording should be continuous unless interrupted briefly in accordance
with 6 or terminated in accordance with 5.3.2. 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.

5.4 Data items to be recorded

5.4.1 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.
5.4.2 Ship’s position
Latitude and longitude, and the datum used, should be derived from an
electronic position-fixing system (EPFS). The recording should ensure that the
identity and status of the EPFS can always be determined on playback.
5.4.3 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.
5.4.4 Heading
As indicated by the ship’s compass.
5.4.5 Bridge audio
One or more microphones positioned on the bridge should be placed so that
conversations 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.
5.4.6 Communications audio
VHF communications relating to ship operations should be recorded.
5.4.7 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.
5.4.8 Echo-sounder
This should include depth under keel, the depth scale currently being displayed
and other status information where available.

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5.4.9 Main alarms

This should include the status of all mandatory alarms on the bridge.
5.4.10 Rudder order and response
This should include status and settings of auto-pilot if fitted.
5.4.11 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.
5.4.12 Hull openings status
This should include all mandatory status information required to be displayed
on the bridge.
5.4.13 Watertight and fire door status
This should include all mandatory status information required to be displayed
on the bridge.
5.4.14 Accelerations and hull stresses
Where a ship is fitted with hull stress and response monitoring equipment, all
the data items that have been pre-selected within that equipment should be
recorded.
5.4.15 Wind speed and direction
This should be applicable where a ship is fitted with a suitable sensor. Either
relative or true wind speed and direction may be recorded, but an indication of
which it is should be recorded.

6 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.

7 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.

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11.3
Resolution MSC.163(78) – Adopted on 17 May 2004

PERFORMANCE STANDARDS FOR SHIPBORNE SIMPLIFIED

VOYAGE DATA RECORDERS (S-VDRs)

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the functions
of adopting performance standards for radio and navigational equipment, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf
of the Organization,
NOTING that the provisions of regulation V/20 of the International Convention for the
Safety of Life at Sea, 1974, as amended, do not apply to the existing cargo ships with
respect to the carriage requirements of voyage data recorders (VDRs),
RECALLING FURTHER resolution MSC.109(73), by which the Committee decided that a
study should be carried out, as a matter of urgency, to assess the feasibility for existing
cargo ships to carry VDRs and instructed the Sub-Committee on Safety of Navigation
accordingly,
NOTING ALSO that the report on the feasibility study clearly demonstrates the compelling
need for mandatory carriage of a simplified version of VDRs on existing cargo ships,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of
Navigation at its forty-ninth session,
1. ADOPTS the Recommendation on performance standards for shipborne simplified
voyage data recorders (S-VDRs);
2. INVITES Governments to encourage shipowners and operators of the existing cargo
ships entitled to fly their flag to install S-VDRs on such ships, as soon as possible, especially
considering that the carriage of S-VDRs may soon be mandatory under the SOLAS
Convention;
3. RECOMMENDS Governments to ensure that S-VDRs installed on board the existing
cargo ships flying their flag conform to performance standards not inferior to those
specified in the annex to this resolution.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE SIMPLIFIED VOYAGE DATA RECORDERS (S-VDRs)

1 PURPOSE
1.1 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 a S-VDR should be made available to both the Administration and
the shipowner. This information is for use during any subsequent investigation
to identify the cause(s) of the incident.

2 APPLICATION
2.1 A S-VDR with capabilities not inferior to those defined in these performance
standards is required to be fitted to ships of classes defined in SOLAS chapter V,
as amended.

3 REFERENCES
3.1 SOLAS:
– 1995 SOLAS Conference, resolution 12.
3.2 IMO resolutions:
– A.662(16) Performance standards for float-free release and activation
arrangements for emergency radio equipment
– A.694(17) General requirements for shipborne radio equipment
forming part of the GMDSS and for electronic navigational
aids
– A.802(19) Performance standards for survival craft radar transponders
for use in search and rescue operations
– A.810(19) Performance standards for float-free satellite emergency
position-indicating radio beacons operating on 406 MHz
– A.812(19) Performance standards for float-free satellite emergency
position-indicating radio beacons operating through the
geostationary Inmarsat satellite system on 1.6 GHz
– A.824(19) Performance standards for devices to indicate speed and
distance
– A.830(19) Code on Alarms and Indicators, 1995
– A.861(20) Performance standards for shipborne voyage data recorders
(VDRs)
– MSC.64(67), Performance standard for heading control systems
annex 3
– MSC.64(67), Performance standards for navigational radar equipment, as
annex 4 amended.

4 DEFINITIONS
4.1 Simplified voyage data recorder (S-VDR) 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.
4.2 Sensor means any unit external to the S-VDR, to which the S-VDR is connected
and from which it obtains data to be recorded.

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4.3 Final recording medium 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.
4.4 Playback equipment 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.*
4.5 Dedicated reserve power source means a secondary battery, with suitable
automatic charging arrangements, dedicated solely to the S-VDR, of sufficient
capacity to operate it as required by 5.3.2.

5 OPERATIONAL REQUIREMENTS

5.1 General
5.1.1 The S-VDR should continuously maintain sequential records of preselected data
items relating to the status and output of the ship’s equipment, and command
and control of the ship, referred to in 5.4.
5.1.2 To permit subsequent analysis of factors surrounding an incident, the method
of recording should ensure that the various data items can be co-related in date
and time during playback on suitable equipment.
5.1.3 Final recording medium
5.1.3.1 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:
.1 be capable of being accessed following an incident but secure against
tampering;
.2 maintain the recorded data for a period of at least 2 years following
termination of recording;
.3 be of a highly visible colour and marked with retro-reflective materials; and
.4 be fitted with an appropriate device to aid location.
5.1.3.2 The fixed type protective capsule should comply with the requirements set out
in resolution A.861(20) with the exception of the resulting requirements for
withstanding penetration.
5.1.3.3 The float-free type protective capsule should:
.1 be fitted with means to facilitate grappling and recovery;
.2 be so constructed as to comply with the requirements specified in
resolutions A.810(19) or A.812(19) and to minimize risk of damage during
recovery operations; and
.3 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.
5.1.4 The design and construction, which should be in accordance with the
requirements of resolution A.694(1 7) and international standards acceptable
to the Organization,† should take special account of the requirements for data
security and continuity of operation as detailed in 5.2 and 5.3.

* Playback equipment is not normally installed on a ship and is not regarded as part of an S-VDR for the
purposes of these performance standards.
†
Refer to publication IEC 60945 – Maritime navigation and radiocommunication equipment and
systems – General requirements, methods of testing and required test results.

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5.2 Data selection and security

5.2.1 The minimum selections of data items to be recorded by the S-VDR are
specified in 5.4. Optionally, additional items may be recorded provided that the
requirements for the recording and storage of the specified selections are not
compromised.
5.2.2 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.
5.2.3 The recording method should be such that each item of the recorded data is
checked for integrity and an alarm given if a non-correctable error is detected.

5.3 Continuity of operation

5.3.1 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.
5.3.2 If the ship’s emergency source of electrical power supply fails, the S-VDR
should continue to record bridge audio (see 5.4.5) 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.
5.3.3 Recording should be continuous unless interrupted briefly in accordance with 6
or terminated in accordance with 5.3.2. 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.

5.4 Data items to be recorded

Date and time
5.4.1 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
5.4.2 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
5.4.3 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
5.4.4 As indicated by the ship’s compass.
Bridge audio
5.4.5 One or more microphones positioned on the bridge should be placed so that
conversations 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
5.4.6 VHF communications relating to ship operations should be recorded.

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Radar data, post-display selection

5.4.7 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
5.4.8 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.
Other items
5.4.9 Any additional data items listed by IMO with the requirements set out in
resolution A.861(20) should be recorded when the data is available in
accordance with the international digital interface standards† using approved
sentence formatters.

6 OPERATION
6.1 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.

7 INTERFACING
7.1 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 faults.

* Where commercial off-the-shelf (COTS) interfaces are not available.

†
Refer to publication IEC 61162.

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11.4
Resolution MSC.214(81) – Adopted on 12 May 2006

ADOPTION OF AMENDMENTS TO THE PERFORMANCE

STANDARDS FOR SHIPBORNE VOYAGE DATA RECORDERS
(VDRs) (Resolution A.861(20)) AND PERFORMANCE
STANDARDS FOR SHIPBORNE SIMPLIFIED VOYAGE DATA
RECORDERS (S-VDRs) (Resolution MSC.163(78))

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED resolution A.861(20) on Performance standards for shipborne
voyage data recorders (VDRs) and resolution MSC.163(78) on Performance standards
for shipborne simplified voyage data recorders (S-VDRs) and reviewed requirements
for extracting stored data from VDRs and S-VDRs,
RECOGNIZING that, after an accident, there is a need for the investigators to be able to
download the stored data and playback the information from VDRs/S-VDRs without
delay,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of
Navigation at its fifty-first session,
1. ADOPTS the amendments to the Recommendations on performance standards for
shipborne voyage data recorders (VDRs) and the Recommendation on performance
standards for simplified voyage data recorders (S-VDRs), set out in annexes 1 and 2,
respectively, to the present resolution;
2. RECOMMENDS Governments to ensure that VDRs and S-VDRs:
(a) if fitted before 1 June 2008, conform to performance standards not inferior
to those specified in the annexes to resolutions A.861(20) and MSC.163(78),
respectively; and
(b) if fitted on or after 1 June 2008, conform additionally to the amendments to
performance standards not inferior to those specified in annexes 1 and 2 to
the present resolution.*

* Only Annex 1 to resolution MSC.214(81) is reproduced here. Annex 2 is reproduced in the relevant
chapter of the present publication.

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Annex 1
AMENDMENTS TO THE RECOMMENDATION ON PERFORMANCE
STANDARDS FOR SHIPBORNE VOYAGE DATA RECORDERS (VDRs)
(Resolution A.861(20))
A new section 8 is added, as follows:

“8 DOWNLOAD AND PLAYBACK EQUIPMENT FOR INVESTIGATION

AUTHORITIES
8.1 Data output interface
The VDR should provide an interface for downloading the stored data and
playback the information to an external computer. The interface should be
compatible with an internationally recognized format, such as Ethernet, USB,
FireWire, or equivalent.
8.2 Software for data downloading and playback
8.2.1 A copy of the software programme providing the capability to download the
stored data and playback the information onto a connected external laptop
computer and for the playback of the data should be provided for each VDR
installation.
8.2.2 The software should be compatible with an operating system available with
commercial-off-the-shelf laptop computers and provided on a portable
storage device such as a CD, DVD, USB-memory stick, etc.
8.2.3 Instructions for executing the software and for connecting the external laptop
computer to the VDR should be provided.
8.2.4 The portable storage device containing the software, the instructions and
any special (not commercial-off-the-shelf) parts necessary for the physical
connection of the external laptop computer, should be stored within the main
unit of the VDR.
8.2.5 Where non-standard or proprietary formats are used for storing the data in the
VDR, the software for converting the stored data into open industry standard
formats should be provided on the portable storage device or resident in the
VDR.”

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11.5
Resolution MSC.214(81) – Adopted on 12 May 2006

ADOPTION OF AMENDMENTS TO THE PERFORMANCE

STANDARDS FOR SHIPBORNE VOYAGE DATA RECORDERS
(VDRs) (Resolution A.861(20)) AND PERFORMANCE
STANDARDS FOR SHIPBORNE SIMPLIFIED VOYAGE DATA
RECORDERS (S-VDRs) (Resolution MSC.163(78))

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED resolution A.861(20) on Performance standards for shipborne
voyage data recorders (VDRs) and resolution MSC.163(78) on Performance standards
for shipborne simplified voyage data recorders (S-VDRs) and reviewed requirements
for extracting stored data from VDRs and S-VDRs,
RECOGNIZING that, after an accident, there is a need for the investigators to be able to
download the stored data and playback the information from VDRs/S-VDRs without
delay,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of
Navigation at its fifty-first session,
1. ADOPTS the amendments to the Recommendations on performance standards for
shipborne voyage data recorders (VDRs) and the Recommendation on performance
standards for simplified voyage data recorders (S-VDRs), set out in annexes 1 and 2,
respectively, to the present resolution;
2. RECOMMENDS Governments to ensure that VDRs and S-VDRs:
(a) if fitted before 1 June 2008, conform to performance standards not inferior
to those specified in the annexes to resolutions A.861(20) and MSC.163(78),
respectively; and
(b) if fitted on or after 1 June 2008, conform additionally to the amendments to
performance standards not inferior to those specified in annexes 1 and 2 to the
present resolution.*

* Only Annex 2 to resolution MSC.214(81) is reproduced here. Annex 1 is reproduced in the relevant
chapter of the present publication.

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Annex 1
AMENDMENTS TO THE RECOMMENDATION ON PERFORMANCE STANDARDS
FOR SHIPBORNE SIMPLIFIED VOYAGE DATA RECORDERS (S-VDRs)
(Resolution MSC.163(78))
A new section 8 is added, as follows:

“8 DOWNLOAD AND PLAYBACK EQUIPMENT FOR INVESTIGATION

AUTHORITIES
8.1 Data output interface
The S-VDR should provide an interface for downloading the stored data and
playback the information to an external computer. The interface should be
compatible with an internationally recognized format, such as Ethernet, USB,
FireWire, or equivalent.
8.2 Software for data downloading and playback
8.2.1 A copy of the software programme providing the capability to download the
stored data and playback the information onto a connected external laptop
computer and for the playback of the data should be provided for each S-VDR
installation.
8.2.2 The software should be compatible with an operating system available with
commercial-off-the-shelf laptop computers and provided on a portable
storage device such as a CD, DVD, USB-memory stick, etc.
8.2.3 Instructions for executing the software and for connecting the external laptop
computer to the S-VDR should be provided.
8.2.4 The portable storage device containing the software, the instructions and
any special (not commercial-off-the-shelf) parts necessary for the physical
connection of the external laptop computer, should be stored within the main
unit of the S-VDR.
8.2.5 Where non-standard or proprietary formats are used for storing the data in the
S-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
S-VDR.”

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11.6
Resolution MSC.74(69) – Adopted on 12 May 1998

ADOPTION OF NEW AND AMENDED PERFORMANCE

STANDARDS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the functions
of adopting performance standards for radio and navigational equipment, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf
of the Organization,
HAVING CONSIDERED new performance standards and amendments to existing
performance standards adopted by the Assembly and prepared by the forty-third
session of the Sub-Committee on Safety of Navigation,
1. ADOPTS the following new and recommended performance standards, set out in
annexes 1 to 3 to the present resolution:
(a) Recommendation on Performance Standards for Shipborne Combined
GPS/GLONASS Receiver Equipment (annex 1);
(b) Recommendation on Performance Standards for Track Control Systems
(annex 2); and
(c) Recommendation on Performance Standards for Universal Automatic
Identification System (AIS) (annex 3);
2. ADOPTS ALSO the amendments to the following performance standards adopted by
the Assembly, set out in annex 4 to the present resolution:
(a) Resolution A.224(VII) – Recommendation on Performance Standards for
Echo-Sounding Equipment (annex 4);
3. RECOMMENDS Member Governments to ensure that:
(a) shipborne combined GPS/GLONASS receiver equipment, track control
systems and AIS installed on or after 1 January 2000 conform to performance
standards not inferior to those set out in the annexes 1 to 3 to the present
resolution;
(b) echo-sounding equipment installed on or after 1 January 2001 conform
respectively to performance standards not inferior to those set out in annex 4
to the present resolution;
(c) echo-sounding equipment installed before 1 January 2001 conform at least to
the performance standards set out in resolution A.224(VII).

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Annex 3
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR A UNIVERSAL SHIPBORNE AUTOMATIC
IDENTIFICATION SYSTEM (AIS)

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

2 FUNCTIONALITY
2.1 The system should be capable of operating in a number of modes:
.1 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;
.2 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
.3 a “polling” or controlled mode where the data transfer occurs in response
to interrogation from a ship or competent authority.

3 CAPABILITY
3.1 The AIS should comprise:
.1 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;
.2 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.;
.3 a means to automatically input data from other sensors meeting the
provisions as specified in paragraph 6.2;
.4 a means to input and retrieve data manually;
.5 a means of error checking the transmitted and received data; and
.6 built in test equipment (BITE).

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3.2 The AIS should be capable of:

.1 providing information automatically and continuously to a competent
authority and other ships, without involvement of ship’s personnel;
.2 receiving and processing information from other sources, including that
from a competent authority and from other ships;
.3 responding to high priority and safety related calls with a minimum of
delay; and
.4 providing positional and manoeuvring information at a data rate adequate
to facilitate accurate tracking by a competent authority and other ships.

4 USER INTERFACE
To enable a user to access, select and display the information on a separate
system, the AIS should be provided with an interface conforming to an
appropriate international marine interface standard.

5 IDENTIFICATION
For the purpose of ship and message identification, the appropriate Maritime
Mobile Service Identity (MMSI) number should be used.

6 INFORMATION
6.1 The information provided by the AIS should include:
.1 Static:
– IMO number (where available)
– Call sign and name
– Length and beam
– Type of ship
– Location of position-fixing antenna on the ship (aft of bow and port
or starboard of centreline)
.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 master’s discretion)
– Optional – Route plan (waypoints)†
.4 Short safety-related messages

* Date to be established by receiving equipment.

†
Field not provided in basic message.
‡
As required by competent authority.

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6.2 Information update rates for autonomous mode

The different information types are valid for a different time period and thus
need a different update rate:
– Static information: Every 6 min and on request
– Dynamic information: Dependant on speed and course
alteration according to table 1
– Voyage-related information: Every 6 min, when data has been
amended and on request
– Safety-related message: As required
Table 1

Type of ship Reporting interval

Ship at anchor 3 min
Ship 0–14 knots 12 s
Ship 0–14 knots and changing course 4s
Ship 14–23 knots 6s
Ship 14–23 knots and changing course 2s
Ship > 23 knots 3s
Ship > 23 knots and changing course 2s
Ship Reporting Capacity – the system should be able to handle a minimum
of 2,000 reports per min to adequately provide for all operational scenarios
envisioned.

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

7 PERMISSIBLE INITIALIZATION PERIOD

The installation should be operational within 2 min of switching on.

8 POWER SUPPLY
The AIS and associated sensors should be powered from the ship’s main source
of electrical energey. In addition, it should be possible to operate the AIS and
associated sensors from an alternative source of electrical energy.

9 TECHNICAL CHARACTERISTICS
The technical characteristics of the AIS such as variable transmitter output
power, operating frequencies (dedicated internationally and selected
regionally), modulation, and antenna system should comply with the
appropriate ITU-R Recommendations.

* Resolution MSC.43(64).

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11.7
Resolution MSC.86(70) – Adopted on 8 December 1998

ADOPTION OF NEW AND AMENDED PERFORMANCE

STANDARDS FOR NAVIGATIONAL EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee;
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the functions
of adopting performance standards for radio and navigational equipment, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf
of the Organization,
HAVING CONSIDERED new performance standards and amendments to existing
performance standards adopted by the Assembly and prepared by the forty-fifth session
of the Sub-Committee on Safety of Navigation,
1. ADOPTS the following new recommended performance standards set out in
annexes 1 to 3 to the present resolution:
.1 Recommendation on Performance Standards for Sound Reception Systems
(annex 1);
.2 Recommendation on Performance Standards for Marine Transmitting
Magnetic Heading Devices (TMHDs) (annex 2); and
.3 Recommendation on Performance Standards for an Integrated Navigation
System (annex 3);
2. ADOPTS ALSO the amendments to the Recommendation on Performance Standards
for Electronic Chart Display and Information Systems (ECDISs) (resolution A.817(19)) set
out in annex 4 to the present resolution;
3 RECOMMENDS Member Governments to ensure that:
.1 sound reception systems, marine transmitting heading devices and
integrated navigation systems installed on or after 1 January 2000 conform
to performance standards not inferior to those set out in annexes 1 to 3 to
the present resolution;
.2 ECDIS installed on or after 1 January 2000 conform, respectively, to
performance standards not inferior to those set out in resolution A.817(19),
as amended, and annex 4 to the present resolution;
.3 ECDIS installed on 1 January 1999 and before 1 January 2000 conform
at least to the performance standards set out in resolution A.817(19), as
amended by resolution MSC.64(67), annex 5; and
.4 ECDIS installed before 1 January 1999 conform at least to performance
standards set out in resolution A.817(19).

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Annex 3
RECOMMENDATION ON PERFORMANCE STANDARDS FOR AN
INTEGRATED NAVIGATION SYSTEM (INS)

1 SCOPE
1.1 The purpose of an integrated navigation system (INS) is to provide ‘added
value’ to the functions and information needed by the officer in charge of the
navigational watch (OOW) to plan, monitor or control the progress of the ship.
1.2 The INS supports mode and situation awareness.
1.3 The 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. Integrity monitoring is an intrinsic function of the INS.
1.4 The INS aims to ensure that, by taking human factors into consideration, the
workload is kept within the capacity of the OOW 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.
1.5 The function of passage execution in an Integrated Bridge System (IBS), as
defined by the Organization,* may be performed by an INS.

2 APPLICATION
2.1 These performance standards are applicable to any combination of navigational
aids that provide functions beyond the general intent defined in the respective
performance standards adopted by the Organization for individual equipment.
2.2 The purpose of these performance standards is to support the proper and safe
integration of navigational equipment and information.
2.3 These performance standards define three categories of INS:
.1 INS(A) for systems that provide the minimum functional requirements of
the INS including a consistent common reference system;
.2 INS(B) for systems that, in addition to the functional requirements of
INS(A), provide the information needed for decision support in avoiding
hazards; and
.3 INS(C) for systems that, in addition to the functional requirements of INS(B),
provide the automatic control functions of heading, track or speed.

3 DEFINITIONS
For the purpose of these standards the following definitions apply.
3.1 Automatic control system – A control system that may include a heading, track
or speed control system.
3.2 Consistent common reference system – A sub-system of an INS for acquisition,
processing, storage and distribution of data and information providing identical
and obligatory reference to sub-systems within an INS.
3.3 Integrated navigation system – An INS is a combination of systems that are
interconnected to increase safe and efficient navigation by suitably qualified
personnel.

* Resolution MSC.64(67), annex 1 – Recommendation on performance standards for Integrated Bridge

Systems.

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3.4 Integrity – Ability of the system to provide the user with information within the
specified accuracy in a timely, complete and unambiguous manner, and alarms
and indications within a specified time when the system should be used with
caution or not at all.
3.5 Multifunction display – A single visual display unit that can present, either
simultaneously or through a series of selectable pages, information from more
than one operation of a system.
3.6 Sensor – A navigational aid, with or without its own display and control as
appropriate, automatically providing information to the INS.

4 OPERATIONAL REQUIREMENTS

4.1 Functionality

General
4.1.1 In addition to meeting the relevant requirements of resolution A.694(17),* the
INS should comply with the requirements of these performance standards.
4.1.2 Each part of the INS should comply with all applicable requirements adopted by
the Organization, including the requirements of these performance standards.
Parts executing multiple operations should meet the requirements specified for
each individual function they can control, monitor or perform.
4.1.3 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.
4.1.4 A failure of one part should not affect other parts except for those functions
directly dependent upon the information from the defective part.
Basic functions
4.1.5 An INS should combine, process and evaluate data from all sensors in use. The
integrity of data from different sensors should be evaluated prior to distribution.
4.1.6 An 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.
4.1.7 The INS(A) should as a minimum provide the information of position, speed,
heading and time, each clearly marked with an indication of integrity.
4.1.8 The INS(B) should be able to automatically, continually and graphically indicate
the ship’s position, speed and heading and, where available, depth in relation
to the planned route as well as to known and detected hazards.
4.1.9 The INS(C) should, in addition, provide means to automatically control heading,
track or speed and monitor the performance and status of these controls.
Integrity monitoring
4.1.10 The integrity of information should be verified by comparison of the data
derived independently from two or more sources if available.
4.1.11 The integrity should be verified before essential information is displayed or
used. Information with doubtful integrity should be clearly marked by the INS
and should not be used for automatic control systems.

* See also IEC Publication 60945.

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Data exchange
4.1.12 Stand-alone equipment for which performance standards adopted by the
Organization exist, when connected to the INS, should comply with the
applicable international standards* for data exchange and interfacing.
4.1.13 Data latency should be consistent with the data requirements of the individual
parts.
4.1.14 The integrity of data exchange within the INS should be ensured.
4.1.15 A failure of data exchange should not affect any independent functionality.
Integration
4.1.16 The INS should provide functional integration meeting the following
requirements:
.1 where a display or control is presented on a multifunction display unit then
these should be redundantly available; and
.2 validity† of the data should be provided for each part to be integrated.
Configuration control
4.1.17 It should be possible to display the complete system configuration, the available
configuration and the configuration in use.

4.2 Information and accuracy

Display of information
4.2.1 The INS should be able to display the information available in accordance with
paragraphs 4.1.7, 4.1.8 and 4.1.9 as applicable.
4.2.2 The INS should be capable of displaying output data available from the sensors.
4.2.3 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 (see sub-section Integrity monitoring).
Accuracy
4.2.4 As a minimum, the accuracy of information should meet the requirements of
the resolutions* adopted by the Organization. Additionally the INS should not
degrade the accuracy of the data provided by the sensors.

4.3 Malfunctions, alarms and indications

Fail safe operation
4.3.1 The system’s automatic response to malfunctions should result in the safest of
any other configuration accompanied by clear indications and alarms.
Reversionary mode
4.3.2 The INS should allow simple and effective operator action to override or bypass
any automated functions. The INS should resume automatic functions only
after an appropriate message and intended operator action, considering all
necessary starting conditions.
Alarm management
4.3.3 An alarm management system should be provided.

* IEC Publication 61162.

†
Resolutions A.529(13) and A.815(19).

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4.3.4 The INS alarm management system, as a minimum, should comply with the
requirements of the Organization.*
4.3.5 The number of alarms should be kept as low as possible by providing
indications for information of lower importance.
4.3.6 Alarms should be displayed so that the alarm reason and the resulting functional
restrictions can be easily understood. Indications should be self-explanatory.

5 ERGONOMIC CRITERIA

5.1 Cognitive ergonomics

5.1.1 Integrated display and control functions should adopt a consistent human
machine interface (HMI) philosophy and implementation.
5.1.2 The HMI should be so designed that the provided information is clearly
understood using a consistent presentation style.
5.1.3 The HMI should be so designed that the requested manual inputs can be easily
executed.
5.1.4 For manual inputs that may cause unintended results, the INS should request
confirmation before acceptance, thus providing a plausibility check.

5.2 Physical ergonomics

Controls and displays
5.2.1 Particular consideration should be given to:
– symbols;
– controls; and
– layout.
Operational controls
5.2.2 The INS should be designed and implemented so that the OOW easily operates
basic functions from work stations.
Presentation of information
5.2.3 Continuously displayed information should be optimised and should include
position, speed, heading and time. Supplementary information should be
readily accessible.

6 DESIGN AND INSTALLATION

General
6.1 The INS should meet the relevant requirements of resolution A.694(17) and
appropriate international standards.†
Failure analysis
6.2 A failure analysis‡ should be performed and documented for the installed
configuration of the INS which includes all parts connected to or integrated into
the system, including devices for manual override of automatic functions and
their locations on the bridge.

* Resolution A.830(19).
†
IEC Publication 60945.
‡
See also IEC Publication 61508.

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Installation requirements
6.3 The INS should be installed so that it can meet the requirements of the relevant
International Standards.*
Power supply requirements
6.4 Power supply requirements applying to parts of the INS as a result of other IMO
requirements should remain applicable.
6.5 The INS should be supplied:
.1 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
.2 from a transitional source of electrical power for a duration of not less than
45 s.
Power interruptions and shutdown
6.6 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.
6.7 If subjected to a power interruption the INS 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.

7 INTERFACING
Interfacing to, and from, the INS should comply with international standards,† as
appropriate.

8 FALL-BACK ARRANGEMENTS
8.1 The INS should, after a failure, support the availability of essential information
through the use of appropriate fallback arrangements.
8.2 Normal operation, after use of a fall-back arrangement, should only be restored
upon confirmation by the operator.

* IEC Publications 92–101 and 533.

†
IEC Publication 61162.

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11.8
Resolution MSC.252(83) – Adopted on 8 October 2007

ADOPTION OF THE REVISED PERFORMANCE STANDARDS FOR

INTEGRATED NAVIGATION SYSTEMS (INS)

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as
amendments thereto shall be performed by the Maritime Safety Committee and/or
the Marine Environment Protection Committee, as appropriate, on behalf of the
Organization,
RECALLING FURTHER regulation V/15 of the International Convention for the Safety of
Life at Sea (SOLAS), 1974, concerning principles relating to bridge design, design and
arrangement of navigational systems and equipment and bridge procedures,
NOTING that SOLAS regulation V/18 requires type approved navigational systems
conforming to appropriate performance standards,
RECOGNIZING the need to revise the performance standards for Integrated Navigation
Systems (INS) to enhance the safety of navigation by providing integrated and
augmented functions to avoid geographic, traffic and environmental hazards,
HAVING CONSIDERED the recommendation on the revised performance standards for
Integrated Navigation Systems made by the Sub-Committee on Safety of Navigation at
its fifty-third session, and the Maritime Safety Committee at its eighty-third session,
1. ADOPTS the Revised Recommendation on performance standards for Integrated
Navigation Systems (INS), set out in the annex to the present resolution;
2. RECOMMENDS Governments ensure that Integrated Navigation Systems (INS):
(a) if installed on or after 1 January 2011, conform to performance standards not
inferior to those specified in the annex to the present resolution; and
(b) if installed on or after 1 January 2000 but before 1 January 2011, conform
to performance standards not inferior to those specified in annex 3 to
resolution MSC.86(70).

Annex
PERFORMANCE STANDARDS FOR INTEGRATED NAVIGATION SYSTEMS (INS)

1 PURPOSE OF INTEGRATED NAVIGATION SYSTEMS

1.1 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.

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1.2 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.
1.3 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.
1.4 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.
1.5 The INS supports mode and situation awareness.
1.6 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.
1.7 The INS aims to be demonstrably suitable for the user and the given task in a
particular context of use.
1.8 The purpose of the alert management is specified in module C.

2 SCOPE
2.1 Navigational tasks
2.1.1 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.
These tasks are described in paragraph 7.
2.1.2 An INS is defined as such if work stations provide multifunctional displays
integrating at least the following navigational tasks/functions:
• “Route monitoring”
• “Collision avoidance”
and may provide manual and/or automatic navigation control functions.
2.1.3 Other mandatory tasks
2.1.3.1 An alert management is a part of the INS. The scope and the requirements of
the alert management are specified in module C.
2.1.3.2 The presentation of navigation control data for manual control as specified in
paragraph 7.5.2 of these performance standards is part of the INS.
2.1.4 Other navigational tasks/functions may also be integrated in the INS.
2.2 Task stations
2.2.1 The tasks are allocated to, and operated by the operator on, a defined set of
multi-functional “task stations”.
2.2.2 The scope of an INS may differ dependent on the number and kind of tasks
integrated.
2.2.3 Configuration, use, operation and display of the INS is situation-dependent
on:
• shift underway, at anchor, and moored,
• manual and automatic navigation control in different waters,
• planned routine navigation and special manoeuvres.

3 APPLICATION OF THESE PERFORMANCE STANDARDS

3.1 Purpose of these standards
3.1.1 The purpose of these performance standards is to support the proper and safe
integration of navigational functions and information.

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3.1.2 The purpose is in particular:

• to allow the installation and use of an INS instead of stand-alone
navigational equipment onboard ships; and
• to promote safe procedures for the integration process;
both for
• comprehensive integration; and
• partial integration,
of navigational functions, data and equipment.
3.1.3 These standards supplement for INS functional requirements of the individual
Performance Standards adopted by the Organization.
3.2 Application to tasks
3.2.1 These performance standards are applicable to systems where functions/
equipment of at least the navigational tasks mentioned in paragraph 2.1.2 are
combined.
3.2.2 If further tasks are integrated, the requirements of these standards should
apply to all additional functions implemented in the INS.
3.3 Modules of these standards
3.3.1 These performance standards are based on a modular concept which should
provide for individual configurations and for extensions, if required.
3.3.2 These standards contain four modules:
• Module A for the requirements for the integration of navigational information,
• Module B for the operational/functional requirements for INS based on a
task-related structure,
• Module C for the requirements of the Alert management, and
• Module D for the Documentation requirements.
3.4 Application of modules
These performance standards are applicable to all INS as follows:
3.4.1 Modules A, C, D and paragraphs 6, 8 to 13 of module B are applicable for any INS.
3.4.2 Additionally, for each task integrated into the INS, the INS should fulfil both:
• the requirements of the respective tasks as specified in paragraph 7 of
module B and
• the relevant modules of performance standards for stand-alone equipment
as specified in table 1.

Table 1
INS Tasks and functions (para of Additionally applicable modules of specific equipment standards for
this standard) task integrated into the INS. The modules are specified in the
appendices of these performance standards, if not specified in the
equipment standards.
Collision avoidance (7.4) Radar PS (res. MSC.192(79)) (Modules specified in appendix 3)
Module A: “Sensor and detection”
Module B: “Operational requirements”
Module C:” Design and technical requirements”
Route planning (7.2) ECDIS PS (res. MSC.232(82))
Route moniloring (7.3) Module A: “Database”
Module B: “Operational and functional requirements”

Track control (7.5.3 and 8.6, 8.7) Track Control PS (res. MSC.74(69)), annex 2 (Modules specified in
appendix 4)
Module B: “Operational and functional requirements”

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3.5 Acceptance of INS as navigational equipment

3.5.1 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; and
• for the relevant tasks of these performance standards, with the applicable
modules of the equipment performance standards as specified in table 2.

Table 2
Allow for accepting the INS INS in compliance with
as Tasks and functions (para of this Applicable modules of specific
standard) equipment standards as specified in the
appendices of the document
Radar system Collision avoidance (7.4) Radar PS (res. MSC.192(79))
(Modules specified in appendix 3)
Module A: “Sensor and detection”
Module B: “Operational requirements”
Module C:” Design and technical
requirements”
ECDIS Route planning (7.2) ECDIS PS (res. MSC.232(82))
Route monitoring (7.3) Module A: “Database”
Module B: “Operational and functional
requirements”
Heading control system Navigation control data (7.5) Res. A.342, as amended – MSC.64(67),
(HCS) or Navigation status and data annex 3
display (7.7)
Track control system, (TCS) Navigation control data and track Track control res. MSC.74(69), annex 2
control (7.5.3 and 8.6, 8.7) (Modules specified in appendix 4)
Module B: “Operational and functional
requirements”
Presentation of AIS data Collision avoidance (7.4) MSC.74(69), annex 3
Navigation control data (7.5)
Echo sounding system Route monitoring (7.3) MSC.74(69), annex 4
EPFS Navigation control data (7.5) GPS res. A.819(19), as amended,
or Navigation status and data MSC.112(73)
display (7.7) or GALILEO, res. MSC.233(82)
or GLONAS, res. MSC.53(66), as
amended MSC.113(73)
SDME Navigation control data (7.5) Res. MSC.96(72)
or Navigation status and data
display (7.7)

3.6 The application of the alert management is specified in module C.

3.7 Other relevant standards
3.7.1 The workstation design, layout and arrangement is not addressed in this
performance standards, but in MSC/Circ.982.

4 DEFINITIONS
For the purpose of these standards the definitions in appendix 1 apply.

Module A – Integration of Information

5 REQUIREMENTS FOR INTEGRATION OF NAVIGATIONAL INFORMATION

5.1 Interfacing and data exchange
5.1.1 An INS should combine, process and evaluate data from connected sensors
and sources.

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5.1.2 The availability, validity and integrity of data exchange within the INS and
from connected sensors and sources should be monitored.
5.1.3 A failure of data exchange should not affect any independent functionality.
5.1.4 Interfacing to, from, and within the INS should comply with international
standards for data exchange and interfacing as appropriate.
5.1.5 The interface(s) should comply with the interface requirements of the alert
management as described in Module C of these performance standards.
5.2 Accuracy
5.2.1 INS data should comply with the accuracy and resolution required by
applicable performance standards of the Organization.
5.3 Validity, plausibility, latency
5.3.1 Validity
5.3.1.1 Data failing validity checks should not be used by the INS for functions
dependent on these data, unless for cases where the relevant performance
standards specifically allow use of invalid data. There should be no side
effects for functions not depending on this data.
5.3.1.2 When data used by the INS for a function becomes invalid, or unavailable, a
warning should be given. When data not actually in use by the INS becomes
invalid, or unavailable, a this should be indicated at least as a caution.
5.3.2 Plausibility
5.3.2.1 Received or derived data that is used or distributed by the INS should be
checked for plausible magnitudes of values.
5.3.2.2 Data which has failed the plausibility checks should not be used by the INS
and should not affect functions not dependent on these data.
5.3.3 Latency
5.3.3.1 Data latency (timeliness and repetition rate of data) within the INS should not
degrade the functionality specified in the relevant performance standards.
5.4 Consistent common reference system (CCRS)
5.4.1 Consistency of data
5.4.1.1 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.
5.4.1.2 Details of the source and the method of processing of such data should be
provided for further use within INS.
5.4.1.3 The CCRS should ensure that all parts of the INS are provided with the same
type of data from the same source.
5.4.2 Consistent common reference point
5.4.2.1 The INS should use a single consistent common reference point for all spatially
related information. For consistency of measured ranges and bearings, the
recommended reference location should be the conning position. Alternative
reference locations may be used where clearly indicated or distinctively
obvious. The selection of an alternative reference point should not affect the
integrity monitoring process.
5.4.3 Consistency of thresholds
5.4.3.1 The INS should support the consistency of thresholds for monitoring and alert
functions.
5.4.3.2 The INS should ensure by automatic means that consistent thresholds are
used by different parts of an INS, where practicable.
5.4.3.3 A caution may be given when thresholds entered by the bridge team differ
from thresholds set in other parts of the INS.

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5.5 Integrity monitoring

5.5.1 The integrity of data should be monitored and verified automatically before
being used, or displayed.
5.5.2 The integrity of information should be verified by comparison of the data
derived independently from at least two sensors and/or sources, if available.
5.5.3 The INS should provide manual or automatic means to select the most
accurate method of integrity monitoring from the available sensors and/or
sources.
5.5.4 A clear indication of the sensors and sources of data selected for integrity
monitoring should be provided.
5.5.5 The INS should provide a warning, if integrity verification is not possible or
failed.
5.5.6 Data which fails the integrity monitoring function or data where integrity
monitoring is not possible should not be used for automatic control systems/
functions.
5.6 Marking of data
5.6.1 The data should be marked with the source and the results of validity,
plausibility checks and integrity monitoring to enable subsequent functions
to decide whether their input data complies with their requirements or not.
5.7 Selection of sensors and sources
5.7.1 INS should provide two user selectable sensor/source selection modes when
multiple sensors/sources are available; manual sensor/source selection mode
and automatic sensor/source selection mode.
5.7.2 In manual sensor/source selection mode it should be possible to select
individual sensors/ sources for use in the INS. In case a more suitable sensor/
source is available this should be indicated.
5.7.3 In automatic sensor/source selection mode, the most suitable sensors/sources
available should be automatically selected for use in the INS. It should
further be possible to manually exclude individual sensors/sources from being
automatically selected.

Module B – Task related requirements for Integrated Navigation Systems

6 OPERATIONAL REQUIREMENTS
6.1 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.
6.2 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.
6.3 Each part of the INS should comply with all applicable requirements adopted
by the Organization, including the requirements of these performance
standards.
6.4 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.
6.5 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.

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6.6 Alerts should be generated and presented according to Module C.

7 TASK AND FUNCTIONAL REQUIREMENTS FOR AN INS

7.1 General
7.1.1 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.
7.1.2 All tasks of an INS should use the same electronic chart data and other
navigational databases such as routes, maps, tide information.
7.1.3 If Electronic Navigational Charts (ENCs) are available, they should be used as
common data source for INS.
7.1.4 Paragraphs 7.2 to 7.5 and 7.7 apply, if the respective task is integrated into the INS.
7.2 Task “Route planning”
7.2.1 ECDIS performance standards related mandatory functions and data
The INS should provide the route planning functions and data as specified
in modules A and B of the revised ECDIS performance standards (resolution
MSC.232(82)).
7.2.2 Procedures for voyage planning
The INS should be capable of supporting procedures for relevant parts of
voyage planning, as adopted by the Organization.*
7.2.3 Additional mandatory functions
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 manoeuvring limitation, if available in
the INS, based on parameters turning radius, rate of tum (ROT), wheel-
over and course changing points, speed, time, ETAs,
• drafting and refining the route plan against meteorological information if
available in the INS.
7.3 Task “Route monitoring”
7.3.1 ECDIS performance standards related mandatory functions and data
The INS should provide the route monitoring functions and data as specified
in modules A and B in the ECDIS performance standards.
7.3.2 Additional mandatory functions
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),

* Resolution A.893(21) on Guidelines for voyage planning.

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• AIS reports of AtoNs,

and if track control is integrated into the INS,
• it should be possible to include the planned track and to provide,
monitor and display the track related and manoeuvring data.
7.3.3 Optional functions
For navigational purposes, the display of other route-related information on
the chart display is permitted, e.g.,
• tracked radar targets and AIS targets
• AIS binary and safety-related messages
• initiation and monitoring of man-over-board and SAR manoeuvres
(search and rescue and man-over-board modes)
• NAVTEX
• tidal and current data
• weather data
• ice data.
7.3.4 Search and rescue mode
7.3.4.1 If available it should be possible to select on the route monitoring display
a predefined display mode for a “search and rescue” situation, that can be
accessed upon simple operator command.
7.3.4.2 In the search and rescue mode a superimposed graphical presentation of the
datum (geographic point, line, or area used as a reference in search planning),
initial most probable area for search, commence search point and search
pattern chosen by the operator (expanding square search pattern, sector
search pattern or parallel track search pattern) with track spacing defined by
him should be presented.
7.3.5 Man-over-board (MOB) mode
7.3.5.1 If available it should be possible to select on the route monitoring display
a predefined display mode for a “man-over-board” situation, that can be
accessed upon simple operator command.
7.3.5.2 In the man-over-board mode a superimposed graphical presentation of a
operator selectable man-over-board manoeuvre should be presented.
7.3.5.3 The man-over-board position should be memorised by a simple operator
action.
7.3.5.4 An urgency manoeuvring procedure should be available at the display taking
set and drift into consideration.
7.4 Task “Collision Avoidance”
7.4.1 Radar performance standards related mandatory functions and data
The INS should provide the collision avoidance functions and data as
specified in Module A and B of the Radar performance standards.
7.4.2 Additional mandatory functions
7.4.2.1 It should be possible to present less information of ENC database objects than
specified in MSC.232(82) for display base.
7.4.2.2 Target association and target data integration
If target information from multiple sensors/sources (radar and AIS; 2 radar
sensors) are provided on one task station:
• the possibility of target association should be provided for mutual
monitoring and to avoid the presentation of more than one symbol for
the same target,
• the association of AIS and radar targets should follow the requirements
of resolutions MSC.192(79) and MSC.191(79),

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• common criteria should be used for raising target related alerts, e.g.,
CPA/TCPA.
7.4.2.3 Target identifier
For identical targets unique and identical target identifiers should be used for
presentation on all INS displays.
Where a target from more than one source can be presented on one display
the identifier should be amended as required. Amended target identifiers
should be used for all INS display presentations.
7.4.2.4 Combined radar signals
A display may present combined radar signals from more than one radar
source. The malfunctions of this additional facility should not degrade the
presentation of the radar source selected as primary. The primary and the
other source(s) should be indicated as such.
7.4.3 Optional functions
Optionally, the following information may be displayed:
• true scaled ship symbols and CPA/TCPA and bow crossing range
(BCR) / bow crossing time (BCT) related to the real dimensions
• chart data from the common database of INS: traffic-related object
layers.
7.5 Task “Navigation control data”
7.5.1 General
To support the manual and automatic control of the ship’s primary movement
the INS navigation control task should provide the following functionality:
• display of data for the manual control of the ship’s primary movement
• display of data for the automatic control of the ship’s primary
movement
• presentation and handling of external safety related messages.
7.5.2 Presentation of navigation control data for manual control
7.5.2.1 For manual control of the ship’s primary movement the INS navigation control
display should allow at least to display the following information:
• under keel clearance (UKC) and UKC profile
• STW, SOG, COG
• position
• heading, ROT (measured or derived from change of heading)
• rudder angle
• propulsion data
• set and drift, wind direction and speed {true and/or relative selectable by
the operator), if available
• the active mode of steering or speed control
• time and distance to wheel-over or to the next waypoint
• safety related messages e.g., AIS safety-related and binary messages,
Navtex.
7.5.3 Presentation of navigation control data for automatic control
7.5.3.1 For automatic control of the ship’s primary movement, the INS navigation
control display should allow at least and as default the display of the following
information:
• all information listed for manual control
• set and actual radius or rate of turn to the next segment.

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7.5.4 The navigation control data should be presented:

• in digital and where appropriate in analogue form, e.g., mimic elements,
logically arranged on and around a symbolic outline of a ship,
• if applicable, together with their “set- values”,
• if applicable and on demand together with a history presentation to
indicate the trend of the parameter.
7.6 Task “Alert management”
7.6.1 Scope, operational requirements and alert-related requirements are specified
in Module C of these performance standards.
7.7 Task “Status and data display”
7.7.1 Mandatory data display functions
The INS should provide the following data display functions:
• presentation of mode and status information
• presentation of the ship’s static, dynamic and voyage-related AIS data
• presentation of the ship’s available relevant measured motion data
together with their “set values”
• presentation of received safety related messages, such as AIS safety-
related and binary messages, NAVTEX
• presentation of INS configuration
• presentation of sensor and source information.
7.7.2 Mandatory data management functions
The INS should provide the following management functions:
• setting of relevant parameters
• editing AIS own ship’s data and information to be transmitted by AIS
messages.
7.7.3 Optional data display functions
The INS may provide on demand:
• tidal and current data
• weather data, ice data
• additional data of the tasks Navigation control and Route monitoring and
AIS target data.

8 FUNCTIONAL REQUIREMENTS FOR INS TASK STATIONS

8.1 Number of task stations
8.1.1 The number of task stations on the bridge depends on the tasks integrated into
the INS. It should support the simultaneous operation and presentation of at
least the minimum set of tasks necessary to meet the carriage requirements of
SOLAS regulation V/19.
8.1.2 To specify the required number of task stations the required backup
arrangements as mandated by the carriage requirements of SOLAS regulation
V/19 should be taken into account.
8.2 For each task of:
• route monitoring
• collision avoidance
• navigation control data
a task station should be provided, if the respective task is part of the INS.

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8.3 Additional tasks

For the tasks of:
• route planning
• status and data display; and
• alert management
means should be provided to operate the tasks at least at one of the task
stations referred to in paragraph 8.2 or at least at another additional task
station at the choice of the bridge team and pilot.
8.4 Remote route planning
For the task “route planning”, a separate remote task station may be
provided.
8.5 The allocation of the tasks to the task stations should be sufficiently flexible,
to support all navigational situations, and should be sufficiently simple to
support team working and awareness of operator roles. The selection of the
task at the task station should be possible by a simple operator action.
8.6 Track control
If the function of track control is implemented in the INS,
8.6.1 it should be possible to display the planned route graphically on the task
stations for:
• “route monitoring”, and/or
• “collision avoidance”.
8.6.2 the control and operation of this function by the user should be possible via
the task stations for:
• “route monitoring”, and/or
• “collision avoidance”.
8.7 Automatic control functions
8.7.1 Task station with control
Only one, clearly indicated task station should be in control of an automatic
function and only one task station should at any time be assigned to accept
control commands. It should clearly be indicated to the bridge team and pilot,
if not otherwise obvious, which task station is in control of these functions.
8.7.2 It should be possible to take over the control from a task station. In this case
the set control values and limits should remain unchanged.
8.7.3 The information relevant for the selected control function should be available
for continuous display, at least upon a single operator command, and should
in be presented when an automatic control function is activated or changed.
8.7.4 Override
8.7.4.1 It should be allowed by a single operator action to override or by-pass any
automated function, regardless of the operational mode and the failure status
of the INS.
8.7.4.2 The INS should resume automatic functions only after an appropriate
message and intentional operator action, considering all necessary starting
conditions.

9 FUNCTIONAL REQUIREMENTS FOR DISPLAYS OF INS

9.1 General
9.1.1 The INS should comply with the presentation requirements adopted by the
Organization.*

* MSC.191(79), SN/Circ.243.

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9.1.2 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.
9.1.3 The INS should be capable of displaying data available from the sensors.
9.1.4 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.
9.1.5 Display and update of essential information available in the equipment as
well as safety related automatic functions should not be inhibited due to
operation of the equipment.
9.2 Default display configurations and operational modes
9.2.1 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. The basic requirements for
these display configurations are specified in appendix 6.
9.2.2 The INS should provide operational modes for open sea, coastal, confined
waters (pilotage, harbour berthing, anchorage).
9.2.3 User-defined display modes
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.
9.2.4 When switching the task from one task station to another, the current display
configuration should be maintained.
9.3 Mode and status awareness
9.3.1 The operational mode in use should be clearly indicated to the bridge team
and pilot.
9.3.2 If the mode in use is not the normal mode, to fully perform the functions
required for the INS, this should be clearly indicated.
Example of modes other than the normal mode are:
• degraded condition modes, in which the INS cannot fully perform all functions
• “service modes”
• simulation mode
• training (familiarization) mode
• other modes, in which the INS cannot be used for navigation.
9.3.3 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.
9.3.4 The INS should indicate the operational status of automated functions and
integrated components, systems and/or subsystems.
9.4 Information display
9.4.1 It should be possible to display the complete system configuration, the
available configuration and the configuration in use.
9.4.2 The INS should provide the means to display the type of data, source and
availability.
9.4.3 The INS should provide the means to display the type of function and
availability.
9.4.4 The INS should provide the means to display the device identification and its
availability.
9.4.5 Ships and system related parameters and settings should be displayed on
demand.

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10 HUMAN MACHINE INTERFACE

10.1 General
10.1.1 For the design and layout of human machine interface (HMI) of the INS,
MSC/Circ.982 and relevant guidance on application of SOLAS regulation
V/15 adopted by the Organization should be taken into account.
10.1.2 Integrated graphical and alphanumeric display and control functions
should adopt a consistent human machine interface (HMI) philosophy and
implementation.
10.1.3 The design and implementation of the INS should ensure that it is simple to
operate by a trained user.
10.2 System design
10.2.1 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.
10.2.2 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.
10.2.3 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.
10.2.4 The operation of the system should be designed to avoid distraction from the
task of safe navigation.
10.3 Display
10.3.1 Information should be presented consistently within and between different
sub-systems. Standardized information presentation, symbols and coding
should be used according to resolution MSC.191(79).
10.4 Input
10.4.1 The INS should be so designed that the requested manual inputs are consistent
throughout the system and can be easily executed.
10.4.2 The INS should be designed that the basic functions can be easily operated.
10.4.3 Complex or error-prone interaction with the system should be avoided.
10.4.4 For manual inputs that may cause unintended results, the INS should request
confirmation before acceptance, thus providing a plausibility check.
10.4.5 Checks in the dialogue and in the input handling should be provided to
prevent erroneous data or control inputs.
10.4.6 Wherever possible, an “undo” function should be provided.

11 INS BACK-UP REQUIREMENTS AND REDUNDANCIES

11.1 General
11.1.1 Adequate back-up arrangements should be provided to ensure safe navigation
in case of a failure within the INS.
11.1.1.1 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.
11.1.1.2 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.
11.1.2 The failure of a single task station should not result in the loss of a function
mandated by the carriage requirements of SOLAS.
11.1.3 In case of a breakdown of one task station, at least one task station should be
able to take over the tasks.

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11.1.4 The failure or loss of one hardware component of the INS should not result in
the loss of any one of the INS tasks:
• Route planning
• Route monitoring
• Collision avoidance
• Navigation control data
• Status and data display
• Alert management.
Where track control is an INS function, this would not require the duplication
of heading control or autopilot.
11.1.5 The INS should allow that the back-up component automatically (if possible)
takes over the operation of the primary component.
11.2 Hardware redundancies
11.2.1 Required navigational sensor/source back-up
For the following sensors/sources of an INS, an approved back-up should be
available for the INS:
• electronic position fixing
• heading measurement
• speed measurement
• radar
• chart database.

12 SYSTEM FAILURES AND FALLBACK ARRANGEMENT

12.1 The INS should, after a failure, and when the back-up activation is not
successful support the availability of essential information and functions
through the use of appropriate fallback arrangements (see 12.7).
12.2 Restored operation
Normal operation, after use of a fallback arrangement, should only be restored
upon confirmation by the operator.
12.3 Failure or change of sensor
12.3.1 The failure or change of a sensor should not result in sudden changes of
control commands or loss of manoeuvring control. This may be accomplished
by appropriate integrity checks using the information from several sources.
12.3.2 In case of a sensor or source failure, the system should provide an alert and
indicate (an) alternative sensor(s) or source(s), as available.
12.3.3 If sensors or sources are not able to provide necessary ship status or navigation
data for automatic control functions, a dead reckoning procedure should
provide the missing information, as far as practicable.
12.4 Storage of system related parameters
All system related parameters and settings should be stored in a protected way
for reconfiguration of the INS.
12.5 The automatic response to malfunctions should result in the safest possible
configuration accompanied by an alert.
12.6 Alert management
12.6.1 System failures should be alerted according to the requirements described in
Module C.
12.6.2 Loss of system communication between the alert management and the
navigational systems and sensors should be indicated as a warning at the
central alert management HMI.

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12.6.3 A system failure of the alert management or the loss of system communication
between the alert management and the navigational functions, sources and/or
sensors, should not lead to the loss of the alert announcement functionality of
the individual navigational functions, sources/sensors.
12.7 Fallback for navigational information failure
12.7.1 In the event of failures of navigational information and to maintain minimum
basic operation,
• there should be a permanent indication of the failed input information
and the fallback activated,
• the respective actions of the alert management should be activated,
and
• the fallback arrangements listed below should be provided.
12.7.2 Route monitoring
12.7.2.1 Failure of heading information (Azimuth Stabilization)
The INS should display own ship’s position and over-ground-motion vector in
the chart and not the ship’s heading line.
12.7.2.2 Failure of course and speed over ground information
The INS should display own ship’s position and heading line.
12.7.3 Collision avoidance
In the case of failure of:
• Heading information
• Speed through the water information
• Course and speed over ground information
• Position input information
• Radar video input information
• AIS input information,
the INS should operate as defined in the operational Module B4 of the
proposed modular structure for radar performance standards as set out in
appendix 3.
12.7.4 Heading/Track control
The requirements for the applicable control function as specified in the
individual performance standards should apply.

13 TECHNICAL REQUIREMENTS
13.1 General
13.1.1 In addition to meeting the relevant requirements of resolution A.694(17),* the
INS should comply with the requirements of these performance standards.
13.1.2 Means should be provided to monitor and to display hardware malfunctions
of the INS. Alerts should be provided in case of malfunctions.
13.2 Requirements for hardware and/or processors
13.2.1 Sensor
13.2.1.1 A sensor or part thereof is not part of the INS, if it only supplies raw data.
13.2.1.2 Processing of raw data from sensors may be part of the INS.
13.2.1.3 In case sources perform functions of the INS these functions and interfaces
should conform with the relevant parts of these performance standards.
13.2.2 Actuator and controller
An actuator, controller or part thereof is not part of the INS, if it only receives
data or commands and does not perform other functions of the INS as
required by these standards.
* Refer to publication IEC 60945.

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13.3 Requirements for software

13.3.1 The operational software should fulfil the requirements of the relevant
international standards related to maritime navigation and communication
equipment.
13.4 Requirements for power supply
13.4.1 Power supply requirements applying to parts of the INS as a result of other
IMO requirements should remain applicable.
13.4.2 The INS including the sensors for position, speed, heading and depth should
be supplied:
.1 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
.2 from a transitional source of electrical power for a duration of not less
than 45 s.
13.5 Power interruptions and shutdown
13.5.1 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.
13.5.2 If subjected to a power interruption the INS should, upon restoration of
power, maintain the configuration in use and continue automated operation,
as far as practicable. Automatic control functions should only be restored
upon confirmation by the operator.
13.6 Communication protocols
13.6.1 Standardized and approved communication protocols for interfaces should
be used where possible.*
13.7 Installation
13.7.1 The INS should be installed so that it can meet the requirements of the relevant
International Standards.
13.7.2 The INS should be installed taking into account the guidelines in MSC/Circ.982
and relevant guidance on application of SOLAS regulation V/15, adopted by the
Organization.

Module C – Alert management

14 PURPOSE
14.1 The purpose of the alert management is to enhance the handling, distribution
and presentation of alerts within an INS.

15 SCOPE
15.1 To enhance the safety of navigation these performance standards provide
requirements for the treatment of alerts within an INS and its associated
individual operational/functional-modules and sensor/source-modules.
15.2 The alert management harmonizes the priority, classification, handling,
distribution and presentation of alerts, to enable the bridge team to devote
full attention to the safe navigation of the ship and to immediately identify
any abnormal situation requiring action to maintain the safe navigation of the
ship.
15.3 These performance standards specify a central alert management HMI to
support the bridge team in the immediate identification of any abnormal
situation, of the source and reason for the abnormal situation and support the
bridge team in its decisions for the necessary actions to be taken.

* Refer to publication IEC 61162.

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15.4 The alert management architecture and the acknowledgement concept

specified, avoid unnecessary distraction of the bridge team by redundant
and superfluous audible and visual alarm announcements and reduces the
cognitive load on the operator by minimizing the information presented to
which is necessary to assess the situation.
15.5 The alert management should support the proper application of SOLAS
regulation V/15.
15.6 The architecture of the module of the performance standards is kept extendable
to allow to include further alerts on the bridge and the development of
performance standards for a bridge alert management.

16 APPLICATION
16.1 These performance standards are applicable to any navigational aid within
an INS and its associated individual operational/functional-modules and
sensor/source-modules.
16.2 In addition to meeting the requirements of these performance standards the
INS alert management should comply with the relevant requirements of the
Organization.*
16.3 The general principles of these standards as described in paragraphs 19 and
20 of these performance standards should apply to all alerts presented on the
bridge, as far as practicable.

17 DEFINITIONS
For the purpose of these standards the definitions in appendix 1 apply.

18 GENERAL REQUIREMENTS
18.1 The alert management should provide:
• the means used to draw the attention of the bridge team to the existence
of abnormal situations,
• the means to enable the bridge team to identify and address that
condition,
• the means for the bridge team and pilot to assess the urgency of different
abnormal situations in cases where more than one abnormal situation
has to be handled,
• the means to enable the bridge team to handle alert announcements,
and
• the means to manage all alert related states in a distributed system
structure in consistent manner.
18.2 If practicable, there should be not more than one alert for one situation that
requires attention.
18.3 The alert management should as a minimum be able to handle all
alerts required by performance standards adopted by the Organization for
navigational equipment comprised by the INS or connected to the INS. The
alert management should have the capability to handle all other alerts of
navigational equipment comprised by the INS or connected to the INS in
identical manner and should incorporate all alerts that are critical to the safety
of navigation.
18.4 The logical architecture of the alert management and the handling concept
for alerts should provide the capability to minimize the number of alerts
especially those on a high priority level (e.g. using system knowledge from
redundancy concepts inside INS and evaluating inherent necessities for alerts
against navigational situations, operational modes or activated navigational
functions).

* MSC.128(75), MSC.191(79).

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18.5 It should be possible to provide the central alert management HMI at least on
the navigating and manoeuvring workstation and allowing the handling by
the bridge team.
18.6 The audible announcement of alerts should enhance the guidance of the
bridge team to the task stations or displays which are directly assigned to the
function generating the alert and presenting the cause of the announcement
and related information for decision support, e.g., dangerous target alarms
should appear and have to be acknowledged at the workstation where the
collision avoidance function is provided.
18.7 As alerts can be displayed at several locations, the system should be consistent
as far as practicable with respect to how alerts are displayed, silenced and
acknowledged at any one task station of the INS.

19 PRIORITIES AND CATEGORIES

19.1 Priorities of alerts
19.1.1 The alert management should distinguish between the three priorities listed:
• alarms
• warnings; and
• cautions
19.1.2 Alarms should indicate conditions requiring immediate attention and action
by the bridge team.
19.1.3 Warnings should indicate changed conditions and should be presented for
precautionary reasons which are not immediately hazardous but which may
become so, if no action is taken.
19.1.4 Cautions should indicate a condition which does not warrant an alarm
or warning condition, but still requires attention and out of the ordinary
consideration of the situation or of given information.
19.1.5 Alerts additional to the alerts required by the organization should be assigned
to an priority level using the criteria for classification.
19.2 Criteria for classification of alerts
19.2.1 Criteria for classification of alarms:
• conditions requiring immediate attention and action by the bridge
team to avoid any kind of hazardous situation and to maintain the safe
navigation of the ship
• or escalation required as alarm from a not acknowledged warning.
19.2.2 Criteria for classification of warnings:
• Conditions or situations which require immediate attention for
precautionary reasons, to make the bridge team aware of conditions
which are not immediately hazardous, but may become so.
19.2.3 Criteria for classification of cautions:
• Awareness of a condition which still requires attention out of the ordinary
consideration of the situation or of given information.
19.3 Categories of alerts
19.3.1 Alerts should be separated for the alert handling in INS into two categories of
alerts:
19.3.1.1 Category A alerts
Category A alerts are specified as alerts where graphical e.g. radar, ECDIS,
information at the task station directly assigned to the function generating
the alert is necessary, as decision support for the evaluation the alert related
condition.
Category A alerts should include alerts indicating:

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• danger of collision
• danger of grounding.
19.3.1.2 Category B alerts
Category B alerts are specified as alerts where no additional information for
decision support is necessary besides the information which can be presented
at the central alert management HMI. Category B alerts are all alerts not
falling under Category A.
19.4 A classification in priorities and categories of alerts for INS and for alerts of
the individual performance standards is attached as appendix 5.

20 STATE OF ALERTS
20.1 General
20.1.1 The presentation of alarms and warnings is defined in the performance
standards for presentation of navigation-related information on shipborne
navigational displays (resolution MSC.191(79)).
20.1.2 The state of an alert should be unambiguous for the alert management, the
INS and all associated operational and sensor/source displays.
20.2.1 The alert management should distinguish between different announcement
states of each individual alarm:
• unacknowledged alarm
• acknowledged alarm.
20.2.2 When an alarm condition is detected, it should be indicated as unacknowledged
alarm:
(a) initiate an audible signal, accompanied by the visual alarm
announcement;
(b) provide a message of sufficient detail to enable the bridge team to
identify and address the alarm condition;
(c) may be accompanied by speech output presented at least in English.
20.2.3 An unacknowledged alarm should be clearly distinguishable from those
existing and already acknowledged. Unacknowledged alarms should be
indicated flashing and by an audible signal.
20.2.4 The characteristics of the audible alarm signal, whether used singly or in
combination with speech, should be such that there is no possibility of
mistaking it for the audible signal used for a warning.
20.2.5 It should be possible to temporarily silence alarms. If an alarm is not
acknowledged within 30 s the audible signal should start again or as specified
in the equipment performance standards.
20.2.6 The audible signal, if not temporarily silenced, and the visual signal for an
unacknowledged alarm should continue until the alarm is acknowledged,
except specified otherwise in the equipment performance standards.
20.2.7 An acknowledged alarm should be indicated by a steady visual indication.
20.2.8 The visual signal for an acknowledged alarm should continue until the alarm
condition is rectified.
20.2 Alarms
20.3 Warnings
20.3.1 The alert management should distinguish between different announcement
states of each individual warning:
• unacknowledged warning
• acknowledged warning.

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20.3.2 When a warning condition is detected, it should be indicated as

unacknowledged warning:
(a) initiate an momentarily audible signal, accompanied by the visual
warning announcement;
(b) provide a message of sufficient detail to enable the bridge team to
identify and address the warning condition;
(c) may be accompanied by speech output presented at least in English.
20.3.3 An unacknowledged warning should be clearly distinguishable from those
existing and already acknowledged. Unacknowledged warnings should be
indicated by a flashing and by an audible signal.
20.3.4 When a warning occurs a momentarily audible signal should be given.
The characteristics of the audible warning signal, whether used singly or
in combination with speech, should be such that there is no possibility of
mistaking it for the audible signal used for an alarm.
20.3.5 The visualization for an unacknowledged warning should continue until
the warning is acknowledged, except specified otherwise in the equipment
performance standards.
20.3.6 An acknowledged warning should be indicated by a steady visual
indication.
20.3.7 The visual signal for an acknowledged warning should continue until the
warning condition is rectified.
20.4 Cautions
20.4.1 A caution should be indicated by a steady visual indication. No
acknowledgement should be necessary for a caution.
20.4.2 A caution should be automatically removed after the condition is rectified.
20.4.3 A message should be provided of sufficient detail to enable the bridge team
to identify and address the caution condition.
20.5 Alert escalation
20.5.1 After a time defined by the user unless otherwise specified by the organization,
an unacknowledged alarm should be transferred to the bridge navigational
watch alarm system (BNWAS), if available. The unacknowledged alarm
should remain visible and audible.
20.5.2 An unacknowledged warning should be changed to alarm priority, as required
by specific requirements for the individual equipment or after 60 s unless
otherwise set by the user.
20.5.3 The alert escalation should be in compliant with the alert escalation
requirements of the individual performance standards.
21 CONSISTENT PRESENTATION OF ALERTS WITHIN THE INS
21.1 To ensure a consistent presentation of alerts and the presentation of a reduced
number of high priority alerts within the INS:
.1 the alerts released by navigational functions, sensors, sources should
be presented as far as practicable, after evaluation with the system
knowledge of the INS, to reduce the number of high priority alerts;
.2 the priority of the alert is to be defined in compliance with the relevant
paragraphs of this performance standards;
.3 the priority of any alert should be assigned and presented consistently for
all parts of the INS;
.4 the alert releasing sensor/source or function (system) should provide
the alert related information of the alert message for explanation and
decision support, including information for user support in respect to the
alert messages, as far as possible;

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.5 if additional information regarding decision support and user guidance is

available with the system knowledge of the INS, this information should
be made available for the user;
.6 HMT's presenting alert information should have the capability to present
the alert information, provided by the alert releasing sensor/source or
function (system) and the information added with system knowledge of
the INS.
21.2 The audible announcement of category A alerts should occur at the task
stations or displays which are directly assigned to the function generating the
alert.

22 CENTRAL ALERT MANAGEMENT HMI

22.1 All alerts should be displayed on the central alert management HMI.
22.2 The central alert management HMI should offer the possibility to display
category A alerts as “aggregated alerts”, i.e., a single visual indication
indicates the existence of many alerts on the task station presenting the
function, e.g. one alert should indicate the existence of multiple dangerous
target alerts existing at the task station for collision avoidance.
22.3 The central alert management HMI should provide the means to announce
and indicate alerts to draw the attention of the bridge team.
22.4 The central alert management HMI should have the capability to substitute
the audible alert announcement of the individual equipment, except for
category A alerts.
22.5 The central alert management HMI should allow to identify alerts, and enable
the immediate identification of the alert releasing function or sensor/source.
22.6 The central alert management HMI should be designed that alert messages of
the different priorities are clearly distinguishable from each other.
22.7 The alert messages should be completed with aids for decision making, as far
as practicable. An explanation or justification of an alert should be available
on request.
22.8 The central alert management HMI should enable an immediate
acknowledgement of the alarms and warnings by a single operator action,
except for category A.
22.9 The central alert management HMI should be able to display at least 20 recent
incidents/faults at the same time.
22.10 If the central alert management HMI is such that it can not contain all active
messages requiring the bridge team’s attention, then there should be a
clear and unambiguous indication that there are additional active messages
requiring attention.
22.11 It should be possible to display the additional active messages by a single
operator action.
22.12 It should be possible to return to the display containing the highest priority
alerts by a single operator action.
22.13 Silencing of audible alerts
22.13.1 It should be possible to temporarily silence all audible alerts at the central
alert management HMI.
22.13.2 The audible signal should be reactivated, if the alert has not been acknowledged
within the specified times in paragraph 20 for alarms and warnings.
22.14 Category B alert history list
22.14.1 An operator accessible alert history list should be provided by the central alert
management HMI.

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22.14.2 When a category B alert is no longer active the message should be kept with
its entire content in an alert history list, with the date and time the alert was
raised, acknowledged and rectified.
22.14.3 The messages of the alert history list should be displayed in chronological
order.
22.14.4 Access to the alert history list and return to the active alert display should be
possible by a simple operator action.
22.14.5 The system should provide a clear and unambiguous indication when the
alert history list is being accessed and displayed.
22.14.6 The system should revert automatically to the active alert display when it
detects a new alert condition.
22.14.7 The central alert management HMI should support the search and identification
of alerts in the alert history list.
22.14.8 It should be possible to keep the content of the alert history list at least for 24 h.

23 ACKNOWLEDGEMENT AND CANCELLATION LOCATION

23.1 Acknowledgement
23.1.1 The acknowledgement of alarms and warnings should only be possible at a
HMI (task station) where an appropriate situation assessment and decision
support can be carried out.

24 SELF-MONITORING OF ALERT MANAGEMENT

24.1 The system communication between the alert management and the systems
and sources/sensors initiating the alerts should be monitored.
24.2 Provisions should be made for functional testing of alerts, including the
system communication between the alert management and the systems and
sources/sensors initiating the alerts.
24.3 The alert management should have the capability to provide alerts for failure
and loss of functions (systems), sources and sensors. These should be indicated
at the central alert management HMI.

25 INTERFACE REQUIREMENTS FOR ALERT RELATED COMMUNICATION

25.1 Connected sources, sensors and systems taking part in the alert related
communication should follow a standardized communication concept.
Internal alert related communication within an individual source, sensor and
equipment may use an alternative communication concept.
25.2 The communication protocol should allow the implementation of the
functions described in these standards. In particular, this includes:
25.2.1 Transmission of all relevant alert priorities, states, associated quality
information, additional alert message information for, e.g., explanation of
alert, decision support.
25.2.2 Transmission of alert source identity so that originator component and/or
function can be determined, as well as it being possible to differentiate
between alerts originating from the same device but at different time and also
between alerts indicating different conditions from the same device at the
same time.
25.2.3 Transmission of acknowledgement and silence signals between the device
where the alert was silenced or acknowledged and the device where it
originates and where it may also have to be silenced/acknowledged.
25.2.4 Transmission mechanisms that avoid that signals in one or the other directions
are lost (by fully reliable transmissions or by suitable retransmissions).

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25.2.5 Mechanisms that allow consistent reconnection of a component of the INS

system to the system after disconnect at any time and in any alert condition.
25.2.6 In general, mechanisms that allows consistency in the complete INS with
regards to alert management.

26 INTEGRATION OF SYSTEMS IN ALERT MANAGEMENT

26.1.1 All systems, sources and sensors incorporated, connected in the INS should
be part of the alert management.
26.1.2 The following equipment and systems, if installed, and not incorporated in the
INS should be also included in the alert management as far as possible:
• heading information system
• heading/track control system
• electronic position-fixing systems
• speed and distance measuring equipment
• radar with target tracking functions
• ECDIS
• AIS
• echo sounding equipment
• GMDSS equipment
• relevant machinery alarms for early warning.
26.1.3 The following equipment and systems, if installed, should be connected to the
alert management:
• bridge navigational watch alarm.

Module D – Documentation requirements

27 MANUALS
27.1 Operating manuals should include:

• an overall functional description of the INS

• the redundancy concept and the availability of functions
• a description of possible failures and their effects on the system (e.g. by
using part of the failure analysis)
• guidance for the adjustment of the limits for alerts
• the implications of using different reference locations
• details of each data convention and common references: attitude axis,
rotation, reference location of CCRP
• details of the integrity monitoring provided by external sensors or
subsystems and their required settings
• details of the mechanism for marking valid, doubtful and invalid data
• for an INS providing automatic control functions (e.g. for heading, track
or speed) details of the external override and/or bypassing devices used
in the reversionary mode.
27.2 The installation manuals should include adequate information to allow
the INS to be installed so that it can meet all requirements adopted by the
Organization.
27.3 The installation manuals should include the following:
• details of sources, components and the interconnections forming the INS
• details of the interfaces and connections for data import and export and
the interconnection diagrams and interfacing details for external parts of
the INS and for devices, sensors to be connected

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• instructions for the installation and connection of facilities for alert

acknowledgement and cancellation including the back-up officer alarm
in case of an INS providing automatic control functions (e.g. for heading,
track or speed)
• the details of the power supply arrangements
• recommendations on the physical layout of equipment and necessary
space for maintenance
• for an INS providing automatic control functions (e.g. for heading, track
or speed) details of the installation and connection of external override
and/or bypassing devices used in the reversionary mode and if rudder
angle, heading, propulsion data – e.g. power, propeller pitch, are not be
presented on a display of the INS workstation, the necessary details.

28 INFORMATION REGARDING THE SYSTEM CONFIGURATION

28.1 Manufacturer or system integrator of INS should declare the following
information relating to the system configuration, if applicable:
• basic system configuration
• interconnecting block diagram (Hardware)
• sources identification
• override
• priority of control (task stations)
• data flow schematic diagram and its interpretation
• default conditions
• back-up arrangement
• redundancy arrangement
• explanation of scope to fulfil requirements of SOLAS regulation V/19
with particular INS (for one equipment concept)
other useful materials for inspector (such evidence of fulfilled requirements
as other means).

29 FAILURE ANALYSIS
29.1.1 A failure analysis, at INS functional level, should be performed and
documented for the INS. The failure analysis should verify that the INS
is designed on “fail-to-safe” principle and that failure of one part of the
integrated system should not affect the functionality of other parts, except for
those functions directly dependent on the defective part.

30 GUIDANCE TO EQUIPMENT MANUFACTURERS FOR THE PROVISION

OF ONBOARD FAMILIARIZATION MATERIAL
Material enabling onboard familiarization training should be provided for the
INS. The onboard familiarization material should explain all configuration,
functions, limitations, controls, displays, alerts and indications of the INS.
Guidance and recommendations to the equipment manufacturers for the
provision of onboard familiarization material are given in appendix 2.

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Appendix 1
DEFINITIONS

Added Value 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.
Condition requiring immediate attention and
action by the bridge team, to maintain the
safe navigation of the ship.
Alert Alerts are announcing abnormal situations and
conditions requiring attention. Alerts are
divided inthree priorities: alarms, warnings
and cautions.
Alert announcements Visual and acoustical presentation of alerts.
Alert history list Accessible list of past alerts.
Alert management Concept for the harmonized regulation of the
monitoring, handling, distribution and
presentation of alerts on the bridge.
Automatic control functions Functions that include automatic heading,
and/or track and/or speed control or
other navigation relatedautomatic control
functions.
Category A alerts Alerts where graphical information at the
task station directly assigned to the function
generating the alert is necessary, as decision
support for the evaluation thealert related
condition.
Category B alerts Alerts where no additional information for
decision support is necessary besides the
information which can be presented at the
central alert management HMI.
Caution Lowest priority of an alert. Awareness of a
condition which does not warrant a alarm or
warning condition,but still requires attention
out of the ordinaryconsideration of the
situation or of given information.
Collision avoidance The navigational task of detecting and plotting
otherships and objects to avoid collisions.
Consistent common reference system A sub-system or function of an INS for
(CCRS) 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.

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Consistent common reference point The Consistent Common Reference Point (CCRP)
(CCRP) is alocation 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.

Degraded condition Reduction in system functionality resulting from

failure.

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.
Failure analysis The logical, systematic examination of an
item, including its diagrams or formulas, to
identify and analyse the probability, causes
and consequences of potential and real
failures.
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.
Indication Display of regular information and conditions,
not part of alert management.

Integrated navigation system An INS is a composite navigation system

which performs at least the following tasks:
collision avoidance, route monitoring thus
providing “added value” for the operator
to plan, monitor and safely navigate the
progress of the ship. The INS allows meeting
the respective parts of SOLAS regulation V/19
and supports the proper application of SOLAS
regulation V/15.
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.
Partial integrations Smaller integrations which are not covering
the tasks“route monitoring” and “collision
avoidance”.

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Man-over-board mode (MOB) Display mode for operations and actions

of a ship aftera Man-over-board accident
happened (release of safetyequipment, e.g.,
life buoy and life belt, performance of a return
manoeuvre etc.).
Multifunction display 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.

Mode awareness The perception of the mariner regarding the

currently active Modes of Control, Operation
and Display of the INS including its subsystems,
as supported by the presentations and
indications at an INS display or workstation.
Navigation control data Task that provides information for the manual
and automatic control of the ship’s movement
on a task station.
One equipment concept The equipment which is recognized as one
type of equipment by integrating the function
of mandatory equipment of SOLAS of a plural
number.
Operational modes Modes of operation depending on the sea
area.
Operational/functional modules Modules comprising the operational/functional
requirements for navigational systems.
Plausibility of data The quality representing, if data values are
within the normal range for the respective
type of data.
Route monitoring The navigational task of continuous
surveillance of own ships position in relation
to the pre-planned route and the waters.

Safety related automatic functions Automatic functions that directly impinge

on hazards to ship or personnel, e.g., target
tracking.
Search and rescue mode Display mode for operations of a ship involved in
search and rescue actions.
Sensor A navigational aid (measuring device),
with or without its own display, processing
and control as appropriate, automatically
providing information to operational systems
or INS.
Sensor/source modules Modules comprising the senor/source
requirements.
Ship’s primary movement The longitudinal directional, lateral directional
and heading-rotational movement of the
ship.

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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 orsoft-key action, excluding
any necessary cursor movements, or voice
actuation using programmed codes.
Situation awareness Situation 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.
Source A device, or location of generated data
or information (e.g. chart database), which
is part of the INSautomatically providing
information to INS.
System alerts Alerts related to equipment failure or loss
(system failures).
System integrator The organization responsible for ensuring that
the INS complies with the requirements of this
standard.

System position Position calculated in the INS out of at least two

positioning sensors.
Task station Multifunction display with dedicated controls
providing the possibility to display and operate
any navigational tasks. A task station is part of
a workstation.
Track Path to be followed over ground.
Track control Control of the ship movement along a track.
Warning 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.
Watchdog System which monitors the software and
Hardware well running at regular intervals.
Workstation The combination of all job-related items,
including the console with all devices,
equipment and the furniture, to fulfil certain
tasks. Workstations for the bridge are specified
in MSC/Circ.982.

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Appendix 2
GUIDANCE TO EQUIPMENT MANUFACTURERS FOR THE PROVISION OF
ON-BOARD FAMILIARIZATION MATERIAL

1 General
1.1 It is a requirement of the International Safety Management Code (ISM) that
personnel working on assignments related to safety and the protection of the
environment need to be given proper familiarization with their duties.
1.2 To assist with this process it is required that the INS equipment manufacturer
or system integrator provides suitable training material that may be used by
the ship operator as a basis for onboard familiarization of users.
1.3 The material is intended to be used by bridge officers who have had generic
training in the use of INS through attending shore-based instruction based on
the Organization’s Model Course 1.32 “Operational use of Integrated Bridge
Systems including Integrated Navigation Systems”.
1.4 The intention of the familiarization material is that it should give a rapid
means of understanding the configuration of the INS and its method of
operation. General concepts concerning the use of INS are not required to be
part of the material, as these would unnecessarily increase the duration of the
familiarization training.
1.5 The material should be organized such that it represents the actual equipment
and configuration that is fitted to the ship.

2 On-board familiarization training for INS

2.1 The aim of familiarization training is to explain the configuration, functions,
limitations, controls, displays, alerts and indications of the specifically
installed INS.
2.2 It should allow an OOW, unfamiliar with the ship’s equipment but trained
in the generic use of INS, to become rapidly acquainted with the installed
system.
2.3 Emphasis should be given on producing effective familiarization training that
can be completed in the shortest possible time. This will help maximize the
probability that the process will be properly completed.
2.4 For a typical system it may be expected that it will take no longer than
30 minutes for a qualified user to undertake INS familiarization training.
This time does not include the time taken to become familiar with major
interconnected functionality, such as radar and ECDIS.
2.5 Familiarization can take a number of forms. The following are illustrative
examples but other effective methods of training are acceptable:
• computer-based training on the ship. Such training may also be
appropriate to be used remotely (e.g., on a notebook computer of a new
user, prior to joining the ship)
• a training mode on the fitted INS
• a training video (on tape, disk or solid state memory), supported by a
self-training manual
• a stand-alone self-training manual.
2.6 The topics that need to be covered are listed in section 3 below.
2.7 The functions of the INS should be broken down into logical top-down
descriptions.
2.8 The familiarization material does not replace the User Instruction Manual.
Appropriate references can be made to it from within the material. This may
be beneficial when describing more detailed operations or to reference large
diagrams.

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2.9 For lesser used, non-critical functions it is only necessary to reference the
relevant section in the User Instruction Manual, rather than them having to
be included in their entirety in the familiarization material. Ideally, material
is provided for such functions but with instructions to enable the user to skip
these sections, as appropriate, until a more convenient opportunity.
2.10 Familiarization is best given within the context of the ship’s normal bridge
operating procedures. These procedures are normally contained within the
Ship Operating Manual or equivalent document.

3 Familiarization training framework

3.1 General description
3.1.1 This should start with a top-level functionality description including the
identification of the types of automatic control that are provided (if any).
3.1.2 A description should be given of the connected equipment that forms the INS,
to a level that a normal user would require for operation (not maintenance).
This description could be in the form of a block diagram.
3.1.3 The general philosophy of operation should be explained, including a
description of the human machine interfaces. If automatic modes of operation
are provided a general description of these is also required.
3.1.4 The physical location of all workstations and other displays and controls
should be identified.
3.1.5 A description of the CCRS and identification of the CCRS (s) should be given.
If more than one point is defined, the intended use of all individual reference
points should be given, together with an explanation of how a point is
selected and indicated.
3.1.6 For all navigation parameters the manual and/or automatic backup and fall-
back sequences when sensors become inoperable should be explained.
3.1.7 Instructions on setting basic display controls such as brightness, contrast,
colour and day/night colour schemes should be given.
3.2 Detailed operation (normal conditions)
3.2.1 The functions described should include all systems and subsystems that are
part of the INS and any ship’s functionality that can be controlled through the
INS, such as the:
• navigation subsystems
• steering controls
• propulsion controls
3.2.2 Depending on the type of INS fitted, the following specific information should
be given:
• detailed operation of the automatic controls that are included, such as
track controller functions
• the method(s) used to switch between operating modes and how to
revert to manual operation
• the method of accessing the main/top-level display of all workstations
and other INS equipment, including instructions to rapidly revert to such
a display from whatever configuration has been set previously
• description of the displayed information on non-controllable displays,
(if included within the installed configuration), e.g., a basic conning
display
• the route planning and checking functions that are available
• the route monitoring functions that are available
• the operation of the Bridge navigational watch alarm facility, if fitted.

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3.2.3 Where appropriate, for each function, the following information should be
included:
• function name
• function description
• description of menu structure and displayed information
• description of operator controls
• required manually input information, if any
• description of how to configure task stations and user-modifiable
displays and other data to user preferences. The method to rapidly revert
to ‘sensible’ defaults must be given, even if it is considered that user
configurations are not essential functions that need to be included as part
of the familiarization material
• description of alerts and indicators, including mode indication. Procedural
action on receiving alarms and warnings is covered in section 3.3
• the access of latency, integrity and accuracy data.
3.3 Detailed operation (abnormal and emergency conditions)
3.3.1 The following information should be included:
• details of conditions in which any automatic mode should not be used
or should be used with certain restrictions or cautions
• identification of major failure alarms and warnings
• procedures involving the INS to follow on encountering alarms and
warnings, other major failures, incidents or accidents, including:
(i) reversion to a mode with lesser automation or to manual
operation
(ii) emergency disabling of functions that are causing or worsening the
emergency.

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Appendix 3
PROPOSED MODULAR STRUCTURE FOR RADAR PERFORMANCE STANDARDS
(RESOLUTION MSC.192(79))

Paragraph of
Module MSC.192(79) Contents

A Sensor and technical requirements

A1 Sensor and signals
5.1 Frequency
5.3.3.1-3 Signal processing
5.3.4 SARTs and radar beacons
5.6 Roll and pitch (Detection)
A2 Target detection, discrimination and accuracy
5.2 Range and bearing accuracy
5.3 Detection
5.3.1.1 Detection in clear conditions
5.3.1.2 Detection at close ranges
5.3.1.3.1-4 Detection in clutter conditions
5.4 Minimum range
55 Range and bearing discrimination
A3 Design and installation
5.8 Radar availability delay
5.9.1 CCRP and off-set compensation
7.1.1 part Design for maximum availability
7.1.2 Record operational hours
7.3 Transmitter mute over preset sector
7.4 Antenna
7.5 Radar system installation

B Operational requirements
B1 Display and operation
2 Application table 1 screen size
5.3.2 Gain and anti-clutter functions
5.7 (Means for) Radar performance optimization and tuning
5.9.2-5.9.4 Radar measurements - CCRP
5.10 Display range scales
5.11 Fixed rings
5.12 Variable range markers
5.13 Bearing scale
5.14 Heading line
5.15 EBLs
5.16 Parallel index lines
5.17 Remote measurement of range and bearing
5.18 User cursor
5.19 Azimuth stabilization
5.20 Display mode of the radar picture
5.21 Off-centring
5.22 Ground and sea stabilization
5.23 Target trails and past positions
5.35 Integrating multiple radars
7.6.2 Target simulation for training

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B2 Target information (tracking and AIS)

2 Application Table 1: Screen size
5.24 Presentation
5.25 Target (radar) tracking and acquisition
5.26 AIS reported targets
5.27 AIS graphical presentation
5.28 AIS and radar target data
5.29 Operational alarms
5.30 AIS and radar target association
5.31 Trial manoeuvre
B3 Chart and route overlay
5.32 Display of maps, navigation lines and routes
5.33 Display of charts
B4 Failure, back-up and fallback arrangements
5.34.1 Picture freeze alarm
5.34.2 Signal or sensor failure
7.1 part Design to facilitate simple fault diagnosis
9 Backup and failure arrangement
B5 Ergonomic criteria
5.34 para 1 Presentation of alarms
6.1 Operational controls
6.2 Display presentation
7.2 Display device requirements
7.6.1 (General:) Design for simple use by trained person

C Interfacing
8.1 Input data
8.2 Input data integrity and latency
8.3 Output data

D Documentation
5.3.1.3.5 Degradation in performance
5.3.3.4 Basic aspects of signal processing
6.3 Instructions and documentation
7.1.3 Routine servicing and restricted life components

Appendix 4
PROPOSED MODULAR STRUCTURE FOR TRACK CONTROL PERFORMANCE
STANDARDS (RESOLUTION MSC.74(69), ANNEX 2)

Module Modular structure with paragraphs of track control PS (MSC.74(69))

B Operational requirements
B1 Functionality
5 Operational requirements
B2 Operation
6 Ergonomic criteria
B3 Connection to sensors
7.1 Sensors
B4 Failure, back-up and fallback arrangements
8 Fallback arrangements

C Interfacing
7.2 Status information
7.3 Standards

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Appendix 5
CLASSIFICATION OF ALERTS
For the purpose of transferring requirements for alarms and indications of existing
individual performance standards into 3 priority classes of alerts within the INS
performance standard, the alarms of the individual performance standards are
subdivided into two classes of alarms being alarms and warnings in the INS
performance standard.

Table 1: Classification of INS alerts as specified in these performance standards

Source Cause Alarm Warn. Caut. Categ. A Categ. B

System function lost X X
Integrity verification not possible
X X
(5.5.5)
Invalid information for functions in
INS X X
use (5.3.1.2)
Invalid information for functions not
X X
in use (5.3.1.2)
Different thresholds entered (5.4.3.3) X X
Loss of system communication
X X
(12.6.2)

Table 2: Classification for INS of alerts specified in the individual equipment

performance standards
Source Cause Alarm Warn. Caut. Categ. A Categ. B
Failure or reduction in power supply X X
Heading
Off heading alarm X X
control
systems Heading monitor (deviation from
X X
second heading source)
Early course change indication (track
X X
control via waypoints)
Actual course change indication X X
Wheel over line (actual course
change indication not acknowledged)
X X
1) alarm
2) back-up navigator alarm
Failure or reduction in power supply X X
Track Position monitor X X
control
Heading monitor
systems X X
Sensor failure (heading, position,
speed)
X X
1) alarm
2) back-up navigator alarm
Cross-track alarm X X
Course difference (heading deviates
X X
from track course)
Low speed alarm X X
Positioning system failure X X
Crossing safety contour X X
Deviation from planned route –
ECDIS X X
off-track alarm
Area with special conditions – cross
X* X* X
the boundary
Approach to critical point X X
Different geodetic datum X X
System malfunction X X
(system malfunction of backup
device) X X

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Target capacity X X
CPA/TCPA alarm X X
RADAR/
Acquisition/activation zone X X
AIS
Lost target alarm X \
Failure of any signal or sensor in use X X
HDOP exceeded X X
No calculation of position X
Loss of position X X
GNSS Loss of differential signal X X
Differential corrections not
applied X X
Differential integrity status
X X
Depth below keel alarm
Echo X X
sounder Failure or reduction in power supply
X
Gyro System fault
compass X

Bridge
watch
Malfunction
alarm
X
Power
supply X X
failure

x*: selected by the user.

Appendix 6
DEFAULT DISPLAY CONFIGURATIONS
As required in paragraph 9.2.1, the INS should offer as basic operational settings the
following default display configurations for the tasks route monitoring and collision
avoidance.
Task “Route monitoring”

Function Setting
Display category ECDIS standard display
Selected sea area Around own ship with appropriate off-set
Range 3 nm
Orientation True motion, north-up
Manual updates If applied
Operator’s notes If applied
position sensor GNSS (system position provided by INS)
Past track On
Selected route Last selected route, including route parameters
Look-ahead time 6 min

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Task “Collision avoidance”

Function Setting
Band X-band, if selectable
Gain and anti-clutter functions Automatically optimized
Tuning Automatically optimized
Range 6 nm
Fixed rings Off
VRMs One VRM on
EBLs One EBL on
Parallel index lines Off or last setting, if applied
Display mode of the radar picture True motion, north-up
Off-centring Appropriate look-ahead
Target trails On
Past positions Off
Radar target tracking Continued
Vector mode Relative
Vector time 6 min
Automatic radar target acquisition Off
Graphical AIS reported target display On
Radar and AIS Target fusion On
Operational alarms (except collision
Off
warnings)
Collision warnings On (limits CPA 2 nm; TCPA 12 min)
Display of maps, navigation lines and
Last setting
routes
Display of charts Off

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11.9
Resolution MSC.86(70) – Adopted on 8 December 1998

ADOPTION OF NEW AND AMENDED PERFORMANCE

STANDARDS FOR NAVIGATIONAL EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee;
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
HAVING CONSIDERED new performance standards and amendments to existing
performance standards adopted by the Assembly and prepared by the forty-fifth
session of the Sub-Committee on Safety of Navigation,
1. ADOPTS the following new recommended performance standards set out in
annexes 1 to 3 to the present resolution:
.1 Recommendation on Performance Standards for Sound Reception Systems
(annex 1);
.2 Recommendation on Performance Standards for Marine Transmitting
Magnetic Heading Devices (TMHDs) (annex 2); and
.3 Recommendation on Performance Standards for an Integrated Navigation
System (annex 3);
2. ADOPTS ALSO the amendments to the Recommendation on Performance Standards
for Electronic Chart Display and information Systems (ECDISs) (resolution A.817(19))
set out in annex 4 to the present resolution;
3 RECOMMENDS Member Governments to ensure that:
.1 sound reception systems, marine transmitting heading devices and
integrated navigation systems installed on or after 1 January 2000 conform
to performance standards not inferior to those set out in annexes 1 to 3 to
the present resolution;
.2 ECDIS installed on or after 1 January 2000 conform, respectively, to
performance standards not inferior to those set out in resolution A.817(19),
as amended, and annex 4 to the present resolution;
.3 ECDIS installed on 1 January 1999 and before 1 January 2000 conform
at least to the performance standards set out in resolution A.817(19), as
amended by resolution MSC.64(67), annex 5; and
.4 ECDIS installed before 1 January 1999 conform at least to performance
standards set out in resolution A.817(19).

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Annex 1
RECOMMENDATION ON PERFORMANCE STANDARDS FOR SOUND
RECEPTION SYSTEMS

1 INTRODUCTION
1.1 Sound reception systems are acoustical electronic navigational aids to
enable the officer on the watch to hear outside sound signals inside a totally
enclosed bridge in order to perform the look-out function as required in the
International Regulations for Preventing Collisions at Sea, 1972.
1.2 Sound reception systems should, in addition to the general requirements
contained in resolution A.694(17), comply with the following minimum
requirements.

2 FUNCTIONAL REQUIREMENTS
2.1 Sound reception systems should be capable of:
.1 receiving sound signals from all directions in the audio band 70 Hz – 820 Hz;
.2 reproducing incoming sound signals acoustically inside the bridge;
.3 indicating the approximate direction of incoming sound signals to
determine at least whether the sound signal being detected is forward or
abaft of the beam and from which side of the ship it is being detected;*
and
.4 suppressing unwanted background noise and allowing reception of
meaningful sounds.

3 METHOD OF PRESENTATION
3.1 Incoming sound signals should be reproduced inside the bridge by means of
at least one loudspeaker.
3.2 The volume should be adjusted by means of one volume control only. The
volume control should be capable of being set so that the sound pressure
level of an incoming signal only is at least 10 dB(A) above the bridge noise
level.
3.3 There should be a display which gives a visual indication for at least 3 s of the
incoming signals and their approximate direction.

4 INSTALLATION
4.1 The microphones should be installed in such a way that they are as far from
noise sources in the ship as is reasonably practicable and wind induced noise
and mechanical vibrations are reasonably reduced.
4.2 The display should be installed so that it is visible at least from the conning
position.
4.3 The loudspeaker(s) should be installed so that incoming sound signals are
audible at all positions inside the bridge.

* This may be accomplished by means of at least four microphones and separate reception
channels.

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11.10
Resolution MSC.94(72) – Adopted on 22 May 2000

PERFORMANCE STANDARDS FOR NIGHT VISION EQUIPMENT

FOR HIGH-SPEED CRAFT (HSC)

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
RECALLING FURTHER the provisions of chapter X of the International Convention for the
Safety of Life at Sea, 1974, as amended, by which the International Code of Safety
for High-Speed Craft (HSC Code) was made mandatory since 1 January 1996, under
which the fitting of night vision equipment, as part of the navigational equipment on
board HSC, is required,
RECOGNIZING that the use of night vision equipment on board HSC will improve the
ship’s safety when navigating at night and that the navigational information provided
by this equipment constitutes a useful addition to that provided by radar equipment,
BEARING IN MIND the obligation for type approval of night vision equipment according
to the HSC Code,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of
Navigation at its forty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for Night Vision
Equipment for High-Speed Craft, set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that night vision equipment installed in
compliance with the HSC Code on or after 1 July 2002 conforms to performance
standards not inferior to those specified in the annex to the present resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR NIGHT
VISION EQUIPMENT FOR HIGH-SPEED CRAFT (HSC)

1 OBJECTIVES OF NIGHT VISION EQUIPMENT FOR HIGH-SPEED CRAFT

Night vision equipment facilitates the detection at night of hazards to
navigation above the water surface, thus providing essential information to
the navigator for collision avoidance and safe navigation of high-speed craft.
Typical hazards to HSC include, for example, small unlit boats, floating logs,
oil drums, containers, buoys, ice, hazardous waves and whales.

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2 APPLICATION
These performance standards should be applied to night vision equipment,
which is required for HSC pursuant to chapter 13 of the International Code of
Safety for High-Speed Craft (HSC Code).

3 RELATED REQUIREMENTS INVOLVED

The following standards should be additionally applied, as far as applicable:
– Resolution A.694(17) on General Requirements for Shipborne Radio
Equipment forming Part of the Global Maritime Distress and Safety
System (GMDSS) and for Electronic Navigational Aids;
– IEC Publication 447 “Man-Machine Interface (MMI) – Actuating
Principles”;
– IEC Publication 60945 “Maritime Navigation and Radiocommunication
Equipment and Systems – General Requirements, Methods of Testing and
Required Test Results”;
– IEC Publication 61162 “Maritime Navigation and Radiocommunication
Equipment and Systems – Digital Interfaces”; and
– ISO/IEC Publication 9126 “Information Technology, Software Product
Evaluation, Quality Characteristics and Guidelines for their Use”.

4 DEFINITIONS
Night vision equipment means any technical means enabling the position
and aspect of objects above the water surface relative to one’s own craft to be
detected at night.
High-speed craft means any craft to which the definition in chapter 1 of the
HSC Code applies.
Standard test target means a target that simulates the real hazard of a surface
object that can be found at sea, such as small unlit boats, floating logs, oil
drums, containers, buoys, ice, hazardous waves and whales.

5 FUNCTIONAL REQUIREMENTS
5.1 Required functions and their availability
At night, night vision equipment should be capable of detecting objects
above the water surface within a certain distance from one’s own craft, and
of displaying the information pictorially in real time, to assist in collision
avoidance and safe navigation.

5.2 Reliability, accuracy and discrimination

5.2.1 Continuous operation
Night vision equipment on board HSC, while navigating at sea, should be
capable of continuous operation from after sunset until before sunrise. After the
equipment has been switched on, it should be operational in less than 15 min.
5.2.2 Standard test target
The standard test target should be a black metal target of such a size that when
at least 50% is immersed, 1.5 m long × 0.5 m high remains above the water
at right angles to the desired direction of detection. Administrations may use
other smaller targets to reflect local conditions.

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5.2.3 Detection range

With the required field of view, the equipment should detect the standard
test target at a distance of not less than 600 m with a minimum probability
of 90%, when the target has been immersed in the sea for at least 24 hours
under mean starlight conditions without clouds and without moon.
5.2.4 Field of view
The required horizontal field of view should be at least 20°, 10° on either
side of the bow. The vertical field of view should be at least 12° and should
be sufficient to enable the equipment to fulfil the performance requirements
of this standard as well as being able to see the horizon.
Optionally, other fields of view may be provided. Their selection should be
made with a non-locking switch, which returns to the required field of view
when released.
5.2.5 Pan and tilt ranges of the fields of view
The axis of the field of view of the equipment should be capable of being
moved at least 20° horizontally to either side.
The elevation axis of the field of view should be capable of being adjusted by
at least 10° to compensate for the trim of the craft.
5.2.6 Speeds of panning of the fields of view
By activation of a single control element, the axis of the field of view should
be capable of being returned automatically to the ahead position at a
minimum angular speed of 30°/s. The system should be capable of panning
at a minimum angular speed of 30°/s.
5.2.7 Heading indication
When inside the field of view, the heading marker of the craft should be
indicated on the display with an error not greater than ±1°.
When outside the field of view, a visual indication of relative bearing with an
error of not greater than ±1° should be provided.
5.2.8 Roll or pitch
The performance of the night vision equipment should be such that when the
craft is rolling and/or pitching up to ±10°, the performance requirements in
this standard should be complied with.
5.2.9 Clear view
Arrangement should be provided to ensure efficient cleaning of the sensor
head/lens from the operating position. Administrations may require some
additional facilities such as de-icing.
5.2.10 Optical interference
Measures should be taken to ensure that objects commonly encountered at
sea and in ports should not be displayed less clearly on the monitor of the
night vision equipment because of dazzle effects, reflection, blooming, or any
other effects due to the surroundings.

5.3 Malfunctions, alarms and indications

The night vision equipment should include a visual indication of any failure.

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5.4 Software requirements

5.4.1 The operational characteristics of the software should meet the following
requirements, in particular:
.1 self-description of the functions implemented by means of software;
.2 display of user interface status; and
.3 software protection against unauthorized changes.
5.4.2 If certain functions of night vision equipment are implemented using software,
such software should meet the applicable requirements of international
standards.*

6 ERGONOMIC REQUIREMENTS

6.1 General
The night vision equipment should be designed in accordance with sound
ergonomic principles.

6.2 Operational controls

6.2.1 The number of operational controls should be limited to the minimum
required for operation.
6.2.2 Double functions of operational controls should be avoided.
6.2.3 The functions of the individual operational controls should be clearly
labelled.
6.2.4 The functions of night vision equipment should be activated directly through
the operational controls; menu-driven controls should be avoided.
6.2.5 The operational controls should be clearly identifiable in the dark. If
illumination is used, the brightness should be adjustable.
6.2.6 The operational controls of night vision equipment should meet the
requirements of resolution A.694(17), as well as applicable requirements of
international standards.†

6.3 Presentation of information

6.3.1 The status of operation of the equipment should be continuously displayed.
6.3.2 The display should be non-dazzling and non-flickering. The display should be
capable of displaying an image of at least 180 mm diagonal.
6.3.3 The selected field of view, if more than one is provided (see paragraph 5.2.4),
should be continuously indicated at the operating position.

7 DESIGN AND INSTALLATION

7.1 Durability and resistance to environmental conditions

Night vision equipment should withstand the environmental conditions
specified in resolution A.694(17) and in the applicable international
standards.†

* Refer to IEC Publication 60945.

†
Refer to IEC Publication 447.

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7.2 Interference
With respect to electrical and electromagnetic interference, night vision
equipment should meet the requirements of resolution A.694(17) and the
applicable international standards.*

7.3 Power supply

The power supply of night vision equipment should meet the requirements of
resolution A.694(17) and the applicable international standards.†

7.4 Installation
7.4.1 Full installation instructions to meet the requirements of paragraphs 7.4.2 to
7.4.6 should be included in the documentation (see section 12).
7.4.2 The controls of night vision equipment should be installed in the workstation
for navigating and manoeuvring, within easy reach of the navigator.
7.4.3 The observation distance from a dedicated display should not exceed 2.3 times
the image diagonal.
7.4.4 The sensor of the night vision equipment should be installed in such a way
that:
.1 the horizontal panning area required in paragraph 5.2.5 is free of blind
sectors up to 30° on either side; and
.2 in the required field of view, in the direction right ahead, visibility of the
water surface for the vertically tilted sensor is not reduced by more than
two craft’s lengths by the blind angle of own craft.
7.4.5 Night vision equipment should be installed in such a way that its operation
and detection functions are not impaired by head wind and/or true wind up
to 100 knots and roll and/or pitch angles up to ±10°.
7.4.6 Its performance should not be impaired by vibration occurring during normal
craft’s operation.

7.5 Maintenance
With respect to maintenance, night vision equipment should meet the
requirements of resolution A.694(17) and the applicable international
standards.* Where the manufacturer requires maintenance at specific periods,
an operating hours meter should be provided.

8 INTERFACING
Interfaces with other radio and navigation equipment should meet applicable
international marine interface standards.† A recognized international video
output standard for image recording should be provided.

9 BACK-UP AND FALL-BACK ARRANGEMENTS

In the event of failure of the pan-tilt device, the sensor should be capable of
being fixed in the ahead position while under way.

10 SAFETY PRECAUTIONS
The safety features of night vision equipment should meet the requirements of
resolution A.694(17) and the applicable international standards.*

* Refer to IEC Publication 60945.

†
Refer to IEC Publication 61162.

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11 MARKING AND IDENTIFICATION

Night vision equipment should be marked in accordance with the requirements
of resolution A.694(17) and the applicable international standards.*

12 DOCUMENTATION
Night vision equipment should be delivered complete with its technical
documentation. Such documentation should include the following information,
if applicable:
General information:
– manufacturer;
– type designation;
– general description of equipment; and
– ancillary equipment and description;
instructions for installation:
– general installation instructions;
– power supply (voltage, power consumption, frequency) and
earthing information.
Operation of equipment:
– description of functions, controls, display;
– description of start-up procedures;
– calibration of equipment and error messages;
– testing capabilities of equipment;
– description of software used and interfaces.
Troubleshooting; maintenance and service:
– special tools required, maintenance material and spare parts (e.g.,
fuses, spare bulbs);
– equipment care and maintenance on board HSC;
– available services.
Documentation for night vision equipment should also meet the requirements
of resolution A.694(17) and the applicable international standards.*

* Refer to IEC Publication 60945.

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Others – 11.11

11.11
Resolution MSC.95(72) – Adopted on 22 May 2000

PERFORMANCE STANDARDS FOR DAYLIGHT SIGNALLING

LAMPS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
RECALLING FURTHER the provisions of chapter V of the International Convention for the
Safety of Life at Sea, 1974 (SOLAS), as amended, chapter 13 of the International Code
of Safety for High-Speed Craft (HSC Code), in force, and chapter X of the Torremolinos
Protocol of 1993 relating to the Torremolinos International Convention for the Safety
of Fishing Vessels, 1977,
RECOGNIZING that, for safety reasons, daylight signalling lamps are necessary on board
for signalling in different situations, e.g., according to COLREGs, the IAMSAR Manual
and the International Code of Signals,
BEARING IN MIND the obligation for type approval of daylight signalling lamps according
to the HSC Code, the 1993 Torremolinos Protocol and SOLAS, to ensure operational
reliability and suitability and to ensure a common level of safety,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of
Navigation at its forty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for Daylight Signalling
Lamps, set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that daylight signalling lamps fitted in
compliance with relevant international instruments in force on or after 1 July 2002
conform to performance standards not inferior to those specified in the annex to the
present resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
DAYLIGHT SIGNALLING LAMPS

1 OBJECTIVES OF DAYLIGHT SIGNALLING LAMPS FOR CRAFTS

Daylight signalling lamps should be suitable for conveying information
between ships, or between ship and shore, by means of light signals, both by
day and by night.

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2 APPLICATION
These performance standards should be applied to daylight signalling lamps,
which are required for certain ships pursuant to chapter V of the International
Convention for the Safety of Life at Sea, 1974, as amended, and chapter 8 of
the International Code of Safety for High-Speed Craft, in force.

3 RELATED REQUIREMENTS INVOLVED

The following standards should be additionally applied, as far as applicable:
– Resolution A.694(17) on General Requirements for Shipborne Radio
Equipment forming Part of the Global Maritime Distress and Safety
System (GMDSS) and for Electronic Navigational Aids;
– Resolution A.813(19) on General Requirements for Electromagnetic
Compatibility (EMC) for all Electrical and Electronic Ship’s Equipment;
– IEC Publication 60945 “Maritime Navigation and Radiocommunication
Equipment and Systems – General Requirements, Methods of Testing
and Required Test Results”; and
– CIE Publication No. 2.2 “Colors of Light Signals”.

4 DEFINITIONS
Daylight signalling lamps means lamps suitable for transmitting white
light signals to an observer by focused light beams which may be fixed or
portable.
Switch-on time means the period of time required for reaching 95% of
the required luminous intensity after the daylight signalling lamp has been
switched on.
Switch-off time means the period of time required for luminous intensity to
decrease to 5% of the required luminous intensity after the daylight signalling
lamp has been switched off.

5 FUNCTIONAL REQUIREMENTS

5.1 Required functions and their availability

Daylight signalling lamps should be suitable for giving light signals which can
be clearly distinguished visually as separate signals by an observer.

5.2 Reliability, accuracy and discrimination

5.2.1 By day and with an atmospheric transmission of 0.8, the visibility of light
signals emitted by daylight signalling lamps should be at least 2 nautical
miles, equalling a required luminous intensity of 60,000 cd.
5.2.2 The axial luminous intensity of daylight signalling lamps should reach at least
90% of the maximum luminous intensity.
5.2.3 The luminous intensity of daylight signalling lamps should have its maximum
in the centre of the luminous intensity distribution. It should decrease evenly
from the centre of luminous intensity distribution.
5.2.4 The half angle of divergence αh should not exceed 9°, the tenth angle of
divergence αz should not exceed 14°.

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5.2.5 The chromaticity of the white signal light should lie within the following
corner co-ordinates of the diagram specified by the International Commission
on Illumination (CIE) in CIE Publication No. 2.2:
x 0.525 0.525 0.452 0.310 0.310 0.443
y 0.382 0.440 0.440 0.348 0.283 0.382
5.2.6 The effective light emission sectors of daylight signalling lamps should be circular.
The sum of switch-on and switch-off times should not exceed 500 ms.

5.3 Malfunctions, warnings, alarms and indications

Daylight signalling lamps should be provided with an indication of their
operational status.

6 OPERATIONAL REQUIREMENTS

6.1 Ergonomy
Daylight signalling lamps and any battery required for operation should be
designed in such a way that safe handling in the intended application is
ensured. The daylight signalling lamp should be capable of being operated by
personnel wearing gloves.

6.2 Operational controls

The operational controls of daylight signalling lamps should meet the
requirements of resolution A.694(17) and the applicable international
standards.*

7 DESIGN AND INSTALLATION

7.1 Durability and resistance to environmental conditions

7.1.1 The illuminant should be safely fitted in the daylight signalling lamp; use of
screwed sockets should be avoided.
7.1.2 Daylight signalling lamps should be designed in such a way that the illuminant
can be easily replaced also in the dark.
7.1.3 The sighting mechanism should be mounted in a fixed attitude, parallel to the
optical axis.
7.1.4 All parts of daylight signalling lamps should be made of anti-magnetic
material.
7.1.5 Daylight signalling lamps should be so constructed that the accumulation of
condensed water is avoided.
7.1.6 The materials used should withstand heat generation during operation.
7.1.7 With respect to durability and resistance to environmental conditions,
daylight signalling lamps should meet the requirements specified in resolution
A.694(17) and in the applicable international standards.*

7.2 Interference
With respect to electrical and electromagnetic interference, daylight signalling
lamps should meet the requirements of resolutions A.694(17) and A.813(19)
and the applicable international standards.*

* Refer to IEC Publication 60945.

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7.3 Power supply

7.3.1 Daylight signalling lamps should not be solely dependent upon the ship’s
main or emergency sources of electrical energy.
7.3.2 Daylight signalling lamps should be provided with a portable battery with a
complete weight of not more than 7.5 kg.
7.3.3 The portable battery should have sufficient capacity to operate the daylight
signalling lamp for a period of not less than 2 h.
7.3.4 The power supply of daylight signalling lamps should meet the requirements
of resolution A.694(17) and the applicable international standards.*

7.4 Maintenance
With respect to maintenance, daylight signalling lamps should meet the
requirements of resolution A.694(17) and the applicable international
standards.*

8 BACK-UP AND FALL-BACK ARRANGEMENTS

Each daylight signalling lamp should be provided with at least three spare
illuminants complying with the type-tested illuminant.

9 SAFETY PRECAUTIONS
The outer parts of daylight signalling lamps should not reach temperatures
during operation which restrict their manual use. Additionally, daylight
signalling lamps should meet the safety requirements of resolution A.694(17)
and the applicable international standards.*

10 MARKING AND IDENTIFICATION

10.1 Daylight signalling lamps should be marked clearly and durably with the
following data:
.1 identification of the manufacturer;
.2 equipment type number or model identification under which it was type
tested; and
.3 serial number of the unit.
10.2 On the illuminant, the manufacturer’s label and the voltage and power
consumption should be marked clearly and durably.
10.3 Daylight signalling lamps should further be marked to meet the requirements
of resolution A.694(17) and the applicable international standards.*

11 DOCUMENTATION
Daylight signalling lamps should be delivered complete with their technical
documentation. Such documentation should include the following information,
if applicable:

* Refer to IEC Publication 60945.

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General information:
– manufacturer;
– type designation;
– general description of the equipment; and
– ancillary equipment and description.
Instructions for operation of equipment:
– general information on mains connection;
– power supply data (voltage, power consumption);
– description of start-up procedures; and
– description of ways of checking the parallel adjustment of sighting
mechanism and luminous intensity axis.
Troubleshooting; maintenance and service:
– description of illuminant replacement;
– description of adjustment of sighting mechanism;
– special tools required, maintenance material and spare parts (e.g.,
spare illuminants, fuses, mirrors and covers);
– equipment care and maintenance on board; and
– available services.
Documentation for daylight signalling lamps should meet the requirements of
resolution A.694(17) and the applicable international standards.*

* Refer to IEC Publication 60945.

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Others – 11.12

11.12
Resolution MSC.128(75) – Adopted on 20 May 2002

PERFORMANCE STANDARDS FOR A BRIDGE NAVIGATIONAL

WATCH ALARM SYSTEM (BNWAS)

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the function
of adopting performance standards and technical specifications, as well as amend-
ments thereto shall be performed by the Maritime Safety Committee and/or the Marine
Environment Protection Committee, as appropriate, on behalf of the Organization,
RECOGNIZING that many operational bridge-related marine accidents could be averted
if an effective and operational bridge navigational watch alarm system (BNWAS) was
fitted to vessels,
RECOGNIZING FURTHER that, by the use of a bridge navigational watch alarm system (BN-
WAS), warnings will be given in case of the incapacity of the watchkeeping officer due
to accident, sickness or in the event of a security breach, e.g., piracy and/or hijacking,
NOTING that the installation of such equipment is a relatively low-cost and an effective
means of avoiding operational navigational accidents,
RECOGNIZING the need to prepare appropriate performance standards for BNWASs,
HAVING CONSIDERED the recommendation on the performance standards for BNWASs
made by the Sub-Committee on Safety of Navigation at its forty-seventh session,
1. ADOPTS the Recommendation on performance standards for a bridge naviga-
tional watch alarm system, set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that BNWASs installed on or after 1 July
2003 conform to performance standards not inferior to those specified in the annex to
the present resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR A
BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS)

1 SCOPE
The purpose of a bridge navigational watch alarm system (BNWAS) is to moni-
tor 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.

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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 quali-
fied OOW. Additionally, the BNWAS may provide the OOW with a means
of calling for immediate assistance if required. The BNWAS should be opera-
tional whenever the ship’s heading or track control system is engaged, unless
inhibited by the Master.

2 REFERENCES
– IMO resolution A.830(19) Code on Alarms and Indicators
– IMO MSC/Circ.982 Guidelines on ergonomic criteria for bridge
equipment and layout
– IMO resolution A.694(17) General requirements* for shipborne radio
equipment forming part of the global mari-
time distress and safety system (GMDSS)
and for electronic navigational aids

3 DEFINITIONS
Bridge – Wheelhouse and bridge wings

4 OPERATIONAL REQUIREMENTS
4.1 Functionality
4.1.1 Operational modes
4.1.1.1 The BNWAS should incorporate the following operational modes:
– Automatic (Automatically brought into operation when-
ever the ship’s heading or track control system
is activated and inhibited when this system is
not activated)
– Manual ON (In operation constantly)
– Manual OFF (Does not operate under any circumstances)
4.1.2 Operational sequence of indications and alarms
4.1.2.1 Once operational, the alarm system should remain dormant for a period of
between 3 and 12 min (Td).
4.1.2.2 At the end of this dormant period, the alarm system should initiate a visual
indication on the bridge.
4.1.2.3 If not reset, the BNWAS should additionally sound a first stage audible alarm
on the bridge 15 s after the visual indication is initiated.
4.1.2.4 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.
4.1.2.5 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.
4.1.2.6 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.

* IEC Publication 60945.

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Alarm sequence without acknowledgements

Third stage remote alarm

Second stage remote audible alarm

First stage bridge audible alarm

Visual indication

Td Td Td Td minutes
+ + +

0.25 0.5 2.0

(Td = Selected dormant period)

4.1.2.7 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.
4.1.3 Reset function
4.1.3.1 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 lookout.
4.1.3.2 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.
4.1.3.3 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.
4.1.3.4 A continuous activation of any reset device should not prolong the dormant
period or cause a suppression of the sequence of indications and alarms.
4.1.4 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.
4.2 Accuracy
The alarm system should be capable of achieving the timings stated in
section 4.1.2 with an accuracy of 5% or 5 s, whichever is less, under all
environmental conditions.
4.3 Security
The means of selecting the Operational Mode and the duration of the dormant
period (Td) should be security-protected so that access to these controls
should be restricted to the Master only.
4.4 Malfunctions, alarms and indications
4.4.1 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.

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5 ERGONOMIC CRITERIA
5.1 Operational controls
5.1.1 A protected means of selecting the operational mode of the BNWAS.
5.1.2 A protected means of selecting the duration of the dormant period of the
BNWAS.
5.1.3 A means of activating the “Emergency Call” function if this facility is
incorporated within the BNWAS.
5.1.4 Reset facilities
Means of activating the reset function should only be available in positions on
the bridge giving proper lookout 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.
5.2 Presentation of information
5.2.1 Operational mode
The operational mode of the equipment should be indicated to the OOW.
5.2.2 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.
5.2.3 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 selectable during commissioning of the system.
5.2.4 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.*

6 DESIGN AND INSTALLATION

6.1 General
The equipment should comply with IMO resolutions A.694(17), A.813(19),
their associated international standards† and MSC/Circ.982 regarding
Guidelines for ergonomic criteria for bridge equipment and layout.
6.2 Specific requirements
6.2.1 System physical integrity
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.

* IMO Resolution A.830(19).

†
IEC Publication 60945.

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6.2.2 Reset devices

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.
6.2.3 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 lookout.
6.3 Power supply
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.

7 INTERFACING
7.1 Inputs
Inputs should be available for additional reset devices or for connection to
bridge equipment capable of generating a reset signal by contacts, equivalent
circuits or serial data.*
7.2 Outputs
Output(s) should be available for connection of additional bridge visual
indications and audible alarms and remote audible alarms.

* IEC Publication 61162.

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11.13
Resolution MSC.191(79) – Adopted on 6 December 2004

PERFORMANCE STANDARDS FOR THE PRESENTATION OF

NAVIGATION-RELATED INFORMATION ON SHIPBORNE
NAVIGATIONAL DISPLAYS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21) by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf
of the Organization,
RECOGNIZING that harmonization of the requirements for the presentation of navigation-
related information on the bridge will ensure that all navigational displays adopt a
consistent humanmachine interface philosophy and implementation,
RECOGNIZING FURTHER that, for safety reasons, the terms, abbreviations and symbols
used for the display of navigation-related information on all shipborne navigation
equipment and systems should be consistent,
HAVING CONSIDERED the recommendation on the performance standards for the
presentation of navigation-related information on shipborne navigational displays
made by the Sub-Committee on Safety of Navigation at its fiftieth session,
1. ADOPTS the Recommendation on performance standards for the presentation
of navigation-related information on shipborne navigational displays, set out in the
annex to the present resolution;
2. RECOMMENDS Governments to ensure that navigational shipborne displays on the
bridge of a ship installed on or after 1 July 2008 conform, from the presentation of
navigation-related information point of view, to performance standards not inferior to
those specified in the annex to the present resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR THE
PRESENTATION OF NAVIGATION-RELATED INFORMATION ON
SHIPBORNE NAVIGATIONAL DISPLAYS

1 PURPOSE
These performance standards harmonize the requirements for the presentation
of navigation-related information on the bridge of a ship to ensure that all
navigational displays adopt a consistent human-machine interface philosophy
and implementation.

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These performance standards supplement and, in case of a conflict, take

priority over, presentation requirements of the individual performance
standards adopted by the Organization for relevant navigational systems and
equipment, and cover the presentation of navigation-related information by
equipment for which performance standards have not been adopted.

2 SCOPE
These performance standards specify the presentation of navigational
information on the bridge of a ship, including the consistent use of
navigational terms, abbreviations, colours and symbols, as well as other
presentation characteristics.
These performance standards also address the presentation of navigation
information related to specific navigational tasks by recognizing the use
of user-selected presentations in addition to presentations required by the
individual performance standards adopted by the Organization.

3 APPLICATION
The general principles of these standards are applicable for all displays on the
bridge of a ship.*
These performance standards are applicable to any display equipment
associated with the navigation systems and equipment for which individual
performance standards have been adopted by the Organization. They also
address display equipment associated with navigation systems and equipment
for which individual performance standards have not been adopted.
In addition to the general requirements set out in resolution A.694(17),†
display equipment should meet the requirements of these performance
standards, as applicable.

4 DEFINITIONS
Definitions are given in the appendix.

5 GENERAL REQUIREMENTS FOR THE PRESENTATION

OF INFORMATION
5.1 Arrangement of information
5.1.1 The presentation of information should be consistent with respect to screen
layout and arrangement of information. Data and control functions should
be logically grouped. Priority of information should be identified for each
application, permanently displayed and presented to the user in a prominent
manner by, for example, use of position, size and colour.
5.1.2 The presentation of information should be consistent with respect to values,
units, meaning, sources, validity, and if available, integrity.
5.1.3 The presentation of information should be clearly separated into an
operational display area (e.g., radar, chart) and one or more user dialogue
areas (e.g., menus, data, control functions).

5.2 Readability
5.2.1 The presentation of alphanumeric data, text, symbols and other graphical
information (e.g., radar image) should support readability from typical user
positions under all ambient light conditions likely to be experienced on the
bridge of a ship, and with due consideration to the night vision of the officer
of the watch.

* The general principles are addressed in paragraphs 5 and 8.

†
IEC Publication 60945 (see appendix 1).

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5.2.2 Alphanumeric data and text should be presented using a clearly legible non-
italic, sanserif fount. The fount size should be appropriate for the viewing
distance from user positions likely to be experienced on the bridge of a
ship.
5.2.3 Text should be presented using simple unambiguous language that is easy to
understand. Navigation terms and abbreviations should be presented using
the nomenclature defined in SN/Circ.243.
5.2.4 When icons are used, their purpose should be intuitively recognized by
appearance, placement and grouping.

5.3 Colours and intensity

5.3.1 The colours used for the presentation of alphanumeric data, text, symbols
and other graphical information should provide sufficient contrast against
the background under all lighting conditions likely to be experienced on the
bridge of a ship.
5.3.2 The colours and brightness should take into account the light conditions of
daylight, dusk and night. The presentation should support night viewing by
showing light foreground information on a dark non-reflecting background at
night.
5.3.3 The background colour and contrast should be chosen to allow presented
information to be easily discriminated without degrading the colour-coding
aspects of the presentation.

5.4 Symbols
5.4.1 Symbols used for the presentation of operational information are defined in
SN/Circ.243.
5.4.2 Symbols used for the display of charted information should comply with
relevant IHO standards.

5.5 Coding of information

5.5.1 When colour coding is used for discrimination or conspicuousness of
alphanumeric text, symbols and other graphical information, all colours in
the set should clearly differ from one another.
5.5.2 When colour coding is used, the colour red should be used for coding of
alarm-related information.
5.5.3 When colour coding is used, it should be used in combination with other
symbol attributes, such as size, shape, and orientation.
5.5.4 Flashing of information should be reserved for unacknowledged alarms.

5.6 Integrity marking

5.6.1 The source, validity, and where possible, the integrity of information should
be indicated. Invalid information or information with low integrity should
be clearly marked, qualitatively and/or quantitatively. Invalid information or
information with low integrity may be quantitatively indicated by displaying
absolute or percentage values.
5.6.2 When colour coding is used, information with low integrity should be
qualitatively marked by using yellow, and invalid information should be
qualitatively marked by using red.
5.6.3 In order to show that the screen is being refreshed, means should be provided
to immediately make the user aware of a presentation failure on an operational
display (e.g., “picture freeze”).

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5.7 Alarms and indications

5.7.1 The operational status of information should be indicated as follows:
Status Visual indication Audible signal

Alarm, not acknowledged Red, flashing Accompanied by an audible

signal

Alarm, acknowledged Invalid Red Suppression of audible signal

information

Important indications Yellow Silence unless otherwise

(Warnings) (e.g., low specified by the
integrity) Organization

Normal state None required, optionally Silence

green

5.7.2 A list of alarms should be provided, based on the sequence of occurrence.

Additional indication of priority, as set by the user, should be provided
on displays showing alarms from multiple sources. Alarms that have been
acknowledged and are no longer relevant should be deleted from the list of
alarms, but may be retained in an alarm history list.
5.7.3 When a single display is used to present information from multiple navigation
systems and equipment, the presentation of alarms and indications should be
consistent for the display of the time of alarm occurrence, the cause of the
alarm, the source of the alarm and the status of the alarm (e.g., acknowledged,
not acknowledged).

5.8 Presentation modes

If displays are capable of presenting information in different mode(s), there
should be a clear indication of the mode in use, for example orientation,
stabilization, motion, and chart projection.

5.9 User manuals

The user manual and operator instructions should be available in the English
language at least. The user manual or reference guide should include a list
of all terms, abbreviations, and symbols and their explanations presented by
the equipment.

6 PRESENTATION OF OPERATIONAL INFORMATION

6.1 Presentation of own ship information

6.1.1 When a graphical representation of own ship is provided, it should be
possible for the user to select either a scaled ship’s outline or a simplified
symbol as specified in SN/Circ.243. The size of the ship’s outline or the
simplified symbol in the graphical presentation should be the true scale size
of the ship or 6 mm, whichever is greater.
6.1.2 A heading line, and where appropriate a velocity vector, should be associated
with own ship symbol and should originate at the position of the consistent
common reference point (CCRP).
6.2 Presentation of charted information
6.2.1 The presentation of charted information that is issued by, or on the authority
of, a government authorized hydrographic office or other relevant Government
institution should comply with the relevant IHO standards.

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6.2.2 The presentation of proprietary charted information should comply with

relevant IHO standards, as far as practical. There should be a clear indication
when the presentation is not in accordance with IHO standards.
6.2.3 The presentation of user-added charted information should comply with the
relevant IHO standards, as far as practical.
6.2.4 If chart data derived from different scales appear on the display, the scale
boundary should be clearly indicated.

6.3 Presentation of radar information

6.3.1 Radar images should be displayed by using a basic colour that provides
optimum contrast. Radar echoes should be clearly visible when presented
on top of a chart background. The relative strength of echoes may be
differentiated by tones of the same basic colour. The basic colour may be
different for operation under different ambient light conditions.
6.3.2 Target trails should be distinguishable from targets and clearly visible under
all ambient light conditions.

6.4 Presentation of target information

6.4.1 General
6.4.1.1 Target information may be provided by radar target tracking and/or by reported
target information from the Automatic Identification System (AIS).
6.4.1.2 The operation of the radar target tracking function and the processing of
reported AIS information, including the number of targets presented, related to
screen size, is defined within the performance standards for radar equipment,
as adopted by the Organization. The presentation of radar target tracking and
AIS information is defined within these performance standards.
6.4.1.3 As far as practical, the user interface and data format for operating, displaying
and indicating radar tracking and AIS information should be consistent.

6.4.2 Target capacity

6.4.2.1 There should be an indication when the target tracking and/or reported target
processing/display capacity is about to be exceeded.
6.4.2.2 There should be an indication when the target tracking and/or reported target
processing/display capacity has been exceeded.

6.4.3 Filtering of AIS sleeping targets

6.4.3.1 To ensure that the clarity of the total presentation is not substantially impaired,
it should be possible to filter the presentation of sleeping AIS targets (e.g., by
target range, CPA/TCPA or AIS target class A/B, etc.).
6.4.3.2 If a filter is applied, there should be a clear and permanent indication. The
filter criteria in use should be readily available.
6.4.3.3 It should not be possible to remove individual AIS targets from the display.

6.4.4 Activation of AIS targets

6.4.4.1 If zones for the automatic activation of AIS targets are provided, they should
be the same as for automatic radar target acquisition, if available. Any user-
defined zones (e.g., acquisition/activation zones) in use should be presented
in graphical form.
6.4.4.2 In addition, sleeping AIS targets should be automatically activated when
meeting user-defined parameters (e.g., target range, CPA/TCPA or AIS target
class A/B).

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6.4.5 Graphical presentation

6.4.5.1 Targets should be presented with their relevant symbols according to
SN/Circ.243.
6.4.5.2 AIS information should be graphically presented either as sleeping or activated
targets.
6.4.5.3 The course and speed of a tracked radar target or reported AIS target should
be indicated by a vector that clearly shows the predicted motion. The vector
time (length) should be consistent for presentation of any target regardless of
its source.
6.4.5.4 The presentation of vector symbols should be consistent irrespective of
the source of information. The presentation mode should be clearly and
permanently indicated, including for example: true/relative vector, vector
time and vector stabilization.
6.4.5.5 The orientation of the AIS target symbol should indicate its heading. If the
heading information is not received, the orientation of the AIS symbol should
be aligned to the COG. When available, the turn or rate of turn (ROT)
indicator and/or the path prediction should indicate the manoeuvre of an
activated AIS target.
6.4.5.6 A consistent common reference point should be used for the alignment of
tracked target symbols and AIS target symbols with other information on the
same display.
6.4.5.7 On large-scale/low-range displays, a means to present a true scale outline of
an activated AIS target should be provided.
6.4.5.8 It should be possible to display the past positions of activated targets.

6.4.6 Target data

6.4.6.1 A target selected for the display of its alphanumeric information should be
identified by the relevant symbol. If more than one target is selected for
data display, the symbols and the corresponding data should be clearly
identified.
6.4.6.2 There should be a clear indication to show that the target data is derived from
radar or AIS or from a combination of these.
6.4.6.3 For each selected tracked radar target the following data should be presented
in alphanumeric form: source(s) of data, measured range of target, measured
bearing of target, predicted target range at the closest point of approach
(CPA), predicted time to CPA (TCPA), true course of target, true speed of
target. Additional target information should be provided on request.
6.4.6.4 For each selected AIS target the following data should be presented in
alphanumeric form: source of data, ship’s identification, position and its
quality, calculated range of target, calculated bearing of target, CPA, TCPA,
COG, SOG, navigational status. Ship’s heading and rate of turn should also
be made available. Additional target information should be provided on
request.
6.4.6.5 If the received AIS information is incomplete, the absent information should
be clearly indicated in the target data field as missing.
6.4.6.6 The data should be displayed and continually updated, until another target is
selected for data display or until the window is closed.
6.4.6.7 Means should be provided to present own ship AIS data on request.
6.4.6.8 The alphanumeric displayed data should not obscure graphically presented
operational information.

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6.4.7 Operational alarms

6.4.7.1 A clear indication of the status of the alarms and of the alarm criteria should
be given.
6.4.7.2 A CPA/TCPA alarm of a tracked radar or activated AIS target should be clearly
indicated and the target should be clearly marked by a “dangerous target”
symbol.
6.4.7.3 If a user-defined acquisition/activation zone facility is provided, a target
entering the zone should be clearly identified with the relevant symbol
and for tracked radar targets an alarm should be given. The zone should be
identified with the relevant symbology, and should be applicable to tracked
radar and AIS targets.
6.4.7.4 The last position of a lost target should be clearly marked by a “lost target”
symbol on the display, and the lost target alarm should be given. The “lost
target” symbol should disappear if the signal is received again, or after the
alarm has been acknowledged. There should be a clear indication whether
the lost target alarm function for AIS targets is enabled or disabled.

6.4.8 AIS and radar target association

6.4.8.1 An automatic target association function serves to avoid the presentation
of two target symbols for the same physical target. If target data from AIS
and radar tracking are both available and if the AIS and radar information
are considered as one target, then as a default condition, the activated AIS
target symbol and the alphanumeric AIS target data should be automatically
selected and displayed. The user should have the option to change the default
condition to the display of tracked radar targets and should be permitted to
select either radar tracking or AIS alphanumeric data.
6.4.8.2 If the AIS and radar information are considered as two distinct targets, one
activated AIS target and one tracked radar target should be displayed. No
alarm should be raised.
6.4.9 AIS presentation status
The AIS presentation status should be indicated as follows:
Function Cases to be presented Presentation
AIS ON/OFF AIS processing switched AIS processing switched Alphanumeric or
ON/ graphical presen- ON/ graphical presen- graphical
tation switched OFF tation switched ON
Filtering of Filter status Filter status Alphanumeric or
sleeping AIS graphical
targets (6.4.3)
Activation of Activation criteria Graphical
targets (6.4.4)
CPA/TCPA Function ON/OFF CPA/ Function ON/OFF CPA/ Alphanumeric and
alarm (6.4.7) TCPA Criteria Sleeping TCPA Criteria Sleeping graphical
targets included targets included
Lost target Function ON/OFF Lost Function ON/OFF Lost Alphanumeric and
alarm (6.4.7) target filter criteria target filter criteria graphical
Target Function ON/OFF Function ON/OFF Alphanumeric
association Association criteria Association criteria
(6.4.8) Default target priority Default target priority

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6.4.10 Trial manoeuvre

A trial manoeuvre simulation should be clearly identified by the relevant
symbol positioned astern of own ship within the operational display area of
the screen.

7 OPERATIONAL DISPLAYS

7.1 General
7.1.1 If the display equipment is capable of supporting the presentation of multiple
functions then there should be a clear indication of the primary function
supported by the presentation (e.g., radar, ECDIS). It should be possible to
select the radar presentation (see 7.2) or the ECDIS presentation (see 7.3) by
a simple operator action.
7.1.2 If a radar image and an electronic chart are displayed together, the chart and
the radar image should use a consistent common reference point and match
in scale, projection and orientation. Any offset should be indicated.
7.1.3 Range scales of 0.25, 0.5, 0.75, 1.5, 3, 6, 12 and 24 NM should be provided.
Additional range scales are permitted. These range scales do not apply
when presenting raster chart data. The range scale should be permanently
indicated.
7.1.4 When range rings are displayed, the range ring scale should be indicated.
7.1.5 No part of the operational display area should be permanently used for
presentation of information that is not part of the navigation presentation (e.g.,
pop-up displays, drop-down menus and information windows). Temporary,
limited and relevant alphanumeric data may be displayed adjacent to a
selected symbol, graphic or target within the operational display area.

7.2 Radar display

7.2.1 General
7.2.1.1 Radar video, tracked radar targets and AIS targets should not be substantially
degraded, masked or obscured by other presented information.
7.2.1.2 It should be possible to temporarily suppress all graphical information from
the display, retaining only radar video and trails.
7.2.1.3 The brightness of radar echoes and associated graphic symbols for tracked
radar targets should be variable. It should be possible to control the brightness
of all displayed information. There should be independent means to adjust
the brightness of groups of displayed graphics and alphanumeric data. The
brilliance of the heading line should not be variable to extinction.

7.2.2 Display of chart information on radar

7.2.2.1 Vector chart information may be displayed on a radar presentation. This
should be accomplished using layers selected from the chart database. As a
minimum, the elements of the ECDIS Standard Display should be available
for individual selection by category or layer, but not as individual objects. As
far as practical, chart information should be presented in accordance with the
ECDIS performance standards and with these presentation standards.
7.2.2.2 If chart information is displayed within the operational display area, the
display of radar information should have priority. The chart information
should be clearly perceptible as such. The chart information should not
substantially degrade, mask or obscure the radar video, tracked radar targets
and AIS targets.
7.2.2.3 When chart information is displayed, there should be a permanent indication
of its status. Source and update information should also be made available.

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7.2.3 Display of maps on radar

Map graphics may be displayed, but should not substantially degrade, mask
or obscure the radar video, tracked radar targets and AIS targets.

7.3 ECDIS Display

7.3.1 General
7.3.1.1 The ENC and all updates to it should be displayed without any degradation of
their information content.
7.3.1.2 Chart information should not be substantially degraded, masked or obscured
by other presented information.
7.3.1.3 It should be possible to temporarily suppress all supplemental information
from the display, retaining only chart-related information contained in the
Display Base.
7.3.1.4 It should be possible to add or remove information from the ECDIS display. It
should not be possible to remove information contained in the Display Base
from the ECDIS display.
7.3.1.5 It should be possible to select a safety contour from the depth contours
provided by the ENC. The safety contour should be emphasized over other
contours on the display.
7.3.1.6 It should be possible to select a safety depth. Soundings equal to or less than
the safety depth should be emphasized whenever spot soundings are selected
for display.
7.3.1.7 An indication should be provided if the information is displayed at a larger
scale than that contained in the ENC, or if own ship’s position is covered by
an ENC at a larger scale than that provided by the display.
7.3.1.8 Overscaled areas shown on the ECDIS display should be identified.
7.3.2 Display of radar information on ECDIS
7.3.2.1 Radar and target information may be displayed on ECDIS but should not
substantially degrade, mask or obscure the chart information. As far as
practical, radar and target information should be presented in accordance
with the radar performance standard and with these presentation standards.
7.3.2.2 Radar and target information should be clearly distinguishable from the chart
information. It should be possible to remove this information by a simple
operator action.

7.3.3 Display of additional information on ECDIS

7.3.3.1 Information from additional sources may be displayed on ECDIS but should
not substantially degrade, mask or obscure the chart information.
7.3.3.2 Additional information should be clearly distinguishable from the chart
information. It should be possible to remove this information by a simple
operator action.

7.4 User-selected (task-orientated) presentation

7.4.1 The user may configure a presentation for a specific task at hand. The
presentation may include radar and/or chart information, in combination with
other navigation or ship-related data. When not fully compliant with the radar
or ECDIS performance standards, such a presentation should be identified as
an auxiliary presentation.
7.4.2 As far as practical, the presentation of any radar and/or ECDIS related functions
should be compliant with the requirements of the relevant performance
standards and of these presentation standards, with the exception of size

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requirements for the operational area. Chartlets or windows of radar

information may be presented along with other information associated with
the task at hand.

8 PHYSICAL REQUIREMENTS

8.1 Display adjustment

8.1.1 It should be possible to adjust the contrast and brightness of the display
provided, as applicable to the display technology. It should be possible to dim
the display. The range of control should permit the display to be legible under
all ambient light conditions.
8.1.2 It should be possible for the navigator to reset the values of contrast and/or
brightness to a preset or default condition.
8.1.3 Where magnetic fields degrade the presentation of navigation information, a
means to neutralize the effect of magnetic fields should be provided.

8.2 Screen size

8.2.1 Display equipment should be of sufficient size to support the requirements of
the relevant performance standards adopted by the Organization.
8.2.2 The operational display area of the chart presentation for route monitoring
should be at least 270 × 270 mm.
8.2.3 The operational display area of the radar presentation should be at least a
circle of diameter of:
– 180 mm for ships smaller than 500 gross tonnage;
– 250 mm for ships larger than 500 gross tonnage and high-speed craft
(HSC) less than 10,000 gross tonnage;
– 320 mm for ships larger than 10,000 gross tonnage.

8.3 Colours
8.3.1 Multicoloured display equipment should be used except where monochrome
displays are permitted within individual performance standards adopted by
the Organization.
8.3.2 Multicoloured operational displays including multifunction displays (e.g.,
conning displays) should provide a minimum of 64 colours except where
permitted or not required by the Organization, or when used for a single
specific purpose (e.g., speed log, echo-sounder).

8.4 Screen resolution

Operational display equipment including multifunction displays (e.g., conning
displays) should provide a minimum screen resolution of 1280 × 1024, or
equivalent for a different aspect ratio, except where permitted or not required
by the Organization, or when used for a single specific purpose (e.g., speed
log, echo-sounder).

8.5 Screen viewing angle

The display should support the reading of information under all ambient light
conditions, simultaneously, by at least two users, from standing and sitting
operator positions likely to be found on the bridge of a ship.

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Appendix
DEFINITIONS
Activated AIS target A target representing the automatic or manual activation
of a sleeping target for the display of additional graphically
presented information.
AIS target A target generated from an AIS message.
Associated target A target simultaneously representing a tracked radar target
and AIS target having similar parameters (e.g., position,
course, speed) and which comply with an association
algorithm.
CCRP The Consistent Common Reference Point 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.
Dangerous target A target with a predicted CPA and TCPA that violates values
preset by the operator. The respective target is marked by a
‘‘dangerous target” symbol.
Display base The level of information which cannot be removed from the
ECDIS display, consisting of information which is required at
all times in all geographic areas and all circumstances. It is
not intended to be sufficient for safe navigation.
ENC Electronic Navigational Chart. The database standardized
as to content, structure and format according to relevant
IHO standards and issued by, or on the authority of, a
Government.
Heading Direction in which the bow of a ship is pointing expressed
as an angular displacement from north.
Important indication A marking of an operational status of displayed information
which needs special attention, e.g., information with low
integrity or invalid information.
Lost target A target representing the last valid position of a target before
its data was lost. The target is displayed by a “lost target”
symbol.
Operational display area Area of the display used to graphically present chart and
radar information, excluding the user dialogue area. On the
chart display this is the area of the chart presentation. On the
radar display this is the area encompassing the radar image.
Past positions Equally time-spaced past position marks of a tracked or
reported target and own ship. The co-ordinates used to
display past positions may be either relative or true.
Sleeping AIS target A target indicating the presence and orientation of a
vessel equipped with AIS in a certain location. The target
is displayed by a “sleeping target” symbol. No additional
information is presented until activated.
Selected target A target selected manually for the display of detailed
alphanumeric information in a separate data display area.
The target is displayed by a “selected target” symbol.
Standard display The level of 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.

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Trial manoeuvre Facility used to assist the operator to perform a proposed

manoeuvre for navigation and collision avoidance
purposes, by displaying the predicted future status of all
tracked and AIS targets as a result of own ship’s simulated
manoeuvres.
User dialogue area An area of the display consisting of data fields and/or
menus that is allocated to the interactive presentation and
entry or selection of operational parameters, data and
commands mainly in alphanumeric form.
User-selected presentation An auxiliary presentation configured by the user for a
specific task at hand. The presentation may include radar
and/or chart information, in combination with other
navigation or ship-related data.

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11.14
Resolution MSC.210(81) – Adopted on 19 May 2006

PERFORMANCE STANDARDS AND FUNCTIONAL

REQUIREMENTS FOR THE LONG-RANGE IDENTIFICATION AND
TRACKING OF SHIPS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21) on Procedure for the adoption of, and
amendments to, performance standards and technical specifications, by which the
Assembly resolved that the function of adopting performance standards and technical
specifications, as well as amendments thereto shall be performed by the Maritime
Safety Committee,
RECALLING FURTHER the provisions of the new regulation V/19-1 of the International
Convention for the Safety of Life at Sea, 1974, as amended (the Convention), relating
to the long-range identification and tracking of ships,
RECOGNIZING the need to adopt appropriate performance standards and functional
requirements on long-range identification and tracking of ships,
HAVING CONSIDERED the recommendation made by the Sub-Committee on
Radiocommunications, Search and Rescue, at its tenth session,
1. ADOPTS the Performance standards and functional requirements for the long-range
identification and tracking of ships, set out in the annex to the present resolution;
2. RECOMMENDS Contracting Governments to the Convention to ensure that:
.1 shipborne systems and equipment used to meet the requirements of regulation
V/19-1 of the Convention conform to performance standards not inferior to
those specified in the annex to the present resolution;
.2 all Long-range identification and tracking (LRIT) Data Centres and the
International LRIT Data Exchange conform to functional requirements not
inferior to those specified in the annex to the present resolution; and
.3 they promptly submit to the Organization and to the LRIT Data Centres
the required information to enable the establishment and the continuous
functioning of the LRIT system and that they update such information as and
when changes occur;
3. AGREES to review and amend, in the light of experience gained as necessary, the
Performance standards and functional requirements for the long-range identification
and tracking of ships, set out in the annex to the present resolution.

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Annex
PERFORMANCE STANDARDS AND FUNCTIONAL REQUIREMENTS FOR THE
LONG-RANGE IDENTIFICATION AND TRACKING OF SHIPS
1 OVERVIEW
1.1 The Long-Range Identification and Tracking (LRIT) system provides for the
global identification and tracking of ships.
1.2 The LRIT system consists of the shipborne LRIT information transmitting
equipment, the Communication Service Provider(s), the Application Service
Provider(s), the LRIT Data Centre(s), including any related Vessel Monitoring
System(s), the LRIT Data Distribution Plan and the International LRIT
Data Exchange. Certain aspects of the performance of the LRIT system
are reviewed or audited by an LRIT Co-ordinator acting on behalf of all
Contracting Governments. Figure 1 provides an illustration of the LRIT system
architecture.
1.3 LRIT information is provided to Contracting Governments and Search and
rescue services* entitled to receive the information, upon request, through
a system of National, Regional, Co-operative and International LRIT Data
Centres, using where necessary, the LRIT International Data Exchange.
1.4 Each Administration should provide to the LRIT Data Centre it has selected,
a list of the ships entitled to fly its flag, which are required to transmit LRIT
information, together with other salient details and should update, without
undue delay, such lists as and when changes occur. Ships should only
transmit the LRIT information to the LRIT Data Centre selected by their
Administration.
1.5 The obligations of ships to transmit LRIT information and the rights and
obligations of Contracting Governments and of Search and rescue services to
receive LRIT information are established in regulation V/19-1 of the 1974 SOLAS
Convention.

2 DEFINITIONS
2.1 Unless expressly provided otherwise:
.1 Convention means the International Convention for the Safety of Life at
Sea, 1974, as amended.
.2 Regulation means a regulation of the Convention.
.3 Chapter means a chapter of the Convention.
.4 LRIT Data User means a Contracting Government or a Search and rescue
service which opts to receive the LRIT information it is entitled to.
.5 Committee means the Maritime Safety Committee.
.6 High-speed craft means a craft as defined in regulation X/1.3.
.7 Mobile offshore drilling unit means a mobile offshore drilling unit as
defined in regulation XI–2/1.1.5.
.8 Organization means the International Maritime Organization.
.9 Vessel Monitoring System means a system established by a Contracting
Government or a group of Contracting Governments to monitor
the movements of the ships entitled to fly its or their flag. A Vessel
Monitoring System may also collect from the ships information specified
by the Contracting Government(s) which has established it.
.10 LRIT information means the information specified in regulation V/19–1.5.

* The term search and rescue service is defined in SOLAS regulation V/2.5 (see amendments to
chapter V adopted on 20 May 2004, under cover of resolution MSC.153(78), which will enter into
force on 1 July 2006).

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2.2 The term ship, when used in the present Performance standards and
functional requirements for long-range identification and tracking of ships
(the Performance standards), includes mobile offshore drilling units and high-
speed craft as specified in regulation V/19-1.4.1 and means a ship which is
required to transmit LRIT information.
2.3 Terms not otherwise defined should have the same meaning as the meaning
attributed to them in the Convention.

Figure 1

3 GENERAL PROVISIONS
3.1 It should be noted that regulation V/19-1.1 provides that:
Nothing in this regulation or the provisions performance standards and
functional requirements adopted by the Organization in relation to the long-
range identification and tracking of ships shall prejudice the rights, jurisdiction
or obligations of States under international law, in particular, the legal regimes
of the high seas, the exclusive economic zone, the contiguous zone, the
territorial seas or the straits used for international navigation and archipelagic
sea lanes.
3.2 In operating the LRIT system, recognition should be given to international
conventions, agreements, rules or standards that provide for the protection of
navigational information.
3.3 The present Performance standards should always be read together with
regulation V/19-1.

4 SHIPBORNE EQUIPMENT
4.1 In addition to the general requirements contained in Assembly resolution
A.694(17) on Recommendations on general requirements for shipborne radio
equipment forming part of the global maritime distress and safety system
(GMDSS) and for electronic navigational aids, the shipborne equipment
should comply with the following minimum requirements:

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.1 be capable of automatically and without human intervention on board

the ship transmitting the ship’s LRIT information at 6-hour intervals to an
LRIT Data Centre;
.2 be capable of being configured remotely to transmit LRIT information at
variable intervals;
.3 be capable of transmitting LRIT information following receipt of polling
commands;
.4 interface directly to the shipborne global navigation satellite system
equipment, or have internal positioning capability;
.5 be supplied with energy from the main and emergency source of
electrical power;* and
.6 be tested for electromagnetic compatibility taking into account the
recommendations† developed by the Organization.
4.2 In addition to the provisions specified in paragraph 4.1 above, the shipborne
equipment should provide the functionality specified in table 1.

Table 1

DATA TO BE TRANSMITTED FROM THE SHIPBORNE EQUIPMENT

Parameter Comments

Shipborne equipment The identifier used by the shipborne equipment.

identifier
The GNSS position (latitude and longitude) of the ship
(based on the WGS84 datum).
Position: The equipment should be capable of transmitting
the GNSS position (latitude and longitude) of the ship
(based on WGS84 datum) as prescribed by regulation
V/19-1, without human interaction on board the ship.
Positional data On-demand(1) 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.
Pre-scheduled(2) 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 interaction
on board the ship.
Time stamp 1 The date and time(3) associated with the GNSS position.
The equipment should be capable of transmitting the time(3)
associated with the GNSS position with each transmission
of LRIT information.

Notes: (1) 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.
(2) Pre-scheduled position reports means transmission of LRIT information at the preset
transmit intervals.
(3) All times should be indicated as Universal Co-ordinated Time (UTC).

* This provision should not apply to ships using for the transmission of LRIT information any of the
radiocommunication equipment provided for compliance with the provisions of chapter IV. In such
cases, the shipborne equipment should be provided with sources of energy as specified in regulation IV/13.
†
Refer to the Assembly resolution A.813(19) on General requirements for electromagnetic
compatibility of all electrical and electronic ship’s equipment.

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4.3 The shipborne equipment should transmit the LRIT information using a
communication system which provides coverage in all areas where the ship
operates.
4.4 The shipborne equipment should be set to automatically transmit the ship’s
LRIT information at 6-hour intervals to the LRIT Data Centre identified by the
Administration, unless the LRIT Data User requesting the provision of LRIT
information specifies a more frequent transmission interval.

5 APPLICATION SERVICE PROVIDERS

5.1 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 Co-operative 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; and
.3 an International LRIT Data Centre, should be recognized by the
Committee.
5.2 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.
5.3 An ASP function should:
.1 provide a communication protocol interface between the Communication
Service Providers and the LRIT Data Centre to enable the following
minimum functionality:
.1 remote integration of the shipborne 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
.6 automatic recovery and management of transmission of LRIT
information;
.2 provide an integrated transaction management system for the monitoring
of LRIT information throughput and routeing; and
.3 ensure that LRIT information is collected, stored and routed in a reliable
and secure manner.
5.4 The ASP where used should add the data identified in table 2 to each
transmission of LRIT information:

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Table 2

DATA TO BE ADDED BY AN APPLICATION SERVICE PROVIDER

AND AT THE LRIT DATA CENTRE

Parameters Comments
(1)
Ship identity The IMO ship identification number(1) and MMSI for the
ship.
Time stamp 2 The date and time(2) the position report is received by the ASP
(if used).
Time stamp 3 The date and time(2) the position report is forwarded from the
ASP (if used) to the appropriate LRIT Data Centre.

LRIT Data Centre The identity of the LRIT Data Centre to be clearly indicated by
identifier a Unique Identifier.

Time stamp 4 The date and time(2) the position report is received by the LRIT
Data Centre.

Time stamp 5 The date and time(2) the position report is forwarded from the
LRIT Data Centre to an LRIT Data User.

Notes: (1) See regulation XI-1/3 and Assembly resolution A.600(15) on IMO ship identification
number scheme.
(2) All times should be indicated as Universal Co-ordinated Time (UTC).

5.5 In addition to the provisions of paragraph 5.3, Administrations, Contracting

Governments and the Committee may establish, in relation to the ASPs
seeking their recognition, specific requirements as a condition of recognizing
a particular ASP.

6 COMMUNICATIONS SERVICE PROVIDERS

6.1 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. This
requirement precludes the use of non-secure broadcast systems.
6.2 A CSP may also provide services as an ASP.

7 LRIT DATA CENTRE

7.1 All LRIT Data Centres should:
.1 establish and continuously maintain systems which ensure, at all times,
that LRIT Data Users are only provided with the LRIT information they
are entitled to receive as specified in regulation V/19-1;
.2 collect LRIT information from ships instructed by their Administrations to
transmit the LRIT information to the centre;
.3 obtain, 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 Centres through the International LRIT
Data Exchange;

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.4 make available, when requested to provide LRIT information transmitted

by ships other than those which transmit the information to the centre,
LRIT information transmitted to the centre to other LRIT Data Centres
through the International LRIT Data Exchange;
.5 execute 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 relay, when required, requests received from LRIT Data Users through
the International LRIT Data Exchange to the other LRIT Data Centres
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 execute requests received through the International LRIT Data Exchange
from other LRIT Data Centres 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 upon request disseminate 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 archive 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 Co-ordinator. 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 for LRIT information archived within the last 4 days, send the LRIT
information within 30 min of receiving a request;
.11 for LRIT information archived between 4 and 30 days previously, send
the LRIT information within 1 h of receiving a request;
.12 for LRIT information archived more than 30 days previously, send the
LRIT information within 5 days of receiving a request;
.13 ensure 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;
.14 maintain a record of the ships which transmit LRIT information to the
center including name of ship, IMO Ship identification number, call sign
and Maritime Mobile Service Identity (MMSI);
.15 use a standard protocol for communications with the International LRIT
Data Exchange;
.16 use a standard secure transmission method with the International LRIT
Data Exchange;
.17 use a secure authentication method with LRIT Data Users;
.18 use a standard and expandable message format for communicating with
the International LRIT Data Exchange;

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.19 use reliable connections (e.g. TCP) to ensure that the LRIT information is
successfully received by the LRIT Data Centres; and
.20 add the appropriate data identified in table 2 to each transmission of
LRIT information collect by the centre.
7.2 The performance of all LRIT Data Centres should be audited by the LRIT Co-
ordinator.
7.2.1 All LRIT Data Centres should co-operate and make available to the LRIT Co-
ordinator the information required to enable the satisfactory completion of an
audit of their performance.
7.3 Notwithstanding the provisions of paragraph 7.1, all LRIT Data Centres
should provide to Search and rescue services (SAR services), LRIT information
transmitted by all ships located within the geographic area specified by the
SAR service requesting the information so as to permit the rapid identification
of ships which may be called upon to provide assistance in relation to the
search and rescue of persons in distress at sea. The LRIT information should
be provided irrespective of the location of the geographic area and should be
provided even if the geographic area is outside the search and rescue region
associated with the SAR service requesting the information (regulation V/19-
1.12 refers).

8 NATIONAL, REGIONAL AND CO-OPERATIVE LRIT DATA CENTRES

8.1 A Contracting Government may establish a National LRIT Data Centre. A
Contracting Government establishing such a centre should provide relevant
details to the Organization and thereafter should, without undue delay,
update the information provided as and when changes occur.
8.2 A group of Contracting Governments may establish either a Regional or a Co-
operative LRIT Data Centre. The arrangements for establishing such a centre
should be agreed amongst the Contracting Governments concerned. One
of the Contracting Governments establishing such a centre should provide
relevant details to the Organization and thereafter should, without undue
delay, update the information provided as and when changes occur.
8.3 Upon request, National, Regional and Co-operative LRIT Data Centres may
provide services to Contracting Governments other than those establishing
the centre.
8.3.1 The arrangements for providing services should be agreed between the LRIT
Data Centre and the Contracting Government requesting the provision of the
services.
8.3.2 The Contracting Government establishing the National LRIT Data Centre or
one of the Contracting Governments establishing the Regional or Co-operative
LRIT Data Centre should, if the centre provides services to Contracting
Governments other than those which established the centre, provide relevant
details to the Organization and thereafter should, without undue delay,
update the information provided as and when changes occur.
8.4 National, Regional and Co-operative LRIT Data Centres may also serve as
a National, Regional or Co-operative 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.

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8.4.1 If a National, Regional or Co-operative LRIT Data Centre collects additional

information from ships, it should transmit only the required LRIT information to
the other LRIT Data Centres through the International LRIT Data Exchange.

9 INTERNATIONAL LRIT DATA CENTRE

9.1 An International LRIT Data Centre recognized by the Committee should be
established.
9.2 Contracting Governments not participating in a National, Regional or Co-
operative LRIT Data Centre, or Contracting Governments having an interest
in the establishment of an International LRIT Data Centre should co-operate,
under the co-ordination of the Committee, with a view to ensuring its
establishment.
9.3 Ships, other than those which are required to transmit LRIT information to
either a National, Regional or Co-operative LRIT Data Centre, should transmit
the required LRIT information to the International LRIT Data Centre.
9.4 An 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.

10 INTERNATIONAL LRIT DATA EXCHANGE

10.1 An International LRIT Data Exchange recognized by the Committee should be
established.
10.2 Contracting Governments should co-operate, under the co-ordination of the
Committee, with a view to ensuring the establishment of the International
LRIT Data Exchange.
10.3 The LRIT International Data Exchange should:
.1 route LRIT information between LRIT Data Centres using the information
provided in the LRIT Data Distribution Plan;
.2 be connected to all LRIT Data Centres;
.3 use a store and forward-buffer to ensure LRIT information is received;
.4 automatically maintain journal(s) containing message header information
only which may be used for:
.1 invoicing functions and settlement of invoicing disputes; and
.2 audit purposes;
.5 archive journal(s), for at least one year and until such time as the
Committee reviews and accepts the LRIT Co-ordinator’s annual report
of the audit of its performance. However, the archived journal(s) should
provide a complete record of the activities of the exchange between two
consecutive annual audits of its performance;
.6 prepare, as necessary, performance related statistical information based
on the information contained in the journal(s);
.7 use a standard protocol for communications with LRIT Data Centres;
.8 use a standard secure access method with the LRIT Data Centres;
.9 use a standard and expandable message format for communicating with
the LRIT Data Centres;

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.10 use reliable connections (e.g. TCP) to ensure that the LRIT information is
successfully received by the LRIT Data Centres;
.11 use agreed protocols to connect to LRIT Data Centres;
.12 not archive LRIT information; and
.13 have continuous access to current LRIT Data Distribution Plan.

11 LRIT DATA DISTRIBUTION PLAN

11.1 The Organization should establish and maintain the LRIT Data Distribution
Plan.
11.2 The LRIT Data Distribution Plan should include:
.1 a list of Contracting Governments and search and rescue services entitled
to receive LRIT information, and their points of contact;
.2 information on the boundaries of geographic areas within which each
Contracting Government is entitled to receive LRIT information about
ships in the area;
.3 information on any standing orders given by a Contracting Government
pursuant to paragraphs 16.1.2, 16.1.3 and/or 16.1.4;
.4 information supplied by Administrations pursuant to the provisions of
regulation V/19-1.8.1.4;
.5 information supplied by Administrations pursuant to the provisions of
regulation V/19-1.9.2;
.6 a list of ports and port facilities together with the associated geographic
co-ordinates (based on WGS 84 datum) located within the territory of
each Contracting Government;
.8 a list of the National, Regional, Co-operative and International LRIT Data
Centre(s) and their points of contact; and
.9 a record indicating which LRIT Data Centre is collecting and archiving
LRIT information for each of the Contracting Governments.

12 LRIT SYSTEM SECURITY

12.1 LRIT communications using land-line links should provide for data security
using methods such as:
.1 authorization: Access should only be granted to those who are authorized
to see the specific LRIT information;
.2 authentication: Any party exchanging information within the LRIT system
should require authentication before exchanging information;
.3 confidentiality: Parties running an application server should protect the
confidentiality of the LRIT information to ensure that it is not disclosed
to unauthorized recipients when it travels across the LRIT system; and
.4 integrity: Parties exchanging LRIT information should ensure that the
integrity of the LRIT information is guaranteed and that no data has been
altered.

13 LRIT SYSTEM PERFORMANCE

13.1 LRIT information should be available to an LRIT Data User within 15 min of
the time it is transmitted by the ship.

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13.2 On-demand LRIT information reports should be provided to an LRIT Data User
within 30 min of the time the LRIT Data User requested the information.
13.3 The quality of service:
Number of delivered reports meeting latency requirements × 100%
Total number of report requests
should be:
.1 95% of the time over any 24-hour period; and
.2 99% over any 1 month.

14 LRIT CO-ORDINATOR
14.1 The LRIT Co-ordinator should be appointed by the Committee.
14.2 The LRIT Co-ordinator should assist in the establishment of the International
LRIT Data Centre and International LRIT Data Exchange by:
.1 participating in the development of any required technical specifications
taking into account the present performance standard and any relevant
decisions of the Committee;
.2 issuing requests for the submission of proposals for the establishment
and operation of the International LRIT Data Centre and International
LRIT Data Exchange;
.3 evaluating the management, operational, technical and financial aspects
of the proposals received taking into account the present performance
standard and any other related decisions of the Committee and submitting
its recommendations in this respect for consideration by the Committee;
and
.4 participating in the initial developmental testing of the LRIT system and
reporting its findings in this respect for consideration by the Committee.
14.3 The LRIT Co-ordinator should perform the following administrative
functions:
.1 upon request, investigation of disputes and operational, technical and
invoicing difficulties and make recommendations for their settlement to
the parties concerned;
.2 participation in the testing for the integration of new LRIT Data
Centres into the LRIT system and providing relevant information to the
Committee; and
.3 participation in the testing of new or modified procedures or arrangements
for communications between the International LRIT Data Exchange
and the LRIT Data Centres and providing relevant information to the
Committee.
14.4 The LRIT Co-ordinator should undertake a review of the performance of
the LRIT system taking into account the provisions of regulation V/19-1, the
present performance standard and any related decisions of the Committee
and should report its findings to the Committee at least annually. In this
respect, the LRIT Co-ordinator should:
.1 review the performance of Application Service Providers (or
Communication Service Providers when they act as Application Services
Providers) providing services to the International LRIT Data Centre;

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.2 audit the performance of all LRIT Data Centres based on archived

information and their fee structures;
.3 audit the performance of the International LRIT Data Exchange and its
fee structure, if any; and
.4 verify that Contracting Governments and search and rescue services
receive the LRIT information they have requested and are entitled to
receive.
14.5 The LRIT Co-ordinator should, for the purpose of reviewing the performance
of the LRIT system:
.1 be given the required level of access, by the LRIT Data Centres and the
International LRIT Data Exchange, to management, charging, technical
and operational data;
.2 collect and analyse samples of LRIT information provided to LRIT Data
Users; and
.3 collect and analyse statistics compiled by LRIT Data Centres and the
International LRIT Data Exchange.
14.6 In addition to reporting to the Committee on the performance of the LRIT
system including any identified non-conformities, the LRIT Co-ordinator
may make recommendations to the Committee, based on an analysis of its
findings, with a view to improving the efficiency, effectiveness and security of
the LRIT system.
14.7 Neither the Organization nor any of the Contracting Governments should
be responsible for making any direct payments to the LRIT Co-ordinator
for the services it may provide. However, Contracting Governments may
be required to pay fees to LRIT Data Centres for the LRIT information they
request and receive which, for example, may contain elements to offset the
costs associated with functions performed by the LRIT Co-ordinator. The LRIT
Co-ordinator may recover its costs for the services it provides.

15 ADMINISTRATIONS
15.1 Each Administration should decide to which LRIT Data Centre ships entitled
to fly its flag are required to transmit LRIT information.
15.2 Each Administration should provide to the selected LRIT Data Centre the
following information for each of the ships entitled to fly its flag which is
required to transmit LRIT information:
.1 name of ship;
.2 IMO Ship identification number;
.3 call sign; and
.4 Maritime Mobile Service Identity.
15.3 Upon the transfer of the flag of a ship which is required to transmit LRIT
information from another State, the Administration whose flag the ship is
now entitled to fly should provide, without undue delay, to the selected LRIT
Data Centre in addition to the information specified in paragraph 15.2 the
following information:
.1 the effective date and time (UTC) of transfer; and
.2 the State whose flag the ship was formally entitled to fly, if known.

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15.4 Administrations should, without undue delay, update the LRIT Data Centre as
and when changes to the information they have provided under paragraphs
15.2 and 15.3 occur.
15.5 Upon the transfer of the flag of a ship which is required to transmit LRIT
information to another State or when the ship is to be taken permanently out
of service, the Contracting Government of the State whose flag the ship was
entitled to fly hitherto should provide, without undue delay, to the LRIT Data
Centre the following information:
.1 name of ship;
.2 IMO Ship identification number;
.3 the effective date and time (UTC) of the transfer, or when the ship was,
or will be, taken permanently out of service; and
.4 the State to which the flag of the ship has been transferred, if known.

16 CONTRACTING GOVERNMENTS
16.1 Each Contracting Government should:
.1 obtain the LRIT information to which it is entitled to under the provisions
of regulation V/19-1, and has requested, from the LRIT Data Centre
designated under paragraph 15.1. Contracting Governments which have
no ships entitled to fly their flag may receive the LRIT information they
are entitled to under the provisions of regulation V/19-1 from any one
of the LRIT Data Centres but should select one LRIT Data Centre from
which they wish to receive the information;
.2 if it wishes to receive LRIT information pursuant to the provisions of
regulation V/19-1.8.1.1, indicate to the LRIT Data Centre the criteria for
receiving such information. If so decided the Contracting Government
may give the LRIT Data Centre a standing order regarding the criteria for
receiving LRIT information;
.3 if it wishes to receive LRIT information pursuant to the provisions of
regulation V/19-1.8.1.2, indicate to the LRIT Data Centre the name and
the IMO Ship identification number of the particular ship and either:
.1 the distance from its coast; or
.2 the distance from a port; or
.3 a point in time,
from when it requires the provision of LRIT information transmitted by the
ship. If so decided the Contracting Government may give the LRIT Data
Centre a standing order regarding the criteria for receiving LRIT information. If
the standing order is a distance from a port, the Contracting Government also
has to inform the centre of the name of the port each ship is proceeding to;
.4 if it wishes to receive LRIT information pursuant to the provisions of
regulation V/19-1.8.1.3, indicate the distance from its coast within which
it requires the provision of LRIT information transmitted by ships. If so
decided, the Contracting Government may give the LRIT Data Centre a
standing order regarding the criteria for receiving LRIT information;
.5 co-operate with a view of resolving any issues in connection with which
flag a particular ship is entitled to fly; and
.6 ensure either the destruction of all received LRIT information which is no
longer in use or their archiving in a secure and protected manner.

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17 SEARCH AND RESCUE SERVICES

17.1 Subject to the provisions of the national legislation of the Contracting
Government concerned, search and rescue services should provide information
when requested by the LRIT Co-ordinator to enable the holistic review of the
performance of the LRIT system and for the investigation of any disputes.
17.2 Subject to the provisions of paragraph 7.3, search and rescue service when
it wishes to receive LRIT information pursuant to the provisions of regulation
V/19-1.12 should indicate to the LRIT Data Centre the criteria for receiving
such information.

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11.15
Resolution MSC.254(83) – Adopted on 12 October 2007

ADOPTION OF AMENDMENTS TO THE

PERFORMANCE STANDARDS AND FUNCTIONAL
REQUIREMENTS FOR THE LONG-RANGE
IDENTIFICATION AND TRACKING OF SHIPS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21) on Procedure for the adoption of, and
amendments to, performance standards and technical specifications, by which the
Assembly resolved that the function of adopting performance standards and technical
specifications, as well as amendments thereto shall be performed by the Maritime
Safety Committee,
RECALLING FURTHER the provisions of the regulation V/19-1 of the International
Convention for the Safety of Life at Sea, 1974, as amended (the Convention), relating
to the long-range identification and tracking of ships,
ALSO RECALLING the Performance standards and functional requirements for the long
range identification and tracking of ships (the Performance standards) adopted by
resolution MSC.210(81),
RECOGNIZING the need to adopt certain amendments to the Performance standards,
HAVING CONSIDERED the recommendations made, at its eighty-third session,
1. ADOPTS the amendments to the Performance standards and functional requirements
for the long range identification and tracking of ships, set out in the annex to the
present resolution;
2. RECOMMENDS Contracting Governments to the Convention to ensure that all Long
range identification and tracking (LRIT) Data Centres and the International LRIT Data
Exchange conform to functional requirements not inferior to those specified in the
Performance standards, as modified by the amendments, set out in the annex to the
present resolution; and
3. AGREES to review and amend, in the light of experience gained as necessary, the
Performance standards and functional requirements for the long–range identification
and tracking of ships, as modified by the amendments, set out in the annex to the
present resolution.

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Annex
AMENDMENTS TO THE PERFORMANCE STANDARDS AND
FUNCTIONAL REQUIREMENTS FOR THE LONG-RANGE
IDENTIFICATION AND TRACKING OF SHIPS

4 SHIPBORNE EQUIPMENT
1 After the existing paragraph 4.4, the following new paragraph is inserted:
“4.4.1 When a ship is undergoing repairs in dry-dock or in port or is laid up for a
long period, the master or the Administration may reduce the frequency of
the transmission LRIT information to one report every 24-hour period, or may
temporarily stop the transmission of such information.”

7 LRIT DATA CENTRE

2 After the existing paragraph 7.1, the following new paragraphs are inserted:
“7.1A When providing archived LRIT information to LRIT Data Users, LRIT Data
Centres should utilize the version of the LRIT Data Distribution Plan which
was applicable at the time when the LRIT information requested were
originally received. Thus, all LRIT Data Centres should also archive the
LRIT Data Distribution Plan covering the time period of the archived LRIT
information.
7.1B All Regional or Co-operative LRIT Data Centres and the International LRIT
Data Centre should automatically maintain journal(s) for all of the internally
routed LRIT information. The journal(s) should only contain message header
information which may be used for audit purposes. The journal(s) should be
transmitted to the International LRIT Data Exchange at regular intervals in
order to be combined with the journal(s) maintained by the International LRIT
Data Exchange.”

10 INTERNATIONAL LRIT DATA EXCHANGE

3 After the existing paragraph 10.3.5, the following new paragraph is inserted:
“.5A receive journal(s) from Regional, Co-operative, and the International LRIT
Data Centre and combine these journal(s) with its own journal(s);”
4 After the existing paragraph 10.3.12, the following new paragraph is inserted:
“.13 not be able to view or access the LRIT information;”
5 The existing paragraph 10.3.13 is renumbered as “10.3.14” and the “.” is
deleted and replaced by “; and”.
6 The following is inserted at the end of the renumbered 10.3.14:
“.15 receive updated pricing information from LRIT Data Centres, create a master
price list for all LRIT Data Centres and transmit the master price list to an LRIT
Data Centre on request.”
7 After the existing paragraph 10.3.15, the following new paragraph is inserted:
“10.4 The LRIT Co-ordinator should have access to all journals. Contracting
Governments and LRIT Data Centres should have only access to their share
of the journals (i.e. with respect to LRIT information requested and provided).
The journal(s) should be accessed off-line.”

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11.16
Resolution MSC.253(83) – Adopted on 8 October 2007

ADOPTION OF THE PERFORMANCE STANDARDS FOR

NAVIGATION LIGHTS, NAVIGATION LIGHT CONTROLLERS
AND ASSOCIATED EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as
amendments thereto shall be performed by the Maritime Safety Committee and/or
the Marine Environment Protection Committee, as appropriate, on behalf of the
Organization,
RECALLING FURTHER Rule 21, Rule 23 and Rule 34(b) of the Convention on the
International Regulations for Preventing Collisions at sea (COLREGs), 1972, concerning
the requirements on the use of Navigation Lights,
NOTING that that the purpose of Navigation Lights is to identify ships and to notify their
intensions at sea and that the purpose of Navigation Light Controllers is to provide
means of control and monitoring of the status of navigation lights onboard the vessel
to the Officer of the Watch (OOW),
RECOGNIZING the need to develop performance standards for Navigation Lights,
Navigation Light Controllers and associated equipment to be fitted onboard vessels in
accordance with COLREGs,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of
Navigation at its fifty-third session, and the Maritime Safety Committee at its eighty-
third session,
1. ADOPTS the Recommendation on Performance Standards for Navigation Lights,
Navigation Light Controllers and associated equipment, set out in the annex to the
present resolution;
2. RECOMMENDS Governments ensure that Navigation Lights, Navigation Light
Controllers and associated equipment installed on or after 1 January 2009 conform
to performance standards not inferior to those specified in the annex to the present
resolution.

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Annex
PERFORMANCE STANDARDS FOR NAVIGATION LIGHTS, NAVIGATION LIGHT
CONTROLLERS AND ASSOCIATED EQUIPMENT

1 SCOPE
These performance standards apply to Navigation Lights (NLs), Navigation
Light Controllers (NLCs) and associated equipment to be fitted onboard
vessels in accordance with COLREGs. These equipment should be designed,
tested, installed and maintained based on these standards, taking into account
that the purpose of Navigation Lights is to identify ships and to notify their
intentions at sea and that the purpose of a Navigation Lights Controller is to
provide means of control and monitoring of the status of navigation lights
onboard the vessel to the Officer of the Watch (OOW).

2 APPLICATION
In addition to the general requirements set out in resolution A.694(17),*
navigation lights, navigation lights controllers and associated equipment
should meet the requirements of these standards.

3 DEFINITIONS
3.1 Associated equipment means equipment necessary for the operation of NLs
and NLCs.
3.2 COLREGs means Convention on the International Regulations for Preventing
Collisions at Sea, 1972, including their annexes.
3.3 Lamp means a source producing light, including incandescent sources, Light
Emitting Diodes (LED) and other non-incandescent sources.
3.4 Length means the length overall.
3.5 Navigation Light (NL) means the following lights:
.1 masthead light, sidelights, sternlight, towing light, all-round light,
flashing light as defined in Rule 21 of COLREGs;
.2 all-round flashing yellow light required for air-cushion vessels by Rule 23
of COLREGs; and
.3 manoeuvring light required by Rule 34(b) of COLREGs.
The light source includes lamps, its housing, placing and means for delimiting
the angle of lighting.
3.6 Navigation Light Controller (NLC) means a device enabling operational
control of a Navigation Light.
3.7 SOLAS means the International Convention for the Safety of Life at Sea, 1974,
as amended.

4 NAVIGATION LIGHTS
4.1 General
4.1.1 Unless expressly required otherwise, NLs should appear steady and non-
flashing.
4.1.2 Lenses of NLs should be produced in a robust, non-corroding material, which
should ensure a long-term durability for the optical qualities of the lens.
4.1.3 A masthead light, sidelights and a sternlight installed on board a ship not less
than 50 m in length should be duplicated or be fitted with duplicate lamps.

* Refer to publication IEC 60945.

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4.1.4 Only lamps specified by the manufacturer should be used in each particular
NL to avoid reduction of NL’s performance due to unsuitable lamps.
4.1.5 A sufficient number of spare lamps for NLs should be carried onboard, taking
into account the duplication of NLs or lamps, as appropriate.
4.2 Luminous intensity distribution
4.2.1 In the horizontal directions where decrease of luminous intensity to “practical
cut-off” is required by section 9 of Annex I to COLREGs, the luminous
intensity should be no more than 10% of the average luminous intensity
within the prescribed sector for vessels not less than 12m in length.
4.2.2 Within the prescribed sector in which the minimum luminous intensity
is required by section 9 of Annex I to COLREGs, the horizontal intensity
distribution of the light should be uniform in such a way that the measured
minimum and maximum luminous intensity values (in candelas) do not differ
by more than a factor of 1.5, to avoid luminous intensity changes which may
result in the appearance of a flashing light for vessels not less than 12 m in
length.
4.2.3 Within the prescribed sector in which the minimum luminous intensity
is required by section 10 of Annex I to COLREGs, the vertical intensity
distribution of the light should be uniform in such a way that the measured
minimum and maximum luminous intensity values (in candelas) do not differ
by more than a factor of 1.5, to avoid luminous intensity changes which may
result in the appearance of a flashing light for vessels not less than 12 m in
length.
4.3 Special requirements for lights using LEDs
The luminous intensity of LEDs gradually decreases while the electricity
consumption remains unchanged. The rate of decrease of luminous intensity
depends on the output of LEDs and temperatures of LEDs. To prevent shortage
of luminous intensity of LEDs:
.1 An alarm function should be activated to notify the Officer of the Watch
that the luminous intensity of the light reduces below the level required
by COLREGs;
or
.2 LEDs should only be used within the lifespan (practical term of validity)
specified by the manufacturer to maintain the necessary luminous
intensity of LEDs. The lifespan of LEDs should be determined and clearly
notified by the manufacturer based on the appropriate test results on the
decrease of luminous intensity of the LEDs under various temperature
conditions and on the temperature condition of LEDs in the light during
operation, taking the appropriate margin into account.

5 NAVIGATION LIGHT CONTROLLER

5.1 An NLC should facilitate ON/OFF controls of individual NLs.
5.2 An NLC should provide visual indications of “ON”/“OFF” status of NLs.
5.3 Pre-programmed NL group settings may be provided.
5.4 An NLC on board a ship not less than 50 m in length should provide the alarm
for:
.1 failure of power supply to NLs; and
.2 failure, including short circuit, of a lamp which is switched ON.
5.5 An NLC on board a ship not less than 50 m in length should present the
status of all NLs in a logical presentation, meeting the requirements set out in
resolution MSC.191(79), e.g., by symbol marks on a display.

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5.6 All indicators of an NLC should be dimmable to ensure easy reading without
disturbing the night vision of the Officer of the Watch. The brightness of a
display, if fitted, of an NLC should be controllable.
5.7 An NLC should support the use of standardized serial interfaces for marine
navigation and communication systems*.
5.8 The NLC should have a bi-directional interface to transfer alarms to external
systems and receive acknowledgements of alarms from external systems. The
interface should comply with the relevant international standards2.

6 POWER SUPPLY AND FALLBACK ARRANGEMENTS

6.1 Each NL should be connected, via separate circuits, to a NLC located on the
bridge in order to avoid any NL failure, including short circuit, that affect any
other NLs connected to the NLC. A NLC may only be additionally connected
to special signal lights such as lights required by canal authorities.
6.2 It should be possible to operate the NLC and NLs when supplied by an
emergency source of electrical power in accordance with the appropriate
requirements of chapter II-1 of the 1974 SOLAS Convention, as amended.
6.3 Automatic switch over to the alternative source of power is permitted.

7 ASSOCIATED EQUIPMENT
Screens for sidelight may be a part of a ship’s structure. All associated
equipment should be produced in a robust, non-corroding material, which
should ensure a long-term durability for the relevant operation.

8 MARKING
Each NL should be marked with:
.1 the manufacturers name or symbol, and designation of type;
.2 the type/category of the NL in accordance with COLREGs;
.3 serial and certificate number;
.4 head line directions;
.5 range in nautical miles; and
.6 nominal wattage of the light source in watts, if different values lead to
different ranges.

9 INSTALLATION OF NAVIGATION LIGHTS AND ASSOCIATED EQUIPMENT

In addition to the relevant requirements of COLREGs, the installation of NLs
and associated equipment should comply with the following requirements:
.1 The manufacturer of NLs should provide guidance on the installation of
NLs and the design and installation of screens for sidelights, as required
by COLREGs;
.2 NLs should be installed in such a way so as to prevent navigation watch
keeping personnel from direct or reflected undue glare;
.3 NLs should be installed in such way as to ensure that the light shows
over the required arcs of visibility, and should satisfy the required vertical
separation and location requirements in all normal operating trim
conditions; and
.4 Equipment for operation of the manoeuvring light, mounted in accordance
with COLREGs, should be located at conning position. The equipment
may be located near the steering wheel or the autopilot/track control.

* Refer to IEC 61162 series.

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10 MAINTENANCE
10.1 NLs should be so designed that the lamp specified by the manufacturer
can be efficiently and readily replaced, without elaborate recalibration or
readjustment.
10.2 NLs, NLCs and associated equipment should be so constructed and installed,
as necessary, that they are readily accessible for inspection and maintenance
purposes.

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III
Shipborne radio equipment
Purchased by ANGLO EASTERN GROUP
 Purchased by ANGLO EASTERN GROUP

III/1
GMDSS terrestrial communications

1.1(a)
Resolution A.609(15) – Adopted on 19 November 1987

PERFORMANCE STANDARDS FOR SHIPBORNE VHF RADIO

INSTALLATIONS CAPABLE OF VOICE COMMUNICATION
AND DIGITAL SELECTIVE CALLING

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECOGNIZING the need to prepare performance standards for VHF radio installations
capable of voice communication and digital selective calling to be used in the global
maritime distress and safety system (GMDSS) in order to ensure the operational reliability
of such equipment and to avoid, as far as practicable, adverse interaction between such
equipment and other communication and navigation equipment aboard ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
fifty-third session,
1. ADOPTS the Recommendation on Performance Standards for Shipborne VHF Radio
Installations Capable of Voice Communication and Digital Selective Calling, the text of
which is set out in the annex to this resolution;
2. RECOMMENDS Member Governments to ensure that shipborne VHF radio installations
capable of voice communication and digital selective calling which will form part of the
global maritime distress and safety system (GMDSS) conform to performance standards
not inferior to those specified in the annex to this resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE VHF RADIO INSTALLATIONS CAPABLE OF VOICE
COMMUNICATION AND DIGITAL SELECTIVE CALLING

1 INTRODUCTION
The VHF radio installation, in addition to meeting the requirements of the
Radio Regulations, the relevant CCIR Recommendations and the general
requirements set out in resolution A.569(14), should comply with the following
performance standards.

2 GENERAL
2.1 The installation, which may consist of more than one piece of equipment,
should be capable of operating on single-frequency channels or on single- or
two-frequency channels.

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2.2 The equipment should provide for the following categories of calls using both
voice and digital selective calling (DSC):
.1 distress, urgency and safety;
.2 ship operational requirements; and
.3 public correspondence.
2.3 The equipment should provide for the following categories of communications
using voice:
.1 distress, urgency and safety;
.2 ship operational requirements; and
.3 public correspondence.
2.4 The equipment should comprise at least:
.1 a transmitter/receiver including antenna;
.2 an integral control unit or one or more separate control units;
.3 a microphone with a press-to-transmit switch, which may be combined
with a telephone in a handset;
.4 an internal or external loudspeaker;
.5 an integral or separate digital selective calling facility; and
.6 a dedicated DSC watchkeeping facility to maintain a continuous watch on
channel 70.
2.5 The installation may also include additional receivers.

3 CLASS OF EMISSION, FREQUENCY BANDS AND CHANNELS

3.1 The equipment may be designated for operation on one or more channels
selected from and in accordance with appendix 18 of the Radio Regulations.
3.2 The radiotelephone facility shall be capable of operating as follows:
.1 in the band 156.3 MHz to 156.875 MHz on single-frequency channels
as specified in appendix 18 to the Radio Regulations; and
.2 in the band 156.025 MHz to 157.425 MHz for transmitting and the band
160.625 MHz to 162.025 MHz for receiving on two-frequency channels
as specified in appendix 18 to the Radio Regulations.
3.3 The digital selective calling facility should be capable of operating on
channel 70.
3.4 Class of emission should comply with appendix 19 of the Radio Regulations.

4 CONTROLS AND INDICATORS

4.1 General
4.1.1 Change of channel should be capable of being made as rapidly as possible, but
in any event within 5 s.
4.1.2 The time taken to switch from the transmit to the receive condition, and vice
versa, should not exceed 0.3 s.
4.1.3 An on/off switch should be provided for the entire installation with a visual
indication that the installation is switched on.
4.1.4 A visual indication that the carrier is being transmitted should be provided.
4.1.5 The equipment should indicate the channel number, as given in the Radio
Regulations, to which it is tuned. It should allow the determination of the
channel number under all conditions of external lighting. Where practicable,
channels 16 and 70 should be distinctively marked.

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4.1.6 Control of the equipment should be possible at the position from which the
ship is normally navigated. Control from that position should have priority if
additional control units are provided. When there is more than one control unit,
indication should be given to the other units that the equipment is in operation.
4.1.7 The equipment should not be able to transmit during channel switching operation.
4.1.8 Operation of the transmit/receive control should not cause unwanted emissions.

4.2 Radiotelephone facility

4.2.1 Provision should be made for changing from transmission to reception by use of
a press-to-transmit switch. Additionally, facilities for operation on two-frequency
channels without manual control may be provided.
4.2.2 The receiver should be provided with a manual volume control by which the
audio output may be varied.
4.2.3 A squelch control should be provided on the exterior of the equipment.

5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be operational within 1 min of switching on.

6 SAFETY PRECAUTIONS
The equipment, when operating, should not be damaged by the effects of open-
circuited or short-circuited antenna terminals.

7 TRANSMITTER OUTPUT POWER

7.1 The transmitter output power should be between 6 and 25 W.
7.2 Provision should be made for reducing the transmitter output power to a value
of between 0.1 and 1 W. However, this reduction of the power is optional on
channel 70.

8 RECEIVER PARAMETERS

8.1 Radiotelephone facility

The sensitivity of the receiver should be equal to or better than 2 µV e.m.f. for
a signal-to-noise ratio of 20 dB.

8.2 Digital selective calling facility

With a DSC modulated input signal having a level of 1 µV e.m.f. to its
associated VHF receiver, the DSC equipment should be capable of decoding
the received message with a maximum permissible output character error rate
of 10–2.

8.3 Immunity to interference

The immunity to interference of the receiver should be such that the wanted
signal is not seriously affected by unwanted signals.

9 ANTENNA SYSTEM
The VHF antenna or antennae should be vertically polarized and, as far
as practicable, be omnidirectional in the horizontal plane. The installation
should be suitable for efficient radiation and reception of signals at the
operating frequencies.

10 LOUDSPEAKER AND TELEPHONE HANDSET (radiotelephone facility)

10.1 The receiver output should be suitable for use with a loudspeaker or a
telephone handset. The audio output should be sufficient to be heard in the
ambient noise level likely to be encountered on board ships.

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10.2 It should be possible to switch off the loudspeaker without affecting the audio
output of the telephone handset, if provided.
10.3 In the transmit condition during simplex operation, the output of the receiver
should be muted.
10.4 In the transmit condition during duplex operation, only the telephone handset
should be in circuit. Care should be taken to prevent any electrical or acoustic
feedback, which could cause singing.

11 DIGITAL SELECTIVE CALLING FACILITY

11.1 The facility should conform to the provisions of the relevant CCIR
Recommendations pertaining to the DSC system.*
11.2 The DSC facility should comprise:
.1 means to decode and encode DSC messages;
.2 means necessary for composing the DSC message;
.3 means to verify the prepared message before it is transmitted;
.4 means to display the information contained in a received call in plain
language;
.5 means for the manual entry of the position information; additionally,
automatic entry may be provided; and
.6 means for the manual entry of the time at which the position was
determined; additionally, automatic entry may be provided.
11.3 Distress message storage
11.3.1 If the received messages are not printed immediately, sufficient capacity should
be provided to enable at least 20 received distress messages to be stored in the
DSC facility.
11.3.2 These messages should be stored until readout.
11.4 It should be possible to initiate and make distress and safety calls from the
position from which the ship is normally navigated. The means for initiating
a distress call should be easy to operate and protected against inadvertent
activation.
11.5 Initiation of DSC distress calls should supersede any other operation of the facility.
11.6 Self-identification data should be stored in the DSC unit. It should not be
possible for the user easily to change these data.
11.7 Means should be provided to enable routine testing of the DSC facilities
without radiation of signals.
11.8 Provision should be made for:
.1 a specific aural alarm and visual indication to indicate receipt of a distress
or urgency call or a call having distress category. It should not be possible
to disable this alarm and indication. Provision should be made to ensure
that they can be reset only manually; and
.2 aural alarms and visual indication for calls other than distress and urgency.

12 POWER SUPPLY
The VHF radio installation should be powered from the ship’s main source
of electrical energy. In addition, it should be possible to operate the VHF
installation from an alternative source of electrical energy.

* Class A or B DSC equipment conforming to CCIR Recommendation 493 should be used to meet
this requirement.

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1.1(b)
Resolution A.803(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR SHIPBORNE VHF RADIO

INSTALLATIONS CAPABLE OF VOICE COMMUNICATION AND
DIGITAL SELECTIVE CALLING

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulations IV/7.1.1, 7.1.2 and 14.1 of the 1988 amendments to the
International Convention for the Safety of Life at Sea (SOLAS), 1974, concerning
radiocommunications for the global maritime distress and safety system (GMDSS),
which require respectively that ships be provided with a VHF radio installation capable
of voice communication and digital selective calling and that such VHF radio installations
shall conform to appropriate performance standards not inferior to those adopted by the
Organization,
RECOGNIZING the need to prepare performance standards for VHF radio installations
capable of voice communication and digital selective calling to be used in the GMDSS
in order to ensure the operational reliability of such equipment and to avoid, as far as
practicable, adverse interaction between such equipment and other communication and
navigation equipment on board ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
sixty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for Shipborne VHF Radio
Installations Capable of Voice Communication and Digital Selective Calling set out in the
annex to the present resolution;
2. RECOMMENDS Governments to ensure that shipborne VHF radio installations
capable of voice communication and digital selective calling which will form part of the
GMDSS:
(a) if installed on or after 23 November 1996, conform to performance standards
not inferior to those specified in the annex to the present resolution;
(b) if installed before 23 November 1996, conform to performance standards not
inferior to those specified in the annex to resolution A.609(15);
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE VHF RADIO INSTALLATIONS CAPABLE OF VOICE
COMMUNICATION AND DIGITAL SELECTIVE CALLING

1 INTRODUCTION
The VHF radio installation, in addition to meeting the requirements of the
Radio Regulations, the relevant ITU-R Recommendations and the general
requirements set out in resolution A.694(17), should comply with the following
performance standards.

2 GENERAL
2.1 The installation, which may consist of more than one piece of equipment,
should be capable of operating on single-frequency channels or on single-
and two-frequency channels.
2.2 The equipment should provide for the following categories of calls using both
voice and digital selective calling (DSC):
.1 distress, urgency and safety;
.2 ship operational requirements; and
.3 public correspondence.
2.3 The equipment should provide for the following categories of communications
using voice:
.1 distress, urgency and safety;
.2 ship operational requirements; and
.3 public correspondence.
2.4 The equipment should comprise at least:
.1 a transmitter/receiver including antenna;
.2 an integral control unit or one or more separate control units;
.3 a microphone with a press-to-transmit switch, which may be combined
with a telephone in a handset;
.4 an internal or external loudspeaker;
.5 an integral or separate digital selective calling facility; and
.6 a dedicated DSC watchkeeping facility to maintain a continuous watch on
channel 70.
2.5 The installation may also include additional receivers.
2.6 A distress alert should be activated only by means of a dedicated distress
button. This button should not be any key of an ITU-T digital input panel or
an ISO keyboard provided on the equipment.
2.7 The dedicated distress button should:

.1 be clearly identified; and

.2 be protected against inadvertent operation.
2.8 The distress alert initiation should require at least two independent actions.
2.9 The equipment should indicate the status of the distress alert transmission.
2.10 It should be possible to interrupt and initiate distress alerts at any time.

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3 CLASS OF EMISSION, FREQUENCY BANDS AND CHANNELS

3.1 The equipment may be designated for operation on one or more channels
selected from and in accordance with appendix 18 of the Radio Regulations.
3.2 The radiotelephone facility shall be capable of operating as follows:
.1 in the band 156.3 MHz to 156.875 MHz on single-frequency channels
as specified in appendix 18 to the Radio Regulations; and
.2 in the band 156.025 MHz to 157.425 MHz for transmitting and the band
160.625 MHz to 162.025 MHz for receiving on two-frequency channels
as specified in appendix 18 to the Radio Regulations.
3.3 The digital selective calling facility should be capable of operating on channel
70.
3.4 Class of emission should comply with appendix 19 of the Radio Regulations.

4 CONTROLS AND INDICATORS

4.1 General
4.1.1 Change of channel should be capable of being made as rapidly as possible, but
in any event within 5 s.
4.1.2 The time taken to switch from the transmit to the receive condition, and vice
versa, should not exceed 0.3 s.
4.1.3 An on/off switch should be provided for the entire installation with a visual
indication that the installation is switched on.
4.1.4 A visual indication that the carrier is being transmitted should be provided.
4.1.5 The equipment should indicate the channel number, as given in the Radio
Regulations, to which it is tuned. It should allow the determination of the
channel number under all conditions of external lighting. Where practicable,
channels 16 and 70 should be distinctively marked.
4.1.6 Control of the equipment should be possible at the position from which the ship
is normally navigated. Control from that position should have priority if additional
control units are provided. When there is more than one control unit, indication
should be given to the other units that the equipment is in operation.
4.1.7 The equipment should not be able to transmit during channel switching
operation.
4.1.8 Operation of the transmit/receive control should not cause unwanted
emissions.

4.2 Radiotelephone facility

4.2.1 Provision should be made for changing from transmission to reception by use of
a press-to-transmit switch. Additionally, facilities for operation on two-frequency
channels without manual control may be provided.
4.2.2 The receiver should be provided with a manual volume control by which the
audio output may be varied.
4.2.3 A squelch (mute) control should be provided on the exterior of the equipment.

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5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be operational within 1 min of switching on.

6 SAFETY PRECAUTIONS
The equipment, when operating, should not be damaged by the effects of open-
circuited or short-circuited antenna terminals.

7 TRANSMITTER OUTPUT POWER

7.1 The transmitter output power should be between 6 and 25 W.
7.2 Provision should be made for reducing the transmitter output power to a value
of between 0.1 W and 1 W. However, this reduction of the power is optional
on channel 70.

8 RECEIVER PARAMETERS

8.1 Radiotelephone facility

The sensitivity of the receiver should be equal to or better than 2 µV e.m.f. for a
signal-to-noise ratio of 20 dB.
8.2 Digital selective calling facility
With a DSC modulated input signal having a level of 1 µV e.m.f. to its
associated VHF receiver, the DSC equipment should be capable of decoding
the received message with a maximum permissible output character error rate
of 10–2.
8.3 Immunity to interference
The immunity to interference of the receiver should be such that the wanted
signal is not seriously affected by unwanted signals.

9 ANTENNA SYSTEM
The VHF antenna or antennae should be vertically polarized and, as far as
practicable, be omnidirectional in the horizontal plane. The installation should
be suitable for efficient radiation and reception of signals at the operating
frequencies.

10 LOUDSPEAKER AND TELEPHONE HANDSET (radiotelephone facility)

10.1 The receiver output should be suitable for use with a loudspeaker or a
telephone handset. The audio output should be sufficient to be heard in the
ambient noise level likely to be encountered on board ships.
10.2 It should be possible to switch off the loudspeaker without affecting the audio
output of the telephone handset, if provided.
10.3 In the transmit condition during simplex operation, the output of the receiver
should be muted.
10.4 In the transmit condition during duplex operation, only the telephone handset
should be in circuit. Care should be taken to prevent any electrical or acoustic
feedback, which could cause singing.

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GMDSS terrestrial communications – 1.1(b)

11 DIGITAL SELECTIVE CALLING FACILITY

11.1 The facility should conform to the provisions of the relevant ITU-R
Recommendations pertaining to the DSC system.*
11.2 The DSC facility should comprise:
.1 means to decode and encode DSC messages;
.2 means necessary for composing the DSC message;
.3 means to verify the prepared message before it is transmitted;
.4 means to display the information contained in a received call in plain
language;
.5 means for the manual entry of the position information; additionally,
automatic entry may be provided; and
.6 means for the manual entry of the time at which the position was
determined; additionally, automatic entry may be provided.

11.3 Distress message storage

11.3.1 If the received messages are not printed immediately, sufficient capacity should
be provided to enable at least 20 received distress messages to be stored in the
DSC facility.
11.3.2 These messages should be stored until readout.
11.4 It should be possible to initiate and make distress and safety calls from the
position from which the ship is normally navigated. The means for initiating a
distress call should be as prescribed in paragraph 2.6.
11.5 Initiation of DSC distress calls should supersede any other operation of the
facility.
11.6 Self-identification data should be stored in the DSC unit. It should not be
possible for the user easily to change these data.
11.7 Means should be provided to enable routine testing of the DSC facilities
without radiation of signals.
11.8 Provision should be made for:
.1 a specific aural alarm and visual indication to indicate receipt of a distress
or urgency call or a call having distress category. It should not be possible
to disable this alarm and indication. Provision should be made to ensure
that they can be reset only manually; and
.2 aural alarms and visual indication for calls other than distress and urgency.

12 POWER SUPPLY
The VHF radio installation should be powered from the ship’s main source
of electrical energy. In addition, it should be possible to operate the VHF
installation from an alternative source of electrical energy.

* Class A or B DSC equipment conforming to Recommendation ITU-R M.493 should be used to meet
this requirement.

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GMDSS terrestrial communications – 1.1(c)

1.1(c)
Resolution MSC.68(68) – Adopted on 6 June 1997

ADOPTION OF AMENDMENTS TO PERFORMANCE

STANDARDS FOR SHIPBORNE RADIOCOMMUNICATION
EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the functions
of adopting performance standards for radio and navigational equipment, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf
of the Organization,
NOTING the experience gained by the international maritime community on the use of
shipborne equipment in the Global Maritime Distress and Safety System,
RECOGNIZING the need to update performance standards for VHF and MF radio
installations capable of voice communication and digital selective calling, MF/HF radio
installations capable of voice communication, narrow-band direct-printing and digital
selective calling, and Inmarsat-C ship earth stations capable of transmitting and receiving
direct-printing communications,
HAVING CONSIDERED amendments, which, with respect to resolution A.807(19), were
agreed by Inmarsat, to performance standards prepared at the second session of the Sub-
Committee on Radiocommunications and Search and Rescue,
1. ADOPTS the amendments to the following performance standards adopted by the
Assembly, set out in annexes 1 to 4 to the present resolution:
(a) Resolution A.803(19) – Performance Standards for Shipborne VHF Radio
installations Capable of Voice Communication and Digital Selective Calling
(annex 1);
(b) Resolution A.804(19) – Performance Standards for Shipborne MF Radio
installations Capable of Voice Communication and Digital Selective Calling
(annex 2);
(c) Resolution A.806(19) – Performance Standards for Shipborne MF/HF Radio
Installations Capable of Voice Communication, Narrow-Band Direct-Printing
and Digital Selective Calling (annex 3); and
(d) Resolution A.807(19) – Performance Standards for Inmarsat-C Ship Earth
Stations Capable of Transmitting and Receiving Direct-Printing Communications
(annex 4);

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2. RECOMMENDS Governments to ensure that equipment and systems listed in the

present resolution and installed on or after 1 January 2000 conform to the amended
performance standards specified in the attached annexes.

Annex 1
AMENDMENTS TO RESOLUTION A.803(19) – PERFORMANCE
STANDARDS FOR VHF RADIO INSTALLATIONS CAPABLE OF VOICE
COMMUNICATION AND DIGITAL SELECTIVE CALLING
Modify paragraphs 11.2.5 and 11.2.6 of the annex, as follows:
“.5 facilities to automatically update the ship’s position and the time at which
the position was determined from a suitable electronic position-fixing aid
which may be an integral part of the equipment. For equipment which does
not have an integral position-fixing aid, such facilities should include a
suitable interface conforming to the appropriate international standard;*
.6 means for manual entry of position information and the time at which
the position was determined; and”
Add new paragraph 11.2.7:
“.7 means to activate an alarm when no position data is received from the
electronic position-fixing aid or, in the case of manual input, the position
information is over 4 hours old. Any position information not updated for
more than 23½ hours should be erased.”
Modify paragraph 11.3.2, as follows:
“11.3.2 These messages should be stored until readout and should be erased
48 hours after their reception.”
Modify the second sentence of paragraph 11.4, as follows:
“11.4 … The means for initiating a distress alert should be as prescribed in
2.6 to 2.8.”

* IEC 1162.

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GMDSS terrestrial communications – 1.2(a)

1.2(a)
Resolution A.610(15) – Adopted on 19 November 1987

PERFORMANCE STANDARDS FOR SHIPBORNE

MF RADIO INSTALLATIONS CAPABLE OF VOICE
COMMUNICATION AND DIGITAL SELECTIVE CALLING

THE ASSEMBLY,

RECALLING Article 15(j) of the Convention on the International Maritime Organization

concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,

RECOGNIZING the need to prepare performance standards for MF radio installations

capable of voice communication and digital selective calling to ensure the operational
reliability of such equipment and to avoid, as far as practicable, adverse interaction
between such equipment and other communication and navigation equipment aboard
ship,

HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
fifty-third session,

1. ADOPTS the Recommendation on Performance Standards for MF Radio Installations

Capable of Voice Communication and Digital Selective Calling, the text of which is set
out in the annex to this resolution;

2. RECOMMENDS Member Governments to ensure that shipborne MF radio installations

capable of voice communication and digital selective calling which will form part of the
global maritime distress and safety system (GMDSS) conform to performance standards
not inferior to those specified in the annex to this resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE MF RADIO INSTALLATIONS CAPABLE OF VOICE
COMMUNICATION AND DIGITAL SELECTIVE CALLING

Part A
General
1 INTRODUCTION
The MF radiotelephone and digital selective calling installation, in addition to
meeting the requirements of the Radio Regulations, should comply with the
following performance standards and with the general requirements set out in
Assembly resolution A.569(14).

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2 GENERAL
2.1 The installation which may consist of more than one piece of equipment, should
be capable of operating on single-frequency channels or on single- and two-
frequency channels.
2.2 The equipment should provide for the following categories of calling using both
voice and digital selective calling (DSC):
.1 distress, urgency and safety;
.2 ship operational requirements; and
.3 public correspondence.
2.3 The equipment should provide for the following categories of communications
using voice and, optionally, narrow-band direct printing (NBDP):
.1 distress, urgency and safety;
.2 ship operational requirements; and
.3 public correspondence.
2.4 The equipment should comprise at least:
.1 a transmitter/receiver, including antenna;
.2 an integral control unit or one or more separate control units;
.3 a microphone with a press-to-transmit switch which may be combined
with a telephone in a handset;
.4 an internal or external loudspeaker;
.5 an integral or separate digital selective calling facility; and
.6 a dedicated DSC watchkeeping facility to maintain a continuous watch on
the distress channel.
2.5 Power supply
The MF radio installation should be powered from the ship’s main source of
electrical energy. In addition, it should be possible to operate the MF installation
from an alternative source of electrical energy.
2.6 Control
It should be possible to conduct distress and safety communications from the
position, or in the vicinity of the position, from which the vessel is normally
navigated.

Part B
Transmitters

1 FREQUENCIES AND CLASSES OF EMISSION

1.1 The radiotelephone and DSC transmitter should be capable of transmitting
on a number of frequencies in the bands between 1605 kHz and 4000 kHz
considered by the Administration as adequate for the operation of the ship, but
at least on the frequencies 2182 kHz and 2187.5 kHz.
1.2 Radiotelephone frequencies are designated in terms of the carrier frequency;
DSC frequencies are designated in terms of the assigned (centre) frequency.
When DSC signals are transmitted using a transmitter in J2B mode the
(suppressed) carrier frequency should be adjusted so as to have the DSC signal
transmitted on the assigned DSC frequency. The selected transmitter frequency
should be clearly identifiable on the control panel of the equipment.

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1.3.1 The transmitter should be capable of transmitting (upper side band signals,
where appropriate) using classes of emission J3E, H3E and either J2B or F1B.
1.3.2 When switching to the preset distress frequency 2182 kHz the appropriate
class of emission in accordance with the Radio Regulations should be selected
automatically.
1.3.3 When switching to the preset distress frequency 2187.5 kHz the class of
emission J2B or F1B should be selected automatically.*
1.4 It should be possible to change the transmitter from any class of emission to
another for which it is designed to operate by means of not more than one
control.
1.5 It should be possible for the user to select transmission frequencies independent
of any receiver setting. This does not preclude the use of transceivers.
1.6 It should be possible to change the transmitter quickly from operation on any
frequency to operation on any other frequency, and in any event within a
period not exceeding 15 s. The equipment should not be able to transmit during
channel switching operations.
1.7 Means should be provided to prevent overmodulation automatically.

2 FREQUENCY STABILITY AND ACCURACY

The transmitter frequency should remain within 10 Hz of the required
frequency at all times following the warming-up period.

3 OUTPUT POWER†
3.1 During normal modulation, the peak envelope power in the case of J3E or
H3E emissions, or the mean power in the case of J2B or F1B emissions, should
be at least 60 W at any frequency within the specified frequency range.
3.2 If the rated output power exceeds 400 W, provision should be made for
reducing the output to 400 W or less.

4 PERMISSIBLE WARMING-UP PERIOD

The equipment should be capable of operating on 2182 kHz and 2187.5 kHz
within 1 min after switching on.

5 CONTINUOUS OPERATION
Continuous operation should be possible when the transmitter is adjusted to its
rated power.

6 CONTROLS AND INDICATORS

6.1 Provision should be made for indicating the antenna current or power delivered
to the antenna. Failure of the indicating system should not interrupt the antenna
circuit.
6.2 Manually tuned equipment should be fitted with a sufficient number of
indicators to permit accurate and rapid tuning.
6.3 Operation of the transmit/receive control should not cause unwanted
emissions.

* Existing transmitters during the transition and amortization period may be exempted from these
requirements.
†
In determining the A2 area an antenna efficiency of 25% and an output power of 60 W are assumed.

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6.4 All adjustments and controls necessary for switching the transmitter to operate
on 2182 kHz and 2187.5 kHz should be clearly marked in order that these
operations may be performed readily.

7 SAFETY PRECAUTIONS
The equipment should be so designed and constructed that when the
transmitter is providing power to the antenna the transmitter is protected
against damage resulting from disconnection of the antenna or short-circuiting
of antenna terminals. If this protection is provided by means of a safety device,
that device should automatically be reset following removal of the antenna
open-circuit or short-circuit conditions.

8 POWER SUPPLY
8.1 If it is necessary to delay the application of voltage, for example anode voltage,
to any part of the transmitter after switching on, this delay should be provided
automatically.
8.2 If the transmitter includes parts which are required to be heated in order to
operate correctly, for example crystal ovens, the power supplies to the heating
circuits should be so arranged that they can remain operative when other
supplies to or within the equipment are switched off. If a special switch for
the heating circuits is provided, its function should be clearly indicated; it
shall normally be in the “on” position and be protected against inadvertent
operation. The correct operating temperature should be reached within a
period of 30 min after the application of power.

Part C
Receivers

1 FREQUENCIES AND CLASSES OF EMISSION

1.1 The receiver should be capable of being tuned throughout the bands
between 1605 kHz and 4000 kHz. Tuning should be either continuous, or
by incremental steps, or by the selection of a number of spot frequencies
considered by the Administration as adequate for the operation of the ship,
or by any combination of these methods. The frequencies 2182 kHz and
2187.5 kHz should always be included.
1.2 Radiotelephone frequencies should be designated in terms of the carrier
frequency; DSC frequencies should be designated in terms of assigned (centre)
frequency. The selected receiver frequency should be clearly identifiable on the
control panel of the equipment.
1.3 The receiver should be capable of receiving upper side band signals as
appropriate for classes of emission J3E, H3E, J2B and F1B.
1.4 The class of emission should be selectable by not more than one control.
1.5 It should be possible for the user to select reception frequencies independent of
any transmitter setting. This does not preclude the use of transceivers.
1.6 The receiver should be capable of being tuned to different frequencies quickly,
and in any event within a period not exceeding 15 s.

2 FREQUENCY STABILITY AND ACCURACY

The receiver frequency should at all times remain within 10 Hz of the required
frequency following the warming-up period.

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3 USABLE SENSITIVITY
For classes of emission J3E and F1B the sensitivity of the receiver should be
equal to or better than 6 µV e.m.f. at the receiver input for a signal-to-noise
ratio of 20 dB. For DSC an output character error rate of 10–2 or less should be
obtained for a signal-to-noise ratio of 12 dB.

4 RECEIVER OUTPUT
4.1 For the reception of voice signals, the receiver should be suitable for use with
a loudspeaker and a telephone handset and should be capable of providing
power of at least 2 W to the loudspeaker and at least 1 mW to the handset.
4.2 An output should be provided for DSC signals if the corresponding facility is not
integrated.

5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be capable of operating on 2182 kHz and 2187.5 kHz
within 1 min after switching on.

6 IMMUNITY TO INTERFERENCE
The immunity to interference of the receiver should be such that the wanted
signal is not seriously affected by unwanted signals.

7 CONTROLS
7.1 All adjustment and controls necessary for switching the receiver to operate on
2187.5 kHz should be clearly marked in order that these operations may be
performed readily. The arrangements for switching the receiver to operate on
2182 kHz should also be clearly marked.
7.2 The receiver should be provided with automatic gain control.

8 POWER SUPPLY
If the receiver includes parts which are required to be heated in order to
operate correctly, for example crystal ovens, the power supplies to the heating
circuits should be so arranged that they can remain operative when other
supplies to or within the equipment are switched off. If a special switch for
the heating circuits is provided, its function should be clearly indicated; it
shall normally be in the “on” position and be protected against inadvertent
operation. The correct operating temperature should be reached within a
period of 30 min after the application of power.

Part D
Digital selective calling facility

1 The facility should conform to the provisions of the relevant CCIR

Recommendations pertaining to the DSC system.*
2 The DSC facility should comprise:
.1 means to decode and encode DSC messages;
.2 means necessary for composing the DSC message;
.3 means to verify the prepared message before it is transmitted;

* Class A or B DSC equipment conforming to CCIR Recommendation 493 should be used to meet this
requirement.

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.4 means to display the information contained in a received call in plain

language;
.5 means for the manual entry of the position information; additionally
automatic entry may be provided; and
.6 means for the manual entry of the time at which the position was
determined; additionally automatic entry may be provided.

3 DISTRESS MESSAGE STORAGE

3.1 If the received messages are not printed immediately, sufficient capacity should
be provided to enable at least 20 received distress messages to be stored in the
DSC facility.
3.2 These messages should be stored until read-out.
4 It should be possible to initiate and make distress and safety calls from the
position from which the ship is normally navigated. The means for initiating
a distress call should be easy to operate and protected against inadvertent
activation.
5 Initiation of DSC distress calls should supersede any other operation of the
facility.
6 Self-identification data should be stored in the DSC unit. It should not be
possible for the user easily to change these data.
7 Means should be provided to enable routine testing of the DSC facilities
without radiation of signals.
8 Provision should be made for a specific aural alarm and visual indication to
indicate receipt of a distress or urgency call or a call having distress category. It
should not be possible to disable this alarm and indication. Provision should be
made to ensure that they can be reset only manually.

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GMDSS terrestrial communications – 1.2(b)

1.2(b)
Resolution 804(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR SHIPBORNE

MF RADIO INSTALLATIONS CAPABLE OF VOICE
COMMUNICATION AND DIGITAL SELECTIVE CALLING

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulations IV/8.13, 9.1.1, 9.1.2, 10.1.2 and 14.1 of the 1988
amendments to the International Convention for the Safety of Life at Sea (SOLAS)
1974, concerning radiocommunications for the global maritime distress and safety
system (GMDSS), which require, respectively, that ships be provided with a MF radio
installation capable of voice communication and digital selective calling and that such
MF radio installations shall conform to appropriate performance standards not inferior
to those adopted by the Organization,
RECOGNIZING the need to prepare performance standards for shipborne MF radio
installations capable of voice communication and digital selective calling to be used in the
GMDSS in order to ensure the operational reliability of such equipment and to avoid, as
far as practicable, adverse interaction between such equipment and other communication
and navigation equipment on board ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for Shipborne MF Radio
Installations Capable of Voice Communication and Digital Selective Calling set out in the
annex to the present resolution;
2. RECOMMENDS Governments to ensure that shipborne MF radio installations capable of
voice communication and digital selective calling, which will form part of the GMDSS:
(a) if installed on or after 23 November 1996, conform to performance standards
not inferior to those specified in the annex to this resolution,
(b) if installed before 23 November 1996, conform to performance standards not
inferior to those specified in the annex to resolution A.610(15);
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE MF RADIO INSTALLATIONS CAPABLE OF
VOICE COMMUNICATION AND DIGITAL SELECTIVE CALLING

Part A
General

1 INTRODUCTION
The MF radiotelephone and digital selective calling installation, in addition
to meeting the requirements of the Radio Regulations, the relevant ITU-R
Recommendations and the general requirements set out in Assembly resolution
A.694(17), should comply with the following performance standards.

2 GENERAL
2.1 The installation, which may consist of more than one piece of equipment,
should be capable of operating on single-frequency channels or on single- and
two-frequency channels.
2.2 The equipment should provide for the following categories of calling, using both
voice and digital selective calling (DSC):
.1 distress, urgency and safety;
.2 ship operational requirements; and
.3 public correspondence.
2.3 The equipment should provide for the following categories of communications,
using voice and, optionally, narrow-band direct printing (NBDP):
.1 distress, urgency and safety;
.2 ship operational requirements; and
.3 public correspondence.
2.4 The equipment should comprise at least:
.1 a transmitter/receiver, including antenna;
.2 an integral control unit or one or more separate control units;
.3 a microphone with a press-to-transmit switch, which may be combined
with a telephone in a handset;
.4 an internal or external loudspeaker;
.5 an integral or separate digital selective calling facility; and
.6 a dedicated DSC watchkeeping facility to maintain a continuous watch on
the distress channel.
2.5 A distress alert should be activated only by means of a dedicated distress
button. This button should not be any key of an ITU-T digital input panel or an
ISO keyboard provided on the equipment.
2.6 The dedicated distress button should:
.1 be clearly identified; and
.2 be protected against inadvertent operation.
2.7 The distress alert initiation should require at least two independent actions.
2.8 The equipment should indicate the status of the distress alert transmission.
2.9 It should be possible to interrupt and initiate distress alerts at any time.

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3 POWER SUPPLY
The MF radio installation should be powered from the ship’s main source of
electrical energy. In addition, it should be possible to operate the MF installation
from an alternative source of electrical energy.

4 CONTROL
It should be possible to conduct distress and safety communications from the
position, or in the vicinity of the position, from which the ship is normally
navigated.

Part B
Transmitters

1 FREQUENCIES AND CLASSES OF EMISSION

1.1 The radiotelephone and DSC transmitter should be capable of transmitting
on a number of frequencies in the bands between 1605 kHz and 4000 kHz
considered by the Administration as adequate for the operation of the ship, but
at least on the frequencies 2182 kHz and 2187.5 kHz.
1.2 Radiotelephone frequencies are designated in terms of the carrier frequency;
DSC frequencies are designated in terms of the assigned (centre) frequency.
When DSC signals are transmitted using a transmitter in J2B mode, the
(suppressed) carrier frequency should be adjusted so as to have the DSC signal
transmitted on the assigned DSC frequency. The selected transmitter frequency
should be clearly identifiable on the control panel of the equipment.
1.3 The transmitter should be capable of transmitting (upper side band signals,
where appropriate) using classes of emission J3E, H3E* and either J2B or F1B.
1.3.1 When switching to the preset distress frequency 2182 kHz, the appropriate
class of emission in accordance with the Radio Regulations should be selected
automatically.†
1.3.2 When switching to the preset distress frequency 2187.5 kHz, the class of
emission J2B or F1B should be selected automatically.†
1.4 It should be possible to change the transmitter from any class of emission to
another for which it is designed to operate by means of not more than one
control.
1.5 It should be possible for the user to select transmission frequencies independent
of any receiver setting. This does not preclude the use of transceivers.
1.6 It should be possible to change the transmitter quickly from operation on any
frequency to operation on any other frequency, and in any event within a
period not exceeding 15 s. The equipment should not be able to transmit during
channel switching operations.
1.7 Means should be provided to prevent over-modulation automatically.

2 FREQUENCY STABILITY AND ACCURACY

The transmitter frequency should remain within 10 Hz of the required
frequency at all times following the warming-up period.

* It is not required for transmitters manufactured on or after 1 July 2002.

†
Existing transmitters during the transition and amortization period may be exempted from these
requirements.

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3 OUTPUT POWER*
3.1 During normal modulation, the peak envelope power in the case of J3E or H3E
emissions, or the mean power in the case of J2B or F1B emissions, should be at
least 60 W at any frequency within the specified frequency range.
3.2 If the rated output power exceeds 400 W, provision should be made for
reducing the output to 400 W or less.

4 PERMISSIBLE WARMING-UP PERIOD

The equipment should be capable of operating on 2182 kHz and 2187.5 kHz
within 1 min after switching on.

5 CONTINUOUS OPERATION
Continuous operation should be possible when the transmitter is adjusted to
its rated power.

6 CONTROLS AND INDICATORS

6.1 Provision should be made for indicating the antenna current or power delivered
to the antenna. Failure of the indicating system should not interrupt the antenna
circuit.
6.2 Manually tuned equipment should be fitted with a sufficient number of
indicators to permit accurate and rapid tuning.
6.3 Operation of the transmit/receive control should not cause unwanted
emissions.
6.4 All adjustments and controls necessary for switching the transmitter to operate
on 2182 kHz and 2187.5 kHz should be clearly marked, in order that these
operations may be performed readily.

7 SAFETY PRECAUTIONS
The equipment should be so designed and constructed that, when the
transmitter is providing power to the antenna, the transmitter is protected
against damage resulting from disconnection of the antenna or short-circuiting
of antenna terminals. If this protection is provided by means of a safety device,
that device should automatically be reset following removal of the antenna
open-circuit or short-circuit conditions.

8 POWER SUPPLY
8.1 If it is necessary to delay the application of voltage, for example anode voltage,
to any part of the transmitter after switching on, this delay should be provided
automatically.
8.2 If the transmitter includes parts which are required to be heated in order to
operate correctly, for example crystal ovens, the power supplies to the heating
circuits should be so arranged that they can remain operative when other
supplies to or within the equipment are switched off. If a special switch for
the heating circuits is provided, its function should be clearly indicated; it
shall normally be in the “on” position and be protected against inadvertent
operation. The correct operating temperature should be reached within a
period of 30 min after the application of power.

* In determining the A2 area, an antenna efficiency of 25% and an output power of 60 W are assumed.

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Part C
Receivers
1 FREQUENCIES AND CLASSES OF EMISSION
1.1 The receiver should be capable of being tuned throughout the bands between
1605 kHz and 4000 kHz. Tuning should be either continuous, or by incremental
steps, or by the selection of a number of spot frequencies considered by the
Administration as adequate for the operation of the ship, or by any combination
of these methods. The frequencies 2182 kHz and 2187.5 kHz should always be
included.
1.2 Radiotelephone frequencies should be designated in terms of the carrier
frequency; DSC frequencies should be designated in terms of assigned (centre)
frequency. The selected receiver frequency should be clearly identifiable on the
control panel of the equipment.
1.3 The receiver should be capable of receiving upper side band signals, as
appropriate, for classes of emission J3E, H3E, J2B and F1B.
1.4 The class of emission should be selectable by not more than one control.
1.5 It should be possible for the user to select reception frequencies independent of
any transmitter setting. This does not preclude the use of transceivers.
1.6 The receiver should be capable of being tuned to different frequencies quickly,
and in any event, within a period not exceeding 15 s.

2 FREQUENCY STABILITY AND ACCURACY

The receiver frequency should at all times remain within 10 Hz of the required
frequency following the warming-up period.

3 USABLE SENSITIVITY
For classes of emission J3E and F1B the sensitivity of the receiver should be
equal to or better than 6 µV e.m.f. at the receiver input for a signal-to-noise
ratio of 20 dB. For DSC, an output character error rate of 10–2 or less should be
obtained for a signal-to-noise ratio of 12 dB.

4 RECEIVER OUTPUT
4.1 For the reception of voice signals, the receiver should be suitable for use with
a loudspeaker and a telephone handset and should be capable of providing
power of at least 2 W to the loudspeaker and at least 1 mW to the handset.
4.2 An output should be provided for DSC signals if the corresponding facility is not
integrated.

5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be capable of operating on 2182 kHz and 2187.5 kHz
within 1 min after switching on.

6 IMMUNITY TO INTERFERENCE
The immunity to interference of the receiver should be such that the wanted
signal is not seriously affected by unwanted signals.

7 CONTROLS
7.1 All adjustment and controls necessary for switching the receiver to operate on
2187.5 kHz should be clearly marked in order that these operations may be
performed readily. The arrangements for switching the receiver to operate on
2182 kHz should also be clearly marked.
7.2 The receiver should be provided with automatic gain control.

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8 POWER SUPPLY
If the receiver includes parts which are required to be heated in order to
operate correctly, for example crystal ovens, the power supplies to the heating
circuits should be so arranged that they can remain operative when other
supplies to or within the equipment are switched off. If a special switch for
the heating circuits is provided, its function should be clearly indicated; it
should normally be in the “on” position and be protected against inadvertent
operation. The correct operating temperature should be reached within a
period of 30 min after the application of power.

Part D
Digital selective calling facility

1 The facility should conform to the provisions of the relevant ITU-R

Recommendations pertaining to the DSC system.*
2 The DSC facility should comprise:
.1 means to decode and encode DSC messages;
.2 means necessary for composing the DSC message;
.3 means to verify the prepared message before it is transmitted;
.4 means to display the information contained in a received call in plain
language;
.5 means for the manual entry of the position information; additionally,
automatic entry may be provided; and
.6 means for the manual entry of the time at which the position was
determined; additionally, automatic entry may be provided.

3 DISTRESS MESSAGE STORAGE

3.1 If the received messages are not printed immediately, sufficient capacity should
be provided to enable at least 20 received distress messages to be stored in the
DSC facility.
3.2 These messages should be stored until readout.
4 It should be possible to initiate and make distress and safety calls from the
position from which the ship is normally navigated. The means for initiating a
distress call should be as prescribed in paragraph 2.5 of Part A.
5 Initiation of DSC distress calls should supersede any other operation of the
facility.
6 Self-identification data should be stored in the DSC unit. It should not be
possible for the user easily to change these data.
7 Means should be provided to enable routine testing of the DSC facilities
without radiation of signals.
8 Provision should be made for a specific aural alarm and visual indication to
indicate receipt of a distress or urgency call or a call having distress category. It
should not be possible to disable this alarm and indication. Provision should be
made to ensure that they can be reset only manually.

* Class A or B DSC equipment conforming to Recommendation ITU-R M.493 should be used to meet
this requirement.

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GMDSS terrestrial communications – 1.2(c)

1.2(c)
Resolution MSC.68(68) – Adopted on 6 June 1997

ADOPTION OF AMENDMENTS TO PERFORMANCE

STANDARDS FOR SHIPBORNE RADIOCOMMUNICATION
EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
NOTING the experience gained by the international maritime community on the use of
shipborne equipment in the Global Maritime Distress and Safety System,
RECOGNIZING the need to update performance standards for VHF and MF radio
installations capable of voice communication and digital selective calling, MF/HF
radio installations capable of voice communication, narrow-band direct-printing and
digital selective calling, and Inmarsat-C ship earth stations capable of transmitting and
receiving direct-printing communications,
HAVING CONSIDERED amendments, which, with respect to resolution A.807(19), were
agreed by Inmarsat, to performance standards prepared at the second session of the
Sub-Committee on Radiocommunications and Search and Rescue,
1. ADOPTS the amendments to the following performance standards adopted by the
Assembly, set out in annexes 1 to 4 to the present resolution:
(a) Resolution A.803(19) – Performance Standards for Shipborne VHF Radio
Installations Capable of Voice Communication and Digital Selective Calling
(annex 1);
(b) Resolution A.804(19) – Performance Standards for Shipborne MF Radio
Installations Capable of Voice Communication and Digital Selective Calling
(annex 2);
(c) Resolution A.806(19) – Performance Standards for Shipborne MF/HF
Radio Installations Capable of Voice Communication, Narrow-Band Direct-
Printing and Digital Selective Calling (annex 3); and
(d) Resolution A.807(19) – Performance Standards for Inmarsat-C Ship
Earth Stations Capable of Transmitting and Receiving Direct-Printing
Communications (annex 4);

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2. RECOMMENDS Governments to ensure that equipment and systems listed in the

present resolution and installed on or after 1 January 2000 conform to the amended
performance standards specified in the attached annexes.

Annex 2
AMENDMENTS TO RESOLUTION A.804(19) – PERFORMANCE
STANDARDS FOR MF RADIO INSTALLATIONS CAPABLE OF VOICE
COMMUNICATION AND DIGITAL SELECTIVE CALLING
Modify paragraphs 2.4, 2.5 and 2.6 of Part D of the annex, as follows:
“.4 means to display, in plain language with a minimum of 160 characters
in two or more lines, the information contained in a received call;
.5 facilities to automatically update the ship’s position and the time
at which the position was determined from a suitable electronic
position-fixing aid which may be an integral part of the equipment.
For equipment which does not have an integral position-fixing aid,
such facilities should include a suitable interface conforming to the
appropriate international standard;*
.6 means for manual entry of position information and the time at which
the position was determined; and”

Add new paragraph 2.7 of Part D of the annex, as follows:

“.7 means to activate an alarm when no position data is received from
the electronic position-fixing aid or, in the case of manual input, the
position information is over 4 hours old. Any position information not
updated for more than 23½ hours should be erased.”

Modify paragraph 3.2 of Part D of the annex, as follows:

“3.2 These messages should be stored until readout and should be erased
48 hours after their reception.”

Modify the second sentence of paragraph 4 of Part D of the annex, as

follows:
“4 … The means for initiating a distress alert should be as prescribed in
2.5 to 2.7 of Part A.”

* IEC 1162.

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1.3(a)
Resolution A.613(15) – Adopted on 19 November 1987

PERFORMANCE STANDARDS FOR SHIPBORNE MF/HF RADIO

INSTALLATIONS CAPABLE OF VOICE COMMUNICATION,
NARROW-BAND DIRECT PRINTING AND
DIGITAL SELECTIVE CALLING

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECOGNIZING the need to prepare performance standards for MF/HF radio installations
capable of voice communication, narrow-band direct printing and digital selective calling
to ensure the operational reliability of such equipment and to avoid, as far as practicable,
adverse interaction between such equipment and other communication and navigation
equipment aboard ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its fifty-fourth session,
1. ADOPTS the Recommendation on Performance Standards for MF/HF Radio
Installations Capable of Voice Communication, Narrow-Band Direct Printing and Digital
Selective Calling, the text of which is set out in the annex to the present resolution;
2. RECOMMENDS Member Governments to ensure that shipborne MF/HF radio
installations capable of voice communication, narrow-band direct printing and digital
selective calling which will form part of the global maritime distress and safety system
conform to performance standards not inferior to those specified in the annex to the
present resolution.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE MF/HF RADIO INSTALLATIONS CAPABLE OF VOICE
COMMUNICATION, NARROW-BAND DIRECT PRINTING
AND DIGITAL SELECTIVE CALLING

Part A
General
1 INTRODUCTION
The MF/HF radiotelephone, narrow-band direct-printing and digital selective
calling installation, in addition to meeting the requirements of the Radio
Regulations, should comply with the following performance standards and with
the general requirements set out in Assembly resolution A.569(14).

2 GENERAL
2.1 The installation, which may consist of more than one piece of equipment,
should be capable of operating on single-frequency channels or on single- and
two-frequency channels.
2.2 The equipment should provide for the following categories of calling using both
voice and digital selective calling (DSC):
.1 distress, urgency and safety;
.2 ship operational requirements; and
.3 public correspondence.

2.3 The equipment should provide for the following categories of communications
using both voice and narrow-band direct printing (NBDP):
.1 distress, urgency and safety;
.2 ship operational requirements; and
.3 public correspondence.

2.4 The equipment should comprise at least:

.1 a transmitter/receiver, including antenna(e);
.2 an integral control unit and/or one or more separate control units;
.3 a microphone with a press-to-transmit switch, which may be combined
with a telephone in a handset;
.4 an internal or external loudspeaker;
.5 an integral or separate narrow-band direct-printing facility;
.6 an integral or separate digital selective calling facility; and
.7 a dedicated DSC watchkeeping facility to maintain a continuous watch
on distress channels only. Where a scanning receiver is employed to
watch more than one DSC distress channel, all selected channels should
be scanned within 2 s and the dwell time on each channel should be
adequate to allow detection of the dot pattern which precedes each DSC
call. The scan should only stop on detection of a 100 baud dot pattern.
2.5 Power supply
The MF/HF radio installation should be powered from the ship’s main source
of electrical energy. In addition, it should be possible to operate the MF/HF
installation from an alternative source of electrical energy.

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2.6 Control
It should be possible to conduct distress and safety communications from the
position, or in the vicinity of the position, from which the vessel is normally
navigated.

Part B
Transmitters

1 FREQUENCIES AND CLASSES OF EMISSION

1.1 The transmitter should be capable of transmitting on all frequencies allocated
to the maritime mobile service in the frequency band 1605 kHz to 27,500
kHz. As a minimum, the following frequencies should be readily accessible
to the operator: the voice frequencies 2182, 4125, 6215, 8291, 12,290 and
16,420 kHz; the NBDP frequencies 2174.5, 4177.5, 6268, 8376.5, 12,520
and 16,695 kHz; and the DSC frequencies 2187.5, 4207.5, 6312, 8414.5,
12,577 and 16,804.5 kHz.
1.2 Radiotelephone frequencies are designated in terms of the carrier frequency;
NBDP and DSC frequencies are designated in terms of the assigned (centre)
frequency. When NBDP and DSC signals are transmitted using a transmitter
in the J2B mode the (suppressed) carrier frequency should be adjusted so as
to have the NBDP and the DSC signal transmitted on the assigned frequency.
The selected transmitter frequency should be clearly identifiable on the control
panel of the equipment.
1.3. .1 The transmitter should be capable of transmitting (upper side band
signals, where appropriate) using classes of emission J3E, H3E and either
J2B or F1B.
.2 When switching to the preset distress frequency 2182 kHz, the
appropriate class of emission in accordance with the Radio Regulations
should be selected automatically.*
.3 When switching to the assigned (centre) frequencies for NBDP and DSC
specified in paragraph 1.1 above, classes of emission FIB or J2B should be
selected automatically.*
1.4 It should be possible to change the transmitter from any class of emission to
another for which it is designed to operate by means of not more than one
control.
1.5 It should be possible for the user to select transmission frequencies independent
of any receiver setting. This does not preclude the use of transceivers.
1.6 It should be possible to change the transmitter quickly from operation on any
frequency to operation on any other frequency, and in any event within a
period not exceeding 15 s. The equipment should not be able to transmit during
channel switching operations.
1.7 Means should be provided to prevent overmodulation automatically.

2 FREQUENCY ACCURACY AND STABILITY

The transmitted frequency should remain within 10 Hz of the required
frequency at all times following the warming-up period.

* For existing transmitters, during the transition and amortization period, classes of emission may be
selected manually.

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3 OUTPUT POWER
3.1 During normal modulation, the peak envelope power in the case of J3E or H3E
emissions, or the mean power in the case of J2B or F1B emissions, should be at
least 60 W* at any frequency within the specified frequency range.
†
3.2 If the rated output power exceeds 400 W in the band, provision should be
made for reducing the output to 400 W or less. Generally, only the minimum
power necessary should be used for all radiocommunications.

4 PERMISSIBLE WARMING-UP PERIOD

The equipment should be capable of operation within 1 min after switching on.

5 CONTINUOUS OPERATION
Continuous operation should be possible when the transmitter is adjusted to
operate at its rated power.

6 CONTROLS AND INDICATORS

6.1 Provision should be made for indicating the antenna current or power delivered
to the antenna. Failure of the indicating system should not interrupt the antenna
circuit.
6.2 Manually tuned equipment should be fitted with a sufficient number of
indicators to permit accurate and rapid tuning.
6.3 Operation of the transmit/receive control should not cause unwanted
emissions.
6.4 All adjustment and controls necessary for switching the transmitter to operate
on 2182 kHz and 2187.5 kHz should be clearly marked in order that these
operations may be performed readily.

7 SAFETY PRECAUTIONS
The equipment should be so designed and constructed that when the
transmitter is providing power to the antenna, the transmitter is protected
against damage resulting from disconnection of the antenna or short-circuiting
of antenna terminals. If this protection is provided by means of a safety device,
that device should automatically be reset following removal of the antenna
open-circuit or short-circuit conditions.

8 POWER SUPPLY
8.1 If it is necessary to delay the application of voltage, for example anode voltage,
to any part of the transmitter after switching on, this delay should be provided
automatically.
8.2 If the transmitter includes parts which are required to be heated in order to
operate correctly, for example crystal ovens, the power supplies to the heating
circuits should be so arranged that they can remain operative when other
supplies to or within the equipment are switched off. If a special switch for the
heating circuits is provided, its functions should be clearly indicated; it shall

* Note should be taken that in some areas of the world a 60 W value may not be adequate to ensure
reliable communications. A value greater than 60 W may be required in these areas.
†
The Radio Regulations (RR 4357) specify a 400 W maximum power for equipment operating in the MF
band in Region 1.

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normally be in the “on” position and be protected against inadvertent

operation. The correct operating temperature should be reached within a
period of 30 min after the application of power.

Part C
Receivers

1 FREQUENCIES AND CLASSES OF EMISSION

1.1 The receiver should be capable of being tuned throughout the bands
between 1605 kHz and 27.5 MHz. Tuning should be either continuous, or
by incremental steps, or by the selection of a number of spot frequencies
considered by the Administration as adequate for the operation of the ship, or
by any combination of these methods. As a minimum, the following frequencies
should be readily accessible to the operator: the carrier frequencies 2182,
4125, 6215, 8291, 12,290 and 16,420 kHz for radiotelephony; the NBDP
frequencies 2174.5, 4177.5, 6268, 8376.5, 12,520 and 16,695 kHz; and the
DSC frequencies 2187.5, 4207.5, 6312, 8414.5, 12,577 and 16,804.5 kHz.
1.2 Radiotelephone frequencies should be designated in terms of the carrier
frequency; NBDP and DSC frequencies should be designated in terms of the
assigned (centre) frequency. The selected receiver frequency should be clearly
identifiable on the control panel of the equipment.
1.3 The receiver should be capable of receiving upper sideband signals as
appropriate for classes of emission J3E, H3E, J2B and F1B.
1.4 The class of emission should be selectable by not more than one control.
1.5 It should be possible for the user to select reception frequencies independent of
any transmitter setting. This does not preclude the use of transceivers.
1.6 The receiver should be capable of being tuned to different frequencies quickly,
and in any event within a period not exceeding 15 s.

2 FREQUENCY STABILITY AND ACCURACY

The receiver frequency should at all times remain within 10 Hz of the required
frequency following the warming-up period.

3 USABLE SENSITIVITY
For classes of emission J3E and F1B the sensitivity of the receiver should be
equal to or better than 6 µV e.m.f. at the receiver input for a signal-to-noise
ratio of 20 dB. For NBDP and DSC an output character error rate of 10–2 or less
should be obtained for a signal-to-noise ratio of 12 dB.

4 RECEIVER OUTPUT
4.1 For the reception of voice signals, the receiver should be suitable for use with
a loudspeaker and a telephone handset and should be capable of providing
power of at least 2 W to the loudspeaker and at least 1 mW to the handset.
4.2 An output should be provided for NBDP and DSC signals if the corresponding
facility is not integrated.

5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be capable of operating within 1 min after switching on.

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6 IMMUNITY TO INTERFERENCE
The immunity to interference of the receiver should be such that the wanted
signal is not seriously affected by unwanted signals.

7 CONTROLS
The receiver should be provided with automatic gain control.

8 POWER SUPPLY
If the receiver includes parts which are required to be heated in order to
operate correctly, for example crystal ovens, the power supplies to the heating
circuits should be so arranged that they can remain operative when other
supplies to or within the equipment are switched off. If a special switch for
the heating circuits is provided, its function should be clearly indicated; it
shall normally be in the ‘‘on” position and be protected against inadvertent
operation. The correct operating temperature should be reached within a
period of 30 min after the application of power.

Part D
Digital selective calling facility

1 The facility should conform to the provisions of the relevant CCIR

Recommendations pertaining to the DSC system.*
2 The DSC facility should comprise:
.1 means to decode and encode DSC messages;
.2 means necessary for composing the DSC message;
.3 means to verify the prepared message before it is transmitted;
.4 means to display the information contained in a received call in plain
language;
.5 means for the manual entry of the position information; additionally
automatic entry may be provided; and
.6 means for the manual entry of the time at which the position was
determined; additionally automatic entry may be provided.

3 DISTRESS MESSAGE STORAGE

3.1 If the received messages are not printed immediately, sufficient capacity should
be provided to enable at least 20 received distress messages to be stored in the
DSC facility.
3.2 These messages should be stored until read-out.
4 It should be possible to initiate and make distress and safety calls from the
position from which the ship is normally navigated. The means for initiating
a distress call should be easy to operate and protected against inadvertent
activation.
5 Initiation of the DSC distress calls should supersede any other operation of the
facility.

* Class A DSC equipment conforming to CCIR Recommendation 493 should be used to meet this
requirement.

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6 Self-identification data should be stored in the DSC unit. It should not be

possible for the user easily to change these data.
7 Means should be provided to enable routine testing of the DSC facilities
without radiation of signals.
8 Provision should be made for a specific aural alarm and visual indication to
indicate receipt of a distress or urgency call or a call having a distress category.
It should not be possible to disable this alarm and indication. Provision should
be made to ensure that they can be reset only manually.

Part E
Narrow-band direct-printing (NBDP) facility

1 The facility should conform to the relevant CCIR Recommendations pertaining

to the NBDP system.* It should provide for the use of maritime mobile service
identities in accordance with appendix 43 of the ITU Radio Regulations. The
facility should be capable of operating in the FEC and ARQ modes on the single-
frequency channels allocated for distress NBDP operation.
2 Self-identification data should be stored in the NBDP unit. It should not be
possible for the user easily to change these data.
3 The NBDP facility should comprise:
.1 means to decode and encode messages;
.2 means for composing and verifying messages to be transmitted; and
.3 means for providing a record of received messages.

* NBDP equipment conforming to CCIR Recommendation 476 may be used until the cost is amortized.
It is recommended that newly installed NBDP equipment should conform to CCIR Recommendation
625.

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GMDSS terrestrial communications – 1.3(b)

1.3(b)
Resolution A.806(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR SHIPBORNE MF/HF RADIO

INSTALLATIONS CAPABLE OF VOICE COMMUNICATION,
NARROW-BAND DIRECT PRINTING AND
DIGITAL SELECTIVE CALLING

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulations IV/10.2.1, 10.2.2, 10.2.4 and 14.1 of the 1988 amendments
to the International Convention for the Safety of Life at Sea (SOLAS), 1974, concerning
radiocommunications for the global maritime distress and safety system (GMDSS),
which require, respectively, that ships be provided with a MF/HF radio installation
capable of voice communication, narrow-band direct printing and digital selective
calling, and that such MF/HF radio installations shall conform to appropriate
performance standards not inferior to those adopted by the Organization,
RECOGNIZING the need to prepare performance standards for MF/HF radio installations
capable of voice communication, narrow-band direct printing and digital selective
calling to be used in the GMDSS in order to ensure the operational reliability of such
equipment and to avoid, as far as practicable, adverse interaction between such
equipment and other communication and navigation equipment on board ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for Shipborne MF/HF
Radio Installations Capable of Voice Communication, Narrow-Band Direct Printing
and Digital Selective Calling set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that shipborne MF/HF radio installations
capable of voice communication, narrow-band direct printing and digital selective
calling which will form part of the GMDSS:
(a) if installed on or after 23 November 1996, conform to performance
standards not inferior to those specified in the annex to the present
resolution;
(b) if installed before 23 November 1996, conform to performance standards
not inferior to those specified in the annex to resolution A.613(15);
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SHIPBORNE MF/HF RADIO INSTALLATIONS CAPABLE OF VOICE
COMMUNICATION, NARROW-BAND DIRECT PRINTING
AND DIGITAL SELECTIVE CALLING

Part A
General

1 INTRODUCTION
The MF/HF radiotelephone, narrow-band direct-printing and digital
selective calling installation, in addition to meeting the requirements of the
Radio Regulations, the relevant ITU-R Recommendations and the general
requirements set out in resolution A.694(17), should comply with the
following performance standards.

2 GENERAL
2.1 The installation, which may consist of more than one piece of equipment,
should be capable of operating on single-frequency channels or on single-
and two-frequency channels.
2.2 The equipment should provide for the following categories of calling, using
both voice and digital selective calling (DSC):
.1 distress, urgency and safety;
.2 ship operational requirements; and
.3 public correspondence.
2.3 The equipment should provide for the following categories of communications,
using both voice and narrow-band direct printing (NBDP):
.1 distress, urgency and safety;
.2 ship operational requirements; and
.3 public correspondence.
2.4 The equipment should comprise at least:
.1 a transmitter/receiver, including antenna(e);
.2 an integral control unit and/or one or more separate control units;
.3 a microphone with a press-to-transmit switch, which may be combined
with a telephone in a handset;
.4 an internal or external loudspeaker;
.5 an integral or separate narrow-band direct printing facility;
.6 an integral or separate digital selective calling facility; and
.7 a dedicated DSC watchkeeping facility to maintain a continuous watch
on distress channels only. Where a scanning receiver is employed to
watch more than one DSC distress channel, all selected channels should
be scanned within 2 s and the dwell time on each channel should be
adequate to allow detection of the dot pattern which precedes each DSC
call. The scan should only stop on detection of a 100 baud dot pattern.
2.5 A distress alert should be activated only by means of a dedicated distress
button. This button should not be any key of an ITU-T digital input panel or
an ISO keyboard provided on the equipment.

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2.6 The dedicated distress button should:

.1 be clearly identified; and
.2 be protected against inadvertent operation.
2.7 The distress alert initiation should require at least two independent actions.
2.8 The equipment should indicate the status of the distress alert transmission.
2.9 It should be possible to interrupt and initiate distress alerts at any time.

3 POWER SUPPLY
The MF/HF radio installation should be powered from the ship’s main source
of electrical energy. In addition, it should be possible to operate the MF/HF
installation from an alternative source of electrical energy.

4 CONTROL
It should be possible to conduct distress and safety communications from the
position, or in the vicinity of the position, from which the ship is normally
navigated.

Part B
Transmitters

1 FREQUENCIES AND CLASSES OF EMISSION

1.1 The transmitter should be capable of transmitting on all frequencies allocated
to the maritime mobile service in the frequency band 1605 kHz to 27,500
kHz. As a minimum, the following frequencies should be readily accessible
to the operator: the voice frequencies 2182, 4125, 6215, 8291, 12,290 and
16,420 kHz; the NBDP frequencies 2174.5, 4177.5, 6268, 8376.5, 12,520
and 16,695 kHz; and the DSC frequencies 2187.5, 4207.5, 6312, 8414.5,
12,577 and 16,804.5 kHz.
1.2 Radiotelephone frequencies are designated in terms of the carrier frequency;
NBDP and DSC frequencies are designated in terms of the assigned (centre)
frequency. When NBDP and DSC signals are transmitted using a transmitter
in the J2B mode the (suppressed) carrier frequency should be adjusted so as
to have the NBDP and the DSC signal transmitted on the assigned frequency.
The selected transmitter frequency should be clearly identifiable on the
control panel of the equipment.
1.3 The transmitter should be capable of transmitting (upper side band signals,
where appropriate) using classes of emission J3E, H3E* and either J2B or
F1B.
1.3.1 When switching to the preset distress frequency 2182 kHz, the appropriate
class of emission in accordance with the Radio Regulations should be
selected automatically.†
1.3.2 When switching to the assigned (centre) frequencies for NBDP and DSC
specified in paragraph 1.1 above, classes of emission F1B or J2B should be
selected automatically.†

* It is not required for transmitters manufactured on or after 1 July 2002.

†
For existing transmitters, during the transition and amortization period, classes of emission may be
selected manually.

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1.4 It should be possible to change the transmitter from any class of emission to
another for which it is designed to operate by means of not more than one
control.
1.5 It should be possible for the user to select transmission frequencies independent
of any receiver setting. This does not preclude the use of transceivers.
1.6 It should be possible to change the transmitter quickly from operation on
any frequency to operation on any other frequency, and in any event within
a period not exceeding 15 s. The equipment should not be able to transmit
during channel switching operations.
1.7 Means should be provided to prevent overmodulation automatically.

2 FREQUENCY ACCURACY AND STABILITY

The transmitter frequency should remain within 10 Hz of the required
frequency at all times following the warming-up period.

3 OUTPUT POWER
3.1 During normal modulation, the peak envelope power in the case of J3E or
H3E emissions, or the mean power in the case of J2B or F1B emissions, should
be at least 60 W* at any frequency within the specified frequency range.
3.2 If the rated output power exceeds 400 W† in the band, provision should be
made for reducing the output to 400 W or less. Generally, only the minimum
power necessary should be used for all radio communications.

4 PERMISSIBLE WARMING-UP PERIOD

The equipment should be capable of operation within 1 min after switching
on.

5 CONTINUOUS OPERATION
Continuous operation should be possible when the transmitter is adjusted to
operate at its rated power.

6 CONTROLS AND INDICATORS

6.1 Provision should be made for indicating the antenna current or power
delivered to the antenna. Failure of the indicating system should not interrupt
the antenna circuit.
6.2 Manually tuned equipment should be fitted with a sufficient number of
indicators to permit accurate and rapid tuning.
6.3 Operation of the transmit/receive control should not cause unwanted
emissions.
6.4 All adjustment and controls necessary for switching the transmitter to operate
on 2182 kHz and 2187.5 kHz should be clearly marked, in order that these
operations may be performed readily.

* Note should be taken that in some areas of the world a 60 W value may not be adequate to ensure
reliable communications. A value greater than 60 W may be required in these areas.
†
The Radio Regulations (RR 4357) specify a 400 W maximum power for equipment operating in the
MF band in Region 1.

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7 SAFETY PRECAUTIONS
The equipment should be so designed and constructed that when the
transmitter is providing power to the antenna, the transmitter is protected
against damage resulting from disconnection of the antenna or short-
circuiting of antenna terminals. If this protection is provided by means of a
safety device, that device should automatically be reset following removal of
the antenna open-circuit or short-circuit conditions.

8 POWER SUPPLY
8.1 If it is necessary to delay the application of voltage, for example anode
voltage, to any part of the transmitter after switching on, this delay should be
provided automatically.
8.2 If the transmitter includes parts which are required to be heated in order to
operate correctly, for example crystal ovens, the power supplies to the heating
circuits should be so arranged that they can remain operative when other
supplies to or within the equipment are switched off. If a special switch for
the heating circuits is provided, its functions should be clearly indicated; it
should normally be in the “on” position and be protected against inadvertent
operation. The correct operating temperature should be reached within a
period of 30 min after the application of power.

Part C
Receivers

1 FREQUENCIES AND CLASSES OF EMISSION

1.1 The receiver should be capable of being tuned throughout the bands
between 1605 kHz and 27.5 MHz. Tuning should be either continuous, or
by incremental steps, or by the selection of a number of spot frequencies
considered by the Administration as adequate for the operation of the ship, or
by any combination of these methods. As a minimum, the following frequencies
should be readily accessible to the operator: the carrier frequencies 2182,
4125, 6215, 8291, 12,290 and 16,420 kHz for radiotelephony; the NBDP
frequencies 2174.5, 4177.5, 6268, 8376.5, 12,520 and 16,695 kHz; and the
DSC frequencies 2187.5, 4207.5, 6312, 8414.5, 12,577 and 16,804.5 kHz.
1.2 Radiotelephone frequencies should be designated in terms of the carrier
frequency; NBDP and DSC frequencies should be designated in terms of the
assigned (centre) frequency. The selected receiver frequency should be clearly
identifiable on the control panel of the equipment.
1.3 The receiver should be capable of receiving upper sideband signals as
appropriate for classes of emission J3E, H3E, J2B and F1B.
1.4 The class of emission should be selectable by not more than one control.
1.5 It should be possible for the user to select reception frequencies independent
of any transmitter setting. This does not preclude the use of transceivers.
1.6 The receiver should be capable of being tuned to different frequencies
quickly, and in any event within a period not exceeding 15 s.

2 FREQUENCY STABILITY AND ACCURACY

The receiver frequency should at all times remain within 10 Hz of the required
frequency following the warming-up period.

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3 USABLE SENSITIVITY
For classes of emission J3E and F1B the sensitivity of the receiver should be
equal to or better than 6 µV e.m.f. at the receiver input for a signal-to-noise
ratio of 20 dB. For NBDP and DSC an output character error rate of 10–2 or
less should be obtained for a signal-to-noise ratio of 12 dB.

4 RECEIVER OUTPUT
4.1 For the reception of voice signals, the receiver should be suitable for use with
a loudspeaker and a telephone handset and should be capable of providing
power of at least 2 W to the loudspeaker and at least 1 mW to the handset.
4.2 An output should be provided for NBDP and DSC signals if the corresponding
facility is not integrated.

5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be capable of operating within 1 min after switching
on.

6 IMMUNITY TO INTERFERENCE
The immunity to interference of the receiver should be such that the wanted
signal is not seriously affected by unwanted signals.

7 CONTROLS
The receiver should be provided with automatic gain control.

8 POWER SUPPLY
If the receiver includes parts which are required to be heated in order to
operate correctly, for example crystal ovens, the power supplies to the heating
circuits should be so arranged that they can remain operative when other
supplies to or within the equipment are switched off. If a special switch for
the heating circuits is provided, its function should be clearly indicated; it
should normally be in the “on” position and be protected against inadvertent
operation. The correct operating temperature should be reached within a
period of 30 min after the application of power.

Part D
Digital selective calling facility

1 The facility should conform to the provisions of the relevant ITU-R

Recommendations pertaining to the DSC system.*
2 The DSC facility should comprise:
.1 means to decode and encode DSC messages;
.2 means necessary for composing the DSC message;
.3 means to verify the prepared message before it is transmitted;
.4 means to display the information contained in a received call in plain
language;

* Class A DSC equipment conforming to Recommendation ITU-R M.493 should be used to meet this
requirement.

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.5 means for the manual entry of the position information; additionally,

automatic entry may be provided; and
.6 means for the manual entry of the time at which the position was
determined; additionally, automatic entry may be provided.

3 DISTRESS MESSAGE STORAGE

3.1 If the received messages are not printed immediately, sufficient capacity
should be provided to enable at least 20 received distress messages to be
stored in the DSC facility.
3.2 These messages should be stored until readout.
4 It should be possible to initiate and make distress and safety calls from the
position from which the ship is normally navigated. The means for initiating a
distress call should be as prescribed in paragraph 2.5 of Part A.
5 Initiation of DSC distress calls should take precedence over any other
operation of the facility.
6 Self-identification data should be stored in the DSC unit. It should not be
possible for the user easily to change these data.
7 Means should be provided to enable routine testing of the DSC facilities
without radiation of signals.
8 Provision should be made for a specific aural alarm and visual indication
to indicate receipt of a distress or urgency call or a call having a distress
category. It should not be possible to disable this alarm and indication.
Provision should be made to ensure that they can be reset only manually.

Part E
Narrow-band direct printing (NBDP) facility

1 The facility should conform to the relevant ITU-R Recommendations pertaining

to the NBDP system.* It should provide for the use of maritime mobile service
identities in accordance with appendix 43 of the ITU Radio Regulations. The
facility should be capable of operating in the FEC and ARQ modes on the
single-frequency channels allocated for distress NBDP operation.
2 Self-identification data should be stored in the NBDP unit. It should not be
possible for the user easily to change these data.
3 The NBDP facility should comprise:
.1 means to decode and encode messages;
.2 means for composing and verifying messages to be transmitted; and
.3 means for providing a record of received messages.

* NBDP equipment conforming to Recommendation ITU-R M.476 may be used until the cost
is amortized. It is recommended that newly installed NBDP equipment should conform to
Recommendation ITU-R M.625.

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GMDSS terrestrial communications – 1.3(c)

1.3(c)
Resolution MSC.68(68) – Adopted on 6 June 1997

ADOPTION OF AMENDMENTS TO PERFORMANCE

STANDARDS FOR SHIPBORNE RADIOCOMMUNICATION
EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the functions
of adopting performance standards for radio and navigational equipment, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf of
the Organization,
NOTING the experience gained by the international maritime community on the use of
shipborne equipment in the Global Maritime Distress and Safety System,
RECOGNIZING the need to update performance standards for VHF and MF radio
installations capable of voice communication and digital selective calling, MF/HF radio
installations capable of voice communication, narrow-band direct-printing and digital
selective calling, and Inmarsat-C ship earth stations capable of transmitting and receiving
direct-printing communications,
HAVING CONSIDERED amendments, which, with respect to resolution A.807(19), were
agreed by Inmarsat, to performance standards prepared at the second session of the Sub-
Committee on Radiocommunications and Search and Rescue,
1. ADOPTS the amendments to the following performance standards adopted by the
Assembly, set out in annexes 1 to 4 to the present resolution:
(a) Resolution A.803(19) – Performance Standards for Shipborne VHF Radio
Installations Capable of Voice Communication and Digital Selective Calling
(annex 1);
(b) Resolution A.804(19) – Performance Standards for Shipborne MF Radio
Installations Capable of Voice Communication and Digital Selective Calling
(annex 2);
(c) Resolution A.806(19) – Performance Standards for Shipborne MF/HF Radio
Installations Capable of Voice Communication, Narrow-Band Direct-Printing
and Digital Selective Calling (annex 3); and
(d) Resolution A.807(19) – Performance Standards for Inmarsat-C Ship Earth
Stations Capable of Transmitting and Receiving Direct-Printing Communica-
tions (annex 4);

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2. RECOMMENDS Governments to ensure that equipment and systems listed in the

present resolution and installed on or after 1 January 2000 conform to the amended
performance standards specified in the attached annexes.

Annex 3
AMENDMENTS TO RESOLUTION A.806(19) – PERFORMANCE
STANDARDS FOR MF/HF RADIO INSTALLATIONS CAPABLE OF
VOICE COMMUNICATION NARROW-BAND DIRECT-PRINTING AND
DIGITAL SELECTIVE CALLING
Modify paragraphs 2.4, 2.5 and 2.6 of Part D of the annex, as follows:
“.4 means to display, in plain language with a minimum of 160 characters in
two or more lines, the information contained in a received call;
.5 facilities to automatically update the ship’s position and the time at which
the position was determined from a suitable electronic position-fixing aid
which may be an integral part of the equipment. For equipment which
does not have an integral position-fixing aid, such facilities should include a
suitable interface conforming to the appropriate international standard;*
.6 means for manual entry of position information and the time at which the
position was determined; and”
Add new paragraph 2.7 of Part D of the annex:
“.7 means to activate an alarm when no position data is received from the
electronic position-fixing aid or, in the case of manual input, the position
information is over 4 hours old. Any position information not updated for
more than 23½ hours should be erased.”
Modify paragraph 3.2 of Part D of the annex, as follows:
“3.2 These messages should be stored until readout and should be erased 48
hours after their reception.”
Modify the second sentence of paragraph 4 of Part D of the annex, as follows:
“4 … The means for initiating a distress alert should be as prescribed in
2.5 to 2.7 of Part A.”

* IEC 1162.

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1.4(a)
Resolution A.525(13) – Adopted on 17 November 1983

PERFORMANCE STANDARDS FOR NARROW-BAND

DIRECT-PRINTING TELEGRAPH EQUIPMENT FOR
THE RECEPTION OF NAVIGATIONAL AND
METEOROLOGICAL WARNINGS AND
URGENT INFORMATION TO SHIPS

THE ASSEMBLY,
RECALLING Article 16(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations concerning maritime
safety,
NOTING resolution A.420(XI) on the development of the maritime distress and safety system
which recommends that Administrations should introduce narrow-band direct-printing
broadcasts for the purpose of promulgation of navigational and meteorological warnings to
shipping,
NOTING FURTHER that Baltic and North Sea States within NAVAREA I have, after a period
of successful trials, established a pre-operational narrow-band direct-printing service
(called NAVTEX) of broadcasts for the North Sea and Baltic Sea areas,
CONSIDERING that narrow-band direct-printing broadcasts are an element of the future
global maritime distress and safety system,
CONSIDERING FURTHER that similar services may be expected to be established in other
areas of the world and that shipborne equipment should be standardized to ensure
efficient operation of such services,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
forty-eighth session,
1. ADOPTS the Performance Standards for Narrow-Band Direct-Printing Telegraph
Equipment for the Reception of Navigational and Meteorological Warnings and Urgent
Information to Ships set out in the annex to the present resolution;
2. RECOMMENDS Administrations to ensure that equipment for the reception of narrow-
band direct-printing broadcasts of navigational and meteorological warnings and urgent
information to ships conforms to performance standards not inferior to those specified
in the annex to the present resolution.

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Annex
PERFORMANCE STANDARDS FOR NARROW-BAND
DIRECT-PRINTING TELEGRAPH EQUIPMENT FOR
THE RECEPTION OF NAVIGATIONAL AND
METEOROLOGICAL WARNINGS AND
URGENT INFORMATION TO SHIPS

1 The equipment should conform with the provisions of CCIR Recommendation

540 applicable to shipborne equipment and in addition with the provisions
given in the following paragraphs.
2 The equipment should comprise a radio receiver, a signal processor and a
printing device.
3 Details of the coverage areas and message categories which have been
excluded by the operator from reception should be readily available.
4 The receiver should operate on the frequency prescribed by the Radio
Regulations for the system.
5 The equipment should be provided with a facility to test that the radio receiver,
signal processor and printing device are functioning correctly.
6 The equipment should be capable of internally storing at least 30 message
identifications. After between 60 and 72 h a message identification should
automatically be erased from the store. If the number of received message
identifications exceeds the capacity of the store, the oldest message
identification should be erased.
7 Only message identifications which have been satisfactorily received should be
stored; a message is satisfactorily received if the character error rate is below
4%.
8 The receipt of search and rescue information should give an alarm at the position
from which the ship is normally navigated. It should be possible only to reset this
alarm manually.
9 Information for location (B1)* and message (B2)* designators in programmable
memories should not be erased by interruptions in the power supply of less
than 6 h.
10 The receiver sensitivity should be such that for a source with an e.m f. of 2µV in
series with a non-reactive impedance of 50 Ω, the character error rate is below
4%.
11 The printing device should be able to print at least 32 characters per line.
12 If automatic line feed entails division of a word, this shall be indicated in
the written text. The printing device should automatically feed paper after
completing the printed message.
13 The equipment should print an asterisk if a character is received mutilated.

* See CCIR Recommendation 540.

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1.4(b)
Resolution MSC.148(77) – Adopted on 3 June 2003

ADOPTION OF THE REVISED PERFORMANCE STANDARDS FOR

NARROW-BAND DIRECT-PRINTING TELEGRAPH EQUIPMENT
FOR THE RECEPTION OF NAVIGATIONAL AND
METEOROLOGICAL WARNINGS AND URGENT
INFORMATION TO SHIPS (NAVTEX)

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
NOTING the carriage requirement in SOLAS chapter IV/7.1.4 for a receiver capable of
receiving International NAVTEX narrow-band direct-printing (NBDP) broadcasts for
the promulgation of navigational and meteorological warnings to shipping,
NOTING FURTHER the success of the International NAVTEX service in the promulgation
of Maritime Safety Information (MSI),
NOTING ALSO with regard to the enhanced storage, processing and display possibilities
offered by recent technical advances,
CONSIDERING that further growth in information promulgated to ships will be constrained
by the capacity of the International NAVTEX service and the increasing importance of
National NAVTEX services,
HAVING CONSIDERED the recommendations on the revision of resolution A.525(13)
made by the Sub-Committee on Radiocommunications and Search and Rescue at its
seventh session,
1. ADOPTS the revised Recommendation on performance standards for narrow-
band direct-printing telegraph equipment for the reception of navigational and
meteorological warnings and urgent information to ships (NAVTEX), set out in the
annex to the present resolution;
2. RECOMMENDS Governments to ensure that NAVTEX receiver equipment:
(a) if installed on or after 1 July 2005, conforms to performance standards not
inferior to those specified in the annex to the present resolution;
(b) if installed before 1 July 2005, conforms to performance standards not
inferior to those specified in the annex to resolution A.525(13).

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Annex
REVISED RECOMMENDATION ON PERFORMANCE STANDARDS
FOR NARROW-BAND DIRECT-PRINTING TELEGRAPH EQUIPMENT
FOR THE RECEPTION OF NAVIGATIONAL AND METEOROLOGICAL
WARNINGS AND URGENT INFORMATION TO SHIPS (NAVTEX)

1 INTRODUCTION
1.1 The equipment, in addition to meeting the requirements of the Radio
Regulations, the provisions of Recommendation ITU-R M.540 applicable
to shipborne equipment and the general requirements set out in resolution
A.694(17), should comply with the following performance standards.

2 GENERAL
2.1 The equipment should comprise radio receivers, a signal processor and:
either
.1 an integrated printing device; or
.2 a dedicated display device,* printer output port and a non-volatile
message memory; or
.3 a connection to an integrated navigation system and a non-volatile
message memory.

3 CONTROLS AND INDICATORS

3.1 Details of the coverage areas and message categories which have been
excluded by the operator from reception and/or display should be readily
available.

4 RECEIVERS
4.1 The equipment should contain one receiver operating on the frequency
prescribed by the Radio Regulations for the International NAVTEX System.
The equipment should contain a second receiver capable of working at the
same time as the first one on at least two other frequencies recognized for the
transmission of NAVTEX information. The first receiver should have priority
in the display or printing of received information. Printing or displaying
of messages from one receiver should not prevent reception by the other
receiver.
4.2 The receiver sensitivity should be such that for a source with an e.m.f. of
2 µV in series with a non-reactive impedance of 50 Ω, the character error rate
is below 4%.

5 DISPLAY DEVICE AND PRINTER

5.1 The display device and/or printer should be able to display a minimum of
32 characters per line.
5.2 If a dedicated display device is used, the following requirements should be
met:
.1 an indication of newly received unsuppressed messages should be
immediately displayed until acknowledged or until 24 hours after
receipt; and
.2 newly received unsuppressed messages should also be displayed.

* Where there is no printer, the dedicated display device should be located in the position from which
the ship is normally navigated.

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5.3 The display device should be able to display at least 16 lines of message
text.
5.4 The design and size of the display device should be such that displayed
information is easily read under all conditions by observers at normal working
distances and viewing angles.
5.5 If automatic line feed entails division of a word, this should be indicated in
the displayed/printed text.
5.6 When displaying received messages on a display device, a clear indication
of the end of a message should be given by automatically adding line feeds
after the message or including some other form of delineation. The printer or
printer output should automatically insert line feeds after completing print of
the received message.
5.7 The equipment should display/print an asterisk if the character is received
corrupted.
5.8 Where the printer is not integrated, it should be possible to select the
following data to be output to a printer:
.1 all messages as they are received;
.2 all messages stored in the message memory;
.3 all messages received on specified frequencies, from specified locations
or having specified message designators;
.4 all messages currently displayed; and
.5 individual messages selected from those appearing on the display.

6 STORAGE
6.1 Non-volatile message memory
6.1.1 For each receiver fitted, it should be possible to record at least 200 messages
of average length 500 characters (printable and non-printable) in non-volatile
message memory. It should not be possible for the user to erase messages from
memory. When the memory is full, the oldest messages should be overwritten
by new messages.
6.1.2 The user should be able to tag individual messages for permanent retention.
These messages may occupy up to 25% of the available memory and should
not be overwritten by new messages. When no longer required, the user
should be able to remove the tag on these messages which may then be
overwritten in normal course.
6.2 Message identifications
6.2.1 The equipment should be capable of internally storing at least 200 message
identifications for each receiver provided.
6.2.2 After between 60 h and 72 h, a message identification should automatically
be erased from the store. If the number of received message identifications
exceeds the capacity of the store, the oldest message identification should be
erased.
6.2.3 Only message identifications which have been satisfactorily received should
be stored; a message is satisfactorily received if the error rate is below 4%.

6.3 Programmable control memories

6.3.1 Information for location (B1)* and message (B2)* designators in programmable
memories should not be erased by interruptions in the power supply of less
than 6 h.

* Refer to Recommendation ITU-R M.540-2.

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7 ALARMS
7.1 The receipt of search and rescue information (B2 = D) should give an alarm
at the position from which the ship is normally navigated. It should only be
possible to reset this alarm manually.

8 TEST FACILITIES
8.1 The equipment should be provided with a facility to test that the radio
receiver, the display device/printer and non-volatile message memory are
functioning correctly.

9 INTERFACES
9.1 The equipment should include at least one interface for the transfer of
received data to other navigation or communication equipment.
9.2 All interfaces provided for communication with other navigation or
communication equipment should comply with the relevant international
standards.*
9.3 If there is no integrated printer, the equipment should include a standard
printer interface.

* Refer to IEC 61162.

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GMDSS terrestrial communications – 1.5

1.5
Resolution A.700(17) – Adopted on 6 November 1991

PERFORMANCE STANDARDS FOR NARROW-BAND

DIRECT-PRINTING TELEGRAPH EQUIPMENT FOR
THE RECEPTION OF NAVIGATIONAL AND
METEOROLOGICAL WARNINGS AND URGENT
INFORMATION TO SHIPS (MSI) BY HF

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
NOTING resolution A.420(XI) on the development of the global maritime distress and
safety system which recommends that Administrations should introduce narrow-
band direct-printing (NBDP) broadcasts for the promulgation of navigational and
meteorological warnings to shipping,
NOTING FURTHER resolution A.525(13) on performance standards for NBDP telegraph
equipment for the reception of navigational and meteorological warnings and urgent
information to ships on the frequency 518 kHz,
CONSIDERING that high-frequency (HF) NBDP broadcasts may be used in the global
maritime distress and safety system (GMDSS),
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its fifty-eighth session,
1. ADOPTS the Performance Standards for Narrow-Band Direct-Printing Telegraph
Equipment for the Reception of Navigational and Meteorological Warnings and Urgent
Information to Ships (MSI) by HF, set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that equipment for the reception of NBDP
broadcasts of navigational and meteorological warnings and urgent information to
ships (MSI) by HF conforms to performance standards not inferior to those specified
in the annex to the present resolution;
3. RECOMMENDS FURTHER Governments to allow ships carrying MF/HF radio
installations in accordance with resolution A.613(15) to use such equipment in lieu
of equipment complying with the standard specified in the annex to the present
resolution, until the GMDSS is fully implemented in accordance with regulations
IV/1.5.2 and IV/1.6 of the 1988 amendments to the International Convention for the
Safety of Life at Sea, 1974.

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Annex
PERFORMANCE STANDARDS FOR NARROW-BAND
DIRECT-PRINTING TELEGRAPH EQUIPMENT
FOR THE RECEPTION OF NAVIGATIONAL
AND METEOROLOGICAL WARNINGS
AND URGENT INFORMATION TO SHIPS (MSI) BY HF

1 The equipment should conform to the provisions of CCIR Recommendation

688 applicable to shipborne equipment and, in addition, to the provisions
given in the following paragraphs.
2 The equipment should be capable of producing a printed copy of received
information. The equipment functions should include signal reception,
processing, printing and the means to control the frequency of the radio
receiver both manually and automatically.
3 Details of the coverage areas and message categories which have been
excluded by the operator from reception should be readily available.
4 The receiver should operate on the frequencies prescribed by the Radio
Regulations for the system.
5 The equipment should be provided with a facility to test that the radio
receiver, signal processor and printing device are functioning correctly.
6 The equipment should be capable of internally storing at least 255 message
identifications. After between 60 and 72 h a message identification should
automatically be erased from the store. If the number of received message
identifications exceeds the capacity of the store, the oldest message
identification should be erased.
7 Only message identifications which have been satisfactorily received should
be stored; a message is satisfactorily received if the character-error ratio is
below 4%.
8 The receipt of search and rescue information should give an alarm at the
position from which the ship is normally navigated. It should be possible only
to reset this alarm manually.
9 Information for location (B1)* and message (B2)* designators in programmable
memories should not be erased by interruptions in the power supply of less
than 6 h.
10 The receiver sensitivity should be equal to or better than 6 µV e.m.f. at the
receiver input to produce an NBDP output character-error rate of not greater
than 10–2.
11 The printing device should be able to print at least 32 characters per line.
12 If automatic line feed entails division of a word, this shall be indicated in
the written text. The printing device should automatically feed paper after
completing the printed message.
13 The equipment should print an asterisk if a character is received mutilated.
14 A UTC clock, accurate to at least one second, and associated with a
reprogrammable memory which contains the frequency sequence and UTC
broadcast schedules of all stations, should control the HF receiver to provide
automatic MSI reception.

* See CCIR Recommendation 540.

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1.6(a)
Resolution A.762(18) – Adopted on 4 November 1993

PERFORMANCE STANDARDS FOR SURVIVAL CRAFT

TWO-WAY VHF RADIOTELEPHONE APPARATUS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the international Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING FURTHER resolution A.605(15) whereby it adopted, at its fifteenth regular
session, performance standards for survival craft two-way VHF radiotelephone apparatus
for use in the global maritime distress and safety system (GMDSS),
RECOGNIZING the need to amend the said performance standards in order to ensure the
operational reliability of such equipment in search and rescue operations,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
sixty-second session,
1. ADOPTS the Recommendation on Performance Standards for Survival Craft Portable
Two-Way VHF Radiotelephone Apparatus and the Recommendation on Performance
Standards for Two-Way VHF Radiotelephone Apparatus for Fixed Installation in Survival
Craft, the texts of which are set out in annexes 1 and 2, respectively, to the present
resolution;
2. RECOMMENDS Member Governments to ensure that survival craft two-way
radiotelephones for use in search and rescue operations which form part of the GMDSS
conform to performance standards not inferior to those specified in annexes 1 and 2 to
the present resolution;
3. REVOKES resolution A.605(15).

Annex 1
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR SURVIVAL CRAFT PORTABLE TWO-WAY VHF
RADIOTELEPHONE APPARATUS

1 INTRODUCTION
The survival craft portable two-way VHF radiotelephone, in addition to
meeting the requirements of the Radio Regulations, the relevant CCIR
Recommendations and the general requirements set out in resolution
A.694(17), should comply with the following performance standards.

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2 GENERAL
2.1 The equipment should be portable and capable of being used for on-scene
communication between survival craft, between survival craft and ship, and
between survival craft and rescue unit. It may also be used for on-board
communications when capable of operating on appropriate frequencies.
2.2 The equipment should comprise at least:
.1 an integral transmitter/receiver, including antenna and battery;
.2 an integral control unit, including a press-to-transmit switch; and
.3 an internal microphone and loudspeaker.
2.3 The equipment should:
.1 be capable of being operated by unskilled personnel;
.2 be capable of being operated by personnel wearing gloves;
.3 be capable of single-handed operation except for channel selection;
.4 withstand drops on to a hard surface from a height of 1 m;
.5 be watertight to a depth of 1 m for at least 5 min;
.6 maintain watertightness when subjected to a thermal shock of 45°C under
conditions of immersion;
.7 not be unduly affected by seawater or oil;
.8 have no sharp projections which could damage survival craft;
.9 be of small size and light weight;
.10 be capable of operating in the ambient noise level likely to be
encountered on board ships or in survival craft;
.11 have provisions for its attachment to the clothing of the user;
.12 be resistant to deterioration by prolonged exposure to sunlight; and
.13 be either of a highly visible yellow/orange colour or marked with a
surrounding yellow/orange marking strip.

3 CLASS OF EMISSION, FREQUENCY BANDS AND CHANNELS

3.1 The two-way radiotelephone should be capable of operation on the frequency
156.800 MHz (VHF channel 16) and on at least one additional channel.
3.2 All channels fitted should be for single-frequency voice communication only.
3.3 The class of emission should comply with appendix 19 of the Radio Regulations.

4 CONTROLS AND INDICATORS

4.1 An on/off switch should be provided with a positive visual indication that the
radiotelephone is switched on.
4.2 The receiver should be provided with a manual volume control by which the
audio output may be varied.
4.3 A squelch (mute) control and a channel-selection switch should be provided.
4.4 Channel selection should be easily performed and the channels should be
clearly discernible.
4.5 Channel indication should be in accordance with appendix 18 of the Radio
Regulations.
4.6 It should be possible to determine that channel 16 has been selected in all
ambient light conditions.

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GMDSS terrestrial communications – 1.6(a)

5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be operational within 5 s of switching on.

6 SAFETY PRECAUTIONS
The equipment should not be damaged by the effects of open-circuiting or
short-circuiting the antenna.

7 TRANSMITTER POWER
The effective radiated power should be a minimum of 0.25 W. Where the
effective radiated power exceeds 1 W, a power-reduction switch to reduce
the power to 1 W or less is required. When this equipment provides for on-
board communications, the output power should not exceed 1 W on these
frequencies.

8 RECEIVER PARAMETERS
8.1 The sensitivity of the receiver should be equal to or better than 2 µV e.m.f. for a
SINAD ratio of 12 dB at the output.
8.2 The immunity to interference of the receiver should be such that the wanted
signal is not seriously affected by unwanted signals.

9 ANTENNA
The antenna should be vertically polarized and, as far as practicable, be
omnidirectional in the horizontal plane. The antenna should be suitable for
efficient radiation and reception of signals at the operating frequency.

10 RECEIVER OUTPUT
10.1 The audio output should be sufficient to be heard in the ambient noise level
likely to be encountered on board ships or in a survival craft.
10.2 In the transmit condition, the output of the receiver should be muted.

11 ENVIRONMENTAL CONDITIONS
The equipment should be so designed as to operate over the temperature
range –20°C to +55°C. It should not be damaged in stowage throughout the
temperature range –30°C to +65°C.

12 POWER SUPPLY
12.1 The source of energy should be integrated in the equipment. In addition,
provision may be made to operate the equipment using an external source of
electrical energy.
12.2 The source of energy shall have sufficient capacity to ensure 8 h operation
at its highest rated power with a duty cycle of 1:9. This duty cycle is defined
as 6 s transmission, 6 s reception above squelch opening level and 48 s
reception below squelch opening level.
12.3 Portable two-way radiotelephone equipment may be equipped with a primary
or secondary battery. Primary batteries shall have a shelf life of at least two
years.
12.4 Where secondary batteries are used, suitable arrangements should be made to
ensure the availability of fully charged cells in the event of a distress situation.

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13 LABELLING
In addition to the items specified in resolution A.694(17) on general
requirements, the following should be clearly indicated on the exterior of the
equipment:
.1 brief operating instructions; and
.2 expiry date for the primary batteries, if any.

Annex 2
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR TWO-WAY VHF RADIOTELEPHONE APPARATUS
FOR FIXED INSTALLATION IN SURVIVAL CRAFT

1 INTRODUCTION
The survival craft portable two-way VHF radiotelephone for fixed installations,
in addition to meeting the requirements of the Radio Regulations, the relevant
CCIR Recommendations and the general requirements set out in resolution
A.694(17), should comply with the following performance standards.

2 GENERAL
2.1 The equipment should be capable of being used for on-scene communication
between survival craft, between survival craft and ship, and between survival
craft and rescue unit.
2.2 The equipment should comprise at least:
.1 a transmitter and receiver;
.2 an antenna, which may be fixed to the equipment or mounted separately; and
.3 a microphone with a press-to-talk switch and a loudspeaker.
2.3 The equipment should:
.1 be capable of being operated by unskilled personnel;
.2 be capable of being operated by personnel wearing gloves;
.3 withstand such shocks and vibration as might occur in survival craft;
.4 be watertight to a depth of 1 m for at least 5 min;
.5 maintain watertightness when subjected to a thermal shock of 45°C under
conditions of immersion;
.6 not be unduly affected by seawater or oil;
.7 have no sharp projections which could damage survival craft;
.8 be capable of operating in the ambient noise level likely to be
encountered in survival craft; and
.9 be so designed that it can be readily mounted in a survival craft.

3 CLASS OF EMISSION, FREQUENCY BANDS AND CHANNELS

3.1 The two-way radiotelephone should be capable of operation on the frequency
156.800 MHz (VHF channel 16) and on at least one additional channel.
3.2 All channels fitted should be for single-frequency voice communication only.
3.3 The class of emission should comply with appendix 19 of the Radio Regulations.

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GMDSS terrestrial communications – 1.6(a)

4 CONTROLS AND INDICATORS

4.1 An on/off switch should be provided with a positive visual indication that the
radiotelephone is switched on.
4.2 The receiver should be provided with a manual volume control by which the
audio output of the loudspeaker may be varied. Where a handset is provided,
this manual volume control of the loudspeaker should not influence the audio
output of the handset.
4.3 A squelch (mute) control and a channel-selection switch should be provided.
4.4 Channel selection should be easily performed and the channels should be
clearly discernible.
4.5 Channel indication should be in accordance with appendix 18 of the Radio
Regulations.
4.6 It should be possible to determine that channel 16 has been selected in all
ambient light conditions.

5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be operational within 5 s of switching on.

6 SAFETY PRECAUTIONS
The equipment should not be damaged by the effects of open-circuiting or
short-circuiting the antenna.

7 TRANSMITTER POWER
The R.F. output power should be a minimum of 0.25 W. Where the R.F. output
power exceeds 1 W a power-reduction switch to reduce the output power to
1 W or less is required.

8 RECEIVER PARAMETERS
8.1 The sensitivity of the receiver should be equal to or better than 2 µV e.m.f. for a
SINAD ratio of 12 dB at the output.
8.2 The immunity to interference of the receiver should be such that the wanted
signal is not seriously affected by unwanted signals.

9 ANTENNA
The antenna should be vertically polarized and, as far as practicable, be
omnidirectional in the horizontal plane. The antenna should be suitable for
efficient radiation and reception of signals at the operating frequency.

10 RECEIVER OUTPUT
10.1 The audio output should be sufficient to be heard in the ambient noise level
likely to be encountered in a survival craft.
10.2 In the transmit condition, the output of the receiver should be muted.

459
 Purchased by ANGLO EASTERN GROUP
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11 ENVIRONMENTAL CONDITIONS
The equipment should be so designed as to operate over the temperature
range –20°C to +55°C. It should not be damaged in stowage throughout the
temperature range –30°C to +65°C.

12 POWER SUPPLY
12.1 The source of energy may be integrated in the equipment or external to it.
12.2 The source of energy should have sufficient capacity to ensure 8 h operation
at its highest rated power with a duty cycle of 1:9. This duty cycle is defined
as 6 s transmission, 6 s reception above squelch opening level and 48 s
reception below squelch opening level.
12.3 The two-way radiotelephone equipment may be equipped with a primary or
secondary battery. Primary batteries shall have a shelf life of at least two years.
12.4 Where secondary batteries are used, suitable arrangements should be made
to ensure the availability of fully charged cells at all times.

13 LABELLING
In addition to the items specified in resolution A.694(17) on general
requirements, the following should be clearly indicated on the exterior of the
equipment:
.1 brief operating instructions; and
.2 expiry date for the primary batteries, if any.

460
 Purchased by ANGLO EASTERN GROUP
GMDSS terrestrial communications – 1.6(b)

1.6(b)
Resolution A.809(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR SURVIVAL CRAFT

TWO-WAY VHF RADIOTELEPHONE APPARATUS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulation III/6.2.1 of the 1988 amendments to the International
Convention for the Safety of Life at Sea (SOLAS), 1974, concerning radiocommunications
for the global maritime distress and safety system (GMDSS), which requires that ships
be provided with survival craft two-way VHF radiotelephone apparatus and that such
apparatus shall conform to appropriate performance standards not inferior to those
adopted by the Organization,
RECOGNIZING the need to prepare performance standards for survival craft two-way
VHF radiotelephone apparatus to be used in the GMDSS in order to ensure the
operational reliability of such equipment and to avoid, as far as practicable, adverse
interaction between such equipment and other communication and navigation
equipment on board ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for Survival Craft
Portable Two-Way VHF Radiotelephone Apparatus and the Recommendation on
Performance Standards for Two-Way VHF Radiotelephone Apparatus for Fixed
Installation in Survival Craft set out in annexes 1 and 2, respectively, to the present
resolution;
2. RECOMMENDS Governments to ensure that survival craft two-way radiotelephone
apparatus for use in search and rescue operations which form part of the GMDSS:
(a) if installed on or after 23 November 1996, conform to performance
standards not inferior to those specified in annexes 1 and 2 to the present
resolution;
(b) if installed before 23 November 1996, conform to performance standards
not inferior to those specified in annexes 1 and 2 to resolution A.762(18);
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

461
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III – Shipborne radio equipment

Annex 1
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR SURVIVAL CRAFT PORTABLE TWO-WAY VHF
RADIOTELEPHONE APPARATUS

1 INTRODUCTION
The survival craft portable two-way VHF radiotelephone, in addition to
meeting the requirements of the Radio Regulations, the relevant ITU-R
Recommendations and the general requirements set out in resolution
A.694(17), should comply with the following performance standards.

2 GENERAL
2.1 The equipment should be portable and capable of being used for on-scene
communication between survival craft, between survival craft and ship and
between survival craft and rescue unit. It may also be used for on-board
communications when capable of operating on appropriate frequencies.
2.2 The equipment should comprise at least:
.1 an integral transmitter/receiver including antenna and battery;
.2 an integral control unit including a press-to-transmit switch; and
.3 an internal microphone and loudspeaker.
2.3 The equipment should:
.1 be capable of being operated by unskilled personnel;
.2 be capable of being operated by personnel wearing gloves as specified
for immersion suits in regulation 33 of chapter III of the 1974 SOLAS
Convention;
.3 be capable of single-handed operation except for channel selection;
.4 withstand drops on to a hard surface from a height of 1 m;
.5 be watertight to a depth of 1 m for at least 5 min;
.6 maintain watertightness when subjected to a thermal shock of 45°C
under conditions of immersion;
.7 not be unduly affected by seawater, or oil, or both;
.8 have no sharp projections which could damage survival craft;
.9 be of small size and light weight;
.10 be capable of operating in the ambient noise level likely to be
encountered on board ships or in survival craft;
.11 have provisions for its attachment to the clothing of the user;
.12 be resistant to deterioration by prolonged exposure to sunlight; and
.13 be either of a highly visible yellow/orange colour or marked with a
surrounding yellow/orange marking strip.

3 CLASS OF EMISSION, FREQUENCY BANDS AND CHANNELS

3.1 The two-way radiotelephone should be capable of operation on the frequency
156.800 MHz (VHF channel 16) and on at least one additional channel.

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GMDSS terrestrial communications – 1.6(b)

3.2 All channels fitted should be for single-frequency voice communication

only.
3.3 The class of emission should comply with appendix 19 of the Radio
Regulations.

4 CONTROLS AND INDICATORS

4.1 An on/off switch should be provided with a positive visual indication that the
radiotelephone is switched on.
4.2 The receiver should be provided with a manual volume control by which the
audio output may be varied.
4.3 A squelch (mute) control and a channel selection switch should be
provided.
4.4 Channel selection should be easily performed and the channels should be
clearly discernible.
4.5 Channel indication should be in accordance with appendix 18 of the Radio
Regulations.
4.6 It should be possible to determine that channel 16 has been selected in all
ambient light conditions.

5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be operational within 5 s of switching on.

6 SAFETY PRECAUTIONS
The equipment should not be damaged by the effects of open-circuiting or
short-circuiting the antenna.

7 TRANSMITTER POWER
The effective radiated power should be a minimum of 0.25 W. Where the
effective radiated power exceeds 1 W, a power reduction switch to reduce
the power to 1 W or less is required. When this equipment provides for on-
board communications, the output power should not exceed 1 W on these
frequencies.

8 RECEIVER PARAMETERS
8.1 The sensitivity of the receiver should be equal to or better than 2 µV e.m.f. for
a SINAD ratio of 12 dB at the output.
8.2 The immunity to interference of the receiver should be such that the wanted
signal is not seriously affected by unwanted signals.

9 ANTENNA
The antenna should be vertically polarized and, as far as practicable, be
omnidirectional in the horizontal plane. The antenna should be suitable for
efficient radiation and reception of signals at the operating frequency.

10 RECEIVER OUTPUT
10.1 The audio output should be sufficient to be heard in the ambient noise level
likely to be encountered on board ships or in a survival craft.
10.2 In the transmit condition, the output of the receiver should be muted.

463
 Purchased by ANGLO EASTERN GROUP
III – Shipborne radio equipment

11 ENVIRONMENTAL CONDITIONS
The equipment should be so designed as to operate over the temperature
range –20°C to +55°C. It should not be damaged in stowage throughout the
temperature range –30°C to +70°C.

12 POWER SUPPLY
12.1 The source of energy should be integrated in the equipment and may be
replaceable by the user. In addition, provision may be made to operate the
equipment using an external source of electrical energy.
12.2 Equipment for which the source of energy is intended to be user-replaceable
should be provided with a dedicated primary battery for use in the event of
a distress situation. This battery should be equipped with a non-replaceable
seal to indicate that it has not been used.
12.3 Equipment for which the source of energy is intended to be non-user-
replaceable should be provided with a primary battery. The portable two-way
radiotelephone equipment should be fitted with a non-replaceable seal to
indicate that it has not been used.
12.4 The primary battery should have sufficient capacity to ensure 8-hour operation
at its highest rated power with a duty cycle of 1:9. This duty cycle is defined
as 6-second transmission, 6-second reception above squelch opening level
and 48-second reception below squelch opening level.
12.5 Primary batteries should have a shelf life of at least two years, and if identified
to be user-replaceable should be of a colour or marking as defined in
paragraph 2.3.13.
12.6 Batteries not intended for use in the event of a distress situation should be of a
colour or marking such that they cannot be confused with batteries intended
for such use.

13 LABELLING
In addition to the general requirements specified in resolution A.694(17), the
following should be clearly indicated on the exterior of the equipment:
.1 brief operating instructions; and
.2 expiry date for the primary batteries.

Annex 2
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR TWO-WAY VHF RADIOTELEPHONE APPARATUS
FOR FIXED INSTALLATION IN SURVIVAL CRAFT

1 INTRODUCTION
The survival craft two-way VHF radiotelephone for fixed installations, in
addition to meeting the requirements of the Radio Regulations, the relevant
ITU-R Recommendations and the general requirements set out in resolution
A.694(17), should comply with the following performance standards.

2 GENERAL
2.1 The equipment should be capable of being used for on-scene communication
between survival craft, between survival craft and ship and between survival
craft and rescue unit.

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2.2 The equipment should comprise at least:

.1 a transmitter and receiver;
.2 an antenna which may be fixed to the equipment or mounted separately;
and
.3 a microphone with a press-to-talk switch and a loudspeaker.
2.3 The equipment should:
.1 be capable of being operated by unskilled personnel;
.2 be capable of being operated by personnel wearing gloves as specified
for immersion suits in regulation III/33 of SOLAS 1974;
.3 withstand such shocks and vibration as may occur in survival craft;
.4 be watertight to a depth of 1 m for at least 5 min;
.5 maintain watertightness when subjected to a thermal shock of 45°C
under conditions of immersion;
.6 not be unduly affected by seawater, or oil, or both;
.7 have no sharp projections which could injure personnel;
.8 be capable of operating in the ambient noise level likely to be
encountered in survival craft; and
.9 be so designed that it can be readily mounted in a survival craft.

3 CLASS OF EMISSION, FREQUENCY BANDS AND CHANNELS

3.1 The two-way radiotelephone should be capable of operation on the frequency
156.800 MHz (VHF channel 16) and on at least one additional channel.
3.2 All channels fitted should be for single-frequency voice communication
only.
3.3 The class of emission should comply with appendix 19 of the Radio
Regulations.

4 CONTROLS AND INDICATORS

4.1 An on/off switch should be provided with a positive visual indication that the
radiotelephone is switched on.
4.2 The receiver should be provided with a manual volume control by which the
audio output of the loudspeaker may be varied. Where a handset is provided,
this manual volume control of the loudspeaker should not influence the audio
output of the handset.
4.3 A squelch (mute) control and a channel selection switch should be
provided.
4.4 Channel selection should be easily performed and the channels should be
clearly discernible.
4.5 Channel indication should be in accordance with appendix 18 of the Radio
Regulations.
4.6 It should be possible to determine that channel 16 has been selected in all
ambient light conditions.

5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be operational within 5 s of switching on.

6 SAFETY PRECAUTIONS
The equipment should not be damaged by the effects of open-circuiting or
short-circuiting the antenna.

465
 Purchased by ANGLO EASTERN GROUP
III – Shipborne radio equipment

7 TRANSMITTER POWER
The RF output power should be a minimum of 0.25 W. Where the RF output
power exceeds 1 W a power reduction switch to reduce the output power to
1 W or less is required.

8 RECEIVER PARAMETERS
8.1 The sensitivity of the receiver should be equal to or better than 2 µV e.m.f. for
a SINAD ratio of 12 dB at the output.
8.2 The immunity to interference of the receiver should be such that the wanted
signal is not seriously affected by unwanted signals.

9 ANTENNA
The antenna should be vertically polarized and, as far as practicable, be
omnidirectional in the horizontal plane. The antenna should be suitable for
efficient radiation and reception of signals at the operating frequency.

10 RECEIVER OUTPUT
10.1 The audio output should be sufficient to be heard in the ambient noise level
likely to be encountered in survival craft.
10.2 In the transmit condition, the output of the receiver should be muted.

11 ENVIRONMENTAL CONDITIONS
The equipment should be so designed as to operate over the temperature
range –20°C to +55°C. It should not be damaged in stowage throughout the
temperature range –30°C to +70°C.

12 POWER SUPPLY
12.1 The source of energy may be integrated in the equipment or external to it.
12.2 The source of energy should have sufficient capacity to ensure 8 h operation
at its highest rated power with a duty cycle of 1:9. This duty cycle is defined
as 6 s transmission, 6 s reception above squelch opening level and 48 s
reception below squelch opening level.
12.3 The two-way radiotelephone equipment may be equipped with a primary or
secondary battery. Primary batteries should have a shelf life of at least two
years.
12.4 Where secondary batteries are used, suitable arrangements should be made
to ensure the availability of fully charged cells at all times.

13 LABELLING
In addition to the general requirements specified in resolution A.694(17), the
following should be clearly indicated on the exterior of the equipment:
.1 brief operating instructions; and
.2 expiry date for the primary batteries, if any.

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GMDSS terrestrial communications – 1.6(c)

1.6(c)
Resolution MSC.149(77) – Adopted on 3 June 2003

ADOPTION OF THE REVISED PERFORMANCE STANDARDS

FOR SURVIVAL CRAFT PORTABLE TWO-WAY VHF
RADIOTELEPHONE APPARATUS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization

concerning the functions of the Committee,

RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,

NOTING regulation III/6.2.1 of the 1988 amendments to the International Convention

for the Safety of Life at Sea (SOLAS), 1974, concerning radiocommunications for the
Global Maritime Distress and Safety System (GMDSS), which requires that ships be
provided with survival craft two-way VHF radiotelephone apparatus and that such
apparatus shall conform to appropriate performance standards not inferior to those
adopted by the Organization,

RECOGNIZING the need to improve the previously adopted, by resolution A.809(19),

annex 1, performance standards for survival craft portable two-way VHF radiotelephone
apparatus,

HAVING CONSIDERED the recommendations on the revision of annex 1 to resolution

A.809(19) made by the Sub-Committee on Radiocommunications and Search and
Rescue at its seventh session,

1. ADOPTS the Revised Recommendation on performance standards for survival craft

portable two-way VHF radiotelephone apparatus, set out in the annex to the present
resolution;

2. RECOMMENDS Governments to ensure that survival craft portable two-way VHF

radiotelephone apparatus:

(a) if installed on or after 1 July 2005, conforms to performance standards not

inferior to those specified in the annex to the present resolution;

(b) if installed before 1 July 2005, conforms to performance standards not

inferior to those specified in annex 1 to resolution A.809(19).

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III – Shipborne radio equipment

Annex
REVISED RECOMMENDATION ON PERFORMANCE STANDARDS FOR
SURVIVAL CRAFT PORTABLE TWO-WAY VHF RADIOTELEPHONE
APPARATUS

1 INTRODUCTION
1.1 The survival craft portable two-way VHF radiotelephone, in addition to meeting
the requirements of the Radio Regulations, the relevant ITU-R Recommendations
and the general requirements set out in resolution A.694(17), should comply
with the following performance standards.

2 GENERAL
2.1 The equipment should be portable and capable of being used for on-scene
communication between survival craft, between survival craft and ship and
between survival craft and rescue unit. It may also be used for on-board
communications when capable of operating on appropriate frequencies.
2.2 The equipment should comprise at least:
.1 an integral transmitter/receiver including antenna and battery;
.2 an integral control unit including a press-to-transmit switch; and
.3 an internal microphone and loudspeaker.
2.3 The equipment should:
.1 be capable of being operated by unskilled personnel;
.2 be capable of being operated by personnel wearing gloves as specified
for immersion suits in regulation 32.3 of chapter III of 1974 SOLAS
Convention, as amended;
.3 be capable of single-handed operation except for channel selection;
.4 withstand drops on to a hard surface from a height of 1 m;
.5 be watertight to a depth of 1 m for at least 5 minutes;
.6 maintain watertightness when subjected to a thermal shock of 45°C
under conditions of immersion;
.7 not be unduly affected by seawater, or oil, or both;
.8 have no sharp projections which could damage survival craft;
.9 be of small size and light weight;
.10 be capable of operating in the ambient noise level likely to be
encountered on board ships or in survival craft;
.11 have provisions for its attachment to the clothing of the user and also be
provided with a wrist or neck strap. For safety reasons, the strap should
include a suitable weak link to prevent the bearer from being ensnared;
.12 be resistant to deterioration by prolonged exposure to sunlight; and
.13 be either of a highly visible yellow/orange colour or marked with a
surrounding yellow/orange marking strip.

3 CLASS OF EMISSION, FREQUENCY BANDS AND CHANNELS

3.1 The two-way radiotelephone should be capable of operation on the frequency
156.800 MHz (VHF channel 16) and on at least one additional channel.
3.2 All channels fitted should be for single-frequency voice communication
only.
3.3 The class of emission should comply with Recommendation ITU-R M.489-2.

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4 CONTROLS AND INDICATORS

4.1 An on/off switch should be provided with a positive visual indication that the
radiotelephone is switched on.
4.2 The receiver should be provided with a manual volume control by which the
audio output may be varied.
4.3 A squelch (mute) control and a channel selection switch should be
provided.
4.4 Channel selection should be easily performed and the channels should be
clearly discernible.
4.5 Channel indication should be in accordance with Appendix 18 of the Radio
Regulations.
4.6 It should be possible to determine that channel 16 has been selected in all
ambient light conditions.

5 PERMISSIBLE WARMING-UP PERIOD

5.1 The equipment should be operational within 5 seconds of switching on.

6 SAFETY PRECAUTIONS
6.1 The equipment should not be damaged by the effects of open-circuiting or
short-circuiting the antenna.

7 TRANSMITTER POWER
7.1 The effective radiated power should be a minimum of 0.25 W. Where the
effective radiated power exceeds 1 W, a power reduction switch to reduce
the power to 1 W or less is required. When this equipment provides for on-
board communications, the output power should not exceed 1 W on these
frequencies.

8 RECEIVER PARAMETERS
8.1 The sensitivity of the receiver should be equal to or better than 2 µV e.m.f. for
a SINAD ratio of 12 dB at the output.
8.2 The immunity to interference of the receiver should be such that the wanted
signal is not seriously affected by unwanted signals.

9 ANTENNA
9.1 The antenna should be vertically polarized and, as far as practicable, be
omnidirectional in the horizontal plane. The antenna should be suitable for
efficient radiation and reception of signals at the operating frequency.

10 RECEIVER OUTPUT
10.1 The audio output should be sufficient to be heard in the ambient noise level
likely to be encountered on board ships or in a survival craft.
10.2 In the transmit condition, the output of the receiver should be muted.

11 ENVIRONMENTAL CONDITIONS
11.1 The equipment should be so designed as to operate over the temperature
range –20°C to +55°C. It should not be damaged in stowage throughout the
temperature range –30°C to +70°C.

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12 POWER SUPPLY
12.1 The source of energy should be integrated in the equipment and may be
replaceable by the user. In addition, provision may be made to operate the
equipment using an external source of electrical energy.
12.2 Equipment for which the source of energy is intended to be user-replaceable
should be provided with a dedicated primary battery for use in the event of
a distress situation. This battery should be equipped with a non-replaceable
seal to indicate that it has not been used.
12.3 Equipment for which the source of energy is intended to be non-user-
replaceable should be provided with a primary battery. The portable two-way
radiotelephone equipment should be fitted with a non-replaceable seal to
indicate that it has not been used.
12.4 The primary battery should have sufficient capacity to ensure 8-hour operation
at its highest rated power with a duty cycle of 1:9. This duty cycle is defined
as 6-second transmission, 6-second reception above squelch opening level
and 48-second reception below squelch opening level.
12.5 Primary batteries should have a shelf life of at least 2 years, and if identified to
be user-replaceable should be of a colour or marking as defined in 2.3.13.
12.6 Batteries not intended for use in the event of a distress situation should be of a
colour or marking such that they cannot be confused with batteries intended
for such use.

13 LABELLING
13.1 In addition to the general requirements specified in resolution A.694(17), the
following should be clearly indicated on the exterior of the equipment:
.1 brief operating instructions; and
.2 expiry date for the primary batteries.

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GMDSS terrestrial communications – 1.7

1.7
Resolution MSC.80(70) – Adopted on 8 December 1998

ADOPTION OF NEW PERFORMANCE STANDARDS FOR

RADIOCOMMUNICATION EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization

concerning the functions of the Committee,

RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,

RECALLING FURTHER regulation IV/7.5 of the International Convention on the Safety of Life
at Sea (SOLAS), 1974, as amended by the 1995 SOLAS Conference, which requires
every passenger ship to carry means for two-way on-scene radiocommunications for
search and rescue purposes using aeronautical frequencies 121.5 MHz and 123.1
MHz,

HAVING CONSIDERED new performance standards prepared at the third session of the
Sub-Committee on Radiocommunications and Search and Rescue,

1. ADOPTS the Recommendation on Performance Standards for On-Scene

(Aeronautical) Portable Two-Way VHF Radiotelephone Apparatus and the
Recommendation on Performance Standards for On-Scene (Aeronautical) Two-Way
VHF Radiotelephone Apparatus for Fixed Installations, set out in annexes 1 and 2,
respectively, to the present resolution;

2. RECOMMENDS Member Governments to ensure that on-scene (aeronautical) two-

way VHF radiotelephone apparatus for use in search and rescue operations installed
on or after 1 July 2001 conform to performance standards not inferior to those
specified in the attached annexes.

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Annex 1
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
ON-SCENE (AERONAUTICAL) PORTABLE TWO-WAY VHF
RADIOTELEPHONE APPARATUS

1 INTRODUCTION
The on-scene (aeronautical) portable two-way VHF radiotelephone, in
addition to meeting the requirements of the Radio Regulations, the relevant
ITU-R Recommendations, the relevant requirements of annex 10 to the ICAO
Convention, and the general requirements set out in resolution A.694(17),
should comply with the following performance standards.

2 GENERAL
2.1 The equipment should be portable and capable of being used for on-scene
communication between a ship and aircraft.
2.2 The equipment should comprise at least:
.1 an integral transmitter/receiver including antenna and battery;
.2 an integral control unit including a press-to-transmit switch; and
.3 a microphone and loudspeaker
2.3 The equipment should:
.1 be capable of being operated by unskilled personnel;
.2 withstand drops on to a hard surface from a height of 1 m;
.3 be of small size and light weight;
.4 be capable of operating in the ambient noise level likely to be
encountered during SAR operations;
.5 have provisions for the use of external microphone/headset; and
.6 have a colour which distinguishes it from the portable equipment
specified in resolution A.809(19).
2.4 Unless otherwise stated, the equipment should comply with the requirements
of chapter II, part 2, paragraph 2.3 of annex 10 to the ICAO Convention.

3 CLASS OF EMISSION, FREQUENCY BANDS AND CHANNELS

The two-way radiotelephone should be amplitude-modulated and capable of
operation on the frequencies 121.5 MHz and 123.1 MHz.

4 CONTROLS AND INDICATORS

4.1 An on/off switch should be provided with a positive visual indication that the
radiotelephone is switched on.
4.2 The receiver should be provided with a manual volume control by which the
audio output may be varied.
4.3 Frequency selection should be easily performed and the frequencies should
be clearly discernible.

5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be operational within 5 s of switching on.

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6 SAFETY PRECAUTIONS
The equipment should not be damaged by the effects of open-circuiting or
short-circuiting the antenna.

7 TRANSMITTER POWER
The carrier power should be between 50 mW and 1.5 W.

8 RECEIVER OUTPUT
8.1 The audio output should be sufficient to be heard in the ambient noise level
likely to be encountered during SAR operations.
8.2 In the transmit condition, the output of the receiver should be muted.

9 POWER SUPPLY
9.1 The source of energy should be a primary battery integrated in the equipment
and may be replaceable by the user. In addition, provision may be made to
operate the equipment using an external source of electrical energy.
9.2 The primary battery should have sufficient capacity to ensure 8-hour operation
at its highest rated power with a duty cycle of 1:9. This duty cycle is defined
as 6-second transmission, 6-second reception above squelch opening level
and 48-second reception below squelch opening level.
9.3 Primary batteries should have a shelf life of at least 2 years.

10 LABELLING
10.1 In addition to the general requirements specified in resolution A.694(17), the
following should be clearly indicated on the exterior of the equipment:
.1 brief operating instructions;
.2 expiry date for the primary batteries; and
.3 the following text: “only for emergency communications with aircraft”.

Annex 2
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
ON-SCENE (AERONAUTICAL) TWO-WAY VHF RADIOTELEPHONE
APPARATUS FOR FIXED INSTALLATIONS

1 INTRODUCTION
The on-scene (aeronautical) two-way VHF radiotelephone for fixed installations,
in addition to meeting the requirements of the Radio Regulations, the relevant
ITU-R Recommendations, the relevant requirements of annex 10 to the ICAO
Convention, and the general requirements set out in resolution A.694(17),
should comply with the following performance standards.

2 GENERAL
2.1 The equipment should be capable of being used for on-scene communication
between the ship and airborne rescue unit(s).

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2.2 The equipment should comprise at least:

.1 a transmitter and receiver;
.2 an antenna which may be fixed to the equipment or mounted separately,
and
.3 a microphone with a press-to-talk switch and a loudspeaker.
2.3 The equipment should :
.1 be capable of being operated by unskilled personnel; and
.2 be capable of operating in the ambient noise level likely to be
encountered on board ships.
2.4 Unless otherwise stated, the equipment should comply with the requirements
of chapter II, part 2, paragraph 2.3 of annex 10 to the ICAO Convention.

3 CLASS OF EMISSION, FREQUENCY BANDS AND CHANNELS

The two-way radiotelephone should be amplitude-modulated and capable of
operation on the frequencies 121.5 MHz and on 123.1 MHz.

4 CONTROLS AND INDICATORS

4.1 An on/off switch should be provided with a positive visual indication that the
radiotelephone is switched on.
4.2 The receiver should be provided with a manual volume control by which the
audio output of the loudspeaker may be varied.
4.3 Frequency selection should be easily performed and the frequencies should
be clearly discernible.

5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be operational within 5 s of switching on.

6 SAFETY PRECAUTIONS
The equipment should not be damaged by the effects of open-circuiting or
short-circuiting the antenna.

7 TRANSMITTER POWER
The carrier output power should be between 50 mW and 1.5 W.

8 RECEIVER OUTPUT
8.1 The audio output should be sufficient to be heard in the ambient noise level
likely to be encountered on board ships.
8.2 In the transmit condition, the output of the receiver should be muted.

9 POWER SUPPLY
9.1 The radio installation should be powered from the ship’s main source of
electrical energy. In addition, it should be possible to operate the installation
from an alternative source of electrical energy.
9.2 Alternatively, the source of energy may be a primary battery integrated in the
equipment and may be replaceable by the user.

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9.3 The primary battery should have sufficient capacity to ensure 8-hour operation
at its highest rated power with a duty cycle of 1:9. This duty cycle is defined
as 6-second transmission, 6-second reception above squelch opening level
and 48-second reception below squelch opening level.
9.4 Primary batteries should have a shelf life of at least 2 years.

10 LABELLING
10.1 In addition to the general requirements specified in resolution A.694(17), the
following should be clearly indicated on the exterior of the equipment:
.1 brief operating instructions;
.2 the following text: “only for emergency communications with aircraft”;
and
.3 if applicable, expiry date for the primary batteries.

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III/2
Satellite communications

2.1
Resolution A.664(16) – Adopted on 19 October 1989

PERFORMANCE STANDARDS FOR ENHANCED

GROUP CALL EQUIPMENT

THE ASSEMBLY,

RECALLING Article 15(j) of the Convention on the International Maritime Organization

concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,

RECOGNIZING the need to prepare performance standards for enhanced group call
equipment in order to ensure the operational reliability of such equipment and to
avoid, as far as practicable, adverse interaction between such equipment and other
communication and navigation equipment aboard the ship,

HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
fifty-fifth session,

1. ADOPTS the Recommendation on Performance Standards for Enhanced Group Call

Equipment, the text of which is set out in the annex to the present resolution;

2. NOTES that part A of the INMARSAT design and installation guidelines for
enhanced group call equipment is similar to the present performance standards for
enhanced group call equipment and to the performance standards for shipborne radio
equipment – general requirements (resolution A.569(14));

3. RECOMMENDS Member Governments to ensure that every enhanced group call

equipment which will form part of the global maritime distress and safety system conforms
to performance standards not to those specified in the annex to this resolution, which
are in accordance with part A of the INMARSAT design and installation guidelines for
enhanced group call equipment;

4. INVITES INMARSAT to ensure that any amendments to part A of the INMARSAT

design and installation guidelines for enhanced group call equipment be agreed with the
Organization prior to their implementation;

5. REQUESTS the Maritime Safety Committee to ensure that any proposed amendments to
this resolution be agreed with INMARSAT prior to their consideration by the Assembly.

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III – Shipborne radio equipment

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR ENHANCED GROUP CALL EQUIPMENT

1 INTRODUCTION
1.1 The enhanced group call (EGC) equipment to be used in the INMARSAT system
should comply with the general requirements set out in Assembly resolution
A.569(14) and the following minimum performance requirements.
1.2 The equipment should be capable of producing a printed copy of received
information. Received EGC messages may be stored, with indication that the
message has been received, for later printing, except for the vital messages referred
to in paragraphs 3.2 and 3.5, which should be printed out upon receipt.
1.3 The EGC installation may be either separate or combined with other
installations.*

2 TECHNICAL REQUIREMENTS
The equipment should be type-approved by INMARSAT and should comply
with the environmental conditions specified in the INMARSAT technical
requirements for the EGC receiver.

3 OPERATION
3.1 Means should be provided to enter the ship’s position and area code manually
so that area group calls can be received. Optionally, the ship’s position, as
determined by the navigational equipment, may be entered automatically and
the area code automatically derived therefrom.
3.2 Provision should be made for a specific aural alarm and visual indication at
the position from which the ship is normally navigated to indicate receipt of a
distress or urgency call or a call having distress category. It should not be possible
to disable this alarm and it should only be possible to reset it manually.
3.3 The equipment should indicate when it is not correctly tuned or synchronized
to the enhanced group call carrier.
3.4 Any message should be printed regardless of the character error rate of
reception. The equipment should print a low line mark if a character is received
mutilated.
3.5 Acceptance or rejection of service codes† should be under the operator’s
control except that equipment should be unable to reject relevant navigational
warnings, meteorological warnings, search and rescue information and certain
special warnings, which are directed to a geographical area within which the
ship is operating.
3.6 Means should be provided not to reprint the same message after it has been
received without error.
3.7 The printing device should be capable of printing at least the Standard IA
Number 5 character set. Other character sets are optionally used according
to ISO 2022 or CCITT Recommendation T.61.
3.8 The printing device should be able to print at least 40 characters per line.

* Elements of other installations, e.g. the antenna, low noise amplifier and down-converter of the ship
earth station, may be shared for the reception of enhanced group call messages.
†
The meaning of the service codes is the same as for the NAVTEX system (see CCIR Recommendation
540 and the NAVTEX Manual).

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Satellite communications – 2.1

3.9 The signal processor and printing device should ensure that if a word cannot
be accommodated in full on one line, it should be transferred to the next line.
The printing device should automatically feed five lines after completing the
printed messages.

4 POWER SUPPLY
4.1 The enhanced group call equipment should normally be powered from the
ship’s main source of electrical energy. In addition, it should be possible to
operate the EGC equipment, and all other equipment necessary for its normal
functioning, from an alternative source of energy.
4.2 Changing from one source of supply to another, or any interruption of up
to 60 s duration of the supply of electrical energy, should not require the
equipment to be manually re-initialized and should not result in loss of
received messages stored in the memory.

5 ANTENNA SITING
5.1 Where an omnidirectional antenna is used, it is desirable that the antenna
be sited in such a position that no obstacle likely to degrade significantly the
performance of the equipment appears in the fore and aft directions down to
–5° and in the port and starboard directions down to –15°
5.2 Where a stabilized directive antenna is used, it is desirable that the antenna
be sited in such a position that no obstacle likely to degrade significantly the
performance of the equipment appears in any azimuth down to –5°.
5.3 For omnidirectional antennas, objects, especially those within 1 m of the
antenna which cause a shadow sector of greater than 2°, are likely to degrade
significantly the performance of the equipment.
5.4 For directive antennas, objects, especially those within 10 m of the antenna
which cause a shadow sector of greater than 6°, are likely to degrade
significantly the performance of the equipment.

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Satellite communications – 2.2(a)

2.2(a)
Resolution A.698(17) – Adopted on 6 November 1991

PERFORMANCE STANDARDS FOR SHIP EARTH STATIONS

CAPABLE OF TWO-WAY COMMUNICATIONS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulations IV/10.1 and IV/14.1 of the 1988 amendments to the 1974
SOLAS Convention concerning radiocommunications for the global maritime distress
and safety system (GMDSS) which require respectively that ships remaining in sea
area A3 be provided with an INMARSAT ship earth station and that such ship earth
stations shall conform to appropriate performance standards not inferior to those
adopted by the Organization,
RECOGNIZING the need to prepare performance standards for satellite communication
equipment in order to ensure the operational reliability of such equipment and to
avoid, as far as practicable, adverse interaction between satellite communication
equipment and other communication and navigation equipment aboard the ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its fifty-ninth session,
1. ADOPTS the Recommendation on Performance Standards for Ship Earth Stations
Capable of Two-Way Communications set out in the annex to this resolution;
2. NOTES that part A of the INMARSAT design and installation guidelines is similar to
the performance standards for ship earth stations capable of two-way communications
and to the general requirements for shipborne radio equipment set out in resolution
A.694(17);
3. RECOMMENDS Governments ensure that every ship earth station forming part of
the GMDSS conforms to performance standards not inferior to those specified in the
annex to this resolution, which are in accordance with part A of the INMARSAT ship
earth station design and installation guidelines;
4. INVITES INMARSAT to ensure that any amendments to part A of the INMARSAT
ship earth station design and installation guidelines be agreed with the Organization
prior to their adoption;
5. REQUESTS the Maritime Safety Committee to ensure that any proposed amendments
to this resolution be agreed with INMARSAT prior to their adoption;
6. REVOKES resolution A.608(15).

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR SHIP
EARTH STATIONS CAPABLE OF TWO-WAY COMMUNICATIONS

1 INTRODUCTION
The ship earth station installation capable of telephony and direct-printing
should comply with the general requirements set out in Assembly resolution
A.694(17) and with the following minimum requirements.

2 TECHNICAL REQUIREMENTS
The equipment should be type approved by INMARSAT and should comply
with the environmental conditions specified in its technical requirements for
INMARSAT ship earth stations capable of two-way communications.

3 OPERATION
3.1 No control external to the equipment should be available for alteration of the
ship station identity.
3.2 It should be possible to initiate and make distress calls by telephony or direct-
printing from the position at which the ship is normally navigated and from
any other position designated for distress alerting. In addition, where a room
is provided for radiocommunications, means to initiate distress calls should
also be fitted in that room. The means for initiating a distress call should be
easy to operate and protected against inadvertent activation.
3.3 Where no other means of receiving distress, urgency and safety broadcasts
or an addressed distress alert relay are provided and existing levels of
aural signals produced by the telephone or teletype are considered to be
inadequate, the ship earth equipment should be configured to actuate an
aural/visual alarm of appropriate level.

4 RADIO FREQUENCY HAZARDS

In order to permit warnings of potential radiation hazards to be displayed
in appropriate places, a label should be attached to the radome indicating
the distance at which radiation levels of 100 W/m2, 25 W/m2 and 10 W/m2
exist.

5 POWER SUPPLY
5.1 The ship earth station should normally be powered from the ship’s main
source of electrical energy. In addition, it should be possible to operate the
ship earth station and all equipment necessary for its normal functioning,
including the antenna tracking system, from an alternative source of energy.
5.2 Changing from one source of supply to another or any interruption up to 60 s
of the supply of electrical energy should not render the equipment inoperative
or require the equipment to be re-initialized.

6 ANTENNA SITING
6.1 It is desirable that the antenna be sited in such a position that no obstacles
likely to significantly degrade the performance of the equipment appear in
any azimuth down to an angle of elevation of –5°.
6.2 The siting of the antenna needs careful consideration, taking into account the
adverse effect of high levels of vibration which might be introduced by the use
of a tall mast and the need to minimize shadow sectors. Objects, especially
those within 10 m of the radome which cause a shadow sector of greater than
6°, are likely to significantly degrade the performance of the equipment.
6.3 The above-deck equipment should be separated, as far as is practicable, from
the antennae of other communication and navigation equipment.

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Satellite communications – 2.2(b)

2.2(b)
Resolution A.808(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR SHIP EARTH STATIONS

CAPABLE OF TWO-WAY COMMUNICATIONS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulations IV/10.1 and 14.1 of the 1988 amendments to the
International Convention for the Safety of Life at Sea (SOLAS), 1974, concerning
radiocommunications for the global maritime distress and safety system (GMDSS),
which require, respectively, that ships remaining in sea area A3 be provided with an
Inmarsat ship earth station and that such ship earth stations shall conform to appropriate
performance standards not inferior to those adopted by the Organization,
RECOGNIZING the need to prepare performance standards for satellite communication
equipment in order to ensure the operational reliability of such equipment and to
avoid, as far as practicable, adverse interaction between satellite communication
equipment and other communication and navigation equipment aboard the ship,
RECOGNIZING ALSO that Inmarsat discontinued type approval of Inmarsat-A ship earth
stations in 1991,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for Ship Earth Stations
Capable of Two-Way Communications set out in the annex to the present resolution;
2. NOTES that part A of the Inmarsat design and installation guidelines is similar to
the performance standards for ship earth stations capable of two-way communications
and to the general requirements for shipborne radio equipment set out in resolution
A.694(17);
3. RECOMMENDS Governments to ensure that every ship earth station which forms
part of the GMDSS:
(a) if installed on or after 23 November 1996, conforms to performance
standards not inferior to those specified in the annex to the present
resolution;
(b) if installed before 23 November 1996, conforms to performance standards
not inferior to those specified in the annex to resolution A.698(17),
which are in accordance with part A of the Inmarsat ship earth station design and
installation guidelines;
4. INVITES Inmarsat to ensure that any amendments to part A of the ship earth station
design and installation guidelines are agreed with the Organization prior to their
adoption;

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5. REQUESTS the Maritime Safety Committee to ensure that any proposed amendments
to this resolution are agreed with Inmarsat prior to their adoption;
6. REQUESTS ALSO the Maritime Safety Committee to keep these Performance
Standards under review and to adopt amendments thereto, as necessary.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR SHIP
EARTH STATIONS CAPABLE OF TWO-WAY COMMUNICATIONS

1 INTRODUCTION
The ship earth station installation capable of telephony and direct-printing
should comply with the general requirements set out in resolution A.694(17)
and with the following minimum requirements.

2 TECHNICAL REQUIREMENTS
The equipment should be type approved by Inmarsat and should comply
with the environmental conditions specified in its technical requirements for
Inmarsat ship earth stations capable of two-way communications.

3 OPERATION
3.1 No control external to the equipment should be available for alteration of the
ship station identity.
3.2 It should be possible to initiate and make distress calls by telephony or direct-
printing from the position at which the ship is normally navigated and from
any other position designated for distress alerting. In addition, where a room
is provided for radiocommunications, means to initiate distress calls should
also be fitted in that room.
3.3 Where no other means of receiving distress, urgency and safety broadcasts
or an addressed distress alert relay are provided and existing levels of
aural signals produced by the telephone or teletype are considered to be
inadequate, the ship earth station equipment should be configured to actuate
an aural/visual alarm of appropriate level.
3.4 It should be possible to interrupt or initiate distress calls at any time.
3.5 A distress call should be activated only by means of a dedicated distress
button. This button should not be any key of an ITU-T digital input panel or
an ISO keyboard provided on the equipment.
3.6 The dedicated distress button should:
.1 be clearly identified; and
.2 be protected against inadvertent operation.
3.7 The distress call initiation should require at least two independent actions.
3.8 Paragraphs 3.5, 3.6 and 3.7 do not apply to Inmarsat-A ship earth stations.

4 RADIO FREQUENCY HAZARDS

In order to permit warning of potential radiation hazards to be displayed in
appropriate places, a label should be attached to the radome indicating the
distance at which radiation levels of 100 W/m2, 25 W/m2 and 10 W/m2 exist.

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Satellite communications – 2.2(b)

5 POWER SUPPLY
5.1 The ship earth station should normally be powered from the ship’s main
source of electrical energy. In addition, it should be possible to operate the
ship earth station and all equipment necessary for its normal functioning,
including the antenna tracking system, from an alternative source of energy.
5.2 Changing from one source of supply to another or any interruption up to 60 s
of the supply of electrical energy should not render the equipment inoperative
or require the equipment to be re-initialized.

6 ANTENNA SITING
6.1 It is desirable that the antenna be sited in such a position that no obstacles
likely significantly to degrade the performance of the equipment appear in
any azimuth down to an angle of elevation of –5°.
6.2 The siting of the antenna needs careful consideration, taking into account the
adverse effect of high levels of vibration which might be introduced by the use
of a tall mast and the need to minimize shadow sectors. Objects, especially
those within 10 m of the radome which cause a shadow sector of greater than
6°, are likely significantly to degrade the performance of the equipment.
6.3 The above-deck equipment should be separated, as far as is practicable, from
the antennae of other communication and navigation equipment.

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 Purchased by ANGLO EASTERN GROUP

Satellite communications – 2.2(c)

2.2(c)
Resolution MSC.130(75) – Adopted on 21 May 2002

PERFORMANCE STANDARDS FOR INMARSAT SHIP EARTH

STATIONS CAPABLE OF TWO-WAY COMMUNICATIONS

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf
of the Organization,
RECALLING FURTHER regulations IV/10.1 and 14.1 of the International Convention for the
Safety of Life at Sea (SOLAS), 1974, as amended, concerning radiocommunications for
the Global Maritime Distress and Safety System (GMDSS), which require, respectively,
that ships remaining in sea area A3 be provided with an Inmarsat ship earth station
and that such ship earth stations shall conform to appropriate performance standards
not inferior to those adopted by the Organization,
FURTHER RECALLING resolution A.888(21) by which the Assembly adopted the criteria
and requirements for mobile-satellite communication systems being designed for use
in the GMDSS after 1 February 1999 and, in particular, the requirements for new
systems to provide prioritized pre-emption,
NOTING the transition of Inmarsat to a national law company and the consequential
restructuring of the International Mobile Satellite Organization (IMSO) to oversee
certain public interests in the company’s operations, including the continued provision
of satellite services for the GMDSS,
RECOGNIZING the need to prepare performance standards for Inmarsat satellite
communication equipment designed in accordance with resolution A.888(21) in
order to ensure the operational reliability of such equipment and to avoid, as far as
practicable, adverse interaction between satellite communication equipment and
other communication and navigation equipment aboard the ship,
RECOGNIZING ALSO that Inmarsat discontinued type approval of Inmarsat-A ship earth
stations in 1991,
RECOGNIZING FURTHER that the international telex service is being discontinued in an
increasing number of countries,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Radio-
communications and Search and Rescue at its sixth session,

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1. ADOPTS the Recommendation on performance standards for Inmarsat ship earth

stations capable of two-way communications, set out in the annex to the present
resolution;
2. NOTES that part A of the Inmarsat design and installation guidelines is similar to the
performance standards for ship earth stations capable of two-way communications and to
the general requirements for shipborne radio equipment set out in resolution A.694(17);
3. RECOMMENDS Governments to ensure that every Inmarsat ship earth station which
forms part of the GMDSS:
.1 if designed to operate in a system introduced after 1 February 1999, complies
with the relevant requirements of resolution A.888(21) and conforms to
performance standards not inferior to those specified in the annex to the
present resolution;
.2 if installed on or after 23 November 1996, conforms to performance standards
not inferior to those specified in the annex to resolution A.808(19);
.3 if installed before 23 November 1996, conforms to performance standards
not inferior to those specified in the annex to resolution A.698(17), which
are in accordance with part A of the Inmarsat ship earth station design and
installation guidelines;
4. INVITES IMSO to ensure that any amendments to part A of the ship earth station design
and installation guidelines are agreed with the Organization prior to their adoption.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
INMARSAT SHIP EARTH STATIONS CAPABLE OF TWO-WAY
COMMUNICATIONS

1 INTRODUCTION
The ship earth station installation capable of telephony and data
communications should comply with the general requirements set out in
resolution A.694(17) and with the following minimum requirements.

2 TECHNICAL REQUIREMENTS
The equipment should be type approved by Inmarsat and should comply
with the environmental conditions specified in its technical requirements for
Inmarsat ship earth stations capable of two-way communications.

3 OPERATION
3.1 No control external to the equipment should be available for alteration of the
ship station identity.
3.2 It should be possible to initiate and make distress calls by telephony or data
communications from the position at which the ship is normally navigated
and from any other position designated for distress alerting. In addition,
where a room is provided for radiocommunications, means to initiate distress
calls should also be fitted in that room.
3.3 Where no other means of receiving distress, urgency and safety broadcasts or
an addressed distress alert relay are provided and existing levels of aural signals
produced by the telephone or printer are considered to be inadequate, the ship
earth station equipment should provide an aural/visual alarm of appropriate level.

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Satellite communications – 2.2(c)

3.4 It should be possible to interrupt or initiate distress calls at any time.

3.5 A distress call should be activated only by means of a dedicated distress
button. This button should not be any key of an ITU-T digital input panel or
an ISO keyboard provided on the equipment.
3.6 The dedicated distress button should:*
.1 be clearly identified; and
.2 be protected against inadvertent operation.
3.7 The distress call initiation should require at least two independent actions.
3.8 Paragraphs 3.5, 3.6 and 3.7 do not apply to Inmarsat-A ship earth stations.

4 RADIO FREQUENCY HAZARDS

In order to permit warning of potential radiation hazards to be displayed in
appropriate places, a label should be attached to the radome indicating the
distance at which radiation levels of 100 W/m2, 25 W/m2 and 10 W/m2 exist.

5 POWER SUPPLY
5.1 The ship earth station should normally be powered from the ship’s main
source of electrical energy. In addition, it should be possible to operate the
ship earth station and all equipment necessary for its normal functioning,
including the antenna tracking system, from an alternative source of energy.
5.2 Changing from one source of supply to another or any interruption up to 60 s
of the supply of electrical energy should not render the equipment inoperative
or require the equipment to be re-initialized.

6 ANTENNA SITING
6.1 It is desirable that the antenna be sited in such a position that no obstacles
likely significantly to degrade the performance of the equipment appear in
any azimuth down to an angle of elevation of –5°.
6.2 The sitting of the antenna needs careful consideration, taking into account the
adverse effect of high levels of vibration which might be introduced by the use
of a tall mast and the need to minimize shadow sectors. Objects, especially
those within 10 m of the radome which cause a shadow sector of greater than
6°, are likely significantly to degrade the performance of the equipment.
6.3 The above-deck equipment should be separated, as far as is practicable, from
the antennae of other communication and navigation equipment.

* MSC/Circ.862 – Clarifications of certain requirements in IMO performance standards for GMDSS

equipment.

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 Purchased by ANGLO EASTERN GROUP

Satellite communications – 2.3(a)

2.3(a)
Resolution A.663(16) – Adopted on 19 October 1989

PERFORMANCE STANDARDS FOR INMARSAT STANDARD-C

SHIP EARTH STATIONS CAPABLE OF TRANSMITTING AND
RECEIVING DIRECT-PRINTING COMMUNICATIONS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECOGNIZING the need to prepare performance standards for satellite communication
equipment in order to ensure the operational reliability of such equipment and to
avoid, as far as practicable, adverse interaction between such equipment and other
communication and navigation equipment aboard the ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its fifty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for INMARSAT
Standard-C Ship Earth Stations Capable of Transmitting and Receiving Direct-Printing
Communications, the text of which is set out in the annex to the present resolution;
2. NOTES that part A of the INMARSAT draft design and installation guidelines for
standard-C ship earth stations is similar to the present performance standards for
INMARSAT standard-C ship earth stations and to the performance standards for
shipborne radio equipment – general requirements (resolution A.569(14));
3. RECOMMENDS Member Governments to ensure that every standard-C ship earth
station which will form part of the global maritime distress and safety system conforms
to performance standards not inferior to those specified in the annex to this resolution,
which are in accordance with part A of the INMARSAT design and installation
guidelines for standard-C ship earth stations:
4. INVITES INMARSAT to ensure that any amendments to part A of the INMARSAT
design and installation guidelines for standard-C ship earth stations be agreed with the
Organization prior to their implementation;
5. REQUESTS the Maritime Safety Committee to ensure that any proposed amendments to
this resolution be agreed with INMARSAT prior to their consideration by the Assembly.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
INMARSAT STANDARD-C SHIP EARTH STATIONS CAPABLE
OF TRANSMITTING AND RECEIVING DIRECT-PRINTING
COMMUNICATIONS

1 INTRODUCTION
1.1 The INMARSAT standard-C ship earth station installation capable of
transmitting and receiving direct-printing communications should comply
with the general requirements set out in Assembly resolution A.569(14) and
with the following minimum performance requirements.
1.2 The performance of any enhanced group call facility provided by the ship
earth station should be in accordance with the performance standards for the
enhanced group call equipment set out in resolution A.664(16).

2 TECHNICAL REQUIREMENTS
The ship earth station should be type-approved by INMARSAT and should
comply with the environmental conditions specified in its technical
requirements for INMARSAT standard-C ship earth stations.

3 OPERATION
3.1 No control external to the equipment should be available for alteration of the
ship station identity.
3.2 It should be possible to initiate and make distress calls from the position from
which the ship is normally navigated and from at least one other position
designated for distress alerting. The means for initiating a distress call should
be easy to operate and protected against inadvertent activation.

4 RADIO FREQUENCY HAZARDS

In order to permit a warning of potential radiation hazards to be displayed in
appropriate locations, a label should be attached to the radome indicating the
distances external to the radome at which radiation levels of 100 W/m 2, 25 W/m2
and 10 W/m2 exist. However, the distances which are within a radome need
not be indicated.

5 POWER SUPPLY
5.1 The ship earth station should normally be powered from the ship’s main
source of electrical energy. In addition, it should be possible to operate the
ship earth station and all equipment necessary for its normal functioning,
including the antenna tracking system, where provided, from an alternative
source of energy.
5.2 Changing from one source of supply to another or any interruption of up
to 60 s duration of the supply of electrical energy should not require the
equipment to be manually re-initialized and should not result in loss of
received messages stored in the memory.

6 ANTENNA SITING
6.1 Where an omnidirectional antenna is used it should, if practicable, be sited in
such a position that no obstacle likely to degrade significantly the performance
of the equipment appears in the fore and aft directions down to –5° and in the
port and starboard directions down to –15°. For omnidirectional antennas,

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Satellite communications – 2.3(a)

objects, especially those within 1 m of the antenna, which cause a shadow

sector of greater than 2°, are likely to degrade significantly the performance
of the equipment.
6.2 Where a stabilized directive antenna is used it should, if practicable, be
sited in such a position that no obstacle, likely to degrade significantly the
performance of the equipment appears in any azimuth down to –5°. For
directive antennas with a gain of approximately 20 dB, objects, especially
those within 10 m of the antenna, which cause a shadow sector of greater than
6°, are likely to degrade significantly the performance of the equipment.

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 Purchased by ANGLO EASTERN GROUP

Satellite communications – 2.3(b)

2.3(b)
Resolution A.807(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR INMARSAT-C SHIP EARTH

STATIONS CAPABLE OF TRANSMITTING AND RECEIVING
DIRECT-PRINTING COMMUNICATIONS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulations IV/8.1.5.1, IV/9.3.2, IV/10.1.1 and IV/14.1 of the 1988
amendments to the International Convention for the Safety of Life at Sea (SOLAS), 1974,
concerning radiocommunications for the global maritime distress and safety system
(GMDSS), which require, respectively, that ships be provided with an Inmarsat-C ship
earth station capable of transmitting and receiving direct-printing communications and
that such ship earth stations shall conform to appropriate performance standards not
inferior to those adopted by the Organization,
RECOGNIZING the need to prepare performance standards for Inmarsat-C ship earth
stations operating through the geostationary Inmarsat satellite system to be used in
the GMDSS in order to ensure the operational reliability of such equipment and to
avoid, as far as practicable, adverse interaction between such equipment and other
communication and navigation equipment on board ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for Inmarsat-C Ship
Earth Stations Capable of Transmitting and Receiving Direct-Printing Communications
set out in the annex to the present resolution;
2. NOTES that part A of the Inmarsat-C design and installation guidelines is similar
to the present performance standards for Inmarsat-C ship earth stations and to the
general requirements for shipborne radio equipment set out in resolution A.694(17);
3. RECOMMENDS Governments to ensure that every Inmarsat-C ship earth station
which forms part of the GMDSS:
(a) if installed on or after 23 November 1996, conforms to performance
standards not inferior to those specified in the annex to the present
resolution;
(b) if installed before 23 November 1996, conforms to performance standards
not inferior to those specified in the annex to resolution A.663(16),
which are in accordance with part A of the Inmarsat design and installation guidelines;
4. INVITES Inmarsat to ensure that any amendments to part A of the Inmarsat-C design
and installation guidelines are agreed with the Organization prior to their adoption;

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III – Shipborne radio equipment

5. REQUESTS the Maritime Safety Committee to ensure that any proposed amendments
to this resolution are agreed with Inmarsat prior to their adoption;
6. REQUESTS ALSO the Maritime Safety Committee to keep these Performance
Standards under review and to adopt amendments thereto, as necessary.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR INMARSAT-C SHIP EARTH STATIONS CAPABLE
OF TRANSMITTING AND RECEIVING
DIRECT-PRINTING COMMUNICATIONS

1 INTRODUCTION
1.1 The Inmarsat-C ship earth station installation capable of transmitting and
receiving direct-printing communications should comply with the general
requirements set out in resolution A.694(17) and with the following minimum
performance requirements.
1.2 The performance of any enhanced group call facility provided by the ship
earth station should be in accordance with the performance standards for
enhanced group call equipment set out in resolution A.664(16).

2 TECHNICAL REQUIREMENTS
The ship earth station should be type-approved by Inmarsat and should comply
with the environmental conditions specified in its technical requirements for
Inmarsat-C ship earth stations.

3 OPERATION
3.1 No control external to the equipment should be available for alteration of the
ship station identity.
3.2 It should be possible to initiate and make distress calls from the position from
which the ship is normally navigated and from at least one other position
designated for distress alerting.
3.3 A distress alert should be activated only by means of a dedicated distress
button. This button should not be any key of an ITU-T digital input panel or
an ISO keyboard provided on the equipment.
3.4 The dedicated distress button should:
.1 be clearly identified; and
.2 be protected against inadvertent operation.
3.5 The distress alert initiation should require at least two independent actions.
3.6 The equipment should indicate the status of the distress alert transmission.
3.7 It should be possible to interrupt and initiate distress messages at any time.
3.8 Provisions should be made for:
.1 automatic and manual entry of the position information; and
.2 automatic and manual entry of the time at which the position was
determined.

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Satellite communications – 2.3(b)

4 RADIO FREQUENCY HAZARDS

In order to permit a warning of potential radiation hazards to be displayed in
appropriate locations, a label should be attached to the radome indicating
the distances external to the radome at which radiation levels of 100 W/m2,
25 W/m2 and 10 W/m2 exist. However, the distances which are within a
radome need not be indicated.

5 POWER SUPPLY
5.1 The ship earth station should normally be powered from the ship’s main
source of electrical energy. In addition, it should be possible to operate the
ship earth station and all equipment necessary for its normal functioning,
including the antenna tracking system, where provided, from an alternative
source of energy.
5.2 Changing from one source of supply to another or any interruption of up
to 60 s duration of the supply of electrical energy should not require the
equipment to be manually re-initialized and should not result in loss of
received messages stored in the memory.

6 ANTENNA SITING
6.1 Where an omnidirectional antenna is used it should, if practicable, be sited in
such a position that no obstacle likely to degrade significantly the performance
of the equipment appears in the fore and aft directions down to –5° and in
the port and starboard directions down to –15°. For omnidirectional antennas,
objects, especially those within 1 m of the antenna, which cause a shadow
sector of greater than 2°, are likely to degrade significantly the performance
of the equipment.
6.2 Where a stabilized directive antenna is used it should, if practicable, be
sited in such a position that no obstacle likely to degrade significantly the
performance of the equipment appears in any azimuth down to –5°. For
directive antennas with a gain of approximately 20 dB, objects, especially
those within 10 m of the antenna, which cause a shadow sector of greater than
6°, are likely to degrade significantly the performance of the equipment.

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 Purchased by ANGLO EASTERN GROUP

Satellite communications – 2.3(c)

2.3(c)
Resolution MSC.68(68) – Adopted on 6 June 1997

ADOPTION OF AMENDMENTS TO PERFORMANCE

STANDARDS FOR SHIPBORNE RADIOCOMMUNICATION
EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.825(19), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
NOTING the experience gained by the international maritime community on the use of
shipborne equipment in the Global Maritime Distress and Safety System,
RECOGNIZING the need to update performance standards for VHF and MF radio
installations capable of voice communication and digital selective calling, MF/HF
radio installations capable of voice communication, narrow-band direct-printing and
digital selective calling, and Inmarsat-C ship earth stations capable of transmitting and
receiving direct-printing communications,
HAVING CONSIDERED amendments, which, with respect to resolution A.807(19), were
agreed by Inmarsat, to performance standards prepared at the second session of the
Sub-Committee on Radiocommunications and Search and Rescue,
1. ADOPTS the amendments to the following performance standards adopted by the
Assembly, set out in annexes 1 to 4 to the present resolution:
(a) Resolution A.803(19) – Performance Standards for Shipborne VHF Radio
Installations Capable of Voice Communication and Digital Selective Calling
(annex 1);
(b) Resolution A.804(19) – Performance Standards for Shipborne MF Radio
Installations Capable of Voice Communication and Digital Selective Calling
(annex 2);
(c) Resolution A.806(19) – Performance Standards for Shipborne MF/HF
Radio Installations Capable of Voice Communication, Narrow-Band
Direct-Printing and Digital Selective Calling (annex 3); and
(d) Resolution A.807(19) – Performance Standards for Inmarsat-C Ship
Earth Stations Capable of Transmitting and Receiving Direct-Printing
Communications (annex 4);

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2. RECOMMENDS Governments to ensure that equipment and systems listed in the

present resolution and installed on or after 1 January 2000 conform to the amended
performance standards specified in the attached annexes.

Annex 4
AMENDMENTS TO RESOLUTION A.807(19) – PERFORMANCE
STANDARDS FOR INMARSAT-C SHIP EARTH STATIONS CAPABLE
OF TRANSMITTING AND RECEIVING DIRECT-PRINTING
COMMUNICATIONS
Modify paragraph 3.8 of the annex, as follows:

“3.8 Facilities should be provided to automatically update the ship’s position and
the time at which the position was determined from a suitable electronic
position-fixing aid which may be an integral part of the equipment. For
equipment which does not have an integral electronic position-fixing
aid, such facilities should include a suitable interface conforming to the
appropriate international standard.*”

Add new paragraphs 3.9 and 3.10 to the annex, as follows:

“3.9 Provisions should also be made for manual entry of position information and
of the time at which the position was determined.

3.10 An alarm should be activated when no position data is received from the
electronic position-fixing aid or, in the case of manual input, the position
information is over 4 hours old. Any position information not updated for
more than 24 hours should be clearly identified.”

* IEC 1162.

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III/3
EPIRBs

3.1(a)
Resolution A.612(15) – Adopted on 19 November 1987

PERFORMANCE STANDARDS FOR FLOAT-FREE VHF

EMERGENCY POSITION-INDICATING RADIO BEACONS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECOGNIZING the need to prepare performance standards for VHF EPIRBs to be used
in the global maritime distress and safety system (GMDSS) in order to ensure the
operational reliability of such equipment and to avoid, as far as practicable, adverse
interaction between such equipment and other communication and navigation
equipment aboard ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its fifty-fourth session,
1. ADOPTS the Recommendation on Performance Standards for Float-Free VHF
EPIRBs, the text of which is set out in the annex to the present resolution;
2. RECOMMENDS Member Governments to ensure that VHF EPIRBs which will form
part of the global maritime distress and safety system (GMDSS) conform to performance
standards not inferior to those specified in the annex to the present resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR FLOAT-FREE VHF EPIRBs

Part A
General

1 INTRODUCTION
The VHF emergency position-indicating radio beacon (EPIRB), in addition
to meeting the requirements of the Radio Regulations, the relevant CCIR
Recommendations and the general requirements set out in resolution
A.569(14), should comply with the following performance standards.

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2 GENERAL
2.1 The EPIRB should be capable of transmitting a VHF distress alert and of
providing a locating signal by means of a 9 GHz radar transponder. These
two functions may be provided in an integral unit. The radar transponder
(SART) should comply with the Recommendation on performance standards
for survival craft radar transponders for use in search and rescue operations
(Assembly resolution A.604(15)) and should be capable of indicating the
location of a unit in distress on the assisting units’ radars by means of a series
of equally spaced dots as specified in Assembly resolution A.530(13).
2.2 The EPIRB should be of an automatic float-free type. The equipment, mounting
and releasing arrangements should be reliable even under extreme conditions.
2.3 The VHF EPIRB should:
.1 be capable of being easily activated by unskilled personnel;
.2 be fitted with adequate means to prevent inadvertent activation;
.3 be so designed that the electrical portions are watertight at a depth of
10 m for at least 5 min. Consideration should be given to a temperature
variation of 45°C during transitions from the mounted position to
immersion. The harmful effects of a marine environment, condensation
and water leakage should not affect the performance of the beacon;
.4 be automatically activated after floating free;
.5 be capable of manual activation and manual deactivation;
.6 be provided with means to indicate that signals are being emitted;
.7 be capable of floating upright in calm water and have positive stability and
sufficient buoyancy (preferably more than 20 N) in all sea conditions;
.8 be capable of being dropped into the water without damage from a height
of 20 m;
.9 be capable of being tested on board, without radiating an alerting signal,
to determine that it is capable of operating properly;
.10 be of highly visible yellow/orange colour and be fitted with retro-reflecting
material;
.11 be equipped with a buoyant captive lanyard, suitable for use as a tether,
which should be so arranged as to prevent its being trapped in the ship’s
structure when floating free;
.12 be provided with a low duty cycle light (0.75 cd) activated by darkness
to indicate its position for the survivors nearby and rescue units;
.13 not be unduly affected by seawater or oil; and
.14 be resistant to deterioration by prolonged exposure to sunlight.
2.4 The battery should have sufficient capacity to operate the VHF EPIRB for a
period of at least 48 h.
2.5 The VHF EPIRB should be so designed as to operate under any of the following
environmental conditions:
.1 ambient temperatures of –20°C to +55°C;
.2 icing;
.3 relative wind speeds up to 100 knots; and
.4 after stowage, at temperatures between –30°C and +65°C.
2.6 The installed VHF EPIRB should:
.1 have local manual activation; remote activation may also be provided
from the navigating bridge, while the device is installed in the float-free
mounting;

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EPIRBs – 3.1(a)

.2 be capable, while mounted on board, of operating properly over the

ranges of shock and vibrations and other environmental conditions
normally encountered above deck on seagoing vessels; and
.3 be designed to release and float free before reaching a depth of 4 m at a
list or trim of up to 45°.

3 LABELLING
In addition to the items specified in resolution A.569(14) on general
requirements, the following should be clearly indicated on the exterior of the
equipment:
.1 brief operating instructions; and
.2 expiry date for the primary battery used.

Part B
DSC alerting signal

1 The VHF EPIRB DSC distress alerting signal should be transmitted on the
frequency of 156.525 MHz using G2B class of emission.
2 The frequency tolerance should not exceed 10 parts per million.
3 The necessary bandwidth should be less than 16 kHz.
4 The output power should be at least 100 mW.
5 The emission should be vertically polarized at the source.

6 MODULATION
6.1 Frequency modulation with a pre-emphasis characteristic of 6 dB/octave (phase
modulation) with the modulating subcarrier, should be used.
6.2 A subcarrier of 1700 Hz with frequency shift between 1300 Hz and 2100 Hz
should be used.
6.3 The frequency tolerance of 1300 Hz and 2100 Hz tones should be within
±10 Hz.
6.4 The modulation rate should be 1200 baud.
6.5 The index of modulation should be 2.0±10%.

7 DSC MESSAGE FORMAT AND TRANSMISSION SEQUENCE

7.1 The technical characteristics for the DSC message should be in accordance with
the sequence for the “distress call” specified in CCIR Recommendation 493.
7.2 The “nature of distress” indication should be “EPIRB emission”.
7.3 The “distress co-ordinates” and “time” information need not be included. In
this case the digit 9 repeated ten times and the digit 8 repeated four times
should be included as specified in CCIR Recommendation 493.
7.4 The “type of subsequent communication” indication should be “no information”
(symbol # 126) which indicates that no subsequent communications will follow.
7.5 The alerting signals should be transmitted in bursts. The (N + 1) burst of
transmission which consists of five successive DSC sequences should be
made with an interval of Tn after the Nth burst as given in figure 1.

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Where: Tn = (230 + 10N) s ± 5% and N = 1, 2, 3, …

Nth burst (N + 1) burst

5 sequences 5 sequences
95148a

Tn = (230 + 10N) s ± 5%

Figure 1

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EPIRBs – 3.1(b)

3.1(b)
Resolution A.805(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR FLOAT-FREE VHF

EMERGENCY POSITION-INDICATING RADIO BEACONS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulations IV/8.3 and 14.1 of the 1988 amendments to the International
Convention for the Safety of Life at Sea (SOLAS), 1974, concerning radiocommunications
for the global maritime distress and safety system (GMDSS), which, respectively, permit
ships engaged on voyages exclusively in sea area A1 to be provided with a float-free VHF
emergency position-indicating radio beacon (EPIRB) and that such EPIRBs shall conform
to appropriate performance standards not inferior to those adopted by the Organization,
RECOGNIZING the need to prepare performance standards for float-free VHF EPIRBs to be
used in the GMDSS in order to ensure the operational reliability of such equipment and
to avoid, as far as practicable, adverse interaction between such equipment and other
communication and navigation equipment on board ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
sixty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for Float-Free VHF
Emergency Position-Indicating Radio Beacons set out in the annex to the present
resolution;
2. RECOMMENDS Governments to ensure that VHF EPIRBs which will form part of the
GMDSS:
(a) if installed on or after 23 November 1996, conform to performance standards
not inferior to those specified in the annex to the present resolution;
(b) if installed before 23 November 1996, conform to performance standards
not inferior to those specified in the annex to resolution A.612(15);
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR FLOAT-FREE VHF EMERGENCY POSITION-INDICATING
RADIO BEACONS

Part A
General

1 INTRODUCTION
The VHF emergency position-indicating radio beacon (EPIRB), in addition
to meeting the requirements of the Radio Regulations, the relevant ITU-
R Recommendations and the general requirements set out in resolution
A.694(17), should comply with the following performance standards.

2 GENERAL
2.1 The EPIRB should be capable of transmitting a VHF distress alert and of
providing a locating signal by means of a 9 GHz radar transponder. These
two functions may be provided in an integral unit. The radar transponder
(SART) should comply with the Recommendation on performance standards
for survival craft radar transponders for use in search and rescue operations
(resolution A.802(19)) and should be capable of indicating the location of a
unit in distress on the assisting units’ radars by means of a series of equally
spaced dots as specified in resolution A.530(13).
2.2 The EPIRB should be of an automatic float-free type. The equipment and the
mounting and releasing arrangements should be reliable even under extreme
conditions.
2.3 The VHF EPIRB should:
.1 be capable of being easily activated by unskilled personnel;
.2 be fitted with adequate means to prevent inadvertent activation;
.3 be so designed that the electrical portions are watertight at a depth of
10 m for at least 5 min. Consideration should be given to a temperature
variation of 45°C during transitions from the mounted position to
immersion. The harmful effects of a marine environment, condensation
and water leakage should not affect the performance of the beacon;
.4 be automatically activated after floating free;
.5 be capable of manual activation and manual deactivation;
.6 be provided with means to indicate that signals are being emitted;
.7 be capable of floating upright in calm water, and have positive stability and
sufficient buoyancy (preferably more than 20 N) in all sea conditions;
.8 be capable of being dropped into the water without damage from a height
of 20 m;
.9 be capable of being tested on board, without radiating an alerting signal,
to determine that it is capable of operating properly;
.10 be of highly visible yellow/orange colour and be fitted with retro-reflecting
material;
.11 be equipped with a buoyant captive lanyard, suitable for use as a tether,
which should be so arranged as to prevent its being trapped in the ship’s
structure when floating free;

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EPIRBs – 3.1(b)

.12 be provided with a low duty cycle light (0.75 cd), activated during
darkness, to indicate the beacon’s position for the survivors nearby and
rescue units;
.13 not be unduly affected by seawater or oil; and
.14 be resistant to deterioration by prolonged exposure to sunlight.
2.4 The battery should have sufficient capacity to operate the VHF EPIRB for a
period of at least 48 h.
2.5 The VHF EPIRB should be so designed as to operate under any of the following
environmental conditions:
.1 ambient temperatures of –20°C to +55°C;
.2 icing;
.3 relative wind speeds up to 100 knots; and
.4 after stowage, at temperatures between –30°C and +65°C.
2.6 The installed VHF EPIRB should:
.1 have local manual activation; remote activation may also be provided
from the navigating bridge while the device is installed in the float-free
mounting;
.2 be capable, while mounted on board, of operating properly over the
ranges of shock and vibrations and other environmental conditions
normally encountered above deck on seagoing vessels; and
.3 be designed to release and float free before reaching a depth of 4 m at a
list or trim of any angle.

3 LABELLING
In addition to the items specified in resolution A.694(17) on general
requirements, the following should be clearly indicated on the exterior of the
equipment:
.1 brief operating instructions; and
.2 expiry date of the primary battery used.

Part B
DSC alerting signal

1 The VHF EPIRB DSC distress alerting signal should be transmitted on the
frequency of 156.525 MHz using G2B class of emission.
2 The frequency tolerance should not exceed 10 parts per million.
3 The necessary bandwidth should be less than 16 kHz.
4 The output power should be at least 100 mW.
5 The emission should be vertically polarized at the source.

6 MODULATION
6.1 Frequency modulation with a pre-emphasis characteristic of 6 dB/octave
(phase modulation) with the modulating sub-carrier, should be used.
6.2 A sub-carrier of 1700 Hz with frequency shift between 1300 Hz and 2100 Hz
should be used.

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6.3 The frequency tolerance of 1300 Hz and 2100 Hz tones should be within
±10 Hz.
6.4 The modulation rate should be 1200 baud.
6.5 The index of modulation should be 2.0±10%.

7 DSC MESSAGE FORMAT AND TRANSMISSION SEQUENCE

7.1 The technical characteristics for the DSC message should be in accordance with
the sequence for the “distress call” specified in Recommendation ITU-R M.493.
7.2 The “nature of distress” indication should be “EPIRB emission”.
7.3 The “distress co-ordinates” and “time” information need not be included. In
this case the digit 9 repeated ten times and the digit 8 repeated four times
should be included as specified in Recommendation ITU-R M.493.
7.4 The “type of subsequent communication” indication should be “no information”
(symbol # 126) which indicates that no subsequent communications will follow.
7.5 The alerting signals should be transmitted in bursts. The (N+1) burst of
transmission which consists of five successive DSC sequences should be
made with an interval of Tn after the Nth burst as given in figure 1.

Where: Tn = (240 + 10N) s ± 5% and N = 1, 2, 3, …

Nth burst (N + 1) burst

5 sequences 5 sequences

Tn = (240 + 10N) s ± 5%
95148

Figure 1

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EPIRBs – 3.2(a)

3.2(a)
Resolution A.763(18) – Adopted on 4 November 1993

PERFORMANCE STANDARDS FOR FLOAT-FREE SATELLITE

EMERGENCY POSITION-INDICATING RADIO BEACONS
(EPIRBs) OPERATING ON 406 MHz

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulations IV/7.1.6 and IV/14.1 of the 1988 amendments to the 1974
SOLAS Convention concerning radiocommunications for the global maritime distress and
safety system (GMDSS), which require respectively that ships be provided with a satellite
emergency position-indicating radio beacon (EPIRB) and that such EPIRBs shall conform
to appropriate performance standards not inferior to those adopted by the Organization,
RECOGNIZING the need to prepare performance standards for float-free satellite EPIRBs
operating through a polar-orbiting satellite system on 406 MHz to be used in the GMDSS
in order to ensure the operational reliability of such equipment and to avoid, as far as
practicable, adverse interaction between such equipment and other communication
and navigation equipment on board ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
sixty-second session,
1. ADOPTS the Recommendation on Performance Standards for Float-Free Satellite
Emergency Position-Indicating Radio Beacons (EPIRBs) Operating on 406 MHz, set
out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that float-free satellite EPIRBs operating on
the frequency 406 MHz, which form part of the GMDSS, installed:
.1 on or after 4 November 1994 conform to performance standards not
inferior to those specified in the annex to the present resolution; and
.2 before 4 November 1994 conform to performance standards not inferior to
those specified in the annex to the present resolution except that they need
not be provided with a 121.5 MHz homing beacon required in paragraph
2.3.14 of part A thereof.
3. INVITES the COSPAS-SARSAT partners to ensure that any amendments to the
specification for COSPAS-SARSAT 406 MHz distress beacons be agreed with the
Organization prior to their adoption;
4. REQUESTS the Maritime Safety Committee to ensure that any proposed amendments
to this resolution be agreed with the COSPAS-SARSAT partners prior to their adoption;

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5. REQUESTS ALSO the Maritime Safety Committee to review the code assignment
method recommended in paragraph 4, part B, of the annex to this resolution prior to
1 February 1995;
6. REVOKES resolution A.695(17).

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR FLOAT-FREE SATELLITE EMERGENCY POSITION-INDICATING
RADIO BEACONS (EPIRBs) OPERATING ON 406 MHz

Part A
General

1 INTRODUCTION
The satellite emergency position-indicating radio beacon (EPIRB) should, in
addition to meeting the requirements of the Radio Regulations, the relevant
CCIR Recommendations and the general requirements set out in resolution
A.694(17), comply with the following performance standards.

2 GENERAL
2.1 The satellite EPIRB should be capable of transmitting a distress alert to a polar-
orbiting satellite.
2.2 The EPIRB should be of an automatic float-free type. The equipment, mounting
and releasing arrangements should be reliable and operate satisfactorily under
the most extreme conditions likely to be met with at sea.
2.3 The satellite EPIRB should:
.1 be fitted with adequate means to prevent inadvertent activation;
.2 be so designed that the electrical portions are watertight at a depth of
10 m for at least 5 min. Consideration should be given to a temperature
variation of 45°C during transitions from the mounted position to
immersion. The harmful effects of a marine environment, condensation
and water leakage should not affect the performance of the beacon;
.3 be automatically activated after floating free;
.4 be capable of manual activation and manual deactivation;
.5 be provided with means to indicate that signals are being emitted;
.6 be capable of floating upright in calm water and have positive stability and
sufficient buoyancy in all sea conditions;
.7 be capable of being dropped into the water without damage from a height
of 20 m;
.8 be capable of being tested, without using the satellite system, to determine
that the EPIRB is capable of operating properly;
.9 be of highly visible yellow/orange colour and be fitted with retro-reflecting
material;
.10 be equipped with a buoyant lanyard suitable for use as a tether, which
should be so arranged as to prevent its being trapped in the ship’s
structure when floating free;
.11 be provided with a low-duty-cycle light (0.75 cd) active during darkness
to indicate its position to nearby survivors and rescue units;
.12 not be unduly affected by seawater or oil;

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EPIRBs – 3.2(a)

.13 be resistant to deterioration in prolonged exposure to sunlight; and

.14 be provided with a 121.5 MHz beacon primarily for homing by aircraft.
2.4 The battery should have sufficient capacity to operate the satellite EPIRB for a
period of at least 48 h.
2.5 The satellite EPIRB should be so designed as to operate under any of the
following environmental conditions:
.1 ambient temperatures of –20°C to +55°C;
.2 icing;
.3 relative wind speeds up to 100 knots; and
.4 after stowage at temperatures between –30°C and +70°C.
2.6 The installed satellite EPIRB should:
.1 have local manual activation; remote activation may also be provided
from the navigating bridge, while the device is installed in the float-free
mounting;
.2 be capable, while mounted on board, of operating properly over the
ranges of shock and vibration and other environmental conditions
normally encountered above deck on seagoing vessels; and
.3 be designed to release itself and float free before reaching a depth of 4 m
at a list or trim of up to 45°.

3 LABELLING
In addition to the items specified in resolution A.694(17) on general
requirements, the following should be clearly indicated on the exterior of the
equipment:
.1 brief operating instructions;
.2 expiry date for the primary battery used; and
.3 the identity code programmed into the transmitter.

Part B
Satellite signals

1 The satellite EPIRB distress alerting signal should be transmitted on the

frequency of 406.025 MHz using G1B class of emission.
2 The technical characteristics of the transmitted signal and the message format
should be in accordance with CCIR Recommendation 633.
3 Provisions should be included for storing the fixed portion of the distress
message in the satellite EPIRB using non-volatile memory.
4 A unique beacon identification code shall be made part of all messages.
Until 1 February 1999, this identification code shall include a three-digit code
for the country of registration followed by either:
.1 the trailing six digits of the ship station identity in accordance with
appendix 43 of ITU Radio Regulations; or
.2 a unique serial number; or
.3 a radio call sign.
Preference is given to method .1.

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After 1 February 1999, all new beacon installations should be in accordance

with method .1.*
5 The 121.5 MHz homing signal should:
.1 have a continuous duty cycle, except that it may be interrupted for up to
a maximum of 2 seconds during the transmission of the 406 MHz signal;
and
.2 with the exception of the sweep direction, meet the technical
characteristics from Appendix 37A of the Radio Regulations. The sweep
may be either upward or downward.

* The code assignment method is to be reviewed prior to 1 February 1995.

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EPIRBs – 3.2(b)

3.2(b)
Resolution A.810(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR FLOAT-FREE SATELLITE

EMERGENCY POSITION-INDICATING RADIO BEACONS
(EPIRBs) OPERATING ON 406 MHz

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulations IV/7.1.6 and 14.1 of the 1988 amendments to the International
Convention for the Safety of Life at Sea (SOLAS), 1974, concerning radiocommunications
for the global maritime distress and safety system (GMDSS), which require, respectively,
that ships be provided with a satellite emergency position-indicating radio beacon
(EPIRB) and that such EPIRBs shall conform to appropriate performance standards not
inferior to those adopted by the Organization,
RECOGNIZING the need to prepare performance standards for float-free satellite EPIRBs
operating through a polar-orbiting satellite system on 406 MHz to be used in the GMDSS
in order to ensure the operational reliability of such equipment and to avoid, as far as
practicable, adverse interaction between such equipment and other communication and
navigation equipment on board ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
sixty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for Float-Free Satellite
Emergency Position-Indicating Radio Beacons (EPIRBs) Operating on 406 MHz set out in
the annex to the present resolution;
2. RECOMMENDS Governments to ensure that float-free satellite EPIRBs operating on
the frequency 406 MHz, which form part of the GMDSS:
(a) if installed on or after 23 November 1996, conform to performance standards
not inferior to those specified in the annex to the present resolution;
(b) if installed before 23 November 1996, conform to performance standards
not inferior to those specified in the annex to resolution A.763(18);
(c) if installed before 4 November 1994, conform to performance standards not
inferior to those specified in the annex to resolution A.763(18), except that
they need not be provided with the 121.5 MHz homing beacon required by
2.3.14 of part A thereof;
3. INVITES the COSPAS-SARSAT partners to ensure that any amendments to the
specification for COSPAS-SARSAT 406 MHz distress beacons are agreed with the
Organization prior to their adoption;

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4. REQUESTS the Maritime Safety Committee to ensure that any proposed amendments
to this resolution are agreed with the COSPAS-SARSAT partners prior to their adoption;
5. REQUESTS ALSO the Maritime Safety Committee to review the code assignment
method recommended in paragraph 4 of part B of the annex to this resolution prior to
1 February 1997;
6. REQUESTS FURTHER the Maritime Safety Committee to keep these Performance
Standards under review and to adopt amendments thereto, as necessary.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR FLOAT-FREE SATELLITE EMERGENCY POSITION-INDICATING
RADIO BEACONS (EPIRBs) OPERATING ON 406 MHz

Part A
General

1 INTRODUCTION
The satellite emergency position-indicating radio beacon (EPIRB) should, in
addition to meeting the requirements of the Radio Regulations, the relevant
ITU-R Recommendations and the general requirements set out in resolution
A.694(17), comply with the following performance standards.

2 GENERAL
2.1 The satellite EPIRB should be capable of transmitting a distress alert to a polar
orbiting satellite.
2.2 The EPIRB should be of an automatic float-free type. The equipment, mounting
and releasing arrangements should be reliable, and should operate satisfactorily
under the most extreme conditions likely to be met with at sea.
2.3 The satellite EPIRB should:
.1 be fitted with adequate means to prevent inadvertent activation;
.2 be so designed that the electrical portions are watertight at a depth of
10 m for at least 5 min. Consideration should be given to a temperature
variation of 45°C during transitions from the mounted position to
immersion. The harmful effects of a marine environment, condensation
and water leakage should not affect the performance of the beacon;
.3 be automatically activated after floating free;
.4 be capable of manual activation and manual deactivation;
.5 be provided with means to indicate that signals are being emitted;
.6 be capable of floating upright in calm water and have positive stability and
sufficient buoyancy in all sea conditions;
.7 be capable of being dropped into the water without damage from a height
of 20 m;
.8 be capable of being tested, without using the satellite system, to determine
that the EPIRB is capable of operating properly;
.9 be of highly visible yellow/orange colour and be fitted with retro-reflecting
material;

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EPIRBs – 3.2(b)

.10 be equipped with a buoyant lanyard suitable for use as a tether, which
should be so arranged as to prevent its being trapped in the ship’s
structure when floating free;
.11 be provided with a low-duty-cycle light (0.75 cd), active during darkness,
to indicate its position to nearby survivors and to rescue units;
.12 not be unduly affected by seawater or oil or both;
.13 be resistant to deterioration in prolonged exposure to sunlight; and
.14 be provided with a 121.5 MHz beacon primarily for homing by aircraft.
2.4 The battery should have sufficient capacity to operate the satellite EPIRB for a
period of at least 48 h.
2.5 The satellite EPIRB should be so designed as to operate under any of the
following environmental conditions:
.1 ambient temperatures of –20°C to +55°C;
.2 icing;
.3 relative wind speeds up to 100 knots; and
.4 after stowage, at temperatures between –30°C and +70°C.
2.6 The installed satellite EPIRB should:
.1 have local manual activation; remote activation may also be provided
from the navigating bridge, while the device is installed in the float-free
mounting;
.2 be capable, while mounted on board, of operating properly over the
ranges of shock and vibration and other environmental conditions
normally encountered above deck on seagoing ships; and
.3 be designed to release itself and float free before reaching a depth of
4 m at a list or trim of any angle.

3 DISTRESS FUNCTION
3.1 When the satellite EPIRB is manually operated a distress alert should be
initiated only by means of a dedicated distress alert activator.
3.2 The dedicated activator should:
.1 be clearly identified; and
.2 be protected against inadvertent operation.
3.3 Manual distress alert initiation should require at least two independent actions.
3.4 The satellite EPIRB should not be automatically activated after being manually
removed from the release mechanism.

4 LABELLING
In addition to the items specified in resolution A.694(17) on general
requirements, the following should be clearly indicated on the exterior of the
equipment:
.1 brief operating instructions;
.2 expiry date for the primary battery used; and
.3 the identity code programmed into the transmitter.

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Part B
Satellite signals

1 The satellite EPIRB distress alerting signal should be transmitted on the

frequency of 406.025 MHz using G1B class of emission.
2 The technical characteristics of the transmitted signal and the message format
should be in accordance with Recommendation ITU-R M.633.
3 Provisions should be included for storing the fixed portion of the distress
message in the satellite EPIRB using non-volatile memory.
4 A unique beacon identification code should be made part of all messages.
Until 1 February 1999, this identification code should include a three-digit
code for the country in which the beacon is registered, followed by either:
.1 the trailing six digits of the ship station identity in accordance with
appendix 43 of ITU Radio Regulations; or
.2 a unique serial number; or
.3 a radio call sign.
Preference is given to method .1.
After 1 February 1999, all new beacon installations should be in accordance
with method .1.*
5 The 121.5 MHz homing signal should:
.1 have a continuous duty cycle, except that it may be interrupted for up to
a maximum of 2 s during the transmission of the 406 MHz signal; and
.2 with the exception of the sweep direction, meet the technical
characteristics of appendix 37A of the Radio Regulations. The sweep
may be either upward or downward.

* The code assignment method is to be reviewed prior to 1 February 1997.

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EPIRBs – 3.2(c)

3.2(c)
Resolution MSC.56(66) – Adopted on 3 June 1996

ADOPTION OF AMENDMENTS TO THE RECOMMENDATION

ON PERFORMANCE STANDARDS FOR FLOAT-FREE SATELLITE
EMERGENCY POSITION-INDICATING RADIO BEACONS
(EPIRBs) OPERATING ON 406 MHz (Resolution A.810(19))

THE MARITIME SAFETY COMMITTEE,

RECALLING resolution A.825(19), by which the Assembly resolved that the functions
of adopting performance standards for radio and navigational equipment, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf
of the Organization,
HAVING CONSIDERED resolution A.810(19) on Performance Standards for Float-Free
Satellite Emergency Position-Indicating Radio Beacons (EPIRBs) Operating on 406 MHz
and reviewed the code assignment method recommended in paragraph 4, part B of the
annex to resolution A.810(19),
ADOPTS the Amendments to the Recommendation on Performance Standards for
Float-Free Satellite Emergency Position-Indicating Radio Beacons (EPIRBs) Operating on
406 MHz, annexed to resolution A.810(19), set out in the annex to the present
resolution.

Annex
AMENDMENTS TO THE RECOMMENDATION ON PERFORMANCE
STANDARDS FOR FLOAT-FREE SATELLITE EMERGENCY POSITION
INDICATING RADIO BEACONS (EPIRBs) OPERATING ON 406 MHz
(Resolution A.810(19))

ANNEX TO RESOLUTION A.810(19)

1 In paragraph 4 of part B of the annex:
.1 the expression “Until 1 February 1999”, in the second sentence; is
deleted; and
.2 the fourth sentence “After 1 February 1999, all new beacon installations
should be in accordance with method .1*” is deleted.
2 Footnote * is deleted.

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EPIRBs – 3.2(d)

3.2(d)
Resolution MSC.120(74) – Adopted on 31 May 2001

ADOPTION OF AMENDMENTS TO PERFORMANCE

STANDARDS FOR FLOAT-FREE SATELLITE EMERGENCY
POSITION-INDICATING RADIO BEACONS (EPIRBs)
OPERATING ON 406 MHz (Resolution A.810(19))

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the functions
of adopting performance standards for radio and navigational equipment, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf
of the Organization,
HAVING CONSIDERED resolution A.810(19) on Performance standards for float-free
satellite emergency position-indicating radio beacons (EPIRBs) operating on
406 MHz, as amended by resolution MSC.56(66), and reviewed the requirements to
satellite signals specified in part B of the annex to resolution A.810(19),
ADOPTS the amendments to the Recommendation on performance standards for
float-free satellite emergency position-indicating radio beacons (EPIRBs) operating
on 406 MHz, annexed to resolution A.810(19), set out in the annex to the present
resolution.

Annex
AMENDMENTS TO THE RECOMMENDATION ON PERFORMANCE
STANDARDS FOR FLOAT-FREE SATELLITE EMERGENCY POSITION-
INDICATING RADIO BEACONS (EPIRBs) OPERATING ON 406 MHz
(Resolution A.810(19))

ANNEX TO RESOLUTION A.810(19)

Part B
Satellite signals

1 Paragraph 1 is deleted.
2 Paragraph 2 is renumbered as paragraph 1.

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3 In the renumbered paragraph 1:

.1 the words “Recommendation ITU-R M.633” are deleted; and
.2 the words “the requirements of the COSPAS-SARSAT System document
C/S T.001” are inserted after the word “with”.
4 The rest of paragraphs are renumbered.

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EPIRBs – 3.3(a)

3.3(a)
Resolution A.661(16) – Adopted on 19 October 1989

PERFORMANCE STANDARDS FOR FLOAT-FREE SATELLITE

EMERGENCY POSITION-INDICATING RADIO BEACONS
OPERATING THROUGH THE GEOSTATIONARY INMARSAT
SATELLITE SYSTEM ON 1.6 GHz

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECOGNIZING the need to prepare performance standards for float-free satellite EPIRBs
operating through the geostationary INMARSAT satellite system on 1.6 GHz in order to
ensure the operational reliability of such equipment and to avoid, as far as practicable,
adverse interaction between such equipment and other communication and navigation
equipment aboard ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
fifty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for Float-Free Satellite
EPIRBs Operating through the Geostationary INMARSAT Satellite System on 1.6 GHz,
the text of which is set out in the annex to this resolution;
2. RECOMMENDS Member Governments to ensure that float-free satellite EPIRBs
operating through the geostationary INMARSAT satellite system on 1.6 GHz conform to
performance standards not inferior to those specified in the annex to this resolution;
3. INVITES INMARSAT to ensure that any amendments in the specification for
INMARSAT 1.6 GHz distress beacons be agreed with the Organization prior to their
implementation;
4. REQUESTS the Maritime Safety Committee to ensure that any proposed amendments to
this resolution be agreed with INMARSAT prior to their consideration by the Assembly.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
FLOAT-FREE SATELLITE EPIRBs OPERATING THROUGH THE
GEOSTATIONARY INMARSAT SATELLITE SYSTEM ON 1.6 GHz

Part A
General

1 INTRODUCTION
2 The satellite emergency position-indicating radiobeacon (EPIRB) should, in
addition to meeting the requirements of the Radio Regulations, the relevant
CCIR Recommendations, the relevant INMARSAT technical requirements,
and the general requirements set out in resolution A.569(14), comply with the
following performance standards.

2 GENERAL
2.1 The satellite EPIRB should be capable of transmitting a distress alert to a
geostationary satellite.
2.2 The equipment should be an automatic float-free type of EPIRB. The equipment
should be reliable even under extreme conditions.
2.3 The performance of the float-free arrangements should be in accordance
with the requirements of the performance standards for float-free release and
activation arrangements for emergency radio equipment, set out in Assembly
resolution A.662(16).
2.4 The satellite EPIRB should:
.1 be fitted with adequate means to prevent inadvertent activation;
.2 be so designed that the electrical portions are watertight at a depth of
10 m for at least 5 min. Consideration should be given to a temperature
variation of 45°C during transitions from the mounted position to
immersion. The harmful effects of a marine environment, condensation
and water leakage should not affect the performance of the beacon;
.3 be automatically activated after floating free;
.4 be continuously provided with the ship’s position data for automatic
inclusion in the distress message when activated;
.5 be equipped with a search and rescue radar transponder unless integral
facilities are included for automatic position updating after activation;
.6 be capable of manual activation and manual deactivation;
.7 be provided with means to indicate that signals are being emitted;
.8 be capable of floating upright in calm water and have positive stability and
sufficient buoyancy in all sea conditions;
.9 be capable of being dropped into the water without damage from a height
of 20 m;
.10 be capable of being tested without using the satellite system to determine
that the EPIRB is capable of operating properly;
.11 be of highly visible yellow/orange colour and be fitted with retro-reflective
material;
.12 be equipped with a buoyant captive lanyard suitable for use as a tether,
which should be so arranged as to prevent its being trapped in the ship’s
structure when floating free;

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EPIRBs – 3.3(a)

.13 be provided with a low-duty-cycle light (0.75 cd) activated by darkness

to indicate its position for the survivors nearby and rescue units;
.14 not be unduly affected by seawater or oil; and
.15 be resistant to deterioration by prolonged exposure to sunlight.
2.5 The battery should have sufficient capacity to operate:
.1 the distress alerting transmitter for 4 h in accordance with CCIR
Recommendation 632 or for at least 48 h if integral facilities are included
for automatic position updating; and
.2 any other facilities (e.g. SART and flashing light) for at least 48 h.
2.6 The satellite EPIRB should be so designed as to operate under any of the
following environmental conditions:
.1 ambient temperature of –20°C to +55°C;
.2 icing;
.3 relative wind speeds up to 100 knots; and
.4 after stowage at temperature between –30°C and +65°.
2.7 The installed satellite EPIRB should:
.1 have local manual activation (remote activation may also be provided
from the navigating bridge) while the device is installed in the float-free
mounting; and
.2 be capable, while mounted on board, of operating properly over the
ranges of shock and vibrations and other environmental conditions
normally encountered above deck on seagoing vessels.
2.8 Any connection to the EPIRB, e.g. for the purpose of supply of data or power,
should be corrosion resistant and protected against accidental disconnection.

3 LABELLING
In addition to the items specified in resolution A.569(14), General requirements
for shipborne radio equipment forming part of the future global maritime
distress and safety system, the following should be clearly indicated on the
exterior of the equipment:
.1 brief operating instructions; and
.2 expiry date for the primary batteries used.

Part B
Satellite signal

1 The satellite EPIRB should include facilities to transmit in the 1644.3–1644.5

MHz frequency band and, after full implementation of the second generation
INMARSAT space segment, in the frequency band 1645.5–1646.5 MHz
only. Alternatively, the satellite EPIRB distress alert could be transmitted
sequentially in the 1644.3–1644.5 MHz frequency band and the frequency
band 1645.5–1646.5 MHz. After full implementation of the second generation
INMARSAT space segment, the emission should be limited to the frequency
band 1645.5–1646.5 MHz only.
2 The technical characteristics of the transmitted signal and the message format
should be in accordance with CCIR Recommendation 632.
3 The ship station identity should be made part of all messages and should be
in accordance with CCIR Recommendation 585.

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EPIRBs – 3.3(b)

3.3(b)
Resolution A.812(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR FLOAT-FREE SATELLITE

EMERGENCY POSITION-INDICATING RADIO BEACONS
OPERATING THROUGH THE GEOSTATIONARY INMARSAT
SATELLITE SYSTEM ON 1.6 GHz

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulations IV/7.1.6 and 14.1 of the 1988 amendments to the
International Convention for the Safety of Life at Sea (SOLAS), 1974, concerning
radiocommunications for the global maritime distress and safety system (GMDSS), which
require respectively that ships be provided with a satellite emergency position-indicating
radio beacon (EPIRB) and that such EPIRBs shall conform to appropriate performance
standards not inferior to those adopted by the Organization,
RECOGNIZING the need to prepare performance standards for float-free satellite EPIRBs
operating through the geostationary Inmarsat satellite system on 1.6 GHz to be used in the
GMDSS in order to ensure the operational reliability of such equipment and to avoid, as
far as practicable, adverse interaction between such equipment and other communication
and navigation equipment on board ship,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
sixty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for Float-Free Satellite
EPIRBs Operating through the Geostationary Inmarsat Satellite System on 1.6 GHz set
out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that float-free satellite EPIRBs operating
through the geostationary Inmarsat satellite system on 1.6 GHz, which form part of
the GMDSS;
(a) if installed on or after 23 November 1996, conform to performance
standards not inferior to those specified in the annex to the present
resolution;
(b) if installed before 23 November 1996, conform to performance standards
not inferior to those specified in the annex to resolution A.661(16);
3. INVITES Inmarsat to ensure that any amendments in the specification for Inmarsat 1.6
GHz distress beacons are agreed with the Organization prior to their adoption;
4. REQUESTS the Maritime Safety Committee to ensure that any proposed amendments
to this resolution are agreed with Inmarsat prior to their adoption;
5. REQUESTS ALSO the Maritime Safety Committee to keep these Performance
Standards under review and to adopt amendments thereto, as necessary.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR
FLOAT-FREE SATELLITE EPIRBs OPERATING THROUGH THE
GEOSTATIONARY INMARSAT SATELLITE SYSTEM ON 1.6 GHz

Part A
General

1 INTRODUCTION
The satellite emergency position-indicating radio beacon (EPIRB) should, in
addition to meeting the requirements of the Radio Regulations, the relevant
ITU-R Recommendations, the relevant Inmarsat technical requirements, and
the general requirements set out in resolution A.694(17), comply with the
following performance standards.

2 GENERAL
2.1 The satellite EPIRB should be capable of transmitting a distress alert to a
geostationary satellite.
2.2 The satellite EPIRB should be of an automatic float-free type. The equipment
should be reliable even under extreme conditions.
2.3 The performance of the float-free arrangements should be in accordance
with the requirements of the performance standards for float-free release and
activation arrangements for emergency radio equipment set out in resolution
A.662(16).
2.4 The satellite EPIRB should:
.1 be fitted with adequate means to prevent inadvertent activation;
.2 be so designed that the electrical portions are watertight at a depth of
10 m for at least 5 min. Consideration should be given to a temperature
variation of 45°C during transitions from the mounted position to
immersion. The harmful effects of a marine environment, condensation
and water leakage should not affect the performance of the beacon;
.3 be automatically activated after floating free;
.4 be continuously provided with the ship’s position data for automatic
inclusion in the distress message when activated;
.5 be equipped with a search and rescue radar transponder unless integral
facilities are included for automatic position updating after activation;
.6 be capable of manual activation and manual deactivation;
.7 be provided with means to indicate that signals are being emitted;
.8 be capable of floating upright in calm water and have positive stability
and sufficient buoyancy in all sea conditions;
.9 be capable of being dropped into the water without damage from a height
of 20 m;
.10 be capable of being tested without using the satellite system to determine
that the EPIRB is capable of operating properly;
.11 be of highly visible yellow/orange colour and be fitted with retro-reflective
material;

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EPIRBs – 3.3(b)

.12 be equipped with a buoyant captive lanyard suitable for use as a tether,
which should be so arranged as to prevent its being trapped in the ship’s
structure when floating free;
.13 be provided with a low-duty-cycle light (0.75 cd), active during darkness,
to indicate its position to nearby survivors and to rescue units;
.14 not be unduly affected by seawater, or oil, or both; and
.15 be resistant to deterioration by prolonged exposure to sunlight.
2.5 The battery should have sufficient capacity to operate:
.1 the distress alerting transmitter for 4 h in accordance with Recommendation
ITU-R M.632 or for at least 48 h if integral facilities are included for
automatic position updating; and
.2 any other facilities (e.g. SART and flashing light) for at least 48 h.
2.6 The satellite EPIRB should be so designed as to operate under any of the
following environmental conditions:
.1 ambient temperature of –20°C to +55°C;
.2 icing;
.3 relative wind speeds up to 100 knots; and
.4 after stowage at temperature between –30°C and +70°C.
2.7 The installed satellite EPIRB should:
.1 have local manual activation, remote activation may also be provided
from the navigating bridge, while the device is installed in the float-free
mounting;
.2 be capable, while mounted on board, of operating properly over the range
of shock and vibrations and other environmental conditions normally
encountered above deck on seagoing vessels; and
.3 be designed to release itself and float free before reaching a depth of
4 m at a list or trim of any angle.
2.8 Any connection to the EPIRB, e.g. for the purpose of supply of data or
power, should be corrosion-resistant and protected against accidental
disconnection.

3 DISTRESS FUNCTION
3.1 When the satellite EPIRB is manually operated, a distress alert should be
initiated only by means of a dedicated distress alert activator.
3.2 The dedicated activator should:
.1 be clearly identified; and
.2 be protected against inadvertent operation.
3.3 Manual distress alert initiation should require at least two independent actions.
3.4 The satellite EPIRB should not be automatically activated after being manually
removed from the release mechanism.

4 LABELLING
In addition to the general requirements specified in resolution A.694(17), the
following should be clearly indicated on the exterior of the equipment:
.1 brief operating instructions; and
.2 expiry date for the primary batteries used.

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Part B
Satellite signal

1 The satellite EPIRB should include facilities to transmit in the 1644.3 to 1644.5
MHz frequency band and, after full implementation of the second generation
Inmarsat space segment, in the frequency band 1645.5 to 1646.5 MHz only.
Alternatively, the satellite EPIRB distress alert could be transmitted sequentially
in the 1644.3 to 1644.5 MHz frequency band and the frequency band 1645.5
to 1646.5 MHz. After full implementation of the second generation Inmarsat
space segment, the emission should be limited to the frequency band 1645.5 to
1646.5 MHz only.
2 The technical characteristics of the transmitted signal and the message format
should be in accordance with Recommendation ITU-R M.632.* The binary
system codes on the satellite radiopath and its decimal representations are
used for in-system control, commissioning and registration. The system code is
fixed into the Inmarsat-E EPIRB and protected through its entire life against any
unauthorized change.
3 The system code should be made part of all messages. The Inmarsat-E
registration database, which is maintained by Inmarsat, matches the applicant
identity and any alphanumeric form of national identity to the unique system
code.

* Substitution of the term “ship station identity” by “system code” in Recommendation ITU-R M.632
is being considered by the ITU. This note should be disregarded after the above amendment to
Recommendation ITU-R M.632 has received formal approval by ITU.

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EPIRBs – 3.4

3.4
Resolution A.662(16) – Adopted on 19 October 1989

PERFORMANCE STANDARDS FOR FLOAT-FREE RELEASE

AND ACTIVATION ARRANGEMENTS FOR EMERGENCY
RADIO EQUIPMENT

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECOGNIZING the need to prepare performance standards for float-free release and
activation arrangements for use in the global maritime distress and safety system (GMDSS)
for emergency radio equipment to ensure the operational reliability of such equipment,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
fifty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for Float-Free Release and
Activation Arrangements for Emergency Radio Equipment, the text of which is set out in
the annex to this resolution;
2. RECOMMENDS Member Governments to ensure that arrangements for the float-free
release and activation of appropriate equipment for use in the GMDSS conform to
performance standards not inferior to those specified in the annex to this resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR FLOAT-FREE RELEASE AND ACTIVATION ARRANGEMENTS
FOR EMERGENCY RADIO EQUIPMENT

1 Float-free release and activation arrangements enable the automatic release

of specified radio apparatus from a sinking ship and its automatic activation.
2 The float-free arrangement should:
.1 be designed so that the release mechanism should operate before
reaching a depth of 4 m in any orientation;
.2 be capable of operating throughout the temperature range of –30°C to
+65°C;

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.3 be constructed of non-corrosive compatible materials, so as to prevent

deterioration which may cause any malfunction of the unit. Galvanizing
or other forms of metallic coating on parts of the float-free release
mechanism should not be accepted;
.4 be constructed to prevent release when seas wash over the unit;
.5 not be unduly affected by seawater or oil or prolonged exposure to
sunlight;
.6 be capable of operating properly after exposure to shock and vibration
and other severe environmental conditions encountered above deck on
seagoing vessels;
.7 if the ship navigates in areas where icing may be expected, be so
designed as to minimize the formation of ice and prevent its effects from
hindering the release of the radio equipment as far as practicable;
.8 be mounted in such a way that the radio equipment, after being released,
is not obstructed by the structure of the sinking ship; and
.9 carry a label indicating clearly the operating instructions for manual
release.
3 For radio equipment requiring external power or data connection, or both, the
means of connection should not inhibit the release or activation of the radio
apparatus.
4 It should be possible to assess the proper functioning of the automatic release
mechanism by a simple method without activation of the radio equipment.
5 It should be possible to release the radio equipment manually from the float-
free mechanism.

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III/4
General radiotelephone equipment

4.1
Resolution A.334(IX) – Adopted on 12 November 1975

RECOMMENDATION ON OPERATIONAL STANDARDS

FOR RADIOTELEPHONE TRANSMITTERS AND RECEIVERS

THE ASSEMBLY,
NOTING Article 16(i) of the Convention on the Inter-Governmental Maritime
Consultative Organization concerning the functions of the Assembly,
BEARING IN MIND the provisions of regulation 15 of chapter IV of the International
Convention for the Safety of Life at Sea, 1960, as amended,
HAVING CONSIDERED the Report of the Maritime Safety Committee on its thirty-second
session,
ADOPTS the Recommendation on Operational Standards for Radiotelephone Transmitters
and Receivers annexed to this resolution,
RECOMMENDS Administrations to ensure that shipborne radiotelephone transmitters
and receivers conform to operational standards not inferior to those specified in the
Recommendation.

Annex
RECOMMENDATION ON OPERATIONAL STANDARDS
FOR RADIOTELEPHONE TRANSMITTERS AND RECEIVERS

Part A
Radiotelephone transmitters

1 INTRODUCTION
The radiotelephone transmitter required by regulation 15 of chapter IV of
the International Convention for the Safety of Life at Sea, 1960, as amended,
should comply with the following operational standards.

2 FREQUENCIES AND CLASSES OF EMISSION

2.1 The radiotelephone transmitter should be capable of transmitting on a number
of frequencies considered by the Administration adequate for the operation of
the ship, but in no case on less than 2182 kHz and one additional frequency
in the bands between 1605 and 2850 kHz.
2.2 Frequencies should be designated in terms of the carrier frequency. The
selected transmitter frequency should be clearly identifiable on the front of
the equipment.

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2.3 (a) The transmitter should be capable of transmitting with classes of

emission A3A and A3J.*
(b) When switching to the distress frequency 2182 kHz the class of
emission should be selected automatically.* Additionally, provisions
may be made for the use of classes of emission A3A or A3J on 2182
kHz.
(c) The upper sideband should be used.
2.4 It should be possible to change the transmitter from any class of emission for
which it is designed to operate to any other by means of a single control.
2.5 It should be readily possible by use of external control to select transmission
frequencies independent of any receiver setting.
2.6 It should be possible to change the transmitter from operation on any
frequency to operation on any other frequency as quickly as possible, but in
any event within a period not exceeding 15 s.

3 FREQUENCY ACCURACY AND STABILITY

When the equipment is at normal operating temperature, the frequency of
transmission should not change by more than 40 Hz over any 15 min period.
It should, under the conditions specified in paragraph 11, be within 100 Hz of
the frequency to which the transmitter is intended to be tuned. For transmitters
to be installed after 1 January 1982 a value of 50 Hz should apply.

4 OUTPUT POWER
4.1 The maximum peak envelope power at any frequency within the specified
frequency range should be between 60 W and 400 W.
4.2 If the rated output power exceeds 150 W, provision should be made for
reducing the output power to 60 W or less.

5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be capable of operation on 2182 kHz within 30 s after
switching on.

6 CONTINUOUS OPERATION
Continuous operation should be possible when the transmitter is adjusted to
develop its rated peak envelope power, when modulated:
(a) by the radiotelephone alarm signal or an equivalent signal for at least
15 min, and
(b) with normal speech.

7 CONTROLS AND INDICATORS

7.1 Provision should be made for an antenna current meter indicator, or other
appropriate device, the failure of which should not disconnect the antenna
circuit.

* The World Maritime Administrative Radio Conference, Geneva 1974, instructed CCIR to study the use
of classes of emission A3A and A3J for distress and safety purposes. This study should be completed in
time for a decision by the next competent World Administrative Radio Conference on the date for the
final conversion to classes of emission A3A and A3J on the carrier frequency 2182 kHz. Subsequent
further consideration of the use of emission may therefore be required.

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General radiotelephone equipment – 4.1

7.2 The equipment should be fitted with a sufficient number of indicators to

permit accurate and rapid tuning. Any malfunction of automatic tuning
devices, if fitted, should not prohibit rapid proper operation on 2182 kHz.
7.3 All controls should be of such size as to permit normal adjustments to
be easily performed and the number of controls should be the minimum
necessary for satisfactory and simple operation.
7.4 All controls, instruments and indicators should be clearly labelled. In
particular, all adjustments and controls necessary for switching the transmitter
to operate on 2182 kHz should be clearly marked in order that this operation
may be readily performed.

8 POWER SUPPLY
8.1 The transmitter should continue to operate in accordance with the operational
standards contained in this Recommendation in the presence of variations of
the power supply normally to be expected in a ship.
8.2 Provision should be made for protecting the transmitter from the effects of
excessive voltages, transients and reversal of the power supply.
8.3 If it is necessary to delay the application of voltage, for example anode
voltage, to any part of the transmitter after switching on, the delay should be
provided automatically.
8.4 If the equipment includes parts which are required to be heated in order to
operate correctly, for example crystal ovens, the power supplies to the heating
circuits should be arranged so that they can remain operative when other
supplies to or within the equipment are switched off. If a special switch for
the heating circuits is provided, its function should be clearly indicated. The
correct operating temperature should be reached within a period of 30 min
after the application of power.
Note: Operational standards for sources of energy are under
consideration.

9 RADIOTELEPHONE ALARM SIGNAL

9.1 The transmitter should be fitted, preferably internally, with a radiotelephone
alarm signal generator meeting the operational standards for such
equipment.
9.2 It should be possible to interrupt the transmission of the radiotelephone alarm
signal at any time in order to permit the immediate transmission of a distress
message.
9.3 It should be possible to transmit the radiotelephone alarm signal on any
frequency available on the transmitter.
9.4 Means of monitoring transmission of the alarm signal should be provided.
9.5 Means should be provided to test the transmitter in conjunction with the
alarm signal on a frequency other than 2182 kHz and using a suitable, well-
screened artificial antenna.
9.6 Means should be provided to prevent the accidental transmission of the alarm
signal.

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10 SAFETY PRECAUTIONS
10.1 The equipment should be so designed and constructed that when the
transmitter is delivering full power to the antenna, the transmitter is protected
against disconnection of the antenna or short-circuiting of antenna terminals,
by automatic resetting means if necessary.
10.2 Means should be provided for earthing the case of the transmitter but should
not cause any terminal of the source of electrical energy to be earthed.
10.3 As far as practicable, accidental access to dangerous voltages within the
equipment should be prevented and an appropriate warning notice affixed.

11 DURABILITY AND RESISTANCE TO EFFECTS OF CLIMATE

The equipment should continue to operate in accordance with the operational
standards contained in this Recommendation, under the conditions of sea
states, vibration, humidity and change of temperature likely to be experienced
in a ship.

12 MISCELLANEOUS
12.1 The transmitter should be so designed as to limit mutual interference with
other electronic equipment, particularly its associated receivers, such that
satisfactory operation is ensured.
12.2 To permit rapid changeover from transmission to reception when manual
switch is used, the control for the switching device should, where practicable,
be located on the microphone or the telephone handset.
12.3 For normal speech the depth of modulation should be at least 70%. Automatic
means should be provided to prevent overmodulation.
12.4 Equipment should be provided with an external indication of manufacture,
type and/or number.
12.5 Information should be provided to enable competent members of the ship’s
staff to operate and maintain the equipment efficiently.
12.6 The internal parts of the equipment should be easily accessible for inspection
and maintenance purposes.

Part B
Radiotelephone receivers
1 INTRODUCTION
The radiotelephone receiver required by regulation 15 of chapter IV of the
International Convention for the Safety of Life at Sea, 1960, as amended,
should comply with the following operational standards.

2 FREQUENCIES AND CLASSES OF EMISSION

2.1 The receiver should be capable of being tuned throughout the bands between
1605 and 2850 kHz. Tuning should be continuous, or by incremental steps;
alternatively by the selection of a number of spot frequencies considered
by the Administration adequate for the operation of the ship, or by any
combination of these methods. The frequency of 2182 kHz should always be
included.
2.2 Frequencies should be designated in terms of the carrier frequency. The
frequency to which the receiver is tuned should be clearly identifiable on the
front of the equipment.

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General radiotelephone equipment – 4.1

2.3 The receiver should be capable of receiving signals of classes of emission

A3H, A3A and A3J using upper sideband, as well as A3.
2.4 The selection of the class of emission should be by means of a single
control.
2.5 It should be readily possible, by use of external control, to select reception
frequencies independent of any transmitter setting.
2.6 It should be possible to change the receiver from operation on any frequency
to operation on any other frequency as quickly as possible and in any event
within a period not exceeding 15 s.

3 FREQUENCY STABILITY AND ACCURACY OF TUNING

3.1 Under the conditions listed in paragraphs 10.1 and 12 of these standards
and, if necessary, after an appropriate warming-up period as referred to in
paragraph 10.3, the difference between the nominal frequency indicated on
the receiver and the actual tuning frequency should not exceed:
– 100 Hz for spot frequency tuning, or
– 300 Hz for other methods of tuning.
The frequency drift should not exceed 40 Hz over any period of 15 min.
3.2 The tuning arrangement should be capable of reducing the difference between
the frequency of a received signal and the actual tuning frequency to a value
not exceeding 10 Hz.

4 USABLE SENSITIVITY
4.1 For classes of emission A3A and A3J, the sensitivity of the receiver should be
equal to or better than 6 µV for a signal-to-noise ratio of 20 dB.
4.2 For classes of emission A3 and A3H, the sensitivity of the receiver should be
equal to or better than 30 µV for a signal-to-noise ratio of 20 dB.

5 RECEIVER OUTPUT
The receiver should be suitable for use with a loudspeaker and an earpiece
and should be capable of delivering power of at least 500 mW to the
loudspeaker and at least 1 mW to the earpiece.

6 PERMISSIBLE WARMING-UP PERIOD

The equipment should be capable of operation on 2182 kHz within 30 s after
switching on.

7 CONTROLS AND INDICATORS

7.1 All controls should be of such size as to permit normal adjustments to
be easily performed and the number of controls should be the minimum
necessary for satisfactory and simple operation. Any malfunction of automatic
tuning devices, if fitted, should not prohibit rapid proper operation on 2182
kHz.
7.2 All controls, instruments and indicators should be clearly labelled.
7.3 The receiver shall be provided with a manual control of audiofrequency
gain.

8 SELECTIVITY
The selectivity of the receiver should be such that the intelligibility of the
wanted signal is not seriously affected by unwanted signals.

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9 AUTOMATIC GAIN CONTROL

The receiver should be provided with automatic gain control.

10 POWER SUPPLY*
10.1 The receiver should continue to operate in accordance with the operational
standards contained in this Recommendation in the presence of variations of
the power supply normally to be expected in a ship.
10.2 Provision should be made for protecting the receiver from the effects of
excessive voltages, transients and reversal of the power supply.
10.3 If the equipment includes parts which are required to be heated in order
to operate correctly, for example, crystal ovens, the power supplies to the
heating circuits should be arranged so that they can remain operative when
other supplies to or within the equipment are switched off. If a special switch
for the heating circuits is provided, its function should be clearly indicated.
The correct operating temperature should be reached within a period of 30
min after the application of power.

11 SAFETY PRECAUTIONS
11.1 The equipment should be so designed and constructed that the receiver is
protected against damage when a strong radio frequency signal is applied to
its input. The receiver shall operate normally without further attention when
the signal is removed.
11.2 The receiver should have means of protection against damage due to static
voltages which may appear at its input.
11.3 Means should be provided for earthing the case of the receiver but this should
not cause any terminal of the source of electrical energy to be earthed.
11.4 As far as practicable, accidental access to dangerous voltages within the
equipment should be prevented and an appropriate warning notice be
affixed.

12 DURABILITY AND RESISTANCE TO EFFECTS OF CLIMATE

The receiver should continue to operate in accordance with the operational
standards contained in this Recommendation under the conditions of sea
state, vibration, humidity and change of temperature likely to be experienced
in a ship.

13 MISCELLANEOUS
13.1 The receiver should be so designed as to limit mutual interference with other
electronic equipment, particularly its associated transmitters and receivers,
such that satisfactory operation is ensured.
13.2 Equipment should be provided with an external indication of manufacture,
type and/or number.
13.3 Information should be provided to enable competent members of the ship’s
staff to operate and maintain the equipment efficiently.
13.4 The internal parts of the equipment should be easily accessible for inspection
and maintenance purposes.

* Operational standards for sources of energy are under consideration.

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General radiotelephone equipment – 4.2

4.2
Resolution A.383(X) – Adopted on 14 November 1977

OPERATIONAL STANDARDS FOR RADIOTELEPHONE WATCH

RECEIVERS

THE ASSEMBLY,
NOTING Article 16(i) of the Convention on the Inter-Governmental Maritime
Consultative Organization concerning the functions of the Assembly,
BEARING IN MIND the provisions of regulations 7, 10 and 16 of chapter IV of the
International Convention for the Safety of Life at Sea, 1974,
HAVING CONSIDERED the Report of the Maritime Safety Committee on its thirty-fifth
session,
RESOLVES to adopt the Recommendation on Operational Standards for Radiotelephone
Watch Receivers, annexed to this resolution,
RECOMMENDS Administrations to ensure that shipborne radiotelephone watch
receivers conform to operational standards not inferior to those specified in the
Recommendation.

Annex
RECOMMENDATION ON OPERATIONAL STANDARDS
FOR RADIOTELEPHONE WATCH RECEIVERS

1 INTRODUCTION
The radiotelephone watch receiver as referred to in regulations 7, 10 and
16 of chapter IV of the International Convention for the Safety of Life at Sea,
1974, should comply with these minimum operational standards. Before a
new type of radiotelephone watch receiver is approved, the Administration
concerned should be satisfied with its operation by practical tests, made
under conditions equivalent to those obtained in practice.

2 GENERAL
The equipment comprises the following:
(a) a receiver;
(b) a loudspeaker;
(c) a filtering unit and/or a muting device to silence the loudspeaker in the
absence of any of the signals stated in subparagraph 5.1;
(d) additionally, a facility may be provided to automatically disable
the filtering unit and/or the muting device for the duration of the
radiotelephone silence periods.

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III – Shipborne radio equipment

3 RECEIVER
3.1 Frequencies and classes of emission
The receiver should be fixed in tune on the frequency 2182 kHz and be
capable of receiving signals of at least classes A2, A2H, A3 and A3H*
emission.
3.2 Selectivity and audio frequency pass band
The selectivity and the audio pass band of the receiver should be such that
the intelligibility of speech and the signals stated in subparagraph 5.1 are
satisfactory.
3.3 Sensitivity
For classes A3 and A3H emission, the sensitivity of the receiver should be
equal to or better than 30 µV for a signal-to-noise ratio of 20 dB at the audio
output terminals.
3.4 Audio output
The audio power output should be sufficient to be heard in the ambient noise
level normally to be expected in the part of the ship in which the equipment
is installed.
3.5 Volume control
The receiver should be provided with a manual volume control by which
the audio output may be varied between the maximum level and a low but
audible level. It should be possible, with a control not accessible to the user,
to adjust the low output level.
3.6 Automatic gain control
The receiver should be provided with automatic gain control.

4 FILTERING UNIT
4.1 If the equipment is provided with a filtering unit it should select the
frequencies 1300 Hz and 2200 Hz. These frequencies are subject to a
tolerance of ±1.5%. As far as possible, frequencies outside the above limits
should be suppressed.
4.2 It should be possible to switch the filtering unit in and out of circuit
manually.

5 MUTING DEVICE
5.1 If the equipment is provided with a muting device it should respond, by
opening to the full audio pass band condition, to the following signals:
(a) the radiotelephone alarm signal as defined in the Radio Regulations
(No.1465);
(b) the signal preceding a vital navigational warning as defined in the Radio
Regulations (No. 1476AA);

* The World Maritime Administrative Radio Conference, Geneva 1974, instructed CCIR to study the use
of classes of emission A3A and A3J for distress and safety purposes. This study should be completed in
time for a decision by the next competent World Administrative Radio Conference on the date for the
final conversion to classes of emission A3A and A3J on the carrier frequency 2182 kHz. Subsequent
further consideration of the use of these classes of emission may therefore be required.

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General radiotelephone equipment – 4.2

(c) additionally, the muting device may also respond to emergency

position-indicating radio beacon (EPIRB) signals as defined in the Radio
Regulations (No. 1476B) provided that the signal consists of marks and
spaces each having a nominal duration of one second.
5.2 The muting device should respond to the signals mentioned in subparagraph
5.1 as follows:
(a) for input levels producing a signal-to-noise ratio equal to or greater than
10 dB at the audio output terminals within a period sufficiently long to
avoid unwanted responses, but not longer than 6 s;
(b) with intermittent interference caused by atmospherics and powerful
unwanted signals, without manual adjustments being required.
5.3 The muting device should not, as far as practicable, be actuated by
atmospherics or by strong signals other than those described in subparagraph
5.1.
5.4 It should be possible to switch the equipment to the full audio pass band
condition manually.
5.5 After the mute has lifted it should only be possible to reset the equipment
manually to the mute condition.
5.6 Facilities should be provided to enable routine testing of the muting device
without causing signals to be radiated.

6 CONTROLS AND INDICATORS

All controls should be of such size as to permit normal adjustment to be
easily performed. The function and the setting of the controls should be
clearly indicated. Only those controls listed below should be provided on the
exterior of the equipment:
– on/off switch with a visual indication that the equipment is switched
on;
– volume control to adjust the audio output;
– control for dimming any light on the equipment;
– filtering unit control where subparagraph 4.2 is applicable;
– muting device controls where subparagraphs 5.4 and 5.5 are
applicable;
– control where subparagraph 11.5 is applicable.

7 PERMISSIBLE WARMING-UP PERIOD

The equipment should be operational within 1 min of switching on.

8 SAFETY PRECAUTIONS
8.1 The equipment should be so designed and constructed that it is protected
against damage from radio frequency energy normally encountered on board
the ship. The equipment should operate normally without further attention
when the signal is removed.
8.2 Provision should be made for protecting the receiver and muting its output
when the ship’s own transmitter is radiating on 2182 kHz.
8.3 The receiver should have means of protection against damage due to static
voltages which may appear at its input.

539
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III – Shipborne radio equipment

8.4 Means should be provided for earthing the case of the equipment but this
should not cause any terminal of the source of electrical energy to be
earthed.
8.5 As far as practicable, accidental access to dangerous voltages within the
equipment should be prevented and an appropriate warning notice be
affixed.

9 DURABILITY AND RESISTANCE TO EFFECTS OF CLIMATE

The equipment should continue to operate in accordance with the operational
standards contained in this recommendation under the conditions of sea
state, vibration, humidity and change of temperature likely to be experienced
in a ship.

10 POWER SUPPLY
10.1 The equipment should continue to operate in accordance with the operational
standards contained in this recommendation in the presence of variations of
the power supply normally to be expected in a ship.
10.2 Provision should be made for protecting the equipment from the effects of
excessive voltages, transients and reversal of the power supply polarity.

11 MISCELLANEOUS
11.1 The equipment should be so designed as to limit mutual interference with
other electronic equipment, such that satisfactory operation is ensured.
11.2 The equipment should be provided with an external indication of manufacture,
type and/or number.
11.3 Information should be provided to enable competent members of the ship’s
staff to operate and maintain the equipment efficiently.
11.4 The internal parts of the equipment should be easily accessible for inspection
and maintenance purposes.
11.5 When subparagraph 2(d) is applicable, the equipment should automatically
switch to the full audio pass band condition for the duration of the
radiotelephone silence periods by connection to clock or by other approved
means. This provision should be capable of being taken out of operation at
any time.

540
 Purchased by ANGLO EASTERN GROUP
General radiotelephone equipment – 4.3

4.3
Resolution A.421(XI) – Adopted on 15 November 1979

OPERATIONAL STANDARDS FOR RADIOTELEPHONE

ALARM SIGNAL GENERATORS

THE ASSEMBLY,
RECALLING Article 16(i) of the Convention on the Inter-Governmental Maritime
Consultative Organization concerning the functions of the Assembly,
BEARING IN MIND the provisions of chapter IV of the International Convention for the
Safety of Life at Sea, 1974,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its fortieth session,
1. ADOPTS the Recommendation on Operational Standards for Radiotelephone
Alarm Signal Generators, the text of which is contained in the annex to the present
resolution;
2. RECOMMENDS Administrations to ensure that shipborne radiotelephone alarm
signal generators conform to operational standards not inferior to those specified in
the annex to the present resolution.

Annex
OPERATIONAL STANDARDS FOR RADIOTELEPHONE
ALARM SIGNAL GENERATORS*

1 INTRODUCTION
The radiotelephone alarm signal generator, in addition to meeting the
requirements of the Radio Regulations, should comply with the following
operational standards.

2 GENERAL
The radiotelephone alarm signal generator should preferably be an integral
part of the radiotelephone transmitter, but may be a separate device.

3 FREQUENCY AND DURATION OF TONES

3.1 The frequency of both the 1300 Hz and 2200 Hz tones should be maintained
within a tolerance of ±1.5%.

* The operational standards apply to new equipment only.

541
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III – Shipborne radio equipment

3.2 The duration of each tone should be 250 ms and be maintained within a
tolerance of ±10 ms.
3.3 The interval between successive tones should be as short as possible but
should not exceed 4 ms.

4 MODULATION
4.1 The output of the device should be sufficient to modulate the associated
transmitter in the case of A3/A3H classes of emission to a depth of at least 70%
and for an A3J class of emission to within 3 dB of the rated output power (Pp).
4.2 When the transmitter is modulated, the ratio of the amplitude of the stronger
radio frequency component to that of the weaker should be within the range
1 to 1.2.

5 CONTROLS AND INDICATORS

5.1 All controls should be of such size as to permit normal adjustment to be easily
performed. The function and the setting of the controls should be clearly
indicated.
5.2 The number of controls available at the exterior of the device should be the
minimum necessary for satisfactory and simple operation. The device should
be so designed as to prevent activation by mistake.
5.3 The device should be capable of being taken out of operation at any time in
order to permit the immediate transmission of a distress message.
5.4 Means should be provided to reduce to extinction any light output from the
device which is capable of interfering with safety of navigation.

6 SAFETY PRECAUTIONS
6.1 Means should be provided, as appropriate, for earthing exposed metallic parts
of the device but this should not cause any terminal of the source of electrical
energy to be earthed, unless special precautions, to the satisfaction of the
Administration, are taken.
6.2 As far as practicable, accidental access to dangerous voltages within the
device should be prevented and an appropriate warning notice affixed.

7 DURABILITY AND RESISTANCE TO EFFECTS OF CLIMATE

The device should continue to operate in accordance with the operational
standards contained in this recommendation under the conditions of sea
state, vibration, humidity and change of temperature likely to be expected on
board ships.

8 POWER SUPPLY
8.1 The device should continue to operate in accordance with the operational
standards contained in this recommendation in the presence of variations of
the power supply to be expected on board ships.
8.2 Provision should be made for protecting the device from the effects of
excessive voltages, transients and reversal of the power supply polarity.

542
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General radiotelephone equipment – 4.3

9 DURATION OF ALARM SIGNAL

After activation, the device should automatically generate the radiotelephone
alarm signal for a period of not less than 30 s and not more than 60 s, unless
manually interrupted.

10 ALARM SIGNAL REPEAT

After generating the radiotelephone alarm signal or after manual interruption
the device should be immediately ready to repeat the signal.

11 ACTIVATION OF THE RADIOTELEPHONE TRANSMITTER

Provision should be made such that, when the transmitter is operationally
ready, the alarm signal generator will automatically switch the transmitter
to the transmit condition at the start of the radiotelephone alarm signal and
cause it to cease transmission at the conclusion of the signal.

12 AURAL MONITORING
The device should be provided with integral means for aural monitoring of
the radiotelephone alarm signal with and without activating its associated
transmitter.

13 MISCELLANEOUS
13.1 If the device is not an integral part of the radiotelephone transmitter, it
should be provided with an external indication of manufacture, type and/or
number.
13.2 Information should be provided to enable competent members of the ship’s
staff to operate and maintain the equipment efficiently.

543
Purchased by ANGLO EASTERN GROUP
 Purchased by ANGLO EASTERN GROUP

III/5
VHF

5.1
Resolution A.385(X) – Adopted on 14 November 1977

OPERATIONAL STANDARDS FOR VHF RADIOTELEPHONE

INSTALLATIONS

THE ASSEMBLY,
NOTING Article 16(i) of the Convention on the Inter-Governmental Maritime
Consultative Organization concerning the functions of the Assembly,
BEARING IN MIND the provisions of chapter IV of the International Convention for the
Safety of Life at Sea, 1974,
HAVING CONSIDERED the Report of the Maritime Safety Committee on its thirty-sixth
session,
RESOLVES to adopt the Recommendation on Operational Standards for VHF Radio-
telephone Installations, annexed to this resolution,
RECOMMENDS Administrations to ensure that shipborne VHF radiotelephone
installations conform to operational standards not inferior to those specified in the
Recommendation.

Annex
RECOMMENDATION ON OPERATIONAL STANDARDS
FOR VHF RADIOTELEPHONE INSTALLATIONS

1 INTRODUCTION
The VHF radiotelephone installation should, in addition to meeting the
requirements of the Radio Regulations, comply with the following operational
standards.

2 GENERAL
2.1 The installation may consist of more than one equipment which may be
capable of operation on single-frequency channels and/or two-frequency
channels in one or more of the following categories:
(a) distress, safety and calling;
(b) inter-ship;
(c) port operation;
(d) ship movement;
(e) public correspondence.

545
 Purchased by ANGLO EASTERN GROUP
III – Shipborne radio equipment

2.2 The equipment comprises:

(a) a transmitter/receiver;
(b) an integral and/or one or more separate control units;
(c) a microphone with a press-to-transmit switch, the microphone may be
combined with a telephone in a handset;
(d) an internal or external loudspeaker.
2.3 The installation may also include additional receivers.

3 FREQUENCY BANDS AND CHANNELS

3.1 (a) Each equipment designed for operation on single-frequency channels
should be capable of simplex operation throughout the band 156.300
MHz to 156.875 MHz.
(b) Each equipment designed for operation on two-frequency channels
should be capable of simplex and semi-duplex operation throughout the
bands as follows:
156.025 MHz to 157.425 MHz for transmitting and
160.625 MHz to 162.025 MHz for receiving.
In addition, facilities for duplex operation on two-frequency channels
are recommended.
3.2 The installation should be capable of transmission and reception on the
channels considered by the Administration necessary for the service, but in
all cases on the channels 6 and 16.
3.3 Provisions should be made for changing from transmission to reception by
use of a press-to-transmit switch. Additionally, facilities for operation on two-
frequency channels without manual control may be provided.
3.4 Change of frequency should be capable of being made as rapidly as possible,
but in any event within 5 s.
3.5 The time taken to switch from the transmit to the receive conditions, and vice
versa, should not exceed 0.3 s.

4 CONTROLS AND INDICATORS

4.1 All controls should be of such size as to permit normal adjustment to be easily
performed. The function and the setting of the controls should be clearly
indicated.
4.2 The controls should be illuminated as necessary, so as to enable satisfactory
operation of the equipment.
4.3 Means should be provided to reduce to extinction any light output from the
equipment which is capable of interfering with safety of navigation.
4.4 An on/off switch should be provided for the entire installation with a visual
indication that the installation is switched on.
4.5 The equipment should indicate the channel number, as given in the Radio
Regulations, to which it is tuned. It should allow the determination of the
channel number under all conditions of external lighting. Where practicable,
channel 16 should be distinctively marked.
4.6 The receiver should be provided with a manual volume control by which the
audio output may be varied.
4.7 A squelch control should be provided on the exterior of the equipment.

546
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VHF – 5.1

4.8 If the external controls are assembled on a separate control unit and more
than one such control unit is provided, the one on the bridge should have
priority over the others. When there is more than one control unit, indication
should be given to the other(s) that the equipment is in operation.

5 PERMISSIBLE WARMING-UP PERIOD

The equipment should be operational within 1 min of switching on.

6 SAFETY PRECAUTIONS
6.1 Means should be provided, as appropriate, for earthing exposed metallic
parts of the installation, but this should not cause any terminal of the source
of electrical energy to be earthed, unless special precautions are taken, to the
satisfaction of the Administration.
6.2 As far as practicable, accidental access to dangerous voltages within the
equipment should be prevented and an appropriate warning notice be
affixed.
6.3 The equipment, when operating, should not be damaged by the effects of
open-circuited or short-circuited antenna terminals for a period of at least
5 min.

7 DURABILITY AND RESISTANCE TO EFFECTS OF CLIMATE

The equipment should continue to operate in accordance with the operational
standards contained in this Recommendation under the conditions of sea
state, vibration, humidity and change of temperature likely to be expected on
board ships.

8 POWER SUPPLY
8.1 The equipment should continue to operate in accordance with the operational
standards contained in this Recommendation in the presence of variations of
the power supply likely to be expected on board ships.
8.2 Provision should be made for protecting the equipment from the effects of
excessive voltages, transients and reversal of the power supply polarity.
8.3 If provision is made for operating the installation from alternative sources
of electrical energy, arrangements for rapidly changing from one source of
energy to the other should be incorporated.

9 PROTECTION AGAINST INTERFERENCE

9.1 All reasonable and practicable steps should be taken to eliminate the causes
of, and to suppress, electromagnetic interference between the installation and
other electronic equipment on board.
9.2 No unit of the installation shall be fitted within the minimum safe distance at
which they may be mounted from a standard or a steering magnetic compass.
These distances should be clearly indicated on the exterior of each unit.

10 TRANSMITTER OUTPUT POWER

10.1 The transmitter output power should be between 6 and 25 W.
10.2 Provision should be made for reducing the transmitter output power to a value
of between 0.1 and 1 W.

547
 Purchased by ANGLO EASTERN GROUP
III – Shipborne radio equipment

11 RECEIVER PARAMETERS
11.1 The sensitivity of the receiver should be equal to or better than 2 µV for a
signal-to-noise ratio of 20 dB.
11.2 The selectivity of the receiver should be such that intelligibility of the wanted
signal is not seriously affected by unwanted signals.

12 LOUDSPEAKER AND TELEPHONE HANDSET

12.1 The receiver output should be suitable for use with a loudspeaker and/or a
telephone handset. The audio output should be sufficient to be heard in the
ambient noise level likely to be expected on board ships.
12.2 It should be possible to switch off the loudspeaker without affecting the audio
output of the telephone handset, if provided.
12.3 In the transmit condition during simplex operation the output of the receiver
shall be muted.
12.4 In the transmit condition during duplex operation, only the telephone handset
shall be in circuit. Care should be taken to prevent harmful electrical or
acoustic feedback, which could cause singing.

13 MISCELLANEOUS
13.1 The equipment should be provided with an external indication of manufacture,
type and/or number.
13.2 Information should be provided to enable competent members of the ship’s
staff to operate and maintain the equipment efficiently.
13.3 The internal parts of the equipment should be easily accessible for inspection
and maintenance purposes.

548
 Purchased by ANGLO EASTERN GROUP
VHF – 5.2

5.2
Resolution A.524(13) – Adopted on 17 November 1983

PERFORMANCE STANDARDS FOR VHF

MULTIPLE WATCH FACILITIES

THE ASSEMBLY,
RECALLING Article 16(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations concerning
maritime safety,
BEARING IN MIND the provisions of regulation 8, chapter IV of the International
Convention for the Safety of Life at Sea, 1974, as amended in 1981,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its forty-eighth session,
1. ADOPTS the Recommendation on Performance Standards for VHF Multiple Watch
Facilities set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that shipborne equipment fitted with VHF
multiple watch facilities conforms to performance standards not inferior to those
specified in the annex to the present resolution.*

Annex
PERFORMANCE STANDARDS FOR
VHF MULTIPLE WATCH FACILITIES

1 INTRODUCTION
VHF radiotelephone equipment having multiple watch facilities should, in
addition to meeting the applicable operational standards for VHF radio-
telephone installations, comply with the following performance standards.

2 GENERAL
2.1 The equipment should include a provision for the automatic scanning of a
priority channel and one additional channel only.
2.2 The priority channel is that channel which will be sampled even if there is a
signal on the additional channel and on which the receiver will lock during
the time a signal is detected.
2.3 The additional channel is that channel which will be monitored during the
periods the equipment is not sampling or receiving signals on the priority
channel.

* Some Administrations do not consider that the scanning facility will satisfy their national VHF watch
requirements when a ship is participating in a system operating pursuant to regulation V/18 of the
1974 SOLAS Convention.

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2.4 Provision should be included to switch the scanning facility on and off by
means of a manually operated control. In addition it should be ensured that
the receiver remains on the same channel as the transmitter for the entire
duration of any communication with the ship, e.g, the scanning facility could
be switched off automatically when the handset is off its hook.
2.5 Selection of the additional channel and, if provided, of the priority channel
should be possible at the operating position of the receiver or transceiver. If
selection of the priority channel is not provided, the priority channel should
be channel 16 unless an Administration considers that an alternative channel
should be watched in a particular area.
2.6 When the scanning facility is in operation, the channel number of both
channels on which the equipment is operating should be clearly indicated
simultaneously.
2.7 In a transceiver, transmission should not be possible when the scanning facility
is operating. When the scanning facility is switched off, both transmitter and
receiver should be tuned automatically to the selected additional channel.
2.8 A transceiver should be provided with a single manual control (e.g. push-
button) in order to switch the equipment quickly for operation on the priority
channel.
2.9 At the operating position of a transceiver the selected additional channel
should be clearly indicated as being the operational channel of this receiver.

3 SCANNING CHARACTERISTICS
3.1 When the scanning facility is switched on, the priority channel should be
sampled with a sampling frequency of not less than once per 2 s. If a signal is
detected on the priority channel the receiver should remain on this channel
for the duration of that signal.
3.2 If a signal is detected on the additional channel the sampling of the priority
channel should continue, thus interrupting the reception on the additional
channel for periods as short as possible and not greater than 150 ms. The
design of the receiver should provide for its proper functioning during the
period the priority channel is sampled since the receiving conditions on the
priority channel may differ from those on the additional channel.
3.3 In the absence of a signal on the priority channel and during reception of a
signal on the additional channel, the duration of each listening period on this
channel should be at least 850 ms.
3.4 Means should be provided to indicate the channel on which a signal is being
received.

550
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III/6
Others

6.1
Resolution A.811(19) – Adopted on 23 November 1995

PERFORMANCE STANDARDS FOR A SHIPBORNE

INTEGRATED RADIOCOMMUNICATION SYSTEM
(IRCS) WHEN USED IN THE GMDSS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulations IV/6 and 14 of the 1988 amendments to the International
Convention for the Safety of Life at Sea (SOLAS), 1974, concerning radiocommunications
for the global maritime distress and safety system (GMDSS), which require, respectively,
that every ship be provided with radio installations and that all the equipment in these
installations shall conform to appropriate performance standards not inferior to those
adopted by the Organization,
RECOGNIZING the need to take into account the human element in identifying measures
to increase the effectiveness and efficiency of the human performance by designing
equipment that is more suited to the operators who use it,
RECOGNIZING ALSO that increased effectiveness and efficiency in the use of GMDSS
equipment would be achieved by integrating the radiocommunication equipment
into a shipborne integrated radiocommunication system, thereby providing simpler
procedures for operators,
RECOGNIZING FURTHER the need to prepare performance standards for such a shipborne
integrated radiocommunication system to ensure that the functional requirements of
SOLAS regulation IV/4 are met,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-fifth session,
1. ADOPTS the Recommendation on Performance Standards for a Shipborne
Integrated Radiocommunication System (IRCS) When Used in the GMDSS set out in
the annex to the present resolution;
2. RECOMMENDS Governments to ensure that a shipborne Integrated
Radiocommunication System (IRCS) when used in the GMDSS conforms to
performance standards not inferior to those specified in the annex to this resolution;
3. REQUESTS the Maritime Safety Committee to keep these Performance Standards
under review and to adopt amendments thereto, as necessary.

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Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR A SHIPBORNE INTEGRATED RADIOCOMMUNICATION
SYSTEM (IRCS) WHEN USED IN THE GMDSS

1 INTRODUCTION
1.1 The integrated radiocommunication system (IRCS) is a system in which
individual radiocommunication equipment and installations are used as
sensors, i.e. without the need for their own control units, providing outputs to
and accepting inputs from the operator’s position, called workstations.
1.2 Such workstations are called “GMDSS workstations” if they include control
and monitoring of all equipment and installations provided on a ship for the
GMDSS which are also suitable for general radiocommunications.
1.3 The IRCS, in addition to meeting the general requirements set out in resolution
A.694(17), should comply with the following performance standards.

2 GENERAL
2.1 The IRCS should comply with the applicable functional requirements of the
GMDSS. All functional requirements of the item of radiocommunication
equipment and installations integrated into the IRCS should be available.
The functional requirements for a specific item of radiocommunication
equipment or installation should not impair the availability of any other
functional requirement for any other item of radiocommunication equipment
or installation integrated into the IRCS.
2.2 All functional requirements of the equipment integrated into the IRCS should
conform to the appropriate provisions of the performance standards for that
equipment.
2.3 No single fault should impair the operation of more than one
radiocommunication sensor or more than one workstation at any time.
2.4 The IRCS should:
.1 comprise at least two GMDSS workstations each connected to each
GMDSS radiocommunication sensor over a network or connecting
system;
.2 comprise at least two printers;
.3 have facilities for automatically updating ship’s position and time data
in addition to the provision for manual input of this data;
.4 have a power supply arrangement which ensures that it is not possible
inadvertently to switch off any part of the IRCS;
.5 include detecting facilities such that failure of any part of the IRCS
activates an alarm; and
.6 be protected against the effects of computer viruses.
2.5 The GMDSS workstations should:
.1 have an identical user interface and an identical access to each function
for different sensors;
.2 be capable of being operated independently of each other;
.3 be capable of allowing simultaneous operation of at least two GMDSS
radiocommunication sensors; and

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Others – 6.1

.4 be capable of transmitting distress alerts. The distress alert should only

be initiated by means of a dedicated button for each GMDSS sensor;
the button should not be used for any other purpose. Each button
should be clearly identified, protected against inadvertent operation,
require two independent actions to initiate the distress alert and produce
an indication that the distress alert has been activated. Each distress
alerting button should be electrically separate from the IRCS network
or connecting system. It should be possible to interrupt or initiate the
distress alert at any time.
2.6 Integration of the VHF radiotelephone required for navigational safety should
only be permitted if it does not prevent compliance with SOLAS regulation
IV/6.3.
2.7 Additional workstations intended only for general radiocommunications
should not have access to the distress alerting functions; neither should they
impair or slow down the distress alerting and alarm functions. The GMDSS
workstations should have priority access over additional workstations.
2.8 Additional sensors not required for the GMDSS should neither impair nor
slow down the distress alerting and alarm functions.

553
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Others – 6.2(a)

6.2(a)
Resolution MSC.136(76) – Adopted on 11 December 2002

PERFORMANCE STANDARDS FOR A SHIP SECURITY ALERT

SYSTEM

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
RECALLING FURTHER the provisions of the new chapter XI-2 of the International Convention
for the Safety of Life at Sea (SOLAS), 1974, as amended, and the requirements of
regulation XI-2/5, that all ships shall be provided with a ship security alert system,
RECOGNIZING that, for security reasons, a ship security alert system is necessary on
board for initiating and transmitting a ship-to-shore security alert to a competent
authority designated by the Administration,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of
Navigation at its forty-eighth session,
1. ADOPTS the Recommendation on Performance Standards for a ship security alert
system, set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that a ship security alert system provided
in compliance with relevant international instruments in force on or after 1 July 2004
conforms to performance standards not inferior to those specified in the annex to the
present resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS FOR A SHIP
SECURITY ALERT SYSTEM

1 INTRODUCTION
1.1 The ship security alert system is provided to a ship for the purpose of
transmitting a security alert to the shore to indicate to a competent authority
that the security of the ship is under threat or has been compromised. It
comprises a minimum of two activation points, one of which is on the
navigation bridge. These initiate the transmission of a ship security alert. The
system is intended to allow a covert activation to be made which alerts the
competent authority ashore and does not raise an alarm on board ship nor
alert other ships.

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1.2 As required by its Administration, the competent authority receiving the

alert notifies the authority responsible for maritime security within its
Administration, the coastal State(s) in whose vicinity the ship is presently
operating, or other Contracting Governments.
1.3 The procedures for the use of the ship security alert system and the location
of the activation points are given in the ship security plan agreed by the
Administration.
1.4 The ship security alert system may utilise the radio installation provided for
compliance with chapter IV of the SOLAS Convention, other radio systems
provided for general communications or dedicated radio systems.

2 GENERAL
2.1 In addition to complying with the general requirements set out in resolution
A.694(17),* the ship security alert system should comply with the following
performance standards.
2.2 The radio system used for the ship security alert systems should comply with
relevant international standards.

3 POWER SUPPLY
Where the ship security alert system is powered from the ship’s main source
of electrical power, it should, in addition, be possible to operate the system
from another appropriate source of power.

4 ACTIVATION POINTS
Activation points should be capable of being used on the navigation bridge
and in other locations. They should be protected against inadvertent operation.
It should not be necessary for the user to remove seals or to break any lid or
cover in order to operate any control.

5 OPERATION
5.1 The activation points should operate a radio system such that transmission
of the security alert does not require any adjustment of the radio system,
i.e. tuning of channels, setting of modes or menu options. Operation of the
activation point should not cause any alarm or indication to be raised on the
ship.
5.2 The operation of the ship security alert system should not impair the
functionality of the GMDSS installation.

6 TRANSMISSION OF SECURITY ALERTS

6.1 In all cases, transmission initiated by security alert system activation points
should include a unique code/identifier indicating that the alert has not been
generated in accordance with GMDSS distress procedures. The transmission
should include the ship identity and current position. The transmission
should be addressed to a shore station and should not be addressed to ship
stations.
6.2 The ship security alert system, when activated, should continue the ship
security alert until deactivated and/or reset.

7 TESTING
The ship security alert system should be capable of being tested.

* IEC Publication 60945.

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Others – 6.2(b)

6.2(b)

Resolution MSC.147(77) – Adopted on 29 May 2003

ADOPTION OF THE REVISED PERFORMANCE STANDARDS

FOR A SHIP SECURITY ALERT SYSTEM

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment,
as well as amendments thereto, shall be performed by the Maritime Safety Committee
on behalf of the Organization,
RECALLING FURTHER the provisions of the new chapter XI-2 of the International Convention
for the Safety of Life at Sea (SOLAS), 1974, as amended, and the requirements of
regulation XI-2/5, that all ships shall be provided with a ship security alert system,
RECOGNIZING that, for security reasons, a ship security alert system is necessary on
board for initiating and transmitting a ship-to-shore security alert to a competent
authority designated by the Administration,
HAVING CONSIDERED the recommendation on revision of resolution MSC.136(76) made
by the Sub-Committee on Radiocommunications and Search and Rescue at its seventh
session,
1. ADOPTS the Revised Recommendation on performance standards for a ship
security alert system, set out in the annex to the present resolution;
2. RECOMMENDS Governments to ensure that a ship security alert system:
(a) if installed on or after 1 July 2004, conforms to performance standards not
inferior to those specified in the annex to the present resolution;
(b) if installed before 1 July 2004, conforms to performance standards not
inferior to those specified in the annex to resolution MSC.136(76).

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Annex
REVISED RECOMMENDATION ON PERFORMANCE STANDARDS FOR
A SHIP SECURITY ALERT SYSTEM

1 INTRODUCTION
1.1 The ship security alert system is provided to a ship for the purpose of
transmitting a security alert to the shore to indicate to a competent authority
that the security of the ship is under threat or has been compromised. It
comprises a minimum of two activation points, one of which is on the
navigation bridge. These initiate the transmission of a ship security alert. The
system is intended to allow a covert activation to be made which alerts the
competent authority ashore and does not raise an alarm on board ship nor
alert other ships.
1.2 As required by its Administration, the competent authority receiving the
alert notifies the authority responsible for maritime security within its
Administration, the coastal State(s) in whose vicinity the ship is presently
operating, or other Contracting Governments.
1.3 The procedures for the use of the ship security alert system and the location
of the activation points are given in the ship security plan agreed by the
Administration.
1.4 The ship security alert system may utilise the radio installation provided for
compliance with chapter IV of the SOLAS Convention, other radio systems
provided for general communications or dedicated radio systems.

2 GENERAL
2.1 In addition to complying with the general requirements set out in resolution
A.694(17),* the ship security alert system should comply with the following
performance standards.
2.2 The radio system used for the ship security alert systems should comply with
relevant international standards.

3 POWER SUPPLY
3.1 Where the ship security alert system is powered from the ship’s main source
of electrical power, it should, in addition, be possible to operate the system
from an alternative source of power.

4 ACTIVATION POINTS
4.1 Activation points should be capable of being used on the navigation bridge
and in other locations. They should be protected against inadvertent operation.
It should not be necessary for the user to remove seals or to break any lid or
cover in order to operate any control.

5 OPERATION
5.1 The activation points should operate a radio system such that transmission
of the security alert does not require any adjustment of the radio system,
i.e. tuning of channels, setting of modes or menu options. Operation of the
activation point should not cause any alarm or indication to be raised on the
ship.

* IEC Publication 60945.

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Others – 6.2(b)

5.2 The operation of the ship security alert system should not impair the
functionality of the GMDSS installation.

6 TRANSMISSION OF SECURITY ALERTS

6.1 In all cases, transmission initiated by security alert system activation points
should include a unique code/identifier indicating that the alert has not been
generated in accordance with GMDSS distress procedures. The transmission
should include the ship identity and current position associated with a date
and time. The transmission should be addressed to a shore station and should
not be addressed to ship stations.
6.2 The ship security alert system, when activated, should continue the ship
security alert until deactivated and/or reset.

7 TESTING
7.1 The ship security alert system should be capable of being tested.

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IV
System performance standards
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IV/1
System performance standards

1
Resolution A.425(XI) – Adopted on 15 November 1979

PERFORMANCE STANDARDS FOR DIFFERENTIAL

OMEGA CORRECTION TRANSMITTING STATIONS

THE ASSEMBLY,

RECALLING Article 16(i) of the Convention on the Inter-Governmental Maritime

Consultative Organization concerning the functions of the Assembly,

RECOGNIZING the potential of differential Omega correction transmissions for improving

the accuracy of the Omega radionavigation system,

FURTHER RECOGNIZING the desirability of a single world-wide standard for stations

transmitting differential Omega corrections,

HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
forty-first session,

1. ADOPTS the Recommendation on Performance Standards for Differential Omega

Correction Transmitting Stations, set out in the annex to the present resolution;

2. RECOMMENDS that Member Governments intending to establish stations for the

transmission of differential Omega corrections ensure that such stations conform with the
performance standards set out in the annex to the present resolution.

Annex
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR DIFFERENTIAL OMEGA CORRECTION TRANSMITTING
STATIONS

1 INTRODUCTION
1.1 Differential Omega correction transmitting stations are stations which provide
facilities for the reception of Omega signals, the computation of the corrections
to be applied to the Omega signals, the modulation of a radio frequency carrier
by the corrections and the transmission of the modulated signal.
1.2 Differential Omega correction transmitting stations should conform to the
following minimum performance standards.

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IV – System performance standards

2 RECEPTION OF OMEGA SIGNALS

2.1 The Omega reception antenna should be so sited and installed that it is capable
of receiving the navigational signals from all Omega stations which could be
used in the service area. Sensitivity and freedom from interference should be
such as to support phase measurement with the accuracies normally expected
in the service area.
2.2 The Omega receiver should be capable of receiving the 10.2 kHz Omega
transmissions. It should also receive the other Omega frequencies for which it
is considered necessary to transmit corrections in the region.

3 COMPUTATION OF CORRECTIONS

3.1 Chart datum and Omega transmission velocity

3.1.1 The theoretical phases, which form the base for establishing the corrections,
should be determined:
.1 by means of calculating the geodetic distance on the basis of the Omega
station co-ordinates and those of the Omega reception antenna referred
to in paragraph 2.1, based on the data of the World Geodetic System
WGS 72;
.2 by using the following propagation speeds of the waves at the Omega
frequencies in question:
v = 300,574 km/s (the conventional charting base) for the
frequencies of 10.2 kHz and 13.6 kHz;
v = 299,630 km/s for the frequency of 11.33 kHz;
v = 299,680 km/s for the frequency of 11.05 kHz.
3.2 The correction to be transmitted should be computed by subtracting the
theoretical value of the phase of the Omega signal established in paragraph 3.1
from the phase of the Omega signal actually received at the correction station.

4 TRANSMISSION CHARACTERISTICS

4.1 Mode of transmission

4.1.1 Narrow spectrum sub-carrier phase modulation should be used to modulate
the carrier frequency of the differential Omega transmitter.

4.2 Characteristics of transmission

4.2.1 Taking into consideration CCIR Report 777, the frequency of the transmitter
should be between 250 kHz and 500 kHz in an appropriate band allocated
to radionavigation. The carrier frequency should be a multiple of 100 Hz with
a stability which complies with the requirements of the Radio Regulations for
radio-determination stations.
4.2.2 The bandwidth should be compatible with the existing transmissions in the
band and should comply with the requirements of the Radio Regulations.
The correction data and, where appropriate, identification data should be
transmitted by modulating sub-carrier(s), which themselves modulate the
carrier.
4.2.2.1 The sub-carrier(s) used should have a low frequency equal to or less than 30 Hz.
4.2.2.2 The sub-carrier(s) should modulate the carrier with a narrow spectrum phase
modulation with a modulation index less than 0.6.
4.2.2.3 The data flow which modulates the sub-carrier(s) should have a narrow
spectrum.

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System performance standards – 1

4.2.2.4 The two latter characteristics should be such that the total bandwidth occupied
by the transmission (99% of the energy) is contained within ±50 Hz around
the carrier.

4.3 Transmission of station corrections

4.3.1 General
4.3.1.1 The transmitted corrections should be in the form of separate phase corrections
for each Omega signal and use an analogue method with the format given in
the appendix and synchronized to the Omega format.
4.3.1.2 The selection of signals for which corrections should be provided shall be the
responsibility of the national authority which should consider such factors as
modal interference, long path interference, prevailing signal-to-noise ratio and
local navigation requirements.
4.3.1.3 The selection criteria used, as well as a list of specific signals to be transmitted
by each station, should be published in appropriate nautical documents.
4.3.2 Transmission of the decimal part of the correction
4.3.2.1 For each Omega station whose reception on a frequency of 10.2 kHz is of
sufficient quality, a sub-carrier signal of the 20 Hz should be transmitted for the
duration of the corresponding Omega segment. The phase of this sub-carrier
represents the value of the correction, degree for degree.
4.3.2.2 If the corrections affecting other Omega navigation frequencies are transmitted
in addition to those which are based on the frequency of 10.2 kHz, the
procedure should be identical but supplementary sub-carriers should be
used, as shown in the appendix.
4.3.3 Transmission of the integer part of the correction
4.3.3.1 The transmitted differential correction of 10.2 kHz signals may include the
integer number of cycles.
4.3.3.2 If the integer is included a unique sub-carrier frequency of 8 Hz should be
transmitted during the appropriate time segment and phase-shifted by a value
corresponding to 16 of the phase shift value of the 20 Hz carrier as shown in
the following table:

Range of correction
–300 –200 –100 0 +100 +200
(centicyles)

Phase shift of 8 Hz 1 2 2 1
–50 –333 –163 0 +16 3 +33 3
sub-carrier (degrees)

4.3.3.3 Doubt on the validity of the integer number must result in the cessation of the
8 Hz sub-carrier during the appropriate time segment.
4.3.3.4 If the integer is not included a unique sub-carrier of 8 Hz without phase shift
should be transmitted during the appropriate time segment. Any abnormal
condition, such as a rate of change exceeding 0.03 cycles per minute, must
result in the cessation of the 8 Hz sub-carrier.

4.4 Identification
4.4.1 The transmission should be identified by means of amplitude modulation of the
carrier. The amplitude modulation should not include spectral components in
the range of 0–50 Hz and the depth of modulation should not exceed 80%.
4.4.2.1 An additional code should be used when differential Omega corrections are
transmitted by a time-shared radiobeacon.

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IV – System performance standards

4.4.2.2 The additional code should comprise a low frequency sub-carrier signal with
a duration between 2.3 and 2.7 s. The value of the frequency used for this
code should enable the radiobeacon to be identified. Six different frequency
values should be used: 11, 12, 13, 14, 15 and 16 Hz.
4.4.2.3 Transmission of such additional code by the corrections transmission station
is not necessary if the carrier used is continuous.

4.5 Radiated power

4.5.1 Except when a differential Omega station is associated with a radiobeacon the
power of which is determined by international agreement, the power should
be chosen with reference to the service area required and should be consistent
with the satisfactory operation of other radio transmitters operating on the same
or adjacent frequencies. The antenna should be capable of radiating signals
adequate for the service area.

4.6 Update time

4.6.1 The transmission of differential Omega correction signals should preferably be
continuous. Where continuous transmission is not practicable, a time interval
between successive intervals not exceeding 3 min is desirable. However, an
interval not exceeding 6 min is acceptable.
4.6.2 It is desirable that a period of at least 25 s, without interruption, is available for
the transmission of corrections to permit the transmission of 2 complete Omega
cycles and the additional station code.

5 ADDITIONAL REQUIREMENTS

5.1 Failure of system

5.1.1 Means should be provided for the early detection of errors in the system.
Detection of errors should immediately cause the transmission of incorrect data
to cease.

5.2 Instrumental accuracy

5.2.1 Instrumental errors should not exceed ±0.5 centicycles.

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Appendix
FORMAT OF A DIFFERENTIAL OMEGA TRANSMISSION

Frequency components of a differential Omega transmission

WARNING/INTEGER INFORMATION

STATION IDENTIFICATION
STATION IDENTIFICATION

STATION IDENTIFICATION
STATION IDENTIFICATION
STATION IDENTIFICATION

11.33 kHz CORRECTION

11.05 kHz CORRECTION

13.6 kHz CORRECTION

10.2 kHz CORRECTION
2
0 5 10 15 20 (23 1
3 ) 25 (26 3 ) 30
96025

Frequency of sub-carrier (Hz)

Time components of a differential Omega transmission

10.2 kHz (20 Hz Differential

A B C D E G G H
correction sub-carrier) Omega format
13.6 kHz identical to, and
H A B C D E F G (30 Hz
correction synchronous
sub-carrier)
2 with, Omega
11.33 kHz (26 3 Hz format
G H A B C D E F
correction sub-carrier)
1
(23 3 Hz
11.05 kHz F G H A B C D E
correction sub-carrier)

10 s

Composition of radiobeacon (in time)

2.3–2.7 s 10 s 10 s 10 s
Identification Complete set of Additional complete Further complete
sub-carrier (where differential set of differential sets of differential
necessary) corrections corrections conditions

Approximate duration of long dash of Further transmissions

typical radiobeacon (as time permits)

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System performance standards – 2

2
Resolution A.699(17) – Adopted on 6 November 1991

SYSTEM PERFORMANCE STANDARD FOR

THE PROMULGATION AND CO-ORDINATION
OF MARITIME SAFETY INFORMATION USING
HIGH-FREQUENCY NARROW-BAND DIRECT PRINTING

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO regulation V/2 of the International Convention for the Safety of Life at Sea,
1974 (SOLAS 1974), which establishes the requirement for promulgating information on
direct dangers to navigation,
NOTING Assembly resolution A.700(17), which establishes standards on the promulgation
of maritime safety information using a variety of radio teleprinting techniques, including
high-frequency (HF) narrow-band direct-printing (NBDP),
BEARING IN MIND regulation IV/7.1.5 of SOLAS 1974, as amended by the 1988 GMDSS
Conference, which states that “ships engaged exclusively on voyages in areas where an
HF direct-printing telegraphy maritime safety information service is provided and fitted
with equipment capable of receiving such service, may be exempt from this [INMARSAT
enhanced group calling] requirement”,
NOTING ALSO that the World Administrative Radio Conference for Mobile Services, 1987,
identified channels in the HF band for the transmission of maritime safety information
using NBDP, and resolved to invite IMO to develop, jointly with other international
organizations, a global co-ordinated plan for the use of these channels (WARC-MOB-87,
resolution 333),
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
fifty-eighth session,
1. ADOPTS the System Performance Standard for the Promulgation and Co-ordination
of Maritime Safety Information using High-Frequency Narrow-Band Direct Printing, set
out in the annex to the present resolution;
2. DECIDES that broadcasts of maritime safety information using HF NBDP techniques,
intended to meet the requirements of regulation IV/7.1.5 of the 1974 SOLAS Convention,
as amended in 1988, should be in accordance with the recommendation set out in the
annex to the present resolution;
3. URGES Governments to co-operate by ensuring that maritime safety information
using HF NBDP techniques is provided in accordance with this system;

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4. REQUESTS the Secretary-General to convey this system performance standard to

the executive heads of the International Telecommunication Union (ITU), the World
Meteorological Organization (WMO) and the International Hydrographic Organization
(IHO) inviting them to participate in this co-ordination effort in accordance with
resolution 333 of WARC-MOB-87.

Annex
SYSTEM PERFORMANCE STANDARD FOR THE PROMULGATION
AND CO-ORDINATION OF MARITIME SAFETY INFORMATION
USING HIGH-FREQUENCY NARROW-BAND DIRECT PRINTING
1 Administrations desiring to broadcast maritime safety information using
high-frequency (HF) narrow-band direct printing (NBDP), in accordance
with the provisions of regulation IV/7.1.5 of the 1974 SOLAS Convention,
as amended in 1988, should notify their intentions to the IMO Sub-
Committee on Radiocommunications. The Sub-Committee will co-ordinate
proposals with other Administrations, and will make recommendations on
frequencies, schedules, transmit power, broadcast duration, and broadcast
content, as well as on other pertinent characteristics. The Sub-Committee on
Radiocommunications may authorize a correspondence panel to perform
this co-ordination function between sessions if, in the Sub-Committee’s view,
this becomes necessary. Administrations may notify their intentions to the
correspondence panel.
2 The Sub-Committee on Radiocommunications may periodically recommend
revision and adjustments to the broadcast schedule, including shifting existing
broadcasts to other schedules, in order to meet the needs of Administrations.
3 Broadcasts should be made simultaneously on groups of frequencies in
accordance with CCIR Recommendation 688 and Radio Regulation N 3243.
4 Following approval of these broadcasts by the Sub-Committee on Radio-
communications, Administrations should notify the International Frequency
Registration Board in accordance with the requirements of the Radio
Regulations.
5 IMO will co-ordinate broadcasts with the World Meteorological Organization
(WMO) and the International Hydrographic Organization (IHO) and will
periodically issue schedules of broadcasts.
6 Administrations providing an HF NBDP maritime safety information service
should make provisions to alert vessels with respect to unscheduled broadcasts
by digital selective calling. The system should, in future, be made capable of
automatic reception.

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Appendices
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Appendix 1

1
Resolution A.156(ES.IV) – Adopted on 27 November 1968

RECOMMENDATION ON THE CARRIAGE OF

ELECTRONIC POSITION-FIXING EQUIPMENT

THE ASSEMBLY
NOTING Article 16(i) of the Convention on the Inter-Governmental Maritime Consultative
Organization concerning the functions of the Assembly,
CONSIDERING the grave consequences of accidents which may occur in ships carrying oil
or other noxious or hazardous cargoes in bulk,
HAVING EXAMINED the Recommendation on the carriage of electronic position-fixing
equipment adopted by the Maritime Safety Committee at its seventeenth session,
RECOMMENDS to Governments that such ships carry an efficient electronic position-fixing
device suitable for the trade in which the ship is employed,
INVITES the Maritime Safety Committee to take the necessary steps to ensure that the Sub-
Committee on Safety of Navigation urgently pursues its work on the subject, and that
proposals for amending the International Convention for the Safety of Life at Sea, 1960,
be prepared for consideration by the Assembly.

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Appendices

2
Resolution A.157(ES.IV) – Adopted on 27 November 1968

RECOMMENDATION ON THE USE AND TESTING

OF SHIPBORNE NAVIGATIONAL EQUIPMENT

THE ASSEMBLY,
NOTING Article 16(i) of the Convention on the Inter-Governmental Maritime Consultative
Organization concerning the functions of the Assembly,
CONSIDERING the need for operating the shipborne navigational equipment to the
maximum advantage,
HAVING EXAMINED the Recommendation on the use and testing of shipborne navigational
equipment adopted by the Maritime Safety Committee at its seventeenth session,
RECOMMENDS:
(a) that Governments bring to the notice of ships’ masters the importance of making
the most effective use of all navigational aids at their disposal;
(b) that operational tests of shipborne navigational equipment be carried out at sea by
the master or the officers as frequently as practicable and as circumstances permit,
and in particular when conditions of hazardous navigation are expected; these tests
should be recorded in the log book;
(c) that Governments encourage the development and use of reliable speed and
distance indicators.

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Appendix 3

3
Resolution A.343(IX) – Adopted on 12 November 1975

RECOMMENDATION ON METHODS OF MEASURING

NOISE LEVELS AT LISTENING POSTS

THE ASSEMBLY,
NOTING Article 16(i) of the Convention on the Inter-Governmental Maritime Consultative
Organization concerning the functions of the Assembly,
CONSIDERING the need to restrict the noise levels at listening posts in vessels in order
to ensure an adequate probability of hearing a whistle at the audibility range given in
the table of paragraph 1(c) of annex III to the International Regulations for Preventing
Collisions at Sea, 1972,
HAVING EXAMINED the Recommendation on methods of measuring noise levels at listening
posts adopted by the Maritime Safety Committee at its thirty-second session,
RECOMMENDS that the method of measuring the noise levels at listening posts should be
as follows:
a) a precision sound level meter according to IEC Publication No. 179 should be used
in conjunction with an octave-band filter according to IEC Publication No. 225.
The microphone should be equipped with a windscreen of known transmission
characteristics and an extension cable. At the beginning and the end of each series
of measurements the calibration of the sound level meter should be checked with
a standard sound source (e.g. a pistonphone) according to the manufacturer’s
instructions;
b) all readings should be taken with the dynamic characteristic “slow”. The average of
the maximum values observed during a period of 10 s when the vessel is making
way at three-quarters speed will be regarded as the prevailing noise level. On bridge
wings the measurements should be made on the lee side;
c) the microphone should if possible be so placed that, during the measurements,
it is separated by a distance of at least 1.5 m from any substantial reflecting or
obstructing surface;
d) an average value should be determined in the area of the usual listening position
from measurements made in at least three different microphone positions separated
by at least 0.5 m from one another and approximately at the average height of ear of
normal listeners;
e) as far as is practicable, measurements should be made in conditions of wind speed
between 5 knots and 10 knots:
(i) with the wind ahead;
(ii) with the wind astern, and

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Appendices

(iii) with the apparent wind successively on both beams and the listening
position on the corresponding lee side of the vessel;
f) whether or not these recommended conditions can be achieved, the prevailing
wind speed and direction and the course of the vessel should be recorded;
g) furthermore, a record should be kept of the state of the sea and of the condition
loading of the vessel,
FURTHER RECOMMENDS that Administrations should institute programmes of measurement
in accordance with the above, within the limits of their capabilities, in order that evidence
may be collected on the noise levels currently experienced at listening posts, both on
existing vessels and on new vessels when brought into service. Administrations are
invited to submit the results of such measurements to the Organization for consideration
by the appropriate sub-committee(s),
ADOPTS provisional guidelines on maximum acceptable noise levels at listening posts, the
text of which appears in the appendix to this Recommendation.

Appendix
PROVISIONAL GUIDELINES ON MAXIMUM ACCEPTABLE
NOISE LEVELS AT LISTENING POSTS

1 It is desirable that the background noise level at listening posts should not on
average exceed the noise level defined by octave-band levels as follows:
(a) 68 dB in the band centred on 250 Hz;
(b) 63 dB in the band centred on 500 Hz.
2 Ship designers and builders should be encouraged to meet this requirement
in new vessels. Measurements should be made when possible in accordance
with the method recommended above, in order to check results.
3 So far as existing vessels are concerned, it is recognized that problems of a
ship construction nature may make it difficult, if not impossible, to meet the
requirement. These vessels should therefore comply as far as is feasible.
4 On the basis of information received from Administrations concerning noise
levels measured on existing vessels, IMCO will give further consideration to the
possibility of making a recommendation on maximum permissible noise levels
at listening posts.

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Appendix 4

4
Resolution A.530(13) – Adopted on 17 November 1983

USE OF RADAR TRANSPONDERS FOR SEARCH

AND RESCUE PURPOSES

THE ASSEMBLY,
RECALLING Article 16(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations concerning maritime
safety,
RECALLING FURTHER Assembly resolution A.423(XI) on radar beacons and shipborne
transponders,
RECOGNIZING that the response from radar transponders used for search and rescue
purposes should be distinctive when appearing on a radar display,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
forty-eighth session,
1. ADOPTS the Recommendation on the Signal Characteristic of Radar Transponders to
Assist in Search and Rescue Operations, set out in the annex to the present resolution;
2. RECOMMENDS Member Governments to ensure that the signal characteristic set out
in the annex is not used for any purpose other than search and rescue.

Annex
RECOMMENDATION ON THE SIGNAL CHARACTERISTIC
OF RADAR TRANSPONDERS TO ASSIST IN SEARCH
AND RESCUE OPERATIONS
Radar transponders intended to be used for search and rescue purposes should be
capable of transmitting signals which will appear on a radar display as a series of
equally spaced dots.

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Appendices

5
Resolution A.570(14) – Adopted on 20 November 1985

TYPE APPROVAL OF SHIP EARTH STATIONS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECOGNIZING that ship earth stations should be type approved to ensure their operational
reliability and to avoid adverse interaction between this equipment and other
communication and navigational equipment aboard ship,
FURTHER RECOGNIZING the value of the centralized type approval conducted by the
international Maritime Satellite Organization (INMARSAT) in minimizing the duplication
of effort in type approval,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
fiftieth session,
1. RECOMMENDS Member Governments to accept type approval of ship earth stations
by INMARSAT as sufficient for their national type acceptance of such equipment, in
respect of those aspects relating to the INMARSAT technical requirements;
2. REQUESTS INMARSAT, at the invitation of interested Administrations:
(a) to encourage manufacturers to include tests covering additional national
requirements of those Administrations in the INMARSAT type approval
testing;
(b) to certify that such additional tests have been successfully performed, in order
to facilitate national type acceptance procedures.

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Appendix 6

6
Resolution A.575(14) – Adopted on 20 November 1985

UNIFICATION OF PERFORMANCE STANDARDS

FOR NAVIGATIONAL EQUIPMENT

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO resolution A.219(VII) on the unification of performance specifications for
radio and radio direction-finding equipment,
BEARING IN MIND the need for unification of performance standards for navigational
equipment,
RECOGNIZING that Member Governments may require the carriage of navigational
equipment in ships under their registry which is additional to that prescribed by
international regulations,
RECOGNIZING FURTHER that such additional requirements may present difficulties upon
transfer of a ship from another flag,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
fifty-first session,
ADOPTS the Recommendation on Unification of Performance Standards for Navigational
Equipment set out in the annex to the present resolution.

Annex
RECOMMENDATION ON UNIFICATION OF PERFORMANCE
STANDARDS FOR NAVIGATIONAL EQUIPMENT

1 Upon transfer of a ship from another flag, Administrations should, in so far as

is reasonable and practicable, accept the navigational equipment required by
regulation V/12 of the international Convention for the Safety of Life at Sea,
1974, currently fitted in that ship, provided the equipment conforms to:
.1 the requirements of the said Convention as amended, and
.2 IMO performance standards.
2 The Administration under which the ship was formerly registered should, if
requested, provide an assurance that the existing equipment is acceptable
under its national requirements.

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7
Resolution A.577(14) – Adopted on 20 November 1985

OPERATIONAL STATUS OF ELECTRONIC

POSITION-FIXING SYSTEMS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECOGNIZING that changes in the transmissions of electronic position-fixing systems
should be avoided,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
fiftieth session,
1. ADOPTS the Recommendation on the Operational Status of Electronic Position-
Fixing Systems, set out in the annex to the present resolution;
2. RECOMMENDS Member Governments to ensure that electronic position-fixing
systems are operated in accordance with the annexed Recommendation.

Annex
RECOMMENDATION ON THE OPERATIONAL STATUS
OF ELECTRONIC POSITION-FIXING SYSTEMS
The authorities or companies responsible for the operation of a selected system, or of
any of its constituent parts, should at all times make available to navigators appropriate
information on the operational status of such systems or parts thereof. Changes in the
transmissions of electronic position-fixing systems which could adversely affect the
performance of receivers fitted in ships should be avoided as far as possible and should
only be effected after due consideration by the appropriate authorities responsible
for the safety of navigation in the area concerned and after adequate notice has been
promulgated.

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Appendix 8

8
Resolution A.614(15) – Adopted on 19 November 1987

CARRIAGE OF RADAR OPERATING IN

THE FREQUENCY BAND 9300–9500 MHz

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
NOTING the decision of the Maritime Safety Committee that a 9 GHz radar transponder
should provide the main means in the global maritime distress and safety system (GMDSS)
for locating survival craft,
NOTING FURTHER the provisions of regulation V/12 of the International Convention for the
Safety of Life at Sea, 1974, require that:
(a) ships of 500 tons gross tonnage and upwards constructed on or after
1 September 1984 and ships of 1,600 tons gross tonnage and upwards
constructed before 1 September 1984 shall be fitted with a radar
installation, and
(b) ships of 10,000 tons gross tonnage and upwards shall be fitted with two radar
installations,
BEARING IN MIND that the performance standards for radar equipment, adopted by
resolution A.477(XII), do not specify which frequency band should be used for ships’ radar
equipment,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
fifty-third session,
RECOMMENDS Member Governments to ensure that on ships equipped with a radar
installation or installations at least one radar operates in the 9300–9500 MHz frequency
band.

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9
Resolution A.660(16) – Adopted on 19 October 1989

CARRIAGE OF SATELLITE EMERGENCY POSITION-INDICATING

RADIO BEACONS (EPIRBs)

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECOGNIZING that emergency position-indicating radio beacons (EPIRBs) improve the
safety of life at sea by greatly facilitating search and rescue,
RECALLING that resolution A.522(13) recommends Administrations to encourage the
carriage of float-free EPIRBs operating on frequencies compatible with the existing satellite
search and rescue services,
RECALLING FURTHER that the Maritime Safety Committee at its fifty-second session
recommended carriage of survival craft radar transponders, as an equivalent arrangement
to the survival craft EPIRBs required by regulation III/6.2.3 of the 1983 SOLAS
amendments, and also recommended that the ship itself be fitted with a satellite EPIRB
in order to provide the alerting function,*
NOTING that the Conference of Contracting Governments to the International Convention
for the Safety of Life at Sea, 1974, on the Global Maritime Distress and Safety System
(GMDSS Conference, 1988) adopted resolution 4, Recommendation on the early
introduction of GMDSS radio life-saving appliances, which recommends that, where a
means of transmitting signals for locating is provided on board a ship, Administrations
accept a satellite EPIRB as equivalent to the survival craft EPIRBs,
NOTING ALSO the favourable experience already gained with EPIRBs operating in
conjunction with the COSPAS-SARSAT system,
NOTING FURTHER that the GMDSS Conference, by regulation IV/7.1.6 of the 1988 SOLAS
amendments, has adopted provisions, applicable not later than 1 August 1993, for the
carriage of a float-free satellite EPIRB on every ship as part of the global maritime distress
and safety system,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
fifty-seventh session,
RECOMMENDS that Administrations encourage the early fitting of float-free satellite EPIRBs
prior to the date of entry into force of the requirements of chapter IV of the 1988 SOLAS
amendments for the carriage of satellite EPIRBs on ships.

* MSC/Circ.423, Equivalent arrangements for survival craft emergency position-indicating radio beacons.

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Appendix 10

10
Resolution A.696(17) – Adopted on 6 November 1991

TYPE APPROVAL OF SATELLITE EMERGENCY

POSITION-INDICATING RADIO BEACONS (EPIRBs)
OPERATING IN THE COSPAS-SARSAT SYSTEM

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
NOTING that the Conference of Contracting Governments to the International Convention
for the Safety of Life at Sea, 1974 (SOLAS 1974), on the global maritime distress and
safety system (GMDSS Conference, 1988) adopted regulation IV/7.1.6 of the 1988 SOLAS
amendments, applicable not later than 1 August 1993, requiring the carriage of a float-free
satellite EPIRB on every ship as part of the global maritime distress and safety system,
NOTING Assembly resolution A.695(17), “Performance standards for float-free satellite
emergency position-indicating radio beacons (EPIRBs) operating on 406 MHz”,
NOTING FURTHER resolution 3, “Recommendation on the early introduction of GMDSS
elements”, adopted by the 1988 GMDSS Conference, which recommends, inter alia, that
satellite EPIRBs be introduced as early as possible,
RECOGNIZING that satellite EPIRBs forming part of the global maritime distress and safety
system and operating through the COSPAS-SARSAT satellite system in the frequency band
406–406. 1 MHz (406 MHz EPIRBs) should be type approved to ensure the integrity of
the COSPAS-SARSAT satellite system, to avoid harmful interference to the spaceborne
equipment, to exclude unauthorized transmissions and to provide reliable data to rescue
co-ordination centres,
RECOGNIZING FURTHER the value of the type approval procedure proposed by the
COSPAS-SARSAT partners in order to ensure that satellite EPIRBs will not degrade system
performance and will be compatible with the spaceborne equipment,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its fifty-eighth session,
RECOMMENDS Governments:
(a) to ensure, as part of national type approval procedures, that any new type of
406 MHz satellite EPIRB to be deployed on board ships is tested to confirm
that it is in accordance with the IMO performance standards for 406 MHz
EPIRBs (resolution A.695(17)); confirmation that the satellite EPIRB meets part
B of that performance standard can be achieved by either:
(i) performing, or having performed, under national procedures, all
appropriate tests; or

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(ii) accepting type approval test results obtained through the COSPAS-
SARSAT type approval procedure (C/S T.007) and confirmed by the
delivery of a COSPAS-SARSAT Type Approval Certificate; and
(b) to encourage national type approval authorities to develop test procedures
compatible, to the extent possible, with C/S T.007, if necessary in consultation
with the COSPAS-SARSAT Secretariat.

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Appendix 11

11
Resolution A.701(17) – Adopted on 6 November 1991

CARRIAGE OF INMARSAT ENHANCED GROUP CALL

SAFETYNET RECEIVERS UNDER THE GLOBAL MARITIME
DISTRESS AND SAFETY SYSTEM (GMDSS)

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO that carriage of INMARSAT Safety NET receive facilities is required under
regulation IV/7.1.5 of the 1988 amendments to the 1974 SOLAS Convention concerning
radiocommunications for the global maritime distress and safety system (GMDSS),
RECOGNIZING that performance standards for such equipment are prescribed in resolution
A.664(16),
NOTING that resolution A.702(17) on radio maintenance guidelines for the GMDSS
related to sea areas A3 and A4 does not require duplication of the enhanced group call
receive facility in ships opting for equipment duplication,
NOTING ALSO that resolution A.664(16) allows such equipment to be combined with an
INMARSAT-C or INMARSAT-A ship earth station (SES), or other equipment,
NOTING FURTHER that such equipment combined with another SES may miss important
maritime safety information (MSI), if that SES is left tuned to an ocean region satellite other
than the one broadcasting relevant maritime safety information,
RECOMMENDS that, in order to ensure reception of MSI broadcasts via the International
SafetyNET service:
(a) MSI providers make:
(i) unscheduled SafetyNET broadcasts of distress alerts and urgent warnings
through all INMARSAT ocean region satellites covering their area of
responsibility;
(ii) routine SafetyNET broadcasts through at least one designated satellite
in accordance with a pre-arranged schedule co-ordinated by the
Organization;
(b) Governments ensure that up-to-date publications providing information on
MSI broadcasts are included among the nautical publications required to be
carried aboard ships in accordance with SOLAS regulation V/20;
(c) Governments encourage ships to carry an INMARSAT enhanced group call
receive facility, with an omnidirectional antenna, dedicated to the reception of
MSI via the International SafetyNET service.

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12
Resolution A.702(17) – Adopted on 6 November 1991

RADIO MAINTENANCE GUIDELINES FOR THE GLOBAL

MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS)
RELATED TO SEA AREAS A3 AND A4

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
NOTING regulation IV/15, Maintenance requirements, of the International Convention for
the Safety of Life at Sea, 1974 (SOLAS), as amended by the 1988 GMDSS Conference,
and in particular regulation IV/15.7 concerning the methods of ensuring the availability of
the functional requirements specified in regulation IV/4 for distress and safety purposes on
ships engaged on voyages in sea areas A3 and A4,
NOTING ALSO resolution 5 of the 1988 GMDSS Conference which requests the Maritime
Safety Committee to periodically review the requirements of regulation IV/15.7 in the light
of experience gained,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
fifty-ninth session,
1. ADOPTS the Guidelines for Ensuring the Availability of Radio Equipment for Ships
Engaged on Voyages in Sea Areas A3 and A4 Required by Regulation IV/15.7 of the 1974
SOLAS Convention, as Amended in 1988, set out in the annex to the present resolution:
2. RECOMMENDS that Governments, in applying regulation IV/15.7 to ships, take
account of the annexed Guidelines;
3. REQUESTS the Maritime Safety Committee, when periodically reviewing the
requirements of regulation IV/15.7, also to review and update the Guidelines as
appropriate and to report as necessary to the Assembly.

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Appendix 12

Annex
GUIDELINES FOR ENSURING THE AVAILABILITY OF RADIO
EQUIPMENT FOR SHIPS ENGAGED ON VOYAGES IN SEA
AREAS A3 AND A4 REQUIRED BY REGULATION IV/15.7
OF THE 1974 SOLAS CONVENTION, AS AMENDED IN 1988

1 BASIC REQUIREMENT FOR ENSURING AVAILABILITY

1.1 Irrespective of the methods used to ensure the availability of the functional
requirements specified in regulation IV/4, and as specified in regulation IV/15.8,
a ship should not depart from any port unless and until the ship is capable of
performing all distress and safety functions, as set out in regulation IV/4.
1.2 Irrespective of the methods used by the ship, all manufacturers’ instruction
manuals and maintenance manuals for each piece of equipment required and
installed should be available on board. Adequate tools, spare parts and test
equipment appropriate to the methods used by the ship, as specified by the
Administration, should be provided. The manuals, tools, spare parts and test
equipment, as applicable, should be readily accessible.

2 DUPLICATION OF EQUIPMENT FOR ENSURING AVAILABILITY

2.1 If availability is ensured by using a combination of methods which include
duplication of equipment, in addition to the radio installations required
by regulations IV/7, IV/10 and IV/11, as appropriate, the following radio
installations complying with regulation IV/14 should be available on board
ships engaged on voyages in:
.1 sea area A3 – a VHF radio installation complying with the requirements
of regulation IV/7.1.1 and either an MF/HF radio installation complying
with the requirements of regulation IV/10.2.1 and being able to comply
fully with the watch requirements of IV/12.1.3 or an INMARSAT ship earth
station (SES) complying with the requirements of regulation IV/10.1.1. The
MF/HF installation or INMARSAT SES installed for duplication should also
comply with regulation IV/10.3;
.2 sea areas A3 and A4 – a VHF radio installation complying with the
requirements of regulation IV/7.1.1 and an MF/HF radio installation
complying with the requirements of regulation IV/10.2.1 and being able
to comply fully with the watch requirements of IV/12.1.3. Ships operating
in sea area A4 only occasionally and having originally installed an MF/HF
radio installation may, instead of the additional MF/HF radio installation,
install an INMARSAT SES complying with the requirements of regulation
IV/10.1.1. The MF/HF radio installation or INMARSAT SES installed for
duplication should also comply with regulation V/10.3.
2.2 The additional radio installations specified in paragraphs 2.1.1 and 2.1.2 of
these Guidelines should each be connected to a separate antenna and be
installed and ready for immediate operation.
2.3 It should be possible to connect the additional radio installations specified in
paragraphs 2.1.1 and 2.1.2 (hereinafter referred to as duplicated equipment)
to the reserve source or sources of energy required by regulation IV/13.2,
in addition to the appropriate radio equipment specified in that regulation
(hereinafter referred to as basic equipment). The capacity of the reserve source
or sources of energy should be sufficient to operate the particular installation
(i.e. the basic equipment or the duplicated equipment) with the highest power
consumption, for the appropriate period specified in regulation IV/13.2.1
to IV/13.2.3. However, the arrangement for the reserve source or sources of
energy should be such that a single fault in this arrangement should not be able
to affect both the basic and the duplicated equipment.

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3 SHORE-BASED MAINTENANCE FOR ENSURING AVAILABILITY

3.1 If availability is ensured by using a combination of methods which include
shore-based maintenance, an arrangement acceptable to the Administration
should be established to ensure adequate support of the ship for the
maintenance and repair of its radio installations. For example, the following
arrangements, among others, may be suitable:
.1 an agreement with a company known to cover the trading area of the ship
to provide maintenance and repair facilities on a call-out basis;
.2 provision of facilities at the main base of ships engaged on a regular
trading pattern. Records of Equipment (Form P, R or C) should include an
indication of the types of arrangements for shore-based maintenance.
3.2 It should be recognized that, despite the use of other methods, some reliance
on shore-based maintenance to ensure the availability of the functional
requirements of the GMDSS will always be necessary.

4 AT-SEA ELECTRONIC MAINTENANCE CAPABILITY

FOR ENSURING AVAILABILITY
4.1 If availability is ensured by using a combination of methods which include
at-sea electronic maintenance capability, adequate additional technical
documentation, tools, test equipment and spare parts must be carried on board
in order to enable the maintainer to perform tests and localize and repair faults
in the radio equipment. The extent of this additional technical documentation,
tools, measuring equipment and spare parts to be carried on board should
be consistent with the equipment installed and should be approved by the
Administration. An indication of such approval should be entered in the
Records of Equipment (Form P, R or C).
4.2 The person designated to perform functions for at-sea electronic maintenance
should either hold an appropriate certificate as specified by the Radio
Regulations, as required, or have equivalent at-sea electronic maintenance
qualifications, as may be approved by the Administration, taking into account
the recommendations* of the Organization on the training of such personnel.

* Refer to Assembly resolution A.703(17), Training of radio personnel in the global maritime distress and
safety system (GMDSS).

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Appendix 13

13
Resolution A.801(19) – Adopted on 23 November 1995

PROVISION OF RADIO SERVICES FOR THE GLOBAL

MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS)

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO that regulation IV/5 of the International Convention for the Safety of Life
at Sea (SOLAS), 1974, as amended in 1988, requires each Contracting Government to
undertake to make available, either individually or in co-operation with other Contracting
Governments, as they may deem practical and necessary, appropriate shore-based
facilities for terrestrial and space radio services having due regard to the recommendations
of the Organization,
RECALLING FURTHER that the Inmarsat system provides for radiocommunication services,
including those for distress and safety, utilizing geostationary satellites in the 1.5 and
1.6 GHz band,
NOTING that the COSPAS-SARSAT system provides for the reception of distress alerts on
the frequency 406 MHz utilizing polar orbiting satellites,
NOTING ALSO that regulation IV/5 of the 1974 SOLAS Convention requires the following
radio services to be provided:
– a radiocommunication service utilizing geostationary satellites in the maritime
mobile satellite service,
– a radiocommunication service utilizing polar orbiting satellites in the mobile
satellite service,
– the maritime mobile service in the bands between 156 MHz and 174 MHz,
– the maritime mobile service in the bands between 4000 kHz and 27,500 kHz,
and
– the maritime mobile service in the bands 415 kHz to 535 kHz and 1605 kHz to
4000 kHz,
NOTING FURTHER that the provision contained in paragraph 5.1.1 of the annex to the
International Convention on Maritime Search and Rescue, 1979, requires that Parties shall
ensure that such continuous radio watches as are deemed practicable and necessary are
maintained on international distress frequencies,
TAKING INTO ACCOUNT the resolutions of the World Administrative Radio Conference for
Mobile Services, 1987, in particular resolution 331(Mob-87) relating to the introduction
of provisions for the global maritime distress and safety system (GMDSS) and the con-
tinuation of the existing distress and safety provisions, and resolution 322 (Rev.Mob-87)

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relating to coast stations and coast earth stations assuming watchkeeping responsibilities
on certain frequencies in connection with the implementation of distress and safety
communications for the GMDSS,
TAKING INTO ACCOUNT ALSO resolution 3, Recommendation on the early introduction of
the global maritime distress and safety system (GMDSS) elements, adopted by the 1988
GMDSS Conference,
CONSIDERING that the GMDSS will use digital selective calling equipment operating in the
MF, HF and VHF bands,
CONSIDERING ALSO that ships should not be required to install equipment intended
primarily for ship/shore communication functions when operating in areas where no
corresponding shore-based facilities are available,
CONSIDERING FURTHER that it is necessary to provide radio services for transmission and
reception of distress and safety communications and that not all coast stations will be
obliged to provide for such distress and safety communications,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at
its sixty-third session,
1. ADOPTS the Recommendation on Provision of Radio Services for the GMDSS, the
Criteria for Use when Providing Shore-Based Digital Selective Calling (DSC) Facilities for
Use in the GMDSS, the Criteria for Establishing GMDSS Sea Areas, the Criteria for Use
when Providing a NAVTEX Service and the Criteria for Use when Providing Inmarsat
Shore-Based Facilities for Use in the GMDSS set out respectively in annexes 1, 2, 3, 4 and
5 to the present resolution;
2. RECOMMENDS that Governments undertake, as a matter of urgency, a review of the
need to provide shore-based facilities to support the GMDSS and to make available,
either individually or in co-operation with other Governments, adequate shore-based
facilities for terrestrial and space radio services deemed practicable and necessary;
3. URGES Governments to provide, either individually or in co-operation with other
Governments, the radio services deemed practicable and necessary for the proper
operation of the GMDSS;
4. INVITES Governments and organizations concerned to inform the Secretary-General of
radio facilities to be provided in support of the GMDSS in response to this resolution;
5. REQUESTS the Maritime Safety Committee to keep this resolution under review and
to adopt amendments thereto, as necessary;
6. REVOKES resolution A.704(17).

Annex 1
RECOMMENDATION ON PROVISION OF
RADIO SERVICES FOR THE GMDSS

1 Governments should establish such coast stations, individually or in co-

operation with other Governments, as are needed to designate a sea area or
areas A1 or A2, or both, off their coasts. Each sea area should be established in
accordance with the criteria for establishing GMDSS areas recommended in
annex 3.
2 Areas not defined by Governments as sea areas A1 or A2 will, as appropriate,
be designated as sea areas A3 or A4 in accordance with regulations IV/2.14
and IV/2.15 of the 1974 SOLAS Convention, as amended in 1988.

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3 Each Government should submit to the Organization information on the sea

area or sea areas A1, A2 and A3, NAVTEX and/or International SafetyNET
service areas it has established for the GMDSS and on any changes which may
affect the sea area or areas it has so defined.
4 Governments, taking into account annex 2, should, as appropriate, make
provision for radiocommunications in each sea area A1 or A2 they have defined
and, in addition, Governments are invited to provide for radiocommunications
in sea areas A3 or A4, as appropriate, for the purposes of:
.1 reception of ship-to-shore distress alerting; in particular, facilities for
receiving distress alerts on the frequency 406 MHz are urgently needed
in the southern hemisphere;
.2 transmission of shore-to-ship distress alerting;
.3 transmission and reception of search and rescue co-ordinating commu-
nications;
.4 transmission and reception of navigational and meteorological warnings
and urgent information; and
.5 transmission and reception of general radiocommunications.

Annex 2
CRITERIA FOR USE WHEN PROVIDING SHORE-BASED DIGITAL
SELECTIVE CALLING (DSC) FACILITIES FOR USE IN THE GMDSS

1 Governments desiring to provide an HF coast station facility for use in

the GMDSS should notify the Organization of their intention so that the
Organization can maintain and circulate a complete list of stations providing
HF DSC distress watch. Governments should ensure that such shore-based
HF DSC facilities are provided in accordance with the criteria contained in
appendix 1.
2 Governments, individually or in co-operation with other Governments within a
specific SAR region, desiring to provide MF coast station DSC facilities serving,
either wholly or in part, a particular sea area A2, should notify the Organization
as to the extent of continuous coverage and the extent of coverage from shore.
This information should be determined by Governments in accordance with the
criteria for establishing GMDSS sea areas contained in annex 3. Governments
should ensure that shore-based MF coast station DSC facilities providing part
of this sea area A2 coverage, are provided in accordance with appendix 2.
3 Governments, individually or in co-operation with other Governments within a
specific SAR region, desiring to provide VHF coast station DSC facilities serving,
either wholly or in part, a particular sea area A1, should notify the Organization
as to the extent of continuous coverage and the extent of coverage from shore.
This information should be determined by Governments in accordance with
the criteria contained in annex 3. Governments should ensure that shore-based
VHF coast station DSC facilities providing part of this sea area A1 coverage, are
provided in accordance with appendix 3.
4 The Organization should maintain a master plan of all sea areas covered by
MF and VHF coast station DSC facilities and should periodically circulate an
updated copy of the description of such sea areas to Governments.

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Appendix 1
1 Basic principles for establishing HF DSC coast stations
for sea areas A3 and A4
The selection of HF DSC coast stations for sea areas A3 and A4 should be
based on the following principles:
.1 each ocean area requiring HF guard should have a minimum of two
stations to provide the required HF cover;
.2 where practicable, stations should be selected on opposite sides of an
ocean area; and
.3 in ocean areas of high traffic density, e.g. the North Atlantic, more than
two stations should be provided.

2 Criteria for the selection of HF DSC stations

Stations participating in HF DSC watchkeeping in the GMDSS should:
.1 be affiliated to an RCC and have reliable communications by telephone
and telex;
.2 have long-range HF communication capability in all HF bands;
.3 monitor all HF DSC distress frequencies in order to avoid the
multiplication of communications links between RCCs which would
be required if several stations divided the watchkeeping on different
frequencies;
.4 provide as complete a coverage of their ocean area as possible;
.5 be in continuous operation; and
.6 be able to relay communications under a common procedure.

3 Availability of participating HF stations

The minimum number of coast stations indicated in paragraph 1.1 for any given
ocean area may need to be adjusted in future in order to:
.1 provide full back-up in the event of operational failure; and
.2 confirm full HF coverage as a result of future tests.

Appendix 2
1 Basic principles for establishing sea area A2
The selection of MF DSC coast stations for sea area A2 should be based on the
following principles:
.1 each sea area designated as A2 requires a continuous MF guard on the
distress frequencies and a sufficient number of coast stations to provide
MF coverage in the coastal area of the Government concerned; and
.2 in certain areas, several Governments may collectively provide complete
coverage (e.g. the North Sea).

2 Criteria for provision of MF DSC stations

Stations participating in MF DSC watchkeeping in the GMDSS should:
.1 be affiliated to an RCC and have reliable communications by telephone and
telex;
.2 have medium-range MF capability;

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.3 provide as complete a coverage of their immediate sea area as possible;

and
.4 be in continuous operation.

Appendix 3

1 Basic principles for establishing sea area A1

The selection of VHF DSC coast stations for sea area A1 should be based on
the following principles:
.1 each sea area designated as A1 requires a continuous VHF guard and
should have the minimum number of stations necessary to provide VHF
coverage in the coastal area of the Government concerned; and
.2 in certain areas, several Governments may collectively provide complete
coverage along their coasts (e.g. the North Sea).

2 Criteria for the provision of VHF DSC stations

Stations participating in VHF DSC watchkeeping in the GMDSS should:
.1 be affiliated to an RCC and have reliable communications by telephone
and telex;
.2 have short-range VHF capability;
.3 provide as complete a coverage of their immediate sea area as possible;
and
.4 be in continuous operation.

Annex 3
CRITERIA FOR ESTABLISHING GMDSS SEA AREAS

1 INTRODUCTION
It is intended that Governments should use the following criteria as guidance
when determining the four mutually exclusive sea areas off their coasts, which
are defined in regulations IV/2.12, IV/2.13, IV/2.14 and IV/2.15 of the 1974
SOLAS Convention, as amended in 1988.

2 SEA AREA A1

2.1 General
The communication range of stations operating in the maritime mobile VHF
band is likely to be limited by propagation factors rather than lack of radiated
power.

2.2 Guidance criteria

Sea area A1 is that sea area which is within a circle of radius A nautical
miles over which the radio propagation path lies substantially over water. The
radius A is equal to the transmission distance between a ship’s VHF antenna
at a height of 4 m above sea level and the antenna of the VHF coast station
which lies at the centre of the circle.

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2.3 Determination of radius A

2.3.1 The following formula should be used to calculate the range A in nautical miles:

A = 2.5 (√H (in metres) + √h (in metres))

H is the height of the coast station VHF receiving antenna and h is the height
of the ship’s transmitting antenna which is assumed to be 4 m.

2.3.2 The following table gives the range in nautical miles (n.m.) for typical values of
H:

H
50 m 100 m
h

4m 23 n.m. 30 n.m.

2.3.3 The formula given above applies to line-of-sight cases but is not considered
adequate for cases where both antennae are at a low level. The VHF range in
sea area A1 should be verified by field strength measurements.

3 SEA AREA A2

3.1 General

3.1.1 Consideration of the reception of radio signals in the 2 MHz band indicates
that the range is likely to be limited by propagation conditions and atmospheric
noise, which are affected by variations in geographical position and time of day,
as well as radiated power.

3.1.2 The theoretical distance to be expected from ground-wave propagation can

be determined by reference to the “Ground-wave propagation curves: sea
water” in Recommendation ITU-R PN.368-7, adjusted as necessary to take
account of the actual radiated field strength from the transmitting antenna and
the minimum field strength necessary for the proper operation of a receiver
conforming to resolution A.804(19).

3.1.3 The determination of the minimum signal level required for satisfactory
radio reception in the absence of other unwanted signals necessitates taking
account of the noise with which the wanted signal must compete. ITU-R
Report 322 gives the world distribution of values of noise level and of other
noise parameters and shows the method of using these in the evaluation of the
probable performance of a radio circuit.

3.2 Guidance criteria

Sea area A2 is that sea area which is within a circle of radius B nautical miles
over which the propagation path lies substantially over water and which is not
part of any sea area A1, the centre of the circle being the position of the coast
station receiving antenna.

3.3 Determination of radius B

The radius B may be determined for each coast station by reference to

Recommendation ITU-R PN.368-7 and ITU-R Report 322 for the performance
of a single-sideband (J3E) system under the following conditions:

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Frequency – 2182 kHz

Bandwidth – 3 kHz
Propagation – ground wave
Time of day – *
Season – *
†
Ship’s transmitter power (PEP) – 60 W
Ship’s antenna efficiency – 25%
S/N (RF) – 9 dB (voice)
Mean transmitter power – 8 dB below peak power
Fading margin – 3 dB
The range of sea area A2 should be verified by field strength measurements.

4 AREA A3 - Guidance criteria

Sea area A3 is that sea area of the world not being part of any sea area A1 or A2
within which the elevation angle of an Inmarsat satellite is 5° or more.

5 AREA A4 - Guidance criteria

Sea area A4 is that sea area of the world not being part of any sea area A1, A2
or A3.

Annex 4
CRITERIA FOR USE WHEN PROVIDING A NAVTEX SERVICE
1 There are two basic areas which must be defined when establishing a NAVTEX
service. They are:
Coverage area: An area defined by an arc of a circle having a radius from the
transmitter calculated according to the method and criteria given in this annex.
Service area: A unique and precisely defined sea area, wholly contained
within the coverage area, for which MSI is provided from a particular NAVTEX
transmitter. It is normally defined by a line which takes full account of local
propagation conditions and the character and volume of information and
maritime traffic patterns in the region.
2 Governments desiring to provide a NAVTEX service should use the following
criteria for calculating the coverage area of the NAVTEX transmitter they
intend to install, in order to:
– determine the most appropriate location for NAVTEX stations
having regard to existing or planned stations;
– avoid interference with existing or planned NAVTEX stations; and
– establish a service area for promulgation to seafarers.
3 The ground-wave coverage may be determined for each coast station by
reference to Recommendation ITU-R PN.368-7 and ITU-R Report 322 for the
performance of a system under the following conditions:

* Administrations should determine time periods and seasons appropriate to their geographic area
based on prevailing noise level.
†
See footnote to regulation IV/16(c)(i) of the 1981 amendments to the 1974 SOLAS Convention.

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Frequency – 518 kHz

Bandwidth – 500 Hz
Propagation – ground wave
Time of day – *
Season – *
Transmitter power – †
Antenna efficiency – †
RF S/N in 500 Hz band width – 8 dB‡
Percentage of time – 90
4 Full coverage of the NAVTEX service area should be verified by field strength
measurements.

Annex 5
CRITERIA FOR USE WHEN PROVIDING INMARSAT
SHORE-BASED FACILITIES FOR USE IN THE GMDSS
1 Governments desiring to provide an Inmarsat coast earth station facility for
use in the GMDSS should notify the Organization of their intention so that the
Organization can maintain and circulate a complete list of stations providing
distress watch. Governments should ensure that such shore-based facilities are
provided in accordance with the criteria contained in the appendix.
2 Governments, individually or in co-operation with other Governments within
a specific SAR region, desiring to provide Inmarsat coast earth station
facilities serving, either wholly or in part, particular sea areas, should notify
the Organization as to the extent of continuous coverage and the extent of
coverage from shore. This information should be determined by Governments
in accordance with the criteria for establishing GMDSS sea areas contained in
annex 3 to the present resolution.
3 The Organization should maintain in the GMDSS Master Plan details of
all sea areas covered by Inmarsat coast earth station facilities and should
periodically circulate an updated copy of the description of these sea areas to
Governments.
4 Governments having coast earth stations participating in the GMDSS should
ensure that those stations conform with these criteria specified in section 2 of
the appendix to this annex and ensure that only those stations are listed in the
GMDSS Master Plan.

Appendix
1 Basic principles for establishing Inmarsat coast earth stations
for GMDSS services
1.1 The selection of Inmarsat coast earth stations for GMDSS services should be
based on the following principle:
– each ocean area requiring guard should have a minimum of two coast
earth stations to provide the required cover for each system.

* Administrations should determine time periods in accordance with the NAVTEX time transmission table
(NAVTEX Manual, figure 3) and seasons appropriate to their geographic area based on prevailing noise
level.
†
The range of a NAVTEX transmitter depends on the transmitter power and local propagation
conditions. The actual range achieved should be adjusted to the minimum required for adequate
reception in the NAVTEX area served, taking into account the needs of ships approaching from other
areas. Experience has indicated that the required range of 250 to 400 nautical miles can generally
be attained by transmitter power in the range between 100 and 1,000 W during daylight with a 60%
reduction at night.
‡
Bit error rate 1 × 10–2.

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1.2 The minimum number of coast earth stations indicated in paragraph 1.1 for
any given ocean area may need to be adjusted in future in order to provide full
back-up in the event of operational failure.

2 Criteria for Inmarsat coast earth stations

2.1 Inmarsat coast earth stations participating in the GMDSS should:
.1 meet the Inmarsat technical requirements confirmed by Inmarsat type
acceptance and commissioning tests;
.2 operate in compliance with the Inmarsat system operating procedures
(SOP) for distress alerting and distress communications;
.3 have a registered associated RCC and have reliable communications by
telephone, telex, or other means;
.4 be in continuous operation; and
.5 support the following GMDSS communications functions:
.5.1 ship-to-RCC distress alerting preferably by a dedicated link;
.5.2 RCC-to-ship(s) distress alert relay preferably by a dedicated link;
.5.3 RCC-to-RCC co-ordinating communications by using SES terminals;
.5.4 transmit maritime safety information (Inmarsat-C only); and
.5.5 receiving maritime safety information.
2.2 Stations with store-and-forward systems should:
.1 make an initial attempt to deliver a ship-to-shore or shore-to-ship message
within 60 s for any distress alert or traffic, and 10 min for all other safety
messages, from the time the receiving station receives the message;
.2 generate the notification of non-delivery immediately once the message
is considered non-deliverable; and
.3 activate an aural/visual alarm to alert a designated responsible person if
the distress traffic cannot be forwarded within the criteria of paragraph
2.2.1.
2.3 Stations with circuit switching systems should immediately attempt to deliver
a ship-to-shore or shore-to-ship distress alert or traffic.
2.4 Stations should:
.1 be capable of recognizing distress alerts in the ship-to-shore direction;
.2 be capable of recognizing the following categories of priorities in both the
ship-to-shore and shore*-to-ship direction:
– Maritime distress; and
– All other maritime (urgency, safety and routine);
and
.3 ensure the avoidance of degradation of, or obstructions to, urgency and
safety maritime communications by employing four levels of priority in
the shore-to-ship and ship-to-shore directions, by differentiating non-
maritime from maritime communications or by other means established
by Inmarsat.

* Registered GMDSS service provider.

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14
Resolution MSC.199(80) – Adopted on 16 May 2005

ADOPTION OF AMENDMENTS TO PROVISION OF RADIO

SERVICES FOR THE GLOBAL MARITIME DISTRESS AND
SAFETY SYSTEM (GMDSS) (Resolution A.801(19))

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
functions of adopting performance standards and technical specifications, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf
of the Organization,
HAVING CONSIDERED amendments to the existing criteria for use when providing a
NAVTEX service, set out in annex 4 to resolution A.801(19) – Provision of radio
services for the Global Maritime Distress and Safety System (GMDSS), as prepared
by the ninth session of the Sub-Committee on Radio communications and Search and
Rescue,
1. ADOPTS the revised annex 4 to resolution A.801(19) on Provision of radio services
for the Global Maritime Distress and Safety System (GMDSS), set out in the annex to
the present resolution;
2. RECOMMENDS Member Governments to ensure that NAVTEX services established
on or after 1 January 2006 conform to criteria not inferior to that set out in the annex
to the present resolution.

Annex
AMENDMENTS TO PROVISION OF RADIO SERVICES FOR THE GLOBAL
MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS) (Resolution A.801(19))
The existing text of annex 4 is replaced by the following:

“Annex 4
CRITERIA FOR USE WHEN PROVIDING A NAVTEX SERVICE
1 There are two basic areas which must be defined when establishing a NAVTEX
service. They are:
Coverage area: An area defined by an arc of a circle having a radius from
the transmitter calculated according to the method and criteria given in this
annex.

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Service area: A unique and precisely defined sea area, wholly contained
within the coverage area, for which MSI is provided from a particular
NAVTEX transmitter. It is normally defined by a line which takes full account
of local propagation conditions and the character and volume of information
and maritime traffic patterns in the region.
2 Governments desiring to provide a NAVTEX service should use the following
criteria for calculating the coverage area of the NAVTEX transmitter they
intend to install, in order to:
– determine the most appropriate location for NAVTEX stations having
regard to existing or planned stations;
– avoid interference with existing or planned NAVTEX stations; and
– establish a service area for promulgation to seafarers.
3 The ground wave coverage may be determined for each coast station by
reference to Recommendation ITU–R PN.368–7 and ITU–R Report 322 for
the performance of a system under the following conditions:
Frequency – 518 kHz
Bandwidth – 300 Hz
Propagation – ground wave
Time of day – *
Season – *
†
Transmitter power –
†
Antenna efficiency –
RF S/N in 500 Hz band width – 8 dB‡
Percentage of time – 90

4 Full coverage of NAVTEX service area should be verified by field strength

measurements.”

* Administrations should determine time periods in accordance with NAVTEX time transmission
table (NAVTEX Manual, figure 3) and seasons appropriate to their geographic area based on
prevailing noise level.
†
The range of a NAVTEX transmitter depends on the transmitter power and local propagation
conditions. The actual range achieved should be adjusted to the minimum required for adequate
reception in the NAVTEX area served, taking into account the needs of ships approaching from
other areas. Experience has indicated that the required range of 250 to 400 nautical miles (nm) can
generally be attained by transmitter power in the range between 100 and 1,000 W during daylight
with a 60% reduction at night. The receiver characteristics, particularly as regards the bandwidth
response, must be compatible with that of the NAVTEX transmitter.
‡
Bit error rate 1 x 10–2.

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15
Resolution A.1001(25) – Adopted on 29 November 2007

CRITERIA FOR THE PROVISION OF MOBILE SATELLITE

COMMUNICATION SYSTEMS IN THE GLOBAL MARITIME
DISTRESS AND SAFETY SYSTEM (GMDSS)

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO that regulation IV/5 of the International Convention for the Safety of Life
at Sea (SOLAS), 1974, as amended in 1988, requires each Contracting Government
to undertake to make available, either individually or in co-operation with other
Contracting Governments, as they may deem practical and necessary, appropriate
shore-based facilities for space and terrestrial radio communication services, having
due regard to the recommendations of the Organization,
TAKING INTO ACCOUNT resolution 322 (Rev.Mob-87) of the World Administrative Radio
Conference, 1987, relating to coast stations and coast earth stations assuming watch
keeping responsibilities on certain frequencies in connection with the implementation
of distress and safety communications for the Global Maritime Distress and Safety
System (GMDSS),
TAKING INTO ACCOUNT ALSO resolution 3, “Recommendation on the early introduction of
the Global Maritime Distress and Safety System (GMDSS) elements”, adopted by the
1988 SOLAS Conference introducing the system,
NOTING the Provision of radio services for the GMDSS (resolution A.801(19)), as
amended,
NOTING ALSO that future mobile satellite communication systems might have the
potential to offer maritime distress and safety communications,
NOTING FURTHER the decision of the Maritime Safety Committee, at its eighty-second
session, that the oversight of future satellite providers in the GMDSS should be
undertaken by the International Mobile Satellite Organization (IMSO),
RECOGNIZING that mobile satellite communication systems for use in the GMDSS
should fulfil performance criteria adopted by the Organization,
RECOGNIZING ALSO the need for the Organization to have in place criteria against which
the capabilities and performance of mobile satellite communication systems for use in
the GMDSS may be verified and evaluated,
1. ADOPTS the “Criteria for the provision of mobile satellite communication systems
in the Global Maritime Distress and Safety System (GMDSS)”, set out in the annex to
the present resolution;
2. INVITES Governments, when permitting ships entitled to fly the flag of their State
to carry maritime mobile satellite equipment for use in the GMDSS, to require those
ships to carry equipment which can utilize only those satellite systems that have
been recognized by IMO and conform to the performance standards adopted by the

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Organization for use in the GMDSS, in accordance with the criteria set out in sections
2 to 5 of the annex;
3. REQUESTS the Maritime Safety Committee to:
(a) apply the criteria set out in the annex to the present resolution, through the
procedure set out in section 2 of the annex, to evaluate satellite systems
notified by Governments for possible recognition for use in the GMDSS,
within the context of the relevant regulations of SOLAS chapter IV; and
(b) ensure that mobile satellite communication systems recognized by the
Organization for use in the GMDSS are compatible with all appropriate
SOLAS requirements, and also that such recognition takes into account
existing operational procedures and equipment performance standards;
4. REQUESTS ALSO the Maritime Safety Committee to keep this resolution under review
and take appropriate action as necessary to secure the long-term integrity of the
GMDSS;
5. REVOKES resolution A.888(21) and MSC/Circ.1077.

Annex
CRITERIA FOR THE PROVISION OF MOBILE SATELLITE COMMUNICATION
SYSTEMS IN THE GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS)

1 DEFINITIONS

1.1 Mobile satellite communication system

The mobile satellite communication system (satellite system) means the space segment,
the arrangements for controlling the space segment, the network control facilities
controlling the access to the space segment, the earth stations and maritime mobile
terminals operating in the system. The satellite system will include, or interface with,
the following elements:
.1 Earth station – any fixed satellite communication station acting as a
gateway between the space segment and the terrestrial networks.
.2 Maritime mobile terminal – any radiocommunication equipment working
through a satellite communication system recognized for use in the
GMDSS on board a ship.
.3 Space segment – satellites and the radiocommunication facilities they
carry both for control and to provide GMDSS services, including the
forward and return communication links with the earth.
.4 Terrestrial networks – the communication networks providing land-based
subscriber communication facilities such as telephone, facsimile or data
communications.
1.2 Mobile satellite communication service means any service which operates
through a satellite system and is recognized by the Organization for use in the
GMDSS.
1.3 Coverage area
The coverage area of the satellite system is the geographical area within which the
satellite system provides an availability in accordance with the criteria stated in section
3.5 in the ship to shore and shore to ship directions, and within which continuous
alerting is available.
1.4 Availability
The availability of any mobile satellite communication system or service is defined as
the percentage of time in which the system or service as a whole is available for access
to and communications through the system, calculated according to the following
formula:

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A = (scheduled operating time) – (downtime) x 100%

(scheduled operating time)
where:
Scheduled operating time = 100% of the time period being reported on; and
Downtime = the total time during the period for which the
recognized GMDSS system or service was not
operationally available.
Note: Definitions and calculations of availabilities of communications circuits in
the Maritime Mobile-Satellite Service are given in ITU-R M.828-1.

2 RECOGNITION OF MOBILE SATELLITE COMMUNICATION SYSTEMS

FOR USE IN THE GMDSS
.1 The evaluation and recognition of satellite systems participating, or wishing
to participate in the GMDSS are undertaken by the Organization.
2.2 Application for recognition
2.2.1 Satellite system providers wishing to participate in the GMDSS should
apply to the Organization, through a Member State, for recognition as a
radio system providing maritime distress and safety satellite communication
capabilities for use in the GMDSS. Such applications should be notified to
the Organization by Governments, either individually or in co-operation
with other Governments. The application will be reviewed by the Maritime
Safety Committee (MSC) in relation to its policy for the expansion of satellite
services in the GMDSS. If the MSC decides that there are no objections in
principle to the application, it will forward the application to the COMSAR
Sub-Committee for evaluation. Recognition of the satellite provider to operate
in the GMDSS will be undertaken by the committee on the basis of the
evaluation report.
2.2.2 The Governments concerned should make available to the Organization all
necessary information to enable it to evaluate the satellite system in relation
to the criteria indicated below.
In particular, Governments proposing such satellite systems for possible recognition
and use in the GMDSS should provide evidence to show that:
.1 the satellite system conforms with all the criteria specified in this
annex;
.2 the charging policies and provisions of resolution A.707(17), as
amended, on Charges for distress, urgency and safety messages through
the Inmarsat system, are complied with;
.3 there is a well-founded confidence that the company concerned will
remain viable for the foreseeable future and will remain in a position to
deliver the required services over an extended period, in keeping with
the expectations of the Organization and the maritime industry as to the
continuity, durability and reliability of the service; and
.4 the provider of the satellite system is ready to submit any recognized
services to oversight by IMSO and sign the required Public Services
Agreement (PSA) with that organization.
2.3 Verification and evaluation
2.3.1 The COMSAR Sub-Committee should verify and evaluate the information,
seeking clarification as required direct from the service provider concerned,
and decide whether the satellite system meets the criteria established by this
resolution. In reaching its decision, the COMSAR Sub-Committee should
take into account the provisions of the relevant regulations of chapter IV of
the 1974 SOLAS Convention, as amended and the criteria established by this
resolution.

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2.3.2 Recognition by the Organization should be recorded in an MSC resolution

entitled Statement of Recognition of Maritime Mobile Satellite Services
provided by [Company Name], detailing the specific services provided by the
company which have been recognized by the Organization. A copy of the
statement of recognition should be provided to IMSO.
2.3.3 If, following evaluation, the Organization is unable to recognize the
company or the service(s) offered for the GMDSS, the Organization should
communicate this decision to the company and IMSO in writing, setting out
the reasons for the decision and any actions the company may take to achieve
recognition in the future.

2.4 The Public Services Agreement

2.4.1 Recognized services are subject to oversight by IMSO according to the rules
and arrangements set out in the Public Services Agreement (PSA) concluded
between the service provider and IMSO. No maritime satellite system should
be used in the GMDSS unless it has first been recognized by the Organization
in accordance with the above procedure and the service provider has signed
a PSA with IMSO.
2.4.2 IMSO should conduct its oversight of the recognized services on a continuing
basis.
2.4.3 Responsibility for ensuring compliance with the standards established by
this annex, other relevant mandatory international instruments and, to the
extent necessary, those recommendations, resolutions and procedures of IMO
and ITU which are of a recommendatory nature insofar as they relate to the
provision of GMDSS services, rests with IMSO under the terms of the Public
Services Agreement.

2.5 Reports
At least once a year, IMSO should make available to the Organization a report on
availability, performance and other relevant information in respect of each recognized
service, for the period since the preceding report, in accordance with section 3.5.2 of
the criteria indicated below.

3 CRITERIA AND REQUIREMENTS FOR THE RECOGNIZED MOBILE

SATELLITE COMMUNICATION SYSTEM

3.1 Functional requirements*

Satellite systems for maritime distress and safety communication services and forming
part of the GMDSS radio systems specified in chapter IV, regulation 5 of the 1974
SOLAS Convention, as amended, should provide capabilities for at least the following
maritime distress and safety communications:
.1 ship-to-shore distress alerts/calls;
.2 shore-to-ship distress relay alerts/calls;

*– Resolution A.801(19) “Provision of radio services for the global maritime distress and safety
System (GMDSS)”, annex 5 “Criteria for use when providing Inmarsat shore-based facilities
for use in the GMDSS”;
– Resolution A.887(21) “Establishment, updating and retrieval of the information contained in
the registration databases for the global maritime distress and safety system (GMDSS)”;
– Resolution A.694(17) “General requirements for shipborne radio equipment forming part of the
global maritime distress and safety system (GMDSS) and for Electronic Navigational Aids”;
– IMO International SafetyNET Manual;
– Resolution A.664(16) “Performance standards for enhanced group call equipment”; and
– Appropriate IEC Standards and ITU Recommendations.

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.3 ship-to-shore, shore-to-ship and ship-to-ship search and rescue co-

ordinating communications;
.4 ship-to-shore transmissions of Maritime Safety Information;
.5 shore-to-ship broadcasting of Maritime Safety Information; and
.6 ship-to-shore, shore-to-ship, and ship-to-ship general communications.

3.2 Capacity
The satellite system should be designed to provide sufficient channel and power
capacity to process effectively, with the availability stated in section 3.5, the maritime
distress, urgency, safety and general communication traffic estimated to be required
by the ships using the system.

3.3 Priority access

3.3.1 Satellite systems in the GMDSS should be capable of processing maritime
distress, urgency, safety and routine communications in accordance with
the message priority as defined by the ITU Radio Regulations. The order of
processing these communications should be:
.1 distress;
.2 urgency;
.3 safety; and
.4 routine (general communications).
3.3.2 In implementing these four levels of priority:
.1 Distress alerts and distress calls (level 1) should be given priority
treatment by providing immediate access to satellite channels. For store
and forward systems, distress alerts and calls should be placed ahead of
all other traffic.
.2 Satellite systems used for providing other mobile satellite communications
in addition to maritime communications should be capable of
automatically recognizing requests for maritime communications from:
– maritime mobile terminals; and
– recognized entities of critical importance for safety at sea, such as
MRCCs, hydrographic and meteorological offices, medical centres,
etc., registered with the earth station.
The system should process such maritime communications in the ship-
to-shore and shore to ship directions for levels 1 to 3 with priority over
other communications.
.3 In processing maritime distress, urgency, safety and routine
communications, the satellite system and the earth station should be
capable of:
.1 automatically recognizing the message or access priority for ship-
to-shore communications;
.2 automatically recognizing the message or access priority for shore-
to-ship communications, if any are provided, from, as a minimum,
recognized entities of importance for safety at sea, registered by the
earth station;
.3 preserving and transferring the priority;

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.4 giving distress alerts and distress calls immediate access, if necessary

by pre-empting ongoing communications of routine priority;
.5 automatically recognizing maritime distress communications and
automatically routeing maritime distress alerts and distress calls
directly to an associated MRCC, or responsible RCC if this
capability exists; and
.6 processing maritime urgency and safety communications in the
ship-to-shore and shore-to-ship directions with the required priority,
for example by allocating the first vacant channel, if no channel is
immediately available.
.4 Selection and use of message or access priority for urgency and
safety transmissions by maritime mobile terminals should preferably
be automatic and should be restricted to calls to special, recognized
entities such as medical centres, maritime assistance, hydrographic and
meteorological offices, etc., registered with the earth station. The earth
station should automatically route such calls directly to the relevant
entity.

3.4 Coverage area

3.4.1 The definition of the coverage area is given in section 1.3.
3.4.2 The coverage area is to be delineated on a map and also described in relation
to the sea areas defined in chapter IV, regulation 2 of the SOLAS Convention.
Documentation on the coverage area of the satellite system, as defined in
section 1.3, should be forwarded to the Organization.
3.4.3 Information on coverage areas for satellite systems forming part of the GMDSS
should be published by the Organization in the GMDSS Master Plan.

3.5 Availability
3.5.1 The satellite system should provide continuous availability for maritime
distress and safety communications in the ship-to-shore and shore-to-ship
directions.
3.5.2 The availability of the space segment, provision of spare satellite capacity
and the network control function (i.e. the network availability), as defined in
section 1.4 above, should be monitored by IMSO, which should report on
the recorded availability of the system to the Organization at least once every
year.
3.5.3 Service providers should advise their associated RCCs and IMSO of planned
outages of recognized services and advise ships of scheduled downtime
and known interruptions in service, and supply any other relevant network
information. Service providers should also advise IMSO of unscheduled
interruptions in any recognized services, as soon after the commencement
of the interruption as possible, and when the recognized services have been
restored.
3.5.4 Network availability. The complete mobile satellite communication network,
including earth stations for the recognized services, is expected to achieve
at least 99.9% availability (equivalent to a total of 8.8 hours down time per
year).

3.6 Restoration and spare satellites

3.6.1 Spare satellite capacity and arrangements prepared in advance should be
provided to ensure that, in the event of a partial or total satellite failure, the
recognized maritime distress and safety communication services in the area
concerned can be restored to their normal availability, not more than one
hour after the failure occurs.

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3.6.2 Full information on the means and arrangements prepared for restoration of
the maritime distress and safety communication services in the event of a
satellite failure should be notified to IMSO. IMSO and the service provider
should conduct exercises from time to time to prove the efficiency and
effectiveness of these planned arrangements.

3.7 Identification
The satellite system should be capable of automatically recognizing and preserving
the identification of maritime mobile earth stations.

3.8 Information to be made available to SAR authorities

For all distress urgency and safety communications, the maritime mobile terminal
identification number or Maritime Mobile Service Identity (MMSI) should be an
integral part of the distress alert and be provided to the RCC with the alert. When
available, all additional registration, commissioning or other data relevant to the
search and rescue or prosecution of a false alert should be referenced to this number
and made available to the proper SAR authority or RCC upon request.

3.9 Reception of distress alerts

The satellite system should allow for addressing a maritime distress alert to a specific
MRCC chosen by the ship’s operator and covering the area concerned, but should also
provide for automatic routeing of manually initiated maritime distress alerts. Means
should be provided to allow the MRCC to easily identify the system and specific mobile
station from which an alert or other priority message has been received, to enable the
MRCC to establish shore-to-ship communications with the ship concerned.

3.10 Control of maritime mobile terminals

Access control arrangements for controlling and giving, or temporarily denying,
access by maritime mobile terminals to the system should at all times allow maritime
mobile terminals access for transmission of maritime distress alerts/calls and distress
messages.

3.11 Test facilities

The system should provide facilities making it possible for maritime mobile terminals
to test the distress capability of their stations without initiating a distress alert/call.

4 CRITERIA AND REQUIREMENTS FOR EARTH STATIONS

4.1 Functional requirements

4.1.1 Earth stations serving the GMDSS should:
.1 be in continuous operation;
.2 be connected to an associated RCC;
.3 keep continuous watch on all appropriate satellite communication
channels; and
.4 be capable of transmission and reception of at least the maritime distress
and safety communications services included in paragraph 3.1.

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4.2 Priority
4.2.1 The earth station should be capable of automatically recognizing the priority
of ship to shore and shore to ship communications, and should process
maritime mobile communications while preserving the four levels of priority
specified in paragraph 3.3.1.
4.2.2 Priority access should be given for distress alerts and calls in real time. In any
case, distress alerts and calls should be given priority treatment by providing
immediate access to satellite channels, and distress alerts and calls for store
and forward systems should be placed ahead of all routine traffic. Any satellite
system designed for use in the GMDSS should be able to recognize the four
levels of priority and give appropriate access for communications in the ship-
to-shore direction and in the shore-to-ship direction for distress, urgency and
safety traffic originated by RCCs or other Search and Rescue Authorities.
4.2.3 Limitations in existing public switched networks concerning facilities
for indication and use of priority access codes might necessitate special
arrangements such as use of leased lines between, for example, MSI providers
and the earth station, until such facilities become available in the public
switched network.

4.3 Pre-emption
Satellite systems participating in the GMDSS should make arrangements to ensure
that it will always be possible for an MRCC to obtain an immediate connection to a
maritime mobile terminal and that the MRCC could use the systems for SAR alerting
and communication without any delay. This may be achieved by a process of pre-
emption or by other suitable means approved by IMSO.

4.4 Routeing of maritime distress alerts

4.4.1 The satellite system should have reliable communication links to one or
more associated MRCCs. These links may be implemented directly between
the MRCC and an earth station, or some other suitable point in the system’s
network. The arrangements between the system and the MRCC are subject to
approval by the national administration.
4.4.2 The system’s network should be capable of automatically recognizing
maritime distress and safety communications and of routeing, as far as
possible automatically, maritime distress alerts/calls directly to the associated
MRCC, via a highly reliable communication link. In cases where capability
exists, the system may route alerts directly to the responsible RCC as defined
in the IAMSAR Manual.
4.4.3 The earth station or other relevant part of the system’s network should be
provided with an aural and visual alarm to alert a designated responsible
person in the event that automatic connection to the MRCC cannot be
achieved within 60 seconds. In this case, all necessary action should be
taken to immediately inform the MRCC of the details of the distress alert or
call. Personnel should always be available to react to such an alarm so as
to ensure that the distress alert or call can be forwarded to an MRCC within
5 minutes of the alarm being triggered. All messages with distress or urgency
priority should sound an alarm at the earth station or other relevant part of the
system’s network, which should require manual cancellation.
4.4.4 The MRCC should be provided with reliable communication links to the
system’s network for efficient handling of shore to ship distress alert relays and
distress traffic, preferably via dedicated communication links.

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4.5 Identification
The system should be capable of automatically identifying ship earth stations. If other
identification than the Maritime Mobile Service Identity (MMSI) is used in the system,
the means should be provided 24 h per day to easily identify the ship and to provide
the MRCC with all the appropriate additional information necessary for effecting the
rescue, including the MMSI number where available.

4.6 Voice communication systems

4.6.1 The communication links for mobile-satellite voice communication systems
should be connectable to the public switched network in accordance with
relevant ITU-T Recommendations.
4.6.2 Satellite systems using the public switched network for routeing maritime
distress calls and distress traffic to and from MRCCs should, upon receipt
of ship-to-shore or shore-to-ship distress alerts/calls or distress traffic,
immediately attempt to establish the connection necessary for transfer of the
distress alert or distress message.

4.7 Data communication systems

4.7.1 The communication links for mobile-satellite data communication systems
should be connectable to the public data communication network in
accordance with relevant ITU-T Recommendations. The system should
provide the capability to transfer the identity of the calling subscriber to the
called subscriber. Maritime distress alerts/calls and distress messages should
include the ship identity and the earth station identity, or other means of
identifying the point of access to the satellite network.
4.7.2 Satellite systems using the public switched network for routeing distress
alerts/calls and distress traffic to and from MRCCs should, on receipt of ship-
to-shore or shore-to-ship distress alerts/calls or distress traffic, immediately
attempt to establish the connection necessary for transfer of the distress alert
or distress message.

4.8 Store and forward systems

Satellite systems using store and forward communication systems should:
.1 make an initial attempt to deliver a ship-to-shore or shore-to-ship
message within 60 seconds for any maritime distress alert or distress
traffic, and within 10 minutes for all other maritime messages, from the
time the receiving station receives the message (the message should
include the ship identity and the earth station or system identity); and
.2 generate notification of non-delivery immediately once the message
is considered non-deliverable, for maritime distress alerts and distress
messages not later than 4 minutes after reception of the alert or
message.

4.9 Facilities for broadcasting Maritime Safety Information

4.9.1 Satellite systems forming part of the GMDSS should technically be capable
of offering facilities for broadcasting Maritime Safety Information (MSI) from
MRCCs and authorized providers of MSI, such as Hydrographic Offices and
Meteorological Offices, to ships at sea.
4.9.2 Such facilities for broadcast of MSI should provide for automatic, continuous
and reliable reception on board ships and should, as a minimum, fulfil the
requirements specified in sections 4.9.3 to 4.9.8 below.
4.9.3 The facilities should provide for recognition and processing of the four levels
of priority specified in paragraph 3.3.1.

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4.9.4 It should be possible to address the broadcast of MSI to all properly equipped
ships within a specified area for at least the following types of areas:
.1 the entire region covered by the satellite or system over which the
transmission is made;
.2 the NAVAREAs/METAREAs as established by the International Maritime
Organization (IMO), the International Hydrographic Organization (IHO)
and the World Meteorological Organization (WMO) respectively; and
.3 a temporary area chosen and specified by the originator of the
MSI message, including circular or rectangular user-specified areas
appropriate for broadcast of distress alert relays and search and rescue
co-ordinating communications.
4.9.5 The facilities should provide for transmission of at least the types of Maritime
Safety Information required by SOLAS, as follows:
.1 search and rescue co ordination information, including distress alert
relays;
.2 navigational warnings; and
.3 meteorological warnings and forecasts.
4.9.6 The facilities for broadcast of navigational and meteorological warnings
should include possibilities for:
.1 scheduling the broadcast at fixed times or transmitting messages as
unscheduled broadcast transmissions; and
.2 automatic repetition of the broadcast with time intervals and number
of broadcast transmissions as specified by the MSI provider, or until
cancelled by the MSI provider.
4.9.7 The facilities should provide for marking MSI messages with a unique
identity, enabling the shipborne equipment that receives these broadcasts to
automatically ignore messages already received.
4.9.8 The broadcasting service should in addition provide facilities for broadcasts
similar to NAVTEX to coastal areas not covered by the International NAVTEX
Service, in accordance with the identification system (i.e., the identification
characters B1, B2, B3, B4) used in the International NAVTEX Service.

5 ADDITIONAL RECOMMENDED CAPABILITIES

5.1 Mobile satellite service providers are encouraged to:

.1 route Automatic Location Identification (ALI) and Automatic
Number Identification (ANI) in accordance with appropriate ITU-T
Recommendations, with distress calls originating from MSS terminals
routed directly to the RCCs responsible for voice and data calls;
.2 automatically route information contained in registration databases in
accordance with resolution A.887(21), in a recognizable format and
including the distress call to the responsible RCC, once means are
established for doing so; and
.3 be capable of retrieving maritime safety information in a timely
manner from NAVAREA, METAREA, other relevant co-ordinators, and
the International Ice Patrol Service, in a standard format and process
established by those co ordinators.

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6 NOVEL TECHNIQUES
Satellite systems may be permitted to use novel techniques to provide any
of the capabilities required by this resolution. Approval to use such novel
techniques for a period of up to 12 months may be given provisionally by IMO
in order to allow early introduction and proper evaluation of the technique.
Final recognition of a novel technique may be given by the Organization only
after receiving a report allowing full technical and operational evaluation of
the technique.

7 LEGACY SERVICES
7.1 All satellite-based systems and services for the GMDSS which were already
approved and in use* before the entry into force of this resolution are exempt
from the requirements of paragraphs 2.1, 2.2 and 2.3. These systems are:
.1 Inmarsat-A (due to be withdrawn 31 December 2007)
.2 Inmarsat-B
.3 Inmarsat-C
.4 The International SafetyNET Service
7.2 The services defined in paragraph 7.1 are subject to the requirements of
paragraph 2.4.

* IMO has decided that Inmarsat Fleet 77 already meets the requirements of Assembly resolution
A.888(21) and recommended that Fleet 77 terminals should be used in GMDSS ship installations and
by Rescue Co-ordination Centres.

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16
Resolution A.915(22) – Adopted on 29 November 2001

REVISED MARITIME POLICY AND REQUIREMENTS FOR A

FUTURE GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS)

THE ASSEMBLY,

RECALLING Article 15(j) of the Convention on the International Maritime Organization

concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,

RECOGNIZING the need for a future civil and internationally controlled global navigation
satellite system (GNSS) to contribute to the provision of navigational position-fixing for
maritime purposes throughout the world for general navigation, including navigation in
harbour entrances and approaches and other waters in which navigation is restricted,

RECOGNIZING ALSO that the maritime needs for a future GNSS are not restricted to general
navigation only; that requirements for other maritime applications should also be
considered, as a strict separation between general navigation and other navigation and
positioning applications cannot always be made; and that intermodal use of GNSS is
expected to increase in the future,

RECOGNIZING FURTHER the need to identify at an early stage the maritime user requirements
for a future GNSS, to ensure that such requirements are taken into account in the
development of such a system,

BEING AWARE of the current work of the International Civil Aviation Organization on the
aviation requirements for a future GNSS,

HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
seventy-third session,

1. ADOPTS the Revised maritime policy and requirements for a future global navigation
satellite system (GNSS) set out in the annex to the present resolution;

2. INVITES Governments and international organizations providing or intending to

provide services for the future GNSS to take account of the annexed Maritime policy
and requirements in the development of their plans, and to inform the Organization
accordingly;

3. REQUESTS the Maritime Safety Committee to keep this policy and requirements
under review and to adopt amendments thereto, as necessary;

4. REVOKES resolution A.860(20)

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Annex
REVISED MARITIME POLICY AND REQUIREMENTS FOR A FUTURE
GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS)

1 INTRODUCTION
1.1 A Global Navigation Satellite System (GNSS) is a satellite system that provides
world-wide position, velocity and time determination for multimodal use. It
includes user receivers, one or more satellite constellations, ground segments
and a control organization with facilities to monitor and control the world-wide
conformity of the signals processed by the user receivers to predetermined
operational performance standards. A set of relevant definitions and a glossary
are included in appendix 1 to this annex.

1.2 For maritime users, IMO is the international organization that will recognize
a GNSS as a system which meets the carriage requirements for position-fixing
equipment for a World-Wide Radionavigation System (WWRNS). The formal
procedures and responsibilities for the recognition of a GNSS should be in
accordance with the IMO policy on WWRNS, as far as applicable.

1.3 The current satellite navigation systems (see paragraph 2) are expected to be
fully operational until at least the year 2010. Future GNSS(s) will improve,
replace or supplement the current systems, which have shortcomings in regard
to integrity, availability, control and system life expectancy (see paragraph 2).

1.4 Maritime users are expected to be only a small part of the very large group of
users of a future GNSS. Land mobile users are potentially the largest group.
Maritime users may not have the most demanding requirements.

1.5 Early identification of maritime user requirements is intended to ensure that

these requirements are considered in the development of future GNSS(s).

1.6 There are rapid developments in the field of radionavigation,

radiocommunication and information technology. Developments in these
technologies for maritime use have to be taken into consideration.

1.7 The long period required to develop and implement a GNSS has led the
Organization to determine the maritime requirements for future GNSS(s) at
an early stage.

1.8 However, as the development of future GNSS(s) is presently only at the design
stage, these requirements have been limited to basic user requirements, without
specifying the organizational structure and system architecture. The maritime
requirements, as well as the Organization’s recognition procedures, may need
to be revised as a result of subsequent developments.

1.9 When proposals for a specific future GNSS are presented to IMO for
recognition, these proposals will be assessed on the basis of any revised
requirements.
1.10 Early co-operation with air and land users and providers of services is essential
to ensure that a multimodal system is provided in the time expected.

2 PRESENT SITUATION
2.1 Currently two State-owned military-controlled satellite navigation systems
are available for civilian use. These systems are mainly used in shipping, in
aviation, and in land mobile transport; they are also used for hydrography,
survey, timing, agricultural, construction and scientific purposes. For maritime
use the following aspects of each system are the most relevant:

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.1 GPS*
.1.1 The Global Positioning System (GPS) is a space-based three-dimensional
positioning, three-dimensional velocity and time system which is
operated for the Government of the United States by the United States
Air Force. GPS achieved full operational capability (FOC) in 1995. The
system will undergo a modernization programme between 2002 and
2010, when its performance will be improved.
.1.2 GPS is expected to be available for the foreseeable future, on a
continuous world-wide basis and free of direct user fees. The United
States expects to be able to provide at least six years notice prior to
termination or elimination of GPS. This service, which is available on
a non-discriminatory basis to all users, has since FOC met accuracy
requirements for general navigation with a horizontal position accuracy
of 100 m (95%).
.1.3 Accordingly, GPS has been recognized as a component of the World
Wide Radionavigation System (WWRNS) for navigational use in waters
other than harbour entrances and approaches and restricted waters.
.1.4 Without augmentation, GPS accuracy does not meet the requirements
for navigation in harbour entrances and approaches or restricted waters.
GPS does not provide instantaneous warning of system malfunction.
However, differential corrections can enhance accuracy (in limited
geographic areas) to 10 m or less (95%) and also offer external integrity
monitoring. Internal integrity provision is possible by autonomous
integrity monitoring using redundant observations from either GNSS or
other (radio) navigation systems, or both.

.2 GLONASS*
.2.1 GLONASS (Global Navigation Satellite System) is a space-based three-
dimensional positioning, three-dimensional velocity and time system,
which is managed for the Government of the Russian Federation by the
Russian Space Agency.
.2.2 GLONASS has been recognized as a component of the WWRNS.
GLONASS was declared fully operational in 1996, and was declared to
be operational at least until 2010 for unlimited civilian use on a long-
term basis and to be free of direct user fees. Early in 2000, the intended
space segment was not fully available.
.2.3 GLONASS is meant to provide long-term service for national and
foreign civil users in accordance with existing commitments. When
fully operational, the service will meet the requirements for general
navigation with a horizontal position accuracy of 45 m (95%). Without
augmentation, GLONASS accuracy is not suitable for navigation in
harbour entrances and approaches.
.2.4 GLONASS does not provide instantaneous warning of system malfunction.
However, augmentation can greatly enhance both accuracy and
integrity. Differential corrections can enhance accuracy to 10 m or less
(95%) and offer external integrity monitoring. Internal integrity provision
may be possible by using redundant observations from either GNSS or
other (radio) navigation systems, or both.
2.2 There are several techniques that can improve the accuracy and/or integrity
of GPS and GLONASS by augmentation. The widespread use of differential
correction signals from stations using the appropriate maritime radionavigation
frequency band between 283.5 and 325 kHz for local augmentation and craft

* Note: When GPS and GLONASS are mentioned in this annex, the Standard Position Services (SPS)
provided by these systems are being referred to.

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or receiver autonomous integrity monitoring may be mentioned as examples.

In addition, integrated receivers are already developed and in development,
combining signals from GPS, GLONASS, LORAN-C and/or Chayka. Wide area
augmentation systems are also being developed using differential correction
signals from geostationary satellites such as EGNOS for Europe, WAAS for the
United States and MSAS for Japan. Receivers for these augmentation systems
are being developed.
2.3 Within the overall context of radionavigation, developments concerning
terrestrial systems must also be taken into consideration. DECCA is phased out
in many countries, and OMEGA was phased out in 1997. The future of the
United States-controlled LORAN-C networks is under consideration. However,
the Russian Federation-controlled Chayka networks will not be considered
for phasing out until at least the year 2010. Civil-controlled LORAN-C and
LORAN-C/Chayka networks are in operation in the Far East, north-west Europe
and other parts of the world, with plans for extension in some areas. A number
of LORAN-C and Chayka stations are transmitting on an experimental basis
differential GPS correction.

3 MARITIME REQUIREMENTS FOR A FUTURE GNSS

3.1 The maritime requirements for a future GNSS can be subdivided into the
following general, operational, institutional and transitional requirements:
General requirements
.1 A future GNSS should primarily serve the operational user requirements
for general navigation. This includes navigation in harbour entrances and
approaches, and other waters in which navigation is restricted.
.2 A future GNSS should also serve other operational navigation and
positioning purposes where applicable.
.3 A future GNSS should have the operational and institutional capability to
meet additional area-specific requirements through local augmentation, if
this capability is not otherwise provided. Augmentation provisions should
be harmonized world-wide to avoid the necessity of carrying more than
one shipborne receiver or other devices.
.4 A future GNSS should have the operational and institutional capability to
be used by an unlimited number of multimodal users at sea, in the air and
on land.
.5 A future GNSS should be reliable and of low user cost. With regard to the
allocation and recovery of costs, a distinction should be made between
maritime users that rely on the system for reasons of safety and those that
additionally benefit from the system in commercial or economic terms.
The interests of both shipping and coastal States should also be taken into
consideration when dealing with allocation and recovery of costs.
.6 Some possible cost-recovery options are identified as follows:
– through funding by concerned international organizations (IMO,
ICAO, etc.);
– through cost-sharing between Governments or commercial entities
(e.g. satellite communication providers); or
– through private investments and direct user charges or licensing fees.
Operational requirements
.7 Future GNSS(s) should meet the maritime user’s operational requirements
for general navigation, including navigation in harbour entrances and
approaches and other waters where navigation is restricted. The minimum
maritime user requirements for general navigation are given in appendix 2
to this annex.

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.8 Future GNSS(s) should meet the maritime operational requirements for

positioning applications. The minimum maritime user requirements for
positioning are given in appendix 3 to this annex.
.9 Future GNSS(s) should operate with the geodetic and time reference
systems compatible with present satellite navigation systems.
.10 Service providers are not responsible for the performance of the shipborne
equipment. This equipment should meet performance standards adopted
by IMO.
.11 The development and use of integrated receivers using future GNSS(s)
and terrestrial systems is recommended.
.12 Future GNSS(s) should enable shipborne equipment to provide the user
with information on position, time, course and speed over the ground.
.13 Shipborne equipment for GNSS(s), including the integrated receivers
mentioned in 3.11, should have a data interface capability with other
shipborne equipment to provide and/or use information for navigation
and positioning such as: ECDIS, AIS, the GMDSS, track control, VDR, ship
heading and attitude indication and ship motion monitoring.
.14 All users should be informed in good time of degradations in performance
of individual satellite signals and/or of the total service by the provision of
integrity messages.

Institutional requirements
.15 Future GNSS(s) should have institutional structures and arrangements for
control by an international civil organization representing, in particular,
contributing Governments and users.
.16 International civil organizations should have institutional structures
and arrangements to permit (supervision of) the provision, operation,
monitoring and control of the system(s) and/or service(s) to the
predetermined requirements at minimum cost.
.17 These requirements can be achieved either by the use of existing
organization(s) or by the establishment of new organization(s). An
organization can either provide and operate the system by itself or
monitor and control the service provider.
.18 IMO itself is not in a position to provide and operate a GNSS. However,
IMO has to be in a position to assess and recognize the following aspects
of a GNSS:
– provision of the service to maritime users on a non-discriminatory
basis;
– operation of the GNSS in respect of its ability to meet maritime user
requirements;
– application of internationally established cost-sharing and cost-
recovery principles; and
– application of internationally established principles on liability issues.

Transitional requirements
.19 Future GNSS(s) should be developed in parallel to present satellite
navigation systems, or could evolve in part or wholly from such systems.
.20 A regional satellite navigation system that is fully operational may be
recognized as a component of the WWRNS.
.21 Shipborne receivers or other devices required for a future GNSS should,
where practicable, be compatible with the shipborne receiver or other
devices required for current satellite navigation systems.

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4 REQUIRED ACTIONS AND TIMESCALE

4.1 The continuing involvement of IMO will be necessary. The maritime

requirements given in this annex should be continually reassessed and
updated on the basis of new developments and specific proposals.
4.2 The involvement of IMO should be positive and interactive, and the
Organization should consider establishing a forum at which meaningful
discussions can take place with air and land users in order to resolve
institutional difficulties and consider a joint way forward.
4.3 Since ICAO is studying the aviation requirements for a GNSS and there are
prospects of a Joint IMO/ICAO Planning Group for the development of the
GNSS, close contacts between IMO and ICAO are necessary.
4.4 International, regional and national organizations as well as individual
companies involved in the development of future GNSSs should be informed
of the requirements set by IMO for acceptance of a future GNSS. These
IMO requirements should be incorporated in GNSS plans to be accepted for
maritime use.
4.5 The anticipated timescale for introduction of future GNSSs is given in appendix
4 to this annex. The timescales for the expected introduction and phasing out
of radionavigation systems, such as the present satellite navigation systems,
augmentation facilities and terrestrial systems, are also included in appendix 4.
These timescales will determine the timescale for the decision-making process
within IMO.
4.6 To permit early and orderly participation by IMO in the introduction of future
GNSS(s), the process of decision-making should include means to:
– review this resolution periodically;
– consider proposals urgently when submitted; and
– recognize new systems when submitted.

Appendix 1
Terms used in the GNSS
Accuracy. The degree of conformance between the estimated or measured parameter
of a craft at a given time and its true parameter at that time. (Parameters in this context
may be position co-ordinates, velocity, time, angle, etc.)
– Absolute accuracy (Geodetic or Geographic accuracy). The accuracy of a
position estimate with respect to the geographic or geodetic co-ordinates
of the Earth.
– Geodetic or Geographic accuracy. See absolute accuracy.
– Predictable accuracy. The accuracy of the estimated position solution with
respect to the charted solution.
– Relative accuracy. The accuracy with which a user can determine position
relative to that of another user of the same navigation system at the same time.
– Repeatable accuracy. The accuracy with which a user can return to a position
whose co-ordinates have been measured at a previous time using uncorrelated
measurements from the same navigation system.
Alert limit (or threshold value). The maximum allowable error in the measured position – during
integrity monitoring – before an alarm is triggered.
Along-track error. The component of the Vessel Technical Error in the direction of the
intended track.
Ambiguity. The condition obtained when one set of measurements derived from a
navigation system defines more than one point, direction, line of position or surface
of position.

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Appendix 16

Augmentation. Any technique of providing enhancement to the GNSS in order to provide

improved navigation performance to the user.
– Satellite-based augmentation system (SBAS). A system providing additional
satellite signals in order to enhance the performance of the GNSS service.
– Ground-based augmentation system (GBAS). A system providing additional
signals from a ground-based station in order to enhance the performance of
the GNSS service.
Availability. The percentage of time that an aid, or system of aids, is performing a required
function under stated conditions. Non-availability can be caused by scheduled and/or
unscheduled interruptions.
– Signal availability. The availability of a radio signal in a specified coverage area.
– System availability. The availability of a system to a user, including signal
availability and the performance of the user’s receiver.
Chart error. Position errors in the chart caused by inaccuracies in surveying and by errors
in the reference geodetic system.
Circular error probable (CEP). The radius of a circle, centred on the measured position,
inside which the true position lies with 50% confidence.
Confidence interval. The numerical range within which an unknown is estimated to be
with a given confidence.
Confidence level. The percentage of confidence that a given statement is correct, or the
percentage of confidence that a stated interval (numerical range) includes an unknown.
Confidence limits. The extremes of a confidence interval.
Continuity. The probability that, assuming a fault-free receiver, a user will be able to
determine position with specified accuracy and is able to monitor the integrity of the
determined position over the (short) time interval applicable for a particular operation
within a limited part of the coverage area.
Correction. The numerical value of a correction is the best estimate that can be made of
the difference between the true and the measured value of a parameter. The sign is such
that a correction that is to be added to an observed reading is taken as positive.
Coverage. The coverage provided by a radionavigation system is that surface area or space
volume in which the signals are adequate to permit the user to determine position to a
specified level of performance.
Cross-track error. The component of the Vessel Technical Error perpendicular to the
intended track.
Craft autonomous integrity monitoring (CAIM). This is a technique whereby various
navigation sensor information available on the craft is autonomously processed to
monitor the integrity of the navigation signals. (See also receiver autonomous integrity
monitoring.)
Differential system. An augmentation system whereby radionavigation signals are
monitored at a known position and the corrections so determined are transmitted to users
in the coverage area.
Dilution of precision. The factor by which the accuracy of the GNSS position and time
co-ordinates are degraded by geometrical considerations of the constellation of GNSS
satellites used by the receiver.
– Geometric dilution of precision (GDOP). The factor for the combined 3D-
position and time accuracy.
– Position dilution of precision (PDOP). The factor for the 3D-position accuracy.
– Horizontal dilution of precision (HDOP). The factor for the horizontal position
accuracy.
– Vertical dilution of precision (VDOP). The factor for the vertical accuracy.

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– Time dilution of precision (TDOP). The factor for the time accuracy.
Distance root mean square (dRMS). The root mean square of the radial distances from the
true position to the observed positions obtained from a number of trials.
Failure. The unintended termination of the ability of a system, or part of a system, to
perform its required function.
Failure rate. The average number of failures of a system, or part of a system, per unit time.
(See also mean time between failures.)
Fix. A position determined by processing information from a number of navigation
observations.
Fix rate. The number of fixes per unit time.
Fix interval (seconds). The maximum time in seconds between fixes.
Global navigation satellite service. The signal in space provided to the user by GNSS space
and ground segments.
GLONASS (Global Navigation Satellite System). This is a space-based radio positioning,
navigation and time-transfer system operated by the Government of the Russian
Federation.
Global Navigation Satellite System (GNSS). A world-wide position, time and velocity
radio determination system comprising space, ground and user segments.
GNSS service. The service relates to the properties of the signal in space provided by the
space and ground segments of the GNSS.
GNSS system. The system relates to the properties of the GNSS service plus the receiver.
Global Positioning System (GPS). This is a space-based radio positioning, navigation and
time-transfer system operated by the United States Government.
Gross errors. Gross errors, or “outliers”, are errors other than random errors or
systematic errors. They are often large and, by definition, unpredictable. They are
typically caused by sudden changes in the prevailing physical circumstances, by
system faults or by operator errors.
Integrated navigation system. A system in which the information from two or more
navigation aids is combined in a symbiotic manner to provide an output that is superior
to any one of the component aids.
Integrity. The ability to provide users with warnings within a specified time when the
system should not be used for navigation.
Integrity monitoring. The process of determining whether the system performance (or
individual observations) allows use for navigation purposes. Overall GNSS system integrity
is described by three parameters the threshold value or alert limit, the time to alarm and the
integrity risk. The output of integrity monitoring is that individual (erroneous) observations
or the overall GNSS system cannot be used for navigation.
– Internal integrity monitoring is performed aboard a craft.
– External integrity monitoring is provided by external stations.
Integrity risk. The probability that a user will experience a position error larger than the
threshold value without an alarm being raised within the specified time to alarm at any
instant of time at any location in the coverage area.
Latency. The time lag between the navigation observations and the presented navigation
solution.
Marginally detectable bias (MDB). The minimum size of gross error in an observation that
may be detected with given probabilities of type 1 and type 2 errors. A type 1 error occurs
when an observation without a gross error is wrongly rejected, and a type 2 error occurs
when an observation with a gross error is wrongly accepted.

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Marginally detectable error (MDE). The maximum position offset caused by a MDB in
one of the observations.
Mean time between failures (MTBF). The average time between two successive failures of
a system or part of a system.
Navigation. The process of planning, recording and controlling the movement of a craft
from one place to another.
Navigation system error (NSE). The combined error of the GNSS position estimate and the
chart error. The maximum NSE can be described by:
NSEmax = chart error + GNSS error + other navigation errors
Pseudolite (pseudo-satellite). A ground-based augmentation station transmitting a GNSS-
like signal providing additional navigation ranging for the user.
Precision. The accuracy of a measurement or a position with respect to random errors.
PZ-90 geodetic system. A consistent set of parameters used in GLONASS describing the
size and shape of the Earth, positions of a network of points with respect to the centre of
mass of the Earth, transformations from major geodetic datums and the potential of the
Earth, developed in 1990.
Radio determination. The determination of position, or the obtaining of information
relating to position, by means of the propagation properties of radio waves.
Radiolocation. Radio determination used for purposes other than radionavigation.
Radionavigation. The use of radio signals to support navigation for the determination of
position or direction, or for obstruction warning.
Random error. That error of which only the statistical properties can be predicted.
Receiver autonomous integrity monitoring (RAIM). A technique whereby the redundant
information available at a GNSS receiver is autonomously processed to monitor the
integrity of the navigation signals. (See also craft autonomous integrity monitoring.)
Redundancy. The existence of multiple equipment or means for accomplishing a given
function in order to increase the reliability of the total system.
Reliability (of an observation). A measure of the effectiveness with which gross errors may
be detected. This internal reliability is usually expressed in terms of marginally detectable
bias (MDB).
Reliability (of a position fix). A measure of the propagation of a non-detected gross error in
an observation to the position fix. This “external” reliability is usually expressed in terms
of marginally detectable error (MDE).
Repeatability. The accuracy of a positioning system, taking into account only the random
errors. Repeatability is normally expressed in a 95% probability circle.
Root mean square (RMS) error. RMS error refers to the variability of a measurement in one
dimension. In this one-dimensional case, the RMS error is also an estimate of the standard
deviation of the errors.
Single point of failure. That part of a navigation system that lacks redundancy, so that a
failure in that part would result in a failure of the whole system.
Systematic error. An error which is non-random in the sense that it conforms to some kind
of pattern.
Service capacity. The number of users a service can accommodate simultaneously.
Threshold value (or alert limit) is the maximum allowable error in the measured position
– during integrity monitoring – before an alarm is triggered.
Time to alarm. The time elapsed between the occurrence of a failure in the system and its
presentation on the bridge.

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Total System Error (TSE). The overall navigation performance can be described by the
TSE. Assuming the contributions to TSE from NSE and VTE are random, the TSE can be
described as:
TSE2 = NSE2 + VTE2
True position (2D). The error-free latitude and longitude co-ordinates in a specified
geodetic datum.
True position (3D). The error-free latitude, longitude and height co-ordinates in a specified
geodetic datum.
Vessel Technical Error (VTE). This is the difference between the indicated craft position and
the indicated command or desired position. It is a measure of the accuracy with which
the craft is controlled.
World geodetic system (WGS). A consistent set of parameters describing the size and
shape of the Earth, positions of a network of points with respect to the centre of mass of
the Earth, transformations from major geodetic datums and the potential of the Earth.
Glossary
AIS Automatic Identification System
CAIM Craft Autonomous Integrity Monitoring
Chayka A radionavigation system, similar to LORAN-C, operated
by the Government of the Russian Federation
Decca Navigator A low-frequency hyperbolic radionavigation system based
on phase comparison techniques
DGPS Differential GPS
DTOA The Difference in Time Of Arrival of events in two signals
EGNOS European Geostationary Navigation Overlay Service
EU European Union
FOC Full Operational Capability
GLONASS Global Navigation Satellite System, operated by the
Government of the Russian Federation
GMDSS Global Maritime Distress and Safety System
GNSS Global Navigation Satellite System
GNSS-1 Global Navigation Satellite System, based on augmentation
of GPS and GLONASS in development by the EU
GNSS-2 Future Global Navigation Satellite System in development
by the EU
GPS Global Positioning System operated by the Government of
the United States
HSC High-Speed Craft
IALA International Association of Marine Aids to Navigation and
Lighthouse Authorities
ICAO International Civil Aviation Organization
IHO International Hydrographic Organization
IMO International Maritime Organization
IOC Initial Operational Capability
ITU International Telecommunication Union

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Appendix 16

LAAS Local Area Augmentation System

LADGNSS Local Area Differential GNSS
LORAN-C A low-frequency hyperbolic radionavigation system based
on measurements of TOA or DTOA of events pulsed
signals
MSAS Multi-purpose Satellite Augmentation System developed
by the Government of Japan
MSC Maritime Safety Committee of IMO
NAV Sub-Committee on Safety of Navigation of IMO
NSE Navigation System Error
RAIM Receiver Autonomous Integrity Monitoring
SAR Search and Rescue
SIS Signal In Space
TOA Time Of Arrival of an event in a signal
TSE Total System Error
VDR Voyage Data Recorder
VTE Vessel Technical Error
VTS Vessel Traffic Services
WAAS Wide Area Augmentation System developed by the
Government of the United States
WRC World Radio Conference of the ITU
WWRNS World-Wide Radio Navigation System

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622
Table of the minimum maritime user requirements for general navigation
Appendices

System level parameters Service level parameters

2
Absolute accuracy Integrity Availability Continuity Fix interval
Horizontal Alert limit Time to alarm2 Integrity risk % per % over Coverage (seconds)
(metres) (metres) (seconds) (per 3 hours) 30 days 3 hours

Ocean 10 25 10 10–5 99.8 N/A1 Global 1

–5 1
Coastal 10 25 10 10 99.8 N/A Global 1
Port approach and restricted 10 25 10 10–5 99.8 99.97 Regional 1
waters
Port 1 2.5 10 10–5 99.8 99.97 Local 1
Inland waterways 10 25 10 10–5 99.8 99.97 Regional 1
Notes:
1
Continuity is not relevant to ocean and coastal navigation.
2
More stringent requirements may be necessary for ships operating above 30 knots.
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 Appendix 3
Tables showing the minimum maritime user requirements for positioning
Table 1: Manoeuvring and traffic management applications

System level parameters Service level parameters

Accuracy Integrity Availability Continuity
Fix interval2
Horizontal Vertical1 Alert limit Time to alarm2 Integrity risk % per % over Coverage
(seconds)
(metres) (metres)s (metres) (seconds) (per 3 hours) 30 days 3 hours

Operations Relative accuracy

• tugs and pushers 1 2.5 10 10–5 99.8 99.97 Local 1
–5
• icebreakers 1 2.5 10 10 99.8 99.97 Local 1
• automatic collision
10 25 10 10–5 99.8 99.97 Global 1
avoidance
Absolute accuracy
• track control 10 N/A 25 10 10–5 99.8 99.97 Global 1
• automatic docking 0.1 0.25 10 10–5 99.8 99.97 Local 1
Traffic management3 Absolute accuracy
• ship-to-ship co-ordination 10 25 10 10–5 99.8 99.97 Global 1
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–5
• ship-to-shore co-ordination 10 25 10 10 99.8 99.97 Regional 1
• shore-to-ship traffic
10 25 10 10–5 99.8 99.97 Regional 1
management

Notes:
1
There may be a requirement for accuracy in the vertical plane for some port and restricted water operations.
2
More stringent requirements may be necessary for ships operating above 30 knots.
3
Traffic management applications in some areas, e.g. the Baltic, may require higher accuracy.
Appendix 16

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624
construction, maintenance and management and aids to navigation management
Appendices

System level parameters Service level parameters

Accuracy Integrity Availability Continuity
Fix interval
Horizontal Vertical Alert limit Time to alarm Integrity risk % per % over Coverage
(seconds)
(metres) (metres) (metres) (seconds) (per 3 hours) 30 days 3 hours

Search and rescue 10 N/A 25 10 10–5 99.8 N/A Global 1

–5
Hydrography 1-2 0.1 2.5-5 10 10 99.8 N/A Regional 1
–5
Oceanography 10 10 25 10 10 99.8 N/A Global 1
Marine engineering,
construction, maintenance and
management
• dredging 0.1 0.1 0.25 10 10–5 99.8 N/A Local 1
• cable and pipeline laying 1 N/A 2.5 10 10–5 99.8 N/A Regional 1
• construction works 0.1 0.1 0.25 10 10–5 99.8 N/A Local 1
Aids to navigation management 1 N/A 2.5 10 10–5 99.8 N/A Regional 1
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 Table 3: Port operations, casualty analysis, and offshore exploration and exploitation

System level parameters Service level parameters

Accuracy Integrity Availability Continuity
Fix interval1
Horizontal Vertical Alert limit Time to alarm1 Integrity risk % per % over Coverage
(seconds)
(metres) (metres) (metres) (seconds) (per 3 hours) 30 days 3 hours

Port operations Absolute accuracy

• local VIS 1 N/A 2.5 10 10–5 99.8 N/A Local 1
• containers/cargo manage-
1 1 2.5 10 10–5 99.8 N/A Local 1
ment
• law enforcement 1 1 2.5 10 10–5 99.8 N/A Local 1
–5
• cargo handling 0.1 0.1 0.25 1 10 99.8 N/A Local 1
Casualty analysis Predictable accuracy
• ocean 10 N/A 25 10 10–5 99.8 N/A Global 1
• coastal 10 N/A 25 10 10–5 99.8 N/A Global 1
• port approach and restricted
1 N/A 2.5 10 10–5 99.8 N/A Regional 1
waters
Offshore exploration and
Absolute accuracy
exploitation
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• exploration 1 N/A 2.5 10 10–5 99.8 N/A Regional 1

• appraisal drilling 1 N/A 2.5 10 10–5 99.8 N/A Regional 1
–5
• field development 1 N/A 2.5 10 10 99.8 N/A Regional 1
2 –5
• support to production 1 N/A 2.5 10 10 99.8 N/A Regional 1
• post-production 1 N/A2 2.5 10 10–5 99.8 N/A Regional 1
Notes:
1
More stringent requirements may be necessary for ships operating above 30 knots.
2
A vertical accuracy of a few centimetres (less than 10) is necessary to monitor platform subsidence.

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Appendix 16
 System level parameters Service level parameters

626
Accuracy Integrity
Availability Continuity
Fix interval1
Horizontal Vertical Alert limit Time to alarm1 Integrity risk % per % over Coverage
(seconds)
30 days 3 hours
Appendices

(metres) (metres) (metres) (seconds) (per 3 hours)

Fisheries Absolute accuracy

• location of fishing grounds 10 N/A 25 10 10–5 99.8 N/A Global 1
2 –5
• positioning during fishing 10 N/A 25 10 10 99.8 N/A Global 1
• yield analysis 10 N/A 25 10 10–5 99.8 N/A Global 1
–5
• fisheries monitoring 10 N/A 25 10 10 99.8 N/A Global 1
Recreation and leisure Absolute accuracy
• ocean 10 N/A 25 10 10–5 99.8 N/A Global 1
–5
• coastal 10 N/A 25 10 10 99.8 N/A Global 1
• port approach and re-
10 N/A 25 10 10–5 99.8 99.97 Regional 1
stricted waters
Notes:
1
More stringent requirements may be necessary for ships operating above 30 knots.
2
Positioning during fishing in local areas may have more stringent requirements.
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Appendix 16

Year
Taskname
95 96 97 98 99 00 01 02 03 04 05 06 07 08 09 10 11 12

IMO – intern

– ISWG/1 U

– NAV/41 U

– ISWG/2 U

– NAV/42 U

– MSC/66 U

– NAV/43 U

– Assembly/20 U

– Assembly/21 U

– MSC/73 U

– Assembly/22 U

ITU

– Agenda WRC 2000 U

– WRC 2000 and 2003 allocate
U U
frequency
OMEGA

DECCA

LORAN-C (United States)

LORAN (outside United States)

Chayka

GPS

– IMO – recognition U

– WAAS

– WAAS/FOC U

– EGNOS (EU)

– EGNOS/AOC U

– EGNOS/FOC U

– MSAT

– MSAT/FOC U

– DGPS

– Eurofix

GLONASS

– IMO – recognition U

GALILEO (EU)

GNSS – infrastructure
– International agreements
– Contract/design/development
– Transition

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17
Resolution A.886(21) – Adopted on 25 November 1999

PROCEDURE FOR THE ADOPTION OF, AND AMENDMENTS

TO, PERFORMANCE STANDARDS AND TECHNICAL
SPECIFICATIONS

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety and the prevention and control of marine pollution from ships,
RECOGNIZING that the International Convention for the Safety of Life at Sea (SOLAS),
1974, as amended, the International Convention for the Prevention of Pollution from
Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78)
and other IMO instruments contain provisions referring to performance standards and
technical specifications adopted by the Organization,
NOTING the Guidelines on methods for making references to IMO and other instruments in
IMO conventions and other mandatory instruments (MSC/Circ.930/MEPC/Circ.364), in
particular paragraph 12 thereof concerning procedures for amendments to performance
standards and technical specifications,
NOTING ALSO resolution A.825(19) by which it adopted the Procedure for adoption and
amendment of performance standards for radio and navigational equipment,
BEING DESIROUS of establishing a uniform procedure for the adoption of, and amendments
to, any performance standards and technical specifications developed by the Maritime
Safety Committee and/or Marine Environment Protection Committee, in order to ensure
that such standards and specifications are kept abreast of technological and industry
developments,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
seventy-first session and by the Marine Environment Protection Committee at its forty-third
session,
1. RESOLVES that the function of adopting performance standards and technical
specifications, as well as amendments thereto shall be performed by the Maritime Safety
Committee and/or the Marine Environment Protection Committee, as appropriate, on
behalf of the Organization.
2. REVOKES resolution A.825(19).

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18
Resolution A.830(19) – Adopted on 23 November 1995

CODE ON ALARMS AND INDICATORS, 1995

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO that it adopted resolution A.686(17) on the Code on Alarms and
Indicators, incorporating therein provisions on alarms and indicators contained in the
1974 SOLAS Convention, as amended, and the IBC, BCH, IGC and Gas Carrier Codes,
as amended,
RECALLING FURTHER that the Maritime Safety Committee, at its sixty-third session, adopted
resolution MSC.39(63) on adoption of the amendments to the Code on Alarms and
Indicators, in order to extend resolution A.686(17) to cover the 1989 MODU Code
and the Code of Safety for Diving Systems,
NOTING that the Maritime Safety Committee, at its sixty-fifth session, approved
amendments to resolution A.686(17) to extend it to cover the 1993 Torremolinos
Protocol, Code of Safety for Nuclear Merchant Ships, IMDG Code, Guidelines for Inert
Gas Systems, Standards for Vapour Emission Control Systems, MARPOL 73/78, HSC Code
and amendments to the 1974 SOLAS Convention concerning radiocommunications
for the GMDSS, with a view to ensuring uniformity in the application of these IMO
instruments,
RECOGNIZING the need for a revised text of the Code on Alarms and Indicators which
incorporates all the amendments approved since its original adoption, for ease of
implementing its provisions,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
sixty-fifth session,
1. ADOPTS the Code on Alarms and Indicators, 1995, set out in the annex to the
present resolution;
2. RECOMMENDS Governments to:
(a) take appropriate steps to apply the Code;
(b) use the Code as an international safety standard for designing alarms and
indicators for ships, ships’ equipment and machinery; and
(c) inform the Organization of measures taken for the application of the Code;
3. URGES the Maritime Safety Committee and the Marine Environment Protection
Committee to take account of the provisions of the Code when developing new standards
on alarms and indicators;

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4. AUTHORIZES the Maritime Safety Committee and the Marine Environment Protection
Committee to amend or extend the Code as may be necessary;

5. REVOKES resolutions A.686(17) and MSC.39(63).

Annex
CODE ON ALARMS AND INDICATORS, 1995*
The text of the original Code on Alarms and Indicators adopted by A.686(17) is subject
to the following amendments.

PREAMBLE

In the original Code, replace the two first sentences of paragraph 1 by the following:

“1 The Code is a recommendatory document primarily directed to ships covered

by the International Convention for the Safety of Life at Sea, 1974 (1974 SOLAS
Convention), as amended, the International Convention for the Prevention
of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating
thereto (MARPOL 73/78), as amended, and associated codes (IBC, BCH, IGC,
Gas Carrier, HSC, 1989 MODU, Nuclear Merchant Ships, Diving and IMDG
Codes), 1993 Torremolinos Protocol and Guidelines for Inert Gas Systems
(IGS) and Standards for Vapour Emission Control Systems (VEC). Although
alarms and indicators required by the dynamically supported craft and similar
specialized ships are not specifically included, the Code can be used for
guidance where appropriate, and in the future it could be extended to include
these instruments.”

1 PURPOSE AND APPLICATION

In the original Code, replace paragraph 1.1 by the following:

“1.1 This Code is a recommendatory document for alarms and indicators. It is

intended to provide general design guidance and to promote uniformity of
type, location and priority for those alarms and indicators which are required
by the 1974 SOLAS Convention, as amended, MARPOL 73/78 as amended,
and associated instruments (IBC, BCH, IGC, Gas Carrier, HSC, 1989 MODU,
Nuclear Merchant Ships, Diving and IMDG Codes, 1993 Torremolinos Protocol
and Guidelines for IGC and standards for VEC).”

In paragraph 1.3, replace the date “1992” by “1996”.

2 DEFINITIONS

In the original Code, add the following new subparagraphs:

“2.2.4 For special ships (e.g. high-speed craft), additional alarms may be classified as
emergency alarms in addition to the ones defined above.

2.3.12 For special ships (e.g. high-speed craft), additional alarms may be classified as
primary alarms in addition to the ones defined above.”

* A consolidated text of this Code incorporating all the amendments has been published as an IMO
publication, Code on Alarms and Indicators, 1995 (sales number: IMO-867E).

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In the original Code, add the following new paragraphs:

“2.15 1993 Torremolinos Protocol. The Protocol of 1993 relating to the Torremolinos
International Convention for the Safety of Fishing Vessels, 1977.
2.16 IGS. The Guidelines for Inert Gas Systems (MSC/Circ.282, as amended by
MSC/Circ.353 and MSC/Circ.387).
2.17 HSC Code. The International Code of Safety for High-Speed Craft (resolution
MSC.36(63)).
2.18 VEC. The Standards for Vapour Emission Control Systems (MSC/Circ.585).
2.19 IMDG Code. The International Maritime Dangerous Goods Code.
2.20 1995 Diving Code. The Code of Safety for Diving Systems, 1995 (resolution
A.831(19)).
2.21 1989 MODU Code. The Code for the Construction and Equipment of Mobile
Offshore Drilling Units (resolution A.649(16)).
2.22 Nuclear Merchant Ship Code. The Code of Safety for Nuclear Merchant Ships
(resolution A.491(XII)).”

3 GENERAL
In the original Code, replace the second sentence of paragraph 3.13 by:
“Equipment and cables for emergency alarms and indicators (e.g. watertight
doors’ position indicators) should be arranged to minimize risk of total loss of
service due to localized fire, collision, flooding or similar damage.”

4 AUDIBLE ALARMS AND CALLS

Text of the original Code.

5 VISUAL ALARMS, CALLS AND INDICATORS

In the original Code, add a new paragraph 5.6 as follows:
“5.6 On MODUs, where supplemental visual alarms are installed for general
emergency alarms, the colour of these supplemental alarms may be amber,
provided they flash with a pulse frequency of at least 4 Hz.”

6 CHARACTERISTICS
In table 6.1.1 – Emergency alarms:
In line “Fire alarm: In machinery space”, replace audible Code “2” in column
“Code” by “2, 3.c, 3.d”.

7 REQUIREMENTS FOR PARTICULAR ALARMS

Text of the original Code.

8 GROUPING OF ALARMS AND INDICATORS

Text of the original Code.

9 ALARM AND INDICATOR LOCATIONS (Page 21 of the Al Code)

Amend the original Code as follows:
– in paragraph 9.1, replace “9.1.8” by “9.1.9”;
– in the box containing notes below paragraph 9.2, replace “9.1.8” by “9.1.9”;

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– table 9.1.1 – Location: navigating bridge (page 22); replace regulation “51”
(seventh line from the top) by regulation “30.3” and accordingly, change
the function to “steering gear overload/no volts”;
– in table 9.1.1 (continued) (page 24), delete the entry “SOLAS IV” and all
entries in the two lines below it;
– in table 9.1.4 (continued) (page 30), delete the entry “SOLAS IV” and all
entries in the line below it;
– in table 9.1.6 – Location: miscellaneous (page 32), delete the entry “SOLAS
IV” and all entries in the four lines below it; and
– add to location tables 9.1.1 to 9.1.8 of the original Code the amendments
as given in the attached tables.

AMENDMENTS TO TABLES 9.1.1 TO 9.1.9

Table 9.1.1 – Location: Navigating bridge
IMO
Priority Function Type Notes
Instrument
SFV Protocol 1993
Chapter IV
P 4(5) Machinery failure advance alarm A,V Column 1, table 8.3
8(1)(e)(iii) Column 2, table 8.2

P 6(2) Oil-fired steam boiler low water level, A,V ! Column 2, table 8.3
air supply failure or flame failure II-1/32.2 (table 9.1.2)*

P 8(1)(d) Propulsion control station in control I Column 1, table 8.2

II-1/31.2.5*
II-1/49.3*

P 8(1)(e)(i) Propeller speed/ direction/ pitch MI Column 1, table 8.2

8(1)(e)(ii) II-1/31.2.8*

P 8(1)(g) Propulsion machinery remote control A,V Column 1, table 8.2

failure II-1/31.2.7*

P 8(1)(h) Low propulsion starting air pressure A,V ! Column 1, table 8.2
II-1/31.2.9*

P 13(3) Rudder angle indicator A,V Column 1, table 8.1

II-1/29.11*

P 13(4) Steering gear power unit power failure A,V Column 1, table 8.1
II-1/29.5.2*

P 13(5) Steering gear running I Column 1, table 8.1

II-1/30.1*

P 13(5) Steering gear overload/no volts A,V Column 1, table 8.1

II-1/30.3*

P 15(5) Refrigerating machinery spaces alarm A,V Column 2, table 8.1

P 19(1) HP fuel oil pipe leakage A,V ! Column 2, table 8.3

* Cross-reference to SOLAS regulation

632
 Purchased by ANGLO EASTERN GROUP
Appendix 18

Table 9.1.1 (continued) – Location: Navigating bridge

IMO
Priority Function Type Notes
Instrument

Chapter IV
(cont.)
P 19(3) Fuel heating high temperature alarm A,V ! Column 2, table 8.3

P 19(5) Fire detection alarm A,V Column 2, table 8.3

P 20(1) Bilge high water level alarm A,V Column 2, table 8.3
II-1/21.1.6.2*
P 22(2)(a) Essential and important machinery A,V Column 2, table 8.3
parameters II-1/51.1.1 (table 9.1.2)*

P 22(2)(d) Fault requiring action by or attention A,V Column 1, table 8.3

of the officer on watch (machinery alarm inc.
22(2)(c), 23(2), 23(3)(c)
& 23(3)(d))
II-1/51.1.3*
P 22(3)(b) Alarm system normal power supply A,V Column 2, table 8.3
failure II-1/51.2.2*

P 24 Automatic propulsion shutdown I Column 1, table 8.3

override II-1/52*

P 24 Automatic shutdown of propulsion A,V Column 1, table 8.3

machinery II-1/52*

Chapter V
P 14(2)(b) Fire detection or automatic sprinkler Column 2, table 8.1
operation II-2/12.1.2.2*

P 15(2)(b) Fire detection alarm A,V Column 2, table 8.1

II-2/40.3*
II-2/13.1.6*

IGS
S 3.14.11 Low water level alarm A,V

HSC Code
P 7.7.1 Automatic smoke detection system in I ! Column 2, table 8.2
areas of major and moderate fire
hazard and other enclosed spaces in
accommodation not regularly
occupied
P 7.7.1 Automatic smoke detection and fire I Column 2, table 8.2
detection (with detectors sensing
other than smoke) in main propulsion
machinery room(s) additionally
supervised by TV cameras monitored
from the operating compartment

P +7.7.2.1.2 Fixed fire detection and fire alarms A,V Column 2, table 8.2
systems’ power loss or fault condition II-2/13-1.1.3*
P +7.7.2.1.4 Fire detection signal A Column 2, table 8.2

* Cross-reference to SOLAS regulation

+ These alarms may be omitted if they are provided at the central fire control station.

633
 Purchased by ANGLO EASTERN GROUP
Appendices

Table 9.1.1 (continued) – Location: Navigating bridge

IMO
Priority Function Type Notes
Instrument
HSC Code
(cont.)
P 7.7.2.1.6 Fire detection manually operated call A,V Column 2, table 8.3
point section unit indicator II-2/13.1.6*
II-2/13-1.1.6*
P 7.7.3.1 Fire detection for periodically A,V Column 2, table 8.3
unattended machinery spaces II-2/14.2*
S 7.8.1.2 Fire door position I Column 2, table 8.2
II-2.37.1.2.2*
S 7.8.5.3 Loss or reduction of required I Column 2, table 8.2
ventilation II-1.37.1.6.3*
S 7.9.3.3.3 Fire door closing I ! Column 2, table 8.2
II-2/37.1.2.2*
P 7.12 Zone ventilation fans control I ! manned control
station
P 7.13.1 Manually operated sprinkler system M,I ! Column 2, table 8.2
alarms
P 7.15 Smoke detection system for cargo I ! Column 2, table 8.2
spaces
P 9.1.14 Liquid cooling system failure A,V !

P 9.2.1 Auto fire detection system A,V Column 2, table 8.3

II-2/11.8*; 14.2*
P 9.2.1 Bilge alarm A,V Column 2, table 8.3
II-2/48.1*; 48.2*
P 9.2.1 Remote machinery alarm system A,V Column 2, table 8.3

P 9.4.2 Fuel line failure A,V Column 2, table 8.2

P 9.4.5 Lubricating oil pressure or level falling A,V Column 2, table 8.2
below a safe level
P 9.5.6 Lubricating fluid supply failure or A,V Column 2, table 8.2
lubricating fluid pressure loss
S 10.3.12 Unattended space bilge alarm V ! Column 2, table 8.2
II-1/48.1*
P 11.2.1 Failure of any remote or automatic A,V Column 2, table 8.3
control system
P 11.4.1 Malfunction or unsafe condition A,V ! Column 2, table 8.2
EM 11.4.1.1 Indication of conditions requiring A/V Column 2, table 8.2;
immediate action distinctive alarms
in full view of crew
members
P 11.4.1.2 Indication of conditions requiring V Column 2, table 8.2;
action to prevent degradation to an visual display to be
unsafe condition distinct from that of
alarms referred in
11.4.1.1
S 12.3.9 Emergency battery discharge I Column 2, table 8.2
II-1/42.5.3*;43.5.3*

* Cross-reference to SOLAS regulation

634
 Purchased by ANGLO EASTERN GROUP
Appendix 18

Table 9.1.1 (continued) – Location: Navigating bridge

IMO
Priority Function Type Notes
Instrument
HSC Code
(cont.)
P 12.5.1 Steering system electric overload A,V ! Column 2, table 8.2
II-1/30.3*
P 12.5.2 Steering system electric phase failure A,V Column 2, table 8.2
II-1/30.3*
S 12.6.3 Electrical distribution system low A or I ! Column 2, table 8.2
insulation level II-1/45.4.2*

P 13.7 Rudder angle indicator and rate-of-turn I Column 2, table 8.2

indicator 5.4.3
II-1/29.11*
V/12(n)*

P 13.11.2 Propulsion indicator I Column 2, table 8.2

S 13.11.3 Emergency steering position compass I Column 2, table 8.2

reading indicator
1989 MODU
Code

S 7.4.1 Propeller pitch indicator I Column 2, table 8.1

S 7.4.2.5 Propulsion station in control indication I Columns 1&3, table

8.5.5 8.2
II-1/31.2.5*
II-1/49.3*
P 7.4.2.7 Propulsion machinery remote control A,V Column 1, table 8.2
8.5.7 failure II-1/31.2.7; II-1/49.5*

P 7.4.2.8 Propeller speed/ direction/pitch MI Column 1, table 8.2

II-1/31.2.8*

P 7.4.2.9 Low starting air pressure A,V Columns 1&3, table

8.5.9 8.2
II-1/31.2.9; II-1/49.7*

P 7.5.17 Rudder angle indicator MI Column 1, table 8.1

II-1/29.11*

P 7.6.1 Steering gear running I Columns 1&13

table 8.1
II-1/30.1*
P 7.6.3 Steering gear phase failure/overload A,V Column 1, table 8.3
alarm II-1/30.3*

P 8.5.8 Propeller speed/direction/pitch MI Column 1, table 8.3

II-1/49.6*
P 8.7.1 Fault requiring attention A,V Column 1, table 8.3,
including 8.3.5.1,
8.4.1, 8.8.6 and 8.9
II-1/51.1.3*
P 8.7.3 Alarm system normal supply failure A,V Column 2, table 8.3
II-1/51.2.2*
P 9.7.1 Fire detection system alarm A,V Column 2, table 8.1
II-2/13*
P 9.8 Gas detection and alarm system A,V ! Column 2, table 8.1

* Cross-reference to SOLAS regulation

635
 Purchased by ANGLO EASTERN GROUP
Appendices

Table 9.1.2 – Location: machinery space/machinery control room

IMO
Priority Function Type Notes
Instrument
SFV Protocol 1993
Chapter IV
P 6(2) Oil-fired steam boiler low water level, A,V !
air supply failure or flame failure II-1/32.2*
P 8(1)(e)(iii) Machinery failure advance alarm A,V !

S 8(1)(d) Propulsion control station in control I Column 3, table 8.2

II-1/31.2.5*
II-1/49.3*
P 8(1)(g) Propulsion machinery remote control A,V ! Column 3, table 8.2
failure II-1/31.2.7*
P 8(1)(h) Low propulsion starting air A,V ! Column 3, table 8.2
pressure II-1/31.2.9*
S 15(4)(b) Refrigerant leak alarm A,V

S 17(6) Emergency battery discharge I ! Column 3, table 8.1

II-1/42.5.3*

S 18(4)(b) Electrical distribution system low A ! Column 3, table 8.1

insulation level or II-1/45.4.2*
I
P 19(7) Internal combustion engine monitors MI Column 3, table 8.3
II-1/47.2*

P 22(2)(a) Essential and important machinery A,V Column 3, table 8.3

paramaters II-1/51.1.1*

P 22(3)(b) Alarm system normal power supply A,V Column 3, table 8.3
failure II-1/51.2.2*

P 23(2) Automatic changeover of propulsion A,V Column 3, table 8.3

auxiliaries II-1/53.4.2*

P 24 Automatic shutdown of propulsion A,V Column 3, table 8.3

machinery II-1/52*

P 24 Automatic propulsion shutdown I Column 3, table 8.3

override II-1/52*
IGS
S 3.14.11 Low water level alarm A,V Column 3, table 8.1
II-2/62.19.1.7*
MARPOL 73/18
Annex 1
P 16(5) Alarm for excessive oil content in oily (A,V) !
mixture discharge into the sea
HSC Code
P 7.7.2.1.4 Fire detection signal A,V Column 3, table 8.2

P 7.7.3.1 Fire detection for periodically A,V Column 3, table 8.3

unattended machinery spaces II-2/14.2*
P 9.2.1 Auto fire detection system A,V Column 2, table 8.3
II-2/11.8*; 14.2*
P 9.2.1 Bilge alarm A,V Column 2, table 8.3
II-2/48.1*; 48.2*

* Cross-reference to SOLAS regulation

636
 Purchased by ANGLO EASTERN GROUP
Appendix 18

Table 9.1.2 (continued) – Location: machinery space/machinery control room

IMO
Priority Function Type Notes
Instrument
HSC Code (cont.)
P 9.2.1 Remote machinery alarm system A,V Column 2, table 8.3

P 9.4.2 Fuel line failure A,V Column 3, table 8.2

P 9.4.5 Lubricating oil pressure or level falling A,V Column 3, table 8.2
below a safe level
P 9.5.6 Lubrication fluid supply failure or A,V Column 3, table 8.2
lubricating fluid pressure loss

S 10.2.7.3 High temperature alarm (oil fuel or V !

settings tank)
S 10.3.12 Unattended space bilge alarm V ! Column 3, table 8.2
II-1/48.1*
P 11.2.1 Failure of any remote or automatic A,V Column 2, table 8.3
control system
P 11.4.1 Malfunction or unsafe condition A,V ! Column 3, table 8.2

P 11.4.1.3 Indication of conditions in 11.4.1.1 A,V

requiring immediate action

P 11.4.1.3 Indication of conditions in 11.4.1.2 A,V Column 3, table 8.2;

requiring action to prevent visual display to be
degradation of an unsafe condition distinct from that of
alarms referred to in
11.4.1.1

P 11.5 Shutdown system activation A,V ! Column 3, table 8.2

P 12.5.1 Steering system electric overload A,V ! Column 3, table 8.2

II-1/30.3*

P 12.5.2 Steering system electric phase failure A,V Column 3, table 8.2
II-1/30.3*

S 12.6.3 Electrical distribution system low A or I ! Column 3, table 8.2

insulation level II-1/45.4.2*
1989 MODU
Code
P 4.2.7 Machinery failure pre-alarm A,V ! Column 3, table 8.1

P 4.5.2 Manual overriding of the automatic I Column 3, table 8.1

control indicator

S 5.3.12 Emergency battery discharge I Column 3, table 8.1 II-

1/42.5.3*

S 5.5.7 Electrical distribution system low A or I ! Column 3, table 8.1

insulation level II-1/45.4.2*
P 7.3.1 Water tube boiler high water level A,V Column 3, table 8.1
alarm
S 7.4.2.4 Propulsion machinery orders from I Column 3, table 8.2
8.5.4 bridge II-1/31.2.4*; II-1/49.2*

S 7.4.2.5 Propulsion station in control indication I Columns 1&3, table 8.2

8.5.5 II-1/31.2.5*; II-1/49.3*

* Cross-reference to SOLAS regulation

637
 Purchased by ANGLO EASTERN GROUP
Appendices

Table 9.1.2 (continued) – Location: machinery space/machinery control room

IMO
Priority Function Type Notes
Instrument

1989 MODU
Code (cont.)
P 7.4.2.9 Low starting air pressure A,V Columns 1&3, table
8.2
II-1/31.2.9*
P 7.6.1 Steering gear running I Columns 1&!3, table
8.1
II-1/30.1*
P 8.3.1 HP fuel oil pipe leakage A,V ! Column 3, table 8.3
II-2/15.5.3*

P 8.3.3 Fuel heating temperature alarm A,V ! Column 3, table 8.3

II-2/15.5.3*

P 8.3.6 Fire detection alarm for boiler/ A,V ! Column 3, table 8.3
propulsion machinery II-1/47.1*

P 8.3.7 Internal combustion engine monitors MI Column 3, table 8.3

II-1/47.2*

P 8.5.7 Propulsion machinery remote control A,V Column 3, table 8.3

failure II-1/49.5*

P 8.7.1 Fault requiring attention A,V At a normally manned

control station in
addition to main
machinery control
station including
8.3.5.1, 8.4.1, 8.8.6
and 8.9
II-1/51.1*
P 8.8.3 Automatic changeover of propulsion A,V Column 3, table 8.3
auxiliaries II-1/53.4.2*

Table 9.1.3 – Location: central fire control station where provided

IMO
Priority Function Type Notes
Instrument
SFV Protocol 1993
Chapter V
S 14(3)(c) Automatic sprinkler system pressure MI II-2/12.2.3*

HSC Code
P +7.7.2.1.2 Fixed fire detection and fire alarm A,V Column 2, table 8.2
systems’ power loss or fault conditions II-2/13-1.1.3*

P +7.7.2.1.4 Fire detection signal A,V Column 2, table 8.2

1989 MODU
Code
P 9.7.1 Fire detection system A,V,I II-2/13*

P 9.8 Gas detection and alarm systems A,V !

* Cross-reference to SOLAS regulation

+
These alarms may be omitted if they are provided at the central fire control station

638
 Purchased by ANGLO EASTERN GROUP
Appendix 18

Table 9.1.4 – Location: at the equipment or at the location being monitored

IMO
Priority Function Type Notes
Instrument

SFV Protocol
1993 Chapter II
S 13(1) Shell valve closure A,V II-1/17.9.2.1*

S 13(2) Shell valve closure A,V II-1/17.9.3*

Chapter IV
S 11(7) Collision bulkhead valve closure I II-1/21.2.12*

S 13(3) Rudder angle indicator MI

S 15(4)(a) Refrigerant leak indicator I

P 15(5) Refrigerating A,V At escape exits

machinery spaces alarm
Chapter V
S 14(3)(c) Automatic sprinkler system pressure MI At each section stop
valve
II-2/12.2.3*

S 14(5)(a) Automatic sprinkler tank level MI II-2/12.4.1*

P 15(2)(b) Fire detection alarm A To ensure fire alarm
sounding on the deck
where the fire is
detected

IGS
S 3.15.3.2.1 Effluent drain valve position indicator I !

S 6.2 Tank pressure sensors MI !

VEC systems
S 2.3.1 Isolation valve position indicator I

P 2.4.1.3 Liquid level indicator MI At the location where

cargo transfer is
controlled

P 2.4.1.4 Liquid level indicator MI Portable gauging

device on the tank

P 3.2.1.3 Cargo vapour shutoff valve position I Near terminal vapour

indicator connection

P 3.3.3 Terminal vapour pressure sensing MI ! (3)

device
P 3.3.3.2 Terminal vapour pressure alarm A,V ! (3)

P 3.3.3.3 Signal for sequential shutdown of (A,V) ! (3)

onshore pumps and remotely
operated cargo vapour shutoff valve

IMDG Code
(vol I) (Amdt. 27)
S 21.4.4 Cargo control temperature less +25°C A,V !, Alarms independent of
power supply of
the refrigeration
system

* Cross-reference to SOLAS regulation

639
 Purchased by ANGLO EASTERN GROUP
Appendices

Table 9.1.4 (continued) – Location: at the equipment

or at the location being monitored

IMO
Priority Function Type Notes
Instrument
HSC Code
EM 7.7.6.1.6 Release of fire-extinguishing medium A Spaces in which
personnel normally
work or to which they
have access
II-2/5.1.6*
EM 7.9.3.3.2 Fire door closing A Sounding alarm
before the door
begins to move and
until completely
closed
S 7.13.1 Manually operated sprinkler system M,I ! Column 2, table 8.2
alarms

S 10.9.5 Bilge cocks and valve position I To indicate open or

indication closed position
Diving Code
P 2.5.3 Diving bell internal pressure MI ! At the location of the
attendant monitoring
diving operations

P 2.5.5 Diving bell, etc. overpressure alarm A,V ! At the location of the
attendant monitoring
diving operations

P 2.9.3 Diving equipment fire detection alarm A,V ! At the location of the
attendant monitoring
diving operations

1989 MODU
Code
S 3.6.4.2 Watertight doors and hatch cover A,V
positions alarm
S 4.3.5 Water level of essential boiler MI II-1/32.6*

S 4.4.3 Steam pressure MI II-1/33.3*

S 4.8.6 Bilge valve indicator I II-1/21.2.12*

S 4.9.8 Ballast valve position indicator I

S 4.11.11 Cable tension windlass power amount of I

cable paid out

Table 9.1.5 – Location: engineer’s accommodation

IMO
Priority Function Type Notes
Instrument
SFV Protocol 1993
Chapter IV
P 14 Engineers’ alarm A Column 4, table 8.3
II-1/38*
P 22(2)(b) Fault requiring attention of duty on A,V Column 4, table 8.3
22(2)(c) engineer II-1/51.1.2*; II-1/
51.1.5*

* Cross-reference to SOLAS regulation

640
 Purchased by ANGLO EASTERN GROUP
Appendix 18

Table 9.1.5 (continued) – Location: engineer’s accomodation

IMO
Priority Function Type Notes
Instrument

HSC Code
P 7.7.3.1 Fire detection for periodically A,V Column 4, table 8.3
unattended machinery spaces II-2/14.2*
1989 MODU
Code
P 7.8 Engineers’ alarm A Column 4, table 8.3
II-1/38*
P 8.7.1 Fault requiring attention A Activate engineers’
alarm required by 7.8
including 8.3.5.1,
8.4.1, 8.8.6 and 8.9
II-1/51.1.5*

Table 9.1.6 – Location: miscellaneous

IMO
Priority Function Type Notes
Instrument

SFV Protocol 1993

Chapter II
P 2(6) Watertight door position I At remote operating
position
II-1/15.6.4*
P 4(1) Freezer room weathertight door A,V ! At the attended
position location
Chapter IV
P 15(5) Refrigerating machinery spaces alarm A,V At an attended
location (control)
station
P 19(5) Fire detection alarm A,V At appropriate spaces
when the vessel is in
harbour
P 20(1) Bilge high-water level alarm A,V At places where
continuous watch
is maintained when
navigating bridge not
manned
II-1/21.1.6.2*
Chapter V
P 14(2)(b) Fire detection or automatic sprinkler A,V Alarm at location
operation easily accessible to
crew at all times
II-2/12.1.2.2*
P 15(2)(b) Fire detection alarm A,V Alarm at location
easily accessible to
crew at all times
II-2/40.3*
II-2/13.1.6*
Chapter VIII
EM 2(1) General emergency alarm A Throughout all the
accommodation and
normal crew working
spaces
III/6.4.2*
III/50*

* Cross-reference to SOLAS regulation

641
 Purchased by ANGLO EASTERN GROUP
Appendices

Table 9.1.6 (continued) – Location: miscellaneous

IMO
Priority Function Type Notes
Instrument

Nuclear Merchant
Ship Code
P 3.9.3 Spaces containing NSSS safety A,V ! Alarm at main
equipment control position and
Fire detection alarm emergency control
position
P 6.4.3 Controlled areas indication of I At main control
radiation levels and airborne position
contamination
P 6.10.2 Containment structure purge system A,V At main control
radioactivity alarm position

P 6.10.4 Controlled and supervised areas A,V At main control

exhaust for radioactivity alarm position
HSC Code
EM 4.2.1 General emergency alarm A Clearly audible
throughout all the
accommodation and
normal spaces and
open decks
8.2.2.2
III/6.4.2*; III/50*
P 7.7.2.1.4 Fire detection signal A Clearly audible
throughout the crew
accommodation and
service spaces

P 7.7.2.1.6 Fire detection manual operated call A,V Alarm at location

point section unit indicator easily accessible to
crew at all times
II-2/13.1.6*

1989 MODU
Code
S 3.6.2 Watertight boundary valve position I At the remote control
indicator station
P 4.3.2 Oil-fired boiler low-water level, air A,V Alarm at an attended
supply failure or flame failure location
II-1/32.2*
S 4.8.1 Presence of water indicator I

S 4.11.12 Cable tension speed and direction of I At a manned station

wind
S 6.3.1.1.3 Loss of ventilation A,V At a manned station

S 6.3.1.2.3 Loss of ventilation A,V At a manned station

S 6.3.1.3.3 Loss of ventilation overpressure A,V At a manned station

P 8.7.1 Fault requiring attention A,V Including 8.3.5.1, 8.4.1,

8.8.6 and 8.9
II-1/51.1*
P 9.7.1 Fire detection system alarm A,V At alarm location easily
accessible to crew at
all times
II-2/13.1.6*

* Cross-reference to SOLAS regulation

642
 Purchased by ANGLO EASTERN GROUP
Appendix 18

Table 9.1.6 (continued) – Location: miscellaneous

IMO
Priority Function Type Notes
Instrument

1989 MODU
Code (cont)
EM 9.7.1 Fire detection alarm not receiving A Alarmed to crew, may
attention be part of general
emergency alarm II-
2/13.1.4*

P 9.8 Gas detection and alarm system A,V ! Alarm at a location

easily accessible to
crew at all times
EM 10.16.1 General emergency alarm A Clearly perceptible
in all parts of the unit
III/6.4.2*; III/50*
Diving Code
P 2.5.2 Compression chamber internal MI At central control
pressure position
P 2.5.3 Diving bell external pressure MI Within the bell
P 2.9.3 Diving equipment fire detection alarm A,V ! At an attended
location other than the
above
P 2.11.2 Compression chamber/diving bell MI At central control
parameters position
P 2.11.3 Diving bell oxygen and CO2 levels MI Within the bell

Table 9.1.7 – Location: cargo control station

IMO
Priority Function Type Notes
Instrument

IGS
S 3.15.3.2.1 Effluent drain valve position indicator I !
S 6.2 Tank pressure sensors MI !If required
VEC systems
P 2.5.2.3 Tank overflow alarm A,V ! (2)

P 2.5.2.4 Signal for sequential shutdown of (A,V) ! (2)

onshore pumps or valves or both and
of the ships’ valves
P 2.5.2.5 Overflow alarm and shutdown signal (A,V) At an attended
location ! (2)
P 2.5.2.6 Loss of power to the alarm system (A,V) ! (2)

P 2.5.2.6 Tank level sensor electrical circuitry (A,V) ! (2)

failure
P 2.6.4 Main vapour collection line pressure MI ! (2) VEC is equipped,
common to two or
more tanks
P 2.6.4.1 High vapour pressure alarm (A,V) ! (2) VEC is equipped,
common to two or
more tanks
P 2.6.4.2 Low vapour pressure alarm (A,V) ! (2) VEC is equipped,
common to two or
more tanks

* Cross-reference to SOLAS regulation.

643
 Purchased by ANGLO EASTERN GROUP
Appendices

Table 9.1.8 – Location: not indicated by IMO instruments

IMO
Priority Function Type Notes
Instrument
1989 MODU
Code
S 4.9.15 Draught indicator MI ! At an attended
location
** II-1/8.7.3*

Table 9.1.9 – Location: central ballast control station of column-stabilized MODUs

IMO
Priority Function Type Notes
Instrument

1989 MODU
Code
S 3.6.4.1 Watertight doors and hatch cover I,V
position indicator

S 3.6.4.2 Watertight doors and hatch cover A,V

position alarm

S 4.8.8.1 Flooding detector I

P 4.8.8.3 Propulsion and pump-room bilge high A,V

water level alarm

S 4.9.10.2 Ballast pump status indicating system I For details see also
4.9.12

S 4.9.10.4 Ballast valve position indicating system I For details see also
4.9.17

S 4.9.10.5 Tank level indicating system I For details see also

4.9.14

S 4.9.10.6 Draught indicating system I For details see also

4.9.15

S 4.9.10.7 Heel and trim indicators I

S 4.9.10.8 Main and emergency power available I

indication

S 4.9.10.9 Ballast system hydraulic/pneumatic I

pressure indicating system

S 4.9.14.1 Ballast tanks liquid level MI

S 4.9.14.2 Other tanks liquid level MI

S 4.9.17 Ballast valve position I !

* Cross-reference to SOLAS regulation

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Appendix 19

19
SN/Circ.182

RECOGNITION OF THE GLOBAL POSITIONING SYSTEM

STANDARD POSITIONING SERVICE (GPS-SPS)
AS A COMPONENT OF THE WORLD-WIDE
RADIONAVIGATION SYSTEM

1 At its sixty-sixth session (28 May 1996) the Maritime Safety Committee, pursuant
to operative paragraph 4 of resolution A.815(19) on the world-wide radionavigation
system, recognized the Global Positioning System Standard Positioning Service (GPS-SPS),
proposed by the United States Coast Guard, on behalf of the United States Administration
in a letter written to the Secretary-General of IMO, as a component of the world-wide
radionavigation system.
2 The Committee’s decision was based on the recommendation and assessment
made by the Sub-Committee on Safety of Navigation (NAV) at its forty-first session
(18–22 September 1995). The NAV Sub-Committee assessed the offer of the United
States Coast Guard in accordance with the requirements of the annex to resolution
A.815(19). The NAV Sub-Committee had agreed that the GPS-SPS meets the operational
requirements of the appendix to resolution A.815(19) for navigation in other waters
(general navigation).
3 Administrations should note that the static and dynamic accuracy of the system
is 100 m (95%) and is therefore not suitable for navigation in harbour entrances and
approaches, and other waters in which freedom to manoeuvre is limited.
4 GPS-SPS does not provide instantaneous integrity warning of system malfunction.
Administrations may wish to note that receiver autonomous integrity monitoring (RAIM)
can provide this facility. It should also be noted that the accuracy and integrity of the
system can be greatly enhanced by the use of differential correction techniques using
either local or wide area augmentations, or both.
5 Member Governments are invited to bring this information to the attention of their
maritime communities.

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Appendices

20
SN/Circ.187

RECOGNITION OF THE GLOBAL NAVIGATION SATELLITE

SYSTEM (GLONASS) AS A COMPONENT OF THE WORLD-
WIDE RADIONAVIGATION SYSTEM

1 At its sixty-seventh session (2–6 December 1996), the Maritime Safety Committee,
pursuant to operative paragraph 4 of resolution A.815(19) on the world-wide
radionavigation system, recognized the Global Navigation Satellite System (GLONASS),
proposed by the Government of the Russian Federation, as a component of the world-
wide radionavigation system.

2 The Committee’s decision was based on the recommendation and assessment

made by the Sub-Committee on Safety of Navigation (NAV) at its forty-second session
(15–19 July 1996). The NAV Sub-Committee assessed the offer of the Russian Federation
Administration in accordance with the requirements of the annex to resolution
A.815(19), and agreed that the GLONASS meets the operational requirements of the
appendix to that resolution for navigation in other waters (general navigation).

3 Administrations should note that the static and dynamic accuracy of the system is
45 m (95%) and it is, therefore, not suitable for navigation in harbour entrances and
approaches, and other waters in which freedom to manoeuvre is limited.

4 The GLONASS does not provide instantaneous integrity warning of system

malfunction. Administrations may wish to note that receiver autonomous integrity
monitoring (RAIM) can provide this facility. It should also be noted that the accuracy
and integrity of the system can be greatly enhanced by the use of differential correction
techniques using either local or wide area augmentations, or both.

5 Member Governments are invited to bring this information to the attention of all
concerned.

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Appendix 21(a)

21(a)
MSC/Circ.1040

GUIDELINES ON ANNUAL TESTING OF 406 MHz SATELLITE

EPIRBs

1 The Maritime Safety Committee, at its seventy-fifth session (15 to 24 May 2002),
approved the annexed Guidelines on annual testing of 406 MHz satellite EPIRBs, as
required by new SOLAS regulation IV/15.9, which enters into force on 1 July 2002.
2 Member Governments are invited to bring these Guidelines to the attention of
shipping companies, shipowners, ship operators, equipment manufacturers, classification
societies, shipmasters and all parties concerned.
3 This circular supersedes MSC/Circ.882.

Annex
GUIDELINES ON ANNUAL TESTING OF 406 MHZ SATELLITE EPIRBS
1 The annual testing of 406 MHz satellite EPIRBs is required by new SOLAS
regulation IV/15.9 entering into force on 1 July 2002.
2 The testing should be carried out using suitable test equipment capable of
performing all the relevant measurements required in these guidelines. All
checks of electrical parameters should be performed in the self-test mode, if
possible.
3 The examination of the installed 406 MHz satellite EPIRB should include:
.1 checking position and mounting for float-free operation;
.2 verifying the presence of a firmly attached lanyard in good condition; the
lanyard should be neatly stowed, and must not be tied to the vessel or the
mounting bracket;
.3 carrying out visual inspection for defects;
.4 carrying out the self-test routine;
.5 checking that the EPIRB identification (15 Hex ID and other required
information) is clearly marked on the outside of the equipment;
.6 decoding the EPIRB 15 Hexadecimal Identification Digits (15 Hex ID)
and other information from the transmitted signal, checking that the
decoded information (15 Hex ID or MMSI/callsign data, as required by the
Administration) is identical to the identification marked on the beacon;
.7 checking registration through documentation or through the point of
contact associated with that country code;

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.8 checking the battery expiry date;

.9 checking the hydrostatic release and its expiry date, as appropriate;

.10 checking the emission in the 406 MHz band using the self-test mode or an
appropriate device to avoid transmission of a distress call to the satellites;

.11 if possible, checking emission on the 121.5 MHz frequency using the self-
test mode or an appropriate device to avoid activating the satellite system;

.12 checking that the EPIRB has been maintained by an approved shore-based
maintenance provider at intervals required by the Administration;

.13 after the test, remounting the EPIRB in its bracket, checking that no
transmission has been started; and

.14 verifying the presence of beacon operating instructions.

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Appendix 21(b)

21(b)
MSC/Circ.1123

GUIDELINES ON ANNUAL TESTING OF L-BAND SATELLITE

EPIRBs

1 The Maritime Safety Committee, at its seventy-eighth session (12 to 21 May 2004),
approved the annexed Guidelines on annual testing of L-band satellite EPIRBs, as required
by SOLAS regulation IV/15.9, which entered into force on 1 July 2002.
2 These Guidelines complement those given in MSC/Circ.1040 for annual testing of
406 MHz satellite EPIRBs.
3 Member Governments are invited to bring these Guidelines to the attention of
shipping companies, shipowners, ship operators, equipment manufacturers, classification
societies, shipmasters and all parties concerned.

Annex
GUIDELINES ON ANNUAL TESTING OF L-BAND SATELLITE EPIRBs
1 The annual testing of L-band satellite EPIRBs is required by new SOLAS
regulation IV/15.9 which entered into force on 1 July 2002.
2 The testing should be carried out using suitable test equipment capable of
performing all the relevant measurements required in these guidelines. All
checks of electrical parameters should be performed in the self-test mode, if
possible.
3 The examination of the installed L-band satellite EPIRB should include:
.1 checking position and mounting for float-free operation;
.2 verifying the presence of a firmly attached lanyard in good condition; the
lanyard should be neatly stowed, and must not be tied to the vessel or
the mounting bracket;
.3 carrying out visual inspection for defects;
.4 carrying out the self-test routine;
.5 checking that the EPIRB identification (installed (9-digit) system code
and other required information) is clearly marked on the outside of the
equipment;
.6 decoding the EPIRB installed system code and other information from
the transmitted signal, checking that the decoded information is identical
to the identification marked on the beacon;
.7 checking registration through documentation or through the point of
contact associated with that installed system code;

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.8 checking the battery expiry date;

.9 checking the hydrostatic release and its expiry date, as appropriate;

.10 checking the emission at L-band using the self-test mode or an appropriate
device to avoid transmission of a distress call to the satellites;

.11 if applicable, checking emission on the 121.5 MHz frequency using the
self-test mode or an appropriate device to avoid activating the satellite
system;

.12 checking that the EPIRB has been maintained by an approved shore-
based maintenance provider at intervals required by the Administration;

.13 after the test, remounting the EPIRB in its bracket, checking that no
transmission has been started; and

.14 verifying the presence of beacon operating instructions.

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Appendix 22

22
Resolution A.917(22) – Adopted on 29 November 2001, as
amended by resolution A.956(23), adopted on 5 December 2003

GUIDELINES FOR THE ON-BOARD OPERATIONAL USE OF

SHIPBORNE AUTOMATIC IDENTIFICATION SYSTEMS (AIS)

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,
RECALLING ALSO the provisions of regulation V/19 of the International Convention for the
Safety of Life at Sea (SOLAS), 1974, as amended, requiring all ships of 300 gross tonnage
and upwards engaged on international voyages and cargo ships of 500 gross tonnage
and upwards not engaged on international voyages and passenger ships irrespective of
size to be fitted with an automatic identification system (AIS), as specified in SOLAS
regulation V/19, paragraph 2.4, taking into account the recommendations adopted by the
Organization,
HAVING CONSIDERED the recommendations made by the Maritime Safety Committee
at its seventy-third session and by the Sub-Committee on Safety of Navigation at its
forty-seventh session,
1. ADOPTS the Guidelines for the on-board operational use of shipborne automatic
identification systems (AIS) set out in the annex to the present resolution;
2. INVITES Governments concerned to take into account these Guidelines when
implementing SOLAS regulations V/11, 12 and 19;
3. ALSO INVITES Governments which set regional frequencies requiring manual
switching which, from the safety viewpoint, should be limited to temporary situations,
to notify the Organization of such areas and designated frequencies, for circulation of
that information until 1 April 2002;
4. REQUESTS the Maritime Safety Committee to keep the Guidelines under review and
amend them as appropriate.

Annex
GUIDELINES FOR THE ON-BOARD OPERATIONAL USE OF
SHIPBORNE AUTOMATIC IDENTIFICATION SYSTEMS (AIS)

PURPOSE
1 These Guidelines have been developed to promote the safe and effective use
of shipborne Automatic Identification Systems (AIS), in particular to inform
the mariner about the operational use, limits and potential uses of AIS.
Consequently, AIS should be operated taking into account these Guidelines.

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2 Before using shipborne AIS, the user should fully understand the principle of the
current Guidelines and become familiar with the operation of the equipment,
including the correct interpretation of the displayed data. A description of the
AIS system, particularly with respect to shipborne AIS (including its components
and connections), is contained in annex 1.

CAUTION
Not all ships carry AIS.
The officer of the watch (OOW) should always be aware that other ships, in
particular leisure craft, fishing boats and warships, and some coastal shore
stations including Vessel Traffic Service (VTS) centres, might not be fitted with
AIS.
The OOW should always be aware that AIS fitted on other ships as a mandatory
carriage requirement might, under certain circumstances, be switched off on
the master’s professional judgement.

3 The internationally adopted shipborne carriage requirements for AIS are

contained in SOLAS regulation V/19. The SOLAS Convention requires AIS to be
fitted on certain ships through a phased implementation period spanning from
1 July 2002 to 1 July 2008. In addition, specific vessel types (e.g., warships,
naval auxiliaries and ships owned/operated by Governments) are not required
to be fitted with AIS. Also, small vessels (e.g., leisure craft, fishing boats) and
certain other ships are exempt from carrying AIS. Moreover, ships fitted with
AIS might have the equipment switched off. Users are therefore cautioned
always to bear in mind that information provided by AIS may not be giving a
complete or correct ‘picture’ of shipping traffic in their vicinity. The guidance
in this document on the inherent limitations of AIS and their use in collision-
avoidance situations (see paragraphs 39 to 43) should therefore be heeded.

OBJECTIVES OF AIS
4 AIS is intended to enhance: safety of life at sea; the safety and efficiency of
navigation; and the protection of the marine environment. SOLAS regulation
V/19 requires that AIS exchange data ship-to-ship and with shore-based facilities.
Therefore, the purpose of AIS is to help identify vessels; assist in target tracking;
simplify information exchange (e.g., reduce verbal mandatory ship reporting);
and provide additional information to assist situation awareness. In general,
data received via AIS will improve the quality of the information available
to the OOW, whether at a shore surveillance station or on board a ship. AIS
should become a useful source of supplementary information to that derived
from navigational systems (including radar) and therefore an important ‘tool’ in
enhancing situation awareness of traffic confronting users.

DESCRIPTION OF AIS
5 Shipborne AIS (see figure 1):
– continuously transmits ship’s own data to other vessels and VTS
stations;
– continuously receives data of other vessels and VTS stations; and
– displays these data.
6 When used with the appropriate graphical display, shipborne AIS enables
provision of fast, automatic information by calculating Closest Point of
Approach (CPA) and Time to Closest Point of Approach (TCPA) from the
position information transmitted by the target vessels.

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Appendix 22

Vessels are providing and

receiving information on
ID, position, course,
heading, speed, …

Vessel provides ID, position, course,

heading, speed, …
Vessel receives information on
Vessels, port data, hazards in area, …
02008

Figure 1 – AIS system overview

7 AIS operates primarily on two dedicated VHF channels. Where these channels
are not available regionally, the AIS is capable of being automatically switched
to designated alternate channels by means of a message from a shore facility.
Where no shore-based AIS or GMDSS sea area A1 station is in place, the AIS
should be switched manually.

8 In practice, the capacity of the system is unlimited, allowing for a great

number of ships to be accommodated at the same time.

9 The AIS is able to detect ships within VHF/FM range around bends and behind
islands, if the landmasses are not too high. A typical value to be expected at sea
is 20 to 30 nautical miles depending on antenna height. With the help of repeater
stations, the coverage for both ship and VTS stations can be improved.

10 Information from a shipborne AIS is transmitted continuously and automatically

without any intervention or knowledge of the OOW. An AIS shore station might
require updated information from a specific ship by “polling” that ship, or
alternatively, might wish to “poll” all ships within a defined sea area. However,
the shore station can only increase the ships’ reporting rate, not decrease it.

AIS INFORMATION SENT BY SHIPS

Ship’s data content

11 The AIS information transmitted by a ship is of three different types:

– fixed or static information, which is entered into the AIS on installation and
need only be changed if the ship changes its name or undergoes a major
conversion from one ship type to another;
– dynamic information, which, apart from ‘navigational status’ information,
is automatically updated from the ship sensors connected to AIS; and
– voyage-related information, which might need to be manually entered and
updated during the voyage.
12 Details of the information referred to above are given in table 1 below.

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Appendices

Table 1 - Data sent by ship

Information item Information generation, type and quality of information

Static

MMSI Set on installation.

(Maritime mobile Service Note that this might need amending if the ship changes
Identity) ownership

Call sign and name Set on installation.

Note that this might need amending if the ship changes
ownership

IMO Number Set on installation.

Length and beam Set on installation or if changed.

Type of ship Select from pre-installed list.

Location of position-fixing Set on installation or may be changed for bi-directional vessels

antenna or those fitted with multiple antennae.

Dynamic

Ship’s position with Automatically updated from the position sensor connected
accuracy indication and to AIS.
integrity status The accuracy indication is for better or worse than 10 m.

Position time stamp in UTC Automatically updated from ship’s main position sensor connected to
AIS.

Course over ground (COG) Automatically updated from ship’s main position sensor connected to
AIS, if that sensor calculates COG.
This information might not be available.

Speed over ground (SOG) Automatically updated from the position sensor connected to AIS.
This information might not be available.

Heading Automatically updated from the ship’s heading sensor connected to

AIS.

Navigational status Navigational status information has to be manually entered by the

OOW and changed as necessary, for example:
– under way by engines
– at anchor
– not under command (NUC)
– restricted in ability to manoeuvre (RIATM)
– moored
– constrained by draught
– aground
– engaged in fishing
– under way by sail
In practice, since all these relate to the COLREGs, any change that is
needed could be undertaken at the same time that the lights or shapes
were changed.

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Appendix 22

Information item Information generation, type and quality of information

Rate of turn (ROT) Automatically updated from the ship’s ROT sensor or derived from the
gyro.
This information might not be available.

Voyage-related

Ship’s draught To be manually entered at the start of the voyage using the maximum
draught for the voyage and amended as required (e.g., result of de-
ballasting prior to port entry).

Hazardous cargo (type) To be manually entered at the start of the voyage confirming whether or
not hazardous cargo is being carried, namely:
DG (Dangerous goods)
HS (Harmful substances)
MP (Marine pollutants).
Indications of quantities are not required.

Destination and ETA To be manually entered at the start of the voyage and kept up to date as
necessary.

Route plan (waypoints) To be manually entered at the start of the voyage, at the discretion of the
master, and updated when required.

Short safety-related messages

Free format short text messages would be manually entered, addressed

either to a specific addressee or broadcast to all ships and shore
stations.

Table 2 – Report rate of dynamic information

Type of ship General reporting interval

Ship at anchor 3 min

Ship 0–14 knots 12 s

Ship 0–14 knots and changing course 4s

Ship 14–23 knots 6s

Ship 14–23 knots and changing course 2s

Ship >23 knots 3s

Ship >23 knots and changing course 2s

13 The data are autonomously sent at different update rates:

– dynamic information dependent on speed and course alteration (see
table 2),
– static and voyage-related data every 6 minutes or on request (AIS
responds automatically without user action).

Short safety-related messages

14 Short safety-related messages are fixed or free format text messages addressed
either to a specified destination (MMSI) or all ships in the area. Their content
should be relevant to the safety of navigation, e.g., an iceberg sighted or a buoy
not on station. Messages should be kept as short as possible. The system allows

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up to 158 characters per message but the shorter the message the more easily
it will find free space for transmission. At present these messages are not
further regulated, to keep all possibilities open.
15 Operator acknowledgement may be requested by a text message.
16 Short safety-related messages are only an additional means of broadcasting
maritime safety information. Whilst their importance should not be
underestimated, use of such messages does not remove any of the requirements
of the Global Maritime Distress and Safety System (GMDSS).
17 The operator should ensure that he displays and considers incoming safety-
related messages and should send safety-related messages as required.
18 According to SOLAS regulation V/31 (Danger messages)
“The master of every ship which meets with dangerous ice, a dangerous
derelict, or any other direct danger to navigation, or … is bound to
communicate the information by all the means at his disposal to ships at his
vicinity, and also to the competent authorities…”.
19 Normally this is done via VHF voice communication, but “by all the means”
now implies the additional use of the AIS short messages application, which
has the advantage of reducing difficulties in understanding, especially when
noting down the correct position.

Confidentiality
20 When entering any data manually, consideration should be given to the
confidentiality of this information, especially when international agreements,
rules or standards provide for the protection of navigational information.

OPERATION OF AIS ON BOARD

OPERATION OF THE TRANSCEIVER UNIT
Activation
21 AIS should always be in operation when ships are under way or at anchor. If the
master believes that the continual operation of AIS might compromise the safety
or security of his/her ship or where security incidents are imminent,* the AIS may
be switched off. Unless it would further compromise the safety or security, if the
ship is operating in a mandatory ship reporting system, the master should report
this action and the reason for doing so to the competent authority.* Actions of this
nature should always be recorded in the ship’s logbook together with the reason for
doing so. The master should, however, restart the AIS as soon as the source of danger
has disappeared. If the AIS is shut down, static data and voyage-related information
remain stored. Restart is done by switching on the power to the AIS unit. Ship’s own
data will be transmitted after a two minute initialization period. In ports AIS operation
should be in accordance with port requirements.

Manual input of data

22 The OOW should manually input the following data at the start of the voyage
and whenever changes occur, using an input device such as a keyboard:
– ship’s draught;
– hazardous cargo;
– destination and ETA;
– route plan (waypoints);
– the correct navigational status; and
– short safety-related messages.

* Highlighted text has been amended by resolution A.956(23).

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Check of information
23 To ensure that own ship’s static information is correct and up-to-date, the OOW
should check the data whenever there is a reason for it. As a minimum, this
should be done once per voyage or once per month, whichever is shorter. The
data may be changed only on the authority of the master.
24 The OOW should also periodically check the following dynamic information:
– positions given according to WGS 84;
– speed over ground; and
– sensor information.
25 After activation, an automatic built-in integrity test (BIIT) is performed. In the
case of any AIS malfunction an alarm is provided and the unit should stop
transmitting.
26 The quality or accuracy of the ship sensor data input into AIS would not,
however, be checked by the BIIT circuitry before being broadcast to other ships
and shore stations. The ship should therefore carry out regular routine checks
during a voyage to validate the accuracy of the information being transmitted.
The frequency of those checks would need to be increased in coastal waters.

DISPLAY OF AIS DATA

27 The AIS provides data that can be presented on the minimum display or on any
suitable display device as described in annex 1.

Minimum display
28 The minimum mandated display provides not less than three lines of data
consisting of bearing, range and name of a selected ship. Other data of the ship
can be displayed by horizontal scrolling of data, but scrolling of bearing and
range is not possible. Vertical scrolling will show all the other ships known to the
AIS.

Graphical display
29 Where AIS information is used with a graphical display, the following target types
are recommended for display:
Sleeping target A sleeping target indicates only the presence of a vessel
equipped with AIS in a certain location. No additional
information is presented until activated, thus avoiding
information overload.
Activated target If the user wants to know more about a vessel’s motion,
he has simply to activate the target (sleeping), so that the
display shows immediately:
– a vector (speed and course over ground),
– the heading, and
– ROT indication (if available) to display actually initiated
course changes.
Selected target If the user wants detailed information on a target (activated
or sleeping), he may select it. Then the data received, as well
as the calculated CPA and TCPA values, will be shown in an
alpha-numeric window.
The special navigation status will also be indicated in the
alpha-numeric data field and not together with the target
directly.
Dangerous target If an AIS target (activated or not) is calculated to pass preset
CPA and TCPA limits, it will be classified and displayed as
a dangerous target and an alarm will be given.

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Lost target If a signal of any AIS target at a distance of less than a

preset value is not received, a “lost target” symbol will
appear at the latest position and an alarm will be given.

Symbols
30 The user should be familiar with the symbology used in the graphical display
provided.

INHERENT LIMITATIONS OF AIS

31 The officer of the watch (OOW) should always be aware that other ships, in
particular leisure craft, fishing boats and warships, and some coastal shore
stations including Vessel Traffic Service (VTS) centres, might not be fitted with
AIS.
32 The OOW should always be aware that other ships fitted with AIS as
a mandatory carriage requirement might switch off AIS under certain
circumstances by professional judgement of the master.
33 In other words, the information given by the AIS may not be a complete
picture of the situation around the ship.
34 The users must be aware that transmission of erroneous information implies
a risk to other ships as well as their own. The users remain responsible for all
information entered into the system and the information added by the sensors.
35 The accuracy of AIS information received is only as good as the accuracy of
the AIS information transmitted.
36 The OOW should be aware that poorly configured or calibrated ship sensors
(position, speed and heading sensors) might lead to incorrect information
being transmitted. Incorrect information about one ship displayed on the
bridge of another could be dangerously confusing.
37 If no sensor is installed or if the sensor (e.g., the gyro) fails to provide data, the
AIS automatically transmits the “not available” data value. However, the built-in
integrity check cannot validate the contents of the data processed by the AIS.
38 It would not be prudent for the OOW to assume that the information received
from other ships is of a comparable quality and accuracy to that which might
be available on own ship.

USE OF AIS IN COLLISION-AVOIDANCE SITUATIONS

39 The potential of AIS as an anti-collision device is recognized and AIS may be
recommended as such a device in due time.
40 Nevertheless, AIS information may be used to assist in collision avoidance
decision-making. When using the AIS in the ship-to-ship mode for anti-collision
purposes, the following cautionary points should be borne in mind:
.1 AIS is an additional source of navigational information. It does not replace,
but supports, navigational systems such as radar target-tracking and VTS;
and
.2 the use of AIS does not negate the responsibility of the OOW to comply
at all times with the Collision Regulations.
41 The user should not rely on AIS as the sole information system, but should
make use of all safety-relevant information available.
42 The use of AIS on board ship is not intended to have any special impact on
the composition of the navigational watch, which should continue to be
determined in accordance with the STCW Convention.

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43 Once a ship has been detected, AIS can assist in tracking it as a target. By
monitoring the information broadcast by that target, its actions can also be
monitored. Changes in heading and course are, for example, immediately
apparent, and many of the problems common to tracking targets by radar,
namely clutter, target swap as ships pass close by and target loss following a fast
manoeuvre, do not affect AIS. AIS can also assist in the identification of targets,
by name or call sign and by ship type and navigational status.

ADDITIONAL AND POSSIBLE FUTURE APPLICATIONS

AIS IN VTS OPERATIONS

Pseudo AIS information

44 VTS centres may send information about vessels which are not carrying AIS and
which are tracked only by VTS radar via the AIS to vessels equipped with AIS.
Any pseudo AIS target broadcast by VTS should be clearly identified as such.
Particular care should always be taken when using information which has been
relayed by a third party. Accuracy of these targets may not be as complete as
actual directly received targets, and the information content may not be as
extensive.

Text messages
45 VTS centres may also send short messages either to one ship, all ships, or
ships within a certain range or in a special area, e.g.:
– (local) navigational warnings;
– traffic management information; and
– port management information.
46 A VTS operator may request, by a text message, an acknowledgement from the
ship’s operator.
Note: The VTS should continue to communicate via voice VHF. The importance of verbal
communication should not be underestimated. This is important to enable the VTS
operator to:
– assess vessels’ communicative ability; and
– establish a direct communication link which would be needed in critical
situations.

(D)GNSS corrections
47 (D)GNSS corrections may be sent by VTS centres via AIS.

MANDATORY SHIP REPORTING SYSTEMS

48 AIS is expected to play a major role in ship reporting systems. The information
required by coastal authorities in such systems is typically included in the static
voyage-related and dynamic data automatically provided by the AIS system.
The use of the AIS long-range feature, where information is exchanged via
communications satellite, may be implemented to satisfy the requirements of
some ship reporting systems.

AIS IN SAR OPERATIONS

49 AIS may be used in search and rescue operations, especially in combined
helicopter and surface searches. AIS allows the direct presentation of the
position of the vessel in distress on other displays such as radar or ECS/ECDIS,
which facilitates the task of SAR craft. For ships in distress not equipped with
AIS, the On-Scene Co-ordinator (OSC) could create a pseudo AIS target.

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AIDS TO NAVIGATION
50 AIS, when fitted to selected fixed and floating aids to navigation, can provide
information to the mariner such as:
– position;
– status;
– tidal and current data; and
– weather and visibility conditions.

AIS IN AN OVERALL INFORMATION SYSTEM

51 AIS will play a role in an overall international maritime information system,
supporting voyage planning and monitoring. This will help Administrations to
monitor all the vessels in their areas of concern and to track dangerous cargo.

REFERENCE DOCUMENTS
– IMO Recommendation on Performance Standards for a Universal Ship-
borne Automatic Identification System (AIS), (MSC. 74(69), annex 3)
– IMO SOLAS Convention chapter V
– ITU Radio Regulations, Appendix S18, Table of Transmitting Frequencies in
the VHF Maritime Mobile Band
– ITU Recommendation on the Technical Characteristics for a Universal
Shipborne Automatic Identification System (AIS) Using Time Division Mul-
tiple Access in the VHF Maritime Mobile Band (ITU-R M.1371)
– IEC Standard 61993 Part 2: Universal Shipborne Automatic Identification
System (AIS) - Operational and performance requirements, methods of
testing and required test results.

Annex 1
DESCRIPTION OF AIS
COMPONENTS
1 In general, an on-board AIS (see figure 1) consists of:
– antennas;
– one VHF transmitter;
– two multi-channel VHF receivers;
– one channel 70 VHF receiver for channel management;
– a central processing unit (CPU);
– an electronic position-fixing system, Global Navigation Satellite System
(GNSS) receiver for timing purposes and position redundancy;
– interfaces to heading and speed devices and to other shipborne sensors;
– interfaces to radar/Automatic Radar Plotting Aids (ARPA), Electronic Chart
System/Electronic Chart Display and Information System (ECS/ECDIS) and
Integrated Navigation Systems (INS);
– BIIT (built-in integrity test); and
– minimum display and keyboard to input and retrieve data.
With the integral minimum display and keyboard unit, the AIS would be able
to operate as a stand-alone system. A stand-alone graphical display or the
integration of the AIS data display into other devices such as INS, ECS/ECDIS or
a radar/ARPA display would significantly increase the effectiveness of AIS, when
achievable.
2 All on-board sensors must comply with the relevant IMO standards concerning
availability, accuracy, discrimination, integrity, update rates, failure alarms,
interfacing and type-testing.

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3 AIS provides:
– a built-in integrity test (BIIT) running continuously or at appropriate intervals;
– monitoring of the availability of data;
– an error-detection mechanism of the transmitted data; and
– an error check on the received data.

Ship’s sensors AIS

VHF-Tx
Heading
device
VHF-Rx

GNSS Rx CPU
VHF-Rx
AIS graphical
Speed VHF-Rx display
device

Rate of
BIIT GNSS-Rx
turn

Minimum display and

keyboard *
02009

Optional item
* May be external

Figure 1 – A/S components

CONNECTIONS

The connection of AIS to external navigational display systems

4 The AIS can be connected either to an additional dedicated AIS display unit,
possibly one with a large graphic display, or to an existing navigational system
such as radar or an electronic chart, but in the latter case only as part of an
integrated navigation system.

The connection of AIS to external portable navigational equipment

5 It is becoming common practice for pilots to possess their own portable
navigational equipment, which they carry on board. Such devices can be
connected to shipborne AIS equipment and display the targets they receive.

The connection of AIS to external long-range radiocommunication devices

6 AIS is provided with a two-way interface for connecting to long-range
radiocommunication equipment. Initially, it is not envisaged that AIS would
be able to be directly connected to such equipment.
7 A shore station would first need to request that the ship makes a long-range
AIS information transmission. Any ship-to-shore communication would always
be made point-to-point, and not broadcast, and once communication had
been established, the ship would have the option of setting its AIS to respond
automatically to any subsequent request for a ship report from that shore
station.
8 Users are reminded that SOLAS regulation V/11.10 provides that the
participation of ships in IMO-adopted ship reporting systems shall be free of
charge to the ships concerned.

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Annex 2
TECHNICAL DESCRIPTION
1 AIS operates primarily on two dedicated VHF channels (AIS1 – 161.975 MHz
and AIS2 – 162.025 MHz). Where these channels are not available regionally,
the AIS is capable of automatically switching to alternate designated channels.
2 The required ship reporting capacity according to the IMO performance
standard amounts to a minimum of 2000 time slots per minute (see figure 1).
The ITU Technical Standard for the Universal AIS provides 4500 time slots
per minute. The broadcast mode is based on a principle called (S)TDMA
(Self-organized Time Division Multiple Access) that allows the system to be
overloaded by 400 to 500% and still provide nearly 100% throughput for ships
closer than 8 to 10 NM to each other in a ship-to-ship mode. In the event of
system overload, only targets far away will be subject to drop-out in order to
give preference to targets close by that are a primary concern for ship-to-ship
operation of AIS. In practice, the capacity of the system is unlimited, allowing
for a great number of ships to be accommodated at the same time.

Figure 1 – Principles of TDMA

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23
MSC/Circ.862

CLARIFICATIONS OF CERTAIN REQUIREMENTS IN IMO

PERFORMANCE STANDARDS FOR GMDSS EQUIPMENT

1 The Maritime Safety Committee, at its sixty-ninth session (11 to 20 May 1998), approved
the following clarifications of certain requirements in IMO performance standards for GMDSS
equipment, developed by the Sub-Committee on Radiocommunications and Search and
Rescue (COMSAR), at its third session (23 to 27 February 1998), with a view to reducing
the number of false distress alerts. The Committee was of the opinion that such clarifications
would assist Member Governments in deciding whether equipment installed on or after
1 February 1999 meets these requirements.
.1 “DEDICATED DISTRESS BUTTON”
This button should not be any key of an ITU-T input panel or an ISO keyboard
associated with the equipment and should be physically separated from
functional buttons/keys used for normal operation. This button should be a
single button for no other purpose than to initiate a distress alert.
.2 “CLEARLY IDENTIFIED”
The distress button should be red in colour and marked “DISTRESS”. Where a non-
transparent protective lid or cover is used, it should also be marked “DISTRESS”.
.3 “PROTECTED AGAINST INADVERTENT ACTIVATION”
The required protection of the distress button should consist of a spring-loaded
lid or cover permanently attached to the equipment by e.g., hinges. It should not
be necessary for the user to remove additional seals or to break the lid or cover
in order to operate the distress button.
The operation of the distress button should generate a visible and audible
indication. The distress button should be kept pressed for at least 3 seconds. A
flashing light and an intermittent acoustic signal should start immediately. After
the 3 seconds the transmission of the distress alert is initiated and the indication
should become steady.
.4 “AT LEAST TWO INDEPENDENT ACTIONS”
Lifting of the protective lid or cover is considered as the first action. Pressing the
distress button as specified above is considered as the second independent
action.
.5 “INTERRUPTING THE DISTRESS ALERT AT ANY TIME”
It should be possible to interrupt repetitive transmissions of distress messages.
Such operation should not interrupt the transmission of a distress alert or distress
message in progress but should prevent repetitive transmissions of a distress
message.
2 Member Governments are invited to bring the above clarifications to the attention of
radio equipment manufacturers, shipowners, seafarers and all others concerned.

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24
Resolution A.954(23) – Adopted on 5 December 2003

PROPER USE OF VHF CHANNELS AT SEA

THE ASSEMBLY,

RECALLING Article 15(j) of the Convention on the International Maritime Organization

concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,

RECOGNIZING that proper use of VHF radiocommunication channels contributes to safety

of life at sea and efficiency of navigation,

RECOGNIZING ALSO that misuse of VHF radiocommunication channels may cause serious
interference with essential communications and might cause potential dangers to safety at
sea,

CONSIDERING that the risk of misuse of VHF radiocommunication channels is more likely
when VHF equipment is operated by persons not trained in its proper use,

RECALLING that the Radio Regulations* require that the service of every ship
radiotelephone station should be controlled by an operator holding a certificate issued
or recognized by the Government concerned,

RECALLING ALSO that, for the certification of masters, chief mates and officers in charge
of a navigational watch, the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, 1978, as amended in 1995, requires
knowledge of procedures used in radiotelephone communications and the ability to use
radiotelephones, in particular with respect to distress, urgency, safety and navigational
messages,

HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
seventy-fifth session,

1. ADOPTS the Guidelines on the use of VHF at sea as set out in the annex to the
present resolution;

2. INVITES Governments to ensure that all persons on board controlling the operation
of VHF equipment have knowledge of the procedures used in radiotelephone
communications and the ability to use radiotelephones, in particular with respect to
distress, urgency, safety and navigational messages;

3. INVITES ALSO Governments to bring the annexed Guidelines to the attention of all
concerned;

* Radio Regulations means the Radio Regulations annexed to, or regarded as being annexed to, the
most recent International Telecommunications Convention which is in force at any time.

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4. INVITES FURTHER Governments to take appropriate action to ensure that VHF

channels are used correctly;
5. AUTHORIZES the Maritime Safety Committee to keep these Guidelines under review
and amend them as appropriate;
6. REVOKES resolution A.474(XII).

Annex
GUIDELINES ON THE USE OF VHF AT SEA

1 VHF COMMUNICATION TECHNIQUE

1.1 Preparation
Before transmitting, think about the subjects which have to be communicated
and, if necessary, prepare written notes to avoid unnecessary interruptions and
ensure that no valuable time is wasted on a busy channel.

1.2 Listening
Listen before commencing to transmit to make certain that the channel is not
already in use. This will avoid unnecessary and irritating interference.

1.3 Discipline
VHF equipment should be used correctly and in accordance with the Radio
Regulations. The following in particular should be avoided:
.1 calling on channel 16 for purposes other than distress, urgency and very
brief safety communications when another channel is available;
.2 communications not related to safety and navigation on port operation
channels;
.3 non-essential transmissions, e.g., needless and superfluous signals and
correspondence;
.4 transmitting without correct identification;
.5 occupation of one particular channel under poor conditions; and
.6 use of offensive language.

1.4 Repetition
Repetition of words and phrases should be avoided unless specifically
requested by the receiving station.

1.5 Power reduction

When possible, the lowest transmitter power necessary for satisfactory
communication should be used.

1.6 Automatic identification system (AIS)

AIS is used for the exchange of data in ship-to-ship communications and also
in communication with shore-based facilities. The purpose of AIS is to help
identify vessels; assist in target tracking; simplify information exchange (e.g.,
reduce verbal reporting); and provide additional information to assist situation
awareness. AIS may be used together with VHF voice communications. AIS
should be operated in accordance with resolution A.917(22), as amended
by resolution A.956(23), on Guidelines for the onboard operational use of
shipborne automatic identification systems (AISs).

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1.7 Communications with coast stations

1.7.1 On VHF channels allocated to port operations service, the only messages
permitted are restricted to those relating to the operational handling, the
movement and the safety of ships and, in emergency, to the safety of persons;
as the use of these channels for ship-to-ship communications may cause serious
interference to communications related to the movement and safety of shipping
in port areas.
1.7.2 Instructions given on communication matters by shore stations should be
obeyed.
1.7.3 Communications should be carried out on the channel indicated by the coast
station. When a change of channel is requested, this should be acknowledged
by the ship.
1.7.4 On receiving instructions from a coast station to stop transmitting, no further
communication should be made until otherwise notified (the coast station may
be receiving distress or safety messages and any other transmissions could
cause interference).

1.8 Communications with other ships

1.8.1 VHF channel 13 is designated by the Radio Regulations for bridge-to-bridge
communications. The ship called may indicate another working channel
on which further transmissions should take place. The calling ship should
acknowledge acceptance before changing channels.
1.8.2 The listening procedure outlined in paragraph 1.2 should be followed before
communications are commenced on the chosen channel.

1.9 Distress communications

1.9.1 Distress calls/messages have absolute priority over all other communications.
When receiving them, all other transmissions should cease and a listening
watch should be kept.
1.9.2 Any distress call/message should be recorded in the ship’s log and passed to
the master.
1.9.3 On receipt of a distress message, if in the vicinity, immediately acknowledge
receipt. If not in the vicinity, allow a short interval of time to elapse before
acknowledging receipt of the message in order to permit ships nearer to the
distress to do so.

1.10 Calling
1.10.1 In accordance with the Radio Regulations, channel 16 may only be used
for distress, urgency and very brief safety communications and for calling to
establish other communications which should then be conducted on a suitable
working channel.
1.10.2 Whenever possible, a working frequency should be used for calling.
If a working frequency is not available, VHF channel 16 may be used for
calling, provided it is not occupied by a distress and urgency call/message.
1.10.3 In case of a difficulty in establishing contact with a ship or a coast station,
allow adequate time before repeating the call. Do not occupy the channel
unnecessarily and try another channel.

1.11 Changing channels

If communications on a channel are unsatisfactory, indicate change of channel
and await confirmation.

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1.12 Spelling
If spelling becomes necessary (e.g., descriptive names, call signs, words that
could be misunderstood), use the spelling table contained in the International
Code of Signals, the Radio Regulations and the IMO Standard Marine
Communication Phrases (SMCP).

1.13 Addressing
The words “I” and “YOU” should be used prudently. Indicate to whom they
refer.
Example:
“Seaship, this is Port Radar, Port Radar, do you have a pilot?”
“Port Radar, this is Seaship, I do have a pilot.”

1.14 Watchkeeping
Every ship, while at sea, is required to maintain watches (Regulation on Watches
in chapter IV of SOLAS, 1974, as amended). Continuous watchkeeping is
required on VHF DSC channel 70 and also, when practicable, a continuous
listening watch on VHF channel 16.

2 VHF COMMUNICATION PROCEDURES

2.1 Calling
When calling a coast station or another ship, say the name of that coast station
once (twice if considered necessary in heavy radio traffic conditions) followed by
the phrase THIS IS and the ship’s name twice, indicating the channel in use.
Example:
“Port City, this is Seastar, Seastar, on channel 14.”

2.2 Exchange of messages

2.2.1 When communicating with a ship whose name is unknown but whose
position is known, that position may be used. In this case the call is addressed
to all ships.
Example:
“Hello all ships, this is Pastoria, Pastoria. Ship approaching number four buoy,
I am passing Belinda Bank Light.”
2.2.2 Where a message is received and only acknowledgement of receipt is
needed, say “received”. Where a message is received and acknowledgement
of the correct message is required, say “received, understood”, and repeat the
message if considered necessary.
Example:
Message: “Your berth will be clear at 08.30 hours.”
Reply: “Received, understood. Berth clear at 08.30 hours.”
2.2.3 Where appropriate, the following message should be sent:
“Please use/I will use the IMO Standard Marine Communication Phrases.”
When language difficulties exist which cannot be resolved by use of the IMO
Standard Marine Communication Phrases, the International Code of Signals
should be used.

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In this case, the word “INTERCO” should precede the groups of the
International Code of Signals.
Example:
“Please use/I will use the International Code of Signals.”
2.2.4 Where the message contains instructions or advice, the substance should be
repeated in the reply.
Example:
Message: “Advise you pass astern of me.”
Reply: “I will pass astern of you.”
2.2.5 If a message is not properly received, ask for it to be repeated by saying “Say
again”.
2.2.6 If a message is received but not understood, say “Message not understood”.
2.2.7 If it is necessary to change to a different channel say “Change to channel …”
and wait for acknowledgement before carrying out the change.
2.2.8 During exchange of messages, a ship should invite a reply by saying “over”.
2.2.9 The end of a communication is indicated by the word “out”.

3 STANDARD MESSAGES
3.1 Since most ship-to-shore communications are exchanges of information, it is
advisable to use standard messages which will reduce transmission time.
3.2 Commonly used standard messages are given in the IMO Standard Marine
Communication Phrases (SMCP), which should be used whenever possible.

Reference documents
1974 SOLAS Convention, as amended, chapter IV on Radiocommunications.
Radio Regulations, Appendix 18, Table of Transmitting Frequencies in the VHF
Maritime Mobile Band.
Resolution A.917(22), as amended by resolution A.956(23), on Guidelines for
the onboard operational use of shipborne automatic identification systems
(AISs).
Resolution A.918(22) on IMO Standard Marine Communication Phrases
(SMCP).

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