NP056 Operation and Maintenance of Bridge Equipment Procedure - (JX) - 20120601

Operation and Maintenance of Document No. Date : 2012.06.
01
Bridge Equipment Procedure NP056
JX Shipping Co., Ltd. Page 1/20 Revised No : 001
[NP056 Operation and Maintenance of Bridge Equipment Procedure] is established in accordance

wit h the [NP011 Safet y an d Quality Management Man ual] , Chapte r 7, “Management of S afe Sh
Operation”, Article 6. - Planning of Navigation Duty.
T h i s p r o c e d u r e i s r e f e r r e d t h e I S C [ R B 1 O3 P1 E BR r Ai d
T gI O
e NP rA oNc De d
M A I N T E N A N C E O F B R I D G E E Q U I P M E N T ( B r i d g e P r o c e d u r 　e as n G
d tuhi ed e S e c t i o
Nautical Institute [RB130 BRIDGE TEAM MANAGEMENT].
CH-001: Navigation Aids – General
PROCEDURE
1. Navigational Aids – General
(1) It is vitally important that watchkeeping officers are completely familiar with all
navigational equipment on board. They must acquaint themsel
contents of operating manuals for the respective equipment, particularly
regard to setting up the controls and monitoring performance. Periodic checks
should be carried out by the OOW and any defects recorded and brought to the
attention of the Second Officer, who will inform the Master.
(2) Navigational aids are provided to enhance the safety of the vessel and crew,
protect the environment and to comply with statutory requirements. It should be
maintained as far as possible in working condition at all times. Adequate levels
of spar es must be maintained on boar d for all cr it ical and statutor ily require
equipment.
(3) The Second Officer is responsible for the maintenance of navig
bridge equipment and shall maintain records of all repairs and maintenan
The Electrical Officer shall provide assistance as required for tasks which are
outside the ability or experience of the Second Officer.
(4) Where repairs or maintenance cannot be completed without the assistance of
s h o r e t e c h n i c i a n s , t h e O ff i c e s h o u l d b e c o n s u l t e d , w h e r e p r a c t i c a b l e , s o t h
the provision of shore assistance can be effectively co-ordinated.
(5) T h e m a s t e r s h o u l d v e r i f y t h a t r e g u l a r m a i n t
e q u i p m e n t i s c a r r i e d o u t i n a c c o r d a n c e w i t h
manuals.
CH-002: Gyro and Magnetic Compass
PROCEDURE
2. Gyro And Magnetic Compasses
(1) As far as practicable, compass errors should be checked and recorded at least
once each watch and after any alteration of course, either by azimuth or transit
bearing. All managed ships are required to carry a spare magnetic compa
Operation and Maintenance of Document No. Date : 2012.06.01
(SOLAS V reg19) .
(2) Magnetic Compass adjustments
The magnetic compass shall be properly adjusted and it's table or curve of residual
deviations available at all times. Magnetic compasses sh
when:
a) they are first installed,
b) they become unreliable,
c) t h e s h i p u n d e r g o e s s t r u c t u r a l c h a n g e s t h a t c o u l d
and induced magnetism of the ship,
d) electrical or magnetic equipment close to the compass is added, removed or
altered; or,
e) The magnetic compass adjustment shall be carried out by certified
compass adjuster at every dry-docking for periodical surveys and in case
excessive deviation more than 3 degrees on 4 major headings (N,S,E,W)
from existing magnetic calibration curve or if the compass was indicating
physical defects.
(3) As a safeguard against the gyro and gyro repeaters wandering, frequent checks
should be made between the magnetic and gyro compasses.
(4) The synchronization of repeaters with the master gyro should be ver
least once a watch and the gyro alarm should be checked daily.
(5) Off Course alarm
The off-course alarm, when fitted, should be adjusted to suit th
weather conditions. The alarm should be in use at all times except where course
i s f r e q u e n t l y b e i n g c h a n g e d , i n p i l o t a g e w a t e r
unserviceable, the Master should be informed immediately. The use of an alarm
does not in any way relieve the Officer of the Watch from frequently checking
the course being steered.
(6) The gyro compass(es) should be run continuously. Should it stop for any reason
the Master must be informed immediately. Upon restarting it should checked to
ensure it has 'settled' and is reading correctly. Any required latitude and speed
corrections should be applied to the gyro compass by the Second Officer.
(7) Magnetic compasses should be checked weekly for air bubbles. They should be
covered at all times when not in use.
(8) Where fitted, Transmitting Magnetic Compasses (TMC) should be
least once a week (in clear waters and visibility).
CH-003: Radar and Automatic radar Plotting Aids (ARPA)
PROCEDURE
3. Radar And Automatic Radar Plotting Aids (ARPA)
(1) Officers should be aware of the errors inherent in radar range and bearing, and
in particular:
 Radar beam width and pulse length

 Heading line error
 Spot off-center errors
(2) In collision avoidance mode, the ARPA should be fed with speed-through-the-
w a t er i n pu tLog
( for normal operation, man u al i np u t i s r e qu i r ed i n ca s e
log speed is not available) and NOT speed-over-the-ground.
(3) Both radars shall be available for use by the officer of the
instrument for fixing and monitoring positions, as an aid for assessing the risk
of collision and for practicing plotting, parallel indexing, etc.
(4) The radar should be switched on in sufficient time before it is required in order
to establish that it is operating correctly and to adjust it to obtai
performance. It should be noted that the life and operating efficiency of radar
sets are less impaired by continuous operation than by frequent switching on
and off.
(5) Electronic Mapping
Electronic Mapping facilities are commonly available for displaying on the radar
picture, the passage plan and local area maps.
Maps can be drawn to include chart features such as buoys, channel lim
separation zones and anchorage using a number o
symbols. Once complete, the map can be stored in the radar.
Any map or passage plan needs to be geographically referenced so that it will
a p p e a r o n t h e r a d a r c o r r e c t l y o r i e n t a t e d a n d p o
ship’s position.
Any errors in the ship’s position used by the radar, errors in the accuracy of the
m a p s o r p o o r r a d as rt agbr iol ui zncadot u i ol n
d cause map interpret
problems.
Maps electronically overlaid on radar pictures should always be used with
caution.
(6) If weather conditions are such that visibility may deteriorate, both radars should
b e s w i t c h e d o n a n d t a r g e t s p l o t t e d a s n e c e s s a r y. I n r e d u c e d v i s
radars should be operating continuously and the displays should be observed
as frequently as the prevailing circumstances require. It should be remembered
that reduction of speed allows more time for plotting and ass
situations.
(7) The high standard of proficiency necessary for the use of radar in
visibility will not be achieved unless regular anti-collision and plotting practice is
carried out. The master should ensure that all officers practice radar plot
regularly in clear weather, particularly when approaching coastal waters after a
long ocean passage.
(8) The performance of the radar equipment should be checked before sailing and
at least once a watch whilst in use. Where fitted, a performance monitor should
be used for this purpose. Officers should cultivate the habit of periodically using
targets dead ahead to verify (and if necessary adjust) the radars’ heading lines.
(9) The use of ARPA, including the use of audible warning signals to denote that a
target has closed to a particular range, or that it is transiting a selected guard

zone, does not relieve the Officer of the Watch of the duty to maintain a proper
lookout by all available means. Automatic acquisition mode should be used with
caution, especially when in the vicinity of inconspicuous radar targets. Us
should familiarize themselves with the effect of errors on the automatic tracking
of targets as described in the ARPA operating manual.
CH-004: Use of AIS
PROCEDURE
The AIS is fitted as required by SOLAS V and should be connected to an emergency

power source. The internationally agreed operating frequencies are 156.025 Mh
162.025 Mhz at a transmitting power of between 2(Low) and 12.5(High) watts.
(10) AIS and masters discretion for it's use

The fitting and carriage of an AIS is mandatory, but the Master may switch off
the AIS, in situations where in his judgment it is detrimental to the safe
security of his ship. Since it is not readily apparent whether the transmitter is on
or off, the AIS unit should be clearly labeled whenever th
switched off.
(11) Use of AIS on Tankers while in Port
The AIS is to be maintained at 1 watt mode (Low power mode) when engaged
in cargo or ballast handling operations as well as tank cleaning operation. This
may be recorded at item 40. - Fixed VHF/UHF transceivers and AIS equipment
are on the correct power mode or switched off remark column of the
Ship Shore Safety Checklist RR338.
. A s i g n s t a t1i nwatt
g " t h e A I S w h e n i ”n dpuor ri n
t g cargo/ballast or tan
cleaning operations" is to be posted close to the AIS unit.
(12) AIS and its' use in collision avoidance
AIS information may be used to assist in collision avoidance decision making
but the following should be considered:
 AIS supports, but does not replace navigational systems su

tracking or VTS,
 The use of AIS does not remove the duties and clear requirement for th
OOW to comply with, at all times, the collision regulations.
 AIS message facility (texting) is not to be used in collision avoidance.
Recent studies have identified AIS errors including target swap and incor
data transmission.
CH-005: Use of ECDIS
PROCEDURE
Electronic chart display and information system (ECDIS) is fitted on some of the ships in
the fleet. It should be borne in mind that ECDIS is not the primary system of navigation and
corrected paper charts are to be used as before. The requirements and performance of
ECDIS are provided for as per SOLAS chapter V regulation and various IMO resolutions.
An ECDIS operates in two modes

.1 the ECDIS mode when ENC data is used; and
.2 the RCDS mode when ENC data is not available.
ENC data means official S57 chart data, i.e electronic charts which are digital cha
vector charts. However these digital charts are not available for all areas/location. Hence a
raster chart i.e a electronic scanned copy of the paper chart is used to fill the
coverage of ENC data. Raster chart display system (RCDS do
functionality of ECDIS. Attention is drawn to the following limitations when using
under the RCDS mode:
1. Un l i k e E C D I S w h e r e t h e r e a r e n o c h a r t b o u n d a r i e s , R C D S i s a c h a r t - b a s e d s y
similar to a portfolio of paper charts.
2. Raster navigational chart (RNC) data, itself, will not trigger automatic alarms(e.g. anti-
grounding).
3. H o r i z o n t a l d a t u m a n d c h a r t p r o j e c t i o n s m a y d i f f e r b e t w e e n
understand how the chart horizontal datum relates to the datum of the position fixing
system. In some instances, this may appear as a shift in position. This difference may
be most noticeable at grid intersections and during route monitoring.
4. C h a r t f e a t u r e s c a n n o t b e s i m p l i f i e d o r r e m o v e d t o s u i t a
circumstance or task at hand. This could affect the superimposition of radar/ARPA.
5. W i t h o u t s e l e c t i n g d i f f e r e n t s c a l e c h a r t s , t h e l o o k - a h e a d c a p a b i l i t y m a y b e s o m
limited. This may lead to some inconvenience when determining range and bearing or
the identity of distant objects.
6. Or i e n t a t i o n o f t h e R C D S d i s p l a y t o o t h e r t h a n c h a r t - u p , m a y a f f e c t t h e r e a d a b i l i
chart text and symbols (e.g., course-up, route-up).
7. It may not be possible to interrogate RNC features to gain additional information about
charted objects.
8. It is not possible to display a ship's safety contour or safety depth and highlight it on the
display, unless these features are manually entered during route planning. Depending
on the source of the RNC, different colors may be used to
information. There may also be differences in colors used during day and night time.
9. An RNC should be displayed at the scale of the paper chart. Excessive zooming in or
z o o m i n g o u t c a n s e r i o u s l y d e g r a d e R C D S c a p a b i l i t y, f o r e x a m p l e , b y d e g r a d
legibility of the chart image.
10. OOW should be aware that in confined waters, the accuracy of chart data (i.e., paper
charts, ENC or RNC data) may be less than that of the position-fixing system in use.
This may be the case when using differential GNSS. ECDIS provides an indication in
the ENC which allows a determination of the quality of the data.
It is extremely important to realize that despite the ECDIS offering numerous benefits to the
watchkeepers, there is a potential for
a) S ys t em er r or s a nd m a l f u nc t i on s i nc l ud i n g e r r o r s i n d i s pl a ye d da t a ( c ha r t d a t u
shifting of buoys, etc)
b) Sensor limitations or malfunction. (error in GPS, radar data can affect the ECDIS)
c) Poor resolution of displayed data
d) Incorrect system configuration or calibration
e) User set up errors
f) Inaccurate hydro graphic data
g) Error in interpretation of data by user
CH-006: Guidance on Use of Echo Sounder
PROCEDURE
The echo sounder must be operational at all times when a depth reading can be obtained.
The depth alarm must be set to an appropriate safe depth to give early warning of shallow
water approaching or water shallower the expected. The alarm setting should be
adjusted to suit varying depth conditions on each leg of the passage.
The echo sounder recorder must be operational during the following times:
 Entering and leaving port

 When transiting known shallow water areas
 When passing in the proximity of shallow areas. e.g. banks, reefs etc.
 When any unexpected soundings are observed on the depth indicators.
The echo sounder is a valuable navigational aid. Except when alongside, the ship’s
nearest danger is almost invariably vertically below. Although it cannot be considered to
be a position fix, observation and appreciation of the under-keel clearance can often warn
bridge personnel of approaching danger or that the ship is not in the position it should be.
Care must be taken to ensure that the units of soundings on the echo sounder are the
same as those on the chart in use. When comparing echo and chart soundings,
allowance must be made for the draught of the ship and any variation in tidal height due to
weather or other conditions.
The time the echo sounder is switched on when approaching land or known shallow area
should be entered in the Deck Log or Bridge Movement Book.
Whenever the Echo Sounder recorder is in operation a notation should be made on
paper to mark significant parts of the voyage such as altering course, passing prominent
marks or important depth contours. This should be in addition to a timing

applied at frequent intervals. When a timing line is applied to the recorder the actual time
should be noted alongside it.
When any unexpected sounding are obtained or other discrepan

s o u n d i n g s o b t a i n e d a n d c h a r t e d i n f o r m a t i o n , a r e p o r t s
Hydrographic Authorities. The Mariners Handbook, NP 100 gives full details.
RECORD and MANAGEMENT FORM
[Echo sounder recorder]

[RR302 Deck Log Book]
[Bridge Movement Book]
CH-007: Automatic / Manual Steering
PROCEDURE
The automatic pilot will be tested manually at least once per watch.
When the automatic pilot is in use for prolonged periods the wheel (or equivalent) steering
should be engaged at least once every day and the ship steered by hand. A roster system
should be employed for the testing of the wheel steering so that each rating of the watch
may take a turn at this task and that they steer for a sufficient period for them to maintain
their familiarity with the practice.
The manual steering must also be tested before the ship enters an area where navigation
demands special caution.
In areas where navigation demands special caution, the ship should have more than one
steering gear power unit in operation when such units are designed fo
operation. However the hydraulic steering power system shall be fitted with an interlock and
p r e c l u d sei m u l t a n e o u s o p e r ai nt i o nr d e r a v o i d p o s s i b l e r i s k o f s t e e r i n g f a i l u r e s d u e
hydro-lock phenomenonwhen the shipcan perform required steeringcapabilityusing one
power unit.
The automatic steering mode will be changed over to manual steering and vice-versa by or
under the direct supervision of the Master or OOW.
Instructions on how to change over from manual to automatic and vice versa should
posted in a prominent position near the wheel.
Except in an emergency, manual steering will not be carried out by the OOW.
All Deck Officers must be familiar with the operation of the manual o
control (if fitted).
All Deck Officers must be thoroughly familiar with the operation of the steering system on
the ship and in particular with the methods of changing over the steering mode.
When on automatic steering the OOW must allow for the possibility that the system could
suddenly fail. To help warn of such failure the off course alarm on the steering control and
th e “ M agnet ic Off C our se A lar m ” (i f f it ted ) mu st be oper at ing wh en i n aut oma ti c st eer
and underway at sea.
The procedure for changing to Emergency Steering must be posted on the brid
prominent position close to the wheel.
Tests and mode of steering should be entered in the Deck Log Book.

[RR351 Steering Gear Test Routine Procedure]
CH-008: Compass Error Book
PROCEDURE
On each occasion an error on the magnetic and Gyro compasses is obtained, the entries
required by the format of the Compass Error Book are to be completed.
The standard compass error is determined at least once a watch and when possible, after
a n y m a j o r a l t e r a t i o n o. f cTohuer ssetsa n d a r d a n d G y r o c o m p a s s e s a r e f r e q
compared and repeaters are synchronized with their master compass.
The Master is to inspect the Compass Error Book at frequent intervals to ensure that:
 No abnormal error on the compass exists
 Magnetic compass deviation calculated is in accordance with the table o
residual deviations
 Errors are being obtained at the required frequency.
Depending upon the design of the Compass Error Book a separate column may have to be
included for the error on the gyro compass.
The table or curve of residual deviations shall be available on the Bridge at all times
[Compass Error Book]

[Table or curve of residual deviations]
CH-009: Main Engine Emergency Staring Procedure
PROCEDURE
The procedure(s) for starting the main engine in the event of a failure of the bridge control
system or a failure / malfunction of starting systems in the engine room should be
developed onboard and be readily available at or near to the engine control / bridge
telegraph console.
In developing the procedures, reference should be made to the engine manufacturer’s

operating manual and any other manuals for systems used in the starting of the main
engine.
The procedure(s) should detail the actions required of Officers on the bridge in addition to
an outline of the procedures to be followed in the engine room.
The procedure(s) should cover failures such as:

 Failure of bridge control / engine telegraph system
 Failure to start due to low starting air pressure
 Failure of engine room control system etc.
All bridge personnel should be familiar with the main engine emergency starting
procedures. Attention is drawn to Emergency Procedure details additional procedures to
be followed on the bridge in the event of a main engine failure.

None
CH-010: Emergency Navigation Lights and Signaling Equipment
PROCEDURE
10. Emergency Navigation Lights and Signaling Equipment
(1) T h e O f f i c e r o f t h e W a t c h i s r e s p o n s i b l e f o r e n s u r i n g t h a t e m e r g e n c y n a
lights and signaling equipment are in working order and ready for immediate use at
all times.
(2) T h e T h i r d O f f i c e r s h o u l d c h e c k t h e c o n d i t i o n o f f l a g s a n d s
intervals and deficiencies rectified.
(3) T h e T h i r d O f f i c e r s h o u l d c h e c k s o u n d s i g n a l i n g e q u i p m e n t d a i l y t o e n
maintained in an operational condition. Where roller guides and wires operate the
whistle, these should be examined frequently to ensure easy operation. E
a n d a u t o m a t i c w h i s t l e s s h o u l d b e m a i n t a i n e d a
instructions.
CH-011: Radiotelephone
PROCEDURE
11. Radiotelephone
(1) A c o n t i n u o u s l i s t e n i n g w a t c h s h o u l d b e m a i n t a i n e d a t s e a o n V H F C h a
(international calling and distress) and – where practicable – Channel 13 (bridge to
bridge, safety of navigation).
(2) A continuous DSC watch shall be maintained on VHF Channel 70, and MF 2,187.5
kHz. In addition, ships not fitted with INMARSAT in area A3 and all ships in area A4
are required to maintain a DSC watch on HF 8,414.5 kHz plus at least one other HF
distress, urgency and safety frequency.
(3) VHF channels for port operations and coastal state traffic must also be monitored,
where appropriate.
(4) V H F m e s s a g e s s h o u l d b e k e p t a s s h o r t a s p o s s i b l e t o a v o i d c a u s i n
congestion. In order to remind the user of the need to k
procedures on VHF Channel 16, a notice should be displayed n
equipment on the bridge.
CH-012: Books and Publication/Nautical Charts
PROCEDURE
12. BOOKS AND PUBLICATIONS/NAUTICAL CHARTS
(1) The Master is responsible for the navigational library and its updating. This task can
b e d e l e g a t e d t o t h e N a v i g a t i o n O ff i c e r ( S e c o n d O ff i c e r ) . H o w e v e r,
responsibility is always the Master’s.
(2) The Master must make constant checks to ensure that correct navigational charts
and publications are on board and used and especially that no old uncor
charts are used or even kept onboard. In this respect, please note the following:
 The Master has to make a request for all navigational charts. ALRS and
Light Lists will be automatically supplied to the vessel. However, if the
vessel is due to trade to non-standard ports, then the
p u b l i c a t i o n s m u s t b e o r d e r e d . T h e M a s t e r m
publications are kept fully up to date at all times.
 The Master has to check and ensure that prior to departure from a port
all necessary charts and publications for the intend
onboard, and fully corrected. In case of need, m
p u b l i c a t i o n s s h o u l d b e p u r c h a s e d l o c a l l y, c o p i e d o
another vessel or if time permits, be requisitioned by telex/fax from the
Office.
 An updated inventory is to be kept by Navigation Offi
reference. The Master must ensure that old, uncorrected charts and old
publications are destroyed or disposed off as soon as new, up to date

issues of these charts and publications are received.
(3) U nd e r n o c i r cu m s t a nc es sh o ul d t h e ol d ch a r t s an d pu b l i ca t i on s be k ep t o nb o a
together with the new issues as this may easily lead to confusion and possible use
of the uncorrected out-of-date charts.
(4) Upkeep of Charts
 Chart list: all navigational charts on board shall be listed and recorded
with its appropriate chat number and edition.
 Latest edition check: an officer shall be assigned to check and record
the edition number of each charts and publications on Notices to
Mariners and to compare with catalogue that they are of the latest
edition.
 Request to supply: there shall be a system established for
automatic supply of charts, publications and Notices to Mariners
as required by regulations or recommendations at a convenient
port as early as practicable.
 Obsolete charts and publications: a system must be in place to ensure
that obsolete charts and publications are segregated and destroyed to
avoid misuse.
 Annual renewal: an assigned officer shall request for new edition for
certain publications that are to be renewed annually.
 Notices to Mariners: the company shall have in place a system to
provide the latest Notices to Mariners at a convenient port.
 Radio and NTM navigational warning: all officers on navigational watch
shall check the Navigational warnings on NAVTEX, VHF and other
types of communication equipment as fitted on board. All warnings are
to be recorded/filed as per navigation area and the Master to be
informed as soon as possible. This information shall be erased when
the relevant messages are cancelled or superseded by notices to
Mariners.
 Temporary and Preliminary (T&P) notices: there shall be a record of
proper filing and maintaining of all “T&P nautical warnings” and “T&P
weather warnings” which are to be filed as per navigating area.
CH-01 3: Vo y a g e D a t a R e c o r d e r ( VD R ) a n d Si m p l i fi e d Vo y a g e D a t a R e c o r d e r
(S-VDR)
VDR and S-VDR equipment has been mandated for carriage on both new ships (VDR) and
existing ships (S-VDR) according to schedules agreed at IMO. Similar to the black boxes
carried on aircraft, VDR equipment enable accident investigators to review procedures and
instructions in the moments before an incident and helps to identify the
accident.
A d d i t i o n ,a lSl y- V D R p r o v i d e s t h e v e s s e l o p e r a t o r a n d o w n e r w i t h i n f o r m a t i o
enhance ship operation and management, and provides th
comprehensive record of events during a given period.
 VDR requirements
P e r f o r m a n c e s t a n d a r d s f o r V D R s w e r e a d o p t e d
implementation from 2002. Subsequent IMO performance standards for S-V
implementation from 2006.
VDR should continuously maintain sequential records of preselected data items relating to
status and output of the ships equipment and command and control of the
m i n i m u mt h, e f o l l o w i n g p a r a m e t e r s m u s t b e r e c o r d e d : d a t a a n d t i m e , p o s i t
heading, radar data, echo sounder data, mandatory alarms, rudder data, telegraph dat
hul l openi ng and wat er ti ght doo r sta tus, as w ell as wi nd dat a a nd acceler at ion s an d h
stresses. VDR and S-VDR equipment also records all VHF communications and all verbal
communication in the wheelhouse.
The VDR should be installed in a protective capsule that is brightly colored and fitted with
an appropriate device to aid location. It should be entirely automatic in normal operation.
 S-VDR requirements
An S-VDR is not required to store the same level of detailed data as a standard VDR, but
nonet heless should store, in a secure and retrievable format, inf orm ation concerning
position, movement, physical status, command and control of a ship over the period leading
up to and following an incident.
PROCEDURE
13. VOYAGE DATA RECORDER (VDR) AND SIMPLIFIED VOYAGE DATA RECORDER
(S-VDR)
If an accident occurs, Master is in duty bound to store the record data at the time.
I n o r d e rt o d e t e c t tohf e c a u s e s o f m a r i n e a c c i d e n t s , et q hue i pVm
D eRn t r e c o r d s h u l l
information and navigation information. If an accident occurs, you are in duty bound to store
the record data at the time. When an accident occurs, please store
a c c o r d i n g t o i st hp r o c e d u r e : A c t i o n s a t t h e t i m e o f a n a c c i d e n t o c c u r r e n c e . T h e r e f o r e
ensure your operation, we recommend that you read the procedure carefully.
VDR erases old data that passed for more than 12 hours and overwrites new data.
T h e r e f o r e i f y o u m i s s t h e s u i t a b l e o p e r a t
record data at the time is erased automatically after 12 hours.
*D o n o t s t o p r e c o r d i n g d a t aPirnottoe c t i vC
e a p s u l eU n i t P( C U) u n l e s s a n y o f t h e
following situations has arisen.
 while the vessel is in port for essential maintenance purposes.
 when the vessel is laid-up. (docked in)
 upon request by an investigation authority, for example after the vessel had been
involved in a marine incident.
Once recording is halted while in port or dock, make sure to restart recording when leaving
the port. Otherwise, no data will be found recorded even when an accident has occurred.
Actions to be taken at the time of marine accident

When a marine accident occurs, it is mandatory to store the recorded data of
navigation information until the time of the accident. This section shows some guidelines on
how to preserve the data. After careful check of the situation of the accident, attem
pr eser ve the data. The relevant aut hority requires the subm ission of the preserved da
F o r t r a n s f e r r i n g t h e c o n t r o l o f ttho eEnvironment,
d a t a , c o Safety
n t a c t& Quality
Department.
(1) Preserving the recorded data on Recording Medium (CF CARD / PC CARD / DVD-
RAM)
Step Actions Operation on DPU

1 Preserve recorded data by protecting YCJ-1800/1850
Recording Medium (CF CARD / PC Press CARD STOP switch on MCB until
CARD / DVD-RAM) at the time of an CARD LED and MEDIA LED start flashing
accident. (approx. 10 seconds).
YCJ-1700/1700S
Press the BACKUP STOP SWITCH.
Make sure that the PC CARD LED　turns
off.
YCJ-1000
Press the BACKUP START switch. The
BACKUP OPERATION LED lights up.
(Refer to Appendix-A)
2 Eject Recording Medium from Data Press the EJECT button.
Processor Unit (DPU).
3 Scrupulous care should be taken in
handling the Recording Medium.

*Contact SMG for handling the
Recording Medium.
4 Insert New Recording Medium into (Refer to Appendix-A)
DPU.
Note : Must keep spare Recording Medium at least one piece on board.
(2) Preserving the recorded data in Protective Capsule Unit

If the relevant authority instructs you to stop recording further data and proceed to the next
port for later downloading of data by the authority’s investigator, stop recording onto PCU.
Step Actions Operation on DPU

1 Stop VDR system Turn off POWER switch.
(Refer to Appendix-B)
The danger of life to the crew is pressing as the accident is very serious…
Escape from the vessel first. Leave VDR as it is. VDR automatically stops recording data
after 2 hours of the main power cut. (When the evacuation is neces
accident, the operation to preserve recorded data is not necessary.)
(3) Annual Performance Test of VDR/S-VDR

Annual performance test of VDR/S-VDR is defined in regulation V/18.8 of SOLAS
Convention as amended and has been carried out in accordance with the regulation.
The Panama Marine Authority announced that IMO MSC.1/Circ.1222 “Guidelines on
Annual Testing of Voyage Data Recorders (VDR) and Simplified Voyage Data Recorders
(S-VDR)” was applied to Panamanian flag ships.
Hereafter, at periodical SE surveys, ClassNK confirms completion of an annual
performance test of VDR/S-VDR by a “Test Report” issued by a manufacturer of VDR/S-
VDR. In case where the “Test Report” is not in time of the SE survey, ClassNK confirms
completion of the annual performance test by a checklist made by a qualified engineer of
an approved VDR performance test firm.
CH-014: LRIT
The Long Range Identification and Tracking (LRIT) equipment is required to be fitted on all
ships as is required by SOLAS.
The purpose is for safety, security and environmental protection.
a. As per default the identity of the ship, position in latitude & longitude and the date and
the date and time in UTC is automatically updated to the Flag state every 6 hours. The
coastal state I the vicinity of the vessel can also choose to obtain this
information. The equipment is capable of responding to a request to transmit LRIT
information on demand without human interaction onboard the ship, irrespective of
where the ship is located.
b. The equipment is also 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
onboard the ship.
c. Most of Company ships shall be fitted the LRIT utilizing the existing Inmarsat
Equipment. As a result it is important that the equipment is not switched off.
d. In exceptional circumstances and for the shortest duration possible where the operation
is considered by the master to compromise the safety or security of the ship, the
equipment can be switched off. In such a case, the master shall inform the Flag state
without undue delay and make an entry in the Log Book setting out the reasons for the
decision and indicating the period during which the system or equipment was switched
off.
e. When a ship is undergoing repairs, modifications or conversions in dry-dock or in port
or is laid up for a long period, the master or the Flag state may reduce the frequency of
the transmission of the LRIT information to one transmission every 24-hour period, or
may temporarily stop the transmission of such information. In any case the Flag state
shall be kept informed.
1. An overview of the operational concept of LRIT.

LRIT is a maritime domain awareness (MDA) initiative to enhance maritime safety,
security and protect the marine environment. LRIT allows Member States to receive
position reports from vessels operating under their flag, vessels seeking entry to a
port within their territory, or vessels operating in proximity to the
State’s coastline.
There are two aspects to LRIT:
1) The ‘reporting’ aspect where vessels to which LRIT applies report their identity
and position, with a date/time stamp, every six hours (four times per day).
2) The ‘receiving’ aspect where coastal States can purchase reports when vessels
are within 1,000 nautical miles, or where port States can purchase reports when
vessels seek entry to a port at a pre-determined distance or time from that port
(up to 96 hours pre-entry).
Put in simple terms, LRIT is a collection and distribution system for basic information on
vessels, and applies to the following ships engaged on international voyages:
All passenger ships including high speed craft;
Cargo ships, including high speed craft of 300 gross tonnage and above; and Mobile
offshore drilling units.
Ships operating exclusively in GMDSS Sea Area A1 and fitted with an Automatic
Identification System (AIS) are exempt from LRIT requirements, while ships operating in
Sea Areas A2, A3 and A4 are required to be fitted with a system to automatically
transmit LRIT information in accordance with SOLAS Regulations1.
if a vessel that normally does coastal trading proceeds to an international port for any
reason, including dry dock, they will need to either fully comply with the LRIT
requirements or apply for an exemption for the duration of the international voyage.
2. A request / response system

The LRIT system involves a request and response process, with various components
linked together. Ship LRIT equipment must be capable of being configured to transmit
information as an Automatic Position Report (APR). The APR includes the identity of the
ship, the position of the ship and the date and time of the position report.
In addition, the equipment must be able to respond to poll requests for an on-demand
position report and be able to immediately respond to instructions to modify the APR
interval to a frequency of a maximum of one report every 15 minutes. The equipment
requirement may be met through existing GMDSS Inmarsat equipment, or it may be
necessary to install equipment designed to be LRIT compliant – testing has been
designed to ensure whatever equipment is used will work within the overall LRIT system.
It should be aware of the Application Service Provider (ASP) that their flag has
recognized or authorized to undertake testing.
A system of systems
A simplified overview of the data flow in LRIT is shown in figure 2. This shows the
process
for linking the collection centres (data centres) operated by the Contracting Government
to an exchange system known as the International Data Exchange (IDE).
The IMO has appointed the International Mobile Satellite Organization (IMSO) as LRIT
Coordinator, who will undertake the audit and oversight functions for LRIT.
3. Issues
Implementing the complicated structure of the LRIT system requires a high level of
technical
coordination and detailed planning and testing. Some specific implementation issues
include:
Change of flag – Member States need to develop arrangements which ensure that vessels
transferring their flag from one State to another remain integrated into the LRIT system and
transmit LRIT information to the Data Centre of the appropriate Flag State.
LRIT Polygon Development – In order for the LRIT system to function correctly, Member
States need to submit geographical coordinates or vertices for ‘polygons’ which identify, at
a
technical level, the area in which a coastal State is entitled to request LRIT information.
Communications standards – the draft technical standards for the LRIT communications
systems will continue to evolve as more data centers move from the ‘development’ to
‘production’ environment.
Process for Report Purchase – recognising the large number of agencies involved and
the
international aspect of the system, there is a need to ensure processes are in place to
enable
the sale and purchase of the LRIT data available in the system.
CH-015: Bridge Navigation Watch Alarm System (BNWAS)
PURPOSE
The purpose of a bridge navigational watch alarm system (BNWAS) is to monitor bridge
activity and detect operator disability which could lead to marine accidents. The system
monitors the awareness of the Officer of the Watch (OOW) and automatically alerts the
Master or another qualified OOW if for any reason the OOW becomes incapable of
performing the OOW's duties.
This purpose is achieved by a series of indications and alarms to alert first the OOW and,
if he is not responding, then to alert the Master or another qualified OOW. Additionally, the
BNWAS may provide the OOW with a means of calling for immediate assistance if
required. The BNWAS should be operational whenever the ship's heading or track control
system is engaged, unless inhibited by the Master.
OPERATION SEQUENCE OF INDICATIONS AND ALARMS
1. Once operational, the alarm system should remain dormant for a period not longer than
12 min (Td).
2. At the end of this dormant period, the alarm system should initiate a visual indication on the
bridge.
3. If not reset, the BNWAS should additionally sound a first stage audible alarm on the bridge
15 s after the visual indication is initiated.
4. If not reset, the BNWAS should additionally sound a second stage remote audible alarm in
the backup officer's and/or Master's location 15 s after the first stage audible alarm is
initiated.
5. If not reset, the BNWAS should additionally sound a third stage remote audible alarm at the
locations of further crew members capable of taking corrective actions 90 s after the second
stage remote audible alarm is initiated.
6. In vessels other than passenger vessels, the second or third stage remote audible alarms
may sound in all the above locations at the same time. If the second stage audible alarm is
sounded in this way, the third stage alarm may be omitted.
7. In larger vessels, the delay between the second and third stage alarms may be set to a
longer value on installation, up to a maximum of 3 min, to allow sufficient time for the backup
officer and/or Master to reach the bridge.
PROCEDURE
1. The 2nd officer is appointed as a responsible officer in charge of the BNWAS maintenance
and operational test.
2. The BNWAS dormant period setting/power control /security password for control/resetting
should be strictly under master’s control.
3. Operation mode is to be operated in “MANUAL ON” mode normally. It is possible to change
the operation mode to “MANUAL OFF” only in port. The regulation obliges the vessel which
will be built as from 01st Jul. 2011 to connect with the Heading Control System (Auto Pilot)
and the Track Control System. In case of BNWAS is connected with these
navigation equipment, it is possible to change the operation mode to “AUTO MODE” only
when the vessel arrive in / leave the port and passing the coastal water.
AUTO MODE: While the ship’s heading control system or the track control system is
active, the dormant period count down operates automatically. Otherwise, the countdown
will not operate.
4. The reset operation is the following two methods normally;
(“MANUAL ON “and “AUTO MODE”)
a) Using push-button･･･Press one of the reset buttons they are placed at bridge or the
wing.
b) Automatic resetting with the motion sensor･･･With the motion sensor device, it is
possible to reset the dormant period automatically by detecting the human action from
the change of infrared rays coming from the human bodies.
Only if the BNWAS is connected with other nav. equip., it is possible to reset by
inputting
the operation signals from other nav. equip. such as Radars, ECDIS etc.
5. The duty officer should know the operation of BNWAS well by reading the instruction book.
6. Prior to departure from the port, responsible officer shall ensure that BNWAS has been
switched on and dormant period has been set not longer than 12 min (Td).
7. The duty officer should check the condition of BNWAS every watch. If there is
any malfunction or defect noted immediately to report responsible officer and master of
the detail so that necessary action can be arranged.
8. The operation test of BNWAS should be carried out and recorded according to the
SQMS record RR326 BNWAS Weekly Test record every week.
9. Master can stop the operation of BNWAS only in port. When the operation mode is switched,
the time of ON-OFF should be recorded in deck log book.
SECURITY
The means of selecting the Operational Mode /power 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.


[RR072 Before Departure Check List]
[RR326 BNWAS Weekly Test Record]

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Operation and Maintenance of Document No. Date : 2012.06.

[NP056 Operation and Maintenance of Bridge Equipment Procedure] is established in accordance

CH-001: Navigation Aids – General

1. Navigational Aids – General

CH-002: Gyro and Magnetic Compass

2. Gyro And Magnetic Compasses

CH-003: Radar and Automatic radar Plotting Aids (ARPA)

3. Radar And Automatic Radar Plotting Aids (ARPA)

 Radar beam width and pulse length

target has closed to a particular range, or that it is transiting a selected guard

CH-004: Use of AIS

The AIS is fitted as required by SOLAS V and should be connected to an emergency

(10) AIS and masters discretion for it's use

 AIS supports, but does not replace navigational systems su

CH-005: Use of ECDIS

An ECDIS operates in two modes

CH-006: Guidance on Use of Echo Sounder

 Entering and leaving port

marks or important depth contours. This should be in addition to a timing

When any unexpected sounding are obtained or other discrepan

RECORD and MANAGEMENT FORM

[Echo sounder recorder]

CH-007: Automatic / Manual Steering

RECORD and MANAGEMENT FORM

[RR302 Deck Log Book]

CH-008: Compass Error Book

RECORD and MANAGEMENT FORM

[Compass Error Book]

In developing the procedures, reference should be made to the engine manufacturer’s

The procedure(s) should cover failures such as:

RECORD and MANAGEMENT FORM

CH-010: Emergency Navigation Lights and Signaling Equipment

10. Emergency Navigation Lights and Signaling Equipment

CH-012: Books and Publication/Nautical Charts

12. BOOKS AND PUBLICATIONS/NAUTICAL CHARTS

publications are destroyed or disposed off as soon as new, up to date

(4) Upkeep of Charts

Actions to be taken at the time of marine accident

Step Actions Operation on DPU

handling the Recording Medium.

(2) Preserving the recorded data in Protective Capsule Unit

Step Actions Operation on DPU

(3) Annual Performance Test of VDR/S-VDR

1. An overview of the operational concept of LRIT.

2. A request / response system

CH-015: Bridge Navigation Watch Alarm System (BNWAS)

OPERATION SEQUENCE OF INDICATIONS AND ALARMS

RECORD and MANAGEMENT FORM

[RR302 Deck Log Book]

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