S5.8 Navigational Instruments

Navigational Instruments
Thorough familiarity with each navigational equipment is crucial for safe navigation. Therefore,
familiarisation in the use of all navigation equipment on the ship MUST be given to all newly Joining
Masters and Deck Officers by using the checklist F3.3. However, equipment on which navigator has
had previous experience, can be skipped in this checklist.
In case of malfunction of navigational equipment, continuation of navigation requires a Risk

Assessment, to be made in consultation with the Company.
Details of defects in navigational equipment and of the repairs made / corrective actions taken, are to
be recorded in the Defect Reporting System in Fleet Manager Software.
Radar / ARPA
1. OOW must understand the limitations of Radar since its accuracy depends on many factors.
RADAR PLOTTING: The Master must encourage the practice of Radar plotting in clear weather for
comparison with visual observations, so that the officers gain confidence in their ability to use and
properly interpret the information obtained by the ARPA.
2. Radar shall be always in operation when the vessel is underway or at anchor.
3. When restricted visibility is expected or encountered, acquiring of radar targets should
commence in ample time.
4. An appropriate range scale must be selected, the employed scale must be changed at sufficient
frequent intervals to detect echoes as early as possible, and it should be noted that small and
poor echoes may escape early detection.
5. The use of radar does not excuse the OOW from also maintaining a prudent watch by sight and
hearing, particularly about small objects or craft which may not be readily detected by the radar.
6. The OOW must be familiar with the presence of any radar blind/shadow sectors.
7. Performance Monitor tests shall be carried out by OOW during each navigational watch and
records are to be maintained in ‘Deck Logbook’.
8. When radar is used for collision avoidance, the speed input MUST be water track (Speed through
Water) and not GPS. A notice to this effect must be posted next to each of the radars.
9. The accuracy of the VRM, EBL and the Heading Marker must be checked at monthly intervals and
results recorded in the Deck logbook
10. Service & maintenance of the equipment shall be done as required by manufacturer’s
instructions.
Radar must be used in the following situations (included but not limited to):
 Whenever visibility is reduced or whenever it is anticipated it may become reduced,
 Whenever approaching or entering banks of fog, rain or snow or any other limiting element,
 Whenever navigating in or near an area of reduced visibility,
 From sunset to sunrise,
 At all times when entering or leaving port,
 Whenever navigating in or approaching restricted waters,
 Whenever transiting river bends or other areas where radar line‐of‐sight permits early warning of
other vessels,
 In clear weather, whenever traffic is present or anticipated,
 At any other time, the Master or Watch Officer considers its use necessary to contribute to safe
passage.
NOTE: Use features such as guard zones with caution for automatic target acquisition.
NOTE: 3 GHz (S-band) radar is useful for long range scanning.
At sea, in clear weather, practise parallel indexing techniques, manual plotting on radar plotting sheets
and trial manoeuvres.
Radar Mapping Technique ‐ is an effective tool for monitoring vessel’s track especially while coasting,
transiting narrow channels, passing through a traffic separation scheme, or approaching ports. All
watch keeping officers should be well versed with this technique.
OOW must prepare Radar maps in line with manufacturer’s instructions and lay down and store, in
advance the co‐ordinates of an entire Traffic separation scheme including separation zones, buoys,
landfalls, navigational hazards etc.
However, caution must be exercised when using such maps, as incorrectly aligned maps would give a
wrong sense of security to a navigator who might be in close vicinity of navigational hazards.
Global positioning system (GPS)

1. The GPS provides a continuous updated position. It is important that maker’s instructions are
consulted so that navigators are aware of the proper use of smoothing and other corrections in
the GPS equipment.
2. Electronic position fixing aids should be employed in conjunction with other available aids to
navigation.
3. GPS receivers must be set to use WGS‐84 datum, with local corrections applied as indicated on
the chart in use. These corrections should be checked whenever the chart is changed.
NOTE: The GPS shifts to DR mode, in case of a loss of satellite signal.
The GPS must be closely monitored to ensure that it is not in DR mode and the HDOP (Horizontal
Dilution of Precision) is low enough for reliable position accuracy. A lower HDOP means a more reliable
fix. HDOP values of 4 and above should necessitate more frequent checks of position using other
means. If HDOP values are above 6, GPS positions should be considered unreliable.
Most GPS equipment have several useful functions such as:

· Monitoring cross track error (XTE)
· Man, overboard button (MOB)
· Anchor watch alarm
Familiarise yourself with the functions provided on the GPS model(s) installed on board.
Upgrading GPS and its software shall be carried out as per maker’s instructions and guidelines. During
Annual inspection by the maker’s technician, GPS software shall be upgraded or checked and
mentioned in service report.
Service & maintenance of the equipment shall be done as required by manufacturer’s instructions.
Gyro Compass
1. At least once a watch, the OOW shall ensure that the repeaters are synchronized with the Master
gyro. The gyro alarm should be checked daily.
2. As a safeguard against the gyro and gyro repeaters wandering, frequent checks should be made
between the magnetic and gyro compass and record in Deck Logbook.
3. The OOW shall ensure that Latitude and speed corrections are applied to gyro wherein direct feed
from GPS or other navigational equipment is not provided.
4. The Master gyro compass must not be switched off. Should it have been stopped for any reason,
it should be started in sufficient time before use and later checked to ensure it has settled and is
reading correctly.
5. Check and record the magnetic and gyro compass errors each watch and at each substantial
course alteration (> 45°)
Course Recorder
1. Course recorder must be maintained on GMT and started prior departure from a port or
anchorage and should be stopped only after the vessel has berthed.
2. The course, quadrant setting, and recorder time shall be checked each noon, at the time of
starting course recorder prior departure and prior arrival. The OOW shall sign on recorder paper
with time and date of carrying out the checks.
3. In the event of a navigational casualty the Master should check time, quadrant and course
displayed and this fact along with discrepancies observed, if any should be noted in Deck
Logbook.
4. Keep the course recorder in operation until the vessel is all fast at the berth.
Magnetic Compass
1. Compass errors should be ascertained every watch, if practicable, either by azimuth or transit
bearing.
2. The gyro error and magnetic compass deviation should be ascertained every watch and an entry
shall be made in the Compass Error Book thereafter.
3. Where weather conditions or traffic density makes it impractical, this fact should be noted in the
‘Compass Error Book’ or ‘Deck Logbook’.
4. A comparison between the magnetic and gyro headings should be made at each substantial
course alteration and once each watch. Details must be recorded under prescribed course section
in Deck Logbook.
5. Liquid magnetic compass should be checked weekly for air bubbles. They should be always
covered when not in use.
6. Deviation Curve: The Master is responsible for the accuracy of the magnetic compass. The
magnetic compass shall be properly adjusted, and its table or curve of residual deviations shall be
always available. Deviation curve must be made at least once a year by the Master or earlier if
there is a consistently large deviation (5 degrees or more) between the recorded deviation and
the deviation card.
The Compass shall be adjusted by a qualified compass adjuster at least once in 2 years, after
drydocking, after repairs or structural changes or earlier if:
a) the recorded deviations are excessive OR
b) the compass shows physical defects.
NOTE: Master to verify the compass deviation on an annual basis

Automatic Pilot
1. The automatic pilot should only be used when safe and practicable.
2. In case the auto pilot is capable of steering on the magnetic compass, this should be tested
weekly and such testing recorded in the Deck Logbook.
3. The off‐course alarm when fitted, should be adjusted depending on weather conditions. The
alarm should be always in use when under automatic steering. The use of an alarm does not in
any way relieve the OOW from checking the course being steered.
Automatic Identification System (AIS)

1. The AIS will continuously broadcast the vessel’s position and all static and dynamic information as
required by the IMO performance standards. It is the OOW’s responsibility to ensure that dynamic
data such as draught, type of hazardous cargo, destination, navigational status (underway, at
anchor) etc. information is manually entered at the start of the voyage and whenever changes
occur.
2. AIS must be maintained in operational status, while at sea and in port. When required by Port
Authorities to switch off AIS, such actions must be recorded in Deck Logbook. AIS must always be
switched ‘on’, except when Port authorities require it to be switched ‘off’ or at times when at the
discretion of the Master, the use of the AIS presents a security risk to the vessel and crew.
3. While at terminal, the AIS must be switched to low power mode. The AIS operates on a VHF
frequency and transmits and receives information automatically, and the output power ranges
between 2 watts and 12.5 watts. Automatic polling by another station (e.g., by port equipment or
another ship) could cause equipment to transmit at the higher (12.5 W) level, even when it is set
to low power. Hence when alongside a terminal or port area where hydrocarbon gases may be
present, the AIS should be switched off.
4. If the AIS is not interfaced with either a radar or electronic chart display, it should be positioned
adjacent to one of them. If AIS is interfaced with a RADAR, such interface must be enabled while
the ship is underway.
5. Limitations of AIS: When used in conjunction with the application of the Collision Regulations and
good watch‐keeping practice, use of AIS will enhance situational awareness. However, the OOW
should not rely on AIS as sole information system due to its following limitations:
a. Not all ships carry AIS
b. The AIS of other vessels might be switched off or in operational
c. Unreliable or incorrect data transmitted by other vessel’s AIS can be dangerously confusing.
d. AIS SMS facility must not be used by OOW for collision avoidance.
6. High Risk Area: When navigating in areas of heightened security i.e., when the vessel has been
instructed by CSO or Flag State or contracting Government to implement level 2 security or above,
the AIS should be programmed as necessary to transmit only minimum standard information
where possible, namely the IMO Number, MMSI, Call‐sign, ship’s name, LOA, and beam.
Echo Sounder
1. Keep the echo sounder ‘ON’ when the vessel is at sea and at anchor.
2. The echo sounder recorder should be switched on prior to each approach to shallow water and
port entry and prior to departure and remain in operation while in shallow waters.
3. The date and time of switching on should be marked on the recorder chart.
4. Soundings are to be used to verify position obtained by electronic aids and OOW must be
conversant with the use and should use it whenever the vessel is in or approaching soundings.
Single soundings are not to be relied on and chain of soundings shall be taken at regular intervals.
Soundings shall be recorded in ‘Deck Logbook’.
5. Upon berthing, if there is a significant difference between the soundings on the echo sounder and
the expected soundings as per calculation, hand lead soundings are to be taken around the ship
to ascertain that she will always be afloat and in conformance with the Company’s UKC policy.
6. Set the depth alarm to an appropriate depth as per the table below, to warn of approaching
shallow water.
Depth below Keel Alarm Settings on the Echo Sounder
>100 metres 100 metres
Between the draught and 100 metres draught
Less than the draught Minimum UKC value as per the passage plan
At anchor Minimum UKC value as per the passage plan
Echo sounder to be on when the vessel is in depths of 100m or less.

Many modern electronic echo sounders have an inbuilt 24‐hour memory which can be recalled. If an
electronic memory is not provided, the echo sounder should be provided with a printed record. Used
rolls of echo sounder paper shall be stored in the ship's Archive Locker.
Warning: Do not mute the echo sounder audible alarms.

Voyage Data Recorder (VDR)

1. VDR/SVDR must be always kept ON.
2. VDR keys and software to be always kept under Master’s custody.
3. VDR Data Preservation: The Master and navigating officers must be conversant with VDR/SVDR
‘mark incident’ facility and instructions for downloading should be posted besides or near the
VDR/SVDR equipment. Any incident which Master considers important is to be marked
immediately and Office should be informed. In the case of abandonment of a vessel during an
emergency, Masters should, where time and other responsibilities permit, take the necessary
steps to preserve the VDR information until it can be passed to the investigators.
4. VDR Data download and Playback – The bridge team must familiarize themselves with the
manufacturer’s instruction on data backing up procedures. A detailed procedure identifying the
back‐up instructions as per makers manual must be posted adjacent to the VDR /SVDR. For e.g., in
the Transas SVDR 3100, a special save button needs to be pressed and held for over 10 seconds.
5. Any data downloaded from the VDR/SVDR should NOT be handed over to any outside parties
unless specifically advised by the Office.
6. Whenever a VDR/SVDR is required to be switched OFF, same to be entered in Deck logbook with
Switching off time (GMT) and reason for switching OFF. HEAD OFFICE must be informed via
separate email regarding switching OFF the equipment.
WARNING: Do not forget to retrieve the VDR data after an incident.
VDR's shall be subjected to an annual performance test. The test shall be conducted by an Approved
testing or servicing facility. A copy of the certificate of compliance issued by the Testing facility, stating
the date of compliance and the applicable performance standards, shall be retained on board the ship.
Sextants
1. Where sextants are provided, all deck officers must be encouraged to frequently practice position
fixing by celestial observation to ensure reliability of position fixing using this method.
2. The required frequency should not be less than one observation every month.
Bridge Main Engine Control Systems

1. The Master must ensure that all OOWs are thoroughly familiar with the operation of the main
propulsion machinery control systems including emergency overrides.
2. Instructions regarding the normal and emergency operation of the main propulsion machinery are
well understood by newly joined OOW prior assigning him telegraph control duty during
manoeuvring and Instructions to be posted.
New joining navigating officers must receive instructions immediately on joining from a Senior Officer
as part of the familiarization training and should not be involved in any manoeuvre till this has been
done. Masters are to ensure that proper instructions are posted regarding the operation of the main
propulsion machinery. These are to include routine and emergency operation.
The Testing of Emergency overrides, stops and local control are to be logged.
In the event of failure of the main engine bridge control on an UMS ship, the following actions must be
taken:
• The Master must be immediately advised, should he not be present on the Bridge when the
failure occurs.
• The engineer on duty or the Chief Engineer must immediately be advised to transfer main engine
control to the engine / engine control room.
• Once control has been transferred to the engine / engine control room, the engine must be tested
to confirm that it can be controlled from the engine room.
• The engine room must be kept manned at sea for the period that the bridge control is
malfunctioning.
Navtex
1. The Navtex system broadcasts coastal warnings which cover the area from the fairway buoy out
to about 250 miles from the transmitter, or occasionally up to 400 miles.
2. Each Navtex message begins with ZCZC, followed by a space and four characters. The first, B1,
identifies the station, the second, B2, the subject (i.e., navigation warning, weather forecast, gale
warning, distress alert, etc.) and the third and fourth the consecutive number of the message
from that station.
3. The Navtex should be programmed to the stations for the area in which the vessel is sailing and to
type of B2 messages which are required to be received.
4. Message types A, B, D and L is mandatory, and the receiver must be programmed to receive the
other types of messages.
5. Navtex warnings should be monitored by the OOW at the time of receipt. It is recommended that
the OOW initials the warnings received to show that they have been checked as to whether they
are relevant to the current voyage. Those which are relevant should be charted.
Bridge Navigational Watch Alarm System (BNWAS)

The purpose of a bridge navigational watch alarm system (BNWAS) is solely to monitor bridge activity
and to detect operator disability that may lead to marine accidents during navigating with a single man
operated navigation bridge. The system monitors the awareness of the OOW and automatically alerts
the Master or another qualified OOW if, for any reason, the OOW on the bridge becomes incapable of
performing his or her duties. Additionally, the BNWAS may provide the OOW with the means of calling
for immediate assistance if required. SOLAS regulation V/19.2.2.3 requires that the BNWAS shall be in
operation whenever the ship is underway at sea.
BNWAS models conforming with performance standards stated in IMO resolution MSC.128(75) are
required to incorporate an ‘Automatic’ mode of operation, which automatically brings the equipment
into operation when the Autopilot is engaged and inhibits the equipment when the Autopilot is
disengaged.
However, with reference to IMO guidance document MSC.1/Circ. 1474 dated 23 May 2014, the
automatic operational mode, if it is available, is not suitable for a ship that is following SOLAS
regulation V/19.2.2.3, which requires that the BNWAS be in operation whenever the ship is underway
at sea. Hence, the automatic mode of operation must NOT be used.
Master must ensure that the BNWAS is always in operation when the ship is underway, in Manual ON
mode, irrespective of whether the vessel is on “auto‐pilot” or “manual” steering mode to comply with
SOLAS Regulation V/19.2.2.3.
The ON/OFF selection facilities are usually a key switch, is password protected or is in Master’s cabin,
under control of Master only.
NOTE: BNWAS shall always be kept ON while the ship stays at sea including anchor.
Testing of BNWAS operation on Main and Emergency power supply to be carried out on Monthly basis.
During the testing, alarms are to be tested at all locations along with BNWAS Failure alarm.
Failure of Bridge Navigational Equipment

In case of malfunction of navigational equipment, continuation of navigation requires a Risk
Assessment, to be made in consultation with the Company. Reference should be made to the Risk
Assessment Templates available in Company Fleet Management Software, for malfunction of each
item of navigational equipment.
be recorded in the Defect Reporting System in Company Fleet Management Software and in the
Bridge Equipment Register.
The Table below gives guidance on the steps to be taken upon the failure of major navigation
equipment.
Equipment Effects Actions
GPS  Loss of position input to  Change ECDIS position sensor input to
 ECDIS alternative automatic positioning system, if
 RADAR provided. If not provided, change input to
‘Manual’ or ‘DR’.
 GYRO
 Fix positions on ECDIS / paper chart using
 GMDSS /communication equipment
multiple other means, basis availability, at
frequency that will ensure that the ship
cannot run into danger between fixes.
 Manually input position and speed at regular
intervals on GYRO.
 Manually input position at regular intervals on
GMDSS & communication equipment.
 Brief all members of the Bridge Team on the
hazards to safe navigation caused by the
failure of the equipment and the mitigating
measures necessary to reduce risk.
 Conduct detailed Risk Assessment and advise
shore office (Tech/Marine Superintendent).
 Advise Port & Flag State if GPS function cannot
be restored prior arrival.
 Check with other ships in vicinity if they are
experiencing similar problems, which may
indicate GPS jamming / spoofing. If this is
suspected, advise NAVCEN.
 Consider amending passage plan to keep
further away from navigational hazards.
 Ensure arrangements are made to have the
equipment fully functional prior departing
from port. If repairs cannot be arranged, Flag
state dispensation is required before
departing.
 Record failure in the Defect Reporting system.
RADAR / ARPA  Reduced ability to determine risk of  Consider reducing speed if in the vicinity of
collision with other craft or fixed or floating navigation hazards, traffic, or restricted visibility.
objects.  Consider enhancing lookouts.
 Compromised position fixing capability.  Consider amending passage plan to keep further
away from navigational hazards.
 Compromised capability to check
 Employ other means, depending on availability,
accuracy of GPS / other automatic
to verify accuracy of automatic positioning
positioning system.
system / GPS (example, visual cross‐bearings,
transit bearings).
 Monitor visual bearings of other craft to
determine risk of collision.
 Use AIS information, with caution, to assist in
determining risk of collision.
hazards to safe navigation caused by the failure
of the equipment and the mitigating measures
necessary to reduce risk.
 Advise Port & Flag State if RADAR function
cannot be restored prior arrival.
equipment fully functional prior departing from
port. If repairs cannot be arranged, Flag state
dispensation is required before departing.
GYRO  Loss of True Heading information to:  Change to Hand Steering using Magnetic
 Auto‐Pilot Compass, if on Autopilot.
 Gyro Repeaters  Use Auto‐Pilot on Magnetic Compass, if function
available and operational.
 RADAR
 Determine / verify Magnetic Compass error.
 ECDIS
 Lock Repeaters and use them for obtaining
 AIS relative bearings.
 Inability to stabilize RADAR display.  Use RADARS on unstabilized, Head‐Up mode
(unless input from Magnetic Compass is
available). Keep in mind that CPA/TCPA obtained
using manual RADAR plotting / observing
Relative Trails, will remain accurate despite
GYRO failure.
 Change ECDIS Heading sensor input to ‘Manual’
and update True Heading after course changes.
 Ensure Bridge team is suitably briefed on the
risks posed by the failure of the Helmsman to
steer the required course due to fatigue.
 Ensure the Magnetic Compass read‐out is
brightly lit. If necessary, improve brightness by
replacing the bulb to one of highly luminosity.
 Advise Port & Flag State.
AUTO‐PILOT  Lack of ability to steer the vessel  Switch over to Hand Steering.
automatically.  Ensure a separate lookout is posted.
 Ensure the Helmsman is relieved every two
hours to prevent fatigue.
 Ensure Bridge team is suitably briefed on the
risks posed by the failure of the Helmsman to
steer the required course due to fatigue.
SPEED LOG  Loss of sensor input to:  Change speed input on ECDIS and RADAR to
 ARPA GPS.
 ECDIS  Use Aspect information calculated by ARPA with
caution.
 Aspect of other craft calculated by
 Always confirm Aspect using visual observation.
ARPA may not be accurate.
ECHO  Lack of depth information  Consider amending passage plan to ensure that
SOUNDER  Depth information on chart cannot be vessel transits areas of highest available CATZOC
verified rating and where depths are sufficient to allow a
UKC of at least 50% of vessel’s draft.
 Verify depths from port authorities when
transiting areas under their control.
AIS  Lack of information about other craft.  Ensure that all relevant targets are acquired and
 Lack of other crafts’ CPA/TCPA tracked by ARPA and properly monitored by the
information and AIS vectors. Bridge Team.
 Consider enhancing lookout.
 Lack of AIS data to VTS and other  Inform VTS about AIS failure.
interested parties ashore, including shore
office.
 Virtual AIS objects cannot be seen. of the equipment and the mitigating measures
BNWAS  No warning provided if the sole Bridge  Single Bridge watch is not to be permitted in the
watch‐keeper is incapacitated. event of failure of BNWAS.
VDR  In the event of an incident, data  Ensure that relevant details pertaining to each
pertaining to the incident cannot be voyage are properly recorded in the Deck Log
retrieved. Book and other log books.

 Difficulty in reconstructing events Ensure that CCTV footage is saved and backed
leading up to an incident. up, if facility exists, after every voyage.
 Ensure that the ECDIS Voyage log is properly
saved and backed up after every voyage.
mitigating measures necessary to reduce risk.
SAT‐C  NAVAREA warnings transmitted by the  Ensure that NAVAREA warnings are received
EGC system cannot be received. daily from the office or from shore provider.
 Distress communication cannot be  Ensure that NAVTEX is properly set up to receive
transmitted or received on this equipment. warnings from stations in the vicinity.
 Ask shore office to send weather warnings
relevant to the area of operation, unless
alternative weather forecasting system is
available and operational.
 Ensure all OOWs are briefed regarding the
failure and familiar with the sending of distress
messages using MF/HF and VHF DSC.
NAVTEX  Local navigation and weather warnings  Ensure that SAT‐C is properly set up to receive
cannot be received. NAVAREA warnings for the relevant NAVAREAs.
 Ensure that NAVAREA warnings are received
daily from the office or from shore provider.
 Ask the Agent / port authorities to send local
warnings prior arrival in port.
 Ensure all OOWs are briefed regarding the
failure and the mitigating steps necessary to
reduce risk.
MF/HF  Distress communication cannot be  Ensure all OOWs are briefed regarding the
transmitted or received on this equipment. failure and familiar with the sending of distress
messages using SAT‐ C and VHF DSC.
Long Range Identification and Tracking System
The SOLAS V/19‐1 Long Range Identification and Tracking (LRIT) regulation has a compliance date of 31
December 2008.
The regulation applies to ships engaged on international voyages, including all passenger ships, cargo
ships of 300 GT and above.
The LRIT System components consist of the following:

a) The ship borne LRIT information transmitting equipment
b) The Communication Service Provider(s)
c) The Application Service Provider(s)
d) The LRIT Data Centre(s), including any related Vessel Monitoring System(s)
e) The LRIT Data Distribution Plan; and
f) The International LRIT Data Exchange.
Inmarsat C, which includes mini‐C, will be the primary system used for LRIT as it is a reliable, proven
system and most ships required to comply with the regulation are already fitted with LRIT compatible
Inmarsat C GMDSS or mini‐C equipment.
Other Navigational Equipment

1. Barometer & Anemometer readings must be observed and recorded at the end of each watch and
at more frequent intervals as determined by the Master during heavy weather.
2. Wet and dry bulb temperature readings must be observed and recorded at least once at the end of
each watch.
3. Navigation Lights must be always kept on when vessel is underway. Navigation light failure alarm
must be checked daily ensuring primary and secondary systems are in good working order. Vessels
fitted with Morse signal light should test this light daily.
4. Emergency Signalling Equipment such as whistle, bell, gong, etc. sound signalling equipment must
be checked daily and maintained in an operational condition. Inspection of roller guides and wires
operating the whistle should be examined at least once a week. Daylight signalling lamp shall be
tested once in a day on power source other than mains supply.
All vessels shall carry the following shapes: Three balls, a cylinder and a diamond shape. All ships
shall have on board an efficient daylight signalling lamp which shall not be solely dependent on the
ship's main source of electrical power.
The condition of flags and shapes should be checked at regular intervals. The Third Officer will be
responsible for this and should keep the Master/Chief Officer informed of the condition and any
requirements.
5. Telegraph Recorder shall be set to GMT and always be in operation. If it has failed or is not fitted,
manual recordings must be made. On completion of each Stand‐by period, the engine order printer
record should be marked with the local date and time.
Bridge Equipment – General

1. Bridge Equipment Status
The operational status of all bridge equipment must be regularly monitored and recorded in the deck
logbook as per the PMS. Operation and Maintenance Manuals for navigational equipment must be
available in the wheelhouse for ready reference.
2. Malfunction of Bridge Equipment

Navigation is considered critical in the event of failure of any of the bridge equipment and the Master is
to be immediately informed of same. The inoperative equipment is to be repaired as soon as possible.
The Company and national / local authorities must be informed on priority in all cases, even if
equipment is repaired on board. A Non‐Routine message must be sent on URGENT basis to the vessel
superintendent with copy to the technical group.
During such failure, risk assessment is to be carried out to always ensure safety of vessel. Reference
should be made to the Risk Assessment Templates available in Fleet Manager, for malfunction of each
item of navigational equipment. Basis this, the Master is to issue clear instructions in the Master’s Night
Order Book (F5.21), on the procedures to be followed until the equipment can be restored to operation.
Depending upon the extent and seriousness of the failure, short term measures may include:
a. OOW’s doubled up.
b. Extra lookouts.
c. Hand steering only.
d. Manual plotting of all targets in the event of an ARPA failure.
e. Use of alternative position fixing by use of celestial observations, in the event of GPS failure.
f. Additional tug(s) etc.
g. Use of magnetic compass and the need for additional compass errors being taken, in the event of
main gyro failure.
be recorded in the Defect Reporting System in Fleet Manager and in the Bridge Equipment Register.
Company will identify recurring defects of all navigational equipment across the fleet on annual basis
and a trend analysis will be performed. The redundancy of navigational equipment shall be enhanced
accordingly.
GMDSS Equipment
1. The Master must designate a ‘Designated Distress Communication Officer’ (DDCO) to have primary
responsibility for radio communications during distress incidents. This navigating officer must be
identified on the Muster list and in the GMDSS log.
2. Apart from the Master and persons authorized by the Master, no one shall have access to the
GMDSS equipment. The DDCO shall not transmit through the ship’s radio station or any other
means any message of whatsoever nature without Master’s approval. Similarly, any messages
received on board must be distributed only after scrutiny and permission of the Master.
3. The breaker which is required to be switched off to take the GMDSS station on battery load must be
clearly marked ‘Switch off breaker to take GMDSS station on Battery load’.
4. Distress Frequency Watch should be maintained on VHF, and MF/HF DSC distress frequencies.
Weather forecasts, navigational warnings, safety messages, urgency messages and distress
messages shall immediately be brought to the Master and the other watch‐keeping officer’s
attention depending upon the severity.
5. Ship’s position as relayed to and displayed on the various GMDSS equipment and automatic distress
alerting devices should be checked every noon and updated / corrected as required.
6. Antenna: The radio station antenna must be earthed during port stay and secured from being used
as transmitter when alongside terminals. If the radio station for one reason or another cannot be
grounded / earthed, the station must be switched off.
7. Radio (GMDSS) Log: The GMDSS Log must be strictly filled in as per the instructions provided in the
GMDSS logbook. The DDCO is responsible for maintaining the GMDSS Logbook as required by the
administration.
Minimum Spare Parts for Navigational Equipment

Following are the minimum identified spares which are recommended to be retained onboard for
navigational equipment listed below:
Minimum Spare Parts for Navigational Equipment

Navigational Equipment Spare Part name Minimum recommended
quantity
1 Magnetic Compass Bulbs 2 nos
2 Aldis Lamp Bulbs 3 nos
3 VDR / SVDR Spare Hard Drive 1 no
4 SAT C Printer Paper Rolls Sufficient for 2 month’s
consumption
Printer cartridge 2 pc
5 Navtex Paper Rolls Sufficient for 2 month’s
consumption
Printer cartridge / Head (if listed in the 2 pc
Manual as a replaceable Spare)
6 Course Recorder Paper Rolls Sufficient for 2 month’s
consumption
7 Echo sounder printer Paper Rolls Sufficient for 2 month’s
consumption
8 Engine Telegraph Paper Rolls Sufficient for 2 month’s
Recorder consumption
9 GPS Printer Paper Rolls Sufficient for 2 month’s
consumption
10 Weather Fax Receiver Paper Rolls Sufficient for 2 month’s
consumption
11 Navigational Lights Bulbs 12 nos
Apart from the above mentioned spares the Master should review the maker’s recommendations for
maintenance and list of recommended spares and raise a requisition for the additional items if deemed
necessary.
The inventory of the spare parts is to be maintained onboard and a Requisition is to be raised
immediately as soon as if there are any shortfalls.
Software Updates
Company to liaise with maker of the navigation equipment to ascertain any software updates or
upgrades is being planned and same arranged through maker’s technicians on board and to ensure the
system is always updated.

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Navigational Instruments

In case of malfunction of navigational equipment, continuation of navigation requires a Risk

Global positioning system (GPS)

Most GPS equipment have several useful functions such as:

NOTE: Master to verify the compass deviation on an annual basis

Automatic Identification System (AIS)

Echo sounder to be on when the vessel is in depths of 100m or less.

Warning: Do not mute the echo sounder audible alarms.

Voyage Data Recorder (VDR)

Bridge Main Engine Control Systems

Bridge Navigational Watch Alarm System (BNWAS)

Failure of Bridge Navigational Equipment

The LRIT System components consist of the following:

Other Navigational Equipment

Bridge Equipment – General

2. Malfunction of Bridge Equipment

Minimum Spare Parts for Navigational Equipment

Minimum Spare Parts for Navigational Equipment

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