Annex 20 - Inspection and Survey of Navigational Equipment

These notes cover the survey and inspecti on of the equipment requi red to be carri ed under SOLAS V/19 and repl ace Merchant Shipping Navigational Equi pment Instructi ons for the Guidance of Surveyors. These notes cover the survey and inspection of the equipment required to be carried under SOLAS V/19 and replace Merchant Shipping Navigational Equi pment Instructions for the Guidance of Surveyors. CONTENTS 1. GENERAL 1.1 Object of the guidance notes 1.2 Statutory Provisions 1.3 Exemption 1.4 Report of inspecti on 1.5 Procedure when an installation i s found to be defici ent or defective 1.6 Procedure when an installation i s not provided 1.7 Fees 1.8 Safety during inspections 1.9 Navigational Equi pment Standards 1.10 Power suppl ies 1.11 Documents 1.12 Tools, measuri ng i nstruments, spare parts etc. 1.13 Maintenance 2. CONDUCT OF INSPECTIONS 2.1 2.2 2.3 2.4 Preparatory work Checks to be made Operational tests Completion of i nspection

3. SITING OF ELECTRONIC NA VIGA TIONAL INSTALLATIONS 3.1 Submissi on of plans 3.2 Equipment precautions 3.2.2 3.2.3 3.2.4 3.2.5 3.2.6 3.2.7 3.2.8 Electromagnetic Compatability (EMC) Protecti on of magneti c compasses Interference Acousti c noi se Heat and/or fumes Vi bration Look out and Ni ght Vision

3.3 Accident prevention 4. ECHO SOUNDERS

4.1 Siting of the transducer 4.2 Siting of di spl ays 5. MAGNETIC COMPASSES 5.1 Magnetic compass standards 5.2 Siting of magnetic compasses 5.2.1 Si ti ng of the Standard compass 5.2.2 Si ti ng of compasses i n Small Ships on Restricted Service 5.2.3 Heading information at Emergency Steering Positions 5.3 5.4 5.5 5.6 Non-Dependence on el ectrical power Adjusting compasses Records Operational checks

6. GYRO COMPASSES 6.1 Siting of gyro compass uni ts 6.2 Operational checks 7. NA UTICAL CHARTS / ECDIS 8. RADARS 8.1 8.2 8.3 8.4 8.5 8.6 Siting of the antenna uni t Display units Wavegui de and cabl e runs installation and inspecti ons Operational checks Measurement of Shadow Sectors Radar plotting aids

9. SPEED AND DISTA NCE MEA SURING EQUIPMENT 9.1 General 9.2 Siting 10. RATE OF TURN INDICATORS 11. GLOBA L SATELLITE NAVIGATION SYSTEM (GNSS) 12. AUTOMATIC IDENTIFICATION SYSTEM (AIS) 13. VOYAGE DATA RECORDER (VDR) 14. INTEGRATED BRIDGE SYSTEMS and INTEGRATED NA VIGA TION SYSTEMS

1.) GENERAL 1.1) Object of the Guidance Notes 1.1.1) These notes are primari ly for the guidance of Surveyors inspecting navi gati onal equipment installations for the purposes of the Merchant Shipping (Safety of Navigati on) Regulati ons 2002, referred to as the "Regulati ons", which i mplement the revi sed Chapter V of the International Convention for the Safety of Life at Sea (SOLAS 74/78). They also indi cate to owners, masters and crews, shipbuilders and install ation companies the requirements which certain vessels shoul d meet in order to comply with the Regulations. 1.1.2) Carriage requirements for navigational equipment are contai ned in SOLAS V Regulations 19 and 20 and references to the appropriate paragraphs of the Regulati on are given in the text of these notes in the form SOLAS V/19.2.4 1.1.3) Provisions for Existing Ships: SOLAS V/19.1.2 allows ships constructed before 1 Jul y 2002 to continue to comply wi th the SOLAS V Regulations in force before that date (SOLAS V/11, V/12 and V/20 of the old Chapter) i f they do not full y comply wi th the requirements of SOLAS V/19, wi th two exceptions: a) Global Navigation Satellite System Receiver (GNSS) (SOLAS V/19.2.1.6) must be fitted not later than the fi rst survey after 1 Jul y 2002 and b) Automatic Identification System (AIS) (SOLAS V/19.2.4) not later than the dates laid down i n that Regulation. In addition, existing Passenger ships are required to fi t Voyage Data Recorders in accordance with SOLAS V/20.2.2 & 20.2.3 See al so -ANNEX 12 Navigational Equi pment Existing shi ps which contains a table of equipment requirements and the rel evant text of SOLAS V i n force prior to 1 Jul y 2 0 0 2. 1.2) Statutory provisions The principal statutory provisi ons covering navi gati onal equipment requirements for merchant vessel s are contained i n: The Merchant Shi pping Act 1979 The Merchant Shi pping Act 1995

The Merchant Shi pping (Safety of Navigation) Regulations 2002 The Merchant Shi pping (Survey and Certification) Regulations 1995 The Wirel ess Tel egraphy Act 1949 The Wirel ess Tel egraphy Act 1967 The Merchant Shi pping (Radi o Install ation) Regulation 1998 Chapter V, International Conventi on for the Safety of li fe at Sea (SOLAS V) 1.3) Exemption 1.3.1) The MCA i s empowered to exempt any vessel from any of the requi rements of the Regulations. (See SOLAS V/3) Applications for exemption shoul d be sent by the owners or their representative to the surveyor i n charge of the l ocal Marine Survey Office of the MCA. Any such application should contai n detail ed reasons why a statutory requirement is consi dered to be impracticable or unreasonable. A copy of any exemption granted by the MCA should be retained on board wi th the ship's documents. 1.3.2) The Secretary of State may grant to i ndividual ships or classes of ship partial or conditional exempti ons when engaged on certai n voyages. When deci ding whether to grant exemptions due account will be taken of the effect that an exemption may have on the safety of other ships. Speci fically, deferments in the appl ication of specifi c regulations may be granted to i ndividual ships where structural alterati ons are necessary to install equipment requi red by the regul ations. Exemptions are granted for a speci fic period only, normal ly associated wi th the Safety Certificate. 1.4) Report of inspection When the i nspection has been completed the Surveyor should issue a Form MSF 1102. It i s advised that this form should be retained on board with the shi p's papers. 1.5) Procedure when an installation is found to be deficient or defective 1.5.1) Where a Surveyor considers an instal lation is defici ent or defective, details are to be recorded on Form MSF 1603 together with the acti on required. 1.5.2) It is emphasised that the Master, owner or his representati ve should make every effort at all times to have any deficienci es or defects corrected. A Surveyor findi ng significant defects affecting the safe operating of the ship and i n breach of the regulati ons shoul d consider noti fying the enforcement uni t of the MCA.

1.5.3) Refer to SOLAS V/16.2 Mai ntenance of Equipment and the relevant MCA Guidance Notes which rel ate to the detenti on of ships when equipment is non-operational or malfunctioni ng. 1.6) Procedure when an installation is not provided When a Surveyor fi nds that mandatory equipment is not provided he should contact the Principal Surveyor or the Surveyor in Charge, as appropri ate, for a decision on whether detention is appropriate. 1.7) Fees The fees for inspection of navigational equipment instal lations, either during construction or subsequently on board ship, are contained i n the current Merchant Shippi ng (F ees) Regulations. 1.8) Safety during inspections To ensure that the equi pment i s not inadvertently damaged, or ships' personnel placed at risk during inspections, a responsibl e person representing the owners and capable of operating the equipment, shoul d be present when Surveyors make their inspection. If the owner is not so represented the Surveyor shoul d not proceed with the inspecti on unless he i s satisfi ed that it i s safe to do so and has the agreement of the Master or representative of the shipowner. 1.9) Navigational Equipment Standards 1.9.1) Navi gational equipment installations fitted in compl iance wi th the Regul ations are required to conform to the relevant performance standards adopted by the International Mariti me Organization (IMO) and, if fitted to United Ki ngdom (UK) ships, wi th relevant performance speci fications. F urther details on Performance Standards are contai ned in ANNEX 8 and ANNEX 9. The standards adopted by IMO and performance specificati ons for navi gati onal equipment to be fitted to United Kingdom ships are speci fied in Merchant Shipping Noti ces 1734 (M+F) & 1735 (M+F ) Refer also to SOLAS V/18 Approval, Surveys and Performance Standards of navigational systems and equipment and Voyage Data Recorder and the related MCA Guidance Notes. ANNEX 8 Guidance Notes on Performance Standards and Type Approval ANNEX 9 Table of IMO Performance Standards and associated testing standards

1.10) Pow er supplies

1.10.1) The Surveyor shoul d ensure that a source of el ectrical energy suitable and sufficient for the operation of the install ations requi red by the Regul ations or for the purpose of testing and charging any batteri es which are a source of el ectrical energy for any part of the installations, is provided. The source of el ectrical energy should be avai lable at all times whil e the ship is at sea and at all reasonable times when it i s in port. The Surveyor shoul d be sati sfied that the li mits of el ectrical energy specifi ed in the Regul ations are not l ikely to be exceeded under normal conditions, and that adequate means are provided for disconnecti ng the suppl y of el ectrical energy from each i nstallati on. Where an emergency source of el ectrical energy is provided and the Regulations require that two radar install ations should be provided, while both radars should be capable of being run from the emergency source of electrical energy, the arrangements may be such that onl y one radar at a time need be connected to the emergency source. 1.10.2) Electri cal equipment and install ations should be such that the ship and all persons on board are protected against el ectrical hazards, and should, where appl icable, conform with the provisions of Regulati ons for the Electrical Equipment for Ships issued by the Insti tution of Electrical Engineers. 1.11) Documents A ship requi red by the Regul ations to be fi tted with navigati onal equipment i nstallati ons shoul d carry the foll owi ng documents: a) a report of survey as appl icable; b) a current exemption certificate, where applicable; c) servicing and operating information in Engli sh for each item of navigational equi pment; See also Annex 21 IEC Requirements for Equipment manuals. d) a magneti c compass deviati on card(s); e) records of compass devi ations; and f) a record of the radar shadow sectors. 1.12) Tools, measuring instruments, spare parts etc. 1.12.1) Ships should carry a list of the tools, measuring instruments, spare parts, etc. on board which shipowners consi der necessary for compliance with the requirements of SOLAS V/16. The provi sion of such items should take into

account the type of equipment fi tted, the tools necessary for carrying out the maintenance, measuring instruments, and the nature of the ships trade. 1.12.2) Surveyors should check the stock against the l ist provi ded by the shipowner and request deficiencies to be made up. 1.13) Maintenance Shipowners shoul d be requested to provi de adequate and safe access to all units of navi gati onal equipment so that they can be mai ntai ned and adjusted in si tu. Parti cul ar attenti on should be gi ven to the problems of maintaining radar antennae. 2.) CONDUCT OF INSPECTIONS The checks and tests li sted in this section are not exhaustive, but intended only to provi de gui dance duri ng i nspections and should not be interpreted as i mposing a l imit upon a Surveyor to carry out only those tests and checks shown. 2.1) Preparatory work 2.1.1) Before commencing an inspection, the Surveyor should establi sh whether: a) the ship i s required to meet the requirements of the revised SOLAS V/19 or whether, bei ng an exi sti ng ship, it is still complying with the appropriate regulations in force prior to 1 July 2002 as all owed under SOLAS V/19.1.2. b) an exempti on from or deferment of any part of the appropriate Regulati ons i s currently in force for the ship and, i f so, the conditions imposed by the exemption certificate. c) it is safe for an inspecti on to take place before commenci ng any work (see paragraph 1.8). 2.2) Checks to be made The following should be checked: a) The navi gational equipment installations required by the Regulations are i n pl ace. b) The siting and fi tting of the installati ons i s satisfactory.

c) The proper documents are carri ed on board the vessel (see paragraph 1.11). d) The log has been mai ntained (where applicabl e). e) The stock of tools, miscell aneous items, measuring instruments, spare parts, etc. (see paragraph 1.12). 2.3) Operational tests Surveyors shoul d check that the navigational equi pment required by the Regulations is operating satisfactori ly in accordance wi th the manufacturer's handbooks and, where appropriate, with the additional operational checks set out in this Annex. 2.4) Completion of inspection 2.4.1) When the i nspection has been compl eted satisfactorily, the Surveyor wi ll notify the Master, the shipowner or his representati ve accordingly. 2.4.2) When an installati on i s found to be defici ent or defective, action should be taken in accordance with paragraph 1.5. If, after having taken all the relevant circumstances into consi deration, the Surveyor considers that the Regulations are being breached to the extent that a prosecuti on may be justified, he shoul d inform the Master, the shipowner or hi s representati ve and contact the enforcement unit. 2.4.3) When an i nstallati on required by the Regulations is not provi ded, acti on should be taken in accordance with paragraph 1.6 3.) SITING OF ELECTRONIC NAVIGATIONA L INSTA LLA TIONS 3.1) Submission of plans Shipowners and shi pbuil ders should be advi sed to forward plans and particulars of the proposed navigational equi pment i nstallati ons i n new vessels to the local Marine Office at the desi gn stage. This will provi de an earl y opportunity to determine, as far as possible, whether the proposals comply with the Regulations. In the case of existing ships, shi powners and shi pbuil ders are advised to noti fy the l ocal Marine Offi ce of proposed new navigational equi pment installati ons or changes to exi sti ng i nstallations at an early stage in the work. 3.2) Equipment precautions 3.2.1) Equipment installed in an exposed position

Equipment should not be install ed in an exposed position, or in a position which normally permits the entry of moisture or water i nto it unless it has been approved for the category exposed to the weather (formerly Class X) of standard IEC 6 09 4 5 . 3.2.2) Electromagnetic Compatability (EMC) All equipment must meet the rel evant EMC requirements and Surveyors should refer to SOLAS V/17 Electromagneti c Compatabil ity and the Statutory requirements listed in the rel ated G ui dance Notes 3.2.3) Protection of magnetic compasses 3.2.3.1) The siti ng of el ectronic navi gati onal i nstallati ons shoul d, where practicabl e, ensure that the accuracy of the ship's magneti c compasses is adequately safeguarded. Attention is drawn to the relevant guidance in Section 6. 3.2.3.2) Each unit of type approved equipment is tested to determi ne the minimum safe di stances at which it shoul d be instal led from both steering and standard magnetic compasses, in order not to affect the accuracy of these compasses significantly, and such safe distances are indicated on the unit concerned or in its handbook. A safe di stance takes account of both the constant effect on a magnetic compass due to the presence of magnetic material and also any vari able effect due, for example, to electri cal circuits or to opening or closing of drawers or panels. Thus, provided a unit is not placed in a positi on nearer the centre of the bowl of a magnetic compass than the prescribed safe distance, the unit may be i nstalled or removed wi thout any need for adjustment of that compass. 3.2.3.3) When install ing navigational equi pment i n a particular ship, if it should prove impracti cable to site any particular unit of the equipment at a distance from a magneti c compass equal to or greater than the appropriate safe distance, the Surveyor shoul d investigate the effect of such siting on the compass with regard to whether the compass will be stable and errors can be al lowed for by compass adjustment.

3.2.3.4) If the equipment fi tted i s of a type whi ch has not been type approved, the compass safe distances may not be marked on i t. Whenever such equipment, other electri cal instruments and other apparatus which produces a magneti c fiel d are placed or sited near a magneti c compass, care shoul d be taken to see that they do not affect the compass whether they are energised or not. Normal ly equipment for which the "safe distance" i s not known should be separated from a standard or steering compasses by at least 7 metres. This distance may however be reduced to 5 metres for standard compasses and 3.5 metres for steeri ng compasses in shi ps of less than 60 metres overal l l ength. 3.2.3.5) Steel fittings with doors, drawers, etc., opening towards any magnetic compass shoul d be so sited that the appropriate separation distances between the compass and any magneti c material are mai ntai ned when the doors, drawers, etc. are fully opened. 3.2.4) Interference 3.2.4.1) Whil st di rect radio i nterference from units of type approved equipment should not be excessive, i t is advisabl e that all such units, and particularly those contai ning the radar modulator, shoul d where practicable be widel y separated from radi o communi cation systems. 3.2.4.2) Electri cal interference or mechani cal noise produced by a navigational install ation should not prevent the effici ent operati on of other equipment i nstalled in the ship. If excessive interference is experi enced i t is essential that the cause should be determi ned and steps taken to provide adequate suppression. It is emphasised that the ultimate responsibi lity for locating and cl eari ng i nterference i s a matter for the owner and that interference which measurably impairs the reception of radi o signals, or the performance of other equipment is seldom caused by the equipment on which the i nterference is noticeable. Briti sh Standards BS EN 60945 and BS EN 60533 deal with radio i nterference on marine i nstallati ons and lays down permi ssibl e limits of interfering voltages and

measures to be taken to reduce interference. 3.2.5) A coustic noise Care should be taken in siting the uni ts of navigational install ations to ensure that noise from them will not interfere wi th members of the crew when ei ther on or off duty. Guidance on noise levels in various parts of a ship i s given in the Code of Practice for Noise Levels in Ships, publi shed by The Stati onery Office (TSO). 3.2.6) Heat and/or fumes Care should be taken to avoi d siting equipment in positions where excessive heat and/or fumes may cause failure or undue mai ntenance difficulties. 3.2.7) Vibration New i nstallati ons i ncl uding antennae should, where practicable, be mounted on a base or pl atform designed to prevent the performance and rel iabili ty of the instal lation being adversely affected by vibration. In particular in the case of radar install ations, they should not be subject to vibrations greater than those specified in British Standard BS EN 60945, General Requirements for Marine Navigational Equi pment. If there is evidence to suggest that faults are developing or recurri ng due to excessi ve vibrati on under service conditions the Surveyor should consul t with the shipowner. Where rigidity relies on stays, the Surveyor should ensure these are correctly tensioned. 3.2.8) Lookout and Night Vision The bridge displays for each i tem of equi pment shoul d be carefull y sited so that they do not interfere with the keeping of a proper visual lookout by day or night. Particular attenti on must be pai d to the i nstrument il lumi nation. It should enable watchkeepers to have optimum i nformati on cl early avail able to them without reducing their ni ght-vision or affecting thei r abili ty to mai ntain a lookout 3.3) Accident prevention 3.3.1) Hi gh Vol tage Circuits. Type approved equipment should be so designed that there are safeguards which either prevent access to high voltages by means of isolati ng switches, door

swi tches etc., or ensure that access is only possi ble by means of a tool such as a key, spanner or screwdriver. Each unit of a non-type approved equipment should be installed so as not to constitute a danger either by physi cal contact or by el ectric shock to those who handl e i t. 3.3.2) RF and X-Radiati on present a hazard to personnel . Where such a haz ard exists, type approved radar sets are required to have warning notices and instructions in the handbook (in the case of RF radi ation) or i n the handbook and on a label on the equipment (in the case of X-Radiati on), detail ing the safe di stances. In the case of non-type approved radars precautions should be taken, simi lar to those required for a type approved set of comparable characteristics. 3.3.3) Antenna units shoul d be sited so as not to constitute a hazard to personnel working near them (see also 1.14 and 8.1). 4) ECHO SOUNDERS (Ref.SOLAS V/19.2.3.1) 4.1) Siting of the transducer 4.1.1) One of the most important consi derations to be taken into account when install ing echo sounder equipment is the selection of the transducer position. The ideal position is one in which the water is free from aeration beneath the transducer, and where the effects of surface, engi ne and propel ler noise are at a mini mum. There are, however, few positions in a ship which are suitable in every respect, also a posi ti on found to be satisfactory in one desi gn of shi p may not necessarily produce equall y good resul ts in another. 4.1.2) The principal source of aeration is the bow wave created by a movi ng ship where aerated water i s forced beneath the hul l. The resultant bubble stream normal ly starts about a quarter length of the shi p from the stem, and divides about three-quarters of the length from the bow. The bubble stream varies in form and intensity accordi ng to the speed, draught, shape of bow and hull, and the trim of the ship as wel l as the sea state. These factors should be taken into account when siting the transducer. In parti cul ar, i n the case of a ship wi th a bulbous bow, the onl y satisfactory forward site may be withi n the bulb, although the possibi lity of physical damage has to be recognised. 4.1.3) To avoid aeration, a position at the forepeak is desirable but i t may be unsatisfactory in a ship wi th a l ight draught

forward, especial ly in bad weather conditi ons. In addition, the hul l shape may make fitti ng difficult. In a laden shi p of normal design a position within a quarter of the ship's length from the stem will often be found to gi ve sati sfactory results. On small ships damage may occur due to pounding and care shoul d be taken when siting the transducer. An aft posi tion may be more suitable than one forward. Care shoul d be taken, however, to site the receiving transducer a sufficient distance from the propellers to avoi d the effects of noise or aeration. When separate transmi tting and receiving transducers are fi tted, they should be suffi ciently separated to prevent i nteraction between them but the separation shoul d be as small as possible to ensure accurate soundings in shal low water. Posi ti ons either side of the keel are sometimes found to be satisfactory. 4.1.4) Other factors which should be borne i n mind when fitti ng transducers are as fol lows: 4.1.4.1) The transducer i s best l ocated in a horizontal posi tion. In some cases fitting with a slight projection from the hull wil l help avoi d the effects of aeration at the hul l surface. If the transducer projects from the hull it wil l be necessary to 'fai r off ' thi s projection. 4.1.4.2) If, in excepti onal circumstances, a windowed transducer has to be used, the window shoul d be acoustically transparent, so that the range of the equi pment will not be adversel y affected. 4.1.4.3) Siting should be avoided near and particularly aft of obstructi ons such as a forward propel ler, bow thruster, water intake/discharge pipes, drain plugs and external speed measuri ng devices. 4.1.4.4) To mi nimi se the effects of roll and pitch a positi on near to the centre li ne shoul d be chosen when practicable. 4.1.4.5) When appropriate, care shoul d be taken to mi ni mise interference between echo sounders and Doppler speed devices. 4.1.5) Information on transducer l ocati on should be kept on board with the equipment handbook. 4.2) Siting of displays

4.2.1) The display should be si ted on the bridge i n a position to facil itate easy access, vi ewi ng and servi cing, and where the effect of any lighting necessary for the equipment does not interfere with the keeping of an effective look-out. 5.) MAGNETIC COMPA SSES (Ref. SOLAS V/19.2.1 and ANNEX 13 - Guidance notes on Magnetic Compasses) 5.1) Magnetic compass standards 5.1.1) Every standard magnetic compass installed on a ship should have been individually tested at an authorised testi ng establi shment and certified as complyi ng with the required standards. 5.1.2) Every steering magneti c compass i nstal led on a ship and every compass accessory and binnacle, should be of a type for which a Certi ficate of Type Approval has been i ssued. 5.1.3) Every spare magnetic compass carried by a ship should be of a type for which a Certificate of Type Approval has been issued except that where the shi p i s fitted with a standard compass which is of the transmitting type, the spare compass complete with its own transmitting element, should have been indi viduall y tested and certi fied. 5.1.3.1) In all shi ps fitted wi th more than one compass, the compass bowls with their gimbal uni ts shoul d be interchangeable. 5.1.4) The addresses of the two UK authorised testing establi shments are given in ANNEX 13 All testi ng and certificati on currently carried out is to BS 150 2269 standards. 5.1.5) Under the Scheme for the Reciprocal Recognition of Tests and Inspections carried out on Ships Equipment. Certificates of Indi vidual Testing or Type Approval for Magnetic compasses, accessories, binnacl es and correcti ng devices issued by an authorised testing establishment in any of the countri es listed below may be regarded as the equi valent of a certifi cate issued by an MCA Notified Body (NB), provided that the equipment has been Type Approved by one of the NBs withi n the EU, capable of testing compasses and is certi fied as complying with ISO 2269 for Class A compass or ISO 10316 for Class B compass. Participating countries with Notified Bodies able to Type Approve compass and accessories include Denmark, Finland,

Iceland, Norway, Portugal, Sweden, United Ki ngdom, Germany, and F rance. 5.2) Siting of magnetic compasses 5.2.1) Si ting of the Standard compass 5.2.1.1) The standard magnetic compass should, where practi cable, be so positioned to maxi mise its distance from the ships magnetic material. While this might be diffi cul t to achieve in respect of the fore end of the bridge or compass deck, the maxi mum, reasonabl e, distance should have been achieved e.g. by raising the binnacle on a pl atform. Any magnetic material which is in the vicinity of the compass should preferably be posi tioned symmetrically, relative to the compass. 5.2.1.2) In ships of unusual design or special purpose, and some smal l ships, adequate separation of the magnetic compass from magnetic materi al may not be practi cable. The plans submitted at the design stage (see paragraph 3.1) should include any proposed arrangements, for exampl e, the use of under deck binnacles, and/or the use of non-magnetic materi als, i ntended to minimise the effect of the ship's structure on magnetic compasses. 5.2.1.3) In cases in whi ch the onl y positions availabl e to si te the standard compass are such that, after all reasonable steps have been taken to separate the magnetic compass from magneti c material, signi ficant doubts exist as to the adequacy of the separation, the owner of the shi p may be advised that the arrangements wi ll be accepted subject to the performance of the compass in servi ce being reviewed. In order that the revi ew can be made, arrangements should be made for the fol lowing information to be suppl ied to MCA Headquarters: a) A copy of the deviation card after each adjustment of the compass. b) Sample deviations over a range of lati tudes, courses and dates, extending over a period of six months from the date of the first compass adjustment,

sufficient to make an overall assessment of the general performance of the compass. c) A statement by the Master as to his opinion of the standard compass performance over the six month period described in (b), with comments e.g. whether relevant correctors were adjusted for latitude, etc. 5.2.1.4) Reference should be made to IS0 694R Positi oning of Magnetic Compass i n ships. 5.2.2) Si ting of Compasses in Small Ships on Restricted Service 5.2.2.1) In ships of less than 60 metres in l ength, designed for a service in whi ch magnetic latitude will not materially change, di stance from the ships magneti c material may be reduced. 5.2.3) Heading information at Emergency Steering Positions (See SOLAS V/19.2.1.9) 5.2.3.1) An emergency steering positi on i s a place i n the steering gear compartment provi ded to control the steeri ng gear. On shi ps constructed prior to 1 F ebruary 1992 an emergency steering position may be l ocated at a place other than i n the steering gear compartment. 5.2.3.2) Heading information at emergency steering positions on shi ps constructed on or after 1 F ebruary 1992 should be provided by means of a gyro or magnetic compass repeater. 5.2.3.3) Heading information at emergency steering positions on shi ps constructed prior to 1 F ebruary 1992 may be provi ded by a telephone or other means of communication. 5.3) Non-Dependence on electrical power Where the only magnetic compass fitted to a ship is of the projector, reflector or transmitting type, the compass should be capable of being used as a normal magnetic compass on failure of electri c power. (See SOLAS V/19.2.1.1) 5.4) Adjusting compasses

MCA Guidance on adjusti ng magnetic compasses is given i n A NNE X 1 3 5.5) Records All ships should carry a record of deviations, which should be kept up to date and contain the dates of adjustment and re-adjustment of each magnetic compass install ed on the ship. Deviations should be ascertai ned by means i ndependent of the gyro compass. Watchkeepers are advised to check the compass error after each major alterati on of course, or at least once per watch where no major alterati on has taken place. (See also A NNE X 1 3 ) 5.6) Operational checks 5.6.1) The performance of all magnetic compasses, i ncluding spares should be checked as follows: a) F reedom of movement of the gimbal. b) Card fl oati ng freely and level, and rotating wi thout any friction. c) Liquid free of bubbles and clear. d) Compass card clear and sharp (able to be read) with no di storti on or di scol oration. e) Optical system (if any) correctl y adjusted and clean. f) Az imuth reading devices and means of i llumination in worki ng order. g) No liqui d leaks around seal s or fi ller pl ugs. 5.6.2) The compass deviation records and the deviati on card for each magnetic compass instal led on the shi p shoul d be checked. 6.) GYRO COMPA SSES (Ref. SOLAS V/19.2.5.1 19.2.5.3) 6.1) Siting of gyro compass units

6.1.1) The master unit should be install ed on a firm horizontal base. It shoul d be as free from vibrati on as i s practicable and have adequate space around the unit for access and ventilati on. Adequate ventilati on is particularly i mportant for units which incorporate cool ing fans. 6.1.2) The fore and aft l ine of master uni ts, binnacles and repeaters used for taking visual bearings should al ign with, or be parallel with, the fore and aft axis of the ship and compass cards shoul d be clearl y visi ble so that accurate reading of the ship's headi ng is readi ly avai lable. 6.1.3) Where the gyro compass install ation provides steering information, the master unit or repeater, as appli cable, shoul d be i nstalled adjacent to the conning position located such that the ship's heading can easi ly be read by the helmsman. 6.1.4) Bridge wing repeaters, where fi tted, should be installed in posi ti ons whi ch provi de the maxi mum possible unobstructed vi ew of the horizon. 6.2) Operational checks 6.2.1) The compass should, i f necessary, be allowed to settle. (Note:- It may be necessary for the surveyor to exercise his judgement if the i nspection is carri ed out on a ship moored al ongside a quay or at moorings.) 6.2.2) If the compass i s not settled, during the settling period check that all repeaters remain i n al ignment with the master compass reading. 6.2.3) Check that the datum line on the base of all bearing repeaters i s aligned with the fore and aft axis of the ship. 6.2.4) Ascertain the compass error by the best method that i s practicable according to the circumstances. The settle poi nt error should not exceed: 0.75 x SECANT LATITUDE (DEGREES) If the ship is not alongside make allowance for difficul ty of measurement and for the allowed error of 0.5 between compass and bearing repeater. 6.2.5) Check that all repeaters used for navigation purposes are aligned to the gyro compass heading to within +/- 0.5. 6.2.6) The mechanical parts of bri dge wing repeaters shoul d be checked to ensure that they are in good condition and capable

of operating satisfactorily. 6.2.7) Where the gyro compass or any repeaters are not correctly al igned, the Master should be requested to carry out realignment before the ship sails. 7.) NAUTICA L CHA RTS / ECDIS (Ref. SOLAS V/19.2.4) 7.1) The revised Chapter V includes Nauti cal Charts under Navigational Systems and Equipment in Regulation 19. G uidance note on carri age of paper charts is contained i n ANNEX 3. Nauti cal charts and publ ications must comply wi th the defi ni tion in SOLAS V/2.2 and be issued officially by or on the authority of a G overnment, authorised Hydrographic Office or other relevant government institution and is designed to meet the requirements of marine navigation. Although UK-registered ships wi ll probably use the relevant UKHO charts and publi cations, surveyors shoul d note that charts and publications issued by other hydrographi c authorities may also be encountered and they are acceptable as long as they meet the SOLAS V defi ni ti on. Surveyors who are i n any doubt about parti cul ar publi cations should refer to MCA Headquarters. 7.1.1) Charts and publ ications must meet the requirements of pl anning and executing the intended voyage and be corrected and up to date in accordance with the requirements of SOLAS V/19.2.1.4. Evidence that corrections have been made should be checked. 7.1.2) The new Chapter V permits the carriage of El ectronic Chart and Informati on Systems (ECDIS) to meet the chart carriage requirements. Surveyors should ensure that the system in use is an approved ECDIS usi ng official Electronic Nautical Chart (ENC) data and that back-up arrangements are in place in accordance wi th SOLAS V/19.2.1.5. Some systems are marketed which do not use offi cial data. These are defined as Electronic Chart Systems (ECS) and do not meet the IMO ECDIS Performance Standards. Ships equipped wi th ECSs shoul d therefore meet the chart carriage requirements by using an up to date foli o of paper charts. 7.1.3) In areas where no ENC data is avai lable ECDIS may be used in Raster mode (Raster Chart and Display System RCDS,) using Raster Nautical Charts (RNCs). In such cases the additional requirements for backi ng up the RCDS must be met. 7.1.4) Refer to ANNEX 14 - ECDIS Guidance Notes and IMO Ci rcul ar 207 for further information on El ectronic Charts. The IMO Ci rcul ar expl ains the difference between RCDS and ECDIS

8.) RA DA RS (See also SOLA S V/19.2.3.2 and 2.7.1) 8.1) Siting of the antenna unit 8.1.1) Si ting of a radar antenna needs careful consideration so that a suitable compromise is reached whi ch takes into consi deration the effect of height on range performance and sea clutter, physical i ntegrity and the need to mi ni mise shadow sectors and fal se echoes through refl ection. 8.1.2) Maximum radar range is dependent, amongst other factors, upon antenna height. However, whilst an increase in antenna height increases the radar range, it al so increases the amplitude and extent of sea cl utter. The echoes of buoys and small craft withi n the area of sea clutter may not al ways be conspicuous. 8.1.3) The physi cal structure supporti ng the radar antenna must be substantial enough to prevent twist which would cause beari ng errors. The supporting structure must not al low/introduce excessive vibration which may degrade performance, reduce rel iabili ty and l ead to early fai lure. 8.1.4) Shadow Sectors and Fal se Echoes 8.1.4.1) Interaction of the antenna beam with the structure of a vessel wil l i mpact upon the performance of the radar through: Bl ockage whereby structures such as masts or funnels are directl y in the path of the beam from the antenna to a target and thereby cause shadow sectors. Refl ection where energy from the antenna is reflected off part of the ships structure such as a mast, funnel or the deck and thereby causes false or di storted echoes. It shoul d be noted that both blockage and reflecti on will occur with some structures such as masts or funnels and both effects influence radar performance. These effects are not onl y related to metall ic structures - all objects, whether they are metal, plastic, wood, etc., can cause degradation in performance. 8.1.4.2) As a general install ation guideli ne, obstacles should not lie wi thin the 10dB

beamwi dth of the antenna. Objects such as masts, posts and funnels in the horizontal plane of the antenna may lead to shadow sectors, ghosting and smeari ng. If they can not be eli minated they should be positioned at the greatest possibl e separati on distance from the antenna. Objects wi thin the 10dB elevati on beamwidth of the antenna, i.e. 20 to 25 bel ow the li ne of sight shoul d also be avoi ded as they too cause degradati on i n performance; i nclined deck areas wi thin this region are a particular cause for concern. 8.1.4.3) Raising the antenna so that it l ooks over obstructions may be an acceptabl e measure, particularly to avoid shadow sectors caused by the bow of the ship, provided the l imitations mentioned i n paragraphs 8.1.2 and 8.1.3 above are borne in mi nd. In shi ps that frequently navigate astern, the need to avoi d shadow sectors astern should not be forgotten. 8.1.4.4) The Surveyor shoul d ascertain that the shadow sectors have been measured and recorded and are di spl ayed adjacent to the radar. Following i nstallati on the angular wi dth and bearing of any shadow sectors should be determi ned by the Master at the first opportunity and recorded. F or a new shi p, thi s should be done during trials, and kept up to date following any changes likely to affect shadow sectors. 8.1.4.5) The cause and effect of changes in shadow sectors arisi ng from temporary variations such as alterati ons i n tri m, the carriage of deck cargo and the stowage of derricks and cranes i n different positi ons, should be recorded. 8.1.5) Fouling The antenna uni t should be mounted where there i s least danger of i ts being foul ed by halyards, derricks, radio antennae, etc. (see also paragraph 3.3.3). 8.1.6) Mutual Interference Where two radar antennae are fitted near to each other, they should be so sited as to reduce the risk of damage to ei ther radar due to radi ation from the other radar.

8.2) Display units The main display units shoul d be sited on the bridge from whi ch the ship i s normall y navigated. The foll owi ng are some of the factors that should be borne in mi nd when selecting the most convenient site for the unit: a) Compass safe distances. The permissible separation of the uni t from magnetic compasses may di ctate the site. b) Lighting. The small amount of li ght issuing from the display uni t may be enough to i nterfere wi th visual l ookout when the bri dge is i n darkness; and there wil l be occasions when addi ti onal li ght is needed at the display unit either for compari son of the displ ay with a chart or for running repai rs to the unit. Conversely, there may be times when ambient li ght on the bridge is too strong for effective viewing of the display. Diffi cul ties such as the foregoi ng may be overcome by the use of display visors. c) Di rection of view. At l east one displ ay uni t should be so sited that an observer faces forward when viewi ng it, and is readi ly able to mai ntai n a vi sual lookout. d) Az imuth stabil izati on. Surveyors should check that the di spl ay is provided with an i nput from a heading sensor. 8.3) Waveguide and cable runs installation and inspection Waveguide and cable runs should be install ed in accordance with manufacturer's instructions and good engineering practi ces. 8.3.1) Inspection of waveguide and microwave co-axial cables 8.3.1.1) Radar feeder runs are constructed from either wavegui de or co-axi al cable. The following types are in general use: a) Ri gid wavegui de wi th a rectangular cross secti on; b) Semi-rigid waveguide, usuall y with an ell iptical cross section; c) F lexible waveguide, usuall y with a rectangular cross section; and, d) Microwave co-axi al cable.

Fl exibl e waveguide shoul d not be used for l ong runs as the losses in this type of wavegui de are high. However, it can be used in short sections to overcome some of the physical constraints of a rigid or semi-rigid waveguide. 8.3.1.2) General considerations: a) To mi ni mise losses, wavegui de or co-axi al cable runs should be kept as short as possi ble and the number of connections should be kept to a minimum. b) Where practi cable, the number of bends and offsets should be reduced by going through, rather than round an obstruction. c) The route should not introduce any straining of the waveguide or co-axial cable. d) Where practi cable, the waveguide or co-axi al cable runs should be protected from accidental damage by ensuring that any secti ons exposed to risk are adequatel y protected. e) The waveguide or co-axial cable run should be adequately supported and secured along its length. f) In order to mini mise condensation, where practicabl e, the run should be routed to avoi d rapi d vari ations in temperature along its length. g) Wavegui de and co-axial cables should not be run on any surface or in any area where they may be damaged by heat. h) The re-use of feeder runs following an equi pment change should onl y be undertaken if the feeder run is found by inspection to be satisfactory. Existing

feeder runs should not be re-used if they have any external signs of damage or corrosion. 8.3.2.3) Rigid waveguide: a) Ri gid wavegui de should not be di storted. Bends and twists shoul d only be formed usi ng the correct tool s and ji gs. F lexible waveguide may be used to bri dge unavoi dable offsets or changes in ori entation. b) A continuous ri gid wavegui de run should not be secured to surfaces which may move with respect to each other; or where such surfaces are l ikely to have differing frequencies of vibration. Fl exibl e waveguide shoul d be used to overcome such probl ems. c) All waveguide couplings should be accessi ble. Where waveguide is run behind panelli ng detai ls of the route and the access points shoul d be avai lable. 8.3.2.4) Semi-rigid waveguide: a)The radii of bends in semi-rigid waveguide and their rates of twist should not, respectivel y, be less than the mi nimum bending radii or exceed the maxi mum twist rates quoted by the manufacturer. b) While semi-rigi d waveguide is more tolerant of movement than rigid waveguide, manufacturers' recommendations regardi ng the bridgi ng of surfaces which may move wi th respect to each other should be observed. 8.3.2.5) Flexible waveguide: a) Two types of fl exibl e waveguide are in general use, those which are designed only to bend and those which wi ll also tol erate a twist. The radii of

bends and, where appropriate the rate of twi st of flexible waveguide should not respectivel y, be less than the minimum bending radii or exceed the maximum twist rate quoted by the manufacturer. b) Flexi ble wavegui de should not pass through any form of compression gland. c) F lexible waveguide should not be stretched. 8.3.2.6) Microwave co-axial cable: a) Microwave co-axi al cable should preferably be run in a single continuous length between transcei ver and scanner. b) The radii of bends of co-axial cable should not be less than the minimum bending radii quoted by the manufacturer. c) To provi de some resil ience to vi brati on and to permit repair of cable termination's, it is advi sable for some slack to be left at ei ther end of the cable. 8.4) Operational checks 8.4.1) Surveyors shoul d check the overall performance of the radar installation by careful observation of known echo responses i n the vicinity of the ship. This is a subjective method and relies on the judgement of the surveyor with experienced appreciati on of the quality of a radar pi cture which can be obtained in the area. 8.4.2) The operation of Performance Monitors should also be checked and, where possi ble, the moni tor responses shoul d be compared with the cali bration label or record. 8.4.3) The ali gnment of the radar heading-marker with the ship's fore-and-aft line should be checked by comparing vi sual beari ngs, relative to the ship's head, of identifi ed radar echoes wi th the bearings on the displ ay between the echoes and the heading li ne. The vi sual bearings should, where practicable, be taken from positions which do not introduce parallax i nto the al ignment procedure. Where inter-switching facilities are

provi ded the Surveyor should ensure that the indicated heading marker is accuratel y ali gned with all arrangements of units. Where the heading marker i s not accuratel y ali gned, the Master should be informed and be requested to carry out a re-alignment before the ship sai ls. 8.4.4) Where electronic plotting ai ds are provi ded with test programmes or facilities to enable the integrity of the equipment to be checked, as described in the Operating Manual, Surveyors should make use of these test programmes or facil iti es when assessing the performance of the radar install ation. 8.5) Measurement of Shadow Sectors 8.5.1) Calculati on from a knowl edge of the width of a mast or other object which mi ght cause a shadow, and its bearing from the centre of the radar antenna, can provide a useful guide to the possi ble appearance of shadow sectors on a radar displ ay. However, the actual angular width and bearing on any shadow sectors should be determined at sea. Two possi ble methods are: a) Observations of the behavi our of the echo of a small isolated object, such as a buoy not fitted with a corner refl ector or a beacon post, when the ship i s turned slowly through 360 at a di stance of a mile or so from the object. The display unit should be carefully watched, and the bearings between whi ch the echo from the buoy disappears and re-appears taken as indi cating the shadow sector or sectors. The sea should be cal m so that the echo is not lost i n the sea clutter or submerged or hidden by waves from ti me to time, or i n the case of a buoy or other floating objects the echo fading temporari ly due to any roll ing motion. b) Observation of the shadow secto r against a background of sea cl utter. Note: A shadow sector cannot be fairl y estimated in heavy clutter, as echoes from either side of the sector may spread into i t and give an ill usi on that objects in the sector are being observed. Nor can i t be satisfactoril y determined in confined water, because of the probability of i ndirect, false or multiple echoes bei ng produced from nearby bui ldi ngs or

other ships. 8.6) Radar plotting facilities 8.6.1) SOLAS V/19 specifies carri age of three types of radar pl otting aid. The type carried depends upon the size of the ship. Each plotting ai d forms an integral part of the radar unit. Surveyors should check that accurate heading and speed information is input to the equipment and that the speed is measured through the water in the fore and aft direction. Surveyors should check that G PS is not being used to provide speed informati on for ARPA and ATA. G PS provides speed over the ground and the ARPA/ATA display will be misleading in sea areas that experience si gnificant tidal steams and currents if used for coll ision avoi dance. All pl otti ng aids must provi de target i nformation which must include plot number, range and beari ng, CPA and TCPA, and true course and speed. ANNEX 16 - Radar Equipment explai ns the difference in capabil iti es between each type. 8.6.1.1) Electronic Plotting Aid (EPA) 8.6.1.2) Surveyors should, if possible, check that at l east 10 targets can be manually plotted wi th selectable true and relative vectors on at least the 3,6 and 12 nm. range scales. 8.6.2) Automati c Tracking Aid (ATA) 8.6.2.1) Surveyors should check, if possi ble, that at l east 10 targets can be acquired and automati call y tracked with selectable true and relati ve vectors on at least the 3,6 and 12 nm. range scales. 8.6.2.2) Auto-tracki ng must be able to trigger an alarm when a target transits a selected zone or range, CPA, TCPA and when a target is lost. 8.6.3) Automatic Radar Plotting Aid (ARPA) 8.6.3.1) Surveyors should check, if possibl e, that at l east 20 targets can be acquired both manually and automatically. 8.6.3.2) ARPA must be abl e to be sea or ground

stabil ised. 8.6.3.3) ARPA must be abl e to trigger an alarm when a target transits a selected zone or range, CPA, TCPA and when a target is lost. 8.6.3.4) A trial manoeuvre facili ty must be provided to assess the effect of any proposed manoeuvre of own-shi p. 8.6.3.5) The ARPA should be provided with test programmes to enable the integrity of the equipment to be checked. These are described i n the Operating Manual. Surveyors should make use of these test programmes or facili ties when assessing the performance of an ARPA 9.) SPEED AND DISTANCE MEASURING EQUIPMENT (SDME) SOLAS V/19.2.3.4 9.1) General 9.1.1) V/19.2.3.4 requires all ships of 300gt and over to be fi tted with SDME which measures speed through the water. Devices which can measure water track or ground track (such as Doppler receivers) are acceptable, but the input to the Radar equipment must provide water-track. 9.1.2) Ships of 50000 gt and over are requi red to be fi tted with SDME which measures speed and distance over the ground in both forward and the athwartships directions, as wel l as the water track. Input to the radar must still be water track. 9.2) Siting The SDME transducer unit should be sited so as to avoi d, where practicabl e, the vi cinity of al l underwater openings in, or projecti ons from, the hull, such as plugs, anodes or other transducers, so that satisfactory overal l performance can be achieved. The gui dance i n Section 4.1 may be used for the siting of underwater transducers for Doppler logs. 9.2.1) If a towed log is fitted, the position of the l og register should be selected so that the log l ine and its rotator, when streamed, are as clear as is practicabl e from di sturbed water in the cl ose vicinity of the shi p and so that the rotati on of the log line is not i mpeded by any part of the ship or its equipment. 9.2.2) Si ting of the transducer for electro-magnetic (EM) speed and distance measuring devices.

9.2.2.1) The transducer posi ti on i s of prime consideration when fitting EM SDME. The ideal positi on i s one i n which there is 'sol id' water free from aeration beneath the transducer. It should, in any case, be mounted so that its electrodes are submerged at all times. There are only a few positi ons i n a ship which are suitabl e in every respect, and moreover a posi ti on found to be satisfactory in one design of ship wi ll not necessari ly produce equally good results i n another. 9.2.2.2) To avoid aeration the hull fittings for the transducer shoul d be instal led i n the forward part of a ship where the boundary l ayer thickness and turbulence are minimal , in a position forward of any projections, outflows etc. and away from any Bar and Bilge keels. Probe or projecting type sensors may be satisfactoril y i nstalled in other parts of a shi p, but shoul d be fi tted i n accordance with the manufacturer's recommendati ons. 9.2.2.3) Other factors whi ch should be borne in mi nd when fitting the transducers are as follows: a) The orientati on of the transducer should be as indicated in the equipment handbook. b) The transducer should be fitted in a position having dry access as it may have to be removed for cleaning or servici ng. c) It is essenti al that no grease or anti-fouling paint covers the transducer el ectrodes. Should this occur i t will prevent the correct operation of the equipment. d) The wiri ng between the transducer and the electronics unit should conform to the recommendation of the manufacturer. 9.2.3)The bri dge display should be si ted in a posi tion to facil itate easy access and viewing and where the effect of any lighti ng necessary for the equipment does not i nterfere wi th the keeping of an effective l ook-out.

10.) RA TE OF TURN INDICATORS (Ref. SOLAS V/19.2.9.1) 10.1) Siting SOLAS V/19 requires Rate of Turn indi cators to be fi tted to all shi ps of 50000gt and over. Where appropriate the display should be si ted on the bridge i n a position to facilitate easy access and viewing, and where the effect of any lighting necessary for the equipment does not interfere with the keeping of an effective look-out. 11.) GLOBAL SATELLITE NAVIGATION SYSTEM (GNSS) (Ref. SOLAS V/19.2.1.6) 11.1) Al l ships i rrespective of size are requi red to be fi tted with a GNSS recei ver. This wil l probably be a G PS receiver using the US Global Positi oning System which may or may not be equipped to provi de differenti al correcti on (DG PS). The Russian GLONASS system or a terrestrial navigation system receiver will al so meet the requirements of SOLAS V/19. 11.2) Particular attention should be pai d to the correct data inputs / outputs. Particular attention should be paid to the antenna and i ts connections. 11.3) G NSS receivers al so calculate speed over the ground. Surveyors shoul d ensure that speed input to the radar is not generated by G NSS, as the radar requires water-track speed. 12.) AUTOMATIC IDENTIFICA TION SYSTEMS (AIS) (Ref SOLAS V/19.2.4) 12.1) Automati c Identificati on Systems must be fi tted to al l new ships of 300gt and upwards on international voyages and 500gt and upwards on non-i nternational voyages. Existing ships must be fitted with AIS according to the timetabl e set out in SOLAS V/19.2.4. 12.1.1) Because thi s is new equipment with li mited on-board eval uation it is not li kely that AIS wil l be interfaced with either the Radar or the ECDIS for a number of years. The AIS uni t wil l provi de identifi cation of other vessels si milarly equi pped and provi de their position course and speed and other important information. 12.1.2) Surveyors should check that the required equipment interfaces are operating correctl y and that accurate own-shi p

data is bei ng recei ved by the AIS equipment. 12.1.3) ANNEX 17 - Guidance Notes and IMO G ui delines should be referred to. Thi s contains a table of the information the AIS transmits. 12.1.4) Surveyors should check that the Static (identi fication) i nformati on has been programmed correctl y into the AIS, that Navigational Status can be changed as required and that Voyage Related data can be entered and changed easil y when required. 12.1.5) The MCAs Guidance for this new equipment i s contai ned in ANNEX 17 and warns particularly about using AIS for colli sion avoidance and the dangers of using VHF in colli sion avoi dance situati ons. 12.2) Surveyors i n the Dover area can request help from Dover Coastguard i n checking the operation of the AIS. The screens in Dover Coastguard stati on display all the AIS information. Surveyors elsewhere can request help from Coastguard centres using their Euronav system. Thi s can be done with the Euronav by Coastguard making an area call around the ship or by a pol l to the ship MMSI. 12.2.1) The Euronav system does not provi de all the information provided by the AIS but the following should be received: Position (obtained by putting the cursor over the target and readi ng from the tool bar) MMSI Name Ship Type (but may be present as this is not mandatory in the specificati on) COG SOG Length 12.2.2) The i nformati on can be requested from VTS in the tool bar followed by Properties and DATA REQUEST. Do not tick the Enable box in Course of Vessel or COG is unlikel y to be returned. Select returns from the MMSI Poll tick boxes but remember that onl y three can be returned in any poll so do not check more than three at a time. Also COG/SOG counts as two. 12.2.3) The i nformati on displayed on the screen can be set i n DISPLAY SETTING S. All the boxes can be ti cked. Alternati vely the ful l i nformati on for a target can be obtained by right cli cking on the target but the click needs to be del iberate held down for a second or so. A shorter cli ck is i nterpreted as a

change to the chart scal e. 12.2.4) F urther help can be provided by Communication and Innovations at Southampton 02380 329146. 13.) VOYAGE DA TA RECORDER (VDR) (Ref. SOLAS V/20 and SOLA S V/18.8) 13.1) Voyage Data Recorders are required to be fitted to all passenger shi ps, and other ships of over 3000 gt. according to the timetable i n SOLAS V/20 and ANNEX 10. Existing ships, other than ro-ro passenger ships, may be exempt from fitti ng a VDR if fitting one has been deemed by the Administration to be unreasonabl e and impracticable. Additi onal carri age requirements under EU legi slation are given i n ANNEX 10. 13.2) VDRs are subject to an annual performance check under SOLAS V/18.8 and details of the test and certificati on for UK ships is gi ven in A N NE X 1 0 . 13.3) Surveyors shoul d check the si tuation of the VDR and the connections to the i nterfaced items of equipment. They should also check the mandatory performance check certificate is in date and that mandatory routine maintenance has been completed and entered in the shi ps planned maintenance log. When the annual performance check is due the procedures laid down in ANNEX 10 should be followed. 13.4) On initial i nstal lation of a VDR system, or after signi ficant refit work affecting the system, surveyors should satisfy themselves that a VDR system installation test has been compl eted. This should ensure that all sensors and associated interfaces are fully operational and that all sensor data can be fai thfull y recorded and accuratel y and unambiguously reconstructed. 14.) INTEGRA TED BRIDGE SYSTEMS and INTEGRATED NAVIGATION SYSTEMS (Ref. SOLAS V/19.2.9.6) 14.1) Integrated Bridge Systems (IBS) are defined as a combination of systems which are interconnected i n order to access sensor information or command/control from workstations in order to increase safe and effi cient bridge management. 14.2) Integrated Navigation Systems (INS) are desi gned to eval uate and combine the inputs from several sensors, to provide navigational i nformati on, warning of dangers and indi cation of degradation of i nformati on i ntegrity. 14.3) Fail ure of one IBS sub-system must trigger a visual and audi ble alarm and must not cause failure of any other sub-system

14.4) Shoul d a sub-system of an INS fail the watchkeeper shoul d be able to operate all the other components of the system independently. 14.5) Watchkeepers must be familiar wi th the operati on of IBS and INS and in particular must be famili ar with the alarms and be able to operate any over-ride arrangements i n case of a system failure. Cl ear instructions must be avai lable for the systems.