NAV IV Advanced Bridge

Equipment

Capt Giby John

GPS/DGPS
GNSS
AIS
VDR
BNWAS
LRIT
Global Positioning System (G.P.S)
It is satellite based navigation system consists of 24 orbiting
satellites in a 6 different orbits / paths. It gives position in latitude &
longitude with the help of satellite.
The Global Positioning System (GPS) is a global navigation satellite
system that provides geolocation and time information to a GPS
receiver anywhere on or near the Earth where there is an
unobstructed line of sight to four or more GPS satellites Obstacles
such as mountains and buildings block the relatively weak GPS
signals.
GPS provides the fastest and most accurate method for mariners to
navigate, measure speed, and determine location. This enables
increased levels of safety and efficiency for mariners worldwide.
Working Principle :
The GPS signal consists of pseudo random code, ephemeris
and almanac data.
The pseudo random code identifies the satellite because
each satellite has a unique code.
Ephemeris data is transmitted by each satellite and has
information such as status of the satellite, current date & time.
Almanac data tells the GPS receiver where each satellite
should be at any time through out the day.
The user’s GPS receiver reads the message and saves the
ephemeris and almanac data for fixing the position.
 GPS System Working
The GPS system consists of three segments:
•The Space segment: the GPS satellites.
•The Control system, operated by the U.S. military.
•The User segment, which includes both military and civilian
users and their GPS equipment.
 Control Segment
 The Ground Segment is comprised of four major subsystems:

 Master Control Station (MCS)

 Alternate Master Control Station

 Ground (command and control) antennas (GAs),

 Monitor stations (MSs).

 The current Operational Control Segment (OCS) includes a Master

Control Station (MCS) located at Colorado Springs USA, an

alternate Master Control Station, 11 Ground Antennas and 16

monitoring sites (MS).

 The MCS is responsible for the following

 Provides command and control of the GPS constellation.

 Uses Monitor Station data to compute the precise locations of the

satellites.

 Generates navigation messages for upload to the satellites.

 Monitors satellite broadcast and system integrity to ensure

constellation health and accuracy.

 Monitor Stations

 Distributed around the world and equipped with atomic clocks

standards and GPS receivers to continuously collect data for all the

satellites in view from their locations.

 The collected data is sent to the Master Control Station where it is
processed to estimate satellite orbits (ephemerides) and clock
errors, and to generate the Navigation Message.
 They also collect navigation signals, range/carrier measurements
and atmospheric data
The main functions of the Ground Antennas are:
 Send commands, navigation data uploads, and processor program
loads to the satellites.
 Collect telemetry.
 Communicate via S-Band and perform S-Band ranging to provide
anomaly resolution and early orbit support.
  Space Segment of GPS:
 The space segment is the number of satellites in the
constellation. There are 29 satellites circling the earth every
12 hours at 20,200 kms in altitude.
 The function of the space segment is to store and retransmit
the route/navigation message sent by the control segment.
These transmissions are controlled by highly stable atomic
clocks on the satellites.
 The GPS Space Segment is formed by a satellite
constellation with enough satellites to ensure that the users
will have, at least, 4 simultaneous satellites in view from any
point at the Earth surface at any time.
  User Segment
 The user segment comprises of the GPS receiver, which
receives the signals from the GPS satellites and determine
how far away it is from each satellite.
 Mainly this segment is used for the U.S military, missile
guidance systems, civilian applications for GPS in almost
every field.
 Most of the civilian uses this from survey to transportation to
natural resources and from there to agriculture purpose and
mapping too.
 How GPS Determines a Position:
The working/operation of Global positioning system is based
on the ‘Trilateration’ mathematical principle.
The position is determined from the distance measurements to
satellites. From the figure, the four satellites are used to
determine the position of the receiver on the earth.
The target location is confirmed by the 4th satellite. And three
satellites are used to trace the location place.
The GPS receiver takes the information from the satellite and
uses the method of triangulation to determine a user’s exact
position.
 Position Fixing
The receiver locks on to one satellite, and from this satellite it
obtains the almanac of all the other satellites, and thereby
selects the most suitable satellites for position fixing.
The position obtained by the receiver is basically by
determining the distances from the receiver to each of the
selected satellites.
The range measurement is achieved by measuring the
propagation time from the selected satellite to the receiver.
 Errors of GPS:
Atmospheric Error: Changing atmospheric conditions change the
speed of the GPS signals as they pass through the Earth’s
atmosphere and this affects the time difference measurement and
the fix will not be accurate. Each satellite transmits its message on
two frequencies and hence a dual frequency receiver receives both
the frequencies and correction is calculated and compensated within
the receiver thus increasing the accuracy of the fix.
User Clock Error: If the user clock is not perfectly synchronized with
the satellite clock, the range measurement will not be accurate which
is called pseudo range which can be eliminated within the receiver
by obtaining pseudo range from three satellites and is done
automatically within the receiver.
Satellite Clock Error: This error is caused due to the error in the
satellite’s clock w.r.t. GPS time. This is monitored by the ground
based segments and any error in the satellites clock forms part
of the 30 seconds navigational message.
GDOP Error: The GDOP of a satellite determines the angle of
cut which in turn governs the quality of the position obtained.
Wider the angular separation between the satellites, better the
accuracy of the fix. Or, conversely said, the lower the GDOP
value, the greater the accuracy of the fix. The GDOP value is
indicated on the display unit.
Multipath Error: This error is caused by the satellite signals
arriving at the ship’s antenna both directly from the satellite and
those that get reflected by some objects. Thus two signals are
received simultaneously which will cause the distortion of signal
from which range measurement is obtained. Siting the antenna
at a suitable place can minimize this error.
Orbital Error: The satellites are monitored and their paths are
predicted by the ground based segment. However, between
two consecutive monitoring of the same satellite, there may be
minor drifts from their predicted paths resulting in small position
inaccuracy.
Differential GPS (DGPS) is a system in which differences
between observed and computed co-ordinates ranges (known
as differential corrections) at a particular known point are
transmitted to users (GPS receivers at other points) to upgrade
the accuracy of the users receivers position.
Differential Correction:- Differential correction is a technique
that greatly increases the accuracy of the collected DGPS data.
It involves using a receiver at a known location – the “base
station“ and comparing that data with DGPS positions collected
from unknown locations with “roving receivers.”
 Dfference between DGPS and GPS:
 DGPS: Differential Global Positioning System (DGPS) is an
enhancement to the GPS (Global Position System). DGPS rely on two
stations with accuracy of 10cm.
 GPS system based on the satellite technology of 24 satellites and can
have the nominal accuracy of 15 meter.
Different types of DGPS
1-SBAS – Correction messages are sent from Geostationary Satellites,
for example, EGNOS or WASS.
2-RTCMv2 – Correction messages are sent from a static base station,
giving 40 – 80 cm accuracy.
3-RTK – Correction messages are sent from a static base station signal
giving <2cm accuracy on RTK enabled units.
GLONASS (Global Navigation Satellite
System, Russia)
 Indian Regional Navigation Satellite System : NavIC
IRNSS is an independent regional navigation satellite system
designed to provide position information in the Indian region and
1500 km around the Indian mainland.
Features: It is a constellation of total 7 satellite launched in
space and a ground facility on land to receive signals from
space satellites. 3 of its satellite Located in Geostationary orbit
and 4 are inclined to geosynchronous orbit. However full NAVIC
system has 9 satellite, 2 on ground in standby mode.
It covers whole India and region surrounding it up to 1500 km.
It provide accuracy up to 20 m.
Its apogee(farthest point) is 20,657km and Perigee is 284 km
 Areas of coverage :
[Link] Service Area: India as well as the region extending
up to 1500 km from its boundary.
[Link] Service Area: It lies between primary service area
and area enclosed by the rectangle from Lat 30S to 50 N, Long
30 E to 130 E.
Services Provided By IRNSS
IRNSS would provide two types of services, namely
Standard Positioning Services available to all users and
Restricted Services provided to authorised users. (Encrypted)
BeiDou Navigation Satellite System
 The Quasi-Zenith Satellite System (QZSS)is a 4-satellite
system developed by the Japanese government to enhance
the United States-operated Global Positioning System (GPS)
in the Asia-Oceania regions, with a focus on Japan.
 The goal of QZSS is to provide highly precise and stable
positioning services in the Asia-Oceania region, compatible
with GPS.
 Four-satellite (42,164 km) QZSS services were officially
started on 1 November 2018.
 A satellite navigation system independent of GPS is planned
for 2023 with 7 satellites.
World Geodetic System 1984 (WGS 84): The World Geodetic
System 1984 (WGS84) is a datum featuring coordinates that
change with time. It is a global datum, which means that
coordinates change over time for objects which are fixed in the
ground. This is because the tectonic plates on which New
Zealand sits are constantly moving, albeit reasonably slowly. In
New Zealand this movement is about 5cm per year. This
continuous ground movement means that even in the absence of
earthquakes and other localized land movements, WGS84
coordinates are constantly changing. These are often referred to
as dynamic or kinematic coordinates. Therefore it is important
that coordinates in terms of WGS84 have a time associated with
them, especially where the best levels of accuracy are required.
Currently, WGS 84 uses the Earth Gravitational Model
2008. This geodetic defines the nominal sea level surface by
means of a spherical harmonics series of degree 360 (which
provides about 100 km latitudinal resolution near the Equator).
 Limitations of GPS :
1- Inaccuracy, GPS devices rely upon receiving signals from
at
least four satellites.
2-Lack of Local Knowledge. Local knowledge counts for a
lot
when traveling (Location of the receiver).
3-Driving Distraction, programming navigation was the
most distracting activity for drivers
4-Signal or Battery Failure.
5-Reliance on US Department of Defence.
6-Privacy Issues.
7-Commercial Exploitation.
Alarms Of GPS :
1- Cross track alarm
2- Arrival Alarm
3- Anchor watch alarm
4- Track Side safety margin alarm
5- Man over board alarm
6- Satellite error alarm
7- Power failure alarm
 Swinging Circle is a ship term used when the vessel is
at anchor. This is the theoretical radius in which the vessel is
expected to swing when at anchor.
 The radius of the swinging circle is generally calculated as
(Number of Shackles x 27.5 m + Length of the Ship in meters).
After anchoring, the officer of watch (OOW) should ensure
that the vessel remains within the Swinging Circle and that no
other vessel anchors within the vessel’s swinging circle plus
some safety distance as decided by the Master. As is evident,
the swinging circle is not fixed and depends on the number of
shackles paid out.
Length of cable + Length of Ship
Swinging Circle Radius : = ---------------------------------------------
1853.2
Errors of GPS : As GPS signals travel down to the Earth
from space, the layers of the atmosphere refracts and
slightly delays the signals, particularly within the
ionosphere. This delay interferes with the range solutions
from the GPS receiver on the ground to the satellite,
resulting in positional errors of several meters.
1-Satellite clock error: GPS position calculations, as
discussed above, depend on measuring signal transmission
time from satellite to receiver; this, in turn, depends on
knowing the time on both ends.
2-Upper atmosphere (ionosphere) error: As GPS
signals pass through the upper atmosphere (the ionosphere
50-1000km above the surface), signals are delayed and
deflected. The ionosphere density varies; thus, signals are
delayed more in some places than others.
 3-Receiver clock error: GPS receivers are equipped with quartz
crystal clocks that are less stable than the atomic clocks used in
NAVSTAR satellites. Receiver clock error can be eliminated,
however, by comparing times of arrival of signals from two
satellites (whose transmission times are known exactly).
 4-Satellite orbit error: GPS receivers calculate coordinates
relative to the known locations of satellites in space, a complex
task that involves knowing the shapes of satellite orbits as well as
their velocities, neither of which is constant.
 5-Lower atmosphere error: The three lower layers of
atmosphere (troposphere, tropopause, and stratosphere) extend
from the Earth’s surface to an altitude of about 50 km. The lower
atmosphere delays GPS signals, adding slightly to the calculated
distances between satellites and receivers. Signals from satellites
close to the horizon are delayed the most, since they pass
through the most atmosphere.
6-Multipath error: Ideally, GPS signals travel from satellites
through the atmosphere directly to GPS receivers. In reality,
GPS receivers must discriminate between signals received
directly from satellites and other signals that have been
reflected from surrounding objects, such as buildings, trees,
and even the ground. Antennas are designed to minimize
interference from signals reflected from below, but signals
reflected from above are more difficult to eliminate.
Dilution of Precision: The arrangement of satellites in the sky also
affects the accuracy of GPS positioning. The ideal arrangement (of
the minimum four satellites) is one satellite directly overhead, three
others equally spaced nearer the horizon (but above the mask
angle). Imagine a vast umbrella that encompasses most of the sky,
where the satellites form the tip and the ends of the umbrella spines.
GPS coordinates calculated when satellites are clustered close
together in the sky suffer from dilution of precision(DOP), a
factor that multiplies the uncertainty associated with User
Equivalent Range Errors (UERE - errors associated with satellite
and receiver clocks, the atmosphere, satellite orbits, and the
environmental conditions that lead to multipath errors).
What can affect GPS accuracy?
GPS satellites broadcast their signals in space with certain
accuracy, but what you receive depends on additional factors,
including satellite geometry, signal blockage, atmospheric
conditions, and receiver design features/quality. For example,
GPS-enabled smart phones are typically accurate to within a
4.9 m (16 ft.)
 Geometric/Position Dilution of Precision:
 GDOP (geometric dilution of precision) or PDOP (position dilution of
precision) describes error caused by the relative position of the GPS
satellites. Basically, the more signals a GPS receiver can “see” (spread
apart versus close together), the more precise it can be.
 From the observer’s point of view, if the satellites are spread apart in
the sky, then the GPS receiver has a good GDOP.
 But if the satellites are physically close together, then you have poor
GDOP. This lowers the quality of your GPS positioning potentially by
meters.
Atmosphere Refraction:
 The troposphere and ionosphere can change the speed of propagation
of a GPS signal. Due to atmospheric conditions, the atmosphere
refracts the satellite signals as they pass through on their way to the
earth’s surface.
 To fix this, GPS can use two separate frequencies to minimize
propagation speed error. Depending on conditions, this type of GPS
error could offset the position anywhere from 5 meters.
 Unit – 7, AIS
 7.2, Automatic Identification System (AIS): It is an
automated tracking system that displays other vessels in the
vicinity. It is a broadcast transponder system which operates in
the VHF mobile maritime band. Your own ship also shows on the
screens of other vessels in the vicinity, provided your vessel is
fitted with AIS. If AIS is not fitted or not switched on, there is no
exchange of information on ships via AIS. The AIS onboard must
be switched on at all times unless the Master deems that it must
be turned off for security reasons or anything else. The working
mode of AIS is continuous and autonomous.
 It is fitted on ships for identification of ships and navigational
marks. However, it is only an aid to navigation and should not be
used for collision avoidance. Vessel Traffic Services (VTS) ashore
use AIS to identify, locate and monitor vessels. The Panama
Canal uses the AIS as well to provide information about rain
along the canal as well as wind in the locks.
w
 AIS as an aid to collision avoidance
 AIS contributes significantly to the safety of navigation. All
the information that is transmitted and received enhances
the effectiveness of navigation and can greatly improve the
situational awareness and the decision making process. As
an assistant to the OOW, the tracking and monitoring of
targets by the AIS as well as determining information on
the CPA and TCPA adds great value to the safety of
navigation overall. However, the user should not solely rely
on the information from the AIS for collision avoidance.
AIS is only an additional source of information for the
OOW and only supports in the process of navigating the
vessel.
 SOLAS Requirements Of AIS :
 The IMO Convention for the Safety Of Life At Sea (SOLAS)
Regulation V/19.2.4 requires all vessels of 300 GT and above
engaged on international voyages and all passenger ships
irrespective of size to carry AIS onboard.
AIS Types
 Class A: Mandated for all vessels 300 GT and above engaged on
international voyages as well as all passenger ships
 Class B: Provides limited functionality and intended for non
SOLAS vessels. Primarily used for vessels such as pleasure crafts
 AIS operates principally on two dedicated frequencies or VHF
channels:
 AIS 1: Works on 161.975 MHz- Channel 87B (Simplex, for ship to
ship)
 AIS 2: 162.025 MHz- Channel 88B (Duplex for ship to shore)
 Working
 Originally, AIS was used terrestrially, meaning the signal was
sent from the boat to land, and had a range of roughly 20 miles
(also taking into account the curvature of the earth). As ships
began sailing further and further away from land, they began
sending the signal to low orbit satellites, which then relayed
information back to land. This meant ships could sail as far as
they like, and we’d always have peace of mind knowing exactly
where they are, and how they’re doing.
 The AIS system consists of one VHF transmitter, two VHF
receivers, one VHF DSC receiver, and a standard marine
electronic communications link to shipboard display and sensor
systems. Position and timing information is normally derived
from an integral or external GPS receiver. Other information
broadcast by the AIS is electronically obtained from shipboard
equipment through standard marine data connections.
 Although only one channel is necessary, each station
transmits and receives over two radio channels to avoid
interference and to avoid communication loss from ships.
A position report from one AIS station fits into one of 2250
time slots established every 60 seconds. AIS stations
continuously synchronize themselves to each other, to
avoid overlap of slot transmissions.
 It’s pretty easy to install as well, as AIS is generally
integrated with ship bridge systems or multifunctional
display, but installing a standalone system is as
straightforward as plugging in a couple of cables and
switching on the plug.
 AIS system consists of the following Units:
 Dedicated Antenna working on VHF frequency
 Receiver and transmitter
 Processor
 Display screen
Types of AIS
 There are two types of AIS.
 1- Type ‘A’,
 2- Type *B
 Purpose of AIS: To improve the safety of navigation by
assisting in the efficient navigation of ship, protection of
the environment, and operation of Vessel Traffic Services
(VTS), by satisfying the following functional requirements:
 (1) In a ship-to-ship mode for collision avoidance;
 (2) As a means for Coastal States to obtain information
about a ship and its cargo; and
 (3) As a VTS tool, i.e. ship-to-shore (traffic management).
 The Automatic Identification System (AIS) is a system used
by ships and Vessel Traffic Services (VTS) principally for
identification and locating vessels.
 AIS provides a means for ships to electronically exchange
ship data including: identification, position, course, and
speed, with other nearby ships and VTS stations.
 The AIS transponder exchanges the information in a
A.I.S TRANSPONDER
standard format as given bellow
Ship’s name
Ship’s position
Ship’s call sign
Ship’s speed, course and heading
Navigational status (Moored, Underway, At Anchor)
Type of ship (Bulk Carrier, Container Ship, Passenger Ship)
Rudder angle
Rate of turn
Ship’s draft
Hazardous cargo
 Working Of AIS :
The A.I.S is designed to work / operate in one of the
following mode
1. In a ship-ship mode for collision avoidance
2. As a means for coastal states to obtain information about
a ship and lt’s cargo.
3. As a traffic management tool when interrogated with a
VTIS

Types Of Frequencies Used By A.I.S

I- AIS I-161.975 Mhz Channel 87-B
II- AIS II-161.025 Mhz Channel 88-B
AIS Message
 AIS is designed to work automatically &
continuously in a ship-ship mode, but the
specification provide for switch over to an assigned
mode for operation in an area subject to a
competent authority responsible for traffic
monitoring with the data transmission interval &
time state set remotely by the shore authority. The
AIS can work in a polling mode in which the data
transfer occurs in response to interrogation from
another ship or shore station.
Types Of Information Provided by
[Link] Data
AIS
[Link] Data
[Link] related Data
[Link] Message

1. Static Data-This information is programmed into the

system at the time of commissioning of the ship and
basically consists of the followings
 IMO Number
 Name of the ship
 Ship’s Call Sign
 Length & Breadth of the ship
 Type of ship
 Location of A.I.S antenna
 2. Dynamic Data : This information is derived by
interfacing ship’s GPS and other equipments with the help
of sensors and mainly consists of the following in-
formations
 Ship’s Position
 Time in UTC (GMT)
 Course over ground
 Speed over ground
 Ship’s heading
 Navigational Status
 Rate of turn
 Angle of heel (optional)
 Pitch & Heel (optional)
 3. Voyage Related Data :
This data is to be entered manually by the concerned
officer at the beginning of the voyage and can be amended
at any time as & when required. This data can be protected
with the help of a password. The following data is to be fed
 Ship’s draft
 Nature of cargo
 Destination & ETA
 Route Plan (List of main waypoints)
4. Safety Message–Short safety messages are fixed or pre
formatted text messages are fed into the system and are to
be addressed to a specified (one or more) or to all stations
in the area. The content should be relevant to safety
information ie ice sighted, buoy not in position or missing
etc.
 The OOW should be aware of that other small ships, warships,
Limitations of A.I.S
coastal stations and VTIS centers might not have AIS.
 The OOW should be aware of that due to operational reasons
ships might switch off their AIS, may not give full in-formations.
 The users must be aware of that transmission of wrong
information implies a risk to other ships as well as to own ship
 The users remain responsible for all in-formations entered into
the system.
 The accuracy of the AIS information received is only as good as
the AIS in-formations transmitted.
 The OOW should be aware that poorly calibrated equipment
will not give accurate in-formations and cause confusion.
 The potential of AIS as anti collision device is
recommended
 The AIS information may be used to assist in collision
avoidance decision making.
 The AIS is an additional source of navigational
information, it does not replace OOW, but supports the
navigational system.
 The use of AIS does not negate the responsibility of the
OOW to comply with collision regulations.
 The user should not rely on AIS as the sole information
system but should make use of all safety related in-
formations.
 The use of AIS on board ship is not intended to have any
special impact on the composition of navigational watch.
7.3, Voyage Data Recorder (VDR)
The main purpose of the Voyage Data Recorder is to record
and store ship’s critical parameters to facilitate the
reconstruction of the incident for the purpose of
investigation and analysis. The use of this equipment is
now being extended from the air crafts to the ships as well,
so that a more effective casualty investigation can be
carried out. A Voyage Data Recorder will make a major
contribution in increasing the operational safety at sea and
efficiency in navigation.
A ship’s VDR is far superior to a black box of an aero plane
as it stores a variety of data and that too for not less than a
period of 12 hours. The data records covering the last 12
hours are continuously overwritten by the latest data.
w
 Benefits (USE) Of Voyage Data Recorder (VDR):
 Accident Investigation
 Response Assessment
 Support In Training
 Promotion of Best Practices
 Reduction In Accidents
 Reduction In Insurance Costs
VDR Modules : Voyage Data Recorder consists of the
following modules. It also may have a replay facility.
 Data Management Module
 Audio Module
 Final Recording Unit
 Remote Alarm Module
 Replay station (Optional)
1 Data Management Module- This unit acquires and
processes all the data, so that it can be stored in the
specified format. The data from various sources would be
fed to this unit, as they are interfaced with this unit.
2 Audio Module–This unit consists of an audio mixer for
recording the bridge audio collected from various micro
phones placed in the wheel house, bridge wings, engine
room and other critical places. VHF audio signals will be
also recorded as it is interfaced with it.
3 Final Recording Unit-This unit is a crash survival,
pressure tight, fire proof and penetration resistant storage
device to store the required data. This would be in the
form of a capsule, resistant to shock , fire & deep sea
pressure. It is to be located in a suitable place (bridge
wings or monkey island)
4. Remote Alarm Unit-Remote alarm unit is a small ,
connected to data management unit and will generate
audible & visible alarms to indicate any error status In the
equipment.
5. Replay Station-it is optional, used to download and
replay the recorded data. It is to visualize the information
graphically and manually so that it can be displayed as
required. This can help in self analysis and taking correct
action.
S-VDR :The primary purpose of a voyage data recorder
(VDR) or a simplified voyage data recorder (S-VDR) is to
maintain a store of information, in a secure and
retrievable form, concerning the position, movement,
physical status, command and control of a vessel over the
period leading up to and following an incident.
 Informations Recorded By VDR
A typical Voyage Data Recorder should be capable of
recording the following in-formations automatically and
maintain the record for at least past 12 hrs.
 Date & Time Wind Speed & Direction
 Ship’s Position Hull Stresses & Hull Opening
 Ship’s Heading & Speed Bow Thruster Use
 Bridge Audio
 VHF Communication
 Radar & ARPA data
 Main Alarms
 E/R orders & Response
 Fire Door Status
 Rudder Order & Response
 Carriage requirements for VDR
 As with all the navigational equipment carried onboard,
the VDR also comes under the purview of the SOLAS
Chapter V, Regulation 20 as well as Annex 10. The details of
it are as follows:
 Passenger ships constructed on or after 1 July 2002
 Ro-Ro passenger ships constructed before 1 July 2002
Passenger ships other than Ro-Ro constructed before 1 July
2002
 Ships other than passenger ships of 3000 GT and upwards
constructed on or after 1 July 2002
 Cargo ships of 20000 gt. and upwards constructed before 1
July 2002.
 Cargo ships of 3000 GT and up to 20000 GT constructed
before 1 July 2002
 General Operational Requirements
1-The VDR should continuously maintain sequential
records of pre-selected data items relating to the status and
output of the ship’s equipment and command and control
of the ship.
2-To permit subsequent analysis of factors surrounding an
incident, the method of recording should ensure that the
various data items can be correlated in date and time
during playback on suitable equipment.
3-The system should include functions to perform a
performance test at any time, e.g. annually or following
repair or maintenance work to the VDR or any signal source
providing data to the VDR.
4-This test may be conducted using the playback
equipment and should ensure that all the required data
items are being correctly recorded.
 Maintenance Of VDR
1-As with all navigational equipment, checks and
maintenance are important for proper operation of any
electronic systems.
2-Only qualified personnel should work inside the
equipment. 3-As far as routine checks are concerned,
examine the cables for signs of damage and also check that
all connections are rigid.
4-The battery should be replaced every four years, the
backup battery must be replaced with new one by a
qualified service engineer.
5-Regulation 18.8 of SOLAS Chapter V states the
requirements for maintenance.
6-A certificate stating that the results of such tests were
satisfactory is to be retained onboard.
Limitations Of VDR:
Long Range Identification &
Tracking (LRIT)
The Long Range Tracking and Identification (LRIT) is an
international tracking and identification system incorporated by the
IMO under its SOLAS convention.
It came into existence on the 19th May 2006 and was incorporated
formally starting from January 2008.
The LRIT system provides for the global identification and tracking
of ships to enhance security of shipping and for the purposes of
safety and marine environment protection.
LRIT provides ship identity and current location information
in sufficient time for a government to evaluate the security risk
posed by a ship off its coast and to respond to reduce the risk
if necessary.
The LRIT system is mandatory for all passenger ships, high
speed craft, mobile offshore drilling units and cargo ships of
over 300 gross tonnes, and has been in force since July 2009.
The system specifies that flag States should ensure that a ship
transmits a minimum of four positions per day (once every 6
hours). LRIT information is stored and available for those
users entitled to access it.
Satellites enable ships to be tracked regardless of where the
ship is located. Furthermore, the combined use of LRIT and
Satellite-AIS data increases the tracking quality and coverage
of the ships
  LRIT users include the following:

 Flag States may request information on the location of their

vessels around the world

 Coastal States may request information on ships up to 1000

nautical miles from their coasts irrespective of their flag

 Port States may request information on those ships that have

declared one of their ports as destination, irrespective of their

location or flag.

 Search and rescue authorities.

 The LRIT system consists of:

 the ship borne LRIT information transmitting

equipment;

 the Communication Service Provider(s) (CPS);

 the Application Service Provider(s) (ASP);

 the LRIT Data Centre(s) (DC),

 the LRIT Data Distribution Plan (DDP); and

 the International LRIT Data Exchange (IDE).

 Long-range identification and tracking is also not a GMDSS
communications system but it may use GMDSS equipment,
particularly Inmarsat C terminals. LRIT is the subject of a new
regulation included in chapter V of SOLAS which applies to
ships constructed after 31 December 2008 with a phased-in
implementation schedule for existing ships. The new regulation
does not apply to ships which operate exclusively within sea area
A1 and are fitted with AIS.
LRIT information is available to:
1-Contracting Governments are entitled to receive
information about ships navigating within a distance up to 1,000
nautical miles off their coast, and about ships which have
indicated an intention to enter a port irrespective of distance.
2-Administrations are entitled to receive information about
their own flagged ships irrespective of where the ships are
located.
The ship borne equipment is required to automatically
transmit the LRIT information at 6-hour intervals to an
LRIT Data Centre and also be capable of being remotely
configured to transmit at variable intervals and be capable
of responding to a polling command. LRIT Data Centers
are set up nationally or regionally by Governments and
communicate through an International LRIT Data
Exchange. Governments obtain LRIT data from the Data
Centers by request providing that they are so entitled
according to an LRIT Data Distribution Plan which
is administered by the IMO.
Governments bear all the costs associated with LRIT and
there are no charges to ships. LRIT information may also be
made available for search and rescue purposes.
 Ship come who under LRIT :
As per the LRIT requirements, the ships that come under
its purview are:
1. All ships used for the purpose of passenger
transportation. Such a criteria includes even the faster and
speedier ships
2. All offshore rigs used for the purpose of drilling oil in the
high seas.
3. All ships used for the purpose of cargo-carrying. This
criterion also includes speedier vessels as also ships with a
weight of over 300 gross tons.
 Requirement of LRIT :
 The main requirements to the system’s application are the
following:
 The transmitting device and gadget to send the
information data
 Specific providers for this type of communication service.
One such service provider is the Absolute Maritime
Tracking Services, Inc. (AMTS) established by the Panama
Flag Registry. This service provider is the sole service
provider to those ships falling under the Panamanian
registration
 Centres of data for the system
 Service providers for the overall application of the system
 A thorough distribution plan for the data collected from
the system
 International data exchange for the LRIT application also
forms an important part of the overall system requirements
 In order to ensure whether the system is operating as it
needs to be, there is auditing carried out at regular
intervals by a coordinator for the system. This coordinator
acts as the representative of all the countries under the
SOLAS convention that have incorporated the Long Range
Tracking and Identification system.
 Technology has helped us to achieve a lot and with the help
of the Long Range Tracking and Identification technology,
all unwanted and problem-inducing factors of maritime
operational lines can be successfully attended to.
Data Transmitted By Ship : As per SOLAS chapter – V,
regulation 19-1 on LRIT, refers to the requirement that a
vessel automatically transmit the following in-formations
at 6 hours intervals, which can be received up to 1000
nautical miles, :
1- Ship name
2- Call Sign
3- MMSI No
4- Position of the vessel
5- Date & Time of position
 7.4, Bridge Navigation Watch Alarm System (BNWAS):
It is an automatic alarm system which sounds an alarm if
the watch keeping officer on the bridge of a ship falls
asleep, becomes ill or is absent for too long from the
bridge. It is auto matically engaged when the auto pilot is
activated / started.
as per IMO standards, it is required to have a dormat stage
and 3 alarm stages.
BNWAS is a monitoring and Alarm system which notifies
other navigational officers or master of the ship if the
officer on watch (OOW) does not respond or he/she is
incapable of performing the watch duties efficiently, which
can lead to maritime accidents.
Purpose Of BNWAS:
The purpose of a bridge navigational watch alarm system
(BNWAS) is to monitor bridge activity and detect operator
disability which could lead to marine accidents. The system
monitors the awareness of the Officer of the Watch (OOW)
and automatically alerts the Master or another qualified OOW
if for any reason the OOW becomes incapable of performing
the OOW’s duties. This is achieved through a mix of alarms
and indications which alert backup OOWs as well as the
Master. BNWAS warnings are given in the case of incapacity of
the watch keeping officer due to accident, sickness or in the
event of a security breach, e.g. piracy and/or hijacking. Unless
decided by the Master only, the BNWAS shall remain
operational at all times.
 Operational Requirements of BNWAS
 The BNWAS primarily has three modes of operation:
1-Automatic
2-Manual ON
3-Manual OFF
Alarms and Indications
 Once the BNWAS is put into operation, the dormant period
should be between 3 to 12 minutes. This dormant period is the
time in which the BNWAS is active without giving any alarm and
it only once the dormant period is over that the alarm is sounded
and the alarm/indication is sounded and the reset function
needs to be activated
 Once the dormant period ends, a visual indication (first stage;
flashing indication) must be activated indicating/demanding
that the officer rest it, if available and active
 If not reset within 15 seconds of the visual indication, an audible
alarm is sounded (first stage).
 If at the first stage the audible alarm is not reset, 15 seconds after
the audible alarm, another audible alarm (second stage; sound
should have its own characteristic tone or modulation intended
to alert, but not to startle, the OOW) is sounded in the backup
officer’s and/or Master’s cabin
 If at the second stage the audible alarm is not reset, 90 seconds
after it, another audible alarm is sounded (third stage; easily
recognisable, indicates urgency, volume sufficient for it to be
heard throughout the locations above and to wake sleeping
persons) at the locations of further crew members capable of
taking corrective actions
 Except for passenger vessels, the second and third stage alarm
can be combined to sound at all locations. If this is applied, the
third stage alarm may be omitted
 For very large vessels, sufficient time of up to 3 minutes must be
accounted for the backup officer or the Master to the reach the
Bridge to tend to the situation.
 The Reset Function
 Reset can only be done from physically located areas of the
bridge providing proper look out
 Reset can be only be done with a single operator action (for those
familiar with BNWAS, one stroke to the round reset switch)
which starts the dormant period further, cancelling the
alarms/indications
 Constant activation of the dormant period vis a vis the reset
button should not extend the dormant period to more than that
is set or bring about any suppression of the alarms/indications
Additionally
 An “Emergency Call” feature must be present to immediately
skip to the second and third stage alarms. This is present for the
OOW to summon immediate assistance
 Accuracy of the BNWAS should be within the window of 5% or 5
seconds, whichever is lesser
 Operational Mode and the duration of the Dormant Period
setting shall be restricted to the Master only
 To be powered from the main power supply. The
malfunction indication, and all elements of the Emergency
Call facility should be powered from a battery maintained
supply
 Outputs should be available for integration with other
bridge equipments if need be.
Regulations for BNWAS
 SOLAS Chapter V Regulation 19 states:
 Cargo ships of 150 gross tonnage and upwards and
passenger ships irrespective of size constructed on or after 1
July 2011
 Passenger ships irrespective of size constructed before 1
July 2011, not later than the first survey after 1 July 2012
 Cargo ships of 3,000 gross tonnage and upwards
constructed before 1 July 2011, not later than the first survey
after 1 July 2012
 Cargo ships of 500 gross tonnage and upwards but less than
3,000 gross tonnage constructed before 1 July 2011, not later
than the first safety survey after 1 July 2013.
 Cargo ships of 150 gross tonnage and upwards but less than 500
gross tonnage constructed before 1 July 2011, not later than the
first survey after 1 July 2014
 A BNWAS installed prior to 1 July 2011 may subsequently be
exempted from full compliance with the standards adopted by
the organization, at the discretion of the Administration.
 Emergency Call- The Officer of the Watch is able to generate an
emergency alarm / call any reset button longer than 5 seconds.
This activates without delay alert stage.2 and alert stage.3. After
an emergency alarm call has been released, reset is possible by
pushing a reset button in the panel.