MSC 106/19/Add.

1
Annex 18, page 1

ANNEX 18

RESOLUTION MSC.263(84)/REV.1
(adopted on 7 November 2022)

PERFORMANCE STANDARDS AND FUNCTIONAL REQUIREMENTS FOR THE

LONG-RANGE IDENTIFICATION AND TRACKING OF SHIPS

THE MARITIME SAFETY COMMITTEE,

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

concerning the functions of the Committee,

RECALLING ALSO resolution A.886(21) on Procedure for the adoption of, and amendments
to, performance standards and technical specifications, by which the Assembly resolved that
the function of adopting performance standards and technical specifications, as well as
amendments thereto, shall be performed by the Maritime Safety Committee,

BEARING IN MIND the provisions of regulation V/19-1 of the International Convention for the
Safety of Life at Sea, 1974 (the Convention), relating to the long-range identification and
tracking of ships, and the Revised performance standards and functional requirements for the
long-range identification and tracking of ships (Revised Performance Standards), adopted by
resolution MSC.263(84), as amended by resolutions MSC.330(90) and MSC.400(95),

HAVING CONSIDERED, at its 106th session, the recommendation made by the

Sub-Committee on Navigation, Communications and Search and Rescue at its ninth session,

1 ADOPTS the revised Performance standards and functional requirements for the
long-range identification and tracking of ships, set out in the annex to the present resolution;

2 REVOKES resolutions MSC.263(84), MSC.330(90) and MSC.400(95);

3 AGREES that any reference to resolution MSC.263(84), as amended, should be read

as reference to the present resolution;

4 INVITES Contracting Governments to the Convention to bring the enclosed

revised performance standards to the attention of all parties concerned.
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ANNEX

PERFORMANCE STANDARDS AND FUNCTIONAL REQUIREMENTS FOR THE

LONG-RANGE IDENTIFICATION AND TRACKING OF SHIPS

1 Overview

1.1 The Long-range Identification and Tracking (LRIT) system provides for the global
identification and tracking of ships.

1.2 The LRIT system consists of the shipborne LRIT information transmitting equipment,
the Communication Service Provider(s), the Application Service Provider(s), the LRIT Data
Centre(s), including any related vessel monitoring system(s), the LRIT Data Distribution Plan
and the International LRIT Data Exchange. Certain aspects of the performance of the LRIT
system are reviewed or audited by an LRIT Coordinator acting on behalf of all Contracting
Governments. Figure 1 provides an illustration of the LRIT system architecture.

Figure 1

LRIT system architecture

Contracting Government ... Contracting Government ... Contracting Government ...

flag State flag State flag State

Contracting Government H Contracting Government O Contracting Government W
port State port State port State
flag State flag State flag State
Contracting Government G Contracting Government M Contracting Government U
coastal State coastal State coastal State
port State port State port State
flag State flag State flag State
Contracting Government A Contracting Government
SAR serviceF Contracting Government
SAR serviceN Contracting Government
SAR serviceT The standard for data format, set of
coastal State coastal State coastal State possible commands, security and user
port State port State port State
flag State flag State flag State flag State
SAR service SAR service SAR service interface may vary from place to place
coastal State coastal State coastal State
port State port State port State port State
SAR service SAR service SAR service
coastal State coastal State coastal State coastal State
SAR service SAR service SAR service SAR service International
routing
rules

National Regional Cooperative International

LRIT LRIT LRIT LRIT

Data Centre Data Centre Data Centre Data Centre LRIT
or or or or Data Distribution Plan
VMS VMS VMS VMS server

D/B D/B D/B D/B

One standard for data format,

set of commands, security
International LRIT Data Exchange and quality of service
Journal

1.3 LRIT information is provided to Contracting Governments and search and rescue
services1 entitled to receive the information, upon request, through a system of National,
Regional, Cooperative and International LRIT Data Centres, using where necessary, the
International LRIT Data Exchange.

1
The term "search and rescue service" is defined in regulation V/2.5.
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1.4 Each Administration should provide to the LRIT Data Centre it has selected a list of
the ships entitled to fly its flag which are required to transmit LRIT information, together with
other salient details and should update, without undue delay, such lists as and when changes
occur. Ships should only transmit the LRIT information to the LRIT Data Centre selected by their
Administration.

1.5 The obligations of ships to transmit LRIT information and the rights and obligations of
Contracting Governments and of search and rescue services to receive LRIT information are
established in regulation V/19-1 of the 1974 SOLAS Convention.

2 Definitions

2.1 Unless expressly provided otherwise:

.1 Convention means the International Convention for the Safety of Life at

Sea, 1974, as amended.
.2 Regulation means a regulation of the Convention.

.3 Chapter means a chapter of the Convention.

.4 LRIT Data User means a Contracting Government or a search and rescue

(SAR) service which opts to receive the LRIT information it is entitled to.

.5 Committee means the Maritime Safety Committee.

.6 High-speed craft means a craft as defined in regulation X/1.3.

.7 Mobile offshore drilling unit means a mobile offshore drilling unit as defined
in regulation XI-2/1.1.5.

.8 Organization means the International Maritime Organization.

.9 Vessel monitoring system means a system established by a Contracting

Government or a group of Contracting Governments to monitor the
movements of the ships entitled to fly its or their flag. A vessel monitoring
system may also collect from the ships information specified by the
Contracting Government(s) which has established it.

.10 LRIT information means the information specified in regulation V/19-1.5.

2.2 The term "ship", when used in the present performance standards, includes mobile
offshore drilling units and high-speed craft as specified in regulation V/19-1.4.1 and means a
ship which is required to transmit LRIT information.

2.3 Terms not otherwise defined should have the same meaning as the meaning attributed
to them in the Convention.

3 General provisions

3.1 It should be noted that regulation V/19-1.1 provides that:

Nothing in this regulation or the provisions performance standards and functional

requirements adopted by the Organization in relation to the long-range identification
and tracking of ships shall prejudice the rights, jurisdiction or obligations of States
under international law, in particular, the legal regimes of the high seas, the exclusive
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economic zone, the contiguous zone, the territorial seas or the straits used for
international navigation and archipelagic sea lanes.

3.2 In operating the LRIT system, recognition should be given to international conventions,
agreements, rules or standards that provide for the protection of navigational information.

3.3 The present performance standards should always be read together with regulation V/19-1
and the technical specifications for the LRIT system.2

4 Shipborne equipment

4.1 In addition to the general requirements contained in resolution A.694(17) on

Recommendations on general requirements for shipborne radio equipment forming part of the
Global Maritime Distress and Safety System (GMDSS) and for electronic navigational aids, the
shipborne equipment should comply with the following minimum requirements:

.1 be capable of automatically and without human intervention on board the ship

transmitting the ship's LRIT information at 6-hour intervals to an LRIT Data
Centre;

.2 be capable of being configured remotely to transmit LRIT information at

variable intervals;

.3 be capable of transmitting LRIT information following receipt of polling

commands;

.4 interface directly to the shipborne global navigation satellite system equipment,

or have internal positioning capability;

.5 be supplied with energy from the main and emergency source of electrical
power;3 and

.6 be tested for electromagnetic compatibility taking into account the

recommendations4 developed by the Organization.

4.2 In addition to the provisions specified in paragraph 4.1 above, the shipborne
equipment should provide the functionality specified in table 1.

2
Refer to the Long-range identification and tracking system - Technical documentation (Part I)
(MSC.1/Circ.1259, as revised).
3
This provision should not apply to ships using for the transmission of LRIT information any of the radio
communication equipment provided for compliance with the provisions of chapter IV. In such cases, the
shipborne equipment should be provided with sources of energy as specified in regulation IV/13.
4
Refer to resolution A.813(19) on General requirements for electromagnetic compatibility of all electrical and
electronic ship's equipment.
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Table 1

Data to be transmitted from the shipborne equipment

Parameter Comments
Shipborne equipment
The identifier used by the shipborne equipment.
identifier
The Global Navigation Satellite System (GNSS) position (latitude and
longitude) of the ship (based on the WGS 84 datum).
Position: The equipment should be capable of transmitting the GNSS
position (latitude and longitude) of the ship (based on WGS 84 datum)
as prescribed by regulation V/19-1, without human interaction on board
the ship.
On-demand(1) position reports: The equipment should be capable of
Positional data responding to a request to transmit LRIT information on demand
without human interaction on board the ship, irrespective of where the
ship is located.
Pre-scheduled(2) position reports: The equipment should be capable of
being remotely configured to transmit LRIT information at intervals
ranging from a minimum of 15 min to periods of 6 hours to the LRIT
Data Centre, irrespective of where the ship is located and without
human interaction on board the ship.
The date and time(3) associated with the GNSS position.
Time Stamp 1 The equipment should be capable of transmitting the time(3) associated
with the GNSS position with each transmission of LRIT information.
(1)
Notes: On-demand position reports means transmission of LRIT information as a result of either receipt
of polling command or of remote configuration of the equipment so as to transmit at intervals other
than the preset ones.
(2) Pre-scheduled position reports means transmission of LRIT information at the preset transmit
intervals.
(3) All times should be indicated as Universal Coordinated Time (UTC).

4.3 The shipborne equipment should transmit the LRIT information using a communication
system which provides coverage in all areas where the ship operates.

4.4 The shipborne equipment should be set to automatically transmit the ship's LRIT
information at 6-hour intervals to the LRIT Data Centre identified by the Administration, unless
the LRIT Data User requesting the provision of LRIT information specifies a more frequent
transmission interval.

4.4.1 When a ship is undergoing repairs, modifications or conversions in dry dock or in-port
or is laid up for a long period, the master or the Administration may reduce the frequency of the
transmission LRIT information to one transmission every 24-hour period, or may temporarily stop
the transmission of such information.
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5 Application Service Providers

5.1 Application Service Providers (ASPs) providing services to:

.1 a National LRIT Data Centre, should be recognized by the Contracting

Government establishing the centre;

.2 a Regional or a Cooperative LRIT Data Centre, should be recognized by the

Contracting Governments establishing the centre. In such a case, the
arrangements for recognizing the ASPs should be agreed amongst the
Contracting Governments establishing the centre; and

.3 an International LRIT Data Centre, should be recognized by the Committee.

5.2 Contracting Governments should provide to the Organization a list with the names and
contact details of the ASPs they recognize together with any associated conditions of recognition
and thereafter should, without undue delay, update the Organization as changes occur.

5.2.1 The Organization should communicate information it receives pursuant to the

provisions of paragraph 5.2 and information in relation to the ASP(s) recognized by the
Committee for providing services to the International LRIT Data Centre and any changes
thereto to all Contracting Governments, all LRIT Data Centres, the International LRIT Data
Exchange and the LRIT Coordinator.

5.3 An ASP function should:

.1 provide a communication protocol interface between the Communication

Service Providers and the LRIT Data Centre to enable the following minimum
functionality:

.1 remote integration of the shipborne equipment into an LRIT Data

Centre;

.2 automatic configuration of transmission of LRIT information;

.3 automatic modification of the interval of transmission of LRIT

information;

.4 automatic suspension of transmission of LRIT information;

.5 on-demand transmission of LRIT information; and

.6 automatic recovery and management of transmission of LRIT

information;

.2 provide an integrated transaction management system for the monitoring of

LRIT information throughput and routeing; and

.3 ensure that LRIT information is collected, stored and routed in a reliable and
secure manner.
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5.4 The ASP where used should add the data identified in table 2 to each transmission of
LRIT information:

Table 2

Data to be added by an Application Service Provider

and at the LRIT Data Centre

Parameters Comments
Ship Identity(1) The IMO ship identification number(1) and MMSI for the ship.
Name of the ship which has transmitted the LRIT information in the
Name of ship
English language using Latin-1 alphabet and UTF-8 encoding.
Type of the ship which has transmitted the LRIT information using a
Type of ship(2)
predefined code.
The date and time(3) the transmission of LRIT information is received
Time Stamp 2
by the ASP (if used).
The date and time(3) the received LRIT information is forwarded from
Time Stamp 3
the ASP (if used) to the appropriate LRIT Data Centre.
LRIT Data Centre The identity of the LRIT Data Centre to be clearly indicated by a Unique
Identifier Identifier.
The date and time(3) the LRIT information is received by the LRIT Data
Time Stamp 4
Centre.
The date and time(3) the transmission of LRIT information is forwarded
Time Stamp 5
from the LRIT Data Centre to an LRIT Data User.
(1)
Notes: See regulation XI-1/3 and resolution A.1078(28) on IMO Ship Identification Number Scheme.
(2) Types of ships to be used in LRIT messages are outlined in LRIT Technical documentation, part I
(MSC.1/Circ.1259, as revised).
(3) All times should be indicated as Universal Coordinated Time (UTC).

5.5 In addition to the provisions of paragraph 5.3, Administrations, Contracting

Governments and the Committee may establish, in relation to the ASPs seeking their
recognition, specific requirements as a condition of recognizing a particular ASP.

6 Communication Service Providers

6.1 Communication Service Providers (CSPs) provide services which link the various parts
of the LRIT system using communications protocols in order to ensure the end-to-end secure
transfer of the LRIT information. This requirement precludes the use of non-secure broadcast
systems.

6.2 A CSP may also provide services as an ASP.

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7 LRIT Data Centre

7.1 All LRIT Data Centres should:

.1 establish and continuously maintain systems which ensure, at all times, that
LRIT Data Users are only provided with the LRIT information they are entitled
to receive as specified in regulation V/19-1;

.2 collect LRIT information from ships instructed by their Administrations to

transmit the LRIT information to the centre;

.3 obtain, when requested to provide LRIT information transmitted by ships

other than those which transmit the information to the centre,
LRIT information from other LRIT Data Centres through the International
LRIT Data Exchange;

.4 make available, when requested to provide LRIT information transmitted by

ships which transmit the information to the centre, LRIT information
transmitted to the centre to other LRIT Data Centres through the International
LRIT Data Exchange;

.5 execute requests received from LRIT Data Users for polling of LRIT
information or for change(s) in the interval(s) of transmission of LRIT
information by a ship or a group of ships transmitting the information to the
centre;

.6 relay, when required, requests received from LRIT Data Users through the
International LRIT Data Exchange to the other LRIT Data Centres for polling
of LRIT information or for change(s) in the interval(s) of transmission of LRIT
information by a ship or a group of ships not transmitting the information to
the centre;

.7 execute requests received through the International LRIT Data Exchange

from other LRIT Data Centres for polling of LRIT information or for change(s)
in the interval(s) of transmission of LRIT information by a ship or a group of
ships transmitting the information to the centre;

.8 upon request disseminate to LRIT Data Users the LRIT information they are
entitled to receive in accordance with the agreed arrangements and notify
the LRIT Data User and the Administration when a particular ship stops
transmitting LRIT information;

.9 archive LRIT information from ships which transmit the information to the
centre, for at least one year and until such time as the Committee reviews
and accepts the annual report of the audit of its performance by the
LRIT Coordinator. However, the archived LRIT information should provide a
complete record of the activities of the centre between two consecutive
annual audits of its performance;

.10 for LRIT information archived within the last four days, send the LRIT
information within 30 min of receiving a request;

.11 for LRIT information archived between four and 30 days previously, send the
LRIT information within one hour of receiving a request;
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.12 for LRIT information archived more than 30 days previously, send the LRIT
information within five days of receiving a request;

.13 ensure, using appropriate hardware and software, that LRIT information is
backed-up at regular intervals, stored at suitable off-site location(s) and
available as soon as possible in the event of disruption to ensure continuity
of service;

.14 maintain a record of the ships which transmit LRIT information to the centre
including name of ship, IMO ship identification number, call sign, maritime
mobile service identity (MMSI) and type of ship;

.15 use a standard protocol for communications and agreed protocols to connect
with the International LRIT Data Exchange and the LRIT Data Distribution
Plan server;
.16 use a standard secure transmission method with the International LRIT Data
Exchange and the LRIT Data Distribution Plan server;

.17 use a secure authentication method with LRIT Data Users;

.18 use a standard and expandable message format for communicating with the
International LRIT Data Exchange and the LRIT Data Distribution Plan
server;

.19 use reliable connections (e.g. TCP) to ensure that the LRIT information is
successfully received by the LRIT Data Centres;

.20 add the appropriate data identified in table 2 to each transmission of LRIT
information collect by the centre; and

.21 have access to the current LRIT Data Distribution Plan and to earlier
versions of the plan.

7.2 All LRIT Data Centres should comply with the relevant provisions of the Technical
specifications for communications within the LRIT system5 and of the Technical specifications
for the LRIT Data Distribution Plan and should take into account the relevant provisions of the
technical specifications for the International LRIT Data Exchange.

7.3 All Regional or Cooperative LRIT Data Centres and the International LRIT Data
Centre should only internally route LRIT information transmitted by ships entitled to fly the flag
of the Contracting Governments establishing or participating in such centres and should
automatically maintain journal(s) for all of the internally routed LRIT information. The journal(s)
should only contain message header information which should be used for audit and invoicing
purposes. The journal(s) should be transmitted to the International LRIT Data Exchange at
regular intervals in order to be combined with the journal(s) maintained by the International
LRIT Data Exchange.

7.4 Each LRIT Data Centre should settle its financial obligations vis-à-vis the LRIT Data
Centres which provide to it LRIT information and the International LRIT Data Exchange in a
timely manner in accordance with the arrangements they have agreed.

7.5 The performance of all LRIT Data Centres should be audited by the LRIT Coordinator.

5
Refer to the Long-range identification and tracking system - Technical documentation (Part I)
(MSC.1/Circ.1259, as revised).
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7.5.1 All LRIT Data Centres should cooperate and make available to the LRIT Coordinator
the information required to enable the satisfactory completion of an audit of their performance.

7.5.2 All LRIT Data Centres should settle their financial obligations vis-à-vis
the LRIT Coordinator in a timely manner in accordance with the arrangements they have
agreed.

7.6 When providing LRIT information to LRIT Data Users, other than to a SAR service,
LRIT Data Centres should:

.1 in case such information are not archived, utilize the current version of the
LRIT Data Distribution Plan;

.2 in case such information is archived, utilize the version(s) of the LRIT Data
Distribution Plan which were applicable at the time the archived LRIT
information requested was originally received; and

.3 apply the geographical areas specified by the Contracting Governments

concerned in the LRIT Data Distribution Plan and should not endeavour to
resolve any issues which may arise when such areas are either not specified
or overlap geographical areas specified by other Contracting Governments.

7.7 Notwithstanding the provisions of paragraph 7.1 and subject to the provisions of
paragraph 17.2, all LRIT Data Centres should provide to SAR services LRIT information
transmitted by all ships located within the geographical area specified by the SAR service
requesting the information so as to permit the rapid identification of ships which may be called
upon to provide assistance in relation to the search and rescue of persons in distress at sea.
The LRIT information should be provided irrespective of the location of the geographical area
and should be provided even if the geographical area is outside the search and rescue region
associated with the SAR service requesting the information (regulation V/19-1.12 refers).

8 National, Regional and Cooperative LRIT Data Centres

8.1 A Contracting Government may establish a National LRIT Data Centre. A Contracting
Government establishing such a centre should provide relevant details to the Organization and
thereafter should, without undue delay, update the information provided as and when
changes occur.

8.2 A group of Contracting Governments may establish either a Regional or a Cooperative

LRIT Data Centre. The arrangements for establishing such a centre should be agreed amongst
the Contracting Governments concerned. One of the Contracting Governments establishing
such a centre should provide relevant details to the Organization and thereafter should, without
undue delay, update the information provided as and when changes occur.

8.3 Upon request, National, Regional and Cooperative LRIT Data Centres may provide
services to Contracting Governments other than those establishing the centre.

8.3.1 The arrangements for providing services should be agreed between the LRIT Data
Centre and the Contracting Government requesting the provision of the services.
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8.3.2 The Contracting Government establishing the National LRIT Data Centre or one of
the Contracting Governments establishing the Regional or Cooperative LRIT Data Centre
should, if the centre provides services to Contracting Governments other than those which
established the centre, provide relevant details to the Organization and thereafter should,
without undue delay, update the information provided as and when changes occur.

8.4 National, Regional and Cooperative LRIT Data Centres may also serve as a national,
regional or cooperative vessel monitoring system (VMS) and may require, as VMS, the
transmission from ships of additional information, or of information at different intervals, or of
information from ships which are not required to transmit LRIT information. VMSs may also
perform other functions.

8.4.1 If a National, Regional or Cooperative LRIT Data Centre collects additional

information from ships, it should transmit only the required LRIT information to the other LRIT
Data Centres through the International LRIT Data Exchange.

9 International LRIT Data Centre

9.1 An International LRIT Data Centre recognized by the Committee should be

established.

9.2 Contracting Governments not participating in a National, Regional or Cooperative

LRIT Data Centre, or Contracting Governments having an interest in the establishment of an
International LRIT Data Centre should cooperate, under the coordination of the Committee,
with a view to ensuring its establishment.

9.3 Ships, other than those which are required to transmit LRIT information to either a
National, Regional or Cooperative LRIT Data Centre, should transmit the required LRIT
information to the International LRIT Data Centre.

9.4 An International LRIT Data Centre may, upon request, collect additional information
from ships entitled to fly the flag of an Administration on the basis of specific arrangements
concluded with the Administration concerned.

9.5 In addition to the provisions of section 7, the International LRIT Data Centre should
comply with the provisions of the technical specifications for the International LRIT Data
Centre.6

10 International LRIT Data Exchange

10.1 An International LRIT Data Exchange recognized by the Committee should be

established.

10.2 Contracting Governments should cooperate, under the coordination of the

Committee, with a view to ensuring the establishment of the International LRIT Data Exchange.

10.3 The International LRIT Data Exchange should:

.1 route LRIT information between LRIT Data Centres using the information
provided in the LRIT Data Distribution Plan;

6
Refer to the Long-range identification and tracking system - Technical documentation (Part I)
(MSC.1/Circ.1259, as revised).
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.2 be connected to all LRIT Data Centres and the LRIT Data Distribution Plan
server;

.3 use a store and forward-buffer to ensure LRIT information is received;

.4 automatically maintain journal(s) containing message header information

only which may be used for:

.1 invoicing functions and settlement of invoicing disputes; and

.2 audit purposes;

.5 archive journal(s), for at least one year and until such time as the Committee
reviews and accepts the LRIT Coordinator's annual report of the audit of its
performance. However, the archived journal(s) should provide a complete
record of the activities of the exchange between two consecutive annual
audits of its performance;

.6 receive journal(s) from Regional, Cooperative and the International LRIT

Data Centre and combine these journal(s) with its own journal(s);

.7 prepare, as necessary, performance-related statistical information based on

the information contained in the journal(s);

.8 use a standard protocol for communications agreed protocols to connect with

LRIT Data Centres and the LRIT Data Distribution Plan server;

.9 use a standard secure access method with the LRIT Data Centres and the
LRIT Data Distribution Plan server;

.10 use a standard and expandable message format for communicating with the
LRIT Data Centres and the LRIT Data Distribution Plan server;

.11 use reliable connections (e.g. TCP) to ensure that the LRIT information is
successfully received by the LRIT Data Centres;

.12 not have the capability to archive LRIT information;

.13 not have the capability to view or access the LRIT information;

.14 have access to the current LRIT Data Distribution Plan and to earlier versions
of the plan; and

.15 receive pricing information from LRIT Data Centres.

10.4 The International LRIT Data Exchange should comply with the provisions of the
technical specifications for the International LRIT Data Exchange7 and with the relevant
provisions of the technical specifications for communications within the LRIT system and of
the technical specifications for the LRIT Data Distribution Plan.

7
Refer to the Long-range identification and tracking system - Technical documentation (Part I)
(MSC.1/Circ.1259, as revised).
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10.5 The International LRIT Data Exchange should provide to:

.1 the LRIT Coordinator offline access to all journals; and

.2 Contracting Governments and LRIT Data Centres offline access only to their
share of the journals which relates to the LRIT information they have
requested and were provided with.

10.6 The performance of the International LRIT Data Exchange should be audited by the
LRIT Coordinator.

10.6.1 The International LRIT Data Exchange should cooperate and make available to the
LRIT Coordinator the information required to enable the satisfactory completion of an audit of its
performance.

10.6.2 The International LRIT Data Exchange should settle its financial obligations vis-à-vis
the LRIT Coordinator in a timely manner in accordance with the arrangements they have
agreed.

11 LRIT Data Distribution Plan

11.1 The Organization should establish and maintain the LRIT Data Distribution Plan.
The Organization should also host, build, operate and maintain the LRIT Data Distribution Plan
server.

11.2 The LRIT Data Distribution Plan should include:

.1 a list indicating the unique LRIT identities of Contracting Governments,

search and rescue services entitled to receive LRIT information, LRIT Data
Centres, the International LRIT Data Exchange, ASPs, the LRIT Data
Distribution Plan server and the LRIT Coordinator;

.2 for the purpose of the implementation of the provisions of

regulation V/19-1.8.1, for each Contracting Government a list of geographical
coordinates of points, taking into account the related provisions of the
technical specifications for the LRIT Data Distribution Plan,8 based on the
WGS 84 datum defining the geographical area:

.1 of the waters9 landward of the baselines for measuring the breadth

of the territorial sea of the Contracting Government concerned in
accordance with international law;

.2 of the territorial sea10 of the Contracting Government concerned in

accordance with international law;

8
Refer to the Long-range identification and tracking system - Technical documentation (Part I)
(MSC.1/Circ.1259, as revised).
9
The baselines for measuring the breadth of the territorial sea of the Contracting Government concerned in
accordance with international law, the lines of delimitation between the Contracting Governments concerned
and States with adjacent coasts and the coast of the Contracting Government concerned including any
landward waters within which any ship which is required to comply with the provisions of regulation V/19-1
is able to navigate.
10
The baselines for measuring the breadth of the territorial sea and the outer limit of the territorial sea of the
Contracting Government concerned in accordance with international law and the lines of delimitation of the
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.3 between the coast of the Contracting Government concerned and a

distance of 1,000 nautical miles from its coast. The Contracting
Government concerned may, in lieu of defining the aforesaid area
with reference to the geographical coordinate points defining its
coast, define the area with reference to the geographical coordinate
points of the baselines for measuring the breadth of the territorial
sea of the Contracting Government concerned in accordance with
international law; and

.4 within which the Contracting Government concerned is seeking the

provision of LRIT information pursuant to the provisions of
regulation V/19-1.8.1.3, if other than that defined under
sub-paragraph .3 above;

.3 for the purpose of the implementation of the provisions of

regulation V/19-1.9.1 the following information:

.1 the name of the Administration (together with its associated unique

LRIT identity) which opts to exercise its right under the provisions of
regulation V/19-1.9.1;

.2 the name(s) of the Contracting Government(s) (together with their

associated unique LRIT identities) to which LRIT information about
ships entitled to fly the flag of the aforesaid Administration shall not
be provided pursuant to the provisions of paragraph V/19-1.8.1.3
together with the date and time as from which the decision of the
Administration applies and any particulars thereof stated in the
related communication to the Organization;

.3 in case of amendment, suspension or annulment of such decisions

by the aforesaid Administration, the salient details; and

.4 the date and time the Organization has received the related
communication, including related amendment, suspension or
annulment and the date and time the Organization has informed all
Contracting Governments pursuant to the provisions of
regulation V/19-1.9.2;

.4 a list of ports and port facilities located within the territory and a list of places
under jurisdiction of each Contracting Government together with the
associated geographical coordinates of points (based on WGS 84 datum) in
which ships that are required to comply with the provisions of
regulation V/19-1 may enter or proceed to;

.5 a list indicating which LRIT Data Centre is collecting and archiving

LRIT information for each of the Contracting Governments together with the
related LRIT identities;
.6 a list indicating the Uniform Resource Locator/Uniform Resource Identifier
(URL/URI) (Web Service Endpoint) of each LRIT Data Centre, the
International LRIT Data Exchange and the LRIT Data Distribution Plan
server;

territorial sea between the Contracting Governments concerned and States with opposite or adjacent coasts
in accordance with international law.
 MSC 106/19/Add.1
Annex 18, page 15

.7 a list indicating the ASPs providing services to each LRIT Data Centre
together with the related LRIT identities;

.8 the contact details of Contracting Governments for LRIT-related matters;

.9 the contact details of search and rescue services entitled to receive

LRIT information for LRIT-related matters;

.10 information in relation to the ASPs recognized by each Contracting

Government together with any conditions attached to such recognitions, and
their points of contact;

.11 information in relation to each National, Regional and Cooperative LRIT Data
Centre, the International LRIT Data Centre and the International LRIT Data
Exchange, and their points of contact;

.12 information in relation to the LRIT Coordinator, and its contact details;

.13 information in relation to the LRIT Data Distribution Plan and its server and
contact details of official(s) of the Organization who may be contacted for
matters relating to the operation or maintenance of the plan or its server or
for seeking help in relation to issues relating to or arising from the operation
of the plan or its server; and

.14 a record of all previous versions of the plan together with the dates and times
between which each version was in effect.

11.3 The LRIT Data Distribution Plan server should:

.1 allow the International LRIT Data Exchange, the LRIT Data Centres and the
LRIT Coordinator to have access to the current version of the plan;

.2 provide earlier versions of the LRIT Data Distribution Plan to the International
LRIT Data Exchange, the LRIT Data Centres and the LRIT Coordinator upon
request;

.3 use a standard protocol for communications and agreed protocols to connect

with the International LRIT Data Exchange and the LRIT Data Centres;

.4 use a standard secure transmission method with the International LRIT Data
Exchange and the LRIT Data Centres;

.5 use a standard and expandable message format for communicating with the
International LRIT Data Exchange and the LRIT Data Centres;

.6 use reliable connections (e.g. TCP) to ensure that the information in the plan
is successfully received by the International LRIT Data Exchange and
the LRIT Data Centres;

.7 use industry standard file compression technology to reduce the size of the
plan and its incremental updates when these are downloaded by the
International LRIT Data Exchange and the LRIT Data Centres;
MSC 106/19/Add.1
Annex 18, page 16

.8 provide for the submission of the geographical areas in a standard industry

format and use a consistent naming convention for the elements;

.9 provide for uploading of the geographical areas in batch files in

Geography Markup Language (GML) format;

.10 maintain a unique number for each published version of the plan,
incrementing each time a new version of the plan is published;

.11 provide for the downloading of the plan and its incremental updates by
the LRIT Data Centres and the International LRIT Data Exchange on the
publishing of a new version of the plan;

.12 archive all published versions of the plan and its incremental updates;

.13 use a standard secure access methods with the Contracting Governments
and the LRIT Coordinator; and

.14 provide a web interface for the entry and amendment of information in the
plan.

11.4 The LRIT Data Distribution Plan server should comply with the technical specifications
for the LRIT Data Distribution Plan11 and with the relevant provisions of the technical
specifications for communications within the LRIT system.

12 LRIT system security

12.1 LRIT communications using landline links should provide for data security using
methods such as:

.1 authorization: Access should only be granted to those who are authorized to

see the specific LRIT information;

.2 authentication: Any party exchanging information within the LRIT system

should require authentication before exchanging information;

.3 confidentiality: Parties running an application server should protect the

confidentiality of the LRIT information to ensure that it is not disclosed to
unauthorized recipients when it travels across the LRIT system; and

.4 integrity: Parties exchanging LRIT information should ensure that the

integrity of the LRIT information is guaranteed and that no data has been
altered.

13 LRIT system performance

13.1 LRIT information should be available to an LRIT Data User within 15 min of the time it
is transmitted by the ship.

13.2 On-demand LRIT information should be provided to an LRIT Data User within 30 min
of the time the LRIT Data User requested the information.

11 Refer to the Long-range identification and tracking system - Technical documentation (Part I)
(MSC.1/Circ.1259, as revised).
 MSC 106/19/Add.1
Annex 18, page 17

13.3 The quality of service:

Number of delivered LRIT information meeting latency requirements x 100%

Total number of LRIT information requests

should be:

.1 95% of the time over any 24-hour period; and

.2 99% over any one month.

14 LRIT Coordinator

14.1 The LRIT Coordinator should be appointed by the Committee.

14.2 The LRIT Coordinator should assist in the establishment of the International LRIT
Data Centre and/or International LRIT Data Exchange by:

.1 participating in the development of any new technical specifications for

the LRIT system or of any amendments to existing ones taking into account
the provisions of regulation V/19-1, the present performance standards, the
existing technical specifications and any related decisions of the Committee;

.2 issuing, when requested by the Committee, requests for the submission of

proposals for the establishment and operation of the International LRIT Data
Centre and/or the International LRIT Data Exchange;

.3 evaluating the management, operational, technical and financial aspects of

the proposals received taking into account the provisions of
regulation V/19- 1, the present performance standards, the technical
specifications for the LRIT system and any other related decisions of the
Committee and submitting its recommendations in this respect for
consideration by the Committee; and

.4 participating, as and when requested by the Committee, in their testing and

integration into the LRIT system and reporting its findings in this respect for
consideration by the Committee.

14.3 The LRIT Coordinator should, taking into account the provisions of regulation V/19- 1,
the present performance standards, the technical specification for the LRIT system and any
related decisions of the Committee:

.1 upon request, by any party concerned or the Committee, undertake the

investigation of operational or technical disputes or invoicing difficulties and
make recommendations for their settlement to the parties concerned and the
Committee, as appropriate;

.2 participate, as and when requested by the Committee, in the testing and

integration of LRIT Data Centre(s) into the LRIT system and report its finding
in this respect for consideration by the Committee; and
MSC 106/19/Add.1
Annex 18, page 18

.3 participate, as and when requested by the Committee, in the testing of new

or modified procedures or arrangements for communications between the
International LRIT Data Exchange, the LRIT Data Centres and the LRIT
Data Distribution Plan server and report its finding in this respect for
consideration by the Committee.

14.4 The LRIT Coordinator should undertake a review of the performance of the LRIT
system taking into account the provisions of regulation V/19-1, the present performance
standards, the technical specification for the LRIT system and any related decisions of the
Committee and should report its findings to the Committee at least annually. In this respect,
the LRIT Coordinator should on an annual basis:

.1 review the performance of ASPs (or CSPs when they act as ASPs) providing
services to the International LRIT Data Centre;
.2 audit the performance of all LRIT Data Centres based on archived
information and their fee structures;

.3 audit the performance of the International LRIT Data Exchange and its fee
structure, if any; and

.4 verify that Contracting Governments and search and rescue services receive
only the LRIT information they have requested and are entitled to receive.

14.5 In addition to reporting to the Committee on the performance of the LRIT system
including any identified non-conformities, the LRIT Coordinator may make recommendations
to the Committee, based on an analysis of its findings, with a view to improving the efficiency,
effectiveness and security of the LRIT system.

14.6 The LRIT Coordinator should, for the purpose of performing the functions specified in
paragraphs 14.2.4 and 14.3 to 14.5:

.1 be given the required level of access, by the LRIT Data Centres and the
International LRIT Data Exchange, to management, and to charging,
technical and operational data;

.2 collect and analyse samples of LRIT information provided to LRIT Data

Users;

.3 collect and analyse statistics compiled by LRIT Data Centres and the
International LRIT Data Exchange; and

.4 be given access to the current LRIT Data Distribution Plan and to earlier
versions of the plan.

14.7 The LRIT Coordinator should establish and communicate to the Committee the
charges it would be levying in order to recover the expenditure it incurs for providing the
services specified in paragraphs 14.2 to 14.5.

14.7.1 The related charges should be paid to the LRIT Coordinator in accordance with
agreed arrangements – taking into account the laws of the Contracting Government(s)
concerned – as follows:

.1 in relation to the evaluation of proposals for the establishment of the

International LRIT Data Centre and/or the International LRIT Data Exchange
(paragraph 14.2.3), by those submitting the related proposals;
 MSC 106/19/Add.1
Annex 18, page 19

.2 when participating in the testing and integration of the International

LRIT Data Centre and/or the International LRIT Data Exchange into the
LRIT system (paragraph 14.2.4), by the International LRIT Data Centre
and/or the International LRIT Data Exchange as the case may be;

.3 when undertaking the investigation of operational or technical disputes or

invoicing difficulties (paragraph 14.3.1), by the party requesting the service;

.4 when participating in the testing and integration of LRIT Data Centre(s) into
the LRIT system (paragraph 14.3.2), by the LRIT Data Centre(s) being tested
or integrated;
.5 when participating in the testing of new or modified procedures or
arrangements for communications between the International LRIT Data
Exchange, the LRIT Data Centres and the LRIT Data Distribution Plan server
(paragraph 14.3.3), by the International LRIT Data Exchange and/or the
LRIT Data Centre(s);

.6 when reviewing the performance of ASPs (or CSPs when they act as ASPs)
providing services to the International LRIT Data Centre (paragraph 14.4.1),
by the ASPs concerned;

.7 when auditing the performance and fee structures of LRIT Data Centres
(paragraph 14.4.2), by the LRIT Data Centre concerned; and

.8 when auditing the performance and fee structure of the International LRIT
Data Exchange (paragraph 14.4.3), by the International LRIT Data
Exchange.

14.7.2 The Organization should not be required to make any payments to the LRIT
Coordinator for any work the LRIT Coordinator may be required to carry out pursuant to any
of the provisions of paragraphs 14.2 to 14.5; or for reporting or making recommendations to
the Committee pursuant to any of the provisions of paragraphs 14.2 to 14.5.

14.7.3 Contracting Governments should not be responsible for making any direct payments
to the LRIT Coordinator for the services it may be required to provide pursuant to any of the
provisions of paragraphs 14.2 to 14.5. However, without prejudice as to the relations between
Contracting Governments and the LRIT Data Centres the services of which may use,
Contracting Governments may be required by LRIT Data Centres to pay fees for the LRIT
information they request and receive which may contain elements to offset the charges paid
by LRIT Data Centres to the LRIT Coordinator for the functions it performs. Notwithstanding
the aforesaid, the Contracting Government which requests directly from the LRIT Coordinator
the provision of a specific service should pay the LRIT Coordinator the relevant charges for
the service it has requested.

15 Administrations

15.1 Each Administration should decide to which LRIT Data Centre ships entitled to fly its
flag are required to transmit LRIT information.

15.2 Each Administration should provide to the selected LRIT Data Centre the following
information for each of the ships entitled to fly its flag which is required to
transmit LRIT information:

.1 name of ship;
MSC 106/19/Add.1
Annex 18, page 20

.2 IMO ship identification number;

.3 call sign;

.4 maritime mobile service identity; and

.5 type of ship.

15.3 Upon the transfer of the flag of a ship which is required to transmit LRIT information
from another State, the Administration whose flag the ship is now entitled to fly should provide,
without undue delay, to the selected LRIT Data Centre in addition to the information specified
in paragraph 15.2 the following information:

.1 the effective date and time (UTC) of transfer; and

.2 the State whose flag the ship was formally entitled to fly, if known.

15.4 Administrations should, without undue delay, update the LRIT Data Centre as and
when changes to the information they have provided under paragraphs 15.2 and 15.3 occur.

15.5 Upon the transfer of the flag of a ship which is required to transmit LRIT information
to another State or when the ship is to be taken permanently out of service, the Contracting
Government of the State whose flag the ship was entitled to fly hitherto should provide, without
undue delay, to the LRIT Data Centre the following information:

.1 name of ship;

.2 IMO ship identification number;

.3 the effective date and time (UTC) of the transfer, or when the ship was, or
will be, taken permanently out of service; and

.4 the State to which the flag of the ship has been transferred, if known.

15.6 Administrations should either provide the ASP(s) they recognize with relevant
information taking into account the provisions of 15.2 to 15.5 or should make the necessary
arrangements for the aforesaid information to be provided to the ASP(s) concerned by the
selected LRIT Data Centre.

16 Contracting Governments

16.1 Each Contracting Government should:

.1 obtain the LRIT information to which it is entitled under the provisions of

regulation V/19-1, and has requested, from the LRIT Data Centre designated
under paragraph 15.1. Contracting Governments which have no ships
entitled to fly their flag may receive the LRIT information they are entitled to
under the provisions of regulation V/19-1 from any one of the LRIT
Data Centres but should select one LRIT Data Centre from which they wish
to receive the information. In such cases, the Contracting Government
concerned should, after reaching an agreement with the LRIT Data Centre
the services of which it would be using, inform accordingly the Organization
and, without undue delay, update the information they have provided as and
when it changes;
 MSC 106/19/Add.1
Annex 18, page 21

.2 if it wishes to receive LRIT information pursuant to the provisions of

regulation V/19-1.8.1.1, indicate to the LRIT Data Centre the criteria for
receiving such information. If so decided the Contracting Government may
give the LRIT Data Centre a standing order regarding the criteria for
receiving LRIT information;

.3 if it wishes to receive LRIT information pursuant to the provisions of

regulation V/19-1.8.1.2, indicate to the LRIT Data Centre the name and
the IMO ship identification number of the particular ship and either:

.1 the distance from a port; or

.2 a point in time,

from when it requires the provision of LRIT information transmitted by the ship.
If so decided the Contracting Government may give the LRIT Data Centre a
standing order regarding the criteria for receiving LRIT information.
If the standing order is a distance from a port, the Contracting Government also
has to inform the centre of the name of the port each ship is proceeding to;

.4 if it wishes to receive LRIT information pursuant to the provisions of

regulation V/19-1.8.1.3, indicate the distance from its coast within which it
requires the provision of LRIT information transmitted by ships. If so decided,
the Contracting Government may give the LRIT Data Centre a standing order
regarding the criteria for receiving LRIT information;

.5 cooperate with a view to resolving any issues in connection with which flag
a particular ship is entitled to fly; and

.6 ensure either the destruction of all received LRIT information which is no

longer in use or its archiving in a secure and protected manner.

16.2 In accordance with regulation V/19-1.8.2, Contracting Governments are obliged to

communicate to the Organization and enter into the LRIT Data Distribution Plan the information
specified in paragraph 11.2 and thereafter update such information as and when changes
occur before requesting the provision of LRIT information pursuant to the provisions of
regulation V/19-1.8.1.

16.3 Contracting Governments are advised that the LRIT system would not apply any
restrictions pursuant to the provisions of either regulations V/19-1.8.2 and V/19-8.1.3 in relation
to ships located within the waters landward of baselines or regulation V/19-18.1.4 in relation
to ships located within territorial seas until such time that they have communicated to the
Organization and provided in the LRIT Data Distribution Plan the required information.

17 Search and rescue services

17.1 Subject to the provisions of paragraph 7.7, a search and rescue service when it
wishes to receive LRIT information pursuant to the provisions of regulation V/19-1.12 should
indicate to the LRIT Data Centre the criteria for receiving such information.

17.2 A search and rescue service should request the provision of LRIT information only via
the LRIT Data Centre serving the Contracting Government in whose territory the service is
located.
MSC 106/19/Add.1
Annex 18, page 22

17.3 Subject to the provisions of the national legislation of the Contracting Government
concerned, search and rescue services should provide information when requested by the
LRIT Coordinator to enable the holistic review of the performance of the LRIT system and for
the investigation of any disputes.

***
 MSC 75/24/Add.1

ANNEX 11

RESOLUTION MSC.128(75)
(adopted on 20 May 2002)

PERFORMANCE STANDARDS FOR A BRIDGE NAVIGATIONAL

WATCH ALARM SYSTEM (BNWAS)

THE MARITIME SAFETY COMMITTEE,

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

Organization concerning the functions of the Committee,

RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as amendments
thereto shall be performed by the Maritime Safety Committee and/or the Marine Environment
Protection Committee, as appropriate, on behalf of the Organization,

RECOGNIZING that, many operational bridge-related marine accidents could be averted

if an effective and operational bridge navigational watch alarm system (BNWAS) was fitted to
vessels,

RECOGNIZING FURTHER that, by the use of a Bridge Navigational Watch Alarm

System (BNWAS) warnings will be given in case of the incapacity of the watchkeeping officer
due to accident, sickness or in the event of a security breach, e.g. piracy and/or hijacking,

NOTING that the installation of such equipment is a relatively low-cost and an effective
means of avoiding operational navigational accidents,

RECOGNIZING the need to prepare appropriate performance standards for BNWASs,

HAVING CONSIDERED the recommendation on the performance standards for

BNWASs made by the Sub-Committee on Safety of Navigation at its forty-seventh session,

1. ADOPTS the Recommendation on Performance Standards for a Bridge Navigational

Watch Alarm System, set out in the Annex to the present resolution;

2. RECOMMENDS Governments to ensure that BNWASs installed on or after 1 July 2003,

conform to performance standards not inferior to those specified in the Annex to the present
resolution.

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ANNEX

RECOMMENDATION ON PERFORMANCE STANDARDS FOR

A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS)

1 SCOPE

The purpose of a bridge navigational watch alarm system (BNWAS) is to monitor bridge
activity and detect operator disability which could lead to marine accidents. The system
monitors the awareness of the Officer of the Watch (OOW) and automatically alerts the Master
or another qualified OOW if for any reason the OOW becomes incapable of performing the
OOW’s duties. This purpose is achieved by a series of indications and alarms to alert first the
OOW and, if he is not responding, then to alert the Master or another qualified OOW.
Additionally, the BNWAS may provide the OOW with a means of calling for immediate
assistance if required. The BNWAS should be operational whenever the ship’s heading or track
control system is engaged, unless inhibited by the Master.

2 REFERENCES

- IMO resolution A.830(19) Code on alarms and indicators

- IMO MSC/Circ.982 Guidelines on Ergonomic Criteria for Bridge
Equipment and Layout
- IMO resolution A.694(17) General Requirements1 for shipborne radio
equipment forming part of the Global Maritime
Distress and Safety System (GMDSS) and for
Electronic Navigational Aids

3 DEFINITIONS

Bridge – Wheelhouse and bridge wings

4 OPERATIONAL REQUIREMENTS

4.1 Functionality

4.1.1 Operational modes

4.1.1.1 The BNWAS should incorporate the following operational modes:

- Automatic (Automatically brought into operation whenever the ship’s heading

or track control system is activated and inhibited when this system is not
activated)

- Manual ON (In operation constantly)

- Manual OFF (Does not operate under any circumstances)

1
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4.1.2 Operational sequence of indications and alarms

4.1.2.1 Once operational, the alarm system should remain dormant for a period of between 3
and 12 min (Td).

4.1.2.2 At the end of this dormant period, the alarm system should initiate a visual indication
on the bridge.

4.1.2.3 If not reset, the BNWAS should additionally sound a first stage audible alarm on the
bridge 15 s after the visual indication is initiated.

4.1.2.4 If not reset, the BNWAS should additionally sound a second stage remote audible
alarm in the back-up officer’s and/or Master’s location 15 s after the first stage audible alarm is
initiated.

4.1.2.5 If not reset, the BNWAS should additionally sound a third stage remote audible alarm
at the locations of further crew members capable of taking corrective actions 90 s after the
second stage remote audible alarm is initiated.

4.1.2.6 In vessels other than passenger vessels, the second or third stage remote audible
alarms may sound in all the above locations at the same time. If the second stage audible alarm
is sounded in this way, the third stage alarm may be omitted.

4.1.2.7 In larger vessels, the delay between the second and third stage alarms may be set to a
longer value on installation, up to a maximum of 3 min, to allow sufficient time for the back-up
officer and/or Master to reach the bridge.

4.1.3 Reset function

4.1.3.1 It should not be possible to initiate the reset function or cancel any audible alarm from
any device, equipment or system not physically located in areas of the bridge providing proper
look out.

4.1.3.2 The reset function should, by a single operator action, cancel the visual indication and
all audible alarms and initiate a further dormant period. If the reset function is activated before
the end of the dormant period, the period should be re-initiated to run for its full duration from
the time of the reset.

4.1.3.3 To initiate the reset function, an input representing a single operator action by the
OOW is required. This input may be generated by reset devices forming an integral part of the
BNWAS or by external inputs from other equipment capable of registering physical activity and
mental alertness of the OOW.

4.1.3.4 A continuous activation of any reset device should not prolong the dormant period or
cause a suppression of the sequence of indications and alarms.

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4.1.4 Emergency call facility

Means may be provided on the bridge to immediately activate the second, and
subsequently third, stage remote audible alarms by means of an “Emergency Call” push button or
similar.

4.2 Accuracy

The alarm system should be capable of achieving the timings stated in section 4.1.2 with
an accuracy of 5% or 5 s, whichever is less, under all environmental conditions.

4.3 Security

The means of selecting the Operational Mode and the duration of the Dormant Period
(Td) should be security protected so that access to these controls should be restricted to the
Master only.

4.4 Malfunctions, alarms and indications

4.4.1 Malfunction

If a malfunction of, or power supply failure to, the BNWAS is detected, this should be
indicated. Means shall be provided to allow the repeat of this indication on a central alarm panel
if fitted.

5 ERGONOMIC CRITERIA

5.1 Operational controls

5.1.1 A protected means of selecting the operational mode of the BNWAS.

5.1.2 A protected means of selecting the duration of the dormant period of the BNWAS.

5.1.3 A means of activating the “Emergency Call” function if this facility is incorporated
within the BNWAS.

5.1.4 Reset facilities

Means of activating the reset function should only be available in positions on the bridge
giving proper look out and preferably adjacent to visual indications. Means of activating the
reset function should be easily accessible from the conning position, the workstation for
navigating and manoeuvring, the workstation for monitoring and the bridge wings.

5.2 Presentation of information

5.2.1 Operational mode

The operational mode of the equipment should be indicated to the OOW.

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5.2.2 Visual indications

The visual indication initiated at the end of the dormant period should take the form of a
flashing indication. Flashing indications should be visible from all operational positions on the
bridge where the OOW may reasonably be expected to be stationed. The colour of the
indication(s) should be chosen so as not to impair night vision and dimming facilities (although
not to extinction) should be incorporated.

5.2.3 First stage bridge audible alarm

The first stage audible alarm which sounds on the bridge at the end of the visual
indication period should have its own characteristic tone or modulation intended to alert, but not
to startle, the OOW. This alarm should be audible from all operational positions on the bridge
where the OOW may reasonably be expected to be stationed. This function may be engineered
using one or more sounding devices. Tone/modulation characteristics and volume level should
be selectable during commissioning of the system.

5.2.4 Second and third stage remote audible alarm

The remote audible alarm which sounds in the locations of the Master, officers and
further crew members capable of taking corrective action at the end of the bridge audible alarm
period should be easily identifiable by its sound and should indicate urgency. The volume of this
alarm should be sufficient for it to be heard throughout the locations above and to wake sleeping
persons.2

6 DESIGN AND INSTALLATION

6.1 General

The equipment should comply with IMO resolutions A.694(17), A.813(19), their
associated international standards3 and MSC/Circ.982 regarding Guidelines for Ergonomic
Criteria for Bridge Equipment and Layout.

6.2 Specific requirements

6.2.1 System physical integrity

All items of equipment forming part of the BNWAS should be tamper-proof so that no member
of the crew may interfere with the system’s operation.

6.2.2 Reset devices

Reset devices should be designed and installed so as to minimise the possibility of their
operation by any means other than activation by the OOW. Reset devices should all be of a
uniform design and should be illuminated for identification at night.

2
IMO Resolution A.830(19)
3
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6.2.3 Alternative reset arrangements may be incorporated to initiate the reset function from
other equipment on the bridge capable of registering operator actions in positions giving proper
look out.

6.3 Power supply

The BNWAS should be powered from the ship’s main power supply. The malfunction
indication, and all elements of the Emergency Call facility, if incorporated, should be powered
from a battery maintained supply.

7 INTERFACING

7.1 Inputs

Inputs should be available for additional reset devices or for connection to bridge
equipment capable of generating a reset signal by contacts, equivalent circuits or serial data.4

7.2 Outputs

Output(s) should be available for connection of additional bridge visual indications and
audible alarms and remote audible alarms.

Alarm sequence without acknowledgements

Third stage remote alarm

Second stage remote audible alarm

First Stage bridge audible alarm

Visual Indication

Td Td + Td + Td + minutes
0.25 0.5 2.0

(Td = Selected Dormant Period)

***

4
IEC Publication 61162

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 MSC 90/28/Add.1
Annex 21, page 1

ANNEX 21

RESOLUTION MSC.333(90)
(adopted on 22 May 2012)

ADOPTION OF REVISED PERFORMANCE STANDARDS FOR

SHIPBORNE VOYAGE DATA RECORDERS (VDRs)

THE MARITIME SAFETY COMMITTEE,

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

concerning the functions of the Committee,

RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the function of
adopting performance standards and technical specifications, as well as amendments
thereto shall be performed by the Maritime Safety Committee and/or the Marine Environment
Protection Committee, as appropriate, on behalf of the Organization,

RECALLING FURTHER that, by resolution A.861(20), the Assembly, at its twentieth session,
adopted Performance standards for shipborne voyage data recorders (VDRs), which were
amended by resolution MSC.214(81), adopted by the Committee, at its eighty-first session,

RECOGNIZING the need to revise the performance standards for VDRs to assist in
investigations into casualties,

HAVING CONSIDERED the recommendation by the Sub-Committee on Safety of

Navigation, at its fifty-seventh session,

1. ADOPTS the Revised Recommendation on performance standards for voyage data

recorders (VDRs), set out in the annex to the present resolution;

2. RECOMMENDS Governments to ensure that VDRs:

.1 if installed on or after 1 July 2014, conform to performance standards not

inferior to those specified in the annex to the present resolution; and

.2 if installed before 1 July 2014, conform to performance standards not

inferior to those specified in the annex to resolution A.861(20), as amended
by resolution MSC.214(81).
MSC 90/28/Add.1
Annex 21, page 2

ANNEX

RECOMMENDATION ON PERFORMANCE STANDARDS

FOR SHIPBORNE VOYAGE DATA RECORDERS (VDRs)

1 PURPOSE

The purpose of a voyage data recorder (VDR) is to maintain a store, in a secure and
retrievable form, of information concerning the position, movement, physical status,
command and control of a ship over the period leading up to and following an incident having
an impact thereon. Information contained in a VDR should be made available to both the
Administration and the shipowner. This information is for use during any subsequent safety
investigation to identify the cause(s) of the incident.

2 APPLICATION

A VDR with capabilities not inferior to those defined in these performance standards is
required to be fitted to ships of classes defined in SOLAS chapter V, as amended.

3 REFERENCES

3.1 IMO resolutions:

- A.694(17) General requirements for shipborne radio equipment forming

part of the GMDSS and for electronic navigational aids;

- A.810(19) Performance standards for float-free satellite emergency

position-indicating radio beacons (EPIRBs) operating
on 406 MHz; and

- A.1021(26) Code on Alerts and Indicators, 2009.

3.2 IMO circular:

- MSC/Circ.982 Guidelines on ergonomic criteria for bridge equipment and

layout.

4 DEFINITIONS

4.1 Voyage data recorder (VDR) means a complete system, including any items
required to interface with the sources of input signals, their processing and encoding, the
final recording medium, the playback equipment, the power supply and dedicated reserve
power source.

4.2 Signal source means any sensor or device external to the VDR, to which the VDR is
connected and from which it obtains signals and data to be recorded.

4.3 Final recording medium means the items of hardware on which the data is recorded
such that access to any one of them would enable the data to be recovered and played back
by use of suitable equipment. The combination of a fixed recording medium and float-free
recording medium and long-term recording medium, together, is recognized as the final
recording medium.
 MSC 90/28/Add.1
Annex 21, page 3

4.4 Fixed recording medium means a part of the final recording medium which is
protected against fire, shock, penetration and a prolonged period on the ocean floor. It is
expected to be recovered from the deck of the ship that has sunk. It has a means of
indicating location.

4.5 Float-free recording medium means a part of the final recording medium which
should float-free after a sinking. It has a means of indicating location.

4.6 Long-term recording medium means a permanently installed part of the Final
Recording Medium. It provides the longest record duration and has a readily accessible
interface for downloading the stored data.

4.7 Playback equipment means any data medium with the playback software,
the operational instructions and any special parts required for connecting a
commercial off-the-shelf laptop computer to the VDR.

4.8 Playback software means a copy of the software program to provide the capability to
download the stored data and play back the information. The software should be compatible
with an operating system available with commercial off-the-shelf laptop computers and where
non-standard or proprietary formats are used for storing the data in the VDR, the software
should convert the stored data into open industry standard formats.

4.9 Dedicated reserve power source means a battery, with suitable automatic charging
arrangements, dedicated solely to the VDR, of sufficient capacity to operate it as required
by 5.4.2.

4.10 Configuration data describes the vessel's equipment, its installation on the vessel
and its relation to the VDR. The storage and playback software uses this data to store the
data record and to convert the data record into information that assists casualty investigation
during playback.

5 OPERATIONAL REQUIREMENTS

5.1 General

5.1.1 The VDR should continuously maintain sequential records of preselected data items
relating to the status and output of the ship's equipment, and command and control of the
ship, referred to in 5.5.

5.1.2 To permit subsequent analysis of factors surrounding an incident, the method of

recording should ensure that the various data items can be co-related in date and time during
playback on suitable equipment.

5.1.3 The 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. This test may be conducted using the playback equipment and
should ensure that all the required data items are being correctly recorded.

5.1.4 The design and construction, which should be in accordance with the requirements
of resolution A.694(17) and international standards acceptable to the Organization1, should
take special account of the requirements for data security and continuity of operation as
detailed in 5.3 and 5.4.

1
Refer to publication IEC 60945 – Maritime navigation and radiocommunication equipment and systems –
General requirements, methods of testing and required test results.
MSC 90/28/Add.1
Annex 21, page 4

5.2 Final recording medium

The final recording medium should consist of the following items:

.1 fixed recording medium;

.2 float-free recording medium; and

.3 long-term recording medium.

5.2.1 Fixed recording medium

The fixed recording medium should be installed in a fixed protective capsule which should
meet all of the following requirements:

.1 be capable of being accessed following an incident but secure against a

physical or electronically manipulated change or deletion of recorded data;

.2 maintain the recorded data for a period of at least two years following
termination of recording;

.3 maximize the probability of survival against fire, shock, penetration and

deep-sea-pressure and recovery of the final recorded data after any
incident;

.4 be of a highly visible colour and marked with retro-reflective materials; and

.5 be fitted with an appropriate device to aid location under water.

5.2.2 Float-free recording medium

The float-free recording medium should be installed in a float-free capsule which should meet
all of the following requirements:

.1 be fitted with means to facilitate grappling and recovery;

.2 maintain the recorded data for a period of at least six months following
termination of recording;

.3 be so constructed as to comply with the requirements specified in

resolution A.810(19) and to minimize risk of damage during recovery
operations;

.4 be capable of transmitting an initial locating signal and further locating

homing signal for at least 48 hours over a period of not less than seven
days/168 hours; and

.5 be capable of being accessed following an incident but secure against a

physical or electronically manipulated change or deletion of recorded data.
 MSC 90/28/Add.1
Annex 21, page 5

5.2.3 Long-term recording medium

The long-term recording medium should:

.1 be capable of being accessed from an internal, easily accessible area of

the ship; and

.2 provide access to the data held on it but be secured against a physical or

electronically manipulated change or deletion of recorded data.

5.3 Data selection and security

5.3.1 The minimum amount of data items to be recorded by the VDR is specified in 5.5.
Optionally, additional items may be recorded provided that the requirements for the recording
and storage of the specified selections are not compromised.

5.3.2 The equipment should be so designed that, as far as is practical, it is not possible to
manipulate the amount of data being recorded by the VDR, the data itself nor the data which
has already been recorded. Any attempt to interfere with the integrity of the data or the
recording should be recorded.

5.3.3 The recording method should be such that each item of the recorded data is
checked for integrity and an alarm given if a non-correctable error is detected.

5.4 Continuity of operation

5.4.1 The VDR should be capable of operating from the ship's main and emergency
source of electrical power.

5.4.2 If the ship's source of electrical power supply fails, the VDR should continue to
record Bridge Audio (see 5.5.5) from the dedicated reserve power source for a period
of 2 hours. At the end of this 2 hour period all recording should cease automatically.

5.4.3 Recording should be continuous unless terminated in accordance with 5.4.2. The
time for which all stored data items are retained should be at least 30 days/720 hours on the
long-term recording medium and at least 48 hours on the fixed and float-free recording
media. Data items which are older than this may be overwritten with new data.

5.5 Data items to be recorded

5.5.1 Date and time

Date and time, referenced to UTC, should be obtained from a source external to the ship and
an internal clock should be synchronized with valid date and time data. During times of a
loss of the external source, the internal clock should be used. The recording should indicate
which source is in use. The recording method should be such that the timing of all other
recorded data items can be derived on playback with a resolution and continuity sufficient to
reconstruct the history of the incident in detail.

5.5.2 Ship's position

Latitude and longitude, and the datum used, should be derived from an electronic
position-fixing system (EPFS). The recording should ensure that the identity and status of
the EPFS can always be determined on playback.
MSC 90/28/Add.1
Annex 21, page 6

5.5.3 Speed

Speed through the water and speed over the ground, including an indication of which it is,
derived from the ship's speed and distance measuring equipment, as required by SOLAS
regulations.

5.5.4 Heading

Heading as indicated by the ship's heading source.

5.5.5 Bridge audio

Microphones should be positioned on the bridge covering all work stations as described in
MSC/Circ.982 so that conversation is recorded. The recording should be such that, on
playback, a normal speaking voice should provide adequate intelligibility while the ship is
performing its normal operations. This performance should be maintained at all work
stations while there is a single audio alarm anywhere on the bridge or any noise, including
noise from faulty equipment or mounting, or wind. This should be achieved through the use
of at least two channels of audio recording. Microphones positioned outside on bridge wings,
should be recorded on at least one additional separate channel.

5.5.6 Communications audio

VHF communications relating to ship operations should be recorded on an additional

separate channel to those referred to in 5.5.5.

5.5.7 Radar

The electronic signals of the main displays of both ship's radar installations as required by
SOLAS regulations. The recording method should be such that, on playback, it is possible to
present a faithful replica of the entire radar display that was on view at the time of recording,
albeit within the limitations of any bandwidth compression techniques that are essential to the
working of the VDR.

5.5.8 ECDIS

Where a vessel is fitted with an ECDIS installation, the VDR should record the electronic
signals of the ECDIS display in use at the time as the primary means of navigation.
The recording method should be such that, on playback, it is possible to present a faithful
replica of the entire ECDIS display that was on view at the time of recording, albeit within the
limitations of any bandwidth compression techniques that are essential to the working of the
VDR and in addition the source of the chart data and the version used.

5.5.9 Echo sounder

The depth information. This should include, where available, depth under keel, the depth
scale currently being displayed and other status information.

5.5.10 Main alarms

This should include the status of all mandatory alarms on the bridge2 or as received from the
Bridge Alert Management System, if installed, recorded as individually identified alarms.

2
Resolution A.1021(26), Code on Alerts and Indicators, 2009, table 10.1.1.
 MSC 90/28/Add.1
Annex 21, page 7

5.5.11 Rudder order and response

This should include status and settings of heading or track controller, if fitted and indicate the
control station, mode, and power unit(s) in use.

5.5.12 Engine and thruster order and response

This should include the positions of any engine telegraphs or direct engine/propeller controls
and feedback indications on the bridge, if fitted, including ahead/astern indicators and
indicate the control station in use. This should also include any thrusters if fitted and indicate
the control station in use.

5.5.13 Hull openings status

This should include all mandatory status information required to be displayed on the bridge.

5.5.14 Watertight and fire door status

This should include all mandatory status information required to be displayed on the bridge.

5.5.15 Accelerations and hull stresses

Where a ship is fitted with hull stress and response monitoring equipment, all the data items
that have been pre-selected within that equipment should be recorded.

5.5.16 Wind speed and direction

Where a ship is fitted with a suitable sensor, wind speed and direction should be recorded,
including its true or relative status.

5.5.17 AIS

All AIS data should be recorded.

5.5.18 Rolling motion

The VDR should be connected to an electronic inclinometer if installed. The recording

method should be such that the rolling motion can be reconstructed during playback.

5.5.19 Configuration data

In addition to the data items specified in 5.5.1 to 5.5.18, a data block defining the
configuration of the VDR and the sensors to which it is connected should be written into the
final recording medium during commissioning of the VDR. The data block should be
maintained up to date with respect to the vessel installation. It should include details on the
manufacturer, type and version number of a sensor, the identification and location of the
sensor and the interpretation of the sensor data. This configuration data should be
permanently retained in the final recording media and protected from modification other than
by a duly authorized person following any change to the configuration.

5.5.20 Electronic logbook

Where a ship is fitted with an electronic logbook in accordance with the standards of the
Organization the information from this should be recorded.
MSC 90/28/Add.1
Annex 21, page 8

6 OPERATION

The unit should be entirely automatic in normal operation.

7 DOCUMENTATION

Information describing the location of the long-term recording medium interface and
instructions describing the means of interfacing with it as referred to in 9 should be provided
in at least the English language. The equipment documentation should include guidance for
the placement of the information and instructions at a prominent position as close to the
long-term recording medium interface as practicable.

8 INTERFACING

Interfacing to the various signal sources required should be in accordance with the relevant
international interface standard, where possible3. Any connection to any item of the ship's
equipment should be such that the operation of that equipment suffers no deterioration, even
if the VDR system develops faults.

9 DOWNLOAD AND PLAYBACK EQUIPMENT FOR INVESTIGATION AUTHORITIES

9.1 Data output interface

The VDR should provide an interface for downloading the stored data and play back the
information to an external computer. The interface should be compatible with an
internationally recognized format, such as Ethernet, USB, FireWire, or equivalent. It should
be possible to perform a download of the recorded data for a user-defined period of time.

9.2 Software for data downloading and play back

9.2.1 A copy of the software program providing the capability to download the stored data
and play back the information onto a connected external laptop computer and for the
playback of the data should be provided for each VDR installation.

9.2.2 The software should be compatible with an operating system available with
commercial-off-the-shelf laptop computers and provided on a portable storage device such
as a CD-ROM, DVD, USB-memory stick, etc.

9.2.3 Instructions for executing the software and for connecting the external laptop
computer to the VDR should be provided.

9.2.4 The portable storage device containing the software, the instructions and any
special (not commercial off-the-shelf) parts necessary for the physical connection of the
external laptop computer, should be stored within the main unit of the VDR.

9.2.5 Where non-standard or proprietary formats are used for storing the data in the VDR,
the software for converting the stored data into open industry standard formats should be
provided on the portable storage device or resident in the VDR.

***

3
Refer to publication IEC 61162 – Maritime navigation and radiocommunication equipment and systems –
Digital interfaces.
 MSC 78/26/Add.2

ANNEX 26

RESOLUTION MSC.163(78)
(adopted on 17 May 2004)

PERFORMANCE STANDARDS FOR SHIPBORNE SIMPLIFIED

VOYAGE DATA RECORDERS (S-VDRs)

THE MARITIME SAFETY COMMITTEE,

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

concerning the functions of the Committee,

RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf of the
Organization,

NOTING that the provisions of regulation V/20 of the International Convention for the
Safety of Life at Sea, 1974, as amended, do not apply to the existing cargo ships with respect to
the carriage requirements of voyage data recorders (VDRs),

RECALLING FURTHER resolution MSC.109(73), by which the Committee decided that

a study should be carried out, as a matter of urgency, to assess the feasibility for existing cargo
ships to carry VDRs and instructed the Sub-Committee on Safety of Navigation accordingly,

NOTING ALSO that the report on the feasibility study clearly demonstrates the
compelling need for mandatory carriage of a simplified version of VDRs on existing cargo ships,

HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of

Navigation at its forty-ninth session,

1. ADOPTS the Recommendation on Performance Standards for Shipborne Simplified

Voyage Data Recorders (S-VDRs);

2. INVITES Governments to encourage shipowners and operators of the existing cargo

ships entitled to fly their flag to install S-VDRs on such ships, as soon as possible, especially
considering that the carriage of S-VDRs may soon be mandatory under the SOLAS Convention;

3. RECOMMENDS Governments to ensure that S-VDRs installed on board the existing

cargo ships flying their flag conform to performance standards not inferior to those specified in
the Annex to this resolution.

I:\MSC\78\26-Add.2.doc
MSC 78/26/Add.2
ANNEX 26
Page 2

ANNEX

RECOMMENDATION ON PERFORMANCE STANDARDS FOR

SHIPBORNE SIMPLIFIED VOYAGE DATA RECORDERS (S-VDRs)

1 PURPOSE

1.1 The purpose of a simplified voyage data recorder (S-VDR) is to maintain a store, in a
secure and retrievable form, of information concerning the position, movement, physical status,
command and control of a vessel over the period leading up to and following an incident having
an impact thereon. Information contained in a S-VDR should be made available to both the
Administration and the shipowner. This information is for use during any subsequent
investigation to identify the cause(s) of the incident.

2 APPLICATION

2.1 A S-VDR with capabilities not inferior to those defined in these performance standards is
required to be fitted to ships of classes defined in SOLAS chapter V, as amended.

3 REFERENCES

3.1 SOLAS:

- 1995 SOLAS Conference, resolution 12.

3.2 IMO resolutions:

- A.662(16) Performance Standards for Float-free Release and Activation

Arrangements for Emergency Radio Equipment

- A.694(17) General Requirements for Shipborne Radio Equipment Forming

Part of the GMDSS and for Electronic Navigational Aids

- A.802(19) Performance Standards for Survival Craft Radar Transponders for

use in Search and Rescue Operations

- A.810(19) Performance Standards for Float-free Satellite Emergency Position-

Indicating Radio Beacons Operating on 406 MHz

- A.812(19) Performance standards for float-free satellite emergency position

indicating radio beacons operating through the geostationary
Inmarsat satellite system on 1.6 GHz

- A.824(19) Performance Standards for Devices to Indicate Speed and Distance

- A.830(19) Code on Alarms and Indicators, 1995

- A.861(20) Performance Standards for Shipborne Voyage Data Recorders

(VDRs)

I:\MSC\78\26-Add.2.doc
 MSC 78/26/Add.2
ANNEX 26
Page 3

- MSC.64(67), Performance Standard for Heading Control Systems

annex 3

- MSC.64(67), Performance Standards for Navigational Radar Equipment,

annex 4 as amended.

4 DEFINITIONS

4.1 Simplified Voyage data recorder (S-VDR) means a complete system, including any items
required to interface with the sources of input data, for processing and encoding the data, the
final recording medium, the power supply and dedicated reserve power source.

4.2 Sensor means any unit external to the S-VDR, to which the S-VDR is connected and from
which it obtains data to be recorded.

4.3 Final recording medium means the item of hardware on which the data is recorded such
that access to it would enable the data to be recovered and played back by use of suitable
equipment.

4.4 Playback equipment means the equipment, compatible with the recording medium and the
format used during recording, employed for recovering the data. It includes also the display or
presentation hardware and software that is appropriate to the original data source equipment.1

4.5 Dedicated reserve power source means a secondary battery, with suitable automatic
charging arrangements, dedicated solely to the S-VDR, of sufficient capacity to operate it as
required by 5.3.2.

5 OPERATIONAL REQUIREMENTS

5.1 General

5.1.1 The S-VDR should continuously maintain sequential records of preselected data items
relating to the status and output of the ship's equipment, and command and control of the ship,
referred to in 5.4.

5.1.2 To permit subsequent analysis of factors surrounding an incident, the method of recording
should ensure that the various data items can be co-related in date and time during playback on
suitable equipment.

5.1.3 Final recording medium

5.1.3.1 The final recording medium should be installed in a protective capsule of either a fixed or
float-free type, which should meet all of the following requirements:

.1 be capable of being accessed following an incident but secure against tampering;

1
Playback equipment is not normally installed on a ship and is not regarded as part of a S-VDR for the purposes
of these performance standards.

I:\MSC\78\26-Add.2.doc
MSC 78/26/Add.2
ANNEX 26
Page 4

.2 maintain the recorded data for a period of at least 2 years following termination of
recording;

.3 be of a highly visible colour and marked with retro-reflective materials; and

.4 be fitted with an appropriate device to aid location.

5.1.3.2 The fixed type protective capsule should comply with the requirements set out in
resolution A.861(20) with the exception of the resulting requirements for withstanding
penetration.

5.1.3.3 The float-free type protective capsule should:

.1 be fitted with means to facilitate grappling and recovery;

.2 be so constructed as to comply with the requirements specified in

resolutions A.810(19) or A.812(19) and to minimize risk of damage during
recovery operations; and

.3 the device should be capable of transmitting an initial locating signal and further
locating homing signal for at least 48 hours over a period of not less than
7 days/168 hours.

5.1.4 The design and construction, which should be in accordance with the requirements of
resolution A.694(17) and international standards acceptable to the Organization2, should take
special account of the requirements for data security and continuity of operation as detailed in 5.2
and 5.3.

5.2 Data selection and security

5.2.1 The minimum selections of data items to be recorded by the S-VDR are specified in 5.4.
Optionally, additional items may be recorded provided that the requirements for the recording
and storage of the specified selections are not compromised.

5.2.2 The equipment should be so designed that, as far as is practical, it is not possible to
tamper with the selection of data being input to the equipment, the data itself nor that which has
already been recorded. Any attempt to interfere with the integrity of the data or the recording
should be recorded.

5.2.3 The recording method should be such that each item of the recorded data is checked for
integrity and an alarm given if a non-correctable error is detected.

5.3 Continuity of operation

5.3.1 To ensure that the S-VDR continues to record events during an incident, it should be
capable of operating from the ship's emergency source of electrical power.

2
Refer to publication IEC 60945 - Maritime navigation and radiocommunication equipment and systems -
General requirements, methods of testing and required test results.

I:\MSC\78\26-Add.2.doc
 MSC 78/26/Add.2
ANNEX 26
Page 5

5.3.2 If the ship's emergency source of electrical power supply fails, the S-VDR should
continue to record Bridge Audio (see 5.4.5) from a dedicated reserve source of power for a
period of 2 h. At the end of this 2 h period all recording should cease automatically.

5.3.3 Recording should be continuous unless interrupted briefly in accordance with 6 or

terminated in accordance with 5.3.2. The time for which all stored data items are retained should
be at least 12 h. Data items which are older than this may be overwritten with new data.

5.4 Data items to be recorded

Date and time

5.4.1 Date and time, referenced to UTC, should be obtained from a source external to the ship
or from an internal clock. The recording should indicate which source is in use. The recording
method should be such that the timing of all other recorded data items can be derived on
playback with a resolution sufficient to reconstruct the history of the incident in detail.

Ship's position

5.4.2 Latitude and longitude, and the datum used, should be derived from an electronic
position-fixing system (EPFS). The recording should ensure that the identity and status of the
EPFS can always be determined on playback.

Speed

5.4.3 Speed through the water or speed over the ground, including an indication of which it is,
derived from the ship's speed and distance measuring equipment.

Heading

5.4.4 As indicated by the ship's compass.

Bridge Audio

5.4.5 One or more microphones positioned on the bridge should be placed so that conversation
at or near the conning stations, radar displays, chart tables, etc., are adequately recorded. As far
as practicable, the positioning of microphones should also capture intercom, public address
systems and audible alarms on the bridge.

Communications Audio

5.4.6 VHF communications relating to ship operations should be recorded.

Radar data, post-display selection

5.4.7 This should include electronic signal information from within one of the ship's radar
installations which records all the information which was actually being presented on the master
display of that radar at the time of recording. This should include any range rings or markers,
bearing markers, electronic plotting symbols, radar maps, whatever parts of the SENC or other
electronic chart or map that were selected, the voyage plan, navigational data, navigational

I:\MSC\78\26-Add.2.doc
MSC 78/26/Add.2
ANNEX 26
Page 6

alarms and the radar status data that were visible on the display. The recording method should be
such that, on playback, it is possible to present a faithful replica of the entire radar display that
was on view at the time of recording, albeit within the limitations of any bandwidth compression
techniques that are essential to the working of the S-VDR.

AIS Data

5.4.8 If it is impossible to obtain radar data3 then AIS target data should be recorded as a source
of information regarding other ships. If radar data is recorded, AIS information may be recorded
additionally as a beneficial secondary source of information on both other and own ship.

Other items

5.4.9 Any additional data items listed by IMO with the requirements set out in
resolution A.861(20) should be recorded when the data is available in accordance with the
international digital interface standards4 using approved sentence formatters.

6 OPERATION

6.1 The unit should be entirely automatic in normal operation. Means should be provided
whereby recorded data may be saved by an appropriate method following an incident, with
minimal interruption to the recording process.

7 INTERFACING

7.1 Interfacing to the various sensors required should be in accordance with the relevant
international interface standards, where possible. Any connection to any item of the ship's
equipment should be such that the operation of that equipment suffers no deterioration, even if
the S-VDR system develops faults.

***

3
Where commercial off the shelf (COTS) interfaces are not available.
4
Refer to publication IEC 61162

I:\MSC\78\26-Add.2.doc
 MSC 78/26/Add.2

ANNEX 27

DRAFT AMENDMENTS TO THE RECORD OF EQUIPMENT FOR THE CARGO

SHIP SAFETY EQUIPMENT CERTIFICATE OF THE 1988 SOLAS PROTOCOL

APPENDIX

MODIFICATIONS AND ADDITIONS TO THE APPENDIX TO THE ANNEX TO

THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974

Record of Equipment for the Cargo Ship Safety Equipment Certificate (Form E)

1 Existing section 3 is replaced by the following:

“3 Details of navigational systems and equipment

Item Actual provision

1.1 Standard magnetic compass* ...............
1.2 Spare magnetic compass* ...............
1.3 Gyro compass* ...............
1.4 Gyro compass heading repeater* ...............
1.5 Gyro compass bearing repeater* ...............
1.6 Heading or track control system* ..............
1.7 Pelorus or compass bearing device* ..............
1.8 Means of correcting heading and bearings ..............
1.9 Transmitting heading device (THD)* ..............

2.1 Nautical charts/Electronic chart display and information ..............

system (ECDIS)**
2.2 Back up arrangements for ECDIS ...............
2.3 Nautical publications ..............
2.4 Back up arrangements for electronic nautical publications ...............

3.1 Receiver for a global navigation satellite system/ terrestrial ...............

radionavigation system*, **
3.2 9 GHz radar* ..............
3.3 Second radar (3 GHz/ 9 GHZ**)* ..............
3.4 Automatic radar plotting aid (ARPA)* ..............
3.5 Automatic tracking aid* ...............
3.6 Second automatic tracking aid* ..............
3.7 Electronic plotting aid* ..............

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MSC 78/26/Add.2
ANNEX 27
Page 2

Item Actual provision

4 Automatic identification system (AIS) ...............

5.1 Voyage data recorder (VDR)** ...............
5.2 Simplified voyage data recorder (S-VDR)** …………

6.1 Speed and distance measuring device (through the water)* ...............
6.2 Speed and distance measuring device (over the ground in ...............
the forward and athwartship direction)*
6.3 Echo sounding device* ...............

7.1 Rudder, propeller, thrust, pitch and operational mode ...............

indicator*
7.2 Rate of turn indicator* ...............

8 Sound reception system* ...............

9 Telephone to emergency steering position* ...............

10 Daylight signalling lamp* ...............

11 Radar reflector* ...............

12 International Code of Signals ...............

_______________

* Alternative means of meeting this requirement are permitted under regulation V/19. In case of other
means they shall be specified.

** Delete as appropriate.”

***

I:\MSC\78\26-Add.2.doc
 RECOMMENDATION ON PERFORMANCE STANDARDS
FOR AN UNIVERSAL SHIPBORNE AUTOMATIC
IDENTIFICATION SYSTEM (AIS)
1 Scope
1.1 These performance standards specify the requirements for the universal AIS.

1.2 The AIS should improve the safety of navigation by assisting in the efficient navigation of
ships, protection of the enviroment, and operation of Vessel Traffic Services (VTS), by
satisfying the following functional requirements:
.1 in a ship-to-ship mode for collision avoidance;
.2 as a means for littoral States to obtain information about a ship and its cargo; and
.3 as a VTS tool, i.e. ship-to-shore (traffic management).

1.3 The AIS should be capable of providing to ships and to competent authorities,
information from the ship, automatically and with the required accuracy and frequency, to
facilitate accurate tracking. Transmission of the data should be with the minimum
involvement of ship's personnel and with a high level of availability.

1.4 The installation, in addition to meeting the requirements of the Radio Regulations,
applicable ITU-R Recommendations and the general requirements as set out in resolution
A.694 (17), should comply with the following performance standards.

2 Functionality
2.1 The system should be capable of operating in a number of modes:
.1 an "autonomous and continuous" mode for operation in all areas. This mode should be
capable of being switched to/from one of the following alternate modes by a competent
authority;

.2 an "assigned" mode for operation in an area subject to a competent authority responsible

for traffic monitoring such that the data transmission interval and/or time slots may be set
remotely by that authority; and

.3 a "polling" or controlled mode where the data transfer occurs in response to

interrogation from a ship or competent authority.

3 Capability
3.1 The AIS should comprise:
.1 a communication processor, capable of operating over a range of maritime frequencies,
with an appropriate channel selecting and switching method, in support of both short and
long range applications;

.2 a means of processing data from an electronic position-fixing system which provides a

resolution of one ten thousandth of a minute of arc and uses the WGS-84 datum.;

.3 a means to automatically input data from other sensors meeting the provisions as
specified in paragraph 6.2;

.4 a means to input and retrieve data manually;

.5 a means of error checking the transmitted and received data; and

.6 built in test equipment (BITE).

3.2 The AIS should be capable of:

.1 providing information automatically and continuously to a competent authority and other

ships, without involvement of ship's personnel;

.2 receiving and processing information from other sources, including that from a
competent authority and from other ships;

.3 responding to high priority and safety related calls with a minimum of delay; and

.4 providing positional and manoeuvring information at a data rate adequate to facilitate

accurate tracking by a competent authority and other ships.

4 User interface

To enable a user to access, select and display the information on a separate system, the AIS
should be provided with an interface conforming to an appropriate international marine
interface standard.

5 Identification

For the purpose of ship and message identification, the appropriate Maritime Mobile
Service Identity (MMSI) number should be used.

6 Information
6.1 The information provided by the AIS should include

.1 Static:
- IMO number (where available)
- Call sign & name
- Length and beam
- Type of ship
- Location of position-fixing antenna on the ship (aft of bow and port or starboard of
centerline)

.2 Dynamic:
- Ship's position with accuracy indication and integrity status
- Time in UTC*
- Course over ground
- Speed over ground
- Heading
- Navigational status (e.g. NUC, at anchor, etc. - manual input)
- Rate of turn (where available)
- Optional - Angle of heel (where available)**
- Optional - Pitch and roll (where available)**

.3 Voyage related:
- Ship's draught
- Hazardous cargo (type)***
- Destination and ETA (at masters discretion)
- Optional - Route plan (waypoints)**

.4 Short safety-related messages

6.2 Information update rates for autonomous mode

The different information types are valid for a different time period and thus need a
different update rate:

- Static information: Every 6 min and on request

- Dynamic information: Dependant on speed and course alteration according to Table 1

- Voyage related information: Every 6 min, when data has been amended and on request

- Safety-related message: As required

TABLE 1
Type of ship Reporting interval

Ship at anchor 3 min

Ship 0-14 knots 12 sec
Ship 0-14 knots and changing course 4 sec
Ship 14-23 knots 6 sec
Ship 14-23 knots and changing course 2 sec
Ship > 23 knots 3 sec
Ship > 23 knots and changing course 2 sec

Ship Reporting Capacity - the system should be able to handle a minimum of 2000 reports
per min to adequately provide for all operational scenarios envisioned.

6.3 Security

A security mechanism should be provided to detect disabling and to prevent unauthorised

alteration of input or transmitted data. To protect the unauthorized dissemenation of data,
the IMO guidelines (Guidelines and Criteria for Ship Reporting Systems*) should be
followed.

7 Permissible initialization period

The installation should be operational within 2 min of switching on.

8 Power supply
The AIS and associated sensors should be powered from the ship's main source of electrical
energey. In addition, it should be possible to operate the AIS and associated sensors from
an alternative source of electrical energy.

9 Technical characteristics
The technical characteristics of the AIS such as variable transmitter output power, operating
frequencies (dedicated internationally and selected regionally), modulation, and antenna
system should comply with the appropriate ITU-R Recommendations.
 MSC 73/21/Add.3

ANNEX 25

RESOLUTION MSC.112(73)
(adopted on 1 December 2000)

ADOPTION OF THE REVISED PERFORMANCE STANDARDS FOR SHIPBORNE

GLOBAL POSITIONING SYSTEM (GPS) RECEIVER EQUIPMENT

THE MARITIME SAFETY COMMITTEE,

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

Organization concerning the functions of the Committee,

RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as amendments
thereto shall be performed by the Maritime Safety Committee and/or the Marine Environment
Protection Committee, as appropriate, on behalf of the Organization,

RECALLING FURTHER that, in accordance with resolution A.815(19) by which the

Assembly adopted the IMO policy for the recognition and acceptance of suitable radionavigation
systems intended for international use to provide ships with navigational position-fixing
throughout their voyages, the Global Positioning System (GPS) has been recognized as a possible
component of the world-wide radionavigation system,

NOTING that shipborne receiving equipment for the world-wide radionavigation system
should be designed to satisfy the detailed requirements of the particular system concerned,

RECOGNIZING the need to improve the previously adopted, by resolution A.819(19),

performance standards for shipborne GPS receiver equipment in order to ensure the operational
reliability of such equipment and taking into account the technological progress and experience
gained,

HAVING CONSIDERED the recommendation on the revision of resolution A.819(19)

made by the Sub-Committee on Safety of Navigation at its forty-sixth session,

1. ADOPTS the Revised Recommendation on Performance Standards for Shipborne Global

Positioning System (GPS) Receiver Equipment, set out in the Annex to the present resolution;

2. RECOMMENDS Governments to ensure that GPS receiver equipment:

(a) if installed on or after 1 July 2003, conform to performance standards not inferior
to those specified in the annex to the present resolution; and

(b) if installed before 1 July 2003, conform to performance standards not inferior to
those specified in the annex to resolution A.819(19).

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ANNEX 25
Page 2

ANNEX

REVISED RECOMMENDATION ON PERFORMANCE STANDARDS FOR

SHIPBORNE GLOBAL POSITIONING SYSTEM (GPS)
RECEIVER EQUIPMENT

1 INTRODUCTION

1.1 The Global Positioning System (GPS) is a space-based positioning, velocity and time
system that has three major segments: space, control and user. The GPS space segment will
normally be composed of 24 satellites in six orbits. The satellites operate in circular 20,200 km
orbits at an inclination angle of 55° with a 12-hour period. The spacing of satellites in orbit will
be arranged so that a minimum of four satellites will be in view to users world-wide, with a
position dilution of precision (PDOP) of = 6. Each satellite transmits on two "L" band
frequencies, L1 (1575,42 MHz) and L2 (1227,6 MHz). L1 carries a precise (P) code and
coarse/acquisition (C/A) code. L2 carries the P code. A navigation data message is
superimposed on these codes. The same navigation data message is carried on both frequencies.

1.2 Receiver equipment for the GPS intended for navigational purposes on ships with
maximum speeds not exceeding 70 knots should, in addition to the general requirements
contained in resolution A.694(17)∗ , comply with the following minimum performance
requirements.

1.3 These standards cover the basic requirements of position-fixing for navigation purposes
only and do not cover other computational facilities which may be in the equipment.

2 GPS RECEIVER EQUIPMENT

2.1 The words "GPS receiver equipment" as used in these performance standards include all
the components and units necessary for the system properly to perform its intended functions.
The equipment should include the following minimum facilities:

.1 antenna capable of receiving GPS signals;

.2 GPS receiver and processor;

.3 means of accessing the computed latitude/longitude position;

.4 data control and interface; and

.5 position display and, if required, other forms of output.

2.2 The antenna design should be suitable for fitting at a position on the ship which ensures a
clear view of the satellite constellation.

∗
Refer to Publication IEC 60945.

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 MSC 73/21/Add.3
ANNEX 25
Page 3

3 PERFORMANCE STANDARDS FOR GPS RECEIVER EQUIPMENT

The GPS receiver equipment should:

.1 be capable of receiving and processing the Standard Positioning Service (SPS)

signals as modified by Selective Availability (SA) and provide position
information in latitude and longitude World Geodetic System (WGS)-84
co-ordinates in degrees, minutes and thousandths of minutes and time of solution
referenced to UTC (USNO). Means may be provided for transforming the
computed position based upon WGS-84 into data compatible with the datum of
the navigational chart in use. Where this facility exists, the display should
indicate that co-ordinate conversion is being performed, and should identify the
co-ordinate system in which the position is expressed;

.2 operate on the L1 signal and C/A code;

.3 be provided with at least one output from which position information can be
supplied to other equipment. The output of position information based upon
WGS-84 should be in accordance with international standards;∗

.4 have static accuracy such that the position of the antenna is determined to within
100 m (95%) with horizontal dilution of precision (HDOP) = 4 (or PDOP = 6);

.5 have dynamic accuracy such that the position of the ship is determined to within
100 m (95%) with HDOP = 4 (or PDOP = 6) under the conditions of sea states
and ship's motion likely to be experienced in ships; ∗ ∗

.6 be capable of selecting automatically the appropriate satellite-transmitted signals

for determining the ship's position with the required accuracy and update rate;

.7 be capable of acquiring satellite signals with input signals having carrier levels in
the range of -130 dBm to -120 dBm. Once the satellite signals have been
acquired, the equipment should continue to operate satisfactorily with satellite
signals having carrier levels down to -133 dBm;

.8 be capable of acquiring position to the required accuracy, within 30 min, when

there is no valid almanac data;

.9 be capable of acquiring position to the required accuracy, within 5 min, when

there is valid almanac data;

.10 be capable of re-acquiring position to the required accuracy, within 5 min, when
the GPS signals are interrupted for a period of at least 24 h but there is no loss of
power;

.11 be capable of re-acquiring position to the required accuracy, within 2 min, when
subjected to a power interruption of 60 s;

∗
IEC Publication 61162.
∗∗
Refer to resolution A.694(17), Publications IEC 6721-3-6, IEC 60945 and IEC 61108-1.

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MSC 73/21/Add.3
ANNEX 25
Page 4

.12 generate and output to a display and digital interface∗ a new position solution at
least once every 1 s;∗ ∗

.13 have a minimum resolution of position, i.e. latitude and longitude, of

0.001 minutes;

.14 generate and output to the digital interface* course over the ground (COG), speed
over the ground (SOG) and universal time co-ordinated (UTC). Such outputs
should have a validity mark aligned with that on the position output. The
accuracy requirement for COG and SOG should not be inferior to the relevant
Performance Standards for Heading∗ ∗ ∗ and SDME;∗ ∗ ∗ ∗

.15 have the facilities to process differential GPS (DGPS) data fed to it in accordance
with the standards of Recommendation ITU-R M.823 and the appropriate RTCM
standard. When a GPS receiver is equipped with a differential receiver,
performance standards for static and dynamic accuracies (paragraphs 3.4 and 3.5
above) should be 10 m (95%); and

.16 be capable of operating satisfactorily in typical interference conditions.

4 PROTECTION

Precautions should be taken to ensure that no permanent damage can result from an
accidental short circuit or grounding of the antenna or any of its input or output connections or
any of the GPS receiver equipment inputs or outputs for a duration of 5 min.

5 FAILURE WARNINGS AND STATUS INDICATIONS

5.1 The equipment should provide an indication of whether the position calculated is likely to
be outside the requirements of these performance standards.

5.2 The GPS receiver equipment should provide as a minimum:

.1 an indication within 5 s if either:

.1.1 the specified HDOP has been exceeded; or

∗
Conforming to the IEC 61162 series.
∗∗
For craft meeting the HSC Code, a new position solution at least every 0.5 s is recommended.
∗∗∗
Resolution A.424(XI).
∗∗∗∗
Resolution A.824(19).

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 MSC 73/21/Add.3
ANNEX 25
Page 5

.1.2 a new position has not been calculated for more than 1 s.∗

Under such conditions the last known position and the time of the last valid
fix, with explicit indication of this state, so that no ambiguity can exist, should
be output until normal operation is resumed;

.2 a warning of loss of position;

.3 differential GPS status indication of:

.3.1 the receipt of DGPS signals; and

.3.2 whether DGPS corrections are being applied to the indicated ship's position;

.4 DGPS integrity status and alarm; and

.5 DGPS text message display.

***

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

I:\MSC\73\21a3.doc
 PERFORMANCE STANDARDS FOR ECHO SOUNDING
EQUIPMENT
1 SCOPE
The purpose of echo sounding equipment is to provide reliable information on the depth of
water under a ship to aid navigation in particular in shallow water.

2 APPLICATION
Echo sounding equipment should comply with the following performance requirements.
These Performance Standards are applicable for ship speeds from 0 up to 30 knots.

3 REFERENCES
- IMO resolution A.694(17) General requirements for shipborne radio equipment forming
part of the GMDSS and for electronic navigational aids
- IMO resolution A.830(19) Code on alarms and indicators
- SOLAS chapter V, regulation 12 Carriage requirements (being revised)

4 DEFINITIONS
Sound speed in water for the purpose of this standard is set at 1500 m/s

5 OPERATIONAL REQUIREMENTS
5.1 Functionality
5.1.1 Range of depth
Under normal propagation and sea bed reflectibility conditions the equipment should be
capable of measuring any clearance under the transducer between 2 m and 200 m.

5.1.2 Range scales

The equipment should provide a minimum of two range scales one of which, the shallow
range, should cover a range of 20 m, and the other, the deep range, should cover a range of
200 m.

5.1.3 Main display

The primary presentation should be a suitable graphical display which provides the
immediate depth and a visible record of soundings. The displayed record should, show at
least 15 min of soundings.

5.1.4 Other displays

Other forms of display may be added but these should not affect the normal operation of
the main display.
5.1.5 Pulse repetition rate
The pulse repetition rate should not be slower than 12 pulses per minute on the deep range
and 36 pulses per minute on the shallow range.

5.1.6 Roll and pitch

The performance of the equipment should be such that it will meet the requirements of
these performance standards when the ship is rolling + 10° and/or pitching + 5°.

5.1.7 Multiple installations

5.1.7.1 More than one transducer and associated transmitter-receiver may be fitted.

5.1.7.2 If more than one transducer is used:

- means should be available to display the depths from the different transducers
separately; and
- a clear indication of the transducer(s) in use should be provided.

5.1.8 Data storage

It should be possible to record on paper recording or other means the information about:
- the depth(s), and
- the associated time for 12 h.
There should be means to retrieve the recorded information.

5.2 Accuracy
5.2.1 Accuracy of measurement
Based on a sound speed in water of 1,500 m/s, the tolerance of the indicated depth should
be either:
- + 0.5 m on the 20 m range scale, respectively + 5 m on the 200 m range scale; or
- + 2.5% of the indicated depth,
Whichever is greater.

5.2.2 Discrimination
The scale of display should not be smaller than 5.0 mm per metre depth on the shallow
range scale and 0.5 mm per metre depth on the deep range scale.

5.3 Malfunctions, alarms and indications

5.3.1 Depth alarm
An alarm signal - both visual and audible with mute function - should be provided when the
water depth is below a preset value.

5.3.2 Failure or reduction in power supply

Alarm signals, both visual and audible (with mute function) to the navigator on the watch
should be provided to indicate failure or a reduction in the power supply to the echo
sounder which would affect the safe operation of the equipment.

6 ERGONOMIC CRITERIA
6.1 Operational controls
The function of range scale selection should be directly accessible. The settings for the
following functions should be recognizable in all light conditions:
- range scale; and
- preset depth alarm.

6.2 Presentation of information

6.2.1 Marks
The graphical display should be capable of showing:
- depth marks at intervals not larger than one-tenth of the range/scale in use; and
- time marks at intervals not exceeding 5 min.

6.2.2 Paper recording

If paper is used for recording either by marks on the recording paper, or by other means,
there should be a clear indication when the paper remaining is less than 1 m.

7 DESIGN AND INSTALLATION

The equipment should comply with IMO resolution A.694(17).*

8 INTERFACING
Output(s) should be available from which depth information may be supplied to other
equipment such as remote digital displays, voyage data recorder and a track control system.
These outputs should be digital, serial communication, facilities which should comply with
the relevant international standards.
 MSC 72/23/Add.1

ANNEX 14

RESOLUTION MSC.96(72)
(adopted on 22 May 2000)

ADOPTION OF AMENDMENTS TO PERFORMANCE STANDARDS FOR DEVICES

TO MEASURE AND INDICATE SPEED AND DISTANCE (RESOLUTION A.824(19))

THE MARITIME SAFETY COMMITTEE,

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

concerning the functions of the Committee,

RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
functions of adopting performance standards for radio and navigational equipment, as well as
amendments thereto, shall be performed by the Maritime Safety Committee on behalf of the
Organization,

HAVING CONSIDERED amendments to the existing performance standards for devices to

indicate speed and distance adopted by the Assembly by resolution A.824(19) - Performance
Standards for Devices to Indicate Speed and Distance, as prepared by the forty-fifth session of the
Sub-Committee on Safety of Navigation,

1. ADOPTS the recommended amendments to resolution A.824(19) on Recommendation on

Performance Standards for Devices to Indicate Speed and Distance, set out in the Annex to the
present resolution;

2. RECOMMENDS Member Governments to ensure that:

(a) devices to measure and indicate speed and distance installed on or after 1 July 2002
conform to performance standards not inferior to those set out in the Annex to the
present resolution;

(b) devices to indicate speed and distance installed on and after 1 January 1997 but before
1 July 2002 conform at least to the performance standards set out in resolution
A.824(19).

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ANNEX 14
Page 2

ANNEX

AMENDMENTS TO RESOLUTION A.824(19) ON PERFORMANCE STANDARDS

FOR DEVICES TO INDICATE SPEED AND DISTANCE

The existing text of the Annex is replaced by the following:

“ANNEX

RECOMMENDATION ON PERFORMANCE STANDARDS FOR DEVICES

TO MEASURE AND INDICATE SPEED AND DISTANCE

1 INTRODUCTION

1.1 Devices to measure and indicate speed and distance are intended for general navigational and
ship manoeuvring use. The minimum requirement is to provide information on the distance run and
the forward speed of the ship through the water or over the ground. Additional information on ship's
motions other than in the forward axis may be provided. The equipment should comply fully with its
performance standard at forward speeds up to the maximum speed of the ship. Devices measuring
speed and distance through the water should meet the performance standard in water of depth greater
than 3 m beneath the keel. Devices measuring speed and distance over the ground should meet the
performance standard in water of depth greater than 2 m beneath the keel.

1.2 Radar plotting aids/track control equipment require a device capable of providing speed
through the water in the fore and aft direction.

1.3 In addition to the general requirements in resolution A.694(17), devices to measure and
indicate speed and distance should comply with the following minimum performance requirements.

2 METHODS OF PRESENTATION

2.1 Speed information may be presented in either analogue or digital form. Where a digital
display is used, its incremental steps should not exceed 0.1 knots. Analogue displays should be
graduated at least every 0.5 knots and be marked with figures at least every 5 knots. If the display
can present the speed of the ship in other than the forward direction, the direction of movement
should be indicated unambiguously.

2.2 Distance run information should be presented in digital form. The display should cover the
range from 0 to not less than 9999.9 nautical miles and the incremental steps should not exceed 0.1
nautical miles. Where practicable, means should be provided for resetting a readout to zero.

2.3 The display should be easily readable by day and by night.

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 MSC 72/23/Add.1
ANNEX 14
Page 3

2.4 Means should be provided for transmitting measured speed and distance run information to
other equipment fitted on board. In this regard:

.1 the information on all speed and distance parameters, including direction should be
transmitted in accordance with the relevant international marine interface standards ∗ ;
and

.2 additionally, when the equipment is used for measuring forward speed, then the
information may be transmitted using closing contacts and, if so, this should be in the
form of one contact closure each 0.005 nautical miles run.

2.5 If equipment is capable of being operated in either the "speed through the water" or "speed
over the ground" mode, mode selection and mode indication should be provided.

2.6 If the equipment has provision for indicating speeds other than on a single fore and aft
direction, then both the forward and athwart speeds should be provided either through the water or
over the ground. Resultant speed and direction information may be provided as a display selectable
option. All such information should clearly indicate the direction, mode and validity status of the
displayed information.

3 ACCURACY OF MEASUREMENT

3.1 Errors in the measured and indicated speed, when the ship is operating free from shallow
water effect and from the effects of wind, sea bottom type, current and tide, should not exceed the
following:

.1 for a digital display - 2% of the speed of the ship, or 0.2 knots, whichever is greater;

.2 for an analogue display – 2.5% of the speed of the ship, or 0.25 knots, whichever is
greater; and

.3 for output data transmission – 2% of the speed of the ship, or 0.2 knots, whichever is
greater.

3.2 Errors in the indicated distance run, when the ship is operating free from shallow water effect
and from the effects of wind, sea bottom type, current and tide, should not exceed 2% of the distance
run by the ship in 1 h or 0.2 nautical miles in each hour, whichever is greater.

3.3 If the accuracy of devices to indicate speed and distance run can be affected in use by certain
conditions (e.g. sea state and its effects, water temperature, salinity, sound velocity in water, depth of
water under the keel, heel and trim of ship), details of possible effects should be included in the
equipment handbook.

4 ROLL AND PITCH

The performance of the equipment should be such that it will meet the requirements of these
standards when the ship is rolling up to + 10º and pitching up to + 5º.

∗
Refer to IEC Publication 61162
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ANNEX 14
Page 4

5 CONSTRUCTION AND INSTALLATION

5.1 The system should be so designed that neither the method of attachment of parts of the
equipment to the ship nor damage occurring to any part of the equipment which penetrates the hull
could result in the ingress of water to the ship.

5.2 Where any part of the syste m is designed to extend from and retract into the hull of the ship,
the design should ensure that it can be extended, operated normally and retracted at all speeds up to
the maximum speed of the ship. Its extended and retracted positions should be clearly indicated at
the display position.

***

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 A 19/Res.817
15 December 1996
Original: ENGLISH

ASSEMBLY
19th session
Agenda item 10

RESOLUTION A.817(19)
adopted on 23 November 1995

PERFORMANCE STANDARDS FOR ELECTRONIC CHART DISPLAY AND

INFORMATION SYSTEMS (ECDIS)

THE ASSEMBLY,

RECALLING Article 15(j) of the Convention on the International Maritime Organization

concerning the functions of the Assembly in relation to regulations and guidelines concerning maritime
safety,

RECALLING ALSO regulation V/20 of the International Convention for the Safety of Life at Sea
(SOLAS), 1974, which requires all ships to carry adequate and up-to-date charts, sailing directions, lists
of lights, notices to mariners, tide tables and all other nautical publications necessary for the intended
voyage,

NOTING that the up-to-date charts required by SOLAS regulation V/20 can be provided and
displayed electronically on board ships by electronic chart display and information systems (ECDIS), and
that the other nautical publications required by regulation V/20 may also be so provided and displayed,

RECOGNIZING the need to prepare performance standards for ECDIS in order to ensure the
operational reliability of such equipment, and to ensure that the information provided and displayed
electronically is at least equivalent to that of up-to-date charts and, when also provided and displayed, other
nautical publications, and to avoid, as far as practicable, adverse interaction between ECDIS and other
shipborne navigational and communication equipment,

NOTING FURTHER that the International Hydrographic Organization (IHO) has, in co-operation
with IMO, developed complementary recommendations on electronic navigational charts, thereby
standardizing the database and the content, structure and format of the information provided and displayed,

HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
sixty-third session,

1. ADOPTS the Recommendation on Performance Standards for Electronic Chart Display and
Information Systems (ECDIS) set out in the Annex to the present resolution;

2. RECOMMENDS Governments to ensure that ECDIS used on ships entitled to fly their flag
conform to performance standards not inferior to those set out in the Annex to the present resolution;
A 19/Res.817 -2-

3. REQUESTS the Maritime Safety Committee to keep these Performance Standards under review
and to adopt amendments thereto, as necessary;

4. ALSO REQUESTS the Maritime Safety Committee to ensure that any proposed amendments to
this resolution are agreed with IHO prior to adoption.
 -3- A 19/Res.817

ANNEX

PERFORMANCE STANDARDS FOR ELECTRONIC CHART DISPLAY AND

INFORMATION SYSTEMS (ECDIS)

1 INTRODUCTION

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

1.2 ECDIS, with adequate back-up arrangements, may be accepted as complying with the up-to-date
charts required by regulation V/20 of the 1974 SOLAS Convention.

1.3 In addition to the general requirements for shipborne radio equipment forming part of the global
maritime distress and safety system (GMDSS) and the requirements for electronic navigational aids
contained in IMO resolution A.694(17)*, ECDIS should meet the requirements of this performance
standard.

1.4 ECDIS should be capable of displaying all chart information necessary for safe and efficient
navigation originated by, and distributed on the authority of, government-authorized hydrographic offices.

1.5 ECDIS should facilitate simple and reliable updating of the electronic navigational chart.

1.6 Use of ECDIS should reduce the navigational workload as compared to use of a paper chart. It
should enable the mariner to execute in a convenient and timely manner all route planning, route monitoring
and positioning currently performed on paper charts. It should be capable of continuously plotting the
ship's position.

1.7 ECDIS should have at least the same reliability and availability of presentation as the paper chart
published by government-authorized hydrographic offices.

1.8 ECDIS should provide appropriate alarms or indications with respect to the information displayed
or malfunction of the equipment (see Appendix 5).

2 DEFINITIONS

For the purpose of these performance standards:

2.1 Electronic chart display and information system (ECDIS) means a navigation information
system which, with adequate back-up arrangements, can be accepted as complying with the up-to-date
chart required by regulation V/20 of the 1974 SOLAS Convention, by displaying selected information from
a system electronic navigational chart (SENC) with positional information from navigation sensors to assist
the mariner in route planning and route monitoring, and by displaying additional navigation-related
information if required.

*
IEC Publication 945 (see Appendix 1).
A 19/Res.817 -4-

2.2 Electronic navigational chart (ENC) means the database, standardized as to content, structure
and format, issued for use with ECDIS on the authority of government-authorized hydrographic offices.
The ENC contains all the chart information necessary for safe navigation, and may contain supplementary
information in addition to that contained in the paper chart (e.g. sailing directions) which may be considered
necessary for safe navigation.

2.3 System electronic navigational chart (SENC) means a database resulting from the
transformation of the ENC by ECDIS for appropriate use, updates to the ENC by appropriate means, and
other data added by the mariner. It is this database that is actually accessed by ECDIS for the display
generation and other navigational functions, and is the equivalent to an up-to-date paper chart. The SENC
may also contain information from other sources.

2.4 Standard display means the SENC information that should be shown when a chart is first
displayed on ECDIS. The level of the information it provides for route planning or route monitoring may
be modified by the mariner according to the mariner's needs.

2.5 Display base means the level of SENC information which cannot be removed from the display,
consisting of information which is required at all times in all geographical areas and all circumstances. It
is not intended to be sufficient for safe navigation.

2.6 Further information on ECDIS definitions may be found in IHO Special Publication S-52,
Appendix 3 (see Appendix 1).

3 DISPLAY OF SENC INFORMATION

3.1 ECDIS should be capable of displaying all SENC information.

3.2 SENC information available for display during route planning and route monitoring should be
subdivided into three categories, display base, standard display, and all other information (see Appendix 2).

3.3 ECDIS should present the standard display at any time by a single operator action.

3.4 When a chart is first displayed on ECDIS, it should provide the standard display at the largest scale
available in the SENC for the displayed area.

3.5 It should be easy to add or remove information from the ECDIS display. It should not be possible
to remove information contained in the display base.

3.6 It should be possible for the mariner to select a safety contour from the depth contours provided
by the SENC. ECDIS should give the safety contour more emphasis than other contours on the display.

3.7 It should be possible for the mariner to select a safety depth. ECDIS should emphasize soundings
equal to or less than the safety depth whenever spot soundings are selected for display.

3.8 The ENC and all updates to it should be displayed without any degradation of their information
content.

3.9 ECDIS should provide a means of ensuring that the ENC and all updates to it have been correctly
loaded into the SENC.
 -5- A 19/Res.817

3.10 The ENC data and updates to it should be clearly distinguishable from other displayed information,
such as, for example, that listed in Appendix 3.

4 PROVISION AND UPDATING* OF CHART INFORMATION

4.1 The chart information to be used in ECDIS should be the latest edition of information originated
by a government-authorized hydrographic office, and conform to IHO standards.

4.2 The contents of the SENC should be adequate and up-to-date for the intended voyage, as required
by regulation V/20 of the 1974 SOLAS Convention.

4.3 It should not be possible to alter the contents of the ENC.

4.4 Updates should be stored separately from the ENC.

4.5 ECDIS should be capable of accepting official updates to the ENC data provided in conformity
with IHO standards. These updates should be automatically applied to the SENC. By whatever means
updates are received, the implementation procedure should not interfere with the display in use.

4.6 ECDIS should also be capable of accepting updates to the ENC data entered manually with simple
means for verification prior to the final acceptance of the data. They should be distinguishable on the
display from ENC information and its official updates, and not affect display legibility.

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

4.8 ECDIS should allow the mariner to display updates so that the mariner may review their contents
and ascertain that they have been included in the SENC.

5 SCALE

ECDIS should provide an indication of whether:

.1 the information is displayed at a larger scale than that contained in the ENC; or

.2 own ship's position is covered by an ENC at a larger scale than that provided by the
display.

6 DISPLAY OF OTHER NAVIGATIONAL INFORMATION

6.1 Radar information or other navigational information may be added to the ECDIS display.
However, it should not degrade the SENC information, and should be clearly distinguishable from the
SENC information.

6.2 ECDIS and added navigational information should use a common reference system. If this is not
the case, an indication should be provided.

*
Appendix 1 to IHO Special Publication S-52 (see Appendix 1).
A 19/Res.817 -6-

6.3 Radar

6.3.1 Transferred radar information may contain both the radar image and ARPA information.

6.3.2 If the radar image is added to the ECDIS display, the chart and the radar image should match in
scale and in orientation.

6.3.3 The radar image and the position from the position sensor should both be adjusted automatically
for antenna offset from the conning position.

6.3.4 It should be possible to adjust the displayed position of the ship manually so that the radar image
matches the SENC display.

6.3.5 It should be possible to remove the radar information by single operator action.

7 DISPLAY MODE AND GENERATION OF THE NEIGHBOURING AREA

7.1 It should always be possible to display the SENC in a "north-up" orientation. Other orientations
are permitted.

7.2 ECDIS should provide for true motion mode. Other modes are permitted.

7.3 When true motion mode is in use, reset and generation of the neighbouring area should take place
automatically at a distance from the border of the display determined by the mariner.

7.4 It should be possible manually to change the chart area and the position of own ship relative to the
edge of the display.

8 COLOURS AND SYMBOLS

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

8.2 The colours and symbols other than those mentioned in 8.1 should be those used to describe the
navigational elements and parameters listed in Appendix 3 and published by IEC**.

8.3 SENC information, when displayed at the scale specified in the ENC, should use the specified size
of symbols, figures and letters* **.

8.4 ECDIS should allow the mariner to select whether own ship is displayed in true scale or as a
symbol.

9 DISPLAY REQUIREMENTS

9.1 ECDIS should be capable of displaying information for:

*
Appendix 2 to IHO Special Publication S-52 (see Appendix 1).
**
IEC Publication 1174.
 -7- A 19/Res.817

.1 route planning and supplementary navigation tasks;

.2 route monitoring.

9.2 The effective size of the chart presentation for route monitoring should be at least 270 mm
by 270 mm.

9.3 The display should be capable of complying with the colour and resolution recommendations
of IHO*.

9.4 The method of presentation should ensure that the displayed information is clearly visible to more
than one observer in the conditions of light normally experienced on the bridge of the ship by day and by
night.

10 ROUTE PLANNING, MONITORING AND VOYAGE RECORDING

10.1 It should be possible to carry out route planning and route monitoring in a simple and reliable
manner.

10.2 ECDIS should be designed following ergonomic principles for user-friendly operation.

10.3 The largest scale data available in the SENC for the area given should always be used by the
ECDIS for all alarms or indications of crossing the ship's safety contour and of entering a prohibited area,
and for alarms and indications according to Appendix 5.

10.4 Route planning

10.4.1 It should be possible to carry out route planning including both straight and curved segments.

10.4.2 It should be possible to adjust a planned route by, for example:

.1 adding waypoints to a route;

.2 deleting waypoints from a route;

.3 changing the position of a waypoint;

.4 changing the order of the waypoints in the route.

10.4.3 It should be possible to plan an alternative route in addition to the selected route. The selected
route should be clearly distinguishable from the other routes.

10.4.4 An indication is required if the mariner plans a route across an own ship's safety contour.

10.4.5 An indication is required if the mariner plans a route across the boundary of a prohibited area or
of a geographical area for which special conditions exist (see Appendix 4).

*
Appendix 2 to IHO Special Publication S-52.
A 19/Res.817 -8-

10.4.6 It should be possible for the mariner to specify a limit of deviation from the planned route at which
activation of an automatic offtrack alarm should occur.

10.5 Route monitoring

10.5.1 For route monitoring the selected route and own ship's position should appear whenever the display
covers that area.

10.5.2 It should be possible to display a sea area that does not have the ship on the display (e.g., for look
ahead, route planning), while route monitoring. If this is done on the display used for route monitoring,
the automatic route monitoring functions (e.g., updating ship's position, and providing alarms and
indications) should be continuous. It should be possible to return to the route monitoring display covering
own ship's position immediately by single operator action.

10.5.3 ECDIS should give an alarm if the ship, within a specified time set by the mariner, is going to cross
the safety contour.

10.5.4 ECDIS should give an alarm or indication, as selected by the mariner, if the ship, within a specified
time set by the mariner, is going to cross the boundary of a prohibited area or of a geographical area for
which special conditions exist (see Appendix 4).

10.5.5 An alarm should be given when the specified limit for deviation from the planned route is
exceeded.

10.5.6 The ship's position should be derived from a continuous positioning system of an accuracy
consistent with the requirements of safe navigation. Whenever possible, a second independent positioning
method of a different type should be provided; ECDIS should be capable of identifying discrepancies
between the two systems.

10.5.7 ECDIS should provide an indication when the input from the position-fixing system is lost. ECDIS
should also repeat, but only as an indication, any alarm or indication passed to it from a position-fixing
system.

10.5.8 An alarm should be given by ECDIS if the ship, within a specified time or distance set by the
mariner, is going to reach a critical point on the planned route.

10.5.9 The positioning system and the SENC should be on the same geodetic datum. ECDIS should give
an alarm if this is not the case.

10.5.10 It should be possible to display an alternative route in addition to the selected route. The selected
route should be clearly distinguishable from the other routes. During the voyage, it should be possible for
the mariner to modify the selected sailing route or change to an alternative route.

10.5.11 It should be possible to display:

.1 time-labels along ship's track, manually on demand and automatically at intervals selected
between 1 and 120 m; and
 -9- A 19/Res.817

.2 an adequate number of: points, free movable electronic bearing lines, variable and
fixed-range markers and other symbols required for navigation purposes and specified in
Appendix 3.

10.5.12 It should be possible to enter the geographical co-ordinates of any position and then display that
position on demand. It should also be possible to select any point (features, symbol or position) on the
display and to read its geographical co-ordinates on demand.

10.5.13 It should be possible to adjust the ship's geographical position manually. This manual adjustment
should be noted alpha-numerically on the screen, maintained until altered by the mariner, and automatically
recorded.

10.6 Voyage recording

10.6.1 ECDIS should store and be able to reproduce certain minimum elements required to reconstruct
the navigation and verify the official database used during the previous 12 hours. The following data
should be recorded at one-minute intervals:

.1 to ensure a record of own ship's past track: time, position, heading, and speed; and

.2 to ensure a record of official data used: ENC source, edition, date, cell and update history.

10.6.2 In addition, ECDIS should record the complete track for the entire voyage, with time marks at
intervals not exceeding 4 hours.

10.6.3 It should not be possible to manipulate or change the recorded information.

10.6.4 ECDIS should have the capability to preserve the record of the previous 12 hours and of the voyage
track.

11 ACCURACY

11.1 The accuracy of all calculations performed by ECDIS should be independent of the characteristics
of the output device and should be consistent with the SENC accuracy.

11.2 Bearings and distances drawn on the display, or those measured between features already drawn
on the display, should have an accuracy no less than that afforded by the resolution of the display.

12 CONNECTIONS WITH OTHER EQUIPMENT*

12.1 ECDIS should not degrade the performance of any equipment providing sensor inputs. Nor should
the connection of optional equipment degrade the performance of ECDIS below this standard.

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

*
IEC Publication 1162.
A 19/Res.817 - 10 -

13 PERFORMANCE TESTS, MALFUNCTION ALARMS AND INDICATIONS

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

13.2 ECDIS should provide a suitable alarm or indication of system malfunction.

14 BACK-UP ARRANGEMENTS

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

.1 Facilities enabling a safe take-over of the ECDIS functions should be provided in order to
ensure that an ECDIS failure does not result in a critical situation.

.2 A back-up arrangement should be provided facilitating means for safe navigation of the
remaining part of the voyage in case of an ECDIS failure.

15 POWER SUPPLY

15.1 It should be possible to operate ECDIS and all equipment necessary for its normal functioning
when supplied by an emergency source of electrical power in accordance with the appropriate requirements
of chapter II-1 of the 1974 SOLAS Convention.

15.2 Changing from one source of power supply to another, or any interruption of the supply for a period
of up to 45 s, should not require the equipment to be re-initialized manually.
 - 11 - A 19/Res.817

APPENDIX 1

REFERENCE DOCUMENTS

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

INTERNATIONAL HYDROGRAPHIC ORGANIZATION

Address: Directing Committee

International Hydrographic Bureau
BP 445
MC 98011 Monaco CEDEX Phone: + 33 9350 6587
Principality of Monaco Fax: + 33 9325 2003

Publications

Special Publication No.S-52 "Provisional Specifications for Chart Content and Display of ECDIS",
2nd Edition, September 1992

S-52 Appendix 1 "Report of the IHO (COE) Working Group on Updating the Electronic Chart",
1st Edition, June 1990

S-52 Appendix 2 "Provisional Colour and Symbol Specifications for ECDIS", 1st Edition, February 1991

S-52 Appendix 3 "Glossary of ECDIS-related Terms", 1st Edition, July 1991

Special Publication No.S-57 "IHO Transfer Standard for Digital Hydrographic Data"

INTERNATIONAL ELECTROTECHNICAL COMMISSION (IEC)

Address: IEC Central Office

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

Publications

IEC Publication 1174 "Electronic Chart Display and Information System (ECDIS)"

IEC Publication 945 "General Requirements for Shipborne Radio Equipment Forming Part of the Global
Maritime Distress and Safety System and Marine Navigational Equipment"

IEC Publication 1162 "Digital Interfaces - Navigation and Radiocommunication Equipment On Board
Ship"
A 19/Res.817 - 12 -
 - 13 - A 19/Res.817

APPENDIX 2

SENC INFORMATION AVAILABLE FOR DISPLAY DURING

ROUTE PLANNING AND ROUTE MONITORING

1 Display base, permanently retained on the ECDIS display, consisting of:

.1 coastline (high water);

.2 own ship's safety contour, to be selected by the mariner;

.3 indication of isolated underwater dangers at depths of less than the safety contour which
lie within the safe waters defined by the safety contour;

.4 indication of isolated dangers which lie within the safe water defined by the safety contour
such as bridges, overhead wires, etc., including buoys and beacons, whether or not these
are being used as aids to navigation;

.5 traffic routeing systems;

.6 scale, range, orientation and display mode;

.7 units of depth and height.

2 Standard display, to be displayed when the chart is first displayed by ECDIS, consisting of:

.1 display base
.2 drying line
.3 indication of fixed and floating aids to navigation
.4 boundaries of fairways, channels, etc.
.5 visual and radar conspicuous features
.6 prohibited and restricted areas
.7 chart scale boundaries
.8 indication of cautionary notes

3 All other information, displayed individually on demand, for example:

.1 spot soundings
.2 submarine cables and pipelines
.3 ferry routes
.4 details of all isolated dangers
.5 details of aids to navigation
.6 contents of cautionary notes
.7 ENC edition date
.8 geodetic datum
.9 magnetic variation
.10 graticule
.11 place names
A 19/Res.817 - 14 -
 - 15 - A 19/Res.817

APPENDIX 3

NAVIGATIONAL ELEMENTS AND PARAMETERS*

1 Own ship

.1 Past track with time marks for primary track

.2 Past track with time marks for secondary track

2 Vector for course and speed made good

3 Variable range marker and/or electronic bearing line

4 Cursor

5 Event

.1 Dead reckoning position and time (DR)

.2 Estimated position and time (EP)

6 Fix and time

7 Position line and time

8 Transferred position line and time

.1 Predicted tidal stream or current vector with effective time and strength (in box)

.2 Actual tidal stream or current vector with effective time and strength (in box)

9 Danger highlight

10 Clearing line

11 Planned course and speed to make good. Speed is shown in box

12 Waypoint

13 Distance to run

14 Planned position with date and time

15 Visual limits of lights arc to show rising/dipping range

*
See IEC Publication 1174.
A 19/Res.817 - 16 -

16 Position and time of "wheelover"

 - 17 - A 19/Res.817

APPENDIX 4

AREAS FOR WHICH SPECIAL CONDITIONS EXIST

The following are the areas which ECDIS should detect and for which it should provide an alarm
or indication under 10.4.5 and 10.5.4:

Traffic separation zone

Traffic routeing scheme crossing or roundabout
Traffic routeing scheme precautionary area
Two-way traffic route
Deepwater route
Recommended traffic lane
Inshore traffic zone
Fairway
Restricted area
Caution area
Offshore production area
Areas to be avoided
Military practice area
Seaplane landing area
Submarine transit lane
Ice area
Channel
Fishing ground
Fishing prohibited
Pipeline area
Cable area
Anchorage area
Anchorage prohibited
Dumping ground
Spoil ground
Dredged area
Cargo transshipment area
Incineration area
A 19/Res.817 - 18 -

Specially protected areas

 - 19 - A 19/Res.817

APPENDIX 5

ALARMS AND INDICATORS

Section Requirements Information

10.3 Alarm or Indication Largest scale for alarm

10.4.6 Alarm Exceeding off-track limits
10.5.3 Alarm Crossing safety contour
10.5.4 Alarm or Indication Area with special conditions
10.5.5 Alarm Deviation from route
10.5.8 Alarm Approach to critical point
10.5.9 Alarm Different geodetic datum
13.2 Alarm or Indication Malfunction of ECDIS

5.1 Indication Information overscale

5.2 Indication Larger scale ENC available
6.2 Indication Different reference system
10.4.4 Indication Route planning across safety contour
10.4.5 Indication Route planning across specified area
10.5.7 Indication Positioning system failure
13.1 Indication System test failure

In this performance standard the definitions of indicators and alarms provided in the
IMO publication "Code on Alarms and Indicators" (IMO-867E) apply.
Alarm: An alarm or alarm system which announces by audible means, or audible and visual
means, a condition requiring attention.
Indicator: Visual indication giving information about the condition of a system or equipment.

________
Heading control System Performance
standards
1|Page IMO PERFORMANCE STANDARDS FOR
GYROCOMPASS

IMO PERFORMANCE STANDARDS FOR MARINE

GYROCOMPASS

(FOR MMD PHASE II EXAMINATIONS)

The purpose of a marine gyrocompass is to determine and provide direction of ship’s

heading with respect to geographical (true) north.

Gyrocompass fitted on board a ship shall meet the following minimum requirements:

Operational and performance requirements:

1. The compass card should be graduated at intervals of one degree and fraction
thereof. Every tenth graduation shall be marked with numeral, starting from 0000
to and through 3600 in clockwise direction.
2. Means of illumination, with dimming control, shall be provided so as to enable
reading of marks and numbers in all conditions of day and night.
3. The master compass and all the repeater compasses that will be used for taking
visual bearings shall be installed with their fore and aft datum lines parallel to the
ship’s fore and aft datum line to within + 0.50.
4. The lubber line shall be aligned carefully in the fore and aft direction and shall be
in the same vertical plane as the centre of the compass card.
5. Means shall be provided so as to supply heading information to other navigational
equipments such as radar, autopilot, AIS, course recorder etc.
6. Means shall be provided to make corrections to course, speed and latitude error.
7. Automatic alarm activation shall be incorporated to warn operator of any major
fault in compass system.
8. The equipment shall be marked with manufacturer’s name and model
type/number.
9. Sufficient information shall be made available onboard to enable the competent
and certified staff to operate and maintain the system in efficient manner. The
equipment shall be designed and installed in a manner to allow easy access for the
purpose of maintenance and servicing.
10. Up to latitudes of 600; the compass should settle within six hours, when switched
on according to manufacturer’s instructions.
11. The above – mentioned condition (no.10) shall be met when ship is rolling and
pitching with a simple harmonic motion of six to fifteen seconds, a maximum
angle of 50, and a maximum horizontal acceleration of 0.22 m/s2.
12. The settle point error at any heading and in any latitude up to 600 shall not exceed
+ 0.750 x Secant latitude.
13. The repeatability of settle point error of the master compass shall be
within + 10 x Secant latitude under:

 For more details please visit: www.captyashpal.blogspot.com

2|Page IMO PERFORMANCE STANDARDS FOR
GYROCOMPASS

 Conditions of variations in power supply normally experienced at sea.

 Conditions of vibrations, humidity and temperature changes encountered
on ship, where compass is installed.
 Conditions of variations in magnetic field surrounding the compass.
14. The maximum difference in readings of master compass and repeater compasses,
under all operational conditions, shall not exceed + 0.50.
15. Other errors, in latitudes of up to 600, shall be kept within limits as follows:
a. The residual steady state error, after correction for effects of speed and
course, at speeds of twenty knots, shall not exceed + 0.250 x Secant
latitude.
b. The error due to a rapid alteration of speed of twenty knots, shall not
exceed + 20.
c. The error due to a rapid alteration of a course of 1800 at speed of twenty
knots, shall not exceed + 30.
d. The transient and steady errors to due to ship rolling, pitching and yawing
with simple harmonic motion of any period between six and fifteen
seconds; with a maximum angle of 200, 100 and 50 respectively; and
maximum horizontal acceleration not more than 1 m/s2, shall not exceed
+ 10 x Secant latitude.
Particular attention should be paid to the siting of the master
compass in order to keep this error to the minimum.

Requirements regarding power supply and interference:

1. The equipment shall be protected against likely damage due to excessive currents
and voltages, transients and accidental reversal of voltage polarity.
2. The equipment shall operate continuously and meet the requirements of the
performance standards while encountering variations of power supply normally
experienced on a ship.
3. When provided with options to operate from more than one source of power
supply, arrangements shall be incorporated to allow smooth and satisfactory
transition from one source to another.
4. Steps shall be taken, so far as practicable, to eliminate and suppress
electromagnetic interferences between compass and other equipments.
5. Each unit of the equipment shall be marked with minimum safe distance at which
it should be mounted from standard or steering magnetic compass.
6. Mechanical noises from all units, likely to affect the hearing of sounds warning
about safety, shall be kept to the minimum.

Relevant definitions:

 For more details please visit: www.captyashpal.blogspot.com

3|Page IMO PERFORMANCE STANDARDS FOR
GYROCOMPASS

1. Gyrocompass: It means the complete equipment and includes all the elements of
the complete design.

2. True Heading: It is defined as the horizontal angle between the vertical plane
passing through true meridian and the vertical plane passing through ship’s fore
and aft datum line. Is measured in clockwise direction from 0000 to and through
3600.

3. Settled: The compass being on a level and stationary base; if any three compass
readings taken at intervals of thirty minutes are within a range of 0.70, then the
compass is considered to be settled.

4. Settle Point Heading: When compass is settled as per definition of Settled, then
the mean value of ten compass readings taken at intervals of twenty minutes is
known as settle point heading.

5. Settle Point Error: The difference between settle point heading and true heading
is known as settle point error. All other errors are taken with reference to settle
point heading. That is, as the difference between observed heading and settle
point heading.

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 RECOMMENDATION ON PERFORMANCE STANDARDS
FOR INTEGRATED BRIDGE SYSTEMS (IBS)

1 INTRODUCTION

1.1 An integrated bridge system(IBS) is defined as a combination of systems which are

interconnected in order to allow centralized access to sensor information or
command/control from workstations, with the aim or increasing safe and efficient ship's
management by suitably qualified personnel.

1.2 IBS, in addition to meeting the functional requirements contained in applicable IMO
instruments, the general requirements in resolution A.694(17)*, should comply with the
following performance standards.

2 SYSTEM REQUIREMENT

the IBS should support systems performing two or more of the following operations:
.1 passage execution;
.2 communications;
.3 machinery control
.4 loading, discharging and cargo control; and
.5 safety and security.

3 CENERAL REQUIREMENTS

3.1 General

3.1.1 The IBS should comply with all applicable IMO requirements and recommendations.
Parts executing multiple operations should meet the requirements specified for each
individual function they control, monitor or perform.

3.1.2 Each "part" of an IBS should meet the relevant requirements of resolution A.694(17)
and their associated technical testing standards. In consequence, the IBS is in compliance
with these requirements without further environmental testing.
Note : "part" is meant to be - for example - an individual module, equipment or subsystem.

3.1.3 A failure of one part should not affect the functionality of other parts except for those
functions directly dependent upon the information from the defective part.
3.2 Integration

The IBS should provide functional integration meeting the following requirements:
.1 The functionality of the IBS should ensure that its operation is at least as effective as for
stand-alone equipment.
.2 Continuously displayed information should be reduced to the minimum necessary for
safe operation of the ship. Supplementary information should be readily accessible.
.3 Where multifunction displays and controls are used to perform functions necessary for
safe operation of the ship they should be duplicated and interchangeable.
.4 It should be possible to display the complete system configuration, the available
configuration and the configuration in use.
.5 Each part to be integrated should provide details of its operational status and the latency
and validity of essential information. Means should be provided with the IBS to make use of
this information.
.6 An alternative means of operation should be provided for essential functions.
.7 An alternative source of essential information should be provided. The IBS should identify
loss of either source.
.8 The source of information (sensor, result of calculation or manual input) should be
displayed continuously or upon request.

3.3 Data exchange

3.3.1 Interfacing to an IBS should comply with the relevant international marine interface
standards.

3.3.2 Data exchange should be consistent with safe operation of the ship.

3.3.3 The integrity of data flowing on the network should be ensured.

3.3.4 A failure in the connectivity should not affect independent functionality

3.4 Failure analysis

3.4.1 A failure analysis should be performed, documented and be acceptable.

4. OPERATIONAL REQUIREMENTS

4.1 Human factors

4.1.1 The IBS should be capable of being operated by personnel holding appropriate
certificates.
4.1.2 The Man Machine Interface (MMI) should be designed to be easily understood and in
a consistent style all integrated functions.

4.1.3 Where multifunction displays are used, they should be in colour, and continuously
displayed information and functional areas, e.g. menus should be presented in a consistent
manner.

4.1.4 For actions which may cause unintended results, the IBS should request confirmation
from the operator.

4.2 Functionality

4.2.1 It should always be clear, from where essential functions may be performed.

4.2.2 The system management should ensure, that one user only has the focus of an imput
or function at the same time. If so, all other users should be informed about that by the IBS.

5. TECHNICAL REQUIREMENTS

5.1 Sensors
In order to ensure an adequate system functionality the sensors employed should ensure
communication compatibility in accordance with the relevant intermational marine
interface standard*; and provide information about their pperational status and about the
latency and validity of essential information.

5.2 Alarm management

5.2.1 The IBS alarm management, as a minimum, should comply with the repuirements of
the Code on Alarms and Indicators, 1995(resolution A.830(19)).

5.2.2 Appropriate alarm management on proiority and functional groups should be

provided within the IBS.

5.2.3 The number of alarm types and their release should be kept as low as possible by
providing indications for information of lower importance.

5.2.4 Alarms should be displayed so that the alarm reason and the resultion functional
restrictions can be easily understood. Indications should be self-explanatory.

5.3 Power interruptions and shut-down

5.3.1 If subjected to an orderly shut-down, the IBS should, upon tum-on, come to an initial
default state.

5.3.2 After a power interruption full functionality of the IBS should be available after
recovery of all subsystems. The IBS should not increase the recovery time of individual
subsystem functions after power restoration.

5.3.3 If subject to a power interruption the IBS should, upon restoration of power, maintain
the configuration in use and continue automated operation, as far as practicable. Safety
related automatic functions should only be restored upon confirmation by the operator.

5.4 Power supply

5.4.1 Power supply requirements applying to parts of the IBS as a result of other IMO
requirements should remain applicable.

5.4.2 The IBS should be supplied:

.1 from the main and emergency sources of electrical power with automated changeover
through a local distribution board with provision to preclude inadvertent shut-down;
.2 from a transitional source of electrical power for a duraion of not less than 1 min; and
.3 where required, parts of the IBS should also be supplied from a reserve source of
electrical power.
 RECOMMENDATION ON PERFORMANCE STANDARDS FOR AN
INTEGRATED NAVIGATION SYSTEM (INS)
1 SCOPE
1.1 The purpose of an integrated navigation system (INS) is to provide 'added value' to the
functions and information needed by the officer in charge of the navigational watch (OOW)
to plan, monitor or control the progress of the ship.

1.2 The INS supports mode and situation awareness.

1.3 The INS supports safety of navigation by evaluating inputs from several independent and
different sensors, combining them to provide information giving timely warnings of
potential dangers and degradation of integrity of this information. Integrity monitoring is an
intrinsic function of the INS.

1.4 The INS aims to ensure that, by taking human factors into consideration, the workload is
kept within the capacity of the OOW in order to enhance safe and expeditious navigation
and to complement the mariner's capabilities, while at the same time to compensate for
their limitations.

1.5 The function of passage execution in an Integrated Bridge System (IBS), as defined by
the Organization*, may be performed by an INS.

2 APPLICATION

2.1 These performance standards are applicable to any combination of navigational aids
that provides functions beyond the general intent defined in the respective performance
standards adopted by the Organization for individual equipment.

2.2 The purpose of these performance standards is to support the proper and safe
integration of navigational equipment and information.

2.3 These performance standards define three categories of INS:

.1 INS(A) for systems that provide the minimum functional requirements of the INS
including a consistent common reference system;
.2 INS(B) for systems that, in addition to the functional requirements of INS(A), provide the
information needed for decision support in avoiding hazards; and
.3 INS(C) for systems that, in addition to the functional requirements of INS(B), provide the
automatic control functions of heading, track or speed.
3 DEFINITIONS

For the purpose of these standards the following definitions apply.

3.1 "Automatic control system" - A control system that may include a heading, track or
speed control system.

3.2 "Consistent common reference system" - A sub-system of an INS for acquisition,

processing, storage and distribution of data and information providing identical and
obligatory reference to sub-systems within an INS.

3.3 "Integrated navigation system" - An INS is a combination of systems that are

interconnected to increase safe and efficient navigation by suitably qualified personnel.

3.4 "Integrity" - Ability of the system to provide the user with information within the
specified accuracy in a timely, complete and unambiguous manner, and alarms and
indications within a specified time when the system should be used with caution or not at
all.

3.5 "Multifunction display" - A single visual display unit that can present, either
simultaneously or through a series of selectable pages, information from more than one
operation of a system.

3.6 "Sensor" - A navigational aid, with or without its own display and control as appropriate,
automatically providing information to the INS.

4 OPERATIONAL REQUIREMENTS

4.1 Functionality

General

4.1.1 In addition to meeting the relevant requirements of resolution A.694(17)*, the INS
should comply with the requirements of these performance standards.

4.1.2 Each part of the INS should comply with all applicable requirements adopted by the
Organization, including the requirements of these performance standards. Parts executing
multiple operations should meet the requirements specified for each individual function
they can control, monitor or perform.
4.1.3 When functions of equipment connected to the INS provide facilities in addition to
these performance standards, the operation and, as far as is reasonably practicable, the
malfunction of such additional facilities should not degrade the performance of the INS
below the requirements of these standards.

4.1.4 A failure of one part should not affect other parts except for those functions directly
dependent upon the information from the defective part.

Basic functions

4.1.5 An INS should combine, process and evaluate data from all sensors in use. The
integrity of data from different sensors should be evaluated prior to distribution.

4.1.6 An INS should ensure that the different types of information are distributed to the
relevant parts of the system, applying a "consistent common reference system" for all types
of information.

4.1.7 The INS(A) should as a minimum provide the information of position, speed, heading
and time, each clearly marked with an indication of integrity.

4.1.8 The INS(B) should be able to automatically, continually and graphically indicate the
ship's position, speed and heading and, where available, depth in relation to the planned
route as well as to known and detected hazards.

4.1.9 The INS(C) should, in addition, provide means to automatically control heading, track
or speed and monitor the performance and status of these controls.
Integrity monitoring

4.1.10 The integrity of information should be verified by comparison of the data derived
independently from two or more sources if available.

4.1.11 The integrity should be verified before essential information is displayed or used.
Information with doubtful integrity should be clearly marked by the INS and should not be
used for automatic control systems.

Data exchange

4.1.12 Stand-alone equipment for which performance standards adopted by the

Organization exist, when connected to the INS, should comply with the applicable
international standards* for data exchange and interfacing.
4.1.13 Data latency should be consistent with the data requirements of the individual parts.

4.1.14 The integrity of data exchange within the INS should be ensured.

4.1.15 A failure of data exchange should not affect any independent functionality.

Integration

4.1.16 The INS should provide functional integration meeting the following requirements:
.1 where a display or control is presented on a multifunction display unit then these should
be redundantly available; and
.2 validity* of the data should be provided for each part to be integrated.

Configuration control

4.1.17 It should be possible to display the complete system configuration, the available
configuration and the configuration in use.

4.2 Information and accuracy

Display of information

4.2.1 The INS should be able to display the information available in accordance with
paragraphs 4.1.7, 4.1.8 and 4.1.9 as applicable.

4.2.2 The INS should be capable of displaying output data available from the sensors.

4.2.3 The information should be displayed together with the indication of its source (sensor
data, result of calculation or manual input), unit of measurement and status, including
mode (see sub- section Integrity monitoring).

Accuracy

4.2.4 As a minimum, the accuracy of information should meet the requirements of the
resolutions* adopted by the Organization. Additionally the INS should not degrade the
accuracy of the data provided by the sensors.

4.3 Malfunctions, alarms and indications

Fail safe operation

4.3.1 The system's automatic response to malfunctions should result in the safest of any
other configuration accompanied by clear indications and alarms.

Reversionary mode

4.3.2 The INS should allow simple and effective operator action to override or by-pass any
automated functions. The INS should resume automatic functions only after an appropriate
message and intended operator action, considering all necessary starting conditions.

Alarm management

4.3.3 An alarm management system should be provided.

4.3.4 The INS alarm management system, as a minimum, should comply with the
requirements of the Organization.*

4.3.5 The number of alarms should be kept as low as possible by providing indications for
information of lower importance.

4.3.6 Alarms should be displayed so that the alarm reason and the resulting functional
restrictions can be easily understood. Indications should be self-explanatory.

5 ERGONOMIC CRITERIA

5.1 Cognitive ergonomics

5.1.1 Integrated display and control functions should adopt a consistent human machine
interface (HMI) philosophy and implementation.

5.1.2 The HMI should be so designed that the provided information is clearly understood
using a consistent presentation style.

5.1.3 The HMI should be so designed that the requested manual inputs can be easily
executed.

5.1.4 For manual inputs that may cause unintended results, the INS should request
confirmation before acceptance, thus providing a plausibility check.

5.2 Physical ergonomics

Controls and displays

5.2.1 Particular consideration should be given to:
- symbols;
- controls; and
- layout.
Operational controls

5.2.2 The INS should be designed and implemented so that the OOW easily operates basic
functions from work stations.

Presentation of information

5.2.3 Continuously displayed information should be optimized and should include position,
speed, heading and time. Supplementary information should be readily accessible.

6 DESIGN AND INSTALLATION

General

6.1 The INS should meet the relevant requirements of resolution A.694(17) and appropriate
international standards*.

Failure analysis

6.2 A failure analysis* should be performed and documented for the installed configuration
of the INS which includes all parts connected to or integrated into the system, including
devices for manual override of automatic functions and their locations on the bridge.

Installation requirements

6.3 The INS should be installed so that it can meet the requirements of the relevant
International Standards*.

Power supply requirements

6.4. Power supply requirements applying to parts of the INS as a result of other IMO
requirements should remain applicable.

6.5 The INS should be supplied:

.1 from both the main and the emergency source of electrical power with
automated changeover through a local distribution board with provision to
preclude inadvertent shutdown; and

.2 from a transitional source of electrical power for a duration of not less than 45 s.

Power interruptions and shutdown

6.6 After a power interruption full functionality of the INS should be available after recovery
of all subsystems. The INS should not increase the recovery time of individual subsystem
functions after power restoration.

6.7 If subjected to a power interruption the INS should, upon restoration of power, maintain
the configuration in use and continue automated operation, as far as practicable.

Safety related automatic functions, should only be restored upon confirmation by the
operator.

7 INTERFACING

Interfacing to, and from, the INS should comply with international standards*, as
appropriate.

8 FALL-BACK ARRANGEMENTS

8.1 The INS should, after a failure, support the availability of essential information through
the use of appropriate fall-back arrangements.

8.2 Normal operation, after use of a fall-back arrangement, should only be restored upon
confirmation by the operator.