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RULES FORCLASSIFICATION OF

DET NORSKE VERITAS

Veritasveien 1, N-1322 Høvik, Norway Tel.: +47 67 57 99 00 Fax: +47 67 57 99 11

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NEWBUILDINGS

SPECIAL EQUIPMENT AND SYSTEMSADDITIONAL CLASS

PART 6 CHAPTER 8

�� JANUARY 2001

CONTENTS PAGE

Sec. 1 General ....................................................................................................................................... 5Sec. 2 Design of Workplace................................................................................................................ 12Sec. 3 Bridge Working Environment .................................................................................................. 25Sec. 4 Carriage Requirements for Navigational Systems and Equipment .......................................... 27Sec. 5 General Bridge Equipment Requirements................................................................................ 31Sec. 6 Specific Requirements for Different Types of Bridge Equipment........................................... 34Sec. 7 Man and Machine Interface...................................................................................................... 41Sec. 8 Ship Manoeuvring Information ................................................................................................ 44Sec. 9 Qualifications and Operational Procedures .............................................................................. 46Sec. 10 Bridge Equipment Tests ........................................................................................................... 47

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This completely revised chapter was approved by the Board in De-cember 2000, and supersedes the July 1991 edition of the same chap-ter including later amendments.

The rules come into force on 1 July 2001.

This chapter is valid until superseded by a revised chapter. Supple-ments will not be issued except for an updated list of minor amend-ments and corrections, which will be presented in Pt.0 Ch.3 Sec.1.Pt.0 Ch.1 is normally revised in January and July each year.

Revised chapters will be forwarded to all subscribers to the rules.Buyers of reprints are advised to check the updated list of rule chap-ters printed in Pt.0 Ch.1 Sec.1 to ensure that the chapter is current.

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— Some definitions in sub-section C have been reworded, new def-initions have been added.

— The class notations in sub-section D have been re-organised asfollows:

— Class notation �� covering bridge design, which isincluded in ��, has been deleted.

— The remaining notations �� and �� cover the techni-cal part of the rules.

— The class notation will be extended with a suffix whenSec.9 is complied with, making the notation �� and��, respectively. Sec.9 requires qualifications relevantfor operation of the automatic grounding avoidance systeminstalled and operational procedures.

— The requirements for documentation to be submitted have beenrevised.

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— The content of sub-section B on bridge and workstation arrange-ment has been re-structured and also includes the requirementsfor location of equipment.

— Requirements regarding height of lower edge of bridge windowsfor �� ships have been modified.

— The use of approved technical means for compliance with the re-quired view astern outside the sector for bridge visibility relatedto collision avoidance is indicated.

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— The section has been restructured and the requirements havebeen made more specific. Relevant equipment has been groupedunder collision avoidance system, grounding avoidance systemand heavy weather avoidance system.

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— This section has been restructured and rationalised. Specific re-quirements, which are now covered by IMO performance stand-ards, as for electronic chart systems (ECDIS), have been replacedby a reference.

— Requirements for Grounding Avoidance System (GAS) are re-placing the former Automatic Navigation and Track-keepingSystem (ANTS). Detailed functional requirements have been es-tablished to govern the manufacturer's development.

— Requirements for alarm management system have been re-organ-ised.

— The sub-section for internal communication is harmonised withnew IMO and classification requirements.

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— This section has been rationalised, taking into considerationtransfer of previous requirements for main class.

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— This section has been harmonised with IMO requirements.

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— This section has been rationalised by only maintaining require-ments addressing the competence required for mastering thegrounding avoidance system installed, when applicable, and pro-cedures required for bridge operations under different operatingconditions. Non-compliance does not affect the assignment ofthe basic class notations �� and ��. Compliance extendsthe basic class notations with the suffix .

Rules for Ships, January 2001Pt.6 Ch.8 Contents – Page 3

DET NORSKE VERITAS

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�� #��&��4A 100 General ..............................................................................5A 200 Objectives of the rules.......................................................5A 300 Safety philosophy..............................................................5

5� ��&��#��#��-��)��()��*��4B 100 General ..............................................................................5B 200 Scope of classification ......................................................6B 300 Scope of rule requirements ...............................................6B 400 Structure of the rules .........................................................6

� "�#�� /C 100 Terms ................................................................................7

"� �� 0D 100 General ..............................................................................8D 200 Contents of class notations and extensions .......................8D 300 Documentation of compliance ..........................................8D 400 Class assignment ...............................................................9

� "��)*��#��&&��+�� 1E 100 Class notation �� and ��........................................9

�� "��)*��#��#��*�� 6F 100 Class notation �� and ��......................................10

�� )�� 6G 100 Class notation �� and ��......................................10

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�� !A 100 Scope...............................................................................12A 200 Application......................................................................12

5� 5��-��-�$��%��*�� !B 100 General requirements ......................................................12B 200 Passageways and clear deckhead height .........................12B 300 Console configuration .....................................................13B 400 Chairs ..............................................................................13

� $��%��#��*��,�5��-��)�� 8C 100 Scope...............................................................................13C 200 General requirements ......................................................13C 300 Workstations for navigation and traffic surveillance and

manoeuvring ...................................................................13C 400 Workstations for conning................................................16C 500 Workstation for route planning .......................................16C 600 Workstations for manual steering ...................................17C 700 Workstation for safety monitoring and emergency

operations ........................................................................17C 800 Workstations for docking operations ..............................18

"� �--��$��%�� 1D 100 General requirements ......................................................19D 200 Workstation for communication .....................................19

� 5��-��#��)�� 1E 100 General ............................................................................19E 200 Field of vision .................................................................19E 300 Blind sectors....................................................................22E 400 Clear view through windows ..........................................23E 500 Sound signal reception ....................................................23

�� ()��*��&��#��#��!8F 100 General ............................................................................23F 200 Workstations for navigation and traffic surveillance and

manoeuvring ...................................................................23F 300 Workstations for docking operations ..............................23F 400 Field of vision .................................................................23

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�� ()��*��#��5��-��$��%�� +��*�� !4A 100 Application......................................................................25

A 200 General ............................................................................25A 300 Vibration .........................................................................25A 400 Noise ...............................................................................25A 500 Lighting...........................................................................25A 600 Temperature ....................................................................25A 700 Ventilation.......................................................................25A 800 Surfaces...........................................................................26A 900 Colours............................................................................26A 1000 Safety of personnel .........................................................26

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�� !/A 100 Scope...............................................................................27A 200 Application......................................................................27A 300 General requirements ......................................................27

5� ��()��*�� !/B 100 General ............................................................................27B 200 Heading information systems .........................................27B 300 Steering systems..............................................................27B 400 Speed measuring system.................................................27B 500 Depth measuring system.................................................27B 600 Radar systems .................................................................27B 700 Collision avoidance system.............................................28B 800 Nautical chart system......................................................28B 900 Grounding avoidance systems ........................................28B 1000 Heavy weather avoidance system ...................................28B 1100 Watch monitoring and alarm transfer system .................29B 1200 Internal communication systems.....................................29B 1300 New carriage requirements (SOLAS Chapter V, as

amended by res. MSC.99(73)) ........................................29

� ��()��*��#�� !1C 100 General ............................................................................29C 200 Systems and equipment...................................................29

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�� 8 A 100 Application......................................................................31A 200 General requirements ......................................................31

5� �+��*��-�� 8 B 100 Environmental conditions ...............................................31

� ��-��#� ()�&*�� 8 C 100 Installation.......................................................................31C 200 Interference .....................................................................31C 300 Radiation hazard .............................................................31C 400 Vibration and shock isolation .........................................31C 500 Temperature protection...................................................32C 600 Humidity protection ........................................................32C 700 Compass safe distance ....................................................32

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D 100 Electrical power supply...................................................32D 200 Alarms.............................................................................32D 300 Performance confirmation ..............................................33

� �*&)��<=��-��,��*��-��#�:��2)��,�� 88E 100 Computer-based systems ................................................33E 200 Software quality ..............................................................33

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�� 8'A 100 Scope...............................................................................34A 200 Application......................................................................34

Rules for Ships, January 2001Pt.6 Ch.8 Contents – Page 4

DET NORSKE VERITAS

5� ��-��#��*��,��*�� 8'B 100 Compass systems ............................................................34

� ��,��*� �� 8'C 100 General ............................................................................34C 200 Manual steering systems .................................................34C 300 Heading control system...................................................34C 400 Track control system.......................................................35

"� �&��-��)��,��* �� 84D 100 Device to indicate speed and distance.............................35

� "�&��)��,��* �� 84E 100 Echo sounding equipment ..............................................35

�� -��,��*�� 84F 100 Radar equipment .............................................................35

�� +��-��,��*�� 8.G 100 Radar with automatic plotting aid (ARPA).....................36G 200 Sound reception system ..................................................36

�� )�-��+��-��,��* �� 8.H 100 General functions ............................................................36H 200 System configuration ......................................................36H 300 System reliability ............................................................37H 400 Position-fixing systems ...................................................37H 500 Electronic chart display and information

system (ECDIS) ..............................................................38H 600 Conning information display ..........................................38

�� 5��-��*��*�� 81I 100 General ............................................................................39I 200 Central alarm panel .........................................................39I 300 Alarm and warning transfer system ................................39I 400 Watch monitoring system ...............................................40

>� ��)��**)��,��*� �� '6J 100 External communication equipment ...............................40J 200 Internal communication equipment ................................40

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�� ()��*�� ' A 100 Application......................................................................41

5� ��)*��-�"�� ' B 100 General ............................................................................41B 200 Location ..........................................................................41B 300 Design .............................................................................41

� ��)*��-��-�+�-)��#��)*�� '!C 100 General ............................................................................42C 200 Illumination.....................................................................42

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D 100 General ............................................................................42

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�� ''A 100 Scope...............................................................................44A 200 Application......................................................................44A 300 General ............................................................................44A 400 Manoeuvring information ...............................................44

A 500 Sister ships ......................................................................44

5� ��+��#��)+��#��*��''B 100 General ............................................................................44B 200 Speed ability....................................................................44B 300 Stopping ability ...............................................................44B 400 Turning ability.................................................................44B 500 Course change ability......................................................45B 600 Low speed steering abilities............................................45B 700 Course stability ...............................................................45B 800 Auxiliary manoeuvring device trial ................................45B 900 Man-overboard rescue manoeuvre..................................45

� ��#��)+��#��*�� '4C 100 Pilot card .........................................................................45C 200 Wheelhouse poster ..........................................................45C 300 Manoeuvring booklet ......................................................45

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�� '.A 100 Scope..............................................................................46A 200 Application......................................................................46A 300 Operational assumptions .................................................46

5� 2)��#�� '.B 100 General ............................................................................46B 200 Knowledge requirements ................................................46

� 5��-��-)�� '.C 100 Procedures for safe watch-keeping .................................46

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�� '/A 100 Application......................................................................47

5� 3��=��-��#�5��-�� ()�&*�� '/B 100 General ............................................................................47B 200 Test program ...................................................................47B 300 General requirements for the testing of all types of

bridge equipment.............................................................47B 400 Gyro compass..................................................................47B 500 Automatic steering system..............................................47B 600 Rudder indicator(s) .........................................................47B 700 Rate-of-turn indicator......................................................47B 800 Speed log.........................................................................47B 900 Echo sounder...................................................................47B 1000 Radar system...................................................................47B 1100 ARPA system..................................................................48B 1200 Electronic position-fixing systems..................................48B 1300 Watch monitoring and alarm transfer system .................48B 1400 Internal communication systems.....................................48B 1500 Nautical communication system .....................................48B 1600 Sound reception system ..................................................48B 1700 Computer system(s) ........................................................48B 1800 Electronic chart display and information

system (ECDIS) ..............................................................48B 1900 Grounding avoidance system..........................................48B 2000 Conning display ..............................................................48

� �3��=��-��%��#�2)��#��)��,��* ��'0C 100 General ............................................................................48

Rules for Ships, January 2001Pt.6 Ch.8 Sec.1 – Page 5

DET NORSKE VERITAS

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�� 66 ��

6 ��The text in A describes the concept with regard to objec-tives and safety philosophy on which the rules for nauticalsafety are based. Consequently, the contents of A are not to beunderstood as rule requirements.

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!6 ��The main objectives of the rules for nautical safety are toreduce the risk of failure in bridge operation causing collision,grounding and heavy weather damage.

!6!��The rules aim at giving requirements to regulate ship-board factors affecting safety and efficiency in bridge opera-tions and, in this context, include:

— relevant requirements and recommendations adopted bythe International Maritime Organization (IMO)

— relevant international standards within the subjects of therules or indicating the points in which they differ.

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86 ��In order to achieve optimum safety and efficiency inbridge operation, the rules address the total bridge system. Thetotal bridge system is considered to comprise four essentialparts, see Fig.1:

— ��, which is to deduce and present infor-mation as well as enable the proper setting of course andspeed

— �� , who is to evaluate available informa-tion, decide on the actions to be taken and execute the de-cisions

— ��, which shall safeguard thatthe technical system is designed with due regard to humanabilities

— �� , which shall ensure that the total bridgesystem performs satisfactorily under different operatingconditions.

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86!�� Degradation of one part of the bridge system affects thefunctioning of all the other parts. In order to reduce the risk ofmalfunction of the total bridge system, the rule requirementsare established to regulate the factors affecting the safe per-formance of any part of the system and to ensure a consistentlevel of system reliability in various modes of operation underdifferent operating conditions.

See Fig.1 and Fig.2.

868��The main elements of the various parts of the bridge sys-tem are considered to comprise, see Fig.1:

— qualifications, capacity and quality of the human operatorin relation to the functions to be carried out

— specification, automation level and condition of the tech-nical system in relation to information needs, workloadsand reliability

— physical abilities and information processing capacity ofthe human operator in relation to working conditions andthe technical systems he is to operate

— tasks to be performed and technical aids available undervarious operating conditions as basis for establishingworking routines and operating procedures.

86'��With the exception of operator quality, the elementsmentioned in 303 form the basis for the rules given. It is be-lieved that improvements within these elements can also havea positive effect on operator quality (personality, responsibili-ty), which in the context of classification is considered to be amatter of selection of personnel.

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5� 66 ��

6 ��Classification of bridge systems verifies compliancewith the rules developed for the safe performance of bridgefunctions. The classification concept involves affirmationthrough voluntary class notations that the requirements, of therules and other standards referred to have been fulfilled forbridge design, instrumentation, working environment, opera-tor quality and procedures.

6!��The rules take into consideration that the modes of oper-ation and the manning of the bridge will vary in accordancewith the condition of internal technical systems and the avail-ability of relevant external systems, and that operating condi-tions can be influenced by the waters to be navigated, trafficand weather conditions.

68��The rules aim at safeguarding that the officer of the nav-igational watch, at his workstation, has full control of all theprimary functions he is responsible for, including the look outfunction, within the operational limits indicated by the classnotations �� and ��. Furthermore, that thebridge enables safe and efficient co-operation by two naviga-tors when required, and that relevant procedures are estab-lished and the officer of the watch is qualified to operate thetechnical systems as indicated by the suffix .

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It should be noted that the manning of the navigational watch atall times shall be in accordance with the national regulations ofthe flag state and for the waters in which the ship is operating.


DET NORSKE VERITAS

This is considered the responsibility of the master of the ship andthe officer of the watch.

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6'��The bridge system on ships where a grounding avoid-ance system or an automatic track keeping system is installedand in use is not considered compliant with requirements forsafe navigation if the master and the officer of the watch do nothold the certificate of competence in accordance with theknowledge requirements given in Sec.9 B200. See also Sec.9A300 and Sec.9 B100.

5�!66 ��&��#��#��

!6 ��Safe performance of the bridge system is qualified by itsability to determine, execute and maintain the right course andspeed of the ship in relation to the waters, the traffic and theweather. This ability is threatened by:

— internal bridge system failure— loss of manoeuvrability (steering and propulsion)— loss of external information.

!6!��The main concern of the rules for nautical safety is toprevent internal bridge system failures and, in this context, toaddress all parts of the system as defined in A301.

!68��The required reliability of propulsion and steering sys-tems for preventing loss of manoeuvrability is addressed by therules for main class. The concern of the rules for nautical safetyin this context is to safeguard that:

— the implications of failure in propulsion and steering sys-tems are taken into consideration in the design of thebridge system, and that system degradation is brought tothe attention of the watch officer by relevant warnings

— the emergency steering system in the steering gear com-partment is properly arranged for safe and efficient opera-tion.

!6'��With regard to loss of external information, the concernof the rules for nautical safety is to safeguard that:

— the shipborne part of an external navigation or communi-cation system detects loss of information caused by failurein the external systems.

!64��The technical reliability of any system to be operatedfrom the bridge serving functions additional to those related tothe safe navigation of the ship, such as machinery systems, car-go and ballast systems, safety monitoring systems, etc., is ad-dressed in other parts of the rules for main class. The concernof the rules for nautical safety in this context is:

— the location of workstations for additional bridge func-tions

— the working conditions for performance of additionalfunctions being the responsibility of the officer of thewatch

— the man and machine interface of technical systems serv-ing additional bridge functions if the system is to be oper-ated by the officer of the watch

— the integration of any system interfaced to a network forperformance of main bridge functions.

5�866 ��&��#��)��()��*��

86 ��The requirements given in each section address the ele-ments of the bridge system affecting the safety of navigation asspecified in A300, and regulate the following areas with theaim to reduce the probability of bridge system failure, seeFig.2:

— ��, based on analyses of functions to beperformed under various operating conditions and thetechnical aids to be installed

— �� , based on factors affectingthe performance of human operators

— �� , based on information needs andefficient performance of navigational tasks

— �� applicable to all types of bridgeequipment, based on common requirements to ensure theirsuitability under various environmental conditions

— �� of different types of bridge equipment, basedon their specific functions

— ��, based on the analyses of hu-man limitations and compliance with ergonomic princi-ples

— � ��, based on the competence required for mas-tering rational navigational methods and relevant techni-cal systems installed on board the ship

— �� , based on the need to make thebridge system function under different operating condi-tions

— information on the ship’s manoeuvring characteristics,based on the knowledge needed for safe performance ofmanoeuvring operations

— �� based on the need to ensure that technicalsystems perform in accordance with their approved speci-fications before being relied upon and used in practical op-eration.

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5�'66 ��)��)��#��)��

'6 ��The rules are structured to:

— establish functional requirements to the greatest possibleextent

— give guidance as to how functional requirements can bemet by technical solutions or other remedies that safeguardthe performance of the function.

'6!��A functional requirement is as far as possible expressedwithout quantification. The functional requirements have aprinciple status and will only be adjusted if the functions to becarried out on the bridge are altered.

'68��A Guidance note, as far as possible, quantifies solutionsthat can be approved, but does not exclude the application ofalternative solutions provided the functional requirements aremet.


DET NORSKE VERITAS

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� 66 ��*�

6 ��. When internal technicalsystem failures require operation of back-up systems on thebridge or when they occur during an irregular operating condi-tion, or when the officer of the watch becomes unfit to performhis duties and has not yet been replaced by another qualifiedofficer.

6!�� . Functions performed on thebridge while the ship is under way, but not related to primarybridge functions. Examples of such functions are:

— general communication functions— cargo monitoring and planning functions— extended monitoring and control of machinery— monitoring and control of domestic systems.

68�� A navigational officer who has beendesignated by the ship’s master to be on call to assist or replacethe officer of the watch when required.

6'�� An obstruction in a field of vision with aclear sector on both sides.

64�� The total system for the performance ofbridge functions, comprising bridge personnel, technical sys-tems, man and machine interface and procedures.

6.�� The part of the bridge on each side of thewheelhouse, which extends to the ship’s side.

6/�� The area from which the navigation and controlof the ship are exercised, comprising the wheelhouse and thebridge wings.

60�� Arrangement outside the wheelhouse allowinga person safe access to windows along the front bulkhead(s).

61�� Waters that encompass navigationalong a coast at a distance less than the equivalence of 30 min-utes of sailing with the relevant ship speed. The other side ofthe course line allows freedom of course setting in any direc-tion for a distance equivalent to at least 30 minutes of sailingwith the relevant speed.

6�� Detection and plotting ofother ships and moving objects; determination and executionof course and speed deviations to avoid collision.

�� View without obstructions, whichcould interfere with the navigator’s ability to perform his maintasks, at least covering the field of vision required for safe per-formance of collision avoidance functions.

!�� A screen-based informa-tion system that clearly presents information from sensor in-puts relevant to navigation and manoeuvring, as well as allcorresponding and upcoming orders given by an automaticnavigation system to steering and propulsion systems if con-nected.

8�� Place in the wheelhousewith a commanding view providing the necessary informationfor conning, and which is used by navigators when monitoringand directing the ship’s movements.

'�� An observable illustration of an image, scene ordata on a screen.

4�� Manoeuvring the ship alongside a berth andcontrolling the mooring operations.

.�� Within 5 m distance from working po-sition.

/�� !"#� A navigation information system, which with ade-quate back-up arrangements can be accepted as complyingwith the up-to-date chart required by regulation V/20 of SO-

LAS, and be accepted as meeting the chart carriage require-ments of SOLAS Chapter V, as amended by res. MSC.99(73),by displaying selected information from a system electronicnautical chart (SENC).

0�� "#� A Generic term forequipment that displays chart data but which is not intended tocomply with the IMO performance standards for ECDIS, andis not intended to be accepted as meeting the chart carriage re-quirements of SOLAS Chapter V.

1�� $�#� The database, stand-ardised as to content, structure and format, issued for use withECDIS on the authority of government authorised hydrograph-ic offices.

!6�� Application of the human factors implica-tion in the analysis and design of the workplace and equip-ment.

! ��%�� Angular size of a scene that can be ob-served from a position on the ship’s bridge.

!!��&�� Person who steers the ship under way.

!8��!�� When external condi-tions cause excessive operator workloads.

!'��'�� Operation of steering systems and propul-sion machinery as required to move the ship into predeter-mined directions, positions or tracks.

!4��'�� Act of constantly checking informationfrom instrument displays and environment in order to detectany irregularities.

!.��$�� Waters that do not allow the freedom ofcourse setting to any side of the course line for a distanceequivalent to 30 minutes of sailing with the relevant shipspeed.

!/��$�� Planning of the ship’s route and determina-tion of position and course of the ship, execution of course al-terations and speed changes.

!0��$�� When all shipboard sys-tems and equipment related to primary bridge functions oper-ate within design limits, and weather conditions or traffic, donot cause excessive operator workloads.

!1��(�� Waters that encompass navigation beyondthe outer limits of coastal waters. Ocean areas do not restrictthe freedom of course setting in any direction for a distanceequivalent to 30 minutes of sailing with the relevant shipspeed.

86��(�� Person responsible for the safety ofnavigation and bridge operations until relieved by anotherqualified officer.

8 ��)�� Functions related to determi-nation, execution and maintenance of safe course, speed andposition of the ship in relation to the waters, traffic and weatherconditions. Such functions are:

— route planning functions— navigation functions— collision avoidance functions— manoeuvring functions— docking functions— monitoring of internal safety systems— external and internal communication related to safety in

bridge operation and distress situations.

8!��*� �� Continuous surveillance of the ship’ssailing (position and course) in relation to a pre-planned routeand the waters.

88��*� �� Pre-determination of course lines, radi-us turns and speed in relation to the waters to be navigated.

8'��"�� A device used for presenting visual information


DET NORSKE VERITAS

based on one or several displays.

84��"(+�"� The International Convention for the Safety ofLife at Sea, 1974.

8.��" �� Decked structure, not including funnels,which is on or above the freeboard deck.

8/��"�� "�$�#� A data-base resulting from the transformation of the ENC by ECDISfor appropriate use, updates to the ENC by appropriate meansand other data added by the mariner.

80��,�� Enclosed area of the bridge.

81�� ,�� The line parallel to the new course linewhere the ship has to initiate a curved track to eliminate the ef-fect of any offset with respect to the new course, taking intoconsideration the distance required for the ship to build up thenecessary turn rate.

'6��,�� The point where the ship has to initi-ate a curved track, taking into consideration the distance re-quired for the ship to build up the necessary turn rate.

' ��,�� The distance the operator can reach anduse a control unit:

— from a standing position at a console this distance is re-garded to be maximum 800 mm in forward direction and1400 mm sideways

— from a seated position, at a distance of 350 mm from a con-sole, this distance is regarded to be maximum 1000 mm,and maximum 800 mm for frequently used equipment,which is to be within easy reach.

'!��,�� A work place for oper-ation and control of equipment for distress and safety commu-nication (GMDSS), and shipboard communication for shipoperations.

'8��,�� A workplacewith commanding view used by navigators when carrying outnavigation, route monitoring, traffic surveillance and manoeu-vring functions, and which enables monitoring of the safetystate of the ship.

''��,�� A workplace dedicat-ed organisation and control of internal emergency and distressoperations, and which provides easy access to information re-lated to the safety state of the ship.

'4��,�� A work place at which one or several tasksconstituting a particular activity are carried out and which pro-vides the information and equipment required for safe per-formance of the tasks.

"��

"� 66 ��

6 ��In order to offer classification that meets the individualneeds of ship owners, related to different types and trades ofships, as well as bridge procedures and qualifications related tothe equipment installed, the rules for nautical safety are divid-ed into two class notations, �� and ��, andan additional suffix which may be attached to either classnotation.

6!��The class notation �� give basic requirementswithin bridge design, instrumentation, and location of equip-ment and bridge procedures.

68��The class notation �� extends the basic re-quirements for bridge design and instrumentation and, in addi-tion, requires an automatic grounding avoidance system andinformation on the manoeuvring characteristics of the ship.

6'��The suffix covers requirements for navigator qualifi-cations related to the use of the automatic grounding avoidancesystem installed, bridge procedures for safe watch-keeping andcommand of the ship under irregular and abnormal operatingconditions.

"�!66 ��#��-��A��

!6 ��The class notation �� covers the followingmain areas:

— mandatory and additional workstations— field of vision from workstations— location of instruments and equipment— bridge working environment— range of instrumentation— instrument and system performance, functionality and re-

liability— alarm management, including watch monitoring and alarm

transfer system.

!6!��The class notation �� covers:

a) ��

b) Extensions within the following areas of ��:

— design of workstation for primary bridge functions— field of vision astern— range of instrumentation, incorporating electronic

chart system and track control— instrument performance, supporting system integra-

tion— automation level, incorporating an automatic ground-

ing avoidance system.

c) Areas additional to ��:

— information on the manoeuvring characteristics of theship.

!68��The suffix covers:

— qualifications of bridge personnel— operational procedures.

"�866 "��)*��#��*&��

86 ��The class notations �� and �� implythat the ship is built and equipped in compliance with the rele-vant sections of this chapter.

86!��The suffix added to the class notation implies that op-erational procedures and qualifications are established in com-pliance with Sec.9.

868��Ships satisfying the requirements for class notation�� will have the following text entered in the "Appen-dix to the classification certificate":

— The class notation denotes that the bridge has been de-signed in accordance with established functional require-ments and principles of ergonomics for reduced workloadand improved operational conditions. Furthermore, thatthe bridge arrangement provides the information andequipment required for safe performance of the functionsto be carried out at dedicated workstations. The workingconditions are considered to enable the officer of thewatch to perform all primary bridge functions, includinglookout functions, from one workstation under normal op-erating conditions in ocean areas and coastal waters.

�)�-��@It should be noted that the manning of the navigational watch atall times should be in accordance with the national regulations ofthe flag state and for the waters in which the ship is operating.


DET NORSKE VERITAS

This is considered the responsibility of the master of the ship andthe officer of watch.


86'��Ships fitted with a grounding avoidance system or an au-tomatic track keeping system will have the following note en-tered in the “Appendix to the classification certificate”:

— It should be noted that the bridge system is only consid-ered compliant with rule requirements for safe navigationif the master and the officer of the watch hold a certificateof competence in accordance with the knowledge requiredfor safe operation of the integrated system in use.

864��Ships satisfying the requirements for class notation�� will have the following text entered in the "Ap-pendix to the classification certificate" in addition to the textfor ��:

— The notation also denotes that, the bridge is equipped witha grounding avoidance system and designed to improvesafety of navigation and reduce the workload, enabling theofficer of the watch to perform all of the bridge functionshe is responsible for from pilot station to pilot station un-der normal operating conditions. In addition, the notationdenotes that the ship has extensive documentation of itsmanoeuvring characteristics.

86.��Ships satisfying the operational requirements given inSec.9 will have the suffix added to the class notation and thefollowing text entered in the “Appendix to the classificationcertificate“:

— The suffix denotes that a qualification assurance systemfor safe navigation has been established, ensuring appro-priate operational procedures and competent operation ofthe automatic grounding avoidance system.

"�'66 ��*��

'6 ��The ship will be assigned class notation ��when the relevant requirements given in Sec.2 to Sec.7 arecomplied with.

'6!��The ship will be assigned class notation ��when the relevant requirements given in Sec.2 to Sec.8 arecomplied with.

'68��The class notation assigned the ship will be extendedwith suffix when the requirements in Sec.9 are compliedwith.

��"��)*��#��&&��+��

� 66 ��-�� 6 ��Drawings showing the bridge the configuration and di-mensions of the wheelhouse and bridge wings shall be submit-ted. The documentation shall include:

a) Height of front bulwark with windscreens when relevant.

b) Location, inclination and dimensions of windows.

c) Entrances to the wheelhouse and dimensions of doors.

d) Indication of windows with fresh water wash, wipers,heating and sunscreens.

6!��A set of drawings showing compliance with require-ments for horizontal and vertical fields of vision shall be sub-mitted. The drawings shall include information on:

a) The vertical field of vision forward of the bow and the dis-tance to the sea surface seen from the conning position andfrom the workstation for navigation and traffic surveil-

lance in ballast condition. The blind sectors within thefield of vision required shall be identified and the size ofthe arc calculated.

b) The horizontal field of vision from each of the worksta-tions to be used by the watch officer during sea voyages.

c) The blind sectors caused by division between windowsand obstructions outside the wheelhouse seen from theworkstation for navigation, traffic surveillance and ma-noeuvring shall be identified and the size calculated.Drawings showing the shape and size of divisions betweenwindows shall be included.

68��A set of drawings and relevant documentation shall besubmitted, showing:

a) The bridge layout, including the configuration and loca-tion of workstations.

b) Configuration and dimensions of workstation consoles in-cluding console foundations.

c) Location of instruments and equipment in the consoles.

d) Location of equipment located elsewhere on the bridge.

e) A list showing all relevant bridge equipment, specifyingtype, model, manufacturer, supplier and type approval ref-erence with extension date or copy of valid certificates,when applicable.

6'��Drawings showing arrangement of lighting (red andwhite) within the wheelhouse including all adjacent corridorsand compartments.

64��Documentation giving information on interior coloursfor bulkheads, deckheads, framing of windows and consolesshall be submitted. The colours should be indicated by usinginternational standards for colour reference.

6.��Information on design and performance of the naviga-tional equipment specified in Sec.6, documenting compliancewith the rules, shall be submitted. The documentation shall in-clude:

a) Technical specifications, documenting performance or ac-curacy data, alarm functions, power supply and also envi-ronmental data if the equipment is not type approved.

b) Complete operating instructions or "quick referenceguide".

c) Functional description.

d) Drawings or pictures showing displays and operating con-trols.

6/��Description of functions, operation and alarm condi-tions, including system diagrams shall be submitted for inte-grated navigation systems, if installed. The documentationshall include a worksheet giving an overview of failure modesand effect analysis (FMEA) as specified in 111 if the system isconfigured for controlling the ship's course or speed (e.g. to beinterfaced to a heading control or track control system or pro-pulsion control system).

60��Documentation shall be submitted to verify compliancewith the requirements for the alarm management systems, seeSec.6 I. The documentation shall include flow diagram for thetotal system configuration and descriptions of the watch mon-itoring and alarm transfer system.

61��The following drawings and descriptions related to theelectric power supply for bridge equipment and systems shallbe submitted:

a) Electrical diagrams, showing the sources and distributionof electric power supply identifying navigational equip-ment connected to uninterruptible power supply (UPS) orbattery and emergency power supplies.


DET NORSKE VERITAS

b) Specifications for UPS units and batteries.

6��When a grounding avoidance system as required by theclass notation �� is to be installed, the documentationto be submitted shall include:

a) System design philosophy indicating safety features, manand machine interface considerations and system reliabil-ity.

b) Functional description including failure modes.

c) List of the equipment included in the configuration.

d) User interface description.

e) System block diagram.

f) Description of functions covered by software, identifyingthe versions applicable for the system to be installed.

g) Power supply arrangement.

h) Cable routing layout drawing.

i) Data sheets with environmental specifications for equip-ment not type approved.

j) Test program for application software at manufacturer, see114.

k) Test program for on board tests (sea trials).�)�-��@Items a, b, c, d and e may be edited as a document serving as basisfor the FMEA worksheet required in 111.


��The consequences of failures in relation to the functionalobjectives of the grounding avoidance system shall be docu-mented by a failure mode and effect analysis (FMEA) work-sheet.

The FMEA shall refer to a block diagram in a narrative formatto enable the failure effects to be understood. The block dia-gram shall illustrate the interrelationship and functional inter-dependence of the system elements.

The FMEA worksheet shall comprise the following items:

— the individual equipment name or number and function— failure modes and failure cause of each individual equip-

ment— the local effect and end effect (system function)— failure detection and alarm condition (locally and main

system)— system related corrective measures with indication of sys-

tem status— second mode of operations (if applicable).

The worksheet shall also include cells for classification of theseverity of the end effect by indicating minor, major or hazard-ous, but does not necessarily have to be filled in by the suppli-er. (Basis for evaluation of continued system operations,second mode of operations and redundancy).

�)�-��@Example of a FMEA analysis worksheet matrix that covers theitems specified above (and guidance for the use of FMEA) can befound in IEC 60812.


!��A test program in compliance with the requirements foron-board testing given in Sec.10, relevant for equipment re-quired in Sec.4, shall be submitted for approval.

8��For integrated systems documented by FMEA, a FMEAtest programme drawn up to prove the conclusions of FMEAby on board tests, and by on shore tests by simulation whenneeded, shall be submitted for approval.

The test programme shall be a self-contained document in re-

port format with full description of the system, including theblock diagram and FMEA worksheet, without any need to re-fer to other plans or documents. The programme should in-clude tests of relevant failure modes of each element of thesystem and enable observations to be noted about:

— failure type— failure effect— failure detection or alarm condition— system status, including second mode of operation.

Appropriate space shall be given for remarks and summaryconclusions.

'�� A test program for manoeuvring trials shall be submitted.

4��A manoeuvring booklet containing the methods and results ofmanoeuvring trials shall be submitted for documenting the ma-noeuvring characteristics of the ship.

.��" ��-�The following documentation shall be submitted by the shipowner:

a) Bridge procedures for normal, irregular and abnormal op-erating conditions.

b) Copy of the qualification assurance system, including pro-cedures for on board certification of competence.

��"��)*��#��#��*��

�� 66 ��-�� 6 ��Operational and technical manuals for the equipmentserving primary bridge functions shall be submitted for infor-mation.

6!��Drawings showing location of sensors and other equip-ment not located on the bridge, if related to primary bridgefunctions (e.g. transponders, internal communication equip-ment, etc.) and the antenna arrangement for satellite communi-cation systems, radars, VHF equipment and other antennaarrangements, shall be submitted for information.

68��A general arrangement drawing showing the bridge con-figuration and the location on the ship, superstructures andfunnel(s) shall be submitted for information.

��)��

�� 66 ��-�� 6 ��Tests, which give evidence of the satisfactory operationof instruments and integrated navigation systems in accord-ance with the rules, shall be carried out. Failure modes shall betested as realistically as possible. The tests shall be based ontest programmes approved by the Society, including FMEAworksheets, when applicable, see E113.

6!��Approval tests of an integrated navigation system, if in-stalled, shall be conducted in accordance with Pt.4 Ch.9 Sec.1D. This includes software module testing and integration test-ing at manufacturers work.

68��Tests in accordance with an approved test program togive evidence of safe performance of integrated navigationsystems controlling course or speed, if installed, shall be car-ried out at the sea trials.

6'��Functional testing of the grounding avoidance system(GAS) required for the class notation ��, shall be car-ried out at sea. Tests of alarm functions and system failure


DET NORSKE VERITAS

modes caused by malfunction of each of the individual equip-ment sensors being part of the integrated system shall also beincluded, but may be carried out in port prior to sea trials.

64��Tests required to establish information on the ship’s ma-noeuvring characteristics as specified in Sec.8 shall be carriedout.


DET NORSKE VERITAS

� ��3��!" ��3��$3�7��

��

�� 66 ��&� 6 ��This section specifies the requirements for workstationarrangements and individual workstations, their configuration,location of equipment and the minimum field of vision re-quired to be obtained from each of the workstations. The vari-ous sub-sections comprise both the basic requirements for�� and the additional requirements that are specificfor ��.

��!66 �&&��

!6 ��Ships requesting class notation �� shall complywith the rules in A to E.

!6!��Ships requesting class notation �� shall com-ply with the basic rules in A to E and the requirements specif-ically addressing �� in these sub-sections. Anoverview of the requirements specific for �� is givenin F.

5��5��-��-�$��%��*��

5� 66 ��()��*�� 6 ��The bridge and workstation arrangement shall be basedon relevant functional requirements and designed in accord-ance with established principles of ergonomics for safe and ef-ficient operations, enabling the navigator to perceive allrelevant information and execute pertinent actions with a min-imum workload.

6!��The safe control and command of the ship while underway shall be allocated to a certain area of the wheelhousewhere only instruments, equipment and controls necessary forthe performance of primary bridge functions shall be located.

68��From the area allocated safe control and command of theship while under way, the navigator shall have easy access toadditional information for monitoring the safety state of theship.

6'��The individual workstations allocated primary bridgefunctions shall be designed for easy control by one person andlocated to allow close co-operation between the various work-stations when manned for individual operations, as well as pro-vide sufficient room for unobstructed passage betweendifferent workstation areas.

�)�-��@The workstations for primary bridge functions, except for dock-ing operations, should be located within an area not more than 10m wide.


64��Workstations for the safe and efficient performance ofprimary bridge functions under normal, irregular and abnormaloperating conditions in the various phases of the voyage at seafrom port to port shall be provided. Such workstations shall in-clude:

— workstation for navigation— workstation for traffic surveillance and manoeuvring— workstations for manual steering— workstation for safety operations— workstations for docking operations— workstations for conning— workstation for re-planning the route.

6.��A workstation for planning the intended voyage prior todeparture shall be provided, suitably equipped to plan and tocheck the courses and turns laid down before the voyage com-mences.

�)�-��@The workstation may be combined with another workstation notin use during port stays, provided it is suitably equipped for thepurpose.


6/��Workstations for additional functions may be located onthe bridge provided the performance of such functions does notinterfere with the tasks of maintaining safe control of the ship.Workstations for additional functions may include worksta-tions for:

— extended communication functions— monitoring and control of ballasting and cargo operations— extended monitoring of machinery— remote control of accommodation ladder, hatches and side

ports— miscellaneous.

60��The various workstations shall provide the field of vi-sion specified in E200 and be equipped for the safe perform-ance of the relevant tasks in accordance with the requirementsin this section.

61��Under all operating conditions, it shall be possible forpersons at a workstation to communicate with persons at otherworkstations of relevance for the function to be performed.

6��Where workstations for different functions are posi-tioned far apart, and on open bridge wings, talk back facilitiesshall be provided so that unhampered communication can beachieved. All order or action communication systems shall betwo-way.

5�!66 ��:�,��-��-��%��-��

!6 ��There shall be a clear route across the wheelhouse frombridge wing to bridge wing for two persons to pass each other.The width of the passageway shall be 1200 mm and not lessthan 700 mm at any single point of obstruction.

!6!��There shall be no obstructions between the points of en-try to the bridge from lower decks and the clear route referredto in 201. This passageway shall be at least 700 mm wide.

!68��The distance between separate workstation areas shallbe sufficient to allow unobstructed passage for persons notworking at the stations. The width of such passageways shallnot be less than 700 mm including persons sitting or standingat their workstations.

!6'��The distance from the bridge front bulkhead, or fromany console and installation placed against the front bulkheadto any console or installation placed away from the bridgefront, shall be sufficient for one person to pass a stationary per-son. The width of this passageway shall not be less than 800mm.

!64��The clear deckhead height in the wheelhouse shall takeinto account the installation of deckhead panels and instru-ments as well as the height of door openings required for easyentrance to the wheelhouse. The following clear heights forunobstructed passage shall be provided:

a) The lower edge of deck head-mounted equipment in openareas and passageways, as well as the upper edge of door


DET NORSKE VERITAS

openings to bridge wings and other open deck areas shallbe at least 2100 mm above the deck.

b) The lower edge of entrances and doors to the wheelhousefrom adjacent passageways should not be less than 2000mm.

!6.��It shall be possible to secure bridge wing doors in theopen position, and it shall be possible to open doors with onehand. Ships with fully enclosed bridge wings shall at least haveone door, providing direct access to the adjacent area outsidethe wheelhouse.

5�866 ��#��)��

86 ��The console configuration shall enable the navigator touse all instruments and controls necessary for navigation andtraffic surveillance and manoeuvring, both in a standing and asitting position.

�)�-��@In principle, consoles should be divided into two separate areas:one for the display of information and one for the equipment nec-essary for taking action on the information. The information areashould be located in the upper (vertical) part of the console andthe controls in the lower (horizontal) part, see Fig. 3. See alsoSec.7.


86!��The consoles forming the workstation for navigation andtraffic surveillance and manoeuvring shall endeavour not toobstruct the view over the lower edge of the windows seenfrom a sitting position at the consoles (eye height 1400 mm).In order not to obstruct the line of sight from a sitting positionof 350 mm behind a console of average depth, giving a totalhorizontal distance of 1500 mm between the operator and thesteel bulkhead, the height of console shall not exceed 1200mm. See Fig.7.

�)�-��@A standard console height of 1200 mm is accepted even if the topof the console should interfere with the line of sight from a sittingeye height of 1400 mm provided the line of sight over the loweredge of the window can be maintained by adjusting the height ofthe chair 100 mm.


868��The height of consoles forming a workstation for radiocommunication or other additional tasks that are to be used bythe officer shall not obstruct the field of vision required main-taining a proper lookout from a sitting position at the console.The console height shall not exceed 1300 mm and be at least100 mm lower than the eye height in the sitting operating po-sition at the console, e.g. 1200 mm if the maximum height ofthe chair seat to be used is 550 mm above the deck surface.

86'��The height of tabletops for chart consoles shall accom-modate chart work from a standing position. The height of thetabletop above the bridge deck surface shall be:

— 800 mm and not less than 750 mm to accommodate chartwork at the front chart console

— 850 mm and not less than 800 mm to accommodate chartwork at a route planning console.

864��The front chart console shall be large enough to accom-modate all nautical chart sizes in common use internationally.The effective area of the desktop shall be at least 1200 mm x750 mm.

86.��The front chart console shall provide sufficient storageof charts for at least 8 hours of navigation and enable storageof tools for chart work. The console shall include a drawer withdimensions at least 800 mm x 700 mm x 70 mm. Appropriatelighting of the chart shall not cause glare in bridge windows.See Fig.1.

�� #�#��=��

86/��A route planning console for paper charts shall have aneffective area of at least 1600 mm x 800 mm for chart work.

5�'66 ��

'6 ��If chairs are installed at the workstation for navigationand traffic surveillance and manoeuvring, it shall be easy to ad-just the vertical position of the chairs to suit an eye height of1400 mm. The vertical adjustment of the seat should rangefrom 600 to 800 mm above the deck surface.

'6!��It shall be possible to move the chairs in fore and aft di-rection for easy reach of the equipment to be used and to movethe chairs away from the consoles to achieve good workingconditions from a standing position.

'68��It shall be easy to enter and leave the chairs in any posi-tion. If the chair includes armrests, it shall be possible to foldthem away.

'6'��Deck rails used to support horizontal movements of thechairs shall be installed flush with the deck surface or in a waythat prevents tripping of personnel.

��$��%��#��*��,�5��-��)��

� 66 ��&�

6 ��This sub-section regulates the design solutions of work-stations and identifies functions to be performed at the individ-ual workstations, as a basis for listing the equipment to beinstalled.

�!66 ��()��*��

!6 ��The design and location of workstations shall enable theship to be navigated and manoeuvred safely and efficiently byone navigator in ocean areas and coastal waters under normaloperating conditions, as well as by two navigators in close co-operation when the workload exceeds the capacity of one per-son, and when under pilotage.

!6!��Bridge equipment shall be located in workstations ena-bling the navigator to take into consideration pertinent infor-mation and execute actions in accordance with the functions tobe performed.

�866 $��%��#��+��-��##��)�+��<��-�*��)+��

86 ��

The workstations for navigation and traffic surveillance andmanoeuvring shall be arranged to enable two navigators to car-ry out their tasks, each at their workstation, in close co-opera-


DET NORSKE VERITAS

tion.

86!��The instruments pertinent to these stations shall be locat-ed sufficiently close together to enable a single navigator tocarry out all functions and retrieve all necessary informationfrom one working location by having easy access between theworkstations.

868��If easy access is hampered by a console protruding morethan 400 mm in between the workstation for navigation and theworkstation for traffic surveillance and manoeuvring, theworkstations will be regarded as separate stations and one ofthe workstations shall be fully equipped to enable both the nav-igation and the traffic surveillance and manoeuvring functionsto be efficiently carried out by one navigator.

�)�-��@

a) If the workstation for navigation is intended to serve bothnavigation and traffic surveillance and manoeuvring func-tions, then essential equipment for traffic surveillance andmanoeuvring, such as the ARPA system and a means forcontrolling speed and course, should be within reach fromthe workstation for navigation.

b) If the workstation for traffic surveillance and manoeuvringis intended to serve both traffic surveillance and manoeu-vring and navigation functions, then essential equipment fornavigation, such as a chart table (if ECDIS is not installed)and position-fixing systems, should be within reach from theworkstation for traffic surveillance and manoeuvring.See 306, 307 and 308.

An acceptable solution, instead of the duplication of requiredequipment, may be to install the essential equipment, indicatedunder a), within reach from the working position at both worksta-tions.See Fig.2 (long centre console).

"��&��

1. Steering - autopilot2. Propulsion, emergency stop3. Thruster, if provided4. Steering - override control4a. Steering - mode selector5. Communication - external6. Communication - internal7. Available space

��! A�*&��#��#�*��()�&*��*&��:��868��-��)�-��B


86'�� - ��

The workstation for navigation and traffic surveillance andmanoeuvring shall be designed for one-man operation only,and the separate workstation required for navigation shall beinstalled sufficiently close by to serve as a back up for per-formance of navigation functions if ECDIS malfunction occursand to allow good co-operation between two navigators each attheir workstation.

�)�-��@If the chart arrangement at the separate workstation for naviga-tion meets the requirements for serving as part of the groundingavoidance system and the equipment for control of heading andpropulsion is located within reach from the working position, thisworkstation is regarded a fully redundant workstation for naviga-tion and traffic surveillance and manoeuvring.


864��.��The workstation for navigation shall enable the following tasksto be performed:

— determine and plot the ship's position, course, track andspeed

— effect internal and external communication related to nav-igation

— monitor time, course, speed and track, rudder angle, pro-peller revolutions and propeller pitch (when applicable)

— adjustment of pre-planned route during the voyage.

86.�� The following instruments and equipment that are to be oper-ated by the navigator at the workstation for navigation, andconsidered essential for safe operations, shall be within reachfrom a standing position at the workstation:

— navigation radar display and controls— chart table and ECDIS back-up arrangement when provid-

ed— relevant position-fixing systems (GPS, GLONASS or Lo-

ran-C)— VHF unit— whistle push button— device for acknowledging watch monitoring warnings or

alarms— central alarm panel— distance indicator.

�)�-��@Ships solely using ECDIS as the official chart system and are notrequired to carry any paper navigational charts, may not install afront chart table.


86/��!��Instruments, indicators and displays providing informationconsidered essential for operations at the workstation for nav-igation shall be easily readable from the working position atthe workstation. The equipment includes:

— gyro repeater— rudder angle indicator— depth indicator— clock— propeller revolutions indicator— pitch indicator, when provided— speed indicator— rate-of-turn indicator.

860��'��Means to be used at intervals for securing safe course andspeed in relation to other ships and safety of bridge operationshall be easily accessible from the workstation for navigation.The means include:


DET NORSKE VERITAS

— instruments and equipment installed at the workstation fortraffic surveillance and manoeuvring

— internal communication equipment— window wipers and wash controls for the windows within

the required field of vision— workstation light controls— depth recording device.

861��.�� The workstation for traffic surveillance and manoeuvring shallenable the following tasks to be performed:

— monitor the traffic by sight and hearing as well as by avail-able means

— analyse the traffic situation— decide on collision avoidance manoeuvres— alter course— change speed— carry out a change of operational steering mode— effect internal and external communication related to ma-

noeuvring— operate docking aid systems— monitor time, course, speed, track, propeller revolutions,

thrust indicator, if the ship is equipped with thrusters, pitchindicator, if the ship is equipped with pitch propeller, rud-der order, rudder angle and rate of turn

— monitor all alarm conditions on the bridge.

8 6�� Instruments and equipment that are to be operated by the nav-igator at the workstation for traffic surveillance and manoeu-vring, and considered essential for safe and efficientperformance of his tasks, shall be within reach from a sittingposition at the workstation, priority given to location of con-trols for ARPA, course and speed.

�)�-��@The following instruments and equipment should be installedwithin reach from a sitting position:

- radar display and controls- automatic radar plotting aid (ARPA)- electronic chart system or ECDIS, when provided- propulsion control- heading control or track control system, as required- manual steering with tiller override control- steering mode selector switch- VHF unit- whistle push button- internal communication equipment- emergency stop for propulsion machinery- emergency stop for thruster(s), when provided- device for acknowledging watch monitoring warnings or

alarms- central alarm panel.The following equipment should be installed within reach from astanding position at the centre console where also controls forpropulsion and steering can be operated:

- Thruster control(s), when provided- Joystick control, when provided.See Fig.3.

"��&��

1. Steering - autopilot2. Propulsion, emergency stop3. Thruster, if provided4. Steering - override control and mode selector5. Communication - external6. Communication - internal7. Available space

��8 A�*&��#�&��,��#��()�&*��;�:��=��:��:��-;��-��8 6


8 ��!��

Instruments, indicators and displays providing informationconsidered essential for the safe and efficient performance oftasks at the workstation for traffic surveillance and manoeu-vring shall be easily readable, and audible when relevant, fromthe working position at the workstation:

— propeller revolution indicator— thrust indicator, when provided— pitch indicator, when provided— speed indicator— wind direction and speed indicator, when provided— rudder angle indicator— rudder order indicator, if the steering system is a follow-up

system— rate-of-turn indicator— gyro repeater— depth indicator— clock— conning information display, when provided— alarm indicators, colours— means for reception of external sound.

8 !��'��

Means to be used at intervals for securing safe course andspeed in the waters to be navigated and for safety of bridge op-eration shall be easily accessible from the workstation for traf-fic surveillance and manoeuvring. The means include:

— instruments and equipment installed at the navigationworkstation

— engine alarm panel— window wiper and wash controls for the windows within

the required field of vision— alarm panel for additional functions, such as fire, emer-

gency, cargo, etc.— searchlight controls, when provided— dimmer controls for lights to be used at the workstation— controls for the sound reception system.


DET NORSKE VERITAS

8 8��$��

The workstation designed for one-man operation only, shallenable performance of the tasks specified in 306 and the fol-lowing tasks related to navigation:

— monitor the ship's performance in relation to the watersand the pre-planned route on the electronic chart display

— carry out changes of input data to the navigational system— monitor the performance of the automatic navigation in

narrow waters by means of radar.

8 '��

The instruments used for monitoring and control of the naviga-tion systems at the workstation designed for one-man opera-tion only, shall be within reach of the navigator and theinformation on the display(s) shall be easily readable The fol-lowing equipment shall be provided, being part of an integrat-ed grounding avoidance system:

— Electronic chart system (ECDIS)— conning information display system— track control system.

8 4��

Equipment and alarm panels installed for detection of mal-function of essential systems and abnormal operating condi-tions shall be easy to observe and easily accessible from thisworkstation. The following equipment is regarded essential forsafe operations:

— alarm panels required to be installed at the workstation forsafety monitoring and operation

— navigation light panel— steering gear alarm panel and pump selector or control

switches.

�'66 $��%��#��

'6 ��A workstation for conning of the ship shall be arrangedto enable navigators (pilots) to assist in navigating and ma-noeuvring the ship without interfering with the tasks of theship's bridge personnel on duty.

'6!��The workstation for conning shall enable a pilot to ob-serve all relevant external and internal information for deter-mination and maintenance of safe course and speed of the shipin narrow waters, harbour areas and during canal passages.

'68��The workstation for conning shall be located sufficientlyclose to:

— the forward centre window in order to optimise the viewof the sea surface close to the sides of the ship

— the workstation for navigation and traffic surveillance andmanoeuvring to allow good co-operation between the nav-igators, each at their workstation.

'6'��If the view in the centre line is obstructed by large masts,cranes, etc., an additional conning position providing a com-manding view shall be located on the starboard side as close tothe centre line as possible, but within 5 m from the centre line.

�)�-��@The Panama Canal Commission requires conning positions di-rectly behind the three centre windows.


'64��If the workstation for navigation and traffic surveillanceand manoeuvring is arranged for one-man operation, the addi-tional navigation workstation specified in 304 may serve as aconning workstation if located close to the front windows.

'6.��.��

The workstation for conning shall enable the following tasks tobe performed in narrow waters, harbour areas and during canalpassages and anchoring:

— determine safe course and speed in relation to the watersand traffic

— give sound signals— effect communication related to pilotage— monitor heading, rudder angle, propeller revolutions, pitch

(if equipped with controllable pitch propeller) and speed.

'6/��!��

The information required for safe performance of the tasksshall be easily readable and means to be used shall be easily ac-cessible from the workstation.

a) Information shall be provided from the following instru-ments and indicators, or other approved means serving thesame functions:

— gyro repeater— rudder angle indicator— propeller revolutions indicator— pitch indicator, when relevant— speed indicator.

b) Means to be easily accessible from the workstation in-clude:

— whistle push button— VHF.

�466 $��%��#��)��&��

46 ��Route planning facilities shall be provided to enable thenavigator to plan the route for the intended voyage prior to de-parture and to re-plan the route during the voyage, without in-terfering with the navigation of the ship. The workstation(s)shall be equipped with means for efficient route planning anddirect transfer of the planned route to the navigation worksta-tion.

46!��When paper charts are used as the principal chart systemand the ship is only to be engaged in regular trades followingthe same pre-planned routes each voyage, the workstation fornavigation may be arranged and equipped for route planningand used in the place of a separate workstation.

468��The owners, through the shipyard, are to submit a decla-ration stating the trade of the ship. The statement will be in-cluded in the "Appendix to the classification certificate", seeSec.1.

46'��When ECDIS with back-up system is the legal chart sys-tem used for route monitoring and route planning, the separateworkstation for navigation serving the back-up functions maybe used for re-planning of the route while the ship is underway.

464��Storage of the charts required for the waters in which theship is to trade shall be provided at the workstation for routeplanning, if installed, otherwise elsewhere within the wheel-house.

46.��The workstation for route planning shall enable the fol-lowing tasks to be performed:

— determine the ship's position— plan the forthcoming voyage on the basis of available in-

formation from charts and literature— specify the detailed route by courses, radius turns and

wheel-over lines into the appropriate charts— estimate time of arrival at various wheel over points— quality control of the digitised route if ECS is installed— transfer of the planned route to the navigation workstation.


DET NORSKE VERITAS

46/��Equipment to be installed

In order to enable safe performance of the tasks, the followinginstruments and equipment, or similar approved means, shallbe installed at the workstation:

— position display— effective means for route planning and computation for

navigation such as calculation of courses, distances andETAs

— means enabling quality control of the digitised route whenECS is provided

— a device for transfer of route plan to the position monitor-ing system at the workstation for navigation

— clock.

�.66 $��%��#��*��)��.6 ��The main workstation for manual steering shall enable ahelmsman to execute and maintain course orders, both by com-pass readings and external visual means.

.6!��,�� The main workstation for manual steering shall preferably belocated on the ship's centre line and shall not interfere with thefunctions to be performed by the officer of the watch. If theview ahead is obstructed by large masts, cranes, etc., the work-station should be located some distance to starboard of the cen-tre line, sufficiently to obtain a clear view ahead.

When the workstation is located off centre or the bow of theship cannot be seen from the steering position, special steeringreferences (sighting marks) installed in line parallel to theship’s centre line for use by day and by night shall be provided.

�)�-��@Special steering references may also be required at the dockingworkstations when these are installed on bridge wings wider thanthe breath of the ship.


.68��"��The emergency workstation for manual steering provided inthe steering gear compartment, shall enable the operator to ex-ecute wheel-over orders and maintain the course in accordancewith orders received from the bridge from his working posi-tion.

.6'��.�� The main workstation for manual steering shall enable the fol-lowing tasks to be performed:

— manual steering— two-way communication with workstation for docking op-

eration.

.64��!�� The following instruments, indicators and displays, or otherapproved means providing information considered essentialfor the safe and efficient performance of the steering functionsshall be easily readable from the workstation:

— gyro repeater— rudder angle indicator— rudder order indicator, when follow-up steering is provid-

ed— magnetic compass display— rate-of-turn indicator.

Equipment to be installed for use at the workstation:

— manual steering device— internal communication equipment.

.6.��Tasks to be performed at the workstation for emergency

steering

The workstation for emergency steering in the steering gearcompartment shall enable the following tasks to be performedfrom the working position:

— change rudder angle by direct control of the steering gear— monitor rudder angle and heading— effect two-way communication with the bridge.

.6/��Equipment to be available for emergency steering

The following equipment, or other approved means essentialfor the safe conduct of the steering functions shall be availablefrom the position at the steering controls:

— actuators for the hydraulic steering system or equivalentmeans for altering the rudder angle

— device for hand-free internal communication— compass heading indicator— device indicating the rudder angle.

�/66 $��%��#��#��,�*��-��*��<��,��&��/6 ��The workstation for safety monitoring and emergencyoperations shall enable monitoring of the safety state of theship as well as planning and management of emergency oper-ations, and shall incorporate facilities for storage and use ofrelevant drawings and safety plans and be equipped for internalcommunication.

/6!��The location and configuration of this workstation shall:

— enable a single person to carry out the relevant functionsat the workstation without interfering with the tasks to beperformed at the workstation for traffic surveillance andmanoeuvring

— enable a person at the workstation to observe the worksta-tion for traffic surveillance and manoeuvring and maintainthe field of vision for proper lookout

— enable the navigator at the workstation for traffic surveil-lance and manoeuvring to observe information related tothe safety state of the ship which are not located at the traf-fic surveillance workstation.

/68��.��The workstation for safety monitoring and emergency opera-tions shall enable the following tasks to be performed:

— monitor the safety state of the ship, such as fire, emergen-cy, etc.

— monitor and operate distress systems— take action on alarms and execute relevant measures— organise emergency operations— consult the ship's safety plans and drawings.

/6'��!�� Information displays, alarm panels, controls and equipmentenabling early detection and efficient action in abnormal inter-nal conditions and distress situations shall be easily accessiblefrom the workstation for safety operations. The following safe-ty monitoring systems, when provided, shall be easily accessi-ble from the workstation:

— fire detection and alarm system— fire pump controls— control panel for water tight doors, ramps and hatches— control panel for fire doors— emergency stop for ventilation fans— gas and smoke detection systems— equipment for detection of ships in distress as required by

GMDSS— alarm and safety system for additional functions.

The warnings and alarms to be provided by these systems


DET NORSKE VERITAS

should be located for easy monitoring from the workstation fortraffic surveillance and manoeuvring.

/64��'��

The following means to organise and execute emergency oper-ations shall be easily accessible:

— hardcopies of safety plans and drawings with desk topspace to accommodate study of drawings or computer sys-tem providing all relevant information

— internal communication system— external communication system, at least a VHF-unit, if not

provided at the workstation for communication.

�066 $��%��#��-��%��&��

06 ��The workstations for safe docking of the ship shall ena-ble the navigator together with a pilot to observe all relevantexternal and internal information to direct the manoeuvring ofthe ship. See Fig.4. The following symbols are used:

D: Recommended distance = 600 mm (Maximum = 800 mm)H: Passageway = 600 mmM1: Master alternative position 1M2: Master alternative position 2P: Pilot position1: External communication - VHF2: Whistle3: Steering controls4: Propulsion controls5: Thrusters controls6: Internal communication7: Available space - To include wiper controls

The arcs are indicating the reach from the two alternative po-sitions of master.

��'��**��-�-��#�=��-��:��-�*��()�&<*��

06!��.��The workstation for docking operations shall enable the fol-lowing tasks to be performed:

— control the ship's heading and speed by having orders ef-fected

— monitor the heading of the ship, rudder angle and propellerrevolutions (pitch and thruster effects) when relevant

— release sound signals— monitor the relevant mooring stations on board and ashore— control the mooring operations by having orders effected— effect two-way communication with mooring stations on

board and ashore— effect two-way communication with wheelhouse worksta-

tions for manual steering and manoeuvring.

068�� Equipment essential for the safe performance of docking oper-ations shall be available from a specific position providing therequired field of vision including:

— whistle push button— means for two-way communication with mooring stations

on board and relevant workstations in the wheelhouse— VHF unit.

The VHF unit may be a complete set, a handset enabling selec-tion of channels, or a mobile unit. If a handheld mobile unit isused, a specific location at the working position on the bridgewing shall be dedicated the VHF telephone.

06'��!�� Information essential for safe conduct of the docking opera-tions shall be easily readable from the workstation for dockingoperations.

�)�-��@The following information indicators should be easily readablefrom the workstation:

— propeller revolutions indicator and pitch or thruster indica-tors, when provided

— rudder angle indicator— gyro repeater.


064��The following tasks shall performed:

— effect alteration of rudder angle and propulsion— acknowledge alarms— effect two-way communication with machinery space and

department offices.

06.�� The following additional equipment and displays shall be in-stalled within reach from the working position to enable safeperformance of the tasks:

— propulsion control— thruster control, if provided— steering control— internal communication equipment.

The following indicators or displays shall be easily readablefrom the workstation:

— speed indicator— rudder order indicator, when follow up steering is provid-

ed at this workstation.


DET NORSKE VERITAS

"��--��$��%��

"� 66 ��()��*��

6 ��In order to maintain the safety level in bridge operation,also when the officer of the watch performs other functionsthan those related to primary bridge functions, the followingrequirements shall be complied with:

a) Each additional function shall be designated a separateworkstation (separate workstations may be adjacent).

b) From workstations for additional functions, it shall be pos-sible to monitor the workstation for traffic surveillanceand manoeuvring, including the ship’s course and rudderangle, and to maintain the field of vision for efficient look-out.

c) The workload at workstations for additional functionsshall not prevent the officer of the watch from maintaininga proper lookout.

d) In situations where primary functions may require the im-mediate attention of the officer of the watch, nothing shallprevent him abandoning a workstation for additional func-tions.

e) It shall be possible to operate workstations for additionalfunctions without interfering with the operation of work-stations for primary functions.

6!��Other functions than those related to navigation and ma-noeuvring may be performed on the bridge by other personnelthan the officer of the watch, provided the following require-ments are complied with:

a) The location, or the use of a workstation for other func-tions shall not influence the performance of primarybridge functions.

b) The tasks to be carried out at workstations for other func-tions shall not in any way affect the performance of prima-ry bridge functions, neither by use of light, noisedisturbance nor visual distraction.

c) Furniture arranged for meetings or relaxation inside thewheelhouse shall not be installed within the area of thenavigating bridge or the sectors of field of vision requiredfrom the workstations for primary bridge functions. Ifsuch arrangement is installed close to these areas, the re-quirements specified under a) and b) shall be met.

�)�-��@See IMO Res. A.708(17), where IMO urges governments to en-sure that ship’s navigation bridge is not used for purposes otherthan navigation, communication and other functions essential tothe safe operation of the ship, it’s engines and cargo.


"�!66 $��%��#��**)��

!6 ��Where other external communication equipment thanthat related to navigation and distress is installed on the bridge,it shall be located in a separate workstation for communica-tion.

!6!��A workstation for communication shall be located adja-cent to the workstation for safety monitoring and emergencyoperations. If the additional workstation for communication isnot to be operated by the officer of the watch, it may be locatedelsewhere on the bridge in compliance with 102, but easily ac-cessible from the workstation for emergency operations.

!68��Communication equipment on the bridge shall be so ar-ranged that whenever the situation does not permit the naviga-tor to operate the additional communication equipment, heshall be relieved of this task.

�)�-��@The communication workstation, or the navigation workstation ifremote control is installed, should include facilities for instantlytransferring communication to a position elsewhere in the ship.Alternatively, the navigator should be able to call another personto the communication workstation whenever he is unable to han-dle such communication due to navigational duties.


!6'��It shall be possible to perform radiotelephone public cor-respondence communication without this communication be-ing audible to the navigator.

�)�-��@If communication from the communication workstation may beaudible to the navigator, then another location or room fulfillingthis requirement should be made available for public correspond-ence.


��5��-��#��)��

� 66 ��

6 ��The bridge design shall enable the officer of the watch toperform navigational duties unassisted at all times during nor-mal operating conditions. He shall be able to maintain a properlookout by sight and hearing as well as by all available meansappropriate in the prevailing circumstances and conditions soas to make full appraisal of the situation and the risk of colli-sion, grounding and other hazards to navigation.

�)�-��@See Rule 5 of the International Convention for Preventing Colli-sions at Sea, 1972, as amended, and Regulation II/1.9 «Lookout»of the International Convention on Standards of Training, Certi-fication and Watch-keeping for Seafarers, 1978, (as amended in1995).


6!��When designing the configuration of the bridge, themain factors to be considered are the overall view requiredfrom the inside of the wheelhouse and the field of vision re-quired from each workstation.

68��/��

Glare in bridge windows caused by internal light sources shallbe avoided and not obstruct the view required for safe perform-ance of bridge operations.

6'��To help avoid reflection (glare) from lights in wheel-house consoles, all bridge windows shall, as far as practicable,be inclined from the vertical plane top out, at an angle of notless than 15° and not more than 25°. Light sources, which maycause reflection in windows inclined in accordance with thisrequirement, shall be avoided.

�!66 ��-��#�+��

!6 ��In order to obtain sufficient field of vision for safe navi-gation and manoeuvring of the ship, every effort shall be madeto place the bridge above all other decked superstructures.

!6!��It shall be possible to watch the area immediately infront of the bridge superstructure from the inside of the wheel-house by enabling access to at least one front window. If thisrequirement is met by combining an adequate conning position(see C402) and the required access specified in C402, thewidth of the total access shall be sufficient to accommodate 2persons.

!68��The ship’s side shall be visible from the workstation fordocking operations, especially where tugs or pilot boats comealongside and where the ship touches the jetty.


DET NORSKE VERITAS

!6'��Bridge wings shall as far as practicable extend out to themaximum beam of the ship. For ships with enclosed bridgewings, it shall be possible to open one side window to view theship’s side at water surface if:

— the side windows are vertical— the side windows are inclined but the bridge wing deck is

not extended fully to the maximum width of the ship.

It shall be possible for one person to open the windows fully.Other solutions to help achieving the view required may be ac-cepted if it cannot be achieved by opening windows alone.

!64��It shall be possible to observe all objects of interest forthe navigation, such as ships and lighthouses, in any directionfrom inside the wheelhouse.

!6.��(��A horizontal field of vision to the horizon of 360° shall be ob-tained by using not more than 2 positions inside the wheel-house on either side of the workstation for traffic surveillance,being not more than 15 m apart. See Fig.5.

In order to obtain the required view astern, the distance of 15m between the two positions inside the wheelhouse may be ex-tended, provided:

— the bridge wings are enclosed and equipped to enablecourse and speed alterations from the workstation fordocking

— pre-approved artificial means, capable of viewing the sec-tor astern not visually seen from workstation for trafficsurveillance, are provided at the workstation for trafficsurveillance. See Guidance note, to 214.

��48.6C�#��-��#�+��#��*��-��:��)��

!6/��The vertical view from the workstations for navigationand traffic surveillance and manoeuvring shall enable the nav-igator to detect and monitor objects visually on the sea surfaceup to the horizon within the required horizontal field of visionwhen the ship is pitching and rolling.

!60��The minimum height of the upper edge of bridge win-dows above the bridge deck surface should be 2000 mm in or-der to allow a view of the horizon for a person in a standingposition at the workstations (eye height 1800 mm).

!61��0��In order to be able to perform manoeuvres timely to avoid crit-ical situations, the view of the sea surface from the workstationfor conning and the workstation for traffic surveillance andmanoeuvring shall not be obscured by more than two shiplengths or 500 m, whichever is less, forward of the bow to 10°on either side, under all conditions of draught, trim and deckcargo. See Fig.6.

��.��:��-�+��:

! 6��In order to obtain a good view of the sea surface for vis-ual navigation in the sector from 010° to 090° on either side ofthe ship, the height of the lower edge of the windows shall be1000 mm or less.

a) ��

When the distance between the windows and the viewing point350 mm aft of the consoles in sitting position at the worksta-tions for navigation and traffic surveillance and manoeuvringis more than 2300 mm, the height of the lower edge of the win-dows in the sector from 010 to 090 on each side shall be de-creased sufficiently to maintain the line of sight. See Fig.7.


DET NORSKE VERITAS

��/��#� �� :�� -�� #�:��-�:�� =��-�<��-�:��-��#��=)�%��-��A��-��!866�**

b)��

When the distance between the windows and the viewing point350 mm aft of the consoles in sitting positions at the worksta-tion for navigation/traffic surveillance and manoeuvring andthe workstation for navigation (�� back-up) is morethan 1500 mm, the height of the lower edge of the windows inthe sector from 010 to 090 on each side shall be decreased suf-ficiently to maintain the line of sight. See Fig.8.

��0��#� �� :��-��#�:��-�:�� =��-�<��-�D��:�� 666�**B�:��-��#��=)�%<��-��A��-�� 466�**

! ��The forward view over the lower edge of the windowsand the general view through other windows seen from a sit-ting position at the workstations for navigation and traffic sur-veillance and manoeuvring shall not be obstructed by theheight of consoles located between the operator and the win-dows. See B302.

! !��The height of consoles adjacent to the workstations fornavigation and traffic surveillance and manoeuvring, and otherconsoles between these workstations and bridge windows shallnot exceed 1200 mm.

! 8��%��

In order to enable the officer of the watch to carry out his func-tions in compliance with the International Regulations for Pre-venting Collisions at Sea, the horizontal field of vision theworkstations for navigation and traffic surveillance and ma-noeuvring and for conning shall extend over an arc not lessthan 225°, that is from dead ahead to not less than 22.5° abaftthe beam on either side of the ship. See Fig.9.

��1��-��#�+��#��*��:��%��#��+��-��##��)�+��-�*��)+��

! '��0��

In order to use lights in line astern of the ship as a visual refer-ence for steering the ship from the workstation for traffic sur-veillance and manoeuvring, the horizontal field of vision fromthe workstation shall extend over an arc from dead astern to atleast 5° on each side.

No blind sectors shall occur within the required field of visionhigher than 1200 mm above the bridge deck surface.

�)�-��@

An adequate optical device or camera may be accepted for thepurpose of achieving the required field of vision astern, provid-ing the true picture of the objects to be observed can be continu-ously reproduced with regard to brightness, direction, coloursand scale under all weather conditions. The system and arrange-ment should be approved by the Society prior to the design of thebridge and adjacent areas.


! 4��%��

From the workstation for conning, the vertical field of visionshall enable the conning officer to determine the ship’s exactheading and position relative to a narrow channel ahead as wellas observe the relative nearness of the two sides of the channel.

! .��%��

In order to enable the operator to manoeuvre the ship safelyalongside a berth and control the mooring of the ship, the fieldof vision from each workstation for docking operations on thebridge wings shall extend over an arc of not less than 225°, thatis from at least 45° on the opposite bow through dead aheadand then aft to 180° from dead ahead. See Fig.10.


DET NORSKE VERITAS

�� 6��-��#�+��#��*�:��%��#��-��%��&��

! /��%�� In order to enable the helmsman to steer the ship safely in nar-row channels, the horizontal field of vision from the worksta-tion for manual steering shall extend over an arc from deadahead to at least 60° on each side. The view of the sea surface,seen from a standing position at the workstation, should beequivalent to the line of sight required from a sitting positionat the workstations for navigation and traffic surveillance andmanoeuvring. See 210 and Fig.11. The required field of visionshall not be obtained by locating the workstation for manualsteering immediately abaft the front windows.

�� #��-��#�+��#��*��:��%��#��*��)��

! 0��%��In order to enable the officer of the watch to use workstationsfor safety monitoring/emergency operations, radio communi-cation and additional bridge functions for short periods oftime, the field of vision from these workstations shall extend atleast over an arc from 90° on port bow, through forward, to22.5° abaft the beam on starboard. See Fig.12.

�� !��#��-��#�+��#��*��:��%��#��&��#��*��#��--�<��#)��

�866 5��-��86 ��Blind sectors caused by cargo, cargo gear, divisions be-tween windows and other obstructions appearing in the re-quired field of vision of 225°, shall be as few and as small aspossible, and in no way hamper a safe lookout from the work-stations for navigation and traffic surveillance and manoeu-vring. The total arc of blind sectors within this field of visionshall not exceed 30°.

�)�-��@The front bulkhead of bridge wings should be aligned with theline of sight from the workstations for navigation and traffic sur-veillance and manoeuvring in order to avoid excessive blind sec-tors. See Fig.13.


�� 8��=)�%��-��#�=��-��:��#��#��*��:��%<��

86!��Over an arc from dead ahead to at least 10° on each sideof the bow, the total blind sector shall not exceed 5°. Else-where, each individual blind within the required field of visionshall not exceed 10°.

The clear sector between two blind sectors shall be at least 5°and not less than the size of the broadest blind sector on eitherside of the clear sector. In order to comply with 213 requiringa field of vision of 225° and not less than 22.5° abaft the beam,a clear sector shall extend from 22.5° abaft the beam and for-ward on either side of the ship.

868��Divisions between windows shall be kept to a minimum


DET NORSKE VERITAS

and not placed in front of any workstation, for example, the ra-dars. If stiffeners between windows are to be covered, this shallnot cause further obstruction of the field of vision from any po-sition inside the wheelhouse.

86'��Windows should be as wide as possible, and not lessthan 1200 mm wide in the required field of vision from theworkstations for navigation and traffic surveillance and ma-noeuvring.

�)�-��@The division between windows, especially within the requiredfield of vision, should not exceed 150 mm. If stiffeners are used,the width between window glasses should not exceed 100 mmand the depth of the stiffeners should be less than 120 mm.


�'66 ��+��:��)��:��-�:�'6 ��A clear view through bridge windows shall be providedat all times regardless of weather within the field of vision re-quired from the workstations for primary bridge functions. Thefollowing installations are required:

— sunscreens of roller blind type to ensure clear view inbright sunshine

— heavy duty wipers and fresh water window washing sys-tem to ensure a clear view in rain and stormy seas

— efficient de-icing and de-misting systems to ensure a clearview in all operating conditions. Systems installed shallcomply with appropriate ISO standards. Heated glass pan-els shall be used on board ships to be assigned class nota-tion for navigation in ice.

It should be noted that sunscreens may also be required to pre-vent direct sunlight from obscuring information on monitorscreens and displays.

'6!��A fixed catwalk or similar arrangement with means toprevent an accidental fall shall be fitted at the front windows toenable cleaning of windows outside and repair work in theevent of failure of the cleaning systems.

�466 ��)�-��&��46 ��Sound signals that are audible on open deck shall also beaudible inside the wheelhouse by means of a sound receptionsystem. If, in addition, windows are arranged to be opened,they shall not be installed close to bridge equipment installa-tions.

�)�-��@Horizontally sliding windows should not be used.


��()��*��&��#��#��

�� 66 �� 6 ��This section gives an overview of the requirements spe-cifically addressing �� in A to E.

��!66 $��%��#��+��-��##��)�+��<��-�*��)+��!6 ��The workstation for navigation and traffic surveillance andmanoeuvring shall be designed for one-man operation only,and a separate workstation for navigation shall be installed suf-ficiently close by to serve as back-up and to allow good co-op-eration between two navigators each at their workstation. SeeC304.

!6!��$��

�� The workstation designed for one-man operation only, shallenable performance of the tasks specified in C305 and the fol-lowing tasks related to navigation:

— monitor the ship's performance in relation to the watersand the pre-planned route on the electronic chart display

— carry out changes of input data to the navigational system— monitor the performance of the automatic navigation in

narrow waters by means of radar.

See C313.

!68�� The instruments used for monitoring and control of the naviga-tion systems at the workstation designed for one-man opera-tion only, shall be within reach of the navigator and theinformation on the display(s) shall be easily readable from thesame position.

The following equipment shall be provided, being part of anintegrated grounding avoidance system:

— electronic chart system (ECDIS)— conning information display system— track control system (replacing a heading control system).

See C314.

��866 $��%��#��-��%��&��

86 ��1��The following tasks shall performed:

— effect alteration of rudder angle and propulsion— acknowledge alarms— effect two-way communication with machinery space and

department offices.

See C805.

86!�� The following additional equipment and displays shall be in-stalled within reach from the working position to enable safeperformance of the tasks:

— propulsion control— thruster control, if provided— steering control— internal communication equipment

The following indicators or displays shall be easily readablefrom the workstation:

— speed indicator— rudder order indicator, if the steering system is a follow-up

system.

See C806.

��'66 ��-��#�+��

'6 ��In order to obtain a good view of the sea surface for visual nav-igation in the sector from 010° to 090° on either side of theship, the height of the lower edge of the windows shall be 1000mm or less. See E210.

When the distance between the windows and the viewing point350 mm aft of the consoles in sitting positions at the worksta-tion for navigation and traffic surveillance and manoeuvringand the workstation for navigation (�� back-up) ismore than 1500 mm, the height of the lower edge of the win-dows in the sector from 010 to 090 on each side shall be de-creased sufficiently to maintain the line of sight. See E210 b)


DET NORSKE VERITAS

and Fig.8.

'6!��0��In order to use lights in line astern of the ship as a visual refer-ence for steering the ship from the workstation for traffic sur-veillance and manoeuvring, the horizontal field of vision fromthe workstation shall extend over an arc from dead astern to atleast 5° on each side. No blind sectors shall occur within the re-quired field of vision higher than 1200 mm above the bridgedeck surface.

�)�-��@An adequate optical device or camera may be accepted for thepurpose of obtaining the required field of vision astern, providingthe true picture of the objects to be observed can be continuouslyreproduced with regard to brightness, direction, colours and scaleunder all weather conditions. The system and arrangementshould be approved by the Society prior to the design of thebridge and adjacent areas. See E215.�


DET NORSKE VERITAS

� ��3��85��"� �$3�7�� 9��3��

��()��*��#��5��-��$��%�� +��<*��

�� 66 �&&��

6 ��Ships requesting class notation �� or �� shall comply with the rules in this section and with Pt.4Ch.9 Sec.6 F.

��!66 ��

!6 ��Throughout the various design stages of the ship, careshall be taken to achieve a good working environment forbridge personnel.

!6!��Toilet facilities shall be provided on or adjacent to thebridge.

!68��Refreshment facilities and other amenities provided forthe bridge personnel shall include means for preventing dam-age to bridge equipment and injury to personnel resulting fromthe use of such facilities and amenities.

��866 9�=��

86 ��Uncomfortable levels of vibration causing both shortand long term effects shall be avoided in the bridge area. SeePt.4 Ch.9 Sec.6 F100.

��'66 ��

'6 ��Uncomfortable levels of noise, or noise which may af-fect safe and efficient bridge operation, shall not occur in thebridge area. See Pt.4 Ch.9 Sec.6 F200.

'6!��The noise level produced by individual bridge equip-ment shall not exceed 60 dB(A)/1m.

��466 ��

46 ��An adequate level of lighting facilitating the perform-ance of all bridge tasks at sea and in port, daytime and night-time, shall be provided.

�)�-��@Workstation areas should have a greater luminance than the am-bient lighting level.


46!��Care shall be taken to avoid glare and stray image reflec-tions on window and deckhead surfaces.

�)�-��@

a) High brightness contrast between work areas and surround-ings should be avoided.

b) Non-reflective or matt surfaces should be used to reduce in-direct glare to a minimum.

c) Lighting arrangements above workstations should be suffi-ciently retracted into the deckhead ceiling to avoid unwant-ed horizontal stray of light. Floodlight arrangement shouldin addition be fitted with a dark raster screen


468��A satisfactory degree of flexibility within the lightingsystem shall enable the bridge personnel to adjust lighting in-tensity and direction as required in the different areas of thebridge and at individual instruments and controls.

�)�-��@Vision in dim light has the following characteristics:

— perception of detail and colour is affected

— the eye becomes more sensitive to the blue end of the lightspectrum

— peripheral vision is enhanced.

Adaptation to darkness is important to ensure a good visual look-out at night. It takes 30 to 40 minutes for complete adaptation todarkness. The Table below lists recommended general illumina-tions.


46'��During hours of darkness, it shall be possible to discerncontrol devices and read displayed information.

�)�-��@Except at the chart table, red light should be used whenever pos-sible in areas or on items of equipment requiring illumination inthe operational mode, including bridge wing instruments. Provi-sion should be made to prevent red lights from being visible out-side the ship.�

��.66 ��*&��)��

.6 ��The wheelhouse shall be equipped with an adequatetemperature control system.

�)�-��@The temperature range in the wheelhouse should be 14°C to 30°Cfor an external temperature range of -10°C to 35°C.


.6!��The temperature gradient from deck level up to 2 m shallbe within the range of ±1°C and not exceed ±4°C.

��/66 9��

/6 ��A sufficient range of air movement shall be available tothe bridge personnel. See ISO 7547.

�)�-��@

a) In general, air movement should vary with the different tem-peratures in the wheelhouse: the higher the temperature, thegreater the air movement needed for comfort. With temper-ature maintained in the range 18°C to 23°C, the air move-ment should be 0.3 m/s to 0.5 m/s.

b) The recommended rate of air circulation for enclosed spacesis 6 complete changes per hour.

c) The A weighted sound pressure level from the air distribut-ing system measured 1 m from the air terminal deviceshould not exceed 55 dB(A).


��**��-�-��)*��)�� Bridge, adjacent com-partments, day

White, continuously variable from 0 to at least 300 lux

Bridge workstations, night

Red, continuously variable from 0 to 20 lux

All adjacent corridors and compartments, night

Automatic door switches preventing white light from flooding the bridge area should be fitted

Open staircase inside wheelhouse, night

Red continuously variable from 0 to 20 lux or red indication light installed at steps

Chart table, day and night

White floodlight or spotlights continu-ously variable from 0 to 300 lux


DET NORSKE VERITAS

��066 �)�#��06 ��The bridge surface finishes shall have a matt coating andcolours with low reflection range in order to reduce reflectionsand indirect glare to a minimum. Deck head areas above work-stations, bulkheads at window heights and consoles are of spe-cial importance. See 901 and Table A1.

06!��Wheelhouse, bridge wing and upper bridge decks shallhave a non-slip surface when wet or dry.

��166 ��)��16 ��Colours shall be chosen to give a calm overall impres-sion and minimise reflection.

�)�-��@Bright colours should not be used. Dark or mid green colours arerecommended; alternatively, blue or brown may be used.


�� 666 ��#��,��#�&�� 66 ��The bridge area shall be free of physical hazards tobridge personnel.

�)�-��@There should be no sharp edges or protuberances that could causeinjury to personnel. The bridge deck should be free of trip haz-ards; such as curled up carpet edges, loose gratings or equipment.Means should be provided for properly securing portable equip-ment.


66!��Hand or grab rails shall be fitted to enable personnel tomove or stand safely in bad weather. Protection of stairwayopenings shall be given special consideration.

668��All safety equipment on the bridge shall be clearlymarked and easily accessible and have its stowage positionclearly indicated.

��=�� #��#��*��,&��)��-��*�� .�� 5% to 10% Dark Green Blue or Brown15% to 30% Mid Green Blue or Red50% to 60% Pale Green Blue or Yellow80% to 90% Off White Pale Yellow


DET NORSKE VERITAS

� ��3��'�� 2�� 3��9��3�� "� 2��<

� ��

��

�� 66 ��&�

6 ��This section establishes the minimum range and thetypes of equipment and systems that ships to be assigned classnotation �� and �� need to install.

��!66 �&&��

!6 ��Ships requesting class notation �� and �� shall comply with the basic rules in A and B. Ships re-questing class notation �� shall also comply with therequirements specifically addressing �� in B. The re-quirements specific for �� in B are listed in C.

!6!��The navigational systems and equipment to be carriedshall comply with the relevant requirements given in Sec.5,Sec.6 and Sec.7.

��866 ��()��*��86 ��The individual equipment shall be type approved on thebasis of relevant IMO performance standards in force, whenapplicable.

86!��The supplier or manufacturer of a grounding avoidancesystem shall provide a course of competence complying withthe knowledge requirements in Sec.9 B200.

5��()��*��

5� 66 �� 6 ��This sub-section establishes basic equipment carriagerequirements for all ships and specifies requirements for�� that are additional to, amends or replace the basicrequirements.

5�!66 ��-��#��*��,��*�

!6 ��The heading information shall be continuously dis-played at the relevant workstations and the system shall enabledistribution of the information to other equipment as required.

!6!��'��

Two separate and independent gyrocompasses or other ap-proved means having the capability to determine the ship’sheading in relation to geographic (true) North shall be provid-ed. The gyro system shall include repeaters to be readable fromeach of the steering positions, the conning position and as re-quired for taking bearings 360° around the ship from the bridgedeck. The system shall enable distribution of heading informa-tion to radar systems, the heading control or track control sys-tem, as well as electronic chart systems when applicable.

!68��Two digital repeaters shall be installed, each at the workstationfor docking operations if bearing repeaters on bridge wings arenot readable from the working position.

5�866 ��,��*�86 ��The ship shall be equipped with means for manual andautomatic steering of the ship. The manual steering systemshall be redundant and include two separate steering positions,one for a helmsman and one for the watch officer.

86!��Information from a gyro repeater display, rudder angleindicator, rudder order indicator, if the steering system is a fol-

low-up system and a rate-of-turn indicator shall be available ateach steering position. The steering position for the watch of-ficer shall in addition include a heading control system, a steer-ing override control and a selector switch for different steeringmodes and steering positions.

868�� Means for manual steering shall be provided at each dockingworkstation.

86'��Steering tiller systems including programmable elec-tronic systems shall be supported by a failure mode and effectanalysis (FMEA) for verification of acceptable fail to safemodes. See Pt.4 Ch.9.

864��A sufficient number of rudder angle indicators and rud-der order indicators shall be provided. See 302.

86.��&��

A heading control system or other approved means for auto-matic steering of the ship shall be provided.

86/��*��

A rate-of-turn indicator or other approved means to assist inmonitoring the accuracy of turns during course alterations andsafe manoeuvring of the ship shall be provided.

5�'66 �&��-�*��)��,��*

'6 ��A speed log, or other approved means for measuring theship’s speed and distance independently of position-fixing sys-tems shall be provided.

'6!��The system shall provide radars facilitating automatictracking aid with input of the ship's speed through the water.

'68��

Ships of 50 000 gross tonnage and upwards shall in addition tofulfilling the requirement in 401, be fitted with a speed and dis-tance measuring equipment, or other approved means to meas-ure and indicate speed and distance over the ground in theforward direction and the speed in the athwart ship direction.

'6'��The speed measuring system shall include slave displaysto provide speed information to workstations for traffic sur-veillance and manoeuvring, navigation and conning, and pro-vide speed input to equipment as required.

'64��The speed measuring system shall include slave displays pro-viding information to workstations for docking operations.

5�466 "�&��*��)��,��*

46 ��The ship shall be equipped with an echo sounder systemor other approved means for measuring the water depth underthe keel. The system shall include a separate digital displayunit for installation in a deckhead console.

46!��The depth measuring system shall include slave displays pro-viding information to workstations for docking operations.

5�.66 ��-��,��*�

.6 ��The vessel shall be provided with two separate and inde-pendent radar systems enabling inter-switching of the maincomponents, to assist in navigation and traffic surveillance.Each individual radar system installed shall be equipped witha performance monitor. At least one of the radars shall operatein X-band.


DET NORSKE VERITAS

.6!��If the radar inter-switching is so designed that one singlefailure may have an impact on both radars, then sufficient by-pass facilities shall be provided.

5�/66 ��+��-��,��*

/6 ��An automatic plotting aid or other approved means toautomatically plot the range and bearing of other surface craft,in order to determine the risk of collision, shall be provided.

/6!��When radar is used for automatic plotting, at least one ofthe radar installations shall facilitate automatic radar plottingaids (ARPA).

/68��

When radar is used for automatic plotting, both installed radarsshall facilitate ARPA functions. This is in order to improve thedetermination of the risk of collision, when operating condi-tions in narrow waters requires two navigators to maintainsafety of navigation.

/6'��"� ��

A sound reception system, or other approved means to assist intraffic surveillance by receiving sound signals outside thewheelhouse and reproducing such signals inside the wheel-house shall be provided.

5�066 ��)��,��*

06 ��The ship shall carry adequate and up-to-date charts andall other nautical publications necessary for the intended voy-age as required by SOLAS.

�)�-��@Electronic chart display and information system (ECDIS) withadequate back-up arrangement displaying selected informationfrom a system electronic nautical chart (SENC) may be carriedas the nautical chart system required by SOLAS provided that therelevant maritime authorities have agreed. See Sec.1 C100.


06!�� !"

When ECDIS is the main chart system, an adequate independ-ent back-up arrangement meeting the requirements of the ap-plicable IMO performance standards shall be provided toensure safe navigation in case of ECDIS failure. Such arrange-ments shall include:

a) facilities enabling a safe take-over of the ECDIS functionsto ensure that an ECDIS failure does not result in a criticalsituation

b) a means to provide for safe navigation for the remainingpart of the voyage in the event of failure in the ECDIS.

�)�-��@ECDIS back-up arrangements, which meet the requirementsspecified in 802 a) and b) include:

1) An independent electronic chart device meeting the IMOperformance standards for ECDIS back-up arrangementsand carrying an adequate chart database for the waters to benavigated.

2) A radar display unit meeting the IMO performance stand-ards for shipborne radars in full, including the option of su-perimposing parts of the ECDIS database (SENC), enablingsafe take-over in accordance with 802 a), together with pa-per charts covering the waters to be navigated, providing forsafe navigation for the remaining part of the voyage in ac-cordance with 802 b).The radar display unit must facilitate route-planning func-tions and interface to ECDIS and GPS. The paper chartsmay be up-to-date official charts, or colour printouts fromthe ECDIS database provided acceptance by maritime au-thorities and pre-approval of the printing equipment.

3) A radar display unit as specified under 2) meeting the IMOperformance standard for ECDIS back-up arrangements car-rying an adequate chart database required for back-up ar-rangements.

4) An independent, type approved ECDIS.

�

5�166 ��)�-��+��-��,��*�

16 ��A system for determining and continuously updating theship’s position by automatic means, enabling automatic detec-tion of cross-track-error, shall be provided.

16!��The ship shall be equipped with means for utilising po-sition-fixing systems applicable for the waters to be navigated.The total position-fixing installation shall include two differenttypes of electronic systems facilitating the functions requiredin 901.

168��Ships to be employed in worldwide trade shall carry twoseparate and independent differential global positioning sys-tem (DGPS) receivers, and one Loran-C receiver. Alternative-ly, one DGPS and one combined GPS/GLONASS receiver orother approved means meeting the requirements in 901 and902.

See also Table C1.

16'��When a separate workstation for planning the route onpaper charts is required, another GPS receiver or other ap-proved means for determination of the ship’s position andtransfer of the planned route, shall be installed at this station.

�)�-��@This receiver may be a slave display if it enables remote controlof main GPS functions. This installation is not required if an elec-tronic chart system is part of the means for planning and transferof the route to other workstations.


164��!�� 1� /�"� ��

An integrated navigation system for grounding avoidance, en-abling the planning of a safe route using straight courses andradius turns into an electronic chart and steer the ship to auto-matically follow the planned route within the accuracy provid-ed by the position-fixing system, shall be provided.

16.��)�� 1��

An ECDIS with an appropriate database for the waters to benavigated, or other approved means that enables safe routemonitoring and efficient grounding avoidance functions shallbe provided.

�)�-��@The position surveillance system is to be part of a groundingavoidance system. See 905.


16/��1��

A conning information display, or other approved means ena-bling continuous visual monitoring of the performance of theintegrated grounding avoidance system shall be provided.

5� 666 ��+,�:��+��-��,��*

66 ��,��

The ship shall be equipped with a weather facsimile, or othermeans providing graphical information about the weather to beexpected in the waters to be navigated, in order to assist inplanning and maintaining a safe route.

66!��

Information about the ship’s capability to withstand environ-mental forces shall be provided.


DET NORSKE VERITAS

�)�-��@A hull monitoring system or guidance in a handbook may pro-vide this information.


5� 66 $��*��-��*��#��,��*

6 ��The ship shall be equipped with a technical system formonitoring the alertness of the officer of the watch and warnother bridge personnel if disability occurs.

6!��A system based on continuous monitoring of the offic-er of the watch shall be installed. Alternatively, a system basedon manual acknowledgement within pre-set intervals may beinstalled. Either type of system shall include a system for trans-ferring unacknowledged alarms to specific places.

68��

A central alarm panel, or other approved means for indicationof alarms related to navigational functions, equipment and sys-tems and that enables cancelling of the alarm sound shall beprovided. The central alarm panel is to be part of the generalalarm management system.

5� !66 ��**)��,��*�

!6 ��A two way internal communication system, independ-ent of the ship’s mains and emergency electrical power supply,at least enabling communication between the wheelhouse,bridge wings and all mooring stations, steering gear compart-ment, the masters and chief engineers living quarters and theradio room if not installed in the wheelhouse, shall be provid-ed.

�)�-��@Portable communication transceivers may be used for communi-cation between the bridge/bridge wings and the mooring stations


!6!��The automatic internal telephone system to be installedin accordance with IMO requirements shall facilitate prioritycall functions.

5� 866 ��:��()��*��D�3��&��9;��*��-�-�=,��11D/8BB

86 �� !"#

Automatic identification system (AIS) shall be installed in ac-cordance with the requirements given in SOLAS Chapter V, asamended by res. MSC.99(73).

86!��0�� 0�*#

Voyage data recorder (VDR) shall be installed in accordancewith the requirements given in SOLAS Chapter V, as amendedby res. MSC.99(73).

��()��*��#��

� 66 ��

6 ��This sub-section gives an overview of the carriage re-quirements in B that is specific for class notation ��.See Table C1.

6!��The systems and equipment to be carried in accordancewith the requirements listed in C are additional to or replacethe basic requirements applicable for ��.

�!66 �,��*��-��()�&*��

!6 ��

Two digital repeaters shall be installed, each at the workstation

for docking operations if bearing repeaters on bridge wings arenot readable from the working position. See B203.

!6!�� Means for manual steering shall be provided at each dockingworkstation.

!68��The speed measuring system shall include slave displays pro-viding information to workstations for docking operations.

!6'�� The depth measuring system shall include slave displays pro-viding information to workstations for docking operations.

!64��When radar is used for automatic plotting, both radars to be in-stalled shall facilitate ARPA functions in order to improve thedetermination of the risk of collision when operating condi-tions in narrow waters require two navigators to maintain safe-ty of navigation. See B703.

!6.��!�� 1� /�"� ��A grounding avoidance system enabling the planning of a saferoute, using straight courses and radius turns, into an electronicchart shall be provided. The system shall be able to steer theship to follow the planned route automatically within limits re-lated to the ship’s manoeuvrability and turning characteristics.

�)�-��@The system should be able to steer the ship within a limit equalto the ship’s breadth to either side of the course line under calmweather conditions with minor effect of currents or tidal streams.


!6/�� 1��The following main components shall be part of the integratedsystem for grounding avoidance:

— two separate and independent global positioning systems— electronic chart system (ECDIS)— track control system— radar

supported by input information of:

— course from a gyro system— speed from a speed log

assisted by:

— a conning display system— watch monitoring and alarm transfer system.

The integrated system shall include a Kalman position filter orequivalent.

!60��)�� 1��An ECDIS with appropriate database for the waters to be nav-igated, or other approved means that enables safe route moni-toring and efficient grounding avoidance functions shall beprovided.

!61��*� �� The electronic chart system required in 208 shall also serve thefunctions required for route planning prior to the voyage.When ECDIS with back-up is installed, the system can also beused for route planning during the voyage.

! 6��!�� 1��Before ECDIS is fully available and paper charts are the onlylegal chart system, an interim solution meeting the basic re-quirements for route planning can be accepted. See Sec.2C500.


DET NORSKE VERITAS

�)�-��@A digitising system with a monitor displaying electronic charts,checked for the accuracy and content by the navigator, may beused for route planning in paper charts with direct transfer to theelectronic chart system at front workstation.The accuracy check may be done by factual navigation of the wa-ters (only accepted for ships in regular trade) or by comparisonwith paper charts, if the digitising system enables digitising ofcharted dangers to navigation.


! ��0� ��/�"��1��A conning information display, or other approved means ena-bling continuous visual monitoring of the performance of theintegrated grounding avoidance system shall be provided. Theconning display shall present status information on all inputvalues used by the integrated grounding avoidance system, andongoing and upcoming course and turn orders.

��=�� ,&��*��*)*��()�&*��#��-��

��

*��

�)��#��*��,��*Gyro compass 2 2Bearing repeaters 2 2Steering repeaters 1 1Digital repeaters 2 4Distribution 3 5��,��*Manual system 1 1 1 Steering standManual system 2 2 4 Tiller or mini wheelHeading control system 1Track control system 1Rudder angle indicators 3 5Rudder order indicator 1 1Rate-of-turn indicators 1 (2) 1 (2)�&��-�*��)��,��*Speed log, measuring speed through the water 1 1Speed log, measuring speed over ground 1 * 1 * * Vessels of 50 000 gross tonnage and aboveSlave displays 1 3Distribution 1 3"�&��*��)��,��*Echo sounder 1 1Slave displays 1 3��-��,��*Radar 1Radar with ARPA functions 1 2 * * One radar part of integrated system��<#�A��,��*DGPSLORAN-C

21

21

1 combined GPS/GLONASS may replace one DGPS and the LORAN-C

GPS slave unit 1 When required at route planning workstation$��*��-��*��#�� Included in the alarm management systemMain system unit 1 1 Collecting signals and distributing alarmsOperating unit On and off + select back-up/(intervals)Acknowledge buttons 1 1 In the wheelhouse onlyDistribution 8 8 BuzzersCentral alarm panel 1 1Slave panels w/acknowledge of sound 2 Complete panel or group alarms only��)�-��&��,��*Main system 1 1 Microphones, amplifiers, speakers, control panel ��,��*ECDIS 1 Part of integrated systemBack-up for ECDIS 1 When ECDIS is the legal chart systemDigitising system 1 If ECDIS is not the legal chart system��#��*��-��&��,��,��*Display unit 1$��#��*��Weather facsimile 1 1��&��,��* See Pt.4 Ch.12 Sec.2�)��*��-��#��,��*�D��B See B13019�,��-��-��D9"�B See B1302


DET NORSKE VERITAS

� ��3��4� � ��5��"� � 2�� 2��

��

�� 66 �&&�� 6 ��Ships requesting class notation �� or �� shall comply with the rules in this section.

��!66 ��()��*��!6 ��All equipment shall comply with the applicable require-ments given in Pt.4 Ch.9.

!6!��All navigational equipment installed shall comply withIMO Res. A.694(17) “General requirements for shipborne ra-dio equipment forming part of the GMDSS and for electronicnavigational aids”.

!68��Any system or instrument failure is to result in the leastcritical of any possible new condition.

!6'��Individual equipment installed shall not degrade the re-liability, performance and readability of other equipment it isinterfacing.

!64��Bridge equipment installed in addition to the carriage re-quirements shall comply with relevant requirements of thissection and relevant IMO performance standards.

!6.��Additional bridge equipment not type approved, shallprove that the functions, accuracy and reliability do not affectnautical safety. The equipment shall comply with the manufac-turer's specification, if approved by the Society.

�)�-��@If an electronic chart system to be installed is specified to be anECDIS, the system specification should meet the IMO perform-ance standard for ECDIS, and the equipment should be type ap-proved.


!6/��Any equipment or systems that may affect the safety ofmain functions, that is �� , shall meet ap-plicable requirements given in Pt.4 Ch.9 and be certified, if nottype approved.

5�� +��*��-��

5� 66 �+��*��-�� 6 ��Instruments and equipment shall comply with the re-quirements given in Pt.4 Ch.9 Sec.5 B.

�)�-��@Navigation equipment specified in Sec.4 should meet the test re-quirements specified in IEC 60945.


��-��#� ()�&*��

� 66 �� 6 ��All instruments, panels, etc. shall be permanentlymounted in consoles or at other appropriate places, taking intoaccount both operational and environmental conditions. Allother items, such as safety equipment, tools, lights, pencils etc.to be used by bridge personnel, shall be stored in designatedplaces.

6!��Any equipment, antennas and arrangement shall be in-stalled in such a manner that the designed efficiency is not sub-

stantially impaired and, unless otherwise specified, follow theinstructions and recommendations detailed by the manufactur-er.

68��Radar antennas shall be installed to enable detection oftargets within 360°. Blind sectors occurring in one radar sys-tem should not occur in the other system.

�!66 ��#��!6 ��When placing equipment that is to be used in an exposedposition, special care shall be taken to ensure that the locationdoes not impair the performance of the equipment.

!6!��The antennas for radars, position-fixing receivers andVHF communication systems shall be installed in such a man-ner that interference is avoided and the designed efficiency isnot substantially impaired.

�)�-��@VHF operating performance is highly dependent upon antennalocation and height, and each antenna should be erected as highas possible, away from obstacles, wires, radar beams, etc. Toavoid direct VHF-to-VHF radiation, the antennas should be ver-tically separated from each other at a distance not causing harm-ful interference.The antennas for navigation receivers should be mounted in a lo-cation permitting a high degree of vertical or horizontal polarisedisolation against MF/HF transmitter antenna configuration. TheGPS antenna should be positioned outside the main lobe of theantennas of INMARSAT-C, VHF and S-band radar antennas.The S-band radar antenna should preferably be located atheights, which do not interfere with other shipboard obstructions.Nearby location of satellite communication antenna should notdegrade the radar performance.


!68��Transmitting and receiving antenna cables shall bewidely separated.

�866 ��-��E��-86 ��Antenna units shall be located so as not to constitute ahazard to personnel working in the vicinity.

�)�-��@The siting of radar wave guides, satellite communication and HFtransmitter feed lines should be safeguarded, so as to protect per-sonnel against open wave-guide radiation power and accidentalcontact with high voltages, by means of isolating trunks or fenc-es.


86!��Satellite communication or radar antenna units are re-quired to have a warning label, detailing safe distances, postedin the vicinity or on the equipment.

868��Radar and satellite communication systems are requiredto have relevant human risk warnings and instructions in oper-ator handbooks.

�'66 9�=��-��%��'6 ��Above deck equipment shall be sited so as to prevent theinstallation from being affected by vibration.

'6!��The antenna system and instrument installation shallwithstand vibration to an extent that includes known standardsfor vibration environment according to the ship's construction,speed trim and the sea state.

'68��Antenna systems including active elements shall be pro-vided with a mount design configured to withstand potentialshock damage.


DET NORSKE VERITAS

�466 ��*&��)��&��

46 ��Instruments to be installed shall be located away fromexcessive heat sources, such as a heating vent or equipmentheat exhaust.

46!��Instruments to be fitted into a bridge instrument consoleshall be protected from excessive heat by conduction or, if nec-essary, by forced air flow.

�.66 �)*�-��,�&��

.6 ��Equipment that is not specifically designed for outdoorinstallation shall not be installed near a doorway, open windowor hatch opening, due to the flow of humid salt air, which maycause internal corrosion.

�/66 �*&��#��-��

/6 ��When equipment is being installed, care shall be taken toensure that the accuracy of the ship’s magnetic compasses isadequately safeguarded.

�)�-��@In order not to affect the accuracy of the magnetic compasses,electrical components should be installed at a minimum distanceof 1000 mm. Each unit of type-tested equipment should be pro-vided with a label indicating the minimum safe distances atwhich it may be installed from both steering and standard mag-netic compasses.


"�� :��)&&�,;��*�;��#��*<��#��*��-��)��

"� 66 ��&�:��)&&�,

6 ��Bridge equipment shall be connected to electric powersupplies as specified in SOLAS.

�)�-��@SOLAS specifies that a self-contained emergency source of elec-trical power shall be provided for a period of 36 hours in passen-ger ships and 18 hours in cargo ships for the following bridgeequipment:

— magnetic compass— means for taking bearings— gyro compass— gyro repeaters— means for providing heading information to emergency

steering positions— radar installations— echo sounding device— means for measuring speed and distance through the water— rudder angle indicator— rpm indicator— rate-of-turn indicator— internal communication equipment required in an emergen-

cy.


6!��In addition to the equipment listed in 101, the emergen-cy source of electrical power shall be provided for the globalpositioning system (GPS) and the electronic chart systemwhen installed.

68��Equipment essential for the performance of primarybridge functions shall, unless powered from a battery source,be provided with an uninterruptible power supply (UPS) witha capacity to keep the equipment running during a black-outperiod of at least 60 s, and be automatically reinstated upon re-covery from a black-out lasting from 60 s up to 30 minutes.The equipment regarded essential for the performance of pri-mary bridge functions in this context is:

— gyro compass (at least one)— radar or ARPA (at least one including antenna)— position-fixing system – GPS or GLONASS— electronic chart system (ECDIS).

6'��The UPS shall be able to function when variations involtage, frequency and load current, which can be expected onboard a ship, occur. The UPS shall not fail due to:

— frequency hunting caused by a shaft driven generator dur-ing bad weather conditions

— low or high voltage caused by a diesel generator with var-iable load conditions.

64��The UPS shall have automatic bypass functionality.

6.��Appropriate means for bypassing the UPS manually, incase of failure in the automatic bypass, shall be provided.

6/��Sufficient means for monitoring the UPS status shall beprovided and located so as to be easily readable from the frontworkstations, which are used for primary bridge functions.

60��Local distribution panels shall be arranged for all itemsof electrically operated navigational equipment. These panelsare to be supplied by two exclusive circuits, one fed from themain source of electrical power and one fed from an emergen-cy source of electrical power. Each item of navigational equip-ment is to be individually connected to its distribution panel.

61��The power supplies to the distribution panels shall be ar-ranged with automatic changeover facilities between the twosources. Failure of the main power supply to the distributionpanels shall initiate an audible and visual alarm.

"�!66 ��*�

!6 ��Means shall be provided to initiate both audible and vis-ual alarms in the case of degraded system performance for pri-mary bridge equipment. The alarm system shall comply withPt.4 Ch.9 Sec.3 A500, relevant for bridge equipment and sys-tems.

�)�-��@If there should be any discrepancy in the requirements referred toand the requirements addressing the bridge systems in this sec-tion, the requirements in this section take precedence.


!6!��An acknowledged alarm shall be clearly distinguishablefrom an unacknowledged alarm. A rotating flashing light is notpermitted.

�)�-��@An unacknowledged alarm should preferably be identified by aflashing light or character in the alarm text string. After acknowl-edgement, it should be replaced by a steady light or character.When the monitored parameter returns to normal, the alarm textstring should disappear automatically if the alarm is acknowl-edged.


!68��Alarms shall be maintained until they are accepted andthe visual indications of individual alarms should remain untilthe fault has been corrected, when the alarm shall automatical-ly reset to the normal operating condition. If an alarm has beenaccepted and a second fault occurs before the first is rectified,the audible and visual alarms shall operate again.

�)�-��@See first part of the HSC Code 11.4.1.


!6'��In colour graphic systems, it shall not be regarded ac-ceptable to distinguish between unacknowledged and ac-knowledged alarms by means of colour only.

!64��If an alarm channel in a computer-based system is inhib-


DET NORSKE VERITAS

ited manually, then this shall be clearly indicated by a visualsignal.

!6.��When forced ventilation or cooling of equipment is re-quired for high temperature protection, an alarm shall be initi-ated in case of failure in the ventilation or cooling system.

"�866 ��#��*��#��*��

86 ��Essential equipment for performance of bridge functionsshall provide the capability to perform self-testing of majorfunctions, either automatically or manually initiated.

��*&)��<=��-��,��*��-��#�:��2)��<��,

� 66 �*&)��<=��-��,��*�

6 ��Computer-based systems shall meet the requirements inE, and in Pt.4 Ch.9 Sec.4, when relevant for bridge equipmentand systems. When failure in computer-based systems can af-fect safe navigation and manoeuvring of the ship, the require-ments of 102 and 103 shall be fulfilled.

�)�-��@The Society may require a Failure Mode and Effect Analysis(FMEA) for evaluating system performance during various fail-ure modes, if found necessary.


6!��When a computer-based system forms part of a naviga-tion or manoeuvring system, a FMEA for the total system per-formance shall be carried out.

68��If integrated computer-based systems are used for auto-matic operation of the ship’s speed and course according to in-put parameters from programmed routing, electronic position-fixes and traffic detection devices, a system failure shall notcause a critical situation for the ship.

�)�-��@A critical situation may occur if a system failure causes abroga-tion of the orders to be executed or affects execution of the orderwhen the ship is in a collision avoidance manoeuvre or in theprocess of altering course in narrow waters. To enable the oper-ator to take immediate action should a failure condition occur,manual operation facilities should be provided in accordancewith the rules. Built in, system redundancy can be required whendangerous conditions cannot be expected to be counteracted bymanual intervention.


6'��The switchover function to a system with built in redun-dancy shall be simple to execute.

64��Redundancy in programmable electronic systems (PES)shall not be required if an easily accessible and easily operatedback-up system is provided.

6.��Adequate filtering of analogue and digital input signalsshall be provided.

6/��Software and data necessary to ensure satisfactory per-formance of the computer system shall be stored in a non-vol-atile memory (e.g. ROM), or a volatile memory with anuninterruptible power supply.

60��Access to the computer’s operating system shall be high-ly restricted, and any alteration of system software after finalinspection and testing on board shall be subject to approval inadvance, by the Society.

�!66 ��#�:��()��,

!6 ��The relevant software quality attributes are:

— reliability— safeguard against error and misuse— fault detection— fault correction— fail to safety.

!6!��When equipment and systems, which may affect the safeperformance of main bridge functions, are based on computertechnology, a Software Quality Assurance Plan (SQAP),which applies to the development of critical software, shall beprepared.

�)�-��@The SQAP should be prepared in accordance with IEC 730, orsimilar.


!68�� Critical software shall be developed and tested accord-ing to well documented software development methodology.Software requirement specification, design description, codingand implementation shall be given consideration, as follows:

��#�:��()��*��&��#��

This specification shall clearly and precisely describe the re-quirements for the software and shall, as a minimum, containthe following:

a) Input data description, including the required error toler-ance capabilities of the software.

b) Requirements for the individual functions to be performedby the software, including accuracy requirements and re-quirements for recovery from computation failures, hard-ware faults, device error, etc.

c) Requirements for the self-testing and diagnostic capabili-ties of the software.

d) Requirements for outputs, including presentation and ac-curacy.

e) Requirements for user-operation (man and machine inter-face).

The requirements shall be explicitly itemised so that they mayeasily be traced back to the software design description.

5��#�:��-��-��&��

The program structure and organisation shall be described anda standard design representation technique established and fol-lowed.

The design shall be organised in a "top down” fashion, that isin a hierarchical tree structure, each level of the tree represent-ing lower levels of detail description of the processing. Tasksperformed at each level should be clearly described.

The programs shall be organised as small, well arranged mod-ules and their interaction should be standardised and kept to aminimum. The software design description shall, as a mini-mum, contain the following:

a) Description of the total program structure, using a stand-ard design representation technique.

b) Description of inputs, outputs, processing and limitationof each module.

c) Memory map giving a total overview of the location of theprograms, e.g. located in main memory, sub-module, in-telligent terminal or printer, etc., and the programminglanguages used to develop the programmes.

d) Description of priority of program modules.

e) Description of the convention used.


DET NORSKE VERITAS

� ��3��.�� 2�� 3��"�� 3��5��"� � 2��<

� ��

��

�� 66 ��&� 6 ��This section specifies requirements that are specific forthe systems and equipment required to be installed in accord-ance with Sec.4.

��!66 �&&��!6 ��Ships requesting class notation �� or �� shall comply with the rules in this section that are applica-ble in relation to the carriage requirements in Sec.4.

5��-��#��*��,��*

5� 66 �*&��,��*� 6 ��The compass systems shall conform to appropriate per-formance standards not inferior to those adopted by IMO.

6!��The gyro compass system shall perform continuouslyaccording to its specifications for the latitudes where the shipis to operate and at the speed the ship will achieve.

68��The Gyro compass system shall be provided with meansfor automatic correction of the errors caused by speed and lat-itude.

6'��The two gyro compasses and the distribution systemshall be so arranged that no single failure in power supply ordistribution units may cause loss of heading information to therepeaters and applicable equipment defined in Sec.4 B200.

64��A comparison function between the outputs of two com-passes shall be arranged. An alarm shall be initiated when a de-viation exceeds a pre-set limit.

6.��!��Two gyrocompasses shall be part of the integrated groundingavoidance system. The two compasses shall be so arrangedthat the system automatically employs the heading informationfrom the second gyro when the signal input from the selectedgyro is missing or identified as invalid.

6/�� The accuracy of the ship’s heading used in the integrated sys-tem for grounding avoidance shall be a value that has been cor-rected for any errors typical to the source of the heading input.Both gyros shall be provided with automatic correction of theerrors caused by speed and latitude.

60��When the system is included in the integrated alarmmanagement system, local suppression of audible alarms andwarnings shall be possible in accordance with I106.

��,��*�

� 66 ��

6 ��The steering mode in use shall at all times be unambig-uously and easily readable on both the navigation and the traf-fic surveillance workstations.

�)�-��@The steering modes to be indicated include:

- manual control- heading control

- track control.If other modes exist, pertinent indication fulfilling the require-ment should be provided.


6!��The design of the steering system shall comply with Pt.4Ch.9 Sec.2.

�!66 ��)��,��*�

!6 ��The heading control system shall conform to appropriateperformance standards not inferior to those adopted by IMO.

!6!��Manual steering tillers shall be designed to turn the ship to star-board with clockwise movement of the axle of the tiller and toport by anti-clockwise movement, regardless of the position ofthe tiller on the axle. Tillers for follow-up steering (FU) steer-ing systems shall enable indication of the rudder angle ordered.

�)�-��@Exemption may be given for steering controls used solely for har-bour manoeuvring and not for steering the ship. This is applica-ble to vessels with two or more rudders or azipods and engines,and where the control(s) are used for setting a rudder angle onlyand not to create a rotation. In such case the control should indi-cate the position of the rudder. Additionally, when the ruddersare used in combined mode a separate tiller fulfilling 202 andalso being easily distinguishable from the individual tillers,should be provided.


!68��(��

The manual override control shall enable instant take-overfrom any steering system installed, including heading controlsystem, track controls system and manual steering. The over-ride controls shall be clearly marked and protected against ac-cidental activation.

�)�-��@Means may be required to ensure that failure in the override fa-cility does not inhibit steering from bridge.


!6'��*�� *(.#

The rate-of-turn indicator shall conform to appropriate per-formance standards not inferior to those adopted by IMO.

!64��The maximum value on the scale of the rate-of-turn in-dicator shall be in accordance with the turning ability of theship.

�)�-��@For vessels above 50 000 gross tonnage the ROT indicator shallconform to appropriate performance standards not inferior tothose adopted by the IMO.


!6.��The rate-of-turn indicator shall be able to indicate turnsof 90° per minute, and at least 120° per minute if the maximumspeed of the ship is more than 20 knots.

�866 ��-��,��*

86 ��The heading control system shall conform to appropriateperformance standards not inferior to those adopted by IMO.

86!��The off-heading alarm shall not be initiated when settingnew course reference.


DET NORSKE VERITAS

868��The heading control system shall enable the ship to turnfrom one heading to another based on a pre-set radius of turn.

86'��!��1��To enable an automatic change from track-control to heading-control, as described in 406, the heading control system shallenable storage of the next radius of turn and the course to besteered on the next leg.


86.��The most probable failures are to result in the least crit-ical of any possible new conditions, that is fail-to-safe.

�)�-��@The heading control system shall upon any failure while incourse keeping mode put the rudder to the position that will bestpossible maintain the pre-set heading order, i.e. that normally itshall put the rudder amidships.The heading control system shall upon any failure while in ROTor radius mode put the rudder to the position that will best possi-ble maintain the pre-set ROT or radius order given. Such datamay be obtained from spiral trials, either full-scale trials or mod-el test, in accordance with Sec.8.


�'66 ��%��,��*'6 ��The track control system shall conform to appropriateperformance standards not inferior to those adopted by IMO.

'6!��While underway and the track control mode is active thestatus of the planned track is to be given the highest priority asthe order or set point to be attained by the integrated system.Any set point or limit whether programmed or set, in a sub-sys-tem shall be given a lower priority. An alarm or warning as ap-propriate may be given if limits in sub-systems are exceeded.

�)�-��@For example, a rudder limit set in the heading control systemshall not prevent the track control system from employing therudder needed to stay on track during a turn.


'68��The track control system shall enable the ship to auto-matically follow a curved track from one course to anotherbased on a pre-set turn radius.

'6'��The components of the track control system shall havefacilities to detect the most probable failures that may cause er-roneous system performance.

'64��The self-check facilities of the track control system shallat least cover the following failure types:

— power failures— sensor and actuator failures— communication errors— computer hardware failures— software execution failures— software logical failures.

�)�-��@Adequate failure detection may be obtained by combining twomutually independent systems, which together provide the re-quired failure detection properties. Failure in the rudder angletransmitter (feedback unit) may be detected using a second inde-pendent feedback unit for monitoring purposes. Failure in therudder order unit (e.g. a deadlocked relay) of the heading controlmay be detected by a second output (relay) provided solely formonitoring purposes and a pertinent safety system should breakthe output circuit upon inconsistency between the two outputs.


'6.��If the track control fails and heading control is still avail-able the system design shall provide automatic changeover

from track-control to heading-control mode. The heading con-trol shall adapt the actual heading as the pre-set heading whensteering on straight legs and adapt the planned radius turn andthe next planned course if the changeover takes place during aturn.

'6/��When the system is included in the integrated alarmmanagement system, local suppression of audible alarms andwarnings shall be possible in accordance with I106.

"��&��-��)��,��*

"� 66 "�+��-��&��-��-�-��

6 ��The device shall conform to appropriate performancestandards not inferior to those adopted by IMO.

6!��A speed log shall be part of the automatic groundingavoidance system, when applicable.

68��Any part of the speed measuring system including partsinstalled below the waterline shall be easily replaceable whenthe ship is afloat.

6'��When the system is included in the integrated alarmmanagement system, local suppression of audible alarms andwarnings shall be possible in accordance with I106.

��"�&��)��,��*

� 66 � ��)�-��()�&*��

6 ��The echo sounder shall conform to appropriate perform-ance standards not inferior to those adopted by IMO.

6!��When the system is included in the integrated alarmmanagement system, local suppression of audible alarms andwarnings shall be possible in accordance with I106.

��-��,��*�

�� 66 ��-��()�&*��

6 ��The radar installation shall conform to appropriate per-formance standards not inferior to those adopted by IMO.

6!��"�2��Both radars are to be installed in accordance with the carriagerequirements and shall have a daylight display with a mini-mum effective diameter of not less than 340 mm. See Sec.4B600.

68��*�� When installed on a ship requesting class notation ��,at least one of the radars, shall include the ability to display se-lected parts of SENC, that is the ECDIS database as specifiedfor this optional feature in the IMO performance standards forradars. This radar shall also be able to display the ship's posi-tion and the route plan used on the electronic chart system.

6'��It shall be possible to bypass the inter-switch system ina simple way in case of failure in the inter-switch.

When the radar system is included in the integrated alarm man-agement system, local suppression of audible alarms and warn-ings shall be possible in accordance with I106.

��+��-��,��*

�� 66 ��-��:��)��*��&��-�D��B

6 ��The radar with ARPA shall conform to appropriate per-


DET NORSKE VERITAS

formance standards not inferior to those adopted by IMO.

6!��!��!"��The radar with automatic plotting aid in 101 shall be part of thegrounding avoidance system for transfer of acquired targets, orfull radar video, as required to enable alignment of the elec-tronic chart to the surrounding waters.


��!66 ��)�-��&��,��*!6 ��"� ��The sound reception system shall conform to appropriate per-formance standards not inferior to those adopted by IMO.

!6!��"� ��The sound intensity of the amplified signal from the sound re-ception system, measured at the workstation for traffic surveil-lance and manoeuvring with all bridge windows and doorsclosed, shall not be lower than the sound intensity which ismeasured on open deck from the same signal source, or 10dB(A) above the bridge noise level, whichever is greater.

!68��When the volume control of the sound reception systemis adjusted in accordance with 202, external noise caused bywind or shipborne fans and other equipment, and internal noisein the amplifier shall not cause discomfort to bridge personnel,that is the noise level should not exceed 62 dB(A)/1m, seeSec.3 A402.

��)�-��+��-��,��*

�� 66 ��#)�� 6 �� 1�/�"The grounding avoidance system shall facilitate functions that:

— enable planning of a safe route— enable automatic steering of the ship along the pre-

planned route— detect danger of grounding related to time and distance— enable safe automatic back-to-track functions after devia-

tion from the route— provide sufficient monitoring and safe second mode of op-

eration to avoid that system failures leads to critical situa-tions.

6!��% ��/�"The functions of the automatic grounding avoidance systemshall:

�# �� 3

— enabling planning in an electronic chart system(ECDIS) or on paper charts with direct transfer to anapproved electronic chart system if electronic naviga-tional charts ENC are not available for the waters to benavigated.

�# �� 3

— enabling continuous visual and automatic monitoringof own ship's position in relation to chart and radar in-formation, planned route and other ships

— displaying radar targets or full video on the electroniccharts for continuous visual monitoring of the accura-cy of the electronic chart

— displaying electronic chart information on the radardisplay to be used for collision avoidance functions,enabling continuous visual monitoring of own ship's

and other ships' position in relation to both the dangerof collision and danger of grounding.

�# �� 3

— providing automatic adjustment of the steering in re-lation to the planned route, both on straight coursesand during the turns from one course leg to the other.

�# �� 3

— displaying nautical information, operational statusand ongoing and future changes on an individual mon-itor providing situation awareness and safe conning ofthe ship

— enabling continuous visual monitoring of the sensorinput data to the system and the response on the datareceived, the operational status regarding heading,speed, turns, cross track distance, remaining time anddistance to next turn, the upcoming radius of turn, thecourse and distance of the next leg and other relevantinformation. See 600.

�# �� 4�� 3

— safeguarding that the actual heading is maintained bythe system in heading control mode, and that thepresent course change is completed

— enabling instant manual take-over of automatic steer-ing functions or automatic changeover to redundantcomponent.

�# �� 3

— initiating alarms if there is danger of collision orgrounding, or if equipment or systems fail or if thewatch officer does not take instant action on an initi-ated alarm

— transferring automatically any alarm that is not ac-knowledged in order to get another qualified naviga-tor to the bridge instantly.

�# �� 4��4�� /�"��3

— requiring that the system supplier provides a trainingcourse comprising normal operation and failuremodes of both the GAS and the individual equipmentincluded in the integrated system

— requiring that the watch officer holds a certificate ofcompetence issued by the system supplier or by a mas-ter that has completed the training and obtained suffi-cient practical experience in using the system.

��!66 �,��*��#��)��!6 ��The grounding avoidance system shall steer the ship au-tomatically along the pre-planned route with the accuracy inmetres equal to the ship’s breadth to either side of the courseline under calm weather conditions with minor effect of cur-rents/tidal streams. To enable this, the integrated system shallcomprise the following main systems:

— a position-fixing system that includes a filter to ensure ap-propriate integrity and smoothing of position jumps

— an electronic chart system for route planning and monitor-ing


DET NORSKE VERITAS

— a radar system interfaced to ECDIS for transfer of radartargets or full video and reception of the route and chart in-formation

— a track control system for steering the ship along a pre-planned route consisting of straight course legs and curvedtracks with radius turns from one course leg to the next.

!6!�� 1��The design and installation of the GAS shall comply with therequirements of Pt.4 Ch.9.

The following main components shall be part of the integratedsystem for automatic grounding avoidance:

— two independent global positioning systems— electronic chart system (ECDIS)— radar— track control system

supported by input information of:

— heading from a gyro system— speed from a speed log

assisted by:

— a conning information display system— an alarm management system, including a system for

watch monitoring and transfer of alarms.

!68��One of the global positioning systems being part of theintegrated system shall be DGPS. The other system shall beGLONASS or a combined DGPS/GLONASS. Alternatively,the second position system may be a deduced reckoning sys-tem, continuously calculating the position from heading andspeed input. The position fix used by the system shall be a fil-tered position based on the independent positioning systemsinstalled.

!6'��The radar system shall at least provide acquired contactsto the electronic chart for accuracy checking and alignment ofthe chart.

�)�-��@If the radar system interfacing with ECDIS enables superimposi-tion of an appropriate electronic chart for route monitoring, thenthis unit may serve as the control unit for the integrated system,while the role of ECDIS may be route planning and supply addi-tional chart information when required during the voyage.


��866 �,��*��=��,86 ��"��/�"

The system shall have sufficient built-in redundancy and fail-to-safe mode of operation to ensure safe route keeping, andshall facilitate technical monitoring of critical functions andenable manual monitoring of the automatic functions.

86!��*��

It shall only be possible to configure the GAS by the use of ap-proved software, equipment and sensors. If manual or auto-matic selection of other components replaces any of theseparts, then they shall be of the same quality and approved forthat purpose. See also Guidance note to 304 c).

868��The integrated system shall include an algorithm or oth-er approved means to detect unreliable positions; help avoid-ing position jumps and improves the integrity of the positionused by GAS.

86'��"�� /�"An alarm shall be initiated if a malfunction of the GAS occurs.The alarm is to be included in the alarm and warning transfersystem specified in I300. Malfunction of the GAS shall resultin the least critical of any new condition (fail- to-safe).

a) Alarms from detection of inappropriate watch keeping orsystem failures, and operational warnings shall be incor-porated in the alarm and warning transfer system specifiedin I300.

b) To ensure the attention and awareness of the navigator atcourse changes, the system shall initiate a pre-warningalarm at between 3 and 5 minutes and 30 s before the ar-rival at the wheel-over line. Any pre-warning not ac-knowledged within 30 s shall be transferred to the masterand a back-up navigator if selected.

c) At loss of input from any sensor or equipment required,and at other type of system failures degrading the systemperformance, the GAS shall immediately abandon thetrack-keeping mode and automatically change to heading-control mode, if still available.�)�-��@When equipment or sensors qualified for GAS fail, these may beautomatically replaced by sensor providing information that de-viates in quality for a fallback period of maximum 10 minutes,before the track-keeping mode is abandoned.


d) At automatic change from track-control to heading-con-trol mode, the heading control shall adapt the actual head-ing when on straight course legs, and the planned radius ofturn and the new course if the change-over occurs duringa turn.

e) If heading-control mode is not available, the system shallbe prepared for instant manual take-over of steering by thenavigator using the override control.

f) When the system failure requires a change to manualsteering, the rudder angle shall be maintained until manualsteering is effected.

g) If the quality of the filtered position used by GAS and pre-sented on ECDIS is not accepted by the system, then thisis considered a malfunction condition of the GAS. Thealarm to be initiated shall be included in the alarm man-agement system.

864��The design and installation of the GAS shall complywith the relevant requirements of Pt.4 Ch.9.

��'66 ��<#�A��,��*�

'6 ��The shipborne position-fixing equipment shall conformto appropriate performance standards not inferior to thoseadopted by IMO.

'6!��Both installed satellite assisted electronic position-fix-ing systems shall enable automatic detection of cross-track-er-ror.

'68��The accuracy of a position fix involves both fixed andrandom errors and can only be described in terms of probabil-ity. The 95% probability figure is to be used to describe the ac-curacy of the position fix derived by the position-fixingequipment.

'6'��The equipment shall provide position fixes within theaccuracy standard to which the radio navigation system is de-signed.

'64��The electronic position-fixing receivers shall be able totransfer alarms and warnings to the central alarm panel.

'6.��When being part of the integrated alarm managementsystem, local suppression of alarms and warnings shall be pos-sible in accordance with I106.

'6/��The electronic satellite position-fixing receivers shall beable to track a minimum of 5 satellites simultaneously.

'60��To be maximum sensitive to GPS signals, the receiverantenna shall have an axial ratio in the zenith direction of 2 dBor better.


DET NORSKE VERITAS

'61��The antenna gain pattern shall be omni-directional withhigh sensitivity for elevation angles above 5° and providedwith effective means for multi path rejection, and the Up/Down ratio of the antenna should be better than – 20 dB.

' 6��/)"��

Both satellite position-fixing receivers shall be capable of re-ceiving and decoding of differential data broadcasted for nav-igational purposes by maritime radio beacons.

' ��!��'��1��

Both receivers shall perform integrity monitoring of the satel-lite signals-in-space through their own monitoring function.

�)�-��@The receivers should support RAIM and automatically excludesatellites with a distance error above 200 m. It shall also automat-ically exclude satellites with a distance error above 200 m broad-casted by a differential station. The above mentionedrequirement may be exempted if other parts of the GAS supportintegrity monitoring capable of detecting and excluding errone-ous satellite range measurements.


' !��The quality of the integrated position-fixing system shallbe monitored. If the quality of the position-fixing system islower than an acceptable limit, a warning shall appear.

' 8��The system shall enable direct transfer of the plannedroute to the electronic chart system at front workstation.

�)�-��@The accuracy check of electronic charts to be used in addition topaper charts may be done by factual navigation of the waters (on-ly accepted for ships in regular trade) or by comparison with pa-per charts, using the digitising system if it enables digitising ofcharted dangers to navigation.


��466 ��-��&��,��-��#��*��,��*�D "��B

46 ��The ECDIS shall conform to appropriate performancestandards not inferior to those adopted by IMO.

46!��Position surveillance

An ECDIS with an appropriate database for the waters to benavigated, or other approved means that enables safe routemonitoring and efficient grounding avoidance functions shallbe part of a grounding avoidance system.

468��It shall be possible to adjust the displayed chart for geo-graphical inaccuracies by comparing the position of radar tar-gets with their position in the chart and harmonisediscrepancies by adjusting the chart.

46'��*� ��

The electronic chart system required in 202 shall also serve thefunctions required for route planning prior to the voyage.When ECDIS with back-up is installed, the system can also beused for route planning during the voyage.

464��!�� 1��

If ECDIS charts (SENC) for the waters to be navigated and pa-per charts are the only legal chart system, an interim solutionmeeting the basic requirements for safe route planning can beaccepted. See Sec.2 C500.

�)�-��@The accuracy check of electronic charts to be used in addition topaper charts may be done by factual navigation of the waters (on-ly accepted for ships in regular trade) or by comparison with pa-per charts, using the digitising system if it enables digitising ofcharted dangers to navigation.


��.66 ��#��*��-��&��,

.6 ��0� ��/�"��

The conning information display system shall present statusinformation on all input values used by the integrated ground-ing avoidance system, and ongoing and upcoming course andturn orders.

.6!��

Information required for efficient monitoring of the automaticnavigation and track-keeping functions, and safe performanceof primary functions, shall be systematised and displayed foreasy and continuous viewing from the positions where naviga-tion and harbour manoeuvring are performed. Information notrelated to safe navigation and manoeuvring shall be avoided.

.68��)��

To enable easy viewing, the conning information display shallutilise graphical display technique and locate relevant sensorinput data appropriately around and on a symbol illustratingown ship.

.6'��.��

The information to be displayed shall comprise:

— present orders— corresponding sensor input data and feed-back— the status of navigation and manoeuvring situation contin-

uously— the upcoming (next) orders to be effected— remaining distance and time to next orders.

Additional sensor input data related to the navigation and ma-noeuvring of the ship may be included.

.64��"��

The information shall be systematised in categories for:

a) Present orders:

— course— speed— radius turn and the consequential rate of turn related to

planned speed— rudder angle— route-keeping (set off-track limit).

b) Corresponding sensor input data and relevant informationproviding operational status:

— heading (and system in use - gyro 1, gyro 2)— turn rate— rudder angle— speed:

— through the water— over ground— atwarthships

— propulsion— propeller revolutions— pitch indication, when relevant— thruster indication, when relevant— distance to wheel over point— time to wheel over point— off-track distance— bearing to wheel-over point.

c) Next orders to be effected and relevant information:

— radius of turn— course— distance of the next leg— time to sail the next leg at present speed


DET NORSKE VERITAS

— remaining distance and time to execution of next or-ders.

d) Additional relevant information:

— wind speed and direction— water depth— distance to destination— ETA destination.

��5��-��*��*��

�� 66 �� 6 ��The alarm management system shall conform to the ap-propriate IMO resolutions and relevant requirements in Pt.4Ch.9.

6!��Bridge alarms and warnings shall be centralised in onecommon panel or screen on the bridge enabling easy identifi-cation of the source of the alarm and rapid cancellation of theaudible alarm.

68��The bridge alarm system shall provide visual and audi-ble indication of system and equipment malfunction, opera-tional warnings related to risk of grounding and collision andimproper watch-keeping in one central panel. The alarm sys-tem may be part of a computerised system and presented on ascreen.

6'��The indications displayed on the alarm panel shall becontinuously available and readable when the navigation sys-tems are in operation.

64��It shall be possible to cancel the audible alarm on the in-dividual equipment and the corresponding alarm at the centralalarm panel by a single operator action.

6.��Permanently inhibiting alarm units shall not be possible.Manually inhibiting local audible alarms may be acceptedwhen this is clearly indicated and the unit is part of the alarmmanagement system.

�)�-��@Suppressing local audible alarms manually may be done bymeans of an on and off switch located on or close to the equip-ment or by other means, for example electronically. The off-po-sition should enable suppression of the audible alarm when theequipment is part of a central alarm system and the on-positionshould engage the local alarm when the equipment serves as astand-alone unit.


6/��The main alarm system shall be continuously poweredand shall have an automatic changeover to a stand-by powersupply in case of loss of normal power supply.

��!66 ��*�&��!6 ��The central alarm system shall enable visual indicationof alarms and warnings initiated by systems and individualequipment serving primary bridge functions performed duringthe voyage. The central alarm system shall at least include sys-tem failure alarms and operational warnings initiated by thefollowing equipment and systems:

— system for detection of operator disability— collision avoidance system— grounding avoidance system— heading monitoring system.

This will normally incorporate the following individual sys-tems and equipment:

— watch monitoring system— heading information system— radar and ARPA

— GPS— heading or track control— electronic chart— speed log— echo sounder.

To be considered case by case:

engine watch alarm panel. *

* Not required if the alarm presentation is similar to the central alarm paneland located in the same console. Otherwise, a visual indication on thenavigation panel may be required.

!6!��Acknowledgement of an alarm at either the instrumentor the alarm panel shall cancel the audible warning at bothsources.

!68��Cancellation of the visual warning on the alarm panelshall only be possible at the instrument.

��866 ��*��-�:��#��,��*86 ��Alarms and warnings shall be initiated and automatical-ly transferred to specific locations, in order to alert anotherqualified navigator, if the watch monitoring system indicatesthat the bridge is unmanned or that proper action is not beingtaken to avoid the danger of collision or grounding.

86!��Alarms or warnings that are not acknowledged, neitheron the individual equipment nor on the central alarm panel,shall be transferred from the bridge to alert the master and aback-up navigator if appointed.

�)�-��@The alarms and warnings may be transferred by means of eithera wireless system or by a fixed installation to certain areas on theship.


868��Alarms and warnings included in the alarm transfer sys-tem shall always be transferred by a fixed installation to thefollowing areas:

— master's cabin— master's office— officers' office— officers' mess— officers' day room— other relevant public areas.

�)�-��@From the areas accepting transfer of alarms it should be possiblefor a person to reach the bridge within 2 minutes.


86'��In addition to the locations listed in 303, it shall be pos-sible to include any of the cabins of the watch officers in thefixed alarm transfer system by selection. Buzzers, not enablingcancelling of the sound, shall be installed in the locations re-quired outside of the wheelhouse.

864��Acknowledgement of alarms and warnings (cancellingthe sound) shall only be possible from the bridge.

86.��The time allowed for the acknowledgement of alarmsand warnings shall be as short as possible, taking into accountthe time required for moving from a distant position on thebridge to the alarm or warning requiring acknowledgement.The time allowed for acknowledgement of alarms and warn-ings shall not exceed 30 s. From at least 15 to 30 s of the 30 speriod, both visual and audible alarm shall be given.

86/��The alarm and warning transfer system shall be providedwith a lockable on and off switch, to which only the master hasthe key.

��'66 $��*��,��*'6 ��Unattended bridge and danger to navigation caused by


DET NORSKE VERITAS

operator disability, traffic or improper course keeping in rela-tion to planned route shall be monitored.

'6!��The watch monitoring system shall detect operator disa-bility and verify that the bridge is manned and indicate that theofficer of the watch is alert. Detection of irregularities shall betransferred to another qualified navigator by the alarm transfersystem. The system for verification of operator alertness shallmonitor that the bridge is manned at all times and that actionsare taken on alarm conditions and operational warnings initiat-ed by systems essential for safety of navigation. To serve thesefunctions, the system shall enable:

— detection of operator disability— transfer of alarms not acknowledged to specific locations

in order to alert another qualified navigator.

"��

a) A system based on automatic and continuous detection ofoperator movements shall initiate a warning if no move-ments are detected within an interval that may be adjusta-ble up to 12 minutes in steps of not more than 3 minutes.

b) A system based on periodic verification requiring manualacknowledgement within pre-set intervals, shall be adjust-able up to 12 minutes in steps of not more than 3 minutes.The minimum interval shall not exceed 3 minutes.

'68��The monitoring system for detection of operator disabil-ity shall not cause undue interference with the performance ofprimary bridge functions while the ship is under way.

a) If the monitoring system is based on interval checking, itshall be automatically reset by the acknowledgement ofany warning or alarm in the transfer system.

b) The acknowledgement button(s) shall be easily accessibleat the workstations for navigation and traffic surveillance.

c) Any interval checking system should incorporate advancewarning of the expiry of the interval. The advance warningtime should be included in the pre-set interval.

'6'��The system for detection of operator disability shall be

designed to prevent unauthorised operation.

a) The system shall be designed and installed so as to ensurethat only the master has access to the on and off switch keyand the device for adjusting the intervals if applicable.

b) A prolonged press on an acknowledgement button shallnot reset the time interval continuously and extend the ac-knowledgement time.

'64��It shall be possible for the navigator to initiate the alarmtransfer system instantly in order to alert another qualified nav-igator. The alarm transfer system may be initiated by a pro-longed press on an acknowledgement button or by anindividual push-button.

'6.��Acknowledgement of the alarm transfer system (silenc-ing of buzzers) shall only be possible from the bridge.

'6/��The watch monitoring system shall be part of the alarmtransfer system.

>��)��**)��,��*�

>� 66 A��**)��()�&*��

6 ��Within the bridge area, provisions shall be made for theinstallation of at least two VHF radiotelephone stations.

6!��The VHF systems shall meet the requirements in Pt.4Ch.12 Sec.2.

>�!66 ��**)��()�&*��

!6 ��The battery less telephone system shall meet the require-ments in Pt.4 Ch.12 Sec.2 C501.

!6!��The public address system shall meet the requirementsin Pt.4 Ch.12 Sec.2 C503.

!68��The automatic telephone system shall meet the require-ments in Pt.4 Ch.12 Sec.2 C502, including the requirement forpriority function for the extensions installed in the wheelhouseand the engine room.


DET NORSKE VERITAS

� ��3��/��"��

��()��*��

�� 66 �&&��

6 ��Ships requesting class notation �� or �� shall comply with the rules in this section. The sectiongives requirements for the user interface to ensure a safe andefficient operation of the systems installed according to the fol-lowing objectives:

— controlled work load adapted to the user(s) in all modes,including for system degradation

— ensure fast and correct decisions— ensure fast and correct user actions— avoid unnecessary stress.

6!��All instruments shall be logically grouped according totheir functions within each workstation. Their location and de-sign shall give consideration to the physical capabilities of thehuman operator and comply with accepted ergonomic princi-ples.

68��The amount of information presented in conducting thevarious tasks, including the methods of displaying the informa-tion needed, shall give consideration to the capabilities of thehuman operator, in regard to perception and the processing ofavailable information.

5��)*��-�"��

5� 66 ��

6 ��Instruments or displays providing visual information tomore than one person shall be located for easy viewing by allusers concurrently. If this is not possible, the instruments ordisplays shall be duplicated. See Pt.4 Ch.9 Sec.6 A.

6!��The method of presentation shall ensure that the instru-ment data is clearly visible to the observer at a practicable dis-tance in the light conditions normally experienced on thebridge by day and by night. All menus and displays shall pro-vide a self-explanatory interface to the user.

68��The operation of a control shall not obscure indicator el-ements where observation of these elements is necessary foradjustments to be made.

5�!66 ��

!6 ��Instruments shall be readable from the operating posi-tion of the workstation they are providing information to.

!6!��Instruments meant to be operated or fitted in connectionwith controls shall be readable from a distance of at least 1000mm. All other instruments shall be readable from a distance ofat least 2000 mm.

�)�-��@Character height in mm should be not less than 3.5 times thereading distance in m. Letter width should be 0.7 times the letterheight, e.g.:


!68��Each instrument shall be placed with its face normal tothe navigator's line of sight, or to the mean value if the naviga-tor's line of sight varies through an angle.

!6'��Controls or combined controls or indicators shall be vis-ually and tactually distinguishable from elements, which onlyindicate.

�)�-��@Rectangular buttons should be used for control elements, andround lights for indicator elements.


!64��Instruments shall be designed to facilitate console instal-lation and mounting in a group with instruments of othermakes.

�)�-��@The instruments should have a square or rectangular frame of adimension to fit console cut-outs based on internationally recog-nised standards. This does not imply that the instrument displayitself has to be rectangular.


5�866 "��

86 ��When designing the layout of control and display devic-es, consideration shall be given to the user interface. Attentionshall be paid to the significance of human factors in a criticalcondition. Graphical information systems are to contain all rel-evant functions for safe operation and shall be easy to under-stand and operate.

86!��All instruments shall be designed to permit easy and ac-curate reading by day and by night.

�)�-��@

a) Quantitative and comparative readings should be presentedby means of:

— digital counter, if subject to rare changes— clockwise moving index on circular scale or horizontal-

ly moving index on linear scale, if subject to frequentchanges.

b) Qualitative readings should be presented by means of:

— vertically moving index on linear scale to indicate trendchanges

— clockwise moving index on circular scale to indicatespeed changes.

c) Control readings should be presented by means of:

— moving index on circular scale, preferably with the in-dex in the 12 o'clock position for normal readings

— for an index moving relative to a circular scale, the in-dex should move clockwise (or the scale anti-clock-wise) for increased readings

— for an index moving relative to a linear scale, the scaleshould be horizontal or vertical and the pointer shouldmove to the right or upwards for increased readings.

There may be special cases where these guidelines do not apply,e.g. where the readings may be positive or negative, or wheredepth is indicated.


868��Instrument letter type shall be of simple, clear-cut de-sign.

Character height for reading distance 2 m: 2 x 3.5 = 7 mmCharacter width for letter height 7 mm: 7 x 0.7 = 4.9,

i.e. 5 mmResulting minimum character size: 7 mm x 5 mm.


DET NORSKE VERITAS

�)�-��@

a) Internationally used and recommended letter type is Helvet-ica medium. However, light-emitting diode text matrices areacceptable.

b) In descriptive text, lower case letters are easier to read thancapitals.


86'��The purpose of each control and indicator shall either beclearly illustrated by symbols where standard symbols havebeen internationally adopted or indicated by a label in English.

864��Operational controls shall be easily accessible and easyto identify.

86.��The shape of mechanical controls shall indicate themethod of operation of the control.

�)�-��@Rotary finite-position controls (e.g. stepping switches) shouldhave toggles or levers, whereas rotary continuous position con-trols (rheostats) should have knobs or wheels, except the steeringcontrol.


86/��The position, function, allocation and purpose of controlelements, as well as the function and layout of indicator ele-ments, shall be logically co-ordinated.

�)�-��@Positioning according to functions should be in accordance withIEC 447 "Standard directions of movements for actuators whichcontrol the operation of electrical apparatus".


860��The presentation of graphic or mimic diagrams shall bein accordance with ergonomic principles and easy to under-stand and operate. The status of the information displayed shallbe clearly indicated.

�)�-��@This applies to for example indications not being updated or anindication of an inhibited alarm.


861��Inadvertent operation of a computer-based bridge instru-ment shall not cause any loss of data, damage of programmesor malfunction of the system.

��)*��-��-�+�-)��#��)*��

� 66 �� 6 ��All illumination and lighting of instruments, keyboardsand controls shall be adjustable down to zero, except the light-ing of warning and alarm indicators and the control of dim-mers, which shall remain readable.

�!66 ��)*��!6 ��To avoid unnecessary light sources in the front area ofthe bridge, only instruments necessary for the safe navigationand manoeuvring of the ship shall be located in this area.

!6!��Instruments shall be designed and fitted to minimiseglare or reflection and prevent being obscured by strong light.

�)�-��@All instruments should be placed in position relative to the oper-ator, taking into consideration the surrounding light sources.Where a transparent cover is fitted over an instrument, it shouldbe designed to minimise reflection.


!68��The information presented shall be clearly visible to theuser and permit easy and accurate reading at a practicable dis-tance in the light conditions normally experienced at the loca-tion of the workstation by day and by night.

!6'��Indicator lights and the illumination of all instrumentsshall be designed and fitted to avoid unnecessary glare or re-flection, or the instruments being obscured by strong light.

�)�-��@For the illumination of displays, red light (wave length 620 nan-ometres or higher) should be used.


!64��Operator keyboards and other functional controls shallbe illuminated to ensure ease of operation in the dark. Night vi-sion shall be secured by considering the following:

a) Warning and alarm indicators are to show no light in nor-mal position (indication of a safe situation). All instru-ments shall be fitted with permanent internal or externallight source to ensure that all necessary information is vis-ible at all times.

b) Means shall be provided to avoid light and colour changesupon, e.g. start-up and mode changes, which may affectnight vision.

c) All information shall be presented on a background ofhigh contrast, emitting as little light as possible by night.

�)�-��@All ship’s bridge instruments should show a light text on a darknon-reflecting background at night. The contrast should be with-in 1:3 and 1:10.


!6.��Means for adjusting the display and keyboard brightnessshall be provided.

!6/��Warning and alarm indicators shall be designed to showno light in normal position that is indication of a safe situation.Means shall be provided to test the lamps.

�)�-��@Alarm indicator lights should be equipped with red lights ofwavelength 620 nanometres or higher.


!60��Each instrument shall be fitted with an individual lightadjustment. In addition, groups of instruments normally in usesimultaneously may be equipped with common light adjust-ment.

!61��Colour coding of functions and signals shall be in ac-cordance with ISO 2412 "Shipbuilding: Colours of indicatorlights".

�)�-��@Table A4 in ISO 2412 lists recommended colour codes for sys-tem functions.


"��()��*��#��-��"��<��)��#��*&)��<=��-��,��*�

"� 66 ��

6 ��The man and machine dialogue of a computer-basedsystem shall enable the operator to perform his tasks as intend-ed in an efficient and user-friendly manner.

�)�-��@The following criteria should be considered:


DET NORSKE VERITAS

a) It should be up to the operator to start, interrupt, proceed andend a dialogue.

b) The system should enable an individual way of carrying outthe different operations in a dialogue. The sequence of theoperations should, to a minimum extent, be fixed.

c) At any stage in a dialogue, it should be possible for the op-erator to summon the help function with a single operatoraction. The help function should be able to provide the op-erator with relevant help information related to the contentsof the dialogue as well as the way of carrying out the dia-logue.

d) If the operator provides the system with insufficient input,the system should request the continuation of the dialogueby means of clarifying questions. Under no circumstancesshould the system end the dialogue.

e) It should be possible for the operator to interrupt the dia-logue, alter data and continue the dialogue in the updatedstate.

f) It should be possible for the operator to recognise whetherthe system is busy executing an operation, or waiting for ad-ditional operator action. When executing time consumingoperations, the system should provide the operator with aclear and unambiguous symbol or text.

g) Terms used in a dialogue should be adapted to the users op-erating the system. Abbreviations and terms used in elec-tronic data processing should be avoided.

h) The system and the dialogue should be clear and consistentto the user. Similar operations should be performed by sim-ilar operator actions, and experiences from similar opera-tions should simplify the operator’s learning process whenhe is confronted with unknown functions (transfer effect).



DET NORSKE VERITAS

� ��3��0��3 �9��3��3�

��

�� 66 ��&�

6 ��This section gives requirements for the trials for deter-mining the ships manoeuvring characteristics as well as theform and content of information about such characteristics.

6!��Information about the ship’s manoeuvring characteris-tics shall be provided and presented as specified in IMO Res.A.601(15) “Provision and display of manoeuvring informationon board ships”.

68��The trials for providing manoeuvring information shallbe performed as specified in IMO Res. A.751(18) “Interimstandards for ship manoeuvrability” and MSC/Circ.644 “Ex-planatory notes to the interim standards for ship manoeuvrabil-ity”.

��!66 �&&��

!6 ��Ships requesting class notation �� shall be pro-vided with information about its manoeuvrability fulfilling therequirements of this section.

��866 ��

86 ��Information about the ship's manoeuvring characteris-tics enabling the navigator to safely carry out manoeuvringfunctions shall be provided and presented as specified in theAnnex to IMO Res. A.601(15), comprising:

— pilot card— wheelhouse poster— manoeuvring booklet.

86!��The method of identifying the manoeuvring characteris-tics of the ship is subject to approval. The results of individualtests, trials and estimations shall be submitted for information.

��'66 ��)+��#��*��

'6 ��Before being assigned class notation ��, the in-formation on the manoeuvrability of the ship shall be estab-lished for two loading conditions, whereof information for atleast one condition shall be established from full scale testing.

'6!��Information on the manoeuvrability of the ship not cov-ered by the original data shall be compiled as experience isgained in manoeuvring the ship under different operating con-ditions.

'68��Additional information compiled on the manoeuvringcharacteristics shall be registered in the manoeuvring bookletand the wheelhouse poster when applicable.

��466 ��&�

46 ��For ships built in series according to identical drawingsand parameters, only one ship of the series shall have to under-take a complete trial program according to this section. Theother ships of the series can adopt the information from thesetrials provided a reduced trial programme is satisfactory com-pleted.

46!��A sister ship shall make the following full scale trials fordemonstrating that its manoeuvring characteristics are identi-cal to the first ship:

— speed trial at full speed ahead— stopping trial from full speed ahead— turning circle trials at full speed ahead to both port and

starboard, both followed by a pull out trial.

�)�-��@Except from the pull out trial, the characteristic parametersshould be within 15% of the parameters obtained from the firstship. If not, performance of the complete trial program may berequired.


468��All information, which is duplicated from a sister shipshall be marked with a statement to this effect together with theidentification of the sister ship.

5��+��#��)+��#��*��

5� 66 ��

6 ��Information regarding the ship's manoeuvring character-istics shall be provided to give the navigator the best presump-tion in selecting the correct speed and rudder angle relative tothe prevailing conditions and intended manoeuvre.

6!��The manoeuvring characteristics shall include the speedability, stopping ability, turning ability, course change ability,low steering ability, course stability and the effect of auxiliarymanoeuvring devices. Rational man-overboard rescue ma-noeuvre shall be specified.

68��The manoeuvring trials shall be conducted in the calm-est weather conditions possible.

6'��The turning circle test results shall be used to measurethe magnitude and direction of current. The ship’s track, head-ing and the elapsed time should be recorded until 720° changeof heading has been completed.

64��Recordings should be made with a sample frequency ofat least 0.2 Hz. The accuracy of the positioning system shouldbe better than 10 m, 95% confidence level.

5�!66 �&��-��=��,

!6 ��Information about speed ability in terms of the actualspeed potential of the ship at various engine settings shall beprovided. Trials shall be performed at three engine settingsidentifying the percentage used for the maximum continuouspower rating, (MCR):

— at full speed ahead— at half speed ahead— at slow speed ahead.

5�866 ��&&��=��,

86 ��Information about the ship's stopping abilities shall beprovided. Trials shall be made from an initial full speed aheadand with application of the following astern powers:

— constant full astern power— with propulsion and engine stopped.

5�'66 �)��=��,

'6 ��Information about the ship's turning ability at full speed,from full speed with engines stopped and when acceleratingfrom rest to full speed ahead shall be provided. Turning trialruns shall be made to port and to starboard:

— using maximum rudder angle without changing enginecontrol settings from initial full speed ahead

— from an initial full speed ahead and then stopping the en-gine at the start of the turn (coasting turn)


DET NORSKE VERITAS

— from initial standstill with propeller stopped and applyinghalf speed ahead using maximum rudder simultaneously(accelerated turning trial).

5�466 �)��=��,46 ��Information about the ship's initial turning ability at var-ious rudder angles shall be provided for full and slow speed sit-uations. Zigzag trials shall be made to port and to starboard forrudder angles equal to 10° and 20° for conventional rudder sys-tems.

5�.66 �:��&��-��=��.6 ��Information about the lowest constant engine revolu-tions or lowest pitch control setting at which the ship can safelybe steered in ballast and loaded conditions shall be provided.

5�/66 �)��=��,/6 ��Information about the course stability of the ship shall beprovided. A pullout trial shall be made to port and starboard. Aspiral trial shall be made if the pullout trial indicates that theship is unstable.

5�066 �)A��,�*��)+��-�+��06 ��Information about the performance and effect of auxilia-ry devices installed in order to improve the manoeuvring abil-ities of the ship shall be provided. The following trials toestablish the performance and limitations of such manoeuvringdevices shall be carried out with the ship at:

— standstill, the time required to turn the ship 90° to eachside at full thrust should be registered

— initial standstill and full thrust, the forward speed at whichthe device ceases to be effective should be registered.

5�166 ��<�+��=��-��)��*��)+��16 ��Information about the performance of an effective man-overboard rescue manoeuvre shall be provided. For large shipsand ships with conventional rudder systems, the manoeuvresrequired to perform an efficient Williamson turn shall be estab-lished. The standard turn being to apply 15° rudder until acourse deviation of 60° has been achieved and then apply 35°rudder to the opposite side to arrive at the opposite course.

��#��)+��#��*��

� 66 ��- 6 ��A pilot card shall provide the pilot with information on

the current condition of the ship with regard to its loading con-dition, propulsion and manoeuvring equipment and other rele-vant equipment and be available on the bridge at each port call.

�)�-��@An example of information content and layout of a pilot card isgiven in IMO Resolution A.605(15), Appendix 1.


�!66 $��)��&��

!6 ��A summary of manoeuvring information on the shipshall be worked out in the format of a wheelhouse poster.

�)�-��@An example of information content and layout of a wheelhouseposter is given in IMO Resolution A.601(15), Appendix 2.


!6!��The wheelhouse poster shall be permanently displayedin the wheelhouse. It shall contain general particulars and de-tailed information describing the manoeuvring characteristicsof the ship, and be of sufficient size to ensure ease of use.

!68��The wheelhouse poster shall be marked with a warningthat the manoeuvring performance of the ship may differ fromthat shown on the poster due to environmental, hull and load-ing conditions.

!6'��A diagram showing the double turn circle of 720° andsupplementary data demonstrating the effect of drift registeredat the performance of the manoeuvring tests shall be available.See B104.

�866 ��)+��=��%��

86 ��The manoeuvring booklet shall be available on boardand shall contain details of the ship's manoeuvring characteris-tics and other relevant data. The manoeuvring booklet shall in-clude the information shown on the wheelhouse postertogether with other available manoeuvring information.

86!��Most of the manoeuvring information in the booklet canbe estimated, based on the data obtained from the trials speci-fied in this section. The information in the booklet should besupplemented in the course of the ship's life.

�)�-��@The information recommended to be included in the manoeu-vring booklet is specified in IMO Resolution A.605(15), Appen-dix 3.�


DET NORSKE VERITAS

� ��3��12��3��"�3� ��3��3 "��

��

�� 66 ��&� 6 ��Modern technology has the potential to improve theawareness of the officer in charge of the navigational watch,hereafter called OOW, with respect to the immediate naviga-tional situation and to aid the process of following a safe pre-planned route. But this potential can only be realised if theOOW has the knowledge and skills to use the technology safe-ly and efficiently.

6!��This section specifies requirements for knowledge andnavigational procedures related to equipment and systemsspecified in Sec.4 and Sec.6 of these rules, not required to beinstalled by IMO.

��!66 �&&��!6 ��Ships requesting class notation �� shall complywith the requirements in C102. If the ship is fitted with agrounding avoidance system, or an automatic track-keepingsystem, all the requirements of this section apply.

!6!��Ships requesting class notation �� shall com-ply with all requirements in this section.

��866 3&��)*&��86 ��The requirements are based the following assumptions:

— the master ensure that watch-keeping arrangements are ad-equate for maintaining a safe navigational watch and thatOOW is fully competent to operate the equipment and sys-tems to be used for navigating the ship

— the master ensures that the manning of the bridge watch isin accordance with national regulations in the country ofregistration and for the waters the ship is navigating

— the OOW carefully assesses that the workload is wellwithin his capacity to maintain full control of the functionsto be performed and the operational situation

— the master designates individuals who are to provide as-sistance when needed by the OOW

— the OOW immediately summons assistance to the bridgein case of abnormal operational conditions including situ-ations causing excessive workloads.

5��2)��#��

5� 66 �� 6 ��All officers being assigned the responsibility of naviga-tional watch shall be fully qualified to operate the groundingavoidance system. See Sec.6 H. A certificate of competenceshall document this qualification.

6!��The ship owner and the master of the ship are responsi-ble for ensuring that the watch officers achieve the requiredcompetence.

68��It is regarded the responsibility of the ship owners to en-sure that the master and officers have completed the course be-fore the ship is put into operation and that documentation has

been submitted in accordance with Sec.1 E116.

6'��The master, holding a certificate of competence issuedby the manufacturer of the grounding avoidance system andhaving sufficient practical experience, may train and certifynavigators through a systematic on board training course. Theon board training shall cover all parts of the manufacturerbased training course, and include a statement of competenceupon completion of the training.

5�!66 7��:��-��()��*��!6 ��At delivery of the ship all navigating officers shall holda certificate of competence by having completed a trainingcourse provided by the system manufacturer. The course shallat least comprise the following:

— system design— procedure of operation— operational modes— training in mastering the system by use of a quick refer-

ence guide— appropriate use of the grounding avoidance system in-

stalled as well as of the individual instruments incorporat-ed in the system

— the systems and the individual instruments capabilities andlimitations

— effect of failure in any of the bridge equipment and sensorsconstituting the grounding avoidance system and the re-sulting fail-to-safety mode of operation.

�)�-��@The navigating officer should be capable of utilising all functionsdescribed by IMO and Sec.6, by using the quick reference guide,after completion of the course.


��5��-��-)��

� 66 ��-)��#��#��:��<%��&�� 6 ��Procedures for safe watch-keeping shall be establishedand be easily available on the bridge. Procedures and instruc-tions for irregular and abnormal operating conditions shall beestablished based on the failure modes and effect analysis forthe grounding avoidance system and heavy workload situa-tions caused by external conditions, and combination of exter-nal conditions and system failures. This is the responsibility ofthe owner and the master.

6!��If an interval check system is included in the watch mon-itoring system, then the length of intervals shall be set with dueconsideration of the time needed for the back-up officer to getto the bridge (response time), and the external conditions to beexperienced, including the time to danger of grounding alongthe route and traffic density. The parameters for setting the in-tervals shall be known to the watch officer and included in theprocedures for safe watch-keeping. This is the responsibility ofthe master.


DET NORSKE VERITAS

� ��3�� 65��"� � 2��

��

�� 66 �&&�� 6 ��Ships requesting class notation �� or �� shall comply with the rules in this section.

5��3��=��-��#�5��-�� ()�&*��

5� 66 �� 6 ��After installation of equipment in ships requesting classnotation �� or ��, on-board testing of theequipment shall be performed in order to ascertain that theequipment, as installed, operates satisfactorily.

6!��It should be noted that reliable figures for all aspects ofequipment performance or accuracy cannot be established bythe on board testing required for classification. Therefore, toensure that equipment performance is in accordance with spec-ifications, ship owners are advised to choose equipment that istype approved by the Society.

5�!66 ��&��*!6 ��A detailed program for the on board testing of this equip-ment shall be submitted for approval at the earliest possiblestage before sea trials.

!6!��The test program shall be in accordance with the require-ments for on board testing given in 300 to 1400, and shall spec-ify in detail the tests to be performed for each type ofequipment.

5�866 ��()��*��#��#��,&��#�=��-��()�&*��86 ��Prior to testing, all equipment shall be checked and cal-ibrated by a representative of the manufacturer or the equip-ment supplier.

86!��Prior to testing, all equipment, etc., necessary for the ob-servation and recording of test results, shall be made available.Charts for the area where the sea trials shall take place must beavailable. Large-scale charts for the area where the ship is ber-thed must be available.

868��Equipment and systems that shall be subject to the testsare required to ascertain that all controls, indicators, displays,etc. operate in accordance with their specifications and meetthe rule requirements.

86'��Failure conditions shall be simulated on equipment andsystems.

�)�-��@These tests should verify the results of previous failure modesand effect analysis.


864��The instruments for performance of primary bridgefunctions shall be tested at blackout for a period of up to andover 30 s. At least one of the tests shall be carried out at sea.

86.��A demonstration including start-up of the individual sys-tems and changeover from normal conditions to failure condi-tions shall be carried out.

86/��Tests, additional to the approved test program, may berequired carried out by the surveyor.

860��If the ship is not assigned the additional class notation��, tests of the remote control system for propulsion machin-

ery as well as blackout tests, shall be carried out as required inCh.3 Sec.5 B and Ch.3 Sec.5 A400.

5�'66 �,��*&��'6 ��The settle point error of the master compass(es) and thealignment with the ship’s centre line shall be determined. Thetrue heading should be taken to be the bearing (direction) of thequay at which the ship is berthed.

'6!��The bearing repeaters’ alignment with the ship’s centreline shall be checked. A bearing diopter must be available.

'68��The divergence between No. 1 master compass and thegyro repeaters shall be checked. After switching to No. 2 mas-ter compass, the divergence with the gyro repeaters shall bechecked again.

'6'��The monitoring functions of the compass system shallbe tested.

'64��The means for correcting errors caused by speed and lat-itude shall be tested.

5�466 �)��*��,��*46 ��The course-keeping performance of the autopilot shallbe tested at full sea speed. Adaptive autopilots shall also betested at reduced speed.

46!��The performance of the autopilot shall be checked for achange in course of 10° and 90° to both sides. The overshootangle shall be observed.

468��The off course alarm shall be tested.

46'��The rate-of-turn or radius function shall be tested.

464��Change of operational steering mode shall be tested.

46.��The override function shall be tested in all steeringmodes.

5�.66 �)--��-��D�B.6 ��The rudder indicator(s) on the bridge shall be checkedagainst the indicator on the rudderstock.

5�/66 ��<�#<�)��-��/6 ��The rate-of-turn indicator shall be tested and, if neces-sary, calibrated.

5�066 �&��-��06 ��The speed log shall be checked for accuracy and, if nec-essary, calibrated.

5�166 ��)�-��16 ��Function testing of the echo sounder shall be carried out.Depth shall be measured at a fixed position for exact compari-son of accuracy and at full speed ahead on all range scalesavailable.

16!��The depth warning or alarm shall be tested.

5� 666 ��-��,��* 66 ��Function testing of the radar shall be carried out. Thevarious ranges, presentation modes and the basic radar func-tions shall be tested.

66!��The accuracy of bearing of the radars shall be tested bythe reading of at least 4 fixed positions on the display at aknown position of the ship.

668��The accuracy of range measurement shall be tested bymeasuring the distance to at least 2 fixed positions at eachrange while the ship is in a known position.


DET NORSKE VERITAS

66'��The heading marker shall be checked against a visibletarget dead ahead and adjusted if necessary.

664��Failure mode by disconnecting a fuse shall be ob-served.

66.��Inter-switching facilities, including bypass function,shall be tested.

66/��Performance monitors shall be checked.

660��Self-check programs shall be run.

5� 66 ��,��*

6 ��The equipment shall be function-tested whilst the shipkeeps steady speed and course.

6!��When manoeuvring the ship, the normal functioning ofthe system, including automatic acquisition, shall be checked.

68��Indication on the display of the bearing and distance tothe object, as well as the heading of own ship, shall be tested.

6'��The trial manoeuvre function of the ARPA shall betested.

64��Tests shall be carried out to verify that the system giveswarning when the limits of CPA and TCPA are exceeded andthat a warning is given when the object enters the guard ring.

6.��Input from speed sensors shall be checked.

5� !66 ��&��<#�A��,��*�

!6 ��All electronic position-fixing fitted systems shall befunction-tested.

!6!��The accuracy of the electronic position-fixing systemsshall be checked.

5� 866 $��*��-��*��#��,��*

86 ��The off-track monitoring system shall be tested. It shallbe checked that the off-track alarm is transferred to the placesspecified if it is not acknowledged within the pre-set limit.

86!��The traffic-monitoring function of the ARPA (guardzones and CPA or TCPA) shall be tested. It shall be checkedthat the warning is transferred if not acknowledged within thepre-set limit.

868��The off- heading monitoring system shall be tested. Itshall be checked that the off-course alarm from the headingcontrol system and the compass deviation alarm from the com-pass monitor is transferred to the places specified if it is not ac-knowledged within the pre-set limit.

86'��It shall be checked that the wheel over point approachalarm from the ECDIS is transferred to the places specified ifit is not acknowledged within the pre-set limit.

864��The watch monitoring (dead-man) alarm system shallbe tested and the transfer of alarms checked.

5� '66 ��**)��,��*�

'6 ��The automatic telephone system and internal commu-nication system between workstations shall be tested.

'6!��The priority function for the telephones in the wheel-house and engine control room over the other extensions shallbe tested.

5� 466 ��)��**)��,��*

46 ��VHF systems shall be tested.

5� .66 ��)�-��&��,��*

.6 ��The sound reception system shall be tested by measur-ing and comparing the sound level outside and inside thewheelhouse.

�)�-��@The fundamental frequency of the sound signal used in testingthe system should be within the range 70 to 700 Hz.


5� /66 �*&)��,��*D�B

/6 ��The tests can be combined with tests specified for thedifferent primary functions. Failure conditions, especiallypower failure in the computer system as well as the computerequipment, shall be simulated as realistically as possible. Man-ual re-starts and, if relevant, automatic re-start and automaticback-up shall be tested. Successive power breaks shall be sim-ulated.

/6!��If the computer system is used to carry out secondaryfunctions, testing of the system shall be carried out with all pri-mary functions in operation and with maximum load from bothprimary and secondary functions.

5� 066 ��-��&��,��-��#��*��,��*�D "��B

06 ��The accuracy, functionality and the alarm or warningfunctions of the electronic chart display system shall be tested.Performance of automatic functions, such as positioning of theship by means of dead reckoning and GPS, plotting of the trackand updating of the data base, shall be included in the tests to-gether with the following operations:

— route planning— altering of the route while underway— positioning by bearings and ranges— manual adjustment of the ship’s position on the screen— scale changes and zooming functions.

06!��Self-check programs shall be run.

5� 166 ��)�-��+��-��,��*

16 ��The electronic chart display system is included in thetesting of the grounding avoidance system or any type of trackcontrol system if such system is installed. The performance ofthe system, including alarm or warning functions, shall be test-ed along a pre-planned route consisting of different courses.

The route shall consist of at least six course changes and in-clude a course change not less than 135° at minimum radiusturn to each side as well as a turn of approximately 90° at a ra-dius of not less than 2 nautical miles. The track keeping in aturn during essential speed reduction shall be tested. The alarmand warning functions of the track keeping system shall betested. Failure conditions shall be simulated to verify conclu-sions of approved FMEA.

16!��Self-check programs shall be run.

5�!666 ��-��&��,

!66 ��The performance of the conning display shall be testedas well as the accuracy and readability of the data displayed.

��3��=��-��%��#�2)��#��)��,��*

� 66 ��

6 ��Appropriate bridge procedures, relevant certificates ofcompetence, an on board training scheme and the owners in-structions for on board training and certification of navigatorsnot holding a certificate of competence shall be available onthe bridge.

ts608

Documents

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omission of det norske

provision det norske

bridge equipment tests

newbuildingsspecial

behalf of detnorske

revised chapters

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