Rules for Classification and Construction

I Ship Technology
1 Seagoing Ships

11 Bridge Arrangement and Equipment on Seagoing Ships

Edition 2012
 The following Rules come into force on 1 July 2012.

Germanischer Lloyd SE

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Phone: +49 40 36149-0
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(see Rules for Classification and Construction, I - Ship Technology, Part 0 - Classification and Surveys).

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Germanischer Lloyd SE.

Published by: Germanischer Lloyd SE, Hamburg

I - Part 1 Table of Contents Chapter 11
GL 2012 Page 3

Table of Contents

Section 1 General Regulations and Information

A. Scope .......................................................................................................................................... 1- 1
B. Notations Affixed to the Characters of Classification ................................................................ 1- 1
C. Definitions .................................................................................................................................. 1- 2

Section 2 Documents, Surveys

A. Documents for Approval ............................................................................................................ 2- 1
B. Delivery plans and documents .................................................................................................... 2- 1
C. Surveys ....................................................................................................................................... 2- 1

Section 3 Bridge Configuration

A. Workstations .............................................................................................................................. 3- 1
B. Field of Vision ........................................................................................................................... 3- 1
C. Structural Arrangements ............................................................................................................. 3- 4
D. Working environment ................................................................................................................. 3- 5

Section 4 Bridge Equipment

A. General ....................................................................................................................................... 4- 1
B. System Requirements ................................................................................................................. 4- 1
C. Sensor Requirements .................................................................................................................. 4- 1
D. Arrangement of Equipment ........................................................................................................ 4- 3
I - Part 1 Section 1 B General Regulations and Information Chapter 11
GL 2012 Page 1–1

Section 1

General Regulations and Information

A. Scope IEC Test Standards, IEC 60945, 61924, 62288 and

61162 as amended
1. General IMO Res. A.1021(26) Code on alerts and indicators
The Class Notation NAV comprises the technical
requirements for an ergonomic bridge design and 3.1.2 Non-mandatory guidelines (except parts
arrangement on seagoing ships and can be applied to thereof which are explicitly mentioned in Section 2-4
demonstrate compliance of a ship with the principles of these Rules):
and aims of SOLAS regulation V/15, IMO
MSC/Circ.982 Guidelines on Ergonomic Criteria for
MSC/Circ.982 and IACS REC.95.
Bridge Equipment and Layout
Class Notation NAV-INS while fulfilling all require-
ments of NAV in addition especially focuses on in- IACS Recommendation No.95 for the Application of
creased availability and consistency of the bridge SOLAS Regulation V/15 – Bridge Design, Equipment
equipment. Arrangement and Procedures (BDEAP)

International or national requirements for the manning ISO 8468 Ship’s bridge layout and associated equip-
and familiarisation of the bridge team and provision of ment – Requirements and guidelines
an outlook shall remain unaffected.
SN.1/Circ.265 Guidelines on the application of
SOLAS V/15 to INS, IBS and bridge design
2. Range of application
SN.1/Circ.288 Guidelines for bridge equipment and
These NAV/NAV-INS Rules can be applied to seago-
systems, their arrangement and integration (BES)
ing ships classed with GL, contracted for construction
on or after 1 July 2012.
4. Equivalent equipment
For ships with keel laying before this date the former
version of the rules with Class Notation Other technical equipment and systems not mentioned
NAV-O/NAV-OC may be applied. in these Rules, as well as newly developed equipment
and systems may be used provided that they are ac-
3. Regulations, rules, standards cepted by GL as being at least equivalent.

3.1 Reference documents 5. Exemptions

3.1.1 Mandatory regulations: Whenever a small vessel or a vessel of special con-
struction cannot fully comply with these Rules due to
International Convention for the Safety of Life at Sea structural restrictions, any requirements not complied
(SOLAS), 1974, as amended – here V/15, 19, 20, 22, with may be accepted by Germanischer Lloyd.
24, 25, 27, 28
International Regulations for Preventing Collisions at
Sea (COLREG), 1972 as amended
IMO MSC.252(83) Adoption of the revised perform- B. Notations Affixed to the Characters of
ance standards for integrated Navigation systems Classification
(INS)
MSC.191(79) Performance standards for the presenta- 1. Ships whose bridges are configured in com-
tion of navigation-related information on shipborne pliance with these Rules and equipped in accordance
navigational displays with Section 4, B.1. may have the Notation NAV
appended to the Character of Classification.
A.694(17) General requirements for shipborne radio
equipment forming part of the global maritime distress
and safety system (GMDSS) and for electronic navi- 2. Ships whose bridges are configured in com-
gational aids pliance with these Rules and equipped in accordance
with Section 4, B.2. and C. may have the Notation
MSC.128(75) Performance Standards for Bridge NAV-INS (integrated navigation system) appended to
Navigational Watch Alarm systems (BNWAS) the Character of Classification.
Chapter 11 Section 1 C General Regulations and Information I - Part 1
Page 1–2 GL 2012

C. Definitions 12. Totally enclosed bridge

1. Navigating and manoeuvring workstation A bridge without open bridge wings, meaning that
bridge wings form an integral part of an enclosed
Main workstation for ship's command 350 mm behind wheelhouse.
the radar console. It is conceived for working in seated
position with optimum visibility and integrated pres-
entation of information and operating equipment. It 13. Officer of the watch
shall be designed to operate the ship safely and effi-
Person responsible for safe navigating, operating of
ciently.
bridge equipment and manoeuvring of the ship.
2. Monitoring workstation
14. Ships length
Workstation from where equipment and environment
can be checked constantly; when several crew are Ship length means the length over all.
working on the bridge it serves for relieving the navi-
gator at the navigating and manoeuvring workstation
and/or for carrying out control and advisory functions 15. Within the reach of the officer of the watch
by the master, back-up officer and/or pilot.
Operation and control units within the reach of the
officer of the watch shall be within a radius of 1000
3. Manual steering workstation mm around the seated officer (see Fig. 1.1).
Workstation from which the ship can be steered by a
helmsman.

4. Docking workstation
Workstation in the bridge wings from which the ship Radius 1000 mm
can be operated during berthing, lock passage, pilot
transfer, etc.

5. Planning and documentation workstation

Workstation at which voyages are planned and where
all facts of ship’s operation are documented.
250 mm
6. Safety workstation
Back rest
Workstation at which monitoring displays and opera-
tion elements of systems serving the ship's own safety
are concentrated.
Within the reach of the officer of the watch
7. Radio communication workstation in seated position
Workstation for external distress, safety and general
communication. Fig. 1.1

8. Bridge 16. Within the perception area of the officer of

The area from which the vessel is navigated, con- the watch
trolled and operated, including wheelhouse and bridge Bridge equipment which can be clearly observed from
wings. the relevant workstation.

9. Field of vision
17. Conning position (as required by SOLAS
Angular size of the scene that can be observed from a V/22)
position on the ship's bridge.
Place on the bridge with a commanding view, used for
monitoring and directing the ships movements.
10. Bridge wings
Those parts of the bridge on both sides of the wheel- Note
house which in general extend to the ship's side.
The Panama Canal pilot conning positions No.1 –
No.5, required by the Panama Canal Regulations may
11. Wheelhouse
be at different locations and are not relevant for
Enclosed area of the bridge. SOLAS or NAV/NAV-INS.
I - Part 1 Section 1 C General Regulations and Information Chapter 11
GL 2012 Page 1–3

18. Commanding view 21. Category A and category B alerts

Location on the bridge from where the visibility crite- Category A alerts are alerts where graphical informa-
ria of SOLAS V/22 are fulfilled and where the re- tion at the task station assigned to the function gener-
quired navigational indicators can be observed. ating the alert is necessary, as decision support for the
evaluation of the alert related condition. For example:
19. Central alert management system (CAM)
Crossing safety contour on ECDIS and CPA/TCPA
Harmonized system for the monitoring, handling, alarm on Radar.
distribution and presentation of alerts on the bridge of
equipment and systems used for navigation. The CAM Category B alerts are alerts where no additional in-
may be a stand-alone system or part of an INS. The formation support is necessary. For example: System
CAM may be part of a bridge alert management sys- Fail alerts like ECDIS system malfunction, Gyro fail-
tem for the monitoring, handling, distribution and ure, BNWAS failure, etc.
presentation of all mandatory alarms to be displayed
on the navigating bridge.
22. Integrated navigation system (INS)

20. Alarm transfer system INS comprises navigational tasks such as "Route
planning", "Route monitoring", "Collision avoidance",
Functionality of the Bridge Navigational Watch Alarm "Navigation control data", "Navigation status and data
System (BNWAS) to actuate the “emergency call” in display" and "Alert management", including the re-
case of an unacknowledged alarm after a time defined spective sources, data and displays which are inte-
by the user unless otherwise specified by IMO. grated into one navigation system.
I - Part 1 Section 2 C Documents, Surveys Chapter 11
GL 2012 Page 2–1

Section 2

Documents, Surveys

A. Documents for Approval 1. Specification of equipment

2. Operation and maintenance manuals
The following technical documents are to be submit-
ted to GL for approval. To facilitate a smooth and 3. Instructions for function testing on board.
efficient approval process they shall be submitted
electronically via GLOBE 1. In specific cases and
following prior agreement with GL they can also be C. Surveys
submitted in paper form in triplicate.
Vessels with Class Notation NAV/NAV-INS are sub-
ject to following regular surveys:
1. Navigation bridge visibility including line of
sight and the horizontal field of vision from the
workstation for navigation and manoeuvring, 1. Initial survey
monitoring, manual steering and docking. An initial survey of the bridge arrangement including
functional tests of the equipment will be carried out on
2. Arrangement of windows and blind sectors board on basis of these Rules and approved docu-
caused by obstructions outside the wheelhouse ments, before the Class Notation NAV/NAV-INS may
related to the above mentioned workstations. be granted.

3. Arrangement on bridge deck showing consoles, 2. Renewal survey

window inclination, wiper arrangement, etc.
Functional checks of the equipment and systems nec-
4. Configuration of consoles/console layout, list of essary for the Class Notation NAV/ NAV-INS will be
equipment incl. approval information. carried out at 5-yearly intervals within the timeframe
of the class renewal survey.
5. Block diagrams showing the functionally con-
nected appliances, as well as their power supply. 3. Intermediate survey
A survey in the same scope as the renewal survey as
6. Failure analysis, showing that the system is
specified in 2., but within the timeframe of the inter-
designed on “fail-to-safe principle” (NAV-INS
mediate class survey.
only).
4. Occasional survey
An occasional survey is to be carried out on board
B. Delivery Plans and Documents after modification of bridge equipment or arrange-
ment. GL shall be informed about any alterations of
One copy each of the following technical documents the vessel which may affect the visibility from the
is to be supplied on board: bridge.

––––––––––––––
1 Detailed information about the secured GL system GLOBE
can be found on GL’s website www.gl-group.com/globe.
I - Part 1 Section 3 B Bridge Configuration Chapter 11
GL 2012 Page 3–1

Section 3

Bridge Configuration

3. The horizontal field of vision from the navi-

A. Workstations gating and manoeuvring workstation shall extend over
an arc of not less than 225°, that is from right ahead to
1. These Rules apply to the navigating and not less than 22,5° abaft the beam on either side of the
manoeuvring workstation, the monitoring workstation, ship (see Fig. 3.2).
the workstation for manual steering and the docking
workstations. The horizontal field of vision from the monitoring
workstation shall extend over an arc of not less than
202,5°, that is from 22.5° abaft the beam on one side
2. For the planning and documentation work- of the ship through right ahead and to abeam on the
station, the safety workstation and the radio communi- other side of the ship (see Fig. 3.3).
cation workstation, the requirements and guidelines of
ISO 8468, IACS REC.95 and MSC/Circ.982 are rec- The 225° field of vision shall not be limited by cur-
ommended. tains or other unnecessary obstructions inside the
wheelhouse.
3. A combination of workstations may be per-
mitted if reasonable and practical. The straight view directly ahead from the navigating
and manoeuvring workstation and monitoring work-
station shall not be obstructed.
4. The layout of the bridge shall not impair the
required field of vision and the reception of external
4. From each docking workstation (bridge wing)
sound signals.
the horizontal field of vision should extend over an arc
of at least 225°, that is at least 45° on the opposite
5. At each workstation all information are to be bow through right ahead and then from right ahead to
displayed and all units and appliances are to be in- right astern through 180° on the same side of the ship.
stalled which are necessary for the safe performance
of all tasks of this place. 5. From the main steering position (workstation
for manual steering) the horizontal field of vision
6. Workstations for navigating and manoeu- should extend over an arc from right ahead to at least
vring and for monitoring should be arranged within an 60° on each side of the ship.
area spacious enough for two persons to carry out the
tasks in close cooperation, but sufficiently close to- No obstruction by cargo, cargo gear or window frames
gether to enable the watch officer to control and safely shall be directly ahead of the manual steering work-
carry out all the tasks from one working area under station.
normal operating conditions.
6. The workstation for manual steering should
preferably be located on the ship’s centre-line. If the
view ahead is obstructed by large masts, cranes, etc.,
B. Field of Vision the steering station should be located a distance to
starboard of the centre-line, sufficient to obtain a clear
view ahead. If the workstation for manual steering is
1. The view of the sea surface from the navigat- located off the centre-line, special steering references
ing and manoeuvring workstation and the monitoring for use by day and night should be provided, e.g.
workstation shall not be obscured by more than two sighting marks forward.
ship lengths, or 500 m, whichever is the less, forward
of the bow to 10° on either side under all conditions of
7. No blind sector caused by cargo, cargo gear
draught, trim and deck cargo, e.g. Containers (see
or other obstructions outside of the wheelhouse for-
Fig. 3.1).
ward of the beam which obstructs the view of the sea
surface as seen from the navigating and manoeuvring
2. There should be a field of vision around the workstation, shall exceed 10°. The total arc of blind
vessel of 360° obtained by an observer moving within sectors shall not exceed 20°. The clear sectors be-
the confines of the wheelhouse. tween blind sectors shall be at least 5°.
Chapter 11 Section 3 B Bridge Configuration I - Part 1
Page 3–2 GL 2012

However, in the view described in 1. each individual mum beam of the ship and the bridge crew can lean
blind sector shall not exceed 5°. over the side to have an unobstructed view.
The total arc of additional blind sectors between the
beam and 22.5° abaft the beam on either side should The requirement shall also be fulfilled when the sea
not exceed 10°, allowing a total of 30° within the surface at the lowest draught and a transverse distance
required total field of vision of 225°. A clear sector of of 500 mm and more from the maximum beam
at least 5° shall extend from 22.5° abaft the beam and throughout the ship’s length is visible from the side of
forward on either side of the ship. (see Fig. 3.4) the bridge wing (see Fig. 3.5).

8. Visibility shall not be obstructed by regular Ships of specific construction are exempted – see
container stowage above the line of visibility. Only MSC.1/Circ.1350.
blind sectors that cannot be avoided due to unusual
structure and size of the cargo units on deck and fixed 10. The view point to be used for calculation of
structures necessary for cargo handling or the opera- the required view and field of vision (see Fig. 3.1 and
tion of the ship may be included in the blind sector 3.2) shall be the workstation navigating / manoeuvring
limits allowed by SOLAS V/22 and 7. of this regula- which is 350 mm behind the radar screen and based on
tion. an eye height of 1800 mm (see Fig. 3.6).

9. The ship’s side should be visible from the

bridge wing. Bridge wings should be provided out to 11. For the ship borne radar equipment the re-
the maximum beam of the ship. quirements of the “Guidelines for the Installation of
Ship Borne Radar Equipment” (SN1/Circ.271) shall
This requirement is accomplished when the bridge apply. Special attention shall be paid on the radar
wings are extended up to 400 mm less than the maxi- visibility and the reduced blind sectors.

Sea surface

2 ship lengths or 500 m

(whichever is less)
Fig. 3.1 Forward view

22,5°

22,5°
22,5°

Fig. 3.2 Field of vision at navigating and Fig. 3.3 Field of vision from monitoring
manoeuvring workstation (exam- workstation (example for off-
ple for off-centre location on stb.- centre location on port-side)
side)
I - Part 1 Section 3 B Bridge Configuration Chapter 11
GL 2012 Page 3–3

= max. allowable sea

surface obscured
(Reg. V/22.1.1)

10° 5° 10°
= max. allowable
blind sectors
(Reg. V/22.1.2)

2 x LOA
or 500 m
5°

= forward
mi
n.

of the bow
°c5
lea

10°
rs
ect
or

90° 90°

r
10° rsecto
clea
. 5° Navigating and
min manoeuvring workstation 112
,5° (behind radar) ,5°
112

Fig. 3.4 Field of vision

Chapter 11 Section 3 C Bridge Configuration I - Part 1
Page 3–4 GL 2012

1.1 1.2

Max.
400 mm

Max.
500 mm
Minimum
draught

Fig. 3.5 Max. permitted blind sectors at the view of the ships side

C. Structural Arrangements 5. Windows especially those in front of the

navigating and manoeuvring workstations and the
monitoring workstations shall be as wide as possible.
1. Wheelhouse height
The divisions (plate strip) between front windows
The clear height between the bridge deck surface shall not exceed 150 mm, greater breadths up to
covering and the underside of the deck head beams 200 mm are acceptable if it is proved that this is nec-
shall be at least 2250 mm. The lower edge of deck essary for reasons of strength or to avoid vibrations.
head mounted equipment shall be at least 2100 mm If stiffeners are used, divisions shall not exceed
above the deck in open areas, passageways and at 100 mm in width and 120 mm in depth.
standing workstations.
6. All bridge windows through which the offi-
cer of the watch looks (225°) from the navigating and
2. Windows
manoeuvring workstation and the monitoring work-
The height of the lower edge of the front windows station shall be inclined from the vertical plane to
above the deck shall allow a forward view over the avoid reflections.
bow in accordance with B.1. for a person in a sitting
Bridge front windows shall be inclined from the
position at the workstation for navigating and ma-
vertical plane top out, at an angle of not less than 15°
noeuvring or monitoring and should not be more than
and not more than 25°.
1000 mm.
Bridge side windows shall be inclined from the verti-
3. The upper edge of the front windows shall cal plane top out, at an angle of not less than 5°. Win-
allow a forward view of the horizon for a person in a dows in the bridge wing doors may be arranged verti-
standing position with an eye height of 1800 mm at cally.
the navigating and manoeuvring workstation and the
monitoring workstation when the ship is pitching in Windows outside the 225° and aft facing windows
heavy seas (see Fig. 3.6). shall also be inclined not less than 5° if they may
cause reflections.
The minimum height of the upper edge of front win-
dows above the deck surface shall be 2000 mm. 7. The windows shall be of clear glass. The use
of polarized or tinted glass or unreasonable refraction
4. Framing between windows shall be kept to a is not permitted.
minimum and not be installed immediately forward
of any workstation. If stiffeners between windows are 8. It should be possible to watch the area in
to be covered, this shall not cause further obstructions front of the bridge superstructure from the wheel-
of the field of vision from any position inside the house. Therefore a close approach to at least one
wheelhouse. front window shall be possible.
I - Part 1 Section 3 D Bridge Configuration Chapter 11
GL 2012 Page 3–5

9. All bridge front windows shall be provided bulkhead and any consoles should preferably be at
with efficient cleaning, de-icing and de-misting de- least 1000 mm, but in no case less than 800 mm.
vices. In case of a totally enclosed bridge also the aft
facing windows and the side windows (except sliding 14. Chairs are to be provided for the navigating
windows) at the docking stations shall be provided and manoeuvring workstation as well as for the moni-
with such devices. toring workstation. They shall be capable of rotating
with the foot rest being arrested and adjustable in
The use of clear view screens (rotating windows) is height. Chairs shall be capable of being arrested on the
not required. However, if fitted, they shall not be in- floor and should also be capable of being moved clear
stalled in windows in front of any workstation. of the operating areas.
On windows in the front bulkhead, which are in line
with the view from the workstations, wipers may be
omitted (Fig. 3.7), unless required for the manual steer- D. Working Environment
ing workstation and/or the pilot's conning position .
1. Toilet facilities shall be provided on the
10. To ensure a clear view and to avoid reflec- bridge or within easy access of the navigating bridge
tions in bright sunshine, sunscreens with minimum deck primarily for those on duty.
colour distortion should be provided at all bridge win-
dows. Such screens should be readily removable and 2. Wheelhouse and bridge wing floors shall be
not permanently installed. on one level, without steps and should have a non-slip
surface.
11. Consoles within the required field of vision of
3. There should be no sharp edges, protuber-
the workstation for navigating and manoeuvring and the
ances, pillars, tripping hazards or other obstacles,
workstation for monitoring should not obstruct the hori-
which could cause injury to personnel.
zontal line of sight in seated position. The upper edge of
the consoles should not exceed 1200 mm (see Fig. 3.6). 4. Sufficient hand or grab rails shall be fitted to
enable personnel to move or stand safely in bad
12. If access ways are provided between different weather. Protection of stairway openings should be
workstation then these should in general have a clear given special consideration.
width of not less than 700 mm. The workstation oper-
ating area should be part of the workstation and not of 5. Red light should be used to maintain dark
the access way. adaption whenever possible in areas or on items of
equipment, other than the chart table, requiring illumi-
13. If there are any consoles or installations nation in the operational mode. This light should be
placed away from the bridge front bulkhead or if a variable from 0 to 20 lux and be provided at all work-
console is separated from other installations the dis- places.
tance to the front bulkhead or any other console
should be sufficient for two persons to pass each 6. The requirements and guidelines of MSC/
other. The distance of a passageway between the front Circ.982 for work environment are recommended.

min. 5° Standing
15° to 25° 350 mm

Sitting

Workstation behind
min. the radar
2000
1800

max. 1400
1200
max.
1000

Fig. 3.6 Minimum size of the bridge front window and visibility from the navigating and manoeuvring
workstation and monitoring workstation
Chapter 11 Section 3 Bridge Configuration I - Part 1
Page 3–6 GL 2012

ahead

wipers required (w)

w w w w w w

All front windows to be equipped with wipers.

wipers required (w)

w w w w
w

w
Wipers may be omitted on windows
at bulkhead in line with workstations.

Fig. 3.7 Requirements for cleaning devices (windows wipers)

I - Part 1 Section 4 C Bridge Equipment Chapter 11
GL 2012 Page 4–1

Section 4

Bridge Equipment

A. General 2.1 For Class Notation NAV-INS the following

tasks and control functions from the IMO performance
1. Ships shall be equipped in accordance with standard MSC.252(83) shall be provided:
SOLAS 1974, as amended, Chapter V, Regulation 19 – Collision avoidance
and 20.
– Route planning and -monitoring
2. With reference to SOLAS V 18.1 required – If a Track Control System (TCS) is installed it
navigational systems and equipment shall be of a type shall be of category C
approved by the Administration. Navigational systems
for Class Notation NAV-INS shall be of a type ap- – Central alert management (Module C)
proved by the administration according to the related
2.2 Alternatively the following systems, equip-
standards 1.
ment and functionalities shall be provided:
All electrical and electronic equipment on the bridge – If a Track Control System is installed, it shall
or in the vicinity of the bridge, where a type approval be of category C
is not required, shall be tested for electromagnetic
compatibility. – Sensor data management to collect and distri-
bute navigational and control data. Data shall be
3. Systems or equipment as listed in the GL checked for validity, plausibility and latency.
Rules for Electrical Installations (I-1-3), Section 21, E. – Consistent common reference system to ensure
shall be GL type tested. E.g. Steering gear control the consistency and integrity of data. A single
system. consistent common reference point shall be used
for all spatially related information. For consis-
tency of measured ranges and bearings, the rec-
ommended reference location should be the con-
B. System Requirements
ning position. Alternative reference locations
e.g. the pivot point for heading or track control
1. Class Notation NAV systems may be used.
Ships shall be fitted in addition to the carriage re- – Central alert management and alert transfer
quirements with a: system
– Second Electronic Position Fixing System – Central display for the indication of navigation
(EPFS – e.g. GPS, GLONASS, GALILEO, etc.) and control data (conning display).
– Central alert management system including
alarm transfer system
– ECDIS and back-up ECDIS C. Sensor Requirements
– Second gyro compass, ships of 10.000 GT and
upwards 1. The following sensors and functionalities shall
be provided independent from the carriage requirements:
– Heading control system (HCS)
– ARPA functionality shall be provided for all
– Second HCS or track control system (TCS), installed Radars on the bridge.
ships of 50.000 GT and upwards
– At least one Radar shall be capable to display parts
2. Class Notation NAV-INS of Electronic Navigation Charts and other vector
chart information to aid for navigation and posi-
In addition to the equipment required in 1. one of the tion monitoring. Alternatively at least one ECDIS
following alternatives applies: shall be capable to display a Radar overlay.
– Two gyro compasses to determine, display and
transmit heading information. (Applies to all
–––––––––––––– ships of 10.000 GT and upwards).
1 IMO Res.A.694(17), IMO Res. MSC.191(79), IMO Res.
MSC.252(83), IEC 60945, IEC 61162 Series, IEC 61924-2, – Speed and distance measurement equipment
IEC 62288 (SDME) to determine, display and transmit the
Chapter 11 Section 4 C Bridge Equipment I - Part 1
Page 4–2 GL 2012

4. The following back-up and fall-back ar-

speed and distance through the water and the
rangements shall be observed:
speed and distance over ground information
(SDME for ships of 10.000 GT and more),
Table 4.1 Back-up and fall-back arrangements
– At least one of the EPFS shall be a DGPS or
Sensor Data Back-up Fall-back
other GNSS receiver with the same or better ac-
curacy and availability. Gyro Heading Gyro 2Magnetic
compass
– Anemometer to indicate the relative and true
wind speed and direction information. EPFS Position, EPFS 2 Dead
Time, Date reckoning
2. A loss or a failure of one sensor shall not and radar
keep in a loss of the redundant sensor or fall-back bearing
arrangement. SDME Speed SDME (BT) EPFS
(WT)
3. A bidirectional alert interface shall be pro- Echo Depth ECDIS
vided by each required sensor to indicate any required sounder and/or
alert on an external central alert management system. Paper Chart
Each sensor shall have the capability for an immediate RADAR RADAR 2 AIS
remote acknowledgement, except category A alerts,
and temporarily silence from an external alert man- Data Data
agement system. interface interface 2

Bridge
Workstations

A60 protected

Data interface VDR Data interface VDR

AIS
EPFS 1

Gyro 1

SDME (WT)

EPFS 2

Gyro 2

SDME (BT)

Echo sounder
Anemometer
NAVTEX
Inclinometer
...

Electronic room 1 Electronic room 2

or Bridge

Fig. 4.1 Example for a sensor configuration

I - Part 1 Section 4 D Bridge Equipment Chapter 11
GL 2012 Page 4–3

D. Arrangement of Equipment 1.18 The following indication and equipment

shall be provided near the navigating and manoeu-
vring workstation within the perception area of the
1. Navigating and manoeuvring workstation officer of the watch. It can be achieved by stand
The following tasks and control functions shall be alone instruments in the conning or bridge console or
accessible and within the reach of the officer of the by a centralized multifunction display which is rec-
watch from his bridge chair (see Section 1, Fig. 1.1): ommended.
– Gyro compass heading
1.1 9 GHz ARPA radar with operation controls
– Rate-of-turn, if available
The 9 GHz radar shall be inter switchable with the 3 – Rudder angle
GHz radar at the monitoring workstation and shall be
supported by an UPS. – Propeller revolutions
– Pitch, if a pitch propeller if fitted
1.2 ECDIS with operation controls and radar
overlay – Thrust force and direction
– Speed
1.3 Heading and track control system with man-
(longitudinal and lateral for ships of 10.000 GT
ual override
and more)
1.4 Control of main engine(s), incl. emergency – Water depth
manoeuvre and emergency stop – Position
1.5 Control of thruster(s) – Time
– Wind direction and speed
1.6 Steering mode selector switch for steering
gear – Sound reception device, if totally enclosed
bridge
1.7 Rudder pump selector switch for steering gear – NAVTEX, if without printer

1.8 Intercom to docking workstations (if the The following indication and equipment (items 1.19 -
distance is greater than 10 m) 1.24) shall be provided within the perception area of
the officer of the watch from his bridge chair:
1.9 Call system for master and navigation offi-
cers (telephone / internal communication system) 1.19 Whistle automatic control system

1.10 VHF equipment including GMDSS distress 1.20 Navigation- and signal light controller
alarm management (external communication)
1.21 Emergency stop of installations to be
1.11 Automatic Identification System (AIS) ter- stopped in case of fire (air condition, ventilation and
minal, if it’s a stand alone system refrigerating installation)

If the AIS information is shown in the radar or 1.22 Remote control and monitoring of watertight
ECDIS it may be positioned within the perception doors, external openings and fire doors (open/closed),
area of the officer of the watch. if available

1.12 Control of whistle and manoeuvring light 1.23 Remote control of emergency fire pump

1.13 Acknowledge push button for watch alarm 1.24 Anti-rolling device, if available
system (BNWAS)
2. Monitoring workstation
1.14 Control of centralized alert management
system The following tasks and control functions shall be
accessible and within the reach of the monitoring
1.15 Control of general alarm officer from his bridge chair (see Section 1, Fig. 1.1):

1.16 Control of window wipers in front of work- 2.1 ARPA radar with operation controls
station The 3 GHz radar shall be inter switchable with the 9
GHz radar at the navigating and manoeuvring work-
1.17 Control of console lighting station.
Chapter 11 Section 4 D Bridge Equipment I - Part 1
Page 4–4 GL 2012

2.2 Control of whistle and manoeuvring light 3.4 Dimmer for indicators listed in 3.5.

2.3 Acknowledge push button for watch alarm 3.5 The following indicators shall at least be
system (BNWAS) provided within the perception area of the helmsman:

2.4 Control of window wipers in front of work- – Rudder angle

station
– Gyro compass heading
2.5 Intercom to docking workstations (if the
distance is greater than 10 m) – Magnetic compass heading

2.6 Call system for master and navigation offi- – Rate-of-turn, if available
cers (telephone / internal communication system)
4. Docking workstation
2.7 VHF equipment (external communication)
The following equipment shall at least be provided
2.8 The following indication and equipment within the reach of the operating officer:
shall be provided within the perception area of the
monitoring workstation: 4.1 Control of main engine(s)
– Gyro compass heading
4.2 Control of thruster(s)
– Rate-of-turn, if available
– Rudder angle 4.3 Control of rudder(s)
– Propeller revolutions
4.4 Control of whistle and manoeuvring light
– Pitch if a pitch propeller is fitted
– Thrust force and direction 4.5 Intercom to workstations for navigating /
– Speed manoeuvring, monitoring, manual steering.

(longitudinal and lateral for ships of 10.000 GT 4.6 Acknowledge push button for watch alarm
and more) system (BNWAS)
– Water depth
4.7 If the ship has a totally enclosed bridge:
– Time
control of window wipers in front and aft of work-
– Wind direction and speed station
– Sound reception device, if totally enclosed The following indication shall be provided within the
bridge docking workstation:
Equipment or indication mentioned under paras. 2.2
to 2.8 and which is required at more than one work- – Rudder angle
station, shall be arranged so that it can be easily
reached respectively observed from all relevant work- – Propeller revolutions
stations. If this is not achievable such equipment or
indicators/displays shall be duplicated. – Pitch, if a pitch propeller is fitted

– Thruster speed
2.9 Central alert management system
– Gyro compass heading
3. Manual steering workstation
– Rate-of-turn, if available
The following equipment shall at least be provided
within the reach of the helmsman:
– Speed
3.1 Steering wheel or other means of controlling (longitudinal and lateral for ships of 10.000 GT
the heading of the ship manually and more)

3.2 Control of window wiper in front of work- – Wind direction and speed if totally enclosed
station bridge

3.3 Intercom to docking workstations (if the A conning display or multi function display may be
distance is greater than 10 m) used and is recommended.
I - Part 1 Section 4 F Bridge Equipment Chapter 11
GL 2012 Page 4–5

5. General bridge equipment within wheel- 4. A Bridge Navigational Watch Alarm System
house (BNWAS) including alarm transfer system shall be
provided for the following unacknowledged alerts:
5.1 Main control unit of BNWAS – Failure HCS
5.2 Control of window washing and heating – Sensor failure, wheel over line and cross track
system failure TCS
– System failure gyro compass
5.3 Control of wheelhouse air-conditioning
– Loss of position EPFS
5.4 Main control unit of whistle – System failure SDME
– Depth alarm from Echo sounder
6. INS tasks and functions
– Aggregated steering gear alarm
6.1 Collision avoidance Radar ARPA, AIS
– Imminent slow-down or shut-down of propul-
sion system
6.2 Route planning, route monitoring ECDIS,
echo sounder – Failure / loss of navigation lights

6.3 Navigation control data or navigation status

and data display HCS, TCS, EPFS, SDME, Gyro F. Power Supply
compass
1. The radio and navigational equipment and
systems shall be directly supplied from both the main
E. Central Alert Management System source of electrical power and the emergency source
of electrical power with automated changeover by
separate power supply circuits with provision to pre-
1. A centralized alert management system clude inadvertent shut-down, and
according to module C of MSC.252(83) (Perform-
ance Standards for Integrated Navigation Systems) or 2. In addition to the following equipment / sys-
MSC.302(87) (Performance Standard for Bridge tems should be supplied from a transitional source of
Alert Management) shall be provided. electrical power for a duration of not less than 45 s:

2. The general requirements from the IMO – one 9GHz (X-Band) Radar including trans-
Resolution MSC.1021(26) (Code on Alerts and Indi- ceiver and antenna
cators) has to be observed. – Gyro compass systems
– EPFSs
3. The classification of alerts shall be in com-
pliance with MSC.252(83) Table 2. It shall be possi- – ECDIS
ble to acknowledge all alarms and warnings by a
single operator action, except for category A (danger – SDME
of collision or danger of grounding). A temporarily – Echo sounder
silence of an audible alert should be possible for all
alerts. – Sensor management