DNVGL RU SHIP Pt6Ch10

RULES FOR CLASSIFICATION
Ships
Edition October 2015
Amended January 2016
Part 6 Additional class notations

Chapter 10 Naval
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CHANGES – CURRENT
Part 6 Chapter 10 Changes - current

This is a new document.
The rules enter into force 1 January 2016.
Amendments January 2016
• General
— Only editorial corrections have been made.
Editorial corrections
In addition to the above stated changes, editorial corrections may have been made.
Rules for classification: Ships — DNVGL-RU-SHIP-Pt6Ch10. Edition October 2015, amended January 2016 Page 3
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Part 6 Chapter 10 Contents
CONTENTS
Changes – current.................................................................................................. 3
Section 1 Safety of navigation for naval vessels - NAUT(Navy).............................. 5

1 General................................................................................................ 5
1.1 Introduction................................................................................... 5
1.2 Scope..............................................................................................5
1.3 Application....................................................................................... 5
1.4 Structure of the rules....................................................................... 5
1.5 General........................................................................................... 6
1.6 Definitions....................................................................................... 6
1.7 Documentation................................................................................. 8
1.8 Tests and trials................................................................................ 9
1.9 Exemptions and equivalents...............................................................9
1.10 References..................................................................................... 9
2 Design of workplace.......................................................................... 10
2.1 General..........................................................................................10
2.2 Bridge and workstation arrangement................................................. 10
2.3 Bridge configuration........................................................................ 15
2.4 Requirements specific for SOLAS vessels........................................... 19
2.5 Requirements specific for HSC code vessels....................................... 27
3 Bridge working environment............................................................. 28
3.1 Requirements for bridge working environment.................................... 28
4 Carriage requirements for navigational systems and equipment........30
4.1 General..........................................................................................30
4.2 Carriage requirements..................................................................... 33
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SECTION 1 SAFETY OF NAVIGATION FOR NAVAL VESSELS -
Part 6 Chapter 10 Section 1

NAUT(NAVY)
1 General
1.1 Introduction
The additional class notation NAUT(Navy) applies to naval vessels concerning safety of navigation, which
includes bridge design, design and arrangement of navigational systems and equipment, and bridge
procedures, adapted for naval vessels.
1.2 Scope
The scope of additional class notation NAUT(Navy) adds a level of safety related to bridge design,
including design and arrangement of navigational equipment and systems. The rules in this section provide
requirements and guidelines for compliance with the principles and aims of SOLAS Ch. V - "Safety of
Navigation", the HSC Code Ch.13 - "Shipborne Navigational systems and equipment and voyage data
recorders", and HSC Code Ch. 15 - "Operating compartment layout". The aim of SOLAS Ch. V Regulation
15, regarding principles related to bridge design, design and arrangement of navigational systems and
equipment and bridge procedures have, as far as practicable for naval vessels, been applied as recommended
in IMO MSC/Circ.982.
1.3 Application
Unless expressly provided otherwise, the rules in this section applies to those vessels, assigned class notation
NAUT(Navy), hereinafter collectively referred to as 'naval vessels', on all voyages, except:
— vessels of less than 24 meters in length (length over all (LOA))
— submarines.
Special requirements for naval vessels built to fulfil SOLAS requirements are detailed in [2.4]. Special
requirements for naval vessels built to fulfil HSC Code requirements are detailed in [2.5]. All other
requirements are applicable to all naval vessels. Naval vessels may be assigned the additional class notation
NAUT(Navy), when the relevant requirements in this section have been complied with.
1.4 Structure of the rules

The rules are structured to:
— establish functional requirements to the greatest possible extent,
— give guidance as to how requirements which are expressed in terms of functional criteria can be met by
technical solutions.
A functional requirement is as far as possible expressed without entering quantification. The functional
requirements have a principle status and will only be adjusted if the functions to be carried out on the bridge
are altered.
A Guidance note, as far as possible, quantifies approvable solutions, but does not exclude the application
of alternative solutions provided the functional requirements are met. A Guidance note will be amended
whenever technical development or operational experience forms the basis for better options.
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1.5 General
For the application of these rules, wherever the term administration is quoted, this shall be read as the naval
administration. Wherever the Society is quoted, this shall be read as the classification Society.
Navigational equipment installed, not necessarily required by the rules, that may have an impact on safety of
main functions as listed in Pt.1 Ch.1 Sec.1 [1.2] shall be certified in accordance with the requirements of Pt.4
Ch.9.
Early involvement in the bridge design phase is of great importance for the classification work. After a client
has requested class, efforts should be made to establish contact between the client's bridge design team
and the classification team. Preliminary sketches giving a bridge design overview should be forwarded to the
relevant approval centre for comments at the earliest possible stage of design phase.
1.6 Definitions
For the purpose of these rules the definitions in Table 1 applies.
Table 1 Definitions
Term Definition
When malfunction of technical systems requires operation of backup systems on the bridge,
Abnormal operating
or when it occurs during an irregular operating condition, or when the officer of the watch
conditions
becomes unfit to perform his duties and has not yet been replaced by another qualified officer.
Accept Action for silencing of audible alarm and bringing visual alarm to steady state.
Functions related to vessel operations which shall be carried out on the bridge in addition to
primary functions, but not necessarily by the watch officer. Examples of such functions are:
— extended communication functions
Additional bridge
— monitoring and control of sensors and weapon systems
functions
— monitoring and control of ballasting and cargo operations (e.g. replenishment at sea)
— monitoring and control of machinery
— monitoring and control of domestic systems.
An alarm or alarm system, which announces by audible and visual means a condition requiring
Alarm
attention.
The area from which the navigation and control of the vessel is exercised, including the
Bridge
wheelhouse and bridge wings.
Bridge functions Functions comprising tasks related to operation of the vessel and carried out on the bridge.
Designated persons from the vessel’s crew, and the pilot if on board, taking actively part in the
Bridge team
safe navigation, manoeuvring and operation of the vessel.
Those parts of the bridge on both sides of the vessel’s wheelhouse which, in general, extend to
Bridge wings
the vessel’s side.
Cancel Manual stopping of a visual alarm after the cause has been eliminated.
Close to Within functional reach (inside the wheelhouse).
Collision avoidance Detection and plotting of other vessels and moving objects; determination and execution of
functions course and speed deviations to avoid collision.
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Term Definition

View without obstructions which could interfere with the navigator’s ability to perform his main
Commanding view tasks, covering at least the field of vision required for safe performance of collision avoidance
functions (225°).
Place in the wheelhouse with a commanding view, providing the necessary information for
Conning station or
command and control and which is used by navigators, including pilots, when monitoring and
position
directing the vessel’s movements.
Loss of propulsion and/or steering, or when the vessel is not seaworthy due to other reasons
Distress situations
(situation prior to abandon ship situation).
Docking Manoeuvring the vessel alongside a berth while controlling mooring operations.
When incidents seriously affect internal operating conditions of the vessel and the ability to
Emergency situations
maintain safe course and speed (fire, vessel system technical failure, structural damage).
Irregular operating
When external conditions cause excessive workload for the navigator.
conditions
Operation of steering systems and propulsion machinery as required to move the vessel into
Manoeuvring
predetermined directions, positions or tracks.
Act of constantly checking information from instrument displays and environment in order to
Monitoring
detect any irregularities.
Area of a wheelhouse or enclosed bridge allocated navigating functions and control of the
Navigating bridge vessel, and which includes any additional bridge workstation to be used by the officer of the
watch.
Planning of the vessel’s route and determination of position and course of the vessel, execution
Navigation
of course alterations and speed changes.
When all shipboard systems and equipment related to primary bridge functions operate
Normal operating
within design limits, and weather conditions or traffic do not cause excessive workload for the
conditions
navigator.
Functions related to determination, execution and maintenance of safe course, speed and
position of the vessel in relation to the waters, traffic and weather conditions.
Such functions are:
— route planning functions
— navigation functions
Primary bridge — collision avoidance functions
functions — manoeuvring functions
— docking functions
— monitoring of safety systems
— external and internal communication related to safety in bridge operations including distress
situations
— pilotage functions.
Pre-determination of course lines, radius turns and speed in relation to the waters to be
Route planning
navigated.
A bridge without open bridge wings, meaning that bridge wings form an integral part of an
Totally enclosed bridge
enclosed wheelhouse.
Wheelhouse Enclosed area of the bridge.
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Term Definition

A workplace at which one or several tasks constituting a particular activity are carried out, and
Workstation
which provides the information and equipment required for safe performance of the tasks.
A workstation facilitating equipment and a commanding view for observation of the vessel’s
Workstation for heading and speed, the waters and traffic, incorporating means as required for positioning
monitoring of the vessel, and if located close to the front windows may serve as conning station for the
master and a pilot carrying out control and advisory functions.
Workstation for A workstation with commanding view used by navigators whencarrying out navigation, route
navigating and monitoring, traffic surveillance and manoeuvring functions, and which enables monitoring of
manoeuvring the safety state of the vessel.
Workstation for radio A workplace for operation and control of equipment for Global Maritime Distress and Safety
communication System (GMDSS), and shipboard communication for vessel operations.
Workstation for safety A workplace dedicated organisation and control of internal emergency and distress operations,
operations and which provides easy access to information related to the safety state of the vessel.
1.6.1 For general requirements for documentation, including definition of the info codes, see Pt.1 Ch.3 Sec.2.
1.6.2 For a full definition of the documentation types, see Pt.1 Ch.3 Sec.3.
1.7 Documentation
Documentation shall be submitted as required by Table 2.
Table 2 Documentation requirements
Object Documentation type Additional description Information
N011 – Bridge design

AP
drawing
N021 – Vertical field of

AP
vision drawing, extended
N031 – Horizontal field of

AP
vision drawing, extended
N040 – Nautical
Navigation bridge workstation arrangement AP
plan
N050 – Navigation
bridge windows framing AP
arrangement plan
Window wipers, fresh water wash, sun-screens

Z030 – Arrangement plan and de-misting/de-icing system (heating) on the AP
bridge windows.
Z090 – Equipment list AP
Navigation Z253 – Test procedure for Specifying the test procedure and check items for
AP
systems quay and sea trial all the navigational equipment.
Z161 - Operation manual FI, R
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Object Documentation type Additional description Information

Z162 - Installation manual FI, R
Bridge alarm
management Including a flow diagram for the total system
I020 – Control system
and navigational configuration and descriptions of the watch AP
functional description
watch alarm monitoring and alarm systems.
systems
Steering control
I020 - Functional
and monitoring Steering mode selection. AP
description
system
Navigation bridge Red and white lighting in wheelhouse and all

Z030 – Arrangement plan AP
lights adjacent corridors, stairways and rooms.
Ventilation
Z030 – Arrangement plan For wheelhouse, including capacity specification. AP
systems
AP=For approval; FI=For information ACO=As carried out; L=Local handling; R=On request; TA=Covered by type
approval; VS=Vessel specific
1.8 Tests and trials

1.8.1 The program for on board testing of the bridge equipment and systems required to be carried (see
Documentation type Z253 in Table 2), as well as additional navigation equipment installed, shall be submitted
for approval at the earliest possible stage before sea trials.
1.8.2 Equipment and systems shall be subject to the tests required to ascertain that all controls, indicators,
displays, etc., operate in accordance with their specifications and meet applicable requirements [4].
1.8.3 Failure conditions shall be simulated as realistically as possible on equipment and systems.
1.9 Exemptions and equivalents

The Society may grant individual vessels exemptions or equivalents of a partial or conditional nature, when
any such vessel is engaged on a voyage where the maximum distance of the vessel from the shore, the
length and nature of the voyage, the absence of general navigation hazards, and other conditions affecting
safety are such as to render the full application of this chapter unreasonably or unnecessary. This on the
condition that the naval administration has taken into account and can document the effect such exemptions
and equivalents may have upon the safety of the vessel and of all other vessels.
1.10 References
— The International Convention for the Safety of Life at Sea (SOLAS), Chapter V (Safety of Navigation)
— The International Code of Safety for High-Speed Craft (HSC Code) Chapter 13 (Shipborne navigational
systems and equipment and voyage data recorders) and Chapter 15 (Operating compartment layout)
— IMO MSC/Circ.982 (Guidelines on ergonomic criteria for bridge equipment and layout) as amended.
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2 Design of workplace
2.1 General
2.1.1 General requirements
2.1.1.1 The design and layout of the bridge from which the crew operate the vessel shall be such as to
permit bridge team members to perform their duties in a correct manner without unreasonable difficulty,
fatigue or distraction, and to minimize the likelihood of injury to the crew in both normal and emergency
operating conditions.
2.2 Bridge and workstation arrangement

2.2.1.1 Navigation, communications and other functions essential to the safe operation of the vessel,
its engines and systems shall be the main tasks performed from the vessel's navigating bridge. The
configuration of workstations and consoles shall provide a workplace for rational and user-friendly location of
equipment, with the aim of:
— facilitating the tasks to be performed by the bridge team in making full appraisal of the situation and in
navigating the vessel safely under all operational conditions
— promoting effective and safe bridge resource management
— enabling the bridge team to have convenient and continuous access to essential information
— allowing for expeditious, continuous and effective information processing and decision making by the
bridge team
— preventing or minimizing excessive or unnecessary work and any condition or distraction on the bridge
which may cause fatigue or interfere with the vigilance of the bridge team.
Functions related to naval and military operations, e.g. the operation of weapons and weapon systems, shall
not be in conflict with the safe performance of the main tasks listed above, if performed from the navigating
bridge.
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2.2.1.2 A functional workstation designed in accordance with the established overall operational and

ergonomic requirements shall provide:
— a sufficient area for performance of the tasks to be carried out by the number of people that may be
required to attend
— consoles designed for operations at specific workplaces in standing and seated position
— equipment to be installed within reach (see Figure 1) from the working position
— clear view through bridge windows without obstructions from seated position
— chairs based on applied ergonomics for efficient use of installed equipment and maintenance of field of
vision at workstations where chairs are required.
Guidance note:
Figure 1 Within reach
Within reach from a seated position is defined as within 1 000 mm and within 800 mm for frequently used equipment.
Within reach from a standing position is defined as within 800 mm in the forward direction and within 1 400 mm in sideways directions.
---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e---
2.2.1.3 All information, controls, facilities and field of vision required to carry out each of the tasks safely and
efficiently shall be provided at the corresponding workstations.
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2.2.2 Arrangement of navigational systems and equipment

2.2.2.1 Instruments, instrument panels and controls shall be permanently mounted in consoles or other
appropriate places, taking into account operation, maintenance and environmental conditions. However, this
shall not prevent the use of new control or display techniques, provided the facilities offered are not inferior
to recognized standards.
2.2.2.2 All instruments shall be logically grouped according to their functions. In order to reduce the risk of
confusion to a minimum, instruments shall not be rationalized by sharing functions or by inter-switching.
2.2.2.3 Instruments required for use by any member of the bridge team shall be plainly visible and easily
read:
— with minimum practicable deviation from his normal sitting position and line of vision; and
— with the minimum risk of confusion under all likely operating conditions.
2.2.2.4 Instruments essential for the safe operation of the vessel shall be clearly marked with any limitation
if this information is not otherwise clearly presented to the navigators.
2.2.2.5 Instruments and displays providing visual information to more than one person shall be located for
easy viewing by all users concurrently. If this is not possible, the instrument or display shall be duplicated.
2.2.3 Console configuration
2.2.3.1 Consoles shall principally be divided into two areas:

— a vertical (slanting) part for location of information displays to be easily readable (see Figure 2)
— a horizontal part (desktop) for controls, switches and buttons to be within easy reach from the working
position.
Guidance note:
Figure 2 Easily readable
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2.2.3.2 The height of console desktops at the workplaces for navigation, manoeuvring, traffic surveillance

and monitoring shall enable easy use of equipment required for safe performance of the tasks to be
performed from both standing and sitting position, see Figure 3.
Guidance note:
To provide a functional reach from standing position, the height of console desktops above bridge deck surface should be 800 mm
and not less than 750 mm. The sitting height is governed by the elbow height in relation to console desktop.
To provide a functional reach of equipment and easy operation of controls from sitting position, the elbow height of the operator
should preferably be 50 mm higher than the console desktop and not less than the height of the desktop.
To provide the elbow height required for persons of different size and build in relation to the console desktop, it should be possible
to adjust the height of the seat. It should be possible to adjust chair armrests accordingly, if installed, and to fold the armrests
away, ref. [2.2.4.1].
Figure 3 The console in front of a seated working position shall provide sufficient leg room
The leg room (L) should have a depth of 450 mm and not less than required for a person sitting at a working position 350 mm from
the console (chair backrest 440 mm from the edge of the console, requiring a leg room depth of at least 230 mm.)
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2.2.3.3 The top of the consoles forming the front workstations shall not be higher than required for efficient

use in standing position and shall not obstruct the field of vision over the lower edge windows in front of the
workstation from sitting position, see Figure 4.
Guidance note:
The console height above the deck surface should not exceed 1 200 mm. This console height may be accepted for installation at a
distance of 350 mm or more from the window, also if it interferes with the line of sight from an eye height of 1 400 mm, providing
the height of the chair can be adjusted to compensate for the interference.
Figure 4 Console height
Guidance note:
See Figure 6 for eye heights at standing position.
2.2.3.4 Consoles within the required field of vision aft of the front workstation consoles shall not obstruct the
horizontal line of sight from the sitting eye height.
Guidance note:
The height of the consoles should be 100 mm lower than the horizontal line of sight from a seated position and should not exceed 1 300
mm. If printers, or other equipment, are installed on top of the console, the total height should not exceed the prescribed 1 300 mm.
2.2.4 Chairs
2.2.4.1 When a chair is installed at a workplace for operations in both standing and seated position, it shall
be fastened to rails allowing movement of the seat to enable easy reach of equipment when seated and
sufficient room to stand in front of the console when the chair is pushed back/aside. It shall be possible
to adjust the height of the seat to suit users of different heights for optimum view and reaching distance.
Armrests, if provided, shall be of fold away type and preferably adjustable in height.
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Guidance note:

The seat height of the chair should be adjustable from 550 to 670 mm above the deck surface. A movement in fore-aft direction
should allow the front edge of the seat to be positioned at the edge of the front console and to allow a free space of at least 700
mm between the chair and console when moved in aft direction. Armrests should preferably be adjustable from 185 and 295 mm
above the seat if installed.
2.2.5 Additional workstations
2.2.5.1 Workstations for additional functions which shall be used by the watch officer, shall provide the field
of vision required to maintain efficient look-out (see [2.4.3] for vessel built to fulfil SOLAS requirements and
[2.5.3] for vessels built to fulfil HSC Code requirements) and enable monitoring of the vessel’s heading and
rudder angle.
2.2.5.2 The location of a workstation for additional functions regarded essential for safe operation of
the vessel and to be used by other personnel than the watch officer shall not in any way influence the
performance of primary bridge functions.
2.2.5.3 Workstations for additional functions not essential to the safe operation of the vessel, its engines,
weapons and sensors, or furniture arranged for meetings or relaxation inside the wheelhouse shall not be
installed within the area of the navigating bridge or within field of vision outside this area, which are required
for traffic surveillance from workstations. If such workstation or furniture arrangement is installed close to
these areas, the use of it shall not in any way influence the performance of primary bridge functions, either
by use of light, noise disturbance or visual distraction. Ref. IMO Res. A.708(17).
2.3 Bridge configuration

2.3.1.1 On vessels of unconventional design which, in the opinion of the administration, cannot comply with
this sub-section, arrangements shall be provided to achieve a level of visibility that is as near as practical to
that prescribed.
Guidance note:
A vessel of a special design, dictated by the special purpose and function of the vessel, may be regarded as a “vessel of unconventional
design” (e.g. stealth vessels). The Society will take into consideration the special nature of the vessel, its service and trade when
evaluating the effects an exemption may have upon the safe navigation of the vessel, the safety of all other vessels and the
environment.
2.3.2 Field of vision
2.3.2.1 It shall be possible to observe all objects of interest for the navigation such as ships and lighthouses,
in any direction by providing a horizontal field of vision to the horizon of 360° within the confines of the
bridge.
Guidance note:
It should be possible to obtain the view of 360° from the bridge by using not more than two positions, one on each side of the
workstation for navigating and manoeuvring.
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2.3.2.2 When practicable and where it is considered necessary by the Society, the field of vision from the

workstation for navigating and manoeuvring shall permit the navigators from this position to utilize leading
marks astern of the vessel for track monitoring.
Guidance note:
The horizontal field of vision from the workstation for navigating and manoeuvring should extend over an arc from dead astern to at
least 5° on each side. No blind sectors should occur within the required field of vision higher than 1 200 mm above the bridge deck
surface. An adequate optical device or camera may be accepted for the purpose of achieving the required field of vision astern.
2.3.2.3 The workstation for navigating and manoeuvring and the main conning position shall provide a field
of vision enabling maintenance of visual traffic surveillance, extending over a forward arc of not less than
225°, that it is from right ahead to 22.5° abaft the beam on either side. See Figure 5.
Figure 5 Field of vision from the workstation for navigating and manoeuvring and the main
conning position
Guidance note:
All workstations to be used by the officer of the watch should provide a forward field of vision of 225°, see Figure 5. A blind sector
covering the view abaft the beam on port side may be accepted for workstations to be used infrequently by the watch officer for
short periods at a time and for workstations to be used by assisting officers.
2.3.2.4 Workstations for monitoring, navigating and manoeuvring shall provide the required field of vision
from a seated working position and shall not be located directly behind large masts, cranes etc. which
obstruct the view right ahead from the workstation.
2.3.2.5 The lower and upper edge of windows shall not present an obstruction to the view forward of the
bow seen from a seated as well as a standing position at the workstations for monitoring, navigating and
manoeuvring.
Guidance note:
The height of the lower edge of windows above the floor surface should not exceed 1 000 mm within the required field of vision and
the height of the upper edge should be at least 2 000 mm.
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2.3.2.6 The upper edge of the front windows shall allow a forward view of the horizon for a person with a

height of eye of 1 800 mm at the navigating and manoeuvring workstation when the vessel is pitching in
heavy seas. If 1 800 mm height of eye is considered unreasonable and impractical, a reduction of the height
may be accepted, but not to less than 1 600 mm.
Guidance note:
A vertical angle of view of not less than 5° above a horizontal line from a standing eye height of 1 750 mm should be provided
according to Figure 6.
Figure 6 Eye heights at standing position
With front windows at an angle of 15°, a vertical angle of view of 5° from an eye height of 1 750 mm may be provided at a distance of
2 600 mm from the front bulkhead, allowing for a passageway of 1 000 mm in front of workstation consoles. As a point of reference,
th
the standing eye height of a 95 percentile Northern European or North American male is approximately 1 750 mm and stature of
th
the same 95 percentile is approximately 1 860 mm.
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2.3.3 Blind sectors

2.3.3.1 Blind sectors caused by deck equipment, weapon systems, divisions between windows and other
obstructions appearing in the required field of vision of 225°, shall be as few and as small as possible, and
in no way hamper a safe lookout from the workstations for navigating and manoeuvring and monitoring. The
total arc of blind sectors within this field of vision shall not exceed 30°.
Guidance note:
To help reducing the size of internal blind sectors caused by bridge wing bulwarks and divisions between windows in bridge wing
bulkheads, such bulwarks and bulkheads should be located in a line of sight seen from the working position at the front workstations.
See Figure 7 and Figure 12.
Figure 7 Front bulkhead of bridge wing in line of sight from the workstation
2.3.3.2 Over an arc from dead ahead to at least 10° on each side of the bow, the total blind sector shall not
exceed 5°. Elsewhere, each individual blind sector within the required field of vision shall not exceed 10°.
2.3.3.3 The clear sector between two blind sectors shall be at least 5° and not less than the size of the
broadest blind sector on either side of the clear sector.
Guidance note:
In order to comply with the requirements to field of vision from the main workstations in [2.2.3.3] (Figure 5), requiring a field of
vision of 225° and not less than 22.5° abaft the beam, a clear sector should extend from 22.5° abaft the beam and forward on
either side of the vessel.
2.3.4 Clear view through windows
2.3.4.1 Windows shall meet the following requirements:

1) Bridge windows shall be angled to reduce unwanted reflections.
Guidance note:
To help avoid reflections, the bridge front windows should be inclined from the vertical plane top out, at an angle of not less
than 10° and not more than 25°. The rear and side windows should be inclined from the vertical plane top out, at an angle
of 4°~5° to help avoid reflections.
Vessels of unconventional design (see [2.3.1.1]), e.g. Stealth vessels, that, according to the administration, is not suitable
to be fitted with angled windows might be exempted from this requirement if the arrangement of light sources meets the
requirements of [3.1.5.5], and also all other unwanted reflections, such as sun reflection on navigational displays, are avoided
without inclination of the windows.
2) Divisions between windows shall be kept to a minimum and not be placed in front of any workstation,
for example the radars. If stiffeners between windows shall be covered, this shall not cause further
obstruction of the field of vision from any position inside the wheelhouse.
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Guidance note:

The division between windowpanes, especially within the required field of vision, should not exceed 150 mm. If stiffeners are
used, divisions should not exceed 100 mm in width and 120 mm in depth. The width of windowpanes within the field of vision
required for traffic surveillance should not be less than 1 200 mm in order to limit the number of stiffeners.
3) Polarized and tinted windows shall not be fitted.
4) To enable visual observations through windows to be maintained under all weather conditions, all
windows within the required field of vision from the working position at workstations to be used by
bridge personnel, including pilots, shall provide a clear view regardless of weather conditions.
Guidance note:
The following means should be installed to provide a clear view through windows:
— sun-screens of roller blind type

— heavy duty blade type wipers and fresh water window washing
— efficient de-icing and de-misting systems.
Technical systems installed should comply with ISO 17899 Marine electric window wipers.
A catwalk or other means to help maintenance of window wipers and manual cleaning of bridge front windows should be provided.
2.3.4.2 The windows shall be made of material which will not break into dangerous fragments if fractured.
2.4 Requirements specific for SOLAS vessels

2.4.1 General
2.4.1.1 This sub section gives specific requirements for naval vessels to demonstrate a safety level for Safety
of Navigation according to The International Convention for the Safety of Life at Sea (SOLAS), Chapter V
(Safety of Navigation) as amended.
2.4.2 Bridge configuration
2.4.2.1 Workstations for performance of primary bridge functions including conning position for pilotage shall
be provided for:
— navigating and manoeuvring (and traffic surveillance)
— monitoring
— manual steering
— docking (preferably on bridge wings when practical)
— planning (of voyage, routes, vessel operations)
— safety (monitoring and emergency operations)
— communication (internal and external)
— conning (pilot), see also Guidance note of [2.4.3.5].
Guidance note:
The workstation for monitoring may be combined with:
— a workplace for navigation (route monitoring /position-fixing) when the workstation for navigating and manoeuvring provides
individual workplaces for traffic surveillance and navigation (chart work)
— a backup workstation for navigation and a conning position, enabling navigation, traffic surveillance and manoeuvring at one
workplace.
The workstation(s) for docking may be combined with the workstation(s) for navigating and manoeuvring and traffic surveillance.
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2.4.2.2 Additional workstations may be arranged for performance of other functions than those related to

primary bridge functions when relevant.
Guidance note:
The main types of additional bridge workstations may be divided into three distinct categories based on purpose and functions and
whether they should be operated by the watch officer or not: A and B.
a) Workstations for functions regarded essential to the safe operation of the vessel, its engines and systems:
1) to be monitored and controlled by the watch officer

2) to be used by other personnel than the watch officer.
b) Workstations for functions not regarded essential to safe operation of the vessel and to be used by other personnel than the
watch officer, but located on the bridge for practical reasons.
The type of tasks to be performed at the individual workstation and the operating procedures employed may conclude whether a
workstation of category A should be of type a) or b). Workstations of category A, type a) are not supposed to include tasks that
may prevent the officer in charge of primary bridge functions to leave a workstation for additional functions instantly at any time
during operations.
See also [2.2.5].
2.4.2.3 The workstations for primary bridge functions shall be arranged to serve their functions under all
operating conditions and different manning of the bridge and provide the field of vision required for visual
observations and easy cooperation between bridge personnel, promoting effective and safe bridge resource
management.
2.4.2.4 Workstations for navigating and manoeuvring, including traffic surveillance and monitoring shall be
arranged within an area spacious enough for two persons to carry out the tasks in close cooperation, but
sufficiently close together to enable the watch officer to control and safely carry out all the tasks from one
working area under normal operating conditions.
Guidance note:
The workstation for navigating and manoeuvring should be arranged to allow an assisting officer to carry out route monitoring. The
task would include position-fixing and chart work, as well as course adjustments when ordered. This assistance would allow the
officer in charge to concentrate on traffic situations and adjustment of course and speed to avoid danger of collision and as required
to follow the route.
The workplaces should be adjacent to enable easy communication and cooperation when two navigators operate the workstation, and
to provide the watch officer with a workstation for safe and efficient performance of all the tasks when he is the only navigator on the
bridge and should use both the workplace for route monitoring/position-fixing and the workplace for traffic surveillance/manoeuvring.
2.4.2.5 Workplaces for performance of navigation, traffic surveillance and monitoring shall be arranged for
working in standing as well as seated position with optimum field of vision.
2.4.3 Workstation arrangement and field of vision
2.4.3.1 From the conning position and the workstation for navigating and manoeuvring, the view of the sea
surface forward of the bow to 10° on either side under any ballast or cargo condition shall not be obscured by
more than 2 vessel lengths (2 x LOA) or 500 metres, whichever is the less. See Figure 8.
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Figure 8 View of the sea surface (drawing is not in scale)
Guidance note:
For calculation purposes the applied loading condition of the vessels should be a “worst case condition” (with respect to view of the
sea surface forward of the bow) recommended for ocean passages.
2.4.3.2 The workstation for manual steering shall preferably be located on the vessel's centre line and shall
not interfere with the functions to be performed by the officer of the watch. The steering position shall
provide a forward field of vision not less than 60° to each side. If large masts, cranes, etc., obstruct the view
in front of the workstation, the workstation shall be located some distance to starboard of the centre line,
sufficiently to obtain a clear view ahead. See Figure 9.
Figure 9 Field of vision from the workstation for manual steering
When the workstation for manual steering is located off centre, or the bow of the vessel cannot be seen from
the steering position, special steering references (sighting marks) shall be installed forward of the steering
position. The steering references shall be installed in line parallel to the vessel’s centre line for use by day
and by night.
2.4.3.3 The vessel’s side shall be visible from the bridge wing. Equipment for docking operations from the
bridge wings, or a workstation console if installed, shall be located to enable visual observations required for
safe manoeuvring of the vessel, monitoring of tug and mooring operations and shall provide a field of vision
from not less than 45° on opposite bow to right astern from the working position as shown in Figure 10.
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Figure 10 Wings - Field of vision from the workstation for docking when provided at the bridge
Guidance note:
To fulfil the requirement of [2.4.3.3] the bridge wing should extend to the maximum beam of the vessel.
For low freeboard vessel, the vessel’s side may be visible from the bridge wing even if the bridge wing does not extend to the
maximum beam of the vessel.
For other types of vessels where the bridge wings does not fully extend to the maximum beam of the vessel or, where no bridge
wings are provided, alternative solutions (e.g. near hull monitoring systems such as CCTV) making the vessel’s side visible from
the bridge may be accepted.
2.4.3.4 The main conning position shall be located close to the front centre window to provide a commanding
external view, including a view of the sea surface sufficiently close to both sides of the vessel’s bow for safe
directing of the steering in narrow canals and buoy lanes.
Guidance note:
The position for the conning station may be met by the workstation for monitoring/backup navigation when located sufficiently
close to the forward centre window provided the workstation is installed in addition to a complete workstation for navigation, traffic
surveillance and manoeuvring and therefore not required by the vessel’s personnel during pilotage (See Guidance note of [2.4.2.1]).
2.4.3.5 It shall be possible to watch the area in front of the bridge superstructure from the wheelhouse see
Figure 11 and Figure 12.
Guidance note:
There should be a close approach access to at least one front window providing the view of the area in front of the bridge
superstructure.
The figure below shows the principles for bridge layout with front workstations arranged for operations in seated and standing position
and with bridge wing bulkheads in line of sight from the working positions. Close approach access to front windows is maintained.
A bridge area which may be regarded outside the navigating bridge and the sectors of required field of vision from workstations
are indicated.
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Figure 11 Location of workstations and required fields of vision (Position-fixing in paper charts - Passageway and
conning position in front.)
Figure 12 Required field of vision from the workstation for radio communication and safety operations when to be
controlled and infrequently used for short periods of time by the watch officer
(Navigation based on electronic chart system (ECDIS/WECDIS) - Conning position at console.)

Note to Figure12: Location of ECDIS/WECDIS at the workstation for navigating and manoeuvring (incl. traffic surveillance) enables
position-fixing at this position and makes the area a complete workstation (WS) for the navigation function and manoeuvring. This
leaves the workstation for navigation backup/monitoring available for conning when installed at the front bulkhead. Close approach
access to front windows is maintained.
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2.4.4 Arrangement of navigational systems and equipment

2.4.4.1 The type and number of navigational systems and equipment to be carried shall at least incorporate
the items specified in [4], and shall be installed at the various workstations with the aim of:
— facilitating the tasks to be performed by the bridge team in making full appraisal of the situation and in
navigating the vessel safely under all operational conditions
— enabling the bridge team to have convenient and continuous access to essential information that is
presented in a clear and unambiguous manner, using standardized symbols and coding systems for
controls and displays
— indicating the operational status of automated functions and integrated components, systems and/or sub-
systems
— minimizing the risk of human error and detecting such error if it occurs through monitoring and alarm
systems, in time for the bridge team to take appropriate action.
The relative location of individual equipment and their placement in relation to the distance from the working
position of the user are governed by:
type and range of equipment to be installed
— equipment relationship with tasks to be performed at the various workstations
— importance of equipment functions and frequency of use
— workstation and console configurations
— size of equipment and space available for installation.
2.4.4.2 Other means than those specified in [4] may be permitted, provided they serve the same functions
and are approved in accordance with [4.1.3].
2.4.4.3 The workstation for navigating and manoeuvring shall have working positions for position-fixing,
manoeuvring and traffic surveillance as close as possible for efficient use by the officer of the watch, but also
enabling the tasks to be performed by two navigators in close cooperation.
Guidance note:
The working position for operating the radar with collision avoidance functions should be regarded the main working position at this
workstation. Controls for course and speed adjustments should be located within reach from this position to enable collision avoidance
manoeuvres without losing view of the traffic, and means for position-monitoring/-fixing should be readily available.
2.4.4.4 The location of equipment at the workstations (see also [2.4.4.3]) for navigating, manoeuvring,
traffic surveillance and monitoring shall enable easy use of all controls, switches and buttons from standing
position and easy use of primary means for route monitoring, traffic surveillance, heading and speed
adjustments, internal and external communication, including the vessel’s whistle and change of steering
mode, from seated position.
Work in paper charts and manoeuvring requiring the use of lateral thrusters may be performed in standing
position only, but controls for thruster systems shall be grouped with controls for propulsion and manual
steering.
Guidance note:
The position for operation of radars and the position at the centre console for harbour manoeuvres are regarded the main working
positions at the workstation for navigating and manoeuvring. Figure 13 indicates location of main categories of equipment that should
be within reach from the front workstation comprising three workplaces.
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Figure 13 Example of principle location of main equipment in a centre console which includes manoeuvring functions
The following working positions are identified in the figure:
1) working position for position fixing

2) working position for operation of radar
3) working position for manoeuvring.
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2.4.5 Passageways and clear deck head heights

2.4.5.1 Bridge passageways shall facilitate the expected movement of the bridge team between individual
workstations, bridge entrances, exits and windows in carrying out the bridge tasks safely and effectively,
including the maintenance of equipment.
2.4.5.2 A clear route across the wheelhouse, from bridge wing to bridge wing enabling two persons to pass
each other, shall be provided.
Guidance note:
The width of the passageway should be 1 200 mm and not less than 700 mm at any single point of obstruction.
2.4.5.3 The distance between separate workstation areas shall be sufficient to allow unobstructed passage
for persons not working at the stations.
Guidance note:
The width of such passageways should not be less than 700 mm, including persons sitting or standing at their workstations.
2.4.5.4 The distance from the bridge front bulkhead, or from any console and installation placed against the
front bulkhead to any console or installation placed away from the bridge front, shall be sufficient for one
person to pass a stationary person.
Guidance note:
Where there is a passageway between the front bulkhead and front workstation consoles, its width should preferably be 1 000 mm
and not be less than 800 mm. When the front workstation is placed against the front bulkhead, the guidelines of [2.4.5.3] may be
applicable or [2.4.5.2] if there is a passageway providing a clear route from bridge wing to bridge wing aft of the workstation.
2.4.5.5 The distance between bridge wing consoles and bulkheads shall be as little as possible for easy
operation of controls from both a position behind and beside the console giving optimum view of the vessel’s
side and the mooring operations. If the bridge wing console is not mounted against the bulkhead, the
distance shall be wide enough for one person to pass between the console and the bulkhead.
Guidance note:
The width of the passageway should be 600 mm.
2.4.5.6 The clear deck head height in the wheelhouse shall take into account the installation of deck head
panels and instruments as well as the height of door openings required for easy entrance to the wheelhouse.
The following clear heights for unobstructed passage shall be provided:
a) The clear height between the bridge deck surface covering and the underside of the deck head covering
shall be at least 2 250 mm.
b) The lower edge of deck head-mounted equipment in open areas and passageways, as well as the upper
edge of door openings to bridge wings and other open deck areas shall be at least 2 100 mm above the
deck.
c) The height of entrances and doors to the wheelhouse from adjacent passageways shall not be less than 2
000 mm.
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2.5 Requirements specific for HSC code vessels
2.5.1 General
2.5.1.1 This sub section gives specific requirements for naval vessels to demonstrate a safety level for
Safety of Navigation according to The International Code of Safety for High-Speed Craft (HSC), Chapter 13
(Shipborne Navigational systems and equipment and voyage data recorders) and Chapter 15 (Operating
compartment layout) as amended.
2.5.2 Bridge configuration
2.5.2.1 The navigating bridge shall be provided with an integrated workstation for conning, navigation,
manoeuvring and communication and so arranged that it can accommodate the bridge team required to
navigate the vessel safely.
2.5.2.2 The arrangement of equipment and means for navigation, manoeuvring, control, communication and
other essential instruments shall be located sufficiently close together to enable both the officer in charge
and any assisting officer to receive all necessary information and to use the equipment and controls, as
required, while they are seated. If necessary, the equipment and means serving these functions shall be
duplicated.
2.5.2.3 If a separate workstation for supervision of engine performance is placed on the navigating bridge,
the location and use of this workstation shall not interfere with the primary functions to be performed on the
navigating bridge.
2.5.2.4 The design and layout of the navigating bridge from which the bridge team operate the vessel
and the relative positions of the primary controls shall be assessed against the essential operational
manning level. Where minimum manning levels are proposed, the design and layout of the primary and
communication controls shall form an integrated operational and emergency control centre from which
the vessel can be controlled under all operational and emergency events by the bridge team without the
necessity for any bridge team member to vacate the navigating bridge.
2.5.3 Workstation arrangements and field of vision
2.5.3.1 The view of the sea surface from the workstation for monitoring and navigating and manoeuvring,
when the navigators are seated, shall not be obscured by more than one vessel length forward of the bow to
o
90 on either side irrespective of the vessel's draught, trim and deck equipment or cargo.
2.5.3.2 The field of vision from the docking workstation, if remote from the workstation for navigating and
manoeuvring, shall permit one navigator to safely manoeuvre the vessel to a berth.
2.5.3.3 In vessels where the administration considers the provision of a safety belt necessary for use by the
bridge team, it shall be possible for those bridge team members, with their safety belts correctly worn, to
comply with [2.2.2.5] except in respect of controls which it can be shown will only be required on very rare
occasions and which are not associated with the need for safety restraint.
2.5.3.4 The relative positions of the primary controls and the seats shall be such that each bridge team
member, with the seat suitably adjusted and without prejudicing compliance with [2.1.1.1], can:
— without interference, produce full and unrestricted movement of each control both separately and with all
practical combinations of movement of other controls; and
— at all workstations, exert adequate control forces for the operation to be performed.
2.5.3.5 When a seat at a station from which the vessel may be operated has been adjusted so as to suit the
occupant, subsequent change of seat position to operate any control shall not be acceptable.
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2.5.3.6 The integrated navigating bridge shall contain equipment which provides relevant information to

enable the officer in charge and any assisting officer to carry out navigational and safety functions safely and
efficiently.
3 Bridge working environment
3.1 Requirements for bridge working environment

3.1.1.1 The bridge shall be designed and arranged with the aim of:
— preventing or minimizing any condition or distraction which may cause fatigue or interfere with the
vigilance of the bridge team.
Internal environmental conditions on the bridge that may affect human performance are:
— temperature
— humidity
— ventilation
— noise
— vibration
— illumination and type of lighting
— glare and reflection
— interior colours
— occupational safety.
3.1.2 Ventilation
3.1.2.1 The enclosed bridge or wheelhouse shall be equipped with an air conditioning or ventilation system
for regulation of temperature and humidity.
Guidance note:
It should be possible to maintain a temperature which is not less than 18°C in cold climates and does not exceed 27°C in tropical
climates, and to maintain the relative air humidity in the range of 20% – 60%, preferably maintaining 45% humidity at 21°C and
not less than 20% at any temperature.
3.1.2.2 Ventilation system with suitable air flow velocity and rate of air circulation shall be provided. Direction
of air flow from air conditioning and heating systems towards workplaces shall be avoided.
Guidance note:
The preferred air velocity is 0.3 m/s and should not exceed 0.5 m/s.
The recommended rate of air circulation for enclosed spaces is 6 complete changes per hour.
3.1.3 Noise
3.1.3.1 Excessive levels of noise interfering with voice communication, causing fatigue and degrading overall
system reliability, shall be avoided.
Guidance note:
The sound level measured 1 m from the outlets of air distribution systems should not exceed 55 dB(A).
Noise levels produced by individual bridge equipment should not exceed 60 dB(A) at 1 m.
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3.1.4 Vibrations

3.1.4.1 Vibrations when the vessel is at normal transit speeds shall not affect the reading of indicators or the
comfort of personnel.
3.1.5 Lighting
3.1.5.1 An adjustable level of lighting shall be available to enable the operating personnel to adequately
perform all their tasks both at sea and in port, by day and night. There shall be only a limited reduction in
the illumination of essential instruments and controls under likely system fault conditions.
3.1.5.2 The flexibility within the lighting system shall enable the operating personnel to adjust the
lighting intensity and direction as required in the different areas of the navigating bridge and at individual
instruments and controls.
Guidance note:
White light used at the workstation areas should be variable from 0 to 500 lux.
Red or white light used at the bridge during dark hours (night) should be continuously variable from 0 to 10 lux.
3.1.5.3 The brightness of the lighting that may be required for continuous operations during darkness and in
entrances to the bridge shall be adjustable to suit the operations and ease visual adaptation to darkness.
3.1.5.4 At the workstation in use it shall be possible to dim equipment displays and indicators providing
information to individual workstations as well as lighting covering the workstation area, at the workstation in
use.
3.1.5.5 Light sources shall be arranged and located in a way that prevents glare, stray image and mirror
effects in bridge windows and deck head areas above workstations. High contrast in brightness between work
area and surroundings shall be avoided. Non-reflective or matt surfaces shall be used to reduce indirect glare
to a minimum.
Guidance note:
Deck head areas above workstations and the surfaces of console tops and instruments should have a dark colour of matt, anti-gloss
type minimizing light reflection. The colour of bridge bulkheads should have a calm and matt appearance.
3.1.6 Safety of personnel
3.1.6.1 To reduce the risk of personnel injury during bridge operations:

— the wheelhouse floor, bridge wings and upper bridge decks shall have non-slip surfaces
— hand- or grab-rails shall be installed as required at workstations, passageways and entrances, enabling
personnel to move and stand safely when the vessel is rolling and pitching in heavy weather
— chair deck rails installed at workstations shall be provided with anti-trip skirting board or be flush mounted
— stairway openings shall be protected if not sufficiently lit or otherwise indicated during darkness
— doors shall be fitted with devices to prevent them moving, whether they are open or closed
— the bridge area shall be free of physical hazards to bridge personnel.
Guidance note:
Physical hazards may be constituted by sharp edges or protuberances that could cause injury to personnel. The bridge deck should
be free of trip hazards; such as curled up carpet edges, loose gratings or equipment.
Means should be provided for properly securing portable equipment.
3.1.6.2 Personnel safety equipment to be stored on the bridge shall be clearly marked and easily accessible.
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4 Carriage requirements for navigational systems and equipment
4.1 General
4.1.1 General
4.1.1.1 Navigational systems and equipment shall be designed with the aim of:
— presenting the information in a clear and unambiguous manner, using standardized symbols and coding
systems for controls and displays
— indicating the operational status of automated functions and integrated components, systems and/or sub-
systems
— minimizing the risk of human error and detecting such error if it occurs, through monitoring and alarm
systems, in time for the bridge team to take appropriate action.
4.1.1.2 The information provided by navigational systems and equipment shall be so displayed that the
probability of misreading is reduced to a minimum. Navigational systems and equipment shall be capable of
giving readings to an optimum accuracy.
4.1.1.3 Navigational equipment and systems offering alternative modes of operation shall indicate the actual
mode in use.
4.1.1.4 The navigational equipment and systems referred to in these rules shall be so installed, tested and
maintained as to minimize malfunction.
4.1.1.5 The system architecture of an integrated navigational system shall comply with IMO resolution
MSC.86(70), annex 3. Failure of one sub-system shall be brought to immediate attention of the officer in
charge of the navigational watch by audible and visible alarm, included means providing situation awareness
by indication of operational status of automated functions and the individual equipment. In case of failure in
one part of an integrated navigational system, it shall be possible to operate every other individual item of
equipment or part of the system separately.
Guidance note:
Refer to resolution MSC.86(70), annex 3 - Performance standard for Integrated navigational systems.
4.1.1.6 One of the two mutually independent sources of power required in Pt.5 Ch.13 Sec.7 [3.3] or power
from an accumulator battery other than the starting battery shall be capable of providing the navigational
equipment as required in these rules with electrical power for a period of at least 12 hours after breakdown
of the primary source of electrical power. Where such provision is unreasonable or impracticable, the Society
may waive this requirement for vessel of less than 5 000 gross tonnage if satisfied that an adequate standard
of safety would be maintained.
4.1.1.7 The secondary source of power may be either a generator or an accumulator battery.
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4.1.2 Electromagnetic compatibility (EMC)

4.1.2.1 It is to ensure that all electrical and electronic equipment on the bridge or in the vicinity of the
bridge, on vessels constructed on or after 1 July 2002, are tested for electromagnetic compatibility taking
into account the recommendations developed by the International Maritime Organization (IMO)*.
Guidance note:
* Refer to the General requirements for Electromagnetic Compatibility for all Electrical and Electronic Ship's Equipment adopted by
the International Maritime Organization (IMO) by resolution A.813(19).
4.1.2.2 Electrical and electronic equipment shall be so installed that electromagnetic interference does not
affect the proper function of navigational systems and equipment.
4.1.2.3 Portable electrical and electronic equipment shall not be operated on the bridge if it may affect the
proper function of navigational systems and equipment.
Guidance note:
The EMC conditions specified in IEC publication 60945 apply to navigation and communication equipment. The EMC conditions specified
in IEC publication 60533 apply to other equipment.
4.1.3 Approval, surveys and performance standards of navigational systems and equipment
4.1.3.1 Systems and equipment, including associated back-up arrangements, where applicable, installed
to meet the requirements of [4.2] “Carriage requirements,” shall be of an approved type conforming to
appropriate performance standards, not inferior to those adopted by the International Maritime Organization
(IMO). *
Guidance note:
* Refer to the following recommendations adopted by the International Maritime Organization (IMO) by the resolutions indicated
in Table 3 .
Table 3 Recommendations
Equipment SOLAS HSC Code
Recommendations on general requirements for shipborne radio equipment forming part of the Global
Shipborne radio equipment Maritime Distress and Safety System (GMDSS) and for Electronic Navigational Aids (resolution
A.694(17))
Recommendation on Performance Standards for a universal shipborne automatic identification

AIS
system (AIS) (resolution MSC.74(69), annex 3)
VDR Recommendation on Performance Standards for voyage data recorders (VDRs) (resolution A.86(20))
Recommendation on performance standards Recommendation on performance standards for

Radar equipment for radar equipment (resolution MSC.64(67), navigational radar equipment for high-speed
annex 4) craft (resolution A.820(19))
Automatic Radar Plotting

Performance standards for automatic radar plotting aids (resolution A.823(19))
Aids (ARPA)
Recommendation on performance standards for "Auto Tracking" (resolution MSC.64(67), annex 4,

ATA
appendix 1)
Radar reflectors Recommendation on Performance Standards for radar reflectors (resolution A.384(X))
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Equipment SOLAS HSC Code

Recommendation on Performance Standards for Electronic Chart Display and Information Systems
ECDIS (ECDIS) (resolution A.817(19)), as amended by resolutions MSC.64(67), annex 5 and MSC.86(70),
annex 4, as appropriate
Recommendation on Performance Standards for shipborne Loran-C and Chayka receivers

Loran-C and Chayka
(resolution A.818(19))
Recommendation on Performance Standards for shipborne global positioning system receiver

GPS
equipment (resolution A.819(19)) as amended by resolution MSC.112(73)
Recommendation on Performance Standards for shipborne GLONASS receiver equipment

GLONASS
(resolution MSC.53(66)) as amended by resolution MSC.113(73)
Recommendation on Performance Standards for shipborne DGPS and DGLONASS maritime radio
DGPS/DGLONASS
beacon receiver equipment (resolution MSC.64(67), annex 2) as amended by resolution MSC.114(73)
Recommendation on Performance Standards for combined GPS/GLONASS receiver equipment

GPS/GLONASS
(resolution MSC.74(69), annex 1) as amended by resolution MSC.115(73)
Recommendation on performance standards for

Recommendation on performance standards for
Gyro compass Gyro-compasses for high-speed craft (resolution
gyro compasses (resolution A.424(XI))
A.821(19))
Recommendations on Performance Standards for marine transmitting heading devices (THDs)

THD
(resolution MSC.116(73)).
Magnetic compass Recommendation on Performance Standards for magnetic compasses (resolution A.382(X))
Recommendation on Performance Standards for Recommendation on performance standards for

Heading Control Systems heading control systems (resolution MSC.64(67), automatic steering aids (automatic pilots) for
annex 3 high-speed craft (resolution A.822(19)).
Recommendation on Performance Standards for track control systems (resolution MSC.74(69), annex
Track Control Systems
2)
Rate-of-turn indicators Performance Standards for rate-of-turn indicators (resolution A.526(13))
Recommendation on Performance Standards for Recommendation on performance standards for

Echo sounding equipment echo-sounding equipment (resolution A.224(VII), echo-sounding equipment (resolution A.224(VII)
as amended by resolution MSC.74(69), annex 4) as amended by MSC.74(69), annex 2)
Devices to indicate speed Recommendation on Performance Standards for devices to indicate speed and distance
and distance (resolution A.824(19)), as amended by resolution MSC.96(72)
Signalling lamps Recommendation on Performance Standards for daylight signalling lamps (resolution MSC.95(72))
Recommendation on Performance Standards for sound reception systems (resolution MSC.86(70),

Sound reception systems
annex 1)
Recommendation on performance standards for night vision equipment for high-speed craft
Night vision equipment
(resolution MSC.94(72))
Unification of Performance
Recommendation on unification of Performance Standards for navigational equipment
standards for navigation
(resolution A.575(14))
equipment
Accuracy Recommendation on accuracy standards for navigation (resolution A.529(13))
— The quality of the human engineering part of the design of equipment and alarm functions shall be determined in performance
tests and trials carried out during the approval process.
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— Alteration of hardware and software of type approved equipment requires review of the documentation by the type approving

authority and may include re-testing to a certain extent, depending on the type of changes.
— If the heading control system is connected to equipment which is able to give heading/course change orders to the autopilot
(e.g. GPS or ECDIS/WECDIS), this system shall be approved as a track control system.
— Non-type approved military equipment serving the functions of the equipment required in B may be used for navigational
purposes based on a case by case approval, or, when applicable, if certified in accordance with [1.1.4.2].
4.1.3.2 Systems and equipment installed prior to the adoption of performance standards by the International
Maritime Organization (IMO) may subsequently be exempted from full compliance with such standards at
the discretion of the Society, having due regard to the recommended criteria adopted by the International
Maritime Organization (IMO). However, for an electronic chart display and information system (ECDIS) to
be accepted as satisfying the chart carriage requirement of [4.2.15.1], that system shall conform to the
relevant performance standards not inferior to those adopted by the International Maritime Organization
(IMO) in effect on the date of installation, or, for systems installed before 1 January 1999, not inferior to the
performance standards adopted by the International Maritime Organization (IMO) on 23 November 1995 *.
Guidance note:
* Recommendation on Performance Standards for Electronic Chart Display and Information System (ECDIS) (resolution A.817(19))
4.1.3.3 The Society shall require that the manufacturers have a quality control system audited by a
competent authority to ensure continuous compliance with the type approval conditions. Alternatively, the
Society may use final product verification procedures where the compliance with the type approval certificate
is verified by a competent authority before the product is installed on board vessels.
4.1.3.4 Before giving approval to systems or equipment embodying new features not covered by this chapter,
the Society shall ensure that such features support functions at least as effective as those required by this
chapter.
4.1.3.5 When equipment, for which performance standards have been developed by the International
Maritime Organization (IMO), is carried on vessels in addition to those items of equipment required by
these regulations, [4.2.2] through [4.2.18], such equipment shall be subject to approval and shall as far as
practicable comply with performance standards not inferior to those adopted by the International Maritime
Organization (IMO).
4.2 Carriage requirements

4.2.1.1 This sub-section establishes the minimum range and types of equipment and systems that vessels to
be built in accordance with these rules need to install. This chapter covers items of equipment which relate to
the navigation of the vessel as distinct from the safe functioning of the vessel. The following items set out the
minimum requirements.
4.2.1.2 When “other means” are permitted such means must be approved according to [4.1].
4.2.1.3 The instruments and controls shall be provided with means for screening and dimming in order to
minimize glare and reflections and prevent them being obscured by strong light.
4.2.1.4 A failure of one piece of equipment shall not reduce the vessel’s ability to meet the requirements in
[4.2.2.1], [4.2.2.2] and [4.2.15.1].
Naval
DNV GL AS
4.2.1.5 Equipment essential for the performance of primary bridge functions shall, unless powered from

a battery source, be provided with an uninterruptible power supply (UPS) with a capacity to keep the
equipment running during a black-out period of at least 60 s. For a black-out lasting from 60 s up to 30
minutes the equipment may shut down, but shall be automatically reinstated upon recovery. The equipment
regarded essential for the performance of primary bridge functions in this context are:
— gyro compass and bearing repeaters (at least one of each)
— position fixing systems (e. g. GPS)
— electronic chart systems (ECDIS/WECDIS)
— 9 GHz radar with automatic radar plotting aid (ARPA).
4.2.2 Heading information system
4.2.2.1 All naval vessels, irrespective of size, shall have two gyro compasses, or other means, to determine
the vessel’s heading and display the reading at the steering position and at the conning position. The gyro
compasses, or other means, shall meet the requirements of [4.2.1.4] and [4.2.1.5].
Guidance note:
One of the gyro compasses may be replaced by a transmitting heading device (THD)
4.2.2.2 All naval vessels, irrespective of size, shall have a gyro compass bearing repeater, or other means,
to take bearings over an arc of the horizon of 360°, using the gyro compass or other means referred to in
[4.2.2.1]. The gyro compass bearing repeater, or other means, shall meet the requirements of [4.2.1.4] and
[4.2.1.5].
4.2.2.3 A connection of the optical bearing device to the ECDIS/WECDIS shall be provided.
4.2.2.4 All naval vessels, irrespective of size, shall have means of correcting heading and bearings to true at
all times.
4.2.2.5 All naval vessels, irrespective of size, shall have a telephone, or other means, to communicate
heading information to the emergency steering position, if provided.
4.2.2.6 All naval vessels, irrespective of size, shall have a gyro compass heading repeater, or other means, to
supply heading information visually at the emergency steering position, if provided.
4.2.3 Speed and distance measuring device
4.2.3.1 All naval vessels, irrespective of size, shall be fitted with a speed and distance measuring device, or
other means, to indicate speed and distance through the water.
Guidance note:
A trip counter connected to the speed log should be available for easy use for the navigator.
4.2.3.2 All naval vessels of 50 000 gross tonnage and upwards shall, in addition to meeting the requirements
of [4.2.3.1], have a speed and distance measuring device, or other means, to indicate speed and distance
over the ground in the forward and athwartships direction.
4.2.4 Echo-sounding device
4.2.4.1 All non-amphibious naval vessels shall be fitted with an echo sounding device, or other electronic
means, to measure and display the available depth of water.
Naval
DNV GL AS
4.2.5 Radar installations

4.2.5.1 All naval vessels, irrespective of size, shall have a radar reflector, or other means, to enable detection
by vessels navigating by radar at both 9 and 3 GHz.
Guidance note:
The radar reflector may be an active radar beacon (beacon type) with on/off functionality or of a removable type.
4.2.5.2 All naval vessels, irrespective of size, shall have a 9 GHz radar with automatic radar plotting aid
(ARPA), to plot automatically the range and bearing of other targets to determine collision risk, to display
the range and bearing of radar transponders and of other vessels, obstructions, buoys, shorelines and
navigational marks to assist in navigation and in collision avoidance. The 9 GHz ARPA radar shall meet the
requirements of [4.2.1.5].
Guidance note:
The radar display shall as far as practicable comply with performance standards not inferior to those adopted by the International
Maritime Organization (IMO), but smaller displays than required in the standards may be allowed to obtain the function in a smaller
wheelhouse.
4.2.5.3 All naval vessels of 3 000 gross tonnage and upwards shall, in addition to meeting the requirements
of [4.2.5.2], have a 3 GHz radar or where considered appropriate by the administration a second 9 GHz
radar, with automatic radar plotting aid (ARPA), to plot automatically the range and bearing of other targets
to determine collision risk, to display the range and bearing of radar transponders and of other vessels,
obstructions, buoys, shorelines and navigational marks to assist in navigation and in collision avoidance,
which are functionally independent of those referred to in [2.5.2].
Guidance note:
The 3 GHz radar should be a preferred additional solution to secure optimal radar coverage and operation in all types of weather.
4.2.5.4 Each radar installation provided shall be suitable for the intended vessel speed, motion characteristics
and commonly encountered environmental conditions.
4.2.5.5 Each radar installation shall be mounted so as to be as free as practicable from vibration.
4.2.6 Electronic positioning systems
4.2.6.1 All naval vessels, irrespective of size, shall have a receiver for a global navigation satellite system,
or other means, suitable for use at all times throughout the intended voyage to establish and update
the vessel’s position by automatic means. The global positioning system, or other means, shall meet the
requirements of [4.2.1.5].
4.2.7 Rate-of-turn indicator and rudder angle indicator
4.2.7.1 All naval vessels, irrespective of size, shall have rudder, propeller, thrust, pitch and operational mode
indicators, or other means, to determine and display rudder angle, propeller revolutions, the force and
direction of thrust and, if applicable, the force and direction of lateral thrust and the pitch and operational
mode (all to be readable from the conning position).
4.2.7.2 All naval vessels of 500 gross tonnage and upwards shall, in addition to meeting the requirements of
[4.2.7.1], have a rate of turn indicator, or other means, to determine and display the rate of turn.
Naval
DNV GL AS
4.2.8 Steering arrangement and propulsion indicator(s)

4.2.8.1 The steering arrangement shall be so designed that the naval vessel turns in the same direction as
that of the wheel, tiller, joystick or control lever.
4.2.8.2 All naval vessels, irrespective of size, shall be provided with means to indicate the mode of the
propulsion system(s).
4.2.9 Heading control system (HCS)
4.2.9.1 All naval vessels, irrespective of size, shall have a heading or track control system, or other means,
to automatically control and keep to a heading and/or straight track.
4.2.9.2 Provision shall be made to change from the automatic to manual mode by a manual override.
4.2.10 Sound reception system
4.2.10.1 All naval vessels, irrespective of size, shall have, when the vessel’s bridge is totally enclosed and
unless the Society determines otherwise, a sound reception system, or other means, to enable the officer in
charge of the navigational watch to hear sound signals and determine their direction.
Guidance note:
A look-out, located outside the enclosed bridge, with adequate means for communication with the navigating bridge may be regarded
as an acceptable solution to fulfil this requirement.
4.2.11 Automatic identification system (AIS)
4.2.11.1 All naval vessels of 300 gross tonnage and upwards shall be fitted with an automatic identification
system (AIS).
Guidance note:
A display for graphical presentation of the AIS information should be provided.
4.2.11.2 The AIS shall be interfaced to the ARPA according to IEC62388 as amended.
4.2.12 Voyage data recorder (VDR)
4.2.12.1 To assist in casualty investigations, all naval vessels of 3 000 gross tonnage and upwards, when
engaged on international voyages, shall, unless the administration determines otherwise, be fitted with a
voyage data recorder (VDR).
4.2.12.2 The voyage data recorder system, including all sensors, shall be subjected to an annual
performance test. The test shall be conducted by an approved testing or servicing facility to verify the
accuracy, duration and recoverability of the recorded data. In addition, tests and inspections shall be
conducted to determine the serviceability of all protective enclosures and devices fitted to aid location. A
copy of the certificate of compliance issued by the testing facility, stating the date of compliance and the
applicable performance standards, shall be retained on board the vessel.
4.2.13 Searchlight and daylight signalling lamp
4.2.13.1 All naval vessels, irrespective of size, shall be provided with at least one adequate searchlight, which
shall be controllable from the navigating bridge.
Naval
DNV GL AS
4.2.13.2 All naval vessels, irrespective of size, shall have a portable daylight signalling lamp, to communicate

by light during night and day, provided and maintained ready for use at the navigating bridge at all times.
The energy source of electrical power shall not solely be dependent upon the vessel’s power supply.
4.2.14 Night vision equipment
4.2.14.1 When operational conditions justify the provision of night vision equipment, such equipment shall be
provided.
Guidance note:
Night vision equipment may be imperative for vessels participating in operations with restrictions to visual (e.g. use of navigation
lights) and radio/radar emissions. Furthermore, for vessels operating in areas where floating objects (e.g. naval vessels, special
operations forces (kayak, dingy etc.), pleasure crafts, canoes, timber etc.) without navigation lights are common and thus constitutes
a navigational hazard, night vision equipment should be operated by a dedicated person. The location and use should not interfere
with the darkness adaptation of the navigators.
4.2.15 Nautical charts and nautical publications
4.2.15.1 The vessel shall be provided with an Electronic Chart Display and Information System (ECDIS) or a
Warship ECDIS (WECDIS), with an appropriate chart database for the waters to be navigated, and nautical
publications to plan and display the vessel’s route for the intended voyage and to plot and monitor positions
throughout the voyage.
The ECDIS or WECDIS shall meet the requirements of [4.2.1.4] and [4.2.1.5].
4.2.15.2 Back-up arrangements shall be provided to meet the functional requirements of [4.2.15.1].
Guidance note:
An appropriate folio of paper nautical charts may be used as a back-up arrangement for ECDIS/WECDIS. Other back-up arrangements
for ECDIS/WECDIS are acceptable (see appendix 6 to resolution A.817(19), as amended).
4.2.15.3 If an appropriate folio of paper nautical charts is used as a back-up arrangement for ECDIS/
WECDIS, the navigating bridge shall be provided with a suitable table for chart work. There shall be facilities
for lighting the chart. Chart-table lighting shall be screened.
Guidance note:
The chart table should be large enough to accommodate all nautical chart sizes in common use internationally. The effective area
of the desktop should be at least 1 200 mm x 750 mm.
4.2.16 Communication facilities
4.2.16.1 Necessary means shall be provided to enable the crew to communicate between, and have access
to, each other and with other occupants of the vessel in both normal and emergency conditions.
4.2.16.2 Means to communicate between the navigating bridge and spaces containing essential machinery,
including any emergency steering position shall be provided, irrespective of whether the machinery is
remotely or locally controlled,.
4.2.16.3 Means for making public address and safety announcements from control stations to all areas to
which crew have access shall be provided.
4.2.16.4 Provisions shall be made for means to monitor, receive and transmit radio safety messages at the
navigating bridge.
Naval
DNV GL AS
4.2.16.5 The location of the radio equipment shall not interfere with the primary navigational functions at the

primary workstations for navigation and manoeuvring.
4.2.17 Bridge alarm management
4.2.17.1 An alarm system shall be provided, indicating any fault requiring attention and shall:
— activate an audible and visual alarm on the navigating bridge for any situation which requires action by or
attention of the officer of the watch
— as far as practicable be designed on the self-monitoring principle.
The bridge alarm system shall be designed with the overall aim of:
— minimizing the risk of human error in bridge operations and detecting occurrence of such error through
monitoring and alarm systems, in time for the bridge team to take appropriate action.
The overall aim includes the aim of:
— enabling the officer on watch to devote full attention to the safe navigation of the vessel
— enabling immediate identification of any abnormal situation requiring action to maintain safe navigation of
the vessel
— avoiding distraction by alarms which require attention but have no direct influence on the safe navigation
of the vessel and which do not require immediate action to restore or maintain the safe navigation of the
vessel.
Alarms and indicators on the navigating bridge shall be minimized and only alarms and indicators required
by appropriate IMO Resolutions should be placed on the navigating bridge, unless permitted by the
administration. Ref. IMO Resolution A.830/3.16.
Naval
DNV GL AS
4.2.17.2 A method of accepting all alarms on the bridge (both the source of alarm and alarms of other

equipment caused by the loss of sensor input) shall be provided at the navigating and manoeuvring
workstation to avoid distraction. The system shall enable immediate identification of the alarm sources
without requiring any operator action and enable immediate silencing of the alarms by single operator action.
Guidance note:
A bridge management system should include grouping of alarms and indicators, separating alarms that affect safety of navigation
and alarms that do not influence safety of navigation.
The group of alarms related to safety of navigation should incorporate all system alarms, equipment alarms and operational warnings
that are critical to safety of navigation, including the detection of:
— operator disability
— danger of collision
— heading deviations
— deviations from the route
— danger of grounding
— propulsion failure
— steering gear failure.
Essential equipment and systems to be incorporated in such an alarm system should include:
— bridge watch monitoring system

— heading information system
— heading / track control system
— position-fixing systems
— electronic chart system, if installed
— radar with electronic target plotting functions
— relevant machinery alarms for early warning.
All groups of bridge alarms and warnings should be centralised in a common panel or screen at the workstation for navigating and
manoeuvring.
4.2.17.3 Acknowledgement of an alarm at either the instrument or an alarm panel shall cancel the audible
warning at both sources and change the visual alarm from flashing to constant light.
4.2.17.4 Permanently inhibiting individual alarms shall not be possible, but manual suppression of local
audible alarms may be accepted when this is clearly and constantly indicated at the equipment and the unit
is part of the alarm management system.
Guidance note:
Local audible alarms may be manually suppressed by means of an on/off switch located on or close to the equipment or by other
means, e.g. electronically. The off-position should enable suppression of the audible alarm when the equipment is part of a central
alarm system and the on-position should engage the local alarm when the equipment serves as a stand-alone unit.
4.2.17.5 If an alarm channel in a computer-based system is inhibited manually, then this shall be clearly
indicated by a visual signal.
4.2.17.6 Audible alarms shall be maintained until they are accepted and the visual identification of individual
alarms should remain until the fault has been corrected.
Naval
DNV GL AS
4.2.17.7 Alarm indications shall be red or if on displays, red or otherwise highlighted. If alarm messages are

displayed on colour VDUs, the alarm status shall remain visible in the event of the failure of one colour of the
display system.
Guidance note:
The following method of indication should be applied:
1) Active alarm status: Red, blinking and audible

2) Active alarm status acknowledged: Red, static (cancelling the audible alarm)
3) Active warning message - not critical: Yellow, static (may be accompanied by a short audible attention signal)
4) Normal condition: No light (indication of a safe situation).
4.2.17.8 The alarm system shall be able to indicate more than one fault at the same time, and the
acknowledgement of any alarm shall not inhibit another alarm, meaning that if an alarm has been
acknowledged and a second fault occurs before the first is rectified, the audible and visual alarms shall
operate again.
4.2.17.9 A new alarm condition shall be clearly distinguishable from those existing and already acknowledged
by indicating new alarms by a flashing light, and existing and accepted alarms by a constant light.
Guidance note:
In colour graphic systems, it should not be possible to distinguish between the status of alarms and warnings by means of colour only.
4.2.17.10 Provisions shall be made for functional testing of required alarms and indicators.
4.2.17.11 The alarm system shall be continuously powered and shall have an automatic change-over to
stand-by power supply in case of loss of normal power supply.
4.2.17.12 Failure of the normal or backup power supply of the alarm system shall be indicated by an alarm.
4.2.17.13 Loss of system communication shall be indicated by an alarm.
4.2.18 Other navigational aids
4.2.18.1 All vessels shall be equipped with navigation lights, shapes and means of making sound signals
complying with the International Regulations for Preventing Collisions at Sea with later amendments
(COLREG).
Naval
DNV GL AS
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RULES FOR CLASSIFICATION

Part 6 Additional class notations

The electronic pdf version of this document, available free of charge

© DNV GL AS October 2015

Any comments may be sent by e-mail to [email protected]

Part 6 Chapter 10 Changes - current

Amendments January 2016

Section 1 Safety of navigation for naval vessels - NAUT(Navy).............................. 5

Part 6 Chapter 10 Section 1

1.4 Structure of the rules

Close to Within functional reach (inside the wheelhouse).

Part 6 Chapter 10 Section 1

Wheelhouse Enclosed area of the bridge.

Part 6 Chapter 10 Section 1

Table 2 Documentation requirements

Object Documentation type Additional description Information

N011 – Bridge design

N021 – Vertical field of

N031 – Horizontal field of

Window wipers, fresh water wash, sun-screens

Z090 – Equipment list AP

Z161 - Operation manual FI, R

Part 6 Chapter 10 Section 1

Navigation bridge Red and white lighting in wheelhouse and all

1.8 Tests and trials

1.9 Exemptions and equivalents

2.2 Bridge and workstation arrangement

Part 6 Chapter 10 Section 1

Figure 1 Within reach

Part 6 Chapter 10 Section 1

2.2.3 Console configuration

2.2.3.1 Consoles shall principally be divided into two areas:

Figure 2 Easily readable

Part 6 Chapter 10 Section 1

Part 6 Chapter 10 Section 1

Figure 4 Console height

Part 6 Chapter 10 Section 1

2.2.5 Additional workstations

2.3 Bridge configuration

2.3.2 Field of vision

Part 6 Chapter 10 Section 1

Part 6 Chapter 10 Section 1

Figure 6 Eye heights at standing position

Part 6 Chapter 10 Section 1

2.3.4 Clear view through windows

2.3.4.1 Windows shall meet the following requirements:

Part 6 Chapter 10 Section 1

— sun-screens of roller blind type

2.4 Requirements specific for SOLAS vessels

2.4.2 Bridge configuration

Part 6 Chapter 10 Section 1

1) to be monitored and controlled by the watch officer

2.4.3 Workstation arrangement and field of vision

Figure 9 Field of vision from the workstation for manual steering

(Navigation based on electronic chart system (ECDIS/WECDIS) - Conning position at console.)

Part 6 Chapter 10 Section 1

The following working positions are identified in the figure:

1) working position for position fixing

Part 6 Chapter 10 Section 1