No ECDIS

4 nautical charts and nautical publications to plan and display the ship's route for the intended
voyage and to plot and monitor positions throughout the voyage. An electronic chart display and
information system (ECDIS) is also accepted as meeting the chart carriage requirements of this
subparagraph. Ships to which paragraph 2.10 applies shall comply with the carriage requirements for
ECDIS detailed therein;

2.10 Ships engaged on international voyages shall be fitted with an Electronic Chart Display
and Information System (ECDIS) as follows:

 .1 passenger ships of 500 gross tonnage and upwards constructed on or after 1 July
2012;
 .2 tankers of 3,000 gross tonnage and upwards constructed on or after 1 July 2012;
 .3 cargo ships, other than tankers, of 10,000 gross tonnage and upwards constructed
on or after 1 July 2013;
 .4 cargo ships, other than tankers, of 3,000 gross tonnage and upwards but less than
10,000 gross tonnage constructed on or after 1 July 2014;
 .5 passenger ships of 500 gross tonnage and upwards constructed before 1 July 2012,
not later than the first surveyfootnote on or after 1 July 2014;
 .6 tankers of 3,000 gross tonnage and upwards constructed before 1 July 2012, not
later than the first surveyfootnote on or after 1 July 2015;
 .7 cargo ships, other than tankers, of 50,000 gross tonnage and upwards constructed
before 1 July 2013, not later than the first surveyfootnote on or after 1 July 2016;
 .8 cargo ships, other than tankers, of 20,000 gross tonnage and upwards but less than
50,000 gross tonnage constructed before 1 July 2013, not later than the first
surveyfootnote on or after 1 July 2017; and
 .9 cargo ships, other than tankers, of 10,000 gross tonnage and upwards but less than
20,000 gross tonnage constructed before 1 July 2013, not later than the first
surveyfootnote on or after 1 July 2018.

No Arpa

2.8 All ships of 10,000 gross tonnage and upwards shall, in addition to meeting the
requirements of paragraph 2.7 with the exception of paragraph 2.7.2, have:

 .1 an automatic radar plotting aid, or other means, to plot automatically the range and
bearing of at least 20 other targets, connected to a device to indicate speed and
distance through the water, to determine collision risks and simulate a trial
manoeuvre; and
 .2 a heading or track control system, or other means, to automatically control and
keep to a heading and/or straight track.

2 portable vhf given bcz gmdss walkie talkie are also 2 in nos.
Duplication of 1) magnetic compass, 2)pelorus & 3)nautical charts & publications not req.

2.6 On all ships of 500 gross tonnage and upwards, failure of one piece of equipment should not
reduce the ship's ability to meet the requirements of paragraphs 2.1.1, 2.1.2 and 2.1.4.

SOLAS V CARRIAGE REQUIREMENTS

WHAT ARE THE CARRIAGE REQUIREMENTS FOR NAVIGATION EQUIPMENT?

The requirements for shipborne navigational equipment are contained in SOLAS V/19.

In summary, these are:

All vessels are required to carry the following:


o adjusted magnetic compass, pelorus ring, and means of correcting the heading
o nautical charts and publications sufficient for the intended voyage
o ECDIS with suitable backup arrangements
o GNSS receiver
o means of communication to the emergency steering position
o sound reception devices for totally enclosed bridge wings

All ships that are over 150gt, and all passenger ships will carry an extra:

 spare magnetic compass

 daylight signalling light
 bridge navigational watch alarm system (BNWAS)

All ships that are over 300gt, and all passenger ships will carry an extra:

 echo sounding device

 9Ghz radar and electronic plotting aid
 speed log capable of measuring speed through the water
 adjusted heading transmitting device
 automatic identification system

All ships over 500gt will carry an extra:

 gyro-compass and heading repeater and bearing device

 rudder, propeller, thrust, pitch and operational mode indicators
 automatic radar plotting aid (ARPA)

All ships that are over 3,000gt will carry an extra:

 3Gz radar and ARPA

All ships that are over 10,000gt will carry an extra:

 heading or track control system

All ships that are over 50,000gt will carry an extra:

 speed log capable of measuring speed over the ground in a fore, aft and athwartships direction
  rate of turn indicator

***

WHAT ARE THE PRINCIPLES OF OPERATION OF THE VARIOUS SPEED-MEASURING

DEVICES?

There are many designs of speed-measuring devices used on ships, but by far, the main ones used are the
doppler and electromagnetic logs.

 The Doppler log exploits the fact that sound signals suffer a Doppler shift effect when transmitted
through a moving medium. By acoustically measuring this shift, the well-calibrated Doppler log can
deduce the vessels' speed through the water and over the ground at suitable depths.
 The electromagnetic (EM) log exploits the Faraday-Maxwell induction law, whereby a change in
the magnetic field surrounding a wire coil will induce an electromagnetic charge within the coil. The
size of the voltage is proportional to the relative speeds between the magnetic field and the coil.
EM logs can only provide speed through water capability.

***

WHAT ARE THE NAVIGATIONAL REPERCUSSIONS OF A SPEED LOG FAILURE?

When the speed log fails, either totally or by outputting spurious readings, any data supplied by equipment
interfaced with the log also becomes suspect. This includes aid in navigation such as gyrocompass,
ECDIS, autohelm / track-pilot, and other ancillary equipment such as VDR and AIS.

However, the most important piece of equipment affected is the Automatic Radar Plotting Aid. This is
because the ARPA works in two steps:

1. First, the spinning scanner provides successive observations of detected targets. Three or more of
these successive observations go towards building the OA relative vector of the closing target.
2. Next, the ARPA will complete the OWA triangle by applying the WO own-ship vector determined
by the vessel's speed and course data to the OWA plot. From this, the ARPA will find the other
vessel's true WA vector and complete the triangle. Any error in the ship’s own WO vector will lead
to a subsequent error in the deduced WA vector and, therefore the derived values of the target’s
aspect, course and speed.

The failure of the speed log, therefore, has serious consequences, which the prudent Master will recognise
and promptly address to bring the vessel to the proper levels of watchkeeping.

***

ACTIONS TO BE TAKEN BY THE SHIP'S MASTER IN THE EVENT OF A SPEED LOG

FAILURE

Upon first learning of the failure, the ship's master will relocate himself to the bridge to manage the
situation. Once there, he will include the following in his actions and considerations:

 Change over to the second log, if possible, bearing in mind the different setup requirements of
various speed logs, calibration inaccuracies between types, as well as their input on the
stabilisation mode of the radar display.
 Inform the ETO (or Chief Engineer) of the failure, making a request to arrange a service agent at
the soonest practicable moment. The prudent master would not trust the veracity of a crew-
repaired speed log until an accredited service agent has had the chance to visit the ship in the next
port.
  The ship's master will make a full appraisal of the navigational situation. If the condition is such
that no immediate collision avoidance action is necessary, he may decide to leave the con with
OOW.
 In heavy traffic conditions, the change in operational efficiency of the equipment determines safe
speed. Therefore, it may be necessary to reduce speed, to allow the bridge team more time to
assess the conditions and risk of collision.

***

HOW CAN THE SHIP'S MASTER GIVE A REASONABLE SPEED ESTIMATE IN THE
EVENT OF A LOG FAILURE?

An accurate best guess as to the vessel’s current speed would be made by reviewing the manoeuvring
data posted on the bridge. The current engine parameters, including shaft RPM and propeller pitch, can be
entered into the manoeuvring data to give speed through the water. Recall that figures taken directly from
the manoeuvring data will be reduced by a factor called "slip"; we can get an estimate of this from the Chief
Engineer.

This figure can be cross-checked against the averages during the previous voyage, provided that no
alteration of engine settings has been made.

Additionally, the speed through the water value derived from the speed curves can also be checked by
comparison with the speed over the ground. This information can be fed into the affected equipment where
manual speed inputting is possible.

***

WHY IS ACCURATE SPEED INPUT SO IMPORTANT?

The Rules of the Rule are based primarily on ships taking collision avoidance actions according to the
aspect of the other vessel. ARPA considerably expedites this process by calculating the course, speed and
aspect of multiple vessels so that the OOW is freed up to concentrate on making collision avoidance
decisions. When fed with reliable speed and heading inputs, the ARPA will automatically complete the
OWA triangle and will give the calculated data of the aspect and the other vessel's speed and course.

Any deterioration of the reliability of the data supplied by ARPA concerning the other vessel’s aspect
means that the vessel’s means for collision avoidance is hampered, and the attention of the OOW must be
extended to manual calculations of the OWA triangle. This extra burden will be accounted for by the ship's
master updating his standing orders to reflect the change. Such amendments would include the following:

 Increasing the minimum clearing distance of other vessels.

 Overtaking, head-on and crossing situations will, in particular, be addressed as these rules rely on
the ship's aspect.
 In any event, the failure of the speed log requires heightened vigilance to the traffic situation.

Finally, as the carriage of an operational speed log is a mandatory requirement under SOLAS V/19, and a
failure of the equipment presents a non-conformity with this regulation. Any defects must be recorded in the
Official Log Book and also reported under the SMS requirements to the company via the Designated
Person Ashore.

As SOLAS V carriage requirements are not met, the validity of the Safety Equipment Certificate is now in
question, and the Flag State and Classification Society shall be informed. Verifiable and documented
notifications from these parties can be recorded as partly establishing the proper functioning of the Safety
Management System.
Mf/Hf radio with NBDP

According to SOLAS (Safety of Life at Sea) regulations, the requirement for ships to have an MF/HF
radio with Narrow-Band Direct Printing (NBDP) depends on the type of ship and its voyage area. The
specific requirement can be found in Chapter IV, Regulation 7 of SOLAS.

Here are the general guidelines:

1. Passenger ships: Passenger ships engaged on international voyages are required to have an MF/HF
radio installation with NBDP.

2. Cargo ships: Cargo ships engaged on international voyages and having a length of 300 gross
tonnage and above are required to have an MF/HF radio installation with NBDP.

3. Fishing vessels: Fishing vessels of 300 gross tonnage and above are required to have an MF/HF
radio installation with NBDP when engaged in international voyages.

4. Other vessels: Other types of ships engaged on international voyages and having a length of 300
gross tonnage and above may also be required to have an MF/HF radio installation with NBDP,
depending on their specific circumstances and the flag state requirements.

Please note that these requirements may be subject to specific exemptions or modifications based
on the flag state and other factors. It is important to consult the latest version of SOLAS and relevant
maritime authorities for the precise and up-to-date regulations applicable to a particular ship.