■ VDR, Mandatory for new ships over 3,000GT whose keels are laid after 1 July 2014

Maker : JRC

■ GUIDANCE ON THE BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) - Manual mode

"NOTE: The Automatic mode is not suitable for use on a ship conforming with regulation SOLAS
V/19.2.2.3 which requires the BNWAS to be in operation whenever the ship is underway at sea"

BNWAS’s MODE

- Automatic : (Automatically brought into operation whenever the ship's heading or track control system is
                    activated and inhibited when this system is not activated)

- Manual ON : (In operation constantly)

- Manual OFF : (Does not operate under any circumstances)

                                                                   MSC.1/Circ.1474
                                                                       23 May 2014

GUIDANCE ON THE BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) AUTO FUNCTION

1 The Maritime Safety Committee, at its ninety-third session (14 to 23 May 2014), with a view to providing 
   more specific guidance on the automatic function specified in resolution MSC.128(75) – Performance
   standards for a bridge navigational watch alarm system (BNWAS), approved the guidance, prepared by
   the Sub-Committee on Safety of Navigation at its fifty-ninth session (2 to 6 September 2013), as set out in
   the annex.
2 Member Governments are invited to use the guidance as an interim measure until such time as the
performance standards can be reviewed and revised and, furthermore, bring this guidance to the attention of all parties concerned.

                                                                               ***
                                                                            ANNEX
GUIDANCE ON THE BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) AUTO FUNCTION

1 SOLAS regulation V/19.2.2.3 requires the provision of a Bridge Navigational Watch Alarm System
  (BNWAS),
   which shall be in operation whenever the ship is under way at sea, whilst SOLAS regulation V/18 
   requires  BNWAS to conform to appropriate performance standards not inferior to those adopted by the
   Organization (i.e. resolution MSC.128(75)).
2 Resolution MSC.128(75) – Performance standards for a bridge navigational watch alarm system
   (BNWAS), section 4.1.1.1 states that "the BNWAS should incorporate the following operational modes:
- Automatic (Automatically brought into operation whenever the ships heading or track control system is
  activated and inhibited when this system is not activated)
- Manual ON (In operation constantly)
- Manual OFF (Does not operate under any circumstances)".
3 At the fifty-fifth session of the NAV Sub-Committee, concerns were raised with respect to the use of the
   Automatic mode and NAV 55 concluded that the Automatic mode of the performance standard was
   therefore not usable on a ship compliant with the SOLAS Convention. It was considered that it would not
   be possible to change the performance standards before the date at which the carriage requirements came
   into force (1 July 2011). In order to conform with the performance standards, therefore, equipment would
   include the Automatic mode, despite that this operational mode should not be used on ships which are
   subject to the SOLAS Convention.
4 From the operational point of view, automatic interface with activation of the ship's heading or track
   control system (HCS/TCS) is a superfluous function because SOLAS regulation V/19.2.2.3 requires the
   BNWAS to be in operation whenever the ship is under way at sea. This creates an inconsistency between
   SOLAS regulation V/19.2.2.3 and the "Automatic mode" provisions in the performance standard. In
   addition, from the technical point of view, it is noted that this issue is also addressed in the "note" to section
   3.1.1 of IEC 62616:2010 – Maritime navigation and radiocommunication equipment and systems –
   Bridge navigational watch alarm system (BNWAS),
   which states:
   "NOTE: The Automatic mode is not suitable for use on a ship conforming with regulation SOLAS
   V/19.2.2.3 which requires the BNWAS to be in operation whenever the ship is underway at sea".

5 Accordingly, as an interim measure and pending a revision of the Performance standards for a bridge
   navigational watch alarm system (BNWAS) – (resolution MSC.128(75)), the automatic operational
   mode, if it is available, should not be used.


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■ Checklist for Port State Control & GMDSS inspection(SR) / For Sea Area A3

1. Radio certification valid and GMDSS compliant for the areas the ship is operating?
2. Equipment fitted in accordance with radio certification?
3. No. of GMDSS operators on board meets certificates requirements?
4. MSI messages received by ship?
    ■ NAVTEX
       - Checked for correct operation by monitoring incoming messages or inspecting recent hard copy
    ■ EGC
       - Checked for correct operation by monitoring incoming messages or inspecting recent hard copy.
    ■ HF MSI Receiver checklist(if applicable)
5. Operation tests of radio installation satisfactory?
    ■ VHF
       - Checked for operation on all marine channels (including 6, 13, 70 and 16)
       - Checked for correct transmissition by means of a routine or test call to a coast station, other
         ship, on-board duplicate equipment or special test equipment.
       - Checked for correct reception by means of a routine or test call from a coast station, other ship,
         on board duplicate equipment, or special test equipment.
       - Chekced that equipment operates from the main, emergency and reserve sources of energy.
         (DC on-load test & DC off-load test)
       - Checked that ship's position in the distress alert is automatically provided with this information
         from an internal or external navigation receiver.(e.g. GPS)
       - Checked DSC alerting available from conning position
       - Checked that DSC distress procedure and the MMSI number are clearly displayed near the unit.
    ■ MF/HF
       - Checked antenna tuning in all appropriate bands
       - Checked for correct transmission by means of a routine or test call to a coast station, other
         ship, on-board duplicate equipment or special test equipment
       - Checked that euipment operates from the main, emergency and reserve sources of energy.
         (DC on-load test & DC off-load test)
       - Checked that ship's position in the distress alert is automatically provided with this information
         from an internal or external navigation receiver.(e.g. GPS)
       - Checked that DSC distress procedure and the MMSI number are clearly displayed near the unit.
       - Checked correct operation by inspection of recent hard copy or by a test with a coast radio
          station   
6. GMDSS operator(s) able to explain correct procedures in cancelling false distress alert?
7. EPIRB installation satisfactory?
    - Checked position and mounting for float free operation. Verified that EPIRB is installed in an easily
       accessible position and is ready to be manually released and capable of being carried by one person
       into a survival craft. EPIRB Location : _________________
    - Verified that the lanyard is firmly attached, in good condition, neatly stowed, and not tied to the vessel
       or the mounting bracket.
    - Carried out the self-test routine.
    - Checked that the EPIRB ID and other information confirming it is correct and the same as that marked
       on the EPIRB. 15 Digit Hexadecimal Number: ______________
    - Checked the registration through documentation(sticker) or directly with NOAA
    - Checked battery expiry date(s) : ____________________
    - Checked hydrostatic release expiration date.: ____________________
    - Checked the emission in the 406 MHz band using the self-test mode or an appropriate device to avoid
       activating the satellite system.
    - Checked that no transmission has been started after the test and remounting of the EPIRB in its bracket.
    - Checked for the presence of beacon operating instructions.
8. Radar transponder installation satisfactory?
9. Antenna condition satisfactory?
10. Radio batteries condition satisfactory?
11. Publications and documents
     - Valid station license and posted
     - Operator licenses
       (One must be designated as the primary operator in times of distress)
     - Publications
       ▶Alphabetical List of Maritime Mobile Call Signs
       ▶List of Ship Stations
       ▶Manual for Use by Maritime Mobile Service and Satellite Service
       ▶List of Coast Stations
       ▶List of Radiodetermination and Special Services Stations
12. Maintenance
      - Ship operated in Sea Areas A3 must select at least two of the methods of maintenance. ( 1) & 2) )
        1) Shores based maintenance.(O)
        2) Dulpication of equipment (O)
        3) At-sea maintenance (X)
      - Duplication of equipment. (means that the following equipment, in addition to all other basic
        requirements, must be carried)
        a complete VHF DSC  installation and either a complete MF/HF DSC/NBDP installation (including
        antenna) or complete INMARSAT ship earth station, but not a separate power source.

■ Inmarsat-C, Logging out when not using your MES

If you are not expecting to use your MES for a prolonged period of time, it is recommended
that you log out of your current ocean region before switching off your MES. Logging
out informs the NCS that your MES is no longer available for communication. The NCS in
your ocean region updates its database with this information. The system knows not to accept
any messages intended for your MES and informs would-be callers that your MES is not
available.

If, however, you do not log out before you switch off and a remote caller tries to send you a
message, the system will repeatedly attempt to send the message via the selected LES to your
MES. Eventually (after a number of re-tries which depend on the particular LES) the LES
will stop trying to send the message and will send a non-delivery notification (NDN) back to
the message originator. Table D-3 in Appendix D lists some of the common NDN failure
codes and their meanings.
Some MESs automatically log out when they are switched off; check with your
manufacturer’s instructions as to whether your MES has this facility. If your MES does not
have an automatic log-out facility or if you are not sure whether it does, you should always
initiate a manual log-out every time before switching off.
The message originator may also be charged by the national or international
telecommunication authorities for the time spent accessing the network (even if your MES
does not receive the message). If your MES remains switched off for a long time but still
logged in, this could prove expensive to the remote caller!