what is the voyage data recorder

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Voyage Data Recorder (VDR) on a Ship Explained

The IMO defines the Voyage Data Recorder as a complete system, including any items required to interface with the sources of input signals, their processing and encoding, the final recording medium, the playback equipment, the power supply and dedicated reserve power source.

Akin to the ‘Black Box’ on airplanes, a Voyage Data Recorder is an equipment fitted onboard ships that record the various data on a ship which can be used for reconstruction of the voyage details and vital information during an accident investigation.

Information is stored in a secure and retrievable form, relating to the position, movement, physical status, command and control of a ship over the period and following an incident. This information is used during any subsequent safety investigation to identify the cause(s) of the incident . Aside from its usage in accident investigation, it can also be used for preventive maintenance, performance efficiency monitoring, heavy weather damage analysis, accident avoidance and training purposes to improve safety and reduce running costs.

Understanding VDR

As mentioned earlier, a VDR or voyage data recorder is an instrument safely installed on a ship to continuously record vital information related to the operation of a vessel. It contains a voice recording system for a period of at least last 12 hours (for VDRs installed post-July 2014, the period of the integrated details recorded is 48 hours as per the MSC Resolution 333.90). This recording is recovered and made use of for investigation in events of accidents in a compressed and digitised format.

A ship’s VDR is far superior to a black box of an aeroplane as it stores a variety of data and that too for not less than a period of 12 hours. The data records covering the last 12 hours are continuously overwritten by the latest data.

A VDR is capable of withstanding heavy weather, collisions , fires and pressure conditions even when a ship is at a depth of several meters in water.

How VDR works?

The VDR can be classified to contain following units,

– the Data Collection Unit (DCU) (fitted on the bridge that pulls in data from all the integrated sources),

– a Data Recording Unit (DRU) (fitted on the monkey island that stores all of the data that is recorded via the unit within the wheelhouse) and microphones to record bridge audio. The DCU contains the Data Processor Unit, interface modules and backup batteries. It collects data from sensors as required by the IMO and IEC standards. The batteries supply power to the DCU to record bridge audio for 2 h in case of a main ship’s power failure. The flash memory in the DRU stores the data coming from the DCU. The data can be retrieved by using playback software for investigation after an incident. The DRU components are embodied in the protective capsule. The capsule ensures survival and recovery of the recorded data after an incident.

The flash memory in the DRU stores the data coming from the DCU. The data can be retrieved by using playback software for investigation after an incident. The DRU components are embodied in the protective capsule. The capsule ensures survival and recovery of the recorded data after an incident.

The DCU contains the Data Processor Unit, interface modules and backup batteries. It collects data from sensors as required by the IMO and IEC standards. The batteries supply power to the DCU to record bridge audio for 2 hrs in case of a main ship’s power failure. The flash memory in the DRU stores the data coming from the DCU. The data can be retrieved by using playback software for investigation after an incident. The DRU components are embodied in the protective capsule. The capsule ensures survival and recovery of the recorded data after an incident.

The data that is collected or pulled in from all the integrated sources is, as mentioned above, kept in the storage capsule and holds information for the 12 hours (or 48 hours) preceding it and continuously refreshed as the voyage progresses.

There is also a record button provided in the bridge unit so that after pushing button (say during starting of any incident like collision or grounding), the recorder will start recording a new set of information from that period of time.

The capsule mentioned above is a very sturdy unit, capable of withstanding shock and pressures associated with a marine mishap (collision, grounding, bad weather etc). It might be a float-free arrangement as with the HRU or attached with the EPIRB for simultaneous release.

Carriage requirements for VDR

As with all the navigational equipment carried onboard , the VDR also comes under the purview of the SOLAS Chapter V , Regulation 20 as well as Annex 10. The details of it are as follows:

The VDR at least must record the following:

• Date and time (SVDR)
• Ship’s position (SVDR)
• Speed and heading (SVDR)
• Bridge audio (SVDR)
• Communication audio (radio) (SVDR)
• Radar data (SVDR)
• ECDIS data (SVDR)
• Echo sounder
• Main alarms
• Rudder order and response
• Hull opening (doors) status
• Watertight and fire door status
• Speed and acceleration
• Hull stresses
• Wind speed and direction

The SVDR is nothing but a simplified VDR, that records information that is only absolutely necessary and does not record information as extensive as the VDR. Naturally, it is more cost effective and more in usage on board merchant ships. The concept of SVDR can be best understood by comparing the data below with that of the VDR. Mandatory information to be recorded in an SVDR are marked next to the category above. The last two interfaces of Radar and ECDIS may be recorded only if there are standard interfaces available.

General Operational Requirements

The VDR should continuously maintain sequential records of pre-selected data items relating to the status and output of the ship’s equipment and command and control of the ship. To permit subsequent analysis of factors surrounding an incident, the method of recording should ensure that the various data items can be correlated in date and time during playback on suitable equipment.

The system should include functions to perform a performance test at any time, e.g. annually or following repair or maintenance work to the VDR or any signal source providing data to the VDR. This test may be conducted using the playback equipment and should ensure that all the required data items are being correctly recorded.

Maintenance

As with all navigational equipment, checks and maintenance are important for proper operation of any electronic systems. Only qualified personnel should work inside the equipment. As far as routine checks are concerned, examine the cables for signs of damage and also check that all connections are rigid. The battery should be replaced every four years, the backup battery must be replaced with new one by a qualified service engineer. Regulation 18.8 of SOLAS Chapter V states the requirements for maintenance. A certificate stating that the results of such tests were satisfactory is to be retained onboard.

Underwater Acoustic Beacon

This beacon can be seen in the capsule on the monkey island and is fitted as a homing device to locate the capsule after a mishap. It is attached to a bracket on the capsule. Triggered by immersion in water, they give out pulses in the ultrasonic that can be detected by airborne or shipborne units.

The importance of the VDR cannot be stressed enough. While it is always in every seafarer’s best endeavour that a mishap does not occur at all, it is imperative to know the importance of a VDR in such a situation.

It is important to understand that the VDR/SVDR is not just a way to record data for use later on during accident investigation but it gives the trainers as well as the trainees to understand real life situations at sea and the ways they could be combatted to further prevent any future mishaps, enabling better practical approach towards ship operations at sea.

About Author

Shilavadra Bhattacharjee is a shipbroker with a background in commercial operations after having sailed onboard as a Third Officer. His interests primarily lie in the energy sector, books and travelling.

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28 comments.

SIMPLY SUPERB

Well done Anish.. keep up the good work.. informative and interesting.

Hello ~ Awesome article ~ Thanks

thankyou for such great information. but i am nor aware of the errors of the VDR. it will be helpfull if can provide me. my email address [email protected]

OK. All is correct. But I can’t understood why VDR is is part of Ship’s Safety Radio certificate. VDR not providing me with any information, or increasing safety of navigation during the voyage. VDR is for use of investigating authorities only.

Yes. It is for investigation authorities, who then make a safety report and distributes to all PSCs and shipping companies so that such incident should not be repeated and case studies can be done to ensure the preventive measures are in force.

VDR is mandatory to cnnect with ECDIS or not?

Hello. Is it possible for the shipping company to acces the data from the VDR at any time? or is this prohibited?

It will depend on the owner and company. Some VDR comes have Live connections which can be accessed for crew training. Further access to the data will be governed by the applicable domestic legislation of the flag state, coastal state and the lead investigating state as appropriate and the guidelines given in the Code for the Investigation of Marine Casualties and Incidents.

I have a problem, is it not possibule after 6 months to playback bridge VDR-S record with new regulations?

(The maximum period between subsequent checks is, therefore, 15 months for passenger ships and 18 months for cargo ships, unless either certificate has been extended as permitted by SOLAS regulation I/14, in which case a similar extension may be granted.

https://solasv.mcga.gov.uk/msc/MSC.1%20Circ.1222%20vdr.pdf

best regards

After 48 hours of new regulations, is not possibule to make playback VDR-s bridge recordings?

give me please feedback.

HI Kunnar not possibule after 6 months to playback bridge VDR-S record with new regulations?

this format ist not safe!

Hello Anish, I have a big problem on-board a vessel i am working on. and i sincerer hope this platform could be of help.

My VDR is requesting for a bootable disk to boot. I have insert all various bootable disk but none seems to work.. What can be the cause or what should i do

Please i await your swift responds

Do you have any information on PLAYBACK SOFTWARE ?

Guys Hi , one question should the BNWAS connected to VDR if yes where this written

@Capt. Krishnan: There are different software available in the market which needs to be installed on the PC (which is compatible with the VDR installed on ships)

@Egor: According to the Code on Alerts and Indicators, Resolution A.1021(26), implemented on 18 January 2010, the BNWAS first-stage audible alarm and the malfunction of, or power supply failure to, the BNWAS are classified as a mandatory alarm. The BNWAS should be connected to the VDR on ships whose keel is laid on or after 18 January 2010.

What is the reason for providing anEPIRB with the VDR Capsule on Monkey Island? Can You Please explain?

@Yashwardhan: The sole purpose of the S-VDR Capsule is to store ship’s data relevant to the incident preceding the deployment of the Capsule. The EPIRB function of the S-VDR Capsule is only required to mark the position of the released capsule for later retrieval by the relevant authorities.

In accordance with IMO MSC.163(78) and IEC 61996-2, the preferred locations are on the monkey island or on the bridge wings. The Capsule should be mounted in the vicinity of the bridge on the outside of the vessel’s structure in a position such that it is accessible by a non-vertical ladder (ie stairway) and its controls are easily reached. Ideally, the Capsule should be mounted as close to the centreline of the vessel as possible, and with sufficient space around it that it can be accessed by ROVs and divers in the event that it fails to release automatically.

Well done sir Easy and effective learning material

@Sunil: 🙂 ?

This information is not completely true.

“A ship’s VDR is far superior to a black box of an aeroplane as it stores a variety of data and that too for not less than a period of 12 hours.”

If you mentioned VDR records variety of data but black box of the airplane doesn’t. Thing it is not right.

Black box of the airplane contains voice & flight data (which called Cockpit Voice Recorders (CVR) and Flight Data Recorders (FDR)). So obiously, are as same as to the ship.

Anyways thanks for knowledge.

One more thing I wanted to clarify if there is HRU fitted on her/svdr recording units or they submerg with sinking ship?..pl comment if anyone has some idea…

Can you help me? In order to investigate the causes of an agrounding, I want to access and read the data recorded by an VDR unit. As I received just the data, but not the manufacturer´s software which let me to access & read it, I have not able to do it. Thanks in advance.

Nice article, very well explained, the comment section too was informative, continue your good work.

@Shivashankar: Thank you for your support and comment.

The VDR is responsibility of IT dpt or MARINE / OPERATION dpt?

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• Voyage Data Recorders
• Maritime Safety

Passenger ships and ships other than passenger ships of 3000 gross tonnage and upwards constructed on or after 1 July 2002 must carry voyage data recorders (VDRs) to assist in accident investigations, under regulations adopted in 2000, which entered into force on 1 July 2002.

Like the black boxes carried on aircraft, VDRs enable accident investigators to review procedures and instructions in the moments before an incident and help to identify the cause of any accident.

VDR requirements

Under regulation 20 of SOLAS chapter V on Voyage data recorders (VDR), the following ships are required to carry VDRs:

· passenger ships constructed on or after 1 July 2002;

· ro-ro passenger ships constructed before 1 July 2002 not later than the first survey on or after 1 July 2002;

· passenger ships other than ro-ro passenger ships constructed before 1 July 2002 not later than 1 January 2004; and

· ships, other than passenger ships, of 3,000 gross tonnage and upwards constructed on or after 1 July 2002.

VDRs are required to meet performance standards "not inferior to those adopted by the Organization".

Performance standards for VDRs were adopted in 1997 and give details on data to be recorded and VDR specifications. They state that the VDR should continuously maintain sequential records of preselected data items relating to status and output of the ship's equipment and command and control of the ship. The VDR should be installed in a protective capsule that is brightly coloured and fitted with an appropriate device to aid location. It should be entirely automatic in normal operation.

Administrations may exempt ships, other than ro-ro passenger ships, constructed before 1 July 2002, from being fitted with a VDR where it can be demonstrated that interfacing a VDR with the existing equipment on the ship is unreasonable and impracticable.

Regulation18 of SOLAS chapter V on Approval, surveys and performance standards of navigational systems and equipment and voyage data recorder states that:

The voyage data recorder (VDR) 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 a 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 ship .

Simplified VDRs

The MSC at its 79th session in December 2004 adopted amendments to regulation 20 of SOLAS chapter V ( Safety of Navigation ) on a phased-in carriage requirement for a shipborne simplified voyage data recorder (S-VDR). The amendment entered into force on 1 July 2006.

The regulation requires a VDR, which may be an S-VDR, to be fitted on existing cargo ships of 3,000 gross tonnage and upwards, phasing in the requirement for cargo ships of 20,000 gross tonnage and upwards first, to be followed by cargo ships of 3,000 gross tonnage and upwards.

The S-VDR is not required to store the same level of detailed data as a standard VDR, but nonetheless should maintain a store, in a secure and retrievable form, of information concerning the position, movement, physical status, command and control of a vessel over the period leading up to and following an incident.

The phase-in is as follows:

To assist in casualty investigations, cargo ships , when engaged on international voyages, shall be fitted with a VDR which may be a simplified voyage data recorder (S VDR) as follows:

• in the case of cargo ships of 20,000 gross tonnage and upwards constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2006 but not later than 1 July 2009;
• in the case of cargo ships of 3,000 gross tonnage and upwards but less than 20,000 gross tonnage constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2007 but not later than 1 July 2010; and
• Administrations may exempt cargo ships from the application of the requirements when such ships will be taken permanently out of service within two years after the implementation date specified above.

Marine Teacher

Sharing Knowledge

Voyage data recorder.

WHAT IS A VDR? A VDR or voyage data recorder is an instrument installed on a ship to continuously record critical Information related to the operation of a vessel. It consists of a recording system for a period of at least last 48 hours which is continuously overwritten by the latest data. This recording is recovered and made use of for various purposes, especially for investigation in the events of accidents. Purpose/benefits of VDR VDR data can be used for : 1. Accident investigations 2. Response Assessment 3. Training support 4. Promotion of best practices 5. Reduction of insurance cost HOW DOES A VDR WORK? There are various sensors placed on bridge of the ship and on prominent location from which the required data is continuously collected. The VDR has to be very flexible in order to be interfaced with the existing equipment and sensors for recording of relevant data. The unit should be entirely automatic in normal operation. Means are provided whereby recorded data may be saved by an appropriate method following an incident, with minimal interruption to the recording process. The data collected by VDR is digitalized, compressed, and is stored in a protective storage unit which is mounted in a safe place. This tamper-proof storage unit can be a retrievable fixed or floating unit connected with EPIRB for early location in the event of an accident.

MAIN COMPONENTS OF VDR: 1. DATA MANAGEMENT UNIT (OR DATA COLLECTION UNIT) 2. AUDIO MODULE 3. FINAL RECORDING MODULE 4. REMOTE ALARM MODULE 5. REPLAY STATION 6. RESERVE SOURCE OF POWER  

Data Management Unit: This data comprises of voices, various navigational parameters, ship location, etc. are fed to a unit called Data management unit. The data collected by the Data Management Unit is digitized, compressed, and is stored in a specified format in two protective storage units (called “Final Recording Medium”) which are mounted in a safe place. A copy of the data is also recorded in a hard drive housed in the data management unit.

Audio Module: It consists of an audio mixer for recording audio from microphones placed in the wheelhouse, bridge wings, ECR and various other locations. VHF audio signals are also interfaced with this unit. Bridge Audio should be recorded through the use of at least two channels of audio recording. Microphones positioned outside on bridge wings, should be recorded on at least one additional separate channel. VHF Communications audio VHF communications relating to ship operations should be recorded on an additional separate channel to those referred to in point above.  

Final Recording Medium: The final recording mediums, also sometimes called VDR CAPSULES, comprises of two independent recording units (fixed and float-free) and an long term medium. a) Fixed recording medium:  Should record data for at least 48 Hrs which is continuously overwritten with new data.  should maintain the recorded data for a period of at least two years following termination of recording.  data should be electronically tamper-proof This fixed tamper-proof electronic storage medium is encased in a protecting casing. A fixed VDR Capsule is capable of withstanding heavy weather, collisions, fires and pressure conditions even when a ship is at a depth of several meters in water. This unit is fixed with an underwater locator which can be used to retrieved in case of sinking of the ship. Properties of Final Recording Unit:  Highly visible color  Can withstand temp. up to 1100ºC  Can sustain deep sea pressure of 6000 m  Electronically tamper-proof data  Easily accessible / Float-free b) Float-free recording medium;  data recorded for at least 48 Hrs and continuously overwritten with new data  should maintain the recorded data for a period of at least six months following termination of recording;  data should be electronically tamper-proof or floating unit with an in-built EPIRB for early location in the event of accident. C) Long-term recording medium.  Data recorded for 30 days / 720 Hrs and continuously overwritten with new data  be capable of being accessed from an internal, easily accessible area of the ship;  

Remote Alarm Module: This is a small panel connected to the Data Management Unit that will sound an audio-visual alarm should any error or fault develop in the equipment or if the sensor inputs are missing.

Replay Station: The VDR should provide an interface for downloading the stored data and playback the information to an external computer. The interface should be compatible with an internationally recognized format, such as Ethernet, USB, FireWire, or equivalent. A playback software should be provided with VDR with the capability to to download the stored data and play back the information. The software should be compatible with an operating system available with commercial off-the-shelf laptop computers and where non-standard or proprietary formats are used for storing the data in the VDR, the software should convert the stored data into open industry standard formats.

VDR installed after 1st July, 2014 must record, in addition to, or alternately, following data:

       Additionally, the following requirements shall be fulfilled by the VDRs installed after 01st July 2014: RADAR -Recording of the main displays of both ship's radar installations as required by SOLAS regulations. AIS - All AIS data should be recorded . ECDIS display in use at the time as the primary means of navigation. Rolling Motion - VDR should be connected to an electronic inclinometer if installed Configuration data : In addition to the data items, a data block defining the configuration of the VDR and the sensors to which it is connected should be written into the final recording medium during the commissioning of the VDR. Electronic logbook : Where a ship is fitted with an electronic logbook in accordance with the standards of the Organization the information from this should be recorded.

S-VDR An S-VDR (Simplified VDR) is the same as a VDR. There is no principle difference between a VDR and an S-VDR except the amount of information required to be recorded by S-VDR is less.

DATA RECORDED BY S-VDR:

CARRIAGE REQUIREMENTS The following vessels are required to carry a VDR: • All Passenger ships and Ro-Ro passenger ships • Ships of 3,000 GT and upwards constructed on or after 1 July 2002. The following vessels are required to carry an S-VDR: • Ships over 3,000 GT constructed before 1 July 2002

S-VDR – FAQs (Additional Material)

Should a "fixed" or "float-free" data storage capsule be used? There is no Type Approved float-free solution currently available and there are varying views on which solution would be most easily retrieved. Indications are that both options are similarly priced.

To what degree does the choice of S-VDR depend on the make of the existing bridge equipment? The technical specification of the S-VDR has been determined with the express aim of maximising the connectivity with other equipment. The choice of S-VDR can therefore bebased with emphasis on the functionality of the particular S-VDR and the worldwide service support available.

What benefits can be expected from fitting S-VDR? The operational experience gained from ships equipped with VDR has been well recorded over many years and in summary confirm the positive benefits particularly relating to accident investigation, training and monitoring, assessment of response to safety and environment emergencies, promoting best practice and accident prevention and reduction in insurance losses. VDRs have also proved invaluable to ship owners as a management tool in analysing hazardous incidents and bridge team procedures. Additionally VDR recordings have provided irrefutable evidence in pollution incidents as well as providing an indisputable record of a Master's action. There have also been a number of instances where disclosure of VDR recordings precluded court actions with the subsequent significant savings in costs.

Can the recorded data be accessed remotely? Remote access to data is not a requirement of the IMO but a limited number of manufacturers do offer this facility as an option. Kelvin Hughes “MantaDigital™ S-VDR” has the capability of being interrogating through GSM or satellite communications from the shore. This optional feature also allows onboard technical problems to be diagnosed remotely, enabling spares or other support to be arranged in advance of the ship’s arrival in port.

What time period can be recorded? The IMO requires a minimum of 12 hours recording but most manufacturers provide larger storage options often with removable media, which may be used as a management and training tool. This latter option sometimes referred to as a “white-box”, has found favor in the past where ships’ staff are able to retain a record of an event without disturbing the main (mandatory) data contained within the S-VDR.  

How is the performance of the equipment monitored? The IMO Performance Standard for S-VDR requires a built-in the test facility to be provided to allow for continuous monitoring of the performance of the equipment. An audible and visual alarm is automatically triggered in the event of a malfunction of the S-VDR.  

How and where can the data be replayed? Playback facilities are offered by all manufacturers, usually free of charge, as part of the S-VDR package. This enables incident analysis to be undertaken onboard, ashore, and in a Court of Law.

Installation

Who can carry out annual performance checks? All maintenance, service, and commissioning of S-VDR equipment must be carried out by engineers approved by the manufacturer concerned. This may be delegated to a nominated service agent although some manufacturers, such as Kelvin Hughes, have the added advantage of a well-established and proven worldwide support network with factory-trained engineers located in key ports.  

Can an S-VDR be installed whilst the vessel is in service? In the majority of cases, the installation of an S-VDR can be carried out whilst the vessel is in service. The majority of the work centers around the running of cables for microphones on the bridge and the collection of data from a number of sources. The only restriction on installing during service is when it may become necessary to weld fixings or cut cable penetrations (hot-work) on vessels carrying hazardous cargo e.g. Tankers and gas carriers.  

How long does installation & commissioning take? A typical installation, which would include cable running, mounting of units, termination of cables, and commissioning is estimated to take 5/7 days with two engineers. If preparatory work is completed in advance with the running of cables and provision of foundations for units then termination and commissioning are estimated to take 3 days.

Legislation  

How will compliance be enforced and monitored? Compliance with Carriage Requirements for S-VDR will be enforced by the appropriate Flag State and Port Control authorities may also prevent vessels from operating who do not have a suitably working S-VDR.

What Type of Approval or Classification Certification is necessary? All S-VDR equipments fitted to satisfy IMO requirements must be Type Approved. Kelvin Hughes is the first to receive Type Approval for its MantaDigital™ S-VDR through QinetiQ, the UK government nominated testing organisation. Other manufacturers are following and submitting equipment for test to QinetiQ and other test organisations, including the German testing house, BSH. Individual Classification Societies can endorse Type Approved equipment by reference to the results obtained by the test organisation.

What are the requirements? IMO through MSC at its 79th session in December 2004 agreed the following amendment to SOLAS Chapter V Regulation 20 To assist in casualty investigations, cargo ships, when engaged on international voyages, shall be fitted with a VDR, which may be a simplified voyage data recorder (S-VDR) as follows:

 in the case of cargo ships of 20,000 gross tonnage and upwards constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2006 but not later than 1 July 2009;

in the case of cargo ships of 3,000 gross tonnage and upwards but less than 20,000 gross tonnage constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2007 but not later than 1 July 2010; and

 Administrations may exempt cargo ships from the application of the requirements of sub-paragraphs 1 and 2 when such ships will be taken permanently out of servicewithin two years after the implementation date specified in sub-paragraphs 1 and 2 above.

To what types of vessels does the Carriage Requirement apply? All vessels involved in international trade over 3,000 tons gross tonnage will be affected by the requirement (except where an exemption is granted by the flag state)

Legal Will fitting S-VDR impact on insurance premiums? A Marine Underwriter's Perspective There is no doubt, that the shipping industry can learn a lot from the world of Aviation and this is certainly a point of view held by eminent personages such as Lord Carver and Lord Donaldson. The lessons learned from, “black-box” information following air crashes has obviously done a lot to improve the safety in this industry.  

The lessons learned have also given the operators data to enable them to reduce the human element proportion of air disasters. So how can anyone argue against a similar initiative in the Marine world? As underwriters, we can see the potential advantages that VDRs will bring in reducing the insurance risks. There is always room for improvement, and, as lessons are learned from VDR playbacks ship operators will be able to respond with meaningful loss prevention actions, which will have a beneficial effect on their insurance results. VDRs will also provide a reliable and unbiased witness at times of accidents involving other parties. Here again, VDR evidence will do a lot to reduce legal costs and the sterile wrangles about who is to blame.

I s the recorded data recognized as legal evidence? Yes - extensively, there have been a number of instances already experienced where the disclosure of the existence of VDR recorded data has precluded court action. Clearly, there is an advantage in the situations where systems are installed with the additional removable memory, sometimes referred to as the "white-box".

In the event of an incident - who owns the recording? "Ownership and recovery" (Abstracts of IMO FSI Sub - Committee 9) Recovery of VDR In the case of a non-catastrophic accident, recovery of the memory should be straightforward. This action will have to be taken soon after the accident to best preserve the relevant evidence for use by both the investigator and the shipowner. As the investigator is very unlikely to be in a position to instigate this action soon enough after the accident, the owner must be responsible, through its onboard standing orders, for ensuring the timely preservation of this evidence in this circumstance.

In the case of abandonment of a vessel during an emergency, masters should be instructed, where time and other responsibilities permit, to recover the memory and remove it to a place of safety and to preserve it until it can be passed to the investigator. In the case of a catastrophic accident, where a vessel has sunk and the data has not been retrieved prior to abandonment, a decision will need to be taken by the Flag State in consultation with any other substantially interested states on the viability of recovering the protective capsule against the potential use of the information. If it is decided to recover the capsule, the investigator should be responsible for its recovery. The possibility of the capsule having sustained damage must be considered and specialist expertise will be required to ensure the best chance of recovering and preserving the evidence. In addition, the assistance and co-operation of the owners, insurers and the manufacturers of the VDR and those of the protective capsule may be required. Custody of VDR/data In all circumstances, during the course of an investigation, the investigator should have custody of the original VDR data, perhaps in the form of the whole or part(s) of the VDR itself, in the same way as he has custody of other records or evidence under the Code for the Investigation of Marine Casualties and Incidents. Ownership of VDR/data The shipowner will, in all circumstances and at all times, own the VDR and its data. Read-out of VDR/data In all circumstances the responsibility to arrange downloading and read-out of the data from the recovered memory in whatever form should, in the first instance, be undertaken by the investigator who should keep the shipowner fully informed. Additionally, especially in the case of a catastrophic accident where the memory may have sustained damage, the assistance of specialist expertise may be required to ensure the best chance of success. Access to the data Although the investigator will have custody of the original VDR memory in whatever form for the duration of the investigation, a copy of the data must be provided to the shipowner in all circumstances. Further access to the data will be governed by the applicable domestic legislation of the flat state, coastal state and the lead investigating state as appropriate and the guidelines given in the Code for the Investigation of Marine Casualties and Incidents.

What are the key factors to be considered when selecting an S-VDR?  Is the equipment type-approved?  Does the supplier have a proven track record?  Does the supplier offer worldwide support?  Can the supplier guarantee to fit in time to meet agreed deadlines?  Will the fitting delay the vessel’s operation?  What does the price include?  Is there a fixed price package?

 Does the supplier understand interfacing with marine bridge equipment?  What additional options are available/provided?  Does the supplier have an established customer base?  Does the supplier have a reference list?  Will the supplier be here in the future to support the system?  Does the equipment offer all the facilities that may be required?

What is the typical price for an S-VDR system? These vary from manufacturer to manufacturer and are also dependent upon the degree of sophistication demanded. It is suggested that a budget of up to US$50k be allocated for a complete fit.

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Explained: What Does VDR or Ship’s “Black Box” do?

The Voyage Data Recorder (VDR) is a vital piece of equipment aboard ships, often likened to the “black box” in aircraft. It serves as the silent guardian of maritime safety, meticulously recording a wealth of information related to a ship’s operation.

Introduction to the VDR

Imagine sailing through the vast, unpredictable ocean where the unexpected is the norm. Here, the VDR acts as the ship’s memory, capturing every detail, every conversation on the bridge, every radar image, and every change in speed or direction. It’s like having a meticulous scribe who misses nothing, ensuring that if something goes awry, we have a reliable source to turn to, to understand what exactly happened.

Components: The Building Blocks of VDR

The VDR is composed of several integral components, each with a specific role, working in harmony to safeguard valuable data:

• Data Acquisition Unit (DAU): The DAU is the gatherer of information, collecting data from various sensors and systems aboard the ship and channeling it to the main unit.
• Main Unit: This is the heart of the VDR, where all the collected data finds a home. It is strategically located in a secure area on the ship to protect the data from being compromised in case of mishaps.
• Final Recording Medium (FRM): The FRM is like the fortress of data, designed to endure extreme conditions such as fire, water pressure, and impacts, ensuring the preservation of crucial information.

Data Recorded by VDR

The VDR is like the chronicler of the ship, recording a diverse range of data including:

• The ship’s speed and heading
• Captured radar data and images
• Conversations and ambient sounds on the bridge
• Communications via VHF radio
• Prevailing weather conditions
• Triggered alarms and warnings
• The ship’s geographical position through GPS
• The depth beneath the keel
• The status of hull openings and doors
• Engine orders and their corresponding responses

Importance of VDR

1. accident investigation.

The VDR is the detective of the seas, aiding investigators in unraveling the mysteries behind maritime accidents by providing invaluable, detailed data. It allows for the reconstruction of events, helping to pinpoint the causes and contributing factors of incidents, whether they be human error, equipment failure, or environmental conditions.

2. Enhancement of Safety Standards

By analyzing the tales told by the VDR, we can identify lapses in safety and areas in need of improvement. The insights gained shape the development of more stringent maritime safety standards and practices, fostering a safer and more secure maritime environment.

3. Training and Performance Monitoring

The VDR is also a teacher, its data serving as a rich resource for training the next generation of maritime professionals. It allows for the creation of realistic simulations, enabling trainees to learn and adapt to various maritime scenarios. Moreover, it acts as a performance monitor, ensuring both the ship and its crew operate optimally and adhere to safety protocols.

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Sailing under International Regulations

The International Maritime Organization (IMO) plays a pivotal role in ensuring the effective implementation of VDRs through the International Convention for the Safety of Life at Sea (SOLAS) . It mandates the installation of VDRs and provides comprehensive guidelines on performance standards, maintenance, and annual testing, ensuring the reliability and efficacy of VDRs in safeguarding vital maritime data.

The Voyage Data Recorder is the unsung sentinel of the seas, silently observing, recording, and preserving every moment, every detail of a ship’s journey. Its role in unraveling maritime mysteries, shaping safer maritime futures, and training future seafarers is unparalleled. As technology evolves, so does the VDR, continuously adapting to meet the dynamic needs of the maritime industry and ensuring safer passages across the boundless oceans.

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VDR Voyage Data Recorders – An IMO Guide

The mandatory regulations are contained in chapter V on Safety of Navigation of the International Convention for the Safety of Life at Sea, 1974 (SOLAS).

Like the black boxes carried on aircraft, VDRs enable accident investigators to review procedures and instructions in the moments before an incident and help to identify the cause of any accident.

VDR requirements

Under regulation 20 of SOLAS chapter V on Voyage data recorders (VDR), the following ships are required to carry VDRs:

• passenger ships constructed on or after 1 July 2002;
• ro-ro passenger ships constructed before 1 July 2002 not later than the first survey on or after 1 July 2002;
• passenger ships other than ro-ro passenger ships constructed before 1 July 2002 not later than 1 January 2004; and
• ships, other than passenger ships, of 3,000 gross tonnages and upwards constructed on or after 1 July 2002.

VDRs are required to meet performance standards “not inferior to those adopted by the Organization”.

Performance standards for VDRs were adopted in 1997. They give details on data to be recorded and VDR specifications. They state that the VDR should continuously maintain sequential records of preselected data items relating to the status and output of the ship’s equipment and command and control of the ship. The VDR should be installed in a protective capsule that is brightly coloured. It also should be fitted with an appropriate device to aid location. It should be entirely automatic in normal operation.

Administrations may exempt ships other than ro-ro passenger ships, constructed before 1 July 2002, from being fitted with a VDR. Only where it can be demonstrated that interfacing a VDR with the existing equipment on the ship is unreasonable and impracticable.

Click HERE to see the AMI Marine X2 VDR

Regulations

Regulation18 of SOLAS chapter V on Approval, surveys and performance standards of navigational systems and equipment and voyage data recorder states that:

The voyage data recorder (VDR) 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 a 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 ship .

Simplified VDRs (S-VDR’s)

The MSC at its 79th session in December 2004 adopted amendments to regulation 20 of SOLAS chapter V ( Safety of Navigation ) on a phased-in carriage requirement for a shipborne simplified voyage data recorder (S-VDR). The amendment entered into force on 1 July 2006.

The regulation requires a VDR, which may be an S-VDR, to be fitted on existing cargo ships of 3,000 gross tonnages and upwards, phasing in the requirement for cargo ships of 20,000 gross tonnages and upwards first, to be followed by cargo ships of 3,000 gross tonnages and upwards.

The S-VDR is not required to store the same level of detailed data as a standard VDR, but nonetheless should maintain a store, in a secure and retrievable form, of information concerning the position, movement, physical status, command and control of a vessel over the period leading up to and following an incident.

The phase-in is as follows:

To assist in casualty investigations,  cargo ships , when engaged on international voyages, shall be fitted with a VDR which may be a simplified voyage data recorder (S VDR) as follows:

• in the case of cargo ships of 20,000 gross tonnages and upwards constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2006 but not later than 1 July 2009;
• in the case of cargo ships of 3,000 gross tonnages and upwards but less than 20,000 gross tonnages constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2007 but not later than 1 July 2010; and
• Administrations may exempt cargo ships from the application of the requirements when such ships will be taken permanently out of service within two years after the implementation date specified above.

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Written by the IMO. Read the original article HERE

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Voyage Data Recorder (VDR) on a Ship Explained

September 15, 2020 IMO

The IMO defines the Voyage Data Recorder as a complete system, including any items required to interface with the sources of input signals, their processing and encoding, the final recording medium, the playback equipment, the power supply and dedicated reserve power source.

Akin to the ‘Black Box’ on airplanes, a Voyage Data Recorder is an equipment fitted onboard ships that record the various data on a ship which can be used for reconstruction of the voyage details and vital information during an  accident investigation.

Information is stored in a secure and retrievable form, relating to the position, movement, physical status, command and control of a ship over the period and following an incident. This information is used during any  subsequent safety investigation to identify the cause(s) of the incident . Aside from its usage in accident investigation, it can also be used for preventive maintenance, performance efficiency monitoring,  heavy weather  damage analysis, accident avoidance and training purposes to improve safety and reduce running costs.

Understanding VDR

As mentioned earlier, a VDR or voyage data recorder is an instrument safely installed on a ship to continuously record vital information related to the operation of a vessel. It contains a voice recording system for a period of at least last 12 hours (for VDRs installed post-July 2014, the period of the integrated details recorded is 48 hours as per the MSC Resolution 333.90). This recording is recovered and made use of for investigation in  events of accidents  in a compressed and digitised format.

A ship’s VDR is far superior to a black box of an aeroplane as it stores a variety of data and that too for not less than a period of 12 hours. The data records covering the last 12 hours are continuously overwritten by the latest data.

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A VDR is capable of withstanding heavy weather,  collisions , fires and pressure conditions even when a ship is at a depth of several meters in water.

How VDR works?

The VDR can be classified to contain following units,

– the Data Collection Unit (DCU) (fitted on the bridge that pulls in data from all the integrated sources),

– a Data Recording Unit (DRU) (fitted on the monkey island that stores all of the data that is recorded via the unit within the wheelhouse) and microphones to record bridge audio. The DCU contains the Data Processor Unit, interface modules and backup batteries. It collects data from sensors as required by the IMO and IEC standards. The batteries supply power to the DCU to record bridge audio for 2 h in case of a main ship’s power failure. The flash memory in the DRU stores the data coming from the DCU. The data can be retrieved by using playback software for investigation after an incident. The DRU components are embodied in the protective capsule. The capsule ensures survival and recovery of the recorded data after an incident.

The flash memory in the DRU stores the data coming from the DCU. The data can be retrieved by using playback software for investigation after an incident. The DRU components are embodied in the protective capsule. The capsule ensures survival and recovery of the recorded data after an incident.

The DCU contains the Data Processor Unit, interface modules and backup batteries. It collects data from sensors as required by the IMO and IEC standards. The batteries supply power to the DCU to record bridge audio for 2 hrs in case of a main ship’s power failure. The flash memory in the DRU stores the data coming from the DCU. The data can be retrieved by using playback software for investigation after an incident. The DRU components are embodied in the protective capsule. The capsule ensures survival and recovery of the recorded data after an incident.

The data that is collected or pulled in from all the integrated sources is, as mentioned above, kept in the storage capsule and holds information for the 12 hours (or 48 hours) preceding it and continuously refreshed as the voyage progresses.

There is also a record button provided in the bridge unit so that after pushing button (say during starting of any incident like collision or grounding), the recorder will start recording a new set of information from that period of time.

The capsule mentioned above is a very sturdy unit, capable of withstanding shock and pressures associated with a marine mishap (collision, grounding, bad weather etc). It might be a float-free arrangement as with the HRU or attached with the  EPIRB  for simultaneous release.

Carriage requirements for VDR

As with  all the navigational equipment carried onboard , the VDR also comes under the purview of the  SOLAS Chapter V , Regulation 20 as well as Annex 10. The details of it are as follows:

The VDR at least must record the following:

• Date and time (SVDR)
• Ship’s position (SVDR)
• Speed and heading (SVDR)
• Bridge audio (SVDR)
• Communication audio (radio) (SVDR)
• Radar data (SVDR)
• ECDIS data (SVDR)
• Echo sounder
• Main alarms
• Rudder order and response
• Hull opening (doors) status
• Watertight and fire door status
• Speed and acceleration
• Hull stresses
• Wind speed and direction

The SVDR is nothing but a simplified VDR, that records information that is only absolutely necessary and does not record information as extensive as the VDR. Naturally, it is more cost effective and more in usage on board merchant ships. The concept of SVDR can be best understood by comparing the data below with that of the VDR. Mandatory information to be recorded in an SVDR are marked next to the category above. The last two interfaces of Radar and ECDIS may be recorded only if there are standard interfaces available.

General Operational Requirements

The VDR should continuously maintain sequential records of pre-selected data items relating to the status and output of the ship’s equipment and command and control of the ship. To permit subsequent analysis of factors surrounding an incident, the method of recording should ensure that the various data items can be correlated in date and time during playback on suitable equipment.

The system should include functions to perform a performance test at any time, e.g. annually or following repair or maintenance work to the VDR or any signal source providing data to the VDR. This test may be conducted using the playback equipment and should ensure that all the required data items are being correctly recorded.

Maintenance

As with all navigational equipment,  checks and maintenance  are important for proper operation of any electronic systems. Only qualified personnel should work inside the equipment. As far as routine checks are concerned, examine the cables for signs of damage and also check that all connections are rigid. The battery should be replaced every four years, the backup battery must be replaced with new one by a qualified service engineer. Regulation 18.8 of SOLAS Chapter V states the requirements for maintenance. A certificate stating that the results of such tests were satisfactory is to be retained onboard.

Underwater Acoustic Beacon

This beacon can be seen in the capsule on the monkey island and is fitted as a homing device to locate the capsule after a mishap. It is attached to a bracket on the capsule. Triggered by immersion in water, they give out pulses in the ultrasonic that can be detected by airborne or shipborne units.

The importance of the VDR cannot be stressed enough. While it is always in every seafarer’s best endeavour that a mishap does not occur at all, it is imperative to know the importance of a VDR in such a situation.

It is important to understand that the VDR/SVDR is not just a way to record data for use later on during accident investigation but it gives the trainers as well as the trainees to understand real life situations at sea and the ways they could be combatted to further prevent any future mishaps, enabling better practical approach towards ship operations at sea.

Disclaimer:  The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight.  Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendation on any course of action to be followed by the reader.

Source: marineinsight

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Voyage Data Recorder (VDR)

Explanation of voyage data recorder (vdr) :.

• A VDR or voyage data recorder is an instrument installed on a ship to continuously record vital information related to the operation of a vessel.
• It contains a voice recording system for a period of at least last 12 hours.
• This recording is recovered and made use of for investigation in events of accidents.
• The data records covering the last 12 hours are continuously overwritten by the latest data.
• A VDR is capable of withstanding heavy weather, collisions, fires and pressure conditions even when a ship is at a depth of several meters in water.

Working of VDR:

• There are various sensors placed on bridge of the ship and on prominent location from which the required data is continuously collected.
• This data which comprises of voices, various parameters, ships location etc. are then fed to a storage unit where the whole input is recorded and saved for at least 12 hours.
• There is also a record button provided in the bridge unit so that after pushing button (say during starting of any incident like collision or grounding), the recorder will start recording new set of information from that period of time.
• The data collected by VDR is digitalised, compressed, and is stored in a protective storage unit which is mounted in a safe place.
• This tamper proof storage unit can be a retrievable fixed or floating unit connected with EPIRB for early location in the event of accident.

Main Components of VDR:

• Data Management Unit : It acquires data from various sources using interfaces, processes and stores the data in a specified format.
• It consists of an audio mixer for recording audio from microphones placed in the wheelhouse, bridge wings, ECR and various other locations.
• VHF audio signals can also be interfaced with this unit.
• This is a fire resistant, pressure tight storage medium to store recorded data.
• The capsule is resistant against shock, penetration, fire, deep sea pressure and immersion. Housed in a highly visible protective capsule which can withstand high temperatures (1100 O C) and deep sea pressure of 6000 m.
• Remote Alarm Module : This is a small panel connected to the Data Management Unit that will sound an alarm should any error or fault develop in the equipment.
• This is an optional module for downloading and replaying the recorded data.
• The data when played back can help in casualty investigations as well as for self analysis.
• Date & Time from GPS every 1s
• Position & Datum – Lat/Long and datum from GPS , Loran-C etc. The source of data is identified on playback.
• Speed (water / ground) recorded every 1s to 0.1k resolution
• Heading ( gyro or magnetic ) is recorded at intervals of 1s to a resolution of 0.1 deg
• Depth under keel from echo sounder to a resolution of 0.1m.
• Auto pilot settings for speed, latitude, rudder limit, off-course alarms etc.
• Bridge audio in real time, both internal & external (150-6000Hz). The mic test beeps every 12 hrs & this is recorded.
• Radar image recorded every 15s includes range rings, EBLs, VRMs, radar maps, parts of SENC & other essential navigational indications.
• Wind speed/direction from the Anemometer is recorded & stored individually with time stamps.
• VHF communication from 2 VHFs are recorded for both transmitted and received audio signals. Audio is compressed and labeled VHF 1 & VHF 2.
• Hull openings & watertight doors status is received every 1s and stored with time stamps
• Hull stresses are received and stored with time stamps.
• Thruster status (bow/stern) can be recorded for their order and response
• Rudder order and response angle is recorded to a resolution of 1 deg
• Engine order and response from the telegraph or direct engine control with shaft revolution and ahead and astern indicators are recorded to a resolution of 1 rpm
• AIS target data is recorded as a source of information regarding other ships.
• Alarms are recorded with time stamps. All IMO mandatory alarms as well as other audible alarms are stored individually by the bridge audio microphones.

Purpose of VDR:

• The main purpose of VDR is to record and store ship’s critical parameters to facilitate reconstruction of the incident for the purpose of analysis
• Additionally navigator can use this for self-analysis, as lessons-learning tool and thus improvement of procedures in the future.
• The benefits are:
• Promotion of safe practices
• Accident investigation and enquiry
• Response assessment and study
• Training aid and support
• Reduction in insurance costs
• Statistics generation

VOYAGE DATA RECORDER – DATA ITEMS TO BE RECORDED :- IMO Performance Standard (Res. A.861(20)) and IEC Information format (IEC 61996).

Recovery of VDR : Recovery of the VDR is conditional on the accessibility of the VDR or the data contained therein.

• In the case of a non-catastrophic accident, recovery of the memory should be straightforward. For example, in some VDRs it can be accomplished by removal of a hard disc from the VDR unit. This action will have to be taken soon after the accident to best preserve the relevant evidence for use by both the investigator and the ship owner. As the investigator is very unlikely to be in a position to instigate this action soon enough after the accident, the owner must be responsible, through its on-board standing orders, for ensuring the timely preservation of this evidence in this circumstance.
• In the case of abandonment of a vessel during an emergency, masters should, where time and other responsibilities permit, recover the memory and remove it to a place of safety and preserve it until it can be passed to the investigator.
• In the case of a catastrophic accident, where the VDR is inaccessible and the data has not been retrieved prior to abandonment, a decision will need to be taken by the Flag State in co-operation with any other substantially interested States on the viability and cost of recovering the VDR balanced against the potential use of the information. If it is decided to recover the VDR the investigator should be responsible for co-ordinating its recovery. The possibility of the capsule having sustained damage must be considered and specialist expertise will be required to ensure the best chance of recovering and preserving the evidence. In addition the assistance and co-operation of the owners, insurers and the manufacturers of the VDR and those of the protective capsule may be required.

Voyage data recorder (VDR)

A maritime “black box”. VDR is usually two-part system consisting of a data collecting unit, and a protected storage unit that stores the retrieved data. The main component of the system is carried inside the ship and is connected to a deck-mounted protective capsule which houses a fixed high-capacity solid state memory block. The capsule is designed to withstand fire, deepsea pressure, shock and penetration.

The data collecting unit continuously records 12 hours of onboard activity including date and time; ship position; speed; heading; bridge audio; ship VHF communications relating to operations; radar information showing actual radar picture at the time of recording; depth under keel; rudder angle; engine order and response; hull opening status; watertight and fire doors status; hull stress monitoring and wind speed and direction.

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- Simplified Voyage Data Recorder (S-VDR) – A system that the International Maritime Organisation (IMO) has mandated for carriage on the majority of large sea going vessels. It is a system similar to the aviation “black box” recorder where if a vessel is involved in an accident or sinks, data can be retrieved to reconstruct the last 12 hours of the vessels voyage. This allows the marine community to understand clearly the reason of the accident, however catastrophic and take up preventative measures to increase future marine safety. The International Maritime Organisation finally approved the mandatory requirement for the S-VDR system at MSC 79.

The new rules stipulate that existing cargo ships on international voyages shall be fitted with an S-VDR as follows: 

“20,000 gross tonnage and upwards constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2006 but not later than 1 July 2009”, “3,000 gross tonnage and upwards but less than 20,000 gross tonnage constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2007 but not later than 1 July 2010”.

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Voyage Data Recorder

Purpose of VDR / S-VDR

The main purpose of the VDR is to record and store ship’s critical parameters. Information is stored in a secure and retrievable form, relating to the position, movement, physical status, command and control of a ship over the period and following an incident. This captured data can be utilized for “incident scene reconstruction” for the purpose of root cause analysis.

Output of such analysis contributes enormously on improving operational safety at sea. Other benefits of VDR are: ⦁ Response assessment ⦁ Training support ⦁ Promotion of best practices ⦁ Reduction in insurance cost.

Difference between a VDR and S-VDR:

There is no principle difference between a voyage data recorder (VDR) and a simplified voyage data recorder (S-VDR). The difference is the amount of information required to be recorded. The VDR requires more data to be recorded than the S-VDR.

VDR Block Diagram

Bridge Alarm unit

It is a secluded interface to manage the voyage data recorder device. It is able to acknowledge system warnings and alarms.

Emergency Battery

Dedicated power source. It is an external battery. It is exclusively employed to turn on the VDR for at least 2 hours. This is whenever there is a loss of a main and backup source of power of the ship.

Replay stations

These are one or beyond optional computers that are used to download data. As well as, to review voyage data from the concentrator.

Final recording medium

This is the capsule utilized to keep the data. It is crafted to withstand any marine casualty. Hence, making it possible to recover the voyage data in the case of a disastrous ship loss.

Concentrator

It is usually an industrial grade computer. It Accepts data from the diverse sensors of vessel onboard. It develops encodes, and records the stream to the so-called FRM or final recording medium.

Sensor interface unit

It can be a backup instrument that provides further input lines to the concentrator.

Ships Sensors

These are all external tools from which the VDR system is able to receive information.

Date recorded by VDR & S-VDR

⦁ Date and time (S-VDR) ⦁ Ships position (S-VDR) ⦁ Speed and heading (S-VDR) ⦁ Bridge audio (S-VDR) ⦁ Communication audio (radio) (S-VDR) ⦁ Radar data (S-VDR) ⦁ ECDIS data (S-VDR) ⦁ Echo sounder ⦁ Main alarms ⦁ Rudder order and response ⦁ Hull opening (doors) status ⦁ Watertight and fire door status ⦁ Speed and acceleration ⦁ Hull stresses ⦁ Wind speed and direction

Additional important information about VDR /S-VDR

The VDR or S-VDR equipment must be designed so that, as far as is practical, it is not possible to tamper with the selection of data being input to the equipment, the data itself nor that which has already been recorded. Any attempt to interface with the integrity of the data or the recording should be recorded. The recording method should be such that each item of the recorded data is checked for integrity and an alarm given if a non- correctable error is recorded.

To ensure that the VDR or S-VDR continues to record events during an incident, it should be capable of operating from the ships emergency source of electrical power.

Additional important information about VDR / S- VDR

If the ships emergency power fails, the VDR or S-VDR should continue to record bridge audio from a dedicated reserve source of power for at least two hours.

Recording should be continuous. All stored data items should be retained for at least 12 hours. After that, older data items may be overwritten with new data.

Fitting of VDR/SVDR commenced from 1st July 2002. By 1st July 2010 all ships were fitted with VDR/ SVDR.

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As we know, the National Transportation Safety Board of the USA has been investigating the collapse of the Francis Scott Key Bridge, Baltimore after being struck by Dali, a 116,851 tonne, 9,971 TEU container ship on the 26th of March 2024.

The NTSB has released information from the Dali’s Voyage Data Recorder (VDR) that outlines what transpired aboard the vessel.

VDR information from the Dali

As per the VDR, the ship departed Seagrit Terminal around 00:39 hrs. At around 01:24 hrs there was a brief stoppage in the recording of the ship’s data which resumed after 2 minutes with the record indicating some steering commands and orders regarding the rudder.

Soon after this, the ship’s pilot is reported to have made a general very high frequency (VHF) radio call for tugboats nearby to assist the vessel.

At around 01:27 hrs, the pilot ordered the ship’s port anchor to be dropped and issued additional steering commands and reporting that the vessel had lost all power and was approaching the bridge.

It is understood that around this same time, the transit authority officers advised transit units to close traffic on the bridge based on which all lanes were then shut down. This action by the MDTA has been credited with saving many lives that would have otherwise been on the bridge.

The VDR data recorded sounds of the ship crashing into the bridge at around 01:29 hrs and as per the information recorded, the ship was traveling at a speed of around 8 miles/hour (6.95 nautical miles/hr or 12.8 km/hr).

At the moment of the collapse, the Dali had 21 crew and 2 pilots on board. As per US Coast Guard Rear Admiral Shannon Gilreath, there were no issues reported about the ship before it arrived in Baltimore and they “ were informed that they were going to conduct routine engine maintenance on it while it was in port. And that’s the only thing we were informed about the vessel in that regard “.

As per the video and information, it is understood that several containers stowed on the bow of the ship have been damaged including some hazardous containers.

It is widely expected that various parties affected by the incident including shippers, receivers, families of the deceased and injured, the bridge authorities, and port authorities will be looking towards their insurance companies for some relief.

It is understood that the Dali is covered by the Britannia P&I Club who are expected to be fielding most of these queries from affected parties or their legal representatives.

What is a Voyage Data Recorder (VDR)

Regulation 20 contained in Chapter V on Safety of Navigation of the International Convention for the Safety of Life at Sea, 1974 (SOLAS) by the IMO , mandates that passenger ships and ships other than passenger ships of 3000 gross tonnage and upwards constructed on or after 1 July 2002 must carry voyage data recorders (VDRs) to assist in accident investigations. These regulations were adopted in 2000 and enacted on 1 July 2002.

Like the better-known black box on an aircraft, VDRs enable accident investigators to help identify the cause of any accident and enable them to review procedures and instructions in the moments before an incident.

As per,  Wärtsilä , “ VDR is usually two-part system consisting of a data collecting unit, and a protected storage unit that stores the retrieved data. The main component of the system is carried inside the ship and is connected to a deck-mounted protective capsule which houses a fixed high-capacity solid state memory block. The capsule is designed to withstand fire, deepsea pressure, shock and penetration.

The data collecting unit continuously records 12 hours of onboard activity including date and time; ship position; speed; heading; bridge audio; ship VHF communications relating to operations; radar information showing actual radar picture at the time of recording; depth under keel; rudder angle; engine order and response; hull opening status; watertight and fire doors status; hull stress monitoring and wind speed and direction. ”

Image of a Voyage Data Recorder (not from Dali) from IMO – for representation purposes onlyAs per NTSB Chair Jennifer Homendy even though Dali had a relatively new VDR model the contents of a ship’s VDR is much less complete than that of an aircraft black box.

As per Homendy, the NTSB has been requesting for more data and information to be recorded in the VDR for long.

As per Homendy, while the data from the VDR is consistent with a power outage, it does not confirm a power outage.

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Interesting. The pilot did what he was expected to do. Anchors won’t slow down in a timely fashion a ship this heavy. In fact the anchors could be ripped away from the ship. It also depends on what the characteristics of the botton. Hard rock, mudd, or sand.

Thanks for the comment Capt.. Your input is always welcome..

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Another ship loses containers at sea around South African coast – CMA CGM Belem

Tnpa’s marine fleet renewal programme adds 5 new tugboats at the port of durban, home made boats queen modjadji and noah add local flavour to transnet’s marine ops.

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What is S-VDR or Simplified Voyage Data Recorder ? What data items must be recorded by the S-VDR as per IMO Resolution ?

Simplified Voyage Data Recorder (S-VDR), as defined by the requirements of IMO Performance Standard MSC.163(78), is a lower cost simplified version VDR for small ships with only basic ship’s data recorded. It is not required to store the same level of detailed data as a standard VDR, but nonetheless should maintain a store, in a secure and retrievable form, of information concerning the position, movement, physical status, command and control of a vessel over the period leading up to and following an incident.

Hence, the principle difference between VDR and S-VDR lays in the requirements for recording of additional data

COMPARISON BETWEEN VDR & S-VDR RECORDING DATA

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