Annex - Recommendations on a Decision Support System for Masters on Passenger Ships
Clasification Society 2023 - Version 9.38
Statutory Documents - IMO Publications and Documents - Resolutions - Assembly - IMO Resolution A.796(19) – Recommendations on a Decision Support System for Masters on Passenger Ships – (Adopted on 23 November 1995) - Annex - Recommendations on a Decision Support System for Masters on Passenger Ships

Annex - Recommendations on a Decision Support System for Masters on Passenger Ships

  1 Background/baseline

  1.1 The basis for decision making in emergency situations on board modern high-tech passenger ships today consists of some situation monitoring potential and a number of manuals for use in case of emergencies, such as collisions, groundings, capsizing/sinking or fire.

  1.2 The monitoring functionalities are limited and the digital non-standardized instrument displays situated on the navigating bridge makes it difficult to detect critical trends.

  1.3 The decision maker on the navigating bridge today has to consult and retrieve information from several emergency procedures and contingency plans with different layouts depending on the type of emergency, as the emergency is developing. The current retrieval of information is often time consuming and the sometimes irrational distribution of instrument displays on the navigating bridge tends to add to the confusion during emergencies.

  2 General

  2.1 In order to improved the basis for rapid decision-making in emergency situations, it is recommended that the following functions are implemented on board the ship:

  • .1 integrated monitoring system; and

  • .2 decision support system for emergency management.

 The requirements for each of the two systems are specified below.

  3 Integrated Monitoring System

  3.1 It is recommended that a computer-based monitoring system with a graphical interface is provided on the navigating bridge.

  3.2 The system should be able to present time series and alarm levels of sensor signals. If a critical trend is detected or the alarm level is exceeded, the system should alert the master/officer of the watch by audible alarms, and a visual indication of the sensor signal in question should be provided. The timing aspect is crucial and the early warning provided by the monitoring system will, in most emergency scenarios, significantly limit the consequences.

  3.3 The following sensor signals should be monitored, where applicable:

  • .1 draught, trim and heel (low pass filtered signals should be derived in order to facilitate trend detection);

  • .2 liquid/water level indicators in all compartments below the main deck;

  • .3 water level indications in all compartments on the main deck at positions, where water might be trapped in case of flooding (e.g. space between bow door and inner ramp, corners of a subdivided ro-ro cargo space etc.);

  • .4 status of all watertight and fire doors;

  • .5 status of bow doors and any other shell doors;

  • .6 status of shell door locking devices;

  • .7 stress levels in bow door locking devices;

  • .8 temperature and smoke concentrations in all compartments;

  • .9 status of all control devices or emergency management (pumps, valves, doors, ventilators and dampers); and

  • .10 water depth.

  3.4 Alarm modes for status of bow door locking devices should be integrated with propeller RPMs (or a similar “at sea indicator”) such that the master is alerted if locking devices are not locked when the ship is at sea.

  4 Decision Support System for Emergency Management

  4.1 A co-ordinated decision support system for emergency management should be provided on the bridge.

  4.2 The system should, as a minimum, be based on user friendly paper-based emergency plans.footnote Emergency shipboard situations shall be identified within, but not limited to, the following main groups of emergency shipboard situations:

  • .1 fire;

  • .2 damage to ship;

  • .3 pollution;

  • .4 acts threatening the safety of the ship and the security of its passengers and crew;

  • .5 personnel accidents;

  • .6 cargo-related accidents; and

  • .7 emergency assistance to other ships.

  4.3 The emergency procedures should also provide decision support for handling any combined situation.

  4.4 Emergency procedure manuals should have a common appearance and be easy to use. The emergency procedures should cover all likely emergency scenarios. For the damage control procedures, it should be required that procedures use the actual loading condition as calculated for the ship's voyage stability.

  4.5 The administration may accept the use of a computer-based decision support system which would comprise all the information in the paper manuals, procedures, check lists, etc. on the navigating bridge and be able to present a list of recommended actions to be carried out in case of emergencies.

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