BRIDGE DESIGN AND EQUIPMENT

ARRANGEMENTS OF NAVIGATIONAL SYSTEMS

SOLAS (Safety Of Navigation); Chapter 5

Regulation 15
Principles Relating to Bridge
Design, Design and
Arrangement of Navigational
Systems and Equipment and
Bridge Procedures
 SOLAS (Safety Of Navigation); Chapter 5

The content of Regulation 15

The purpose of IACS BDEAP
The role of the human element
The bridge system
Bridge system failures
The approach and structure of BDEAP
Rules
Requirements
Guidance notes
Notes
Documentation
Tests and trials
Appendices
Regulation 15 - Improving Safety of Navigation
 SOLAS (Safety Of Navigation); Chapter V,
Regulation 15 Principles relating to bridge
design, design and arrangements of
navigational systems and equipment and
bridge procedures
All decisions which are made for the purpose
of applying the requirements of regulations
19, 22, 24, 25, 27 and 28 which affect;
bridge design
design and arrangement of navigational systems and
equipment on the bridge and
bridge procedures
shall be taken with the aim of:
 SOLAS (Safety Of Navigation); Chapter 5

Aims of regulations 15;

facilitating the tasks to be performed by the bridge team
and the pilot in making full appraisal of the situation and in
navigating the ship safely under all operational conditions;
promoting effective and safe bridge resource
management;
enabling the bridge team and the pilot to have convenient
and continuous access to essential information which is
presented in a clear and unambigious manner, using
standardized symbols and coding systems for controls
and displays;
 SOLAS (Safety Of Navigation); Chapter 5

Aims of regulations 15;

indicating the operational status of automated functions
and integrated components, systems and/or sub-systems;
allowing for expeditious, continious and effective
information processing and decision making by the bridge
team and the pilot;
preventing or minimizing excessive or unnecessary work
and any conditions or distractions on the bridge which
may cause fatigue or interfere with the vigilance of the
bridge team and the pilot; and,
 SOLAS (Safety Of Navigation); Chapter 5

Aims of regulations 15;

minimizing the risk of human error and detecting such
error if it occurs, through monitoring and alarm systems,
in time for the bridge team and the pilot to take appropriate
action.
All decisions which are made for the purpose of applying
the requirements of regulations 19, 22, 24, 25, 27 and 28
which affect; bridge design, design and arrangement of
navigational systems and equipment on the bridge and
bridge procedures refer to the guidelines on ergonomic
criteria for bridge equipment and layout (MSC/Cir.982)
 SOLAS (Safety Of Navigation); Chapter 5

REGULATIONS
Regulation 19: Carriage requirements for shipborne
navigational systems and equipments
Regulation 22: Navigation bridge visibility
Regulation 24: Use of heading and/or track control
systems
Regulation 25: Operation of main source of electrical
power and steering gear
Regulation 27: Nautical charts and nautical publications
Regulation 28: Records of navigational activities
 The Human Element

An integral part
of the total bridge system
The Navigation Bridge System

Comprises 4 Vital Elements;

The Mariner

The Technical system

The Man-machine system

Operational procedures
The Navigation Bridge System

The Mariner

With the ability to

evaluate, decide
and
execute the
decisions
taken for safe
performance of
bridge
functions
The Navigation Bridge System
The Mariner

The Technical
System
Designed to provide
sufficient
information
and the controls
needed
for safe operation of
the
functions dedicated
to the
bridge system
The Navigation Bridge System
The Mariner
The Technical
System

The Man-machine
System
Ensuring that the
operational part of the
technical system is
designed with due
regard to human
mental
and physical capability
 The Navigation Bridge System

The Mariner
The Technical System
The Man-machine System
Operational procedures

Established to ensure

that the total bridge

system performs

efficiently within

safety limits under all

operating conditions
 Bridge System Failure
Human errors
Related to:
Qualifications
Quality
Selection of personnel

Situation caused
errors
Related to:
Poor workplace design
Lack of human
engineering
Intricate procedures
required to compensate for
poor technical solutions
The Navigation Bridge System
The Mariner

Operational
procedures

The The Man-machine

Technical System
System
Human Error in Bridge Operations
Operator Responsibility?
80 % of all accidents are
caused by Human-Errors

80 % of all accidents are caused

by failure in the bridge system
 IMO Instruments
Safety of Bridge Operations

SOLAS V Regulation 15
 SOLAS V, Safety of Navigation, Regulation 15

Principles relating to:

Bridge design
Design and arrangement of navigational systems
and equipment
Bridge procedures
 International Association of Classification Societies
Unified Interpretations 181

is developed to serve as a common reference document

for the interpretation and implementation of SOLAS V/15 for
the benefit of:

Maritime administrations and Classification societies

* ensuring a complete and unified approval
Ship owners, Shipyards and Designers
* giving guidance and predictable approval
procedures
Navigators
* providing workplaces meeting user requirements
Safety of navigation
* reducing the risk of human errors
BDEAP Approach (Part of Table)
Which aim is applicable for which regulation, affecting which area of concern??
What are the matching IMO guidelines ? (and relevant regulations)

Table for harmonization of regulations, aims and guidelines

SOLAS Affecting Aims of regulation 15 References

Regulation Bridge Equip Proce- .1 .2 .3 .4 .5 .6 .7 MSC UI
design arrang dures 982 181

19
Range of X 4 B2
equipment X 5.3 B7
X 5.3 B7
X C1
X 5.3 C3
X 5.1 B5
5.2 B3
X 5.4 C2
22
Bridge X 5.1.1.1 B5
visibility X 5.1.2 B2
X 5.1.3 B4
 BDEAP Content Overview

O A. Scope and structure SOLAS V

P Documentation Regulation 15
E
R
A
T 7 Aims
I
O
N B. Bridge design Regulations
A 19, 22, 24, 25, 27, 28
L

C
O
N
D
IMO
I C. Design and arrangement of MSC/Circ982
T
I navigational systems and
O
N
equipment
S Performance
Standards

D. Bridge procedures
STCW IMO
ISM Resolutions
and Circulars
 BDEAP Content

B. Bridge design

B1 Functions, tasks and means

B2 Range of workstations
B3 Working environment
B4 Bridge passageways
B5 Workstation arrangement and fields of vision
B6 Bridge visibility and window arrangement
B7 Workstation layout, consoles and chair arrangement

C. Design and arrangement of

navigational systems and equipment
C1 Design and quality of systems and equipment
C2 Bridge alarm management
C3 Equipment arrangement

D. Bridge procedures

D1 Bridge team management

D2 Procedures related to Regulations 24, 25, 27, 28
 International Association of Classification Societies
Unified Interpretations 181

Requirements
The requirements are made for the purpose of
ensuring that application of requirements of
regulations 19, 22, 24, 25, 27 and 28, which affect
bridge design, the design and arrangement of
navigational systems and equipment on the
bridge and bridge procedures, meet the relevant
aims specified in SOLAS V/15
The requirements cover applicable parts of
MSC/Circ.982 and relevant IMO resolutions
 International Association of Classification Societies
Unified Interpretations 181

Guidance note
Give guidance as to how the requirements may be

met by acceptable technical solutions or other

remedies when applicable.
A guidance note given does not in any way

exclude alternative solutions that may fulfill the

purpose and intention of the requirement
providing other requirements and the overall
bridge functionality are not adversely affected.
 International Association of Classification Societies
Unified Interpretations 181

There are two appendices attached to the BDEAP

standard:
Appendix 1 contains three individual annexes

for clarification and consideration of:

the aims of regulation 15
the documents referred to by regulation 15
and the regulations to be applied, cross
referencing the individual aims of regulation
15 and the regulations affected.
the effect of MSC/Circ.982 on the
requirements of regulation 22 Bridge
navigation visibility
 International Association of Classification Societies
Unified Interpretations 181

Appendix 2 contains examples of location of

main equipment on the bridge
Focusing on principles for location of
equipment for allowing a long centre console
to separate the front workstations
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Bridge Design
The bridge shall be designed and arranged with the aim of:
facilitating the tasks to be performed by the bridge team
and the pilot in making full appraisal of the situation and in
navigating the ship safely under all operational conditions
promoting effective and safe bridge resource management
allowing for expeditious, continuous and effective
information processing and decision-making by the bridge
team and the pilot
preventing or minimizing excessive or unnecessary work
and any condition or distraction on the bridge which may
cause fatigue or interfere with the vigilance of the bridge
team and the pilot
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Functions, Tasks and Means

The following table shows the main bridge functions and tasks
to be carried out on the bridge. The types of approved
equipment that are related to the performance of different
tasks are indicated. The list may serve as basis for outfitting of
workstations.
The type of equipment installed on the individual bridge, the
system configurations and automation level may affect the
method of navigation, operational procedures and
qualification levels.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Functions, Tasks and Means

It is regarded as the responsibility of the owners and users
that procedures, knowledge and training of the bridge
personnel are related to the individual ships bridge system,
including the task and means defined below, for safe and
efficient task performance.
Such issues shall be documented in the Company and Ship
specific bridge procedures manual and documented in the ISM
Code procedures manual for the vessel.
International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Functions, Tasks and Means

International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Functions, Tasks and Means

International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Functions, Tasks and Means

International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Functions, Tasks and Means

 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Type and Range of Workstations

The ships navigation bridge shall not be used for purposes
other than navigation, communications and other functions
essential to the safe operation of the ship, its engines and
cargo, and workplaces shall be arranged with the aim of:
facilitating the tasks to be performed by the bridge team
and the pilot in making full appraisal of the situation and in
navigating the ship safely under all operational conditions
promoting effective and safe bridge resource management
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Type and Range of Workstations

Individual workstations for performance of primary bridge
functions including conning position for pilotage shall be
provided for:
navigating and manoeuvring (and traffic surveillance)
monitoring
manual steering
docking on bridge wings
planning (of voyage, routes, ship operations)
safety (monitoring and emergency operations)
communication (GMDSS)
conning (pilot)
International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Type and Range of Workstations

International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Type and Range of Workstations

 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Working Environment
The bridge shall be designed and arranged with the aim of
preventing or minimizing excessive or unnecessary work and
any condition or distraction on the bridge which may cause
fatigue or interfere with the vigilance of the bridge team and
the pilot
Internal environmental conditions on the bridge that may
affect human performance are:
temperature - Illumination and type of lighting
humidity - glare and reflection
ventilation - interior colours
noise - occupational safety
vibration
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Working Environment
The enclosed bridge or wheelhouse shall be equipped with an
air conditioning or ventilation system for regulation of
temperature and humidity.
It should be possible to maintain a temperature which is not
less than 18 degrees C in cold climates and does not exceed
27 degrees C in tropical climates,
The optimum range of effective temperature for accomplishing
light work while dressed appropriately for the season or
climate is 21 - 27 C in a warm climate or during the summer,
and 18 - 24 C in a colder climate or during the winter.
It should be possible to maintain the relative air humidity in
the range of 20% - 60%, preferably maintaining 45% humidity
at 21 degrees C and not less than 20% at any temperature.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Working Environment
Ventilation system with suitable air flow velocity and rate of air
circulation shall be provided.
Direction of air flow from air conditioning and heating systems
towards workplaces shall be avoided.
The preferred air velocity is 0,3 m/s and should not exceed 0,5
m/s.
The recommended rate of air circulation for enclosed spaces
is 6 complete changes per hour.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Working Environment
Excessive levels of noise interfering with voice
communication, causing fatigue and degrading overall system
reliability, shall be avoided.
The sound level measured 1 m from the outlets of air
distribution systems should not exceed 55 dB(A).
Noise levels produced by individual bridge equipment should
not exceed 60 dB(A) at 1 m.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Working Environment
Vibrations when the ship is at normal transit speeds shall not
affect the reading of indicators or the comfort of personnel.
Lighting arranged for adjustment of illumination and direction
of light shall be provided at all workplaces.
The illumination brightness shall be sufficient for safe
performance of the tasks and possible to dim down to zero.
Lighting that may be required for continuous operations
during darkness and in entrances to the bridge shall be red
with adjustable brightness to suit the operations and ease
visual adaptation to darkness.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Working Environment
It shall be possible to dim equipment displays and indicators
providing information to individual workstations and red
lighting covering the workstation area, at the workstation in
use.
Light sources shall be arranged and located in a way that
prevents glare, stray image and mirror effects in bridge
windows and deckhead areas above workstations.
Deckhead areas above workstations should have a dark colour
of matt, anti-gloss type minimizing light reflection.
The colour of bridge bulkheads should have a calm and matt
appearance.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Working Environment
To reduce the risk of personnel injury during bridge
operations,
the wheelhouse floor, bridge wings and upper bridge decks
shall have non-slip surfaces
hand- or grab-rails shall be installed as required at
workstations, passageways and entrances, enabling
personnel to move and stand safely when the ship is rolling
and pitching in heavy weather
chair deck rails installed at workstations shall be provided
with anti-trip skirting board or be flush mounted
stairway openings shall be protected if not sufficiently lit or
otherwise indicated during darkness
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Bridge Passageways
Bridge passageways shall facilitate the expected movement of
the bridge team between individual workstations, bridge
entrances, exits and windows in carrying out the bridge tasks
safely and effectively including the maintenance of equipment.
A clear route across the wheelhouse, from bridge wing to
bridge wing for two persons to pass each other, shall be
provided.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Bridge Passageways
The width of the passageway should be 1200 mm and not less
than 700 mm at any single point of obstruction.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Bridge Passageways
The distance between separate workstation areas shall be
sufficient to allow unobstructed passage for persons not
working at the stations.
The width of such passageways should not be less than 700
mm, including persons sitting or standing at their workstations.
The distance from the bridge front bulkhead, or from any
console and installation placed against the front bulkhead to
any console or installation placed away from the bridge front,
shall be sufficient for one person to pass a stationary person.
Where there is a passageway between the front bulkhead and
front workstation consoles, its width should preferably be 1000
mm and not be less than 800 mm.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Bridge Passageways
The clear deckhead height in the wheelhouse shall take into
account the installation of deckhead panels and instruments as
well as the height of door openings required for easy entrance
to the wheelhouse. The following clear heights for unobstructed
passage shall be provided:
The clear height between the bridge deck surface and the
underside of the deck head covering shall be at least 2250 mm.
The lower edge of deck head-mounted equipment in open areas
and passageways, as well as the upper edge of door openings
to bridge wings and other open deck areas shall be at least 2100
mm above the deck.
The height of entrances and doors to the wheelhouse from
adjacent passageways shall not be less than 2000 mm.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Bridge Windows
Lower Edge of the Front Window
The height of the lower edge of the front windows should allow a
forward view over the bow for a person in a sitting position at
the workstation for navigating and manoeuvring and the
workstation for monitoring.
Within the required field of vision the height of the lower edge of
the windows above the bridge deck should be kept as low as
possible.
In no case should the lower edge present an obstruction to the
forward view.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Bridge Windows
Upper Edge of the Front Window: The upper edge of the front
windows should allow a forward view of the horizon for a person
in a standing position with an eye height of 1.800 mm above the
bridge deck at the navigating and manoeuvring workstation,
when the ship is pitching in heavy seas.
If 1.800 mm eye height is unreasonable and impractical, the eye
height may be reduced, but not less than 1.600 mm.
Framing Between Windows: Framing between windows should
be kept to a minimum and not be installed immediately forward
of any workstation, or the centre-line. If stiffeners between
windows are to be covered, this should not cause further
obstructions of the field of view from any position inside the
wheelhouse.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Bridge Windows
Front Window Inclination:
To help avoid reflections, the bridge front windows should be
inclined from the vertical plane top out, at an angle of not less
than 10 and not more than 25.
Rear and Side Window Inclination
To help avoid reflections, rear and side windows should be
inclined from the vertical plane top out, at an angle of not less
than 10 and not more than 25. Exceptions can be made for
windows in bridge wing doors.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Bridge Windows
Removable Sunscreens
To ensure a clear view and to avoid reflections in bright
sunshine, sunscreens with minimum colour distortion should be
provided at all windows. Such screens should be readily
removable and not permanently installed.
Glass Characteristics
Polarized and tinted windows should not be fitted.
Clear View
A clear view through at least two of the bridge windows and,
depending on the bridge configuration, an additional number of
windows with a clear view should be provided at all times,
regardless of the weather conditions.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Bridge Windows
Bridge Wing Communication
An internal communication system between the workstation for
docking and the workstation for navigating and manoeuvring
should be provided when the distance between the workstations
is greater than 10 m.
An internal communication system should always be provided
between the workstation for navigating and manoeuvring and
open bridge wings.
Where workstations are widely spread, internal communication
systems should be provided so that unhampered
communications can be achieved under all operating
conditions. It is important that all order/action communication
systems be two-way.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Bridge Windows
Doors
All wheelhouse doors should be operable with one hand. Bridge
wing doors should not be selfclosing.
Means should be provided to hold bridge wing doors open.
Portable Items
Portable items, such as safety equipment, tools, lights, pencils,
should be stored at appropriate places, specially designed
wherever necessary.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Description of the Workstations on the Bridge

Workstation for navigating and manoeuvring: Main workstation
for ship's handling conceived for working in seated/standing
position with optimum visibility and integrated presentation of
information and operating equipment to control and consider
ship's movement. It should be possible from this place to
operate the ship safely, in particular when a fast sequence of
actions is required.
Workstation for monitoring: Workstation from which operating
equipment and surrounding environment can be permanently
observed in seated / standing position; when several crew
members are working on the bridge it serves for relieving the
navigator at the workstation for navigating and manoeuvring
and/or for carrying out control and advisory functions by master
and/or pilot.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Description of the Workstations on the Bridge

Workstation for manual steering (Helmsman's workstation):
Workstation from which the ship can be steered by a helmsman
as far as legally or otherwise required or deemed to be
necessary, preferably conceived for working in seated position.
Workstation for docking (bridge wing): The workstation for
docking operations on the bridge wing should enable the
navigator together with a pilot (when present) to observe all
relevant external and internal information and control the
manoeuvring of the ship.
 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Description of the Workstations on the Bridge

Workstation for planning and documentation: Workstation at
which ships operations are planned (e.g. route planning, deck
log). Fixing and documenting all facts of ship's operation.
Workstation for safety: Workstation at which monitoring
displays and operating elements or systems serving safety are
co-located.
Workstation for communication: Workstation for operation and
control of equipment for distress and safety communications
(GMDSS) and general communications.
International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Description of the Workstations on the Bridge

 International Association of Classification Societies
Unified Interpretations 181, Bridge Design

Minimum Field of Vision

Minimum Field of Vision

The view of the sea surface from the navigating and
manoeuvring workstation should not be obscured by more than
two ship lengths or 500 m, whichever is less, forward of the bow
to 10 on either side under all conditions of draught, trim and
deck cargo.
Field of Vision around the Ship
There should be a field of vision around the vessel of 360
obtained by an observer moving within the confines of the
wheelhouse.
Field of Vision - Conning Position
225 Horizontal field of vision
from the conning positions close
to the front windows and at the
front workstations
500 m/2 ships length vertical
field of vision forward of the bow
Standing
when working
in paper
charts

Conn

Man

Mon/Conn/Nav Nav/Man/Conn
Docking Docking
Route Steer Safety -
planning GMDSS
 Field of Vision Nav./Man. Workstation
* The horizontal field of vision from the navigating and manoeuvring
workstation should extend over an area of not less than 225 degrees, that is
from right ahead to not less than 22.5 degrees, abaft the beam on either side
of the ship.
* The view of the sea surface from the navigating and manoeuvring
workstation should not be obscured by more than two ship lengths or 500
meters, whichever is less, forward of the bow to 10 degrees on either side
under all conditions of draught, trim and deck cargo.

Conn

Man

Mon/Conn/Nav Nav/Man/Conn
Docking Docking
Route Steer Safety -
planning GMDSS
 Field of Vision Monitoring Workstation

* From the monitoring workstation, the field of vision should extend at least
over an arc from 90 on the port bow, through forward, to 22.5 abaft the
beam on starboard.

Conn

Man

Mon/Conn/Nav Nav/Man/Conn
Docking Docking
Route Steer Safety -
planning GMDSS
 Field of Vision Bridge Wing

* From each bridge wing the horizontal field of vision should extend over an
arc at least 225, that is at least 45 on the opposite bow through right ahead
and then from right ahead to right astern through 180 on the same side of
the ship.

Conn

Man

Mon/Conn/Nav Nav/Man/Conn
Docking Docking
Route Steer Safety -
planning GMDSS
 Field of Vision Main Steering Position

* From the main steering position (workstation for manual steering) the
horizontal field of vision should extend over an arc from right ahead to at
least 60 on each side of the ship.

Conn

Man

Mon/Conn/Nav Nav/Man/Conn
Docking Docking
Route Steer Safety -
planning GMDSS
 Field of Vision Blind Sectors

The safe look-out from the navigating and manoeuvring workstation

should not be influenced by blind sectors.
No blind sector caused by cargo, cargo gear or other obstructions outside
of the wheelhouse forward of the beam which obstructs the view of the sea
surface as seen from the navigating and manoeuvring workstation, should
exceed 10. The total arc of blind sectors should not exceed 20. The clear
sector between two blind sectors should be at least 5. Over an arc from
right ahead to at least 10 on each side, each individual blind sector
should not exceed 5.
 Field of VisionPreffered Viewing Area
The preffered viewing area should be reserved exclusively
for the most important and/or frequently used displays.
Bridge Design Field of Vision
Field of Vision Blind Sectors

Frames between windows

Dimensions
Location of front bulkhead
window frames in line of sight from
working position
Workstations Field of Vision
 Enclosed Bridges

Norwegian coastal express

-
M/T Stolt Concept
Workstations Field of Vision
Principles;
Workstations for performance of dedicated
functions;
adequate information and equipment available
Workstation arrangement;
interrelationship for effecient co-operation
Workstations manned with qualified personnel;
Basic procedures are implicit and governed by the
manning of WS
W8
Conning
(W 2) W1
Man

Conn/Nav/backup Nav/Traffic
W 4 Docking Docking
W5 W3 W6-W7
Steering
Route planning Safety - GMDSS

Design principles - Location of workstations

Enabling efficient bridge team management during different operating conditions
 Bridge Resouce Management

Procedures for performance of bridge functions are governed by:

operational conditions
workstations in use
Workstation Arrangement
Bridge Design
Bridge Arrangement
Navigation - Monitoring
Safety Operations & Communications
Bridge Wing Docking Station
 Safety of Navigation
Distribution of casualties
According to statistics on lives lost, structural
damage, oil spills, claims paid
Approx. 50 % of all ship casualties are

caused by bridge system failures

Classification statistics show a significant

reduction in the rate of casualties for ships

with Regulation 15 compliant bridge
systems
Distrubituon of Causalty Types
Numbers from INTERTANKO, Year 2002

Misc
Cause #
9%
Fire/
Collision 41 Explosion Collision
28 %
Grounding 39 9%

Bridge system 80

Hull & Machinery 41 Hull &

Machinery
Fire/Explosion 14
28 %
Misc 14 Grounding

Total 149 26 %
 Causalties Distribution of Claims Paid
Numbers from Swedish
Club, Hull & Machinery
claims, Period 1994-1999
Auxiliary engine
Claims type Number of Cost (USD) Average Other 4%
Boilers
claims cost (USD) 8%
2%

Auxiliary engine 77 15 668 478 203 487

Fire/Explosion
Boilers 32 6 252 502 195 391 13 % Collision
20 %
Collision 109 72 951 014 669 275

Contact 111 31 753 155 286 064

Grounding 97 85 939 569 885 975

Heavy weather 35 12 103 585 345 817

Bridge system 352 202 747 423 575 987

Main engine
Ice 6 1 423 129 237 188 14 %
Contact
Steering gear 33 7 931 401 240 345
9%
Main engine 169 49 638 932 293 721 Steering gear
Fire/Explosion 29 48 103 810 1 658 752 2% Ice
0%
Other 83 27 296 297 328 871

Total: 781 359 061 872 459 746 Heavy weather Grounding
3% 25 %
 International Association of Classification Societies
Unified Interpretations 181

The UI is to be uniformly applied by IACS

Members and Associates to ships
contracted for construction on or after 1
January 2006