voyage data on ship

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.

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.

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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.

Voyage Data Recorder (VDR) on a Ship Explained

September 15, 2020 IMO

Understanding VDR

Image Credits: wikimedia.org

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),

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

General Operational Requirements

Maintenance

Underwater Acoustic Beacon

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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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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.

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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”.

The International Convention for the Safety of Life at Sea (SOLAS VDR)

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 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 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.

Click HERE to the AMI Marine X2 S-VDR

Written by the IMO. Read the original article HERE

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VDR | SVDR – Everything You Need To Know (Updated)

VDR And SVDR – An Overview

VDR or the voyage data recorder, is required by all vessels as per IMO, to gather data from numerous sensors on the ship. It then digitizes, compresses, and stores this data in a shielded storage unit installed outside. The tamper-proof protective storage container is made to endure the intense pressure, heat, shock, and impact caused by a maritime event (fire, explosion, collision, sinking, etc.).

When the ship sinks in a marine catastrophe, the protected storage unit could be in a retrievable fixed unit or free float unit (or paired with an EPIRB). The protected unit’s stored data for the previous 12 hours (or 48 hours for the 2014 rules MSC.333(90)) can be restored and replayed by the authorities or ship owners for incident investigation.

The Voyage Data Recorder is defined by the International Maritime Organization (IMO) as a complete system, which includes all components needed to interface with the sources of input signals, their processing and encoding, the final recording medium, the playback equipment, the power supply, and a reliable reserve power source.

A Trip Data Recorder is a piece of technology put on ships that records various data on a boat and may be used to reconstruct the events of the journey and other important information during an accident investigation, similar to the “Black Box” on airplanes.

The position, movement, physical state, command, and control of a ship during and after an incident are all kept in a safe and easily accessible manner. This data determines the incident’s cause(s) in future safety inquiries. In addition to being utilized in accident investigations, it may also improve safety and save operating costs through preventative maintenance, performance efficiency monitoring, the study of heavy weather damage, accident avoidance, and training.

What Is VDR & SVDR?

As was already noted, a voyage data recorder, or VDR, is a device that can be deployed securely on a ship and is used to continually capture essential data about how the boat operates. It offers voice recording capabilities with a minimum 12-hour recording time. This recording is retrieved and used for accident investigation in a compressed and digitized version.

A ship’s VDR is significantly superior to an airplane’s black box since it can keep a variety of data for at least 12 hours. The most recent data is continually overwritten in the data records for the previous 12 hours.

The SVDR is nothing more than a condensed version of the VDR also known as the Simplified-VDR; it only records essential information and does not keep as much information as the VDR does. Naturally, it is more affordable and frequently used on cargo ships. The simplest way to comprehend the idea of SVDR is to contrast the information below with that of the VDR. The categories above are identified with the mandatory data that must be recorded in an SVDR. The last two Radar and ECDIS interfaces may be documented only if standard interfaces are available.

How To Use A VDR?

Voyage data recorders (VDRs) are essential for collecting and monitoring navigation data from ships. VDRs provide a continuous recording of the ship’s position, speed, heading, and other parameters that can be used to analyze the vessel’s performance. They also provide information on the ship’s route, speed limits, and any other restrictions that may have been imposed on the boat. With this data, it is possible to identify potential safety issues and make necessary changes to improve safety onboard. VDRs can monitor various activities, including voyage planning, navigation safety regulations, weather conditions, and vessel performance.

Additionally, they can detect potential navigational hazards or risks that may arise during a voyage. By using a VDR onboard ships, it is possible to collect accurate navigation data, which can then be analyzed to identify areas for improvement or risk. Ship operators, government agencies, and marine insurers use VDRs. They can be configured to collect navigation data in various formats, including GIS, hydrographic surveys, and digital images. The data contained in VDRs is also valuable for any onboard analysis tools such as voyage planning software or geographical information systems (GIS). VDRs can be used to monitor a range of activities onboard ships, including The use of VDRs, has been criticized for the potential privacy issues arising from their information collection.

The voyage data recorder (VDR) is a device used in ships to store essential data related to the ship’s voyage. It records parameters like location, speed, heading, and other vessel-specific data. The VDR is an invaluable tool that helps identify the cause of ship accidents and assists in the investigation process.

The VDR keeps track of all ship activities, such as navigation, propulsion, loading, and unloading operations. It also monitors environmental conditions like sea temperature and wind speed. This data can be used to assess the safety of a vessel as well as its performance while en route.

The VDR is an effective tool for improving overall safety at sea by monitoring vessel activities and helping identify potential issues or hazards on board before they become an issue during operation. The VDR can also be used in post-incident investigations to uncover causes behind any incidents or accidents at sea. The VDR is integrated into the vessel’s main navigation, communication, and control systems. This allows for continuous monitoring of the vessel’s activity, creating real-time reports, and analyzing the data to improve safety. Most modern ships have an existing VDR system. Still, it can also be retrofitted onto older boats with a computer installed onboard. There are various VDR products and their installation on board the vessel. The most common VDR types are VDR Monitoring System – the standard, pre-installed system on most ships. It is connected to a computer onboard the boat and is designed to continuously monitor the vessel’s activities, including navigation, communication, propulsion control, and emergency response services. VDR Computer – an already installed computer that can be upgraded with new software to perform real-time monitoring as part of its automatic engine/propeller protection system. It also provides detailed reports about each event that can be sent.

Regulations To Use

The International Maritime Organization’s (IMO’s) resolution A.861(20), titled “Performance Standards for Shipborne Voyage Data Recorders (VDRs),” was adopted in 1999 by amending this chapter (International Maritime Organization, 1997). These regulations, which came into effect on July 1, 2002, outline the types of ships that are required to carry voyage data recorders, including passenger ships, roll-on/roll-off passenger ships built before that date (which were equipped with built-in ramps to carry wheeled cargo such as cars and trucks), and other ships over 3000 gross tonnages constructed on or after that date.

IMO resolution also specifies guidelines on how the VDR must function. It defines, for instance, that in standard operation, the device shall be fully automated and continually keep consecutive recordings of preselected data items about the ship’s status, command, and control. In order to aid in its localization, the recording medium should be housed in a colorful protective capsule and equipped with a beaconing device. A further IMO resolution known as MSC.163(78), passed on May 17, 2004, establishes a new category of VDR known as “Simplified VDR” or S-VDR, with fewer criteria to be installed on older boats.

The regulations above stipulate that a standard VDR must store at least the following information: date and time in Coordinated Universal Time (UTC), ship’s position (latitude, longitude, coordinate reference), speed, heading, bridge audio (acquired by one or more microphones placed to record conversations and audible alarms), Very High Frequency (VHF) radio communications, radar data (such as to record a faithful replica of the radar display), and navigation data.

How To Troubleshoo t The VDR?

This walks you through resolving connection problems using (VDR). Verify that your environment supports each of the troubleshooting steps listed below. To eliminate potential causes and take appropriate remedial action, each stage includes instructions or a link to a document. The procedures are arranged in the most sensible order to isolate the problem and find the best solution. Do not omit any steps.

Check whether the VDR appliance and the plugin have the most recent updates.
To determine if the problem has been fixed, look at the release notes for recent versions. The Release Notes are available here.
Make sure the password only comprises ASCII characters.
If using DHCP, ensure the VDR appliance has a legitimate IP address. Confirm by opening a console connection to the device.
Check the DNS settings, especially Reverse DNS.
From the VDR appliance, resolve the IP, FQDN, and short name for the vCenter Server and any required ESX hosts.
Resolve the VDR appliance’s IP, FQDN, and short name from the Center Server.
Resolve the VDR appliance’s IP address, FQDN, and short name from the vSphere Client PC (if the Client is running elsewhere).
Check that the VDR appliance and the vCenter Server are connected over the network. Checking the network connection with the ping command provides further details (1003486).
Check that the VDR appliance and the ESX host are connected over the network. For further details, read Failing to log into the VMware Data Recovery appliance from vCenter Server and Testing network connectivity using the ping command.

However, power supplies will only be partially cut off in many instances. Therefore the VDR will still record events as usual (i.e., for a minimum of 12 hours before being overwritten). Consequently, it is crucial to determine promptly whether a vessel is equipped with a VDR and for individuals on board to keep or download the data it contains as soon as feasible to gather evidence. A VDR will often keep the most recent 12 hours (or longer if set up to do so) as a final recording media put in a protective capsule should all power be lost (for instance, if a vessel sinks or is destroyed by fire).

This will stay fastened to the ship or, in the case of a more advanced black box, float free and broadcast its location for SAR planes and ships to find. In any case, the data should be stored in the capsule for at least two years.

Best VDR In The Market

Ocean data system: ndr navigation data recorder.

The NDR is a powerful data recorder designed for marine applications that provides an affordable (but uncertified) alternative to VDR equipment (black box). Additionally, it offers a wide range of data recording services for specialists, designers, builders, and sailors (competition or cruising). It is a stand-alone solution that can exchange data with other UpSideUp solutions or be used as a module with those solutions. It comes with the UpSideUp SuperYacht version as standard. Sequential or event recording may be done concurrently in many data files at high-frequency thanks to its processor’s power, storage capacity, and input options.

Maretron’s Vessel Data Recorder (VDR100)

Every device linked to the vessel’s NMEA 2000® network transmits messages recorded by Maretron’s Vessel Data Recorder (VDR100). Each communication is saved using solid-state memory technology, and data may be easily retrieved using a detachable USB flash drive. With the extra purchase of a more extensive USB Flash Drive, a year’s worth of data may be kept in addition to the weeks or more of data that the standard 16 Gbyte USB Flash Drive can contain. Additionally, the VDR100 employs a circular buffer so that the oldest data is only overwritten after all available memory has been used. You never have to worry about losing the most recent data.

JRC VDR (Voyage Data Recorder) JCY-1900

Like its predecessor, the JCY-1900 is black box engineered, using hardware that we have manufactured and built, is dependable, marine-ready, and has an intuitive IP-based format made explicitly for our VDR. The 7-inch color LCD touch panel, which is brand-new for the JCY-1900, enables complete system operation. Examine the status of linked sensors, view the most recent picture data from radar and ECDIS, and playback audio tracks captured from microphones. Display a variety of VDR warnings with extensive information.

Headway VDR & S-VDR

The Voyage Data Recorder, sometimes known as VDR, is a data recording device for all vessels needed to comply with the IMO. Thanks to Headway’s Voyage data recorder, accident investigators may go through procedures and instructions before an incident and can help identify the reason for any mishap.

JOTRON VDR – 40VDR capsule, For Ships

A Cospas-Sarsat and MED-authorized float-free emergency position indicating radio beacon (EPIRB) and float-free storage media are included in the Jotron Tron 40VDR Float Free Capsule. The standard memory size for the standalone VDR storage module is 64G.

Related FAQs

What is the purpose of the vdr.

A voyage data recorder’s (VDR) primary job is to save a store of information on the whereabouts, motion, physical condition, command, and control of a vessel before and after an occurrence in a safe and retrievable format.

Which ships ought to have VDR and SVDR installed?

The law mandates that current cargo ships of 3,000 gross tons and above must be equipped with a VDR, which may be an S-VDR. This requirement is phased in, starting with cargo ships of 20,000 gross tons and higher and moving on to cargo ships of 3,000 and more elevated.

How does VDR operate in an accident situation?

The VDR is housed in a tamper-proof storage container that is strengthened to withstand high pressure, heat, impact, and other environmental factors that could be present during a marine catastrophe. Among the information a VDR gather is GPS-based location, time, and date.

Who is in charge of conducting the VDR's yearly performance test?

The maker or a person authorized by the manufacturer must conduct the yearly testing of VDR/S-VDR required by SOLAS rule V/20.

What is the difference between VDR and SVDR?

VDR (Voyage Data Recorder) and S-VDR (Simplified Voyage Data Recorder) are both devices used on ships to record data from various sensors and systems. VDR records more data than S-VDR and is mandatory for certain vessels, while S-VDR is a less complex and less expensive version of VDR required on other types of ships.

Posted by Orbitshub

Published on 27th January 2023

Category(s) Maritime

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[…] Voyage Data Recorders, also known as “black boxes” for ships, play a crucial role in accident investigation and safety monitoring. These devices record and store critical data such as vessel position, speed, heading, communications, and sensor inputs. In the event of an incident, VDRs provide valuable information for analysis, helping authorities understand the sequence of events and identify contributing factors. The data captured by VDRs is instrumental in improving safety practices and preventing future accidents. […]

[…] information related to the ship’s operation. Similar to a black box on an airplane, the VDR stores data such as voice recordings and vital parameters for at least the last 12 hours. People […]

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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.

You might also like- Parametric Rolling: What it is and How to Avoid it?

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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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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Voyage Data Recorder On Ship-All Details

A Voyage Data Recorder on ship (VDR) is a device installed on ships to record vital information about the ship’s voyage. It is also commonly known as a “black box” for ships. The VDR is designed to capture data from various sensors and systems on board the ship, including radar, GPS, and communication systems. The data is then stored in a secure and tamper-proof memory unit that is designed to withstand extreme conditions such as fire, collision, and sinking.

What is A Voyage Data Recorder on ship?

The information recorded by the VDR can be used for accident investigation, safety analysis, and operational performance monitoring. The VDR records various parameters, including ship’s position, speed, heading, engine status, bridge audio, and radar data. The VDR can also record information from external sources such as other vessels and shore-based facilities .

The International Maritime Organization (IMO) requires all new ships built after July 1, 2002, to be equipped with a VDR. The VDR must comply with the International Electrotechnical Commission (IEC) standard 61996-1, which specifies the technical requirements for the VDR. In addition, the VDR must be regularly tested and maintained to ensure it is in good working order.

For ships built before July 1, 2002, the International Maritime Organization (IMO) recommends that a simplified version of the Voyage Data Recorder (VDR) called a Simplified Voyage Data Recorder (S-VDR) be installed. The S-VDR records a similar set of information as the VDR, but with a reduced storage capacity and a shorter duration of data recording.

The IMO’s mandatory carriage requirement for the S-VDR applies to ships that are over 3,000 gross tonnage (GT) and engaged on international voyages. The S-VDR should be installed no later than the first survey after July 1, 2006, or the first scheduled dry-docking after July 1, 2006, whichever occurs first.

However, some older ships may not have either the VDR or S-VDR installed as it is not retroactively mandatory. In such cases, shipowners may choose to voluntarily retrofit their ships with a VDR or S-VDR for safety and accident investigation purposes.

The International Maritime Organization (IMO) has established regulations regarding the mandatory installation and use of Voyage Data Recorders (VDRs) and Simplified Voyage Data Recorders (S-VDRs) on ships.

According to the IMO’s International Convention for the Safety of Life at Sea (SOLAS) Chapter V, all new ships of 3,000 gross tonnage (GT) and above, and passenger ships regardless of size, built on or after July 1, 2002, must be equipped with a VDR. The VDR must comply with the performance standards and technical specifications set out in the IMO’s resolution MSC.333(90) and the International Electrotechnical Commission (IEC) standard 61996-1.

For ships built before July 1, 2002, the IMO recommends that a simplified version of the VDR called a Simplified Voyage Data Recorder (S-VDR) be installed. The IMO’s mandatory carriage requirement for the S-VDR applies to ships that are over 3,000 GT and engaged on international voyages. The S-VDR should be installed no later than the first survey after July 1, 2006, or the first scheduled dry-docking after July 1, 2006, whichever occurs first.

Shipowners are responsible for ensuring that their vessels comply with these regulations and for the proper maintenance and testing of the VDR or S-VDR. Failure to comply with these regulations can result in penalties and sanctions from port state authorities and classification societies.

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Performance Standards for Ship Voyage Data Recorders (VDRs)

The purpose of a voyage data recorder (VDR) is to 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 having an impact thereon. Information contained in a VDR should be made available to both the Administration and the shipowner. This information is for use during any subsequent investigation to identify the cause(s) of the incident.

2 APPLICATION

A VDR with capabilities not inferior to those defined in these performance standards is required to be fitted to ships of classes defined in SOLAS Chapter V, as amended.

3 DEFINITIONS

Voyage data recorder (VDR) means a complete system, including any items required to interface with the sources of input data, for processing and encoding the data, the final recording medium in its
capsule, the power supply, and a dedicated reserve power source.
The sensor means any unit external to the VDR, to which the VDR is connected, and from which it obtains data to be recorded.
Final recording medium means the item of hardware on which the data is recorded such that access to it would enable the data to be recovered and played back by use of suitable equipment.
Playback equipment means the equipment, compatible with the recording medium and the format used during recording, employed for recovering the data. It includes also the display or hardware and software that is appropriate to the original data source equipment.1
A dedicated reserve power source means a secondary battery, with suitable automatic charging arrangements, dedicated solely to the VDR, of sufficient capacity to operate it.

OPERATIONAL REQUIREMENTS

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.
To permit subsequent analysis of factors surrounding an incident, the method of the recording should ensure that the various data items can be co-related in date and time during playback on suitable equipment.
The final recording medium should be installed in a protective capsule which should meet all of the following requirements: 1 be capable of being accessed following an incident but secure against tampering; 2 maximize the probability of survival and recovery of the final recorded data after any incident; 3 be of highly visible colour and marked with retro-reflective materials; and 4 be fitted with an appropriate device to aid location.
The design and construction, which should be in accordance with the requirements of international standards acceptable to the Organization.
Playback equipment is not normally installed on a ship and is not regarded as part of a VDR for the purposes of these performance standards.

2.General requirements, methods of testing and required test results.

The minimum selections of data items to be recorded by the VDR are specified in the above section, additional items may be recorded provided that the requirements for the recording and storage of the specified selections are not compromised.
The equipment should be so designed 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 recorded. Any attempt to interfere 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 detected.

3.Continuity of operation

To ensure that the VDR continues to record events during an incident, it should be capable of operating from the ship’s emergency source of electrical power.
If the ship’s emergency source of electrical power supply fails, the VDR should continue to record Bridge Audio from a dedicated reserve source of power for a period of 2 h. At the end of this 2 h period, all recording should cease automatically.
The recording should be continuous unless interrupted. The time for which all stored data items are retained should be at least 12 h. Data items that are older than this may be overwritten with new data.

4. Data items to be recorded

Date and time Date and time, referenced to UTC, should be obtained from a source external to the ship or from an internal clock. The recording should indicate which source is in use. The recording method should be such that the timing of all other recorded data items can be derived on playback with a resolution sufficient to reconstruct the history of the incident in detail.
Ship’s position Latitude and longitude, and the datum used, should be derived from an electronic position-fixing system (EPFS). The recording should ensure that the identity and status of the EPFS can always be determined on playback.
Speed Speed through the water or speed over the ground, including an indication of which it is, derived from the ship’s speed and distance measuring equipment.

As indicated by the ship’s compass.

Bridge Audio

One or more microphones positioned on the bridge should be placed so that conversation at or near the conning stations, radar displays, chart tables, etc., are adequately recorded. As far as practicable, the positioning of microphones should also capture intercom, public address systems, and audible alarms on the bridge.

Communications Audio VHF communications relating to ship operations should be recorded.
Radar data, post-display selection This should include electronic signal information from within one of the ship’s radar installations which records all the information which was actually being presented on the master of that radar at the time of recording. This should include any range rings or markers, bearing markers, electronic plotting symbols, radar maps, whatever parts of the SENC or other electronic chart or map that were selected, the voyage plan, navigational data, navigational alarms, and the radar status data that were visible on the display. The recording method should be such that, on playback, it is possible to present a faithful replica of the entire radar display that was on view at the time of recording, albeit within the limitations of any bandwidth compression techniques that are essential to the working of the VDR.
Echosounder This should include depth under the keel, the depth scale currently being displayed, and other status information where available.
Main alarms This should include the status of all mandatory alarms on the bridge.
Rudder order and response This should include the status and settings of the auto-pilot if fitted.
Engine order and response This should include the positions of any engine telegraphs or direct engine/propeller controls and feedback indications, if fitted, including ahead/astern indicators. This should also include the status of bow thrusters if fitted.
Hull openings status This should include all mandatory status information required to be displayed on the bridge.
Watertight and fire door status This should include all mandatory status information required to be displayed on the bridge.
Accelerations and hull stresses

Where a ship is fitted with hull stress and response monitoring equipment, all the data items that have been pre-selected within that equipment should be recorded.

Wind speed and direction This should be applicable where a ship is fitted with a suitable sensor. Either relative or true wind speed and direction may be recorded, but an indication of which it is should be recorded.

5. OPERATION

The unit should be entirely automatic in normal operation. Means should be provided recorded data may be saved by an appropriate method following an incident, with minimal interruption to the recording process.

6. INTERFACING

Interfacing to the various sensors required should be in accordance with the relevant international interface standard, where possible. Any connection to any item of the ship’s equipment should be such that the operation of that equipment suffers no deterioration, even if the VDR system develops faults.

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By Kathleen Magramo , Antoinette Radford, Alisha Ebrahimji , Maureen Chowdhury , Elise Hammond , Tori B. Powell and Aditi Sangal , CNN

Cargo ship's voyage data recorder is basic when compared to an airplane's, NTSB chair says

From CNN's Tori B. Powell

The voyage data recorder on the cargo ship Dali was a "newer model" but is considered basic when compared to that on an airplane, according to National Transportation Safety Board Chair Jennifer Homendy.

"But it is very basic compared to say, a flight data recorder, where we would have 1,000 parameters," she said at a news conference on Wednesday.

The NTSB chief investigator Marcel Muise added:

"It's not a ship-wide system recorder, so most of the sensors that are being recorded are from the bridge. So things like GPS, the audio, rudder feedback, rudder commands are recorded on there. But not engineering, the temperature of each cylinder, power distribution sensors."

There were no tug boats with Dali at the time of the collision. That's normal, NTSB chief says

From CNN's Aditi Sangal

People look at the collapsed Francis Scott Key Bridge while visiting Fort McHenry in Baltimore on Wednesday.

There were no tugs with Dali when the cargo vessel collided with Baltimore's Key Bridge, which is normal protocol, according to National Transportation Safety Board Chair Jennifer Homendy.

Remember: At 01:26:39 on Tuesday, Dali's pilot made a general very high frequency (VHF) radio call for tugs in the vicinity to assist, the NTSB investigator Marcel Muise had said.

"The tugs help the vessel leave the dock, leave the port and get into the main ship channel. And then they leave. Once it's on its way, it's a straight shot through the channel. So there are no tugs with the vessel at the time. So they were calling for tugs," she said.

NTSB chair says she saw some containers that were carrying hazardous materials in the water

National Transportation Safety Board Chair Jennifer Homendy said she did see some of the 56 containers that were carrying hazardous materials in the water.

When asked how many

When asked how many containers of hazardous materials were in the water, Homendy said:

"I did see some containers in the water, and some breached significantly on the vessel itself," she said. "I don't have an exact number, but it's something that we can provide in an update."

Homendy said that a preliminary report should be out in two to four weeks.

This post has been updated with more quotes from Homendy.

Bridge did not have any redundancy, unlike the preferred method for building bridges today, NTSB chair says

Baltimore's Key Bridge did not have any redundancy, which is included in the preferred method of building bridges in the present day, according to National Transportation Safety Board Chair Jennifer Homendy.

"The bridge is a fracture critical," she explained. "What that means is if a member fails that would likely cause a portion of, or the entire bridge, to collapse, there's no redundancy. The preferred method for building bridges today is that there is redundancy built in, whether that's transmitting loads to another member or some sort of structural redundancy. This bridge did not have redundancy," Homendy said.

There are 17,468 fracture critical bridges in the United States out of 615,000 bridges total, she said, citing the Federal Highway Administration.

The NTSB investigator in charge of the bridge collapse investigation provides a timeline of crash

Cargo ship Dali is seen after running into and collapsing the Francis Scott Key Bridge on March 26, in Baltimore, Maryland.

Marcel Muise, the National Transportation Safety Board investigator in charge, provided the following timeline of events as provided by the recovered voyage data recorder (VDR).

Approximately 12:39 a.m. ET: The ship departed from Seagirt Marine Terminal.
By 1:07: The ship had entered the Fort McHenry Channel.
01:24:59: Numerous audible alarms were recorded on the ship's bridge audio. About the same time, VDR sensor data ceased recording. The VDR audio continued to record using the redundant power source, Muise said.
01:26:02: VDR resumed recording sensor data and during this time, steering commands and rudder orders were recorded on the audio.
01:26:39 : The ship's pilot made a general very high frequency (VHF) radio call for tugs in the vicinity to assist. About to this time, Muise said, the pilot association dispatcher phoned the Maryland Transportation Authority (MDTA) duty officer regarding the blackout.
Around 01:27:04: The pilot ordered the Dali to drop the port anchor and ordered additional steering commands.
Around 01:27:25: The pilot issued a radio call over the VHF radio, reporting that the Dali had lost all power and was approaching the bridge. Around this time, the MDTA data shows the following also occurred: Their duty officer radioed two of their units that were already on scene due to construction on the bridge — one on each side of the bridge — and ordered them to close traffic on the bridge. All lanes were then shut down by MDTA.
Around 01:29: The ship's speed over ground was recorded at just under 8 miles per hour. From this moment on approximately 1:29:33, the VDR audio recorded sounds consistent with the collision of the bridge. Additionally, around this time, MDTA dash cameras show the bridge lights extinguishing.
01:29:39: The pilot reported the bridge down over the VFH radio to the Coast Guard.

Investigation could hopefully take 12 to 24 months, NTSB chair says

The investigation into the cargo ship crash into Key Bridge could take up to two years, according to National Transportation Safety Board Chair Jennifer Homendy.

"We have an amazing team of individuals who are focused on very specific areas of expertise and so I have no doubt that we will be able to pull this together in hopefully 12 to 24 months," she said Wednesday at a news conference.

She called the investigation "a massive undertaking" and said there are "many different components to the investigation."

"It's multimodal," Homendy said, noting that "this is not new for the NTSB."

"We've conducted other investigations of bridge strikes, bridge collapses," she said.

NTSB received 6 hours of voyage data from ship that crashed into bridge, investigator says

Approximately six hours of voyage data from the Dali cargo ship that hit the Key Bridge in Baltimore has been provided to the National Transportation Safety Board, according to Marcel Muise, NTSB investigator in charge.

The footage was recovered by the US Coast Guard on the morning of the accident and contains footage from midnight to 6 a.m. ET, Muise said at a Wednesday news conference.

"The NTSB is continuing to obtain more data," Muise said.

Hazmat investigator identified 56 containers of hazardous materials, NTSB chief says

A senior hazmat investigator from the National Transportation Safety Board looked at the cargo and cargo manifest today, identifying 56 containers of hazardous material, agency Chair Jennifer Homendy said Wednesday.

"He was able to identify 56 containers of hazardous materials. That's 764 tons of hazardous materials — mostly corrosives, flammables, and some miscellaneous hazardous materials, class nine hazardous materials, which would include lithium ion batteries," she said at a news briefing.

Some of the hazmat containers "were breached," she said, adding that sheen was seen on the waterway.

There were 23 individuals on the cargo ship at the time of the accident, NTSB chair says

In an aerial view, cargo ship Dali is seen after running into and collapsing the Francis Scott Key Bridge on March 26, in Baltimore, Maryland.

There were 21 crew members and two pilots onboard the Dali cargo ship when it crashed into Baltimore's Key Bridge, according to the National Transportation Safety Board Chair Jennifer Homendy.

The NTSB is leading the investigation, Homendy has said. The board will try to determine what occurred onboard Dali and also look at the structure of the bridge itself.

Read more about what investigators are working on here.

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baltimore bridge collapse

Baltimore bridge collapse update: Investigators reveal timeline of events leading up to ship crash

The first sign of distress came just under three minutes before the crash, NTSB investigators say.

BALTIMORE, Md. -- Federal investigators unveiled new details about what occurred in the minutes before a hulking cargo ship lost power and slammed into Baltimore's Francis Scott Key Bridge , including the pilot's urgent call for assistance and authorities' efforts to clear people off the bridge.

The first sign of distress came just under three minutes before the crash when the cargo ship's pilot called over the radio requesting any tugboats in the area to respond to the vessel, National Transportation Safety Board Chair Jennifer Homendy said in a news conference Wednesday.

Within a minute, police officers on either end of the bridge were ordered to stop traffic crossing the bridge, said Marcel Muise, the NTSB investigator in charge of the collapse inquiry - an action several officials have credited with saving lives.

RELATED: Police had about 90 seconds to stop traffic before Baltimore bridge collapse

Investigators had their first full day at the scene Wednesday and witnessed the "utter devastation" of the mangled bridge, parts of which are still draped over the ship's bow, Homendy said.

"When I look at something like that, I am thinking not about the container ships that are coming through, not about traffic getting back up and running on the bridge. I'm thinking about the families who've lost loved ones," Homendy said.

Six construction workers who were on the bridge are now presumed dead, and two of their bodies were found trapped in a submerged truck on Wednesday, police said. Search efforts for the remaining four have been paused until salvage crews can clear heavy underwater debris that is believed to be encasing their remains.

NTSB crews used the ship's voyage data recorder, or VDR, to piece together a rough timeline of events leading up to the collision. But it will take months for them to gather the piles of physical evidence, maintenance records, ship data and witness interviews required to deliver a full report, Homendy said.

Here's the NTSB's timeline in hours, minutes and seconds:

Approximately 12:39 a.m.: The ship departed from Seagirt Marine Terminal.
By 1:07:00 a.m.: The ship had entered the Fort McHenry Channel.
01:24:59 a.m.: Numerous audible alarms were recorded on the ship's bridge audio. At about the same time, the VDR stopped recording ship system data but was able to continue recording audio using a different power source.
01:26:02 a.m.: The VDR resumed recording ship system data. During this time, steering commands and orders regarding the rudder were captured on audio.
01:26:39 a.m.: The ship's pilot made a general very high frequency (VHF) radio call for tugboats in the vicinity to assist the vessel. Around this time, the pilot association dispatcher contacted the Maryland Transportation Authority duty officer regarding the blackout, according to transit authority data.
Around 01:27:04 a.m.: The pilot ordered that the ship's port anchor be dropped and issued additional steering commands.
Around 01:27:25 a.m.: The pilot issued a radio call over the VHF radio, reporting that the vessel had lost all power and was approaching the bridge. Around this time, the transit authority duty officer radioed two of its units - one on each side of the bridge - that were already on scene and ordered them to close traffic on the bridge. All lanes were then shut down.
Around 01:29 a.m.: The ship's speed over ground was recorded at just under 8 miles per hour. From this moment until approximately 1:29:33, the VDR audio recorded sounds consistent with the collision with the bridge. Additionally, MDTA dash cameras show the bridge lights extinguishing.
01:29:39 a.m.: The pilot radioed the US Coast Guard to report the bridge was down.

There were 23 people onboard the cargo ship when it collided with one of the bridge's columns, including 21 crew members and two pilots, who are tasked with getting the ship out of port. All crew members were safe, the Maritime and Port Authority of Singapore said previously.

There were no issues reported with the ship prior to its arrival in Baltimore, officials said Wednesday. "We 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," Coast Guard Rear Admiral Shannon Gilreath said at the news conference.

RELATED: What to know about the massive ship that crashed into the Baltimore bridge

As the investigation continues, NTSB and debris salvage crews face challenging and dangerous conditions, including cold and rainy weather, slick surfaces and unstable pieces of wreckage, NTSB and fire officials said.

"Naturally, we're still very cognizant of the fact that there are hazardous materials aboard the vessel itself," Baltimore City Fire Chief James Wallace said Wednesday.

Among the ship's cargo, a senior NTSB hazmat investigator has identified 56 containers of hazardous material - 764 tons - mostly corrosives and flammables, as well as some lithium-ion batteries, the agency said.

Earlier, Coast Guard Vice Admiral Peter Gautier said there is no hazmat threat to the public. Of the ship's 4,700 cargo containers, only two are missing overboard and neither contains hazardous materials, he said.

The collapse has left massive steel structures and cement debris in the Patapsco River, as well as several vehicles that may contain victim's remains, police said. Divers stopped their search efforts Wednesday until salvage crews can remove enough of the materials for it to become safe to reenter the water, Maryland State Police's Col. Roland L. Butler Jr. said.

Unlike most bridges built today, the Key Bridge - completed in 1977 - is "fracture critical," Homendy explained. "What that means is if a member fails that would likely cause a portion of, or the entire bridge, to collapse. There's no redundancy."

The destruction of the bridge and the resulting closure of the port will have major repercussions on the city's economy and the country's supply chain, Transportation Secretary Pete Buttigieg said Wednesday. The Baltimore port is the largest in the US for autos and light trucks, handling a record 850,000 vehicles last year.

Investigation is urgent, but will 'take time,' Gov. Moore says

Investigators were busy working on Wednesday to discover what caused the power loss prior to the crash, but the full investigation and repair efforts will take "not days, weeks nor even months," Maryland Gov. Wes Moore said on Wednesday.

"This is complicated. It is difficult. But we still have to be able to move with a sense of urgency and we are going to get it done. But this is going to take time," Moore said in an interview on "Good Morning America." "This is not days, weeks nor even months."

"We still have information that we have to uncover," he said, "The thing that we do know though is that with a ship of that size, moving at that kind of clip, it was going to be difficult for that type of bridge to be able to sustain."

Moore and other government officials had met on Tuesday with the families of the missing, as the search continued.

"Had the opportunity to pray with them and pray for them," he said Tuesday. "And the strength of these families is absolutely remarkable, and we want to let them know that we are here with you every single step."

He said investigators would do everything they could to give those families peace as the search turns to a recovery mission.

RELATED: What we know about the missing workers as recovery efforts resume after Baltimore bridge collapse

"We want to let them know we will use all resources to bring them a sense of closure and peace," he said on "GMA."

Ship's force 'almost unimaginable,' Secretary Buttigieg says

The force with which a cargo ship hit Baltimore's Key Bridge on Tuesday was "just unimaginable," Transportation Secretary Pete Buttigieg said Wednesday.

"What I do know is that the force of this ship is almost unimaginable," Buttigieg said on "Good Morning America." "This is a vessel that was about 100,000 tons carrying its load. So 200 million lbs. went into this bridge all at once, which is why you had that almost-instant catastrophic result."

As the U.S. works to update bridges around the country, each new generation of bridges is "more resilient than the last," Buttigieg said.

RELATED: Officials stopped traffic onto Baltimore's Key Bridge before collapse: 'These people are heroes'

"We are at work to make sure our infrastructure for the future is better prepared for any kind of threat," he said. "Really what we saw yesterday was just unimaginable in terms of the proportion of that ship."

Buttigieg had arrived at the scene in Baltimore on Tuesday, saying at the time that the DOT's Maritime Administration would assist with disrupted port, harbor and supply chain operations.

The DOT's Federal Highway Administration will assist with the bridge, he said Tuesday.

He said his "first thoughts" were with the missing construction workers and their families.

"Now they are dealing with news that's just unthinkable," he said on "GMA."

Bridge has been struck before - and survived

Tuesday's catastrophe was not the first time a vessel has slammed into the Key Bridge. Four decades earlier, another container ship that also lost power hit the same bridge - and it stood strong.

The dramatic difference in outcomes between the two accidents is an example of the dangers caused by the massive increase in shipping vessel size in the intervening decades.

A CNN review of public records and interviews with about a dozen bridge and shipping experts show that hundreds of bridges over US waterways were built decades ago when container ships were a fraction of the size and weight they are today. Bridges of the era when the Key Bridge was built weren't designed to protect against collisions with ships as big as the Dali, the vessel that caused the Baltimore to topple.

The Dali has a capacity of about 10,000 twenty-foot equivalent units of cargo - compared to the approximate cap of about 2,500 twenty-foot equivalent units that could be carried by container ships in the 1970s, CNN has reported.

Some experts said that this week's disaster should inspire engineers to reevaluate whether America's aging infrastructure can withstand impacts from the gigantic ships that traverse our waterways today.

"It's absolutely a wake-up call," said Rick Geddes, a professor and director of Cornell University's Program in Infrastructure Policy. "The people who were building the Francis Scott Key Bridge never really contemplated ships of this size. It wasn't their fault - they just didn't have a crystal ball."

ABC News and CNN contributed to this post.

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Vessel Positions API

Returns the latest AIS position and voyage data of any vessel or a fleet of vessels.

Vessels API service provides the latest position data for any ship or a fleet of ships reported by Terrestrial AIS stations or Satellites.

Each request to the API may address an individual ship or a number of ships and there are no limits in the number of requests. Each API response will provide you the latest AIS position data (optionally Voyage and Master data) for all requested ships in XML or JSON format.

This service grants access to three different datasets, depending on customer’s needs:

AIS dataset - coordinates, course, speed, heading, current draught, destination, ETA, name, callsign, IMO, MMSI, AIS type, dimensions
Voyage dataset – origin port name and locode, country, time of departure
Master dataset – detailed type, flag, year of build, builder, ownership, capacity, dimensions

How much does it cost?

This is a “Pay-per-Use” service where data is provided against credits. All you need is purchase some credits. Credits can be used for all credit-based services: Vessels , PortCalls , ExpectedArrivals , MasterData

For the AIS dataset the API will charge you as follows:

1 credit per position per ship if the data is provided by Terrestrial stations
5 credits per position per ship if the data is provided by Satellites

Satellite data is recommended when tracked ships have ocean-crossings.

You are charged credits for the delivered data only. There are additional parameters that will help you filter the returned data and reduce the number of credits spent.

How can I obtain credits?

Credits are provided on:

Subscription basis – the price per credit is lower and credits can be used for a period of 1 month. Recommended for continuous needs.
On-demand basis – the price per credit is higher and credits can be used for a period of 12 months.

We will provide you detailed credits pricing on your request.

Sample use cases

1) You are developing a portal for end clients who will be tracking their ships. Thus, you will regularly need the latest position data for random ships.

Your clients request the latest position of 5 ships either reported by Terrestrial stations or Satellites. The API returns position data for all 5 ships and charges you 9 credits according to the source of the data as the following example suggests:

4 ship positions reported by Terrestrial sources x 1 credit each = 4 credits
1 ship positions reported by Satellites x 5 credits each = 5 credits

2) You want to explore your competitor’s trade routes by monitoring their fleets’ position and origin ports. You request the latest position data of 3 ships, reported by Terrestrial stations only since the ships are mainly operating in a region fully covered by Terrestrial AIS and you would also like to know the last visited ports and time of departure.

The API returns position data for all 3 ships along with Voyage information and charges you 6 credits according to the source of the data as the following example suggests:

3 ship positions reported by Terrestrial sources x 1 credit each = 3 credits
Voyage data for 3 ships x 1 credit each = 3 credits

For more detailed technical information and sample API requests you can see the API documentation.

For more information about the service, specific pricing, more data samples or API trial, feel free to contact us.

Local News | NTSB: Data consistent with power loss before…

Local News | NTSB: Data consistent with power loss before Key Bridge strike; crew interviews ongoing

Federal investigators have obtained data that is “consistent with a power outage” onboard the freighter Dali before it struck the Francis Scott Key Bridge , the National Transportation Safety Board’s chair said Wednesday night, and have begun interviewing the cargo ship’s crew.

NTSB Chair Jennifer Homendy cautioned that the agency could not confirm that the ship had lost power, saying that a full investigation would take one to two years. A preliminary report is expected in two to four weeks, however.

After boarding the ship hours earlier Wednesday in the rain, she described a scene of “utter devastation” with the bridge’s three spans down in the water and damaged cargo containers on the vessel.

The U.S. Coast Guard downloaded data from the ship’s voyage data recorder early Tuesday in the hours after it struck the mile-long bridge, downing it into the Patapsco River below. It gave a flash drive with the information to investigators with the NTSB, which is leading the probe into the bridge collapse that killed six people.

Investigators have been working to “validate” information collected from the recorder, Homendy said at a news conference near BWI Marshall Airport. The equipment is “basic” compared to the type of “black box” recorders used on airplanes, she said, but it provides a “snapshot” of data from a ship’s bridge.

If the equipment, required by international regulation , works properly and the data can be verified, it can provide information that serves as a “road map” of what the ship and its crew were doing in the lead-up to, and during, a casualty event, Lawrence Brennan, an adjunct professor with Fordham University School of Law who teaches a maritime law course, told The Baltimore Sun.

Homendy previously called information collected by the recorder as “ critical” to her agency’s investigation. But, along with lead investigator Marcel Muise, she cautioned Wednesday night about its limitations.

“The VDR recording is comprised of audio from the ship’s bridge, as well as recordings from the ship’s VHF, or very high frequency, radio,” Muise told reporters. “The quality of that audio varies widely because of the high levels of background noise and alarms.”

He added that further analysis would be conducted at the agency’s lab in Washington, with experts working to filter out background noise and improve audio quality so that investigators can derive a definitive account of what happened on the 984-foot ship.

A preliminary review, Muise said, revealed sensor data showing the ship’s speed and when alarms went off. Audio recorders captured the local pilot, aboard to guide the ship through the harbor and shipping channel, making steering commands and rudder orders. At about 1:25 a.m., mere minutes before the crash, several alarms went off, he said. “At the same time, VDR sensor data stopped recording.”

Muise said the audio continued recording, capturing the pilot’s orders to drop an anchor, reporting a loss of power, calling for tugboat assistance and giving a “mayday” signal. Officials have said the mayday helped prevent more casualties because police stationed on the bridge were able to close it to traffic.

Not only can a voyage data recorder help investigators retrace the ship’s path and determine how the crew responded when things went awry, it allows the NTSB to “recreate what’s visible on the ship’s radar,” Thomas Roth-Roffy, a U.S. Coast Guard licensed chief engineer who worked for 18 years as an NTSB investigator, told The Sun. “It actually does screen captures every 30 seconds or a minute.”

Homeny and Muise described the data as a pivotal first step for investigators probing for the reasons why the cargo ship ran into one of the Key Bridge’s support columns — causing the bridge to crumble into the Patapsco River — and whether there was anything defective about the nearly 50-year-old span.

When the bridge collapsed, it sent a crew repairing potholes on its deck fell tumbling into the frigid waters of the Patapsco River Six people were initially missing; divers located two by Wednesday evening. The others are presumed dead. Officials said they believed the other bodies were trapped beneath the wreckage of the bridge, and that the debris would have to be removed first.

Where the recording data falls short, investigators may rely on interviews with crew members to fill in the gaps.

After boarding the ship Wednesday, Homendy said, investigators began interviews with the crew — including the captain, chief engineer and first mate — and would continue questioning its members Thursday. She said the two local pilots who were on board at the time were scheduled for interviews Thursday.

The NTSB’s final report will detail the accident and provide an agency analysis and conclusions, along with the probable cause of the event and related safety recommendations.

At a Tuesday news conference, Homendy said that investigators could consider whether the bridge should have had additional protective structures and the contents of previous bridge inspections. That examination of past safety deficiencies is a “meticulous process” that could take time, she said. She also said she was in touch with her counterpart in Singapore, as the Dali was flagged in that Southeast Asian city-state.

Wednesday evening, Homendy said the Key Bridge, which opened in 1977, was “fracture critical.” That means a bridge will fall if one piece fails. That method of building bridges is no longer preferred: Less than 3% of bridges in America today are fracture critical, according to data Homendy cited.

“This bridge was in satisfactory condition,” Homendy said. “The last fracture critical inspection was in May 2023. We have not been able to go through that inspection and all the documents. We also have requested all fracture critical, routine and underwater inspections of the bridge over the last decade.”

From interviews with crew members, investigators hope to gain a better understanding of how a vessel functioned, Roth-Roffy explained. Given that crews come and go, the NTSB will also examine its inspection history as far back “as they can go, to see if there are any patterns with mechanical failures.”

Built in 2015, the 984-foot Dali was cited for deficiencies with its propulsion and auxiliary machinery during a June 2023 inspection at the Port of San Antonio in Chile, according to the Electronic Quality Shipping Information System, a shipping information website. An inspection by the U.S. Coast Guard in September reported no deficiencies, according to the data compiled by Equasis.

The Dali’s predominantly Indian crew remains aboard and has been “cooperating with what we need,” Vice Admiral Peter W. Gautier of the Coast Guard said during a White House press briefing Wednesday about bridge collapse. “They’re still there and very much engaged in the dialogue and investigation.”

In addition to alcohol and drug testing for everyone aboard at the time of an incident, investigators require crew members to document their work and rest history for the previous 72 hours, Roth-Roffy said.

“Fatigue is a huge issue in a lot of investigations,” he said.

Roth-Roffy said crew conversation as a situation devolves into an emergency can be telling to investigators of mariners’ level of training and adherence to required safety management protocols.

“When you lose a main engine or lose a generator, a lot of the equipment will come on automatically, but some of it may not,” he said. “And you have to be able to quickly identify what you need to get that generator started again or get that main engine started again.”

The local pilot was at the helm of the Dali when it appeared to lose power early Tuesday, causing the ship’s steering and propulsion system to fail, said Clay Diamond, executive director of the American Pilots Association.

The pilot did “everything he could” by contacting authorities and steering the ship’s rudder to the left once its backup generators kicked in, though the ship’s engines were still inoperable, he said. The ship also dropped anchor. Diamond credited those maneuvers with giving authorities the extra time to shut down bridge traffic.

At a Wednesday afternoon news conference, Rear Admiral Shannon Gilreath of the Coast Guard said his agency was not made aware of any engine problems while the Dali was in the port.

“We 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,” Gilreath told reporters.

In past cases, the voyage data recorder provided key details.

When the cargo vessel El Faro sank in 2015 near the Bahamas after sailing into the path of Hurricane Joaquin, investigators went to great lengths to find the wreckage and retrieve its voyage data recorder. It was pulled from more than 15,000 feet below sea level on the third attempt. That effort resulted in a lengthy transcript of more than 500 pages .

The chilling account includes a narration of the captain deciding to ring the general alarm to wake everyone up, saying, “We’re definitely not in good shape right now.” Shortly after, a chief mate investigated the situation on one deck and reported water was “chest deep.” Three minutes after the alarm bell rang, the captain said, “Bow is down, bow is down.”

Roughly 10 minutes later, someone called out “I’m gone” or “I’m a goner.” The captain yelled, “No, you’re not.” The audio recording ended less than a minute later.

An earlier NTSB investigation into the Delta Mariner striking the Eggner’s Ferry Bridge in Kentucky in 2012 relied on a simplified voyage data recorder onboard. It captured audio from the pilothouse, as well as location, speed, rate of turn and depth.

The report found that 15 minutes before the impact, someone called out that the vessel was approaching a bridge. It quoted the contract pilot discussing the position of lights on the bridge — saying “I’m thinking the red looks higher,” then moments later asking, “It is, ain’t it?” The transcript reported that less than a minute later, he said: “Oh [expletive].”

Baltimore Sun reporter Dan Belson and Sam Janesch contributed to this article.

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22.5 light hours —

Recoding voyager 1—nasa’s interstellar explorer is finally making sense again, "we're pretty much seeing everything we had hoped for, and that's always good news.”.

Stephen Clark - Apr 23, 2024 5:56 pm UTC

Engineers have partially restored a 1970s-era computer on NASA's Voyager 1 spacecraft after five months of long-distance troubleshooting, building confidence that humanity's first interstellar probe can eventually resume normal operations.

Several dozen scientists and engineers gathered Saturday in a conference room at NASA's Jet Propulsion Laboratory, or connected virtually, to wait for a new signal from Voyager 1. The ground team sent a command up to Voyager 1 on Thursday to recode part of the memory of the spacecraft's Flight Data Subsystem (FDS) , one of the probe's three computers.

“In the minutes leading up to when we were going to see a signal, you could have heard a pin drop in the room," said Linda Spilker, project scientist for NASA's two Voyager spacecraft at JPL. "It was quiet. People were looking very serious. They were looking at their computer screens. Each of the subsystem (engineers) had pages up that they were looking at, to watch as they would be populated."

Finally, a breakthrough

Launched nearly 47 years ago, Voyager 1 is flying on an outbound trajectory more than 15 billion miles (24 billion kilometers) from Earth, and it takes 22-and-a-half hours for a radio signal to cover that distance at the speed of light. This means it takes nearly two days for engineers to uplink a command to Voyager 1 and get a response.

In November, Voyager 1 suddenly stopped transmitting its usual stream of data containing information about the spacecraft's health and measurements from its scientific instruments. Instead, the spacecraft's data stream was entirely unintelligible. Because the telemetry was unreadable, experts on the ground could not easily tell what went wrong. They hypothesized the source of the problem might be in the memory bank of the FDS.

There was a breakthrough last month when engineers sent up a novel command to "poke" Voyager 1's FDS to send back a readout of its memory. This readout allowed engineers to pinpoint the location of the problem in the FDS memory . The FDS is responsible for packaging engineering and scientific data for transmission to Earth.

After a few weeks, NASA was ready to uplink a solution to get the FDS to resume packing engineering data. This data stream includes information on the status of the spacecraft—things like power levels and temperature measurements. This command went up to Voyager 1 through one of NASA's large Deep Space Network antennas Thursday.

Then, the wait for a response. Spilker, who started working on Voyager right out of college in 1977, was in the room when Voyager 1's signal reached Earth Saturday.

"When the time came to get the signal, we could clearly see all of a sudden, boom, we had data, and there were tears and smiles and high fives," she told Ars. "Everyone was very happy and very excited to see that, hey, we're back in communication again with Voyager 1. We're going to see the status of the spacecraft, the health of the spacecraft, for the first time in five months."

Voyager 1's team celebrates the arrival of a radio signal from the spacecraft Saturday.

Throughout the five months of troubleshooting, Voyager's ground team continued to receive signals indicating the spacecraft was still alive. But until Saturday, they lacked insight into specific details about the status of Voyager 1.

“It’s pretty much just the way we left it," Spilker said. "We're still in the initial phases of analyzing all of the channels and looking at their trends. Some of the temperatures went down a little bit with this period of time that's gone on, but we're pretty much seeing everything we had hoped for. And that's always good news.”

Relocating code

Through their investigation, Voyager's ground team discovered a single chip responsible for storing a portion of the FDS memory stopped working, probably due to either a cosmic ray hit or a failure of aging hardware. This affected some of the computer's software code.

"That took out a section of memory," Spilker said. "What they have to do is relocate that code into a different portion of the memory, and then make sure that anything that uses those codes, those subroutines, know to go to the new location of memory, for access and to run it."

Only about 3 percent of the FDS memory was corrupted by the bad chip, so engineers needed to transplant that code into another part of the memory bank. But no single location is large enough to hold the section of code in its entirety, NASA said.

So the Voyager team divided the code into sections for storage in different places in the FDS. This wasn't just a copy-and-paste job. Engineers needed to modify some of the code to make sure it will all work together. "Any references to the location of that code in other parts of the FDS memory needed to be updated as well," NASA said in a statement.

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Queen Anne Sets Sail for Southampton Ahead of Maiden Voyage

April 24, 2024

Cunard’s newest ship, the Queen Anne, set sail for her homeport of Southampton ahead of its maiden voyage departing May 3.

The ship was delivered during a traditional handover ceremony at the Fincantieri Marghera shipyard in Venice on Friday, April 19 and is expected to arrive in Southampton on April 30.

Speaking at the handover ceremony, Katie McAlister, president of Cunard, said: “We are immensely proud of Queen Anne. Not only does she reflect the Cunard distinctive style on the outside, the inside perfectly echoes the brand heritage with reimagined, elegant spaces and designs. We can’t wait to welcome guests on board for her maiden voyage on May 3 .”

Queen Anne’s inaugural seven-night voyage sails roundtrip from Southampton, visiting La Coruna, Lisbon.

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Exclusive: China harbors ship tied to North Korea-Russia arms transfers, satellite images show

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Ship identified by RUSI as the North Korean registered cargo vessel Angara docked in China

AT LEAST 11 VOYAGES TO RUSSIA

Reporting by Michael Martina and David Brunnstrom; Additional reporting by Antoni Slodkowski, Guy Faulconbridge and the Beijing newsroom; Editing by Don Durfee and Daniel Wallis

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Voyager 1 had a problem. Here's how NASA fixed it from 15 billion miles away.

Working from more than 15 billion miles away, NASA engineers have solved a computer problem aboard Voyager 1 , allowing the probe to send readable data five months after a chip error made its transmissions impossible to decipher.

Voyager 1, along with its sister craft, Voyager 2, are robotic probes that were launched in 1977. Voyager 1 reached interstellar space in 2012. It's now 15.1 billion miles away, the farthest from Earth a human-made object has ever traveled.

Learn more: Closer look at Voyager 1 and Voyager 2 .

Voyager 2 entered interstellar space − the space between the stars, starting at abou t 11 billion miles from our sun − in 2018. It's now 12.7 billion miles away.

Voyager 1's computer glitch garbled the science and engineering data the craft sends to Earth, which rendered it unreadable. That started on Nov. 14, 2023.

How did engineers fix Voyager's problem?

Engineers from NASA and the Jet Propulsion Laboratory discovered a single computer chip inside the spacecraft’s Flight Data Subsystem – which collects science and engineering information and transmits it to Earth – had malfunctioned.

Can't see our graphics? Click here .

The chip stored part of the Flight Data Subsystem's memory and software code. Engineers could still receive data from Voyager 1, but it was scrambled.

The chip could not be repaired. Instead, engineers moved software code from the chip into a different part of the subsystem's memory system.

The code was too large to to be stored in a single location in the spacecraft. Engineers divided the code into sections and stored them in different places within the subsystem. The code sections were adjusted to make sure they worked as a whole.

Engineers tested the fix by moving a code that transmits data about the spacecraft. They were rewarded with a transmission from Voyager that contained readable data about the craft's status.

All that took time. Voyager is moving about 38,000 mph. Because it's so far away, it takes 22.5 hours for a radio signal to reach Voyager. It takes another 22.5 hours for the spacecraft’s reply to reach antenna networks on Earth.

What happens next?

Engineers will reposition and synchronize the other parts of the code. That should allow Voyager 1 to start sending readable data on what it finds as it moves farther away from Earth.

SOURCE USA TODAY Network reporting and research; NASA/Jet Propulsion Laboratory/California Institute of Technology; Reuters

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Voyage Data Recorder on a Ship Explained
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 ...
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A fixed Data Capsule of VDR mounted on a container ship. Voyage data recorder, or VDR, is a data recording system designed for all vessels required to comply with the IMO 's International Convention SOLAS Requirements (IMO Res.A.861 (20)) in order to collect data from various sensors on board the vessel. It then digitizes, compresses and stores ...
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Voyage Data Recorders. 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. The mandatory regulations are contained in ...
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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 ...
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4 DEFINITIONS. 4.1 Voyage data recorder (VDR) means 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. 4.2 Signal source means any sensor or device external to the ...
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Voyage Data Recorder: The Little Black Box of Cruise Ships
Every passenger ship over 3,000 gross tons built on or after July 1, 2002, is required by law to carry a voyage data recorders (VDR). Ships built before that date are only exempt if a VDR cannot ...
Voyage Data Recorder (VDR) on Ships with Explanation & Sketches
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.
VDR Voyage Data Recorders
VDR Voyage Data Recorders - An IMO Guide. Passenger ships and ships other than passenger ships of 3000 gross tonnages and upwards constructed on or after 1 July 2002 must carry voyage data recorders (VDR). This is to assist in accident investigations, under regulations adopted in 2000, which entered into force on 1 July 2002.
VDR
The voyage data recorder (VDR) is a device used in ships to store essential data related to the ship's voyage. It records parameters like location, speed, heading, and other vessel-specific data. The VDR is an invaluable tool that helps identify the cause of ship accidents and assists in the investigation process.
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by TMP Staff. September 26, 2023. 3 minute read. No comments. 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.
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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 ...
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A Voyage Data Recorder on ship (VDR) is a device installed on ships to record vital information about the ship's voyage. It is also commonly known as a "black box" for ships. The VDR is designed to capture data from various sensors and systems on board the ship, including radar, GPS, and communication systems. ...
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Voyage Data Recorder (VDR) on a Ship Explained

Understanding VDR

How VDR works?

Carriage requirements for VDR

The VDR at least must record the following:

General Operational Requirements

Maintenance

Underwater Acoustic Beacon

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VDR requirements

Simplified VDRs

Voyage Data Recorder (VDR) on a Ship Explained

Understanding VDR

How VDR works?

Carriage requirements for VDR

The VDR at least must record the following:

General Operational Requirements

Maintenance

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Voyage Data Recorder (VDR)

Working of VDR:

Main Components of VDR:

Purpose of VDR:

VDR Voyage Data Recorders – An IMO Guide

VDR requirements

Regulations

Simplified VDRs (S-VDR’s)

The phase-in is as follows:

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VDR | SVDR – Everything You Need To Know (Updated)

Table of Contents

VDR And SVDR – An Overview

What Is VDR & SVDR?

How To Use A VDR?

Regulations To Use

How To Troubleshoo t The VDR?

Best VDR In The Market

Maretron’s Vessel Data Recorder (VDR100)

JRC VDR (Voyage Data Recorder) JCY-1900

Headway VDR & S-VDR

JOTRON VDR – 40VDR capsule, For Ships

Related FAQs

Which ships ought to have VDR and SVDR installed?

How does VDR operate in an accident situation?

Who is in charge of conducting the VDR's yearly performance test?

What is the difference between VDR and SVDR?

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

Introduction to the VDR

Components: The Building Blocks of VDR

Data Recorded by VDR

Importance of VDR

2. Enhancement of Safety Standards

3. Training and Performance Monitoring