Navigation Manual Maritime Pvt. Ltd. (2019)

NAVIGATION MANUAL
Rev No. : 9
Date : 30-Dec-19
APPROVAL Page : 1 of 1
NAVIGATION MANUAL
EDITION II
Notes:
1. This manual is valid from the issue date.
2. This manual is not to be altered or marked in any way.
3. Any review or alteration to this manual is to be carried out as per the system
procedures.
4. Any revisions of this manual will be recorded on the Revision sheet.
Issued By: Approved By:
Synergy Maritime Private Limited
Head of Ship Management Team
This publication is the property of Synergy Group. No part of this publication is to be

reproduced, stored in a retrieval system, or transmitted in any form or by any means
without the prior permission of Management.
Uncontrolled document when printed

NAVIGATION MANUAL
Rev No. : 9
Date : 30-Dec-19
RECORD OF REVISION Page : 1 of 5
RECORD OF REVISION
This procedure was first released as Edition 0, in 2006 and first major revision was
released as Edition 1 on 21st Oct 2009. After which various revisions were released
to multiple chapters.
The second major revision to the manual was released as Edition II on 31st Jan 2013.
Record of all the previous revisions are maintained in office with CMS team.
Chapter Rev.
Page Date
No.
Table of contents All 1 20-Jan-14
Ch 01 Responsibilities All 1 20-Jan-14
Ch 02 Bridge resource management All 1 20-Jan-14
Ch 03 Passage planning All 1 20-Jan-14
Ch 04 Watchkeeping All 1 20-Jan-14
Ch 05 Navigation under adverse weather All 1 20-Jan-14
Ch 06 Anchoring & ay anchor All 1 20-Jan-14
Ch 07 Bridge equipment All 1 20-Jan-14
Ch 10 Ice Navigation All 0 20-Jan-14
Appendix 1 Sample Master’s standing instructions All 1 20-Jan-14
Appendix 2 Passage Planning mandatory routeing
All 1 20-Jan-14
– working
Table of Content All 2 05-May-14
Ch 02 Bridge resource management All 2 05-May-14
Ch 07 Bridge equipment All 2 05-May-14
Table of Content All 3 21-Jul-14
Ch 01 Responsibilities All 2 21-Jul-14
Ch 02 Bridge resource management All 3 21-Jul-14
Ch 03 Passage planning All 2 21-Jul-14
Ch 07 Bridge equipment All 3 21-Jul-14

NAVIGATION MANUAL
Rev No. : 9
Date : 30-Dec-19
Chapter Rev.
Page Date
No.
Ch 09 ECDIS All 1 21-Jul-14
Appendix 2 Passage Planning mandatory routeing
All 2 21-Jul-14
– working
Table of contents All 4 20-Feb-15
Ch 01 Responsibilities All 3 20-Feb-15
Ch 02 Bridge resource management 1, 3, 4, 6, 10,11 4 20-Feb-15
Ch 03 Passage planning 1, 5, 7, 8 3 20-Feb-15
Ch 04 Under Keel and vertical clearances All 0 20-Feb-15
Ch 05 Watch keeping All 2 20-Feb-15
Ch 06 Navigation under adverse weather 1, 3 2 20-Feb-15
Ch 07 Anchoring & ay anchor 6, 8 2 20-Feb-15
Ch 08 Bridge equipment 2,3,4,5, 6,12,13 4 20-Feb-15
Ch 09 Charts Publications Records& logs All 1 20-Feb-15
Ch 10 ECDIS 3, 4,7, 8, 9, 10,11, 20-Feb-15
2
13, 14, 21, 22
Ch 11 Ice Navigation (Only chapter No has been 20-Feb-15
Nil 1
revised)
Appendix 1 Sample Master’s standing instructions All 2 20-Feb-15
Appendix 2 Passage Planning mandatory routeing 20-Feb-15
1 3
– working
Table of Content All 5 15-Apr-16
Ch. 02 Bridge Resource Management 2, 3, 4, 5, 6, 7, 11 5 15-Apr-16
Ch. 03 Passage Planning 1, 3, 5, 7 4 15-Apr-16
Ch. 04 Under keel and vertical clearances 6,7 1 15-Apr-16
Ch. 05 Watch Keeping 8,9 3 15-Apr-16
Ch. 06 Navigation under adverse weather 2 3 15-Apr-16

NAVIGATION MANUAL
Rev No. : 9
Date : 30-Dec-19
Chapter Rev.
Page Date
No.
Ch. 07 anchoring and at Anchor All 3 15-Apr-16
Ch. 08 Bridge Equipment 1, 2, 3, 5, 8, 11 5 15-Apr-16
Ch. 09 Charts, Publications, Records 2, 4 2 15-Apr-16
Ch 10. Electronic Chart Display Information
All 3 15-Apr-16
System
Appendix 1 Master’s Standing Orders 1, 2, 3 3 15-Apr-16
Appendix 4 Guidelines for voyage planning All 0 15-Apr-16
Appendix 5 Particularly Sensitive Sea Area All 0 15-Apr-16
Appendix 6 ZOC Category All 0 15-Apr-16
Table of Content All 6 28-Oct-16
Ch 01 Responsibilities All 4 28-Oct-16
Ch. 02 Bridge Resource Management All 6 28-Oct-16
Ch. 03 Passage Planning All 5 28-Oct-16
Ch. 04 Under keel and vertical clearances All 2 28-Oct-16
Ch. 05 Watch Keeping All 4 28-Oct-16
Ch. 07 anchoring and at Anchor All 4 28-Oct-16
Ch. 08 Bridge Equipment All 6 28-Oct-16
Ch. 09 Charts, Publications, Records All 3 28-Oct-16
Ch 10. Electronic Chart Display Information 28-Oct-16
All 4
System
Ch. 11 ICE Navigation Procedures All 2 28-Oct-16
Appendix 1 – Sample Master’s Standing Orders All 4 28-Oct-16
Appendix 2 – Recommended Routeing All 4 28-Oct-16
Appendix 7 – Guidelines for Berthing and 28-Oct-16
All 0
Unberthing
Table of Content All 7 30-Sep-17

NAVIGATION MANUAL
Rev No. : 9
Date : 30-Dec-19
Chapter Rev.
Page Date
No.
Ch. 02 Bridge Resource Management All 7 30-Sep-17
Ch. 03 Passage Planning All 6 30-Sep-17
Ch. 04 Under keel and vertical clearances All 3 30-Sep-17
Ch. 05 Watch Keeping All 5 30-Sep-17
Ch. 06 Navigation under adverse weather All 4 30-Sep-17
Ch. 07 anchoring and at Anchor All 5 30-Sep-17
Ch. 08 Bridge Equipment All 7 30-Sep-17
Ch 10. Electronic Chart Display Information All 30-Sep-17
5
System
Ch 11 ICE Navigation Procedure All 3 30-Sep-17
Appendix 2 – Recommended Routeing All 5 30-Sep-17
Appendix 3 – Hydrographic note All 1 30-Sep-17
Appendix 8 – International Navigating Limits All 0 30-Sep-17
Table of Content All 8 14-Dec-18
Ch. 01 Responsibilities All 5 14-Dec-18
Ch. 02 Bridge Resource Management All 8 14-Dec-18
Ch. 04 Under keel and vertical clearances All 4 14-Dec-18
Ch. 05 Watch Keeping All 6 14-Dec-18
Ch. 06 Navigation under adverse weather All 5 14-Dec-18
Ch. 07 anchoring and at Anchor All 6 14-Dec-18
Ch. 08 Bridge Equipment All 8 14-Dec-18
Ch. 09 Charts, Publications, Records All 4 14-Dec-18
Ch 10. Electronic Chart Display Information All 14-Dec-18
6
System
Ch. 11 ICE Navigation Procedures All 4 14-Dec-18
Appendix 1 – Sample Master’s Standing Orders All 5 14-Dec-18

NAVIGATION MANUAL
Rev No. : 9
Date : 30-Dec-19
Chapter Rev.
Page Date
No.
Appendix 5 – Particularly Sensitive Sea Area All 1 14-Dec-18
Appendix 7 – Guidelines for Berthing and All 14-Dec-18
1
Unberthing
Appendix 8 – International Navigating Limits All 1 14-Dec-18
Table of Content All 9 30-Dec-19
Ch. 01 Responsibilities 2,3,7,8 6 30-Dec-19
Ch. 02 Bridge Resource Management 3,4,6,7,11,12,13,15,1 30-Dec-19
9
9
Ch. 03 Passage Planning 2,3,4,5,6 7 30-Dec-19
Ch. 04 Under keel and vertical clearances 1,3,4,13 5 30-Dec-19
Ch. 05 Watch Keeping 1,3,4,6,11,12,13,14,2 30-Dec-19
7
1
Ch. 07 anchoring and at Anchor 1, 19,20,24 7 30-Dec-19
Ch. 08 Bridge Equipment All 9 30-Dec-19
Ch. 09 Charts, Publications, Records 1,2,6,10 5 30-Dec-19
Ch 10. Electronic Chart Display Information 2,4,8,9,10,11,12,13,1
System 5,16,19,25,26,29,34, 7 30-Dec-19
35,36,38,40,41,42,43
Ch. 11 ICE Navigation Procedures 2 5 30-Dec-19
Appendix 1 – Sample Master’s Standing Orders 2,3,4 6 30-Dec-19
Appendix 7 – Guidelines for Berthing and 4,5 30-Dec-19
2
Unberthing

NAVIGATION MANUAL
Rev No. : 9
Date : 30-Dec-19
TABLE OF CONTENT Page : 1 of 1
TABLE OF CONTENT
Chapter Title Revision Revision Date
1 Responsibilities 6 30-Dec-19
2 Bridge Resource Management 9 30-Dec-19
3 Passage Planning 7 30-Dec-19

4 Under Keel and Vertical Clearances 5 30-Dec-19
5 Watchkeeping 7 30-Dec-19
6 Navigation under adverse weather 5 14-Dec-18
7 Anchoring and at anchor 7 30-Dec-19

8 Bridge Equipment 9 30-Dec-19
9 Charts, publications, and records 4 30-Dec-19
10 ECDIS 7 30-Dec-19
11 Ice Navigation Procedures 4 30-Dec-19
Appendix 1 Sample master’s standing orders 6 30-Dec-19
Appendix 2 Recommended Routeing 5 30-Sep-17

Appendix 3 Hydrographic Note 1 30-Sep-17
Appendix 4 Guidelines for Voyage Planning 0 15-Apr-16
Appendix 5 Particularly Sensitive Sea AREA 1 14-Dec-18
Appendix 6 ZOC category 0 15-Apr-16
Appendix 7 Guidelines for Berthing and Unberthing 2 30-Dec-19
Appendix 8 International navigating limits 1 14-Dec-18

NAVIGATION MANUAL
Rev No. : 6
Chapter: 01 Date : 30-Dec-19
RESPONSIBILITES Page : 1 of 9
RESPONSIBILITY OF THE COMPANY

The Head of CMS is responsible for ensuring that the required support is provided to
vessels to comply and maintain with the navigational standards as per statutory and
Industry requirements. Review of the procedures shall be done during the
Management Review.
RESPONSIBILITIES OF MASTER
GENERAL
It is the company policy that the navigation of the ships that it operates is carried out
to the highest standard and in conformance with relevant legislation and Company
rules and regulations. The Master has overall responsibility for the safe operation of
his vessel in accordance with flag states laws and international regulations.
Nothing contained in this navigation manual is to be construed in any way by the
Master that he is relieved of his full responsibility for the safe navigation of the ship,
the safety of the crew and efficient organisation onboard.
The Master is fully responsible for: -
▪ The safety of life on board and for preventing any damage to the
environment, the ship, and her cargo.
▪ Ensuring that before proceeding to sea, the ship is fully equipped and in a
seaworthy condition in all respects for the entire voyage.
▪ Ensuring that stability, trim and stress are adequate for all stages of the
voyage and that the cargo is properly and safely stowed.
▪ Ensuring that a berth-to-berth passage plan is prepared prior
commencement of voyage.
▪ Ensuring that all Bridge Personnel are fully familiar with the location and
operation of all bridge controls and equipment before they assume
responsibility for bridge watch.
▪ Ensuring that all personnel joining the vessel have sufficient time and
opportunity to become familiar with the shipboard equipment, operating
procedures, and other arrangements required for the proper performance of
their duties.
▪ Ensuring that the bridge is properly manned for the prevailing conditions.
▪ Ensuring that the bridge navigation team follows these procedures by
conducting formally recorded audits of the bridge team at random intervals.
▪ Ensuring that all Navigational watch keeping Officers reporting aboard
Company vessels are aware of the requirements of this manual.

NAVIGATION MANUAL
Rev No. : 6
COLLISION AVOIDANCE AND SAFE SPEED

All traffic is to be given a wide and safe berth as laid down in the International
Regulations for the Prevention of Collision at Sea. Masters to ensure that all watch
officers are aware of the handling characteristics of their vessel with special
emphasis being made to turning circles and stopping distances. The vessels turning
circles and stopping distances are to be prominently displayed on the bridge along
with the manoeuvring data diagram.
In open seas, where sufficient sea room is available a minimum distance of 2.0
nautical miles and a TCPA of 15 min must be maintained from prevailing traffic. For
coastal waters, 1 Nm and a TCPA of 15 Min must be maintained. Inability to maintain
the above would warrant the masters presence on the bridge.
Bridge team members should look ahead, and speed should be adjusted in good
time to deal with developing situations. Master to ensure that the below factors
must be clearly understood and evident by the Bridge team members apart from
complying with safe speed.
• Slowing down gives more time to think and to assess a situation.
• Commercial considerations should not override safety.
• Any team members in doubt as to the speed should voice their concerns
immediately.
• Speed is a variable and should be always under consideration.
• Squat should be considered for all stages of the voyage.
• Bends in rivers, port approach and berthing approach require considerable
attention.
• Where applicable, speed should be reduced during heavy weather
STANDING ORDERS
On taking over command, the Master is to record his own Standing Orders, which
are to be written with regard to the contents of this section (sample standing orders
is provided in Z 1). The Master is entitled to vary responsibilities and duties on board
to meet any exceptional circumstances. These Standing orders are to be kept in a
permanent place on the Bridge. These orders are to be signed by the Master and all
Watch keeping Officers.

NAVIGATION MANUAL
Rev No. : 6
The Master must include in his standing orders his requirements for the minimum
acceptable “closest point of approach (CPA)” and the minimum visibility range at
which Master need to be called. This shall be at least the value provided in this
procedure (CPA - Sec 1.2.2 and restricted visibility - Sec 1.3.7) Master, depending on
prevailing circumstances, may increase the value at his discretion; however, he shall
not decrease from the minimum value given in this manual.
Standing orders must also clearly specify and leave no doubt on:
▪ Calling the Master.
▪ Reducing speed in the event of restricted visibility or other circumstances.
▪ Posting lookout(s).
▪ Manning the wheel.
▪ The use of bridge equipment and navigational aids.
▪ The provision of additional watch keeping personnel in special circumstances,
e.g. heavy traffic, narrow passages, or restricted visibility.
▪ Radio watch keeping and GMDSS procedures.
MASTER’S DAILY BRIDGE ORDERS
The Master is to prepare daily bridge orders as appropriate and write them in the
Bridge Order Book. Such orders are to be initialled by each Officer of the Watch.
Orders may include reference to deviation in passage plan if any, with errors
allowed, distance to be maintained off the land and such other instructions, as the
Master considers necessary to the prevailing circumstances and condition.
ACCIDENT, COLLISION, AND SALVAGE
In the event of a collision the Master is bound by the responsibilities imposed upon
him by the existing statutes of the applicable flag state. The Master of each vessel
involved in a collision as long as they can do so without endangering their own vessel
and / or crew and passengers must:
▪ Render to the other Vessel, her Master, Crew, and Passengers, assistance as
may be practicable and necessary to save them from danger caused by the
collision and to stay besides the other vessel until it has been ascertained
that no further assistance is required.
▪ Provide to the Master of the other vessel the name of own vessel, port of
registry and names of ports from which the vessel has come and to which
bound.

NAVIGATION MANUAL
Rev No. : 6
In the event of any maritime incident informs the Company immediately by the
quickest means possible. A brief report is to be passed and backed up with a full
written report at the earliest convenience. In the event of a collision the Master
must also communicate with the Master of the other ship, by the most practical
means available under the circumstances, holding him and his Owners responsible
for the accident. He must endeavour to obtain an acknowledgement for his Note of
Protest. Master to save and preserve evidences like VDR record, log books,
Movement book and radio log following an incident.
Where damage has occurred (or is thought to have been occurred) to the ship’s
structure and / or machinery, the Master is to ensure that a full assessment is made
on the condition and an accurate report submitted to the Company at the earliest.
In the event of an accident, the Master’s top priority is the preservation of life and
he has the overriding authority to engage any assistance necessary to protect the
vessel, crew, cargo, and / or the environment. In situations of danger, where
immediate assistance is required, such help should be obtained, where possible, by
agreement to Lloyd’s Standard Form of Salvage Agreement (Lloyd’s Open Form). A
copy of this form must be carried onboard (Ref. contingency manual).
In the event that an outside party is ready to render assistance but are unwilling to
accept LOF, the Master has the authority to agree any alternate means of ensuring
assistance necessary to avert immediate danger.
If time and circumstances permit, the Company must be notified to make the
necessary arrangements without endangering the vessel.
In some instances, owners have pre-existing contracts with salvage and towing
companies. In such cases the vessels will have been advised in advance. Typical
examples are vessels with OPA 90 Vessel Response Plans where a Salvor for US
waters will be identified or in some port areas where Owners have contracts with
towing companies that include a clause for vessels in distress or experiencing
difficulties.
An entry must be recorded in the Official Log Book concerning any such agreement.
Flags under which official log book is not obligatory, an entry to be recorded in the
deck log book
Depositions before any Governmental Official following a casualty or accident need
great care to ensure that no material facts are omitted nor anything incorrectly
stated. In such cases the company shall appoint lawyers and wherever possible
statements by any ship staff should not be made until the lawyer attends. The
Company will confirm the name of the firm and the lawyer attending on the Owner’s
behalf as soon as known.

NAVIGATION MANUAL
Rev No. : 6
ASSISTING WITH SHIPS IN DISTRESS

By International Law, the Master is required to give all possible assistance to save
life. The Master must not overlook that his prime responsibility is the safety of his
own ship and the lives on board and undue risks are not to be taken.
WATCH KEEPING TO ASSIST THE CHIEF OFFICER
Subject always to the overriding considerations of safety, pertinent regulations,
STCW 2010 requirements and where geographical and weather conditions allow, the
Master is encouraged at his own discretion to take over some of the purely Watch
keeping duties of the Chief Officer. This will allow the Chief Officer to devote more
time to the overall supervision of the crew, particularly during periods of peak
activity.
SHIP’S SPEED
At all times, the ship’s speed is to be controlled by the Master, except in
circumstances where the OOW is required to alter speed in order to comply with the
collision regulations, contingencies and/or weather conditions. Setting the vessels
voyage speed must be in line with the voyage orders and in full consultation with the
Chief Engineer.
CHARTS
The Master must ensure that he has all the charts and publications on board for the
intended passage. These charts are to be corrected to the latest notices to Mariners
and Radio Navigational Warnings. Cancelled charts should be stored away from the
folios and removed from the ship entirely, once the replacement chart is received on
board. (Refer to chapter 8 of this manual)
MARGINS OF SAFETY
The Master must give clear instructions on the navigation aids to be in use and the
required margins of safety on closing land or a navigational danger. He must also
indicate the frequency with which the position is to be fixed for each section of the
passage which shall be in no case more than the position plotting interval as
mentioned in Chapter 4.

NAVIGATION MANUAL
Rev No. : 6
RESPONSIBILITIES OF THE OFFICER OF THE WATCH (O.O.W.)

GENERAL
The O.O.W. is the Master’s representative and his primary responsibility at all times
is the safe navigation of the ship. He must at all times comply with the applicable
regulations for preventing collisions at sea. He is to send for the Master if he is in
doubt, taking such actions in the meantime, as he considers necessary to avoid risks.
Should the Officer of the Watch think the ship to be in shallow water and/or be in
doubt as to the positions of the ship, he is to call the Master immediately.
MASTER’S STANDING ORDERS
In order to confirm their understanding and familiarisation, all deck officers are to
sign the Company Manuals and Master’s Standing Orders.
FAMILIARISATION
All Watch Officers must fully familiarise themselves with the location, operation,
limitation, and method of performance test of all bridge controls and equipment
before assuming responsibility for a bridge watch. This is to be completed wherever
possible with the assistance of the outgoing Officer.
Prescribed Checklist is to be completed for familiarisation. (ECDIS Familiarization
checklist, Deck Officer's Handing & Taking Over checklist)
UNEXPECTED DANGER AND FALSE SENSE OF SECURITY
Danger may arise suddenly and unexpectedly from any quarter at any time. Watch
Officers are warned against allowing themselves to be lulled into a false sense of
security at any time and especially in pilotage waters, poor visibility and/or at night.
It must not be assumed that other vessels are being navigated in a responsible and
safe manner.
NAVIGATIONAL WATCH KEEPING DUTIES AND RESPONSIBILITIES
The O.O.W. is in complete charge of the safe navigation of the ship irrespective of
the presence of the Master and is to remain in charge until the Master specifically
states that he has taken charge and an appropriate log entry made. A log entry is
also to be made when the Master hands the safe navigation of the vessel to the
O.O.W.
If restricted visibility is encountered, the requirements as laid down in this manual
are to be followed. If there is a sudden deterioration in visibility, weather and/or sea
conditions, the Master is to be informed immediately.

NAVIGATION MANUAL
Rev No. : 6
All traffic is to be given a wide and safe berth as laid down in the International
Regulations for the Prevention of Collision at Sea. The Master will, in his Standing
Orders, state his requirements for the minimum acceptable “Closest Point of
Approach (CPA)” making due allowance for occasions where the proximity of land,
shoal waters or traffic density restrict the available sea room.
All watch keeping officers must be aware of the obligations placed on them when
their vessel is the stand-on vessel. If at any time they are in doubt as to the actions
or lack of action by the give way vessel, the Master is to be informed immediately.
The O.O.W. must act in accordance with the International Regulations for Prevention
of Collision.
Officers must realise that large vessels take time to manoeuvre. Early and prompt
action will also help to minimise the potential for main engine damage that can
occur by subjecting a vessel to a hard-over wheel order at full sea speed.
The O.O.W. is to keep his watch on the navigational bridge and under no
circumstances leave the area until properly relieved. He is not to hand over the
watch to the relieving officer if he has reason to believe that the latter is not capable
of carrying out his duties effectively, and must notify the Master immediately.
The OOW should maintain a two-way flow of information with the
lookout/helmsman, including changes in navigational circumstances, planned
collision avoidance manoeuvres, alteration of course, changes of main engine status
and expected changes in traffic density.
A proper record is to be kept in the Deck Log Book and Bridge Movement Book of
the movements and activities during the watch relating to the navigation of this ship.
BRIDGE AND NAVIGATIONAL EQUIPMENT
All aids to navigation are to be used as a check on visually obtained positions having
due regard to their limitations and/or errors. Equipment operating manuals give
guidance on this and, if in doubt, are to be discussed with the Master. The Master is
to be informed of any malfunction or suspected malfunction of this equipment.
At all times, the O.O.W. must not hesitate when the need arises to use the helm,
engines, navigation equipment and/or sound signalling apparatus.
CALLING THE MASTER
The officer of the watch is to notify the Master immediately in the following
circumstances:
▪ If restricted visibility (Visibility range is to be decided by Master based on
prevailing traffic, proximity to navigational hazards, weather, and other
conditions however it shall be not less than 3 NM);

NAVIGATION MANUAL
Rev No. : 6
▪ If the traffic conditions or the movements of other ships are causing concern;
▪ If difficulty is experienced in maintaining course;
▪ On failure to sight land, a navigation mark or to obtain soundings by the
expected time;
▪ If, unexpectedly, land or a navigation mark is sighted or change in sounding
occurs;
▪ On the failure of the Main Engine, Generating Plant, Steering Gear, or any
essential navigational equipment;
▪ Malfunction of the ship’s GMDSS equipment;
▪ In heavy weather if in any doubt about the possibility of weather damage.
▪ If the ship meets any hazard to navigation, such as ice or derelicts;
▪ If there is any damage to the vessel or equipment due to weather
▪ If oil is seen around the vessel from whatever source.
▪ In the case of the O.O.W. feeling fatigued or unwell and unable to continue a
safe and efficient watch;
▪ If OOW is unable to maintain CPA as per Master’s orders or when in doubt
about another vessel's intentions. TCPA is a very good tool for deciding when
to call Master and when to take bold avoiding actions. OOW shall call the
Master in ample time and especially when the TCPA is reducing close to 12
min or as stated in the masters standing orders.
▪ In case of any security threat or suspected activity in piracy prone areas.
▪ On receiving any distress, urgency, or safety message.
▪ when vessel contravenes with local & international regulations
▪ whenever there is any call from Shore VTS / external authority questioning
vessel's action
▪ As required in Navigation Chapter 7.3 during Anchor watches.
▪ Any other circumstances as dictated by the Master’s Standing orders.
▪ In any other emergency or situation in which he is in any doubt.
Despite the requirement to notify the Master immediately in the foregoing
circumstances, the O.O.W. in addition must not hesitate to take immediate action
for the safety of the ship, where circumstances so require.
WATCH KEEPING PERSONNEL
The O.O.W. is to give watch keeping personnel all appropriate instructions and
information that will ensure the keeping of a safe watch including an appropriate
lookout. The Chief Officer is responsible for ensuring that all deck ratings are familiar
with their duties prior to commencing those duties.
RESPONSIBILITIES OF NAVIGATING OFFICER
In addition to keeping navigational watch at sea and a cargo watch in port, the
principle duties of the assigned navigation officer (usually Second Officer) are:

NAVIGATION MANUAL
Rev No. : 6
▪ Preparation of voyage plans (berth to berth)

▪ To ensure all charts and publications are properly corrected and kept up to
date.
▪ To ensure that on receipt of new editions of charts, old charts are removed
from the chartroom or wheelhouse.
▪ To monitor the supply of Notices to Mariners and new editions and advise
the Master if they are not received on schedule.
▪ To prepare monthly chart report.
▪ To ensure that Navigation Warnings are received, filed, and brought to the
Master’s attention where applicable.
▪ To monitor weather reports and bring to the master’s attention any adverse
reports.
▪ Monitor operation of all navigational equipment and notify the Master in the
event of errors or a reduction in performance.
▪ To ensure that “Primary means of Navigation (ECDIS or paper chart) is
displayed in Bridge and chart table.
FOLLOWING ARE PROHIBITED DURING A NAVIGATIONAL WATCH:
Use of devices such as Mobile phones, ipods, ear phones, blue tooth or other devices
which can cause distraction during the navigational watch.
RECORDS
AD09 - Deck Officer's Handing &Taking Over checklist
OP 09 K - ECDIS Familiarization
OP-07 – Deck Log Book
OP-08 – Manoeuvring Order Book
OP-09 - All parts
SF-13- Navigational Audit Checklist
OP-22 – GMDSS Radio Log
OLB – Official Log Book
OP-21 Position and echo sounder Log
OP-23 Anchor Watch position Log

NAVIGATION MANUAL
Rev No. : 9
BRIDGE RESOURCE MANAGEMENT Page : 1 of 20
NAVIGATION SAFETY & BRIDGE RESOURCE MANAGEMENT

Bridge watch keeping is the most important activity conducted at sea. Upon the
watch keeper’s diligence rests the SAFETY of the ship, her entire crew, the cargo, and
the environment.
It is a demanding activity, requires support, encouragement, motivation, self-
discipline, and a high standard of professionalism.
GENERAL
The reference publication – Bridge Procedures Guide (ICS) is carried onboard all
vessels. This guide is an important part of the Company’s instructions and its contents
must be understood by all bridge watch keepers.
Go Situation
Following are few of the criteria which may be considered to have been met when in
a ‘go’ situation:
▪ Authorisation received from port authority.
▪ Pre-departure or arrival checks are completed satisfactorily.
▪ Weather conditions are acceptable.
▪ Equipment is operational.
▪ Vessel is seaworthy.
No Go Situation
Following are few of the criteria which if met can be considered to be in a ‘No go’
situation:
▪ No authorisation from port authorities.
▪ Critical Equipment or Machinery is not working.
▪ Vessel is un-seaworthy.
▪ Adverse weather conditions where the safety of the crew, vessel or cargo
would be at risk.
▪ Not complying with Company's minimum Navigational requirement
BRIDGE TEAM MANAGEMENT
Bridge Team Management is the use of all physical and personnel assets and the
creation of an environment to maximise their effectiveness.
The primary goal of Bridge Team Management is the elimination of ‘one-person
errors’. All members of the Bridge Team are to keep themselves aware of all vessel
operations. Pilots play a critical role within the Bridge Team. It is the responsibility of
the Bridge Team to assist the pilot to work within the Team.

NAVIGATION MANUAL
Rev No. : 9
BRIDGE ORGANISATION
The competence and vigilance of the O.O.W. provides the most direct means of
avoiding dangerous situations. Analysis of navigational casualties shows that
weaknesses in bridge organisation are frequently a contributory cause. Clearly
defined procedures understood by all involved are essential.
An efficient bridge organisation will:
▪ Minimise the risk that an error by one person will have.
▪ Emphasise the need to maintain a visual lookout.
▪ Require the use of all means of establishing the ship’s position so that in the
case of one method becoming unreliable others are immediately available.
This to include sights and visual bearings.
▪ Make use of passage planning and navigational systems, which allow
continuous monitoring and detection of deviation from track when in coastal
waters.
▪ Ensure that all instrument errors are known and correctly applied.
▪ Accept the Pilot as a valuable addition to a Bridge Team.
▪ These procedures can only be achieved by each member of the Bridge Team
realising that he has a vital part to play in the safe navigation of the ship and
that safety depends upon all personnel playing their part to the utmost of
their ability.
Junior team members must never hesitate to question a decision if they consider that
such a decision is not in the best interests of the ship.
BRIDGE TEAM
GENERAL
The Master must be satisfied that the experience of the people is appropriate for the
intended passage.
In areas of restricted passage, restricted visibility, adverse weather, and extended
Pilotages such as river passages, the Bridge Team is to be established to allow for
adequate relief and rest, and in this case consideration must be given to the Watch
Officers being divided into two teams working alternately.
When in restricted waters the Bridge Team must not be relieved at the same time,
and no relief must take place within 15 minutes before or after the Pilot boards or
when a course alteration is being executed.
In determining that the composition of the navigational watch is adequate to allow a
proper lookout to be continuously maintained, the Master should take into account
all relevant factors as per BPG Section 1.2.1.

NAVIGATION MANUAL
Rev No. : 9
Master must train and familiarise incoming officers on the vessels manoeuvring
characteristics on joining and at periodic intervals (not more than 3M).
Bridge watches shall be set and manned with consideration to prevailing and
anticipated navigational situations:
Bridge Watch Level I: (OOW)
This watch has only one licensed navigating officer on the bridge. The officer is
assigned to the watch by the Master. Officer of the watch may be the sole watch
keeper during daylight hours provided the conditions for sole lookout as given in
2.5.3.1 have been met. Bridge team shall comprise of the OOW and a lookout for the
period between sunset and sunrise.
Bridge Watch Level II: (Master + OOW + Lookout + Helmsman)
This watch has two licensed officers a Lookout and Helmsman (if vessel on hand
steering) on the bridge. Though the senior officer usually is the Master, under special
circumstances the Master may delegate authority to another officer. By doing so the
master does not delegate responsibility.
Bridge Watch Level III: (Master, OOW + additional officer + helmsman + lookout)
This watch has three licensed officers on the bridge a Lookout and Helmsman (if
vessel on hand steering).
This watch requires two licensed officer’s others than the Master on the bridge. The
senior officer is always the Master. The Master takes the conn.
Engine Room watch keeping Team:
Watch Level 1: (Duty Engineer + Duty Oiler)
Engine team shall comprise of the Duty Engineer and a Duty oiler for any period.
Watch Level 2: (C/Eng + Duty Engineer + Duty Oiler)
The Chief Engineer will take charge of the engine room whenever the engines are on
standby.
For those occasions when the engines are on stand by for prolonged periods such as
river Passages, canal transits or poor visibility the Chief engineer may delegate this
responsibility to the Second Engineer.
The Chief Engineer will ensure, whenever the main engines are placed on standby,
sufficient electrical generators are run in parallel to share the electrical load. Thus,
loss of one machine will not result in total loss of electrical power. Stand by
conditions will include the following:
▪ Navigation in harbours, rivers, canals, anchorages, or their approaches.

NAVIGATION MANUAL
Rev No. : 9
▪ Navigation in ice or restricted visibility.

▪ Navigation in Special Areas.
▪ Any other Situation as deemed necessary by the master, including the below
but not limited to;
i. Navigation in Traffic Separation Schemes;
ii. Navigation in Coastal or Restricted Waters.
iii. Operation status of Main or stand by Machinery.
iv. Any other development that may compromise safe operation, security or
manoeuvrability of the vessel.
The Chief Engineer shall ensure that Engine Department manning is adequate for safe
operation of machinery and assign extra personnel, if required. The minimum
manning level for Engine Room during Navigation is given in the “Manning Level
Matrix”.
Electrical Officer shall be in attendance in the Engine Room at all times when the
vessel is entering or leaving port, or manoeuvring.
Bridge Steaming Watches - Manning
Minimum Manning Level
Bridge team composition shall be at a minimum level as set out in the "Manning Level
Matrix" included with this procedure.
In any of the following watch conditions it is the responsibility of the officer in charge
of the watch to ensure that sufficient unlicensed personnel are present on watch to
handle all the requirements of safety.
Helmsman (licensed):
Bridge watch officers must see that the vessel is properly steered. Helmsman must be
supervised to assure their understanding of and their ability to execute steering
orders properly. The helmsman will have no other duties when assigned to the helm.
The helmsman cannot be a lookout. The Master must see that a regular training
program for helmsman is established when necessary.
Lookout (licensed):
It is the Master’s responsibility to assign qualified lookout personnel for each watch.
It is the duty of the Officer of the Watch to ensure that a proper lookout, in
compliance with Rule 5 of Navigation Rules for International and Inland Waters is
maintained at all times.
Officers' duties Bridge Watch Level I
The vessel shall be navigated according to the Rules of the Road, as dictated by the
requirements of good seamanship, regulation, and company procedures.
NAVIGATION MANUAL
Rev No. : 9
The Master is responsible that their vessels navigate with adequate under-keel
clearance at all times, making due allowance for all the factors that are likely to
reduce the depth beneath the keel. All navigating officers must take account of these
restrictions throughout the navigation of the vessel. The navigating officer must
include the under-keel clearance on the passage plan.
Officers' duties Bridge Watch Level II
This watch has two licensed officers on the bridge. Though one officer is usually the
Master, under special circumstances the Master may delegate this post to the Chief
Mate or may delegate authority to another officer.
The Master or the delegated chief officer is the conning officer and is to coordinate
and supervise the overall watch organization, regulate the vessel's course, and speed,
supervise the safe navigation of the vessel, and comply with the Rules of the Road.
The watch officer is to be primarily concerned with the safe navigation of the vessel
and collision avoidance with responsibilities detailed below:
1. Operate the radars and plot the CPAs, course and speed of all closing targets or
others as designated by the conning officer. Report all plotted information to the
conning officer and be certain that the conning officer acknowledges it correctly.
The first priority will be given to developing maximum information on nearby
closing targets, then on to more distant targets which display constant or near
constant bearings.
2. Maintain a navigation plot as per Master’s standing orders and company
procedures.
3. Acknowledge engine orders to the conning officer, operate the engine bridge
control, check engine room acknowledgements and/or engine response and
ensure required engine performance is maintained.
4. Ensure proper execution of steering orders.
5. Coordinate bridge to bridge and ship to shore communications.
6. Properly maintain all bridge logs and records.
7. Other duties as prescribed by conning officer.
Officers' duties Bridge Watch Level III
This watch has three licensed navigating officers on the bridge. Though one officer is
usually the Master, under special circumstances the Master may delegate this post to
the Chief Mate and under extra special circumstances, the Master may delegate
authority to another officer.
The Master or the delegated Officer acting as the conning officer is to coordinate and
supervise the overall watch organization, regulate the vessel's course, and speed,
supervise the safe navigation of the vessel, and comply with the Rules of the Road.

NAVIGATION MANUAL
Rev No. : 9
The Officer of the Watch is to be the primary navigational officer with communication
and additional duties as outlined below:
1. Maintain a navigation plot as Master’s standing orders and company procedures.
2. Acknowledge engine orders to the conning officer, operate the engine bridge
ensure that the required engine performance is being maintained.
3. Ensure the proper execution of steering orders.
4. Coordinate bridge to bridge, ship to shore, and ship to ship communications.
5. Properly maintain all bridge logs and records.
6. Other duties as prescribed by the conning officer.
The additional officer is to be the primarily concerned with collision avoidance and
radar operation. This officer will have no other duties than the below:
1. Operate the radars and plot the CPA's, course and speed of all closing targets or
others as designated by the conning officer. Report all plotted information to the
conning officer and be certain that the conning officer acknowledges it correctly.
The first priority will be given to developing maximum information on nearby
closing targets, then on more distant targets which display constant or near
constant bearings.
2. Other duties as prescribed by the conning officer.
Notice during BW II & III Levels
In some cases, while on BW II or III, the additional officer may be required to take
care of duties away from the bridge (I.e. Assisting with Pilotage arrangements,
hoisting signals. etc.)
In such cases deviation from this requirement can only be permitted after the Master,
in conjunction with the Officer of the Watch, has carefully evaluated the navigational
circumstances and considered it safe for the additional officer to leave the bridge for
a short period.
Minimum Manning Level Matrix
The below table gives the minimum manning levels that must be maintained however
master and the bridge team can increase the level depending on the assessment of
the prevailing circumstances.
Primary Conditions Bridge Watch Level Engine Watch Level
Open Waters
Clear weather, little or no traffic I I
Clear weather, higher density traffic II I

NAVIGATION MANUAL
Rev No. : 9
Restricted visibility, little or no traffic II I or II

Restricted visibility, higher density II or III I or II
traffic
Restricted Waters* (limited
manoeuvring room)
Clear weather, little or no traffic II I or II
Clear weather, higher density traffic II or III I or II
traffic
Entering or leaving port
Clear weather, little or no traffic II or III II
Clear weather, higher density traffic II or III II
Restricted visibility, little or no traffic II or III II
Restricted visibility, higher density II or III II
traffic
Any Time Following Conditions Exist
High navigational intensity plus II or III II
collision avoidance
STS run in/run out & manoeuvring II or III II
alongside
Navigation special areas (Refer to III II
Navigation in Special areas for details)
*Restricted waters depends on the vessel size, manoeuvring characteristics and
proximity to navigation hazards with respect to available sea room.
During STS operation at anchor, nothing relieves a ship of the requirement to keep
navigational watches.

NAVIGATION MANUAL
Rev No. : 9
Bridge Team Duties Matrix

Con Traffic/Comms Navigation Other Duties Helm Lookout
Tasks Con Radar External Fix Ship's Tend EOT, Steer Keep
Ship & Comms Position Monitor Helm Ship Lookout
ARPA and, Engine
Keep Logs,
Equipment
Tests/Checks
BW I OOW OOW OOW OOW OOW -------- Lookout
BW II Master OOW OOW OOW OOW Steer Lookout
BW III Master OOW Monitor Monitor Monitor Steer Lookout
Whilst in restricted waters the Master must ensure that only experienced qualified
helmsmen are employed. Wherever possible (i.e. on short passages less than 2 hrs)
the same helmsman is to be used from the time of commencing hand steering to “all
fast” or time of engaging Autopilot. On longer passages it will be necessary for the
helmsman to be relieved and this must only be undertaken when the vessel is steady
on course with no imminent manoeuvres. The Master and Pilot must agree that it is
safe to change the helmsman prior to this being carried out. Helmsman duties shall
be performed continuously for a maximum of 2Hrs. In any case ‘Rest Hours’
requirements have to be complied with at all times.
The following Guidelines shows a table where the helmsman is employed for 2 Hrs
AB1 AB2 AB1 AB2 AB3 AB2 AB1 AB3 AB1 AB3 AB2 AB3
Based on the above table each AB can chose rest periods as follows:
▪ AB1 – 2Hrs Rest / 6Hrs Rest / 2Hrs Rest / 6Hrs Rest
▪ AB2 – 2Hrs Rest (Continuous 4Hrs Rest) / 2Hrs Rest / 2Hrs Rest / 8Hrs Rest /
2Hrs (Continuous 4Hrs Rest)
▪ AB3 – 8Hrs Rest / 4Hrs Rest / 2Hrs Rest / 2Hrs Rest
Manning Level Matrix – At Anchor
Primary Conditions Bridge Watch Level Engine Watch Level
Anchor
Clear weather, little or no traffic I I
Clear weather, higher density traffic I or II I

NAVIGATION MANUAL
Rev No. : 9

traffic
Navigation special areas:
For the purpose of this section, a Navigation Special Area is defined as an area that
requires extra caution to be exercised in the navigation of the ship, due to limited sea
room for manoeuvring caused by the proximity of navigational hazards and/or heavy
traffic.
The following have been currently identified as Special Areas:
▪ Approaches to Bosphorus and Dardanelles;
▪ Approaches to Delaware River;
▪ Dover Straits;
▪ Approaches to Galveston / Houston Ship Channel
▪ Gilbraltar, Straits of;
▪ Hong Kong Channel;
▪ Malacca Straits in the vicinity of One Fathom Bank TSS;
▪ Singapore Straits, Pulau lyu Kecil to Horsburg lighthouse;
▪ Gulf of Suez - Off Shaker island to Precautionary area off Ras Shukeir;
▪ Approaches to the Mississippi River;
▪ Torres Strait;
▪ TSS off Sound;
All other areas / channels / straits which, in the opinion of Master, present or could
present navigational hazards.
While navigating in special areas, the Bridge team shall comprise of the officer of the
watch, the master, an additional navigating officer, a lookout and helmsman. (Watch
Level 3). However during planning the man power for passage, if it is observed that
complying with bridge team matrix results in violation of the rest hours, then a level II
RA to be made with consultation of the Office and required deviation taken from the
DPA/Marine Manager of the vessel.
Master shall provide clear guidance to the officers regarding their responsibility on
bridge when navigating in special areas. Following is the company guidelines:
The conning officer shall be responsible for:
▪ Overall bridge organisation
▪ Safety of navigation
▪ Vessel’s course and (safe) speed
▪ Periodically confirm the vessel’s position on the chart as a cross-check (to
avoid one-man errors)
NAVIGATION MANUAL
Rev No. : 9
▪ Verify the radar plot by correlation with visual observations

The officer of the watch*, present on the bridge before the transition to navigation
special areas, shall be responsible for:
▪ Maintain a navigation plot as per Master’s standing orders and company
procedures.
▪ Acknowledge engine orders to the conning officer, operate the engine bridge
ensure that the required engine performance is being maintained.
▪ Ensure the proper execution of steering orders.
▪ Coordinate bridge to bridge, ship to shore, and ship to ship communications.
▪ Properly maintain all bridge logs and records.
▪ Other duties as prescribed by the conning officer.
▪ The additional officer * shall be responsible for:
▪ Operating the vessel’s visual and sound signalling appliances, as required by
the conning officer.
▪ Operate the radars and plot the CPA's, course and speed of all closing targets
or others as designated by the conning officer. Report all plotted information
to the conning officer and be certain that the conning officer acknowledges it
correctly. The first priority will be given to developing maximum information
on nearby closing targets, then on more distant targets which display constant
or near constant bearings.
▪ Other duties as prescribed by the conning officer.
The helmsman shall be engaged on steering duties. The additional lookout(s) shall
maintain lookout by sight and hearing.
* Under certain conditions, and particularly where there is significant disparity in the
experience of the two officers, it may be preferable to assign the more senior officer
to the collision avoidance role. The specific allocation of duties to the two officers is
designed to avoid confusion in the conduct of the bridge watch.
This however does not preclude the cross checking of position fixes and anti-collision
plots by members of the bridge team, to avoid one-man errors. Such checks are
particularly valuable when performed in a controlled and pre-determined manner.
When the vessel’s passage includes transit through Navigation Special Areas, then
Master shall send to office the passage plan for transit through such Special Areas,
whenever requested by the Marine Superintendent. This shall be complied with
immediately on departure from the last port. This action does not in any way
exonerate the Master from his primary responsibility to plan and execute the
intended Passage Plan safely. Recommendations from the Superintendent may be
considered at the discretion of the Master.

NAVIGATION MANUAL
Rev No. : 9
A navigation meeting shall be held not later than 12 hours prior a vessel’s entry into
navigation special areas.
The Master shall be present on the bridge, during the entire period of the transit.
However, in order to relieve fatigue, depending on the circumstances, he may
delegate the conn of the vessel to the Chief Officer.
Prior entry into a navigation special area, the main engine shall be placed on stand-
by, tried out and kept ready for manoeuvring.
The Stand By generator shall be on load.
At least two steering motors shall be in operation, when such units are capable of
simultaneous operation.
In shallow areas (when depth less than 50 mtrs), the Echo sounder to be switched on.
Vessel’s position fixes shall be cross – checked to ascertain reliability of alternative
fixing methods. The position fixing intervals and methods shall comply with the
company requirements.
Parallel indexing technique must be utilised using fixed objects.
Prior transiting through Navigation Special areas, the Master shall ensure that a
Contingency Plan is available for each special area. This should be included in the
passage plan, and that the salient features of the contingency plan are clearly
indicated on the charts.
MASTER ON THE BRIDGE
The Master or his deputy must always be present on the bridge:
▪ Whenever called by the OOW.
▪ During periods of restricted visibility as determined by the Master.
▪ When there is heavy traffic in the vicinity of the vessel as determined by the
Master.
▪ While underway in restricted waters.
▪ During heavy weather conditions.
▪ When entering or leaving port, docking, undocking, or shifting the vessel.
▪ When embarking or disembarking a Pilot or Mooring Master.
▪ When anchoring or weighing anchor.
▪ At any other time when the Master or Officer of the Watch judge’s conditions
to be a potential threat to the vessel’s safety.
During extended pilotages, the Master is not expected to remain continuously on the
bridge as part of the watch but he shall exercise his discretion judiciously.

NAVIGATION MANUAL
Rev No. : 9
Whenever there is change of con there should be clear and explicit communication
among bridge team members indicating the change of con and same to be recorded
in movement book / log book"
CHIEF OFFICERS PRESENCE ON BRDGE
The presence of a chief officer on bridge along with Master can help in improved
decision making during critical stages of navigation by not only providing a depth to
the bridge team in terms of experience and support, but also prepares the Chief
officer for the role of Master.
Chief Officer to be part of the bridge team during manoeuvrings and as deemed
necessary by master. These manoeuvring include but not limited to:
I. Arrival and Departure Port
II. STS Manoeuvrings
III. High Density Traffic Areas
IV. Search and Rescue
The above must be executed keeping the rest hours of the Chief officer in planning.
Master has the authority to exempt Chief officer from these manoeuvring as required
or appropriate to the prevalent work conditions.
LOOK-OUTS
It is of special importance that at all times the O.O.W. ensures that an efficient
lookout is maintained. In a ship with a separate chart room, the O.O.W. may visit the
chart room, when essential, for a short period for the necessary performance of his
navigational duties. Before doing so he shall satisfy himself that it is safe and ensure
that an efficient lookout is maintained.
A continuous visual lookout all-round the horizon and listening watch (including both
sound signals and radio messages) is to be maintained at all times. A constant watch
solely by radar is not acceptable as an efficient lookout. During the hours of darkness
and restricted visibility, a rating is to be appointed lookout in addition to the O.O.W.
He must remain on the bridge for the entire duration of his watch and may only leave
the bridge having first been relieved of his post. The relieving watch keepers to be
woken up by telephone call system or alarm clocks.
In maintaining a lookout, the following shall be observed:
▪ The lookout must be able to give full attention to the keeping of a proper
lookout and no other duties shall be undertaken or assigned which could
interfere with that task;
▪ Reporting of lights, vessels, navigational marks, floating objects, changes in
environmental conditions or any other event that may affect safe navigation.
▪ Reporting any fog signals that are heard.

NAVIGATION MANUAL
Rev No. : 9
▪ Reporting any events on board that may relate to safety of personnel or the
vessel.
▪ Occasionally looking at the radar screen to relate visual targets to radar
targets
▪ The duties of the lookout and helmsman are separate, and the helmsman is
not to be considered as the lookout whilst steering.
The OOW must ensure that look-outs clearly understand their duties including the
system of reporting and that all reports are passed to the O.O.W and/or the Master (if
he has taken charge of the bridge).
During daylight and when automatic steering is in use and no helmsman is present on
the bridge, a member of the watch must always be stationed nearby. At the Master’s
discretion during working hours, this man may be employed on suitable work in the
vicinity of the bridge. At night, he must serve as the bridge lookout and he must not
leave his station without being relieved. Uncertified personnel such as cadets should
not be considered as replacement for look out.
OOW as the Sole Lookout
Under the STCW code, the officer of the watch may be the sole lookout during
daylight hours only, provided that on each occasion the following conditions have
been met:
1. The situation has been carefully assessed, taking into account at least the
following factors, and it has been considered safe to operate with the OOW as the
sole lookout. Such assessment will include consideration of:
▪ State of weather;
▪ Visibility;
▪ Traffic density;
▪ Proximity of dangers of navigation;
▪ Proximity to traffic separation schemes.
▪ Proximity to areas of heightened security.
▪ Any significant defect in Navigation equipment.
2. The Master shall additionally satisfy himself that:
▪ The officer of the watch is sufficiently rested prior commencing his watch.
▪ In the judgement of the officer of the watch, the anticipated workload is
within his capacity to maintain a proper lookout whilst remaining in full
control of all other anticipated activities and is not occupied with any other
duties.
▪ Back up assistance to the officer of the watch has been clearly designated.
▪ The officer of the watch is aware of the designated back up, the circumstances
in which the backup must be called and the means of calling him.
NAVIGATION MANUAL
Rev No. : 9
▪ Designated back-up personnel are able to communicate with the bridge and
are able to respond quickly.
▪ All essential equipment and alarms on the bridge are fully functional
The Officer of the Watch shall not be the sole lookout in Coastal or Restricted Waters.
INDIVIDUAL QUALIFICATIONS AND FITNESS
It is essential that Masters take into account the qualifications and experience of
individual watch keepers when planning the bridge team for certain conditions. This
applies to all members of the bridge team. The person in charge of the bridge team
at any particular time must be capable of making the necessary navigational and
operational decisions.
Watch officers must be frequently observed by the Master to ensure that they are:
▪ Proficient in radar operation, plotting and parallel indexing.
▪ Capable of using all of the vessel’s navigational instruments and Bridge
equipment including sextants and magnetic compass.
▪ Thoroughly familiar with the duties to be performed under the different
Bridge Watch conditions.
Similarly, the Master and Watch officers must frequently observe and assess the
abilities of the other bridge team members such as the helmsman and lookouts to
ensure a satisfactory level of competence.
ASSIGNING DUTIES
It is essential that Masters provide clear and unambiguous instructions to members of
the bridge team on the duties that they are expected to perform. Each individual
must clearly understand what his responsibilities are.
It is the Master’s responsibility to ensure that all personnel, including Watch Officers
and unlicensed Seamen, who may be assigned to any duty station in any bridge
watch, fully understand the duties which they are expected to perform.
PRIORITISING TASKS
The Bridge Team must understand the need to prioritise tasks in the order of
importance and the need for the emphasis on safety. It is essential that team
members do not get engrossed and totally involved in a minor item such as
unimportant VHF call to the detriment of safe navigation.
The need for constantly re-appraising priority must be realised.

NAVIGATION MANUAL
Rev No. : 9
ASSIGNING WATCH LOCATIONS

At all times when the vessel is at sea or at anchor, the Bridge Watch must be under
the control of a responsible, licensed Watch Officer who is signed on as a Watch
Officer. The Watch Officer must not leave the Bridge unless properly relieved.
TASK REASSIGNMENT
Although Masters remain responsible for their vessel at all times, conditions may
arise under which Masters must rest or attend to other responsibilities. Masters,
therefore, must pre-plan their presence on the bridge and consider delegating their
authority to a Watch Officer in order to allow themselves adequate rest.
At the Master’s discretion, Watch Offices are to be rotated to ensure cross training
and meeting the development needs of the officers.
Each Bridge Team member must be conscious of the inherent stress and distractions
in Bridge situations. Stress affects each individual differently. Stress levels may
increase or decrease the effectiveness in performing tasks on the Bridge. Team
members need to be aware of how stress affects other Team members. Bridge tasks
may need to be reassigned or changed, depending on the stress levels and the
personnel involved. Tasks that are stressful to one person may not be stressful to
another.
Signs of stress include:
▪ Difficulty in thinking;
▪ Inattention;
▪ Slow reactions;
▪ Procedural violations or skipping procedures;
▪ Muscle aches, chills;
▪ Pale complexion, dull or bloodshot eyes.
FITNESS FOR DUTY
The watch system shall be such that the efficiency of watch keeping officers and
watch keeping ratings is not impaired by fatigue. Duties are to be so organised that
the first watch at the commencement of a voyage and the subsequent relieving
watches are sufficiently rested and otherwise fit for duty.
The Master should not hesitate to safely anchor or stop the vessel to rest bridge team
members. Where necessary the Master should be prepared to do a watch, break
watches or suspend operations when fatigue needs to be rectified.

NAVIGATION MANUAL
Rev No. : 9
FITNESS OF MASTER
When the OOW reasonably believes that the Master is under the influence of alcohol
and/or any narcotics, then the Chief Officer is to be informed. If necessary the Chief
Officer is to:
1. Temporarily take charge of the vessel to avoid any immediate danger.
2. Immediately notify the DPA/Company and follow instructions including entries in
the official logs as necessary.
COLLISION AVOIDANCE
The O.O.W. is to take frequent and accurate compass bearings of approaching ships
as a means of early detection of risk of collision, such risk may sometimes exist when
an appreciable bearing change is evident particularly when approaching a large vessel
or a tow or when approaching a ship at close range. He is to take early and positive
action in accordance with the applicable Collision Regulations and then confirm that
such action is having the desired effect. Full use is to be made of radar and ARPA in
assessing if risk of collision exists. O.O.W. must not become complacent and rely
solely on information from ARPAs. He must be aware of and appreciate the
importance of knowing the vessel characteristics. This will help him to identify safe
cut-off time to take appropriate action to avoid collision. TCPA is the most
appropriate tool to decide the cut off time to take early action and also decide when
to call master.
Defensive navigation should be considered in every aspect of collision avoidance. The
officer of the watch should plan well in advance to position the vessel in safe
situation. One such example of defensive navigation is deviating from the intended
track to give wide margin for cluster of fishing vessels, even if this should cost them
some additional miles.
Where collision avoidance action is required, he shall not hesitate to take early and
clear action, even if the own vessel is a stand-on vessel.
ELECTRONIC CHARTS AND NAVIGATION AIDS
Where vessels are fitted with facilities for electronic charts or other radar aids where
navigational routes / grid lines can be used, this facility must be fully utilised. Great
care is to be taken when using such systems and this must be supported by basic
navigation. Over reliance on electronic systems has led to a number of radar, GPS or
ECDIS assisted collision or groundings. Basic good seamanship is essential and must
not be forgotten.

NAVIGATION MANUAL
Rev No. : 9
POSITIONS REPORTING SYSTEMS

The position reporting systems e.g. AMVER (USCG), AUSREP (Australia), JASREP
(Japan) and INSPIRES (India) operated by various Governments or Administrations
make a valuable contribution to the search and rescue arrangements existing for the
benefit of shipping and seafarers in general. It should be noted that use in some cases
is mandatory.
When undertaking Ocean Passages ships must participate in these schemes and the
Master is to follow the procedures referred to in the Radio Signals and Admiralty
Annual Notices to Mariners.
Masters must also comply with all reporting requirements associated with Traffic
Separation Schemes and Port Control.
The Navigating Officer as part of his Passage Planning is to ensure that all voyage
reporting requirements are identified and included in the plan and marked on the
chart where necessary. References to the appropriate section in the reference
publication are to be included.
BRIDGE EQUIPMENT
All Deck Officers must be thoroughly familiar with the operation and utilisation of all
Bridge and Navigation Equipment. It is particularly important that officers are aware
of the limitations of the equipment and of the importance of not relying solely on one
piece of equipment.
All Bridge Team Members including helmsman and lookouts must be thoroughly
familiar with the sound and operation of the alarm, indicating that the helm is being
turned while in automatic steering mode. This alarm signals the need to change from
automatic steering mode to manual steering mode in order to initiate steering
manually.
All Bridge Team Members must be aware that equipment breakdown can occur at
any time and whenever possible information from one source must be checked
against data from another equipment.
The Contingency Manual contains checklists for the failure of key equipment.
In the event of failure of any piece of bridge equipment the Master is to be
immediately advised. The master is then to issue clear instructions in the Master’s
Bridge Order book, on procedures to be followed until the equipment can be restored
to operation. Procedures to be followed could involve the following:
▪ O.O.W.’s doubled up.
▪ Extra lookouts.
▪ Hand steering only.

NAVIGATION MANUAL
Rev No. : 9
▪ Manual plotting of all targets in the event of an ARPA failure.

▪ Use of Magnetic compass and the need for additional compass errors being
taken, in the event of main gyro failure.
▪ Use of alternative position fixing including use of celestial observation in the
event of GPS Failure.
▪ Risk Assessment conducted.
Master shall inform Office of the bridge equipment failure at the earliest.
Refer chapter 8 on details of bridge equipment
COMMUNICATIONS
General
Clear and concise communications are essential to Bridge Team Management. Every
member of the Bridge Team is to pass information or orders in a loud and clear voice
so that all other Team members stay informed.
The reason for using proper communications is to:
▪ Make for a better understanding in all matters.
▪ Promote a safer and more efficient operation.
▪ Establish a professionally run Bridge.
Language
The language between the Master and other personnel including the Pilot must be in
English unless all have the same native tongue. Where required the Master is to
satisfy himself that the person has adequate English to communicate. Where, through
necessity, the Pilot is communicating with the
Tugs, linesman or shore stations in his native language, the Master must ensure that
at all time he is aware of the Pilot’s intentions.
In certain Ports, the Pilot may bring his own helmsman, in this situation the Pilot must
also repeat the helm orders in English unless all have the same native tongue.
Closed loop communication is very important and all orders are to be confirmed. The
sender sends a message, the receiver acknowledges it by repeating the key parts back
to the sender and the sender then confirms the acknowledgement.
Always look for positive feedback – NEVER accept unclear feedback and words such
as “possibly”, “maybe”, “I think so” and/or “usually”. No feedback is also
unacceptable.
DISTRACTIONS
The effective implementation of safe navigational practices requires a co-ordinated
approach between all bridge watchkeepers, the Master and the Pilot when on board.
NAVIGATION MANUAL
Rev No. : 9
It is therefore essential, that there are no distractions or non-essential activity on the

Bridge. The following therefore are not permitted on the bridge:
▪ Radios, Televisions, mobile phones, smartwatches or other Electronic
entertainment equipment including personal computers;
▪ Newspapers or Magazines or other leisure reading material;
▪ Any other item that could be deemed a distraction as determined by the
Master.
▪ Only persons with immediate business are permitted on the Bridge.
ACCESS TO THE BRIDGE AND USE OF NON-ESSENTIAL MATERIALS
Bridge must be treated as a RESTRICTED AREA and access control must be
implemented as per the SSP of the vessel. Only material essential to the safe
navigation and operation of the vessel is permitted on the bridge.
COMPLACENCY
The Company expects and requires that all Masters and Watch Officers devote their
full attention toward navigational safety. There can be no complacency in navigation.
Navigational safety must be of the highest priority at all times in the management of
company vessels.
HUMAN ERROR & SITUATIONAL AWARENESS
Research into recent accidents occurring to ships has shown that by far the most
important contributory cause of navigational accidents is human error, and in many
cases information which could have prevented the accident was available to those
responsible for the navigation of the ships concerned.
In the investigation of most incidents the cause is seldom the result of a single error,
but invariably the result of a series of minor errors. This can be referred to as the
“error chain”.
Certain signs in the function of a Bridge Team will indicate that an error chain is
developing. This does not mean that an incident is about to happen; it means that a
passage is not being carried out as planned and certain elements of situational
awareness may be lacking. The ship is being put at unnecessary risk and action must
be taken to break the error chain.
Errors can be attributed to:
▪ Ambiguity e.g. position fixes not agreeing;
▪ Distraction e.g. getting involved in a lengthy non-important exchange of
information on VHF or other internal shipboard affairs;
▪ Confusion e.g. losing situational awareness caused by ambiguity. Feeling of
losing control. Background lights etc;

NAVIGATION MANUAL
Rev No. : 9
▪ Poor communications;
▪ Improper Lookout;
▪ Non-compliance with passage plan;
▪ Procedural Violation;
▪ Lack of experience or unfamiliarity with the vessel;
▪ Lack of understanding of the Pilot intentions.
A well-trained Bridge Team working together will recognise the signs of an error chain
developing in its early stages and break it. However, the Bridge Team is disrupted
when an outsider such as a pilot is introduced and this may permit the error chain to
be further developed especially in the early stages of any pilotage. Recent research
has indicated that ninety percent of all ships casualties occur in restricted or pilotage
waters and that sixty percent of the above-mentioned accidents occur with a pilot on
board. Error chains have been identified in the majority of major incidents and
shipping casualties and later analysis has in some cases suggested chains of in excess
of 20 items.
▪ Situational awareness is achieved by a proactive approach of:
▪ Planning and preparation;
▪ Thinking ahead;
▪ Using the available resources;
▪ Feedback.
Good situational awareness is generated by:
▪ The bridge team maximising the conning officer’s situational awareness;
▪ The conning officer recognising the bridge team’s contribution;
▪ Encouraging input without criticism.
CONTICENCY
Contingency manual and forms must be referred for procedures and checklist related
to contingency situations. Emergency procedures related to the failure of key
equipment’s must be available on the bridge in hard copy format at a conspicuous
location ready to be used in case of an emergency.
Records
▪ SF-16 Work Hours/Rest Hours
▪ OP-01 Passage Plan form

NAVIGATION MANUAL
Rev No. : 7
PASSAGE PLANNING Page : 1 of 9
3. PASSAGE PLANNING
Reference should be made to the Nautical Institute publication “Bridge Team
Management”, IMO Resolution A891 (21) “Guidelines for Voyage Planning”
(Appendix 4) and the IMO MSC.1 Circ 1228 “Revised Guidance to the Master for
avoiding Dangerous situations in Adverse Weather and Sea conditions” (Appendix
4)
The Master must ensure that all navigation officers are proficient in the skills
necessary for executing the completed passage plan and, should if necessary,
institute training or guidance programs to this end – thus encouraging and enabling
all those concerned to think ahead, to foresee potential problems and to plan a
strategy to minimize any risk.
The passage plan must ensure safe navigation and cover all ocean-, coastal- and
pilotage navigational operations and include these issues:
▪ collection of all relevant and pertinent information needed for the passage;
▪ Availability of largest scale charts, as appropriate for the intended passage;
▪ chart corrections;
▪ functionality of navigational instruments;
▪ navigational techniques to be used and preparing safe tracks in charts;
▪ parallel indexing, course alterations and wheel-over positions;
▪ positions where change of chart shall be carried out;
▪ margins of safety;
▪ ensuring position monitoring, including stating the primary and secondary
position fixing methods;
▪ position fixing intervals;
▪ marking of “No-Go” areas and location of "Aborts" and "Contingencies";
▪ "Squat Effect" and "Under Keel Clearance" and positions where a reduction
of the vessel's speed may be needed;
▪ effective monitoring of all turns being conducted;
▪ currents and tidal conditions;
▪ VHF frequencies, VTS and other reporting points;
▪ pilotage and anchor party requirements, crew stand by times and points or
positions at which the bridge team may need to be enlarged;
▪ Bridge Team Management compliance and understanding of the passage
plan;
▪ Pilot compliance and understanding of the passage plan
▪ Air draft when passing under bridges/power lines/cable cars etc.
All available navigational handbooks must be consulted in preparing the passage

plan.

NAVIGATION MANUAL
Rev No. : 7
The prepared and completed passage plan must be re-checked by the Master and
signed for by all deck officers and deck cadets before commencement of each
passage.
RESPONSIBILITY FOR PASSAGE PLANNING
In most ships, it is customary for the Master to delegate the initial responsibility for
preparing the plan for a passage to the Officer responsible for navigational
equipment and publications. The Company requires that the Second Officer is the
designated Navigation Officer.
The Navigating Officer has the task of preparing and getting approved the detailed
passage plan to the Master’s requirements prior to commencement of voyage. He
shall use Passage plan appraisal and Passage plan form while preparing passage
plan. In those cases when the port of destination is not known or is subsequently
altered, it will be necessary for the Navigating Officer to extend or amend the
original plan as appropriate. The Passage plan to be discussed among the bridge
team members and Chief Engineer prior commencement of the voyage.
The passage plan must thereafter be readily available for the entire duration of the
passage. Upon completion of voyage debriefing is to be carried out and comments
if any to be included in the passage plan. (Refer Sec 10.9.10)
PRINCIPLES OF PASSAGE PLANNING
There are four distinct stages in the planning and achievement of a safe passage:
▪ Appraisal and Risk Assessment
▪ Planning
▪ Execution
▪ Monitoring
The passage plan is to be in three sections:
1 Berth to Pilot (Outward Pilotage);
2 Pilot to Pilot including anchorages;
3 Pilot (including from anchorage) to Berth (inward pilotage).
APPRAISAL
Refer to Publication “Bridge Team Management” Section 2.
This is the process of gathering together all information relevant to the
contemplated passage.
This will be navigational information shown on charts and in publications such as
sailing directions, light lists, current atlas, tidal atlas, tide tables, Notices to

NAVIGATION MANUAL
Rev No. : 7
Mariners, publications detailing traffic separation and other routing schemes, and
radio aids to navigation. Reference should also be made to climatic data and other
appropriate meteorological information which may have a bearing upon the
voyage.
The Passage Plan form must be used and completed by the Navigating Officer to
assist him to gather all the information necessary. It is necessary to recognise that
more up-to-date information, for example, radio navigational warnings and
meteorological forecasts, may be received after the initial appraisal.
The PRE-PASSAGE PLAN meeting during the appraisal stages must involve the entire
bridge team. Experience and feedback from other officers to be used in preparing
the passage plan.
At appraisal stage, the limiting draft should be considered against the Load line
zones the vessel will transit during the voyage. Availability of sufficient bunkers for
the passage, allowing for safety margin must be confirmed with Chief Engineer.
In addition to the obvious requirement for charts to cover the area or areas through
which the ship will proceed, it must be checked to see that they are corrected up to
date in respect of both permanent and temporary Notices to Mariners and existing
radio navigational warnings.
An overall risk assessment of the intended passage must be made by the Master in
consultation with the Navigating Officer and other deck officers. This appraisal will
provide the Master and his Bridge Team with a clear and precise indication of all
areas of danger and identify the areas in which it will be possible to navigate safely
taking into account the calculated draught of the ship and planned under-keel
clearance.
In case of vessel calling a new or non-routine port the risk assessment/MOC and
passage plan must be reviewed by the office.
PLANNING
Refer publication “Bridge Team Management” – A.J. Swift Section 3.
Having made a full appraisal using all the available information on board relating to
the intended passage, the Navigating Officer is now able to prepare a detailed plan
of the passage. The detailed plan must embrace the whole passage, from berth to
berth and must also include all waters where a pilot will be onboard.
The formulation of the plan will involve completion of the following tasks:

NAVIGATION MANUAL
Rev No. : 7
1. Plot the intended passage with all areas of danger close to the intended track
clearly highlighted. The planned track must be plotted to clear hazards at as safe
a distance as circumstances allow. A longer distance must always be accepted
in preference to a shorter more hazardous route.
2. The true direction of the planned track marked on the charts in 360-degree
notation.
3. Radar-conspicuous objects that are be used in position fixing clearly highlighted
beside it.
4. Decide upon the key elements of the navigational plan. These are to include but
not be limited to:
▪ Safe speed.
▪ speed alterations necessary to achieve desired ETA’s en route, e.g. where
there may be limitations on night passage, tidal restrictions etc.;
▪ positions where a change in machinery status is required;
▪ course alternation points,
▪ minimum clearance required under the keel in critical areas (having allowed
for height of tide) and clearance above the topmost mast;
▪ points where accuracy of position fixing is critical, and the primary and
secondary methods by which such positions must be obtained for maximum
reliability;
▪ Contingency plans for alternative action to place the ship in deep water or
proceed to an anchorage in the event of any emergency necessitating
abandonment of the plan.
▪ Environmental sensitive conditions like PSSA, ECA, SECA, MARPOL special
areas etc.
▪ Areas with enhanced security concerns eg HRA transit, elevated security
levels, areas with theft and pilferage etc.
Mark on chart the limiting danger lines (no-go areas). It is imperative that the chart
is made suitable for the specific condition of the vessel on which the chart is being
used. This is to be done by marking the ‘limiting danger lines’ – often referred to as
marking out the ‘no-go areas’. These are valuable safety limits to any plan, be it for
coastal or ocean passage. Lines must be drawn on the chart to highlight where the
vessel cannot go. Proper allowance must be made for maximum draft and
predicted tidal height and any other limiting condition.
Recommended routeing for sensitive areas have been provided by the company
and are listed in Appendix 2 of this manual. Vessels passing through these areas
shall adhere to the guidelines provided in Appendix 2.

NAVIGATION MANUAL
Rev No. : 7
Aborts and Contingencies

Even if a Passage Plan has been well planned and conducted, there may be some
cases in restricted waters when the Passage Plan will have to be abandoned due to
change in circumstances (like equipment failure, port instructions etc).
The Abort Point is a position to be marked on the charted course where the ship
may abandon her passage and be able to return (or hold position safely).
At the abort position, there should be sufficient sea room for the ship to undertake
any of the following manoeuvres in safety:
▪ Turn around
▪ Stop in safe waters
▪ Anchor
Contingency Planning by the Master shall be done in advance which may include
Place of refuge, Alternative routes, Safe anchorages, waiting areas, Emergency
berth etc., after passing the Abort Point.
The Company recognises the following methods of marking charts: -
WRITING MEDIUM USE ON CHART
Permanent Magenta Ink Chart Correcting
Courses
Alter Course Positions
Indexing Information
Safe Passing Distances
Navigational Notes, E.G. Tide Times,
Soft Pencil (2B)
Beam Bearings
Hazards
Safe Water Limits
Danger Notes
No-Go areas
Conventional Highlighter pens Not allowed

Biros or Other Ball-Point Pens Not allowed
Correction Fluid (e.g. TIPPEX) Not allowed

NAVIGATION MANUAL
Rev No. : 7
It is essential that strict compliance is maintained with all routing instructions or

recommendations as laid down on the Charts, Sailing Directions, Local Authority,
Government Body, or IMO.
When the route planning is verified, taking into consideration all pertinent
information, the planned route shall be clearly displayed on appropriate charts and
shall be continuously available to the officer in charge of the watch, who shall verify
each course to be followed prior to using it during the voyage.
Full details of the plan are then to be entered on the Passage Plan Forms. Upon
completion, the Master must check and sign the plan.
PASSAGE PLANNING UNDER PILOTAGE CONDITIONS
Pilotage Passage Plans shall be completed prior to departure and conferred with
Pilot.
It is unlikely that every detail of a passage will have been anticipated, particularly in
pilotage waters. Much of what was planned may have to be changed after
embarking the pilot. This in no way detracts from the real value of the plan, which
is to mark out in advance where the ship must not go and the precautions which
must be taken to achieve that end or to give initial warning that the ship is standing
into danger.
The plan must be flexible and may be amended by the Master at any time in the
interest of safety and efficiency. The Master and Officers must never remain
committed to a pre-planned course of action, if the prevailing circumstances render
a departure from the plan necessary for the safety of the ship.
The following elements are to be considered in drafting the Port/Pilotage Passage
Plan:
▪ Meteorological conditions and latest weather forecasts, tidal data.
▪ UKC
▪ Obstacles to be passed such as bridges and overhead cables and clearance
available.
▪ VHF channels to be monitoring for pilots, tugs dock, vessel traffic system,
etc.
▪ Areas where parallel indexing can be used to continuously monitor the
position of the vessel relative to its intended track.
▪ Pilot boarding area for pre-planning intended manoeuvres.
▪ Establish contingency plan for emergencies and last-minute changes of
orders and at points of no return. Potential anchorage area should be noted.
▪ Note where tugs are normally met. Also, check where tugs can be available
in an emergency.
▪ Manning levels in Engine Room and keeping additional generators running.
NAVIGATION MANUAL
Rev No. : 7
WEATHER ROUTING
From time to time the Charterers/operator may Weather Route the vessel. The
Master is to be guided accordingly but must at all times make the final decision
regarding the Safe Navigation of the vessel. If for any reason the master chooses to
follow a route other than the one provided by the weather routeing service as
appointed by the charterer or operator, then the marine superintendent shall be
consulted.
FILING OF PASSAGE PLANS
Completed passage plans are to be retained on board for a period of at least 3
years. Previously used plans may be used for reference only. Each voyage must be
covered under a new passage plan adhering to all the requirements of the current
voyage to be undertaken.
PASSAGE EXECUTION AND MONITORING
GENERAL
This section covers the requirements for passage execution and monitoring.
EXECUTION
Refer to Publication “Bridge Team Management”.
In the execution of the passage, the factors to be taken into account will include:
▪ the reliability and condition of the ship’s navigational equipment;
▪ estimated times of arrival at critical points for tide heights and flow;
▪ meteorological conditions, particularly in areas known to be affected by
frequent periods of low visibility;
▪ daytime versus night-time passing of danger points, and any effect this may
have upon position fixing accuracy;
▪ Traffic conditions, especially at navigational focal points.
It is important for the Master to assess whether any particular circumstance,
introduces an unacceptable hazard to the safe conduct of the passage. If such is the
case he shall take appropriate action. He must also consider specific points of the
passage he may need or utilise additional deck or engine room personnel.
It may be necessary to change or update plans due to a change of circumstances
e.g. adverse weather and/or condition of equipment / machinery. A review of
passage plans to be carried out at set interval of time during long voyages, long
anchorage and entry made in deck log for same

NAVIGATION MANUAL
Rev No. : 7
MONITORING
The close and continuous monitoring of the ship’s progress along the pre-planned
track is essential for the safe conduct of the passage.
Ships are exposed to greater navigational risks whilst transiting areas of limited
water depth, areas of restricted manoeuvrability, and in traffic congested waters. In
such cases it is of paramount importance that the progress of the ship along the
planned track is carefully and continuously monitored. Engine control room shall be
manned when transiting in restricted waters. Bridge shall inform engine room of
the requirement regarding manning engine control room.
In restricted waters, continuous track monitoring is required and this should be
carried out by use of the radar and parallel indexing of a fixed known object. Any
deviation from the intended course can be easily identified and corrective actions
taken. Where the radar has facility for chart overlays or grid lines these must be
used to monitor the progress of the voyage.
Advantage is to be taken of all the navigational equipment with which the ship is
fitted for position monitoring bearing in mind the following points:
▪ visual bearings combined with radar ranges are usually the most accurate
means of position fixing;
▪ positions obtained by navigational aids should be checked where practicable
by visual means;
▪ the value of the echo sounder as a navigational aid;
▪ buoys should not be used for precise fixing but may be used for guidance
when shore marks are difficult to distinguish visually; in these
circumstances, their positions should first be checked by other means;
▪ an informed decision in advance as to the frequency with which the position
is to be fixed should be made for each section of the passage;
▪ On deep sea passages checks of bridge equipment, must be carried out. On
coastal passages, these checks should be carried out each watch.
▪ In open sea Dead reckoning position has to be included in the passage
planning as a secondary mean of navigation during ocean passage.
DEVIATION FROM THE ORIGINAL PLAN
If a decision is made, during a voyage, to change the next port of call of the planned
route, or if it is necessary for the ship to deviate substantially from the planned
route for other reasons, then an amended route shall be planned prior to deviating
substantially from the route originally planned.

NAVIGATION MANUAL
Rev No. : 7
Vessel shall have all the appropriate charts and publications corrected and up to
date and follow the whole process of Appraisal and Planning prior deviating from
the Original plan. Amended route should be recorded in the passage plan and
acknowledged by the bridge team.
NON-AVAILABILITY OF ORIGINAL CHARTS
When the vessel is nominated for a voyage it is Master’s responsibility to ensure
that all charts and publications are available for the area the vessel is bound for and
the passage including port of refuges on the way.
For vessels whose primary means of navigation are Paper charts, following guidance
to be used in case of non-availability of largest scale charts for the next port
(including ocean/transit Charts):
All attempts to be made to source the chart prior departure port / proceeding on
the voyage through:
▪ Authorized chart supplier.
▪ Local agents and local port chart supplier.
▪ Purchasing from another vessel in the port (with the help of agents).
However, If the vessel is en-route without the largest scale charts (for e.g.: change
in port after the vessels departure) then following to be adhered:
▪ Contact your Marine Superintendent immediately and seek office advice.
▪ If the vessel has type approved ECDIS as secondary means the relevant chart
cells to be activated. Request the scanned charts from the chart provider
and use the same for doing a detailed risk assessment.
▪ Prepare a level 2 risk assessment and send it to office for review and
approval.
▪ While carrying out the risk assessment check out the options of pilot boats
etc. bringing the chart outside the Harbour.
▪ Consider deviating to a port en-route where the relevant charts can be
procured with office approval.
▪ For ocean passages the vessel may transit based on scanned chart with
utmost care and due diligence only after obtaining office approval with due
risk assessment, scanned charts and if available ECDIS charts.
In any case, vessel will not use a scanned chart for coastal areas, harbour
approaches and harbour areas.
RECORDS
▪ OP-01 – Passage plan form and checklist
▪ OP-09 – Bridge Checklist

NAVIGATION MANUAL
Rev No. : 5
UNDER KEEL AND VERTICAL CLEARANCES Page : 1 of 13
UNDER KEEL CLEARANCE (U.K.C.)

GENERAL
The Master is to ensure that the vessel has adequate under keel clearance at all
stages of the voyage. The following are to be taken into account to establish the
dynamic nature of the draft, during voyage planning and prior to proceeding:
▪ Trim/List for all stages of the voyage;
▪ Squat varies with vessel’s speed;
▪ The location of the vessel: open waters or confined waters.
▪ Sinkage due to Fresh Water /Dock Water allowances;
▪ Impact of previous weather on the sea conditions e.g. negative tides or
decrease in salinity due to heavy rain in inland waters, height of swell, tidal
height and range, atmospheric pressure, local anomalies, current.
▪ The nature and stability of the bottom (e.g. sand wave phenomena, silting).
▪ Reduced depths over pipelines or any other obstructions.
▪ The reliability of the ship’s draft observations and calculations, including
estimates of hogging or sagging.
▪ Increase in draft due to heel when turning/rolling.
▪ Wave response allowance, which is the vertical displacement of the hull due
to heave, roll and pitch motions.
▪ The accuracy/reliability of hydrographic data and tidal predictions. This is
generally found described on tabulated source diagrams or as Zones of
Confidence and takes into account how the depths were obtained originally,
i.e. via hand leads or sophisticated survey methods
▪ Effect of current on moored vessel.
▪ Degree of accuracy / reliability of primary and secondary means of navigation
when determining vessel’s position with regard to Topographical Bottom
features.
The minimum UKC after allowing for Squat, change of density, Heel and prevailing
weather conditions shall be maintained as below:
S. No AREA UKC Requirement
1. Deep Sea / Open Passage 30 M. Keep clear of localized shallow
Navigation areas; in case above is not possible,
minimum UKC as per 2 will apply.
2. Navigation in waters with depth 20% of dynamic draft
from 2- 5 times of vessel’s draft

NAVIGATION MANUAL
Rev No. : 5
3. Shallow waters (depth less than 2 10% of dynamic draft

times vessel’s draft) E.g., making
approaches to port / pilotage.
4. At Berth/ SBM / CBM, for ships 0.30 M

with extreme breadth up to 20 M
5. At Berth/ SBM / CBM, for ships 1.5% of ships beam
with extreme breadth over 20 M
6. At Anchor 1. Unprotected waters should not be less
than 20% of ship’s static draft.
2. Protected/Sheltered waters should
not be less than 10% of ship’s static
draft.
Master shall inform company in case of any difficulty in complying with the above
UKC requirement and shall carry out a Risk assessment. The operations
superintendent shall in consultation with the fleet manager review the Risk
assessment and provide a one-time waiver from the UKC Policy on a case to case
basis. In such cases MASTER SHALL NOT PROCEED WITHOUT GETTING OFFICE
AUTHORISATION.
In case where local UKC requirements are greater than those in this document, such
requirements of local authorities take precedence over this policy.
When the ship’s draft is close to the maximum draft for the port or berth, the ship
must be maintained upright and as close to even keel as is possible.
Under IMO adopted routing scheme in the Malacca and Singapore Straits, a vessel
having a draft of more than 15 meters shall be deemed to be a deep draft vessel and
tankers of more than 150,000 dwt shall be deemed to be a VLCC.
Deep draft vessels and VLCC’s while transiting through Malacca or Singapore Straits
must allow for an under-keel clearance of 3.5 meters and shall, as far as it is safe and
practicable, proceed at a speed of not more than 12 knots over the ground in the
following areas:
▪ At One Fathom Bank traffic separation scheme;
▪ Deep-water routes in the Phillip Channel and in Singapore Strait; and
▪ Westbound lanes between positions 01°12.51’N, 103°52.15’E and
01°11.59’N,103°50.21’E and between position 01°11.13’N, 103°49.08’E and
01°08.65’N,103°44.30’E.

NAVIGATION MANUAL
Rev No. : 5
Deep draft vessels (15 mts or more) or tanker 150,000 DWT, transiting Malacca and
Singapore straits must comply with the requirements of UKC as stated in Mariners
Routing guide Singapore straits western part along with the requirements of 4.1.1.
Quote: “Passage Planning: Special class of vessel”. “It is recommended that seaward
of Horsburgh lighthouse (1° 19.8’N,104° 24.3’E) this allowance should be increased
to 4.0 m to allow for prevailing swell conditions.” Unquote
Some of the bulk and log carriers are required to carry out cargo transfer operation
in anchorages. Similar to these, Single Buoy Moorings are located comparatively in
open waters. Though these waters are safe, it is important to understand the factors
that could influence the under-keel clearance.
Under keel clearance should be estimated as the depth of water as charted on the
navigational chart, corrected for all factors influencing the change in draft of the
vessel and depth of the water. The correction value should be determined according
to tide calculations (on tidal waters) or changes to the Mean Sea Level (areas with no
tides).
The relevant data shall be obtained through common channels of information to
mariners and local warnings i.e.: any pertinent information found in the Sailing
Directions or Local Notice to Mariners and Navigational and Hydro-meteorological
Warnings.
The Master shall seek information from all available sources to estimate the
anticipated controlling depth of the area it is intended to transit.
Following factors shall be taken into account:
▪ Latest hydrographic information available from the charts and publications
for the port and the accuracy of such data taking into consideration source
diagrams / CATZOC.
▪ Checking with local pilot agencies and terminal facilities via the agents in
order to obtain local knowledge on channel and berth depths, shoaling and
regulated areas if any.
Masters of deep draught vessels navigating in areas such as Malacca Straits, Dover
straits, etc. must seek guidance on UKC from appropriate publications for such areas
e.g. Guide to Planned Transits by Deep Draught Vessels (for Malacca Straits).
ZOC AND UKC IN PASSAGE PLANNING
Taking into account the Under Keel Clearance (UKC) policy of the Company and the
ZOC(depth uncertainty) data of the Chart, the Mariner eventually reaches either of
the following outcomes (for each leg of the passage planned):

NAVIGATION MANUAL
Rev No. : 5
1. The UKC required (the Safe Margin/Bottom Clearance) is greater (or equal)
than the ZOC depth uncertainty
When the UKC required (the Safe Margin/Bottom Clearance) is greater (or equal)
than the ZOC depth uncertainty, there is no need for additional measures.
Accordingly, it is recorded in the passage plan and no additional measures are taken.
2. The UKC required (the Safe Margin/Bottom Clearance) is less than the ZOC
depth uncertainty.
• When the ZOC depth uncertainty is greater (or equal) than UKC allowance
required then CATZOC depth correction shall be used as UKC required
• When ZOC category is “D” or “U” and the UKC is less than 50% of the ship’s
static draft or vessel is not able to meet UKC requirement after taking point in
consideration, the Master illustrates these hazards at a dedicated Risk
Assessment and sets the necessary mitigating measures in order to minimise
the risks to tolerable levels basis the company’s guidelines. Accordingly, the
shipmaster, if so decided, in consultation with the head office, determines if
the vessel can proceed through a sea leg of the passage plan. See Process
flow chart given below;

NAVIGATION MANUAL
Rev No. : 5
Figure 1.(Also see Appendix 6)
Consideration should be given to the possible applicability of the below given

controls in reaching such a decision:
• Up-to-date Navigational Charts Scale for the inland / port waters
• Other relevant Nautical Publications
• Caution Notes such as (Navarea messages, Navtex warnings, etc.)
• Bottom quality / nature of the sea bottom
• State of the water (calm or rough)
• Control of transit speed (to minimise squat)
• Accuracy of the ship’s draught
• Channel transit during high water
• Manoeuvrability of the vessel
• Any other operational constraints that may be applicable due to vessel’s UKC
• General and expected movement of traffic in the area.
• Previous transit history by company vessels.
Additional measures could include information obtained by Local Authorities such as

the Harbour Master, Coast guard Port Agent and Pilot regarding:
• Date of the most recent dredging
• Maximum allowed arrival/departure draft
• Most recent deepest arrival / departure draft (arrival and safe berthing of
vessels of similar size and draft establishes a degree of safety for the transit
under prevailing environmental conditions)
• Please note this is not an exhaustive list and other information may be
requested.
A reduction in the UKC may only be approved after a full RA in consultation with
Marine superintendent.
In case of CATZOC level of C (3 star), D (2 star) or U; further control measures may
include but not be limited to:
▪ Area to be avoided and an alternate route to be considered if available. If
there is a significant change in passage distance, office to be consulted;
▪ Contacting local authorities / agent for the minimum depth available;
▪ Monitoring UKC closely. Keep echo sounder on and compare expected &
observed UKC, maintain a record of this comparison;
▪ Ensure that the depth alarm is set appropriately
▪ Previous experience, if applicable; should be discussed with the bridge team.

NAVIGATION MANUAL
Rev No. : 5
If vessel is in any doubt about sufficient depths, a careful risk assessment should be
drawn and submitted timely to the office for approval. Furthermore, agents / office
should be contacted to seek clarifications and take appropriate action.
UKC safety values should be applied to the calculated vessel’s draught to determine
the safety contour and safety depth settings to be used for each leg of the voyage.
(See Section 4.4 for Exemptions)UKC sheet as provided in passage plan should be
used for calculation of Under keel clearance
SQUAT
When Navigating in Channels or restricted depth, the effect of increased draught
due to squat must be taken into account. It is to be borne in mind that this effect
will increase with speed and is greater when the channel is also restricted in depth.
Squat is the bodily sinkage of a ship in the water when making headway. This varies
from ship to ship (i.e. is greater for tankers and is lesser for passenger vessels; is
greater forward for tankers, is greater on aft section for passenger’s vessels). The
amount of squat will depend upon several factors but in certain conditions may be as
much as two metres. This may lead to grounding, loss of steering and/or collision.
Squat Effect and Block Coefficient
In vessel with zero trim when stationary, and block coefficient of less than 0.7, squat
is usually greater at the stern than at the bow, when block coefficient is greater than
0.7 it is usually greater at the bow.
For a vessel, not at zero trim when static, squat when underway will generally be
greater towards whichever end was deeper when static.
Factors Governing Squat
Squat varies approximately with the speed squared. As an example, if we double the
speed we quadruple the squat. Put another way, it can be shown that halving the
ship’s speed will quarter the squat. In this context, speed V is the ship’s speed
relative to the water so the effect of current/tide speed with or against the ship
must be taken into account.
Another important factor is the block coefficient Cb. Squat varies directly with Cb.
Oil Tankers will therefore have comparatively more squat than Passenger Liners.
The Blockage Factor 'S' is another factor to consider. This is the immersed cross-
section of the ship’s midship section divided by the cross-section of water within the
canal or river. If the ship is in open water the width of influence of water can be
calculated. This ranges from about 8.25b for Supertankers, to about 9.50b for
General Cargo ships, to about 11.25 ship-breadths for Container Ships.

NAVIGATION MANUAL
Rev No. : 5
The presence of another ship in a narrow river will also affect squat, so much so, that
squats can double in value as they pass or cross the other vessel.
In connection with squat effect when passing shallow waters, it shall be taken into
consideration that a small transverse metacentric height (GM) will cause a further
draught to increase due to the vessel's tendency to roll.
Squat can be computed using the formula given in the squat calculation sheet OP-
01A
Squat Effect - Precautions
When navigating in confined waters, and particularly when passing narrow waters, it
is essential in line with passage planning to work out in what manner and at what
speed it is safe to undertake the passage.
Conditions such as depth of water, the vessel's draught, the squat effect, and the
fact that the wake created by the vessel's bow and stern may cause damage to
environment and properties shall be taken into consideration.
When passing such waters with a pilot on board the Master shall ensure that the
Pilot is made familiar with the vessel's squat characteristics and that he understands
the significance hereof.
If the vessel's speed has to be kept very low in order to avoid or reduce squat effect,
it may be necessary to use tugs to ensure acceptable steering.
Deep Draught Vessels
If a deep draught vessel has to pass narrow waters with restricted water depth, it
may be necessary to take quite exceptional precautions in order to comply with the
requirements to minimum under keel clearance and to ensure safe passage.
CHANGE OF DRAUGHT DUE TO HEEL / LIST
The under-keel clearance is required to be corrected for the increase in vessel’s draft
due to Heel / List. Under keel calculation clearance sheet is to reflect this correction
accordingly.
The diagram below provides guidance for calculating the reduction in the under-keel
clearance due to heel / list. The formula for calculating this reduction in UKC is given
below:
a = b x Sinø
ø – Angle of list in degrees
a– Reduction in UKC due to heel / list
b – Half the breadth of the vessel

NAVIGATION MANUAL
Rev No. : 5
For example, for a vessel with a beam of 30 meter, list of 1 degree will reduce UKC
by 0.26m.
ø
Waterline
a
CHANGES IN WATER LEVEL (TIDAL LEVEL PREDICTION ERROR)

In addition to the change in water level due to predicted astronomical and seasonal
effects, water levels are also affected by meteorological changes in wind speed and
direction and in barometric pressure and during tidal surges and/or seiches. These
changes in water level represent the difference between measured and predicted
water levels and are known as the tidal residuals. In particular circumstances, this
difference can be substantial (of the order of 40 cm, or greater).
Information regarding the ‘movement’ of high tide is also important, particularly
when the port approach channel / canal is quite long and / or subject to large tidal
variations. The tidal range and phase needs to be identified and accounted for in the
prediction of the ship under keel clearance along the entire transit.
CHANGES IN WATER DENSITY
Changes in water density have the same effect as a change in water level in terms of
draught and the resulting under keel clearance. It is important to identify where
these changes occur and by how much the density has changed. This may be difficult
to predict at some locations (i.e. estuarial ports were heavy rainfall in higher ground
results in lot of fresh water outflow).
The vessels’ maximum draft has to be accurately ascertained prior to
arrival/departure from ports wherein draft limitations and/or variance in density of
water may exist. All deck officers assigned with calculating the vessel’s draft should
have a thorough understanding of the impact that variances in harbour water salinity
can have upon the draft of the vessel.

NAVIGATION MANUAL
Rev No. : 5
Master shall be guided by but is not limited to the following points

Density of water – Ascertaining prevailing density of water:
▪ Confirm the prevailing density of water for each port call from e.g. vessel
agents, port/terminal authorities or port/terminal hand book.
▪ Many port authorities publish data on the expected range of water densities
within their area of jurisdiction. Master should confirm applicable density for
the day/date in question from above means.
Use of all available publications to confirm the local conditions impacting arrival
drafts
▪ Latest edition of the port/terminal handbook
▪ Ensure that most up to date charts and publications are used
▪ Ensure that reliability of paper charts / ECDIS is taken in to account when
planning the passage from berth to berth
▪ In instances where conflicting / ambiguous information is noted or a doubt
exists in the available information (e.g. density of water), the Master should
seek a clarification from the vessel’s superintendent for conclusively
determining accuracy of the details
Information from Local Pilot:
▪ Master-Pilot information exchange includes draft and density information
▪ Visual verification of arrival/departure draft with pilot, where feasible
Verification:
▪ Confirming drafts visually prior departing and where feasible prior arrival
each port call
▪ Effective use of the remote draft gauging equipment to confirm prevailing
draft
▪ Effective use of the vessel’s loading computer to confirm actual draft
▪ Pre-port call communications with local agents to include ascertaining the
density of water and draft restrictions applicable to the vessel’s port call
SHALLOW WATERS
It must be remembered that the handling characteristics of the vessel varies when
navigating in shallow water.
It should be considered as shallow water when the depth is less than 2 times the
static draft.

NAVIGATION MANUAL
Rev No. : 5
The effect of shallow water on a ship is:

▪ More ship’s power is absorbed by the water due to increased friction.
▪ Usually sinkage is greater forward than aft for ships with larger block
coefficient in any depth.
▪ Turbulence interferes with rudder and propeller effectiveness.
Signs that the ship has entered shallow water conditions can be:
1. Maximum Ship Squat increases.
2. Mean bodily sinkage increases.
3. Ship will generally develop extra trim by the bow or the stern.
4. Wave-making increases, especially at the forward end of the ship.
5. Ship becomes more sluggish to manoeuvre - To quote a pilot, “almost like being
in porridge.”
6. Draught indicators on the Bridge or echo-sounders will indicate changes in the
end draughts.
7. Propeller rpm indicator will show a decrease. If the ship is in 'open water'
conditions i.e. without breadth restrictions, this decrease may be up to 15% of
the Service rpm in deep water. If the ship is in a confined channel, this decrease
in rpm can be up to 20% of the Service rpm.
8. There will be a drop-in speed. If the ship is in open water conditions this
decrease may be up to 35%. If the ship is in a confined channel such as a river or
a canal then this decrease can be up to 75%.
9. The ship may start to vibrate suddenly. This is because of the entrained water
effects causing the natural hull frequency to become resonant with another
frequency associated with the vessel.
10. Any Rolling, Pitching, and Heaving motions will all be reduced as ship moves from
deep water to shallow water conditions. This is because of the cushioning effects
produced by the narrow layer of water under the bottom shell of the vessel.
11. The appearance of mud could suddenly show in the water around the ship’s hull
say in the event of passing over a raised shelf or a submerged wreck.
12. Turning Circle Diameter (TCD) increases. TCD in shallow water could increase
100%.
13. Stopping distances and stopping times increase, compared to when a vessel is in
deep waters.
14. Effectiveness of the rudder helm decreases.
15. Width of the wake increases considerably.

NAVIGATION MANUAL
Rev No. : 5
SAFETY DEPTH WHEN USING ECDIS

Electronic navigations charts (ENC) are based on the same information as paper
charts with the same accuracy. However, in ENC this information is referred to as
CATZOC (Zone of Confidence Category). For example, Category A2 has an accuracy of
horizontal distance of +/- 20 metres and depth error of +/- 1.2 metres. It is extremely
important that this is considered carefully when calculating the safety depth.
The safety depth should be calculated as follows:
Safety depth = Dynamic draught + [minimum under keel clearance requirement/
CATZOC depth correction] * + allowance for swell (if applicable) – height of tide.
*See Sec 4.1.2 ZOC and Passage planning, for guidance on arriving at the UKC
requirement.
Vessel to consider the minimum tide available at the time of transit. In some parts
of the world the swell should be considered particularly when crossing a shoal or bar
in an exposed location.
Where charting CATZOC is Un-assessed by the ENC producer, reference should be

made to other sources of data accuracy (M_SREL within Pick Report on the ENC;
Source data diagram on ARCS or paper chart; Sailing Directions), before determining
the UKC
(Also see section 4.1.1)
Refer to Appendix 6 for ZOC categories and Mariner’s Handbook, section 1.7.

NAVIGATION MANUAL
Rev No. : 5
MINIMUM VERTICAL CLEARANCE

The Master is to ensure that the vessel has adequate vertical clearance at all stages
of the voyage while transiting under overhead structures.
The minimum vertical clearance under no circumstances shall be less than 1 metre
while passing under overhead bridges and 2 metres while passing under Electric
cables.
The keel-to-mast height is available from the vessel's drawings; but account should
be taken of any antennas that have been erected on top, and which have not been
included in the drawing.
Air draft shall be calculated prior commencement of voyage to ensure vessel meets
the above requirement throughout the passage. The vessel's draft that is used in the
calculation is to be the draft at the frame that corresponds to the position of the aft
mast. It should be recognized that for a vessel trimmed by the stern, the draft at the
aft perpendicular will be greater than that at location of the aft mast. This implies
that if the draft at the aft perpendicular was used in the calculation of clearance of
the aft mast, the vessel would actually have less overhead clearance than calculated.
Where practicable vessels should be upright during the transit to avoid errors in the
calculation of the draft and the overhead clearance.
Squat should not be considered while calculating vertical clearance.
Vertical clearance calculation sheet as provided in passage plan shall be used for the
calculation of vertical clearance
MAXIMUM ALLOWABLE SAFE DRAFTS (MSAD) WITHIN PORT LIMITS
1. In waters within the port, the transit draft shall be governed by the maximum
allowable safe drafts declared by the port authorities.
2. The vessel shall not exceed the maximum allowable safe draft. (MSAD)
3. Maximum allowable safe arrival draft and maximum safe draft at the berth shall
be based on information received from ship’s agents.
4. The Master shall request for the following written information from the agents
earliest on receipt of voyage orders in the form of a telex, e-mail, or fax and to be
copied to the respective Marine Superintendent and Marine Manager of the
vessel:
▪ Permissible safe arrival draft for the port (Vessel to provide ETA or ETD date
or range dates as applicable)
▪ Controlling depth of the channel which would govern ship’s transit from sea
buoy to berth.
▪ The declared depth at the load/discharge berth
▪ Updated information on river stage if applicable

NAVIGATION MANUAL
Rev No. : 5
▪ Recent information on any weather or environmental condition which could

affect available depth for the ship’s transit from Sea buoy to berth.
5. If a response to the above information is not received in good time, then the
Marine Superintendent and Marine Manager of the vessel shall be consulted for
further guidance.
6. Hydrographic Offices rely on validated local survey information to ensure charts
are up to date. When receiving data through Agents and Shippers, great care
needs to be taken to cross check and to verify to the furthest extent possible that
the data is valid. Port Authorities can often be a good source. This includes tidal
data which can be quite different due to local anomalies. Best use of tides should
always be made and with contingencies in place for unexpected events, e.g. if
the berth becomes unavailable in a tidal waterway.
EXCEPTIONS TO MINIMUM UKC POLICY
1. In circumstances when vessel cannot comply with the minimum UKC policy of
the company basis the charted depth while transiting at the Maximum allowed
safe draft as declared by the port, Master shall contact the Marine
Superintendent and Marine Manager(DPA) of the vessel for further guidance.
2. Marine Superintendent and Marine Manager of the vessel will then further take
into consideration factors such as:
▪ The latest input from Pilot Service and Agent
▪ USCG and/or Port Authority recommendations
▪ Previous vessel experiences in the fleet
▪ Information on recent ‘other’ vessel transits at similar draft
▪ Recent incidents/occurrences in the waterway that could have a bearing on
the vessel’s intended transit
▪ Additional measures that may be necessary to ensure an adequate UKC
▪ Any other information such as Environmental, Weather Forecasts, latest
soundings, sea water density etc.
▪ Frequency of depth survey in waterway
▪ Vessel’s steering ability, manoeuvring characteristics, speed, and any other
operational constraints that may be applicable due to the vessel’s UKC.
3. Upon evaluating the above, DPA or Head of CMS shall approve the vessel to
make the transit at the Maximum allowed safe draft indicated by the port.
4. In any condition the minimum UKC should not be less than the following:
a. 0.3 m or 1.5% of the vessels extreme breadth whichever is greater
b. Or with more stringent local / charterers UKC requirements.
Records
OP - 01 - Passage plan

NAVIGATION MANUAL
Rev No. : 1
Appendix: 8 Date : 14-Dec-18
INTERNATIONAL NAVIGATING LIMITS Page : 1 of 23
5.1 WATCHKEEPING
POSITION FIXING
It is essential that at any time the Officer of the Watch knows exactly where the
vessel is in relation to the intended passage plan. Where possible position fixing to
be supplemented by secondary means of position fixing. As a guideline position
fixing interval should be such that the vessel shall not run into danger between any
two consecutive fixes.
On Coastal or pilotage passages the frequency of plotting must be increased as
decided by the Master. The following table provides guidelines in this.
Area Frequency Fix Type

Ocean Passages / Deep Everyone hour if possible Satellite
Sea or every 2 hours DR Astronomical
When possible observations
Coastal Waters Every 30 minutes, Visual bearings
increasing Frequency to Radar range / bearings
every 15 minutes when
approaching restricted Electronic aid
waters Parallel Indexing
Restricted Waters Every 15 minutes, Visual bearings
increasing frequency to Radar range/bearings
every 6 minutes in
extremely confined Electronic aid
waters and port Parallel Indexing
arrival/departure
Port Arrival/Departure Minimum of every 6 Visual bearings
minutes, increasing Radar range/bearings
frequency as necessary in
critical areas as directed Electronic aid
by Master. Parallel Indexing
For vessel fitted with ECDIS (Refer to 10.9.13, for position fixing intervals)
NAVIGATION MANUAL
Rev No. : 1
STANDARD POSITION PLOTTING SYMBOLS FOR CHARTS

For avoidance of any doubt, we recommend the use of following standard position
plotting symbols.
GPS Fix Celestial Position
Visual Fix Position Lines
DR or EP Position Transferred Position

Lines
(‘DR’ or ‘EP’ must be stated next
to symbol)
Radar Fix
R
Wherever possible, fixes should comprise at least three position lines (LOPs), with
the maximum practicable spread between the angles of intersection (e.g. for four
position lines, the angle between each should ideally be 45 degrees). The
prioritisation of individual Lines of Position is as follows:
1. Visual Terrestrial bearings
2. Radar Ranges
3. Radar Bearings
4. Satellite (Such as GPS)
5. Celestial observations
Buoys or other floating navigation marks shall not be used for position fixing until it
has been determined that these floating navigation marks are in their charted
position.
To monitor cross track error parallel indexing shall be carried out, utilizing salient
points of land, when passing navigational hazards.
Radar clearing ranges shall be used to ensure adequate sea-room from navigational
dangers.
LANDFALLS
Before making major landfalls after an ocean passage, the Master is to issue clear
instructions to be informed in the event of failing to make Landfall at a particular
time or in the event of any doubt as to the vessels position
NAVIGATION MANUAL
Rev No. : 1
CELESTIAL POSITIONS
The O.O.W. shall take celestial fixes (where Sextant provided) by regular use of the
sextant and navigational tables where provided on board. O.O.W.’s is to take sights
on a regular basis when out of sight of the land, weather permitting. However, as a
minimum, must be once every voyage or once every month.
GPS POSITIONS
The frequency of plotting GPS positions on the chart will depend upon the scale of
the Chart in use. Position / Echo sounder log has to be maintained, into which
positions are to be recorded at least once every hour as a minimum. Both the GPS
positions have to be compared once every watch, on ships fitted with ECDIS/ECPINS
this is recorded automatically.
Note: GPS is under the control of the USA military and accuracy / functionality may
be downgraded at any time without prior notice.
PARALLEL INDEXING
It is common practice to fix the ship’s position and then make an allowance for set
and drift depending upon offset from the previous fix. This approach to navigation is
REACTIVE, being based upon past observations.
In narrow waters, techniques need to be used which enable the Navigator to
maintain a forward outlook, i.e. to be PROACTIVE. Parallel Indexing (PI) is a means of
proactive position monitoring. The basic principle of parallel index plotting can be
applied to either a stabilised relative motion display or a ground-stabilised true-
motion display.
Navigating Officer’s on Watch is required to use parallel indexing techniques to
monitor the vessel’s position whenever possible. This must not be the sole means of
position fixing. Parallel indexing is a particularly valuable tool approaching port and
during pilotage when the Master is able to continually monitor the vessel’s position
in this way while the O.O.W. plots the positions obtained from other data. It is
essential that vessels continue to plot positions on a frequent basis during pilotage.
These positions must be as accurate as possible and not just estimated positions
based on passing buoys, landmarks etc.
ALARMS AND ALERTS
Alarms and alerts must be set as per guidance and authority given in the Synergy
Poster No 33 ‘Bridge Alarm Guidance Matrix’. It also gives guidance on situations
when the alarms are activated and redundancies during alarm failure scenarios.
ENGAGING MANUAL STEERING
Manual steering must be engaged, however not limited to the below conditions;
NAVIGATION MANUAL
Rev No. : 1
• Daily tests while at sea when in autopilot.

• Test prior to starting stand-by conditions.
• For large alterations of course.
• Navigating in restricted waters, pilotage waters in areas of high traffic density
and in all other hazardous navigational situations.
• Changeover from automatic to manual steering and vice versa should be
supervised by a responsible officer and recorded in the deck logbook/bell
book.
5.2 SAFETY & FIRE ROUNDS
The OOW and the rating who was part of the watch are to make the rounds of all
common spaces within the accommodation area after the termination of their watch
at 2000, 2400 and 0400 hours at sea respectively. This must include inspection of
main watertight closures, locking mechanisms, and sealing arrangements as
appropriate.
Watch keepers carrying out such rounds at sea are not expected to leave the
accommodation and are to keep in regular contact with the bridge. A physical check
to ensure that all loose equipment is secured, interior and exterior doors closed and
there exists no immediate fire or security risks to the vessel.
All vessels must identify and display the list of common spaces within the
accommodation which must be checked at designated times.
Typically following areas must be covered by Fire rounds
1. All Laundries
2. Smoke rooms
3. Mess room/ Pantries
4. Hydraulic room (for Tankers)
5. Gymnasium
6. Electrical room
Arrangements such as, two sets of rings having different colour may be used in order
to ensure all designated areas are covered by the watch keeper.
A physical check to ensure that all loose equipment’s are secured, interior & exterior
doors closed, and no immediate fire or security risks exist to the vessel.
While checking the designated areas, the watch keeper replaces one set of rings with
the other coloured set. On completion of the rounds the watch keeper is to report to
the bridge with the set of changed rings and hand over to the O.O.W. An entry is to
be made in the logbook. The entry should indicate Rank of the watch keeper
conducting fire round.
NAVIGATION MANUAL
Rev No. : 1
5.3 COMPASS ERRORS

Observations by Azimuth or transit to determine the error in both gyro and magnetic
compasses must be made at least once a watch and after every major course
alteration. A record of these observations is to be kept in the Compass Error Book
with the courses being steered and the errors allowed being entered in the Deck Log
Book. Where during a watch for whatever reasons it is not possible to obtain an
error, this fact must be recorded in the Deck Log.
The standard and gyro-compasses are to be frequently compared and repeaters
synchronised with their master compass.
5.4 NAVIGATION WARNINGS
All OOW’s must monitor Navtex and other radio aids providing Navigational
Warnings. All warnings received during their watch are to be checked and marked on
the chart where appropriate. These navigational warnings are to be left on the chart
table for the Navigational Officer to check and file. The Master is to be advised
immediately of any Navigational Warnings received that affect the immediate route
of the vessel.
5.5 CHANGING OF THE WATCH AT SEA
The Officer being relieved must not hand over the watch if he has any doubt
regarding the capability of his relief to take over the watch. In such a case, he is to
inform the Master immediately.
The relieving O.O.W. must be sure that members of his watch are fully capable of
performing their duties, particularly as regards their adjustment to night vision.
The relieving officer must not take over the watch until his vision is fully adjusted to
the light conditions and he has personally satisfied himself regarding:
▪ standing orders and other special instructions of the Master relating to
navigation of the ship;
▪ the errors of gyro and magnetic compasses;
▪ the presence and movement of ships in sight or known to be in the vicinity;
▪ the conditions and hazards likely to be encountered during his watch;
▪ the position, course, speed, and draught of the ship;
▪ the intended course;
▪ the prevailing and predicted tides, weather, current and visibility;
▪ The operational condition of the bridge equipment and the status of the main
engines.
▪ Radar settings and performance of Radars in the previous watch
▪ Relevant sections of passage plan & deviations if any
▪ The display settings in ECDIS
NAVIGATION MANUAL
Rev No. : 1
▪ Status & setting of BNWAS

If at the time the officer of the watch is to be relieved and a manoeuvre or other
action to avoid any hazard is taking place, the relief of the officer is to be deferred
until such action has been completed.
The “Changing over the watch” checklist is to be completed on each occasion that
the watch changes whilst at sea. It is to be completed by the officer being relieved
and a log entry made.
Reference to be made to “Sample Master’s Standing Order” given in the appendix I
to this manual while making / drafting master’s standing orders.
5.6 PERIODIC CHECK OF BRIDGE EQUIPMENT
Operational tests of shipboard navigational equipment must be carried out at sea as
frequently as practicable and as circumstances permit. The O.O.W. is to make
regular checks to ensure that:
▪ The helmsman or the automatic pilot is steering the correct course;
▪ Manual / hand steering including NFU to be tried out at least once every
watch;
▪ The navigation and signal lights and other navigational equipment are
functioning properly, any navigation light failure alarm must be reported.
▪ The auto-pilot of independent off course alarm is set and working correctly;
▪ At sea, when operating under Bridge control of Main Engine, except in
narrow waters, the whistle and general alarm must be tested daily at noon.
Additional, when not under Bridge control of Main Engine, the telegraph
must be tested daily at noon. Whistles must not be tested if there are other
ships in the close vicinity who could interpret the signal as a manoeuvring
signal.
Check list “Daily tests and checks” to be used when carrying out the daily checks
5.7 DEPARTURE/ARRIVAL PROCEDURES
ESTIMATED TIMES OF ARRIVAL/DEPARTURE (ETA/ETD)
The Master must ensure that all relevant parties are kept fully advised of the ship’s
ETA/ETD.
ANCHORS
Prior to arrival in confined coastal waters or at a pilotage position the anchors must
be prepared for use at the earliest as is safe and practicable.
NAVIGATION MANUAL
Rev No. : 1
MOORING OR ANCHOR STATIONS

At all times before calling Stations, Bridge and Engine Room clocks are to be
synchronised and all telephones and portable VHF sets are to be tested. When
Stations are called, Bridge, forecastle and poop decks are to be manned by deck
officers and ratings and the Officers in charge of respective station are to check their
communication with the Bridge and confirm that the required number of persons is
at station.
To ensure that the ship’s routines, safety, navigational and engine room procedures
are carried out in a proper and seamanlike manner the Master and Chief Engineer
Officer must ensure that a system of positive reporting and acknowledgement is
used on board. If such reports and acknowledgements are not received by the officer
in charge then he is to assume that all is not in order and take immediate action to
ascertain the true situation.
Officers working the telegraphs, the telephones and the portable VHF sets are to
repeat the orders received to the person issuing them to ensure the correct orders
are being carried out. When passing orders by VHF, the Ship’s name is to precede
the text. All orders on the Ship’s telegraphs and the times of such orders are to be
recorded in the Bridge Movement Book/Deck log book and Engine Room Movement
book, or by automatic recorders, where fitted.
In a ship with Bridge control of the Main Engine, the operation of the control
equipment must be tested prior to arrival at the manoeuvring point of a voyage by
the Master. Motor ships with either conventional or Bridge control of the Main
Engine must test manoeuvrability both ahead and astern before a final approach is
made to a Pilot Station or Harbour. An entry to this effect must be made in the Log
Book.
Officers must be fully briefed when a mooring, ship handling or navigational
operation is to be carried out so the Master can be reasonably confident that it will
be completed as required.
STABILISERS
On vessels fitted with stabilisers, they must be housed and secured before “Stations”
are called. A log entry to this effect is to be made.
5.8 PREPARATION FOR MANOEUVRING
All bridge controls, including engine room telegraphs, telephones, whistles, steering
gear etc. are to be tested 1 hour before Stations are called prior to getting under
way and before entering port using the Bridge Checklist (preparation for sea and
preparation for arrival in port). On the satisfactory completion of the tests an entry
to this effect is to be made in the Deck Log Book.
NAVIGATION MANUAL
Rev No. : 1
The Master is responsible for providing the Chief Engineer with adequate notice
before Standby for manoeuvring. Where practicable this should be at least one hour.
He must also keep the Chief Engineer fully advised of the ship’s itinerary to enable
him to arrange the proper maintenance of machinery. It must be understood
however that ship’s engines remain at the disposal of the bridge team at all times.
Pre-manoeuvring checks must include the marking up of course recorder, echo
sounder paper, pitch and/or engine recorder paper with the date and correct local
time.
Steering gear must be tested prior to departure according to the Procedure for
Testing Steering Gear given in the latter section of this chapter and also on the cover
page of bridge checklist “preparation for arrival at port and preparation for sea”.
This testing of steering gear is to be made with the duty engineer present in the
steering flat to report on the correct performance of the steering gear and to
provide a check of the bridge rudder indicators and communication system.
The O.O.W. on the Bridge must endeavour best to give the Engine Department at
least one hour’s notice before Stand By for manoeuvring.
Reduction in speed from full speed to the recognised manoeuvring full speed, is to
be as gradual as possible, and must be in accordance with the manufacturer’s
instructions.
On approaching port, manual steering must be engaged in adequate time to allow
the helmsman to become accustomed to the steering characteristics of the vessel
before manoeuvring commences. Time and location of engaging hand steering
should be recorded in the deck log book or bell book. Where the design of the
steering gear permits, the second steering motor must always be in operation prior
to any manoeuvring situation or where additional steering performance is required,
such as: -
▪ End-of-passage/departure
▪ Adverse weather
▪ Ice
▪ Restricted visibility
▪ High density traffic
After a period under repair, or in lay-up, it may be prudent to carry out an earlier
trial, to allow time for repairs or adjustments to be made however the pre-sailing
test must be carried out in addition to any earlier test.
Emergency steering must be tested at least every three months and after any work
has been carried out on the steering gear and an appropriate log entry must be
made. Emergency steering must be tested as per CFR 164.25 before entering USA
waters.
NAVIGATION MANUAL
Rev No. : 1
5.9 CLOSURE CHECKS AND REPORTS

On all vessels, it is essential that a positive closure report is obtained from Officer
responsible for ensuring that all appropriate watertight closures are correctly
secured prior to the vessel leaving the berth. A record of this positive report must
be entered in the Deck Log Book.
On completion of departure stations, the duty officer at each station is to carry out a
final check of the watertight integrity at their station, ensuring that all appropriate
ventilation flaps are secured for sea and all hatches are closed. (e.g. Forecastle
space)
5.10 PROCEDURE FOR TESTING STEERING GEAR
In compliance with SOLAS regulations and the Company requirements the steering
gear must be tested not more than 12 hours before departure. The Master and
Chief engineer are to establish a system for testing of the steering gear after a full
review of the operating manuals for all equipment concerned. Masters shall also be
guided by the requirements of 33 CFR 164.25 and may use the guidelines as given on
the cover page of bridge checklist “preparation for arrival at port and preparation for
sea”. The established procedure for testing steering gear is to include following:
▪ Testing of communication – primary and back up.
▪ Check of compass repeater alignment.
▪ Test of primary steering through full range of movement. Record time of 35
degrees rudder angle from one side to 30 degrees rudder angle on the other
side.
▪ Test of secondary steering through full range of movement. Record time of
35 degrees rudder angle from one side to 30 degrees rudder angle on the
other side.
▪ Test of primary and secondary control systems.
▪ Test of systems with both motors
▪ operating (if system designed to operate in this mode)
▪ Verification and synchronisation of bridge and steering gear rudder angle
indicators.
▪ Test of all alarm systems and indicators in wheelhouse and ECR.
The steering gear is to be kept running until stations are called. If this means that
the steering motors may be running for prolonged periods with no rudder
movements, the rudder is to be operated to either side at least every 10 minutes.
Local terminal regulation shall apply.
Clear procedures for changeover from remote steering to local steering control shall
be displayed at the steering console on the bridge and at the emergency control
position in the steering flat.
NAVIGATION MANUAL
Rev No. : 1
A detailed entry quoting the SOLAS regulation (Chapter & regulation) must be made
in the log book to this effect.
5.11 PILOTAGE PASSAGE PLANNING/EXECUTION
GENERAL
The responsibilities of the ship’s Bridge Team do not transfer to the Pilot and the
duties of the Master and his Bridge Team remain the same as before the Pilot
boarded.
Attention is drawn to the following extract from IMO Resolution A 285 (VIII):
“Despite the duties and obligations of a Pilot, his presence on board does not relieve
the Officer of the Watch from his duties and obligations for safety of the ship. He
should co-operate closely with the Pilot and maintain an accurate check on the
vessel’s position and movements. If he is in any doubt as to the Pilot’s actions or
intentions, he must seek clarification from the Pilot and if doubt still exists, he is to
notify the Master immediately and take whatever action is necessary before the
Master arrives.”
PRE-ARRIVAL INFORMATION
Notice of arrival must be sent to the port authorities / pilot station giving the master
pilot information exchange as per requirement.
The Master must also request the Port Authority and/or local agent to send him
relevant details of the ships intended pilotage passage. Information requested must
include Pilot boarding time, intended route, weather, tidal details and any other
relevant or unusual circumstances to be expected and the berth at which vessel is
expected to berth. This information should be received in the form of a shore to ship
Pilot/Master Exchange (PMX). If not received, the information to be obtained from
the pilot upon boarding, and recorded in the pilot card.
If in voyage order a vessel is cleared for a particular berth and is instructed to deviate
then the master should get the details of the deviation and alert the owners and
charterers and receive approval for the amended berthing
PRE-ARRIVAL PREPARATIONS FOR PILOT BOARDING
The current I.M.O. requirements for embarkation and disembarkation of Pilots as
listed in the Reference Publication “Bridge Procedure Guide” must be complied with
at all times. All Officers must be conversant with these requirements.
In addition, the following is to be checked and ensured: -
1. That ETA’s/ETD’s are passed to: -
• The Master
NAVIGATION MANUAL
Rev No. : 1
• The engine rooms

• The pilot stations
2. Which side will the Pilot board/leave from?
3. Has the engine room been advised of the “standby” time?
4. Which Deck Officer will meet the pilot and conduct him to/from the bridge.
The composition of the bridge team should not be compromised during the
embarkation or disembarkation of the Pilot. Both the OOW and lookout should
remain on the bridge.
Pilot’s often board from high speed pilot launches and the vessels may be underway
at speeds of up to 7 or 8 knots. The forward advance of the vessel can therefore be
significant during the boarding process and due allowance of this must be made in
order to allow time for the proper briefing of the Pilot.
All communication between the vessel and the pilots, port control, tugs, etc.,
pertinent to the pilot boarding arrangement has to be conveyed to all the bridge
team members. Importance of maintaining the VHF log has to be emphasized.
There may be occasions where Masters will be asked to proceed beyond the pilot
boarding area. Masters should treat Pilot boarding area as an abort point, unless the
pilot is clearly requesting to approach further inside the port due to weather
conditions. In this case, Master should assess the hazards and decide on proceeding
further if he is fully comfortable.
PILOTS ARRIVAL ON BOARD
After the Pilot’s boarding, in addition to being advised by the Master of the
manoeuvring characteristics and basic details of the vessel for its present condition,
the Master must discuss with the Pilot the passage plan to be followed. The general
aim of the Master is to ensure that the expertise of the Pilot is fully supported by the
ship’s Bridge Team. The Pilot must be provided with a copy of the Pilot information
card immediately after boarding; however, it is imperative that this is backed up with
a verbal briefing from the Master. This must include information such as heading,
speed and position of the ship,
last rudder and engine orders, traffic in the vicinity and details of bridge layout,
especially the location of critical equipment, such as rudder indicator, rpm indicator,
speed log, whistle switch, VHF set, etc.
It is essential that the Pilot is made aware of any unusual manoeuvring
characteristics, i.e. Left-handed propeller, or high-performance rudder.
The engine room should be kept apprised of all information relevant to power,
propulsion, machinery and steering requirements as advised by the Pilot.
NAVIGATION MANUAL
Rev No. : 1
Pls refer to Bridge procedure Guide ‘Duties and Responsibilities’, under Chapter
‘Pilotage’.
MASTER/PILOT RELATIONSHIP/EXCHANGE OF INFORMATION AT BOARDING
On completion of the briefing, the Master must complete the Master/Pilot Exchange
of Information in the “pilot card”. This Record must be signed by the Master and the
Pilot prior to proceeding. An appropriate Log entry is to be made. If the Pilot refuses
to sign; an appropriate Log entry is to be made.
The pilotage must not commence until both the Pilot and the ship’s Bridge Team
have been fully briefed and are fully aware of the situation. If the Master is not
satisfied with the exchange of information or with the Pilot’s abilities, the vessel
must not proceed.
The communication between the pilot and the bridge team shall be conducted in
English, or in a language common to the pilot and the bridge team. Whenever
possible, the pilot should be requested to communicate with tugs in English or a
language understood by the bridge team, so that they can check his orders. If not
possible, he should be requested to explain his orders to the bridge team.
This should be done without interfering with the navigation and safety of the ship
and with due regards to the complexity of the situation.
Use and limitation of the bridge equipment must be discussed with the Pilot if he
intends to use any bridge equipment. The Pilot is allowed to operate the VHF, AIS,
Signalling equipment, ECDIS and Radar during normal berthing operations or an
extended pilotage. He shall not operate the Main engine, Steering gear, and Bow
thruster. Any suggested changes to the ECDIS settings by the Pilot shall be carefully
assessed by the Bridge Team and such changes shall be noted down separately in the
Master – Pilot information exchange. He shall inform his intentions to the master or
OOW before using any bridge equipment. Master or OOW should not change the
settings of the equipment allocated to the Pilot use without informing him.
The Master Pilot exchange must also include the pilotage plan and the circumstances
when deviation from the plan may be required. Any amendments to the plan should
be agreed, and promulgated to bridge team. Any changes required in individual
Bridge Team responsibilities made, before pilotage commences.
Pilot hospitality such as tea and coffee must not interfere with the safe navigation of
the vessel.
MONITORING THE PILOT’S ACTIVITIES
The Master and the Bridge Team must closely monitor the Pilot’s advice.
The bridge team (including the Pilot) should:
NAVIGATION MANUAL
Rev No. : 1
• Effectively process the volume of information flow.

• Identify both developing and potential close quarter situations.
• Prioritise the above but not lose track of latent hazards.
• Effectively monitor the planned route, including abort position(s).
• Communicate any concerns.
In the event of the vessel deviating from her intended track while under pilotage or
in the event of the Master / Officer of the Watch having doubts as to the vessel’s
position or intended track, the Master / Officer of the Watch must immediately alert
the Pilot of the situation and request clarification of his intentions.
If the Master / Officer of the Watch do not receive what he considers to be a
satisfactory response from the Pilot, he must immediately ensure that the vessel is
safely back on her intended track.
It may also become necessary for the Master to relieve the Pilot because he is
incapacitated (illness, intoxication, etc.). In such a case, the Master must advise the
Office. Having relieved the Pilot of his duties, the Master must make a proper entry
in the ship’s log. He also shall report this to the proper authorities.
The decision to relieve the Pilot must be made before it is too late to restore the
ship’s safety.
THE USE OF WATCHKEEPERS DURING PILOTAGE
Watchkeepers should be in place during a pilotage:
• The lookout should continue to feed information to the Pilot via the bridge
team.
• The helmsman’s actions should be closely monitored to ensure that
instructions are carried out correctly.
• The helmsman should respond to helm instructions using the closed loop –
repeating the instruction and then confirming once it has been carried out.
• The helmsman should report any irregularities while steering such as sluggish
response, or the vessel carrying helm in a certain direction. Any loss of helm
should be immediately reported
COMPLAINTS OR ACCIDENTS INVOLVING PILOTS
If the Master has a complaint against a Pilot or Pilotage service, it is to be made to
the appropriate Pilotage Authority. The complaint is to be brief, formal, and
courteous and a copy is to be sent to the Company.
In the event of an accident occurring whilst a Pilot is on board, no certificate
exonerating the Pilot from responsibility for such mishap is to be given under any
circumstances by the Master.
NAVIGATION MANUAL
Rev No. : 1
NON-COMPULSORY PILOTAGES
In areas where Pilots are available but are not compulsory the Master is to assess the
risk and request the Company to arrange same if he needs the feel for one.
USE AND DISPOSITION OF TUGS
Tugs are an expensive component of port charges and charterers often request
Master to minimize use of tugs.
Following guidelines are to be noted carefully:
Master shall be the final judge of tug requirements and under no circumstances shall
the safety of the vessel be compromised. Masters must assess the prevailing
weather conditions, berth restrictions, space availability, ship’s maneuvering
characteristics and any other limitations before entering or leaving port and decide
on the tug requirements. If safety considerations arise due to non-availability of tugs
to the vessel before a critical point in the manoeuvre (as discussed in the Master
pilot exchange), Master has full right to abort the operation take all necessary steps
to ensure safety of the crew, cargo and vessel.
Masters shall use the below formula for calculating the number of tugs/ bollard pull
as guidance.
Total Bollard pull available should be more than the required bollard pull as given in
the below formula. In case of any doubts Master shall confirm the same with the
Marine Superintendent.
{ displacement x 60 }
Required Bollard pull = + 40
100000
(tons)
Master has full authority to abort a berthing / unberthing manoeuvre, if he considers
it unsafe. Such a situation for example may occur in the following circumstances;
1. Under Keel Clearance (UKC) not in compliance with Company requirements.
2. Insufficient space at berth including turning basin (if required).
3. Weather conditions not suitable for safe berthing / unberthing operations.
4. Berth not suitable for size of the vessel (Bow / Stern over hanging the berth).
5. Poor visibility.
6. Inadequacy or unavailability of tugs considered necessary for the particular
berth.
Masters must closely liaise with the pilots and discuss the passage plan and berthing
plan with the pilot’s. A better understanding of the pilot’s intentions goes a long
way in deciding the tug requirements.
NAVIGATION MANUAL
Rev No. : 1
In some ports, the pilot may insist on more than required (compulsory) number of
tugs. If in the Master’s judgment the extra tug is not necessary in the prevailing
conditions and circumstances and when faced with such circumstances, the master
must discuss the matter with the Pilot.
If the Pilot gives a good reason for the extra tug, or is otherwise adamant about it for
whatever reason, then we recommend same be accepted to avoid a
conflict/confrontation with the Pilot.
Master must log the same in the movement log and later at the earliest convenience
report the same to office, charterers/operators, and port agents.
The Master must be especially careful in ports where the custom is not to make tugs
fast and only use the tugs as standby or for pushing.
Master must discuss with the pilot if he has doubts about the safety of the vessel,
due to not making fast the tug. If a crisis develops and the tug is merely escorting,
there may not be sufficient time to make fast the tug to prevent the accident.
Any instances where Master has doubts that there is / was insufficient tug assistance
must be reported to the office explaining the manoeuvre fully and reasons for the
doubts.
During operations with tugs the following shall be observed:
▪ In general, the ship’s speed to connect tugs especially at the bow should
never be more than 6 knots over the ground.
▪ No lines shall be passed to or taken from tugs without orders from the
bridge. Care should be exercised to ensure that tug is suitably fendered.
▪ Tugs should push at designated strong points which are indicated by
markings on the shipside or on deck.
▪ Care shall be taken to keep the propeller or thruster clear of towing lines, and
the Bridge shall be informed when the propeller or thruster is not clear.
▪ Vessel must not reduce too many lines before the tugs are made fast and
ready to assist. This is extremely important on ships with high windage area.
▪ It is strongly recommended that tugs switch off their radar systems when
approaching the vessel.
▪ It is not uncommon for the towing gear to become taut without warning,
causing the messenger to part and strike anyone in the snap-back zone,
resulting in serious injury. Poorly controlled towing operations are also a
significant hazard to tug crews.
▪ If there are suspicions over the quality of the towline, it should be rejected,
and an alternative line used. It is recommended to have a ship’s soft rope
standby forward and aft for this purpose.
NAVIGATION MANUAL
Rev No. : 1
▪ When letting go, no attempt should be made to heave in the messenger to

release the tug before making positive communications with the tug. This
should be done by the vessel’s master or pilot and once the tug has indicated
that it is ready to receive the tow back, the instruction to release must come
from the vessel’s master. The tug’s messenger should be used to heave in the
towline and then stopper it off before taking the eye off the bollard. Use
turns of the messenger around the bollard to control the speed at which the
towline goes out and is retrieved on board the tug. This is particularly
important aft where the towline, if it goes into the water, may foul the tug’s
propellers. If the towline is allowed to run out uncontrolled, it could whiplash
and strike a crew member, causing severe injuries. No attempt must be made
to handle towlines that have weight on them.
It should be noted that tugs have certain operating limits and that, particularly in
berths subject to waves, these limits are likely to be exceeded.
For instance, experience has shown that tugs that are in general use lose significant
efficiency in controlling vessels in wave height of 1.5m or more, primarily because of
tug motions.
When making fast tugs using tug's line onto ship's double bollards by belaying figure-
of-eight at the base, the SWL marked on the bollard is the maximum permissible
load. However, when using tug’s line with single eye, the SWL of bollard can be
doubled thereby allowing increased maximum permissible load.
On tankers and Gas carriers, before tugs come alongside to assist a tanker, all cargo
and ballast tank lids and ullage ports should be closed, unless the vessel is in gas-free
state. All cargo operations must be suspended, hoses or loading arms disconnected
and the engines placed on standby, if tugs are needed to be used alongside tankers /
gas carriers whilst it is loading or discharging volatile petroleum cargoes.
5.12 HELICOPTER OPERATIONS
OPERATING STANDARDS
Helicopters may be used for embarkation / disembarkation of a Pilot, shipboard
personnel, and authorized shore personnel or to load / unload spares, provisions,
and stores.
All routine helicopter operations must conform to operating standards contained in
the latest edition of the ICS booklet titled “Guide to Helicopter/Ship Operations” as
listed in the Ship publications library. Masters and Officers of the Watch of vessels
likely to be engaged in the transfer of personnel or stores by helicopter are to make
themselves familiar these operating standards.
NAVIGATION MANUAL
Rev No. : 1
Personnel transfers should preferably be made by the helicopter landing on the deck
of the vessel. Winching operation is to be considered only if the landing area is
restricted.
Helicopters may only land on vessels properly equipped with an approved landing
area. The landing area or a winching area shall be marked as per guidance given in
“Guide to Helicopter /Ship operations”.
Following are to be complied with preparing for helicopter operations
Helicopter operation checklist must be complied with when engaged in Helicopter
operations.
Ensure that:
▪ All aerials, together with standing and running rigging in vicinity of helicopter
operations are either lowered or secured.
▪ All derricks or cranes in the area of helicopter operations are lowered.
▪ Helicopter rescue team is wearing fire suits.
▪ Firefighting equipment is deployed and fire mains pressurized.
▪ Helicopter emergency kit is deployed.
Establish initial radio contact with the helicopter and agree on following:
Communication channels to be used during helicopter operations;
Rendezvous position and time;
Direction of apparent wind for helicopter’s approach;
The number of helicopter sorties that have been scheduled;
The nature of cargo or number of passengers to be transferred.
Display the required "Restricted in ability to manoeuvre" signal by day or the lights
by night.
Advise the crew standing by at the foam monitors and the fire hoses to keep the
nozzles pointed away from the helicopter.
When the helicopter is on way to the vessel:
▪ Confirm to the helicopter pilot that the vessel has complied with the
Helicopter Operations Safety Checklist.
▪ All operations shall cease until it is considered safe to resume and
instructions are so given.
▪ Monitor the helicopter approach on the radar display.
NAVIGATION MANUAL
Rev No. : 1
The deck party should remain clear of the operating area until the helicopter has
landed. The Deck Officer in Charge should however, remain in a conspicuous position
to windward of the landing area to be able to signal to the pilot, as and when
required.
After the helicopter has landed:
▪ The deck party shall not proceed towards it until clearance has been given by
the crew of the helicopter;
▪ Transfer of passengers and cargo shall be carried out under the direct
supervision of the Deck Officer in Charge and the helicopter crew;
▪ Ship’s crew and passengers should move in the operating area with great
care to keep clear of the rotors. This is best achieved by approaching or
leaving the helicopter from the forward arc, thereby remaining within view of
the pilot;
▪ All slings should be removed from the immediate vicinity of the helicopter
before being emptied and the received stores should be stacked well clear of
the operating area, away from the rotor wash;
▪ Loose items or equipment, received from or transported to the helicopter,
that could be affected by the helicopter rotor wash shall not be left lying
around in the area of operations;
▪ The deck crew and disembarked passengers must stand well clear of the
operating area before the helicopter lifts off. The Deck Officer in Charge
should check that the area in the vicinity of the helicopter is clear before
giving the pilot clearance for lift off.
Helicopter winching operations:
▪ Ensure that the helicopter pilot immerses the winch hook into the sea to
discharge any accumulation of static electricity before commencing winching
operations.
▪ Shall primarily be carried out by the helicopter winch man, who handles the
winch, and the hook handler;
▪ The winch hook must never be attached to any part of the ship;
▪ The hook handler must wear a protective helmet, electrically insulating
rubber gloves and rubber soled shoes;
▪ When passengers are descending, the hook handler should steady them as
they land. When passengers are ascending, he should ensure that the lifting
strop or harness is worn correctly, and steady them as they are lifted off;
▪ When net slings of stores are winched down or up, only the hook handler
should unhook or hook on the loads;
NAVIGATION MANUAL
Rev No. : 1
▪ The SWL of the helicopter winch should be ascertained from the pilot during
the pre-arrival communications. The loads made up for hoisting shall not
exceed this weight.
All ships (there are no exceptions) intending to conduct helicopter operations in
Australia to comply with the regulations contained within the order Marine Orders
Part 57 Issue 3.
5.13 DRIFTING
On certain occasions, it may be impractical for vessels to anchor (due to water depth
or tidal / weather conditions). Under such circumstances, the Master may decide to
steam or drift off the port. In either case, the vessel shall be maintained in a position
which is well away from navigational hazards ,traffic, piracy and armed robbery,
particularly the pilot boarding and landing areas.
Where the vessel is drifting off a port, the engines shall remain on immediate notice.
Under these circumstances, the vessel shall not exhibit N.U.C. signals. If traffic and
navigation circumstances permit, it may be permissible, after consultation between
the Master and the Chief Engineer to put the engines on 10 minutes notice for a
short period in order to carry out minor adjustments, change over systems, etc. In
this case, the engine shall be tested as soon as it has been restored to immediate
notice.
A bridge watch condition appropriate to the prevailing navigational and weather
circumstances shall be maintained.
Vessels may stop at sea (or anchor) to carry out routine engine maintenance. This
shall be pre-planned between the Master and Chief Engineer in consultation with the
office and the vessel shall only be stopped in a position where it is clear from busy
traffic areas and well away from any navigational dangers. Under these
circumstances the vessel shall exhibit N.U.C. (or anchor) signals as appropriate
5.14 NAVIGATION IN AREAS OF HIGH DENSITY FISHING TRAFFIC
Though all the vessels have been navigating with extra caution, few incidents from
the fleet and industry indicate further control measures to be exercised when
navigating in areas of high density fishing traffic due to following inherent hazards
▪ Fishing vessels may not be detected early by radar, especially in adverse
weather conditions.
▪ Lack of sea room for maneuvering due to high concentration of fishing
vessels in close proximity
▪ Fishing vessels may not be adequately manned due to which there may not
be any look out on them.
NAVIGATION MANUAL
Rev No. : 1
▪ Many of the fishing vessels are not equipped with AIS or radars to assist early
detection.
▪ Some of the fishing vessels use very bright lights to aid fishing which may
cause misjudgement to the vessel.
▪ Communication with fishing vessels may be misunderstood due to language
barriers.
In addition to complying with COLREGS and good seamanship following may be
considered
▪ Where practicable and known in advance the passage plans to be made well
clear of high density fishing areas.
▪ When patches of concentrated fishing traffic are encountered it may be
prudent to avoid the entire patch by wide alteration even if this results in
steaming of additional miles.
▪ Inform master and where required call for additional officer, look out and
helmsman.
▪ Many of the fishing vessels are not aware of collision regulations and may not
understand the vessels intention unless bold alterations are made indicating
the same.
▪ Alteration of course alone may not be sufficient as an avoiding action hence
engines to be put on standby if the situation demands.
▪ It should also be borne in mind that fishing vessels may not be adequately
manned and in some cases, no one would be monitoring the traffic around
them.
Though not exhaustive following are few areas where dense fishing traffic may be
encountered and situation can be worsened with restricted visibility especially in the
far east.
▪ Coastal areas of South China Sea and East China Sea extending to deep seas.
▪ Taiwan Strait.
▪ Coastal waters of west coast of India extending to Arabian Sea.
▪ Coastal waters of Japan including the Okinawa Islands
5.15 NAVIGATION IN COASTAL OR RESTRICTED WATERS
Factors, which determine whether a vessel is in coastal and/or restricted waters,
shall include but not be limited to:
▪ Vessel is within 25 nautical miles of a coastline;
▪ Draught in relation to the available depth of water (including allowance for
squat);
▪ Navigational marks or obstructions, e.g. buoyed channels, oil rigs, etc.;
▪ Traffic Separation Schemes;
NAVIGATION MANUAL
Rev No. : 1
▪ Traffic density;
▪ Manoeuvrability of the vessel (including reliability of propulsion and steering
systems);
▪ Prevailing weather conditions (e.g. ice, onshore winds, etc);
The elements contained in the checklist “Navigation, Coastal Waters / T.S.S” shall be
complied with and the checklist completed prior commencing navigation through
the area.
The navigation charts shall be checked carefully to ascertain:
▪ that the largest scale charts are in use;
▪ that all applicable navigational warnings have been plotted;
▪ navigational hazards, the grounding line, and no-go areas;
▪ for vessel fitted with ECDIS confirm correct settings of the safety contour
▪ navigation landmarks, lights, beacons, and transits available for position
fixing and their characteristics;
▪ radar conspicuous topography of the coastline;
▪ clearing lines and parallel indexes;
▪ light vessels, floats, and buoys, which will be encountered, their structure
and characteristics;
▪ tidal streams and currents for the area of transit;
▪ shoal’s areas to be crossed and height of tide at time of transit;
▪ traffic separation schemes, recommended routes;
▪ course alterations and wheel over positions;
▪ reporting points and requirements to report to shore based vessel traffic
monitoring systems;
In Coastal or Restricted Waters, positions shall be based on visual terrestrial bearings
where possible and checked by intelligent use of all available navigational aids.
The engine room shall be informed that the vessel will be transiting through coastal
or restricted waters and same shall be recorded in the Deck Logbook. The engine
room shall be manned as per master’s discretion
Due attention shall be given to weather and visibility forecasts for the intended area
of navigation. The limited sea room for manoeuvre shall be given due consideration.
When navigating in areas having security risk components, reference must be made
to company’s latest security circular for additional guidance regarding procedures
and conduct.
NAVIGATION MANUAL
Rev No. : 1
5.16 KEEPING WATCH AT PORT

The Master or the Chief Officer shall post standing instructions for personnel who
perform the cargo watch. In addition, supplementary instructions shall be recorded
at every cargo operation.
PERFORMING THE DECK WATCH
The Officer in charge of the deck watch shall:
1. Make rounds to inspect the ship at appropriate intervals.
2. Pay particular attention to:
▪ The condition and securing of the gangway, anchor chain and moorings,
especially at the turn of tide and in berths with a large rise and fall and during
surging due to the passing of other vessel, if necessary, taking measure to
ensure that they are in normal working condition.
▪ The draught, UKC and the general state of the ship to avoid dangerous listing
or trim
▪ during cargo operations.
▪ The weather and sea state. OOW shall monitor the weather reports relayed
by the Port authorities on radio, Coastal weather warnings on Navtex and the
broadcasts on EGC.
▪ The observance of all regulations concerning safety and fire precautions.
▪ The water levels in cargo hold bilges, void spaces, pump rooms and ballast
tanks.
▪ All persons on board and their location, especially those in remote or
enclosed spaces.
▪ The exhibiting and sounding, where appropriate, of lights and signals.
3. In bad weather, or on receiving a storm warning, take appropriate measures to
protect the ship, persons onboard and cargo.
4. Take every precaution to prevent pollution of the environment by the ship
5. In an emergency threatening the safety of the ship, raise the alarm, inform the
master, take all possible measures to prevent any damage to the ship, its cargo,
and persons on board, and if necessary, request assistance from the shore
authorities.
HANDING OVER A CARGO WATCH
The O.O.W. must not hand over the watch to the relieving officer if he has any
reason to believe that the latter is not capable of carrying out his duties effectively,
in such a case he is to notify the departmental head accordingly.
The officer being relieved must ensure that the relieving officer is aware of the
following:
NAVIGATION MANUAL
Rev No. : 1
▪ The depth of the water at the berth, ship’s draught, the level, and time of
high and low waters; fastening of the moorings, arrangement of anchors and
the scope of the chains, and other features of mooring important for the
safety of the ship; state of main engines and availability for emergency use;
▪ All work to be performed on board the ship; the nature, amount and
disposition of cargo loaded or remaining, or any residue on board after
unloading the ship;
▪ The level of water in bilges and ballast tanks;
▪ The number of crew members required to be on board and the presence of
any other persons on board;
▪ The state of fire-fighting appliances;
▪ Any special port regulations;
▪ The Master’s and Chief Officer’s standing and special orders;
▪ The lines of communication that are available between the ship and the dock
staff or port authorities in the event of an emergency arising or assistance
being required;
▪ Other circumstances of importance to the safety of the ship and protection of
the environment from pollution.
If, at the moment of handing over the watch, an important operation is being
performed it must be completed by the officer being relieved.
ENGINE ROOM WATCHKEEPING:
As a minimum Engine room to be manned by CE or 2E in addition to the regular
watch keeping personnel when the vessel is transiting restricted passages, canal
transits, arriving / departing ports, or any other situation deemed necessary by the
Master / CE. manual Refer to chapter 2 of Technical for details of engine room
watch keeping requirements
RECORDS
▪ OP-21 Position / Echo Sounder Log
▪ Sight Record book (Uncontrolled document)
▪ OP-10 Compass Error Log
▪ OP-09B Changing over the watch
▪ OP-09H Anchor Watch
▪ OP-09 Daily tests and checks
▪ OP-09F Preparation for sea
▪ OP -09G Preparation for arrival in port
▪ OP-02 Pilot Card
▪ Op-09A Navigation, Coastal Waters / T.S.S
▪ OP-04 Helicopter Operation Checklist
NAVIGATION MANUAL
Rev No. : 5
NAVIGATION UNDER ADVERSE WEATHER Page : 1 of 4
6.1 NAVIGATION IN RESTRICTED VISIBILITY

Restricted visibility is defined as any condition that restricts regular visibility to a
degree that endangers safe navigation. It elevates risk which should be mitigated by
introducing additional controls and increasing safety margins / limits. Visibility range
is to be decided by Master based on prevailing traffic, proximity to navigational
hazards, weather, and other conditions however it shall be not less than 3 NM
Restricted visibility may be caused by any of the following conditions:
▪ Fog, haze, mist or driving spray;
▪ Rain or snow;
▪ Sandstorm.
If the vessel is not under way and restricted visibility conditions prevail such that safe
navigation is of concern, consideration should be given to delaying getting underway
until conditions have improved.
It is the responsibility of the OOW to comply with the COLREGS Rule 19, for
navigation in reduced visibility.
6.1.1 SPECIAL DUTIES OF THE OFFICER OF THE WATCH
When restricted visibility is encountered or expected, the first responsibility of the
O.O.W. is to comply with the relevant rules of the applicable regulations for
preventing collisions at sea, with particular regard to the sounding of fog signals,
proceeding at a safe speed and having the engines ready for immediate manoeuvres.
He shall comply with the Checklist “Restricted Visibility”. In addition, he should:
▪ Inform the Master;
▪ Place the engines on standby;
▪ Post a proper lookout and helmsman and, in congested or coastal waters,
revert to hand steering immediately;
▪ Ensure that navigation lights are exhibited;
▪ Operate and use the radars;
▪ Obtain visual position if possible prior entering reduced visibility.
▪ Checklist shall be completed and a log entry made.
The OOW shall record in the Deck Logbook of the following:
▪ Date / time Master advised;
▪ Bridge Team complement including lookout(s), number, name, and position;
▪ Hand steering, time of engagement/disengagement;
▪ Sound signals, time of commencement/cessation
▪ Engine status;
▪ Course/speed alterations;
▪ Assessment of the visibility;

NAVIGATION MANUAL
Rev No. : 5
▪ Performance status of the radars.

In case of extended navigation in restricted visibility, Chief Officer can replace
Master in order to comply with rest hour requirements.
Master shall comply with Navigation manual section 2.5 – Bridge Team
6.2 NAVIGATION IN HEAVY WEATHER
All vessels shall take precautions mentioned in this section when weather forecast
indicates winds exceeding force 6 and /or significant wave height exceeding 4
meters.
Prior to the onset / entering an area of heavy weather, the heads of department
shall make rounds to ensure that all heavy items are properly secured against likely
movement. The condition of fastenings and lugs should be checked and additional
fastenings applied if required.
All watertight compartments and closing appliances on the weather decks shall be
closed. All openings, which could allow the ingress of sea water, should be secured
as required.
The vessel shall complete “Navigation in Heavy Weather” Checklist.
During heavy weather, access to the deck may be restricted. An announcement will
be made on the public-address system. Under these conditions, no person is
permitted on exposed main deck areas except when:
▪ Approved by Master.
▪ Properly equipped with safety gear (e.g. safety harness, lifeline, lifejacket,
etc).
▪ Properly supervised.
▪ Observe the seas on deck for at least 20 minutes after any changes are made
to course and speed, allowing vessel to settle down in its new course.
The Master may delay any access to main deck until vessel’s course and/or speed
have been properly adjusted to provide safest possible condition.
In heavy weather, the vessel’s speed shall be reduced to avoid:
▪ Unduly high longitudinal and transverse stresses on the ship;
▪ Pounding damage to the fore and aft ends of the ship;
▪ Racing of the propeller as it emerges from the water.
The officer of the watch shall keep a visual check on the doors and openings on deck
to ensure that they remain securely closed for the security of fittings and for
equipment on the weather decks (when having a clear line of visibility from bridge).
A vessel in ballast shall consider taking in heavy weather ballast on board to reduce:

NAVIGATION MANUAL
Rev No. : 5
▪ Free surface effect in the tanks;

▪ Vibration due to frequent emergence of the propeller;
▪ Pounding stresses at the fore and aft ends of the ship.
6.2.1 AVOIDANCE OF HEAVY WEATHER
The Master is expected to make use of all information available to him in avoiding
areas of potentially damaging seas.
Avoidance of heavy weather by local routeing requires pro-active action by the
Master in estimating the effect of forecast weather conditions on the sea state and
diverting accordingly.
The company shall coordinate for weather routeing services, where necessary, for
vessels making a voyage through oceans frequently affected by severe weather.
Regardless of any advice received from a commercial weather routeing service, the
final decision on routeing always lies with the Master.
The response to a serious deterioration of weather conditions on passage should
include early consideration of options other than a simple alteration of course
and/or speed; such as reversing course before conditions become so bad as to
prevent it, or to heave to until conditions ahead improve.
When the ship encounters heavy weather, the Master may note Protest and must
thereafter submit a detailed report to the Company.
In all cases where damage has occurred (or is thought to have occurred) to the ship’s
structure, cargo and / or machinery, the Master is to ensure that a full assessment is
made of the condition and an accurate report submitted to the Company at the
earliest.
6.2.2 SPECIAL DUTIES OF THE OFFICER OF THE WATCH
The Officer of the Watch shall closely monitor the motion of the vessel in the
seaway, with particular regard for pounding, excessive pitching or rolling and
shipping water over the decks.
He shall call the Master if in any doubt as to the safety of the vessel or the safety of
personnel working on deck.
The frequency of weather observations recorded in deck logbook should be
increased. Where the wind is Beaufort 6 or over, hourly observations are required,
with special consideration for the barometric pressure and tendency.
The vessel shall be steered manually if the Officer of the Watch considers that the
automatic pilot is unable to cope adequately.

NAVIGATION MANUAL
Rev No. : 5
A helmsman/lookout shall be available on the bridge, ready to take over manual

control of the steering whenever required. When engaged on steering duties, an
additional lookout shall be posted on the bridge.
The Officer of the Watch should be aware that collision avoidance manoeuvres in
heavy weather need to be carried out well in advance and with greater caution due
to:
▪ Difficulty in maintaining a steady heading when the ship is moving in a
seaway;
▪ Response to rudder movements may be sluggish due to the variable weather
forces acting on the ship.
The Officer of the Watch should bear in mind that radar detection of targets during
heavy weather will be adversely affected by the high sea state. In particular, boats
and even small ships may be detected only intermittently, and targets close to the
ship may be indistinguishable from the sea clutter or may have their echoes
suppressed by over-use of the anti-sea clutter control.
The Officer of the Watch shall closely monitor and communicate with any personnel
who have to proceed on deck during conditions of heavy weather.
Such operations should be co-ordinated with the Officer of the Watch, and if
necessary, the speed and heading of the ship modified to ensure the safety of
personnel
Records
▪ OP-09 C Navigation in restricted visibility checklist
▪ OP-09 D Navigation in Heavy weather checklist
▪ Deck log Book.

NAVIGATION MANUAL
Rev No. : 7
ANCHORING AND AT ANCHOR Page : 1 of 24
7. ANCHORING AND AT ANCHOR

General
Anchor equipment is intended to temporarily moor a vessel within a harbour or
sheltered waters while awaiting berth or tide and not designed to hold vessels off
fully exposed in rough weather.
Class societies have unified rules for the design of anchoring equipment. The
maximum environmental loads are:
Current velocity: max. 2.5m/s
Wind velocity: max.25m/s.
No waves (sheltered waters)
Prudence must therefore be exercised in leaving the anchorage timely when the
weather deteriorates. The Overall responsibility of Anchoring procedures lies with
the Master.
7.1 ANCHORING
PLANNING FOR ANCHORING
Vessel shall identify a suitable anchoring position before entering the anchorage
area. The nature of sea bed, hazards such as proximity to foul ground has to be
considered while deciding the anchoring position.
Conduct a planned approach including speed reduction in ample time and orienting
the ship head prior anchoring to
▪ Same as similar sized vessel around (or)
▪ Stem the tide or wind whichever is stronger
Decide on which method of anchoring to be used and the number of shackles
depending on the depth of water, expected weather, and holding ground.
An anchor provides maximum holding power when its flukes are embedded in the
sea bed. This occurs when the anchor shank lies on the sea bed and the anchor cable
pulls horizontally at the anchor shackle.
When the pull increases, the cable lying on the sea bed is lifted off, creating a larger
angle above the horizontal. As the angle increases, the holding power reduces. As a
guide, a pull of 5 degrees above the horizontal reduces the holding power by 25%
and a pull of 15 degrees reduces the holding power by 50%.

NAVIGATION MANUAL
Rev No. : 7
Therefore, to maximise the holding power, the ratio between water depth and the
length of the chain – the scope number – is a key factor and class guidance is 6 to 10
scopes. The scope of the cable should be sufficient to ensure that, in fair weather, an
adequate length of cable will lie along the sea bed, allowing the cable to pull the
anchor horizontally. When this occurs, the cable rises gently into the hawse pipe.
This is why extra cable is paid out when the wind, sea, or current increases. The
curve of the cable, or catenary, absorbs any shock-loading when riding to wind and
sea. A catenary is necessary for the cable to have a horizontal pull on the anchor and
ensure maximum holding power.
We recommend the use of below formula which is as per Japanese Publication
Theory of Ship Operation in deciding the number of shackles that need to be used in
anchoring a vessel.
Fine weather: L=3d+90m (d=Depth of water in metres)
Rough weather: L=4d+145m (d=Depth of water in metres)
PREPARATION FOR ANCHORING
Accidents involving ships lying at anchor usually occur in the form of dragging anchor
and drifting without anchor holding power followed by collision and/or
grounding/stranding. The basic way of preventing such accidents is as follows: -
1. When Anchoring is Anticipated, the Following Considerations Must Be Taken into
Account to select a sheltered good anchorage: -
▪ Land configuration
▪ The bottom configuration
▪ Holding ground condition
▪ An appropriate depth
▪ Sufficient room
▪ Sheltered from such an external force as wind and sea
▪ Degree of congestion of other ships at anchorage
To prevent an accident in the event that the anchor drags
▪ Keep a safe distance from other ships
▪ Keep a safe distance from shallows/other facilities
2. Technical Measures While Lying at Anchor
▪ External forces associated with wind speeds, directions, wave height, wave
period, flow direction and flow velocity
▪ Ship type
▪ Hull dimensions
▪ Draught

NAVIGATION MANUAL
Rev No. : 7
▪ Trim
▪ Understanding the holding power of the anchor system
▪ Quantitative assessment of wind pressure forces
▪ Management of the main propulsion systems
3. Prediction and Early Detection of Dragging Anchor
▪ Understand fully the relationship between holding power and external forces
▪ To detect dragging anchor by observing the horsing motion
▪ To use track display function of ECDIS / RADAR /GPS
4. The Counter-measures To Be Taken After Dragging Anchor is Detected
▪ To weigh anchor and establish maneuverability as soon as possible
▪ To weigh anchor during the period of the swinging motion
Safe Distance from Other Ships, Shallows, and Other Facilities
Although it is essential to decide on the anchor position so as to avoid an accident,
even after dragging anchor, regrettably, there are no definite criteria to gauge the
safe distance from other vessels, shoals, and other obstructions.
The following items shall be considered when assessing the area which may be
needed while restoring manoeuvrability by using the main engine/rudder/bow
thrusters if the anchor drags.
1. A radius of swinging circle
A circle with a radius of minimum required length of anchor chain + the ship’s
LOA (See sec 7.2)
2. The speed of dragging anchor under wind pressure force
This is approximately 3 to 4 knots.
3. Required time to weigh anchor
In general, an anchor cable will be retrieved at a rate of about 9m/min
To retrieve 1 shackle takes about 3minutes.
It may not be possible to heave in a taught cable continuously, thus prolonging
the operation of weighing anchor.
4. Required time to prepare the main engine for use.
To have the main engine on standby beforehand, if dragging anchor is predicted.
5. The required time to attain sufficient propelling speed when restoring
manoeuvrability after the vessel has been forced to leeward with the wind on
the beam.

NAVIGATION MANUAL
Rev No. : 7
Prior to anchoring vessel must prepare an anchoring plan, which is to be discussed

with the relevant Bridge team members.
Prior to arrival at or off a Port, both anchors are to be cleared ready for use.
The Master is to ensure that chief Officer (or another experienced Officer having
adequate knowledge and training in anchoring operations in lieu) is in charge on the
forecastle during anchoring. It is essential that all personnel involved have read and
understood the maker’s instructions regarding operation of the windlass and are
aware of the capabilities and limitations of operation.
When preparing to anchor the Master is to brief the officer who is about to proceed
forward on
▪ Approximate anchoring position
▪ Method of approach
▪ Which anchor to use
▪ Depth of water
▪ Method of anchoring
▪ Final amount of chain to be walked out under power and the total scope of
cable to be used.
For deep water anchoring this briefing must include details of the timing and staging
of walking out the anchor and proposed engine movements.
Vessels with different windlass operating speeds to ensure that windlass are
operated only on low speed while anchoring and picking up anchor cable.
The following to be stencilled in the vicinity of windlass,
“Operate windlass only on low speed while anchoring and picking up anchor cable”.
The windlass shall be made ready well before arrival. It is important that timely
request for power is made by notifying the engineer on duty.
Bridge checklist (Book 7 – OP-09G) Preparation for arrival in port” should be
completed.
COMMUNICATION
Means of communication are to be tested prior to commencing anchoring
operations. The Officer in Charge of the anchor party shall verify that the required
Walkie-Talkies are operational and fully charged. If fitted, the talk-back system on
the forecastle shall be tested prior to anchoring operations.

NAVIGATION MANUAL
Rev No. : 7
PPE
The Personal Protective Equipment requirements must be adhered to. All personnel
must be well clear of the anchor chains and away from the path of any flying debris
such as rust particles when the anchor is let go.
APPROACH SPEED
Masters are to plan a gradual decrease in speed in order to attain a "Zero" ground
speed prior to lowering the anchor. When anchoring in an area with strong current,
it must be confirmed by GPS and/or Doppler or other means that the vessel is not
making speed over the ground.
ANCHORING PROCEDURE
The selected anchorage shall be plotted on the chart and the Master shall ensure
that there is sufficient room to swing even in unfavourable weather conditions. In
this connection, the Under-Keel Clearance shall include allowance for tide and swell,
and the size of vessel's own anchor and consideration shall be given to the vessel's
length and the length of chain used.
When the anchor is about to be released, it is important to remember, particularly in
large vessels, that the officer on the forecastle deck will often be the person in the
best position to decide when the vessel is stopped and making no way through the
water.
Unless special circumstances prevail, the process of anchoring shall be as follows:
When keeping the anchor ready, walked out to just above the water, the windlass
brake shall be engaged and the clutch shall be disengaged. Otherwise, if the
hydraulics are stopped, the weight of the anchor and chain may pull the hydraulic
motor backwards, which will damage the gear.
Likewise, if the anchor is walked out, it shall be stopped before reaching the bottom.
Otherwise swell and vessel's movements may cause sudden strain on the chain,
which - again - may pull the hydraulic motor backwards and damage the gear.
Routine anchoring is to be carried out at the Master’s discretion by either:-
▪ A combination of walking out the anchor to a predetermined depth and then
controlling the length of chain paid out on letting go by using the windlass
brake or
▪ By walking out the full intended scope of the chain under power.
Test results show that the speed of anchor free fall reaches 10m/sec after 50m when
an anchor is let go without braking. So, to say, 12 shackles (=330m) could totally run
out at 33seconds.

NAVIGATION MANUAL
Rev No. : 7
Preferred method of Anchoring in more than 40 metres of water depth is walking

back.
When the depth is less than 40m:
If the depth at an anchorage exceeds 20m, the possibility of damage to or loss of the
anchor and its cable becomes greater due to excessive running out speed if the
anchor is allowed to free fall. To avoid this hazard, when the ship arrives at the
intended place of anchorage the clutch of the windlass to be used shall be engaged,
the brake loosened and the anchor lowered by walking back into the water until the
anchor reaches about 5m above the bottom.
When the ship lies dead over the ground the chain and anchor should be lowered
until touching the bottom by releasing the brake.
When letting go, the brake should be applied in order to slow the veering rate until
the length veered is about 2m to 3m more than the water depth. At this time, the
brake should be applied to prevent the chain from piling up on the bottom and/or
running out in its entire length. And then the desired length of chain can be lowered
in the water as the vessel fall astern. To ensure safe anchoring, the veering rate must
be limited to 5 to 6 m/Sec using brake force. The ship stern way should be limited to
about 0.5 to 1 knot in order to avoid imposing excessive strain on the cable.
When the depth is more than 40m:
When the ship arrives at the intended place of anchorage the clutch of the windlass
to be used shall be engaged, the brake loosened and when the ship lays dead over
the ground the anchor shall be walked out until approximately half a shackle above
the bottom.
At this time, the brake shall be applied and the clutch disengaged. It shall again be
ascertained that the ship is laying stopped on the position, e.g. by observing the
chain. The desired length of chain should be paid out by releasing the brake, paying
out one shackle at a time, allowing the chain to tighten up before paying out the
next shackle thereby avoiding the vessel to pick up more speed than what can be
stopped by the anchor system.
The maximum water depth in which anchoring may be carried out is 100 metres.
Anchoring in deeper water is only to be carried out after preparing a level 2 risk
assessment and considering the heaving power of windlass and condition of
windlass. Marine Superintendent shall be informed in such cases.
Walk Back Speed
As a standard, the weighing chain speed is 15 cm/second. This corresponds to 0.3
knots of ship's speed. It means that ship's speed should be controlled to less than 0.3
knots against the direction the chain is leading.

NAVIGATION MANUAL
Rev No. : 7
The strength and direction of Wind / Current / Tidal Stream should also be taken into
consideration prior choosing the method of anchoring. Attempts must not be made
to anchor across the current or tidal stream. When all way has been taken of the
vessel the vessel’s head should be close to the direction of the stream and the bow
should not be swinging excessively.
Officer responsible for anchoring has to inform bridge if any boats are in close range
of the vessels bow. Proper steps have to be followed to prevent inadvertent release
of anchors. Remove anchor lashings only after confirming the Chain Stopper and
Brake is in place. Brake to be released only after engaging the windlass in gear.
Proper lines of communication have to be established and instructions need to be
clearly understood prior undertaking anchoring.
Before the anchor touches the bottom, the Master is to ensure that the water depth
indicated by the echo sounder corresponds to the charted depth in the planned
anchor position.
When the vessel is brought up, the chain compressor bar or tongue is to be properly
engaged across and bearing on the cable and the device for securing the bar or
tongue inserted in its closed position. The windlass is then to be left out of gear with
the brake firmly secured as a back-up to the chain compressor.
The IACS requirements in relation to the strength of the windlass brake and stopper
(guillotine) states: A chain stopper should withstand a pull of 80% of the breaking
load of the chain. The windlass with brakes engaged and cable lifters disengaged is
to be able to withstand a pull of 45% of the breaking load of the chain.
The guillotine/chain stopper housing is the strongest part of the anchoring
equipment and is designed to take the load of the cable when a vessel lies at anchor.
However, with age, the face of the guillotine/chain stopper is likely to get grooved at
the portion where the anchor chain touches the stopper. When grooved, the stopper
may allow the chain to slip from underneath. It is necessary that the face of the
guillotine/chain stopper is checked regularly and any grooving should be attended
immediately.
ANCHORING OF LARGE VESSELS
A major cause of anchors being lost in large vessels is the performance of the brake
during the anchor drop. This can be caused by the inefficiency of the brake, the
method of application or an excess of dynamic loading. These failures occur due to
the brakes inability to absorb energy in the process of arresting the moving cable
(dynamic load) rather than the inability to restrain movement of the anchored vessel
(static load).

NAVIGATION MANUAL
Rev No. : 7
In large ships, it is essential to ensure that the vessel is stopped before attempting to
anchor. In large vessels, the capability of the anchoring equipment to absorb the
momentum of the vessel is extremely restricted.
There are two generally accepted ways of anchoring large vessels:
1. With the vessel stopped over the ground, the anchor and cable are walked out
until half a shackle or less is off the bottom. The anchor is then disengaged and
let go on brake. The speed of cable flow is controlled by applying brake. Or,
2. The vessel is stopped over the ground. The anchor and cable are then walked out
under power until the complete length of cable required is paid out on the
seabed.
The disadvantages of method 1 are that if the cable is paid out too fast the anchor
and cable will pile up on the bottom leading to poor holding. Secondly, if the brake
fails then the cable will run out to bitter end with consequent damage.
The second method requires a controlled cable flow and an accurate estimation of
the vessel’s movement in order to prevent major damage to the vessel’s windlass. It
is essential the weight on the windlass is not excessive allowing the windlass to free
wheel.
In both cases it is essential that the vessel’s speed over the ground is as close to zero
as possible. This can be difficult to achieve particularly when anchoring offshore in
the deep-water anchorages frequently used by large vessels.
A Lloyd’s study in the 1980’s into the loss of anchors revealed that between 70 and
80% of all brake failures occurred while the anchor was being dropped. Masters are
guided that on vessels over 50,000 DWT the preferred method of anchoring is by
method 2. It is accepted that each and every situation is different and in all cases the
final decision rests with the Master.
Vessels anchoring in the proximity of submarine pipelines and submarine cables shall
exercise extreme caution and provide as much room as possible.
If the vessel drags anchor and causes damage to gas pipeline, vessel could face an
immediate hazard of loss of buoyancy due to gas aerated water or fire/explosion and
also result in an environmental hazard. Reference to be made to Chapter 9 of
Mariners Handbook (NP 100).

NAVIGATION MANUAL
Rev No. : 7
ASCERTAINING POSITION AT ANCHORAGE

The vessel cannot be considered "brought up" until it has been ascertained that the
anchor is holding. A vessel is said to be brought up when her way has stopped and
she is riding to her anchor, with her anchor holding. The term ‘come to’ and ‘got her
cable’ are sometimes said to be the same thing. This can be observed by the anchor
chain tightening up to a certain load and then slackening off to stabilise at a lesser
load. The officer in charge of the anchor party will know when the vessel is brought
up, by the cable rising up from the surface towards the hawse pipe when the brake is
holding it, also referred to as a long stay. Once the anchor has bitten the ground, the
vessel should then move towards the anchor, causing the cable to drop back and
make a catenary. The anchor should lead more or less straight ahead or fine on the
bow while doing so. If she should again lengthen her stay and shorten and continue
doing so, she has NOT brought up to her anchor.
If necessary, a "kick astern" can be used to obtain the appropriate weight on the
chain before it slacks up. If the chain is "jumping" or fails to slack up the anchor may
not be holding, and more chain should be paid out.
The above may not hold good in cases where the anchor is “walked back” all
through, as is done in the case of large vessels or deep waters in the absence of a
tide or wind which will help lengthen the stay. In such cases it must not be assumed
that the vessel is brought up and the position and swinging circle must be monitored
till the next change of tide till one is sure that the vessel is brought up.
This can also be cross checked by plotting vessels position and ensuring vessel is
within the swinging circle.
SECURING ANCHORS
On sailing from a port, anchors are to be hove home and secured before proceeding
into deep water. The following procedure is to be followed for securing an anchor:
▪ Heave anchor fully home and apply brake;
▪ Fit and tension the anchor lashing to ensure that the anchor is held secure in
the hawse during the voyage. Engage and secure the chain compressor bar or
tongue across the chain as a back-up during the voyage. If the bar or tongue
does not engage properly on the chain, then it is to be lowered across the
chain as far as possible and lashed down in this position in such a manner
that, if the cable does slip, the bar or tongue will fall into place across the
chain. Every effort should be made to rotate the chain to allow engagement
of the bar or tongue.
▪ Take the windlass out of gear;
▪ Seal the Spurling pipe and close the hawse pipe.

NAVIGATION MANUAL
Rev No. : 7
Following procedure shall be followed whilst alongside for removing a twist in the
anchor chain which prevents the chain stopper from engaging correctly:
▪ A thorough Level 2 Risk Assessment shall be carried out prior undertaking the
task.
▪ If the twist is caused by a ceased anchor swivel, this should be freed before
attempting twisting back the anchor chain.
▪ Large vessels with rather heavy anchor chains should carry out this job only
when in port.
▪ Walk out the anchor to the sea bed to ensure the weight of the anchor is off
the chain, i.e. the chain is slack.
▪ Take the weight of the anchor chain by usual chain lashings, including
additional, if required.
▪ The chain lashings have to be taken by passing the chain through one of the
lower links which is accessible in the hawse pipe (i.e. not the links
immediately below the guide, but at least two links inside the hawse pipe
from top).
▪ When the chain lashing(s) are adequately taken walk out the anchor chain
slowly, bearing in mind that the weight will now be taken by the lashings.
▪ You will now find the anchor chain between the chain lifter (gypsy) and the
roller guide getting slack.
▪ Continue to slack the chain under power till you find enough slack to turn
over the chain to remove the twist.
▪ With sufficiently long lashing, taking the load of the anchor chain, it may be
possible, during careful slacking/heaving, to twist the anchor chain to jump
90° in the guide roller without lifting it completely free of the grove.
▪ Sufficient manpower shall be available to handle and control the required
crow bars, chain block, rods, etc.
▪ It is important to ensure that the link at the guide roller is turned into the
same (horizontal/vertical) plane as fits into the cable lifter. Once this is met,
pick up slack on the chain, till the weight of anchor chain is taken by the
windlass.
▪ This will slacken the chain lashing(s), which can be removed.
▪ Lower the anchor chain a few meters and then heave it back.
▪ This time the anchor chain should come up in line, enabling the chain stopper
to fit.
CHECKING ANCHORS AT SEA
During sea passages a, thorough inspection of the anchor stowage and securing
arrangements is to be carried out daily. During heavy weather, this inspection is to
be carried out as frequently as the Master considers it necessary, prudent, and safe.

NAVIGATION MANUAL
Rev No. : 7
7.2 ANCHOR BEARINGS

When letting go the anchor the ship’s position and heading to be recorded in order
to calculate swinging circle which will assist in early detection of anchor dragging.
Calculation of Swinging Circle
The anchor position is plotted on the chart by marking a spot in the direction of the
ship’s head taking into account the distance of the bow from the location at which
the position was determined. For e.g., the wheelhouse or in case of electronic
position fixing the distance of the bow from the antenna of the concerned
equipment.
Using this position as the location of the anchor as centre, draw a radius which will
be the length of the cable paid out added to the distance of the bow from the
location at which the position was determined.
If the vessel’s position is found to be outside the swinging circle it is a sign that the
vessel has dragged her anchor and necessary procedures should be initiated
The swinging circle once calculated should be plotted on the largest scale chart and
updated on the Navigational aids such as GPS and ECDIS
After coming to anchor the ship’s position must be carefully established and then
checked by at least one alternative method.
The particulars are to be entered in the Deck Log Book. Frequent position checks are
to be made throughout the period at anchor.
7.3 ANCHOR WATCHES
An anchor watch is always to be kept when the ship is at anchor. Machinery and
personnel must always be in a state of readiness. The time required for the main
engine to be ready should be agreed and confirmed with the engine room. When
heavy weather is expected or experienced, the time required should be reviewed.
The Master should advise the Chief Engineer if the time to make engines ready
needs to be shortened.
The strength of the watch must at all times be adequate for the prevailing
conditions, bearing in mind the need for preservation of the ship’s safety and
security.
The approach of passing traffic is to be closely monitored when at anchor. Should
risk of collision be deemed to exist, or doubt arises as to other vessel’s intentions,
immediate contact must be established with the other vessel by any means.
The Officer of the Watch is to:-

NAVIGATION MANUAL
Rev No. : 7
▪ Ensure that the vessel exhibits the appropriate lights and shapes and that in
restricted visibility the appropriate sound signals are made;
▪ Ensure that an efficient lookout is maintained;
▪ Ensure that the state of readiness of the main engines and other machinery is
in accordance with the Master’s instructions;
▪ Determine and plot the ship’s position on the appropriate chart as soon as
practicable. This position is to be verified frequently by taking bearings of
fixed navigational marks and/or marks monitored by automatic radar plotting
aids or readily identifiable shore objects;
▪ Observe weather, tidal and sea conditions; Extent of yaw to be observed and
alert master in case of excessive yaw.
▪ Notify the Master if the vessel drags its anchor and undertake all necessary
remedial measures;
▪ Notify the Master if visibility deteriorates;
▪ Ensure that an inspection on the vessel is made periodically;
▪ In appropriate circumstances maintain anti-piracy precautions as laid down in
the Master’s standing orders, especially so in high risk areas / ports. Where
required request guidance from office and agents.
7.4 MAINTENANCE ON MAIN ENGINE WHILE AT ANCHOR
Other than in an emergency maintenance work that immobilises the main
propulsion system should not be carried out when the ship is at anchor without prior
approval.
Vessels may perform maintenance work while the ship is at anchor only if permitted
by the local authorities. Masters shall request the necessary information from the
shore authorities before commencing the maintenance work.
When the Chief Engineer deems that maintenance work is necessary, the following
instructions must be followed:
▪ The Fleet superintendent is to be informed.
▪ The Master shall give his approval based on the evaluation of: availability of
both anchors, suitability of seabed for anchoring and anchored position i.e.
whether in open sea or sheltered waters
▪ Good weather forecasts for the time required for the maintenance work
▪ All the weather forecasts available should be listened to during maintenance
operations.
7.5 HEAVY WEATHER AT ANCHOR
IACS Guidance - "In rough weather or frequent anchoring in open sea, the loads on
the anchoring equipment will increase to such a degree that its components may be
damaged or lost owing to the high energy forces generated"

NAVIGATION MANUAL
Rev No. : 7
"The anchoring equipment required by the Rules is designed to hold a vessel in good
holding ground in conditions such as to avoid dragging the anchor. In poor holding
ground the holding power will be significantly reduced"
For each vessel, the classification society calculates an Equipment Number by using a
formula, where the displacement of the vessel, the breadth of the ship and the
height from the summer load waterline to the top of the uppermost house, as well
as the profile view area of the hull, superstructures and houses above the summer
load waterline are included. Thus, the forces on the ship by current and wind from
both the front and the sides are taken into account. It is as per this calculated
Equipment Number, the mass of the anchor and the size of chain cable decided. The
formula is based on an assumption that the speed of the current may reach 2.5
m/sec (about 5 knots), and wind speed of 25 m/sec (about 50 knots), which
represent quite high forces, but it is also assumed that the vessel uses a scope
between 6 and 10, the scope being the ratio between length of chain paid out and
water depth. However, large ships at deep anchorages do not have sufficient chain
onboard to reach scopes of such magnitude.
When it comes to performance requirement of anchor windlass IACS
recommendation mentions that the performance of anchor windlass is taken into
account at just under a wind speed of 14 m/sec, a water current of 3 knots and an
anchorage depth of 100m.
If a ship is at anchor, the Master should bear in mind that wind and current forces
acting on the ship may be much larger than the calculations accounted for as above,
as larger ship side areas could be exposed, while the measurements entered in the
formula was taken from the summer load water line. The gale force winds create
dangerous and difficult conditions at the anchorage, and vessels in light condition
will be more vulnerable if they have to move away in bad weather, as both the
steering and the propulsion may be affected.
In case of weather being heavy on arriving at anchorage, Master’s may avoid
anchoring. In such case the Master shall immediately notify the office, owners,
Charterers, and other concerned parties of his intentions.
In case of weather being severe or if there are forecasts available of heavy weather,
the Master shall look into possibilities of picking up anchor as early as possible and
proceed to sea or sheltered waters. In such case he shall notify the office, owners,
Charterers, and all other concerned parties of the same.
Master’s decision should not be influenced by perceived commercial pressures such
as
▪ Consumption of additional bunkers for picking up and steaming

NAVIGATION MANUAL
Rev No. : 7
▪ Concerns that leaving an anchorage may affect vessel’s Notice of readiness or

her berthing schedule.
▪ Desire not to interrupt staff rest periods
If the weather is deteriorating to a condition where the wind force is above Force-6
on Beaufort scale along with swell of over 3 meters, Master’s should consult office to
discuss on course of action. This instruction is also to be followed when vessel is
proceeding into an anchorage in an inclement weather, or received a forecast of
similar weather condition
In the event that rapidly deteriorating weather is forecast, the Master must make
timely decisions whether to:
▪ take on heavy weather ballast before conditions deteriorate
▪ deploy an extra anchor
▪ pay out more anchor cable
▪ weigh anchor and depart the anchorage
▪ slip the anchor cable if necessary
▪ call for tug assistance
7.6 DRAGGING ANCHOR
Accidents involving ships at anchor usually occur when the anchor drags and the
vessel drifts without holding power, leading to collisions and/or groundings or
stranding’s. The following considerations should be taken into account:-
▪ It can take some time to realise the anchor is dragging, despite the ship
drifting. A vigilant bridge watch is, therefore, essential.
▪ It takes some time to weigh the anchor and restore the ship to full
manoeuverable condition, even though the ship may be drifting for that
period. Contingency plans must be in place to ensure rapid response times.
▪ During the period beginning with the detection of dragging to the time full
control is achieved over the ship’s manoeuverability, the vessel may run
dangerously close aboard, or into another ship or structure, or into shoal
water.
Traditional Means of Detecting a Dragging Anchor
▪ Checking the ship’s position, to confirm whether she is placed outside of a
turning circle.

NAVIGATION MANUAL
Rev No. : 7
▪ (The most currently reliable way of checking whether the anchor is dragging
is to carefully monitor the vessel’s position by visual and electronic means to
confirm whether it remains within a swinging circle defined by the scope of
anchor cable and the distance from the forecastle to the bridge. If it deviates
from the circle, the ship is likely to be dragging its anchor. Reliance should
not be placed on a single method of fixing the ship’s position. Cross-check
whenever possible with an alternative means.)
▪ The bow cannot stand against the wind.
▪ The ship’s side against the wind hasn’t changed.
▪ Checking to see there is no slacking of chains just before a ship’s side against
the wind turns.
▪ Checking whether there are extraordinary vibrations through the anchor
chains.
▪ Checking the course recorder in case it does not indicate a “sine curve
movement.
Anchor dragging occurs in two stages. It is important to make full use of the GPS,
ECDIS, and radar to detect dragging in the first stage, “swing dragging.” A dragging
anchor could lead to drifting and result in a vessel colliding, capsizing, or grounding.
It is therefore important to detect a dragging as early as possible to quickly regain
control of the vessel.
Anchor dragging occurs in two stages as explained below:
1st Stage: Swing Dragging:
The swinging body of the vessel results in pressure on the vessel’s lee side. This
condition is indicated by the “B” section of following diagram. If the vessel can
detect dragging at this stage, heaving up the anchor and regaining control of the
vessel is relatively easy.
2nd Stage: Pressurized Dragging
The ship’s body is pushed by the wind, resulting inconstant pressure on the vessel’s
lee side.
This condition is indicated by the “C” section of Diagram.

NAVIGATION MANUAL
Rev No. : 7
How to detect a dragging anchor

The common ways to detect a
dragging anchor are as follows:
• The ship is not positioned
where it should be.
• The ship’s heading is not
directed windward.
• The ship is receiving wind from
only the starboard side or the
port side.
• Anchor cable remains tight
even when the side of the ship
receiving wind changes.
• Anchor cable has unusual
vibration / noise.
In case of anchor dragging without control, in rough weather, there is imminent

danger to windlass which might get damaged with catastrophic results and
subsequent loss of anchor and chain cable. The vessel must leave well before the
weather conditions exceed the anchor system capabilities. Knowledge of the vessels
anchor system design, performance criteria and its limitations is essential.
Knowledge of the ship's manoeuvring characteristics and the particulars of the
anchorage are very important. Comprehensive risk assessment will enable sound
judgement and positive decision making when anchoring/anchored in open exposed
sea and heavy weather is expected.
In addition to the usual methods of checking the vessel’s position by reference to
fixed points described above, early prediction and detection of the dragging of an
anchor is also possible using the ship’s wake indicators in the ECDIS, RADAR and GPS
displays.

NAVIGATION MANUAL
Rev No. : 7
EMERGENCY MEASURES TAKEN AND THEIR EFFECTIVENESS AFTER DRAGGING

ANCHOR
Once an anchor starts to drag, immediate counter-measures should be taken. These
include weighing the anchor in order to restore a maneuvoerable condition and then
re-anchoring, seeking sheltering in an area where drifting is safe, or returning to the
open sea.
Should there be space around the ship with no other vessels lying at anchor, there
may be time to restore a controlled condition by stemming the wind and weighing
anchor.
1. Veering an Additional Cable and Use of the Second Anchor
Once a ship starts to be pressed to leeward, inertia increases and more power is
required to overcome it. At the very early stage of dragging, when the horsing
motion becomes apparent, and before the ship is pressed to leeward with increasing
speed, it may be beneficial to veer more cable, or to deploy a second anchor.
Nevertheless, the addition of more cable is not expected to increase significantly the
holding power of the system.
Adding cable to the first anchor is not seen as an effective means of stopping a ship
from being pressed and drifting to leeward.
2. Use of Bow Thruster
While dragging anchor and being forced to leeward, the use of bow thrusters to
make the ship come up into the wind may be effective. However, to be successful,
the minimum thruster power must be equal to the wind force on the bow.

NAVIGATION MANUAL
Rev No. : 7
3. Use of the Main Engine and Steering

In order to maintain a ship’s head into the wind, in conjunction with large rudder
angles, the required power of the main engine is approximately as follows: -
Wind Speed Engine Order
20m/sec Slow Ahead
Steering: Hard Over
25m/sec Half Ahead
30m/sec Full Ahead
In rough weather with the vessel rolling, pitching, and yawing, etc., different engine
settings may be needed, always bearing in mind the need to avoid propeller racing.
DIFFICULTY IN MAINTAINING MANOEUVERABILITY
If the ship swings broad on to the wind and begins to move to leeward, considerable
time and space may be required before effective control can be restored by using
the main engine, rudder and bow thruster.
It should be remembered that when the propeller is working the effect of the bow
thruster will be decreased by about 20% per 1knot of ahead speed.
In other words, at about 5 knots, the effect of the bow thruster is negated.
SHIP’S OPERATIONAL SAFETY MEASURES FOR ANCHORAGE AND THEIR EFFECTS
Counter Measures Effectiveness Remarks
Increase draught by Ship’s weight is increased so Consider stability issues.
taking in ballast that vessel’s motions (Horsing)
water are decreased.
Trim by the head The point of action shifts Consider stability issues.
afterward and tends to Maintain propeller immersion.
decrease the horsing motion.
Veer more anchor Increases anchor chain holding Consider that weighing anchor
cable factor. Extended catenary is difficult in rough sea
length absorbs more external conditions and more time will
force on anchor. be required to weigh the
anchor.

NAVIGATION MANUAL
Rev No. : 7
Counter Measures Effectiveness Remarks

Drop the other Can reduce yawing and horsing Consider amount of second
anchor motion by half, and reduce cable required is one and a half
force on anchor by 30% to times the depth of water.
40%. Consider the possibility of
fouling the cables, particularly
when pitching heavily.
From the outset of Riding to two anchors is said to Danger of fouling an anchor if
anchoring, to deploy increase holding power and to the vessel is turned under the
both anchors decrease horsing motion. influence of wind and/ or tide.
Use of bow By stemming the wind, this can The possibility that extended
thrusters effectively reduce the horsing use of the bow thrusters may
motion and ease cable tension. not be possible for technical
If the power of the bow reasons. Ensure that the bow
thruster is 80% of the wind thrusters are kept submerged
force on the bow, it is said that when the ship is pitching and
width of oscillating motion and rolling.
impact force are diminished by
about 40%.
Use of the main This can be an effective Do not allow the vessel to pay-
engine in deterrent to the horsing off suddenly when the tension
combination with motion and will relieve the on the anchor cable has been
steering tension on the anchor and eased as a sudden increase in
cable system. tension may break-out the
anchor. Do not allow the vessel
to override the anchor,
particularly in shallow water
where the vessel could impact
on the anchor if pitching.
7.7 EMERGENCY DEPARTURE FROM ANCHORAGE

There may be many conditions under which emergency departure from anchorage
may be considered by the Master. The below list may not be all inclusive;
• Wind force is greater than or equal to Beaufort scale 6 consistently
• Own Vessel drifting towards shallow waters
• Own vessel drifting towards another vessel
• Another vessel drifting towards own vessel

NAVIGATION MANUAL
Rev No. : 7
• Vessel closing dangerously towards each other while swinging at anchor
On identification of such condition vessel may consider the below;

• Prepare main engine for immediate manoeuvring
• Call anchor team to attend station for immediate departure
• Ask for engine room services required
• On heaving anchor, move away from danger.
Slipping of anchor chain from bitter end can also be considered in circumstances of
rapidly deteriorating weather or approaching imminent danger where the below sub
condition might be encountered;
a. Failure of the Windlass system and vessel is unable to heave anchor.
b. The heaving speed is insufficient to avoid imminent danger.
c. Condition hazardous to man and work on forecastle.
If vessel decides to depart by slipping cable from anchorage, she shall take following
actions:
• Identify the position where anchor was slipped
• Inform office.
• Notify agent and port authorities. If port permit, drop the marker at the
position of anchor release.
• Inform Class and flag of the vessel. Get dispensation from flag
• Notify P & I club
7.8 CARGO OPERATIONS IN CONGESTED ANCHORAGE:
For vessel carrying out cargo operations in congested anchorages viz. for Tankers –
Karimun, Tanjung Pelepas, Pasir Gudang etc, For Containers – Hong Kong MID & Bulk
Carriers – Sampit , Indonesia, Alexandria - Egypt , Chittagong –Bangladesh etc, there
is a high risk of Collision / Allison at anchorages due very less distance off vessels and
many vessels manoeuvring in close range.
The following are the dangers while performing STS / Bunkering operations at
congested anchorages.
▪ Minimum distances between anchored vessels.
▪ Strong local currents. This is particularly true in Chittagong where tidal
currents can be as high as five (5) to six (6) knots, that cause a vessel to drag
anchor. This situation can be more hazardous when other vessels are made
up alongside, or that hinder the ability to manoeuvre the anchored vessel;

NAVIGATION MANUAL
Rev No. : 7
▪ There is a common practice in Chittagong anchorage of making up another

vessel alongside in order to conduct ship-to-ship (STS) cargo lightering
operations or in Singapore anchorages to conduct bunkering operations.
These situations can increase the forces on the vessel’s anchor and ground
tackle;
▪ The lack of situational awareness by navigation watch officers in not
detecting or responding in a timely fashion to their vessel dragging anchor or
failing to alert other vessels in the vicinity; and,
▪ Ineffective coordination between the vessel’s Master and the Pilot when
agreeing on where the vessel will be anchored and the local conditions.
▪ It must be noted that one single anchor is insufficient to hold multiple vessels
especially under the influence of external factors such as wind and current.
Vessels are required to carry out a Level 2 Risk Assessment which shall address this
hazard particularly and appropriate control measures shall be in place.
An effective Anchor Watch is required in all such cases.
7.9 PORT NAVIGATION, CANAL NAVIGATION AND RIVER NAVIGATION
During navigation in ports, canals and rivers, anchor lashing shall be removed, and
the windlass made ready for use. In navigating these areas, the Master shall carefully
evaluate under which conditions a watch should be positioned on the forecastle to
ensure that anchoring may be carried out at short notice.
7.10 HEAVING IN OF ANCHORS
Utilising engine power, thrusters, and rudder for easing the weight on the windlass
may be considered, especially if the chain leads round the stem (the bulb).
If possible, the chain should be spray-washed when heaving in.
Heaving the anchor into the hawse pipe shall be effected at a low rate of speed in
order not to damage the chain. Anchors are known to have jammed in the hawse
pipe by incorrect heaving. To prevent this, it is important that the chain has been
cleared of turns and that the anchor is placed correctly in the hawse before final
hauling-in is done. The Master shall ensure that officers are familiarised with the
procedure of anchoring and are made aware of circumstances particular to the
individual ship in preparing for anchoring and weighing of anchor.
If the chain has a turn in it, an attempt should be made to clear the chain by using
engine and rudder if available room and weather conditions permit. If that is not
possible an attempt by hauling-in and lowering, letting the anchor untwist itself
whilst slowly recovering same should be made.

NAVIGATION MANUAL
Rev No. : 7
In a port or in roads where lack of room necessitates anchoring with 2 anchors, it is

recommended that tugs assist in clearing the turns, whereby time is saved and
greater stress is avoided.
Attention is made to the problem in some vessels where the chain did not stack
correctly in the chain locker.
When anchor is heaved under adverse weather conditions, the Bridge has to be
adequately manned with watch Level 2 and Chief Officer has to be in charge at the
Forecastle deck to supervise the operation. There has to be adequate manpower to
assist the Chief Officer to assist in the operation. The Master should discuss the
heaving operation with the Chief Officer prior heaving. The windlass gear should not
be engaged without explicit permission from the Master.
There are three main difficulties in recovering anchors, namely:
▪ The anchor fluke gets caught under a rock, or a crevice, or in a wreck. This
happens rarely but, if it does, will result in a bent fluke. The vessel must
avoid anchoring on a rocky sea bed because, in addition to being a very poor
holding ground, there is a risk of damage on recovery;
▪ The clutch may jump out of engagement. This have frequently lead to anchor
loss due to the fact that the crew are normally quite unprepared for it, do not
get the brake on in time, the cable runs out too fast to arrest and the anchor
is easily lost;
▪ The depth of water anchored at, turns out to be too deep for the windlass
being able to recover the anchor and cable.
The anchor winch motor is typically designed to lift the anchor and three lengths of
chain (82.5m).
7.11 MAXIMUM ANCHORING DEPTH
Whilst weighing anchor, the maximum load on the windlass will occur as the anchor
just leave the bottom. The combined weight of anchor and cable at this stage must
never exceed the hauling capacity of the windlass. A notice can be posted on the
bridge stating windlass hauling capacity and maximum anchoring depth basis “up
and down” weight of anchor and chain cable. Due allowance must be given for
efficiency reduction of a ‘not new’ windlass. It is generally recommended by the
industry that a 10 to 20 percent allowance be deducted from the hauling capacity of
the windlass to allow for age and friction
The following calculations are a guide for safe anchoring in deep water.
Rated Windlass hauling capacity = 61.8 Tons @ 9 Meters / min
Windlass hauling capacity after 10% allowance = 55.62 Tons

NAVIGATION MANUAL
Rev No. : 7
Weight of Anchor = - 16.7 Tons

Permissible weight of anchor chain = 38.92 Tons
Total weight of anchor chain (P & S – 14 Sh each) = 220.2 Tons
Weight of each shackle = 220.2 / (14 x 2) = 7.86 Tons
Permissible shackles of chain = 38.92 / 7.86 = 4.95 shackles of 27.5 m each
Length of 4.95 shackles = 4.95 x 27.5 = 136.1 Meters
Less height of gypsy above water line
E.g. Ballast Condition = 23.7 Meters
E.g. Loaded Condition = 11.0 Meters
Maximum depth of water for anchoring

Ballast Condition = 112.4 Meters
Loaded Condition = 125.1 Meters
7.12 CALCULATION OF HOLDING POWER OF THE ANCHOR

Reference shall be made to checklist for calculation of Holding Power of the anchor.
The formula may be used to calculate the holding power of vessel's anchor and
anchor chain. You can get the minimum necessary length of the chain under the
external force you input.
7.13 EMERGENCY ANCHORING
It is fortunately rare to have to anchor a ship in an emergency. In most
circumstances it is unlikely that the ship's anchors would be capable of stopping a
large vessel if the rate of drift at the time of deployment is in excess of about a half a
knot. As anchor holding power is not proportional to vessel size, the larger the
vessel, the less effective emergency anchoring is likely to be in arresting the vessel's
motion. Despite this, in an emergency every available means, including use of the
anchors, should be considered for use. The factors likely to impact on the success of
emergency anchoring include:
▪ Size of the vessel
▪ speed over the ground
▪ steepness of the seabed and proximity of shoals
▪ nature of the seabed and anticipated holding power of the anchors
▪ environmental conditions

NAVIGATION MANUAL
Rev No. : 7
▪ condition of the ship's propulsion and steering systems

▪ status of the anchoring equipment
▪ availability and capability of tug support.
In emergency situations it is recommended that anchors are made ready for use at
the earliest opportunity. If the water depth is deeper than the length of the available
cable, the anchors may be walked-out to about 3 shackles in the water and then the
brake and chain stopper applied. The anchors and cable may have the effect of a
drogue and may also help to keep the ship's head to the weather.
If the water depth is suitable, it may be possible to slow or stop the vessel's drift
by lowering the anchors on the brake until such time as they start to drag along the
seabed. The actual length of cable deployed will vary with the depth of water and
the vessel's size. For larger vessels, the amount of cable on the bottom should
initially be short but can be gradually increased as the ship's speed decreases. This
action should bring the ship's head into the weather and slow her speed over the
ground. This is unlikely to be successful on a rocky seabed but should still be
attempted.
Records
▪ OP 09G – Preparation for arrival at port.
▪ OP 16- Calculation of holding power
▪ OP 09H- Anchor watch Checklist

NAVIGATION MANUAL
Rev No. : 9
BRIDGE EQUIPMENT Page : 1 of 14
8.1 GENERAL
It is essential that the performance and efficiency of all Navigational Equipment is
constantly monitored and checked.
The Master is to be advised immediately of any suspected malfunction of Bridge
Equipment.
8.2 CHRONOMETERS (IF AVAILABLE)
The chronometer must be treated with great care and no adjustment of any sort is
to be attempted.
Particulars of battery renewal-dates must be recorded, and preferably attached to
the chronometer. The Master must ensure that fresh batteries are available in good
time before the due renewal date.
Chronometer errors are to be checked daily and the findings recorded in the
Chronometer Rate Book.
8.3 CLOCKS
At Sea, Bridge and Engine Room clocks must be checked and synchronised daily.
They should also be checked and synchronized when engines are put on standby for
manoeuvring. No further clock alterations may be made during periods when
engines are on standby.
8.4 RADARS/ARPA
Radar is a valuable aid to navigation, but its use is subject to important limitations
which must be thoroughly understood by every Deck Officer. Correct interpretation
of the radar picture is of extreme importance.
Full use of radar equipment is to be made at all times. X-Band Radar must be kept
“ON” at all times while at sea. Radar must not be regarded as a substitute for a good
all-round look-out. The OOW must ensure that range scales employed are changed
at sufficiently frequent intervals so that echoes are detected as early as possible. It
should always be borne in mind that small or poor echoes may escape detection.
The angular width and bearing of any shadow sectors should be recorded and
displayed on a diagram adjacent to the radar display and kept up to date following
any change that might affect shadow sectors.
The heading marker is to be checked each watch for accuracy within 1 degree of the
vessels heading and must be aligned as soon as practicable whenever it is found to
be substantially misaligned.

NAVIGATION MANUAL
Rev No. : 9
When an Automatic Radar Plotting Aid (ARPA) or Radar with electronic plotting is
used, the limitations of electronic plotting must not be overlooked and this method
must not be used to the exclusion of other plotting methods. For collision avoidance
information to be accurate, vessel’s speed must be ‘through the water’ and not ‘over
the ground’. In areas of strong current or tidal flow
these errors can be significant. In vessels where the speed log cannot provide speed
through the water at all times a warning poster is to be posted pointing out the
potential errors.
The ARPA alarms must be appropriately set. The CPA/TCPA alarm limit has to be in
accordance with the CPA/TCPA limit as given in the Master’s Standing orders.
Radars performance to be checked as per makers recommendations. If not specified
by the manufacturer, performance of the radars must be checked before the vessel
proceeds to sea and at least once every 4 hours whilst the vessel is at sea .
Performance checks may be either by using a performance monitor built into the
equipment or by utilising known targets. Brief details of these checks are to be
entered in the Deck Log Book. Reference Values to be obtained from the maker’s
manual such as attenuation value of transmitter and receiver should be entered in
the Deck Log book for checking the performance of the Radars on board.
Officers must be aware of the dangers of using excessive sea or rain clutter which
can obliterate small or weak targets. When in use, regular checks must be made to
ensure that the use of anti-clutter is not excessive.
Brief details of all maintenance carried out should be entered in the Radio and Radar
Maintenance Log.
Depending on requirement and interface provided one or more RADAR is connected
to vessel’s VDR. Bridge team must identify, and mark RADAR (s) connected to VDR.
8.4.1 RADAR MAPPING
Company discourages use of radar mapping on board vessels due to high probability
of errors while making manual inputs and due to other inherent limitations.
8.5 ELECTRONIC AIDS TO NAVIGATION
The Master and Deck Officers are to recognise the known limitations of all
navigational aids. Watch keeping Officers must always be conscious of the possibility
of error in the ship’s navigational equipment. Constant checks and counter checks
are essential. Significant errors can occur in electronic systems due to manual input
of inaccurate data e.g. Speed

NAVIGATION MANUAL
Rev No. : 9
8.6 AUTOMATIC PILOTS

Hand steering & NFU is to be tested and logged each Watch. All changes of steering
mode are to be supervised by the Officer of the Watch who will also ensure that
control has been established in the relevant mode by alternating the course setting
or helm +/-5 degrees and observing rudder response. Any changes of watch on the
bridge must be accompanied by a positive report on the status of the steering
systems. Any subsequent change of steering systems or their status must also be
reported by the Officer of the Watch to the Master when he has the con.
The Officer of the Watch must take into account the need to station the helmsman
and to put the steering into manual control in good time to allow any potentially
hazardous situation to be dealt with in a safe manner. With a ship under automatic
steering it is highly dangerous to allow a situation to develop to the point where the
Officer of the Watch is without assistance and has to break the continuity of the
lookout in order to take emergency action.
Hand steering must be utilised in all circumstances of close quarters and when
manoeuvring.
It should be noted that in some areas the use of auto-pilots is forbidden on certain
vessels. Masters are required to ascertain local regulations prior to arrival and
comply accordingly.
The use of auto-pilot is not recommended when navigating in areas with high traffic
density, narrow channels and traffic separation schemes and other restricted waters.
The auto-pilot may not be efficient enough to turn the vessel spontaneously while
navigating in such areas demanding swift alterations and manoeuvres to avoid
collision or close quarter situations.
When the automatic pilot is used in areas of high traffic density, conditions of
restricted visibility, or any other hazardous navigational situations, the master shall
ensure that:
▪ It is possible to immediately establish manual control of the vessel’s steering;
▪ A competent person is ready at all times to take over steering control; and
▪ The changeover from automatic to manual control of the vessel’s steering
and the reverse is made by, or under the supervision of, the master or officer
of the watch.
Clear Instructions are to be posted at the steering console describing the changeover
procedures from auto to manual steering and additionally to all follow up systems
and vice versa. Master to ensure that all Bridge Team members are aware of this
switch over procedure.

NAVIGATION MANUAL
Rev No. : 9
8.7 GYRO AND MAGNETIC COMPASSES

8.7.1 GYRO COMPASS
The gyrocompass is to be run continuously. Should it stop for any reason, it must be
restarted in accordance with manufacturer’s instructions then checked before use to
ensure it has “settled” and is reading correctly.
Latitude and speed corrections must be applied, where necessary by a designated
officer. Repeaters are to be checked for synchronisation with the gyro at least once a
watch. The gyro alarm is to be checked daily. As a safeguard against the gyro and
gyro repeaters wandering, frequent comparisons should be made between the
magnetic and gyrocompasses. Care should be taken to monitor errors induced by the
ship’s manoeuvring as such errors can reach 5 degrees or more. Should the
Gyrocompass be found to be malfunctioning or unreliable, the vessel must
immediately revert to hand steering using Magnetic compass and a helmsman
assigned until such time as the fault is remedied and the gyro fully settled and
tested. Errors shall be checked prior to reverting back to automatic pilot.
The gyrocompass is to be serviced according to the recommendations in the maker’s
instruction manual.
8.7.2 MAGNETIC COMPASS
Vessel shall be swung once a year by the master and a deviation card prepared. The
Magnetic Compass adjustment must be made by a duly authorized compass
adjuster. Magnetic Compasses shall be adjusted when:
▪ They are first installed or replaced,
▪ They become unreliable,
▪ The ship undergoes structural repairs or alterations that could affect its
permanent and induced magnetism or after a long lay up,
▪ Electrical magnetic equipment close to the compasses is added, removed, or
altered,
▪ A maximum period of two (2) years has elapsed since the date of the last
adjustment and record of compass deviations has not been properly
maintained or the record of deviations are excessive or when the compass
shows physical defects,
▪ Deviation exceeds five (5) degrees taking into account the variation of the
place and the method used.
▪ Some flag require the compass to be shore adjusted in a specific period (Eg
Malta ;3Y). In such cases flag rule shall be adhered to.
Observation should be made, every watch when conditions permit, to determine
and record compass error and deviation. This may show the need for repair, testing
or adjustment or if the records are not correctly carried out.
NAVIGATION MANUAL
Rev No. : 9
If vessel has a spare magnetic compass the same should be stowed in an inverted
position and must be bubble free.
For vessels fitted with a Transmitting Magnetic compass (TMC), a weekly test routine
( only in open seas and due consideration to traffic density ) of Auto pilot on TMC to
be carried out and logged.
8.8 ECHO SOUNDER
The echo sounder is a valuable navigational aid and is to be used whenever
appropriate, and in all cases when making landfall, prior to approaching coastal,
restricted or shallow waters, and for port entry/departure.
Echo Sounder must be switched on and depth must be recorded when in depths of
less than 50 meters. The echo sounder recorder paper is to be clearly marked with
the date, time, range and initialled by the OOW at the instant of starting and
stopping. Used recorder rolls are to be retained onboard for a minimum period of
two years. Whenever the ship’s position is established or verified with the aid of
soundings, the particulars are to be recorded in the position / echo sounder Log
Book. Sufficient paper rolls and spare Stylus to be carried on board at all times. If the
vessel is fitted with digital echo sounder, sufficient backup arrangement shall be
available as per maker’s recommendation.
In areas where the CATZOC level ‘D’ or ‘U’, Echo Sounder must be kept on
throughout.
Performance of the echo sounder should be tested on all ranges and scales and also
verified against depths shown on the chart. The depths obtained from Echo sounder
and the depths shown on the chart shall be recorded in the position / echo sounder
log book.
Alarm setting on the Echo Sounder should be in accordance with the Passage Plan
UKC requirements. The value of anticipated Dynamic UKC as obtained from UKC
calculation should be used as the grounding line on the Echo Sounder and alarm set
at that value. During the passage, if there is an alarm, master should immediately
reduce speed and investigate the reason for same and take corrective action.
In case of paperless systems, backup must be saved for the voyage.
8.9 EMERGENCY NAVIGATION LIGHT AND LIGHT SIGNAL SYSTEM
Navigation Lights and backup system along with alarms are to be checked daily while
the signal systems and navigational shapes are to be checked weekly.
OOW must be aware of the procedures for testing navigation lights and actions in
event of failure. Procedures for test must be displayed at place.

NAVIGATION MANUAL
Rev No. : 9
Daylight signalling system (Aldis Lamp) must always be kept in a good working order
and be connect to a secondary source of power.
8.10 SPEED LOGS
If possible, speed logs are to be in operation at all times. During operation, they are
to be regularly checked for errors.
Readings of distance through the water are to be entered in the deck log at the end
of each watch and at times of establishing and logging of the ship’s position and
when the course or speed are changed.
8.11 COURSE RECORDERS
Course recorders where fitted are to be run continuously while the vessel is
underway and at anchor. The time scale is to be set to UTC on a daily basis and prior
to each stand by. The Navigating Officer is responsible for ensuring that the course
recorder is properly set up. After carrying out the checks, Paper is to be marked with
date/time initialled by OOW each day at noon and at the commencement and end of
Sea passage. Sufficient spare paper rolls to be carried on board at all times.
8.12 OFF COURSE ALARM
The off-course alarm should be used when the vessel is being steered by the
automatic pilot or when hand steering for long periods. The off-course limit settings
should be checked every time the off-course alarm is put into operation.
8.13 MANOEUVRING CHARACTERISTICS
A “poster” showing the vessel’s manoeuvring characteristics shall be prominently
displayed in the wheelhouse to comply with IMO/USCG requirements for
manoeuvring information.
8.14 ECDIS, ENC AND ECS
Refer Ch.10 of this manual
8.15 AUTOMATIC IDENTIFICATION SYSTEM (AIS)
Ships fitted with AIS shall maintain AIS in operation at all times except where
international agreements, rules or standards provide for the protection of
navigational information.
Some port authorities may request that the AIS is kept on when a ship is alongside.
The AIS operates on a VHF frequency and transmits and receives information
automatically, and the output power ranges between 1 watts and 12.5 watts.
Automatic polling by another station (e.g. by port authority equipment or another
ship) could cause equipment to transmit at the higher (12.5 watt) level, even when it
is set to low power (1 to 2 watts).

NAVIGATION MANUAL
Rev No. : 9
If the AIS is not interfaced with either a radar or electronic chart display, it should be
positioned adjacent to one of them.
8.15.1 SECURITY:
Please also refer to the Ship Security plan.
If the master believes that the continual operation of AIS might compromise the
safety or security of his/her ship, the AIS may be switched off. This might be the
case in sea areas where pirates and armed robbers are known to operate. Actions of
this nature should always be recorded in the ship’s logbook together with the reason
for doing so. The master should however restart the AIS as soon as the source of
danger has disappeared. However, in cases where piracy attacks are known and if
the vessel is following a convoy or where naval vessel’s assistances are available, the
AIS may be kept on for the tracking by naval vessels.
8.15.2 COLLISION AVOIDANCE
The purpose of AIS is to help identify vessels, assist in target tracking, simplify
information exchange (e.g. reduce verbal mandatory ship reporting) and provide
additional information to assist situational awareness. The data received via AIS will
improve the quality of the information available to the OOW. When used with the
appropriate graphical display, the AIS enables provision of fast, automatic
information by calculating Closest Point of Approach (CPA) and the Time to Closest
Point of Approach (TCPA). The voyage related information, shall be manually
updated during the voyage and confirmed during every watch.
AIS information may be used to assist in collision avoidance decision-making. Once
the ship has been detected, AIS can assist in tracking it as a target. By monitoring the
information broadcast by the target, its action can also be monitored. Changes in
heading and course are for example, immediately apparent, and many of the
problems common to tracking targets by radar, namely clutter, target sweep as ships
pass close by and target loss following a fast manoeuvre, do not affect AIS. AIS can
also assist in the identification of targets, by name or call sign and by ship type and
navigation status.
When using the AIS for anti-collision purposes, the following cautionary points
should be borne in mind.
1. AIS are an additional source of navigation information. It does not replace, but
supports, navigation systems such as radar target tracking and VTS and
2. The use of AIS does not negate the responsibility of OOW to comply at all times
with the collision regulations.

NAVIGATION MANUAL
Rev No. : 9
The OOW should not rely on AIS as the sole information system, but should make
use of all safety relevant information available. Short safety-related messages are
only an additional means of broadcasting maritime information.
8.15.3 LIMITATIONS OF AIS
Ships, in particular leisure craft, fishing boats, warships and some coastal shore
stations including VTS centres might not be fitted with AIS.
Ships nearby fitted with AIS as mandatory carriage requirement might switch off AIS
under certain circumstances by professional judgement of the master of that vessel.
Transmission of erroneous information implies risk to other ships as well as own
ship. The accuracy of the AIS information received is only as good as the accuracy of
the AIS information transmitted. Poorly configured or calibrated ship sensors
(position, speed and heading sensors) might lead to incorrect information being
transmitted. Incorrect information about one ship displayed on the bridge of another
could be dangerously confusing.
It would not be prudent for the OOW to assume that the information received from
other ships is of a comparable quality and accuracy to that which might be available
on the own ship.
8.15.4 ADDITIONALLY, FOR TANKERS:
All tankers shall change over to low power output while in port. When alongside a
terminal or port area where hydrocarbon gases may be present, either the AIS
should be switched off or the aerial isolated and the AIS given a dummy load.
Isolating the aerial preserves manually input data that may be lost if the AIS was
switched off.
If necessary, the port authority should be informed.
When alongside terminal or port areas where no hydrocarbon gases are likely to be
present, and if the unit has the facility, or on request of the Port control, the AIS
should be switched to 1 watt output mode(Tanker mode),which prevents it from
transmitting on a higher range even when automatically polled. If the AIS is switched
off or isolated whilst alongside, it must be reactivated upon leaving the berth.
8.16 MAIN PROPULSION CONTROL SYSTEMS, BRIDGE CONTROL SYSTEMS AND ENGINE
ROOMS OPERATING UNDER UNMANNED CONDITIONS
Several instances of poor understanding by OOWs and engine room staff of the
operation of bridge engine control systems have resulted in incidents. This includes:
▪ Lack of understanding by bridge and engine room staff of the override
mechanisms for the bridge control programmes which limit or control rpm
changes;

NAVIGATION MANUAL
Rev No. : 9
▪ Lack of familiarity with the procedures to transfer control to the engine room
in an urgent situation.
The Master must ensure that all OOWs and Engine Room Staff are thoroughly
familiar with the operation of main propulsion machinery control systems including
all overrides and emergency operating procedures Manual Control etc. New joining
deck and engine room officers must receive this instruction immediately on joining
from a senior officer as part of their familiarisation training and shall not on any
account to be involved in any manoeuvre until this has been completed.
The Master must also ensure that proper instructions for the operation of the main
propulsion machinery are posted on the bridge and in the engine control room.
These instructions must include procedures for all routine and emergency control of
the main propulsion machinery. Where operation of any control e.g. Emergency
override of the main engine could have serious consequences in the event of
incorrect use, then this must also be clearly stated. These instructions must be
displayed on permanent plates, which if not fitted, must be arranged by Masters in
consultation with the management office.
Testing of emergency overrides, stops and local control machinery is to be logged.
8.16.1 SHAFT ALTERNATORS
Some vessels may be fitted with shaft alternators from which the vessel’s main
electrical supply can be generated. Officers must understand that the stopping of
the engine (hence the shaft) upon which the alternator is operating could result in
the complete loss of power from all main engines and some auxiliaries.
In vessels fitted with shaft alternators, all Officers should be aware that the action of
changing from shaft alternator power to diesel alternator power (or vice-versa) can
occasionally result in total loss of all power. The OOW should ensure, as far as
practicable, that the vessel is clear of other traffic and is down-wind / down-tide of
other navigational hazards when the change of power source is made. The ER will
expect suitable notice for the change-over, which is to be affected in good time (at
least 30 minutes) before manoeuvring is requested.
8.17 LONG – RANGE IDENTIFICATION AND TRACKING SYSTEMS (LRIT)
The Long-Range Identification and Tracking (LRIT) system provides for the global
identification and tracking of ships.
The obligations of ships to transmit LRIT information and the rights and obligations
of SOLAS Contracting Governments and of Search and rescue services to receive LRIT
information are established in regulation V/19-1 of the 1974 SOLAS Convention.
Ships shall automatically transmit the following long-range identification and
tracking information:

NAVIGATION MANUAL
Rev No. : 9
▪ The identity of the ship;

▪ The position of the ship (latitude and longitude); and
▪ The date and time of the position provided.
All navigating officers should be aware of the equipment location and operating
principle.
A ship engaged on an international voyage may switch off its LRIT equipment only
when it is permitted by its Flag Administration, in circumstances detailed in SOLAS
V/19-1.7, or in paragraph 4.4.1, of resolution MSC.210(81), as amended by
resolution MSC.254(83) as below;
“When a ship is undergoing repairs in dry-dock or in port or is laid up for a long
period, the master or the Administration may reduce the frequency of the
transmission LRIT information to one report every 24-hour period, or may
temporarily stop the transmission of such information.”
8.18 VOYAGE DATA RECORDER
The purpose of a Voyage Data Recorder (VDR) or Simplified Voyage Data Recorder
(S-VDR) is to store (in a secure and retrievable form) 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.
This information is for use during any subsequent investigation to identify the
cause(s) of the incident.
Dedicated reserve power source means a secondary battery, with suitable automatic
charging arrangements, dedicated solely to the VDR, of sufficient capacity to operate
it for a period of 2 Hours.
1. The VDR/SVDR equipment installed should be in accordance with Resolution
MSC.333(90) that provides the performance standards of shipborne VDRs.
2. Master shall ensure that:
▪ All duty officers are familiarized with VDR/SVDR (as part of deck officer’s
familiarization with bridge equipment’s using Deck Officer's Handing / Taking
Over report)
▪ Ship specific procedure to save and download the VDR/SVDR data in case of
an emergency is made and posted close to VDR and is also available in the
PMS. All officers are familiar with downloading and playing data.
▪ Annual testing of VDR/SVDR is carried out by the manufacturer or by a
person authorized by the manufacturer. The records shall be maintained with
the Master. An attempt at recovery of the data by an unqualified individual
may result in the loss or corruption of the data. Masters are advised to refer
to the manufacturer’s instructions.

NAVIGATION MANUAL
Rev No. : 9
1. During navigational watches, OOW regularly monitor the VDR status. If any alarm
is present, it should be attended to immediately. If the fault cannot be rectified,
office should be informed.
2. VDR-linked radar should reflect the current navigation of the ship. In coastal
waters and during pilotage, this may be achieved through the use of VDR-linked
radar by the person conning the ship.
3. In the event of an accident, the Master should:
▪ Within reasonable duration from the time of accident, save the data by
initiating the “SAVE DATA” process in the VDR or S-VDR.
▪ Undertake recovery of VDR information, as soon as possible, after an
accident to preserve the evidence.
▪ In case of abandonment of vessel, master should, where time and other
responsibilities permit, take necessary steps to preserve the VDR or S-VDR
information until it can be passed on to an investigator.
▪ Any disclosure of VDR information should be in accordance with section 10 of
the Code for the Investigation of Marine Casualties and Incidents.
▪ Check any flag specific requirements of notification and providing Data(Eg
Liberia)
To ensure complete operation of the system at all times, all vessels are required to
Download the VDR data and Playback onboard once every 3 months (i.e. at Quarterly
interval) and confirm the operational status of VDR to Vessel’s superintendent.
8.19 BINOCULARS, SEXTANTS, TELESCOPES, AND AZIMUTH CIRCLES
Binoculars, sextants, telescopes, and azimuth circles, when not in use, are to be kept
in the boxes or racks provided in the wheel house for the purpose. These items are
to be regularly cleaned to remove salt deposits and examined to detect damage. On
arrival in port they are to be locked away by the Second Officer
8.20 BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS):
New ships over 150 GT and all new passenger ships constructed after 1 July 2011
shall be equipped with a Bridge Navigational Watch Alarm System.
BNWAS must be in operational condition at all times and shall be tested at least once
in a week or as per Flag requirements
The BNWAS should be in use whenever the navigation bridge is being manned. The
BNWAS should be operational whenever the ship’s heading or control system is
engaged, unless inhibited by the master. The BNWAS should be used at all times
when the vessel is underway or at anchor except when the ship is alongside, in Dry-
dock or at a repair facility.

NAVIGATION MANUAL
Rev No. : 9
He shall ensure that the system cannot be tampered by the OOW. For example, in
some models, Master has to set the system to “Manual ON” mode and remove the
key. In such systems, it should not be left on “Auto ON” mode as the system will turn
off automatically when the vessels speed drops below a certain value or when
steering is switched to hand steering mode hence making the BNWAS in operational
when drifting at sea.
Interval for alarm shall be set by Master based on expected traffic density and
visibility.
Master is free to activate the BNWAS alarm even when bridge is manned by
additional watch keepers.
The purpose of a bridge navigational watch alarm system (BNWAS) is solely to
monitor bridge activity and to detect operator disability that could lead to marine
accidents.
The system monitors the awareness of the OOW and automatically alerts the Master
or another qualified OOW if, for any reason, the OOW on the bridge becomes
incapable of performing duties.
Times of switching on and switching off of BNWAS to be recorded in the movement
book or the deck log book.
8.21 GLOBAL POSITIONING SYSTEMS (GPS)
▪ This equipment is an accurate electronic position fixing device available for
navigation of a vessel. All vessels to have two working GPS onboard. Position
displayed on one GPS to be compared with the other for accuracy.
▪ Position (HDOP) value should be posted next to the GPS and the correct
setting should be regularly checked. When a position fix is taken from a GPS
unit, positive confirmation should always be sought to verify that the unit is
not giving a DR position.
▪ All users must be familiar with the equipment operating handbook and the
guidance given in ALRS.
▪ It must be borne in mind that GPS positions are also not free from errors, and
must not be fully relied upon. The manufacturer's operating handbook shall
be consulted to ensure that proper corrections are applied. There has been
many instances of jamming of the GPS signal in areas such as Black sea and
Mediterranean. Caution must be applied.
▪ Position fixing by GPS alone is not acceptable especially in coastal areas or
areas of restricted navigation.
▪ GPS is referenced to WGS84 and it is strongly recommended that the GPS
receiver is maintained referenced to that datum.

NAVIGATION MANUAL
Rev No. : 9
▪ In addition to the regular position fixing, it is a good practice to record the

position at every change of watch and at every alteration of course.
▪ Upon joining the vessel, the OOW should make himself well familiar with the
operation of GPS which include entering /storing waypoints, route planning,
activating route, Alarm setting.
▪ Limitations of Cross track alarm, Way point approach alarm and Anchor alarm
should be clearly understood.
▪ Whenever the passage plan is amended, the new waypoints have to be re-
entered in the GPS.
▪ Position from one GPS should be cross checked with second GPS and logged
down once every 4 hours in the Position / Echo sounder log.
8.22 INDICATORS
All indicators should be readable from the conning position. Where the indicators
are replicated on bridge wings or consoles, then these too should be fully
operational, including lighting and should be compared for accuracy.
8.23 ENGINE DATA LOGGERS
The engine order printer (if fitted) should always be in operation. If it fails and is
inoperable, manual recordings should be made. On vessels where the engine order
printer is linked to the master clock system, the printer should be maintained on the
ship’s time. Otherwise, the engine order printer should be maintained on UTC.
8.24 UPDATING SHIPBORNE NAVIGATION AND COMMUNICATION EQUIPMENT
As navigation and radio communication equipment becomes increasingly software
and firmware dependent, updates to applicable software and firmware to meet
changes in IMO and ITU regulatory requirements are needed. This applies in case of
retrospective changes to regulations which apply to all relevant ships. Annually,
vessels should check with the Navigation and Radio communication equipment
makers on the current applicable software and firmware versions and ensure that
the equipment’s are up to date with current software and firmware versions.
8.25 EQUIPMENT SERVICE HISTORY
In order to track the service history of a particular equipment it is very important to
keep accurate records after the service. This must be maintained in SHIPPALM by
uploading the required report and making necessary entries.
RECORDS
▪ OP-07 Deck Log book
▪ OP-10 Compass Error Log
▪ Radio and Radar Maintenance Log / file. (Uncontrolled)
▪ AD -09 Deck officers Handing Taking over checklist

NAVIGATION MANUAL
Rev No. : 1
▪ Cheronometer Rate Book (uncontrolled)

▪ OP-21 Position / Echo sounder log
▪ OP-08 Manoeuvring Order Book
▪ Service entries in SHIPPALM.

NAVIGATION MANUAL
Rev No. : 5
CHARTS, PUBLICATIONS, RECORDS Page : 1 of 12
9.1 CHARTS AND PUBLICATIONS

RESPONSIBLE OFFICER
The Second Officer is responsible to the Master for the proper correction and
maintenance of all charts and navigational publications. The correction of Light Lists
and Admiralty Lists of Radio Signals shall be delegated to the Third Officer. However,
the responsibility of auditing the quality and accuracy of the work undertaken by the
Third officer remains with Second Officer.
CHARTS
Normally each vessel is provided with a recognised chart index applicable to the size
and type of vessel. The chart index will list only those chart folios carried onboard.
All vessels are enrolled to automatic folio management system with a specialist chart
contractor. Chart contractor will ensure auto supply of new edition of charts /
publications and weekly notices to mariners to vessels.
Second officer is responsible for the maintenance of vessel’s charts and nautical
publications.
When for any reason, such as a change in the vessel’s trading area, the Master
determines that he requires additional or replacement charts he will request their
supply through the appointed Chart Contractor by e mail, but if supply by the Chart
Contractor is impracticable due to time constraints the Master is authorised to
obtain charts locally.
NAUTICAL PUBLICATIONS
The Nautical Publications will be supplied in accordance with the chart folios carried
onboard. The company may employ a specialist chart contractor to supply
publications as per the applicable folios to all vessels in the fleet. The below
publications may be maintained in electronic format and should be readily available
and kept up to date:
• List of radio signals.
• List of lights.
• Relevant sailing directions.
• Nautical almanac.
• Tide tables and tidal stream atlases, if applicable.
• Port information.
• Reference charts and publications, including routeing charts

NAVIGATION MANUAL
Rev No. : 5
REFERENCE PUBLICATIONS
The Company recognises the importance of certain Reference Publications, which
complement the Company’s Operating Manuals. These Publications are supplied to
each vessel according to the ship type. An index of publications to be carried is
contained within the Chart Index.
REGS4SHIPS
Regs4ships is an updated, searchable, maritime regulation database that combines
Flag State compliance documentation with IMO, ILO & EU legislation to provide an
overall regulatory solution. The database includes a search tool, keywords, subject
index and, importantly, fully corrected content making the management of ever-
changing safety and pollution regulations simple.
Regs4ships is intended to remove regulatory uncertainty both onboard and in the
office. Here are three examples:
• All MEPC corrigendums are not only included but the applicable text is extracted
and incorporated into the referenced MEPC Annex.
• SOLAS amendments will have the amendment applied to the SOLAS chapter and
regulation.
• Flag/IMO/ILO documentation is often related but hard to find and not always
obvious. This has been made convenient by including an Associated Documentation
section on every page, putting all related documentation at your fingertips.
The software will be provided in an all-in-one easy to use, searchable database with
a DVD version for vessels. The DVD version will be provided to vessels every two
months. Carrying the DVD on-board is recognized as equivalent to the carriage of
nautical publications in paper form. Master should ensure that the latest DVD is
onboard.
9.2 CHARTS AND PUBLICATIONS CORRECTIONS
GENERAL
Each vessel is supplied with British Admiralty Weekly Notices to Mariners at regular
intervals. The Master is to ensure that all charts and publications carried onboard are
corrected up to date at all times, irrespective of current trading area of the vessel.
On vessels equipped with electronic correcting system for paper chart / publications
(Digitrace, Chartco or E-mariner), weekly updates are sent electronically to each
vessel via e-mail by the service provider

NAVIGATION MANUAL
Rev No. : 5
On receipt of a new chart or publication, Master must inform the contractor by e-

mail. On receipt of the additional chart details from the Master, the Chart Contractor
will update the vessel’s chart index to include the additional chart/ publication. This
ensures that the vessel will receive weekly corrections of the new chart as and when
issued.
Sufficient tracing paper of the correct weight and quality must be maintained
onboard.
In addition to the maintenance of records as mentioned in this section, all concerned
to be aware that records are maintained in electronic form, when using electronic
chart/publications correcting system, like Digitrace. Makers manual to be available in
the vicinity of the using electronic chart/publications correcting system, and all
responsible officers should thoroughly understand the operations / limitations of the
system as per the Makers Manual.
If the vessel is unable to receive the electronic correction, the Master shall request
the service provider keeping marine superintendent in copy, to provide the
corrections on an electronic format through the agent.
If the system has malfunctioned, the Master shall report to the marine
superintendent and the office shall arrange for the supply of the weekly notices to
mariners until the problem is solved.
The valid certificate of service agreement with the service provider shall be available
on board.
CHARTS AND CORRECTIONS
Chart correcting should be carried out in accordance with the guidance found in the
publication “How to How to keep your Admiralty Products Up-To-Date”, NP 294, and
undertaken with the utmost care.
No correction, except those given in Section II of Admiralty notices to Mariners,
Weekly editions, should be made to any chart in ink.
Corrections to charts from information received from authorities’ other than the
Hydrographic Department may be noted in pencil, but no charted danger should be
expunged without the authority of the Hydrographer of the Navy.
All corrections given in Notices to Mariners should be inserted on the charts
affected. When they have been completed the numbers of the notices should be
entered clearly and neatly. Permanent notices in waterproof violet ink and T & P
notices in pencil.
T & P notices should be rubbed out as soon as the notice is received cancelling them.

NAVIGATION MANUAL
Rev No. : 5
If several charts are affected by one notice, the largest scale chart should be
corrected first to appreciate the detail of the correction.
A log of all corrections effecting the paper charts are to be maintained either in NP
133A or in digital format such as the correction log as provided in electronic
chart/publications correcting system. For vessels equipped with ECDIS, NP 133C shall
be used to maintain paper records of ENC and ECDIS maintenance and “make”
information on official digital charts.
It is important to check that the previous correction has been completed by checking
that the number of the last correction has been entered on the bottom left hand
corner of the chart. If not, it will be necessary to check previous Notices to Mariners.
In the event that it is discovered that the chart folio has not been properly
maintained in the past the company is to be advised.
Any symbols on the chart marked permanently should never be erased. Where
necessary, detail should be crossed through, or in case of lines, such as, depth
contours or limits, crossed with a series of short double strokes, slanting across the
line. Typing correction fluids, such as “Tipp-Ex”, should not be used.
Alteration to depth contours, deletion of depths to make way for detail, etc., are not
mentioned in the notices, unless they have some navigational significance.
Some notices are accompanied by reproductions of portions of charts which are
known as blocks. When correcting charts from blocks, the following points should be
borne in mind.
▪ A Block may not only indicate the insertion of new information, but also the
omission of matter previously shown. The text of the notice should invariably
be read carefully.
▪ The limiting lines of a block are determined for convenience of reproduction.
They need not be strictly adhered to when cutting out for pasting on the
chart, provided that the preceding paragraph is taken into consideration.
▪ Owing to distortion, the blocks do not always fit the chart exactly. When
pasting a block on a chart, therefore, care should be taken that the more
important navigational features fit as closely as possible. This is best done by
fitting the block when it is dry and making two or three pencil ticks around
the edges for use as fitting marks after the paste is applied to the chart.
ANCILLARY CHARTS
In making the full appraisal of the passage plan many of the ancillary charts needs to
be referred. Ancillary charts include routeing charts, Security charts, planning charts,
gnomonic charts, Load line charts or any other charts which may be used on board
as an aid to navigation.

NAVIGATION MANUAL
Rev No. : 5
All vessels must be provided with the weekly notices to mariners on a regular basis.
This may be through the service providers such as Navtor, chartco, C&C marine,
Chartworld or any other source.
Correction of Thematic charts: Routeing charts, Admiralty routing guide, Port
approaches guide.
The correction for these charts are available along with the Admiralty weekly notices
to mariners. Same to be corrected with the effective corrections and a log to be
maintained for such corrections in NP 133A or in digital format such as the
correction log as provided in electronic chart/publications correcting system or a
separate file in case any of the mentioned options are not available.
Correction of Gnomonic charts:
A Gnomonic chart is very useful in great circle sailing based on the gnomonic
projection. This is a perspective projection in which part of a spherical surface is
projected from the centre of the sphere onto a plane surface tangential to the
sphere's surface. The principal property of this projection isthat great circle arcs are
projected as straight lines. Gnomonic charts in case carried on board to be corrected
by using the Weekly NTM and a record to be maintained similar to Thematic charts
Correction of Maritime security charts:
Maritime security charts are distinguished with ‘Q’ series. The updates for these
charts are published by Admiralty as Security Related Information to Mariners
(SRIM). This information needs to be updated to specific Q series charts so that
latest security-critical navigational information can be utilized on board. SRIM are
provided to vessels through NTM or available on admiralty website through below
link.
TEMPORARY AND PRELIMINARY (T&P) NOTICES
All vessels must maintain a T&P Notice file. The file must contain all T&P Notices in
force for the current year starting from the date up to which notices are available in
the Annual Summary of Notices to Mariners NP 247. (E.g. Annual Summary of NTM
for the year 2010 contains T&P notices in force till Dec 26th, 2009. Hence the T&P
file should contain all T&P notices received after this date) Monthly Listing of T&P
Notices in force is published every month in the Notice to Mariners Notice numbers
of all T&P Notices affecting charts held on board must be entered using pencil in the
Chart Correction log NP 133A, or maintained in the correction log provided in the
digital format. VOYAGE CHARTS ONLY, must be corrected IN PENCIL. Whenever
temporary notices are cancelled, the entry in correction log and corrections made in
charts should be erased and the affected notice struck off in the Annual Summary of
Notices to Mariners NP 247.

NAVIGATION MANUAL
Rev No. : 5
CORRECTIONS TO PUBLICATION
This includes Sailing Direction, Light Lists, Radio Signals, Annual summary of NTM
and the Chart Catalogue and other local publication (Gulf area, Australian waters
etc). As with charts, the company requires that all publications are kept up to date. It
is important to remember that frequently when a new edition of a publication is
issued the corrections will be received prior to the publication itself.
CORRECTIONS TO SAILING DIRECTIONS, ALL AND ALRS
Sailing Directions are revised approximately every 3 years Corrections to Sailing
Directions are contained in Section IV of the weekly NTM and should be kept in a
separate file, indexed according to the Sailing Direction number, with the latest list
of amendments in force on top. The latest list of amendments in force is published
quarterly in the NTM Corrections to Sailing Directions. Amendments in force at the
end of the year are reprinted in the Annual Notices to Mariners. When using Sailing
Directions, this list should be consulted to check for any amendments affecting the
area.
Record of amendments must be filled up in the Sailing Directions in the space
provided on the inside front cover. It is not recommended that corrections be stuck
in the Sailing Directions.
Corrections to admiralty list of lights and fog signals (ALL) and Admiralty List of Radio
Signals (ALRS) are contained in Section V & VI of the weekly NTM. Relevant
corrections should be stuck in the affected publication. Small changes should be
made in pen directly.
Record of amendments must be filled up in the relevant publication
NAVIGATIONAL WARNINGS
Radio Navigation Warning messages are received on Navtex, Safety NET Enhanced
Group Call (EGC) (Navarea, Hydropacs, Hydrolants) facility on Sat-C. These should be
plotted on chart if applicable and printouts filed.
Monthly test of Enhanced group calling (EGC) function MUST be carried out and
recorded in the GMDSS Log.
A separate file has to be maintained for Navtex warning and EGC warnings.
Primary source for Navarea Warnings are the Navtex and Safety NET messages and
these must be filed whenever received.
Voyage charts must be updated in pencil for all current Navarea warnings in force
and the charts they have been entered on must be recorded on the warning notice.

NAVIGATION MANUAL
Rev No. : 5
Navtex warnings and Safety NET messages should be monitored during the course of
the voyage, by the Officer-on-watch. Upon receipt, warnings should be checked as to
whether they are relevant to the current voyage and initialed. Relevant warnings
should be charted and drawn to the attention of members of the bridge team while
handing over the watch.
Cancelled warnings must be deleted from the Navtex, EGC files and the corrections
entered on charts must be removed.
Warnings for Navarea I is included in the NTM. Warnings for all other areas are
received from service provider (such as Digitrace, E-mariner and Chartco) or can be
directly downloaded from the websites details of which can be obtained from ALRS.
Alternatively, vessels can contact the respective Marine Superintendents for
obtaining the necessary Navarea Warnings which are in force. These warnings are to
be printed and placed in a special loose-leaf file titled “Navigational Warnings”. This
file is to be in sections with a section for each area (i.e. Navarea I, Navarea II and so
on). Warnings cancelled should be deleted from section by drawing a thin line
through the entry.
When the full list of Navigational Warnings in force is received on board all warnings
that are not in force should be discarded and the file updated accordingly.
CHART CATALOGUE AND PUBLICATIONS INDEX
The chart catalogue must also be kept updated and is the responsibility of the
navigating officer to ensure the same.
CANCELLED CHARTS
New Editions of charts and publications superseded are forwarded to the vessel at
regular intervals. When a chart is cancelled the word “cancelled” is to be written on
the face of the chart and the chart removed from the bridge. The chart must be
retained until the new edition is received, as it may be required. If it is required for
navigation it is to be used with caution.
ADDITIONAL CHARTS
Most vessels carry additional charts not included in the Standard Folio. A list of these
charts is to be made up which can be checked against the weekly index of charts
affected by corrections included in the ANM. It may not be possible to correct charts
published by another state and hence these charts should only be used for reference
purposes. A warning is to be written on the face of these charts stating that they are
uncorrected.
U.S. charts can only be corrected by the actual chart user and it is therefore
necessary to obtain the corrections for these charts.

NAVIGATION MANUAL
Rev No. : 5
INSPECTIONS
A provision of a chart system is a high cost item and is therefore essential, that it is
maintained correctly.
The Master must carry out random checks of charts and publications at least on
fortnightly basis. A record of such checks must be maintained on board. The Master
should ensure that he checks at least 6 charts& 2 publications at random to ensure
that the corrections have been applied correctly.
Visiting Superintendent shall also inspect as a part of their inspections.
CHART CORRECTING EQUIPMENT
Chart correcting equipment is to be maintained onboard as required. The
equipment is to be kept solely for chart correcting and is to be the responsibility of
the 2nd officer to maintain it.
9.3 DIGITAL PUBLICATIONS
ADMIRALTY DIGITAL PUBLICATIONS (ADP)
ADP has been designed to meet SOLAS carriage requirements and, where approved
by the vessel's Flag State, can replace the requirement for carriage of traditional
Admiralty paper publications. For details on the current ADP publications and flag
states that have approved the installation of ADP please contact the marine
superintendent.
Back up arrangement for the publications should be available as per the flag state
requirements.
At present digital publications are provided on a single CD and can be individually
licensed, installed, used, and updated via a single common interface.
Corrections for the ADP are sent by the service provider or can be directly obtained
from the UKHO server.
EBOOKS (OTHER PUBLICATIONS IN DIGITAL FORMAT)
The publications may be carried in the form of electronic media such as CD-ROM in
lieu of hard copies. Acceptable publications in electronic form should be those issued
by IMO or an Administration or a body authorized by an Administration to ensure
correctness of their contents and to safeguard against illegal copying. A medium
could either contain a publication or as many publications as possible. In any case,
the media should be treated in accordance with the document control procedures
including procedures for timely update.

NAVIGATION MANUAL
Rev No. : 5
The publications for emergency use, such as the International Code of Signals and
the IAMSAR Manual should always be available in the form of hard copies, bearing in
mind that such publications need to be readily available for use in case of emergency
without being restricted to a specific place and by the availability of a computer.
Some of the eBooks may also be available in the software as provided by the service
provider (such as Digitrace, E-mariner and Chartco). These may be enabled on the
vessels after liaising with the marine superintendent.
If publications are in electronic format, is it approved in lieu of paper publications on
SEC Form E including backup arrangement.
9.4 RECORDS AND LOGBOOKS
MANEUVERING ORDER BOOK
A Bridge Movement Book is to be maintained to record all movements both at sea
and on arrival and sailing from port. The main times and events are to be copied into
the Deck Log Book. This book should be seen as an event book covering all relevant
data concerning the vessel at sea and during manoeuvring.
DECK LOG BOOK
The Master is responsible for ensuring that the Company’s Deck Log Book is
completed as per instructions contained within the front cover of the book. It is
essential that this book is kept as a clear and accurate record of the activities of the
ship.
No attempts at alterations or erasures, however trivial, must ever be made and
pages must not be torn out. Mistakes must be crossed through once in ink, the
correct entry made alongside it, and the
correction initialled by the person who made the correction (an alteration which
obliterates the original entry is liable to misinterpretation in a court of law).It will
form a main part of the collection of evidence where the ship has been involved in
an incident and will accordingly be scrutinised by inspectors and surveyors.
Be guided by “Guidelines for entries in to deck log book”, on the cover page of the
Deck log book.
In order to maintain uniformity in the colour of the ink, its suggested to use only one
colour (either Black or Blue), while filling up the log book.
Software systems meeting requirements of IMO, Marpol, SOLAS and flag states may
be an acceptable means of logbook entries

NAVIGATION MANUAL
Rev No. : 5
POSITION / ECHO SOUNDER LOG

Entries should be made in the log book at least on hourly basis. Position from one
GPS should be cross checked with second GPS and logged down once every 4 hours
in the GPS log. This log should also contain information about charted depth and
actual UKC.
The date and time of switching on should be marked on the recorder chart and also
entered in the GPS/Echo sounder log. Echo Sounder must be switched on and depth
must be recorded when in depths of less than 50 meters.
VHF LOG
All communications on VHF with vessels, Pilot station, Port authorities etc. must be
recorded in this log.
COMPASS ERROR LOG
Observations by azimuth or transit to determine the error in Gyro and magnetic
compasses must be made at least once a watch and after every major course
alteration. A record of these observations must be kept in the Compass error log. For
the sake of clarity, it is recommended that the Voyage details (No, from, to) are
mentioned at the start of each voyage. Transit bearings should be taken whenever
the opportunity arises. Where it is impractical to take an observation during the
watch, this should be recorded. Consistently high gyro errors should be investigated,
and corrective action taken.
GMDSS LOG
Entries in the GMDSS Radio Log Book must be made strictly in accordance with the
instructions for completion contained in the book. Daily, weekly, and monthly checks
to be recorded in this log.
The requirements relating to the retention of radio logs are determined by the flag
State and the ITU Radio Regulations. Master to ensure that the requirements are
complied with.
SIGHT LOG
All sights taken by OOWs must be recorded in the sight log.
BRIDGE EQUIPMENT MAINTENANCE LOG
All navigational equipment must be checked, maintained as per maker’s instructions.
Defective navigational equipment can result in collision or grounding with the
consequent risk of pollution.
Records of checks made are to be recorded in the vessels PMS or applicable log.

NAVIGATION MANUAL
Rev No. : 5
CHRONOMETER LOG
On vessels equipped with chronometer, daily error to be checked and recorded in
this log.
RESPONSIBILITIES
Bridge team to be guided by this table for proper maintenance of log books
Type of Log Master Ch. Off. Second Off. Third Off. Add. Off.
Bridge movement book A R R R R
Deck Logbook A A/R R R R
Position / Echo Sounder
C R R/A R R
Log
VHF Log C R R/A R R
Compass Error Log C R R/A R R
GMDSS Log C R R/A R R
Sight Log C R R/A R R
Bridge Eqp. Maint. log I C R/A C C
Chronometer Log I - C R/A -
R = Responsible (Officer responsible to do the work)

A = Accountable (Officer who make sure the work gets done)
C = Consulted (Officer who provide input before and during the work)
I = Informed (Officer who are kept informed of the progress)
ENTRIES
All entries in all above logs are to be made clearly in ink (ballpoint pen). Errors are to
be neatly scored through once with a single line and initialled by the writer.
The use of pencil is prohibited, as is the use of erasing materials such as ink rubbers
and typing correction.
Records
▪ Chart correction log ( NP 133A / NP 133C or digital format)
▪ T&P Notice file (Uncontrolled)
▪ (OP-08) Manoeuvring order book
▪ (OP-07) Deck Log book

NAVIGATION MANUAL
Rev No. : 5
▪ (OP-21) Position / Echo Sounder Log

▪ VHF Log (Uncontrolled)
▪ (OP-10) Compass Error Log
▪ (OP-22) GMDSS Log
▪ Sight Log (Uncontrolled)
▪ Bridge Equipment Maintenance log (Uncontrolled)
▪ Chronometer Log (Uncontrolled)

NAVIGATION MANUAL
Rev No. : 7
ELECTRONIC CHART DISPLAY INFORMATION SYSTEM
Page : 1 of 43
(ECDIS)
10.1 GENERAL
Navigating with ECDIS is fundamentally different from navigating with paper chart.
An ECDIS presents the navigator with a highly flexible display which, if correctly
configured, offers a significant increase in situational awareness and safety.
However, if the display and the ECDIS settings are not fully understood, then the
chart display can be misinterpreted, and in the worst case the safety of vessel
compromised. The guidance given in Admiralty Guide to the practical Use of ENCs
(NP231) and Guide to ECDIS Implementation Policy and Procedures (NP232) must be
read and Understood by all Navigating Officers and should be used in conjunction
with the procedures given in the following sections. All officers must be Proficient
with the new symbols brought by the ENC. (refer to NP 5012, Admiralty Guide to
ENC symbols)
10.2 REQUIREMENTS FOR PAPERLESS NAVIGATION
The following requirements are to be complied with for a vessel to navigate
paperless.
1. Vessel to be equipped with dual ECDIS: The vessel has two independents
approved ECDIS with back-up arrangements conforming to IMO Resolution
MSC.232(82)., Performance Standards. An approved chart data ENC
(S57/SENC) is to be used.
2. ECDIS is to be approved by the vessel’s flag state administration and should be
included in vessel’s Safety Equipment (SEQ) certificate.
3. Training and Familiarisation:
a. Generic training:
Masters and all navigating officers should undergo generic ECDIS training (based
on IMO Model Course 1.27) before they are being assigned to a vessel fitted with
ECDIS.
b. Type specific training:
Prior joining, Masters and all navigating officers shall attend the type specific
training approved by the manufacturer.
c. Onboard Familiarisation:
Masters and all navigating should familiarise themselves on the onboard ECDIS
by completing the company ECDIS familiarisation (OP-09K) prior to taking charge
of Navigational watch. The effectiveness check of familiarization to be carried out
using the OP-09K at intervals not exceeding 2 months and a training record of SF-
17 to be maintained on board in the training file.

NAVIGATION MANUAL
Rev No. : 7
Page : 2 of 43
(ECDIS)
4. Vessel to be equipped with Take Home charts or Alternate System. Each vessel
fitted with dual ECDIS is to be equipped with Take home charts for the trading
area or other alternate means such as ENS service (eg Chartworld, Navstation by
navtor etc) can assist the vessel in reaching a port of refugee.
10.3 COMPANY POLICY
PRIMARY MEANS OF NAVIGATION:
When Vessels are fitted with ECDIS (in single or dual configuration entered in to the
SEQ), the PRIMARY means of navigation shall be ECDIS.
On vessels fitted with two ECDIS, company shall provide paper charts (i.e. take-home
charts) or other alternate means such as ENS service by Chart World, Navtor etc, to
be kept for emergency and also shall provide charts for area where vector charts are
not available. These paper charts / ENS cells shall be maintained up to date by the
vessel.
There should be a clear display on bridge indicating the primary means of navigation.
This shall be displayed on the chart table and on the ECDIS equipment.
ECDIS BACKUP
The planned route, the ECDIS Notes folder (manual update list) containing all the
Mariner’s Notes, including ePNMs (T&Ps) if applicable, Navigation Area warnings,
NAVTEX and other notes should be backed up weekly to a dedicated USB drive, CD
or external drive.
The backup ECDIS shall be fully synchronised with the primary ECDIS and the
installed electronic charts checked to ensure they are updated correctly.
The planned route and relevant Mariners Notes shall be synchronised and displayed
on the backup system including monitoring methods, display settings and track
information.
Routes, permits and other relevant documentation shall be backed-up and records
maintained onboard
All Watchkeeping Officers shall be familiar with the manual methods to plot the
vessel’s position using backup ECDIS.
Weekly practice of switching to ECDIS backup shall be carried out to ensure systems
and process are adequate and up – to – date and the exercise is logged down.

NAVIGATION MANUAL
Rev No. : 7
Page : 3 of 43
(ECDIS)
When paper nautical charts serve as the only back-up arrangement, the appropriate
portfolio of paper charts will contain full coverage of charts of a “general” scale of
the planned route or full coverage at “overview” scale where “general” scale
coverage does not exist. Full coverage at “costal” scale shall also be carried for
sections of the planned route that include waters that are intricate or congested or
where navigation is constrained (e.g. areas containing Traffic Separation Scheme)
The Paper charts must be kept up-to-date and placed on the chart table ready for
use; the charts shall include the planned route and significant navigational dangers
identified. This shall form a part of the voyage planning approval and be listed in the
Voyage planning notes. During the voyage, fixes shall be plotted regularly on the
chart thereby enabling a safe take-over of ECDIS functions.
MONITORING THE OPERATIONAL STATUS OF ECDIS
All ECDIS alarms and indications shall be acknowledged and investigated.
The OOW shall not rely solely on automated monitoring alarms generated by the
ECDIS. Reconciliation between the view from the bridge and the vessel position with
respect to charted features shall be maintained including a check that the sensors
are providing an accurate fix of vessel position.
The OOW shall ensure the vessel’s position is closely and continuously monitored on
the ECDIS using methods independent of GPS. These visual and radar methods shall
be identified in the Voyage Plan and form a part of the watch keeping routine.
The integrity of all sensors feeding into the ECDIS shall be monitored during the
voyage to ensure their correct operation.
Cross-checking of sensor inputs shall include the use of radar overlay and regular
visual fixes to check the satellite derived position on the ECDIS
Compass bearings shall be taken to check for any heading sensor error.
AVOIDING OVER-RELIANCE ON ECDIS
Information displayed on ECDIS and intended for decision support must be cross
referenced with other navigational information and not relied on as providing the
whole basis for situational awareness
Over-reliance on ECDIS functionality shall be avoided by use of traditional navigation
techniques to monitor the integrity of all sensors. This may include visual bearings,
transits, radar ranges, radar parallel indices and echo sounder monitoring. The radar
overlay function should be used for cross-referencing the position when available
and appropriate

NAVIGATION MANUAL
Rev No. : 7
Page : 4 of 43
(ECDIS)
UNDERSTANDING THE LIMITS OF ENC ACCURACY

The Voyage Plan should consider the accuracy of any ENCs used and determine the
safety implications of navigating across poorly surveyed areas.
For each leg, the horizontal and vertical uncertainty associated with charted features
must be calculated and noted. This is particularly important when calculating the
safety depth and safety contour since the Second Officer responsible for voyage
planning may need to apply additional safety margins to those features in less
accurately surveyed waters.
Where the ECDIS allows, the inaccuracies should be displayed as a positional error
around own ship position.
10.4 RESPONSIBILITY
The Master is responsible in ensuring that appropriate charts are available either in
electronic or paper format for the vessel's itineraries, and also in that they are
updated to the latest correction available in order to ensure compliance with SOLAS
and Flag State Administration carriage requirement. He shall ensure that all deck
officers are well familiarised with the operation of the ECDIS system using ECDIS
familiarisation checklist (OP 09 K)
Second officer is responsible for:
▪ Update and maintenance of ECDIS equipment.
▪ Proper inventory Management and correction of all ENCs
▪ Primary means of navigation on board is clearly displayed
▪ Passage plan is prepared as per company ,industry requirements,
▪ Update the chart database, request for the missing charts when the vessel is
bound for a new port or on expiry of the permits.
▪ Checking the route, set warnings, alarms prior to the start of voyage and
marks the charts with no go areas, contingency anchorages etc.
OOW: Navigating officer has the responsibility to ensure that ECDIS operation and
limitation is clearly understood and used in compliance with the procedures.
10.5 READINESS FOR PORT STATE CONTROL INSPECTION
Ships arriving at a port may be subject to Port State control inspection by local
officials based on flag state regulations and international agreements. Checks may
include whether:
▪ The ship has documentation indicating that the system complies with IMO
Performance Standards for ECDIS. In the absence of such documentation, the
PSCO should seek confirmation from the Flag State that the system does
meet the statutory requirements;
NAVIGATION MANUAL
Rev No. : 7
Page : 5 of 43
(ECDIS)
▪ There are written procedures onboard the vessel for using ECDIS;
▪ The master and watch-keeping officers are able to produce appropriate
documentation that
▪ Generic and type specific ECDIS familiarisation has been undertaken; ENC and
RNC data used for the intended voyage are from the latest official editions;
▪ ECDIS is being updated properly and a system for updating electronic charts
is in place from an official electronic chart supplier;
▪ There are approved back up arrangements available to ensure a safe transfer
of the ECDIS functions in the event of ECDIS failure and to provide safe
navigation for the remaining part of the voyage;
▪ Port State Control officers may use the ECDIS listing to ensure that ENCs are
being kept up to date in accordance with SOLAS V Regulation 27.
10.6 REQUIRED CHART TYPE
Vessels that are equipped with dual ECDIS and approved for paperless navigation
should use:
▪ ENC (Vector charts) where world-wide available – No need for paper chart;
▪ Raster charts where Vector charts are not available - back-up paper charts is
also required;
▪ Paper charts where neither Vector charts nor Raster charts are available or,
where less than two ECDIS units remains operative, then paper charts should
be available as for any ship operating without ECDIS.(Refer to ‘APC’ 10.9.1)
10.7 CHART MANAGEMENT
The Company will provide the vessels with a subscription of official electronic charts
(Vector charts) and weekly update services to fulfil the chart carriage requirement.
The management of electronic charts, paper charts, licenses and updates are
normally assisted by a Chart Management System such as MDS, ChartCo, Chart
World, Chart Assistant, MPC updater, TADS, and E-Navigator. This will allow for
continuous reception of new editions, permits/licenses, and weekly updates even
while the vessel is at sea.
Ordering of ENCs
The Master is responsible in ordering the Electronic Charts needed for a particular
voyage. The most cost-efficient way of ordering is chart by chart with minimum
allowed period of subscription.
Company use different chart agents based on the maker of ECDIS. This is to ensure
immediate response in processing the permits and licenses of electronic charts. It
will also ensure an immediate action in providing technical support in the event that
a system error may arise in installing and updating of charts.
NAVIGATION MANUAL
Rev No. : 7
Page : 6 of 43
(ECDIS)
10.8 VOYAGE PLANNING USING ECDIS

VOYAGE PLANNING - APPRAISAL
Voyage appraisal procedure should follow the basic structure below
▪ Gathering of all information available that will influence the plan
▪ Assessment of the information
▪ Identification of associated risks
▪ Identification of any shortfalls
▪ A procedure to obtain updates to data already held
Information sources for Appraisal shall included
▪ Official charts (ENC, paper charts, and routeing charts)
▪ Nautical publication information’s such as Sailing Directions, Notices to
Mariners, List of Lights, List of Radio Signals, port guides, distance tables
▪ Nautical Almanac
▪ Predicted tidal and current data along the route
▪ Predicted weather, wind, swell, and visibility conditions along the route
▪ Predicted water density/changes
▪ Waterway characteristics, navigational obstructions, bar crossings and water
depths
▪ Knowledge from previous voyages
▪ Characteristics, condition (including engineering conditions), and operational
limitation of the vessel.
▪ Applicable local regulations, including Vessel Traffic Services (VTS), tug escort
or assist services, and pilotage requirements, etc.
▪ Vessel traffic patterns and areas of expected high traffic density
▪ Internal and external communication procedures and requirements
▪ Vessel operations which require additional sea room, such as ballast
exchange or Pilot embarkation
▪ International regulations, such as ship reporting and ship routeing systems.
As part of the appraisal process, all data identified as relevant to the voyage, is
loaded into the ECDIS to allow the plan to be calculated against the most up-to-date
information. It is equally important that old data is removed, if no longer valid, or
updated to support the new voyage plan.
Selecting the appropriate ENCs for a voyage
Master and Second Officer preparing the voyage plan must conduct a risk
assessment for areas where vessel will be trading.
This will determine that:

NAVIGATION MANUAL
Rev No. : 7
Page : 7 of 43
(ECDIS)
▪ There is adequate ENC coverage of appropriate scale

▪ The data is installed and updated
▪ Permits held (or ordered) cover the duration of the Voyage Plan for the
required ENCs
Where ENC coverage is available but not installed, it should be obtained. Where no
appropriate coverage exists, consideration must be given to using paper charts. The
Risk assessment should also determine what constitutes an appropriate folio of
paper charts, needed to support in the areas not covered by ENC.
The assessment must be conducted using an updated version of the digital chart
catalogue, supplied by the Company approved chart supplier.
The various caution notices contained in the ENC data covering the intended voyage
should be reviewed to determine if there is any significant information, such as
positional inaccuracies, which need to be noted and taken into account.
As all areas are not covered by ENC’s, Raster Navigational Charts (RNCs) can be used
in ECDIS to meet the SOLAS carriage requirements for nautical charts. However, this
is only allowed if approved by the Flag State of the ship concerned. The intention of
this allowance is to provide the widest possible coverage of official electronic chart
data for ECDIS in advance of complete global coverage with ENCs alone.
Standard requires that when the RCDS mode is employed an ECDIS must be used
together with “an appropriate folio of up to date paper charts”.
Appropriate Portfolio of up to date paper Charts (APC) means a suite of paper charts
of a scale to show sufficient detail of topography, depths, navigational hazards, aids
to navigation, charted routes, and routeing measures to provide the mariner with
information on the overall navigational environment. The APC should provide
adequate look-ahead capability. Coastal States will provide details of the charts
which meet the requirement of this portfolio, and these details are included in a
worldwide database maintained by the IHO. Consideration should be given to the
details contained in this database when determining the content of the APC.
Vessel to consult Flag state regarding weather RCDS mode is allowed and under
what condition.
Official and Unofficial Data
An ECDIS can determine if data is from either an ENC or a private source by
interrogating the Agency Code (a two character combination which is unique for any
data producer) embedded in the data.

NAVIGATION MANUAL
Rev No. : 7
Page : 8 of 43
(ECDIS)
Using this code an ECDIS will warn mariners that they must navigate with an official
up to date paper chart if data from a private source is in use. The ECDIS will show a
warning on the ECDIS screen:
«No Official Data -Refer to paper chart »
Private vector charts produced by commercial suppliers (e.g. Transas) are considered
unofficial as they do not meet IMO/SOLAS standards for chart carriage and can
therefore not be relied upon as a primary means of navigation. Only ENCs officially
authorised and produced by a National Hydrographic Office conforming to IHO S-57
standard can be considered as fulfilling the chart carriage requirements of SOLAS
Chapter V. An ECDIS using unofficial chart data for navigation is classified as an
Electronic Chart System (ECS).
When unofficial chart data is used, ECDIS warns mariners that they must navigate by
means of an official, up to date, paper chart by a continuous warning on the screen.
If unofficial chart data is shown on the ECDIS display, its boundary is identified by a
one-sided red line with the diagonal stroke on the unofficial side of the line.
Maintenance of a Digital Chart Outfit

Before the Voyage plan can be compiled, appraisal should determine whether the
ENC data held onboard is sufficient and up to date
ENC data must be available for use to cover the entirety of the Voyage Plan,
including an appropriate allowance for diversions and weather avoidance.
The ENCs loaded on the ECDIS should offer the most appropriate scale ENCs for the
planning and conduct of the Voyage plan.
All ENC holdings must be logged and ENC base data, and updates along with other
sources of navigation information must be valid for the times and regions covered by
the Voyage Plan.
While Updating ECDIS the below basic practises must be adhered to,
• The USB used to update the ECDIS must not be used for any other purpose.
• To apply update on the back up ECDIS first and monitor for any malfunctions
and finally apply it on the Primary ECDIS.

NAVIGATION MANUAL
Rev No. : 7
Page : 9 of 43
(ECDIS)
A record should be maintained of all ENCs installed and all updates applied to each
ECDIS terminal. Navigational warnings and NMs received onboard should be logged,
with the decisions and actions taken in determining their impact on the Voyage Plan
as appropriate.
Navigational warnings or NMs which are not included in the ENCs, but which affect
the current Voyage Plan should be inserted as manual updates and set as alarm
features if they affect safety.
ENC Preliminary Notices (EPNM)
ENC P (EP) NMs contains additional information that is specific to ENCs and cannot
be published as a standard Admiralty T&P NM. These NMs are displayed in the same
way as T&P NMs, as a simple red polygon (usually rectangular) with red hatched fill
which indicates the area affected by the NM. Each NM is allocated a unique EP NM
number.
Temporary Information on ECDIS- ‘Date Dependent Objects’
To manage the temporary and preliminary information a new magenta ‘d’ symbol
has introduced that can highlight ENC features having an encoded non-permanent
information. It is an inherent feature of the S 57 Chart.
This ‘d’ indicates - date dependent chart data.

During route planning and monitoring the operator must enable the date dependent
function and select a date or date range to display all date dependent non-
permanent chart objects.
Admiralty Information Overlay (AIO)
The Admiralty Information Overlay is a digital dataset that is designed to be
displayed over ENCs in ECDIS and other chart display systems to provide additional
information to the navigator.
The AIO contains all Admiralty Temporary & Preliminary Notices to Mariners (T&P
NMs) and provides additional preliminary information that is specific to ENCs, such
as reported navigational hazards that have been incorporated on paper charts but
have not yet been included in ENCs.

NAVIGATION MANUAL
Rev No. : 7
Page : 10 of 43
(ECDIS)
All Hydrographic Organizations share their NM’s with UKHO. About 65% of the
Hydrographic Organizations plot the T&P directly onto their ENC. The disadvantage
of this is that these T&P might not get updated or corrected weekly. Hence UKHO
has designed and provide the Admiralty Information Overlay (AIO) layer. This allows
T&P NMs from the weekly Admiralty Notices to be displayed directly over ENCs
removing the risk of error involving if crew has to plot manually. AIO layer consists of
3 types of NMs namely TNM, PNM and EPNM. However, as UKHO receives many
NMs from the different HOs every day, they select and filter the NMs to be included
in the AIO layer weekly. This might create a small-time lag between the local
information and the AIO one you see.
It is therefore best to use the AIO in conjunction with the Navtex / Navarea
warnings. Also, other information presented in the readme.txt that comes with every
update is quite useful when used together as well.
AIO must always be ‘ON’ during route check and monitoring.
ENC Updating
It is included in the license of electronic charts that updates are being provided to
the vessel weekly during the license period. Electronic chart correction is carried out
by inserting an updating disk/ USB in the PC or uploading correction files through the
web. Refer to NP 294 “How to keep your admiralty product up to date” section 2
chapter 8 for more information.
The initial supply be either a Base Disk (or Disks) containing all ENCs, the latest
update disk and permit file for the ENCs ordered. These should be installed onto all
ECDIS and planning station in the following order: Permits/Base disks/Updates.
The AVCS DVD service comprises all the base and update data and is distributed on
two discs every week. This simplifies the work for the ECDIS in reading the data into
the system. The ENCs are organised into folders that correspond to the nine Base
CDs and the discs are each named “M01X01”. The CD service comprises nine base
discs containing all the base and update data held in AVCS at the time of issue,
issued at intervals of approximately eight weeks. On receipt of re-issued AVCS Base
CDs, only an update routine needs to be run on each disc and there is no
requirement to reload all charts. The CDs are all named “V01X01”.In each week
between bases, a cumulative update disc is issued containing all AVCS updates
issued since the most recent base. If you receive multiple update discs on board at
the same time, you only need to use the most recent one because they are
cumulative.
Update CDs cannot be installed until the previous issue of Base discs have been
installed. This does not apply to DVDs

NAVIGATION MANUAL
Rev No. : 7
Page : 11 of 43
(ECDIS)
Refer to the latest ‘Admiralty user guide’ found in the update CD on procedure of
and updating Admiralty AVCS CD.
Chart updates are normally in the form of update disks or download files and are
cumulative, so only the most recent update dataset needs to be applied to the
ECDIS.
Upon receipt of the ECDIS updates, the Navigation Officer must ensure that the
corrections are applied to all ECDIS units and verified by the Master. Latest Base DVD
and subsequent updates must be always maintained on board.
Updates to ENCs are sequential, and the sequence is unique to each ENC. During the
updating process ECDIS always checks that all updates in the sequence have been
applied. If an update is missing then the ECDIS will indicate this; it is not possible to
load later updates until the missing update is applied. The chart system operation’s
manual will provide instructions on how to carry out this task.
The ECDIS maintains a list of updates applied and the date of application. This list can
be used to check the update status of the ENCs loaded. Should all available ENCs
show the same date for the latest update, it is likely that they have not been
updated regularly, and the distributor should be contacted for verification.
Furthermore, it is possible to use traditional sources of information, such as Notices
to Mariners, to verify updates.
Port State Control officers may use the ECDIS listing to ensure that ENCs are being
kept up to date in accordance with SOLAS V Regulation 27.
Whenever an ENC Cell is modified, or a new edition of an ENC Cell issued, the vessel
will be provided with a new licence / permit file via email. This new licence / permit
file should be extracted to a portable data device (floppy diskette, CD, or flash drive)
and loaded into the chart display system. This should be carried out prior to the
Weekly Update CD being loaded into the system. The new licence / permit file
should only be loaded in conjunction with the corresponding week’s update CD.
The status of ENCs should be checked before planning commences, at the Review
stage and at regular intervals during the voyage.
ENC permits must remain valid for the entire period of the voyage, and it is
important to manage these. Where permits are already held, the Second Officer
should check they do not expire before the voyage completes, as although the ENC
will still display, it will not be updated.

NAVIGATION MANUAL
Rev No. : 7
Page : 12 of 43
(ECDIS)
T&P Corrections on ECDIS

Updating the ENCs with T&P Notices is not as effective as in the paper chart system
thus constituting a potential hazard. Caution must be exercised when navigating
solely with ECDIS as some ENC or RNC data may not take account of temporary or
preliminary notices.
Temporary and preliminary notices are not handled consistently by all ENC
producers at present. Some producers, like the United Kingdom Hydrographic Office
(UKHO), incorporate the T&P notices into the ENCs and their updates, whilst others
ignore T&Ps completely. Where this is the case, relevant GHO paper Notices to
Mariner Bulletin or Websites (if available) shall be consulted. Reference shall be
made to NP100, The Mariner’s Handbook. The Navigation Officer must check the
ECDIS charts to verify whether T&P corrections have been included in the weekly
updates.
AIO has recently changed and now provides ADMIRALTY T&Ps where the ENCs do
not contain temporary information, and where there is ADMIRALTY paper chart
coverage. To avoid duplication, AIO does not show ADMIRALTY paper T&Ps where
the producer nation includes temporary information in their ENCs.
The ECDIS Route Assessment tools will automatically assess the temporary
information in ENCs because it appears as standard ENC objects and can be accessed
from the ECDIS pick reports. Where the information is encoded in the ENC, digital
chart users do not need to refer to ADMIRALTY T&P NMs that have been issued for
paper charts.
Audit and compliance inspections require the demonstration of working with the
latest ENC updates for the passage plan. It is also required to demonstrate vessel
have a system in place to reasonably obtain and assess temporary information.
Temporary information for digital navigation can be obtained from:
• The information encoded in the ENC.
• AIO distributes some extra information that may not be included in ENCs,
where there is equivalent coverage by ADMIRALTY paper charts.
• Other sources on board such as Navtex.
• Local authorities, such as agents or port authorities.
Where the information is included in the ENC, it is not needed to assess paper chart
notices as part of their passage plan, unless navigating with paper charts.
The ADMIRALTY Guide to the Practical Use of ENCs (NP231) gives guidelines for using
AIO and ENCs during passage planning and monitoring, including the use of T&P
NMs. The T&P policies of AVCS countries can be found on the Support tab at
admiralty.co.uk/avcs and in the INFO folder of AIO discs.

NAVIGATION MANUAL
Rev No. : 7
Page : 13 of 43
(ECDIS)
AIO latest ‘user Guide’ must be referred to, is available within the update disc. Vessel
that use ECS systems such as Navtor or others display the latest update procedures.
OOW must be aware of these procedures.
• Vessel that are using NAVSTATION and other ECS as backup can also enable
AIO
• Vessel that are having paper charts need to correct the T&P from ANM.
• ECDIS vessels that use local paper charts in the event of non-availability of
ENC are to update charts and T&P through agents, hydrographic office etc.
T&P corrections will be automatically installed provided that the system is
sequentially updated by the base CD’s, weekly CD’s, and downloads from UKHO.
Vessel should ensure that AIO updates are obtained from UKHO when requesting for
weekly updates and applied to the ENCs
T&P files needs to be maintained on board in following cases;
• Vessel has single ECDIS.
• Back up of ECDIS is stated as paper charts in SEQ certificate.
• If the vessel maintains paper charts as contingency (take home charts).
• If AIO function is not available on electronic charts system, used for contingency.
Navigation Warnings
Navigation warnings are by nature more short term and urgent than T&P NMs. ECDIS
manual updating functionality should be used to annotate ENCs with the content of
these warnings so that they can be displayed together with planned route.
Navigators using ECDIS must be aware of the ability to plot new dangers on
electronic charts through the use of the Marine Information Objects (MIO)
capability. The purpose of the MIO is to highlight navigation warning information on
the electronic chart. NAVTEX warnings may be displayed automatically if the
NAVTEX is integrated into the ECDIS system.
In such cases the user must ensure the below;
▪ Outdated information is deleted appropriately
▪ NAVTEX data is selected for display
▪ Area alerts are configured with regard to NAVTX information
▪ Access the effect on the route and inform master accordingly.
Where Navtex is not integrated with ECDIS, correction to be manually entered using
the appropriate function, such as user chart or mariners added objects.
Adequate records should be maintained to show that all navigation warnings have
been considered and the relevant ones have been applied to a Voyage Plan.

NAVIGATION MANUAL
Rev No. : 7
Page : 14 of 43
(ECDIS)
Admiralty Digital Catalogue

The Utility CD supplied with the chart software should include the Admiralty Digital
Catalogue. This catalogue is updated on a weekly basis and allows the Navigation
Officer to view the permitted chart coverage and to prepare a basket file for
requesting any additional ENCs required for a particular voyage.
Cancelled Charts
Similar to the paper chart system, new editions of electronic charts are issued on a
regular basis. These new editions are supplied on the weekly update CD and should
be downloaded as part of the weekly update procedures. Every three months, the
suppliers issue new base CDs. At this point, the Navigation Officer should delete all
previously installed ENCs and re-install from the new base CDs. This ensures that the
vessel is using the latest copies of the ENCs at all times.
Checking and Assurance
After weekly updates have been applied an independent check must verify the status
of each ECDIS and all ENCs installed for the voyage.
These checks must include NMs and navigation warnings information and confirm
that Manual updates have been added to the Voyage Plan for information relevant
to the voyage.
In addition to checking the status of the individual ENCs during the appraisal
procedure, the review stage should also check the ENC update status as part of the
final Voyage Plan
approval.
Inspections
A provision of a chart system is a high cost item and it is therefore essential that it is
maintained correctly.
The monthly chart correction record form is to be completed by the Master on
completion of the weekly chart corrections as notified in the “Weekly Notices to
Mariners”.
Random verification of update’s on ENC cells to be carried out by Master for every
voyage. This may be done by checking the ENC update status report and Digital
catalogue for the active route to confirm if any ENC cells pertaining to voyage missed
out for correction/update. Verification of the correction procedure should include
Navigation Warnings and T&P notices. Entries pertaining to this to be recorded
under log NP 133C relevant sections and initialled by Master.

NAVIGATION MANUAL
Rev No. : 7
Page : 15 of 43
(ECDIS)
Visiting Superintendents and 3rd party inspectors may also check that the ECDIS has
been correctly updated.
VOYAGE PLANNING - PLANNING
The Voyage Plan should consider all elements of the passage from berth to berth,
encompassing every leg, in full navigation detail, including those where a Pilot will be
embarked.
It is recommended that the planning process begins using smaller scale ENCs (Bands
1 and 2 – overview and general), outlining a basic route, before moving to medium
scale ENCs, (Band 3 – costal ENCs), bringing in more detail to refine the overall plan
and edit legs of the voyage as proximity to the safety contour decreases; before
utilising Bands 4/5/6 (Approach, Harbour and Berthing ENCs) to prepare the pilotage
detail.
It is critical to note that Route check function in the ECDIS will only detect certain
dangers to navigations parameters that have been detected within the XTD of the
planned route. This function will only work on an ENC and not on a RNC. It is
therefore critical to manually check the entire route on the compilation scale as a
final safety check.
▪ Routes should be routinely checked as follows;
▪ During and on completion of route planning
▪ After a route has been modified
▪ After any chart used by the route has been updated
▪ During the master’s approval of the route.
During route check the following consideration must be given;
▪ Selection of ENC as the chart priority, selection of custom display so that all
navigable dangers may be viewed.
▪ To ensure all area settings are configures appropriately
▪ To ensure adequate XTD/XTE/Channel limit/corridor and safety margins for
the route legs to take in to account the availability of navigable waters,
expected traffic, likely deviations and collision avoidance.
Below mandatory procedures that must be followed when navigating on ECDIS;
▪ The AIO is turned on (if applicable) and e-PNM (T&P), navigational warnings
and NAVTEX notes for the area are turned on (manual update list). This must
be done before the route check is carried out and during watch takeover.
▪ A route validation check of the current route should be conducted and
documented in OP-01 after applying the e-PNM corrections, navigational
warnings and NAVTEX messages to ensure that the updates do not affect safe
navigation.
NAVIGATION MANUAL
Rev No. : 7
Page : 16 of 43
(ECDIS)
▪ During Route check, the safety cross track distance should be set as wide as
possible to allow enough reaction time, but as narrow as necessary to avoid
unnecessary danger alarms when navigating in confined waters. However, in
any case must not be less than 2 Nm.
▪ During route planning and monitoring the operator must enable the date
dependent function and select a date or date range to display all date
dependent non-permanent chart objects.
▪ The following alarms (visual and audio) should never be disabled:
• Grounding or danger.
• Critical points (mariner derived note).
• Safety cross track (deviation from route).
• Mandatory sensor failure.
• Different geodetic datum
RECOMMENDED SETTINGS
Shallow Contour: This value should not be less than the static Draft.
Safety Depth: This value should be the Dynamic Draft +[ UKC requirement/CATZOC
depth correction]* + allowance for swell (if applicable) – Ht. of Tide
Safety Contour: This value should be the same as safety depth
Safety Height: This value should not be less than the air draft of the vessel + 1metre+
Ht. Of Tide.
(Note: The minimum vertical clearance under no circumstances shall be less than 1
metre while passing under overhead bridges and 2 metres while passing under
Electric cables)
Deep Contour: This value should be five times vessel’s draft or 30 m whichever is
greater.
Setting of Safety Depth/Contours parameters
Safety Depth: This is the Minimum Safety Depth that vessel needs to stay in as per
company’s UKC Policy. It also highlights a spot sounding
The safety depth should be calculated as follows:
Safety depth = Dynamic draught + [minimum under keel clearance requirement/
CATZOC depth correction] * + allowance for swell (if applicable) – height of tide.
*See Sec 4.1.2 ZOC and Passage planning, for guidance on arriving at the UKC
requirement.

NAVIGATION MANUAL
Rev No. : 7
Page : 17 of 43
(ECDIS)
Vessel to consider the minimum tide available during the time of the transit. In
some parts of the world the swell should be considered particularly when crossing a
shoal or bar in an exposed location
This function is primarily used for the route check and an alarm will be generated
upon encountering shallower depth in look-ahead area. The spot soundings below
the specified values will appear bold and clear representation of a vessel’s ‘no-go’
line than the safety contour.
Example of calculations
Draft =9 metre, Depth = 30 metre
Estimated maximum squat = 1.0 metre
Dynamic Draft = 10.0 metre
UKC Policy 20% Dynamic draft = 2.0 metre
Allowance for swell = 0.0 metre
CATZOC Area A1 = 0.5 + 1 % depth = 0.8 metre
(Since the UKC requirement(2mts) is stricter than the CATZOC error(0.8m),
vessel chooses only the UKC requirement and CATZOC depth correction is
waived off-See Sec 4.1.2 Figure 1)
Ht. of Tide = 0.5 metre (Vessel to consider the minimum tide for transit time)
Then Safety depth = 10.0 + 2.0 – 0.5 = 11.5 metres
*In Case the value of the CATZOC error is greater than the UKC requirement, then
the CATZOC value is taken as the new UKC requirement)
Safety Contour:
The safety contour provides a visible boundary between “safe” and “unsafe” water
with respect to depth and is highlighted on the display to enable easy identification.
The safety contour must be selected in the same manner as the safety depth
described above.
The following rules dictate how the displayed safety contour may change during a
voyage.
▪ If no safety contour is specified by the operator, the default is 30m.
▪ If the safety contour selected by the operator is not available in the SENC, the
ECDIS will default to the next deeper contour.
▪ If, when the ship moves onto a new chart, the safety contour previously in
use is no longer available, ECDIS will select the next deeper contour
NAVIGATION MANUAL
Rev No. : 7
Page : 18 of 43
(ECDIS)
▪ If the safety contour specified by the operator, or the default 30m contour, is
not in the displayed SENC, the safety contour shown will default to the next
deeper contour
As depth contours on an ENC are normally only drawn at 5m intervals, the system
automatically uses the deeper contour when the selected safety contour depth lies
between contours.
Example of calculation
Draft =9 metre, Depth = 30 metre
Estimated maximum squat = 1.0 metre
Dynamic Draft = 10.0 metre
UKC Policy 20% Dynamic draft = 2.0 metre
Allowance for swell = 0.0 metre
CATZOC Area A1 = 0.5 + 1 % depth = 0.8 metre
Ht. of Tide = 0.5 metre
Safety depth = 10.0 + 2.0 – 0.5 = 11.5 metres
Safety Contour setting = 11.5 metres (Input Value)
Soundings equal to or less than the safety depth selected are displayed in bold type
when the display of spot sounding is turned on making them more conspicuous than
the deeper soundings. In cases when the safety contour defaults to a value deeper
than that preferred, the safety contour may not represent the limit of navigable
water. In such case, the operator may be forced by the circumstances to navigate in
such waters and the limit of navigable water will be defined by the spot soundings in
bold type. ‘No Go Areas’ to be annotated on the screen using the Add Info function.
Systems also provide the navigator with the option to decide if they want the
isolated danger displayed within ‘unsafe waters’(waters between safety contour
and the zero meter contour).It is very important that this is kept on in such
instances when the vessel is navigating beyond the safety contour.

NAVIGATION MANUAL
Rev No. : 7
Page : 19 of 43
(ECDIS)
Using the example above, it is

possible to set the Safety Depth to
11.5m. All spot soundings 11.5m
and shallower will then be
prominently highlighted on the
chart.
The Safety Depth will provide an
alarm to the navigator when
reached.
Shallow contour and deep contours

The shallow and deep contours are utilised when the four-colour depth display is
selected. The deep contour is normally set at five times vessel’s draught or 30 mtrs
whichever is greater. The Shallow contour is set to a value of static draft. The area
between the 0m contour and the shallow contour is coloured dark blue, the area
between the shallow and safety contour is coloured light blue, and the area between
the safety contour and the deep contour is coloured grey and beyond is coloured
white. This allows the gradient of the seabed to be graphically displayed
With reference to above example
Shallow contour = 9 metres
Safety depth = 11.5 metres
Safety Contour = 15 metres (Input value is 11.5 m, value may default to the
nearest available contour.)
Deep Contour = 45 metres
Illustration of Safety Depth, Safety Contour, and Approach to Critical Point (Look
Ahead Range)

NAVIGATION MANUAL
Rev No. : 7
Page : 20 of 43
(ECDIS)
Different colours (Colour Coding) can be used to highlight the different depths.
Depth colours can be in 2 colours or 4 colour displays. It is preferred to have 4 colour
display for better visual appreciation of depth gradient.
In 2 colour displays, the shallower area is filled in deep blue than the safety contour
In 4 colour displays, the below are displayed in 4 different colours
1. Shallow Contour
2. Safety Depth
3. Safety Contour
4. Deep contour.
That is where it is important to select 4 colour mode, as in the 2-colour mode, the
light blue will come dark blue and grey will become white.
When navigating within narrow channels in close proximity to shallow waters, it may
be tempting to reduce or turn off the safety contour alarms. This should be avoided,
except in exceptional circumstances where the alarms become dangerously
distracting, and only if appropriate extra caution is then applied to maintain proper
situational awareness.
Limiting Danger Line:
The ability of an ECDIS system to highlight a given Safety Contour based on a set
Safety Depth is one of the great advantages of the system.

NAVIGATION MANUAL
Rev No. : 7
Page : 21 of 43
(ECDIS)
In essence, the system displays clearly in bold the contour beyond which you do not
wish to proceed. Furthermore, if you have activated your Anti-Grounding Cone (AGC
also called Safety Frame or Guard Zone) the system will alarm when in contact with
the safety contour, thereby giving prior warning of the proximity of danger.
However, the lack of contour data currently available within ENCs means the
operator is not able to fully harmonise the Safety Contour with the Safety Depth. If
the Safety Depth value is set to 6.5m, for example, the system will automatically
highlight the next available contour, which is normally the 10m line. It can be seen
therefore, that if the vessel by necessity has to proceed over soundings of less than
10m but greater than 6.5m, safe areas cannot be defined, and it is therefore
dangerous to proceed. Furthermore, the system will continuously alarm causing
alarm fatigue. This shortfall essentially means that vessels that need to reduce the
Safety Contour in accordance with their Safety Depth in order to get into harbour
safely will be faced with two options:
1. Turn the Anti-Grounding Cone off.
2. Reduce the Safety Contour value to 5m.
It must be seen that both the options above are inherently dangerous. Turning the
AGC off means that the system will only alarm when the ship symbol encounters
them, which in most cases will be too late.
A solution to this problem is the drawing of a Limiting Danger Line or LDL.
Essentially, it is a manually inserted danger line that will alarm when the safety
frame touches it, replacing the Safety Contour in extremis. The value of the LDL is
calculated as follows:
Draught + Safety + Squat – HoT (Time dependent)
When the Safety Depth value is inserted, all soundings equal to or less than this
value are highlighted in bold. A manual danger line can be drawn around the
soundings to produce the LDL by using Manual corrections or equivalent function
and making it alarmable by assigning a danger attribute. The safety value is a prime
consideration and must be large enough to take into account the quality of data.
Because the contour is being drawn manually you must take into account the
inaccuracy of the data in use. It is of note that some systems can draw an LDL
automatically. It must be remembered that a LDL is time dependant because it is
based upon the height of tide and that when no longer required it must be ensured
that the Safety Contour is reverted back to a value greater than Safety Depth. If the
LDL is drawn and the available channel is deemed too narrow to facilitate use of the
AGC (i.e. if used it would cause alarm fatigue) then it is strongly recommended that
Clearing Bearings be used to define the area of water in which it is safe to navigate.

NAVIGATION MANUAL
Rev No. : 7
Page : 22 of 43
(ECDIS)
Crossing the Safety Contour:

Where the safety contour defaults to a value deeper than that specified by the
navigator, the safety contour may not represent the limit of navigable water. In such
cases, the navigator may be forced to navigate in these waters and the limit of
navigable waters will be represented by the spot sounding depth in bold type.
A thorough Risk assessment must be done by the bridge team. This will particularly
affect vessels navigating in restricted areas.
If a vessel must cross the safety contour to continue along the planned route, the
following factors should be considered:
• Confirm the isolated dangers are displayed in shallow water
• Turn on the display of spot sounding depth
• Suitably scaled ENC are available
• Access CATZOC quality
• Define No Go areas through the use of mariner added objects and activate
danger alerts (use of LDL)
• Monitor the echo sounder
• Use additional Bridge manning (Master can support)
• Increase frequency of position cross checking
• Clearly mark in the passage plan weather the vessel will cross the safety
contour.
In planning stage may not alert and may only give a minor indication during the
route check function, on crossing the safety contour. Mariner should not rely
completely on the automatic route check function to replace detailed verification of
the route conducted by the navigator and the Master.
MARKINGS ON THE CHART
The electronic chart should be marked with:
▪ Prominent navigation and radar marks
▪ Parallel index lines (not from floating objects unless they have been first
checked for position)
▪ No go areas
▪ Landfall targets and lights
▪ Clearing lines and bearings, safe distance off
▪ Transits, heading marks and leading lines
▪ Significant tides or current
▪ standing Safe Speed and necessary speed alterations
▪ Call Master Point/ Changes in Machinery Status/ Anchor clearance
▪ Minimum under keel clearance
NAVIGATION MANUAL
Rev No. : 7
Page : 23 of 43
(ECDIS)
▪ Crossing and high-density traffic areas

▪ Contingency plans/ Abort positions
▪ VTS and reporting points
▪ Any other user defined notifications as considered necessary
OTHER ECDIS ALARMS AND SETTINGS:
Area with special conditions:
An alarm or indication, as set by the user, will be given if, within a specified time or
distance,
own ship would cross the boundary area of a geographic area for which special
condition exist such as Traffic Separation Zone, Caution area, anchorage area,
Particularly Sensitive Sea Area, Military practice area.
Deviation from route:
An alarm will be given if the specified cross track limit for deviation from the planned
route is exceeded.
Positioning system failure:
Navigating officers should be aware of the non-reliability of the GPS input to ECDIS.
An error message will be displayed if the GPS signal is lost stating that ‘DR
positioning is being used’.
Approach to critical point:
An alarm will be given by the ECDIS when the ship reaches a specified time or
distance, set by the mariner, in advance of a critical point on the planned route.
ECDIS failure:
Similar to other electronic navigational equipment, ECDIS can fail, either outright or
in a way that can give misleading information. The navigator shall transfer navigation
to the back-up system.
Approach to mariner entered feature, e.g. area, line:
An indication will be given if, continuing on its present course and speed, over a
specified time or distance set by the mariner, own ship will pass closer than a user
specified distance from a danger (for example obstruction, wreck, rock, or an aid-to-
navigation) that is shallower than the mariner’s safety contour or an aid-to-
navigation.

NAVIGATION MANUAL
Rev No. : 7
Page : 24 of 43
(ECDIS)
Anti-Grounding Setting
Look Ahead function (also known as Watch Vector, anti-grounding setting or guard
zone) - It is the Ahead window for the input of advance time for alarm / warning
generation. This would need to be determined by the Master and is dependent on
the ship’s speed, traffic situation, geographical limitations, and manoeuvrability.
Port and Starboard corridor width or Cross track distance (XTD) – This also would
need to be determined by the Master as it is depending on expected traffic situation,
ship particulars and geographical limitations (channels, fairways, etc.). As a
minimum, the corridor width to either ship side shall be set to 185 m.
Recommended Safety Zone Settings

Look Ahead and cross track settings for the ECDIS to detect dangers or shallow water
for anti-grounding system should be set subject to the Geographic location. The
following settings are recommended as a minimum:
Pilotage and Confined
Alarm Settings Coastal Waters Open Sea
Waters
Ahead (mins) 6 mins 15 mins 24 mins
Port 50 m 0.5 nm 1.0 nm
Stbd 50 m 0.5 nm 1.0 nm
Sector 10deg 15deg 90deg

NAVIGATION MANUAL
Rev No. : 7
Page : 25 of 43
(ECDIS)
Setting NO-GO areas

In shallow waters and during pilotage where the above is too strict, the system
should be set to display only sounding up to a certain depth. The highlighted depths
can be used to create a user layer of manual No-Go areas and other annotation.
The navigating officer should never rely solely on automatic alerts as the alert may
not give sufficient time or space to avoid the hazard.
The recommended settings mentioned above do not alter the Master’s prerogative
to modify or augment anti-grounding cone settings.
It is worth clarifying the fact that the main tool to clearly distinguish between safe
and unsafe waters remain the No-Go Area manually plotted by the navigator.
The main tool to clearly distinguish between safe and unsafe waters remain the
NO GO area manually plotted by the navigator.
The main tool to clearly distinguish between safe and unsafe waters remain the NO
GO area manually plotted by the navigator.
Alarm setting adjustments:
At the beginning of each new voyage, the alarm setting shall be verified and
amended where necessary. The settings and parameters as stated in the passage
plan shall be discussed during the passage plan meeting and made known to all
watch keepers.
Disabling or changing parameters to the alarm settings shall be done with the
Masters consent. Only the Master is authorized to disable alarms when entering
shallow waters to adjust the safety contour etc.
Master shall adjust the alarm setting parameters throughout the voyage to ensure
that they are optimised for the prevailing circumstances and conditions. However,
he shall ensure that at any given time during the passage, the OOW are aware of the
settings.
Checklist for Taking Over watch shall be used for monitoring the safety settings of
the ECDIS during watch keeping.
Additionally, random checks shall be made to ensure that user defined limiting
parameters, such as the safety contour etc., are not violated whenever the passage
plan is adjusted after departure.
The OOW should review outstanding alarms to ensure that they are not indicating a
navigational risk on taking over a watch and at frequent intervals thereafter.

NAVIGATION MANUAL
Rev No. : 7
Page : 26 of 43
(ECDIS)
Recommendations on other settings.

Colour mode setting: Colour Mode is to be set to 4 colours mode in order for the
navigator to be able to distinguish the depth gradient of the waterway. The 2-colour
mode does not allow the user to distinguish shallow patches which may be lost when
navigating in the Safety contour area.
SCAMIN
Scale minimum (SCAMIN) defines the minimum scale at which the features will be
displayed in an ECDIS. SCAMIN is used to significantly reduce the amount of
information on the ECDIS display when reducing the viewing scale of an ENC smaller
than compilation scale.
A buoy that has the IENC Encoding Guide’s recommended SCAMIN setting of 10000
will only be shown on the display if the selected display scale is greater than 1:
10000 (Larger scale).The system auto‐filter means that unless navigating on the best
scale chart, OOW will not see all the information available for display. Therefore,
when zooming out the system will automatically deselect certain features from
display such as soundings, lights and topographical detail. The only way to ensure
that the display is not affected by SCAMIN is to always ensure that the chart is being
used on the best scale (compilation scale).
All ECDIS as per latest presentation library have the facility of switching the SCAMIN
feature on & off on ECDIS display. However, to use this feature effectively without
losing the critical information at various stage of passage planning following shall be
followed by deck officers:
I. During voyage monitoring, ECDIS must be operated at compilation scale (1:1),
when appropriate scale ENCs are available.
II. When OOW zooms out, the ECDIS may indicate an under scale warning and
may limit this operation to a certain scale factor. The OOW must be
conversant with the procedure for resetting to the ENC compilation scale as
soon as wider situational awareness has been established.
III. During the planning phase, checks and visual inspections for dangers should
be carried out at compilation scale.
IV. ECDIS system must be set to operate with SCAMIN OFF for appraisal,
planning and review phases to ensure all information is seen. (NP 232)
V. SCAMIN must be selected ON for execution and monitoring of the voyage
plan in order to reduce the effects of an overcrowded display. (NP 232)

NAVIGATION MANUAL
Rev No. : 7
Page : 27 of 43
(ECDIS)
Cross track error (XTE)

It is crucial that this parameter is set realistically for each leg of the voyage. The
voyage plan check function only flags up hazards within the intended footprint of the
passage. Alerts will not be activated for navigational hazards outside of the XTE tram
lines. Therefore, these must be set to realistic distances. For example, on approaches
to port the XTE may be confined to 185 metres (1 cable) or the width of a buoyed
channel, and when open sea the parameters may be extended to reflect the
Master’s CPA requirements (e.g. 2nm).
Other alerts to be set to assist the navigator
Waypoint Approach – Provided that the manoeuvring or handling parameters of the
vessel are correctly entered, the system will draw the voyage plan through the
waypoints but will mark on the chart the wheel-over positions and will show the
expected radius of turn. The navigator must remember that the vessel will follow the
radius of the turn and not necessarily go through the geographical waypoint; this is
particularly relevant if the autopilot is integrated with the ECDIS and operating in
Track Control* mode.
Off-course – To be set as per Master’s instruction.
Special Areas (traffic separation zone, recommended traffic lane, Restricted Area,
Anchoring Area, Anchoring Prohibited Area, Territorial Sea Area, Harbour Limit,
Military Practice Areas, and Specially Protected Areas etc.) will trigger an alert when
a safety zone violation is detected.
Track Control
TRACK CONTROL MODE MUST NOT BE ACTIVATED AT ANY TIME.
PLANNING AND PILOTAGE
Voyage planning should include pilotage legs in exactly the same manner as for the
rest of the voyage, such that the Master and the Bridge team are aware of the
outline of the legs, the safe water available and the navigation marks and fixing
details required for executing and monitoring when the pilot joins the Bridge Team.
Once the Pilot has embarked and has briefed the Master, the intended route should
be reviewed by the watchkeeping Officer with the Master and Pilot.
Pre-Pilotage information exchange with pilot
The Master (or delegated Deck Officer) should provide a short brief alongside the
Pilot Card and the Pilot needs to be made aware of
▪ The ECDIS type, make and model

NAVIGATION MANUAL
Rev No. : 7
Page : 28 of 43
(ECDIS)
▪ The ENCs and updates available and applied to the ECDIS for the port and
approaches
▪ Any local warnings held onboard
▪ Backup procedures and method.
VOYAGE PLANNING – REVIEW
Checking of the Voyage Plan should start with a visual check by the Deck Officer and
then the Master. An automated check of the Voyage Plan, using the built-in ECDIS
functionality should be carried out. All alarms should be investigated with display
setting set to ‘ALL’.
The checkpoints for major setting changes (e.g. display, safety settings, features
displayed) should be checked at this point to ensure they are appropriate for the
likely conditions. The cross-track distance (XTD) values selected should be set for
each leg independently and be based on requirements for ensuring a safe distance
from the safety contour, whilst allowing sufficient sea room for collision avoidance.
The final check should be completed by the Master, who should then sign-off the
visual check and the results of the automatic and manual alarm checks. At this point
it is recommended that the Voyage Plan is “locked” if the ECDIS supports this
function. All ECDIS terminals can then be loaded with the approved version of the
plan.
The Voyage Plan must not then be altered without formal approval and a separate
review of the changed legs as a minimum.
VOYAGE PLAN – OUTPUT
As a minimum, the following information should, at least, be captured in the final
Voyage Plan:
▪ A comprehensive list of appropriately scaled ENCs to cover the voyage,
backed up by paper charts where coverage of ENC is unsuitable
▪ The approved, planned track with true course and distance of each leg,
plotted out on appropriately scaled ENCs
▪ Planned speed for each leg of the passage, taking into account navigational
hazards and vessel characteristics
▪ Safety contour and safety depth settings for each leg
▪ Other key ECDIS settings including palette, features displayed and other
options
▪ Leg settings (XTD, guard zone)
▪ Estimated times of arrival at critical points in the plan
▪ Wheel over positions, as applicable
▪ Turn radius for each alteration, as applicable

NAVIGATION MANUAL
Rev No. : 7
Page : 29 of 43
(ECDIS)
▪ Documented areas to be avoided (including clearance) within the ECDIS

▪ Notes covering any useful / relevant local information and regulatory
restrictions
▪ Areas likely to have high traffic density
▪ Areas under international rules considered to be port, deep-sea, mandatory,
or voluntary pilotage waters
▪ Method and frequency of primary and backup position fixing
▪ Navigational marks (and radar ranges or parallel indices) and other visual
cues to use when supplementing existing positioning methods (position
confirmation by check fix)
▪ Contingency plans for emergencies including all contingency actions which
would place the vessel in safe water, at a port of refuge or at a safe
anchorage.
CHANGES TO VOYAGE PLANS
When a Voyage Plan requires amendment during the execution of the plan, the
changes should be subject to the same planning and review process as the original
Plan. A record of any changes to the Voyage Plan and their review should be made.
PASSAGE PLAN MEETING- COMMUNICATION BETWEEN THE OFFICERS / BRIDGE
TEAM AND DEBRIEFING
Once a Passage Plan has been prepared and approved by Master, the details shall be
communicated to all the bridge team members and other relevant staff on board by
means of a passage plan meeting.
It is the responsibility of each watch keeper to review and understand the passage
plan before the beginning of the voyage. In case of any doubts or concerns the
officer shall consult and clarify the issues during the passage plan meeting.
Prior to entering restricted waters or a standby condition, the bridge team should
conduct a talk to identify hazards and specific duties and to agree on safety
precautions and actions required. A debrief exercise should be conducted on
completion of the passage to identify and circulate any learnings and proposed
improvements to future passage plans.
The passage plan meetings shall also include ECDIS status, back up procedures and
actions in case of an ECDIS failure.
SOME ECDIS ROUTE PLANNING TIPS:
▪ Ensure the list of appropriately scaled ENC’s available to cover the voyage,
backed up by RNC and paper charts where coverage of ENC is not available.

NAVIGATION MANUAL
Rev No. : 7
Page : 30 of 43
(ECDIS)
▪ Plot the approved planned track with true course and distance of each leg
using smaller scale ENCs first, outlining a basic route, before moving to
medium scale and large scale ENCs.
▪ Input planned speed for each leg of the passage, taking into account
navigational hazards and vessel characteristics.
▪ Ensure that you have adequate XTD for the various legs of your route to take
into account the nature of the environment and expected possible
deviations, lateral separation from the route and collision avoidance.
▪ Check Zones of Confidence (ZOC) or Source Data Diagrams and amend the
route or highlight as necessary.
▪ Set Safety Depth and Safety Contour values.
▪ Turn radius and wheel over positions for each alteration, as applicable.
▪ Check if latest AIO information is available regarding T&P notices. Ensure that
all T&P notices are plotted if the same is not available on the AIO display.
▪ Ensure Nav area warnings/ NAVTEX warnings corrections are incorporated.
▪ Conduct a system check of the route at an appropriate XTD to allow for
deviations, collision avoidance etc.
▪ Once all alarms have been checked and verified, check the route in its
entirety on 1:1 scale by manually scrolling along it.
▪ Add relevant additional information such as NO-GO Areas, local information,
communication details, contingency plans, radar conspicuous objects, parallel
indexes, method, and frequency of position fixing etc.
▪ Double check distance/ETD/ETA and tidal constraints.
▪ Protect the route as necessary and save a backup.
▪ If updates arc installed prior to sailing or during the execution of the route,
ensure that the route is checked again, as updates may affect it.
▪ All alarms must be switched ON before running the check.
ARCHIVING & SHARING OF PASSAGE PLANS
Passage Plans may be stored and shared between several users or ships within the
fleet. It is possible for an Officer with a few keystrokes to print and present a
complete and comprehensive Passage Plan – possibly made for a vessel with
different characteristics.
Navigators shall exercise caution when re-using an archived passage plan as there
may be variations in vessel conditions as well as dangers to navigation.
Best practices observed from the ECDIS passage plans shall be shared across the
fleet for continual improvement.

NAVIGATION MANUAL
Rev No. : 7
Page : 31 of 43
(ECDIS)
NAVIGATION AND MONITORING WITH ECDIS

ECDIS display modes
The three display modes are ‘Base’ Display, ‘Standard’ Display and ‘All’ Information
Base Display Standard Display All Display
• Coastline (high water); • ‘Base’ Display + • ‘Standard Display’
• Own ship's safety • Drying line +
contour; • Fixed and floating • Spot soundings
• Isolated underwater aids to navigation • Submarine cables
dangers of depths less • Boundaries of and pipelines
than the safety contour; fairways, • Ferry routes
• Isolated dangers which channels, etc. • Details of all
lie within the safe water • Visual and radar isolated dangers
defined by the safety conspicuous • Details of aids to
contour such as bridges, features navigation
overhead wires, etc., and • Prohibited and • Contents of
including buoys and restricted areas cautionary notes
beacons whether or not • Chart scale • ENC edition date
these are being used as boundaries • Geodetic datum
aids to navigation; • Indication of • Magnetic
• Traffic routeing systems; cautionary notes variation
• Scale, Range, • Archipelagic sea • Graticule
Orientation, and display- lanes • Place names
mode;
• Units of depth and
height
Whilst ‘Standard’ display may be considered to be the minimum information that

must be displayed at all times, some important features such as soundings,
submarine cables, and pipelines are not included in this display mode, and must be
switched on using the appropriate ‘Custom’ display settings available.
The ECDIS user should familiarise themselves with the ‘Custom’ display options of
the ECDIS to ensure the display can be configured safely. It is recommended that the
voyage plan included a list of the settings required for each phase of the voyage.
These settings once included in the passage plan and approved by the Master should
not be changed without Master’s Approval.

NAVIGATION MANUAL
Rev No. : 7
Page : 32 of 43
(ECDIS)
As a minimum, when using ECDIS in route planning and route monitoring mode, the
display must be set in custom mode with spot soundings and isolated dangers. At all
times, spot soundings must be displayed. Additional layers of information must be
added depending on the situation. For example, when the vessel is preparing to
anchor submarine cables and pipelines, as well as any other applicable navigation
hazards, are to be displayed on the screen.
The Officer must, however, bear in mind the risk associated with cluttering-up the
screen unnecessarily. This can lead to ‘information overload’, particularly if the
ECDIS display is also populated with radar overlay, ARPA and AIS information.
Masters are to prescribe their absolute minimum requirements for the information
to be displayed on the ECDIS during each stage of the voyage. This list must be
specific to the particular ECDIS equipment fitted on board and should not be
considered exhaustive; additional layers can be added to suit the prevailing
circumstances.
Example
Scenario Standard Display plus additional layers: Other considerations:
Deep Sea Spot Soundings to a depth of 2000m Max XTE 3704m (2nm)
Details of isolated dangers
Coastal Spot Soundings to a depth of 100m Max XTE 926m (0.5nm)
Ferry routes
Details of aids to navigation
Contents of cautionary notes
Anchoring Spot Soundings to a depth of 50m Max XTE 1852m (1nm)
Submarine cables and pipelines
Pilotage Spot Soundings to a depth at least Max XTE 185m (0.1nm)
equal to the value of the Safety Contour

NAVIGATION MANUAL
Rev No. : 7
Page : 33 of 43
(ECDIS)
Day/ Night Settings:

The display should be set up to meet the appropriate conditions on the bridge. There
are three main viewing modes available: daytime, dusk, and night-time. CAUTION -
When using night/ dusk settings, background colours get altered and shoals/ other
dangers may not be readily apparent. Until good orientation is achieved, it is
advisable to switch to Day settings occasionally.
Monitoring the Voyage
Use of a single method of fixing, especially one that is automatically plotted in ECDIS,
can lead to over – reliance.
Whilst satellite positioning systems may deliver accuracy of 5-20m under ideal
conditions, errors can occur and the signal can be lost or disrupted either due to
environmental conditions, signal interference, or malicious activity.
OOW should therefore conduct frequent cross-checks of displayed own vessel
position at regular intervals. It is strongly recommended that manual fixes (e.g. from
visual lines of position, radar distance and bearing, and depth soundings), at
prescribed intervals, are established as part of the Voyage Plan and that these
become more frequent as the Voyage Plan approaches the safety contour.
The following table outlines the minimum position fixing interval:
Area Frequency Position verification methods may
be one or more of the followings;
Ocean Passages/Deep Sea Once every 1. Comparison between two GPS
watch (Visual & Calculated).
(Having no land in
2. Astronomical Observations (if
vicinity)
possible).
3. Dilution of Precision(DOP)
checking.
1.Coastal Navigation At least once 1. Visual bearings
2. Radar range/bearings.
(Areas where vessel is every 30 min
3. Parallel Index.
close to shore and Radar
(Radar Overlay check (if available).
and visual objects are
NOTE: Comparison between two
available for position
GPS (Visual & Calculated) can be
cross check)
used only if no other means (Visual
/ Radar / PI / Radar overlay) are
available.

NAVIGATION MANUAL
Rev No. : 7
Page : 34 of 43
(ECDIS)
2. Confined /Pilotage At least once 1. Visual bearings

waters (When the vessel 2. Radar range/bearings.
every 30 min
is in areas of shallow 3. Parallel Index.
waters having limited (Radar Overlay check (if available).
room to navigate) NOTE: Comparison between two
GPS (Visual & Calculated) can be
used only if no other means (Visual
/ Radar / PI / Radar overlay) are
available.
Whichever of the above methods the OOW may choose to verify the ship’s position,
it is necessary to mark the verification on the ENC and record the verification activity
in the log book. The methods available for plotting the verification on the ENCs vary
depending on the options provided by each ECDIS maker. Options such as “Entering
Position”, “Event Mark”, “User Map Editor” or Saving screen shots to the ECDIS HDD,
are just a few. ECDIS fitted with electronic means of recording activities may record
this automatically.
In poorly charted waters, the OOW should use manual updates to mark the legs on
the Voyage Plan which key contours in the approach to shallower water, which will
enable OOW to use the echo-sounder to make cross-checks.
In Costal navigation, the OOW should use visual marks and radar overlay to confirm
the ECDIS accuracy. Use of radar parallel indices may also provide a cross-check, but
the most immediate indicator of system accuracy is the radar overlay. The occasional
display of radar over the ENC gives a rapid visual confirmation of positional accuracy.
Where the radar overlay indicates a possible error in displayed position (i.e. radar
displays out of alignment with the chart) the OOW should seek an alternative fix
method to re-establish a safe navigation position and check on why the satellite
positioning system may be in error.
Position Monitoring on paper charts (Secondary means), where vessel carries a
single ECDIS
Vessels who are supplied with single ECDIS shall maintain paper charts as secondary
means of navigation. These vessels shall follow below mention instructions for
planning and monitoring of passage in addition to instruction given in navigation
manual:
I. Appraisal, planning and execution phase of passage planning for the intended
voyage must be carried out with same effectiveness on both ECDIS and paper
chart.

NAVIGATION MANUAL
Rev No. : 7
Page : 35 of 43
(ECDIS)
II. ECDIS remains the primary means of vessel monitoring, hence regular
position plotting shall be limited to ECDIS only.
III. While monitoring the passage, secondary means of navigation shall be
utilized in following manner:
a) Largest scale paper chart for the vessel’s location shall be kept ready on
chart table for emergency use.
b) Vessel position shall be marked on chart at the time of
- Watch handover
- Change of chart (On present and upcoming chart)
- At interval decided by master during coastal passage, however not more
than 1-hour time interval.
Track History
The ECDIS should be set to display the vessels track history. This will give a quick
indication of the effects of set.
Dead Reckoning
This facility can be used as an easy check to ensure gyro heading and log speed
broadly confirm the actual COG input from the GPS.
Responsibilities of the Officer of the Watch
Assuming the watch
Before assuming the watch, the incoming OOW should conduct a visual check of the
legs to be conducted during the watch (and for a reasonable period after the end of
watch) to ensure they are familiar with the portion of the Voyage Plan to be covered.
This should include the inspection and noting of the following
▪ The correct route is loaded for route monitoring.
▪ Safety contour and safety depths are set correctly, with any changes made
recorded.
▪ The vessel’s draft is correctly set on ECDIS.
▪ Safety cross track distances (safety margin/channel width/ safety corridor)
are set correctly and defined during passage planning stage.
▪ The safety frame/anti-grounding cone (look ahead time, angle or width) is set
correctly.
▪ The ECDIS alarms are enabled.
▪ All previous active alarms are regularly reviewed, and no danger alarm is
active.
▪ The correct layers are set.

NAVIGATION MANUAL
Rev No. : 7
Page : 36 of 43
(ECDIS)
▪ The appropriate chart is being used at an appropriate level of zoom

(nominal/compilation scale set and correct ENC in use). Excessive zoom will
give a false sense of security of the sea area safe for navigation and should be
avoided.
▪ The sensor inputs are correct (GPS, gyro, speed, etc.).
▪ Course Over Ground (COG) and Speed Over Ground (SOG) are used in order
to display the movement of own ship in relation to charted geo-referenced
objects.
▪ The AIO is turned on (if applicable) and ePNM (T&P), navigational warnings
and NAVTEX notes for the area are turned on (manual update list).
▪ If radar overlay and/or AIS overlay is fitted on ECDIS, it should only be used to
check for position monitoring. (Radar is for collision avoidance and ECDIS is
for position monitoring.)
▪ The own-ship vector length is set to a consistent and known value to provide
a useful estimate of chart scale
The OOW should also confirm whether the Voyage plan has been amended and that
if it has, the changes have been fully reviewed and authorised. They should also
consider running an automatic scan for the portion of the Voyage Plan about to be
conducted.
Where a second ECDIS has been installed as a backup, the incoming OOW has to look
through the intended track on the secondary system in preparation for taking over.
ECDIS and Collision avoidance
ECDIS, even with radar overlay, ARPA track display, or with AIS overlay activated,
should never be used in isolation for collision avoidance. It is a decision support tool
which can display a harmonised picture of the information supplied to it. However,
the responsibility for actions relating to anti-collision belongs to the OOW and radar
remains the primary tool for collision avoidance.
Checking navigational equipment operation
As with all electronic systems it is possible for ECDIS to malfunction or output
erroneous information. An important requirement for the OOW is to ensure that the
ECDIS is functioning correctly at a basic level and to be able to simply identify via
easy “sanity checks” that the bridge system is performing correctly.
Simple checks on screen displayed time, cursor and menu responsiveness will
confirm that the system has not frozen and that sensor inputs are being processed. A
check fix will determine whether the satellite positioning system is still feeding data
correctly.

NAVIGATION MANUAL
Rev No. : 7
Page : 37 of 43
(ECDIS)
ECDIS linked with other systems

The data inputs from Gyro compass, Speed log, Echo sounder and all other
equipment must be periodically monitored for accuracy by verification using manual
means to ensure that they are being accurately reflected on the ECDIS.
Sensor: Check Accuracy By:
GPS Visual Fixes
Gyro Transit bearings, celestial observation
Speed Log Measured mile between 2 positions
Echo Sounder Hand Line or spot soundings on chart
Radar Index error checks, visual fixes, RIO can be used to check Radar
against GPS
10.9 RECORD KEEPING
The ECDIS does keep an electronic copy of all events and with further development
in storage time and presentation; it may in the future be used as an electronic
logbook. For the time being and in awaiting this development, the Master is to
ensure that the normal hard copy paper logbook is being maintained as required. All
above verification of position by other means shall be recorded in a position log. An
electronic archive of ECDIS passage plans is to be maintained for a period of at least
one year.
Inventory of ENC permits as in schedule A shall be maintained along with ADP
update certificates.
10.10 RESPONDING TO ECDIS FAILURES
Failure of ECDIS is recognised as a hazardous situation depending on the redundancy
and the use. Failure can be of one or more sensors on a single unit or Failure of both
the units. There may be various Equipment scenarios depending upon the usage of
the vessel(Primary or Secondary means of navigation).See Checklist CN-18 ECDIS
Failure and CN-18-A(ECDIS Sensor Failure). In order that the vessel can reach her
port of destination, emergency BA Charts, provided on board or ECS(for vessels
fitted with dual ECDIS) must be consulted. These BA Paper Chart covers worldwide,
in which, vessel could still continue her voyage until she reaches her port of
destination wherein she could have the appropriate scale of charts and necessary
services. In such cases scanned charts of larger scale will be sent to the vessel for
reference. The emergency paper charts must be maintained up-to-date and ready
for use at any time.

NAVIGATION MANUAL
Rev No. : 7
Page : 38 of 43
(ECDIS)
10.11 MAINTENANCE OF ECDIS

Second officer is responsible for the update and maintenance of ECDIS equipment
available on board. ECDIS will be considered as Critical equipment for ships with dual
ECDIS and approved for paperless navigation. He is also responsible of proper
inventory Management of all ENC units and keeping them updated at all times. The
ENC records and ECDIS maintenance shall be maintained in NP 133C.The
manufactures manual must be consulted to for maintenance routine of hardware
and batteries and must be included in the vessel’s PMS.
10.12 ECDIS DATA PRESENTATION AND PERFORMANCE CHECK (DPPC)
Refer to OP 09K,Section’Navigation and Tools’.
10.13 VIRUS CONTROL
Ship staff are strictly prohibited from using the master or any other diskettes
containing programme files to re-install shipboard software applications without
prior permission from the Company. If difficulties are found with computer
programmes, these problems must first be highlighted to the Management Office.
This will eliminate any problems that may be experienced when trying to reinstall
the software.
Any device used to transfer ECDIS updates must be a dedicated unit for that sole
purpose only and be free of any viruses that may corrupt the ECDIS software.
Ships personnel are strictly prohibited from installing software which has not been
authorised by the Company onto a shipboard computer system. It is in breach of
these instructions to install any other operating system in an ECDIS. Computers
which are supplied to the vessel for use in the ship's communication, navigation,
engine room, cargo monitoring and loading systems etc. are not to be used for any
other purpose.
SEE ANTI VIRUS POLICY, Chapter 10, (ISMS POLICY vessel).
10.14 ECDIS SYSTEM MANAGEMENT & MAINTENANCE
Master should refer to the manufacturer’s instructions when handling ECDIS failures
and malfunction. Instructions/ procedures from maker’s manual should be kept
handy for dealing with failures. Vessels should maintain adequate spares on board as
ECDIS to be listed under critical equipment. Minimum spares to be maintained on
board in consultation with manufacturer’s instructions. On board PMS system
includes routine maintenance on ECDIS and the job instructions to be updated as per
manufacturer’s guidelines; PMS routines compliance should be confirmed by
Navigational Officer.
Proper care of the ECDIS system is important to ensure safe navigation.
NAVIGATION MANUAL
Rev No. : 7
Page : 39 of 43
(ECDIS)
1. ENCs are supplied to the vessels on CD-ROMs. These are subject to physical
damage or degradation if not handled or stored correctly. The original discs and
updates should be stored in dust proof covers.
2. When a voyage is planned, all courses, safety contours, waypoints and notes are
saved in the system and stored in the voyage or routes subfolder for use again if
the voyage is repeated.
3. The system needs to be upgraded regularly; temporary files need to be deleted
or old log files need to be cleared out as per manufacturer’s guidance to avoid
clogging up the system and slowing down the operation.
4. Vessels should only use a dedicated memory stick for transferring latest updates
to ECDIS. There is still the possibility of virus attacks, therefore updates shall be
applied to one ECDIS Console and updating of the second ECDIS should not be
done unless the update results are verified on first ECDIS.
5. The navigating officer shall ensure that a back-up of the voyage plan, routes, user
charts, mariner added objects, manual corrections, logbooks and other relevant
data on the ECDIS is available in case of equipment failure of the ECDIS itself or
the connected sensors.
6. Password Management: User password allows the navigator to make minor
setup changes (non-critical) to ECDIS and this password shall be known to all
navigating officers. Administration password permits user to make critical set up
changes and shall only be accessed by the Master. Administration password shall
be included in Master’s handing over notes.
7. ECDIS will give audio-visual alarm to the duty officer in the event of breach of set
values, the audio setting should NEVER be put to MUTE. Each time alarm is
activated it should be acknowledged, problem verified and necessary corrective
action taken.
10.15 DRILLS
Regular exposure to ECDIS failure drills is required for crews to maintain the skills
required to successfully cope when needed. Drills must be held for GPS input failure,
Gyro input failure, Speed Log input failure and Primary ECDIS failure. Critical
Operations Checklist must be made for each of these scenarios, with vessel specific
procedures documented. These must be submitted to the Marine Superintendent
for approval. Once approved copies are to be placed on the Bridge for easy
reference.
These checklists are to be reviewed during a table-top exercise involving the Master
and all deck officers and practiced by each watch-keeper once every month as per
the Drill Planner SF – 19 to ensure familiarity with the contingency principles and
physical location of inter-switches and auxiliary equipment as applicable. These
drills are to be recorded in SF 21.

NAVIGATION MANUAL
Rev No. : 7
Page : 40 of 43
(ECDIS)
The checklists must include the following considerations as a minimum with

sufficient ship specific details particularly with respect to switching from primary to
secondary means of navigation:
Reference to be made to the contingency checklist CN-18A-ECDIS for sensor failure
and CN-18 ECDIS Failure, which details the action to be taken in case of failures of
the ECDIS (and/or sensors) in case of various scenarios.
10.16 PLANNED MAINTENANCE
Routine maintenance of ECDIS shall be carried out as per Planned Maintenance
System.
The input sensors shall be checked periodically to confirm that performance is
satisfactory.
Power backup to the ECDIS must be verified. This may be from either Ships
emergency source, external or internal UPS.
UPS – system(internal/external), if fitted, shall be checked periodically to ensure the
continuous operation of the ECDIS in case of any power failure. Battery to be
replaced as required by the manufacturer.
Vessels shall adhere to the specific maintenance instructions as provided by the
makers.
As ECDIS is software and firmware dependent, updates to applicable software and
firmware to meet changes in IMO and IHO regulatory requirements are needed. This
applies in case of retrospective changes to regulations which apply to all relevant
ships. Six monthly or as deemed necessary, vessels should check with the equipment
makers on the current applicable software and firmware versions and ensure that
the equipment is up to date with current software and firmware versions. All ECDIS
manufacturers (OEM) are obliged to update the IHO on the latest versions of ECDIS
software as provided by them. Vessel can download this information on latest
software and firm ware or ask the vessel superintendent to send it. Vessels may also
contact IHO at info@iho.int<mailto:info@iho.int> for providing this information.
Records of the latest firmware and software are to be maintained in the NP 133 C
and any discrepancy noted must be immediately brought to the notice of the vessel
superintendent.
When the backup to ECDIS is an ENC system, same must be tested periodically and
familiar. The same must be entered into the vessel’s PMS in accordance with
manufacturers recommendations.

NAVIGATION MANUAL
Rev No. : 7
Page : 41 of 43
(ECDIS)
RECORDS
ECDIS Carriage and training regulations require ships to provide evidence of
compliance, particularly during PSC inspections. The below list is not exhaustive list
basic documents that must be maintained on board;
1. Type approved documentations stating ECDIS and back up ECDIS compliance
with IMO performance standards.
2. Generic ECDIS training as per flag requirements.
3. Type specific training certification under the terms of the ISM code and the ships
Flag.
4. ENC and RNC data used for the intended voyage are from the latest official
edition.
5. ECDIS is being updated properly and a system for updating electronic charts is in
place.
6. PMS records of ECDIS maintenance.
7. Below records to be maintained in NP 133C;
• Record of chart updates installed on all systems

• Records of presentation data and performance check.
• Record of any manual updates
• Records of master’s random checks on ENC
• Records of any firmware and software updates.
• Chart correction log for APC
ECDIS is required to be linked to the VDR, if VDR is installed on or after 1st July 2014.
The Bridge team must be familiar with the procedure to retrieve ECDIS playback file
(where available) and e-logs. The same be must retrieved/recorded post any
incident.
10.17 ECDIS LIMITATION
The bridge team should avoid becoming over-reliant on ECDIS. Regular cross-checks
should be carried out to verify the accuracy of the ECDIS position-fixing system
(normally GPS) by other available means, including:
▪ Parallel indexing and use of clearing bearings.
▪ Radar range and bearings.
▪ Visual cross bearings.
▪ Regular checks on the signal-to-noise ratio of the GPS system in use.
▪ Plotting positions on the ECDIS using electronic LOP from visual/radar
bearings and ranges to compare the position from the GPS.

NAVIGATION MANUAL
Rev No. : 7
Page : 42 of 43
(ECDIS)
Regular checks should be carried out on data inputs from the gyro compass, speed
log, echo sounder, GPS and other electronic equipment to verify accuracy. The
passage planning must include cautions and reference to overreliance and the
barriers that are present to prevent errors. Passage planning meeting must highlight
the mitigative barriers as below to prevent errors due to overreliance.
Position integrity: One of the significant risks associated with an ECDIS system is
inaccurate positioning of the vessel. This may occur either because the position input
is inaccurate, or the chart itself is inaccurate. These risks should be mitigated in the
following ways:
Position input integrity
▪ Use radar overlay to assess position accuracy.
▪ Use a secondary position source input to assess position accuracy.
▪ Set the primary/secondary position source differential alarm.
▪ Regularly compare position input with other means like plotting visual/radar
bearings and ranges on ECDIS to compare the position from the GPS.
Chart accuracy:
▪ During passage planning, the quality of the survey should be consulted for
each charted area when determining safety margins.
▪ During passage planning and route monitoring, the applicability of
navigational warnings and ePNM (T&Ps), especially the latest corrections
applied, should be reviewed and acted on where necessary
Chart scale
The zoom facility should be used with caution. Because the chart symbols are
automatically rescaled when zooming in and out on an ENC, it can be difficult to
ascertain whether the scale in use is appropriate.
Chart symbols
Chart symbols on ENCs often differ substantially from paper charts and RNCs and
may be unfamiliar to the OOW. The OOW should regularly compare the chart
symbols on the paper chart and the ENC to promote familiarisation. The chart
symbols should also frequently be interrogated.
Alarms
To avoid being overloaded by alarms, the OOW should set the alarm limit
parameters to an appropriate value to provide the required level of warning. Alarms
should not be initiated without good reason. (For example, a safety cross track alarm
setpoint of 0.2nm while navigating deep sea is not appropriate and will result in
excessive alarms).
NAVIGATION MANUAL
Rev No. : 7
Page : 43 of 43
(ECDIS)
RCDS Mode
The full functionality of ECDIS cannot be achieved when operating in the Raster
Chart Display System (RCDS) mode, so the system should always be operated in
ECDIS mode. Although RCDS is a recognised mode of ECDIS operation when ENCs are
not available (see Appendix 7 of the IMO ECDIS performance standards), current
SOLAS regulations require that the vessel should be provided with an appropriate
portfolio of up-to-date paper charts when using this mode.
10.18 HYDRO GRAPHIC NOTE:
If and when any anomalies are noticed, they should be reported to the UKHO (copy
to Synergy) using the form given at the end of the chapter with supporting evidences
such as screen snapshots. This feedback is vital to the current efforts to make the
ENCs fool-proof.
Refer to Appendix 3 for Hydrographic Note on the ECDIS and reporting requirement
Admiralty Charts, ENCs and Nautical Publications and reporting ENC display issues
(ECDIS anomalies).
RECORDS
OP 01 – Passage Plan
OP 01A – Squat Table
OP 09J – Checks for Taking over the watch at sea
SF 19 – Plans of Contingency Drills
OP 09 K – ECDIS familiarization checklist
CN 18 ECDIS Failure Checklist
CN18-A ECDIS sensor failure Checklist.

NAVIGATION MANUAL
Rev No. : 5
ICE NAVIGATION PROCEDURES Page : 1 of 2
11.1 PURPOSE
The purpose of this document is to provide the necessary information and to raise
awareness of the standards required to operate vessels in extreme cold and
navigation in ice.
There can be no substitute for thorough contingency planning by the shipboard
management team in the winterizing of their vessels. As always, the ultimate
responsibility for the safety of the vessels lies with her Master and operations in
extreme cold require a focused effort by those involved.
Deck officers, Master + C/O - that are due to join ice class vessels should have
attended a In House Ice Navigation training course prior to joining. Wherever
possible, consideration should also be given to placing them on ice bound vessels as
a supernumerary. This will enable them to gain first hand practical experience of
sailing in ice prior to them joining their own vessels.
The procedures gives guidance on all aspects of operations in ice and it is the
responsibility of all involved to ensure that these guidelines are followed and acted
upon.
The document is as comprehensive as possible but is not exhaustive and all
management teams should treat ice and extreme cold with the utmost respect or
suffer the consequences.
Operations in extreme cold environments are perhaps the most demanding and
challenging that a vessel and her crew may experience. The extreme cold reduces
the crew’s efficiency considerably. In addition, sensitive deck-mounted equipment
and pipelines are often at risk of damage if precautions
are not taken in time. There is also the risk that ice damage to vessels may result in
oil spills.
Damage related to extreme cold and navigation in ice occurs every year. They are
more frequent at the beginning of a cold period, and vessels entering such waters
infrequently are more exposed than other vessels. Extreme cold causes damage to
cargo, vessel equipment and injuries to the crew, while navigation in ice causes
damage to the hull, propellers and/or rudder.
The following list is not meant to be exhaustive, but should serve as a reminder, as
temperatures in the Northern Hemisphere are again very low.
The areas listed below are where vessels may be exposed to ice and extreme cold
temperatures, in their winter months:
• St Lawrence Seaway – ICE NAVIGATION (specific local requirements)
• Baltic – ICE NAVIGATION
• Russia (White Sea) – ICE NAVIGATION

NAVIGATION MANUAL
Rev No. : 5
ICE NAVIGATION PROCEDURES Page : 2 of 2
• Russia (Pacific Coast e.g. Nakhodka)

• Additionally, ice may be seasonally encountered in the following areas:
• North America (USA and Canada)
• Northern Europe (especially Scandinavia)
• China
• Korea
• Japan
For detailed procedures please refer to;

a. Circular No 029/2019 Ice Navigation procedure.
b. QHSE Bulletin 68-2017-Winter Navigation-Gulf of St‐Lawrence And the
St‐Lawrence River (Canada).
c. Safety Bulletin 69-2017-Winter Precautions.
Additional guidelines are provided in the Ice condition checklist OP-14, OP-05 and
Tech-TE 14 under the section ‘Operational Guidelines’.
RECORDS
OP-14: Ice Navigation.
OP-05: Cold Weather Precaution Checklist.
Tech-TE 14: Cold weather precaution for machinery spaces.

NAVIGATION MANUAL
Rev No. : 6
SAMPLE MASTER’S STANDING ORDERS Page : 1 of 4
APPENDIX 1: SAMPLE MASTER’S STANDING ORDERS

Master shall make his own Standing Instructions for Navigation, Security & Cargo
Operations using the guidelines provided. Company’s minimum requirements shall
be adhered at all times, in addition Master can include his own requirements.The
standing instructions for navigation must be made as a separate document.
1. Nothing in these standing orders shall take precedence over any company,
international, local or flag state regulations, except perhaps where the guidelines
can be considered stricter.
2. The officer-on-watch (OOW) shall never leave the bridge unattended at any time
– if he deems necessary to leave the bridge for any reason he shall call the
master or another officer to relieve him and shall hand the watch over properly
before doing so.
3. The presence of master on the bridge does not relieve the OOW from his
responsibilities unless master has taken over the con from O.O.W. (the master
will indicate that he has assumed the con, same to be recorded in the deck
logbook).
4. The relieving officer should not take over watch during a manoeuver or when the
vessel is approaching an alteration
5. The OOW should make regular checks of the gyro repeaters to ensure that they
are synchronized correctly with the master gyro. Magnetic compass should also
be compared with the gyro compasses at regular intervals during the watch and
error verified.
6. OOW shall check fire alarm panels, gas detection panels, inert gas panels, GMDSS
equipment, VHF sets, etc. remember that channel 16 is for calling and emergency
use only – always change to another channel after making contact.
7. At all times, the safety of the ship is the primary consideration. Keep a close
watch on the weather and sea conditions. Call the master in good time in case of
any worsening of the weather and/or sea conditions. At any time, you need to
make any large alteration during rough sea conditions; make an announcement
over the ship's PA system to warn personnel of the possibility of heavy rolling.
8. All Targets Observed On The Radar Must Be Plotted On The ARPA, Or Manually
To Determine Their Movement, Closest Point Of Approach (CPA) And TCPA.
9. Reliance must not be placed entirely on radar or ARPA to determine whether a
close quarter situation is developing, or risk of collision exists. Visual bearings of
observed targets should also be used whenever possible.
10. In open seas, where sufficient sea room is available a minimum distance of 2.0
nautical miles and a TCPA of 15 min must be maintained from prevailing traffic.
For coastal waters, 1 Nm and a TCPA of 15 Min must be maintained. In ability to
maintain the above would warrant the masters presence on the bridge.

NAVIGATION MANUAL
Rev No. : 6
11. Any alteration intended to be a ‘Bold alteration of course’, must not be less than
10 Degrees.
12. The officer-on-watch must notify the master immediately under the following
conditions:
▪ If restricted visibility (Visibility range is to be decided by Master based on
prevailing traffic, proximity to navigational hazards, weather, and other
conditions however it shall be not less than 3 NM);
▪ If unable to maintain the CPA/TCPA given in section 12.
▪ If the traffic conditions or the movements of other ships are causing concern;
▪ If difficulty is experienced in maintaining course;
▪ On failure to sight land, a navigation mark or to obtain soundings by the
expected time;
▪ If, unexpectedly, land or a navigation mark is sighted or change in sounding
occurs;
▪ On the failure of the Main Engine, Generating Plant, Steering Gear, or any
essential navigational equipment;
▪ Malfunction of the ship’s GMDSS equipment;
▪ In heavy weather if in any doubt about the possibility of weather damage.
▪ If the ship meets any hazard to navigation, such as ice or derelicts;
▪ If there is any damage to the vessel or equipment due to weather
▪ If oil is seen around the vessel from whatever source.
▪ In the case of the O.O.W. feeling fatigued or unwell and unable to continue a
safe and efficient watch;
▪ If OOW is unable to maintain CPA as per Master’s orders or when in doubt
about another vessel's intentions. TCPA is a very good tool for deciding when
to call Master and when to take bold avoiding actions. OOW shall call the
Master in ample time and especially when the TCPA is reducing close to 20
min or as stated in the masters standing orders.
▪ In case of any security threat or suspected activity in piracy prone areas.
▪ On receiving any distress, urgency, or safety message.
▪ When vessel contravenes with local & international regulations
▪ Sighting any suspicious craft in the vicinity.
▪ Whenever there is any call from Shore VTS / external authority questioning
vessel's action
▪ As required in Navigation Chapter 7.3 during Anchor watches.
▪ Any other circumstances as dictated by the Master’s Standing orders.
▪ In any other emergency or situation in which he is in any doubt.
13. When Navigating in Navigation Special Areas, all the requirements as defined in
Navigation Manual 2.5.1.1 in addition to those given in this standing order shall
be complied even at times when the conn is with the Chief Officer.

NAVIGATION MANUAL
Rev No. : 6
14. All the Navigation equipment alarms should be appropriately set and audible.
None of the Bridge equipment alarm should be kept muted including those of
the GMDSS equipment’s.
15. The OOW must estimate the wind speed and direction when informed by the
Engineer regarding Exhaust Gas economizer soot blow operation in such a way so
that the soot does not flow in to hazardous zone or areas having flammable
materials such as mooring ropes etc. He must inform master of any alteration
that is necessary.
ECDIS:
The following instructions should be complied in addition to the guidelines given in
Ch.10 ECDIS.
(Master’s to include vessel-specific instructions for Watchkeeping Officers which are
unique to its ECDIS installation without contradicting the procedures given in Ch.10)
SSP,CARGO &PORT OPERATION(This section to be separately from the Navigation
section)
Security Duties:
Ensure SSP Is followed and adequate precautions are taken. All officers should be
fully aware of the security level and the security risks prevalent in the area. When
transiting HRA all relevant security related messages to be marked on the voyage
charts for easy reference. All Officers must exercise caution while passing any voyage
related information to passing vessel. No information other than that pertaining to
the action being taken should be disclosed to any passing vessels. While answering
any Satellite phone calls, no information should be disclosed about the voyage to the
caller. Duty officer should note down the identity of person calling and inform me.
Port/Cargo or other Operational requirements:
1. All Loading, Discharging, Ballasting, De-ballasting shall be as per the Cargo plan
approved by me with special attention to draft, trim and stresses at each stage of
the operations. At no stage in the operations shall the stresses exceed company’s
requirements or as explicitly mentioned by me or Chief Officer
2. All checklists with respect to cargo operations shall be completed prior
commencement of operations
3. Chief Officer has to ensure that duty officers are aware of:
▪ Loading or discharging plan as agreed with the terminal
▪ Communication system with the terminal and backup system in case of main
system failure
▪ Any other special requirement of the Port

NAVIGATION MANUAL
Rev No. : 6
4. The officer on duty to ensure that he himself and all personnel on duty and all
visitors wear proper and adequate protective clothing, safety shoes, carry
approved torches at night and are fully aware of the hazardous nature of the
cargo.
5. Chief officer remains in-charge of all cargo transfers/ cargo work and (unless I
relieve him) shall be fully responsible for safe and efficient cargo Operations.
6. Chief Officer is responsible for keeping me informed of any problem he may
encounter in dealing with the shore side or on any other count which might have
an adverse effect on ship’s port performance.
7. In situations when you require my presence and I am not immediately available,
then Chief Officer to assume charge and act expeditiously and judiciously in the
best interest of the company (Keeping relevant port regulations in mind), till the
time I am on the scene.
8. When any Cargo/ Charterers Inspector/ Surveyor or similar authority is taking
round on deck, Chief Officer to assign one officer / One crew as escort and
generally ensure safety of the person in question. (A record on such occasion
should be maintained.)
9. Normal courtesy to be extended to shore side personnel but no person to enter
ship without gangway / Manifold watch checking his purpose of visit.
10. When vessel is boarded by Immigration/ Custom / PSC / FSC / SIRE / Terminal
Inspectors / or any other Port Authorities, I should be immediately informed. The
authorities to be received by the OOW and to be brought to Masters
cabin/Office.
11. If OWS Switch is provided in the bridge, then the officer must take master
authorisation before enabling.
12. The OOW must be informed of any internal fuel transfers that may be in progress
and confirm in consultation with senior officers that SOPEP, contingency
measures, additional hands on deck are available during such operations.
13. In transit, OOW must adhere to any special cargo carriage reequipments and
safety precautions by charters.

NAVIGATION MANUAL
Rev No. : 5
Appendix: 2 Date : 30-Sep-17
RECOMMENDED ROUTEING Page : 1 of 18
APPENDIX 2: RECOMMENDED ROUTEING

Mandatory Routeing
Refer to:
▪ IMO Routeing Guide
▪ Sailing Directions
▪ Guide to port Entry
▪ ICS / OCIMF Malacca and Singapore straits Guide to planned passages for
deep draught vessels;
▪ Marine security manual;
▪ Pirates and armed robbers: A Master’s Guide;
▪ Piracy and Armed Robbery against Ships.
▪ Maritime Traffic Regulations for the Turkish Straits and Marmara Region,
1998
▪ Routing Chart 5507 for Turkish Straits;
▪ The strait of Istanbul, Sea of Marmara and the strait of Canakkale Routeing
Guide No 9000 of 1999”,
▪ USCG Reg CFR 33 164 – Navigation Safety Regulations;
▪ Information’s provided on the navigational charts
The following instructions should be read when preparing a passage plan and
incorporated into the plan where relevant. They are routeing requirements or
recommendations which have been adopted by synergy as mandatory requirements
for Company vessels, subject always to the principle that the Master may deviate
from the requirements if in his opinion a deviation is required to secure the safety of
the vessel and crew. Any deviation should however, time permitting, be discussed
before the event with the Marine division.
North West European Area
Vessels on passage between any North Sea ports within the Netherlands and/or
Germany, except those ports whose areas adjoin each other, will use the mandatory
route for tankers from North Hinder to the German Bight and vice versa.
The Company does not require any vessel to use a deep-sea pilot in the North Sea or
English Channel. The use of such pilots is at the Master's discretion.
In vessels engaged on short voyages between ports in North West Europe it may be
advantageous to take the inward pilot on board at the previous port instead of at the
normal pilot station. This will be at the Master's discretion after consultation with
company.
The total number of persons on board must not exceed the number the vessel is
certified to carry.

NAVIGATION MANUAL
Rev No. : 5
If a pilot is embarked at the previous port, the pilot's duties shall not commence until
entering the appropriate pilotage area.
UK Waters
1. Short Voyages into the Thames Area
Vessels engaged on voyages from ports within the UK and from European ports
between and including Wilhelmshaven and Le Havre may board the Thames Pilot at
the previous port. Vessels coming from ports south of the Dover Strait must proceed
through the Dover Strait using the North-East traffic lane for through traffic and
enter the Thames from the East notwithstanding the presence of a Thames Pilot
onboard.
2. Marine Environmental High-Risk Areas (MEHRA)
MEHRAs are defined as areas having high environmental sensitivities and being at
risk of pollution from merchant shipping. The locations of MEHRAs have been
identified after taking into account shipping risk, environmental sensitivity, and
other environmental protection measures already in place at each location. The
primary purpose of MEHRAs is to inform mariners of areas where they need to
exercise even more caution than usual. In due course, they will be marked on
Admiralty charts and their existence should be taken into account during passage
planning.
The 32 MEHRAs which have been identified are as follows:
▪ MuckleFlugga, Unst
▪ Fethaland, Mainland Shetland
▪ Tor Ness, Hoy • North St Kilda • South St Kilda
▪ Gallan Head, Isle of Lewis
▪ West Islay, Argyll, and Bute (2 MEHRAs)
▪ Islandmagee, County Antrim
▪ Pembrokeshire Islands
▪ Plymouth
▪ Berry Head
▪ Portland
▪ Western Solent
▪ Hastings & Dungeness (2 MEHRAs)
▪ South Foreland to Ramsgate (2 MEHRAs)
▪ Harwich &Felixstowe (2 MEHRAs)
▪ Spurn Bight
▪ Flamborough Head
▪ Tees
▪ Farne Islands

NAVIGATION MANUAL
Rev No. : 5
▪ Holy Island & Berwick (2 MEHRAs)

▪ St Abb's Head &Eyemouth
▪ Dunbar
▪ Bass Rock
▪ Isle of May
▪ Newburgh
▪ Kinnaird Head
Unless you are bound to or from a port which is, or is within, a MEHRA, all vessels
are to avoid these areas.
Kattegat and Baltic
Vessels of >40,000 DWT and any vessel with draft exceeding 11meters, whether
loaded or in ballast;
▪ Will engage a pilot inward from Skagen to any Belt port or, if bound to a
Baltic port, to Bornholm;
▪ Will engage a pilot outward to Skagen from any Belt port or, if from Baltic
ports, from Bornholm;
▪ Will in addition comply in all respects with the requirements of IMO
Resolution MSC.138(76);
▪ Will not transit The Sound unless bound to a port within The Sound.
▪ Vessel >40,000 DWT but with drafts less than 11m may transit The Sound
subject to Office Approval
▪ Will request 2 pilots for each transit (arrangements has been made with
Baltic pilotage for this provision)
▪ Feedback to the marine division regarding pilotage during each Baltic transit.
Vessels < 40000 DWT and draft less than 11 meters;
When loaded will engage a pilot as in 1.3.1
When in ballast, whether inbound or outbound, pilotage is at the master’s
discretion, master’s must be guided by advice relating to pilotage from company
agent when proceeding between ports and the belts or when ice condition now the
weather forecast indicate that pilotage advise may be necessary; will participate in
the Danish vessel reporting system; will not transit the sound without office
concurrence.
Routeing to and from Australian Ports
▪ Between the Arabian Gulf and Australian East Coast ports, Northwards of and
including Brisbane, proceed via Torres Strait, unless in excess of the 12.2m
maximum draft permitted in the Torres Strait.

NAVIGATION MANUAL
Rev No. : 5
▪ Between the Arabian Gulf and Australian South and East Coast ports, proceed
via Cape Leeuwin.
▪ Between the Arabian Gulf and New Zealand ports proceed via Cape Leeuwin.
▪ Between the Indian East Coast to Singapore area and:
▪ New Zealand North Island and Nelson in South Island proceed via Torres
Strait, unless in excess of the 12.2m maximum draft;
▪ New Zealand South Island except Nelson, proceed via Cape Leeuwin
▪ Between the Indian East Coast to Singapore area and:
▪ North and East Australian ports, including Port Kembla, proceed via Torres
Strait, unless in excess of the 12.2m maximum draft;
▪ South Australian and Tasmanian ports proceed via Cape Leeuwin.
Routeing around the Australian Coast
IMO has declared the Great Barrier Reef, Torres Strait, and South west Coral Sea as
PSSA. Special protection measures including Australia’s system of pilotage, ship
routing measures and ship reporting requirements apply to shipping activities in
areas of PSSA.
Torres Strait and inside the Great Barrier Reef
Use of the Torres Strait or any route inside the Barrier Reef is prohibited if full chart
coverage is not available.
The maximum permitted draft in the Torres Strait is 12.2 meters and pilot must be
engaged for the passage.
Vessels whether loaded or in ballast will not transit inside the Barrier Reef between
Torres Strait and Brisbane unless bound to or from a port within the area. A pilot
must be engaged for any passage inside the reef.
Details of navigational restrictions and pilotage services are contained in the
Admiralty Sailing directions and Guide to Port Entry, which must be consulted prior
to approaching the area
Great Barrier Reef Marine Park Designated Shipping Area
Vessels may only navigate within the Designated Shipping Area (DSA) of the Great
Barrier Reef Marine Park.
To navigate outside of the areas, a permit must be obtained from the Great Barrier
Reef Marine Park Authority (GBRMPA).
More information on the DSA is available from GBRMPA and is provided in the
Seafarers Handbook for Australian Waters (AHP20). This publication should be
carried when navigating in the GBR.

NAVIGATION MANUAL
Rev No. : 5
Great Barrier Reef Marine Park Zoning Maps

The Great Barrier Reef Marine Park zoning maps are tools to help you get to know
the zones in the Great Barrier Reef Marine Park and Great Barrier Reef Coast Marine
Park. You can avoid fines if you get to know the zones and what is activities are
allowed in each zone.
There are 4 Overview Maps and 19 Zoning Maps.
Zoning maps and an introductory guide explaining zoning and responsible reef
practices are available free of charge from bait and tackle shops, Community Access
Points, the Queensland Parks, and Wildlife Service and by contacting the Great
Barrier Reef Marine Park Authority on 1800 990 177

NAVIGATION MANUAL
Rev No. : 5
All zones contribute to the protection of the Reef. The level of protection increases
from the General Use Zone up to the most restrictive Preservation Zone. Each zone
has different rules for the activities that are allowed, the activities that are
prohibited and the activities that require a permit.
Zones may also place restrictions on how some activities are conducted.
If you have any questions, concerns, or suggestions about zoning, please contact the
Great Barrier Reef Marine Park Authority on free call 1800 990 177 or email
info@gbrmpa.gov.au.

NAVIGATION MANUAL
Rev No. : 5
Minimum distance of the Land

Except where the mandatory or recommended navigational route marked on the
chart lies inside the distances given below, subject to the principles of safe
navigation vessels will maintain the following minimum distances from land or
exposed reefs:
▪ 10 nautical miles when carrying a cargo consisting of wholly non-persistent
oils;
▪ 25 nautical miles when carrying a cargo which contains ANY persistent oils.
For the purpose of this instruction, persistent oils are defined as: -
▪ Crude Oil
▪ Fuel Oil
▪ Marine Diesel Oil
▪ Residual Oils
▪ Waxy Residues
▪ Lubricating Oils
▪ Heavy Gas Oils
▪ Vacuum Gas Oil
▪ Bitumen
If the Master is unsure whether a product carried is persistent or non-persistent oil,
it must be assumed to be persistent oil and the vessel must maintain a minimum
distance of 25 nautical miles from land or exposed reefs.
Indonesian, Malaysian and Singapore Areas and Far Eastern Waters
Vessels on passage from the Arabian Gulf towards Singapore and to discharge ports
East of Singapore should transit the Malacca and Singapore Straits unless they are
constrained by draft. The IMO routing scheme must be observed and passage
planning must take into account the recommendations of the following publications:
ICS/OCIMF Malacca and Singapore Straits Guide to Planned Passages for Deep
Draught Vessels;
Singapore Straits Passage Planning Chart 5502
The following points must be noted:
▪ Discharge port draft limitations may require lesser transit draughts;
▪ Masters must utilize the deepest water available within the constraints of the
routing scheme.
Vessels unable to use the Malacca Strait due to deep draft should proceed via the
Lombok Strait.

NAVIGATION MANUAL
Rev No. : 5
When navigating in Indonesian waters precautions must be taken to prevent pirate

attacks. Whenever possible, courses should be set to pass at least 35 miles offshore.
The following documents must be consulted when transiting these areas:
▪ Pirates and Armed Robbers: A Master's Guide;
▪ Piracy and Armed Robbery against Ships.
Inland Sea of Japan
Vessels whether loaded or in ballast will not transit the Inland Sea unless bound to or
from a port within the sea. A pilot will be engaged for all passages within the Inland
Sea.
Turkish Straits
When transiting the Straits, the following requirements must be complied with:
Vessels transiting the Strait of Istanbul (the Bosphorus), the Sea of Marmara and/or
the Strait of Canakkale (the Dardanelles) - collectively described as the "Turkish
Straits" - shall comply with the regulations and recommendations contained in the
"Maritime Traffic Regulations for the Turkish Straits and Marmara Region, 1998" and
"The Strait of Istanbul, Sea of Marmara and the Strait of Canakkale Routeing Guide
No 9000 of 1999", as amended or re-issued from time to time.
A qualified pilot will be engaged for the transits of the Strait of Canakkale and the
Straits of Istanbul for both loaded and ballast situation.
Attention is drawn to the possibility of a vessel receiving conflicting instructions from
the pilots and VTS while transiting the Turkish Straits.
Cases have been reported of Masters being told by the pilot station or the vessels
own pilot to alter speed or to overtake other vessels, without the pilot station or
pilot also informing VTS. This can result in the vessel being in breach of the traffic
regulations or becoming involved in a close quarter’s situation with other vessels.
The situation is further confused by the traffic regulations permitting communication
between VTS and Turkish vessels, or pilots in any vessel, in the Turkish language
instead of English. Non-Turkish Masters are therefore unaware of what is being said
about the movements of their own or other vessels.
The Master should inform the pilot when boarding that he requires all
communications with VTS to be made in English and he should ensure that required
position reports are made to VTS at the required time.
Any advice received from the Pilot regarding an alteration of speed or overtaking
another vessel should be assessed by the Master in relation to the traffic regulations
and the actual traffic conditions.

NAVIGATION MANUAL
Rev No. : 5
The Master should then ensure that VTS and other vessels are informed of the
manoeuver by either he pilot or himself in English and that VTS acknowledge the
information in English.
If the Master is any doubt that VTS or other vessels are aware of his vessel's position
or intentions he should report to them himself to remove any element of doubt.
▪ In exceptional circumstances, a pilot may be engaged when transiting the Sea
of Marmara, in which case full details will be communicated to the Company;
▪ A passage of either Strait will not commence when the forecast or actual
visibility is less than three miles;
Vessels should transit the Straits as close to even keel as possible;
▪ All vessels when transiting the Straits shall participate in the traffic reporting
scheme.
▪ On occasions, one-way traffic may be imposed by the Turkish Authorities in
the Straits of Istanbul. When this occurs the traffic separation scheme in the
Strait of Istanbul may be suspended. When a formal suspension of the
scheme is announced, Masters are no longer bound by the traffic separation
scheme as laid down on the chart and may safely navigate in any part of the
Strait.
Detailed advice on routing, pilotage, communications, etc. in the area is contained
within the Admiralty Sailing Directions and Guide to Port Entry.
When ordering a pilot, Masters must specifically advise the Company's Istanbul
Agents whether or not the vessel is gas free.
Straits of Messina
Compulsory Pilotage
Pilotage through the Straits of Messina is compulsory for:
▪ All vessels of 15,000 GT and above;
▪ Vessels of 6,000 GT and above carrying pollutants.
Passage between the Scilly Isles and Lands’ End
Vessels en route from Cape Finisterre to Milford Haven or Finnart will stay to the
West of the Scilly Isles. Vessels en route from the English Channel to ports on the UK
West coast will proceed by the shortest safe route using the appropriate TSS.
The Arabian Gulf towards South Africa – Seasonal Route
From May to September the South West Monsoon prevails over the Arabian Sea and
it is fully developed in July and August.

NAVIGATION MANUAL
Rev No. : 5
During the monsoon season winds from the South West predominate with strength
of force 3 to 4 but frequently reaching Force 5 and 6 in July and August.
Off the coast of Somalia (RasAsir) and Socotra during July the wind often rises to
Force 7 with accompanying rough sea conditions and heavy swell.
Vessels have sustained heavy weather damage when heading South through this
area. Vessel will stay well clean of the Somalia coasting to avoid worst sea
conditions. Always comply with best management practice for piracy.
Routing off the South African Coast
Loaded vessels will proceed as follows:
During Summer Months
Maintain a minimum distance of 25 miles off the following points:
▪ South Sand Bluff;
▪ Bashee River;
▪ Hood Point;
▪ Cape Recife.
Then steer to pass at least 10 miles South of Alphard Bank and thence maintain a
distance of twenty-five miles from:
▪ Cape Agulhas;
▪ Quoin Point;
▪ Cape Point;
▪ Slangkop Point;
▪ Cape Columbine.
During Winter Months
Follow the recommended route until the boundary line of the Winter Zone is
reached and then remain as close to that line as possible until the recommended
route can be regained. A considerable deviation to the North will be necessary to
avoid the Alphard Bank.
Storing at Cape Town
Loaded vessels calling at Cape Town to rendezvous with service craft or helicopters
should follow the recommended routes until:
▪ When following the summer route, Cape Point bears 000° distance 25 miles.
Then alter course to a position with Slangkop Lighthouse bearing 070°
distance 14 miles, thence to the rendezvous position 5 miles westward of
Green Point Lighthouse,
Or;

NAVIGATION MANUAL
Rev No. : 5
▪ When following the winter route, Cape Point bears 025° distance 10 miles.
Then alter course to a position with Slangkop Lighthouse bearing 090°
distance 10 miles, thence to the rendezvous point.
New Zealand
The following code produced by the NZ MSA recommends measures to minimise the
risk of Pollution.
It stresses the importance of:
▪ prompt reporting to the NZ MSA when experiencing any difficulties which
could lead to pollution;
▪ summoning salvage assistance without delay;
▪ observing regional routing schemes.
The code applies to vessels carrying oil or other harmful liquid substances in bulk, as
defined in Annexes I and II of MARPOL 73/78.
The code does not replace the obligation of the Master to use discretion in the many
factors which contribute to a safe passage, including:
▪ the condition and maneuverability of the vessel;
▪ the prevailing and expected weather conditions;
▪ experience;
▪ the safety of the vessel and crew.
Safe Navigation
Passage Planning and System Testing
▪ The proper planning of each sea passage and the testing of navigation,
steering and other essential systems are fundamental elements of ship safety
and pollution prevention. It is recommended that ship owners’ standing
instructions to their Masters specifically state that the safety of the vessel
and crew, and the prevention of pollution must always take precedence over
commercial considerations.
Backup Systems
▪ Vessels fitted with backup systems, including navigation aids, steering control
equipment and electrical power generation, should ensure that such systems
are available for immediate use when entering or leaving port, or transiting
confined waters.
Reporting Arrangements and Summoning Assistance
It is recommended that ship owners’ standing instructions to their Masters:

NAVIGATION MANUAL
Rev No. : 5
▪ emphasize the need for immediate reporting to the NZ MSA of all situations
which affect the safety of the vessel or its navigation, or might lead to
pollution;
▪ include clear authority for the Master to summon any assistance necessary
and to engage salvors whenever the vessel is in immediate danger without
having to seek prior approval from owners;
Note that vessels carrying oil or other harmful liquid substances in bulk are to give
prior notice to the:
▪ Harbour Master of their arrival in port;
▪ Appropriate Port Authority of cargo carried;
▪ Encourage them to report vessels disregarding this code to the NZ MSA.
The Routing Scheme
A routing scheme is the most appropriate system for New Zealand's coastal and
shipping environment. In addition to reducing the likelihood of stranding, it allows
more time to respond to an oil pollution incident, whilst causing least disruption to
existing shipping routes.
Vessels are to keep at least 5 nautical miles off the land, any charted danger, or any
outlying island(s) until reaching the position where alteration of course is required to
make port.
A greater distance off may be necessary in adverse on-shore weather, or if it is
known that the ship
Has any mechanical deficiency that might impair either the motive power or
maneuverability.
Approaches to New Zealand Ports
Whangarei
From the North - pass 5 nautical miles to the east of the Poor Knights Islands and
High Peak Rocks thence: midway through Parry Channel and thence to the Pilot
Station.
From the South - proceed through Colville and Jellicoe Channels keeping at least 3
nautical miles off the land and thence to the Pilot Station.
Auckland
From the North - enter the Hauraki Gulf through Jellicoe Channel keeping at least 3
nautical miles off Flat Rock, thence at least 3 nautical miles off Shearer Rock and
thence to the Pilot Station.

NAVIGATION MANUAL
Rev No. : 5
From the East - enter the Hauraki Gulf through Colville Channel keeping to the North
of Channel Island and thence to the Pilot Station.
Tauranga
From the North - keep at least 4 nautical miles to the West of Major Island and
From the East - keep at least 5 nautical miles to the North of Volkner Rocks, thence 3
nautical miles to the North of Astrolabe Reef and thence to the Pilot Station.
Gisborne
From the North - pass midway between Arial Bank and Monowai Rocks, thence: at
least 4 nautical miles off Tuaheni Point and thence to the Pilot Station.
From the South - keep at least 5 nautical miles off Table Cape and thence to the Pilot
Station.
Napier
From the North and South - Keep at least 5 nautical miles off any charted danger and
Wellington
From the East - keep at least 3 nautical miles off Baring Head and thence to the Pilot
Station.
From Cook Strait - pass midway between The Brothers and Fisherman's Rock, thence
at least 4 nautical miles off Cape Terawhiti. Thence at least 4 nautical miles off Karori
Rock and thence to the Pilot Station.
Nelson
Keep at least 5 nautical miles off Pitt Head and at least 5 nautical miles off Pepin
Island and thence to the Pilot Station.
Lyttelton
From the North - keep at least 5 nautical miles off the land until approaching the
Pilot Station.
From the South - Keep at least 5 nautical miles off Steep Head, thence at least 3
nautical miles off Long Lookout Point and thence to the Pilot Station.
Timaru
From the North - keep at least 5 nautical miles off the land until reaching the Pilot
Station.

NAVIGATION MANUAL
Rev No. : 5
From the South - keep at least 5 nautical miles off the land, thence: at least 3
nautical miles off Tuhawaiki Point and thence to the Pilot Station.
Otago Harbour
Pilot Station.
From the South - keep at least 4 nautical miles off Cape Saunders, thence: at least 3
nautical miles East of Tairoa Head and thence to the Pilot Station.
Bluff
From the East - keep at least 3 nautical miles off Slope Point, thence at least 3
nautical miles off Waipapa Point, thence at least 1.5 nautical miles South of Dog
Island and thence to the Pilot Station.
From the West - keep at least 5 nautical miles South of Centre Island and thence to
the Pilot Station.
New Plymouth
From the West - keep at least 5 nautical miles off Cape Egmont, thence at least 5
nautical miles off the land, thence at least 3 nautical miles off Saddleback Island and
Pilot Station.
Manukau
Keep at least 5 nautical miles off charted dangers until approaching the harbour
entrance.
Communications
As per List of Radio Signals.
United States West Coast
Particular attention is drawn to USCG Reg CFR 33 164 - Navigation Safety
Regulations. Some parts of this regulation are applicable to foreign vessels in US
waters.
Vessel’s approaching from east to USWC may pass less than 200 NM from Aleutian
Island provided vessel has a valid VRP for Western Alaskan waters. In all other cases,
Masters to ensure vessel passes more than 200 NM from Alaskan coasts while
transiting these waters.

NAVIGATION MANUAL
Rev No. : 5
All tankers transiting the USWC are to stay a minimum of 50 miles offshore
whenever possible. Enroute from SF to LA the vessel should depart SF Bay via the
Western approach/departure lane; proceed 50 miles offshore then stay 50 miles
offshore until WSW of San Miguel Island then turn East and join the traffic lanes off
Point Vicente.
Vessels transit the missile range on a frequent basis. Missile firings are broadcast on
Navtex and on 2182 and VHF Ch 16.
Exception - Los Angeles and Long Beach
For vessels approaching and leaving LA/LB for Central and South American ports and
all other points
SOUTH of the port:
▪ These vessels shall use the TSS located to the EAST of Santa Catalina Island
and approach from/leave for a position equidistant between San Clemente
Island and San Diego Harbour.
All vessels visiting Long Beach are requested to comply with the Long Beach Green
Flag programme, safe navigation permitting. The programme offers reduced port
fees and environmental rewards for vessels, which help improve air quality by
voluntarily reducing their speeds when arriving at or departing from the port of Long
Beach.
All ships that call at the Port of Long Beach are automatically entered in the
programme. Vessel speeds are collected through the Marine Exchange of Southern
California, which operates the port's Vessel Traffic Service. The Port's voluntary
speed reduction program asks that vessels entering or leaving the Port observe a 12-
knot speed limit in a zone that extends 20 nautical miles seaward from Point Fermin.
SAN FRANCISCO SEA BUOY TO LONG BEACH SEA BUOY
WP Deg Lat Min Lat Deg Long Min Long Co Dist Tot Dist
1 37 45.0N 122 41.4W 244 6.2 6.2
2 37 42.3N 122 48.5W 243 62.2 68.4
3 37 14.0N 123 58.0W 147 257.4 325.8
4 33 30.0N 121 20.0W 85 107 432.8
5 33 38.0N 119 0.0W 94 31 463.8
6 33 36.0N 118 23.2W 90 6 469.8
7 33 36.0N 118 16.4W 38 6.3 476.1

NAVIGATION MANUAL
Rev No. : 5
8 33 41.0N 118 11.0W
Magellan Strait
Vessels in transit around the tip of South America will use the Cape Horn route and
will not use the Magellan Strait.
Vessels bound to or from a port in the Strait may be given permission to transit the
Strait subject to permission being granted by synergy on a case-by-case basis.
The Magellan Strait is approximately 52 degrees South and Cape Horn is
approximately 55 degrees South.
Institute warranties state: "Warranted not to proceed South of 50 degrees South,
but liberty is given to enter waters South of 50 degrees South if en route to or from
ports and/or places not excluded by this warranty". IE, if a vessel is en route to or
from ports with lesser latitude than 50 degrees South, passing around Cape Horn (or
through the Magellan Strait) is permissible, subject also to permission being granted
by Synergy.
When considering such a request, the following shall be taken into consideration:
▪ distance from beginning to end of the Strait is approximately 165 miles;
▪ proceeding around Cape Horn will increase the passage distance by 241
miles;
▪ max draft for transiting the Strait is 21.3 meters;
▪ vessels with max draft greater than 13.7 meters require permission from the
Argentine
▪ Maritime Authority before transit;
▪ large vessels are allowed to navigate certain sections of the Strait only during
daylight hours;
▪ deeper draft vessels may have to stage certain sections of the Strait;
▪ Spring tidal range is from 7 to 9 meters;
▪ wind speeds of up to 50 knots (peak between mid-September to end of
March) are common in the Strait;
▪ tidal streams can reach 8 knots;
▪ violent and unpredictable squalls are frequent throughout the Strait;
▪ Navigable water narrows to less than one mile.
The risks associated with the saving of 241 miles shall be carefully considered.
Additionally, the time spent possibly awaiting tide/daylight and the cost of 160 miles
under pilotage, will further erode any potential savings.

NAVIGATION MANUAL
Rev No. : 5
Passage around Cape Horn

The Drake Passage is subject to severe and variable weather conditions at any time
of year and the Master must request that the company arranges the provision of
weather forecasts specific to the area.
Westbound vessels will experience adverse currents and tidal streams which run
more strongly inshore, and sea conditions inshore are generally more severe due to
the influence of the continental shelf.
The Southwestern coast of Patagonia is subject to strong prevailing on-shore winds
and due allowance must be made for this when calculating a safe distance off, taking
into account the remoteness of the region and the fact that the nearest tug
assistance is based at Punta Arenas in the Magellan Strait.
The recommended route for a vessel on coastal passage from East to West is:
▪ From a position with Cape San Juan bearing 270T × 30 miles;
▪ Course 226T to;
▪ Position with Cape Horn bearing 007T × 73 miles;
▪ Course 270T to;
▪ Position with Diego Ramirez Island bearing 042T × 56 miles;
▪ Course 301T to;
▪ Position with Rocas Tower bearing 051T × 84 miles;
▪ Course 332T until North of Latitude 52S.
The recommended route for an eastbound vessel is the reciprocal of the above,
subject to the provision that a vessel in ballast may pass North of Diego Ramirez
Island if weather conditions are considered suitable.
The following requirements apply to a vessel on loaded westbound passage:
Vessel to be loaded/ballasted with a stern trim of at least 1.0 meter to offset the
trimming effect of squat and maintain bow height.
Commensurate with the cargo nomination and subject to load line limitation, stern
trim should be increased to more than 1.0 meter where possible.
Vessel to be in receipt of reliable weather information covering the anticipated
period of the passage from Cape San Juan to a position abeam of Cape Pilar at the
Western entrance of the Magellan Strait.
If weather forecasts indicate winds in excess of Force 9 and/or a significant wave
height in excess of 7 meters coinciding with the vessel's anticipated position at any
stage of the passage, the vessel is to heave to NW of Isla de Los Estados or otherwise
delay departure from Cape San Juan until a suitable "weather window" is identified.

NAVIGATION MANUAL
Rev No. : 5
Due to the variable nature of the weather in the area, it must always be assumed
that the vessel may encounter severe conditions at some stage of the passage and
the heavy weather precautions must be implemented.
Mongstad and Sture, Norway
Effective 1 January 2006, vessels calling at Mongstad and Sture are required to
comply with the OCIMF Recommendations for Ships' Fittings for use with tugs with
particular reference to Escorting and Other High Load Operations (First Edition
2002). Ships that do not comply must use additional tug assistance during their calls.
Unchartered Depth – Coral Sea
Reports indicate depths of 27m whilst navigating in the Coral Sea and passing over a
bank charted with minimum depth of 270m.
The bank in question is the 'BANC ARGO' in position 23 14.89 S, 159 29.98 E.
Detail of the soundings obtained are as follows:
Latitude Long UKC Charted Depth
23 14.89 S 159 29.98 E 27.2m 274+
23 12.39 S 159 27.02 E 27.0m 274+
23 10.89 S 159 25.28 E 39.8m 274+
The appropriate chart is BA 4602.

Although the UKC recorded is still quite considerable at 27m, this bank should be
avoided and given a clear berth as further reduced depth may occur elsewhere on
the bank.
The depths recorded give a clear lesson of the importance of vigilance, as displayed
by the master and deck officers on this occasion, whilst navigating in areas outside of
normal trading routes and which may not have been surveyed for a considerable
period of time.

NAVIGATION MANUAL
Rev No. : 1
HYDROGRAPHIC NOTE Page : 1 of 5
APPENDIX 3: HYDROGRAPHIC NOTE

Forwarding information for Admiralty Charts, ENCs and Nautical Publications and
reporting ENC display issues
Date Ref.
Number
Name of ship or
sender
Address
Tel/Fax/Telex/E-
mail address of
sender
General Locality
Subject
Position Latitu Longitud
de e
(see Instruction 3 below)
GPS Datu Accuracy
m
Admiralty Charts Edition

affected
Latest Weekly
Edition of
Notice to
Mariners held

NAVIGATION MANUAL
Rev No. : 1
Replacement copy of IS/IS NOT required; (see

Chart No Instruction 4 below.)
ENCs affected
Latest Update disk We

held ek
Publications
affected
(Edition No.)
Date of latest
supplement,
page & Light List No. etc

NAVIGATION MANUAL
Rev No. : 1
Details:
Signature of observer/reporter
Tick box if not willing to be

named as source of this
information
INSTRUCTIONS:
Mariners are requested to notify the United Kingdom Hydrographic Office (UKHO)
(by mail: SDRA, UKHO, Admiralty Way, Taunton, Somerset, TAI 2DN, United Kingdom
or by email: hdcfiles@ukho.gov.uk) when new or suspected dangers to navigation
are discovered, changes observed in aids to navigation, or corrections to publications
are seen to be necessary. Mariners can also report any ENC display issues
experienced. The Mariner's Handbook (NP 100) Chapter 4 gives general instructions.
The provisions of international and national laws should be complied with when
forwarding such reports.
1. This form and its instructions have been designed to help both the sender and
the recipient. It should be used, or followed closely, whenever appropriate.
Copies of this Form may be obtained gratis from the UKHO at the above address,
or from Admiralty Chart Agents (see Annual Notice to Mariners No. 2). This form
is also available on the web: www.ukho.gov.uk/msi

NAVIGATION MANUAL
Rev No. : 1
2. Accurate position or knowledge of positional error is of great importance.

Latitude and longitude should only be used to specifically position the details
when they have been fixed by GPS or Astronomical Observations. A full
description of the method, equipment, time, estimated error, and datum (where
applicable) used should be given. When position is defined by sextant angles or
bearings (true or magnetic to be specified), more than two should be used in
order to provide a redundancy check. Where position is derived from Electronic
Position Fixing (e.g. LORAN C) or distances observed by radar, the raw readings of
the system in use should be quoted wherever possible. Where position is derived
after the event, from other observations and/or Dead Reckoning, the
methodology of deriving the position should be included.
3. Paper Charts: A cutting from the largest scale chart is the best medium for
forwarding details, the alterations and additions being shown thereon in red.
When requested, a new copy will be sent in replacement of a chart that has been
used to forward information, or when extensive observations have involved
defacement of the observer's chart. If it is preferred to show the amendments
on a tracing of the largest scale chart (rather than on the chart itself) these
should be in red as above, but adequate details from the chart must be traced in
black ink to enable the amendments to be fitted correctly.
ENCs: A screen shot of the largest scale usage band ENC with the alterations and
additions being shown thereon in red. If it is to report an issue with the display of an
ENC, a screen shot of the affected cell should be sent along with details of the ECDIS
make and version in use at the time.
4. When soundings are obtained The Mariner's Handbook (NP 100) should be
consulted. The echo sounding trace should be marked with times, depths, etc.,
and forwarded with the report. It is important to state whether the echo
sounder is set to register depths below the surface or below the keel; in the
latter case, the vessel's draught should be given. Time and date should be given
in order that corrections for the height of the tide may be made where
necessary. The make, name and type of set should also be given.
5. For modern sets that use electronic ‘range gating’, care should be taken that the
correct range scale and appropriate gate width are in use. Older electro-
mechanical echo sounders frequently record signals from echoes received back
after one or more rotations of the stylus have been completed. Thus, with a set
whose maximum range is 500m, an echo recorded at 50m may be from depths of
50m, 550m or even 1050m. Soundings recorded beyond the set's nominal range
can usually be recognised by the following:
▪ the trace being weaker than normal for the depth recorded;
▪ the trace passing through the transmission line;
▪ the feathery nature of the trace.
NAVIGATION MANUAL
Rev No. : 1
As a check that apparently shoal soundings are not due to echoes received
beyond the set's nominal range, soundings should be continued until reasonable
agreement with charted soundings is reached. However, soundings received
after one or more rotations of the stylus can still be useful and should be
submitted if they show significant differences from charted depths.
6. Reports which cannot be confirmed or are lacking in certain details should not be
withheld. Shortcomings should be stressed and any firm expectation of being
able to check the information on a succeeding voyage should be mentioned.
7. Reports of shoal soundings, uncharted dangers, and aids to navigation out of
order should, at the mariner's discretion, also be made by radio to the nearest
coast radio station. The draught of modern tankers is such that any uncharted
depth under 30 metres or 15 fathoms may be of sufficient importance to justify a
radio message.
8. Changes to Port Information should be forwarded on Form H.102A and any
GPS/Chart Datum observations should be forwarded on Form H.102B together
with Form H.102. Where there is insufficient space on the forms an additional
sheet should be used.
9. Reports on ocean currents should be made in accordance with The Mariner's
Handbook (NP 100) Chapter 4.
Note. - An acknowledgement or receipt will be sent and the information then used
to the best advantage which may mean immediate action or inclusion in a revision in
due course; for these purposes, the UKHO may make reproductions of any material
supplied. When a Notice to Mariners is issued, the sender's ship or name is quoted
as authority unless (as sometimes happens) the information is also received from
other authorities or the sender states that they do not want to be named by using
the appropriate tick box on the form. An explanation of the use made of
contributions from all parts of the world would be too great a task and a further
communication should only be expected when the information is of outstanding
value or has unusual features.

INTERNATIONAL MARITIME ORGANIZATION
E
IMO
ASSEMBLY A 2/Res.893
21st session 4 February 2000
Agenda item 9 Original: ENGLISH
RESOLUTION A.893(21)
adopted on 25 November 1999
GUIDELINES FOR VOYAGE PLANNING
THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization

concerning the functions of the Assembly in relation to regulations and guidelines concerning
maritime safety and the prevention and control of marine pollution from ships,
RECALLING ALSO section A-VIII/2, Part 2 (Voyage planning) of the Seafarers' Training,
Certification and Watchkeeping Code,
RECALLING FURTHER the essential requirements contained in the International

Convention on Standards of Training, Certification and Watchkeeping for Seafarers and the
International Convention for the Safety of Life at Sea concerning voyage planning, including those
relating to officers and crew, shipborne equipment, and safety management systems,
RECOGNIZING the essential importance for safety of life at sea, safety of navigation and
protection of the marine environment of a well planned voyage, and therefore the need to update the
1978 Guidance on voyage planning issued as SN/Circ.92,
NOTING the request of the Assembly in resolution A.790(19) that the Maritime Safety
Committee consider the issue of voyage planning in conjunction with its review of the Code for the
Safe Carriage of Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes in Flasks on
Board Ships (INF Code), and the Committee's decision that consideration of the issue of voyage
planning should not be restricted to vessels carrying materials subject to the INF Code but should
apply to all ships engaged on international voyages,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of

Navigation at its forty-fifth session:
1. ADOPTS the Guidelines for voyage planning set out in the Annex to the present resolution;
2. INVITES Governments to bring the annexed Guidelines to the attention of masters of vessels
flying their countries' flag, shipowners, ship operators, shipping companies, maritime pilots, training
institutions and all other parties concerned, for information and action as appropriate;
3. REQUESTS the Maritime Safety Committee to keep the said Guidelines under review and to
amend them as appropriate.
For reasons of economy, this document is printed in a limited number. Delegates are
kindly asked to bring their copies to meetings and not to request additional copies.
I:\ASSEMBLY\21\Res\893.doc
A 2/Res.893 - 2-
ANNEX
DRAFT GUIDELINES FOR VOYAGE PLANNING
1 Objectives
1.1 The development of a plan for voyage or passage, as well as the close and continuous
monitoring of the vessel's progress and position during the execution of such a plan, are of essential
importance for safety of life at sea, safety and efficiency of navigation and protection of the marine
environment.
1.2 The need for voyage and passage planning applies to all vessels. There are several factors
that may impede the safe navigation of all vessels and additional factors that may impede the
navigation of large vessels or vessels carrying hazardous cargoes. These factors will need to be taken
into account in the preparation of the plan and in the subsequent monitoring of the execution of the
plan.
1.3 Voyage and passage planning includes appraisal, i.e. gathering all information relevant to the
contemplated voyage or passage; detailed planning of the whole voyage or passage from berth to
berth, including those areas necessitating the presence of a pilot; execution of the plan; and the
monitoring of the progress of the vessel in the implementation of the plan. These components of
voyage/passage planning are analysed below.
2 Appraisal
2.1 All information relevant to the contemplated voyage or passage should be considered. The
following items should be taken into account in voyage and passage planning:
.1 the condition and state of the vessel, its stability, and its equipment; any operational
limitations; its permissible draught at sea in fairways and in ports; its manoeuvring
data, including any restrictions;
.2 any special characteristics of the cargo (especially if hazardous), and its distribution,
stowage and securing on board the vessel;
.3 the provision of a competent and well-rested crew to undertake the voyage or

passage;
.4 requirements for up-to-date certificates and documents concerning the vessel, its
equipment, crew, passengers or cargo;
.5 appropriate scale, accurate and up-to-date charts to be used for the intended voyage or
passage, as well as any relevant permanent or temporary notices to mariners and
existing radio navigational warnings;
.6 accurate and up-to-date sailing directions, lists of lights and lists of radio aids to
navigation; and
.7 any relevant up-to-date additional information, including:
.1 mariners' routeing guides and passage planning charts, published by

competent authorities;
- 3- A 2/Res.893
.2 current and tidal atlases and tide tables;
.3 climatological, hydrographical, and oceanographic data as well as other

appropriate meteorological information;
.4 availability of services for weather routeing (such as that contained in Volume

D of the World Meteorological Organization's Publication No. 9);
.5 existing ships' routeing and reporting systems, vessel traffic services, and
marine environmental protection measures;
.6 volume of traffic likely to be encountered throughout the voyage or passage;
.7 if a pilot is to be used, information relating to pilotage and embarkation and

disembarkation including the exchange of information between master and
pilot;
.8 available port information, including information pertaining to the availability

of shore-based emergency response arrangements and equipment; and
.9 any additional items pertinent to the type of the vessel or its cargo, the
particular areas the vessel will traverse, and the type of voyage or passage to
be undertaken.
2.2 On the basis of the above information, an overall appraisal of the intended voyage or passage
should be made. This appraisal should provide a clear indication of all areas of danger; those areas
where it will be possible to navigate safely, including any existing routeing or reporting systems and
vessel traffic services; and any areas where marine environmental protection considerations apply.
3 Planning
3.1 On the basis of the fullest possible appraisal, a detailed voyage or passage plan should be
prepared which should cover the entire voyage or passage from berth to berth, including those areas
where the services of a pilot will be used.
3.2 The detailed voyage or passage plan should include the following factors:
.1 the plotting of the intended route or track of the voyage or passage on appropriate
scale charts: the true direction of the planned route or track should be indicated, as
well as all areas of danger, existing ships' routeing and reporting systems, vessel
traffic services, and any areas where marine environmental protection considerations
apply;
.2 the main elements to ensure safety of life at sea, safety and efficiency of navigation,
and protection of the marine environment during the intended voyage or passage;
such elements should include, but not be limited to:
.1 safe speed, having regard to the proximity of navigational hazards along the
intended route or track, the manoeuvring characteristics of the vessel and its
draught in relation to the available water depth;
A 2/Res.893 - 4-
.2 necessary speed alterations en route, e.g., where there may be limitations

because of night passage, tidal restrictions, or allowance for the increase of
draught due to squat and heel effect when turning;
.3 minimum clearance required under the keel in critical areas with restricted
water depth;
.4 positions where a change in machinery status is required;
.5 course alteration points, taking into account the vessel's turning circle at the
planned speed and any expected effect of tidal streams and currents;
.6 the method and frequency of position fixing, including primary and secondary
options, and the indication of areas where accuracy of position fixing is
critical and where maximum reliability must be obtained;
.7 use of ships' routeing and reporting systems and vessel traffic services;
.8 considerations relating to the protection of the marine environment; and
.9 contingency plans for alternative action to place the vessel in deep water or
proceed to a port of refuge or safe anchorage in the event of any emergency
necessitating abandonment of the plan, taking into account existing
shore-based emergency response arrangements and equipment and the nature
of the cargo and of the emergency itself.
3.3 The details of the voyage or passage plan should be clearly marked and recorded, as
appropriate, on charts and in a voyage plan notebook or computer disk.
3.4 Each voyage or passage plan as well as the details of the plan, should be approved by the
ships' master prior to the commencement of the voyage or passage.
4 Execution
4.1 Having finalized the voyage or passage plan, as soon as time of departure and estimated time
of arrival can be determined with reasonable accuracy, the voyage or passage should be executed in
accordance with the plan or any changes made thereto.
4.2 Factors which should be taken into account when executing the plan, or deciding on any
departure therefrom include:
.1 the reliability and condition of the vessel's navigational equipment;
.2 estimated times of arrival at critical points for tide heights and flow;
.3 meteorological conditions, (particularly in areas known to be affected by frequent

periods of low visibility) as well as weather routeing information;
.4 daytime versus night-time passing of danger points, and any effect this may have on
position fixing accuracy; and
.5 traffic conditions, especially at navigational focal points.
- 5- A 2/Res.893
4.3 It is important for the master to consider whether any particular circumstance, such as the
forecast of restricted visibility in an area where position fixing by visual means at a critical point is an
essential feature of the voyage or passage plan, introduces an unacceptable hazard to the safe conduct
of the passage; and thus whether that section of the passage should be attempted under the conditions
prevailing or likely to prevail. The master should also consider at which specific points of the voyage
or passage there may be a need to utilize additional deck or engine room personnel.
5 Monitoring
5.1 The plan should be available at all times on the bridge to allow officers of the navigational
watch immediate access and reference to the details of the plan.
5.2 The progress of the vessel in accordance with the voyage and passage plan should be closely
and continuously monitored. Any changes made to the plan should be made consistent with these
Guidelines and clearly marked and recorded.
_______
INTERNATIONAL MARITIME ORGANIZATION
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO
Ref. T1/2.04 MSC.1/Circ.1228

11 January 2007
REVISED GUIDANCE TO THE MASTER FOR AVOIDING DANGEROUS

SITUATIONS IN ADVERSE WEATHER AND SEA CONDITIONS
1 The Maritime Safety Committee, at its eighty-second session (29 November

to 8 December 2006), approved the Revised Guidance to the master for avoiding dangerous
situations in adverse weather and sea conditions, set out in the annex, with a view to providing
masters with a basis for decision making on ship handling in adverse weather and sea conditions,
thus assisting them to avoid dangerous phenomena that they may encounter in such
circumstances.
2 Member Governments are invited to bring the annexed Revised Guidance to the attention
of interested parties as they deem appropriate.
3 This Revised Guidance supersedes the Guidance to the master for avoiding dangerous
situations in following and quartering seas (MSC/Circ.707).
***
I:\CIRC\MSC\01\1228.doc
MSC.1/Circ.1228
ANNEX
REVISED GUIDANCE TO THE MASTER FOR AVOIDING DANGEROUS

SITUATIONS IN ADVERSE WEATHER AND SEA CONDITIONS
1 GENERAL
1.1 Adverse weather conditions, for the purpose of the following guidelines, include wind
induced waves or heavy swell. Some combinations of wave length and wave height under
certain operation conditions may lead to dangerous situations for ships complying with the
IS Code. However, description of adverse weather conditions below shall not preclude a ship
master from taking reasonable action in less severe conditions if it appears necessary.
1.2 When sailing in adverse weather conditions, a ship is likely to encounter various kinds of
dangerous phenomena, which may lead to capsizing or severe roll motions causing damage to
cargo, equipment and persons on board. The sensitivity of a ship to dangerous phenomena will
depend on the actual stability parameters, hull geometry, ship size and ship speed. This implies
that the vulnerability to dangerous responses, including capsizing, and its probability of
occurrence in a particular sea state may differ for each ship.
1.3 On ships which are equipped with an on-board computer for stability evaluations, and
which use specially developed software which takes into account the main particulars, actual
stability and dynamic characteristics of the individual ship in the real voyage conditions, such
software should be approved by the Administration. Results derived from such calculations
should only be regarded as a supporting tool during the decision making process.
1.4 Waves should be observed regularly. In particular, the wave period TW should be
measured by means of a stop watch as the time span between the generation of a foam patch by a
breaking wave and its reappearance after passing the wave trough. The wave length λ is
determined either by visual observation in comparison with the ship length or by reading the
mean distance between successive wave crests on the radar images of waves.
1.5 The wave period and the wave length λ are related as follows:
λ = 1.56 ⋅ TW2 [m] or TW = 0.8 λ [s]
1.6 The period of encounter TE could be either measured as the period of pitching by using
stop watch or calculated by the formula:
3TW2
TE = [s]
3TW + Vcos(α )
where V = ship’s speed [knots]; and

α = angle between keel direction and wave direction (α = 0° means head sea)
1.7 The diagram in figure 1 may as well be used for the determination of the period of
encounter.
MSC.1/Circ.1228
ANNEX
Page 2
1.8 The height of significant waves should also be estimated.
α = 0° 10°
360° 350° 20°
340°
30°
330°
40°
320°
50°
310°
60°
300°
70°
290°
80°
280°
Wave period TW [s] 14 13 12 11 10 9 8 7 6 5

2 4 6 8 10 12 14 16 18 20 22 24 90°
knots 270°
100°
260°
110°
250°
120°
240°
130°
230°
5s 140°
220°
150°
6s 210°
160°
32 30 28 26 24 22 20 18 16 14 10 8 6 4 180° 170° 200°
190°
Period of encounter TE
Period of en
12 E 2
Figure 1: Determination of the period of encounter TE
2 CAUTIONS
2.1 It should be noted that this guidance to the master has been designed to accommodate for
all types of merchant ships. Therefore, being of a general nature, the guidance may be too
restrictive for certain ships with more favourable dynamic properties, or too generous for certain
other ships. A ship could be unsafe even outside the dangerous zones defined in this guidance if
the stability of the ship is insufficient. Masters are requested to use this guidance with fair
observation of the particular features of the ship and her behaviour in heavy weather.
2.2 It should further be noted that this guidance is restricted to hazards in adverse weather
conditions that may cause capsizing of the vessel or heavy rolling with a risk of damage. Other
hazards and risks in adverse weather conditions, like damage through slamming, longitudinal or
torsional stresses, special effects of waves in shallow water or current, risk of collision or
stranding, are not addressed in this guidance and must be additionally considered when deciding
on an appropriate course and speed in adverse weather conditions.
2.3 The master should ascertain that his ship complies with the stability criteria specified in
the IS Code or an equivalent thereto. Appropriate measures should be taken to assure the ship’s
watertight integrity. Securing of cargo and equipment should be re-checked. The ship’s natural
period of roll TR should be estimated by observing roll motions in calm sea.
MSC.1/Circ.1228
ANNEX
Page 3
3 DANGEROUS PHENOMENA
3.1 Phenomena occurring in following and quartering seas
A ship sailing in following or stern quartering seas encounters the waves with a longer period
than in beam, head or bow waves, and principal dangers caused in such situation are as follows:
3.1.1 Surf-riding and broaching-to
When a ship is situated on the steep forefront of a high wave in following or quartering sea
conditions, the ship can be accelerated to ride on the wave. This is known as surf-riding. In this
situation the so-called broaching-to phenomenon may occur, which endangers the ship to
capsizing as a result of a sudden change of the ship’s heading and unexpected large heeling.
3.1.2 Reduction of intact stability when riding a wave crest amidships
When a ship is riding on the wave crest, the intact stability can be decreased substantially
according to changes of the submerged hull form. This stability reduction may become critical
for wave lengths within the range of 0.6 L up to 2.3 L, where L is the ship’s length in metres.
Within this range the amount of stability reduction is nearly proportional to the wave height.
This situation is particularly dangerous in following and quartering seas, because the duration of
riding on the wave crest, which corresponds to the time interval of reduced stability, becomes
longer.
3.2 Synchronous rolling motion
Large rolling motions may be excited when the natural rolling period of a ship coincides with the
encounter wave period. In case of navigation in following and quartering seas this may happen
when the transverse stability of the ship is marginal and therefore the natural roll period becomes
longer.
3.3 Parametric roll motions
3.3.1 Parametric roll motions with large and dangerous roll amplitudes in waves are due to the
variation of stability between the position on the wave crest and the position in the wave trough.
Parametric rolling may occur in two different situations:
.1 The stability varies with an encounter period TE that is about equal to the roll
period TR of the ship (encounter ratio 1:1). The stability attains a minimum once
during each roll period. This situation is characterized by asymmetric rolling,
i.e. the amplitude with the wave crest amidships is much greater than the
amplitude to the other side. Due to the tendency of retarded up-righting from the
large amplitude, the roll period TR may adapt to the encounter period to a certain
extent, so that this kind of parametric rolling may occur with a wide bandwidth of
encounter periods. In quartering seas a transition to harmonic resonance may
become noticeable.
.2 The stability varies with an encounter period TE that is approximately equal to half
the roll period TR of the ship (encounter ratio 1:0.5). The stability attains a
minimum twice during each roll period. In following or quartering seas, where
the encounter period becomes larger than the wave period, this may only occur
MSC.1/Circ.1228
ANNEX
Page 4
with very large roll periods TR, indicating a marginal intact stability. The result is
symmetric rolling with large amplitudes, again with the tendency of adapting the
ship response to the period of encounter due to reduction of stability on the wave
crest. Parametric rolling with encounter ratio 1:0.5 may also occur in head and
bow seas.
3.3.2 Other than in following or quartering seas, where the variation of stability is solely
effected by the waves passing along the vessel, the frequently heavy heaving and/or pitching in
head or bow seas may contribute to the magnitude of the stability variation, in particular due to
the periodical immersion and emersion of the flared stern frames and bow flare of modern ships.
This may lead to severe parametric roll motions even with small wave induced stability
variations.
3.3.3 The ship’s pitching and heaving periods usually equals the encounter period with the
waves. How much the pitching motion contributes to the parametric roll motion depends on the
timing (coupling) between the pitching and rolling motion.
3.4 Combination of various dangerous phenomena
The dynamic behaviour of a ship in following and quartering seas is very complex. Ship motion
is three-dimensional and various detrimental factors or dangerous phenomena like additional
heeling moments due to deck-edge submerging, water shipping and trapping on deck or cargo
shift due to large roll motions may occur in combination with the above mentioned phenomena,
simultaneously or consecutively. This may create extremely dangerous combinations, which
may cause ship capsize.
4 OPERATIONAL GUIDANCE
The shipmaster is recommended to take the following procedures of ship handling to avoid the
dangerous situations when navigating in severe weather conditions.
4.1 Ship condition
This guidance is applicable to all types of conventional ships navigating in rough seas, provided
the stability criteria specified in resolution A.749(18), as amended by resolution MSC.75(69), are
satisfied.
4.2 How to avoid dangerous conditions
4.2.1 For surf-riding and broaching-to
Surf-riding and broaching-to may occur when the angle of encounter is in the
( )
range 135°<α<225° and the ship speed is higher than 1.8 L cos (180 − α ) (knots). To avoid
surf riding, and possible broaching the ship speed, the course or both should be taken outside the
dangerous region reported in figure 2.
MSC.1/Circ.1228
ANNEX
Page 5
Figure 2: Risk of surf-riding in following or quartering seas
4.2.2 For successive high-wave attack
4.2.2.1 When the average wave length is larger than 0.8 L and the significant wave height is
larger than 0.04 L, and at the same time some indices of dangerous behaviour of the ship can be
clearly seen, the master should pay attention not to enter in the dangerous zone as indicated in
figure 3. When the ship is situated in this dangerous zone, the ship speed should be reduced or
the ship course should be changed to prevent successive attack of high waves, which could
induce the danger due to the reduction of intact stability, synchronous rolling motions, parametric
rolling motions or combination of various phenomena.
4.2.2.2 The dangerous zone indicated in figure 3 corresponds to such conditions for which the
encounter wave period (TE) is nearly equal to double (i.e., about 1.8-3.0 times) of the wave
period (TW) (according to figure 1 or paragraph 1.4).
4.2.3 For synchronous rolling and parametric rolling motions
4.2.3.1 The master should prevent a synchronous rolling motion which will occur when the
encounter wave period TE is nearly equal to the natural rolling period of ship TR.
MSC.1/Circ.1228
ANNEX
Page 6
4.2.3.2 For avoiding parametric rolling in following, quartering, head, bow or beam seas the
course and speed of the ship should be selected in a way to avoid conditions for which the
T ≈ TR ) or the encounter period is close to one
encounter period is close to the ship roll period ( E
half of the ship roll period ( TE ≈ 0.5 ⋅ TR ).
4.2.3.3 The period of encounter TE may be determined from figure 1 by entering with the ship’s
speed in knots, the encounter angle α and the wave period TW.
Figure 3: Risk of successive high wave attack in following and quartering seas
Abbreviations and symbols
Symbols Explanation Units

TW wave period s
λ wave length m
TE encounter period with waves s
α angle of encounter (α = 0° in head sea, α = 90° for sea from starboard side) degrees
V ship’s speed knots
TR natural period of roll of ship s
L length of ship (between perpendiculars) m
___________
NAVIGATION MANUAL
Rev No. : 1
PARTICULARLY SENSITIVE SEA AREA Page : 1 of 4
APPENDIX 5 : PARTICULARLY SENSITIVE SEAMA AREA

A Particularly Sensitive Sea Area (PSSA) is an area that needs special protection
through action by IMO because of its significance for recognized ecological or socio-
economic or scientific reasons and which may be vulnerable to damage by
international maritime activities. The criteria for the identification of particularly
sensitive sea areas and the criteria for the designation of special areas are not
mutually exclusive. In many cases a Particularly Sensitive Sea Area may be identified
within a Special Area and vice versa.
List of adopted PSSAs
The following PSSAS have been designated:
▪ The Great Barrier Reef, Australia (designated a PSSA in 1990)
▪ The Sabana-Camagüey Archipelago in Cuba (1997)
▪ Malpelo Island, Colombia (2002)
▪ The sea around the Florida Keys, United States (2002)
▪ The Wadden Sea, Denmark, Germany, Netherlands (2002)
▪ Paracas National Reserve, Peru (2003)
▪ Western European Waters (2004)
▪ Extension of the existing Great Barrier Reef PSSA to include the Torres Strait
(proposed by Australia and Papua New Guinea) (2005)
▪ Canary Islands, Spain (2005)
▪ The Galapagos Archipelago, Ecuador (2005)
▪ The Baltic Sea area, Denmark, Estonia, Finland, Germany, Latvia, Lithuania,
Poland, and Sweden (2005)
▪ The Papahānaumokuākea Marine National Monument, United States (2007)
▪ The Strait of Bonifacio, France, and Italy (2011)
▪ The Saba Bank, in the North-eastern Caribbean area of the Kingdom of the
Netherlands (2012)
▪ Extension of Great Barrier Reef and Torres Strait to encompass the south-
west part of the Coral Sea (2015)

NAVIGATION MANUAL
Rev No. : 1
Ships routeing measures to protect PSSAs

A PSSA can be protected by ships routing measures – such as an area to be avoided:
an area within defined limits in which either navigation is particularly hazardous or it
is exceptionally important to avoid casualties and which should be avoided by all
ships, or by certain classes of ships.
• Transiting through a PSSA that must be avoided can attract penalties by the
enforcing state and possible delays to the vessel. Vessel must reroute
passage when crossing such PSSA’S that are to be avoided. (See QHSE
CIRCULAR 007/2017 for Guidance on Routing).
• Reference should be made to the information provided on the Navigational
Charts/ ENC’s, NP 100, Sailing Directions, IMO Routeing guide and ALRS when
navigating in PSSA’s. Further reference can be made to the IMO interactive
website for guidance http://pssa.imo.org/index.htm#/globe
• While navigating on ECDIS, the route check function will indicate special
circumstances applicable to the area and must be queried upon for further
information given in the applicable IMO resolution.
List of PSSA and routing Guidance.

NAVIGATION MANUAL
Rev No. : 1
No. PSSA Proposing Associated Protective MEPC

State(s) Measures* resolution
1.a Great Barrier Reef Region Australia IMO-recommended Australian 16 Nov 1990
system of pilotage; mandatory ship (MEPC.44(30))
reporting system
1.b Torres Strait extension Australia, IMO-recommended Australian 22 July 2005
Papua New system of pilotage; two-way route (MEPC.133(53))
Guinea
1.c South West Coral Sea extension Australia Area to be avoided; May 2015
traffic separation systems (MEPC.268(68))
2 Archipelago of Sabana- Cuba Area to be avoided 25 Sep 1997
Camaguey (MEPC.74(40))
3 Sea area around Malpelo Island Colombia Area to be avoided 8 Mar 2002
(MEPC.97(47))
4 Sea area around the Florida United States Areas to be avoided; 8 Mar 2002
Keys mandatory no anchoring areas (MEPC.98(47))
5 Wadden Sea Netherlands, Mandatory deep water route 11 Oct 2002
Denmark, (MEPC.101(48))
Germany
6 Paracas National Reserve Peru Area to be avoided 18 July 2003
(MEPC.106(49))
7 Western European Waters Belgium, Mandatory ship reporting system 15 Oct 2004
France, (MEPC.121(52))
Ireland,
Portugal,
Spain, United
Kingdom
8 Canary Islands Spain Areas to be avoided; traffic 22 Mar 2004
separation systems; recommended (MEPC.134(53))
routes; mandatory ship reporting
system
9 Galapagos Archipelago Ecuador Area to be avoided; mandatory ship 22 Mar 2004
reporting system; recommended (MEPC.135(53))
tracks
10 Baltic Sea Area Denmark, Traffic separation schemes; 22 Mar 2004
Estonia, deepwater route; Areas to be (MEPC.136(53))
Finland, avoided; mandatory ship reporting
Germany, system; MARPOL Special Area;
Latvia, MARPOL SOX ECA
Lithuania,
Poland,
Sweden
11 Papahānaumo-kuākea Marine United States Areas to be avoided; 4 April 2008
National Monument recommended/mandatory ship (MEPC.171(57))
reporting system
12 Strait of Bonifacio France, Italy Recommendation on navigation 15 July 2011
(MEPC.204(62))
13 Saba Bank Netherlands Area to be avoided; Mandatory no 5 Oct 2012
(Caribbean Island of Saba) anchoring area (MEPC.226(64))
14 Jomard Entrance Papua New Routeing system (four two-way 28 October 2016
Guinea routes and a precautionary area) (MEPC.283(70))

NAVIGATION MANUAL
Rev No. : 1
Some general direction on what is documented in our procedures that helps

appraise the navigator of the special condition.
➢ Passage plan form OP 01, Appraisal Checklist, point 23;‘Does the vessel pass any
MARPOL Special Areas, PSSAs, or national and regional Requirements?’.
➢ When vessels track crosses through a PSSA, reference must be made to
Navigation manual appendix 5 and QHSE Circular 007/2017 for more info on the
PSSA.
➢ Office must be contacted for further information when vessel route is passing
through a PSSA or in doubt.
Below are some References terms of the Guidance as given in MEPC circulars on PSSA and
their associated interpretation and VESSELS obligation.
1. Conventions
• Convention on the International Regulations for Preventing Collisions at Sea,1972
(COLREGs),as amended – VESSEL TO COMPLY
• International Convention for the Prevention of Pollution from Ships, 1973, as
modified by the Protocol of 1978 relating thereto (MARPOL 73/78) - VESSEL TO
COMPLY
• International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended. -
VESSEL TO COMPLY
2. Traffic Separation Schemes-VESSEL TO USE and COMPLY
3. Deep-Water Routes- VESSEL TO USE and COMPLY
4. Areas to be avoided- VESSEL TO AVOID AND RE-ROUTE.
5. Routeing Measures- VESSEL TO USE and COMPLY
6. Mandatory Ship Reporting Systems- VESSEL TO REPORT and COMPLY
7. Coastal Vessel Traffic Services (VTS)- VESSEL TO CONSULT ALRS 6 and COMPLY

NAVIGATION MANUAL
Rev No. : 0
Appendix: 6 Date : 15-Apr-16
ZOC CATEGORY Page : 1 of 3
APPENDIX 6: ZOC CATEGORY

1 2 3 4 5
Position
ZOC1 Depth Accurancy3 Seafloor Coverage Typical Survey Characteristics5
Accurancy2
= 0.50 + 1%d Controlled, systematic
Depth Full area search
Accuracy (m) survey6 high position and depth
(m) undertaken.
accuracy achieved using DGPS or a
± 5 m + 5% Significant seafloor
A1 10 ±0.6 minimum three high quality lines
depths features
30 ±0.8 of position (LOP) and a
detected4 and depths
100 ±1.5 multibeam, channel or mechanical
measured.
1000 ± 10.5 sweep system.
= 1.00 + 2%d
Full area search Controlled, systematic
Depth
Accuracy (m) undertaken. survey6 achieving position and
(m)
Significant seafloor depth accuracy less than ZOC A1
A2 ± 20 m 10 ±1.2 features and using a modern survey
30 ±1.6 4
detected and depths echosounder7 and a sonar or
100 ±3.0 measured. mechanical sweep system
1000 ± 21.0
=1.00+2%d Full seafloor coverage
Controlled, systematic survey
Depth not achieved;
Accuracy (m) achieving similar depth. But lesser
(m) uncharted features,
position accuracies than ZOCA2,
B ± 50 m 10 ±1.2 hazardous to surface
using a modern survey
30 ±1.6 navigation are not
echosounder5, but no sonar or
100 ±3.0 expected but may
mechanical sweep system.
1000 ± 21.0 exist.
= 2.00 + 5%d
Depth
Accuracy (m) Full seafloor coverage
(m) Low accuracy survey or data
not achieved, depth
C ± 500 m 10 ±2.5 collected on an opportunity basis
anomalies may be
30 ±3.5 such as soundings on passage.
expected.
100 ±7.0
1000 ± 52.0
Full seafloor coverage
Poor quality data or data that
worse than not achieved, large
D worse than ZOC C cannot be quality assessed due to
ZOC C depth anomalies may
lack of information.
be expected.
U Unassessed – The quality of the bathymetric data has yet to be assessed

NAVIGATION MANUAL
Rev No. : 0
Remarks:
To decide on a ZOC Category, all conditions outlined in columns 2 to 4 of the table
must be met.
Explanatory notes quoted in the table:
1. The allocation of a ZOC indicates that particular data meets minimum criteria for
position and depth accuracy and seafloor coverage defined in this Table. ZOC
categories reflect a charting standard and not just a hydrographic survey
standard. Depth and position accuracies specified for each ZOC category refer to
the errors of the final depicted soundings and include not only survey errors but
also other errors introduced in the chart production process. Data may be
further qualified by Object Class 'Quality of Data' (M_QUAL) sub-attributes as
follows:
▪ Positional Accuracy (POSACC) and Sounding Accuracy (SOUACC) may be used
to indicate that a higher position or depth accuracy has been achieved than
defined in this Table (e.g. a survey where full seafloor coverage was not
achieved could not be classified higher that ZOC B; however, if the position
accuracy was, for instance, ± 15 metres, the sub-attribute POSACC could be
used to indicate this).
▪ Swept areas where the clearance depth is accurately known but the actual
seabed depth is not accurately known may be accorded a 'higher' ZOC (i.e. A1
or A2) providing positional and depth accuracies of the swept depth meets
the criteria in this Table. In this instance, Depth Range Value 1 (DRVAL1) may
be used to specify the swept depth. The position accuracy criteria apply to
the boundaries of swept areas.
▪ SURSTA, SUREND and TECSOU may be used to indicate the start and end
dates of the survey and the technique of sounding measurement.
2. Position Accuracy of depicted soundings at 95% CI (2.45 sigma) with respect to
the given datum. It is the cumulative error and includes survey, transformation,
and digitizing errors etc. Position accuracy need not be rigorously computed for
ZOCs B, C and D but may be estimated based on type of equipment, calibration
regime, historical accuracy etc.
3. Depth accuracy of depicted soundings = a + (b*d)/100 at 95% CI (2.00 sigma),
where d = depth in metres at the critical depth. Depth accuracy need not be
rigorously computed for ZOCs B, C and D but may be estimated based on type of
equipment, calibration regime, historical accuracy etc.
4. Significant seafloor features are defined as those rising above depicted depths by
more than:
Depth Feature

NAVIGATION MANUAL
Rev No. : 0
a. <40 m 2m
b. >40 m 10% depth
A full seafloor search indicates that a systematic survey was conducted using
detection systems, depth measurement systems, procedures, and trained
personnel designed to detect and measure depths on significant seafloor
features. Significant features are included on the chart as scale allows. It is
impossible to guarantee that no significant feature could remain undetected, and
significant features may have become present in the area since the time of the
survey.
5. Typical Survey Characteristics - These descriptions should be seen as indicative
examples only. 19 S-57 Supplement No. 2 June 2009
6. Controlled, systematic surveys (ZOC A1, A2 and B) - surveys comprising planned
survey lines, on a geodetic datum that can be transformed to WGS 84.
7. Modern survey echo sounder - a high precision single beam depth measuring
equipment, generally including all survey echo sounders designed post 1970.

NAVIGATION MANUAL
Rev No. : 2
GUIDELINES FOR BERTHING AND UN-BERTHING Page : 1 of 10
APPENDIX 7: GUIDELINES FOR BERTHING AND UN-BERTHING

There are certain actions that a Master should always take before and during
berthing.
The most important rules are:
▪ slow speed
▪ controlled approach
▪ planning
▪ team work
▪ checking equipment
Bridge team
The master must ensure that all ships personnel are familiar with the expected
approach to the berth/quay/lock or terminal and what is expected of them. A
positive team approach to the task improves efficiency and communication
Passage planning
▪ always brief the bridge team to ensure the officer of the watch (OOW),
helmsman, lookout and pilot are fully aware of the expected manoeuvres and
the likely effects of wind, tide and current.
▪ always passage plan from berth to berth. Pay careful attention to the dangers
that are likely to be encountered during periods under pilotage
▪ always fully brief the pilot, making sure that he understands the ship’s speed
and manoeuvring characteristics.
▪ always ask the pilot to discuss the passage and berthing plan. Ask questions if
anything is unclear.
▪ always check with the pilot that the ship will have under-keel clearance at all
times.
▪ always have your anchors ready to let go and forecastle manned in advance
of berthing.
Equipment checks
▪ Ensure main engines and thrusters are fully operational before approaching
the berth.
▪ Main engines should be tested before arriving at the pilot station ahead and
astern.
▪ Remote controls checked
▪ Ensure steering gears fully operational. Both steering motors operating. Hand
steering mode operational
▪ Ensure all bridge equipment checked including engine movement recorders,
VDR, Radars, Course recorders, echo sounders and all remote read outs.

NAVIGATION MANUAL
Rev No. : 2
Working with tugs

▪ Consider the use of tug assistance, where wind, tide and current or the ship’s
handling characteristics create difficult berthing conditions.
▪ Always estimate windage and use this estimate to determine the number of
tugs required.
▪ When berthing with a bow thruster, a large ship may need a tug to control
the ship’s stern
▪ When estimating the number of tugs consider their bollard pull and
propulsion arrangements
Manoeuvring
▪ avoid high forward speed particularly when working with tugs, when using
bow thruster, when UKC is small, when sailing in Narrow channel or when
close to other ships.
▪ Test astern movement and wait until the ship moves positively astern before
stopping
▪ remember that a kick ahead can be used to initiate and maintain a turn when
speed is low.
▪ remember that the ship’s Pivot point is forward of amidships when steaming
ahead
▪ remember that a ship will want to settle with the pivot point to the windward
of, and in alignment with, the point of influence of wind
▪ remember that the point of influence of wind changes with wind direction
and the ship’s heading
▪ remember that at low speed, current and wind have a greater effect on
manoeuvrability and the high-sided ship will experience a pronounced effect
from leeway.
▪ remember that the draft and trim affects the manoeuvring characteristics
Approach speed
Many berthing accidents occur because the speed of approach is too high. The
master should advise the pilot of the ship’s stopping distance and general
manoeuvring characteristics, giving particular emphasis to speed, corresponding
engine revolutions and to the critical range. When close to a dock, speed should be
the minimum necessary to maintain control. Masters should plan ahead with the
pilot on if, and how many, tugs are to be to be used.
Table given below is a recommended guideline.

NAVIGATION MANUAL
Rev No. : 2
HARBOUR MANOEUVRING SPEED LIMITATION FOR VESSEL UNDER DWT 60,000

M/T
Navigation Area Speed (Head or Stern way)
1,000m to the Berth Less than 4 knots
2-L (Two times length over-all) to the Berth Less than 2 knots
In front of the Berth Zero Speed (NIL)
(Parallel clearance to Berth is at least 2-B)
Remarks: “B” means ship’s breadth. “L” means length overall.

HARBOUR MANOEUVRING SPEED LIMITATION FOR VESSEL ABOVE DWT 60,000M/T
Navigation Area Speed (Head or Stern way)
3 miles to the Berth Less than 6 knots
2 miles to the Berth Less than 4-5 knots
2,000m to the Berth Less than 3-4 knots
1,000m to the Berth Less than 2 knots
300m to the Berth Less than 1-1.5 knots
In front of the Berth Zero Speed (NIL)
(Parallel clearance to Berth is at least 2-B)
Remarks: “B” means ship’s breadth.

The rate of approach must be monitored on the doppler if the vessel fitted with one.
If terminal/berth requirements are laid down, these should be followed. In the
absence of any terminal/berth requirements the below table is a recommended
guideline.

NAVIGATION MANUAL
Rev No. : 2
LATERAL BERTHING SPEED

DIST TO DEST VLCC CNTR / LNG
200 METERS 20cm/sec 0.4 kts -
100 METERS 15cm/sec 0.3 kts 20~30cm/sec 0.4-0.6 kts
1 Breadth 10cm/sec 0.2 kts 15cm/sec 0.3 kts
30 METERS 5cm/sec 0.1 kt 10cm/sec 0.2 kts
ON BERTH Less than 0.1 kt Less than 0.15 kts
5cm/sec 8cm/sec
Lateral berthing limits to be permanently stencilled at the bridge wings as a best

practise.
Effect of Wind on vessels:
When wind blows against a ship, the ship will be affected by a force, which acts
almost in the opposite direction to the relative wind direction and the magnitude of
which is proportional to the square of the relative velocity of the wind. Below
calculation greatly affect the vest during harbour manoeuvring.
Calculating whether the available tugs have enough power to hold the ship against a
cross wind or to move the ship against a cross wind, whether the thrusters have the
necessary power to manoeuvre the ship safely under the prevailing wind conditions,
if the effect of a longitudinal wind in respect of its effect on the ship’s stopping
distance.
• In case of Head winds, the vessel’s stern pays off on either side due to yawing
and it becomes difficult to steer the ship. If wind is from stern, then it is easier to
steer the ship.
• Head wind may be used to advantage for berthing.
• With the wind on beam for a ship underway, there is less effect on steering, but
leeway increases and tends to drift sideways.
• When the wind is pushing the stern away to leeward, the stern swings to leeward
and ship steers into the wind.
• The windage area depends on the conditions of loading. For tankers the area is
considerably larger in ballast condition than in loaded condition.
• K(wind) = k x A x V2

NAVIGATION MANUAL
Rev No. : 2
Whereas, (V) is the relative velocity of the wind, expressed in m/sec, (A) is the wind-
age area expressed in m2, and (k) is a constant dependent on the ship and direction
of the wind. For a beam or longitudinal wind (k) is as follows:
(k)= 0.52x10 -4, for a beam wind and
(k) = 0.39 x10 -4, for a longitudinal wind
The below table is for reference only and demonstrates the average force acting on
the vessels hull due to windage.
VLCC
255,000 Tn Area (m2 10 knots 30 knots 50 knots
Draft – 11m
Beam Wind 5825 7.6 T 68 T 189 T
Longitudinal 1380 1.4 T 12 T 34 T

wind
Container
4 high on deck 10 knots 30 knots 50 knots
AREA ( m2
L = 200 m/
d=10m.
Beam Wind 3825 5T 45 T 125 T

NAVIGATION MANUAL
Rev No. : 2

NAVIGATION MANUAL
Rev No. : 2
Windage force matrix for estimating No of Tugs(For guidance Only)
Based on Formula (v2*/ 18) x Sail Area (m2)

1000
Metric Tons of Force caused by beam wind *use meters/second for V2
Wind Speed
Knots 16 18 20 25 30 35 40
Meters/Second 8 9 10 12.5 15 17.5 20
V2/100 3.55 4.5 5.55 8.7 12.5 17 22.2
Sail Area/m2
2000 7 9 11 17 25 34 45
3000 11 14 17 26 38 51 67
4000 15 18 22 35 50 68 89
5000 18 23 28 44 63 85 111
6000 22 27 33 52 75 102 133
7000 25 32 39 61 88 119 156
8000 29 36 45 70 100 136 178
9000 32 41 50 79 113 153 200
10000 36 45 56 87 125 170 222
11000 39 50 61 96 138 187 244
12000 43 54 67 105 150 204 266
<30 T 2 Tugs Car Ship = 6000 m2

30 - 50 T 3 Tugs Handy size container 5000 m2
50-70 T 4 Tugs Evergreen (6500 TEU) = 7000/8000 m2
RA II (Office
> 70 T Express type (8500-9000 TEU) = 9000/10000 m2 (loaded)
Consulation)
*Based on a 2 knot waterway transit Express type (8500-9000 TEU) = 7000 m2 (light)
*assiming tug loses 50% @ 2kn
50% safety factor

Caution- 1. More displacement and less UKC requires more power to move
2. When wind has been blowing for a long period of time and there is a significant
fetch there will be additive forces due to wind driven current & wind waves
3. Number of required tugs will depend on tug power in each port.
4. Bow thruster used with tugs to be considered
5. Lateral Windage value can be obtained in Loadicator for each load condition.
6. The effect of currents to be considered as independent factor.
As a thumb rule 30kts Wind = 1kt Current

NAVIGATION MANUAL
Rev No. : 2
Un-Berthing
To ensure a safe departure from berth, it is recommended that the vessel makes no
headway/sternway until it has moved approximately one beam equivalent distance
away from the berth/fenders.
Control while slowing
It can be difficult to reduce speed and maintain control. This is because reduction in
propeller speed reduces water flow over the rudder and the rudder becomes less
effective. The normal procedure for stopping is to put engines astern. However,
when a propeller rotates astern, water flow over the rudder is broken and the ship
will be less responsive to helm. In addition, there is the disruptive effect of
transverse thrust. For this reason, it is essential to plan a stop by reducing speed in
good time. Also, it should be appreciated that putting engines to full astern during an
emergency could result in a loss of steerage.
Kick ahead (astern)
The ‘kick ahead’ is used when a ship is moving forward at very slow speed due to
minimal water flow over the rudder and the ship is not responding to helm. It is also
used to initiate a turn or to maintain a heading. Engines are put ahead for a short
burst with the objective of increasing water flow over the rudder, but without
increasing the ship’s speed. Engine power is reduced before the ship’s longitudinal
inertia is overcome and she begins to accelerate.
When using the ‘kick ahead’, it should be borne in mind that prolonged and frequent
kicks ahead will increase the ship’s speed; the master should know his ship and how
it reacts to ‘kicks ahead’ or astern. Note for example that ships with hull growth tend
to the slower and more ‘sluggish’ at slow speeds. Apply full rudder before initiating
the ‘kick ahead’ to provide maximum steering force. Anything less than hard over
during turning will allow a greater proportion of the power to drive the ship ahead. It
is important to reduce engine power before reducing helm.
Each berth has its own peculations with respect to weather conditions, tidal,
conditions, current etc. Hence it is not possible to give specific guidelines.
However, it is evident that a high approach speed to the berth can lead to losing
control of the manoeuvring of the vessel and thus lead to accidents during the
berthing operation.

NAVIGATION MANUAL
Rev No. : 2
Handling of Tugs/Mooring Boats/Support Crafts

The main risk associated with Tug/Mooring boats/Support craft etc handling are:-
1.Girthing/Girding or Tripping (GGT) – When speed of vessel exceeds the speed of
the tug & tug is towed by vessel, it results in pivot shift on the tug causing loss of
stability with catastrophic results for the Tug & its crew.
2.Vessel with vessel interaction – Due to operation in close proximity of each other,
hydrodynamic interaction between vessel & tug/mooring boats result in sudden
sheer or loss of directional control of tug. As a rule the interaction force between
vessels Increases by the square root of the towed unit’s speed. Except for towing
operations at sea, the following procedure shall be used whenever vessel employs
Tugs/mooring boat. (eg Mooring/unmooring, shifting to berth, etc)
The following information shall be discussed with the Pilot during Master /Pilot
exchange
a. Number & position of tugs required to assist in manoeuvring
b. Information on Tug Type, Bollard pull, number of towing lines to be used
c. Anti-girding precautions on tug (Gob wire/Trip wire, pivot hook or
Gobrail/Fairlead on the stern)
d. Confirm quick release arrangement towing wire/rope is available on the Tug
& Operational
e. Bollard Pull of each tug
f. Length of tow line
g. Speed of vessel during tow line connection
h. Maximum speed when vessel connected to Tugs/mooring boats
i. Effective communication maintained between Pilot/Vessel and Tug
It is critical that Master and Pilot agree on the above before commencing operations
using Tugs/Mooring boats Master to ensure SWL of fairleads and Bollards
onboard,used deploy Tug lines, is not exceeded. Speed of vessel during connection
should be agreed with Pilot taking into account the following factors:
• Minimum speed required for vessel to maintain steerage
• Sea room to manoeuvre, both for vessel and Tug/mooring boats
• Currents/cross currents, eddies, etc encountered during passage
• Effect on vessel handling due to bank effects
As a general rule, following speed guide should be used;
a. Tug connection or towing – less than 6 knots

NAVIGATION MANUAL
Rev No. : 2
b. Mooring boats/support crafts – 2 to 3 knots or lesser depending on capability

of mooring boat In case tug is connected aft (on the stern), Master to
consider stopping Engines (propeller) when connecting tug lines. Tug line to
be visible & kept above water line at all times.
When tug/mooring boat/support craft begins approach, Master to advise speed of
own ship and slow down if required to minimize inter-vessel interaction. When
under Tow, Master
to advise Tugs of any increase/decrease of speed and/or course alteration taking
into account safe speed discussed with Pilot. Ensure all overboard discharges which
could affect Tug wire/rope connection or interfere with operation or navigation on
Tug/Mooring boat (Scuppers, ballast discharges, etc.) are secured.
Master to confirm propeller clearance when using Engines / bow thrusters when
operating in tandem with Tugs / mooring boats. Anchors to be secured against
accidental release. Clearance from Tug/mooring boat to be checked every time
without Fail prior use of anchors.
At all times, movement of Tugs/Moorings boats/support craft to be closely
monitored by bridge team & same to be included in Passage Plan.
Tugs has to push the vessel at the designated points on Ship side otherwise vessel
will experience heavy damages to ship side in case if powerful tugs were used for
berthing and un-berthing operation.

NAVIGATION MANUAL
Rev No. : 1
APPENDIX 8: INTERNATIONAL NAVIGATING LIMITS (INL)

In 2000, the Institute of Chartered Underwriters in London revised the Institute
Warranty Limits (IWL). Since 1 November 2003, the limits have been referred to as
the International Navigating Limits (INL).
The INL define the geographical limits within which ships are able to operate without
incurring additional insurance premium from hull and machinery and other relevant
underwriters. Operating outside the INL, in areas which can include significant
hazards such as ice, could lead to damage to the ship and delay necessitated by
repair.
Master has to inform office as soon as possible when the voyage towards the breach
of INL is known
All vessels entering and exiting these areas need to notify Owners, respective Vessel
group (VGVesselname@synergyship.com), Insurance team
(insurance@synergymarine.sg) with the following details:
▪ Voyage number
▪ Vessel condition (loaded or ballast)
▪ Destination Port
▪ Date/ Time
▪ Position
This notification is important to pay any additional premium associated with
respective voyages.
Masters MUST be familiar with the precise boundary limits of the 'War Risk Area /
INL Area' to determine the exact timing of the above.
There may be minor differences to the map / period / coordinates as per the vessel’s
hull underwriters and hence it is very important to inform the vessel’s Under Writers
through the Owners.
In case vessel gets instruction from routing agencies to follow the route that may
result in breach of INL, vessel must immediately notify the above-mentioned parties.
Navigating Limits
Excluded trading areas (Map No.1)
The northern hemisphere

NAVIGATION MANUAL
Rev No. : 1
European Arctic waters

The waters north of 72° north latitude, the area extending 100 nautical miles from
the baseline of East Greenland and the area extending 50 nautical miles from the
baseline of Jan Mayen. However, the limitation does not apply to voyages made
directly to Longyearbyen and Sveagruven on Svalbard when the ship passes 72°
north latitude no earlier than 15 May, and departs from these places no later than
31 October. Ships making such voyages shall pass no closer than 20 nautical miles
and no further than 100 nautical miles west of Bjørnøya.
Euro-Asian Arctic waters
The waters north of the Euro-Asian continent east of 35° east longitude.
East-Asian waters and the Bering Sea
East-Asian waters and the Bering Sea north of 54° 30’ north latitude and waters that
can only be accessed by crossing this line, including voyages to the Aleutian Islands.
On voyages between places within the ordinary trading areas the ship must in the
Bering Sea pass west of Buldir Island or through the Amchitka, Amukta or Unimak
Passes, on condition that it is equipped with up to date navigation equipment for
these waters.
Note from the Underwriters:-
Between December 1st and May 1st a vessel shall not enter, navigate or remain in
the area West of Komandorskiye Ostrova and waters North of 54°30’ N. However, at
any rate a vessel may make use of the Unimak pass also during that period
(alternatively the vessel may enter or leave through Amchitka, Amukta, Attu Passes
or West of Buldir Island).
North and North-Eastern American waters and the waters off West Greenland
The waters north of 60° north latitude and waters which can only be accessed by
crossing this line. The St. Lawrence Seaway and the North American Great Lakes
during periods when ship traffic in the canals is prohibited by the authorities.
The southern hemisphere
The waters south of 50° south latitude and the areas extending to 50 nautical miles
from the baselines of Kerguelen, Crozet Islands and Prince Edward Islands. However,
the limitation does not apply to voyages to Patagonia, Chile or the Falkland Islands,
nor to passages through the waters south of 50° south latitude on voyages between
places north of this latitude. Such voyages shall not be made more than 50 nautical
miles south of the baselines of Chile, Patagonia and the Falkland Islands.

NAVIGATION MANUAL
Rev No. : 1
Map No. 1
Conditional Trading Areas

The Baltic Sea (Map No. 2)
▪ The Gulf of Bothnia north of the line Umeå – Vasa,
▪ The Gulf of Finland east of 25° 45' east longitude,
▪ The waters east of the line Dagerort – Lyserort,
during the period 15 December to 15 May, both days included.
Labrador (Map No. 3)
The waters from Cape St. Charles to 60° north latitude, all year.
Gulf of St. Lawrence and St. Lawrence River (Map No. 3)

NAVIGATION MANUAL
Rev No. : 1
▪ The waters within lines drawn between Port Mulgrave and Port Hastings
(Strait of Canso), Cape North and Cape Ray (Cabot Strait), Cape Bauld and
Cape St. Charles (Strait of Belle Isle) and Baie Comeau and Matane (St.
Lawrence River) during the period 21 December - 4 April.
▪ The waters from the line Baie Comeau Matane up to and including the port of
Montreal during the periods 6 December 15 - January, 16 January 15 - March,
16 March - 4 April.
St. Lawrence Seaway and the North American Great Lakes (Map No. 3)
The area above Montreal from the opening of the canals until 30 November.
The area of Montreal and below after 30 November.
East-Asian waters (Map No. 4)
East-Asian waters north of 46° north latitude and south of 54° 30' north latitude to
170° east longitude during the period from 1 November to 1 June, both days
included.

NAVIGATION MANUAL
Rev No. : 1
Map 02

NAVIGATION MANUAL
Rev No. : 1
Map 03

NAVIGATION MANUAL
Rev No. : 1
Map 04

Navigation Manual Maritime Pvt. Ltd. (2019)

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Navigation Manual Maritime Pvt. Ltd. (2019)

Uploaded by

Copyright:

Available Formats

NAVIGATION MANUAL

Issued By: Approved By:

Synergy Maritime Private Limited

Head of Ship Management Team

This publication is the property of Synergy Group. No part of this publication is to be

Uncontrolled document when printed

Uncontrolled document when printed

Uncontrolled document when printed

Uncontrolled document when printed

Uncontrolled document when printed

Uncontrolled document when printed

Chapter Title Revision Revision Date

2 Bridge Resource Management 9 30-Dec-19

3 Passage Planning 7 30-Dec-19

6 Navigation under adverse weather 5 14-Dec-18

7 Anchoring and at anchor 7 30-Dec-19

Appendix 1 Sample master’s standing orders 6 30-Dec-19

Appendix 2 Recommended Routeing 5 30-Sep-17

Appendix 5 Particularly Sensitive Sea AREA 1 14-Dec-18

Appendix 6 ZOC category 0 15-Apr-16

Appendix 7 Guidelines for Berthing and Unberthing 2 30-Dec-19

Appendix 8 International navigating limits 1 14-Dec-18

Uncontrolled document when printed

RESPONSIBILITY OF THE COMPANY

Uncontrolled document when printed

COLLISION AVOIDANCE AND SAFE SPEED

Uncontrolled document when printed

Uncontrolled document when printed

Uncontrolled document when printed

ASSISTING WITH SHIPS IN DISTRESS

Uncontrolled document when printed

RESPONSIBILITIES OF THE OFFICER OF THE WATCH (O.O.W.)

Uncontrolled document when printed

Uncontrolled document when printed

Uncontrolled document when printed

▪ Preparation of voyage plans (berth to berth)

Uncontrolled document when printed

NAVIGATION SAFETY & BRIDGE RESOURCE MANAGEMENT

Uncontrolled document when printed

Uncontrolled document when printed

Uncontrolled document when printed

▪ Navigation in ice or restricted visibility.

Uncontrolled document when printed

Uncontrolled document when printed

Restricted visibility, little or no traffic II I or II

Uncontrolled document when printed

Bridge Team Duties Matrix

Uncontrolled document when printed

Restricted visibility, little or no traffic II I or II

▪ Verify the radar plot by correlation with visual observations

Uncontrolled document when printed

Uncontrolled document when printed

Uncontrolled document when printed

Uncontrolled document when printed

ASSIGNING WATCH LOCATIONS

Uncontrolled document when printed

Uncontrolled document when printed

POSITIONS REPORTING SYSTEMS

Uncontrolled document when printed

▪ Manual plotting of all targets in the event of an ARPA failure.

It is therefore essential, that there are no distractions or non-essential activity on the

Uncontrolled document when printed