Navigation & Mooring Manual

Prime Tanker Management Inc.
Prime Gas Management Inc.
Manual Code: NAVM (006)
NAVIGATION & MOORING MANUAL
Authorized by DPA /DCOO

Frantzeskos Kontos
Approved by
Chief Operating Officer ( COO)
George A. Kouleris
DOCUMENT CONTROL
No part of this document may be reproduced, utilised, stored in any retrieval system or transmitted in any form
or by any means, electronic or mechanical, including photocopying, recording or by any information, storage or
retrieval system without the permission of Prime Tanker Management Inc and Prime Gas Management Inc.
Page 1 of 1
Navigation & Prime Tanker Management Inc.
GENERAL
Mooring Prime Gas Management Inc.
Manual Revision: 07
(006) GENERAL
Eff. Date:31/10/2020
RECORD OF AMENDMENTS
Amendment Date Position /
Section / Page No. Date Issued Initials
Number Amended Rank
New Navigational and Mooring Manual Issued with date 30/11/2017
New Manual
00 30/11/2017 N/A CAC S&Q Mgr
Sections 01-10
Sections Amended
01 01-02-03-04 30/11/2017 30/04/2018 CAC S&Q Mgr
05-07-08-10
Sections Amended
02 30/11/2017 31/03/2019 CAC S&Q Mgr
03-05-07
Sections Amended
03 01-02--05- 30/11/2017 31/05/2019 CAC S&Q Mgr
07-08-10
Sections Amended
04 30/11/2017 30/09/2019 CAC S&Q Mgr
01-02-05
Sections Amended
(All)
01-02-03-
05 30/11/2017 29/02/2020 CAC S&Q Mgr
04-05-06-
07-08-09-10
Sections Amended
06 30/11/2017 31/08/2020 CAC S&Q Mgr
03-05-07
Sections Amended
07 30/11/2017 31/10/2020 CAC S&Q Mgr
02-07
Page 1 of 1
Navigation & Prime Tanker Management Inc.
GENERAL
Mooring Prime Gas Management Inc.
Manual Revision: 07
(006) GENERAL
Eff. Date:31/10/2020
CONTENTS
SECTION No Title Issue Issue

Status Date
Manual Control Page
GENERAL : 07 31/10/2020
Record of Amendments and Contents
SECTION 01 Navigation Policies 04 29/02/2020
SECTION 02 Bridge Management 05 31/10/2020
SECTION 03 General Navigation Procedures 04 31/08/2020
SECTION 04 Navigation with Paper Charts 02 29/02/2020
SECTION 05 ECDIS Procedures 06 31/08/2020
SECTION 06 Navigation in Ice 01 29/02/2020
SECTION 07 Bridge Equipment 06 31/10/2020
SECTION 08 Anchor, Mooring and Access 03 29/02/2020
SECTION 09 AMVER 01 29/02/2020
SECTION 10 Review of Navigational Procedures 03 29/02/2020
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Navigation & Mooring SECTION 01
Manual Prime Gas Management Inc.
(006) Revision: 04
NAVIGATION POLICIES Eff. Date: 29/02/2020
Table of Contents
1.0 Purpose ............................................................................................................................................. 2
1.1 Navigation Policy............................................................................................................................. 2
1.2 Restricted Visibility Policy .............................................................................................................. 3
1.3 Under Keel Clearance (UKC) Policy ............................................................................................... 3
1.3.1 Authorised CATZOC .................................................................................................................... 5
2.0 Master’s Overriding Authority ........................................................................................................ 5
3.0 Record .............................................................................................................................................. 6
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1.0 Purpose
This section describes the Company’s Policy for safe navigation.
1.1 Navigation Policy

The purpose of the Bridge Team Management (BTM) is to determine the procedures of an effective
Bridge organization, in order to ensure the safe navigation of the vessel.
The safety of personnel, vessel, cargo and the protection of the environment is the foremost objective
in the navigation of managed vessels. Speed and economy, while important, are secondary to safety
and environmental considerations.
The ultimate responsibility for safe navigation rests with the Master; however, the responsibility for
safe navigation also extends to the Deck Officers and crew.
The Master must obtain all relevant navigational information and ensure that all applicable
International, national and local navigational rules are followed. He must also ensure that all courses
are planned in accordance with Company’s voyage planning requirements and that operating
practices safeguard its personnel, the vessel, and cargo.
The Company has established robust navigational procedures and the main objective is to ensure all
Company vessel’s passage planning and execution of voyages will be carried out, having the safety
of the crew, the vessel, the cargo and the environment as the primary objectives.
In order to achieve this objective:
 Navigation of the vessel shall be based on the Bridge Team Management concept, which is
based on the elimination of “one person errors”.
 All Deck Officers must be fully aware of Company’s navigation procedures and COLREGS.
 All Deck Officers must be familiar with their duties, the operation of all navigational
equipment and the vessel’s manoeuvring capabilities.
 ENCs and paper charts, Admiralty Digital Publications, Nautical Publications and the relevant
updates shall be regularly provided to all vessels by contracted Chart Agents and updates
shall be timely carried out by the designated Deck Officer onboard.
 Passage planning shall be prepared prior to voyage commencement and shall be approved by
the Master. Execution of the voyage shall be based on the passage plan, with all the necessary
modifications which may be required, considering the weather, traffic and vessel conditions
prevailing at any stage of the voyage.
Company’s vessels shall provide safe, reliable and efficient marine transportation.
The safety of Life and the vessel shall always take precedence over other considerations.
Nothing in this policy or in any of the Company’s procedures must be construed as relieving any
Master, Officer or Crewmember of their responsibilities to exercise sound judgment at all times.
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1.2 Restricted Visibility Policy
The Company defines Restricted Visibility as

When visibility is reduced to three (3) Nautical Miles or less.
1.3 Under Keel Clearance (UKC) Policy
Min UKC at Min UKC for Minimum UKC Channels, Min UKC whilst berth
Open Sea. sailing in whilst moored at Fairways. alongside a terminal or at
Confined and Sea Island CBM.
Coastal waters, Terminals,
including Port SBM STS,
Approaches. *3 Anchorage Areas
Open Locations.
The vessel’s Where the actual Minimum UKC of Whilst “underway” Whilst alongside a berth,
UKC shall static UKC is less 15% of the the minimum UKC the minimum required
not fall than 50% of the current maximum required is 1.5% of UKC is 1.5% of the
shorter than vessel’s current static draft not the moulded moulded breadth of the
10 m after maximum static falling short of breadth of the vessel but not less than
taking into draft, the vessel 1.5m, after taking vessel, but not less
0.3m
account shall maintain a into than 0.5 m, after
applicable minimum UKC of account applicable taking into account *6 *8 *9
dynamic 10% of the current dynamic factors applicable dynamic
factors maximum static factors.
*4 *7 *8
draft, after taking
*2 *4 *4 *5*6 *7 *8
into account
applicable dynamic
factors.
(SF/MRS/205C)
*4*10
Notes:
*1
For UKC guidance and instructions for calculation, refer to “Preparation for Sea”. The drafts
referred to in the above table are the drafts of the vessel in the prevailing water density at the
specific location. If there is any doubt as to the actual water density, then the fresh water draft
shall be assumed so as to err toward safety.
*2 Masters shall plan their voyages to avoid transiting areas where the vessel's UKC shall fall
shorter than 10m after taking into account Applicable Dynamic Factors. When at open sea the
vessel must avoid sailing over banks or shoals, even when this complies with UKC.
*3 Areas which for navigational reasons, such as the presence of shoals or other dangers, confine
the movements of the ship within narrow limits, such as separation schemes (TSS), straits,
precautionary areas. They are generally closer than 20 nautical miles to the shore base line or
inshore of the 200 meter depth contour.
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*4 Dynamic factors include squat, motion due to wind, wave and swell, heel experienced in a
turn, changes in the predicted tidal height, caused by wind speed and direction and high or low
barometric pressure.
*5 Channels, Fairways shall mean those areas that are generally within the jurisdiction of a port
authority, and actively managed, including dredging.
*6 Where a Port Authority, Charterers or Terminal requires a greater UKC than prescribed within
this policy, the stringent UKC shall be adopted.
*7 If there is any doubt of the ability to comply with the UKC requirements, advanced
contingency plans are to be made to vacate the berth and proceed to deeper waters to await a
higher tide before re-berthing and resuming cargo operations. Such contingency plans are
required to include consideration of requirements for tugs, pilots, line-handlers, cargo hose
disconnection, etc.
*8 When calculating the UKC, the ENC survey quality (CATZOC) must always be taken into
consideration and included in UKC calculations whenever sailing in depths less than 50m or
when navigating close to shoals and other navigational dangers the position accuracy must be
considered. In cases when CATZOC calculations result in inadequate UKC, the Company
shall be advised and consulted. As soon as information from Port Authorities, Terminals,
Pilots, Port agents, consultation of nautical publications, Sailing Directions and Guides to Port
Entries well as previous Master’s experience supported by recent calls of similar size vessels
with same draft indicate that there is adequate UKC/ water depths, no CATZOC /Quality
Indication allowance will be entered in UKC calculations after a Risk Assessment has been
performed and approved.
*9 In ports where only a “Safe Draft” has been declared and the channel depth is not known then
the Master must contact the Company for advice. Consideration for proceed into the channel
will include confirming from the authorities that vessels with similar draft as own vessel are
safely using the channel regularly.
*10 Where the actual static UKC exceeds 50% of the vessel’s current maximum static draft,
further UKC calculations are not required, and the vessel shall maintain a minimum UKC of
10% of her maximum current static draft without further UKC calculations.
Where it is known that Charterers, Port Authorities or Marine Terminals have no defined UKC
allowance or exercise less stringent UKC allowances than the Company’s UKC Policy,
the Company’s NET UKC procedure must apply, unless the Master, in consultation with the
Company Operations Department, makes a full Risk Assessment of the situation, and secures an
approval from the Company for the reduced UKC allowance.
Once the UKC has been calculated considering all the applicable factors, in case speed reduction is
necessary to compensate for squat then the effect of speed reduction to vessel’s manoeuvrability has
to be evaluated taking into account the waters the vessel will navigate and proximity to navigational
hazards.
Reduction of the quantity to be loaded shall be assessed with the participation of the Operations and
Marine/Vetting Departments Managers.
In cases that the UKC Policy cannot be complied, a Risk Assessment must be carried out and
Company’s advice sought and approval to be obtained.
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1.3.1 Authorised CATZOC

The Company authorizes the following values of the CATZOC to be used:
The CATZOC/Quality of Chart Data indication must be taken into consideration when calculating
the UKC. The UKC form “SF/MRS/205C” includes under Section D. Corrected Controlling Depth,
the “CATZOC / Quality Indication Allowance”.
 In areas of charting CATZOC/Quality Indication A1, the CATZOC/Quality Indication
Allowance must be 0.5m +1% depth.
 In areas of charting CATZOC/Quality Indication A2 and B, the CATZOC/Quality Indication
Allowance must be 1.0m + 2% depth.
 In areas of charting CATZOC/Quality Indication C and D, the CATZOC /Quality Indication
Allowance must be 2.0m + 5% depth. A Risk Assessment is required.
Where charting CATZOC/Quality Indication is Un-Assessed by the ENC producer, reference
must 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 and ensure that this specific cell is full updated and always navigate
with caution. A Risk Assessment is required.
The CATZOC depth correction will not be added in the Safety Depth and Safety Contour
Formula when the Charted depths are more than 50 meters.
The CATZOC must be considered not only for the accuracy of depth data but also in relation to safe
distance from shoals or other navigation dangers when the route is passing-by in a distance of less
than 0.5 nm in restricted waters such as rivers, channels and 2 nm in coastal or open waters
therefore, approach of shoals in a closer distance is not recommended.
2.0 Master’s Overriding Authority

The Master has the overriding authority and responsibility to make decisions with respect to the
safety and pollution prevention and to command and direct any action onboard the ship which he
decides is necessary for the safe operation of the vessel and for protection of the environment.
The Master shall not be constrained by the Owner, Charterer, Company Management or any other
persons from taking any decision, which in his professional judgment is necessary, in regards to the
above.
This includes decisions for the safety of navigation; in particular, when experiencing severe weather,
heavy seas or restricted visibility.
Commercial considerations shall not prevail over the Master’s authority and responsibility for the
safety of the ship and its crew, or for the protection of the environment.
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3.0 Record
Minimum Underkeel Clearance Policy Poster POSTER 43
Risk Assessments to be referred to:

Navigation B-03
Navigation under reduced maneuverability B-11
Navigation under reduced UKC B-12
Reduced UKC while the vessel is alongside B-13
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(006) Revision: 05
BRIDGE MANAGEMENT Eff. Date: 31/10/2020
Contents
1.0 Purpose ......................................................................................................................................... 3
2.0 Responsibilities ................................................................................................................................ 3
2.1 Master............................................................................................................................................... 3
2.1.1 Navigation Audits ......................................................................................................................... 3
2.2 Navigating Officer ........................................................................................................................... 4
2.3 Officer of the Watch (OOW) ........................................................................................................... 5
3.0 Bridge Team Management (BTM) .................................................................................................. 5
3.1 Managing the Bridge Team.............................................................................................................. 5
3.2 Familiarisation of the Bridge Team ................................................................................................. 6
3.3 Management of Stress, Fatigue and Distractions ............................................................................. 6
4.0 Bridge Standing Orders / Master’s Specific Standing Orders /Master’s Bridge (Night) Orders
Book ....................................................................................................................................................... 6
4.1 Bridge Standing Orders.................................................................................................................... 6
4.2 Calling the Master ............................................................................................................................ 6
4.3 Closest Point of Approach ............................................................................................................... 6
4.4 Collision Avoidance ......................................................................................................................... 7
4.5 Master’s Ship-Specific Standing Orders .......................................................................................... 7
4.5.1 Navigational.......................................................................................................................................................... 7
4.5.2 Safety .................................................................................................................................................................... 7
4.5.3 Security ................................................................................................................................................................. 8
4.5.4 Safe Cargo/Ballast Operations .............................................................................................................................. 8
4.5.5 Master’s Bridge (Night) Orders Book .................................................................................................................. 8
5.0 Keeping a Navigational Watch ........................................................................................................ 8
5.1 Standards Regarding the Ratings Required for the Watch .............................................................. 9
5.2 General ............................................................................................................................................. 9
5.2.1 Watch at Anchor ........................................................................................................................... 9
5.3 Specific Guidance for Helmsman & Lookout Duties .................................................................... 10
5.4 Unmanned Machinery Space Procedure ........................................................................................ 10
5.5 Distractions during a Navigational Watch ..................................................................................... 10
5.6 Navigation Watch in Totally Enclosed Bridge .............................................................................. 11
6.0 Change of Bridge Watch ................................................................................................................ 11
6.1 General ........................................................................................................................................... 11
6.2 Watch Change when Ship Underway ............................................................................................ 11
6.3 Watch Change when Ship at Anchor ............................................................................................. 11
7.0 Bridge Watch Conditions ............................................................................................................... 11
7.1 Watch Arrangements...................................................................................................................... 12
7.2 Types of Bridge Watch Conditions ................................................................................................ 12
7.3 Management of lengthy periods with increased Bridge manning.................................................. 15
7.4 Hazard Analysis for the Identification of Bridge Watch Conditions Level ................................... 15
8.0 Notification to the Engine Room ................................................................................................... 21
9.0 Radio & GMDSS Watch ................................................................................................................ 21
9.1 Familiarisation of GMDSS Operators & Periodical Training ....................................................... 21
9.2 Radio Watch................................................................................................................................... 21
9.3 Radio Watch Arrangements ........................................................................................................... 22
9.4 Duties of the Radio Watch ............................................................................................................. 22
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9.5 Danger / Distress Messages ........................................................................................................... 22

9.5.1 When to Transmit Danger Messages .................................................................................................................. 23
9.5.2 Form of Communicating Danger Messages........................................................................................................ 23
9.5.3 Information Required In Danger Messages ........................................................................................................ 23
9.5.4 Distress Messages Received: Obligations and Procedures ................................................................................. 24
10.0 Log Entries ................................................................................................................................... 25
10.1 Deck Log Book ............................................................................................................................ 25
10.1.1 Bridge Watch Entries ................................................................................................................................... 26
10.1.2 Additional Watch Entries ............................................................................................................................. 28
10.1.3 Emergency Entries ....................................................................................................................................... 28
10.1.4 Safety Inspections and Drills ....................................................................................................................... 28
10.1.5 Various Inspections /Test carried onboard ................................................................................................... 28
10.1.6 Load Line ..................................................................................................................................................... 29
10.2 Radio Log Book ........................................................................................................................... 29
10.2.1 Completion of the Radio Log Book ............................................................................................................. 29
10.2.1.1 Before Departure............................................................................................................................................ 29
10.2.1.2 Additional Tests and Checks ......................................................................................................................... 29
10.2.1.3 Other Entries .................................................................................................................................................. 29
10.2.2 Retention of Radio/ GMDSS Log Books ..................................................................................................... 30
10.3 Bell Book (Bridge Movement Book) Entries .............................................................................. 30
10.4 Compass Error Book .................................................................................................................... 31
11. Record ............................................................................................................................................ 31
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1.0 Purpose
The procedure describes the actions for Bridge management including duties, communication etc.
Navigation Manual must be read in conjunction with key industry document:

 Bridge Procedures Guide (issued by the International Chamber of Shipping);
 Bridge Watch Keeping (issued by the Nautical Institute);
 Bridge Team Management (issued by the Nautical Institute);
 NP232 Admiralty Guide to ECDIS Implementation, Policy and Procedures;
 NP231 Admiralty Guide to the Practical Use of ENCs;
All fleet Vessels must carry the publications, as part of their library, included in the SF/MRS228 IMS
Sources of Information.
2.0 Responsibilities
2.1 Master
In addition to other responsibilities the Master is responsible to ensure the application of this
procedure and the performance and effectiveness of Bridge team members.
In addition to other responsibilities he is responsible for implementing the Company’s Navigation
Policy and for:
 Issuing Standing Orders which must be displayed on the Bridge.
 Maintaining the Bridge Order Book.
 Ensuring the Company’s “Bridge Standing Orders” contained in SF/MRS/201 are complied
with by all Deck Oofficers including him.
 Designating the most experienced Deck Officer to act as the Navigation Officer.
 Ensuring that a robust passage plan has been completed in line with the Company’s
procedures.
 Ensuring that all junior Deck Officers effectively contribute in the appraisal and planning of
the passage.
 Ensuring that all OOWs are familiar with and aware of their duties and responsibilities.
 Ensuring Deck Officers familiarity with the use of ECDIS.
 Ensuring that the interaction and exchange of information with the pilot is in line with the
Company’s procedures.
 Ensuring effective training of the Chief Officer for “command”. This includes giving him
opportunities for ship handling, anchoring, interaction with the pilots etc.
 Ensuring that the Bridge Officers are trained in manoeuvring the Vessel.
 To ensure that all Deck Officers actively participate as an effective Bridge team member.
2.1.1 Navigation Audits
It is the responsibility of the Master to carry out a Navigation Audit

on a Quarterly Basis (every 3 months).
Form SF/MRS/200 Internal Navigational Audit” must be used.
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2.2 Navigating Officer

As mentioned in the Appendix E of the Integrated Management System Manual (001) “Shipboard
Personnel Responsibilities & Authorities”, the Second Officer is the designated Navigating Officer.
In cases that the Vessel is manned with two Second Officers then it is the responsibility of the Master
to delegate the Navigating Officers responsibilities to the most experienced Officer.
In addition to other responsibilities the Navigation Officer is responsible, unless otherwise ordered by
the Master, for:
 Passage planning (under the Master’s supervision).
 Ensuring the ECDIS is updated with the latest corrections and software.
 Ensuring that all GMDSS and all other communications equipment are properly maintained.
 Charts/ENCs and Publications:
 Correcting and updating in accordance with the latest Notices to Mariners and other
navigational warnings received.
 Ensuring that all paper charts/ENCs, as required, for the intended voyage are on board
/ licensed, of the latest edition and up-to-date.
 Ensuring that all publications required for the intended voyage are on board and
updated.
 Keeping the NP133C and NP133A up-to-date as required.
 Magnetic compass, gyro compass, repeaters and course recorder:
 Care, adjustments and proper recording of errors / deviation.
 Ensuring that gyro repeaters, course recorder and Radars are synchronized with master
gyro.
 Ensuring the Vessel’s clocks are synchronized and the chronometer error book is maintained.
 To ensure that Navigation Warnings are received, filed and brought to the Master’s attention.
 To monitor weather reports and bring to the Master’s attention any adverse reports.
 Ensuring the Echo sounder is in good order and tests/checks are carried out as per the
manufacturers. Where paper printer is installed then ensuring adequate printer paper is
available.
 Ensuring radar equipment is in good order and performance tests are carried out and recorded.
 Ensuring AIS is in good order and data updated.
 Ensuring Sextants, azimuth circles, barographs, thermometers, hydrometers and navigational
lights are in good order.
 Maintains and up-keeps all Ship's Signal Flags and National Flags.
 Maintains records of all maintenance and repairs to navigational equipment and
instrumentation which includes the ECDIS (refer to the relevant job in PMS).
 Ensures that all Bridge files and records for which he is responsible are updated and
maintained at all times as per Vessel's Filing Plan
 Reporting, timely and properly, to the Master all deficiencies or discrepancies relevant to the
above mentioned navigational charts, publications, systems and equipment.
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2.3 Officer of the Watch (OOW)

The OOW is the Master’s representative when on Bridge and is responsible for complying with and
executing his Standing / Bridge Oorders and with the Company’s Bridge Standing Orders as detailed
in SF/MRS/201.
He is also responsible for other navigational duties as may be assigned by the Master.
The OOW must call the Master whenever in doubt or in circumstances as detailed in Bridge Standing
Orders (SF/MRS/201).
3.0 Bridge Team Management (BTM)

The purpose of the Bridge Team is to ensure the safe navigation of the Vessel. Working in isolation,
rather than as an effective Bridge Team, creates the potential for a single point failure with the risk of
an error going unnoticed or undetected.
All Vessels are to be navigated in accordance with the BTM principles.
ENGLISH is to be used on the Bridge-to-Shore safety communication, Bridge-to-Bridge

as well as for communications on board between the Pilot and Bridge Watch-keeping Personnel.
3.1 Managing the Bridge Team

For a Bridge team to be successful there must be free exchange of information between the members.
Effective communication, up and down among the BTM personnel, ensures that all resources are
effectively used.
The Master / conning Officer must keep other team members apprised of intended manoeuvres as
fully as the circumstances permit. In the event of the conning Officer personally operating the Bridge
controls, (such as autopilot course changes, changing Engine control settings, etc.) the practice of
announcing the "order" to those present on the Bridge must be adhered to.
This is imperative to keep Bridge team members up to date with a developing situation.
The Pilots, although not recognised I n the Company's Watch Conditions, 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.
In order to ensure the consistent application of navigation procedures and the prompt identification of
any additional training needs, the Master must continuously monitor the performance and
effectiveness of the team members.
The Deck Officers must refer to the following publications available onboard:
 Bridge Procedures Guide (issued by the International Chamber of Shipping);
 Bridge Watch Keeping (issued by the Nautical Institute);
 Bridge Team Management (issued by the Nautical Institute);
The team is constituted of highly trained people and it is a fact that orders are followed and obeyed
without hesitation or question in the chain of command.
However, no member of the Bridge Team shall hesitate to question any decision,
if they consider that such a decision is compromising the Vessel’s safety.
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3.2 Familiarisation of the Bridge Team

It is the Master’s responsibility to ensure that he and all members of his team are properly trained and
familiarised with the operation of all navigation equipment and systems.
The “Bridge Familiarisation Checklist” SF/CRW/505A-1 and “ECDIS Familiarisation Checklist”
SF/CRW/505A-2 must be completed for all Deck Officers including the Master.
3.3 Management of Stress, Fatigue and Distractions

The Master shall arrange suitable watch arrangements to ensure an adequate amount of rest in a
reasonable manner, and in accordance with STCW, MLC, National and International regulations,
Governmental requirements (such as OPA 90) and Procedure 22 of the IMS Procedures Manual.
Moreover, the Officer(s) in charge and the Rating(s) of the first watch, when leaving port must be
adequately rested prior to going on watch to ensure that a safe and efficient watch is maintained.
If the Master considers the Watch-keeper’s fatigue to be a problem,

and always taking into consideration the requirement for maintaining a safe Watch-keeping,
he may use suitable alternative arrangements, at his discretion.
4.0 Bridge Standing Orders / Master’s Specific Standing Orders /Master’s Bridge (Night)
Orders Book
This procedure describes the issuance of Bridge Standing Orders, Master’s Standing Orders and
Master’s Bridge (Night) Orders.
4.1 Bridge Standing Orders

The Company Bridge Standing Orders (SF/MRS/201) are standard on all Company Vessels and each
time a Master or Deck Officer joins or re-joins a ship, he must familiarise himself with the Bridge
Standing Orders and sign the last page before standing his first sea watch.
Any change in the Company’s Bridge Standing Orders may only be done by the S&Q Department
following the official IMS amendment procedure and appropriate approval.
A copy of the Company’s Bridge Standing Orders must be posted on the Bridge.
4.2 Calling the Master

The SF/MRS/201 Bridge Standing Orders lists the circumstances on when to call the Master;
however, the Master can list in his Standing Orders / Bridge Orders additional circumstances for
being called.
4.3 Closest Point of Approach
Detailed guidance on Closest Point of Approach (CPA) is given in SF/MRS/201-“Bridge Standing

Orders”.
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4.4 Collision Avoidance

According to the Rule 7 “Risk of Collision”, in determining if risk of collision exists the following
considerations shall be among those taken into account:
i) such risk shall be deemed to exist if the compass bearing of an approaching Vessel does
not appreciably change;
ii) such risk may sometimes exist even when an appreciable bearing change is evident,
particularly when approaching a very large Vessel or a tow or when approaching a Vessel
at close range.
This is the primary means to determine whether risk of collision exists when weather conditions
allow.
However, two Vessels may collide even if one presents a substantially changing relative bearing, this
is because a ship can change its true heading (relative to north) without obvious detection, unless
there are land marks in sight.
When navigating in restricted visibility or in heavy weather conditions, heavy rain, snow and fog
radar/ARPA is the primary tool for collision avoidance.
4.5 Master’s Ship-Specific Standing Orders

The Master upon joining the Vessel, is responsible to issue his own ship specific standing orders.
These orders must be written to reflect the Master’s own particular requirements and circumstances
particular to the Vessel, her trade and the experience of the Bridge team on board at that point in
time. These orders must be posted on the Bridge in a prominent location.
Each time Deck Officers join or rejoin a Vessel they must, before assuming Bridge Watch,
sign the additional Master’s Specific Standing Orders, as evidence of being read and understood.
The Standing Orders will include as a minimum instructions on the following:
4.5.1 Navigational
 The Master can establish more stringent criteria for the safety of navigation but he cannot
establish less stringent criteria than Company’s (procedures and policies) i.e. minimum CPA,
reduced visibility, safe speed, Bridge watch type.
 Instructions for navigation within environmental sensitive areas.
 Instructions for navigating in ice basis prevailing circumstances and Officers experience.
 Use of ECDIS, safety parameters/setting, navigation and communication equipment
(restrictions and proper utilization for a safe passage).
 Adherence to any local navigation regulations.
 Instructions on the use of BNWAS.
4.5.2 Safety
 Additional precautions/actions in case of emergencies.
 Specific instructions to be included in case a work, requiring a permit to be issued, is in
progress (i.e. enclose space entry, hot work etc).
 Implementation of the Company’s smoking regulations.
 Fire rounds to be properly executed / monitored.
 Any alarms received to be communicated (i.e. fire alarm panel).
 Deactivation of an equipment (i.e. for periodic inspection/maintenance or failure).
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4.5.3 Security
 Particular navigation instructions within Piracy High Risk Areas
 Risk Assessment conducted to be communicated
 Security counter measures (including fencing etc.) are in place
 Access on deck when within the High Risk Areas to be controlled.
 Proper GMDSS watch
 Communicating any incident, alerts and instructions received through email or satellite
systems from shore sources (i.e. coordination centers, the Company etc.)
4.5.4 Safe Cargo/Ballast Operations

 Ensuring that the IG pressure or other cargo monitoring equipment is closely monitored.
 Ensuring that the OOW is informed of any cargo transfer, ballasting, de-ballasting, ballast
exchange, tank cleaning and gas freeing operations in progress or expected to commence.
4.5.5 Master’s Bridge (Night) Orders Book

At least at daily intervals, the Master must write in the Bridge Order Book what is expected of the
OOW for that period (this period is not limited to the hours of darkness only). These orders must be
signed by each OOW when taking over a watch, to confirm that they have read, understood and will
comply with the orders. These orders must not be in contradiction to the Company’s Bridge Standing
Orders.
The Master’s Bridge Order Book must include the following Master’s specific requirements related
to:
 Navigational matters for thee passage.
 Safety settings of the ECDIS.
 Safety matters for works being carried out (refer to Daily Work Plan Meeting).
 Security matters (when sailing within areas operating under Security Level 2 and 3).
 Safe cargo / ballast operations.
 Weather conditions and monitoring weather forecasts.
 Instructions for navigating in heavy weather conditions basis prevailing circumstances.
5.0 Keeping a Navigational Watch

This procedure describes the arrangement for maintaining a Navigation Watch.
The Master has the overall responsibility of command; however, in the Master’s presence the OOW
will continue to be responsible for the Vessel’s navigation, unless the Master specifically informs
him that he is taking over the “conn” of the Vessel.
Any change of “conn” between the Master and the OOW must be recorded in the Deck Log Book.
The Master is responsible to determine the schedule of the Bridge watches while taking into account
the experience and professional competence of the Officers and crew.
The watch schedule must be posted on the Bridge in a prominent location.
The Master is also responsible to ensure adequate rest time for the OOW, including himself, so that
they are fit for duty in an efficient and safe way.
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5.1 Standards Regarding the Ratings Required for the Watch

As STCW does not impose specific requirements as to how many ratings must be included in a
Navigational Watch, the Flag Administration requirements are used for this purpose, as follows:
 When only one (1) rating forms part of the Navigational Watch, the watch-stander must be
qualified as an Able Seaman or GP-1.
 When more than one (1) rating is included in a Navigational Watch (refer to paragraph
“Bridge Watch Conditions” of this Section), only one (1) need be qualified as Able Seaman.
If the Master is in any doubt then he must contact the Office.
5.2 General
The OOW is the Master’s representative and is primarily responsible at all times for the safe
navigation of the ship and for complying with International Regulations for Preventing Collisions at
Sea, until properly relieved. A proper lookout must be maintained at all times, in compliance with
Rule 5 of the International Regulation for Preventing Collisions at Sea.
In order to maintain a safe navigational watch, the primary duties of the OOW comprise:
 Watchkeeping
 Navigation
 Radio communications
In support of the primary duties, the OOW has the following additional duties:
 Controlling the speed and direction of the ship.
 Pollution prevention, reporting and emergency situations.
 General communications.
 Cargo monitoring and control of machinery.
 Supervision and control of ship safety systems.
The OOW must take over the watch after completing the Company checklist SF/MRS/204 “Bridge
Change of Watch Checklist – Underway” or SF/MRS/204A “Bridge Change of Watch Checklist –
Anchorage”, as the case may be.
It is the responsibility of the Navigating Officer when on watch to complete the Checklist
SF/MRS/203 “Bridge Daily Checks and Tests”.
In case the OOW has to leave the Bridge, another Deck Officer or the Master
must be called on the Bridge.
5.2.1 Watch at Anchor

The Officer of the Watch at anchor must maintain a strict vigilance in order to avoid any sudden
surface arising danger. Every effort must be made to alert / warn, for the potential danger, the other
approaching Vessel / boat. Sound and light signals and / or voice VHF alerts must be used.
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5.3 Specific Guidance for Helmsman & Lookout Duties
The assigned Lookout must be able to give full attention to the keeping of a proper lookout and no
other duties must be undertaken or assigned, which could interfere with that task.
The duties of the Lookout and Helmsman are separate.
The Helmsman must not be considered to be the Lookout, while steering.
There must be an adequate changeover of helmsman and when under pilotage, the Pilot shall be
advised of the change of helmsman.
The lookout must not leave the Bridge during the watch as this contravenes the requirements of
SOLAS and STCW.
Safety Rounds of the Vessel must be conducted after the end of each watch, during the hours of
darkness, typically from 22:00 to 06:00.
5.4 Unmanned Machinery Space Procedure
Before switching the Engine Room operation from “Manned” to “Unmanned”, the items of the
checklist SF/MRS/219 “Unmanned E/R Operations – Bridge Checklist” must be completed by the
OOW. An entry must be made in the Bridge Log Book as follows:
“The requirements of form “Unmanned E/R Operations – Bridge Checklist” have been satisfied”.
Any observations must be recorded in the Bridge Log Book.
The OOW must be in close cooperation with the Engine Officer on duty for regarding the switching
over the Engine Room Operation from the “Manned” to the “Unmanned Mode”.
5.5 Distractions during a Navigational Watch
Mobile phones or other personal Electronic devices, such as tablets or private PCs etc must be used
only under circumstances approved by Master.
The potential distraction to Personnel on the Bridge caused by the use of Mobile Phones or other
electronic devices must be considered, when determining the Shipboard Policy.
On Company Vessels, Mobile Phones on the Bridge may be used only following Master’s permission
and strictly for Emergency or Shipboard Operations .The use of Electronic devices (irrelevant to
Bridge Operations) is strictly prohibited.
Playing of music or watching a video on the Bridge, is prohibited.
Only persons with immediate business are permitted on the Bridge, especially during Coastal
Navigation and Congested Waters, while superfluous communications on the Bridge, not in relation
to the safe conduct of a Navigation Watch must be avoided.
Background noise must be controlled.
Any work on the Bridge, not in relation to the safe conduct of a Navigation Watch must not take
place.
Work related to the safe conduct of a Navigation Watch ( i.e Emergency Folio Charts correction)
must be managed effectively, (i.e carried out by another Bridge Officer taking into consideration
compliance with his/her Rest Hours).
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5.6 Navigation Watch in Totally Enclosed Bridge

A totally Enclosed Bridge is a Bridge where the Bridge wings form an integral part of an enclosed
wheelhouse.
Taking into consideration the relevant restrictions involved, Vessels with Totally Enclosed Bridge
wings are fitted with a Sound Reception System and side windows that can open, to enable the
Officer in Charge of the Navigational Watch to hear sound signals and determine the direction.
In case the Sound Reception System fails, a Lookout must be outside, with adequate means of
communication with the Navigating Bridge.
6.0 Change of Bridge Watch
6.1 General
The Bridge Watch must not be changed during any maneuver, such as an alteration of course for
navigational or collision-avoidance purposes.
The change of watch must be deferred until the maneuver has been completed.
The OOW must not handover the Bridge Watch to a relieving Officer, if there is reason to believe
that the latter is not capable of carrying out the Bridge watchkeeping duties effectively.
In such a case, the Master must be notified.
The relieving OOW must also ensure that the members of the relieving watch are fully capable of
performing their duties, particularly as regards to their and his own adjustment to night vision.
The Change of Watch must be logged in the Bridge Log Book, noting the time that it has taken place.
6.2 Watch Change when Ship Underway

The incoming OOW is to check the ECDIS system setup and to view any changes or errors.
When taking over the watch, the OOW is to confirm the ECDIS position by taking a Manual Fix.
Wherever possible, this fix must be by means independent of the primary position source such as but
not limited to visual or radar.
While the Vessel is underway the checklist SF/MRS/204 “Bridge Change of Watch Checklist –
Underway” must be completed.
6.3 Watch Change when Ship at Anchor

A continuous Navigational Watch shall always be maintained at Anchor.
While the Vessel is at anchor the checklist SF/MRS/204A “Bridge Change of Watch Checklist –
Anchorage” must be completed.
7.0 Bridge Watch Conditions

This procedure describes the arrangements for organizing the Bridge manning to be consistent with
navigational requirements.
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7.1 Watch Arrangements

The Master must ensure that the composition of the Watch must, at all times, be adequate and
appropriate to the prevailing circumstances and conditions and must take into account the need for
maintaining a proper lookout.
When deciding the composition of the Watch on the Bridge, among other factors, the following must
also be taken into account:
 Experience of the Officers.
 Lookout to be maintained at all times. At no time must the Bridge be left unattended.
 Adequate resources available to deal with emergencies.
 Fitness of Personnel for duty, taking into account Stress, Fatigue etc.
 Weather conditions, visibility, and whether there is daylight or darkness.
 Proximity of navigational hazards, traffic density, which may make it necessary for the
Officer in Charge of the Watch to carry out additional navigational duties.
 Use and operational condition of Navigational Aids such as ECDIS, Radar or Electronic
Position– indicating Devices and any other equipment affecting the safe navigation of the ship
including field of vision at conning position.
 Whether the Vessel will be on automatic or hand steering.
 Whether there are radio duties to be performed.
 The trading area (i.e. whether the area is a Piracy High Risk Area).
 Engagement of Pilot in areas where pilotage is optional and in areas where pilotage is
compulsory.
 Unmanned Machinery space (UMS) controls, alarms and indicators provided on Bridge,
procedures for their use and their limitations. The trading area (i.e. whether the area is a
Piracy High Risk Area).
7.2 Types of Bridge Watch Conditions

The Company has established through a Risk Assessment process, certain standards known as
“Watch Conditions” to help define the personnel and procedures to be used under various situations.
Bridge Watch - Type A

A. Composition:
 OOW conning.
 One (1) rating or cadet who must be certified as Bridge watch-keeping crew members. In case
the Look-out (AB) take over duties as Helmsman, then an additional look-out must be called
on the Bridge.
B. Lookout:
 Under Watch Type A, at least one Lookout in addition to the OOW must be stationed on the
Bridge day and night.
C. Conditions:
 Normal conditions such as in open waters with clear visibility.
 In restricted waters with clear visibility and little or no traffic.
D. Specified Duties:
 The OOW is in sole charge of the navigation of the ship.
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Bridge Watch - Type B

A. Composition:
 Master Conning.
 OOW assisting Master.
 The two (2) ratings or cadet must be certified as Bridge watch-keeping crew members.
B. Lookouts/helmsman:
 Under Watch Type B, a rating must act only as a Lookout while a second rating must be on
the Bridge acting as Helmsman (hand steering)
 When entering/ leaving port, Hand Steering must always be engaged
 When sailing within high density traffic the steering must be set to manual (TSS, straights,
areas affected by strong currents, during heavy rain, reduced visibility, heavy weather etc.)
C. Conditions:
 Entering or leaving port.
 Navigating in pilotage waters.
 In restricted visibility.
 In or near ice.
 In high density traffic
 As required by Master’s specific instructions contained in either the Standing or the Bridge
Orders.
 When any situation exists or is anticipated, that would impose an additional workload on the
OOW.
 During Search and Rescue Operations
 The Master must be relieved by the Chief Officer under Watch Condition B in case rest hours
requirement cannot be met.
 Heavy Weather (above 9 Beaufort scale)
When navigating in special geographical areas/hazardous navigational transits listed below the
Bridge Watch type must be set to “Bridge Type B”, and the Engines in stand-by mode.
A specific Risk Assessment must be carried out.
 Gibraltar Straits
 Dover Straits to Antwerp
 Rotterdam, Amsterdam Bremerhaven (entering - leaving)
 Danish/Skaw Straits
 Florida Straits
 Hormuz Straits
 Gulf of Aden
 Colombo
 Malacca Strait / Singapore Straits ( from meridian 1000 E to meridian 1040 30’E)
 Sunda Strait
 Torres Strait
 Aleutian pass
 Magellan Strait
 State of Washington Waters
 Dardanelles – Bosporus Straits
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 Suez Canal
 Panama Canal
 Straights of Alaska
 Mississippi River
 Houston /Galveston area
 Off Shanghai
 The Master has the conn.
 The Watch Officer will assist the Master by:
 Operating the ARPA or other radar(s).
 Maintaining radar or other navigation plot and marking the fixes on the appropriate charts.
 Operating engine/propeller control systems and monitoring correct response.
 Ensuring proper execution of steering orders.
 Coordinating Bridge-to-Bridge, ship-to-shore and station –to-station communications.
 Operating Bridge equipment.
 Maintaining a log of all events.
If it becomes necessary for the Master to take a rest period from duty on the Bridge, any such rest
period must be pre-planned to ensure that the Master is present on the Bridge for the most hazardous
parts of the passage.
When the Master is required to take a rest period, then the Chief Officer must take over charge of the
Bridge and carry out the duties of Master.
Bridge Watch - Type C

A. Composition:
 Master Conning.
 OOW assisting Master.
 Additional OOW assisting Master.
B. Lookouts/helmsman:
 Under Watch Type C, two (2) ratings must be available to act as Lookout and Helmsman
respectively. The two (2) ratings or cadet must be certified as Bridge watch-keeping crew
members.
 The rating acting as Helmsman must be present on the Bridge and must be ready to steer by
hand, as required by the Master.
 The other Rating, who is to act as additional lookout, must perform duties in a location
decided by the Master.
C. Conditions:
Any circumstances when there are navigational requirements that could place an additional work load
upon the watch structure and duties specified in Watch Types A and Type B, for example:
 When combined conditions are applicable, such as reduced visibility, together with high
density traffic etc and
 When navigating in certain geographical areas as per previous paragraph, under presence of
other adverse navigational conditions.
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 During the first Bridge Watch of the Navigation Officer (2nd Officer or 3rd Officer) when
underway in congested waters.
 The Master has the con.
 One Officer will assist the Master by:
 Fixing the ship’s position.
 Constantly monitoring the ship’s progress and report all relevant navigational
information to the Master.
 Co-ordinating any communications.
 Maintaining a log of all events.
Bridge Watch Type “C” may negatively affect the Crew rest period, therefore rest hours must be
taken into consideration when Watch Type “C” is planned or required, evaluating the prevailing
circumstances/conditions.
The other Officer will assist by operating the ARPA and performing collision avoidance duties.
The Master must decide which Officers will perform the respective roles.
The Master must be relieved by the Chief Officer under special circumstances and at the Master’s
sole discretion, when the Rest hours’ requirement cannot be met.
When the Master takes the conn or hands over the conn, this shall be clearly stated to the OOW.
A relevant entry must be made in the Bridge Log Book.
This section shall be read in conjunction with the IMS 005 Maintenance Manual, Section 02 “Engine
Room Management” paragraph 2.3.5.
7.3 Management of lengthy periods with increased Bridge manning

As explicitly written in the IMS Procedures Manual 002, Procedure 22 the ISF Watchkeeper planning
tool has to be utilized in order for Officers and crew work/rest hours to be better planned when high
intensive operations are expected or increased Bridge manning is required for any reason/prevailing
condition.
Similarly, when lengthy periods with increased manning are anticipated or encountered (i.e.
navigation during heavy weather) the planning tool shall be utilized by both the Master and the Chief
Officer in order to have a picture of the anticipated non-compliances; must there are any, the plan has
to be reconsidered and adjusted so that the specific manning requirements are met while Officers and
crew receive the required rest.
If this is not feasible then the Company has to be consulted to assess the risk of fatigue, contribute to
an effective planning, arrange for compensatory rest and as allowed by the time available enhance
Vessel’s manning.
Unless circumstances are unexpected, increased Bridge manning is identified during the appraisal
phase of the passage. Early identification facilitates both planning and compensatory rest.
7.4 Hazard Analysis for the Identification of Bridge Watch Conditions Level
(see next pages)
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HAZARD ANALYSIS FOR THE IDENTIFICATION OF BRIDGE WATCH CONDITIONS LEVEL
EVALUATION OF RISK
INITIAL RISK
AFTER INCREASED
A/A DPT GENERAL CONDITIONS OF WATCH LEVEL NEED TO INCREASE WATCH CONDITION
WATCH LEVEL
F C R F C R
1. OPEN WATERS
Operations Clear weather, little or moderate traffic, daytime, 1 3 3 Not required. 1 3 3
steering on autopilot.
Operations Clear weather, little or moderate traffic, night time or 1 3 3 Not required 1 3 3
autopilot disengaged.
Operations Clear weather, high density traffic. 3 3 9 Upgrade to Watch Condition B - Two 1 3 3
Licensed Officers on the Bridge.
Operations Reduced visibility, little or moderate traffic. 3 3 9 Upgrade to Watch Condition B - Two 1 3 3
Operations Reduced visibility, high density traffic. 3 4 12 Upgrade to Watch Condition B or C – Two or 1 4 4
three Licensed Officers on the Bridge.
2. RESTRICTED WATERS (limited manoeuvring room)
Operations Clear weather, little or moderate traffic. 3 3 9 Upgrade to Watch Condition B - Two 1 3 3
Licensed Officers on the Bridge. Pilot to be
onboard, when needed.
Operations Clear weather, high density traffic. 3 4 12 Upgrade to Watch Condition B or C – Two or 1 4 4
three Licensed Officers on the Bridge. Pilot to
be onboard, when needed.
Operations Reduced visibility, little or moderate traffic. 3 4 12 Upgrade to Watch Condition B or C – Two or 1 4 4
Operations Reduced visibility, high density traffic. 4 4 16 Upgrade to Watch Condition C – Three 2 3 6
3. ENTERING OR LEAVING PORT
Operations Clear weather, little or moderate traffic. 3 3 9 Upgrade to Watch Condition B - Two 1 3 3
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EVALUATION OF RISK
INITIAL RISK
AFTER INCREASED
WATCH LEVEL
F C R F C R
Operations Clear weather, high density traffic. 3 4 12 Upgrade to Watch Condition B or C – Two or 1 4 4
Operations Reduced visibility, little or moderate traffic. 3 4 12 Upgrade to Watch Condition B or C – Two or 1 4 4
Operations Reduced visibility, high density traffic. 4 4 16 Upgrade to Watch Condition C – Three 2 3 6
4. ANYWHERE
Operations When high navigation and collision avoidance workload 3 4 12 Upgrade to Watch Condition B or C – Two or 1 4 4
are combined. three Licensed Officers on the Bridge.
Operations During Search and Rescue Operations. 3 4 12 Upgrade to Watch Condition B – Two 1 4 4
Operations Navigation in ice conditions. 3 4 12 Upgrade to Watch Condition B – Two 1 4 4
Operations In environmental sensitive areas. 3 4 12 Upgrade to Watch Condition B – Two 1 4 4
5. HOSTILE WATERS
Operations When piracy threat is existing. 3 4 12 Upgrade to Watch Condition B or C – Two or 1 4 4
three Licensed Officers on the Bridge.
6. BRIDGE WATCH CONDITIONS IN PARTICULAR GEOGRAPHICAL AREAS
Operations Washington State Waters 3 4 12 Bridge Watch Condition B will be employed 1 4 4
as a minimum. However, the Master may
increase the watch level, if he deems
necessary. During restricted visibility Bridge
Watch Condition C will be employed. Pilot to
Operations Dover Straits 4 4 16 Bridge Watch Condition B will be employed 2 3 6
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EVALUATION OF RISK
INITIAL RISK
AFTER INCREASED
WATCH LEVEL
F C R F C R
be onboard, when requested.
Operations Danish Straits 4 4 16 Bridge Watch Condition B will be employed 2 3 6
be onboard.
Singapore / Malacca Strait 4 4 16 Bridge Watch Condition B will be employed 2 3 6
be onboard upon Master’s request.
Torres Strait 4 4 16 Bridge Watch Condition B will be employed 2 3 6

be onboard.
English Channel 3 4 12 Bridge Watch Condition B will be employed 2 3 6

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EVALUATION OF RISK
INITIAL RISK
AFTER INCREASED
WATCH LEVEL
F C R F C R
Dardanelles / Bosporus 4 4 16 Bridge Watch Condition B will be employed 2 3 6

be onboard...
Gibraltar 4 4 16 Bridge Watch Condition B will be employed 2 3 6

Suez Canal 4 4 16 Bridge Watch Condition B will be employed 2 3 6

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EVALUATION OF RISK
INITIAL RISK
AFTER INCREASED
WATCH LEVEL
F C R F C R
be onboard.
Panama Canal 5 4 20 Bridge Watch Condition B will be employed 2 4 8

be onboard.
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8.0 Notification to the Engine Room

This procedure describes the arrangement for notifying the Engine Room in various circumstances.
The OOW must notify the Engineer on Watch (or the Engineer-on-call in the case of an Unmanned
Engine Room) as follows:
 At least one (1) hour before the engines are required for getting underway from a berth or
anchorage or as agreed with and stated in writing by the Chief Engineer.
 When the ship is at least one (1) hour from the end of sea passage or as agreed with and stated
in writing by the Chief Engineer.
 When entering an area or encountering a situation where manoeuvring will probably be
required or when it becomes apparent that changes in speed may be required, unless it has
been stated in writing by the Chief Engineer and agreed with the Master, that this procedure is
not required.
 When there is a change in ambient temperature that will affect the operation of machinery.
 When heavy weather conditions are expected.
 When unusual concentrations of ice, seaweed, other marine life or shallow waters are
encountered, which may affect water intakes to the engine room.
 When the ship is about to enter an area of major oil pollution that cannot be avoided.
 When entering/leaving areas where overboard discharge is forbidden.
 Before entering special geographical areas listed in this section under § 7.2, where a M/E Test
must also be carried out.
 Before entering or navigating near Particularly Sensitive Sea Areas.
 In Piracy High Risk Areas, where manoeuvring is required to avoid Pirate attacks.
 In case of ECDIS failure.
9.0 Radio & GMDSS Watch

The procedure describes the requirements for maintaining a Radio Watch and also the arrangement
for completing the Radio Log Book/GMDSS Radio Log Book
9.1 Familiarisation of GMDSS Operators & Periodical Training

All Officers who are required to operate GMDSS Equipment must receive familiarisation and ship-
specific training in joining the Vessel (refer to “Bridge Equipment Familiarisation”- Part B).
Extra Training on GMDSS Equipment must be repeated every four (4) months and a relevant entry
must be made in form “Record of Drills and Other Training”.
9.2 Radio Watch

The Radio/GMDSS Station must only be operated under the control of a qualified person, holding the
relevant Certificate as per STCW.
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9.3 Radio Watch Arrangements

In deciding the arrangements for the Radio Watch, the Master must:
 Ensure that the Radio Watch is maintained in accordance with the relevant provisions of the
Radio Regulations and the SOLAS Convention.
 Ensure that the primary duties for Radio watch-keeping are not adversely affected by
attending radio traffic not relevant to the safe movement of the ship and safety of navigation.
 Take into account the radio equipment fitted onboard and its operational status.
9.4 Duties of the Radio Watch

The Officer of the Watch must:
 Ensure that the watch is maintained on the frequencies specified in the Radio Regulations and
the SOLAS convention.
 Maintenance of Radio records, in compliance with the requirements of the GMDSS/Radio
Regulations.
 Regularly check the operation of the radio equipment and its sources of energy and report to
the Master any observed failure of this equipment.
 The Master, in turn, must report these deficiencies in a Defect Report if the defect cannot be
rectified onboard by the crew.
 GMDSS equipment working condition shall be evaluated before Vessel unmooring from
berth so that any identified deficiencies are promptly identified, reported and rectified before
Vessel sailing.
As per Marshall Islands Regulation– Chapter 7–and MI 4-33-06 & MN 4-033-7, at the termination of
each voyage, or not less frequently than every six (6) months, the Radio Log Book must be
forwarded to the Ship-owner/operator.
All Radio Log Books must be retained for a period of

at least two (2) years from the date of receipt.
In the event of a casualty during a voyage covered by such a Log Book, it must be retained for so
long as instructed by the Maritime Administration.
If Log Books containing printed spaces for the information in Sections (A) and (B) are not available,
the required information may be typed on a separate sheet of paper and attached to the inside from
cover of a conventional logbook as an Addendum.
If electronic Logbooks are kept, reference must be made to the Marshall Islands Marine Notice MN
7-041-5 –“Electronic Log Book Systems”, for specific guidance.
9.5 Danger / Distress Messages

This procedure details the requirements for the Master to issue a Danger Message to other Ships and
Shore Authorities, when encountering various hazards to navigation.
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9.5.1 When to Transmit Danger Messages

The Master is required to transmit a Danger Message, to ships in the vicinity and to Shore Authorities
at the first point on the coast, when the ship meets with:
 Dangerous ice.
 A dangerous derelict (Vessel abandoned at sea).
 Any other direct danger to navigation.
 Tropical storm.
 Sub-freezing air temperatures associated with gale force winds causing ice accretion on
superstructures.
 Wind of force 10 or above on the Beaufort scale for which no storm warning has been
received.
9.5.2 Form of Communicating Danger Messages

The form of communicating Danger Messages in not obligatory. It may be transmitted in plain
language or by means of the International Code of Signals. It must be broadcasted to all the ships in
the vicinity and sent to the first point on the coast, to which communication can be made with a
request that it be transmitted to the appropriate authorities.
9.5.3 Information Required In Danger Messages

The following information is required in Danger Messages:
Derelicts and other direct dangers to navigation:
 The kind of ice, derelict or danger observed.
 The position of the ice, derelict or danger when last observed.
 The time and date (Universal Co-ordinated Time) when danger last observed.
Tropical storms (hurricanes in the West Indies, typhoons in the China Sea, cyclones in the Indian
waters):
 A statement that a tropical storm/cyclone has been encountered.
 Information must be transmitted, whenever the Master has reason to believe that a tropical
storm is developing or exists in the neighbourhood.
 Time, date (Universal Co-ordinated Time) and position of the ship when the observation was
taken.
Information to be included in the Danger Message:

 As much of the following information, as is practicable, must be included in the message:
 Barometric pressure, preferably corrected (stating milliards, millimetres, or inches )
 Barometric tendency (the change in barometric pressure during the past three (3) hours.
 True wind direction.
 Wind force (Beaufort scale).
 State of the sea (smooth, moderate, rough, high).
 Swell (slight, moderate, heavy) and the true direction form, which it comes.
 Period or length of swell (short, average, long).
 True course and speed of ship.
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Subsequent Observations:
When a Master has reported a tropical cyclone or other dangerous storm, it is desirable, but not
obligatory, that further observations be made and transmitted hourly, if practicable, but in any case at
intervals of not more than three (3) hours, so long as the ship remains under the influence of the
storm.
Winds of force 10 or above of the Beaufort scale for which no storm warning has been received:
This is intended to deal with storms other than the tropical storms referred to in (§ B) above.
When such a storm is encountered, the message must contain similar information to that listed under
the §C, but excluding the details concerning sea and swell.
Sub-freezing air temperature associated with gale force winds causing severe ice accretion on
superstructure:
 Time and date (Universal co-ordinated time).
 Air temperature.
 Sea temperature (if applicable).
 Wind force and direction.
Examples:
Ice:
TTT ICE. LARGE BERG SIGHTED IN 4506N, 4410W, AT 0800 UTC. MAY 15.
Derelict:
TTT DERELICT. OBSERVED DERELICT ALMOST SUBMERGED IN 4006N, 1243W, AT 1630
UTC. APRIL 21.
Danger to Navigation:
TTT NAVIGATION. ALPHA LIGHTSHIP NOT ON STATION. 1800 UTC. JANUARY 3.
Tropical Cyclone
TTT STOR 0030UTC .AUGUST 18. 2004 N, 11354 E. BAROMETER CORRECTED 994
MILLIBARS, TENDENCY DOWN 6 MILLIBARS. WIND NW, FORCE 9, HEAVY SQUALLS.
HEAVY EASTERLY SWELL. COURSE 067, 5 KNOTS.
9.5.4 Distress Messages Received: Obligations and Procedures

The Master of a ship at sea which is an a position to be able to provide assistance, on receiving a
signal from any source that persons are in distress at sea, is bound to proceed with all speed to their
assistance, if possible, informing them and the Search and Rescue Service that the ship is doing so.
If the ship which receives the distress alert is unable or, in the special circumstances of the case,
considers it unreasonable or unnecessary to proceed to their assistance, the Master must enter in the
Log Book the reason for not to proceed to the assistance of the persons in distress, taking into
account the recommendation of the Organization to inform the appropriate Search and Rescue
Service accordingly.
The Master of a ship in distress or the Search and Rescue service concerned, after consultation, so far
as may be possible, with the Masters of ships which answer the distress alert, has the right to
requisition one or more of those ships as the Master of the ship in distress or the Search and Rescue
Service considers best able to render assistance, and it shall be the duty of the Master or Masters of
the ship or ships requisitioned to comply with the requisition by continuing to proceed with all speed
to the assistance of persons in distress.
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Masters of ships shall be released from the obligation to proceed for assistance, on learning that their
ships have not been requisitioned and that one or more ships have been requisitioned and are
complying with the requisition. This decision, shall, if possible, be communicated to the other
requisitioned ships and to the Search and Rescue Services.
The Master of a ship shall be released from the obligation to proceed for assistance, if his ship has
been requisitioned, but has been informed by the persons in distress or by the Search and Rescue
service or by the Master of another ship which has reached such persons, that assistance is no longer
necessary.
Guidance on Search and Rescue activity can be found in IAMSAR Manuals, published by IMO.
Additional guidance on worldwide communication requirements for distress, search and rescue is
given in Volume 5 (NP285) Global Maritime Distress and Safety System (GMDSS).
10.0 Log Entries

This procedure provides guidance for carrying out Log Book entries, such as for Deck Log book,
Bell Book, Radar Log, Position Log, GPS Log, Compass Log etc.
10.1 Deck Log Book
The SOLAS requirement states: “All ships engaged on International Voyages shall keep a record of
navigational activities and incidents which are of importance to safety of navigation and which must
contain sufficient detail to restore a complete record of the voyage”.
A proper record shall be kept during the navigation watch of movements and activities relating to the
navigation of the ship. All information required by the format of the Bridge Log Book must be
entered during every watch.
The Log Book must be kept updated and all entries must be made in ink and not in pencil.
The OOW must sign the Deck Log book under the remarks made for his watch period.
The Master must sign the Deck Log Book at the end of each day’s entries.
As guidance, Deck Log book entries may include, but not limited to the following:
 Upon change of command, the Master must enter in the Bridge Log Book, the statement that
is included in detail in Procedure 21 of the IMS Procedures Manual.
 Change of Chief Engineer, Chief Officer and any other crew change. Upon change of Chief
Engineer a statement, as found in Procedure 21 of the IMS Procedures Manual, must be made
in the Engine Log Book and the Bridge Log Book.
 Any offence and any penalty or fine imposed.
 Crew Complaints.
 Any death onboard, burial at sea, and any wages due to the late crewmember.
 All stowaway searches before leaving port.
 Appointment of Medical, Safety Officer & Security Officer.
 Disposal of Controlled Drugs, which have expired.
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10.1.1 Bridge Watch Entries

 Bridge Watch Condition Type (“A-B-C”) set, and the time of any change of watch.
 On completion of relevant navigational checklists.
 Bridge Daily Checks as required.
 Preparation for Arrival checks.
 Preparation of Sea checks.
 The time and signature of the officer when he hands-over the navigation watch.
 The time and signature of the Master when he takes-over the con or hand back the con.
 The name of the person carrying out the lookout duty.
 The time and position when the ship alters course at a way-point, land or seamarks.
 The methods by which the position was obtained must also be entered.
 The time, position and speed of the ship when passing major navigational marks and features
such as jetties or Bridges.
 The time and position of the ship for the final land based position fix when the ship is
proceeding on a deep sea or ocean passage.
 Any position entry must be given as a range and bearing to a prominent coastal feature or
major navigation mark used in fixing the ship’s position or, when not applicable, Latitude and
Longitude.
 The time and position of the ship when the ship alters course during a deviation from the
intended track due to the requirements of the traffic situation or other causes.
 The new courses following the alteration of course. Entries must include the true course of
intended track on the chart, the gyro course actually being steered along with the
corresponding magnetic compass course.
 Time at which additional lookout is posted or when discontinued.
 Notifications to the Engine Room.
 The time of “Finished with Engines”.
 Time of any change from Engine Room to Bridge control of the engines or vice versa.
 The time of “Standby Engines”.
 Time at which the anchors are cleared following sea passage.
 Time and details of letting go and weighing an anchor. Anchor used etc. (i.e. Port, Starboard).
 The position of the ship at the time of letting go the anchor together with the direction of the
ship’s head.
 The time the ship is finally brought up to the anchor, together with the amount of anchor
cable used in the operation.
 The time of landing the first line during mooring.
 Details of the complete mooring operation.
 The time when the ship is finally all fast.
 Details of the final mooring pattern.
 The time the ship is ready to commence unmooring.
 Details of the unmooring operation.
 The time the last line is let go.
 The time the mooring parties report the forecastle and poop are cleared from berth.
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 The time when Pilot boards and the time he disembarks.

 The name of pilot.
 Time when a pilot commences or ceases duty on the Bridge.
 Times of attendance of tugs, if not made fast.
 The names of tugs in attendance.
 The times and position of tugs when made fast and let go together with a description of the
lines used, i.e. tug’s wire/rope, ship’s wire/rope.
 Times and location where the steering has been changed from auto to manual mode and vice
versa.
 When in manual steering, the name of the helmsman must be entered.
 Any hazardous occurrences and accidents.
 Times when a radar watch is commenced and discontinued.
 Radar performance. A numeric, percentage, graphical, or other quantitative value must be
recorded.
 Details of prevailing weather and sea conditions at the time of watch hand-over. Including air
temperature, sea temperature (when available), barometric pressure, wind force and direction
together with wave and swell conditions.
 Where controllable pitch propellers are fitted, the times of significant changes or pitch must
be recorded if this information is not automatically logged.
 Time of BNWAS on/off.
 Details of any gyro error being applied, together with details of any allowance for set or
leeway.
 The time and position of the ship for the landfall position, following a deep sea or ocean
passage.
 The time, position of the ship, and courses steered at the change of watch (it is acceptable for
this position to be timed for example on the hour, whereas the time logged for the change of
watch may be a few minutes past the hour providing there has been no significant change in
the information given).
 The time, position of the ship and log reading (zero if reset) at the start of sea passage
following the departure from port.
 The time and position of the ship at the end of sea passage.
 The time, position of the ship, and course being steered when the ship enters or leaves a
Traffic Lane or Inshore Traffic Zone of a Traffic Separation Scheme.
 The time and position of the ship immediately before and after crossing the Traffic Lanes of a
Traffic Separation Scheme. The courses steered during this time must also be entered.
 When in coastal waters, the time and position every fifteen minutes (4 times / hour).
 When deep sea, the time and position and log reading must be entered at intervals not
exceeding one (1) hour. In circumstances when a fixed position is not available, then an
estimated position must be entered.
 “Distance Travelled” at the end of each watch.
 Time / position, when the AIS was turned OFF /ON (in Piracy High Risk Areas).
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10.1.2 Additional Watch Entries

 Vessel stoppages.
 Engine room status, engine movements and speed of ship during periods of restricted
visibility.
 Communication with shore authorities, warships or other official craft regarding navigational
matters.
 VGP Checks (as applicable).
 Vessel’s Sound Signals Entries
 Times when sound signals are commenced and stopped during periods of restricted
visibility.
 Times when sound signals are made under the requirements of the “International
Regulations for Preventing Collisions at Sea”.
 Times when any other sound signals are made.
 Times when signal shapes are displayed.
10.1.3 Emergency Entries

 Details of any emergency occurring on board the ship i.e. collision, spill, crew injuries etc.
 Sighting of unreported navigational hazards such as floating debris, out of position buoys etc.
 Details of any distress calls or signals received, seen or heard and the action taken.
 Times when the deck area maybe “out of bounds” due to adverse weather conditions.
 Navigation in heavy weather, restricted visibility, in ice. Comprehensive entries in case of
future claims, investigation etc. that may occur as a result of navigating in such conditions.
 Results of Inspection after heavy weather.
 Piracy Threats and/or Incidents
 Emergency Towing.
 Drug & Alcohol Tests conducted following a Major Marine Incident.
10.1.4 Safety Inspections and Drills

 Periodical inspections of all LSA & FFE as per SOLAS CH.3 and MSC Circ.1/1432.
 Training in the use of Line throwing apparatus, every three (3) months. (the actual firing of
the gun is not required).
 Annual Surveys & Flag Safety Inspections (Marshall Islands).
 ISM /ISPS Internal & External Audits.
 Third Party Navigational Audits.
10.1.5 Various Inspections /Test carried onboard

 Testing of SSAS (Marshall Island Marine Notice MN 2-011-18- “Ship Security Alert
System).
 Divers Inspections.
 Safety & Security Rounds.
 Master’s Health and Hygiene Inspections.
 Drug and Alcohol Tests by Shore Screening Company or in case they cannot attend, by
Master.
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 Testing of Lifting Appliances.

 Brake Holding Capacity Tests.
 Inspection of Ladders.
10.1.6 Load Line

(Marshall Islands Regulations –Chapter 2- §2.15. International Convention of Load Lines-
Sub § 2.15.4- Required Log Books).
The Master shall enter into the Vessel’s Log Book prior to the Vessel’s departure from its loading
port or place:
 A statement of the load line marks, applicable to the voyage.
 A statement of the position of the load line mark, port and starboard, at the time of departure
from such a port or place.
 The actual drafts of the Vessel, forward and aft, at the time of arrival/departing at/from such
port or place.
10.2 Radio Log Book

The Radio/GMDSS Station must only be operated under the control of a qualified officer, holding the
relevant Certificate as per STCW. The Officer of the Radio watch must keep the Radio Log Book.
The Master shall inspect and sign each day’s entries.
10.2.1 Completion of the Radio Log Book

All information sections of the Radio Log must be completed as required by the instructions given in
the Radio Log. In addition the following entries must also be made:
10.2.1.1 Before Departure

 Before departure, EPIRB must be inspected and tested.
 In case the design of the EPIRB does not permit the function of testing, then a check must be
made of the date stamp of the EPIRB must be made to ensure that the equipment is valid.
(This inspection and test is included in -“Pre-departure Report”).
 An entry must be made into GMDSS Radio Log Book
10.2.1.2 Additional Tests and Checks

Daily, Weekly and Monthly Tests must be carried out in accordance with the instructions given in the
approved Radio Log Book. Each and every test or check must be followed and appropriate entries
made in the Log Book.
10.2.1.3 Other Entries

 A summary of urgency and safety radio communications.
 A Summary of distress messages received (name of Vessel, type of distress, action taken from
the Vessel, and if no action taken, the reason for not taking action).
 Important incidents relating to the radio services.
 Where appropriate, the position of the ship, at least once per day.
 A summary of the condition of the radio equipment, including its sources of energy.
 The on-load and off-load daily test of batteries and their connection.
 Training of persons assigned to distress alerts.
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 General training given to relevant crewmembers with regard to distress, safety procedures and
the use of Radio Equipment.
 The Radio/ GMDSS Log Book must also contain the identities stations with which the ship
communicates or attempts to communicate and records any difficulties experienced, owing to
congestion, interference, atmospheric noise or ionospheric disturbances.
 Incidents involving obscene language or unnecessary transmissions maybe recorded with the
identities of the stations concerned, if known. This particular relevant to VHF Channel 16.
 The Master must inspect and sign each day’s entries in the Radio Log Book
10.2.2 Retention of Radio/ GMDSS Log Books

As per Marshall Islands Regulation – Chapter 7 – §7.41.d “Radio Log Book” and
MN 4-33-06-“Approved Global Positioning Satellite System (GPSS) Equipment” &
MN 4-033-“Global Maritime Distress and Safety Systems (GMDSS) Radio Log Books”, at the
termination of each voyage, or not less frequently than every six (6) months, the Radio Log Book
must be forwarded to the Ship-owner/operator.
All such Radio /GMDSS Log Books must be retained for a period of
at least two (2) years from the date of receipt.
In the event of a casualty occurring during a voyage covered by such a Log Book, it must be retained
for so long as instructed by the Maritime Administration.
The Radio Records must be kept at the distress communications operating position, and must be
made available for inspection by the Master, external authorities etc.
10.3 Bell Book (Bridge Movement Book) Entries
Bell book must be used only on Vessels which are not fitted with Engine Telegraph Recorder or in
case the recorder has been found non-operational.
Normally the Bell Book must be used for in-port passages but it may also be used at other periods
when engine is in use e.g. navigation in restricted visibility.
Entries in the Bell Book must include, the following:
 The movements of the engines.
 The time of “Standby Engines”.
 The time of “Finished with Engines”.
The Bell Book must be checked to ensure that it is updated.

All entries must be made in Ink and NOT in pencil.
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10.4 Compass Error Book

Magnetic Compasses must be adjusted under the conditions listed in the relevant section of this
manual and a Deviation Card must be issued.
When an error on the magnetic and Gyro Compasses is obtained, the entries required by the format of
the Compass Error Book must be completed.
When compass errors cannot be taken it is not necessary to state this in the compass error book.
An entry must be made in the Deck Log on why an error could not be taken.
The Master must inspect the Compass Error Book at frequent intervals to ensure that:
 The Magnetic compass deviation calculated is in accordance with the table or curve of
residual deviations.
 Errors are being obtained at the required frequency ( once per watch)
 Entries have been made when the Vessel enters or leaves Dry-Dock.
Error must be ascertained by both gyro compasses (when two are installed) in rotation (Odd
months of the year Gyro 1, even months of the year Gyro 2).
11. Record
Bridge Standing Orders NAV/SECTION 2/ SF/MRS/201
Bridge Daily Checks and Tests NAV/SECTION 2/ SF/MRS/203
Bridge Change of Watch Checklist –Underway NAV/SECTION 2/ SF/MRS/204
Bridge Change of Watch Checklist – Anchorage NAV/SECTION 2/ SF/MRS/204A
Unmanned ER Operations-Bridge Checklist NAV/SECTION 2/ SF/MRS/219
Poster 25 Calling the Master POSTER 25
GMDSS Log Book

Navigation in Baltic Sea B-15
Navigation in Danish Straits B-16
Navigation in English Channel B-17
Navigation in Gibraltar Straits B-18
Transit in the Turkish Straits B-19
Navigation in Malacca & Singapore Straits B-20
Navigating in the Mississippi River B-21
Navigating in Torres Straits B-22
Navigation in the Straits of Hormuz B-23
Navigation in Suez Canal B-25
Navigating/Passing Locks ( Panama- Amsterdam) B-56
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GENERAL NAVIGATION PROCEDURES Eff. Date: 31/08/2020
Contents
1.0 Purpose ............................................................................................................................................. 3
2.1 Under Keel Clearance ...................................................................................................................... 3
2.1.1 General.................................................................................................................................................................. 3
2.1.2 Squat ..................................................................................................................................................................... 3
2.2 Air Draft ........................................................................................................................................... 5
2.2.1 Safe Overhead Clearance under Bridges and Power Lines ................................................................................... 5
3.0 Navigational Warnings .................................................................................................................... 6
3.1 Navigational Warning Broadcasts ................................................................................................... 6
3.2 Warnings .......................................................................................................................................... 6
3.3 Managing Navigation Warnings ...................................................................................................... 7
4.0 Navigation in Specific Conditions and Areas .................................................................................. 8
4.1 Navigation in Restricted Visibility .................................................................................................. 8
4.2 Navigation in Heavy Weather Conditions ....................................................................................... 8
4.2.1 Ship Handling During Heavy Weather ................................................................................................................. 8
4.2.2 Swell in Ports ........................................................................................................................................................ 9
4.2.3 Tidal Streams ........................................................................................................................................................ 9
4.2.4 Currents ................................................................................................................................................................ 9
4.3 Navigation in Restricted Waters .................................................................................................... 10
4.3.1 Ship Interaction when navigating in a Channel .................................................................................................. 10
4.3.1.1 Correct position when passing a bend in a channel ........................................................................................ 10
4.3.1.2 Channel of Box-type......................................................................................................................................... 11
4.3.1.2.1 The Blockage Factor ..................................................................................................................................... 11
4.3.1.2.2 Passage of two ships in a Narrow Channel (face to face) ............................................................................ 11
4.3.1.2.3 Overtaking in Narrow Channel .................................................................................................................... 15
4.4 Traffic Separation Schemes (TSS) ................................................................................................. 18
4.5 Particularly Sensitive Sea Areas (PSSAs) ..................................................................................... 18
5.0 Vessel Traffic Services (VTS) ....................................................................................................... 19
6.0 Abort Points, Criteria and Contingency Anchorages ..................................................................... 19
7.0 Deviation from the Passage Plan ................................................................................................... 20
8.0 Weather Routeing .......................................................................................................................... 20
9.0 Preparation for Arrival and Departure ........................................................................................... 20
9.1 Guidelines for “Go, No Go” Situations ......................................................................................... 20
9.2 Preparation for Arrival ................................................................................................................... 21
9.3 Preparation for Departure............................................................................................................... 21
10.0 Automatic/Manual Steering & Steering Gear Tests .................................................................... 22
10.1 Familiarity with the Steering System ........................................................................................... 22
10.2 Steering Mode .............................................................................................................................. 22
10.3 Manual Steering Positions ........................................................................................................... 23
10.4 Steering Gear Tests ...................................................................................................................... 23
10.5 Emergency Steering Gear Drills .................................................................................................. 23
11.0 Vessel’s Stoppage ........................................................................................................................ 23
11.1 Stoppage Underway ..................................................................................................................... 23
11.2 Port Operations Delay .................................................................................................................. 24
12.0 Pilotage ........................................................................................................................................ 24
12.1 Engaging a Pilot ........................................................................................................................... 24
12.2 Safe Pilotage ................................................................................................................................ 24
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12.3 Communication with Pilot ........................................................................................................... 25

12.4 Communication with the Port ...................................................................................................... 25
12.5 Master / Pilot Information Exchange ........................................................................................... 25
12.6 Portable Pilot Units ...................................................................................................................... 26
12.7 Berthing and Un-berthing ............................................................................................................ 26
12.8 Pilot Boarding .............................................................................................................................. 26
12.8.1 Transfer of Pilot ................................................................................................................................................ 26
12.8.2 Marine Pilot Transfer by Helicopter ................................................................................................................. 28
13. Record ............................................................................................................................................ 29
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1.0 Purpose
This section describes the Company’s general instructions for safe navigation and is pertinent to
navigation with paper charts and navigation with ECDIS.
2.1 Under Keel Clearance

The “Minimum Underkeel Clearance Policy” of the Company is given in Section 1 of this manual.
2.1.1 General
Masters and all OOWs must be well aware of the effect that the “Under Keel Clearance (UKC)” has
on the Vessel and the effective increase of draft caused by the Vessel entering shallow water.
It is the Master’s responsibility to ensure that the Vessel is always safely afloat and when underway,
a safe UKC, appropriate to the prevailing circumstances, is maintained at all times. The Master must
ensure that there is an adequate under keel allowance at all stages of the voyage and at all times while
transiting in port or while at anchorage or at berth in order for the Vessel to always remain afloat.
For a detailed explanation on under keel clearance and the various factors to take into account when
calculating under keel clearance the Master refer to NP100 “Mariner’s Handbook”.
A detailed guide on factors determining the required UKC is given in the diagram on the next page.
For calculating the Vessel’s Underkeel Clearance, form SF/MRS/205C must be completed.
The notes contained in the Form must be complied with.
2.1.2 Squat
Squat is the bodily sinkage of a ship in the water when making headway. It does not alter the draught
of the Vessel, but causes the level of the water round her to be lower than would otherwise be the
case. This effect varies with configuration of the seabed, depth of water and speed of the Vessel.
Squat increases as depth decreases and speed increases. It is not thought to be appreciable unless the
depth is less than about seven times the draught, but increases significantly when the depth is less
than two and a half times the draught.
The handling characteristics of the Vessel including power, effective steering may appreciably
deteriorate when navigating in shallow water, in narrow channels or when navigating in close
proximity to other Vessels.
Squat information, relevant to the Vessel, for loaded and ballast voyages must be readily
available/posted on the Bridge.
For Squat Calculation, the following formulas are used:
Open Waters 𝑆𝑞𝑢𝑎𝑡 Confined Waters 𝑆𝑞𝑢𝑎𝑡 2
Where: V is the Vessel’s speed in knots. Cb is the Block Coefficient (at mean draft).
The Block Coefficient Factor (Cb) can be found from the Vessel’s Hydrostatic Particulars.
The Company Form SF/MRS/205C-“Underkeel Clearance” automatically calculates the approximate
Cb using a Standard Formula.
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.
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2.2 Air Draft

Air Draft is the vertical height of the Ship’s highest point above the waterline.
The following considerations must be taken into account:
 The distance of the highest point (i.e. usually the main mast /top of the Radar Mast) forward
of the aft-draught marks.
 The position of the after-draught marks, relative to the after perpendicular.
 The effect of the Trim.
 Height of tide or local flooding.
The Air Draft of the Ship must be accurately calculated.
The following sample-formula, which indicates the distance from the Ship’s keel to the top of the
main mast, plus the length of the antenna or Radar Mast, must be used:
H1 = E- [( dF- dA ) X A/L +dA ]
Where:
H1 : Air Draft to the top of the Radar Mast
A : Horizontal distances from AP to Radar Mast (or Antenna) whichever is higher
L : Length between perpendiculars
E : Height from bottom of keel to the top of the Radar Mast
AP : Aft perpendicular
dF : Draft Forward
dA : Draft Aft
2.2.1 Safe Overhead Clearance under Bridges and Power Lines

The clearance from bridges and power lines is usually given as clearance above the “Mean High
Water Springs” (MHWS) or the average of very high tides.
It is important to know that this clearance height may be reduced during high tides or floods.
In order Overhead Clearance calculations to be safe for navigation, vessel’s static condition has to
be considered, excluding squat allowance, as the worst case scenario to run into.
Bridges
In order to obtain the vertical clearance under a bridge which the Vessel has to cross the Master must
consult:
 Nautical Charts.
 Sailing directions.
 Local port authorities through the agents
The Company requires that the Vessel must maintain a minimum clearance of not less than 2 meters
from the highest point on the Vessel (including any fixed mast or aerial).
Where it may be necessary to reduce the clearance to less than 2 meters the Master must contact the
Company.
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Power Cables
Some port authorities require a fixed clearance to be maintained, when passing under a power cable.
The clearance information may be found on the chart or in the sailing directions or other recognized
source.
If the Safe Overhead Clearance is not specifically stated nor is it obtainable from the Local
Authorities, the Company recommends at least four (4) meters vertical clearance to be maintained
under the cable.
The Master must contact the Office of the declared clearance is less than FOUR (4) meters
3.0 Navigational Warnings

NAVAREA means a geographical sea area established for the purpose of coordinating the broadcast
of navigational warnings.
The term NAVAREA followed by a roman numeral is used to identify a particular sea area.
For more information on Worldwide Navigational Warning Service (WWNWS) reference must be
made to NP100 “The Mariner’s Handbook”.
3.1 Navigational Warning Broadcasts

Two principal methods are used for broadcasting navigational warnings as part of MSI in accordance
with the provisions of the International Convention for the Safety of Life at Sea, 1974, as amended,
in the areas covered by these methods, as follows:
 NAVTEX: The coordinated broadcast and automatic reception on 518 kHz of maritime
safety information broadcasts to coastal waters. For more information on NAVTEX
broadcasts reference must be made to the NAVTEX Manual and Admiralty List of Radio
Signals Vol: 3 Maritime Safety Information Services.
 SafetyNET: The coordinated broadcast and automatic reception of maritime safety
information via the Inmarsat Enhanced Group Call (EGC) system broadcasts which cover all
the waters of the globe except for Sea Area A4. For more information on SafetyNet
broadcasts reference must be made to the Admiralty List of Radio Signals Vol: 3 Maritime
Safety Information Services.
Outside Inmarsat coverage HF NBDP may be used to promulgate maritime safety.
3.2 Warnings
Navigational warnings remain in force until cancelled by the originated coordinator. Navigational
warnings will be broadcast for as long as the information is valid; however, if they are readily
available by official means, (i.e. in Notices to Mariners) they may no longer be broadcast after a
period of six weeks.
There are four (4) types of navigational warnings:
 NAVAREA Warnings: Information which is required by ocean going ships. Information
such as for safe navigation in particular for new navigational hazards and failures of
important aids to navigation as well as information which may require changes to planned
navigational routes.
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 Sub-area Warnings: Sub-area means a subdivision of a NAVAREA/METAREA in which a

number of countries have established a coordinated system for the promulgation of
navigational warnings.
 Coastal Warnings: Information which is necessary for safe navigation within areas seaward
of the fairway buoy or pilot station, and will not be restricted to main shipping lanes. For the
entire NAVTEX service area broadcast will be done by the International NAVTEX service,
or by the International SafetyNET service when implemented in lieu of NAVTEX.
 Where the area is not served by NAVTEX, International SafetyNET service will broadcast all
warnings relevant to the coastal waters up to 250 miles from the coast.
 Local Warnings: Local warnings broadcast information which covers inshore waters, often
within the limits of jurisdiction of a harbour or port authority. They are broadcast by means
other than NAVTEX or SafetyNET, and supplement coastal warnings by giving detailed
information within inshore waters.
3.3 Managing Navigation Warnings

Before a new voyage is initiated the warnings in force must be received for the coming voyage via
the appropriate equipment on board.
The memory of the NAVTEX must be cleared (where allowed by the equipment) at least eight (8)
hours prior departure in order to allow receipt of in force messages.
This will ensure that a complete set of in force NAVTEX messages are received for the coming
voyage.
Any warnings plotted not received in this way will be considered cancelled and must be erased /
deleted from the charts.
This must be cross checked against the list of in-force messages received by NAVTEX.
Prior departure all in force warnings received via EGC and NAVTEX
must be plotted on the voyage charts for the intended voyage.
During the voyage navigational warnings received by EGC and NAVTEX must be checked by the
OOW at the time they are received and if relevant to the Vessel’s planned voyage, these must be
plotted on the charts.
The OOW must initial the message after reading it.
When plotting the warning the OOW must note the chart number on the message received.
The message must then be left on the chart table to be sighted by other watch keeping officers before
being filed by the Navigating Officer.
Upon completion of each voyage, NAVTEX and NAVAREA messages must be bundled on a voyage
basis, labelled and stored within this file for future reference only (i.e. PSC, vetting inspections).
In case there are navigational warnings in force which have not been received the Company shall be
advised accordingly in order for the relevant navigational warnings can be downloaded through the
web.
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It must be noted that websites are not continuously updated and not necessarily monitored for
correctness; therefore the Master must ensure that navigational warnings are received via the
IMO/IHO approved broadcast systems.
4.0 Navigation in Specific Conditions and Areas
4.1 Navigation in Restricted Visibility

The Company defines “Restricted Visibility” as when visibility is reduced to three (3) nautical miles
or less.
On encountering restricted visibility, the OOW must call the Master and also complete the actions
listed in checklist SF/MRS/218 “Navigation in Restricted Visibility”.
4.2 Navigation in Heavy Weather Conditions

The Company has established that Heavy Weather means wind and sea force over 7 Beaufort. When
heavy weather is encountered checklist SF/MRS/216 “Navigation in Heavy Weather Master’s
Overall Monitoring Checklist” and checklist SF/MRS/216A “Heavy Weather Report” must be
completed and sent to the office.
Watch Type B is required when the wind and sea force is 9 Beaufort,
however more stringent criteria may be established by the Master.
Once the heavy weather has passed the Master must ensure that checklist SF/MRS/233 “Heavy
Weather Inspections” is completed.
A copy of the checklist must be sent to the Company for the attention of the Technical &
Marine/Vetting Department.
In event of serious damage to the Vessel the Company must be informed immediately via the
emergency communication procedures.
The Office, in turn, will inform Classification Society, Port State Control and the Flag State
Administration, if required.
4.2.1 Ship Handling During Heavy Weather

The Master must observe prevailing and forecast weather conditions closely at all times and must
obtain all available pertinent weather reports and facsimile maps.
Α close study of this information must be made in conjunction with the observed local weather
conditions, in order that the track of approaching storms or dangerous conditions may be determined
and avoided.
The Master must refer to NP100 “The Mariner’s Handbook” for further guidance on navigating in
heavy weather. Additionally, he must also refer to IMO MSC.1/Circ.1228 “Revised Guidance to the
Master for avoiding Dangerous Situations in Adverse Weather and Sea Conditions”.
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4.2.2 Swell in Ports

Ships moored in harbour basins or coastal waters, exposed to swell may experience large horizontal
ship motions.
The loading/discharging operations may be slowed down or even interrupted.
High line tensions may occur.
In some cases, lines may break yielding a dangerous situation for the crew (on shore or on board).
The ship may also break loose of its moorings with subsequent damage to the port infrastructure or
other moored vessels.
It must be taken into consideration that the ship movement due to swell may affect the UKC at berth.
Apart of the moorings, extra caution should be paid for the gangway where swell surges are
experienced.
In the event that swell height reaches 1.10 meters inside the harbour, the operations must be
stopped until improvement.
Tugs may be called to assist and prevent line parting.
Before the swell height reaches 1, 5 meters inside the harbour, the Master should request
unberthing as the tugs will reach their safe operating limits for handling towlines and prevent
effective assistance alongside the vessel.
4.2.3 Tidal Streams

Particular caution is necessary at any time when manoeuvring both within and immediately outside
the harbour as a result of strong and varying currents during the period from 2 hours before High
Water until High Water.
4.2.4 Currents
Currents can significantly affect the ship’s navigation, as they can cause the ship to deviate from the
track.
The Navigating Officer must prepare a Passage Plan for the intended voyage from departure berth in
accordance with the Company’s instructions, noting relevant tides and currents and lay off
appropriate courses on the passage.
The OOW must keep himself aware of the strength and direction of the prevailing currents and tidal
streams.
Due attention must also be given to weather and visibility forecasts, particularly in relation to
potential lee shores and where there is limited sea room for manoeuvre.
The Master must consider the effect on sea conditions when winds are opposing to currents e.g. the
very large waves sometimes experienced when wind and current are opposed.
These waves are called “Abnormal waves” or “Freak waves” or “Rogue waves”.
When the conditions are conducive to the formation of such waves, immediate action must be taken
by adjusting speed and/or course in order to take the vessel out of the main axis of the above
described combined phenomena.
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In case of adverse strong currents, a safe distance of at least one (1) mile from the charted dangers
and the other anchored vessels must be ensured.
In an open anchorage, the safe distance to other vessels and navigational hazards must be increased.
4.3 Navigation in Restricted Waters

Before entering the Restricted Coastal/Narrow Waters, Rivers, Straits and Channels, the following
checklists must be completed:
 SF/MRS/218A-Navigation in Restricted waters.
 SF/MRS/205 “Passage Appraisal and Planning” in the relevant Section “G”- Navigation in
Open Sea”.
4.3.1 Ship Interaction when navigating in a Channel

When navigating in narrow channels the systems of water flow and water pressure will be
considerably increased.
The ship will thus push water ahead of her and the surface of the water will rise noticeably several
ship’s lengths ahead of the ship.
Along the ship’s side, water will flow back with higher velocity than in open water of the same depth
and abaft of the ship, water will be pulled along in the direction the ship is sailing.
If the ship sails in the centre line of the channel and if the channel is symmetrical about her she will
not be exposed to a turning effect from the channel, as the water pressure on the ship’s side is
symmetrical.
However, if she gets close to one side of the channel, e.g. to the starboard side of the channel, then
the cushion effect will cause the ship to turn away from the channel bank and at the same time is
sucked in towards it.
In order for the ship to be able to sail parallel to a channel bank, she must lie at a certain angle away
from the channel bank and permanent rudder must be given towards it.
In this way, a position of equilibrium may be obtained where rudder power and repulsion at the bows
will neutralize the suction and where the total turning moment of the three forces about the centre of
gravity of the ship are zero.
If the ship steams into a bend of a channel, the bank effect should be taken advantage of to assist the
vessel’s rounding the bend. She should accordingly be placed on the outer side of the bend.
4.3.1.1 Correct position when passing a bend in a channel

If the ship is placed on the bank side of the bend, and if the ship goes into a turn on account of the
bank effect, it will be difficult to avoid grounding on the other side of the channel.
Resistance to headway is increased considerably when navigating in a narrow channel compared to
navigating in the same depth of water in open water.
This is due to the fact that there is a build-up of a somewhat higher water pressure on the ship’s bow
and that the backward flow of water along the ship’s sides and the bottom is somewhat greater.
If the engine power is increased the ship will attain a “saturation speed” where a continued increase
of the engine power will not give increased speed.
This “saturation speed” depends on the cross-sectional area of the channel compared to the frame
areas of the ship. Also, the shape of the ship and the configuration of the channel are of significance.
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4.3.1.2 Channel of Box-type
4.3.1.2.1 The Blockage Factor

In a channel of the “Box-type”, these forces greatly increase in magnitude. As an example, one can
mention, that the saturation speed in a “Box-type” channel at some places can be given as below:
(Blockage factor = the cross-sectional area of the channel compared to the frame area of the ship.
Also, the shape of the ship and the configuration of the channel are of significance).
Blockage factor =1:4, saturation speed 8.4 Knots.

Blockage factor =1:6, saturation speed 10.5 Knots.
Blockage factor =1:8, saturation speed 12.0 knots.
Correspondingly the ship will encounter considerable resistance to headway when putting into a
dock or berth.
This may be an advantage as it is possible to keep the propeller turning for a considerable time and
thus maintain the effect of the rudder when entering such a dock or berth. Even at very low speed,
say a maximum of 4 knots, the cushion-effect can still lead to
grounding.
4.3.1.2.2 Passage of two ships in a Narrow Channel (face to face)

When a ship is navigating in a narrow channel she should for reasons given below keep to the
centerline of the channel (except for cases where there is a bend in the channel).
If two ships on opposite courses are to pass each other in these conditions the ships should remain on
the centre-line as they approach.
The procedure is as follows:
1. The ship’s speed should be reduced to the minimum speed i.e. steerage way (e.g. slow ahead);
2. When the ships are about a ship’s length from each, both vessels put the rudder to starboard
(hard to starboard in order to make the ships turn) and then ease the rudder;
3. When the bows of the ship are level with one another the excess pressure between the bows
keeps them apart, at this time helms are put to port to bring the ships parallel to the centre-
line;
4. Engine RPM is increased (half ahead) and the rudders are put to starboard in good time to
counteract suction from the channel bank;
5. When the ships are alongside each other they will both be affected by the cushion-effect from
the channel bank and make a turn to port;
6. When the ships are abeam of one another this port turn must be controlled and
stopped with the rudder.
When the stern of the ships are abeam of each other, engine RPM is increased to full ahead and
the ships will move towards the centre line of the channel while the rudder is used to the extent that is
necessary in order to bring them back to the centre line. The sequence of manoeuvres during this
passage is a shown.
(Refer to Figures 1, 2 and 3 on the next pages).
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Figure 1- Ship Interaction – Passing Phase 1
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It might appear obvious to execute the passage in such a way that both ships move to the right of the
centerline of the channel in good time and thus approach each other on a parallel course before
passing each other.
However, such a manoeuvre may have disastrous consequences in a narrow channel for one or both
ships approaching each other should go into an uncontrolled turn to port due to channel bank effect.
Manoeuvring in a narrow channel in this way is therefore strongly warned against, although of
course it may be executed in this way if the breadth of the channel is sufficiently large.
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4.3.1.2.3 Overtaking in Narrow Channel

Overtaking in a narrow channel must naturally be performed at close quarters and for this reason,
should as far as possible not be attempted.
If it is executed, it is important that those in charge of both ships know what is happening so that they
can carry out the correct and necessary manoeuvres on the rudder in good time.
These manoeuvres may be extremely dangerous, as the overtaken ship may go out of control on
account of her reduced speed and consequential lesser rudder effectiveness.
(Refer to Figures 4, 5 and 6)
Fig 4: Overtaking Phase 1

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The effects on the overtaken ship may be very large at close quarters, and the overtaken ship may get
out of control.
How close the ships may approach each other depends on the speed, but distances between the ships
of under a ship’s breadth must in all conditions be considered dangerous.
The overtaking ship is, of course, also subjected to turning moments, but this ship will be
considerably easier to keep under control.
If the two ships are making almost the same speed, the ships reactions are slower and there is time
enough to counteract them (that is if they can be counteracted).
If the difference in speeds is large, the effects will change quickly so that the ships will not have time
to go into a noticeable turn.
The most dangerous situation, therefore, seems to be somewhere in between these two extremes.
This situation cannot, of course, be determined exactly, but it appears that differences in speeds of
20-30% are especially dangerous.
Generally a quick overtaking, i.e. at a large difference in speed, should be aimed at.
4.4 Traffic Separation Schemes (TSS)

Prior approaching and entering a Traffic Separation Schemes checklist SF/MRS/218A must be
completed. When navigating in above areas the relevant section in checklist SF/MRS/205 “Passage
Appraisal and Planning” must be completed.
Established traffic separation and routeing schemes, whether mandatory or voluntary, must be
followed, unless special circumstances preclude this.
When the Vessel navigates in TSS, it must follow the designated general direction of the traffic and
must comply with the provisions of the COLREGS “Rule 10”.
Any local reporting requirements must be complied with.
While the Vessel is navigating within a TSS a minimum CPA of at least 2 miles must be maintained
whenever practicable.
If, due to limited sea room or other constraints, this 2-mile minimum CPA cannot be safely
maintained, then the Master must determine the maximum possible CPA distance to be maintained
and where required record it.
During the passage planning stage where it is necessary to cross a traffic separation or routing
scheme, this must be done at a selected location where there is sufficient depth of water and margin
to manoeuvre.
The crossing track must be as close as possible at right angles to the alignment of the scheme.
4.5 Particularly Sensitive Sea Areas (PSSAs)

A PSSA is an area that needs special protection through action by IMO because of its significance for
recognized ecological, socio-economic, or scientific attributes where such attributes may be
vulnerable to damage by international shipping activities.
Each PSSA has its own particular protection regime, so specific Associated Protective Measures
(APMs) are introduced for each.
These APMs might consist of areas to be avoided, compulsory ship routeing, ship reporting, or
recommendations on how shipping must pass through an area.
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The Master must consider the guidance given in the Sailing Directions or other regulatory publication
when drawing up the Passage Plan and every effort must be made to avoid navigating in the PSSA.
The Master must contact the Company if he is in any doubt.
The following areas have been designated as PSSAs (Resolution A.982 (24)):
 The Great Barrier Reef, Australia ( designated in 1990 )
 The Sabana-Camaguey 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 Papahanaumokuakea 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)
 The Jomard Entrance, Papua New Guinea (2016)
5.0 Vessel Traffic Services (VTS)

Vessel Traffic Services have been introduced, particularly in ports and their approaches, to monitor
ship compliance with local regulations and to optimise traffic management.
VTS may only be mandatory within the territorial seas of a coastal state. VTS requirements must
form part of the Passage Planning.
This must include references to specific radio frequencies that must be monitored by the ship for
navigational or other warnings, and advice on when to proceed in areas where traffic flow is
regulated.
VTS reporting requirements may be marked on charts, but fuller details will be found in sailing
directions and Admiralty Lists of Radio Signals.
6.0 Abort Points, Criteria and Contingency Anchorages

Passage planning for the approaches to ports, rivers and canals will generally involve the selection of
an abort point. This position will indicate the point beyond which there will be insufficient time and
room for manoeuvring the Vessel to either stop or reverse course or turn must the Master have any
doubt whatsoever of the ship's position or intended track.
Abort points and contingency plans may also be required for contingencies such as locks not being
ready on final approach. Another example is Milford Haven in Wales: in this case, the abort
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point/criteria is a set distance off the entrance, where the Vessel must have reached a certain
minimum speed in order to have sufficient steering ability to safely negotiate the strong cross-current
at the entrance.
Special consideration is required where “tidal staging” is required. This is where the Vessel requires
a certain rise of tide to safely reach the berth.
In this case, the abort position is not a single point as such, but a set of latest times by which the
Vessel must have reached set positions along the track.
In this case, the associated contingency anchorage or berth will be the last position at which the
Vessel can safely lie over the period of low water.
The Vessel’s manoeuvring characteristics must be used when determining the abort point. The state
of wind, tide, currents etc. must also be considered.
7.0 Deviation from the Passage Plan

If a decision is made during the passage to change the port of call, or it is necessary for the ship to
deviate substantially from the planned route for other reasons (for example: a reporting of ice may,
require an alteration of course), then an amended route shall be planned and documented before
deviating substantially from the route originally planned.
The Vessel must return to the original plan as soon as it safe to do so.
All deviations must be reported to the Company.
8.0 Weather Routeing

Masters have the authority to use the services of weather routing whenever they consider it
appropriate to do so. He must contact the Company for requesting the service.
The Master is always at liberty to disregard advice received from a weather routing service if, in his
judgement, there is no advantage in following such advice.
The use of these Weather Routing Services does not relieve the Master of his responsibility for
safe navigation, nor does it permit discontinuation of the reception and analysis of weather
reports.
9.0 Preparation for Arrival and Departure

This procedure describes the preparatory arrangements, including checks of bridge equipment before
arrival or departure.
9.1 Guidelines for “Go, No Go” Situations

In order to minimize risks endangering the safety of the Vessel, respectively the protection of the
environment the company has established guidelines for “Go No Go” situations. Form SF/MRS/214
“Preparation for Arrival Checklist” and form SF/MRS/215 “Preparation for Sea Checklist” contain
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information on “No Go” conditions. Other deficiencies meriting a “No Go” may be considered by the
Master.
In cases where a “No Go” situation arises, which cannot be rectified immediately by the crew, the
Company and if required by port regulations, the relevant port authorities must be informed.
9.2 Preparation for Arrival

This procedure describes the preparatory arrangements, including checks of bridge equipment before
arrival (end of passage).
Before the ship enters port or at anchorage, the bridge equipment and systems to be used during the
in-port passage must be tested.
Tests are to be conducted at a safe distance from charted navigational dangers (shoals, shallow
waters, shore line, etc.), traffic separation schemes, areas of dense traffic.
Vessels which are to approach a port that the Master, considers that pre-arrival test cannot be safely
performed near port approaches and as per SOLAS V Regulation: 26.5, then Master is to proceed
with pre-arrival test, at a safe area well in advance and keep the Engine room manned and in Standby
until arrival to port.
*In addition, prior arrival to U.S all tests as per 33 CFR 164.25
(Tests before entering or getting underway must be conducted.)
Unless otherwise instructed by the Master, the Officer of the Watch will normally carry out this task
within one (1) hour before the end of sea passage.
The checks must be made as listed in the relevant checklist SF/MRS/214 “Preparation for Arrival
Checklist”.
A relevant entry must be entered in the Deck Log Book or Bridge Movement Book.
The result of the equipment checks must be reported to the Master and must include details of any
deficiencies found. If the deficiencies cannot be rectified on the spot then in addition to a Defect
Report being issued the Company must be informed immediately.
Prior arrival in port the Master must monitor VHF and request from local Agent the latest
local Notices to Mariners i.e change of depth, missing buoys, sunken Vessels etc., in order to reach
great level of situational awareness in addition to received information by Navarea, T&P, NAVEX.
9.3 Preparation for Departure

Within one (1) hour, or as instructed by the Master, before the ship gets underway from anchorage.
At berth port regulations and/or restrictions are to be observed, the bridge equipment and systems to
be used during navigation, must be tested by the OOW at the time.
The checks must be made as listed in the relevant form SF/MRS/215 “Preparation for Sea Checklist”,
which must be properly filled-in.
A relevant entry must be entered in the Deck Log Book or Bridge Movement Book.
The result of the equipment checks must be reported to the Master and must include details of any
deficiencies found.
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If the deficiencies cannot be rectified on the spot then in addition to a Defect Report being issued the
Company must be informed immediately.
10.0 Automatic/Manual Steering & Steering Gear Tests

This procedure describes the arrangement for the operation and testing of automatic/manual steering
when underway.
10.1 Familiarity with the Steering System

All Deck Officers must be familiar with the operation of the steering system. Attention is drawn to
the possible inability of the equipment to accurately maintain the set headings when at slow speed
and / or in heavy seas. The Vessel's speed and displacement, as well as the sea state, are factors
affecting the performance of the equipment.
Operating Instructions with a block diagram showing the change-over procedures for remote steering
gear control systems and steering gear power units must be permanently displayed on the Bridge and
in the Steering Gear compartment.
The procedure for changing to Emergency Steering must be posted on the bridge in a prominent
position close to the wheel.
The Master must ensure that all assigned helmsmen are familiar with the system and are practiced
regularly in steering the Vessel in manual and NFU mode.
The automatic steering mode must be changed over to manual steering and vice-versa by or under the
direct supervision of the Master or OOW.
The “Magnetic Off-Course Alarm” (if fitted) must be operating when in automatic mode and
underway at sea.
After changing from hand to automatic, the system must be monitored till the auto pilot has settled on
the desired course.
10.2 Steering Mode

The OOW must put the steering into manual control in good time to allow any potentially hazardous
situation to be dealt with in a safe manner.
The bridge “Watch Condition” for navigation in various areas must be complied with.
Hydraulic units and steering motors must be used in rotation to ensure that they are maintained in
good condition.
During a long passage, steering motors must be changed at least once per week.
All changes to the mode of steering including steering gear tests must be recorded in the Deck Log
Book.
Any change in the number of steering motors must be recorded in the Bridge and E/R logbooks.
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10.3 Manual Steering Positions
After prolonged use of the autopilot, and before entering coastal waters, the Steering Gear
must be tested in all the Manual Steering positions on the Bridge.
10.4 Steering Gear Tests

Within twelve (12) hours prior to arrival and before departure from port or from moving berth within
a port, the operation of the steering gear and associated systems must be checked and tested.
Relevant records must be kept onboard by filling the checklist SF/MRS/211 “Steering Gear
Checklist”. (Refer to SOLAS Chapter V- and CFR 46 35.20.-10 and 33).
Where a Vessel is engaged on very short voyages the Master must contact the office to check if the
flag state may waive the requirements to carry out the checks and tests described above to at least
once a week or as permitted by the flag.
10.5 Emergency Steering Gear Drills

In addition to the routine checks and tests by SOLAS Chapter V Emergency Steering Drills must take
place as per instructions detailed elsewhere in the present IMS.
The dates on which the checks and tests are conducted as well details of the drill must be recorded in
the Deck Log book and the Engine Log Book (SOLAS V).
11.0 Vessel’s Stoppage

This procedure provides instructions to be followed when the Vessel must stop due to technical
reasons.
11.1 Stoppage Underway
Whenever the Vessel’s route is interrupted, for any reason, whatsoever (regardless of the duration of
the stoppage) the Operations and Technical Departments must be informed immediately, initially by
phone and shortly after by text message as per Vessel’s Stoppage Report to the attention of the
Operations and Technical Departments.
A proposed plan for resolving the cause of the stoppage and the expected duration must also be
advised.
After completion of the repairs, a message must be sent to the Technical Department explaining in
further detail the problems encountered and the repair finally applied, along with any pending
actions, requisitions, parties inquired on the delay or informed etc.
Depending on the severity of the case, the Technical Department may request for an Incident Report
to be prepared and forwarded to the Office.
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11.2 Port Operations Delay

During Cargo Operations, if loading/discharging is stopped for technical reasons (regardless of the
duration of the stoppage), the Operations Department and the Ship Manager must be informed
immediately.
The Operations Department must be informed immediately if any stoppage of the Vessel will affect
any berthing/bunkering operations which have been scheduled for the next 24 hours after the
stoppage.
12.0 Pilotage
Pilots possess local knowledge and have ship handling and tug management skills to assist the Bridge
Team during the most critical and potentially hazardous phases of a voyage. Despite the duties and
obligations of a pilot, his presence on board does not relieve the Master or the Officer of the Watch
from their duties and obligations for the safety of the ship. The Master has a right to question any
actions or omissions by the pilot if inconsistent with the Passage Plan or if the safety of the ship is in
any doubt. He also has a right to request a replacement Pilot must he deem it necessary. It is to be
noted that in the Panama Canal where unique arrangements apply, responsibility is taken by the pilot
for the safe navigation of the ship.
If the Officer of the Watch has any doubts as to the pilot’s actions or intentions, he must seek
clarification from the pilot and if doubt still exists, he must immediately notify the Master and
take whatever action is necessary, before the Master arrives.
12.1 Engaging a Pilot

The Master will engage a pilot whenever required to do so by local law.
The Master may also engage a pilot, when in his opinion it will increase navigational safety.
12.2 Safe Pilotage

Efficient pilotage is chiefly dependent upon the effectiveness of the communications and information
exchanges between the Pilot, the Master and other Bridge Personnel.
The Pilot’s primary duty is to provide accurate local information to ensure the safe navigation of the
ship. When a pilot is onboard, he will temporarily join the bridge team and he must be supported
accordingly.
Since the Pilot will join the bridge team, he will use only one radar/ECDIS but any required changes
to settings will only be made by the Officer on Watch. If he requires the use of any other navigational
equipment same principle applies. The Pilot must be also made formally aware of the Company’s
requirement during the Master/Pilot exchange of information. The Risk Assessment “Navigation
under Pilotage” must be reviewed and made Ship and Condition specific.
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12.3 Communication with Pilot

When a pilot is onboard, common communication language between him and the bridge team must
be agreed.
In this respect, the Pilot must communicate in English or a language that can be understood on the
bridge.
When the Pilot is communicating to parties external to the ship, such as tugs, in a language which is
not understood by the bridge officers, the Pilot must be requested to explain his communications to
the Bridge Team, so that the ship is aware of the pilot’s intentions at all times (SOLAS Chapter V).
Apart from English language, or the mutually agreed common language, the IMO Standard Marine
Communication Phrases, may be used by the members of the Bridge Team sharing a responsibility to
highlight for clarification any perceived errors or omissions by other team members.
12.4 Communication with the Port

The Master must provide the relevant authority with information as required by the port or other
statutory obligations.
The Master must seek the following information either directly or via the agents as soon as possible
so that the Passage Plan can be completed:
 The Pilot boarding point.
 Reporting and communications procedures.
 Sufficient details of the prospective berth.
 Anchorage and routeing information.
Though charts, pilot books and port guidelines will provide much of this information directly;
however, Masters must recognize that not all of this information may be available in sufficient detail
to complete the Passage Plan until the Pilot has boarded the ship.
12.5 Master / Pilot Information Exchange

The Pilot and the Master must exchange information regarding the Pilot’s intentions, the Ship’s
characteristics and operational parameters as soon as possible, after the pilot has boarded the ship.
For this purpose, the form SF/MRS/207 “Pilot Information Exchange - Pilot Card A” and
SF/MRS/208 “Pilot Information Exchange - Pilot Card B” must be completed.
The Master must not commit his ship to the passage until satisfied with the pilotage plan.
Any changes in the plan following discussions with the Pilot or during the voyage must be formally
recorded in the passage plan and reflected on ECDIS where a safety check of the route will be carried
out after route modification.
Contingency plans must also be made which must be followed in the event of a malfunction or a
shipboard emergency, by identifying possible abort points and safe anchoring areas.
These must be discussed and agreed between Pilot and the Master.
The Master must not hesitate to abort or postpone the pilotage, if the information the Pilot furnishes
raises concerns.
The Master and Bridge personnel must:
 Within the Bridge Management Team, interact with the pilot providing confirmation of this
directions and feedback when they have been complied with.
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(006) Revision: 04
 Monitor at all times the ship’s speed and position as well as dynamics factors affecting the
ship (e.g. weather conditions, maneuvering responses and density of traffic).
 Ship’s speed must comply with all mandatory restrictions and minimum passing distances
that may be stipulated in local regulations.
When passing moored Vessels, the speed must be kept as low as practically possible whilst
always ensuring it is sufficient to maintain full control over the manoeuvrability of the Vessel.
Where a reduction in speed is required prior to passing moored Vessels, the speed must be
reduced in good time.
When a Vessel receives an allegation that she is responsible for causing damage to a moored
Vessel due to having passed too fast and/or too close, VDR and ECDIS data must be backed-
up at the earliest opportunity to assist in the examination of the circumstances of the case.
 Confirm on the chart at appropriate intervals the ship’s position and the positions of
navigational aids, alerting the pilot to any perceived inconsistencies.
12.6 Portable Pilot Units

Pilots may make use of Pilot Units to assist in the conduct of pilotage. The Master must be aware that
the Pilot Units and the data within them may not be type-approved and as such are Electronic
Charting Systems (ECS) and NOT an ECDIS.
Such electronic systems used by Pilots MUST not be relied on. Any information given by the Pilot
based on the ECS must be verified/cross checked with the information on the ECDIS and any “order”
given based on the ECS must be double checked for suitability and correctness based on the
information shown on the approved/official ENCs on the ECDIS.
12.7 Berthing and Un-berthing

The Pilot must coordinate the efforts of all parties engaged in the berthing or unberthing operation
(e.g. tug crews, linesmen, ship’s crew).
His intentions and actions must be explained as soon as practicable to the Bridge Management Team.
In supporting the pilot, the master and bridge personnel must ensure that the pilot’s directions are
conveyed to the ship’s crew on mooring stations and any feedback is conveyed to the pilot.
12.8 Pilot Boarding

All arrangements used for pilot transfer must efficiently fulfil their purpose of enabling pilots to
embark and disembark safely.
The appliances must be kept clean, properly maintained and stowed and must be regularly inspected
to ensure that they are safe to use.
These appliances must be used solely for the embarkation and disembarkation of personnel.
12.8.1 Transfer of Pilot
Form SF/MRS/209-“Pilot Transfer” must be completed for all Pilot Transfer operations.
Before starting the rigging of the Pilot Ladder, the weather conditions and the ship’s movement must
be taken into consideration i.e. wind, Vessel’s speed, rolling and pitching) and adjustments to the
Vessel’s speed and course to be considered, if necessary.
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(006) Revision: 04
Pilot Transfers and rigging of the Pilot ladder must be avoided during heavy weather i.e. over 8 B. In
such a case, the Office must be advised for approval.
The following safety procedures and precautions must be complied with:
 The Master must liaise with the Pilot Station / transfer craft so that the ship is positioned and
manoeuvred to ensure safe boarding. He must make every effort to provide a good lee for the
pilot boat to come alongside.
 An Officer must be appointed to supervise the Pilot Ladder rigging and Pilot Transfer
activity.
When the Vessel is underway the OOW shall not leave the bridge to supervising this task.
This shall be assigned to another Deck Officer.
 Where a combination arrangement is being used the deck officer must be standing-by on the
lowest platform of the accommodation ladder.
 Accommodation ladder must be secured to ship’s side, using eye pad or magnetic holder
device.
 The Officer must make sure that the Pilot is always wearing a Lifejacket during the transfer.
 The Officer must ensure the Pilot must not carry any luggage or other personal belongings.
These must be heaved up/down by heaving line.
 The Officer is authorised to stop the Pilot Transfer if he identifies any unsafe practice or
condition.
 The Pilot Ladder must be rigged at the location designed for it.
 Any discharges from the ship near the vicinity of the ladder must be stopped.
 Adequate number of crew available (at least two crew and the officer in charge).
 A Safety Meeting (“toolbox talk”) must be carried out before starting the task.
 All crew involved in rigging the Pilot Ladder must wear PPE as per PPE Matrix in IMS.
 All crew must wear body harness which must be secured to a strong point.
 The ladder and associated equipment (see below) must be checked by the Deck Officer to
ensure that they are in good condition and free of any damage.
 The pilot access area must have non-slip surface, free of obstacles and any oil.
 The ladder must be clear of discharges from the ship. This requirement also includes any
outlets from deck scuppers (when fitted) unless they are effectively plugged
 The rail protective chains or movable rails must be put immediately back in place after the
completion of the rigging of the Pilot Ladder.
 The lighting of the area must be adequate, and suitable.
 A lifebuoy equipped with a self-igniting light shall be positioned in the pilot landing platform.
 Good communication between the Bridge and the Deck must be maintained. Extra portable
radio to be provided, as required.
 The rigging of the Pilot Ladder must be done in good time to ensure there are no delays.
When for any reason the Vessel’s designed location for rigging the Pilot Ladder cannot be used the
Master must carry out a risk assessment and seek approval from the office to rig the ladder in another
location.
When positioning the ladder at another location the Master must consider the following that:
 The top portion of the pilot ladders must be secured at a certified strong point on the Vessel.
 Ladder is clear of any discharges from the ship.
This requirement also includes any outlets from deck scuppers (when fitted) unless they are
effectively plugged.
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(006) Revision: 04
 It is within the parallel body length of the ship, and is as far as is practicable, within the mid-
ship half length of the ship.
 Under no circumstances must the pilot ladder be placed in a position, which could lead to the
pilot boat passing under overhanging parts of the ship’s structure or be required to manoeuvre
in proximity to the propeller.
 Each step rests firmly against the ship’s side. Where constructional features, such as rubbing
bands, would prevent the implementation of this provision, special arrangements must, to the
satisfaction of the Administration, be made to ensure that persons are able to embark and
disembark safely.
 The single length of pilot ladder is capable of reaching the water from the point of access to,
or egress from, the ship and due allowance is made for the condition of loading and trim of
the ship at the time.
The securing strong point, shackles and securing ropes must be at least strong as the side
ropes.
When a small craft, supply boat, bunkering barge or any other boat is alongside, the pilot ladder
which is used for the access to and from the other craft-when not in use for some time- must be fast
from the bottom end and lifted a few feet upwards, so that it is clear of the other boat in order to
avoid friction, chafing and damage.
Regular inspections must be carried out and recorded on form SF/MRS/234 “Ladders Inspection
Checklist”.
12.8.2 Marine Pilot Transfer by Helicopter

Detailed information and instructions for safe Helicopter transfer are found in:
 Guide to Helicopter/Ship Operations ICS.
 Emergency Procedures Manual.
Some basic points to be borne in mind are the following:

The transfer of a Marine Pilot between the helicopter and the Ship must take place only when the
conditions set out in the appropriate sections of the guide are met and the ship’s Operator and Master
are satisfied that the transfer can be conducted safely.
The relevant checklists for helicopter operations must be complied with.
In order that a safe and effective rendezvous can be agreed, it is important that sufficient advance
notice of the intended helicopter/ship pilot transfer is given to all parties concerned.
Adherence to the recommended procedures for continuous communications contact, for rendezvous
and for ship identification is essential for helicopter/ship operations: it must be remembered that a
helicopter may have to service a number of widely separated Vessels in the course of a single flight.
Although ultimate responsibility for the safety of the ship and its navigation in pilotage waters rests
with Master, the Marine Pilot has a direct interest in the choice of time and place for his transfer to
the ship. He must be party to the agreement reached between the Master and the helicopter operator
and pilot before the transfer operation commences.
There may be special circumstances affecting the suitability of time or location of a proposed
rendezvous on which the Marine Pilot may be able to advice.
Sufficient prior notice will allow necessary arrangements to be agreed.
The safety, operational and organisational procedures and arrangements must be fully understood.
Page 28 of 29
(006) Revision: 04
13. Record
Underkeel Clearance Calculations NAV/SECTION 3/ SF/MRS/205C
Pilot Information Exchange Card A NAV/SECTION 3/ SF/MRS/207
Pilot Information Exchange Card B NAV/SECTION 3/ SF/MRS/208
Pilot Transfer Checklist NAV/SECTION 3/ SF/MRS/209
Steering Gear Test Checklist NAV/SECTION 3/ SF/MRS/211
Preparation for Sea Checklist NAV/SECTION 3/ SF/MRS/214
Preparation for Arrival NAV/SECTION 3/ SF/MRS/215
Navigation in heavy weather checklist NAV/SECTION 3/ SF/MRS/216
Heavy Weather Report NAV/SECTION 3/ SF/MRS/216A
Master’s Overall Monitoring Checklist for
Navigation in Heavy Weather NAV/SECTION 3/ SF/MRS/216A
Navigation in Restricted Visibility NAV/SECTION 3/ SF/MRS/218
Navigation in Restricted Waters & TSS NAV/SECTION 3/ SF/MRS/218A

Navigation under Pilotage B-02
Pilotage in Singapore B-02
Navigation in Heavy Weather B-24
Drifting for Main Engine Repairs B-05
Navigation under reduced maneuverability B-11
Navigation under reduced UKC B-12
Reduced UKC while the Vessel is alongside B-13
Navigation under restricted visibility B-14
Vessel navigates with three certificated OOW B-79
Page 29 of 29
(006) NAVIGATION WITH PAPER CHARTS Revision: 02
AND PAPER PUBLICATIONS Eff. Date: 29/02/2020
Contents
1.0 Purpose ......................................................................................................................................... 2
2.0 General Instructions ......................................................................................................................... 2
2.1 Supply of Paper Charts & Nautical Publications ............................................................................. 2
2.2 Chartroom Management Certificates ............................................................................................... 3
2.3 Carriage of Paper Charts & Nautical Publications........................................................................... 3
2.4 Non BA Charts ................................................................................................................................. 3
2.5 Sleeping Folio .................................................................................................................................. 4
2.6 Inventory of paper Charts and Publications ..................................................................................... 4
3.0 Paper Chart Corrections ................................................................................................................... 4
3.1 Temporary and Preliminary Notices (T&P)..................................................................................... 5
3.2 NP131 Chart Catalogue ................................................................................................................... 5
4.0 Passage Planning Paper Charts ........................................................................................................ 6
4.1 General ............................................................................................................................................. 6
4.2 Passage Planning Principles ............................................................................................................. 6
4.2.1 Appraisal of Passage ............................................................................................................................................. 7
4.2.2 Planning ................................................................................................................................................................ 7
4.2.2.1 Position Fixing on Paper Charts ........................................................................................................................ 7
4.2.2.2 Position Fixing Open Sea .................................................................................................................................. 8
4.2.2.3 Position Fixing during Coastal Navigation ........................................................................................................ 9
4.2.2.4 Position Fixing under Pilotage (or Channel) Navigation ................................................................................... 9
4.2.3 Information on the Chart....................................................................................................................................... 9
4.3 Execution of the Passage Plan ....................................................................................................... 11
4.4 Monitoring of the Passage Plan ..................................................................................................... 11
5. Record .............................................................................................................................................. 12
Page 1 of 12
1.0 Purpose
This procedure describes all actions to be followed for the maintenance including corrections of
paper charts and publications.
2.0 General Instructions

All Company Vessels are fitted with ECDIS as the Primary Means of Navigation.
However, on occasions, when there is no ENC coverage, then navigation will have to be done on
RCDS Mode backed-up with Paper Charts.
Guidance in this Section must be followed, when Paper Charts are used for Navigation.
This Section must also be referred to for maintaining the Back-up / Emergency Paper Charts.
For the maintenance of Electronic Charts and Publications, the relevant Section on ECDIS (of this
Manual) must be consulted.
2.1 Supply of Paper Charts & Nautical Publications

All Company Vessels are enrolled in the Automated Supply Program of a recognized Chart Supplier:
 Global Navigation Solutions
Under this agreement, the Chart Dealers are responsible to automatically supply the following:
 Nautical Charts;
 Notices to Mariners & Charts Correction Tracings;
 Paper Publications and e-Books.
The chart agents provide the following electronic programs for Notices to Mariners and Chart
corrections approved by the Marshall Islands (see Marine Safety Advisory No. 116-10):
 GNS / Voyager (https://www.gnsworldwide.com)
It must be stressed that the charts of some geographic areas are not supplied automatically, but only
on request.
The geographic areas are usually specified during the negotiations with the Chart Dealers.
Upon receiving charts and publications it is the responsibility of the Second Officer to ensure that the
requested charts and publications are as per the inventory list or as ordered.
The MRS/228 Sources of Information and MRS/229A shall be updated as required. If there is a
failure of the service, the Company must be advised.
Additional or replacement charts must be ordered from the chart agent and/or from the local agent.
Contact details for any operating system issues or software application issues encountered are
provided hereunder. vetting@prime-marine.net must be always in copy on all emails exchanged.
Page 2 of 12
Voyager software/ Global Navigation Solutions S.A

Telephone : +30 216 400 5000
e-mail: support@gnsworldwide.com
gr.customerservices@gnsworldwide.com
gr.info@gnsworldwide.com
For out of office hours and public holidays please contact

telephone phone-number (24/7) : +30 216 400 5090
2.2 Chartroom Management Certificates

The Chart Suppliers issue a “Chartroom Management Enrolment Certificate” for each Vessel with
annual validity.
2.3 Carriage of Paper Charts & Nautical Publications

As per SOLAS, Nautical Charts and Nautical Publications, such as sailing directions, lists of lights,
Notices to Mariners, tide tables and all other nautical publications necessary for the intended voyage,
must be available and up-to-date.
Master and Deck Officers, who are responsible to monitor the availability and suitability of charts
and publications onboard, must ensure that necessary corrections have been carried out.
The Company’s Marine Department who is responsible to monitor and ensure that updated nautical
publications are available onboard at all times. The Marine Department is also responsible to ensure
that Chartroom Management Certificates are issued and sent onboard.
It is Company policy that all Paper Charts and Nautical Publications carried on board Company
Vessels must be official (British Admiralty ‘BA’).
2.4 Non BA Charts

Official charts and publications issued by other hydrographic offices may be used only:
 When their carriage is a requirement of local laws or
 Where such charts will improve navigational safety by providing more accurate or up-to-date
information.
However if navigational charts issued by a hydrographical office other than the British Admiralty
have to be used then a risk assessment must be carried out to assess the hazards involved (i.e.
language not understood, not updated/corrected, different symbols).
In case such charts cannot be maintained up-to-date, then these must be destroyed at the end of the
voyage.
Page 3 of 12
2.5 Sleeping Folio
A Folio is considered to be a “Sleeping Folio” when the charts included/part of a specific trading
area, are not corrected and updated with new editions.
In order for a folio to be turned from Active to Sleeping, the Company’s approval is required.
Special attention must be given when the Vessel changes her trading patterns.
Upon notification by the Company to the Master about change of trading pattern, all “sleeping” chart
folios must be carefully reviewed and updated to the latest Notices to Mariners received.
In case it is not practical to correct the “sleeping” chart folios the Master must request new and
corrected charts for the intended voyage and the new trading area.
2.6 Inventory of paper Charts and Publications
The Navigation Officer must conduct an inventory of all charts and publications carried onboard, on
a Quarterly basis (March, June, September and December).
This Inventory is to be carried out by using the relevant forms and sent directly to the Chart Dealers,
with copy to the Marine Department.
Form SF/MRS/228 “IMS Sources of Information” and SF/MRS/229A “Nautical Charts Inventory
List” must be updated.
Where items are found to be out-of-date, this must be reported to the Master and if applicable, new
editions must be obtained without delay.
The Chart Dealers must be also notified for any chart or publication ordered directly by the Master
through the Port Agent, to enable them to adjust their records accordingly.
The results of the Inventory of Charts must be entered in the Bridge Log Book.
3.0 Paper Chart Corrections

The Navigation Officer is responsible to the Master for the up-keep of all paper charts (emergency
folio in the case of Vessels fitted with ECDIS) and nautical publications. Charts and nautical
publications must be corrected in accordance with the procedures detailed in British Admiralty
publications:
 How to Keep Your Admiralty Products Up-to-Date NP 294.
 Mariners Handbook NP100.
Notices to Mariners and Tracings to correct the charts and publications must be present onboard. If
Notices to Mariners for full correction are not available, new charts must be ordered.
All Charts and Publications are to be corrected up-to-date to the latest Notices to Mariners received.
All charts and/or navigational publications that are out-of-date or have been superseded by new
editions or large corrections must be marked “cancelled”, and must be removed from service, after
receipt of the new charts.
Page 4 of 12
At all times, Notices to Mariners necessary for the correction of existing valid paper charts onboard
must be available. If the Vessel carries old charts, it must also carry the relevant Notices to Mariners
in order to make full corrections of the charts.
The Master must make Random Checks of Chart Corrections.
This must be recorded on form SF/MRS/202 “Master’s Random Checks of Corrections of Nautical
Charts and Publications’ this form must be filed in NP133A “Paper Chart Maintenance Record”. The
Navigation Officer must verify that the paper charts and publications received by the provider are up-
to-date.
The emergency folio assigned on Vessels navigating with ECDIS the primary means and second
ECDIS the backup must be kept up-to-date.
The rest of the charts must turn to “sleeping folio” and must not be placed on the navigation bridge.
The charts from the emergency folio, applicable to the voyage shall be readily available so that they
are used in case of an emergency.
3.1 Temporary and Preliminary Notices (T&P)

Upon receipt of the Weekly Notices to Mariners, the Navigating Officer must check at the end of
Section II, for any newly published or cancelled T&P Notices. The Navigating Officer must then
update the relevant Admiralty publication NP133A “Paper Chart Maintenance Record”.
The number(s) of the new T&P Notice(s) must be entered in the appropriate column of the Chart
Number, in pencil and the cancelled number(s), if any, must be rubbed out.
The newly published T&P Notices must be carefully cut out and pasted under the appropriate
geographical area in the T&P File. These T& P notices must be pasted on a blank A4 Paper by
sticking them on.
The T&Ps which have been cancelled within the current year must not be removed from the file but
must be struck-through with a RED pen.
In this way, the proper monitoring and follow up of the notices is verified and serves as evidence
during Third Party Inspections.
All the T&Ps of the previous years would be included in the Annual Summary of Notices to Mariners
(e-NP 247 Part 1).
All notices of previous years, which have been cancelled, must be struck-through with a RED pen.
The affected charts must be corrected by pencil and the number of the notice must be entered at the
left bottom part of the chart, below the permanent chart correction entries.
Cancelled T&Ps must be erased from the affected charts from both places.
T&P Notices must be strictly monitored. For up-to-date corrections, the OOWs must refer to the
latest published weekly Notices to Mariners and the Last Former List and all affected charts must be
inserted into NP 133A “Paper Chart Maintenance Record”.
3.2 NP131 Chart Catalogue

The Charts catalogue must be kept up-to-date for new charts, new editions published and for charts
withdrawn.
Charts limits must be inserted, deleted or amended as appropriate and records of updates must be
maintained.
Page 5 of 12
4.0 Passage Planning Paper Charts

This procedure describes the arrangement for planning the ship’s passage, berth to berth, paper
charts.
Only Approved Navigation Software, provided by the Company must be used by the Bridge Team.
Use of unauthorized Navigation Software or hardware is strictly prohibited. Violation of this
Standing Order will lead to disciplinary action.
4.1 General
The Master is responsible for the development of the Passage Plan, as well as for the close and
continuous monitoring of the Vessel’s progress and position during the execution of such a plan.
This function would be delegated to the Navigation Officer; however, it must be finally checked by
the Master.
The ship’s passage must be planned from berth to berth.
This includes passages that take place entirely within port limits, i.e. from one berth/terminal to
another.
The passage must be planned before leaving the berth or anchorage.

If any Paper Chart or ENC is not available for the intended voyage, the Master must contact the
Office immediately.
In addition, he must also make every effort to obtain the Paper Chart, locally.
Under no circumstances the Master must proceed on a voyage or enter a port without the necessary
charts and publications.
For coastal and pilotage planning and for plotting each course alteration point, large scale paper
charts must be used.
4.2 Passage Planning Principles

There are five (5) stages which are:
1. Appraisal (i.e gathering all information relevant to the contemplated voyage from
berth, including those areas necessitating the presence of a pilot).
2. Planning (i.e plan flowing easily between focal points, highlighting hazards and
dangers enroute).
3. Execution (i.e formulation of the tactics, which are intended in order to carry out
the plan)
4. Monitoring (i.e properly following-up of the progress of the Vessel in the
implementation of the plan).
5. Debriefing/Evaluation (i.e assessment of the planning and the execution upon completion of
the sea passage).
Page 6 of 12
4.2.1 Appraisal of Passage

On the basis of all the information considered in the checklist SF/MRS/205 “Passage Appraisal &
Planning”, an overall appraisal of the intended or passage must be made.
This appraisal must provide a clear indication of all areas of danger and those areas where it will be
possible to navigate safely.
The appraisal must also highlight recommended routes, reporting systems and Vessel traffic services;
and any areas where marine environmental protection considerations will apply.
The use of weather routing for ocean passages must be executed when deemed necessary by the
Master or when required by the Charterer.
If weather routing is required, the Master must request this service in writing from the Company or
the Charterers.
As part of the appraisal process, the Navigating Officer must ensure that all data identified as relevant
to the voyage, is calculated against the most up-to-date information.
4.2.2 Planning
All courses previous to the last voyage must be erased from the charts before the new courses are
marked. Course lines must not be marked in ink.
On the basis of the fullest possible appraisal, a detailed Passage Plan must be prepared, which must
cover the entire voyage from “Berth-to-Berth”, including those areas where the services of a pilot
will be used.
There are generally four (4) distinct Navigation Phases which must be considered during the planning
process:
1. Inland Waterway Piloting in narrow canals, channels, rivers and estuaries.

2. Harbour / Harbour Navigating to a harbour entrance through bays and sounds and
Approach negotiating harbour approach channels.
3. Coastal-confined Navigating within 20 miles of the coast, or inshore of the 200 meter depth
contour.
4. Open Sea Navigating outside the coastal area in the open sea 20 nautical miles from
the nearest shore base line
4.2.2.1 Position Fixing on Paper Charts

The frequency of position fixing must be such that the Vessel cannot run into danger during the
interval between fixes.
The position of the ship must be fixed at frequent intervals to ensure that the planned track is being
maintained and is recorded in the Bridge logbook.
The frequency of fixing the Vessel’s position will depend on the geography and the prevailing
circumstances.
Certain areas of navigation for the Vessel will require more position checks than others, and the
frequency of charting bearings will be dictated by the prevailing conditions.
Page 7 of 12
In this context intervals between position fixes are related to the distance off the nearest hazard. The
closer to hazards the more frequent the position fixes.
Any single position fixing method must be cross checked by a second fixing source, when available
and this is documented in the Passage Plan. The use of sextants for astronomical observations during
open sea navigation and visual observations during coastal navigation etc must be used whenever
possible.
It is the Master’s responsibility and judgment to establish the time intervals of fixing the Vessel’s
position, considering the prevailing or expected navigational conditions.
However, maximum values set in the following paragraphs shall not be exceeded.
The following symbols must be used to mark position fixing on charts to indicate the fixing method
in use:
Position Fixing Method:
 = GPS,  = Radar, = Visual, = Celestial, O = Dead Reckoning


Electronic navigation systems are liable to operational and inherent errors.

When electronic fixing is in use frequent cross-checking or confirmation of position must be made,
by other available means. When possible, such verification must be by visual means.
Otherwise, alternative means available such as visual bearing/Radar range, multiple Radar ranges,
etc. must be utilised.
SPECIFIC REQUIREMENT WHEN SAILING IN JAPANESE TERRITORIAL WATERS

The Vessel, from the time the Vessel reached 11 miles within Japanese territorial waters off Japanese
territorial base line or headland of such as IRIOMOTE ISLAND / HATERUMA ISLAND /
YONAKUNI ISLAND until the arrival at the first discharging port in Japan shall be equipped with a
GPS printer that is capable of printing the position of the Vessel with date and time in GMT.
The Vessel’s Bridge Officers shall record and print out the position, date, and time in GMT every
hour. If the Vessel has no printer for GPS, the position obtained from GPS unit with date and time in
GMT, shall be recorded by using the form “Position Fixing Log”, every six hours from the time the
Vessel reached 11 miles within Japanese territorial waters as above, until the arrival at the first
discharging port in Japan.
The Master must plot the foregoing recorded data in the marine chart and draw up "actual steamed
course" in chart with Master's signature, Vessel's name and the date.
The following records shall be communicated to the appropriate authorities, as per relevant
instructions to be provided to the Master:
 Recorded Vessel’s position data (GPS printer printout or form “Position Fixing Log”).
 "Statement of fact" of the foregoing recorded data along with Master's signature, Vessel's
name, and the date.
4.2.2.2 Position Fixing Open Sea

Position must be regularly fixed, at least hourly, using one of the following methods and means:
 Sight observations,
 satellite navigation equipment,
 DR.
Page 8 of 12
GPS derived positions must always be verified by alternative methods, when possible.
Note: Celestial observations in high altitude are subject to azimuth error.
4.2.2.3 Position Fixing during Coastal Navigation

Position must be fixed at regular and frequent intervals at least four times hourly (every 10-15
minutes) by visual and other means using:
 Cross bearing by compass.
 Radar bearings and distances.
 Compass bearings and radar distances.
 Electronic Navigation Aids.
Due regard must be paid to the following:
 Reliance must not be placed on only one system of position fixing. Every effort must be made
to "cross check", by using different means.
 Extra caution must be exercised when using floating marks such as buoys, light floats, etc., as
they may be out of the position (marked on the chart) due to heavy weather or other causes.
 When using the Radar, extreme care is required to ensure that the observed targets are neither
due to false/double echoes nor high inland objects which can be mistaken as coastline.
 Echo sounder observations are useful when crossing sea-bed contours, such as 100 fathoms or
100 metres, especially after a voyage in deep waters,
 In position fixing, it is important that equipment errors, if any, are verified and considered.
 Characteristics of lights must always be checked against those mentioned in the chart and in
the List of Lights, to ensure that the correct is being observed.
4.2.2.4 Position Fixing under Pilotage (or Channel) Navigation

Position must be fixed at intervals of at least every 5 to 10 minutes by visual and other means using:
 Cross bearing by compass.
 Visual observations during narrow channels.
 Radar bearings and distances.
 Compass bearings and radar distances.
4.2.3 Information on the Chart

Once a route has been selected the plan must be written on each applicable chart. Excessive
information in the navigational areas of a chart must be avoided by recording the information away
from the track and attention must be drawn to it by a line or reference letter.
The following must be marked on the chart, where it enhances a safe navigation:
 Positions where there will be change in Company’s “Watch Conditions”.
 Navigational Warnings.
 T&P notices.
 Parallel Indexing. (As soon as floating objects position has been checked they can be accepted
for parallel indexing).
 Chart Changes.
 Methods and frequency of position fixing.
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 Course alteration points, taking into account the Vessel’s turning circle at the planned speed
and any expected effect of tidal streams and currents. Change from auto steering to hand
steering.
 Prominent navigation and radar marks.
 Bearing and distance of turning point to landmarks.
 Landfall targets and lights.
 Clearing lines and bearings.
 Transits, heading marks and leading lines.
 Significant tides or current.
 Safe speed, having regard to the proximity of navigational hazards along the route, the
maneuvering characteristics of the Vessel and its draught in relation to the available water
depth.
 Necessary speed alterations enroute e.g. where there may be limitations because of night
passage, tidal restrictions, or allowances for the increase of draught due to squat and heel
effect, when turning.
 Positions where a change in machinery status is required.
 Minimum clearance required under the keel in critical areas with restricted water depth.
 Positions where the echo sounder must be activated including any change in depth alarm
settings.
 Crossing and high density traffic areas.
 Safe distance-off.
 Anchor clearance.
 Abort positions. A position must be drawn on the chart showing the last point at which the
passage can be aborted and the ship not be committed to entry.
 VTS and repointing points.
 The method and frequency of position fixing, including primary and secondary options.
 Any considerations relating to the protection of the marine environment i.e. MARPOL
Special Areas etc.
 No-go areas must be highlighted, but must be reserved for those areas where the attention of
the navigator needs to be drawn to a danger such as shallow water or a wreck close to the
course line. Extensive use of no-go areas must be discouraged. No-go areas vary with change
of draft and tide and will therefore also vary with the time of passage. They must not
therefore be permanently marked.
 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.
 Air draft when passing under bridges/power lines/cable cars etc.
Each Passage Plan must be reviewed by other Officers and approved by the Master prior to the
commencement of the voyage.
The Passage Plan must be signed by all.
The Passage Plans are sent to the Office for review by the Marine Department prior to departure and
later if there is a change of instructions or amendment for any reason.
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4.3 Execution of the Passage Plan

Having finalised 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 must be executed in
accordance with the plan or any changes made thereto.
Factors, which must be taken into account when executing the plan or deciding on any deviation,
include:
 The reliability and condition of the Vessel’s navigational equipment.
 Estimated times of arrival at critical points for the tide heights and flow.
 Meteorological conditions (particularly in areas known to be affected by frequent periods of
low visibility) as well as weather routing information.
 Consideration given to daytime versus night-time passing of danger points, and any effect this
may have on the position fixing accuracy.
 Traffic conditions, especially at navigational focal points.
It is important for the Master to consider whether any particular circumstance, such as forecast of
restricted visibility in an area where position fixing by visual means at a critical point, is an essential
feature of the Passage Plan, introduces an unacceptable hazard to the safe conduct of the passage; and
thus, whether that section of the passage must be attempted under the conditions prevailing or likely
to prevail.
4.4 Monitoring of the Passage Plan

The plan must be available at all times on the bridge to allow officers of the navigational watch
immediate access to the details of the plan.
The progress of the Vessel, in accordance with the voyage and the passage plan, must be closely and
continuously monitored.
Any changes made to the plan must be made consistent with these guidelines and clearly marked and
recorded.
A Passage Plan is of no value unless it is reviewed and

referred to by all Bridge Team Members, including the Pilot.
One of the most important tools for the effective monitoring of a Passage Plan is the Parallel
Indexing (PI).
In narrow waters and restricted areas, continuous track monitoring must be carried out by the use of
the Radars and PI of a fixed known object.
The basic principle of PI plotting can be applied to either a stabilized relative motion display or
ground-stabilized true-motion display.
PI is a particularly valuable tool to be used when approaching ports and during pilotage.
The OOWs must use the PI to monitor the Vessel’s position, whenever possible.
Any deviation from the intended course can be easily identified, and the appropriate corrective
actions can be taken.
On completion of the voyage, a debriefing of the Passage planning shall be carried out by the Master
with the Bridge Team and relevant entries must be made in the Passage Plan form.
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5. Record
Master’s Random Checks of Corrections of
Nautical Charts and Publications NAV/SECTION 4/ SF/MRS/202
IMS Sources of Information NAV/SECTION 4/ SF/MRS/228
Nautical Charts Inventory List NAV/SECTION 4/ SF/MRS/229A
Position Fixing Log NAV/SECTION 4/ SF/MRS/230
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ECDIS PROCEDURES Eff. Date:31/08/2020
Contents
1.0 Purpose ......................................................................................................................................... 4
1.1 General ............................................................................................................................................. 4
1.2 Cargo Ship Safety Equipment Certificate ........................................................................................ 4
1.3 ECDIS Equipment ........................................................................................................................... 4
1.3.1 Back-Up Arrangements for ECDIS ...................................................................................................................... 4
1.3.1.1 Paper Charts as Back-Up ................................................................................................................................... 5
1.4 Maintenance of ECDIS .................................................................................................................... 5
1.5 ECDIS Training Requirements ........................................................................................................ 5
1.5.1 Generic ECDIS Training ...................................................................................................................................... 6
1.5.2 Type Specific ECDIS Training ............................................................................................................................. 6
1.5.3 Onboard Familiarisation ....................................................................................................................................... 6
2.1 ECDIS Use ....................................................................................................................................... 6
2.2 Master’s Responsibilities ................................................................................................................. 6
2.3 ECDIS Watch Handover Routine .................................................................................................... 7
2.4 Use of ECDIS for Navigation .......................................................................................................... 7
2.5 Over-reliance on ECDIS .................................................................................................................. 7
2.5.1 Managing Over-Reliance ...................................................................................................................................... 8
2.6 ECDIS and Collision Avoidance ..................................................................................................... 8
2.7 Selection of Sensors ......................................................................................................................... 9
2.7.1 Checking ECDIS Sensors ..................................................................................................................................... 9
2.7.2 ECDIS Management Card .................................................................................................................................... 9
3.0 ECDIS Charts................................................................................................................................... 9
3.1 Types of Official Charts ................................................................................................................... 9
3.2 ENC – Electronic Navigational charts ........................................................................................... 10
3.2.1 ENC Compilation Scale ...................................................................................................................................... 10
3.2.2 Unofficial Data ................................................................................................................................................... 11
3.3 Quality of Chart Data (CATZOC) ................................................................................................. 11
3.4 Charts Updating ............................................................................................................................. 13
3.4.1 Ordering and updating of C-MAP ...................................................................................................................... 14
3.4.2 Ordering and updating of AVCS ........................................................................................................................ 15
3.4.3 Updating Charts while Underway ....................................................................................................................... 16
3.4.4 Deleting Charts ................................................................................................................................................... 17
3.4.5 Electronic Nautical Publications Ordering and Updating ................................................................................... 17
4.0 ECDIS Passage Planning ............................................................................................................... 18
4.1 Appraisal ........................................................................................................................................ 19
4.2 Planning ......................................................................................................................................... 19
4.2.1 Assessing Chart/ENC Coverage ......................................................................................................................... 20
4.2.2 Selection of the Appropriate ENCs for the voyage ............................................................................................. 20
4.2.3 Position Fixing Methods and Intervals when navigating with ECDIS ............................................................... 21
4.2.4 Parallel Indexing (PI) .......................................................................................................................................... 22
4.2.5 No-Go Areas ....................................................................................................................................................... 22
4.2.6 Wheel-over ......................................................................................................................................................... 22
4.2.7 Route Creation .................................................................................................................................................... 22
4.2.8 Route Checking .................................................................................................................................................. 23
4.2.9 Copying and Saving Information ........................................................................................................................ 25
4.2.10 Crossing the Safety Contour ............................................................................................................................. 25
4.2.10.1 Configuring the ECDIS to cross the Safety Contour ..................................................................................... 25
4.2.10.2 Procedure for Crossing the Safety Contour ................................................................................................... 26
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4.2.10.3 Hazards of this Method .................................................................................................................................. 26

4.2.11 Anchor Watch Planning .................................................................................................................................... 26
4.3 Execution ....................................................................................................................................... 27
4.4 Monitoring ..................................................................................................................................... 27
4.4.1 Passage Plan Amendment ................................................................................................................................... 28
4.4.2 Position Offsets ................................................................................................................................................... 28
4.4.3 Monitoring with a Pilot ....................................................................................................................................... 29
4.4.4 Predictor.............................................................................................................................................................. 29
4.4.5 SCAMIN ............................................................................................................................................................. 30
4.5 Passage Plan Evaluation................................................................................................................. 30
5.0 ECDIS Safety Settings ................................................................................................................... 30
5.1 Alarms and Warnings..................................................................................................................... 31
5.2 Safety Settings................................................................................................................................ 32
5.2.1 Safety Depth ....................................................................................................................................................... 32
5.2.2 Safety Contour .................................................................................................................................................... 33
5.2.3 Cross Track Distance (XTD) .............................................................................................................................. 34
5.2.4 Look-Ahead Setting (Guard Zone) ..................................................................................................................... 34
5.3 Other ECDIS Settings .................................................................................................................... 35
5.3.1 Shallow and Deep Contour ................................................................................................................................. 35
5.3.2 Isolated Danger Symbol...................................................................................................................................... 36
6.0 Warnings on ENCs ........................................................................................................................ 37
6.1 Temporary & Preliminary Correction (T&P) ................................................................................ 37
6.2 Admiralty Information Overlay (AIO) and T&Ps ......................................................................... 37
6.3 EP NMs- ENC P (EP) NMs ........................................................................................................... 38
6.4 Temporary and Preliminary (T&Ps) Notices on C-Map................................................................ 38
6.5 NAVTEX ....................................................................................................................................... 39
6.6 NAVAREA Warnings.................................................................................................................... 39
7.0 Display Configuration .................................................................................................................... 39
7.1 Radar Information Overlay (RIO).................................................................................................. 39
7.2 ECDIS Display – Colour Palettes .................................................................................................. 40
7.3 ECDIS Display Day/Night ............................................................................................................. 41
7.4 ECDIS Display Configuration ....................................................................................................... 41
7.4.1 “Base” Display.................................................................................................................................................... 41
7.4.2 “Standard” Display ............................................................................................................................................. 41
7.4.3 “All” Information or Other ................................................................................................................................. 41
7.4.4 Important Information/Guidance ........................................................................................................................ 41
7.4.5 Display mode during passage planning .............................................................................................................. 42
7.4.6 Display mode during passage execution ............................................................................................................. 42
7.4.7 Modes of Presentation ........................................................................................................................................ 42
7.4.8 Display Orientation ............................................................................................................................................. 42
8.0 Administration and Records........................................................................................................... 42
8.1 Backup Procedure .......................................................................................................................... 42
8.2 Availability of Records .................................................................................................................. 42
8.3 ENC and ECDIS Maintenance Record (ENP 133C) ..................................................................... 43
8.4 ECDIS Data Recording .................................................................................................................. 44
8.5 Manual Corrections ........................................................................................................................ 44
8.6 Virus Protection-Cyber Security Measures.................................................................................... 44
9.0 ECDIS operating with Edition 4.0 of the IHO Presentation Library (Annex A to S-52) .............. 45
10.0 Emergencies ................................................................................................................................. 45
10.1 Man Overboard ............................................................................................................................ 45
10.2 GNSS Failure ............................................................................................................................... 46
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10.3 ECDIS Failure .............................................................................................................................. 46

11. Record ............................................................................................................................................ 47
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1.0 Purpose
This procedure provide guidance on the safe use of ECDIS for navigation.
1.1 General
ECDIS is a Ship-borne Navigational System whose performance standards are specified in the IMO
Resolution A.817 (19).
The OOWs must understand that ECDIS is only an aid to navigation, with the potential to
malfunction without warning.
ECDIS does not replace the practice of good seamanship, nor does it eliminate the need to
maintain an effective lookout.
If used correctly, ECDIS can be an invaluable tool which can greatly complement the existing skills
of navigators, and reduce the navigational workload of the navigator quite considerably.
For the Installation, Operation and Trouble- Shooting procedures, reference must be made to the
manufacturer instruction manuals.
1.2 Cargo Ship Safety Equipment Certificate

Details of the ship’s Navigational systems and equipment are recorded in the Record of Approved Ship
Safety Equipment Certificate.
The use of ECDIS for Navigation and the back-up arrangement in place is recorded in the Safety
Equipment Certificate Form E.
Entries must be in line with the MSC.1/Circ.1496.
The Company will decide on the primary or secondary means of navigation to be used and this must
be recorded in detail in the Bridge Log Book, stating both primary and secondary means of navigation.
1.3 ECDIS Equipment

The ECDIS terminals must be given the prefix Primary or Secondary ECDIS. The Primary ECDIS is
to be configured as the Master unit, with the preferred GNSS selected as the primary position source
and alternative GNSS input as its secondary.
The Secondary ECDIS must be configured as a mirror image of the Primary ECDIS.
However, if two GNSS systems are available, it is a consideration that both systems use a different
input for primary position source as this allows the monitoring of both GNSS inputs at any given time.
The OOW is to ensure that the ECDIS software is shut down first in accordance with the manufacturer's
guidance before powering down the system.
1.3.1 Back-Up Arrangements for ECDIS

IMO performance standards require the ‘overall system’ to include both a primary ECDIS and an
adequate independent back-up arrangement to ensure the safe takeover of ECDIS functions without
resulting in a critical situation.
It is the responsibility of the Company to ensure that an approved back-up system is provided on board.
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The Company provides the Vessels navigating paperless with paper charts for any area on their trade
route not covered by ENCs and worldwide charts to be used in case of an emergency.
The adequacy of the charts that constitute this folio “take me home” will be regularly reviewed.
All Fleet Vessels navigate with ECDIS as the Primary Means of Navigation and the Second
ECDIS as the Back-up Means of Navigation.
1.3.1.1 Paper Charts as Back-Up

When Paper Charts are used as the Back-up with ECDIS as Primary, the Charts shall include the
Planned Route and the Ship’s position must be updated regularly especially in narrow
Waters/Channels to enable the safe takeover of ECDIS functions, must the system fail.
As far as practicable the following intervals for position fixing on paper charts must be followed
when they serve as the backup arrangements:
Open sea navigation:  every 2 hours
Coastal navigation:  every 20 minutes
Pilotage or Channel Navigation:  10 minutes
1.4 Maintenance of ECDIS

The ECDIS software must be updated to the latest version of the IHO (International Hydrographic
Organization), otherwise it will not meet SOLAS.
To ensure the safety of navigation at all times it is the responsibility of the Company’s Electronic
Engineer to ensure that the ECDIS systems installed on Company Vessels are always compliant with
the regulations.
For this the Company will remain in close contact with the ECDIS manufacturer so as to be informed
of new software versions available that will deal with the standard updating and software bug issues.
ECDIS software upgrade will be carried out only by maker’s authorised technician and while the Vessel
is in port.
After each upgrade a performance test will be carried out in order to ensure the ECDIS functions
correctly.
The Company will also monitor the up-to-date list of all the relevant IHO standards relating to ECDIS
equipment maintained in the IHO website.
The Company considers the ECDIS as critical equipment and its maintenance and critical spares
requirements must be monitored via the PMS, in accordance with the maker’s instructions (refer to
Maintenance Manual).
1.5 ECDIS Training Requirements

As per the Manila Amendments to the STCW, which came into force since 1st January 2012, makes
the ECDIS training mandatory from 1st July 2013 for all Officers serving onboard ECDIS fitted ships.
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All Officers in charge of a Navigational watch, both at the management and operational level, will be
required to undertake ECDIS training as follows:
1.5.1 Generic ECDIS Training

All Masters and Officers in charge of a Navigational Watch must, as a minimum complete generic
ECDIS training that follows the IMO Model Course 1.27 and conforms to the relevant STCW
requirements.
1.5.2 Type Specific ECDIS Training

While taking guidance from IMO Circ.SN.1/Circ.276 “Transitioning from paper charts to Electronic
Chart Display and Information systems Navigation”, all navigating officers must complete ECDIS
type-specific training, provided by the makers or their authorized representatives.
If the generic ECDIS Training includes training on the type of ECDIS equipment installed onboard,
then the training documentation must indicate this clearly.
1.5.3 Onboard Familiarisation

All navigating officers must be familiarized with the ECDIS installed. This familiarization must be
clearly documented in SF/CRW/505A-2 ECDIS Familiarization Checklist.
Form SF/CRW/505A-3 “ECDIS Certificate” must also be completed for on board ECDIS equipment.
For information on ENCs and ECDIS the following two publications must be referenced:
NP231 Admiralty Guide to the Practical Use of ENCs.

NP232 Admiralty Guide to ECDIS Implementation, Policy and Procedures.
These publications are provided in electronic version through the approved charts providers.
The manufacturer’s instruction for using the ECDIS equipment must be referenced for understanding
the software menu structure and its capabilities.
2.1 ECDIS Use
2.2 Master’s Responsibilities

Among other navigational responsibilities mentioned in this manual the Master must:
 Advise the company immediately if there is any malfunction of ECDIS equipment or an error
is observed in the ECDIS software including if there are any anomalies**.
 Ensure that all certified ECDIS operators have been familiarised with the equipment using the
Company issued ECDIS Familiarisation Checklist.
 Ensure that maintenance is carried out as per the Company’s maintenance routines.
 Ensure that critical spares as determined by the Company are maintained on board.
 Ensure that ECDIS terminals are clearly identified as Primary and Secondary ECDIS.
 Ensure that the Secondary ECDIS is set as a mirror image of the Primary ECDIS.
 Ensure a notice is posted next to the ECDIS stating which GPS is being used for position input.
** Refer to ECDIS Presentation and Performance Check in this Section.
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2.3 ECDIS Watch Handover Routine

The OOWs must understand that proper watch keeping is paramount for the safety of the Vessel, crew
and cargo. They must remain alert to the risks of over-reliance on ECDIS for navigation, as well as the
potential for the under-use of its capabilities through lack of familiarity.
Effective communication between the incoming and outgoing OOW is key to a safe and efficient
handover.
Where there is a second ECDIS as the backup system, the incoming OOW must first look through the
intended track on the secondary system in preparation for taking over the watch.
This will ensure that there is no interference with the on-going conduct of the watch, whilst the main
ECDIS is in use for route monitoring.
This is especially important when manoeuvring in confined water or in heavy traffic conditions.
The incoming OOW must confirm that all settings and checklist features are correct on the secondary
system, before moving to the main terminal and repeating the visual check.
-Checklist SF/MRS/204 “Bridge Change of Watch Checklist – Underway” and

-Checklist SF/MRS/204A “Bridge Change of Watch Checklist – Anchorage”
must be completed by all OOWs when changing the watch.
2.4 Use of ECDIS for Navigation

The OOW must recognise that ECDIS is only another aid to navigation and must not be relied on
without the cross-checking of information.
A high standard of situational awareness must be maintained by correlating the view through the bridge
windows with that displayed on the ECDIS, the radar and AIS.
The OOW must ensure the ECDIS is correctly configured for each leg of the voyage by using the
Passage Plan as a reference.
2.5 Over-reliance on ECDIS

The OOW must be acutely aware of the danger of over reliance on single sources of information, it is
dangerous to ignore information indicating that the ship is standing into danger when the ECDIS
position indicates the ship is safe or vice versa.
The OOW must also be aware of that the accuracy of the position of charts data may be considerably
less than that of the positioning system and must take these factors into account in their risk assessment.
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2.5.1 Managing Over-Reliance

The ECDIS: No complex software can be proven to be completely free of errors and ECDIS is no
exception. The OOW must question any unusual messages or system behaviour.
The GNSS: Can give inaccurate positions due to shadowing of the signal, jamming or spoofing and
the traditional relative navigation techniques must be used to provide an independent check on position
shown on the ECDIS. Radar Overlay may be used as a monitoring tool.
Comparison of the signal to noise ratio (SNR) of the GPS system in use must be carried out frequently.
Ensure the GPS unit providing constant fixing information to ECDIS has been updated with any
relevant chart datum offset if the chart datum used in the raster chart is different from WGS (84).
Failure to do so may result in positions being inaccurate.
The Gyro: Can drift and/or fail and radar calibration can be in error.
The Chart: Is only as good as the underlying survey data-in and use must be made of the survey
reliability information within the ENC when planning a passage. For some areas there is considerable
uncertainty of horizontal accuracy and ENCs may carry notes to this effect. In these cases, GPS cannot
be relied upon and relative navigation techniques must be employed.
Mariners Perception: It is a common misconception that when information is transferred to a digital

medium it becomes more accurate. The use of colour on the ECDIS can make it appear that data is
newer. The vast majority of ENCs however are based on paper charts and thus no more accurate.
2.6 ECDIS and Collision Avoidance
ECDIS, even with the use of Radar Overlay and AIS overlay activated, must NEVER be used in
isolation for collision avoidance.
It is a decision support tool which displays a harmonised picture of the information supplied to it.
The responsibility for actions related to anti-collision belongs to the OOW.
Visual Observation remain the primary method of collision avoidance while the Radar / ARPA
remains the primary tool for collision avoidance.
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2.7 Selection of Sensors

Three (3) mandatory sensor inputs to ECDIS are required:
 Connected to systems providing continuous position fixing capability (GNSS).
 Connected to the ship's gyro compass.
 Connected to the speed and distance measuring device (Log).
Position information in ECDIS is based on the Primary Position Source. A Secondary Position Source
may also be displayed.
Where there are two (2) sources, then an offset alarm, where available, must be set to alert the OOW
of any significant differences between the two sources.
The OOW must regularly check the accuracy of sensors using all available means in accordance with
the maker’s instructions.
Any degradation or failure of sensors must be reported to the Master and appropriate action taken in
line with Emergency Response Checklist.
2.7.1 Checking ECDIS Sensors

The Master must, where circumstances permit, regularly check the accuracy of sensors using all
available means and in accordance with the manufacturer’s instructions.
As a minimum the Navigation Officer shall verify that all sensors connected to ECDIS are available
and correct prior commencement of passage and during bridge watch change over.
2.7.2 ECDIS Management Card

Form SF/MRS/206 “ECDIS Management Card” is provided plasticized onboard and must be attached
to both ECDIS units, the Primary and Secondary.
The card must be completed once the Passage Plan and ECDIS settings are approved by the Master
and whenever any change of settings and parameters of ECDIS is made as per the Passage Plan.
3.0 ECDIS Charts

Ships using ECDIS for navigation must carry Electronic Navigational Charts (ENC, which are official
vector charts).
3.1 Types of Official Charts

Charts issued by or on the authority of a Government’s hydrographic office or other relevant
government institutions are official charts and acceptable for navigation.
There are two kinds of official digital charts commonly available:
 Electronic Navigational Charts (ENC) and
 Raster Navigational Charts (RNC).
Fleet Vessels are not supplied with Raster Charts (RNC).
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3.2 ENC – Electronic Navigational charts
For a detailed explanation on ENCs, reference must be made to the latest edition of
NP231 “Admiralty Guide to the Practical Use of ENCs”.
It is the responsibility of the Company to ensure that only approved ENCs, are supplied to the Vessels
i.e. issued officially by or on the authority of a Government, authorised Hydrographic Office or other
relevant government institution only authorised distributors sell ENCs which includes the delivery of
update information.
3.2.1 ENC Compilation Scale

Reference must be made to NP231 Admiralty Guide to the Practical Use of ENCs for detailed
information on ENC compilation scales.
ECDIS allows the operator to zoom in and zoom out, which changes the scale at which the ENC data
is displayed. The OOW must exercise caution whenever displaying an ENC cell at anything other than
the compilation scale assigned by the ENC producer.
When selecting ENCs for a voyage the Navigating Officer must ensure sufficient coverage at an
appropriate scale in order to avoid the need to have to spend long periods of time displaying ENC data
at scales other than those they were intended to be used at.
Over scale area warning symbol consists of a series of parallel vertical lines where the smaller scale
ENC cell is being enlarged by more than twice its compilation scale, as illustrated in the example below
where three ENC cells of different scales are being displayed together on screen:
An over-scale warning will be generated on ECDIS if the appropriate scale is not in use.
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3.2.2 Unofficial Data

ECDIS can distinguish an ENC from unofficial data. When unofficial data is displayed, ECDIS informs
the OOW that they must navigate by means of an official, up to date, paper chart by a continuous
warning on the screen.
If unofficial data is shown on the ECDIS display, its boundary will be identified by a special line style.
This boundary is visualized as a “one-sided” ORANGE line with the diagonal strokes on the unofficial
side of the line.
3.3 Quality of Chart Data (CATZOC)
Additional information on CATZOC is given in NP231 Admiralty Guide to the Practical Use of ENCs
and NP232 Admiralty Guide to ECDIS Implementation, Policy and Procedures.
ENC data is only as complete and accurate as the original survey data from which it has been derived.
In the majority of cases this will be the same as used to derive the equivalent paper charts currently
available. The survey data used in the ENC is often based on information from different sources whose
relative accuracies may vary widely.
On the paper chart, this information is shown on the source data diagram; however ENCs do not contain
an equivalent source data diagram, but provide information on the quality of data within the ENCs in
other ways.
The primary mechanism used to communicate this information is through an attribute called
“CATZOC” (category of zone of confidence data).
The table below gives an estimate of the reliability of data related to five quality categories for assessed
data (CATZOC A1, A2, B, C and D) and a sixth category for data which has not yet been assessed.
If the ZOC is “U”.
The OOW must be aware that the CATZOC symbol displayed on the ECDIS will only give a partial
description of the quality of the chart information being displayed, and does not include all the
information available from the paper chart source data diagram.
If an ENC has a category of “C” & “D” then caution must be exercised during the passage planning
stage and if it is “U” then the Officer must seek for information from reliable sources.
A risk assessment shall be carried out when the Vessel is to navigate in waters assigned a CATZOC
attribute C, D or U.
Whilst CATZOC/Quality Indication provides useful information, it must not be relied upon in
isolation, and OOW must use the ECDIS pick report function to interrogate any further information
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that may have been provided by the ENC producer in order to build a full picture of the ENC data that
is available, and so establish the appropriate safety tolerances when determining the best Passage Plan.
The Navigating Officer must consider these CATZOC features and must advise the Master of any
concerns during the passage planning stage. The ship’s safety settings must then be set with the
approval of the Master.
This ensures that the OOW can apply an appropriate safety margin when determining the route. Bigger
margins must be applied where the survey data is old, or is of insufficient resolution or quality to fully
depict the sea floor.
ENCs do not contain an equivalent source of data diagram, but provide information on the quality of
data within the ENCs in other ways.
The CATZOC depth correction will not be added in Safety Depth and Safety Contour formula when
the charted depths are more than 50m.
The CATZOC allowance must always be taken into consideration when calculating the Safety Depth
and Safety Contour.
However, in cases that the Vessel cannot enter a port or navigate within confined waters due to the
added CATZOC allowance, this must be thoroughly examined during the passage planning phase. If
reducing speed and/or take advantage of the HoT does not provide adequate UKC then a Risk
Assessment shall be carried out (B-27) to evaluate whether the CATZOC allowance that restricts
navigation can be excluded from the Safety Depth and Safety Contour formula.
Authorised values of CATZOC to be used are clearly described in Section 01 of this Manual.
In “All”/”Other” display mode, the ECDIS will display the appropriate CATZOC symbol within each
area (but not the limits of the areas) depending on its assigned value detailed in the following table:
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A1
A2
Five and six star symbols therefore denote high accuracy surveys produced using modern equipment
and techniques.
A four star symbol denotes a medium accuracy survey where the positional accuracy is not quite as
high and full seafloor coverage cannot be guaranteed.
Two and three star symbols denote low accuracy surveys, often based on data collected on an
opportunity basis only and so where significant seafloor features (those which are more than 10%
shallower than the soundings are shown in the area) are considered likely to exist.
3.4 Charts Updating
For a general explanation on updating of charts reference must be made to the latest edition of NP231
“Admiralty Guide to the Practical Use of ENCs”.
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It is recommended that spot checks are carried out to ensure that ENC updates have been correctly
installed.
All Company’s Vessels navigating with ENCs are supplied with approved ENCs either from “Digital
Marine Charts” hereafter referred to as DMC or “SRH Marine”. Both are approved distributors.
It is the responsibility of the designated Navigating Officer to order and update the ENCs required,
however the Master and all Deck Officers (Chief Officer, Second Officer and Third Officer) must be
fully aware of how to update and maintain the on board ECDIS.
3.4.1 Ordering and updating of C-MAP

This procedure shall be read in conjunction with paragraph 8.6 “Virus Protection” of this Section.
The subscription provides world coverage or separate zones and is licensed once a year.
The C-Map chart database is supplied on USB or two DVDs (CAES & CEES). USB or DVDs contain
all ENCs. Chart databases must be installed onto both ECDIS terminals (and the chart management
tools, i.e. “Ocean View”).
How to install the charts license is described in the ECDIS User/Operator’s Manual.
New Charts’ Editions or cell replacements for charts which are included in the Vessel’s chart portfolio,
are downloaded automatically with the “Update Wizard” software through the C-MAP USB.
A separate record must be maintained for each ECDIS on a weekly basis, showing the base DVDs
installed and which weekly update has been applied. Relevant form - SF/MRS/205B must be filled in,
sent to the office after completion and kept on board.
The subscription license will warn the Navigating Officers with a message in the ECDIS that needs to
be renewed, prior to expiration. In addition, subscription licenses validity is reviewed regularly by the
Company.
Japanese and Indian Charts are included in the base DVDs, however they are licensed separately
therefore licenses are sent on board upon request (export route files), during the appraisal phase of the
voyage.
Weekly ENC updates are downloaded automatically with the “Update Wizard” software through the
C-MAP USB although can be provided through email too. To update the C-MAP chart database via
email an update file is generated and an e-mail is directly sent to C-MAP.
The updated file must be sent to updates@c-map.no every week.
How to generate and order an update file is described in the ECDIS User/Operator’s Manual.
SF/MRS/221 “ECDIS Weekly Update Log” must be completed and signed by the Navigating Officer
after each update.
All ships using C-MAP on board receive a certificate certifying that the Vessel is subscribing to DMC
electronic chart database and updating services for a specific period of time.
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3.4.2 Ordering and updating of AVCS

This procedure shall be read in conjunction with paragraph 8.6 “Virus Protection” of this Section.
The Vessels supplied with AVCs ENCs are provided with the Admiralty Gateway which is a chart
selection, ordering and management software tool. AVCs charts shall be ordered directly from the
Vessel through the Admiralty Gateway only on ENCs cells basis for 3-month duration (except the
charts supplied by the respective Hydrographic Office (i.e. India, Japan & Malaysia) for a 12 month
period) and in accordance to specific Passage Plan order.
The AVCs chart database is supplied on two DVDs. These DVDs contains all ENCs.
Chart databases must be installed onto both ECDIS terminals (and chart management tool “Admiralty
Gateway). How to install the charts license is described in the ECDIS User/Operator’s Manual and the
Admiralty Gateway Operator’s Manual.
Weekly updates are provided through emails by the UKHO.
To create and submit a AVCs order guidance “Create order select charts by scale” in Admiralty
Gateway Operator’s Manual shall be consulted. A request file must be created through the Admiralty
Gateway and must be sent to the updates@enavigator.ukho.gov.uk. When the order is approved, the
Vessel receives an email with the ADSReply.ads file. This file contains new Permits that have to be
loaded on Admiralty Gateway. The extracted ECDIS permits shall be loaded onto both ECDIS
Terminals.
To update the AVCs chart database, an update file is generated and an e-mail is directly sent to
updates@enavigator.ukho.gov.uk every week. The order for updates is made through the e-Navigator.
Updates must be applied on the e-Navigator and then extracted to USB so that they are also applied on
both ECDIS terminals following the instructions described in the ECDIS User/Operator’s Manual.
All ECDIS are to be kept fully up to date so that each system contains the same updates with regards
to Notices to Mariners (NTM), Temporary and Preliminary Notices tο Mariners (T&P), Navigation
Warnings and manually applied updates in the form of Manual Corrections.
SF/MRS/221 “ECDIS Weekly Update Log” must be completed and signed by the Navigating Officer
after each update.
ENCs chart database is updated on a monthly basis via new DVDs supplied.
All media (Base DVDs, permits/licenses files) must be logged and retained for usage in case of system
failures.
All ships using AVCs on board receive a UKHO certificate, automatically generated from the charts
management tool.
Latest update DVDs must be stored in the Wheel house, while electronic update files must be
electronically filed in the Master’s and Bridge PC too.
Vessels navigating with ENCS must send a confirmation to the attention of Marine Department
through email, well before prior departure, that all ENCs license/permits required for the voyage
and latest updates have been received, applied and no warning error is displayed on the ECDIS
related to ENCs.
Emergency folio is corrected up to the latest Notices to Mariners.
Digital publications relevant to the area the Vessel is navigating are activated and latest updates
have been applied.
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Any issues related to ordering or updating ENCs must be addressed to the Vessel’s charts agent keeping
vetting@prime-marine.net always in copy on all emails exchanged.
DMC LTD
Contact details:
Tel: + 30 210 4121 566
Fax:+ 30 210 4226 042
E-mail: sales@ecdis.gr info@c-map.gr
For out of office hours and public holidays please contact phone-number (24/7): +30 6940 555741
+306944442801
SRH Marine Electronics S.A. (SRH)

Contact details:
T: +30 210 4110260
F: +30 210 4177784
E-mail: echarts@srhmar.gr
For out of office hours and public holidays contact 24/7 number: +30 6940 440050 or +30 216 0006700
or +30 6955 692186
Form SF/MRS/205B ENCs, E-Publications & Chart Management Tools Information must be
completed and a copy must be sent to Marine/Vetting department.
It is the responsibility of the Master to ensure that the update process is robustly followed.
All Masters and OOWs must know how to update charts and maintain the onboard ECDIS. It must not
be left to the designated Navigation Officer to be the sole person who has the knowledge on the
updating procedure and process.
3.4.3 Updating Charts while Underway

As the updating process can be lengthy any chart updating must be conducted while the ship is
alongside.
There are implications when updating underway, such as:
 The system may freeze-up and information corrupted. This may require a full reset and install.
 Some systems only permit updating to take place if safety monitoring is turned off.
 Updating utilises capacity of the computer and therefore is diverting from its primary task of
navigation.
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If for some reason updating has to be carried out underway then the Master must ensure the following
is complied with:
 One ECDIS is updated at a time to ensure the OOW retains an operational system.
 The ECDIS and the route must be checked prior to conducting the update on the next ECDIS.
3.4.4 Deleting Charts

Great care must be taken by Navigating Officer not to delete relevant data from the system, in particular
chart data. To ensure the integrity of the chart portfolio, only the Master has authority to delete charts
from the system.
3.4.5 Electronic Nautical Publications Ordering and Updating

All Company Vessels are enrolled in the Supply Program of two recognized Chart Dealers:
- SRH Marine Electronics S.A. (SRH)
- Global Navigation Solutions (GNS)
The Publications, which are supplied in digital format are the following:
- Admiralty Digital Publications (ADP: ADLL, ADRS 1,3,4,5, ADRS2, ADRS6 & ATT)
- Admiralty Sailing Directions (e-NP)
Paper publications are provided only for editions that are not published in digital format.
Digital Publications are displayed using the following software:
- Admiralty Gateway (e-NP)
- Admiralty Digital Publications (ADP)
The above software must be installed on a laptop dedicated for digital publications display located on
the Bridge, connected/supplied by an emergency source of electrical power. The back-up laptop
(electronic back-up) must be supplied by an emergency source of electrical power as well.
The digital publications are activated by the Marine Department on Vessel’s request. Publications must
be activated basis Vessel’s trading area.
All media (Base CDs, updates of base CDs, update files) must be logged and retained onboard.
Update request files are generated through the software and sent to the
updates@enavigator.ukho.gov.uk for e-NPs and to ADPMailGateway@ukho.gov.uk for the ADPs.
Files received are imported to the software and the databases are automatically updated.
Relevant information must be recorded in the SF/MRS/205B and a copy must be sent to the
Marine/Vetting Department.
How to Keep Your Admiralty Products Up-to-Date NP 294 shall also be consulted.
Any operating system issues or software application issues must be addressed to Global Navigation
Solutions S.A or SRH Marine Electronics as applicable.
vetting@prime-marine.net must be in copy on all emails exchanged.
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Global Navigation Solutions S.A

Contact details:
T: +30 216 4005000
F: +30 216 4005099
E-mail: gr.info@gnsworldwide.com , gr.support@gnsworldwide.com
www.gnsworldwide.com
For out of office hours and public holidays please contact phone-number (24/7): +30 694 2454623 or
+30 216 4005090
SRH Marine Electronics S.A.
Contact details:
T +30 210 411 0260
F +30 210 417 7784
E-Mail: echarts@srhmar.gr
For out of office hours and public holidays please contact phone-number (24/7): +306940440050 or
+30 216 0006700 or +30 6955 692186
4.0 ECDIS Passage Planning
The onboard software tools are not to be used for planning the passage.
The passage must be planned only on the approved ECDIS.
Their use must be restricted to ordering charts, downloading AIO and measuring distances.
The Passage Plan must consider all elements of the passage, from berth to berth, encompassing every
leg, including those where a Pilot will be embarked.
The principles and fundamentals of “berth to berth” passage planning remain unchanged, i.e.:
 Appraisal.
 Planning (includes Route Creation and Route Checking).
 Execution.
 Monitoring.
 Evaluation.
In addition to completing the checklist SF/MRS/205 “Passage Appraisal & Planning” checklist
SF/MRS/205A “Electronic Passage Plan Checklist” must also be completed.
The Passage Plan must be approved by the Master. A copy of the Passage Plan must be forwarded to
the Company’s Marine department prior passage commencement.
When voyage orders have not been received prior sailing port then the passage shall be planned for at
least the next 24 hours.
When calling at non-routine new ports or navigational routes the passage plan must be reviewed by
shore management.
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4.1 Appraisal
The Navigating Officer must identify all the information required to prepare a Passage Plan, so that
any gaps can be filled and risks can be assessed and mitigated during the development of the plan. The
sources of information for a Passage Plan are not restricted to the ENCs only and other sources and
publications must be referenced.
Checklist SF/MRS/205 “Passage Appraisal & Planning” and Checklists SF/MRS/205A “Electronic
Passage Plan Checklist” must be completed.
The above forms cover the items to be considered during the appraisal process.
The Master must ensure that a full record of the Appraisal process is maintained for future reference.
A Risk Assessment must be carried out to mitigate the risks when a required ENC or an ENC of
appropriate scale is not available for the voyage. The risk assessment must be submitted to the
Company for further action.
The Master must ensure that ENCs and publications for the intended voyage are supplied before the
voyage commences.
Under no circumstance must the Master proceed on a voyage or enter a port without the necessary
navigation charts and publications for the voyage. (SOLAS V/34 and IMO Res. A.893 (21) “Guidance
for Voyage Planning).
If paper charts, in case of inadequate ENC coverage, and publications available only in paper, are not
available on board due to a change in voyage while the Vessel is underway to her initial destination
the Office Marine/Vetting Department must be immediately notified through a phone call and email
so that all efforts and actions are taken for charts and publications to be obtained through various
sources. A risk assessment must be carried out in case these cannot be timely obtained so that hazards
involved are assessed and properly addressed with adequate control measures taken. (i.e scanned copy
of publications will be supplied in case of an emergency).
4.2 Planning
The ECDIS equipment’s planning functions and features allows the operator to easily adjust a planned
route by adding and deleting waypoints, changing the position of a waypoint, etc. by a click of the
mouse. Distances can easily be re-calculated and revised ETAs shown.
The Master must ensure that a full record of the “Planning” process is maintained for future reference.
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4.2.1 Assessing Chart/ENC Coverage

For the process of preparing a Passage Plan the Master must ensure that a risk assessment is carried
out for the area where the Vessel will be trading to determine if it is suitably covered by ENCs.
The risk assessment will determine the following:
 There is adequate ENC coverage of appropriate scale.
 ENC accuracy.
When assessing chart coverage within the Passage Plan, the following aspects of ENC/ECDIS
operation must also be taken into account:
 Overlapping and adjacent ENCs.
 Adjacent charts to contend with any deviations and emergencies during the voyage.
 Content of differences between ENC and paper chart. It is important to review and note the data
quality information for all aspects of the Passage Plan. More detail on this is provided in NP231.
 For any gaps in ENC coverage, the Vessel is required to carry an appropriate folio of paper
charts. In all such cases the Marine/Vetting Department shall be advised timely so that ENC
AVCs charts covering the areas C-Map do not have coverage to be provided and vice versa.
 Unofficial data has no validity for safe navigation under IMO regulations.
The OOWs must be aware that the accuracy of the position of chart data may be considerably less than
that of the positioning system in use and must take into account during the appraisal phase of the
passage.
For detailed information on the accuracy of ENCs NP231 “Admiralty Guide to the Practical Use of
ENCs” must be consulted.
The Navigating Officer must also consider the following factors when assessing the accuracy of the
ENC to determine the safety implications of navigating across poorly surveyed areas:
 Survey Accuracy.
 Compilation and Data Accuracy (Category of Zone of Confidence).
 Horizontal Accuracy.
4.2.2 Selection of the Appropriate ENCs for the voyage

The Navigating Officer must assess and obtain appropriate charts for the voyage being planned and he
must first attempt to obtain ENC coverage, falling back official paper charts when ENCs are not
officially issued.
The planning process must begin by using smaller scale ENCs, where the basic route is outlined. The
medium scale charts must then be used to bring in more detail to refine the overall plan and modify
courses as proximity to the Safety Contour decreases. The largest scale charts available will be used
for approach, harbour, pilotage, berthing etc.
The Master must review the chart selection across the route and consider including appropriate adjacent
charts to contend with any deviations and emergencies during the Voyage.
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4.2.3 Position Fixing Methods and Intervals when navigating with ECDIS
Good navigational practices require that the frequency of position fixing must be such that the Vessel
cannot run into danger during the interval between fixes.
Use of a single method of fixing, especially one that is automatically plotted in ECDIS, can lead to
over-reliance. Where available, the OOW must seek to verify the ship's position by at least two (2)
independent methods.
The GPS position continuously plotted on ECDIS will be verified by alternative methods (using
terrestrial and celestial objects and/or DR positioning).
Whilst ECDIS can show satellite derived positions to three decimal places, the accuracy of that position
is dependent on a number of factors and errors which can occur due to poor signal reception, sunspot
activity, and accidental or deliberate interference, the OOW must be aware of:
 How accurate the display of position is in terms of fix, heading and speed (use of check fix to
avoid over-reliance on satellite positioning systems)
 How accurate the displayed position is in relation to the underlying accuracy measures
contained in the ENC data.
The OOW must carry out frequent cross-checks of Vessel’s position.
Manual fixes at prescribed intervals must be assessed and included in the Passage Plan. Position fixing
method and frequency must be as follows:
Navigation Type Maximum Interval Method

Between check fixes
Oceanic legs Four (4) hours Manual plotting GNSS positions, or astro-
(Open Sea Navigation) (one a watch) navigation observations and/or DR.
Coastal Navigation One (1) hour Manual fixes from visual line of position,
radar distance and bearing and depth
soundings, Radar Information Overlay (as
applicable and if distance and visibility
permits)
Manual Plotting GNSS positions or astro-
navigation observations are acceptable for
position fixing when distance or visibility
does not permit utilisation of the aforesaid
methods.
Confined Waters, Thirty (30) minutes Manual fixes from visual line of position,
Narrow Channels and radar distance and bearing and depth
Straits soundings, Radar Information Overlay (as
applicable and if distance and visibility
permits).
Pilotage Fifteen (15) minutes Manual fixes from visual line of position,
radar distance and bearing and depth
soundings, Radar Information Overlay.
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4.2.4 Parallel Indexing (PI)

Parallel Indexing lines must be plotted on the ENCs.
This technique requires an index line to be drawn parallel to the planned ground track that touches the
edge of a radar echo of a fixed object, at a range equal to the desired passing distance.
This technique is used to ensure that adequate clearance is being given to hazards, particularly when
the ship is off track.
PI must not be drawn from floating objects unless they have been first checked for position.
4.2.5 No-Go Areas

Hazards to Navigation, including the grounding line and other No-Go Areas, must be clearly marked
on the ECDIS display.
No-Go areas must be relevant to the Vessel’s safety depth and the charted track; it is not necessary to
mark off large areas that are far from the proposed track.
Where possible, they must be marked with clearing lines (bearings and/or ranges) to indicate the safe
margins, where appropriate.
Where possible, based on the availability of charted contours, the Safety Contour must be used to
define the No-Go Area; where this is not possible No-Go Areas must be manually created using the
Safety Depth bold sounding in relevant areas (refer to the procedure for configuring the ECDIS to cross
the safety contour).
No-go areas must be reserved for those areas where the attention of the Officer on Watch needs to be
drawn to a danger (i.e. wreck) since the extensive use of no-go areas might jeopardize the safety of
navigation.
4.2.6 Wheel-over
It is the carefully selected wheel-over position which defined the way-point not the other way round
and this is extremely important in narrow and pilotage waters.
Bridge Officers must be familiar with the wheel-over facilities of the ECDIS software installed and the
techniques for planning and executing a constant radius turn.
Navigating visually, making use of leading lights and head bearings for courses, and beam bearing for
wheel-over positions gives the navigator independence from any failures of shipboard systems.
4.2.7 Route Creation
The Master and the OOWs must be thoroughly familiar with route creating procedure of the ECDIS
equipment installed on the Vessel.
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The following are some general notes on creating a route (list is not exhaustive, e-passage planning
checklist must be utilised as well and its provisions complied with):
 During the route planning processes, consideration must be given to the intended method of
execution and monitoring.
 The UKC policy of the Company must be complied with for all legs of the voyage (including
any change in drafts during the voyage) when determining the Safety Contour and Safety depth
settings.
 Where the ECDIS equipment allows, the SCAMIN function must be switched off to ensure all
information is visible.
 Ensure Chart Autoload and Autoscale are ON.
 Create a 'blank canvas' by unloading old routes, info and manual corrections.
 Select a scale that allows the start and end locations to be viewed.
 Open the Route planning function and select a New Route.
 Begin with waypoint plotting in the general area of the start and end of the route.
 Select Rhumb Line or Great Circle sailing as required.
 The assessed safety settings i.e. Safety Contour / Depths, Safety Frame, waypoint alerts etc.
must be correctly entered in the ECDIS. Each leg detail, including cross track distance (XTD),
must be carefully planned and not simply copied from previous legs.
 Consider Zones of Confidence (ZOC) information when determining Safety Contour and
Safety Depth values.
 Zoom in to a more appropriate scale such as 1:1 to modify the start and finish waypoints to
account for TSS etc.
 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. The XTD/SM must be as wide as possible so that wider navigating
area is scanned for navigational hazards. This will facilitate the OOW when he has to deviate
from the route for any reason (i.e. collision avoidance). When you have to navigate outside the
XTD an additional safety check of the route has to be carried out or the instant route
functionality (or equivalent) if applicable, of the ECDIS must be utilised.
 If using Arrival Circles for reaching waypoints, ensure that these are set to an appropriate value.
 Speed for each leg of the passage must be planned while taking into account navigational
hazards and the Vessel’s characteristics.
 Check the Turn Radius setting and ensure that the computed turn calculations look realistic.
 Manual updates or Mariner’s Notes must be used to add information on the ENCs as per
checklist SF/MRS/205A “Electronic Passage Plan Checklist”.
4.2.8 Route Checking

The Master and the OOWs MUST be fully familiarized with the route checking process of the ECDIS
equipment installed.
It is important to note that the Route Check function will only detect certain dangers to navigation that
have been detected within the Cross Track Distance (XTD) of the planned route.
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Routes must be routinely checked as follows:

 During and on completion of Route Planning.
 After a Route has been modified.
 After any charts used by a Route have been updated.
 Following updating of the ECDIS software.
Checking the Passage Plan must start with a visual check by the Navigating Officer, then independently
checked by another suitably qualified Officer using the ECDIS auto-check mode, examining each
alarm or warning for safety individually and then the Master must review the Voyage Plan.
Once all safety warnings and alarms have been cross-checked and the route reviewed, it must be signed-
off for use, locked the relevant section of the passage plan form ticked off.
The authorised Voyage Plan must be loaded and synchronised on all front of bridge ECDIS terminals.
The passage plan must not then be altered without formal approval and a separate review of the changed
legs as a minimum.
The approval process must be completed prior voyage commencement.
The route must also be checked by the other navigating officers.

The following must be considered when carrying out a route check (list not exhaustive):
 Checks and visual inspections for dangers must be carried out at compilation scale.
 “All” viewing groups to be selected with the display scale set at compilation scale.
 SCAMIN function (where provided in the equipment) must be “off”.
 Select ENC as the chart priority.
 If the system conducts the check on operator specified chart scales, ensure that a setting of at
least equal to the smallest scale ENC that will be in use when executing the Route, is set.
 Ensure that adequate XTD for the various legs of the route has been taken into account.
 Alarms generated to be checked. “Accept-All” alarm, if available must not be used.
 Once all alarms have been checked and verified, the navigating officer must check the route in
its entirety on 1:1 scale by manually scrolling along it.
 Insert relevant additional information and manual corrections as required. Where the ECDIS
allows, an alarm must be set to sound when additional information assigned a “Danger
Attribute” is detected by the Safety Guard/Anti-grounding cone during execution of the route.
 Double-check distance, ETD, ETA and Tidal Constraints.
 Print Route information as necessary.
 Save the Route and protect and create a backup of the Route as necessary.
 The Route must be independently checked by another navigating officer.
 The Master MUST review and approve the Route. Note that on some systems the Route can
only be approved once all Alarms have been accepted and the Route saved.
 Ensure both the Route and Schedule is uploaded to all ECDIS units.
 If updates are installed prior to sailing or during the execution of the Route, ensure that the
Route is checked again, as updates may have affected the route created.
A Passage Plan used for repeated voyages MUST be reviewed in its entirety, safety checked through
the in-build ECDIS functionality and the approval process strictly followed.
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4.2.9 Copying and Saving Information

One of the many benefits of ECDIS is that, once a Route has been prepared, it can be saved and used
again or uploaded to and used in another system, via LAN or USB.
Additional Information and manual corrections must be transferred between systems in order to keep
all systems in an identical state.
Transfer of voyage specific data between Vessels by any type of media is prohibited by the Company.
4.2.10 Crossing the Safety Contour

If the selected Safety Contour value is not available then the system will select the next deeper contour.
This may artificially reduce the amount of safe water and it is highly likely that at points within the
Passage Plan the Vessel will need to navigate in waters inside ( shallower than) the Safety Contour.
Dealing with a situation where the Safety Contour must be crossed requires a thorough knowledge of
ECDIS operations and the Bridge Team who have extensive familiarisation with the system in use.
NP-232 Admiralty Guide to ECDIS Implementation, Policy and Procedures describes two methods to
cross the Safety Contour; Method 2 must be used and the procedure is given below.
4.2.10.1 Configuring the ECDIS to cross the Safety Contour

There is no safe method to cross a Safety Contour, as determined, and the process below has inherent
dangers and must only be used where necessary.
The Master must authorise crossing the Safety Contour on each individual occasion the Safety Contour
is crossed. This authorisation must be recorded in the Passage Plan.
The Safety Depth is calculated and entered on ECDIS.

The Deck Officer draws a Manual Safety Contour at the actual depth required, using the highlighted
depths as guidance.
The Manual Contour must be drawn in similar manner to a “no go line or area” on a paper chart.
To do this safely, care will be needed to ensure that suitable display settings are enabled so that full
possible dangers are shown.
The manual contour must be set as a user “alarm” line (made alarmable) or avoidance zone such that
during an electronic route check or monitoring it will cause a safety alarm to be activated.
The exact method for doing this on the ECDIS in use may vary, as will the exact terminology used for
these user-defined features.
This method avoids the need to ever cross the safety contour (relying on a user defined contour for
alarm generation).
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4.2.10.2 Procedure for Crossing the Safety Contour
a) Calculate the Safety Depth.

b) Select Viewing groups for soundings, seabed features and contours to be displayed.
c) Set the safety contour at the required lower value/contour from your safety depth available
on the SENC.
d) Construct a manual update line to create a safety contour equivalent to the safety depth, using
the highlighted safety depth as an indication of the contour- allow a safety margin where
values displayed are less than the safety depth. Use existing contours to establish the likely
shape of the manual contour.
e) Set the manual update line as an alarmed feature (refer to ECDIS manual)
f) Run the route check facility to confirm that the feature will alarm.
g) Ensure the plan is clear when the safety contour must be set to the artificial value and reset
once the area is clear.
h) Save as part of the Voyage Plan in ECDIS and note the feature in the Voyage Plan notes for
review and approval by the Master.
4.2.10.3 Hazards of this Method

The Master and navigating officers must be aware of the following hazards associated with the above
method:
 A hazard could be missed during the visual inspection of the ENC and the manual drawing
process, with no electronic warnings or alarms to warn user, as the safety contour is not set.
Checking must confirm that the manual line has been set as an alarm feature.
 Isolated dangers in safe water may not be highlighted if a safety contour value is not set
(because the configured safety contour is artificially shallow).
These will have to be manually highlighted as manual updates using the ECDIS’ Display “All”
category.
4.2.11 Anchor Watch Planning

When planning anchorages, the distance between the anchor and the bridge (where the position is
referred) must be used to establish the position of the bridge (reference point) at the moment of Letting
Go. This “Let Go” position is therefore also the final waypoint of the anchorage leg.
If the Passage Plan was completed for direct berthing and the Vessel was instructed to proceed to an
anchor position or vice versa, the Master must ensure that the Passage Plan is amended with the
changes.
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When at anchor, the Anchor Watch settings on the ECDIS must be used to display the position of the
anchor and provide an alarmable drag circle whereupon the system will alarm if the ship leaves the
circle.
When at anchor, the GNSS position of the Vessel can be checked using the Radar Image Overlay (RIO)
function, if available.
At anchor checklist SF/MRS/204A “Bridge Change of Watch Checklist – Anchorage”

must be completed.
4.3 Execution
The following are considerations when conducting the Execution phase (not exhaustive):
 Ensure time settings are on UTC as chart notes and ENC attribution will be based generally on
UTC settings and not local time.
 Activate the Navigation Plan / Route.
 SCAMIN function (where provided in the equipment) must be “on”.
 The use of “All” display setting will not be suitable for “Execution” and “Monitoring” phase.
(Too much data on screen can mask hazards and make it difficult to determine the true cause
for a system alarm).
 Display the most relevant panel or screen display for execution.
 Ensure appropriate configuration of Safety Alarms (Anti Grounding Cone, Safety Depth, Safety
Contour, Safety Parameters etc.).
 Follow the Route and know the XTD in case of deviation.
 Look ahead to check for any Voyage Notes.
 Check weather forecasts will not adversely affect the plan. Important weather information shall
be plotted on the ENCs, upon receipt by the OOW. Any changes to be made on the plan based
on weather information received shall be communicated to all Bridge Officers, approved by the
Master and the passage plan approval process shall be repeated.
 Estimated times of arrival at critical points for the tide heights and flow.
 Consideration given to daytime versus night-time passing of danger points, and any effect this
may have on the position fixing accuracy.
 Monitor NAVTEX and Navigation Warnings, plotting relevant information manually as
required (if not done automatically) and checking the Route as necessary to see whether
affected.
4.4 Monitoring
The following are considerations when conducting the Monitoring phase (not exhaustive):
 During voyage monitoring, the ECDIS must be operated at compilation scale when appropriate
scale ENCs are available.
 Use of single method of fixing must not be relied upon. A second method of position fixing to
be used including manual position fixing for verifying the GPS positions.
 Occasional use of RIO, where available, must be used to verify positional accuracy.
 Are all sensors functioning correctly and what is their accuracy?
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 The OOW must avoid over-reliance on ECDIS display of position alone to confirm where the
Vessel is in relation to the leg. Manual checks of position must be applied at prescribed intervals
using alternative methods.
 All sensor alarms must be investigated immediately and where necessary action to keep the
Vessel in safe water.
 The OOW must avoid relying solely on automated monitoring alarms on the ECDIS.
 The OOW must undertake a careful visual inspection of the Passage Plan for the period of the
watch to confirm that it remains clear of dangers. This is especially important if changes have
been applied since the OOW last checked the Passage Plan, and must not assume that a review
has been completed.
 The ECDIS display must be configured to show all other safety features, but in particular
contours and soundings at any other time the OOW considers it necessary.
 The OOWmust be conversant with the steps necessary to return the ECDIS display to that laid
down in the Passage Plan for execution.
 Continually checking waypoint ETAs.
4.4.1 Passage Plan Amendment

Having completed the initial approval of the plan any need to amend the route will be on receipt of
new data, warnings, or a change to the voyage itself.
While the Passage Plan may only require minor changes, often at short notice, the planning procedure
must still be followed.
The amended plan must be updated on all ECDIS terminals and back-up systems.
All changes to the Passage Plan must be formally reviewed and approved by the Master.
4.4.2 Position Offsets

There is a facility on ECDIS equipment to set a fixed offset to the electronically plotted position of
own ship and other overlays.
This can be used if it is found that the positioning system or the currently used chart data has a fixed
offset from that being experienced by visual or radar plotting.
This offset may change substantially with position and so needs to be constantly assessed.
In general, the use of the offset facility is not recommended; however, where deemed necessary all
offsets applied must be comprehensively assessed and approved by the Master.
A record must be kept of the offset applied and as a reminder a poster detailing the offset must be
prominently displayed next to the ECDIS equipment.
Some chart areas have not been surveyed for many years and can have unknown offsets to WGS84,
which may be very significant to navigation. In certain cases the offsets can be as much as a mile or
more but are typically rather less.
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ENC data is unlikely to have such gross errors but when only RCDS data is available and its survey
date is old, extreme caution must be applied, especially when using charts of unknown datum.
Offsets in a positioning system may also be due to an internal fault or it may be due to its datum having
been incorrectly set to other than WGS84 / PZ-90.
However, unless the position fix system is old the ECDIS will be able to identify to the user that its
position fix datum is incorrectly set.
A permanently observed difference is likely to be due to incorrect settings of the CCRP (Consistent
Common Reference Point) in the ECDIS setup menu. CCRP is a location on own ship, to which all
horizontal measurements, such as target range, bearing, relative course/speed, closest point of
approach, or time to closest point of approach are referenced.
When navigating within areas that have been more recently surveyed, it is unlikely that the chart data
offset feature will be needed. In such waters any apparent need for an offset will probably indicate a
fault condition, which must be investigated further rather than blindly applying an offset.
4.4.3 Monitoring with a Pilot

The Master and the OOWs must be aware that though the Pilot may have been trained on ECDIS he
may not be familiar with the particular ECDIS model installed on the Vessel.
The Pilots must be advised that they are not allowed to change any settings of the ECDIS.
Once the Pilot has boarded he must be fully integrated into the bridge team and the bridge team must
provide the pilot with the “display view” that he may require.
In addition, he must be apprised of the ECDIS information as given in the Pilot Card SF/MRS/207
Pilot Information Exchange Part A.
Masters must ensure that no part of the Pilot’s plan must take the Vessel out of the safety settings as
calculated and documented in the passage plan.
Following the Master Pilot information exchange any differences between the Pilot’s plan and the safe
water identified on the ECDIS must be resolved.
The OOW must make any necessary amendments to the passage plan following the Master/Pilot
exchange and agree these with the Master and Pilot.
The Pilot Cards:
1-SF/MRS/207 Pilot Information Exchange Part A and
2-SF/MRS/208 Pilot Information Exchange Part B
must be completed.
4.4.4 Predictor
The Predictor function, if available, may be used when deemed necessary. The Predictor can be
described as the own ship projected ahead in Time. When the Predictor function is activated, a copy of
the own ship contour is displayed.
The prediction is normally based upon the Heading, Log, COG, SOG and the Rate of Turn, although
this is dependent upon the ECDIS in use.
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It is of use for gauging time and distance to dangers and obstructions, and to gauge the effectiveness
of turns.
However, it is only a guide and does not replace the need to verify progress of turns by visual means.
4.4.5 SCAMIN
SCAMIN is an attribute allocated to features within an ENC that defines the minimum (smallest) scale
at which they 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.
If the ECDIS is fitted with SCAMIN and allows selection of SCAMIN off/on then:
 The system must be set to operate with SCAMIN OFF for appraisal, planning and review phases
to ensure all information is seen.
 SCAMIN must be selected ON for execution and monitoring of the Passage Plan in order to
reduce the effects of an over-crowded display.
The Master, the Navigating Officer and OOWs must make themselves fully aware of this or similar
function as may be available on the ECDIS equipment installed.
4.5 Passage Plan Evaluation

On the completion of the Voyage, a debriefing of the Passage Planning shall be carried out by the
Master with the Bridge Team. The Evaluation of Passage Plan must be sent to the Head Office.
5.0 ECDIS Safety Settings
Guidance on settings and configuration of ECDIS given in this section does not affect the Captain's
prerogative to augment or reduce safety settings as the navigational situation dictates, with suitable risk
management measures and supervision in place.
Such deviations from standard practice are to be stated appropriately in the Passage Plan and/or
Master’s Bridge Order Book.
It is Company policy that all ECDIS safety settings are to be appropriately planned and set at all times
during voyage execution.
All settings must be assessed and documented for each leg in the Passage Plan.
This includes:
 Safety Contour;
 Safety depth;
 Cross Track Distance;
 Look-ahead settings.
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5.1 Alarms and Warnings

As per IMO ECDIS performance standards there are five mandatory alarms (indicated by audible
means or audible and visual means indicating a condition requiring attention) are:
 Crossing safety contour
 Deviation from route
 Positioning system failure
 Approach to critical point
 Different geodetic datum.
The OOWs including the Master must be fully familiar with the alarm and warning features of the
installed ECDIS equipment. The manufacturer’s User Manual must be consulted.
In an ECDIS an “alarm” is an audible and visual alert which requires immediate attention. An
“indication” is an alert which is visual only.
An ECDIS alarm or indication will also be generated as the Vessel approaches a danger to navigation.
These are defined not only as when the Vessel crosses the safety contour but also when the user-
specified- look-ahead touches one or more specific ENC features.
The Navigating Officer must not rely solely on automated monitoring alarms being generated by the
ECDIS.
He must undertake careful visual inspection throughout the entire voyage to confirm that the route and
any deviations from it, is clear of dangers, and that the sensors are providing an accurate fix of the
Vessel’s position with respect to charted features and the view from the bridge at all times.
The OOW must evaluate every alarm on the ECDIS prior to accepting / cancelling it. Every alarm
which is unexpected must be investigated and if there is a doubt then the Master is to be informed
immediately.
Any alarm associated with possible malfunction of the equipment which cannot be resolved must be
brought to the notice of the Company immediately.
The “Silent Mode”, if available, deactivates the audible alarms from the ECDIS and shall be used
when the ECDIS is not required (i.e when the Vessel is alongside a harbour).
The “Silent Mode” must never be used under any other circumstances different from the above, like
to reduce alarm fatigue, and especially during Passage Plan execute and monitoring. It MUST be
deactivated prior to the Vessel’s departure from the berth.
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5.2 Safety Settings

The Safety Contour, Safety Depth, Anti-Grounding Cone / Safety Frame and other safety functions in
ECDIS make a significant contribution to the Vessel's navigational safety.
It is important that these functions are configured correctly, in order to warn the OOW if the Vessel is
approaching shoal waters or other hazards to navigation so that timely action can be taken to avoid
them.
Determination of the Safety Depth and Safety Contour required to give the necessary Under Keel
Clearance (UKC) is the responsibility of the Master and must be in compliance with the Company’s
UKC policy set out in Section 3 of this Manual.
5.2.1 Safety Depth

Safety Depth is a value set to detect depths that are a danger to navigation and the value must be
determined by the formula given below.
Once the value has been set the ECDIS will then use this value to control the display of the sounding
information contained in the ENC data.
Any sounding with a value equal to, or less than, the set Safety Depth value will be displayed in bold
to make them more prominent.
The formula for calculating Safety Depth is given below:

Safety Depth = Draught + Minimum UKC + Squat + CATZOC Depth correction - HoT (Height of Tide)
CATZOC Depth correction and Height of Tide will not be added in the Safety Depth and Safety
Contour Formula, when the charted depths are more than 50m.
For a detailed explanation on Safety Depth reference must be made to the latest edition of NP231
“Admiralty Guide to the Practical Use of ENCs”.
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5.2.2 Safety Contour

The Safety Contour is one of the most critical safety settings used in ECDIS and must be set and
adjusted so as to always be appropriate to the type of navigation (e.g. ocean, coastal or pilotage).
The intended route and the XTD corridor must always remain clear of the Safety Contour.
The Safety Contour value distinguishes between safe and unsafe water and generates alarms and
warnings against the planned and monitored route.
The Safety Contour which must be always set is highlighted on the ENC chart with a bold line.
The Master must ensure that during ocean passages the Safety Contour settings takes into account the
lowest possible height of tide during the voyage (normally Lowest Astronomical Tide), the deepest
draught of the Vessel during the voyage (considering fuel state, pitch and roll and squat) and a suitable
safety margin (to take into account anomalies such as the effect of weather, inaccuracies in charting or
navigation).
During coastal or pilotage navigation the Safety Contour calculation must take into account the Safety
Depth using the precise time the Safety Contour will be in force for and the lowest tidal height for this
period, squat at the planned speed, the Vessel's current draught and any effects of the current/ expected
weather conditions.
The Master and the Navigating Officer must ensure that the above more precise Safety Contour will
only be valid for the time period used in the calculation. This must be borne in mind if the Vessel
encounters a delay / advancement when using the Safety Contour.
The formula for calculating Safety Contour is given below:

Safety Contour = Draught + Minimum UKC + Squat + CATZOC Depth correction - HoT (Height of Tide)
CATZOC Depth correction and Height of Tide will not be added in the Safety Depth and Safety Contour
Formula, when the charted depths are more than 50m.
If the exact value entered into the ECDIS as Safety Contour is not available in the ENC, the ECDIS
will then display the next deeper contour as the Safety Contour. This must be confirmed by visual
inspection. For a detailed explanation on Safety Contour reference must be made to the latest edition
of NP231 “Admiralty Guide to the Practical Use of ENCs”.
For “Navigating across the Safety Contour”, reference must be made to the method detailed
elsewhere in this section.
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5.2.3 Cross Track Distance (XTD)
The value of the Cross Track Distance (XTD) must be assessed by the Navigating Officer for each leg
of the voyage and it must be recorded in the Passage Plan.
The OOW must appreciate that the route check function will only highlight hazards within the intended
footprint of the XTD. Alerts will not be activated for any navigational hazards outside of the XTD
distance lines. The navigation officer with the approval of the Master must set XTD to a realistic
distance for the various legs of the route to take into account the nature of the environment and expected
possible deviations, and collision avoidance. For example, on approaches to port the XTD may be
confined to 185 metres (1 cable) or the width of a buoyed channel, and when in open sea the XTD must
be as wide as possible so that wider navigating area is scanned for navigational hazards. The parameters
set must be approved by the Masters.
5.2.4 Look-Ahead Setting (Guard Zone)

Setting the appropriate length of guard zone is extremely important as it gives the OOW time to
investigate the Look-Ahead alarm so that appropriate action can be taken before the potential hazard
is reached.
The “Look-Ahead” range must be used for:
 Approaching boundaries of prohibited areas
 Areas where special conditions apply
 Crossing a Safety Contour
 Proximity to danger
In all cases the Navigating Officer must calculate and insert into the Passage Plan the length of the
guard zone to be used based on the likely maximum speed over the leg.
The setting will differ significantly between pilotage, coastal and deep water navigation and will be
partly dependent on the Vessel’s dynamics and circumstances.
The “Look Ahead” values must be amended to reflect the planned speed of the Vessel on a given leg
and the proximity to the safety contour or other alarm feature.
Authorisation to modify OR turn off the Anti-Grounding Cone / Safety Frame to best support the
execution of navigation must be done with the approval of the Master and recorded in the Deck
Logbook when it occurs.
RECOMMENDED SETTINGS
Confined waters/Pilotage Very short setting of 1 minute to 5 minutes
Coastal Waters/ 5 minutes to 15 minutes
Open sea waters 30 minutes to 1 hour
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Some ECDIS have functionality for the operator to define the sector width or angular vectors ahead of
the Vessel that defines the area to be searched for dangers, safety contours and warning areas.
Within a tight channel Narrow safety sector down to 1 x beam or 5-10 degrees.
Mid ocean Wider safety sector 30 degrees or 10 x beam at its farthest limit.
5.3 Other ECDIS Settings

5.3.1 Shallow and Deep Contour
The Shallow and Deep Contours are not “alarmable” and as such are for information purposes only.
The shallow and deep contours are utilised when the multi-colour (four color) depth display is selected.
The area between the 0m contour and the shallow contour is colored dark blue, the area between the
shallow and safety contour is colored light blue, and the area between the safety contour and the deep
contour is colored grey.
This allows the gradient of the seabed to be graphically displayed. All the area between the 0m contour
and the safety contour is also hatched.
The Shallow Contour must be the same as the Vessel’s static draught.
The Deep Contour must be set to the value of twice the Safety Contour.
Shallow and deep contours are utilised when the multi-colour depth display is selected.
The shallow contour cannot be set less than the Vessel static draught thus in cases the procedure for
crossing the safety contour is implemented two colour depth display must be selected.
The Shallow and Deep Contours provide the following:

 Shallow contour - shades the area from the shallow contour to zero depth.
 Deep contour - shades the area below the deep contour (above is white).
 If all Contours are correctly configured, the following depth information is shaded and
distinguishable from each other:
 Zero to Shallow contour (dark blue).
 Shallow contour to Safety contour (light blue).
 Safety contour to Deep contour (light grey).
 Greater than Deep contour (white).
If “Four Color” is not selected then “Two Color” are automatically used and this has the effect of
displaying depth in two colors only:
 Zero to Safety contour (blue).
 Greater than Safety contour (white).
The Two Shades setting is of benefit to the OOW when navigating using the dusk or night palette as
the contrast between safe and unsafe water and ARPA and AIS targets is improved.
When navigating in coastal waters the two colour presentation must be used.
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5.3.2 Isolated Danger Symbol
For a detailed explanation on Isolated Danger Symbol reference must be made to the latest edition of
The ECDIS uses the value of the Safety Contour to determine how to display submerged features such
as wrecks, rocks, and other types of obstructions such as wellheads, fish havens etc. which may pose a
danger to navigation.
A prominent symbol, shown below, is displayed where one of the above features is known to have a
depth less than or equal to the Safety Contour value entered by the Navigating Officer, and the feature
is in deeper waters beyond the Safety Contour located in otherwise 'safe waters'.
The Isolated Danger symbol is only applied to wrecks, rocks and obstructions that are submerged. It is
not applied to soundings.
The OOW must be aware that some ECDIS types allow display of the Isolated Danger symbol for
submerged features which reside in the 'unsafe' shallow waters within the displayed safety contour, and
which are known to (or may) have a depth less than or equal to the safety contour value entered by the
user.
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This extended use of the new symbol may be the standard method of operation for some ECDIS types,
whilst others offer this as an option which can be switched on or off.
The Master and the OOWs must be aware of how the ship specific ECDIS equipment uses the Isolated
Danger symbol, and how the various ECDIS settings affect this.
Isolated dangers in safe water must be displayed and must be avoided. Where the ECDIS allows,
isolated dangers inside the safety contour, must be selected ON and checked by visual inspection.
The ECDIS “Pick Report” function must be used to get additional information on the depth and the
nature of the obstruction.
6.0 Warnings on ENCs
6.1 Temporary & Preliminary Correction (T&P)

Not all ENC producers include Temporary and Preliminary Notices to Mariners (T&P NM) in their
ENCs electronic updates.
The Admiralty regularly publishes a list that confirms status of T&P NM in the ENCs that are available
in Admiralty Vector Chart Service and the Admiralty ECDIS Service.
If Vessel is using electronic charts issued by a country, which as per the table, does not include T&P
notices on ENCs issued by them then T&P NM must be obtained from weekly Notices to Mariners and
plotted on the ENC charts manually.
The Master, when required, must ask the Company for the latest list of countries.
6.2 Admiralty Information Overlay (AIO) and T&Ps

The Admiralty Information Overlay contains all T&P NM and additional preliminary information that
is specific to ENCs, such as reported navigational hazards that have been incorporated into paper charts
only.
The Overlay is designed to be displayed on top of standard ECDIS chart display.
All Admiralty T&P NMs that are in force are included in the Overlay.
Each NM is displayed as a simple red polygon (usually rectangular) with re-hatched fill which indicates
the area affected by the NM.
Each NM number that is used in the Admiralty Notices to Mariners Bulletin.
The full text of the NM is included as an associated test file which can be displayed by selecting the
“Temporary Notice to Mariners” or “Preliminary Notice to Mariners” feature in the ECDIS Pick
Report. Any associated diagrams can also be viewed through the Pick report.
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6.3 EP NMs- ENC P (EP) NMs

EP NMs- ENC P (EP) NMs contain additional information that is specific to ENCs and cannot be
published as 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.
The full test of the NM can be viewed in the ECDIS Pick Report against the Information attribute.
Where additional information is needed to explain the NM an associated picture file displays an image
showing the ENC superimposed over the current paper chart information.
The Admiralty Information Overlay, received on board in weekly bases through e-Navigator Planning
Station. Also is contained in DVDs that are supplied by the approved distributor every one month.
The AIO updates (CD) must be installed in the e-Navigator Planning Station and then following the
relevant instructions available onboard, the AIO updates must be extracted and installed into both
ECDIS terminals.
T&P corrections (AIO) must be obtained on a weekly basis by email.
A new edition of the Overlay is also issued by the UKHO every 6 months which consolidates all the
updated data into a base data set and must be installed into the planning station and then extracted for
installation into ECDIS terminals.
It must be noted though that with the use of the new CAES and CEES databases the EPs appear on the
ECDIS screen of Vessels with C-MAP.
Relevant information must be recorded in SF/MRS/221 “ECDIS Weekly Update Log”.
6.4 Temporary and Preliminary (T&Ps) Notices on C-Map

C-Map T&P layer is similar to the AIO.
The C-Map T&P layer is compatible with the latest ECDIS software. For the National Hydrographic
Offices that have T&P service in place, those transmitted automatically and are received onboard
during the weekly updating via email or earliest (i.e. prior arriving in port).
The Navigating Officers must know that not all ENC producers include Temporary and Preliminary
(T&P) Notices to Mariners (NMs) in their ENCs.
Therefore an updated list showing the confirmed status of T&P NMs in the ENCs that are available in
AVCs will be regularly sent on-board and must be kept in file.
This table list includes the Producer Country, Producer Code and whether the T&P NMs are included
in the ENC or not and whether the ENC producer issues T&P NMs for either paper or digital charts.
There are many hydrographic offices that issue T&Ps as corrections (not displayed as a T&P Notice)
since they state that additional layers are intended for other types of information.
T&P Notices received through weekly Notices to Mariners must be manually inserted as “manual
updates” or “user charts” on ECDIS when the T&Ps are not included in the layer or as updates.
In order for the manual updates to be shown on all workstation (both ECDIS units) the ECDIS must be
in multi-workstation mode/synchronized (no single).
Whereas when T&Ps are entered on ECDIS as “user charts” they are connected with the route.
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T&Ps may be viewed in Oceanview program since Jeppesen T&P service (simple layer without adding
official data to the charts but only applying T or P indications-text on top) is compatible with the
Oceanview software.
However this does not relieve the OOWs of the responsibility to manually update the ENCS on ECDIS.
In view of the above the Navigating Officers must compare the T&P on ECDIS with the weekly NMs
and those on Oceanview or the list provided on a weekly basis by CMap and ensure that every T&P
within a range of 50 Nautical Miles on either side is inserted manually following ECDIS maker’s
instruction manual as manual updates or user charts.
Cross-checking is applicable for AVCS and C-MAP users.
6.5 NAVTEX
This section must be read in conjunction with guidance on “Navigational Warnings” elsewhere
in this Manual.
When the NAVTEX equipment is not interfaced with the ECDIS the relevant NAVTEX warnings must
be plotted manually in ECDIS.
Records to be maintained and updated as warnings are cancelled.
Where NAVTEX has been integrated with ECDIS, on receipt of a NAVTEX message it is
recommended that the OOW conducts the following:
 Initials the paper printout to indicate that the message has been read.
 Plots the NAVTEX information at the coordinates as required and indicates it on the printout.
 Allocate a “Danger” attribute if necessary.
 Assess the effect on the route, informing the Master and other OOWs as required.
 Protect the message as required to prevent deletion.
The OOW is to ensure that, where NAVTEX is integrated with the ECDIS, the following have been
configured correctly:
 Station identifiers (relevant to current and future requirements).
 Subject identifiers (relevant to current and future requirements).
 Outdated information is deleted appropriately.
 NAVTEX data is selected for display.
 Area alerts are configured with regard to NAVTEX information.
6.6 NAVAREA Warnings

All NAVAREA warnings which are relevant to the voyage received via INM-C must be manually
plotted in the ECDIS.
OOWs must ensure that warnings plotted are within the 50 nautical miles either side of the route.
7.0 Display Configuration
7.1 Radar Information Overlay (RIO)

In coastal areas, the occasional overlay of radar picture over the ENC will give a quick visual
confirmation of positional accuracy. Excessive or continuous use of RIO on ECDIS may lead to
important navigational information on the ENCs to be “masked” by the overlay.
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Radar Information Overlay is not a mandatory function and where the radar is interfaced with the
ECDIS the OOW must be aware of the systems limitations such as:
 The overlay may clutter the ENC and thus hide important navigational information or hazards.
 Radar beam width and pulse limitations limit the ECDIS accuracy.
The RIO function must be used cautiously and the radar must be kept as radar and the ECDIS as the
ECDIS i.e. as an anti-collision and anti-grounding tool respectively.
The overlay must be deactivated as soon as the overlay function is no longer required.
Non-coincidence may occur in any or all of the following ways:

 Fixed offset: the radar picture is displaced so that all targets are moved by the same amount
and in the same direction. This is an indication of a datum discrepancy between the ENC and
the GPS position. The error may be in either or both.
 Rotational offset: the radar overlay image is rotated from the corresponding ECDIS image.
The effect is most noticeable at the outer edge of the display. This may indicate misalignment
of the radar scanner with the radar heading line, or a gyro error.
 Progressive offset: the radar image progressively expands or contracts with distance from the
centre of the display: This indicates a fault in the radar time base.
Radar overlay is also useful to:
 Identify targets observed on the radar,
 Identify anomalies with floating aids to navigation (e.g. buoys out of position)
Radar overlay must not normally be left on, as it can obscure important data on the ECDIS.
7.2 ECDIS Display – Colour Palettes
For a detailed explanation on ENC display properties reference must be made to the latest edition of
The ECDIS display has multiple colour palettes to enable it to be tailored to differing lighting
conditions.
The ambient lighting on the bridge varies between the extremes of bright sunlight, which washes out
information on the display, and night, when the light emitted by the display has to be low enough that
it does not affect the mariner’s night vision.
Because the ECDIS display uses emitted light, compared with reflected light for the paper chart, ECDIS
must switch to a negative image of the chart at night, using a dark background in place of the white
background of the paper chart, in order not to impair night vision.
Three (3) predefined different colour schemes are therefore provided:
 Day (white background)
 Dusk (black background)
 Night (black background)
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7.3 ECDIS Display Day/Night

The colour palette must be configured by the OOW to suit the environmental conditions so that charted
information, in particular safety critical information, is not hidden or difficult to see.
ECDIS equipment has the option of two-colour shading and a more detailed, four-coloured option. To
support the four-colour option ECDIS allows the user to set Shallow and Deep Water Contours in
addition to the Safety Contour.
Since the four shades setting reduces the contrast difference between adjacent depth areas it may make
it more difficult to distinguish between safe and unsafe waters under certain lighting conditions,
particularly at night.
When navigating during daylight the ECDIS must be set to four depth shades and at night it must be
set to two shades.
7.4 ECDIS Display Configuration

The ECDIS operator is able to control the level of chart detail displayed by using the three different
display modes that are available on all models of ECDIS.
7.4.1 “Base” Display

It is the minimum level of information which has to be displayed at all times. It is NOT indented to be
sufficient for safe navigation. Some ECDIS do not allow the mariner to reduce the level of information
show to the “Base” display (i.e. FURUNO FEA and FMD) however there are other ECDIS that allow
modifications (i.e. Maris ECDIS 900 MK10).
7.4.2 “Standard” Display

It is the display mode that the ECDIS must use when it is first switched on, and it must be possible to
return to this display mode by a single key press.
Under normal circumstances, this must be considered to be the minimum information that must be
displayed at all times.
Depending upon the route requirements this is the starting point from which the Navigating Officer
can modify the display by adding relevant information.
7.4.3 “All” Information or Other

The display mode presents all the information available in the ENC data.
The ECDIS display is likely to be much cluttered when this mode is used, particularly if there is a lot
of textual descriptions or magenta information symbols on display.
7.4.4 Important Information/Guidance

The “standard” display mode does not show all seabed features, including submarine cables and
pipelines. The OOWs must therefore familiarise themselves with the “custom” display options of the
ECDIS to ensure the display can be configured safely.
It is recommended that the Passage Plan includes a list of the settings required for each phase of the
voyage.
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The additional features listed in the standard display mode must not switched off , especially when
undertaking a voyage, unless failing to do so would result in a dangerous level of clutter that cannot be
safely avoided by other means such as changing display scale or the ENC cell that is loaded.
7.4.5 Display mode during passage planning

Standard Display and ALL information or All Other (1 and 2) (depending on Makers terminology).
7.4.6 Display mode during passage execution

Standard Display and the most important information selected by other pages (1 and 2).
Exemptions:
The Navigating Officer may remove feature classes from the standard display during voyage
monitoring to improve clarity ONLY in exceptional circumstances provided that this is properly
assessed.
7.4.7 Modes of Presentation

There are two (2) modes to display own ship’s motion on ECDIS i.e
 True Motion ( TM)
 Relative Motion ( RM)
Whether “True Motion” or “Relative Motion” is used, there is no need to reset the chart area
manually. This is done automatically. “Relative Motion” is the recommended presentation.
7.4.8 Display Orientation

Whilst ECDIS has the capability of displaying the navigation picture in orientations other than North
Up, such as Route Up, Course Up, the ENCs are compiled for the North UP situation.
To avoid confusion, display settings must be made common across all equipment on the Bridge during
monitoring.
North-Up is the recommended orientation.
8.0 Administration and Records
8.1 Backup Procedure

The Navigation Officer is responsible for backing up Routes, Additional Information, Manual
Corrections, Logbook and other relevant ECDIS data so as to de-clutter the hard drive of the ECDIS
and also to serve as a readily available record in the event of ECDIS failure, loss of data or inadvertent
deletion of data.
8.2 Availability of Records

The introduction of ECDIS, its carriage and training requirements has brought with it requirements to
provide evidence of compliance, particularly for port state control inspections.
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The Master must ensure that in addition to any other documentation as required by the Company the
following must be readily available on board for inspections:
 Type approved documentation stating ECDIS complies with IMO standards.
 Generic ECDIS training certification, as per Flag State requirements.
 Flag State recognized “Type specific” ECDIS training certification.
 ENC used for the intended voyage are from the latest official editions.
 ECDIS updating records.
 ECDIS training and familiarisation records.
In addition, the Navigating Officer must maintain the following records up-to-date:
 Record of system updates installed on all systems.
 Record of manual corrections maintained in SF/MRS/222 “ECDIS Manual Correction Log”
 Record of chart spot checks on all systems.
 Chart correction Log NP133a for paper charts.
 Receipt and installation of any new Licenses or Permits.
8.3 ENC and ECDIS Maintenance Record (ENP 133C)

The purpose of the NP133C is to provide the Navigating Officer with an easy method for managing
and maintaining all ENC data received and applied to the ECDIS. It also provides an authoritative
document to assist in the auditing and inspection of ENCs and their updates and must be maintained
by the assigned Navigating Officer.
It is the responsibility of the Master to ensure that the records are maintained and updated at all time.
The Record Book is divided in eleven (11) sections as per Version 2.0 as follows:
1. Digital Chart Service Certificate.
2. Schedule A.
3. ENC Status.
4. Temporary and Preliminary Notices to Mariners and ADMIRALTY Information Overlay status.
5. Important Service Notices (the README file).
6. Section VIII of ADMIRALTY Notices to Mariners.
7. Cancelled and Withdrawn ENCs.
8. Guide to ECDIS audits and inspections.
9a) ECDIS Installation.
9b) Maintenance of ECDIS – Software
10) ECDIS Familiarisation Training
11) Maritime Cyber Risk Management
This record is designed to be usable with any ENC service but some of the terms used are specific to
ADMIRALTY services.
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8.4 ECDIS Data Recording

ECDIS automatically records voyage data during use, the settings for which must be configured as
required to provide a picture as comprehensive as possible of the past track of the ship.
There are some ECDIS models that allow the recording time to be set by the user. In these models the
recording interval must be set to 24 hours.
Navigational data must never be played back on the bridge ECDIS while under way.
The Navigating Officer must back up Log data for archive purposes on a monthly basis.
The Logs are to be copied to CD, clearly labelled sequentially and kept on board until called for. In the
event of a navigational incident, the relevant “Playback Files” must be immediately backed up,
extracted and sent to the office.
8.5 Manual Corrections

ECDIS allows the operator to create and display additional S-52 objects as Manual Corrections on the
chart, in the same way that annotations would be made on a paper chart for in force Navigation
Warnings, T&Ps etc.
Manual Corrections may be applied to both ENCs and RNCs and may be interrogated, edited, moved,
deleted and copied to disc as appropriate.
However, on most systems, Manual Corrections are not removed following an update. Therefore, the
OOW is to ensure that the “SF/MRS/222 ECDIS Manual Corrections Log” is kept of all Manual
Corrections input into ECDIS so that information no longer valid can be deleted.
The Master is to ensure that all operators understand the process of logging Manual Corrections.
Temporary Chart updating is also enabled/available on ENCs and must be used by the Bridge Officers
in order to temporarily update the ENCS with Navigational Warnings, EGC, Navtex messages, weather
warnings and any other information the Master or the OOW deems necessary.
User Charts function or equivalent, basis the nature of the information that has to be available to the
OOW and displayed on ECDIS is suitable too.
It is the responsibility of the OOW to annotate the charts with the required information while the Master
has to verify that important information is displayed.
8.6 Virus Protection-Cyber Security Measures

ECDIS does not have virus protection and are therefore prone to attack. An infected ECDIS could lead
to catastrophic failure of the system.
To prevent a harmful virus infecting ECDIS, it is crucial that the below controls are implemented.
 Use of USB is restricted to a single USB dedicated for ECDIS/ENCs updating, which is only
to be used within the LAN.
 Updates/ENC data are received through email directly by the UKHO and C-Map thus only
attachments included in emails sent by these trusted senders will be loaded in the dedicated
USB sticks/media.
 USB sticks and CDs must be virus checked prior to inserting into ECDIS.
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 Access to USB ports on ECDIS is controlled via USB port locks which block and secure ECDIS
from attaching un-authorized USB sticks.
 Prior updating ECDIS/ENCs, it must be verified that the route is backed up on an external
media and saved on both ECDIS. The ECDIS must be updated one by one, not synchronised.
The secondary/backup ECDIS must be updated first and once it is verified that the ECDIS
functions properly, both in navigation and planning mode, then the Bridge Officer may proceed
with the updating of the primary ECDIS as well.
The Master is to ensure that all OOWs are briefed accordingly.
Trusted senders:
updates@enavigator.ukho.gov.uk
ADPMailGateway@UKHO.gov.uk
sales@ecdis.gr
updates@c-map.no
9.0 ECDIS operating with Edition 4.0 of the IHO Presentation Library (Annex A to S-52)
An ECDIS type approval certificate showing conformance with tests in edition 4.0 of IEC 61174
demonstrates that the ECDIS does not have any of the identified ENC display anomalies.
For a graphical way to establish the ECDIS is correctly displaying the new symbols introduced in IHO
S-52 Presentation Library edition 4.0 the OOW must check ECDIS Chart 1.
ECDIS chart 1 is a legend of the entire set of symbols that may be used within an ENC, it is installed
on all type approved ECDIS systems.
The document “Checking the IHO S-52 Presentation Library edition 4.0 in ECDIS” is uploaded in
relevant job in ERP.
10.0 Emergencies
10.1 Man Overboard

In the case of a Man Overboard (MOB), the MOB icon or shortcut key is to be pressed on all systems.
This initiates the input of a reference point in ECDIS, and a constant range and bearing from the ship
is provided.
If the MOB is not being tracked visually, ECDIS must be used to direct the lookout bearing, although
the position of the MOB may not take into account Set and Drift (system dependent).
Any time delay between the MOB entering the water and activation of the MOB marker must be
established as quickly as possible.
It may be possible to offset the location of the MOB marker (system dependent).
If visual contact is lost and / or there has been significant delay in activating the ship's MOB marker,
the OOW must estimate the likely position of the MOB against the primary Vessel track history. The
position of the MOB can then be offset to this new position (system dependent).
Note that the MOB function may not provide a prediction of set and drift and as such tidal information
must be known to the OOW.
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10.2 GNSS Failure

ECDIS is capable of working efficiently without GNSS following a loss of signal or jamming. In the
event of such a failure, the OOW must know instinctively what actions to take.
As a minimum, the following is to be conducted in the event of GNSS failure:
 Call the Captain.
 Read and Acknowledge the Alarm, identifying the failed sensor.
 Select the Secondary position fixing sensor, if not automatically selected/changed.
 If GNSS is unavailable, select DR or EP mode, if not automatically selected.
 Independently fix the ship using Visual and Radar means.
 Identify other equipment that may be affected by the failed sensor.
 Instigate defect rectification.
 Amend the ship's Route as necessary.
 Change to watch condition B.
 Change steering mode to MANUAL.
 Alter the course towards to safe waters.
 Carry out Risk Assessment as per Company procedures.
 When the Primary Position Fixing System is restored, correlate with RIO and other means and
inform the Captain and Navigator.
10.3 ECDIS Failure

There is always a chance of ECDIS failure and the OOW must know instinctively what to do in such
eventuality.
As a minimum, the following is to be conducted on all systems in the event of an ECDIS failure:
 If a single unit failure, use the second system, inform the Master and instigate defect
rectification.
 In the event of a power failure and both systems revert to UPS supply, consider a controlled
shutdown of one and inform the Master.
 In a timely manner to coincide with the expiry of the UPS on the first system, restart the second.
 On restoration following a power failure or uncontrolled shutdown of the system, confirm that
there are power supplies to each system.
 Anti Grounding Cone.
 Safety Depth.
 Safety Contour.
 Velocity Vector.
 Units
 Chart Priority.
 Chart Autoload.
 Check that the Primary and Secondary position sources are selected and working correctly.
 Confirm that the heading source is selected and working correctly.
 Confirm that RIO is operating correctly.
 Check current position.
 Verify that own Vessel shape is correct and that the ship is aligned to ship's head.
 Conduct Alarm self test.
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11. Record
Passage Appraisal and Planning NAV/SECTION 5/ SF/MRS/205
Electronic Passage Plan Checklist NAV/SECTION 5/ SF/MRS/205A
ENCs –E-Pubs & Chart Management Tools Info NAV/SECTION 5/ SF/MRS/205B
ECDIS Safety Parameters Calculation Sheet NAV/SECTION 5/SF/MRS/205D
ECDIS Management Card NAV/SECTION 5/ SF/MRS/206
ECDIS Weekly Update NAV/SECTION 5/ SF/MRS/221
ECDIS Manual Correction Log NAV/SECTION 5/ SF/MRS/222
ECDIS Configuration Checklist / Check-off Cards NAV/SECTION 5/ SF/MRS/223
ECDIS Familiarization NAV/SECTION 5 /SF/CRW/505A-2
ECDIS Certificate NAV/SECTION 5/ SF/CRW/505A-3

ECDIS failure B-26
Loss of Heading on ECDIS B-26
Loss of position information on ECDIS B-26
Loss of speed information on ECDIS B-26
Vessel navigating in waters with CATZOC D (worse than C) B-69
and U (un-assessed)
Vessel navigating in waters with excluded CATZOC B-27
ECDIS updating while underway B-77
ECDIS software upgrade B-78
ECDIS upgrade G-44
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NAVIGATION IN ICE Eff. Date: 29/02/2020
Contents
1.0 PURPOSE ................................................................................................................................... 4
2.0 MASTER’S ULTIMATE AUTHORITY DURING ICE NAVIGATION ................................ 4
2.1 Reporting of Ice or Extreme Cold Conditions ................................................................................. 4
3.0 PRECAUTIONS WHEN OPERATING/NAVIGATING IN ICE AND SUB-ZERO
TEMPERATURES .............................................................................................................................. 5
3.1 SAFETY MEETING WHEN NAVIGATION IN ICE IS EXPECTED ......................................................... 6
3.2 CHECKS WHEN ICE OR SUB-ZERO TEMPERATURES ARE EXPECTED ............................................. 6
3.2.1 Pipelines ........................................................................................................................................ 7
3.2.2 Valves............................................................................................................................................ 8
3.2.3 Tanks ............................................................................................................................................. 8
3.2.3.1 Ballast Tanks in Empty Condition ............................................................................................. 8
3.2.3.2 Ballast Tanks in Full Condition ................................................................................................. 8
3.2.3.3 Cargo Tanks ............................................................................................................................... 9
3.2.3.4 Other Tanks ................................................................................................................................ 9
3.3 LPG VESSEL- SPECIFIC CHECKS .................................................................................................. 10
3.3.1 Quick Closing Valves ................................................................................................................. 10
3.3.2 Heaters and Vaporizers ............................................................................................................... 10
3.3.3 Gas Detection System Heaters .................................................................................................... 10
3.3.4 Deck Equipment .......................................................................................................................... 10
3.3.5 Compressor Room ...................................................................................................................... 10
3.4 EMERGENCY EQUIPMENT ............................................................................................................. 11
3.4.1 General ........................................................................................................................................ 11
3.4.2 Emergency Generator ................................................................................................................. 11
3.4.3 Emergency Batteries ................................................................................................................... 11
3.4.4 CO2 Rooms ................................................................................................................................. 11
3.4.5 Fixed Powder Stations ................................................................................................................ 12
3.4.6 Muster and Embarkation Stations ............................................................................................... 12
3.5 PREPARATION FOR ICE CONDITIONS ............................................................................................ 12
3.5.1 General ........................................................................................................................................ 12
3.5.2 Emergency Fire Pump ................................................................................................................. 12
3.5.3 Lifeboats and Rescue Boats ........................................................................................................ 13
3.5.4 Liferafts ....................................................................................................................................... 13
3.5.5 Stowage ....................................................................................................................................... 13
3.5.6 Propulsion ................................................................................................................................... 13
3.5.7 Free-Fall Lifeboat Davits ............................................................................................................ 13
3.6 MACHINERY SPACES ..................................................................................................................... 14
3.6.1 Engine Room............................................................................................................................... 14
3.6.2 Bow Thruster Room .................................................................................................................... 14
3.6.3 Hydraulic Pump Room ............................................................................................................... 14
3.6.4 Sea Chests .................................................................................................................................. 15
3.6.4.1 Precautions ............................................................................................................................... 15
3.6.4.2 Normal Operation .................................................................................................................... 15
3.6.4.3 Cleaning Procedure .................................................................................................................. 15
3.6.5 Bilges .......................................................................................................................................... 16
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3.7 MOORING LINES AND MOORING SYSTEMS .................................................................................. 16

3.8 ANCHORS ....................................................................................................................................... 16
3.9 OTHER EQUIPMENT AND SYSTEMS ............................................................................................... 17
3.9.1 Motors ....................................................................................................................................... 17
3.9.2 Electric and Hydraulic Cranes .................................................................................................. 17
3.9.3 Pilot Ladder .............................................................................................................................. 17
3.9.4 Paint Store ................................................................................................................................. 17
3.9.5 Water Tight Doors .................................................................................................................... 17
3.9.6 Electric Load Generator ............................................................................................................ 17
3.9.7 Steering Gear Pump .................................................................................................................... 17
3.9.8 Deck Hydraulic Systems ............................................................................................................. 17
3.9.9 Scuppers and Drip-Trays ............................................................................................................ 17
3.9.10 Air Intakes ................................................................................................................................. 18
3.9.11 Vents: Ballast and Bunker Tanks .............................................................................................. 18
3.9.12 Air Powered Whistles ............................................................................................................... 18
3.9.13 Wheel House adequate heating ................................................................................................. 18
3.10 ACCOMMODATION ....................................................................................................................... 18
3.10.1 General ...................................................................................................................................... 18
3.10.2 Air Condition (AC) ................................................................................................................... 19
3.11 DECK EQUIPMENT AND DE-ICING PROCEDURES ........................................................................ 19
3.12 ADEQUATELY OF STORES ............................................................................................................ 20
3.13 DECK WATCH .............................................................................................................................. 20
3.14 MOORING ..................................................................................................................................... 20
3.15 WORKING IN COLD CLIMATES ................................................................................................... 20
3.16 HEAT BALANCE ........................................................................................................................... 21
3.16.1 General ...................................................................................................................................... 21
3.16.2 Heat Production ........................................................................................................................ 21
3.16.3 Heat Loss .................................................................................................................................. 21
3.16.4 Hypothermia.............................................................................................................................. 22
3.16.4.1 General ................................................................................................................................... 22
3.16.4.2 Characteristics ........................................................................................................................ 22
3.16.4.3 Prevention .............................................................................................................................. 22
3.16.4.4 Treatment ............................................................................................................................... 22
3.16.5 Cold Water Survival.................................................................................................................. 23
3.16.5.1 General ................................................................................................................................... 23
3.16.5.2 Ship Abandonment ................................................................................................................. 23
3.16.5.3 In the Water ............................................................................................................................ 23
3.16.5.4 Frostbite ................................................................................................................................. 24
3.17 FATIGUE ....................................................................................................................................... 26
3.18 WINTER CLOTHING ..................................................................................................................... 26
4.0 PASSAGE PLANNING ............................................................................................................... 28
4.1 SIGNS OF APPROACHING ICE AREA ............................................................................................... 28
4.2 ENTERING INTO ICE ...................................................................................................................... 28
4.2.1 Entering into Ice with Fair Wind ................................................................................................ 29
4.2.2 Entering into Ice against Wind.................................................................................................... 29
4.3 ACTIONS WHEN NAVIGATING IN ICE ............................................................................................ 29
4.3.1 Speed ........................................................................................................................................... 31
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4.3.2 Turning in Ice .............................................................................................................................. 31

4.3.3 Backing in Ice ............................................................................................................................. 31
4.3.4 Stopped in Ice ............................................................................................................................. 32
4.3.5 Beset in Ice .................................................................................................................................. 32
4.3.6 Anchoring in Ice.......................................................................................................................... 32
4.3.7 Reduced Visibility....................................................................................................................... 33
4.3.7.1 Use of Ice- Search light ............................................................................................................ 33
4.4 PILOTAGE / ICE ADVISORIES ......................................................................................................... 33
4.5 TUGS ............................................................................................................................................... 34
4.6 TOWING IN ICE .............................................................................................................................. 34
4.7 PASSAGE ASSISTED BY AN ICEBREAKER OR JOINING AN ICE CONVOY ...................................... 35
4.8 SAILING IN CANADIAN WATERS .................................................................................................... 37
4.9 ENCOUNTERING FREEZING SPRAY ............................................................................................... 37
4.10 ICE DAMAGE ................................................................................................................................ 38
4.11 CONTINUOUS RADAR MONITORING............................................................................................ 39
4.12 OTHER BRIDGE WATCH ACTIVITIES .......................................................................................... 40
4.13 DECK LOG BOOK ENTRIES.......................................................................................................... 40
5.0 ICE PATROL SERVICE ( SOLAS CHAPTER V ) ................................................................. 40
5.1 GENERAL........................................................................................................................................ 40
5.2 ROUTES PASSING THROUGH REGIONS OF ICEBERGS GUARDED BY THE ICE PATROL SERVICE... 41
5.3 GUIDANCE FOR MASTER’S STANDING ORDERS WHEN APPROACHING OR INSIDE ICE LIMITS .. 42
6. RECORD ........................................................................................................................................ 42
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1.0 PURPOSE
Ice navigation calls for special knowledge and precautions even on ice-strengthened Vessels. Ice
damage to Vessels can lead to oil spills, human injuries, property and cargo damage.
The scope of this section is to ensure safe Vessel operations in cold climates and ice covered waters;
and to provide adequate information to the crew regarding working in cold climates.
This procedure provides guidance on Ice Navigation.
2.0 MASTER’S ULTIMATE AUTHORITY DURING ICE NAVIGATION

When navigating in ice or extreme cold conditions, it must be stressed that the Master must exercise
his Ultimate Authority in order to secure the safety of the Crew and the Vessel.
The Master must not be constrained by the Owner, Charterer, the Managers or any other Persons
from taking any decision, which in his professional judgment is necessary, in regards to the above.
Commercial considerations must not prevail over the Master’s Authority and responsibility for the
safety of the ship and its crew, or the protection of the environment.
The Vessel must never be forced against ice.
If, for any reason, sailing or crossing a river is considered dangerous, the pilots must be instructed to
proceed at a safer berth or roads to wait for weather improvement.
It must be stressed that it is better to stop at a safe and convenient place instead of putting the Vessel
and crew at risk.
An ice-zone must not be entered when there is the option of navigating in ice-free water.
If there is a choice between ice-crossing and passing around ice, the latter choice must always be
preferred and if there is a chance to avoid contact with ice, every effort must be made to avoid it.
2.1 Reporting of Ice or Extreme Cold Conditions

SOLAS Chapter V, requires the Vessel’s Master to report the presence of ice or extreme cold
conditions, when encountering any ice, gale force weather and ice accumulation. If the ship has
difficulties in ice, this must be reported to the nearest coastal station.
The Master must issue instructions for monitoring all Advisory Broadcasts and for transmitting
Danger Messages as per SOLAS Chapter V and paragraph for “Distress Messages” of this Manual.
The Master must immediately notify the Company:
 When Voyage Orders are received from the Charterers, instructing the Vessel’s Master to
proceed to areas where ice or extreme cold conditions are encountered or are expected to be
encountered.
 When any of the conditions listed in the above paragraph are encountered.
The Master must:
 Report in detail the exact status of the equipment and stores which are available onboard in
order to deal with the ice and the extreme cold conditions.
 Report regularly on the conditions being encountered, and any injuries, illness, damages or
delays experienced, caused by the ice or the extreme cold conditions.
 Make detailed entries in the Deck Log Book and the Bridge Movement Book.
 Take Photos
 Advise expected extra Bunker consumption due to the cold weather operations, and any
requirements for anti-freeze and Winter Diesel.
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 Advise the Ballast Condition of the Vessel and any intentions regarding Ballasting.
 Verify with the Company that the Vessel is covered by Insurance for the intended voyage.
It is the responsibility of the Master to verify that the following information is readily available for
use, prior to operation in ice:
 Risk management and risk mitigation measures when preparing for and operating in ice
 Principal particulars of the Vessel
 Operating limitations of the Vessel, if applicable, based on the ice classification
 Loading procedures and limitations including any applicable restrictions on carrying
pollutants in tanks and compartments against the hull
 Maximum load condition and distribution and stability criteria.
3.0 PRECAUTIONS WHEN OPERATING/NAVIGATING IN ICE AND SUB-ZERO

TEMPERATURES
There is a misconception that only Ice Class Vessels can enter an ice zone safely and without risks.
Non-ice purpose-built Vessels are also acceptable provided that the standard procedures for
navigation in ice-zones are strictly followed.
This section describes the precautions which must be taken by the the Vessel’s Crew, when operating
in winterized / sub-zero weather conditions.
Reference is also made to the OCIMF publication:

“The Use of Large Tankers in Seasonal First Year Ice and Severe Sub-Zero conditions”.
In order to ensure safe operation during cold weather conditions appropriate safety precautions must
be taken when low temperatures (0oC to -15oC) are expected. Checklist SF/MRS/217A “Master’s
Overall Monitoring Checklist for Navigation in Ice” must be completed.
Fresh water freezes at a steady state of 0°C. However, the freezing point of seawater is not only
lower than 0°C; it also varies depending on the degree of salinity.
As salinity increases, the freezing point becomes lower. In order to freeze and form ice, water must
first be cooled to its freezing point.
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The Master and Officers of the Watch (OOWs) must appreciate that the air temperature alone is not
an indication for icing. The effects of the wind must also be taken into consideration.
3.1 SAFETY MEETING WHEN NAVIGATION IN ICE IS EXPECTED

When extreme cold conditions are encountered or are expected to be encountered, the Master must
hold a Safety Meeting with all the Officers and crew.
Checklist SF/MRS/217A “Master’s Overall Monitoring Checklist for Navigation in Ice” gives the
safety points that must be discussed.
The Master must use the Checklist SF/MRS/217 “Master’s Overall Monitoring Checklist for
Navigation in Ice” in order to coordinate all the activities.
Additionally, the Job Risk Assessment “Navigation in Ice”

must be issued and made Ship and condition specific.
In addition to the Safety Meeting, training specifically addressing Navigation in Ice must be
conducted prior to entering in navigation ice area.
This Training may include:
 familiarization with the existing procedures,
 training on the basis of related publication,
 Computer Based Training etc.
First Aid Carers onboard must review the “International Medical Guide for Ships” in order to become
familiarized with the actions required for Hypothermia and frost bites.
3.2 CHECKS WHEN ICE OR SUB-ZERO TEMPERATURES ARE EXPECTED

When navigation and/or operation in ice is expected, apart from the Master’s checklist, all checks as
per SF/MRS/217 “Navigation in Ice Checklist” must be also filled in.
(Please also refer to Maintenance Manual, Section 2, paragraph 2.8)
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All actions and movements taken, as well as any deficiencies found during the above checks, must be
logged in the Bridge Log Book.
In case the deficiencies cannot be rectified by ship’s crew and need outside assistance, a Defect
Report must be issued and sent to the Office.
The Mariners Handbook NP100 contains information regarding navigation in ice.
Details when navigating in ice will be fully recorded in the Deck Log/Bridge Movement Book.
3.2.1 Pipelines
Particular care must be taken to avoid damages to the pipelines and associated danger to personnel,
caused by the presence of freezing water on the deck, in pipe tunnels and void space pipelines and
fittings.
The Water Systems must be kept circulating if they cannot be stopped and drained.
All unused piping must be blown dry after draining. The steam hoses and hot water hoses must be
ready for de-icing operations.
 All cargo pipelines must be empty and dry.
o The best method to dry the cargo pipelines is to steam them externally and then blow
them with inert gas before Vessel reaches freezing areas.
 All other Deck lines must be drained immediately- if not in use- or after any use.
Deck Lines include, but are not limited to:
o Main Steam pipelines
o Steam Condensate Return pipelines
o Water Wash for Bridge windows.
o Compressed Air lines
o Deck fresh water lines
It must be checked with Terminal to ensure that eyewash facilities and emergency showers
can be turned off and drained and make a contingency plan for this situation, unless steam
heating fittings (steam tracing or similar) are installed maintaining the eyewash and
emergency showers’ water temperature to the recommended level.
 Deck Inert Gas Lines
Steam must be provided on the deck water seal for the IG plant, and it must be
checked at regular intervals.
The P/V breaker liquid must contain antifreeze agents.
 Crude Oil Wash (COW) Lines
If the Vessel is discharging DPP in a low temperature and a stoppage is required,
all lines, including COW lines must be drained to a tank with sufficient ullage.
Failure to comply with this requirement may lead to solidification of the oil in the
lines on the discharge side of the pumps.
o Ballast piping
o The Fire and Foam line must be empty and dry.
o In circumstances where the Fire and Foam lines are required to be pressurised, it must be
ensured that there is a sufficient flow of water to prevent freezing by bleeding water off,
through suitable connections (hawse pipe washing connection and end hydrants).
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o Fire hydrants on fire lines must be kept crack-open. There is a risk that they will freeze if they
are completely closed. In such a case, it will be impossible to use the fire hoses in case of fire.
3.2.2 Valves
 Cargo valves must be crack-open, from time to time, to avoid freezing and damages, whilst
avoiding simultaneously opening valves which could leak to different cargo grades
contamination.
 Pressure Vacuum High Velocity Relief Valves must be frequently checked during cold
weather conditions, in order to ensure that frozen condensate is not affecting the correct
functioning of the valves.
If necessary, water and steam must be used.
When installed, steam tracing system for maintaining PV valves in warm condition to be
utilized.
 Manifold valve filters must be free of ice before connection of the shore arms/hoses.
3.2.3 Tanks
All tanks must be regularly checked to ensure that the pressure is within acceptable limits.
3.2.3.1 Ballast Tanks in Empty Condition

 The Ballast Tanks must be stripped, as much as possible.
 All tank venting arrangements must be cleared to ensure the continuous venting of the tanks
 No ballasting must be carried out without first ensuring that the venting system is operational.
 Small amounts of ballast must be pumped (in and out) in order to avoid any ice accumulation
in the Ballast Tanks.
 Anti-freeze agents must be added to the sounding pipes in order to prevent them from
freezing.
 Excessive stern trim increases the probability of ice sliding under the keel and entering the
sea-bays.
 Heating Coils to be used, if fitted. Same applies for air bubbling system.
3.2.3.2 Ballast Tanks in Full Condition

 The ballast tanks must be kept slack to avoid the upper tank pipes from freezing. The Chief
Officer must ensure that that all the tank vents are clear of ice before de-ballasting, if the
Vessel has sustained freezing spray.
 When the Vessel is in ballast, ballasting must be adjusted in such a way, to ensure that the
propeller is submerged (always as per IMO requirements) without inducing excessive stern
trim that would lead to loss of suction.
 If the Vessel has blocked tank vents, and de-ballasting or shifting of ballast may result in
structural damage.
 Heating Coils to be used, if fitted. Same applies for air bubbling system.
Consideration must be given to keep the Top-side Tanks at 85% capacity.
This allows room for expansion in the event of freezing within the Ballast Tanks.
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In the absence of adequate space for expansion, even a thin layer of ice forming on the inside of the
shell plating may cause structural damage, since the water is not compressible.
Of course, a prudent Master will not wish to transit the North Atlantic in winter with slack tanks, due
to free surface and loss of stability.
Therefore, the tank capacity must be reduced to 85 % just before freezing temperatures are
encountered.
 Topside tanks may freeze because extremely cold air temperatures against the hull, coupled
with high winds, cause the ballast water temperature to drop quickly. Double bottom tanks,
almost never freeze because of the surrounding sea water.
Consequently, temperature loss occurs at a much smaller rate.
 Ballast Exchange in the Gulf Stream
Exchanging ballast is a requirement; if at all possible, ballasting must be carried out in the
Gulf Stream, so that the Vessel has the benefit that it less likely to freeze. The exact position
of the Stream varies continuously, but can be ascertained by monitoring the engine cooling
water intake temperature.
 Inspection of Cooling Water Recirculation arrangements
Ice may cause loss of sea suction, by filling the sea-bays and plugging the sea strainers. A
common practice is to inspect the ballast water arrangements before entering the ice zone, in
order to determine the method of re-circulating the engine cooling sea water internally (i.e
drawing from a ballast tank and returning to that tank).
By this method, the Vessel may steam for an extended period of time, before the ballast water
temperatures are no longer effective in cooling the engine.
Spare water in the aft peak must be kept, in case it is needed for internal circulation (if it is
designed so).
 Inspection of the fixed system installed on the Vessel for freezing prevention of sea chests.
Some Vessels are equipped with compressed air piping installed for this purpose while other
have steam injection. Confirm that the system is in good condition and put it in operation
prior arrival in the ice area.
The Vessel must maintain the deepest drafts possible,

by loading cargo prior to discharging ballast.
3.2.3.3 Cargo Tanks

 Fixed tank cleaning machines must be well drained and their filter clean.
 The Steam cargo heating system must be checked, drained, blown by air and ready for use.
 The Cargo tank hatch covers’ drain channels must be clear and dry.
 If there is heated cargo inside tanks, the water may freeze in the pump wells.
 In Framo Vessels cargo recirculation by using submerged pumps, is recommended.
3.2.3.4 Other Tanks

The fresh water tanks must not be filled more than 90 %, in order to avoid expansion and damages
from ice formation.
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3.3 LPG VESSEL- SPECIFIC CHECKS

3.3.1 Quick Closing Valves
When the QCV are not operable due to the low ambient temperatures, they can still be opened with
the use of a manual hydraulic pump.
In case of an ESD, the valves will shut down by spring or nitrogen pressure, also in cold conditions.
3.3.2 Heaters and Vaporizers

LPG heaters and Ethylene vaporizers on deck will withstand low temperatures.
However, when they are filled with seawater this will freeze and damage the heater or vaporizer.
3.3.3 Gas Detection System Heaters

When the sampling points of the gas detection plant are covered with ice or snow, the air in that area
cannot be sampled.
Any gas leakage in that area will not be spotted by the gas detection plant. The results of that can be
disastrous.
Manual sampling of tanks/voids must be arranged.
The gas detection sampling points must be clear from ice and snow to ensure good operation.
Therefore, the sampling points must be checked regularly and cleaned if necessary.
3.3.4 Deck Equipment

All seawater containing deck equipment must be drained to prevent freezing.
Other deck equipment, such as electric motors; booster pumps and measuring equipment, must be
covered.
Ice accretion and snow must be removed.
3.3.5 Compressor Room

Most of the equipment in the compressor room can withstand low temperatures, because it is
manufactured with this purpose.
However, there is also vulnerable gauging equipment in this room.
This equipment must be shielded away from cold airflow, just like in the engine room.
If the cargo plant will not be used, for example during a ballast trip, some precaution shall be
taken to prevent the seawater systems from freezing.
To prevent the sea cooling water lines to the cargo plant from freezing, these lines can be drained, or
a continuous flow can be maintained.
A continuous flow is the most simple, but this will contaminate the filters and coolers quickly,
especially in shallow waters. Nevertheless, the system is operable immediately, and there is no
chance of freezing.
A continuous water flow is advised when the temperature drops very vast, or very low.
Draining the lines may take some time, and some water, which stays behind in bends, may freeze, but
the cooler and filter will be less contaminated, and there is no pumping energy wasted.
Keep in mind that the drained water may freeze on deck.
If possible, the water must be drained directly overboard.
The compartment heater shall be switched on.
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3.4 EMERGENCY EQUIPMENT

3.4.1 General
The Emergency Equipment on board must always be readily available.
If they are needed at times of emergency, and they will not work, this will only result in a desperate
situation, at which everything can and will go wrong.
3.4.2 Emergency Generator

According to SOLAS, the emergency generator room temperature must be above 0°C.
This can be reached by using a space heater, which is fitted for that purpose in the emergency
generator room.
It must be checked that the space heater is working correctly, and the room temperature is above
zero.
When re-fuelling the appropriate diesel fuel, keep a sufficient ullage in the tank to allow the diesel
fuel to expand when the ambient temperature rises.
The cooling water must be mixed with antifreeze,

and must sustain temperatures of at least -35°C to avoid damage.
 Diesel engine must be provided with winter grade fuel and winter grade lubrication oil;
 Add anti-freeze (-35°C) to the diesel engine cooling water system;
 Compartment vent closed; and
 Keep fuel oil filters water free.
3.4.3 Emergency Batteries

Batteries stored at a low temperature will deliver a lower current, because the chemical processes
evolve slowly, more slowly than at normal ambient temperatures.
Therefore the emergency batteries are provided with a trace heating system. It must be checked that
the trace heating is working correctly.
The temperature at which the battery fluids will freeze is about -40° C.
3.4.4 CO2 Rooms

Carbon dioxide, CO2, which is used in a fixed fire-fighting system, is stored in pressurized bottles.
The pressure in the bottle is the saturated vapour pressure at the ambient temperature.
In conditions with an ambient temperature of 30°C, this is about 72 bars.
In winter condition with, for example, an ambient temperature of -16°C, the saturated vapour
pressure is only 22 bars.
The pressure in the bottle is needed to release to CO2 gas into the confined space.
However, in low ambient temperatures, this pressure is much lower and the filling of the space takes
more time.
According to the Fire Safety Systems code (FSS), 85% of the total amount of carbon dioxide
must be released in the space within two (2) minutes.
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With a low bottle pressure, this will take more time than two (2) minutes, and dangerous situations
may arise.
Therefore the heating in the CO2 room must be switched- on to keep the room temperature above
16°C.
3.4.5 Fixed Powder Stations

The fixed powder -equipment is not affected by cold climates.
The nitrogen, which drives out the powder, will keep sufficient pressure in the bottle, even at low
temperatures.
The minimum pressure needed to drive-out the powder is 12 bars.
The pressure will drop below 12 bars at a temperature of -166 0C, which cannot happen.
Therefore, the fixed powder station will NOT be affected by low ambient temperatures.
3.4.6 Muster and Embarkation Stations

According to SOLAS, the muster and embarkation stations must be readily accessible from the
accommodation and working areas.
This means that it may not be obstructed by ice accretion or snow.
Ice accretion or snow must be regularly removed
3.5 PREPARATION FOR ICE CONDITIONS
3.5.1 General
 The lifesaving appliances, which include the survival craft; the rescue boat; launching
appliances and personal life saving appliances, shall be checked weekly to ensure that they
are ready for use;
 All engines in lifeboats and rescue boats shall be tested weekly, also in cold climates;
 Ice and snow shall be removed as soon as possible.
 All Air intakes and fire flaps shall be checked weekly, depending in the ice conditions
(especially when sea spray ice occurs). In order to prepare for the winter all hinges, moving
parts and rubbers shall be protected against ice.
3.5.2 Emergency Fire Pump

 Space heater on;
 Trace heating on; and
 Compartment vent closed or use a shield.
If the motor of the emergency fire pump is placed forward, the pump to be kept running, if possible,
or as minimum the electric space heater to be operated all the time.
Recirculation/ steam injection or similar means to avoid icing of the respective forward sea chest
must be always utilized to ensure the readiness of pump to start and operate as required.
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3.5.3 Lifeboats and Rescue Boats

 Lifeboat engines must be tested and run on a Daily basis.
 The Lifeboats’ Fresh Water containers must be placed in a protected area to avoid freezing.
 Lifeboats and Rescue (MOB) boats engine preheating to be used, as available.
3.5.4 Liferafts
The life rafts must be ready for immediate use.
The life rafts are inflated by CO2, of which the same accounts as for the fixed CO2 fire extinguishing
system. The raft inflating will take more time than during summer.
3.5.5 Stowage
According to SOLAS, the lifeboat and rescue boat must be in a state of continuous readiness of
operation and launching.
This means that the lifeboat and the rescue boat cannot be obstructed by ice accreditation or frost. If
so, it shall be removed immediately.
3.5.6 Propulsion
According to the LSA, the engine of the lifeboat and the rescue boat must be started within two
minutes of commencing the start procedure.
This means that in winter conditions, the propulsion engine (inboard or outboard) is to be provided
with appropriate winter grade fuel and lubrication oil.
The cooling water, if applicable, must be mixed with antifreeze, and must sustain temperatures of at
least -35°C to avoid damage.
When refuelling the appropriate diesel fuel, keep a sufficient ullage in the tank to allow the diesel
fuel to expand.
If the fuel oil tank was filled to its maximum in cold temperatures, it may overflow in warmer
temperatures.
3.5.7 Free-Fall Lifeboat Davits

The launching ramp for the Free Fall Lifeboat may not be obstructed by ice accumulation or frost.
If so, it must be removed.
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3.6 MACHINERY SPACES
3.6.1 Engine Room

The engine room must not be left unattended in restricted or ice-covered waters.
 Ensure moisture free air for control air, whistle and deck services;
 Reduce ventilation and/or provide shields to avoid direct cold airflow against control and
gauging equipment and small diameter piping systems;
 Reduce the flow of cold outside air into the engine-room spaces by closing down the vent
fans and throttling the dampers;
 With a diesel driven Vessel, the closing of dampers and a reduction in the ventilation will not
create a higher than normal vacuum to build-up inside engine-room spaces.
 Recirculation of the air in the engine-room must be avoided as this will result in a higher
content of aromatic hydrocarbon and noxious gases;
 Keep funnel flaps shut on unused boiler (beware of reverse cold draft);
 Activate seawater recirculation system. Redirect heated seawater from overboard
 discharge lines to low sea chest by keeping overboard discharge valve in near closed position;
 Monitor suction and discharge pressures of seawater pumps and carry out steam injection if
any signs of ice formation are noticed in the sea chests. This is determined by pressure/flow
fluctuations. Steam injection hoses to be kept ready. Open steam to sea chests and overboard
discharge valve, if required;
 Maintain hot well temperature for boiler at 90° C;
 Monitor domestic freshwater pumps as continuous running is an indication of ruptured
piping;
 Circulate freshwater continuously to eliminate any possibility of freezing;
 Keep stern tube cooling water tank slack;
 Keep all steam tracing lines active;
 Oily-water separator to be drained of all water if exposed;
 Oil tank heaters on (keep steam valve cracked open to prevent bursting of pipe).
 Clean diesel oil filters daily to prevent wax accumulation;
 Lube oil and heavy oil purifiers must be run continuous;
 Check ballast pumps, valves, ballast ducts regularly for freezing; and
 Keep an eye on the engine room temperature.
3.6.2 Bow Thruster Room

 Space heater must be turned -on
 Oil tank heater must be turned on
 The compartment vent must be closed or shielded.
3.6.3 Hydraulic Pump Room

 Vessel’s hydraulic systems must be filled with fluid designed for cold weather operation;
 Space heater on.
 Oil tank heater on (if fitted).
 Compartment vent closed or use shield.
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 A light quantity of 70% isopropyl alcohol will remove moisture in hydraulic oil and ease
control mechanisms.
 Hydraulic systems for valves remote operation and for moving the Hose Handling Crane or
winches must be kept running
3.6.4 Sea Chests

3.6.4.1 Precautions
As a general principle, winter cooling system must:
 Maintain essential seawater by using inlets situated as low and as far aft as possible, near
center-line;
 Use diversion arrangements to introduce warm cooling water to seawater inlets and strainers;
 Provide means to manually clear sea inlets of ice blockage by introducing low compressed air
or steam;
 Allow ice and slush, introduced in the system, to float freely away from the pump intakes
without enduing stirring;
 Allow temporary or permanent use of ballast water for two purposes:
 Back flushing of sea boxes; and
 Cooling the engines as a short term solution unless a large quantity is available and
re-circulated.
3.6.4.2 Normal Operation

 Make sure all seawater cooling valves operate freely;
 Use one sea chest at a time, to avoid the possibility of ice blockage in both chests at the same
time;
 Reduce heated water flow overboard, by closing the overboard discharge valve as much as
possible, thereby reducing the cleaning frequency of seawater strainers (use an auxiliary
seawater pump or throttle close the discharge valve of the seawater pump);
 Prepare a chain block and hang it above each strainer cover. Keep necessary tools and
accessories on hand to minimize cleaning time for strainers. Free all cover nuts and test cocks.
 Do not use a seawater strainer without its perforated plate inside. This plate serves as a filter
effectively resisting flow of large chunks of ice into the seawater circulating system that could
block-up coolers and lead to total blockage of the cooling system;
 The seawater inlet valve can be partially stuck open due to ice accumulation
 Examine the emergency bilge suction valve for free operation in case of a problem while
cleaning strainers. Do not pump accumulated oily bilge water overboard.
3.6.4.3 Cleaning Procedure

 If the sea chests are clogged with ice, the following actions must/can be taken.
 Advise bridge when cleaning the seawater strainers.
 Open up either the high or low seawater suction valve that is free of ice.
 Close the inlet and outlet valves of the seawater strainer that is blocked with slush and ice.
 Open the vent valve on the seawater strainer to ensure that the inlet and outlet vales are shut
and tight.
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 Remove and clean strainer.

 Flush ice accumulated in piping and strainer basket by slightly opening the sea inlet valve.
 Reinstall strainer and cover. Sea suction is now ready for re-use, when needed.
3.6.5 Bilges
Water in bilges may freeze, and obstruct the bilge alarms. Therefore, add some salt or antifreeze to
the bilge wells and check regularly if there are still in good working order.
3.7 MOORING LINES AND MOORING SYSTEMS

 The mooring lines must be kept inside the store rooms and taken out only before arrival at the
berth.
 During periods of freezing weather, it may be necessary to run the winches continuously to
prevent serious damage to the motors, pipes etc.
On certain winches, when the brake is applied and the drum is out of gear, the winch motor
still drives the drum shaft. If the wire is under load, this load is transferred to the drum
bearings and the rotating shaft, resulting in eventual wear of the bearings.
Where this is the case, it is preferable to utilize the by-pass valves to prevent damage in cold
weather.
Some hydraulic systems also have a warm-up circulating line.
Reference must be made to manufacturer’s instructions.
 Wire rigging must be re greased with winter grade lubricants.
 The Mooring winches must be tested and run at least ten (10) hours prior to arrival at
port to ensure that they are in good operational order and
 a final test must be made at least three (3) hours prior to arrival at port.
3.8 ANCHORS
 The anchors must not be heaved “all –the-way-up” and must not be fully secured in the
hawse-pipe.
 Especially in conditions where the Vessel is generating freezing spray, the anchors may
freeze in the hawse-pipe and fail to be released.
For this reason, the anchors must be a little lower than the securing position.
The extent of the slack chain of the anchor, usually must not be more than 30 cm (1 foot),
bearing in mind that too loose anchors can cause damage, particularly on Vessels with low
freeboard.
 When the services of an ice-breaker are requested, particular attention must be paid to avoid
the anchors coming in contact with the ice-breakers towing notch.
 Before arriving at the Pilot Station, both anchors must be de-iced and moved up and down “in
gear” to make sure that they are free of ice.
 The anchor wheels must be covered with tarpaulins to prevent them from icing.
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3.9 OTHER EQUIPMENT AND SYSTEMS
3.9.1 Motors
Electric Motors on the deck to be kept running, if possible.
Space heaters on all idle motors must be in operational condition.
3.9.2 Electric and Hydraulic Cranes

Electric and Hydraulic cranes on the deck to be kept running in idle mode, throughout the stay in port
and started twice a day when navigating in sub-zero temperatures.
3.9.3 Pilot Ladder

The Pilot ladder must be kept in a protected area and must be deployed at the last moment, when the
pilot is about to board.
3.9.4 Paint Store

The ventilation on the paint store to be minimized in order to avoid exposure of paint drums to low
temperatures which can cause damage to their components.
If heating can be provided by ducts or other means then to be safely deployed in order to maintain
the room in higher than environment temperature.
3.9.5 Water Tight Doors

All water tight doors must be shut.
3.9.6 Electric Load Generator

When the Vessel is expected to navigate in ice –zones, the Chief Engineer must ensure that the
second generator is on stand-by mode.
3.9.7 Steering Gear Pump

When the Vessel is expected to navigate in ice –zones, the Chief Engineer must ensure that both
steering gear pumps are on line.
3.9.8 Deck Hydraulic Systems

Deck Hydraulic systems must normally be kept running and/or being in recirculation mode unless
specifically designed for cold weather operation.
3.9.9 Scuppers and Drip-Trays

All scuppers must be clear and dry.
All drip trays under manifolds, bunker lines, venting pipes etc are to be clean and free of snow and
ice.
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3.9.10 Air Intakes

Frequent checking must be made by the Deck and Engine Watches to prevent freezing and/or
blocking of air-intakes or flaps by accumulation of ice.
Intakes must be maintained clean and free of snow or ice and flaps must be frequently moved to
prevent freezing.
Additional greasing maybe applied. In case air intakes or flaps are blocked with ice, steam may be
used to unblock.
3.9.11 Vents: Ballast and Bunker Tanks

To prevent deposit of ice and blocking of vents, they must be covered by grease and canvas covers
and always the screen must be maintained free of ice with periodic checks.
3.9.12 Air Powered Whistles

To avoid operation malfunction of the air driven whistle and fog horn at sub-zero temperature, they
must be covered by covers, if practicable, and heat as necessary.
The whistles/horns to be operated frequently (every 4hours) to avoid the ice accumulation, if it is
permitted by safe navigation and/or port regulations.
3.9.13 Wheel House adequate heating

When the Vessel is expected to navigate in ice –zones, the Chief Engineer must ensure that adequate
heating into the Wheel house.
3.10 ACCOMMODATION
3.10.1 General
The primary heating system shall be on when entering a cold climate area.
This shall be backed up by the individual cabin heaters (where fitted).
This helps to insulate the accommodation spaces from the cold and prevents freshwater pipes from
freezing.
It is advisable to cover the portholes and window cavities with polyethylene or Perspex, to provide an
air buffer insulation (where not double glazed or heated).
This is a good contribution towards reducing ice formation on interior surfaces.
Ensure that all double doors to accommodation, doors to stores, passageways, and holds are kept shut
at all times. Keep the accommodation spaces in a state of light pressurisation. The air can be
recirculated, taking care of all of the above.
All steps, decks, walkways and passages into and around the accommodation shall be kept clear of
accumulated snow and ice by regular shovelling and salting.
Coarse salt shall be liberally dispensed on deck walkways, gangways and ladder steps to prevent
slipping accidents.
A sufficient stock of de-icing salt shall be kept on board and readily available for this purpose.
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3.10.2 Air Condition (AC)

In cold climates the AC plant shall also be used to keep the air within the comfort zone.
To achieve this, the air, which can be a mixture of fresh air and accommodation air, can be heated
and moisturized, in order to reach the preferred conditions.
3.11 DECK EQUIPMENT AND DE-ICING PROCEDURES

When accumulated ice is present, it shall be removed as soon as possible.
This requires advance planning. The crew shall remove ice whenever it is safe to be on deck, and
before the ice reaches dangerous amounts.
The safety and health of the crew shall be considered.
Removing icing is a very hard and wet job, and the risks of hypothermia and frostbite are present.
The following tools can be used to remove accumulated ice.
It is wise to keep these in storage in the aft part of the Vessel, in case the forecastle cannot be reached
anymore due to icing.
 Wooden sledgehammers;
 Steel-bladed ice scrapers;
 Straight bottom shovels;
 Spades;
 Picks;
 Brooms;
 Snow shovels
When removing the icing one must keep in mind this is to protect the Vessel from damage.
If accumulated ice is removed in a very aggressive way, this in itself may lead to damage.
Special care shall be taken when removing accumulated ice on cargo equipment.
The quick removal the following equipment shall be prioritized:
 Air vents;
 Mooring winches; and
 PV valves.
When icing is expected there the following precautions shall be considered:
 All deck machinery shall be covered to the degree possible;
 Mooring lines shall be stored inside;
 Store some icing removing equipment on the aft, in case the forecastle cannot be reached later;
 Make sure that there is sufficient salt and sand on board to clear the ice covered passage ways on deck.
For de-icing, the deck Foam Applicators and the Fire Hoses may be used to apply a large amount of
water , in order to remove the ice, provided that the water temperature is more than 10 0C & the air
temperature is above -5 0C.
The above method is the best method for removing the ice, because the water will not damage the
equipment.
If the equipment are still frozen and not operable, even after the ice is removed, then steam must be
applied.
After de-icing is completed, all the fire and butter-worth valves and drains on the main deck must be
drained and left in open position.
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3.12 ADEQUATELY OF STORES

When the Vessel is expected to navigate in ice –zones, the Chief Officer must ensure that there is an
adequate supply of the stores and equipment required such as:
 Non Slip material for the deck (sand or de-icing salt)
 Antifreeze agents (methanol, ethanol, glycol, engine cooling antifreeze)
 Heating Lamps, with associated electric wiring)
 Temporary repair material ( plastic steel, devcon, cordobond, epoxy glues etc)
 Fuel Oil Additives (non-solidifying)
 Winter Diesel for the Lifeboat engines or suitable antifreeze MGO additive.
 PPE and winter clothing.
Also refer to the Risk Assessment D-13 “Working on Deck in Heavy Weather”
3.13 DECK WATCH

During darkness, deck crew must maintain a frequent deck watch over the Main Deck in order to
identify any excessive ice accumulation and to timely take the appropriate actions (i.e. de-icing etc).
At the end of each Deck Watch, a regular checking must be made of the condition of the deck and the
equipment.
The results of these checks must be recorded in the Deck Log Book.
All crew must be aware of the risks of ice falling down from cranes, masts, wires etc.
Nobody must go out on deck and bridge wings without a safety helmet, safety shoes and suitable
clothes for such low temperatures.
3.14 MOORING
Coming alongside in an ice-covered harbour can be a difficult and long operation.
The Vessel shall approach the berth as close to the jetty as possible in order to minimize the amount
of ice between the Vessel and jetty.
Another way to make mooring more easily is to ask the tugboats, if available, to break and remove
the ice among the berth.
3.15 WORKING IN COLD CLIMATES

Apart from the possibilities to suffer frost injuries, there are also other dangers while working in cold
winter climates.
The white reflection from the snow and ice during day light can cause snow blindness.
Therefore, sunglasses shall be worn while working on deck or on the bridge during ice passage.
One must also be aware that operating in cold climates can readily lead to fatigue.
This will be influenced by:
 Low temperatures;
 Noise; and
 Short daylight periods.
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3.16 HEAT BALANCE

3.16.1 General
When the body core temperature is around 37°C, a human can function normally. The heat
production and loss are balanced.
 Hypothermia; the heat loss is bigger than the heat production.
3.16.2 Heat Production

The amount of heat produced in the human body equals the metabolism minus the delivered power.
The metabolism depends on the kind of labour the person is executing.
When executing hard labour much heat is produced.
Shivering is also a way to produce heat.
When suffering from light hypothermia, the heat production can double.
3.16.3 Heat Loss

The body’s heat is lost primarily through the skin and lungs, body heat is lost in four different ways:
 Radiation accounts for 65% of heat loss. The most glaring example is the uncovered head,
which can dissipate up to 50% of the body’s heat;
 Conduction is the direct transfer of heat to a nearby object that is cooler than the body. This is
usually only a small fraction of the heat lost by the body, but wet clothing causes a 20-fold
increase in heat loss from the body, and submersion in cold water increases the heat loss by
32 times;
 Convection occurs when the warm layer of heat near the body is lost by the movement of air,
and the degree of heat loss is dependent on the speed of the wind. For example, a wind of 19
km/h increases heat loss by 5 times;
 Evaporation is the heat lost when liquids are converted to gas.
The evaporation of water cools the body at the rate of 0.6 kcal per gram.
This occurs through sweating and breathing, which together account for about 20% of the
body’s heat loss.
When people are sweating when executing hard work, and take a break, a very intense
cooling takes place, also called after chill.
This can be avoided by making a work-rest schedule at which the workload is just enough to
prevent respiration, or when the sweat evaporates.
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3.16.4 Hypothermia
3.16.4.1 General
Under normal circumstances when wearing adequate protective clothing hypothermia is unlikely to
occur to a healthy individual.
However, in extreme conditions when exhaustion occurs, or when the isolative properties of clothing
are impaired though tearing or wetting from sweat of water, or when the body is immobilised because
of injury, hypothermia is quite likely to occur.
The loss of body heat is the cause of hypothermia. The rate of body heat loss depends on:
 Water and air temperature;
 Wind speed;
 Sea conditions;
 Length of time spent outside;
 Protective clothing worn;
 Body type of the person in case;
 Mental and health status of the person in case;
 Level of alcohol and certain drugs in the person in case; and
 Manner in which the person conducts himself.
3.16.4.2 Characteristics
Feeling cold over a prolonged period of time can cause a drop in body temperature (below the normal
37°C).
Shivering, confusion and loss of muscular control can occur; and can progress to a life-threatening
condition where shivering stops, the person loses consciousness, and cardiac arrest may occur.
3.16.4.3 Prevention
 Dress in layer of warm clothing, with an outer layer that is wind resistant;
 Cover exposed skin: Wear a hat, mittens and a scarf, neck tube or face mask; and
 Keep active.
3.16.4.4 Treatment
 Get medical attention immediately;
 Lay the person down and avoid rough handling, particularly if the person is unconscious;
 Get the person indoors;
 Gently remove wet clothing; and
 Warm the person gradually, using any available source of heat.
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3.16.5 Cold Water Survival

3.16.5.1 General
It is important to realize that it is possible to survive a stay in cold water.
Body heat loss is a gradual process, and research shows that in calm water at 5°C a normally dressed
person has a 50% chance of surviving three hours.
Simple self-help techniques can extend this time, particularly if the person is wearing a lifejacket and
protective clothing, such as an immersion suit.
3.16.5.2 Ship Abandonment

Avoid entering the water at any time .If entering the water cannot be avoided, enter the water as late
as possible and as slowly (step by step) as possible to prevent cold shock.
Automatic life vests must be manually activated before you enter the water and after you leave the
interior of your ship. Do not jump into the water (danger of cold shock).
If falling into the water, keep your elbows to your sides and cover your nose and mouth with one
hand, holding the wrist or elbow firmly with the other hand.
Be prepared that the first contact with the cold water will stress your circulation, breathing and
nervous system.
Within a few minutes of minimum movement the pain of your skin will become more tolerable.
3.16.5.3 In the Water

 Float on your back with a minimum of leg movement.
 Stay calm. Float as still as possible, legs together, elbows close to your side, and arms folded
across the front of your lifejacket.
 Keep as much skin as possible out of the water.
 Huddling close to others will conserve body heat.
 Do not drink or inhale seawater.
 Keep a positive attitude of mind.
You will be the lucky one to be rescued!
You can survive a long time in cold water, even in deep hypothermia, even when
unconscious. Rescuers are searching for you! This positive attitude helps your body to keep
its core temperature.
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3.16.5.4 Frostbite
A. General
Frostbite is the term given to the condition when tissue fluids freeze in localized areas of the body.
The hands face and feet are particularly exposed.
B. Cause
Frostbite is caused by exposure of bare skin to sub-zero temperatures, especially when combined
with air movement (wind chill).
Lookouts in life-rafts or survivors in open boats are particularly prone to this injury, just as
crewmember removing ice accretion.
Accordingly, consideration shall be given to the length of watch periods and watch keepers must be
supplied with any spare clothing.
Factors that contribute to frostbite include extreme cold, wet clothes, wind chill, and poor blood
circulation.
This can be caused by tight clothing or boots, cramped positions, fatigue, certain
medications, smoking, alcohol use, or diseases that affect the blood Vessels, such as diabetes.
The extent of permanent injury, however, is determined not by how cold the skin and the underlying
tissues become but by how long they remain frozen.
C. Occurrence
Frostbite or cold burns are classified by degree of injury (first, second, third, or fourth), or simply
divided into two types, superficial (corresponding to first- or second-degree injury) and deep
(corresponding to third- or fourth-degree injury). Most frostbite injuries affect the feet or hands.
The remaining 10% of cases typically involve the ears, nose, cheeks, or penis.
 First Degree Burns
Once frostbite sets in, the affected part begins to feel cold and, usually, numb; this is followed
by a feeling of clumsiness. The skin turns white or yellowish.
Many patients experience severe pain in the affected part during rewarming treatment and an
intense throbbing pain that arises two or three days later and can last days or weeks.
As the skin begins to thaw during treatment, oedema (excess tissue fluid) often accumulates
and causes a swelling.
 Second Degree Burns
In second- and higher-degree frostbite, blisters appear.
 Third Degree Burns
Third-degree burns produce deep, blood-filled blisters and, during the second week, a hard
black eschar (scab).
 Fourth Degree Burns
Fourth-degree frostbite penetrates below the skin to the muscles, tendons, nerves, and bones.
In severe cases of frostbite, the dead tissue can mummify and drop off. Infection is also a
possibility.
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D. Signs
The signs of frostbite are:
 Extreme waxy pallor of the skin.
 Initial local tingling and stiffness when it is difficult to wrinkle the face or wriggle affected
toes or fingers.
 Complete absence of sensation in the area affected.
 Local hardness due to freezing of the flesh.
E. Treatment
Frostbite can be serious, and can result in amputation. Get medical help;
 Do not rub or massage the area;
 Do not warm the area until you can ensure it will stay warm; and
 Warm the area gradually -- use body heat, or warm water (40 to 42oC), avoid direct heat
which can burn the skin.
For more information about the treatment of frostbite, reference is made to the ‘International Medical
Guide for Vessels’.
F. Prevention
If bare skin has to be exposed to the elements, the periods of exposure must be kept to a minimum
and freezing winds particularly avoided. Moderate exercise and massage at an early stage will help
to prevent the onset of cold injury. Do not smoke; smoking reduces the blood supply to the hands and
feet.
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3.17 FATIGUE
Special attention must be paid to Crew fatigue and rest / watch hours due to operational extremities
(navigation, cargo / ballast operations), exposure to very low temperatures and excessive noise in the
quarters due to the interaction of the hull / ice, resulting in loss or improper sleep.
The Master has to ensure that crew is having sufficient rest, taking in account the recommendations
of the below table:
Table of Suggested Maximal Allowable Work Times
Equivalent
Consequence - Action
Temperature
No outdoor work performed unless deemed critical from a safety or
Below –30°C
operational perspective
Below –21°C Available outdoor working time is below 50% of working hour.
Above –6°C Normally 100 % available working time
Industry’s guidelines recommend protective clothing and limits on exposure time.

The recommended exposure times are based on the wind chill factor, a scale based on air temperature
and wind speed.
The work-break schedule applies to any four-hour (4- hour) period with moderate or heavy activity.
The warm-up break periods are of ten (10) minute duration in a warm location.
The schedule assumes that "normal breaks" are taken once every two (2) hours.
At the end of a 4-hour period, an extended break (e.g. lunch break) in a warm location is
recommended.
3.18 WINTER CLOTHING

With respect to protective clothing selection, there are 3 considerations to approach:
 The different layers must be considered as a complete set and it must all be suitable for the
specific conditions of use, i.e. both the physical work to be carried out and the surrounding
environmental conditions.
 The clothing must be used and maintained properly to maximize its effectiveness.
 Every effort must be made to minimize moisture accumulation.
Water is a poor insulator so the amount of thermal protection required increases when clothes
become wet.
There is a balance to be achieved between minimizing the amount of water entering the material from
the outside and maximizing the removal of internally produced moisture (sweat) from the clothing to
keep the insulation value high.
Keep the moisture content of clothing to a minimum.
Water within the material can decrease the thermal insulation of clothing by as much as 30-50% and
reduce the personal comfort of the wearer.
The body experiences better thermal insulation when wearing several layers of thinner clothing rather
than one thick layer.
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This is due to the insulating effect of air between the layers, the ability to fine tune the ventilation
necessary to the amount of physical activity being carried out and the flexibility to allow different
materials to be used in each layer.
Gloves must also be layered, with mitts being the warmest but having the disadvantage of reducing
manual dexterity.
Each layer performs a specific task:
 Inner layer (like polyester) must be able to 'wick' moisture away from the surface of the skin.
The comfort level is greatly increased when skin is dry.
 Middle layer(s) are for insulation and can be fleece, pile, wool or thicker polyester.
 Outer layer provide protection against water and/or wind. Various materials can be used, i.e.
Gore-Tex, 60/40 cloth, Cordura, Wind-stopper (PTFE laminate), nylon etc.
 There must be several thinner insulation layers, not just one thick one.
 In the cold, it is better to work with a cool skin surface. Cooler skin means less sweat
production and minimizes moisture accumulation in clothing.
Wet flesh freezes more quickly than dry.

Spare clothing must be available to replace wet or damaged gear.
Wet clothing must be dried thoroughly to ensure that its thermal insulation is maximized for the next
use.
Winterized padded boiler suits, padded work gloves and non-slip winter boots must be supplied and
liners with ear coverings must be fitted to hard hats.
Vessels returning to cold climates or ice regions must take an inventory of the cold weather gear
onboard and replenish any deficiencies.
Winter clothing / PPE such as head protection, neck & face protection, hand protection/gloves, foot
protection/boots, insulated low temperature winter suit etc provided to crew members must be kept in
a good condition, as far as practicable.
Defective equipment must be replaced timely, before the Vessel is employed for ice navigation / low
temperature operations.
Dirty and oily clothing loses much of its insulation value. Wearing of dirty/oily clothing must be
avoided.
Do not keep cold weather clothing stored or compressed in a bag for long periods of time.
Fluff waterfowl down garments when removing them from the bag following initial boarding of
Vessel.
Keep garments dry; brush off snow and frost before entering warm buildings or vehicles. Follow
manufacturer’s guidelines for cleaning clothing. Failure to do so may reduce the protective capacity
of the clothing.
Do not leave rips or tears unattended. Temporary repairs can be made with electrical or duct tape.
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4.0 PASSAGE PLANNING
Detailed guidance on ice and navigation in ice is given in NP100 “Mariner’s Handbook”.
The passage planning guidance given elsewhere in this manual must consider the following:
 The Passage Plan must contain details of the ship’s navigation when in ice.
 The Vessel’s actual route must be frequently checked against the Passage Plan and
adjustments must be made as required.
 The draught and trim of the ship, together with the immersion of the propeller and rudder,
must be taken into consideration before entering any ice.
 The guide “ USCG Winter Rules”, recommends that :
 The Vessel must maintain a minimum draft forward of ten (10) feet.
 The top of the propeller to be minimum eight (8) feet underwater.
 The Ballast condition must maximize the propeller immersion. The sea suction and the
propeller must be kept below the ice surface, at all times.
The Vessel must have less than three (3) feet of trim to avoid the ice from sliding under the Vessel
and from reaching the sea suctions.
 The drifting effect of ice, when passing through narrow channels must be considered,
especially when combined with the effect of wind and currents.
 The extent of the reported ice must be plotted on the chart and careful note must be made of
the wind force and direction and any subsequent changes.
4.1 SIGNS OF APPROACHING ICE AREA

Consideration must be given to the following signs as verifying ice approaching:
 Ice sky: white sky above horizon.
 Swell decreasing far from shore in case of strong wind.
 Significant decrease in temperature if sailing in mid- latitudes.
 Observance of separate ice floes from lee side.
 Refraction: ice can be seen on the sky at a distance of 2 x range vicinity.
 Sea birds, sea animals etc: in a range about 12 miles from the ice edge.
 Fog close to ice edge
 Freezing spray could be possible
When approaching the ice zone, it is very important to observe ice well in advance. Means such as
searchlights, radars, visual lookout shall be utilized for ice detection.
Marine Radar provides an important tool for the detection of sea ice and icebergs. However, do not
rely solely on your radar in poor visibility as it is not certain that radar will detect all types and sizes
of ice and it will not differentiate old ice from first year ice.
4.2 ENTERING INTO ICE

Success of unassisted ice navigation depends greatly on Ice-chart navigation and this information
must be plotted on the navigation chart.
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4.2.1 Entering into Ice with Fair Wind

When entering into ice with fair wind the below practices are strongly recommended:
 Entry must be made at right angles.
 The speed must be maintained at minimum, when entering the ice-zone.
 The speed must be gradually increased, to maintain constant slow speed.
4.2.2 Entering into Ice against Wind

Entering into Ice against wind is easier than entering with fair wind, because in this case ice is less
compact and there is no swell or waves.
4.3 ACTIONS WHEN NAVIGATING IN ICE

Consideration of Alternative Navigation Routes:
 An Ice-zone must not be entered when there is the option of navigating in ice-free water.
 If there is a choice between ice-crossing and passing around ice, the later choice must always
be preferred and if there is a chance to avoid contact with ice, every effort must be made to
avoid it.
 Bridge Watch Conditions when navigating in ice.
When at a near proximity with the ice edge, the Bridge Watch must be set at Watch Condition
B, as per Section 2 of this Manual.
Master’s Orders must be written daily, making necessary changes depending on the conditions of
navigation and the necessary precautions.
The Master and the Bridge Officer of the Watch are responsible to continuously update the Engine
Room on the climatic changes, the prevailing sea and air temperatures, and the changes in speed etc
which are required, for safe navigation in ice.
Experience has shown that in ice, the following four Vessel handling rules will provide for a safe
passage through ice:
 Keep moving, even very slowly;
 Work with the ice movement and not against it;
 Moderate the speed to avoid ice damage;
In addition, the following must also be taken into account:

 Sailing through ice-packed zones after dark must be avoided.
 When navigating in ice, the speed must be reduced to minimum (Main Engine may be on
diesel fuel, if necessary). Contact with ice must be at slow speed, increasing gradually.
 When the Vessel is navigating or is expected to enter ice zones, a searchlight or Suez Canal
light must be continuously ON, in order to be able to detect pieces of ice over the sea surface
and have sufficient time to reduce the speed and to safely enter the ice area. Therefore, the
searchlights and Suez Canal light must be tested before entering the ice-zone.
 When the Vessel is navigating or is expected to enter ice zones Crew to be familiar with
Vessels communication procedures, Vessels planned route and collision avoidance
procedures.
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 In cases where the ship is non-ice strengthened and has not been classed for ice navigation by
the Classification Society, the ship must not be forced in conditions other than new ice 0-10
cm.
 Extreme caution must be exercised when using navigation buoys in areas where there may be
floating ice.
 Master’s must be aware that the Magnetic Compass is of little value near the poles.
 The Gyro Compass must be frequently checked by azimuth bearings.
 If the Vessel becomes ice-bound or when underway but restricted in heavy ice, then any main
engine operations must be minimal, especially astern movements. If possible, minimum
power must be used to maintain headway and steerage way.
 Special care must be taken to have the sea suction and the propeller submerged at all times
into the water.
 The propeller must be rotating during entering ice as this decreases the risk of damaging
propeller blades.
 Constant water tightness of the hull must be checked.
 Hard over rudder must be used only in an Emergency. If the Vessel is forced to stop, then the
rudder must be put amid ship and the Engine must be kept turning slowly ahead.
 The change of rudder angle must not be large, only small angles are allowed, in order to
decrease the risk of rudder damage
 In case of stern movement, the rudder must always be in mid ship position
 If the rudder goes to port/starboard uncontrollably on its own, the engine must immediately be
run ahead to wash ice away from rudder.
 The thickness of ice must be estimated calculated to make sure that slight pounding after
exiting a river will not create problems.
 All crew must be aware of the risks from the ice falling down from cranes, masts, wires etc.
 Nobody must go out on the bridge wings without wearing a safety helmet
 Compliance with GMDSS requirements must be followed when passing Arctic cycle.
 The engine room must not be left unattended in restricted or ice-covered waters.
 The propeller and rudder must be maintained below the ice level at all times.
If necessary, additional ballast must be taken.
 (Ice belt maximum and minimum draft must be taken into account)
The Vessel must be upright, without any list.
 Vessel shall enter the ice with slow speed or with a stopped engine and at right angles to the
ice edge.
 When the bow touches the ice, the Vessel can gradually increase speed.
 When in the ice, keep main engine power under the astern MCR percentage.
 Ice is an obstacle and excessive speed can lead to damage of the Vessel.
 The force of impact depends upon the Vessel’s displacement and speed.
 The engine must be ready to go full astern and stop the Vessel at any time.
 The engine may be required to give full power immediately in order to keep the Vessel
moving.
 In order to avoid damage a Vessel must not proceed close to ice floes. There could be
underwater rams.
 Narrow passages between the ice floes must be passed by direct course and a Vessel can
change her course just after Vessel’s aft passes of narrow places.
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If an ice lead requires a turn, the Vessel’s bow must be kept close to the inner side of the ice
lead.
 The Master/Chief Officer must avoid any strokes against the ice by the Vessel’s stern.
 The Vessel’s rudder must be used if a Vessel is proceeding ahead.
 The use of the rudder in hard-over position can reduce the Vessel’s speed and as a result a
Vessel can be stopped.
The Vessel must not force ice between junctions of the ice fields. The Vessel could get
nipped.
 The Master/Chief Officer has to check the ice drift ahead of the Vessel, it must be
remembered some ice floes could be connected under the water.
 If a Vessel is proceeding from one patch of ice-free water into another one and is forced to
force ice, the Master/Chief Officer must try to find an easy way even if the route would be
longer.
 The Master/Chief Officer must be careful when the Vessel is proceeding by patches of ice-
free waters. The speed will rise because off less ice resistance.
 Since the course of the Vessel changes constantly, the frequency of observations must be
increased even if the Vessel proceeds under icebreaker assistance.
 Never force the ice.
 If in doubt, never proceed through the ice.
Additionally, please refer to the following analytical instructions, as applicable
4.3.1 Speed
A safe speed will be a speed at which the Vessel will not be damaged, taking into account the ice
thickness, hardness and concentration, and the Vessels strength and the location of the ice belt.
4.3.2 Turning in Ice

Changes in course will be necessary when proceeding through ice.
If possible, course changes shall be made in an area of open water or in relatively light ice.
This is because turning in ice requires more power than turning in water.
If it is not possible to turn in an open water area, the Master shall decide what turning manoeuvre to
be used.
If it concerns a small alteration in course, it will be better to maintain progress in the ice with the
helm over.
When the Vessel is making very little progress, the effect of the drag of the rudder being turned will
probably stop the Vessel completely.
When a bigger course alteration must be made, or when the Vessel’s progress is marginal, the star
manoeuvre must be made.
This manoeuvre is similar to turning the Vessel short round, thus in ice by backing and filling with
the engine and rudder. The rudder must only be used when moving forward.
When backing the rudder must be in amidships position to avoid damage.
4.3.3 Backing in Ice

Backing in ice is a dangerous manoeuvre, as it exposes the most vulnerable parts of the
Vessel to the ice.
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Backing in ice must only be attempted when absolutely necessary, and in any case, the Vessel must
never ram astern.
When proceeding in ice covered waters the propeller and the rudder shall be below the waterline if
possible.
The Vessel shall move at dead slow astern speed, and the rudder shall be amidships.
In the amidships position the rudder is protected by an ice horn or ice claw.
If ice starts to build up under the stern, a small burst of power ahead shall be used to clear away the
ice.
Using this technique of backing up to the ice can be very effective, by a careful watch shall be kept
on the distance between the stern and the ice edge.
If a good view on the stem is not possible from the bridge, a lookout with a radio shall be posted on
the stern.
4.3.4 Stopped in Ice

If, for any reason, the Vessel is stopped in the ice, a check around the Vessel shall be maintained at
all times.
There shall not be any big ice floes with fine edges pushing against the Vessels hull.
When the Vessel is stopped, the rudder shall be put amidships and the engine shall be running dead
slow ahead, to avoid ice build -p at the stern.
Before starting to move in ice, the engine shall be used ahead in order to wash the Vessels stern clear
of ice.
After that, the rudder can be tested and used.
4.3.5 Beset in Ice

A Vessel can become beset when trying to pass some ice ridges or when in ice under pressure.
Getting the Vessel free again will be very difficult. Remember when you use maximum ahead until
the Vessel does not move anymore, the reverse power output is normally about 60 to 80 % of the full
ahead power.
The proper way is not to use maximum power forward and reverse just before the Vessel is stopped
in ice.
The keel of ice ridge can extend several meters below the water, also in the Baltic area.
The easiest way to avoid becoming beset is to avoid areas of ice under pressure, and do not try to get
pass heavy ridges.
4.3.6 Anchoring in Ice

Anchoring in ice is not recommended, because of the risk of hull damage and losing the anchor.
A Vessel shall never anchor in consolidated ice.
If anchoring in open ice is unavoidable, the Vessel shall always be ready to heave up anchor and shift
to a safer location when the ice starts moving.
Thus, the anchor chain shall be kept as short as possible and the anchor watch shall be instructed to
continuously look for drift ice.
If the ice is continuously moving, use the rudder and engine and maintain position instead of
anchoring.
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4.3.7 Reduced Visibility

Extreme caution shall be taken in reduced visibility and during night time:
 A Vessel shall use radar and proceed with reduced speed in order to avoid strokes
 against ice floes;
 The Master/ Chief Officer shall be careful when they use the radar.
Smooth ice could appear on the screen as open water and open water with small floes as an
ice field;
 Radar shows the ice situation at a distance of 2-3 miles around the Vessel;
 The absence of echoes on the radar screen does not mean there is not any dangerous ice close
to the Vessel;
 The accuracy of the radar for evaluation of ice concentrations is around 10 to 20%;
 During the night time good searchlights must be used.
4.3.7.1 Use of Ice- Search light

The ice light is a very powerful xenon search light, equipped with xenon short arc lamp and high
quality glass parabolic mirror.
The lamp together with these mirrors will produce a highly focused long-range light beam, owing to
their optical behaviour, and this beam projected on the target generates a high level of luminance.
For instance on ice and snow.
Water, which has a great level of light absorbance, will turn black when projected by the beam.
That is why it is such a useful tool in ice navigation.
Be aware when working on the ice light, that a xenon lamp is highly pressurised, even when in a cold
state.
Before working with or in the proximity of the lamp, put on protective clothing and face protection.
4.4 PILOTAGE / ICE ADVISORIES

When navigating in ice, it is recommended to request assistance from Ice Advisor. In some countries,
this is a mandatory requirement by Local Regulations and the Vessel’s Operator must be notified in
advance.
In case the ice situation is not serious, or the Master has experience in sailing under ice conditions,
the Vessel may proceed without an ice advisor, subject to approval obtained from the Operations
Department.
However, it is extremely important to follow the recommended ice route made-up by the Port State
Control (with or without an ice advisor onboard) and by the Traffic Separation Scheme.
Navigation outside these boundaries must only be considered in an emergency and after consultation
with the proper local authorities.
If the recommended route is not followed, the Vessel is not entitled to ice-breaker assistance.
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4.5 TUGS
If ice conditions are considered dangerous, the Master must consider having a standby tug or ice-
breaker at all times, even after berthing and while carrying out cargo operations. When the Vessel is
escorted by an ice-breaker, a radio contact must be established with Master of the ice-breaker with
regards to the course and speed.
If the Vessel is navigating in a channel made by an ice-breaker, the advice and commands of the Pilot
and/or Ice-breaker Master must be strictly followed.
During winter and when the sea has a thickness of more than 30 cm, tug boat service is usually not
available.
The Vessel’s Operator must be notified in advance.
4.6 TOWING IN ICE

An icebreaker is best suited for towing in ice because it is capable of breaking a channel in the heavy
ice and has a reinforced hull to withstand the forces of the ice.
When towing in ice the tow must be close to the towing ship’s stern to keep the ice passage ahead of
the towed ship open.
In ice conditions the tow catenary must be adjusted so that the hawser does not come in contact with
the ice which will cause the hawser to wear and chafe.
The saddle and short scope towing methods are best suited for towing in ice.
4.6.1 Saddle method for towing in ice:

The saddle method can be used by icebreakers and tugs with reinforced sterns and towing machines.
A ship can be brought up and held firmly in the saddle by the towing machine.
Sometimes it may be necessary for a ship without a saddle to tow by this method.
If this is necessary, substantial fendering must be provided.
4.6.2 Short scope towing in ice:

The short scope method must be utilized by tugs and ships without stem saddles.
Even for towing ships equipped with stern saddles, the saddle method may not be practical for towing
a ship with a high or bulbous bow.
4.6.3 Convoy Towing in Ice:

In a convoy with only a single icebreaker, one or more of the convoy ships may have to tow.
While in the ice, all ships must be prepared for towing and being towed.
The time saved in rigging a tow reduces the chances of getting caught in the ice.
Towing in ice on a long wire is possible, although the strain on the tow line is much greater than in
an open water tow as the tug or icebreaker is subject to the sudden acceleration/deceleration of
icebreaking.
The situation can be alleviated somewhat if there is an icebreaker making a track ahead of the towing
icebreaker.
When the icebreakers are specially designed with a notch in the stern and heavy winches and cables
to enable the bow of the towed ship to be brought up against the stern of the icebreaker and secured is
considered an efficient method of towing in uniform ice conditions.
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This method is known as “close coupled towing”.

It is the recommended practice that the connection between Vessels must incorporate a weak link,
usually a lighter pendant, which will fail before the tow-line or bridle.
In difficult ice conditions the towline must be kept as short as possible to avoid having the towing-
wire pass under the ice floes, due to the weight of the wire and the catenary formed by a longer line.
In freeing a beset tow, the towing Vessel can shorten the tow-line to provide some propeller wash to
lubricate the tow, but care must be exercised to avoid damaging the tow with heavy ice wash.
Towing in ice is a special application not to be undertaken without the benefit of training and
experience.
4.7 PASSAGE ASSISTED BY AN ICEBREAKER OR JOINING AN ICE CONVOY
4.7.1 Communicating with Icebreakers

Once a Vessel has requested Icebreaker assistance, a radio watch must be kept, as instructed.
While under escort, continuous and close communications must be maintained.
Communications normally will be by radiotelephone on a selected inter-ship VHF working
frequency.
It is vital to inform the Ice Offices/Icebreaker of any change in the state of the Vessel, while awaiting
an icebreaker escort.
4.7.2 Report Required Before Escort Commences

Before escort or assistance commences, the Icebreaker will require some or all of the following
information to assess a Ship's capabilities, while under escort in ice:
 Vessel name, Type and Call Sign;
 IMO number;
 Owner/Agent name;
 Country of Registry;
 Tonnage (gross and net);
 Ship's length and beam;
 Port of Departure and Destination;
 Cargo Type and Quantity (tonnage);
 Ice Pilot’s Name;
 Open Water Speed;
 Ice class (if any) and Classification Society;
 Drafts - Forward and Aft;
 Number of propellers and rudders;
 Shaft horsepower;
 propulsion plant (whether diesel or turbine, and astern power expressed as a percentage of full
ahead power);
 Radiotelephone working frequencies, communications systems including telephone and/or fax
number.
 Any deficiencies exist.
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4.7.3 Icebreaking Escort Operations:

The following must be taken into consideration during icebreaker escort procedures and agreed in
advance with the icebreaker:
 Track width
 Icebreaker beam
 Minimum escort distance
 Maximum escort distance
 Maintaining the escort distance
 Ice concentration
 Ice pressure
 Effect of escort on width of track
 Speed
 Escorted ship beset
When a ship under escort has stopped for any reason, the icebreaker must be notified immediately. If
the ship is beset, the engines must be kept slow ahead to keep the ice away from the propellers. The
engines must be stopped only when requested by the icebreaker.
 Freeing a beset Vessel
 Systems of escort
 Red warning lights and air horn
 Icebreaker stopped
 Icebreaker stopping without warning
 Towing in ice
 Anchoring in ice
4.7.4 Convoys
Convoys of ships may be formed by the Commanding Officer of the icebreaker.
The Commanding Officer of the Icebreaker will determine the order of station within the convoy, to
be arranged to expedite the movement of the convoy through the ice (not necessarily on "first come-
first served" basis).
The ships in the convoy are responsible for arranging and maintaining a suitable and safe distance
between the Vessels.
The Icebreaker will designate the required distance to be maintained between itself and the lead ship
of the convoy.
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4.8 SAILING IN CANADIAN WATERS

The following procedure must be followed for navigation in Canadian Waters:
 The Company must come in a Membership Agreement called “Burrard Clean Operations’-
Western Canada Marine Response Corporation
(This form includes the Membership Agreement, as well as three (3) more forms
Schedule A- Ship (Bulk Oil) Membership Agreement – Additional Arrangement form
Schedule 2- Declaration for a Ship that is in waters south of the sixtieth parallel of north
latitude.
Schedule B- Satisfactory evidence as proof of non-residence and not registration for HST
purposes.
 Burrard Clean Operations – Fee Payment Form
 Pre-arrival Notification form ( PAN)
 Ballast Water Management Reporting Form
 (All above forms are found in the electronic Forms Register – under Sub-File “International
Requirements- Sub-File “Navigation in Canadian Waters”).
4.8.1 ECRC Contract (Eastern Canada Response Corporation)

It must be noted that all Canadian waters captured under Chapter 36 of the Statutes of Canada 1993,
are served by certified Oil Spill Response Organizations (ROS).
According to Canadian Legislation, all Oil Tankers of 150 tons and above gross tonnage and all other
Vessels of 400 toms and above gross tonnage, sailing in Canadian waters, are required to enter into
an arrangement with a Certified Response Organization.
This arrangement will be made by the Office. In this respect, the Master must contact the Vessel’s
Operator in advance.
The following publications must be available onboard when intending to sail in Canadian Waters:
 Joint Industry- Coast Guard Guidelines
 Ice Navigation in Canadian waters
 Annual Notices to Mariners
 Radio Aids in Canadian Waters
4.9 ENCOUNTERING FREEZING SPRAY

Freezing spray may be encountered prior to entering the ice –zone.
Freezing spray is a possibility when the air temperature is less than –20C and headwinds are causing
the Vessel to generate spray.
Freezing spray will not form over ice-covered waters, since even high winds will not cause a Vessel
to generate spray.
The necessary conditions of open water, cold temperature and strong headwinds are most likely to be
encountered by inbound Vessels prior to the ice edge, especially given that the prevailing winds in
winter are north westerly.
The common practice is to reduce the speed in order to minimize the quantity of spray, bearing in
mind that it can accumulate at the rate of several cm/hour.
In extreme cases, the Vessel will reduce speed to bare steerage or even run off to minimize the spray
build-up. Any course and speed change to be done in consultation with Operations Department.
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Freezing spray is expected when the wind is from NE, NW, WNW, W and with wind speed above 15
knots. Effects of freezing spray are diminishing when wind is more than 45 degrees from the bow.
In case of severe freezing spray- temperature less than minus 15 degrees and wind with above 35
knots- the Vessel- when in proximity safe anchorage- must consider to anchor and wait for the storm
to pass.
At night, the foremast deck lights can be used to monitor the rate at which the Vessel is shipping
spray onto its foredeck and forward tank hatches.
Freezing spray is extremely costly to remove by shore gang and can cause long delays while the ship
is de-iced.
Additionally, if the Vessel cannot free its anchors, it may be denied clearance to enter port.
The consequences of freezing spray are clearly shown in the photos below:
4.10 ICE DAMAGE

Ice damage falls into the following categories:
 Damage to the Hull, between the stem and the muster due to excessive speed in ice.
 Propeller /Rudder damage due to manoeuvring errors, while going astern.
 Abrasion of paintwork in a band at the waterline.
Damages to Hull and to Propeller may be avoided by complying with Navigation in Ice procedures.
Damage to paintwork is unavoidable when transiting sea ice.
During sailing in Ice-affected zones the enclosed spaces which have shell boundary to be subject to
frequent sounding and verify no breach on hull has taken place.
If the Vessel’s drafts change between different legs of the ice passage, there will be damage in more
than one band at the waterline.
After clearing the ice zone checks must be made:
 Of all empty spaces
 Of the Hull plating to the extent possible
In addition to the above, all the inspections included in Form -“Inspections after Heavy Weather”
must be made.
If any Defects are identified, a relevant Defect Report must be issued and sent to the Company.
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4.11 CONTINUOUS RADAR MONITORING

A continuous Radar Monitoring must be maintained in order to be able to observe well in advance
any ice formations, such as paths, icebergs etc
The Officer of the Watch must be adequately experienced in Radar PPI (Plan Position Indicator)
The possible limitations of radar in detecting ice must be considered.
It must always be remembered that ice could be a poor Radar Target. Echoes as below may indicate
that there is an expansion of ice in the area.
Vessel’s equipped with forward dedicated ICE detection radar to utilize this during entering and
sailing in the ice affected zone.
 Smooth sea ice returns little or no radar echo.

 Rough sea can be detected at a range bracket between 2-3 Nautical miles.
 The ice return radar sign is similar to the sea return radar sign, the same echoes appear at each
Radar sweep.
 Anti-clutter control is the most important radar control to be used for ice growler detection.
The radar must be adjusted in such a manner that the growler echo intensity is stronger than
the sea clutter intensity, because depending on its size, an ice growler might be lost in the sea
clutter.
 Smooth floes may appear as open water. Open water with brash ice may appear as
ice from undetermined type; An ice field or concentrated drift ice would normally be detected
in all sea conditions at a range of about 3 NM;A lead though ice will not show unless it is at
least 0,25 NM wide;
 Prominent points of a coastline, such as headlands and inlets are regularly employed in
position fixing. One must be aware that headland might extend further in the sea by drift ice,
than is indicated in the chart;
 Areas of open water and smooth floes appear very similar, but in an ice field, the edge of a
smooth flow is prominent, while the edge of open water is not;
 Ridges show clearly, but the shadows behind ridges are liable to be mistaken for leads or
closed tracks;
 In general, the 3cm X- band radar will perform the best in ice-covered waters; and
 the performance of radars is not affected by cold climates.
The real problem concerns the interpretations of the radar screen for the purpose of position
fixing and ice detection.
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4.12 OTHER BRIDGE WATCH ACTIVITIES

Gathering Ice related Information
The OOW must be in continuous contact with Weather and Ice Control Stations, Pilot Stations,
Agents and Vessels in the vicinity in order to collect information e.g:
 Most updated Ice Charts
 Latest in ice information , including thickness and density of ice
 Any Convoy Formation Point (CFP) location.
 Names of Ice-breakers and the VHF channel used by the ice-breakers in the area.
It must be ensured that the Vessel’s NAVTEX has the Ice Report Receiving function activated. It is
the responsible of the OOW to ensure regular receipt of updated ice information.
All information from the Ice Reporting Services (i.e. Ice Charts, Ice data and Routeing Charts,
Satellite images, Agents, Meteorological and Environmental data), Pilot Books, Guides to Port Entry
and Mariners Hand Book, as well as any other relevant information from Owners and Charters, must
be gathered and reviewed in order to make a proper evaluation of the situation and to adjust the
Passage Plan accordingly.
4.13 DECK LOG BOOK ENTRIES

Masters and Officers of the Watch must record in the Deck Log Book and the Bell Book all
information received regarding extreme cold weather conditions.
All the information must be very carefully compiled for any future claims, investigations or any other
matters that may arise while the Vessel is in ice or in extreme cold conditions.
5.0 ICE PATROL SERVICE ( SOLAS CHAPTER V )
5.1 GENERAL
The Ice Patrol contributes to the safety of life at sea, safety and efficiency of navigation and
protection of the Marine Environment in the North Atlantic.
Ships transiting the region of Icebergs guarded by the Ice Patrol during the ice season are required to
make use to the services provided by the Ice Patrol.
The contracting Governments undertake to keep an Ice Patrol Service for the study and observation
of ice conditions in the North Atlantic.
The Ice Season is the period between February 5th through July 1st of each year.
The Region of icebergs guarded by the Ice Patrol Service is the South-Eastern, Southern and South-
western limits of the region of icebergs in the vicinity of the Grand Banks of Newfoundland.
Throughout the ice, the Region of Icebergs are guarded for the purpose of informing the passing
ships of the extent of this dangerous region for:
 The study of ice conditions in general
 For providing assistance to ships and crew requiring aid within the limits of operation of the
Ice Patrol ships and Aircraft
During the rest of the year, the study and observation if ice conditions shall be maintained as
advisable.
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Ships and aircraft used for the Ice Patrol Service and the study and observation of ice conditions may
be assigned other duties provided that such other duties do not interfere with the primary purpose or
increase the cost of this service.
5.2 ROUTES PASSING THROUGH REGIONS OF ICEBERGS GUARDED BY THE ICE PATROL SERVICE
 Routes passing between Atlantic Coast Ports of Canada ( including inland ports approached
from the North Atlantic through the Gut of Canso and Cabot Straits ) and ports of Europe,
Asia or Africa approached from the North Atlantic through or north of the Straits of Gibraltar
(except routes which pass south of the extreme limits of ice of all types).
 Routes via Cape Race, Newfoundland between Atlantic Coast ports of Canada
(including inland ports approached from the North Atlantic through the Gut of Canso and
Cabot Straits ) west of Cape Race , Newfound land and Atlantic Coast ports of Canada north
of Cape Race, Newfoundland.
 Routes between Atlantic and Gulf Coasts port of the United States of America inland ports
approached from the North Atlantic through the Gut of Canso and Cabot straits and ports of
Europe, Asia or Africa approached from the North Atlantic through or north of the Straits of
Gibraltar ( except routes which pass south of the extreme limits of ice of all types).
 Routes via Cape Race, Newfoundland between Atlantic and Gulf Coast ports of the United
States of America (including inland ports approached from the North Atlantic through the Gut
of Canso and Cabot Straits) and Atlantic Coast Ports of Canada north of Cape Race,
Newfoundland.
 Extreme limits of ice of all types in the North Atlantic Ocean are defined by a line connecting
the following points :
A- 42° 23'.00N, 59° 25'.00W J - 39° 49'.00N, 41° 00'.00W

B- 41° 23'.00N, 57° 00'.00W K - 40° 39'.00N, 39° 00'.00W
C- 40° 47'.00N, 55° 00'.00W L - 41° 19'.00N, 38° 00'.00W
D- 40° 07'.00N, 53° 00'.00W M - 43° 00'.00N, 37° 27'.00W
E- 39° 18'.00N, 49° 39'.00W N - 44° 00'.00N, 37° 29'.00W
F- 38° 00'.00N, 47° 35'.00W O - 46° 00'.00N, 37° 55'.00W

G- 37° 41'.00N, 46° 40'.00W P - 48° 00'.00N, 38° 28'.00W
H- 38° 00'.00N, 45° 33'.00W Q - 50° 00'.00N, 39° 07'.00W
I - 39° 05'.00N, 43° 00'.00W R - 51° 25'.00N, 39° 45'.00W
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5.3 GUIDANCE FOR MASTER’S STANDING ORDERS WHEN APPROACHING OR INSIDE ICE LIMITS
 The Watch Officer is expected to call the Master if there is a sighting of any dangerous ice or
in the event of any relevant emergency situation.
 Inside known ice limits, the ship's engines will be in stand-by mode and the ship must
proceed at a moderate speed, taking account of the prevailing conditions.
 A continuous lookout must be maintained throughout the watch period by both the primary
and secondary lookouts, by both visual and radar methods. The Watch Officer will consider
himself as the prime lookout throughout the watch period.
 The Watch Officer will have full control of the navigation and maneuvering of the ship in the
absence of the Master and must not hesitate to alter the ship's course or speed to avoid any
apparent danger.
 The ship's position to be monitored regularly in coastal waters or inside known ice limits.
Position to be corroborated by using the echo sounder when possible.
 Weather conditions to be monitored throughout the watch period and, in the event of any
adverse change that could affect the ship's performance, the Master must be informed
immediately.
 The ship must be maintained on manual steering while inside known ice limits.
 Significant radar targets are to be systematically plotted.
 In the event of restricted visibility, the Master must be informed immediately and the
Prevention of Collision Regulations adhered to.
 On sighting any ice, its position and full description must be noted and the Master informed.
A full account of all ice sightings must be noted on the navigational chart and recorded in the
Bridge logbook.
 The Watch Officer must maintain a continuous listening VHF radio watch throughout the
period of duty and take specific note of all ice and associated weather reports. The Master
must be informed of any adverse elements.
 The Watch Officer must consider himself as the Master's representative while holding the
duty watch and must not hesitate to call the Master in the event of any hazard or concern that
may stand the ship into danger.
 Ice accretion must be continuously watched for especially at night, using searchlights where
necessary, and the Master informed of any build-up.
 No crewmember must go onto the open deck area without the authorization of the Watch
Officer.
6. RECORD
Navigation in Ice Checklist NAV/SECTION 6/ SF/MRS/217
Master’s Overall Monitoring Checklist for
Navigation in Ice NAV/SECTION 6/ SF/MRS/217A

Navigation in Ice B-01
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BRIDGE EQUIPMENT Eff. Date: 31/10/2020
Contents
1.0 Purpose ......................................................................................................................................... 3
2.0 General ............................................................................................................................................. 3
2.1 Radar & ARPA ................................................................................................................................ 4
2.1.1 Good Radar Practice ..................................................................................................................... 4
2.1.2 Radar and Collision Avoidance .................................................................................................... 5
2.1.3 Parallel Indexing (PI) .................................................................................................................... 5
2.1.4 Electronic Mapping ....................................................................................................................... 5
2.2 Automatic Radar Plotting Aid (ARPA) ........................................................................................... 6
2.2.1 ARPA Speed Input ........................................................................................................................ 6
3.0 Compass System .............................................................................................................................. 6
3.1 Magnetic Compass ........................................................................................................................... 6
3.1.1 Magnetic Compass and Auto-Pilot ............................................................................................... 7
3.1.2 Transmitting Magnetic Compass (TMC) ...................................................................................... 7
3.2 Gyro Compass .................................................................................................................................. 8
3.3 Compass Errors ................................................................................................................................ 8
3.4 Course recorder ................................................................................................................................ 8
4.0 Rate of Turn Indicator (ROT) .......................................................................................................... 9
5.0 Speed and Distance Measuring Log................................................................................................. 9
5.1 Direction of Speed Measurement ..................................................................................................... 9
5.2 Recording of Distance Travelled ..................................................................................................... 9
6.0 Echo Sounders.................................................................................................................................. 9
7.0 Global Navigation Satellite System (GNSS) ................................................................................. 10
7.1 GNSS Guidance ............................................................................................................................. 10
8.0 Automatic Identification System (AIS) ......................................................................................... 11
8.1 Master’s Discretion to Use the AIS ............................................................................................... 11
8.2 AIS Policy in the “High Risk” Area .............................................................................................. 11
8.3 Inherent Limitations of AIS ........................................................................................................... 11
8.4 Use of AIS/ VHF in Collision Avoidance Situations .................................................................... 12
8.5 Annual Testing of the AIS ............................................................................................................. 12
9.0 Radio-Communications - GMDSS Equipment .............................................................................. 12
9.1 Essential Tests ................................................................................................................................ 12
10.0 Ship Security Alert System (SSAS) ............................................................................................. 14
10.1 Long Range Identification and Tracking (LRIT) ......................................................................... 14
11.0 Voyage Data Recorder (VDR) ..................................................................................................... 14
11.1 Preserving VDR after an Incident ................................................................................................ 15
11.2 Access to VDR Information ......................................................................................................... 15
11.3 VDR Poster .................................................................................................................................. 15
11.4 VDR Training .............................................................................................................................. 15
12.0 Bridge Navigational Watch Alarm System (BNWAS)................................................................ 16
13.0 Navigational Lights and Signalling Equipment ........................................................................... 17
13.1Navigational lights ........................................................................................................................ 17
13.2 Signalling Equipment................................................................................................................... 17
13.2.1 Daylight Signalling Lamp ......................................................................................................... 17
13.2.2 Daylight Shapes ........................................................................................................................ 17
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13.2.3 Sound Signalling Equipment .................................................................................................... 17

14.0 NAVTEX ..................................................................................................................................... 18
15.0 Critical Navigational Equipment and Systems ............................................................................ 18
16.0 Fire Detection Alarm System....................................................................................................... 19
17.0 Alarms Management .................................................................................................................... 19
18. Record ............................................................................................................................................ 21
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1.0 Purpose
This procedure provides a brief description of the Bridge Equipment, their function, condition
verification and maintenance requirements.
2.0 General
On joining the Vessel all the Deck Officers including the Master must be familiarized with the all the
Bridge Navigating Equipment.
The following Forms must be completed:
- SF/CRW/505A-1 “Familiarization with Bridge Equipment”) and
- SF/CRW/505A-2 “ECDIS Familiarization”
All deck officers including the Master must also acquaint themselves with the operating manuals for
the equipment, particularly about the setting-up of controls and the procedures to be followed in the
event of equipment failure.
Periodic checks of the navigation equipment must be carried out and records maintained as follows:
 Daily, at noon, by using the form SF/MRS/203 “Bridge Daily Tests at Noon” and upon
completion, a relevant entry must be made in the Bridge Log Book.
 Monthly, by using the form SF/MRS/225 “Navigational and Electronic Equipment”, which
must be also sent to the Office electronically.
The Master may delegate the task of carrying out the tests and checks to more than one of the Deck
Officers.
Regular preventive maintenance of all equipment must be carried out according to manufacturer’s
instructions and the PMS.
Any malfunction of navigation and communication equipment must be reported immediately by email
and a phone call to Marine and Technical department, together with issuance of Defect Report, as per
the applicable procedures detailed in Maintenance Manual, accompanied by relevant Service Request
or Requisition for spares.
A Risk Assessment must be carried out.
In case of failure of equipment identified as “critical”, the procedures for “De-activation / Re-activation
reporting”, as per the Maintenance Manual, must be also followed.
For routine inspections, replacements, renewals, the relevant Requisitions or Service Request reports
must be submitted to the Office two (2) months in advance.
Only approved Navigational Software may be used on the Bridge.

The use of Non-Approved / Non-Authorized navigational software is strictly prohibited. The use of
unauthorized equipment (such as: laptop with ECDIS software-GPS) is strictly prohibited.
To avoid any distraction on the Bridge and interference in the VDR voice recording, music players,
radios, mobile phones, personal laptops are STRICTLY prohibited
Any violation of this Standing Order will lead to immediate disciplinary action.
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Forms/Checklists that include navigation equipment may be amended to be ship-specific. However,

the Master must obtain approval from the Marine and S&Q Departments before making the
amendment.
The Company has an agreement with a Company providing technical assistance/support and worldwide
servicing for all fleet Vessels covering navigational equipment.
2.1 Radar & ARPA

The OOW must take guidance from Rule 7 (c) “Risk of Collision” of the COLREGS which states,
“Assumptions shall not be made on the basis of scanty information, especially scanty radar
information”.
2.1.1 Good Radar Practice

The Officer in charge of the navigational watch must:
 Review the operating manuals and be familiar with their capabilities and limitations.
 Use the radar at all times, including in high traffic areas, in restricted visibility and at night
while having due regard to its limitations.
 Ensure that range scales employed are changed at sufficiently frequent intervals so that echoes
are detected as early as possible.
 Select an appropriate range scale and observe display carefully, and must ensure that plotting
or systematic analysis is commenced in sufficient time.
 Be familiar with the inter-switching unit, where fitted, to allow radar displays to change
transceivers.
 Use the performance monitor to check the radar performance at regular intervals at least once
in four hours. A numeric, percentage, graphical or other measurement value must be recorded.
 Use parallel indexing techniques whenever possible to continuously monitor the Vessel’s
position relative to the pre-planned track in conjunction with other position fixing methods.
 Be aware of blind or shadow sectors caused by masts or other obstructions.
 Be aware that:
 The “X” Band (3 cm / 9 GHz) radar is better for coastal navigation and pilotage due to their
higher directivity and definition of targets. Furthermore, the X-band radar can operate in
the 9 GHz frequency band for the detection of search and rescue transponder (SART)
devices.
 The “S” Band (10 cm / 3 GHz) radar is better at detecting Vessels and landfalls due to their
greater range and ability to penetrate precipitation.
 Ensure that the heading marker alignment must be periodically checked against both the
compass heading and the fore and aft line of the ship.
 Ensure gyro and log inputs are showing the correct value.
 Be aware of beam width distortion.
 Appreciate that radar ranges are far more accurate than radar bearings. For accurate position
fixing radar ranges must be coupled with visual bearings whenever possible.
 Echoes may be obscured by sea or rain clutter; careful use of clutter controls will assist.
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2.1.2 Radar and Collision Avoidance

In radar plotting, measurement of the course, speed and aspect of a target is used to determine the
Closest Point of Approach (CPA) and to indicate whether there is a risk of collision. The accuracy of
the target plot depends on an accurate input of own Vessel’s course and speed during the plotting
interval. A yawing ship or inaccurate speed and heading input will reduce the accuracy of the calculated
target vectors.
Incorrect information used for radar plotting will result in incorrect CPA and TCPA values.
This can in some instances give the OOW a false sense of security and show the target to pass well
clear, while it is actually on a collision course.
A single observation of the range and bearing of a target cannot give any indication of target course
and speed. Multiple observations are required, and the longer the plotting period, the greater will be
the accuracy.
The OOW must be aware that the accuracy in the plot will be lost if either own ship or the target
changes course or speed during the plotting period.
A change in the course or speed of the target may not be immediately detected.
The estimation of the course and speed of the target and risk of collision is only valid up to the time of
the last observation.
The OOW must not assume that, because the relative bearing of a target is changing, there is no risk of
collision.
An alteration of course and/or speed of own ship may alter the relative bearing and, at close quarters,
risk of collision can exist even with a changing compass bearing.
2.1.3 Parallel Indexing (PI)

Parallel index techniques can be useful when monitoring the ship’s progress in relation to the passage
plan.
The OOW must appreciate that PI does not fix the ship’s position, but provides a method on the radar
of verifying that the ship is maintaining a safe course to pass a fixed object such as a headland at the
desired passing distance.
Parallel indexing does NOT replace the need to fix the ship’s position on the Chart at regular
intervals.
The technique requires an index line to be drawn to pass through the radar echo or a fixed object,
tangential to a VRM (variable range marker) set to a range equal to the desired passing distance.
The index line will line up parallel to the ground track that the ship will need to follow to maintain a
safe passing distance.
Parallel indexing can be used on both relative motion and ground stabilised true motion modes of radar
operation.
2.1.4 Electronic Mapping

Electronic mapping facilities are commonly available for displaying on the radar picture. The OOW
must be familiar with the procedure for using the electronic mapping facility.
Any maps electronically overlaid on radar pictures must always be used with caution.
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2.2 Automatic Radar Plotting Aid (ARPA)

In using ARPA it is essential for Officers to ensure that own Vessel heading and speed data is
continually checked to preclude the generation of erroneous information.
Incorrect information fed to the ARPA will result in incorrect CPA and TCPA readings from plotted
targets.
The use of radar does not reduce or substitute the requirement to maintain a proper lookout by sight,
bearings and hearing. A proper lookout shall be maintained by sight, hearing and visual bearings at all
times, supplemented by a Radar Lookout.
The OOW must be aware of the dangers of being over-reliant on these devices and must:
 Understand the types of errors that are possible and recognize the operational warnings that
appear on the display.
 Understand the limitations of the ARPA.
 Treat the apparent precision of the digital display of the closest point of approach (CPA) with
caution.
 Regularly test the devices using the built-in operational test facilities.
 Use automatic target acquisition with caution especially in sea areas where radar inconspicuous
targets can be expected.
2.2.1 ARPA Speed Input

Speed input needs to be sea stabilised (water tracked) to provide the ARPA with speed and course
through the water.
The use of these devices in a ground stabilised (bottom tracked) mode for assessing risk of collision
could be particularly hazardous in sea areas that experience significant tidal streams and currents.
Where the speed input device is not operational then a risk assessment must be conducted and speed
must be entered manually in the ARPA.
The failure must be recorded in deck and radar logs and a warning poster must be posted at all times,
pointing out the potential hazard.
Input must be done manually.
3.0 Compass System

The Gyro Compass must be run continuously and where speed and latitude corrections are not
automatically adjusted then manual adjustments as per the manufacturer’s instructions must be done.
Since the master gyro supports a number of repeaters on the bridge therefore all must be checked
against the main gyro at least once during a watch and after excessive manoeuvring.
The repeater at the emergency steering position must be checked frequently.
3.1 Magnetic Compass

As per Marshall Islands Marine Notice No. 2-011-032 Oct/2020, the residual deviation, must be within
3° and observed accuracies must be within 2° of the residual deviation table or curve for safe navigation.
At all times the residual deviation table or curve must be prominently displayed on the Ship’s Bridge.
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The Navigation Officer is required to check physically the magnetic compass to verify that is free of
bubbles daily.
Magnetic compasses must be adjusted when:

 They are first installed.
 They become unreliable
 The observed error consistently exceeds the allowed limit, of 3° on one or more headings.
 After dry-docking, or after repairs or structural alterations have been made to the ship that could
affect its permanent and /or induced magnetism.
 Electrical or magnetic equipment close to the compass is installed, removed or altered.
 After one (1) year from when the compass was adjusted IF the required record of compass
deviations has not been properly maintained or the record of deviations are excessive.
 When deemed necessary by the Master. If a qualified and certified Magnetic Compass adjuster
is unavailable and the Master considers it necessary, then adjustments may be made by the
Master provided he has the necessary expertise.
The Company requires the Magnetic Compass to be adjusted by an authorised adjuster

at least every (2) two years. A deviation card must be issued at the time.
Verification must be done by the Master in between the two-year period.
If within limits, then it must be recorded and a notice posted next to the deviation card.
The Master must check the performance of the magnetic compass regularly particularly:
 After the Vessel has been subjected to severe contact or electrical discharge, such as lightening.
 After the Vessel has been laid-up or lying idle for a significant time.
 When the Vessel is new build or after major structural repairs.
3.1.1 Magnetic Compass and Auto-Pilot

On some fleet Vessels, if the gyro fails, the auto-pilot can be used while using the magnetic compass.
All deck officers including the Master must be familiar with the changeover procedure and the
corrections, if any, that may need to be applied to the specific equipment installed.
The system must be tested regularly and a record is to be made in the Deck Log Book. The system
must be tested in open seas with little or no traffic in the vicinity.
3.1.2 Transmitting Magnetic Compass (TMC)

Separate deviation cards must be prepared for the transmitting magnetic compass (TMC) repeater, if
fitted; however, it is not required for TMC if attached to the Magnetic Compass.
Vessels fitted with transmitting magnetic compass, in cases of gyro failure when the radar’s heading
data is provided from a transmitting magnetic heading device, watch-keepers must determine and apply
the magnetic compass errors.
The true vector function of automatic plotting and tracking equipment must be operated with caution
when the heading input is derived from a Transmitting Magnetic Compass.
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ARPA prediction is reliant on steady state tracking, where course and speed remain steady. In a seaway
a transmitting magnetic compass may not produce a sufficiently steady heading resulting in unreliable
vectors.
3.2 Gyro Compass
The Service of the Gyro Compass must be carried out ANNUALLY.

The service report and service certificate must be placed in the Vessel’s trading certificate file.
Where there are two gyros fitted, then the gyros must be alternately switched between the two on
a MONTHLY basis.
3.3 Compass Errors

Magnetic and gyrocompass errors must be checked and recorded at each watch, where possible, using
either azimuth or transit bearings.
The observed error must be recorded in a Compass Error Book.
Compass errors must also be determined after any major alteration of course, where possible. Where
weather conditions or traffic density makes it impractical to check the compass error, this fact must be
recorded in the Deck Log Book.
An entry must be made in the Compass Error Book, when a Vessel enters or leaves Dry Dock.
3.4 Course recorder

The course recorder must be synchronized on G.M.T. time and be kept in operation continuously when
the Vessel is underway, at anchor or moored/alongside.
Only during dry docking course recorder can be switched off.
Any course recorder failure must be noted in the Deck logbook and the Office to be notified by the
fastest means possible.
Adequate spare printer rolls and styluses must be available.
Used course recorder rolls must be retained and be suitably dated and time marked if practicable and
stored aboard for the last three (3) 3 years.
The following notations must be made and initialled on the course recorder chart roll:
 Before departure (commence unmooring / anchor up) and upon arrival (all fast / safe
anchoring completed) in port or anchorage noting the date, the local time, the name of the
port/anchorage and the mooring/anchoring position, making sure that the correct heading/time
are reflected.
 Each watch must monitor the correct alignment of time and heading by the end of each watch
noting the date, the local time and the initials of the OOW leaving the bridge.
In case of an accident to the Vessel, the entire course recorder roll to be removed from the recorder
even if only partly used, properly identified with the ship's name and date in ink, signed by the Master,
and the Officers on watch at the time of the accident, and retained on board pending instructions from
the Office.
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4.0 Rate of Turn Indicator (ROT)

When ships are manoeuvring, particularly large ships where the distance between the bow and the pivot
point of the ship is considerable, ROT indication provides feedback on how quickly the ship is turning.
ROT of measurement is used by automatic track-keeping systems to perform controlled turns.
5.0 Speed and Distance Measuring Log

Depending upon the type a Speed Log provides measurements of distance and speed through the water
and over the ground.
In general, there are two types of speed measurements used:
 Speed through the water is used for radar collision avoidance and
 Speed over the ground is used for navigation.
The speed input for all anti-collision plots on ARPA must be “speed through the water” as required by
SOLAS.
Any failure or malfunction of the Speed Log must be recorded in the Oil Record Book Part II
(in connection to the operation of the ODME).
Any failure or malfunction of the Speed Log must be reported to the Flag Administration and a
Dispensation Letter must be obtained.
5.1 Direction of Speed Measurement

Doppler type logs can be either single-axis and measure speed in the fore and aft direction or dual –
axis and measure fore and aft and athwart (diagonal) ship movement.
Coupled with rate of turn measurement, dual-axis logs are also able to calculate the speed and direction
of movement of the bow and stern.
5.2 Recording of Distance Travelled

As well as indicating ship’s speed, speed logs record and display “Distance Travelled”.
The log distance “trip” must be initialised at the start of each new track and the log distances must be
recorded in the logbook at the end of each watch.
6.0 Echo Sounders

The echo sounder must be switched on upon entry into coastal waters, prior to each approach to shallow
waters and port entry.
The echo sounder must always be:
 Used when making a landfall.
 Kept switched on in coastal waters, during pilotage and while mooring alongside.
 Switched on before departure.
 Kept in operation during anchorage period.
If the echo sounder is fitted with a shallow water alarm, the alarm must be set to an appropriate safe
depth to warn of the approaching shallow waters.
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Recommended alarm settings as per below values:

 4 meters in coastal waters, wherever the plotted depths are less than 100 meters.
 2 meters during port approach and while at anchor
 Minimum calculated UKC during pilotage/fairways/channels/berthing/alongside if the
equipment can be set to values less than two (2) meters.
The date and time of switching-on the echo sounder must be recorded on the recorder chart.
In addition, the date and time of passing significant land or seamarks must be marked on the recorder.
The OOW must check that the units of soundings on the echo sounder are the same as those used on
the chart in use.
The performance of the echo sounder must be verified frequently by comparing echo sounder’s
recorded depths against the depths shown on the ENCs (reference should be made from depth
contours considering tidal heights) or against spotted depths when alongside sounded by hand lead
line.
In case a variation is observed the echo sounder must be re-calibrated according to the maker’s
instructions.
Where the equipment is fitted with a fore and aft transducer then the active transducer must be selected
based on the Vessel’s manoeuvring status i.e. moving ahead or moving astern.
7.0 Global Navigation Satellite System (GNSS)

The following Satellite Systems are currently available for use on ships:
 Global Positioning System (GPS) operated by the United States
 Global Navigation Satellite System (GLONASS) operated by the Russian Federation
 European Satellite Navigation System (Galileo)
Reference must be made to NP 100 “Mariner’s Handbook” and NP282 “Admiralty List of Radio
Signals Volume 2” for detailed information on Global Navigation Satellite Systems.
7.1 GNSS Guidance

All deck officers must keep in mind that:
 The GPS does not work correctly everywhere.
 It does not have a near pinpoint accuracy.
 Solar Flares may cause GPS receivers to stop working or give false readings.
 GPS are vulnerable to “Jamming” (man-made interference to GPS, intentional or
unintentional). “Jamming” affects the availability and the continuity of the information, and be
dangerous during i.e. a critical maneuver.
 GPS are vulnerable to “Spoofing”. “Spoofing” is the transmission of legitimate-looking false
signals. The receiver will display position, velocity and time values which are misleading.
 GPS must remain referenced to WGS84 when connected to the ECDIS.
 When navigating using paper charts the OOW must be aware that though the majority of the
paper charts are referenced to WGS84; however, there are still some paper charts which contain
information on latitude and longitude shift values that must be applied to GPS positions before
they are charted.
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 Accuracy of positions using GPS can be affected, amongst other things, by differences in
datums. Discrepancies in charted positions of obstructions can also introduce significant
differences between GPS derived positions and more traditional methods.
GPS positions must be logged simultaneously from both GPS equipment installed to check the
accuracy of the equipment at least on an hourly basis. Records must be kept in a hard note book.
8.0 Automatic Identification System (AIS)

Reference must be made to NP100 “Mariner’s Handbook” for detailed information on AIS.
It is vital that the AIS unit is installed and operated correctly.
Basic static data such as ship dimensions must be checked regularly by the OOW.
He must also regularly check the correct input of dynamic data such as speed, course, position etc.
The following information must be entered in the AIS at the start of the voyage and updated if there is
any change during the voyage:
 Ship’s draught.
 Hazardous cargo.
 Destination and ETA.
 Route plan (way points).
 The navigational status.
Short safety-related messages free format short text messages must be manually entered, addressed
either to a specific addressee or broadcast to all ships and shore stations.
8.1 Master’s Discretion to Use the AIS
8.2 AIS Policy in the “High Risk” Area
The Company Policy is to have the AIS switched on, when transiting the High Risk Area As per
BMP (latest version) the Master has the discretion to switch off the AIS if he believes that its use
increases the ship’s vulnerability.
In the Gulf of Aden, in order to provide Naval forces with tracking information it is recommended
to leave the AIS switched on, but restricted to the ship’s Vessel Name and Maritime Mobile Service
Identity (MMSI) identity, position and other safety related information. Outside the Gulf of Aden,
current Naval advice is to turn it off completely, but activate it immediately at the time of an attack.
8.3 Inherent Limitations of AIS

The OOW must always be aware that some ships, pleasure crafts, fishing boats and warships and some
coastal shore stations including Vessel Traffic Service (VTS) centres, might not be fitted with AIS.
The OOW must always be aware that other ships fitted with AIS as a mandatory carriage requirement
might switch off AIS under certain circumstances.
Dynamic AIS data of other vessels must be viewed with caution as it is as good as the input to the AIS
on that vessel.
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Consequently, the AIS MUST NOT be used as an aid to avoid collision but only for
identification.
8.4 Use of AIS/ VHF in Collision Avoidance Situations
When using the AIS for identification of surrounding navigating vessels the following cautionary
points must be taken into account:
 AIS is an additional source of navigational information. It does NOT replace, but supports,
navigational systems such as radar target-tracking and VTS.
 The use of VHF to discuss action to take between approaching ships is dangerous. Identification
of a target by AIS does not remove the danger. The use of AIS does not negate the responsibility
of the OOW to comply at all times with the Collision Regulations, particularly Rule 7 when
determining whether risk of collisions exists.
 The user must not rely on AIS as the sole information system, but must make use of all safety-
relevant information available.
 Once a ship has been detected, AIS can assist in tracking it as a target. By monitoring the
information broadcast by that target, its actions can also be monitored. Many of the problems
common to tracking targets by radar, namely clutter, target swap 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 navigational status.
8.5 Annual Testing of the AIS
As per SOLAS Chapter V Regulation 18.9 the Automatic Identification System (AIS) must be subject
to an Annual Test.
The annual testing of the automatic identification system (AIS) must be carried out by a qualified radio
inspector authorised by the Flag State or a Recognised Organisation. This test will be carried out in
line with MSC.1/Circ.1252 “Guidelines on Annual Testing of the Automatic Identification System
(AIS).
A copy of the test report must be retained onboard the Vessel and filed with the ship’s trading
certificates.
9.0 Radio-Communications - GMDSS Equipment

Reference must be made to NP100 “Mariner’s Handbook” for further and detailed information on the
Global Maritime Distress and Safety System.
For information on GMDSS procedures reference must be made to the relevant section elsewhere in
this manual.
9.1 Essential Tests

Test transmissions shall be kept to a minimum on the distress and safety frequencies and must,
wherever practicable, be carried out on artificial antennas with reduced power. When it is necessary
for the ship to send signals for testing or adjustments which are liable to interfere with the working of
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neighbouring coast stations, the consent of these stations shall be obtained before such signals are
sent.
When it is necessary for the ship to make test signals, either for the adjustment of a transmitter before
making a call or for the adjustment of a receiver, such signals shall not be continued for more than 10
seconds, and shall include the call sign or other identification of the station emitting the test signals.
This call sign or other identification shall be spoken slowly and distinctly.
While the ship is at sea, the following tests must be made by the person nominated by the Master to
carry out appropriate tests and checks:
DAILY
 Test of the MF/HF and VHF DSC controllers without radiation of signals, by use of the
means provided by the equipment;
 Test of batteries providing a source of energy for any part of the radio installations and,
where necessary, brought up to the fully charged condition;
 Check of printers to ensure there is an adequate supply of paper;
 Check of the emergency light;
Test of the radiotelephone distress frequency watch receiver using the internal alarm test
facility to lift the mute, and by listening to signals and, where practicable, comparing them
with similar signals received on the radiotelephone distress frequency of 2182 kHz on
another receiver.
WEEKLY
 Test of the proper operation of the MF/HF DSC facilities by means of a test call, when
within communication range of a coast station fitted with DSC equipment. Where the ship
has been out of communication range of a coast station fitted with DSC equipment for a
period longer than a week, a test call shall be made on the first opportunity that the ship is in
communication range of such a coast station; Live tests must not be made on VHF DSC
equipment;
 Test of radiotelephone alarm signal generating device by ensuring that the device can
modulate satisfactorily the radiotelephone transmitter, without radiation of signals;
 Test of the rechargeable batteries of the two-way radiotelephone apparatus and, where
appropriate, brought up to the fully charged condition;
 Check of the non-rechargeable batteries of the two-way radiotelephone apparatus and
replace them if necessary;
 Test of each survival craft two-way VHF equipment on a frequency other than ch.16 VHF;
 Self-test of the MF/HF equipment; where NBDP applicable test with coast station is
required;
 Self-test of the NAVTEX;
 Check of the INMARSAT-C functions and performance along with distress button test.
MONTHLY
 Test of the satellite EPIRB to determine its capability to operate properly using the means
provided on the device and without using the satellite system and check for security and
signs of damage;
 Test of each search and rescue radar transponder (SART) using the built-in test facility and
check for security and signs of damage;
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 Check on the security, condition, connections and compartment of all batteries providing a
source of energy for any part of the radio installation;
 Check on the condition of all aerials and insulators.
10.0 Ship Security Alert System (SSAS)

SOLAS XI-2 requires ships to be provided with a Ship Security Alert System.
The intent of the Ship Security Alert System is to send a covert signal from a ship that will not be
obvious to those unaware of the alert mechanism.
It is therefore of use in circumstances where the ship wishes to inform a person ashore about a problem
while ensuring a minimum number of persons onboard are aware of the action.
Further information is confidential and only available in the Ship’s Security Plan.
10.1 Long Range Identification and Tracking (LRIT)

As per SOLAS Chapter V, and MSC.1/ Circ. 1307, all cargo ships of 300 GT and above, engaged on
international voyages, are required to install a Long Range Identification and Tracking System (LRIT).
The OOW must be aware that there is no interface between the LRIT and the AIS. One important
difference between the two systems is the range and the other important difference is that, whereas AIS
is a broadcast system, the data derived through LRIT will be available only to the recipients who are
entitled to receive such information.
SOLAS contracting governments will be entitled to receive information about the ships navigation
within a distance not exceeding 1000 nautical miles off their coast.
The system is subject to an annual survey.
The test certificate must be filed with the trading certificates of the Vessel.
11.0 Voyage Data Recorder (VDR)

The main purpose of a Voyage Data Recorder (VDR) is to comply with the IMO safety requirements,
by recording and storing data that can be used to investigate maritime incidents.
A VDR is similar to the “black-box” fitted on an aircraft. It is a data recording system which collects
data from various sensors onboard the Vessel and as per the regulations it will store at least the last
twelve (12) hours in a protected unit. This data once recovered can be replayed for incident
investigation.
Some Vessels may be fitted with and S-VDR; however, there is no principle difference between a
voyage data recorder (VDR) and a simplified voyage data recorder (S-VDR).
The difference is the amount of information required to be recorded. The VDR requires more data to
be recorded than the S-VDR.
The VDR data downloading procedure must be posted next to the equipment.
If the system indicates any malfunction then the Master informs the Company immediately.
In the case of Abandonment of a Vessel during an emergency, Masters must, where time and other
responsibilities permit, take all necessary steps to preserve the VDR information until it can be passed
to the investigator.
Recovery of the VDR information must be undertaken as soon as possible after an accident to best
preserve the relevant evidence for use by both the investigator and the Company.
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As the investigator is very unlikely to be in position to instigate the action soon enough after an
accident, the owner must be responsible, through its on-board standing orders, for ensuring the timely
preservation of this evidence.
The system is subject to an annual performance survey. The test certificate must be filed with the
trading certificates of the Vessel.
11.1 Preserving VDR after an Incident

Upon the occurrence of any serious incident /accident the following actions must be taken:
 The memory recording medium must be changed within 12 hours and must be held in the
Master’s safe.
 This must be recorded in the Bridge Log Book.
 The DPA must be informed in writing.
 The memory recording medium must not be removed from the Master’s safe without the written
authority of the DPA/ Alternate DPA.
Spare memory recording mediums must be available onboard, in order to replace the tape, which would
have been removed, after an incident occurrence.
11.2 Access to VDR Information

The Company will take guidance from the flag states and IMO MSC/Circ.1024 Guidelines on Voyage
Data Recorder (VDR) Ownership and Recovery and advise the Vessel.
Access must not be given to any one unless permission has been given from the Company.
11.3 VDR Poster

A Poster must be posted on the Bridge, in a conspicuous place and must state:
Be advised that VDR is fitted and all conversations are being recorded.
Poster 36 has been issued for this purpose.
11.4 VDR Training

All deck officers must be well trained in the operation of the VDR, the downloading of the data and
the replacement of the memory medium (depending on the model of the VDR).
Periodic training in this issue must be conducted, when officers change, (included in - Record of Drills
performed and Other Training).
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12.0 Bridge Navigational Watch Alarm System (BNWAS)

As per SOLAS Ch. V, the purpose of the BNWAS is to monitor the Bridge activity and to detect
disability of the OOW which could lead to marine incidents.
The system automatically alerts the Master or any other qualified OOW if for any reason the OOW
becomes incapable of performing the OOWs duties.
The purpose is achieved by a series of indications and alarms to alert, first the OOW and, if he is not
responding, then alert the Master or another qualified OOW.
All OOWs must be fully familiar with the alarm and the various call level functions of the BNWAS
equipment installed on board.
For BNWAS Systems fitted with motion sensors the equipment must be checked at least daily to ensure
it is operating correctly (refer to “Bridge Daily Checks” and MI MN 2-011-40).
The Master is the only one allowed to set/ operate the equipment.
He shall ensure that the appropriate operational mode is set each time, with selected dormant period
duration being on safe side with respect to the applicable requirements.
The set-up timing of the BNWAS must be set at intervals of TWELVE (12) MINUTES.
The BNWAS must be operational at all times whenever the ship is underway at sea and also while at
anchor. The system must be switched off when the Vessel is in port alongside or in a repair yard.
The BNWAS Automatic Operational Mode, if available must not be used.
The system has the following Level Alarms:

• Level 1 Alarm
The system will regularly check for movement and, if none is detected within a 12 minute period, an
audible/visual alarm will be set off in the wheelhouse/chartroom area and on remote alarms fitted to
both bridge wings. The navigator must then manually reset the alarm within 15 seconds otherwise the
system will escalate to a Level 2 Alarm.
• Level 2 Alarm
This will sound in all of the deck officer cabins, including that of the Master following a failure to
reset a Level 1 Alarm. The officer(s) concerned will then have up to 90 seconds in which to reach the
wheelhouse and reset the alarm otherwise the system will escalate to a Level 3 Alarm.
• Level 3 Alarm
This will sound alarms located in the cross alleyways on A deck, D deck, E deck and F deck following
a failure to reset a Level 2 Alarm in the wheelhouse. The alarm will continue until reset in the
wheelhouse.
Only the Master will have access to the password or the operating key. Where the system requires a
password then a copy must be kept in a sealed envelope in the safe in case it is forgotten during
handover.
Similarly, if there is a key then the spare key must be kept in the safe.
Any faults found in the system must be reported directly to the Company following the established
defect reporting procedure.
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Checks regarding the BNWAS are included in the following Bridge Checklists:
 Bridge Daily Checks at Noon (The system to be tested in accordance with the manufacturer’s
procedures daily, every noon, as part of the Bridge Daily Checks. All alarm levels must be
verified operational).
 Bridge Change of Watch Checklist – When underway.
 Bridge Change of Watch Checklist – Anchorage.
 Preparation for Sea.
13.0 Navigational Lights and Signalling Equipment

The OOW is responsible for ensuring that the emergency navigation lights and signalling equipment
are in working order and ready for immediate use at all times.
13.1Navigational lights
All the lights must be working in the Main and Emergency power mode and must have correct arcs of
visibility. Suitable bulbs shall be used.
The Light Failure Alarm must be operational and must be frequently tested.
13.2 Signalling Equipment
13.2.1 Daylight Signalling Lamp

A Daylight Signalling Lamp must be available on the bridge. It must be suitable for conveying
information between ships, or between ship and shore, by means of light signals, both by day and by
night.
The lamp must function on both the main power and battery mode and a charging routine with records
must be established for the batteries.
There must be at least three spare bulbs available.
13.2.2 Daylight Shapes

Three “Black Ball shapes” One “Diamond” One “Cylinder” must be available (dependent on the size
of the Vessel).
The Ship’s whistle must be in good working order and must also be connected to the Emergency Power
Circuit.
A “gong” and a “bell” must be available.
13.2.3 Sound Signalling Equipment

Sound signalling equipment must be checked daily and maintained in an operational condition. Where
roller guides and wires operate the whistle, these must be examined frequently to ensure easy operation.
Electric and automatic whistles must be maintained according to manufacturer’s instructions.
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14.0 NAVTEX
NAVTEX is the system for the broadcast and automatic reception of MSI by means of narrow-band
direct printing telegraphy.
The international service uses a single-frequency 518 kHz transmission in English. National service
may be established by maritime authorities to meet particular national requirements.
These broadcasts may be on 490 kHz, 4209.5 kHz or a nationally allocated frequency and may be in
either English or the national language. For details, see Volumes 3 and 5 of Admiralty List of Radio
Signals.
All NAVTEX transmitting stations operating within the Vessel’s area of operation must be selected.
For the procedure on handling NAVTEX messages this section must be read in conjunction with
information on NAVTEX and Navigational Warnings elsewhere in this manual.
All messages received from NAVTEX must be checked when received by the OOW, signed by him
and must always be posted the number of the related chart on NAVTEX paper.
The messages must be posted on the affected charts and also must be deleted when they are cancelled.
In the frame of the better practical implementation of NAVTEX service, as well as for NAVTEX device
control, following recommendations must be made:
 NAVTEX receiver must be put in operation at least 8 hours prior to Vessel departure from the
port, to ensure that the Vessel would not lose vital messages.
 In order to avoid unnecessary paper printing, the Navigating Officer must program the device
for printing messages from station(s), depending on the Vessel’s geographic position.
Messages with errors such as “asterisks” must be read and implemented with caution.
15.0 Critical Navigational Equipment and Systems

The Critical Navigational Equipment and Systems are the following, as identified via a Hazard
Analysis approach in Maintenance Manual:
Bridge Critical Equipment and Systems

1. X-BAND RADAR & ARPA
2. Public Addresser
3. VHF of GMDSS
4. Echo Sounder
5. ECDIS
Equipment found to have operational defects must be brought to the attention of the Master and
recorded in the Logbook and on the Pilot Card.
Upon identification of a defect the back-up equipment shall be verified in operation and the Company’s
Marine Department must be immediately notified via a phone call.
Critical Equipment failure shall follow the defect reporting procedure.
A Defect Report shall be submitted through the e-PMS.
A risk assessment has to be carried out and submitted to the Company.
When the Risk Assessment addresses defective navigational equipment the risk assessment shall be
reviewed and approved by the Office. The Vessel’s Charterers to be notified.
Relevant SOS checklists shall be utilised.
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This procedure shall be read in conjunction with the MTN (005) – Maintenance Manual- Section 01
paragraph 2.9.
16.0 Fire Detection Alarm System

Fire detection and extinguishing system panels on bridge must be daily verified for their proper
working condition and function.
The Officer on watch must be familiar with the systems provided and able to handle any situation
occurred.
Bridge officers must be familiar with control panel unit functions and way to identify the zones of
alarms.
Any alarm or abnormality of the system must be reported immediately to the Master and be
continuously monitored. Refer to Maintenance manual (005) Section 08 paragraph 2.5.2 describes the
system and procedures must be followed for different circumstances and actions.
It is very important that while Vessel’s Bridge is unattended, there shall be no delay for the
audible alarms in crew accommodation areas.
17.0 Alarms Management

The Bridge Team is surrounded by alarms from discrete devices all around the bridge.
For safe and effective ship operation every alarm, whatever its source, must be justified and addressed.
Correct alarm set points must not give rise to spurious alarms and must give sufficient time for
corrective action.
In order to avoid distraction to Watch-keepers due to the increased number of alarms and avoid wrong
interpretations the following list must be consulted:
Equipment Alarm Authority Adjustable Setting Muting Action

Level
Yes / No Yes / No
NAVTEX Printer error OOW / No - No Acknowledge investigate- Consult
Master manufacturer’s instructions. Officer to be
notified if the error cannot be rectified.
Navigational warning OOW No - No Consult IMS Navigation & Mooring
Manual-Section 3-Paragraph 3 & Section 5-
Paragraph 6.5
Meteorological OOW No - No Consult IMS Navigation & Mooring
warning Manual-Section 3-Paragraph 3
DOPPLER / Minimum depths OOW Yes 2m / 4m No Consult IMS Navigation & Mooring
ECHO SOUNDER (as per Manual-Section 7-Paragraph 6.0 and 15.0.
IMS)
WIND Wind limit (Heavy OOW No 28 kts / 14 No Consult IMS Navigation & Mooring
INDICATOR weather indication) m/s Manual-Section 3-Paragraph 4.2
DEAD MAN Dead man alarm OOW / C/E No 15min No Consult IMS Maintenance Manual-Section
ALARM 2-Paragraph 2.6
VDR Sensor / code error OOW / No - No Consult IMS Navigation & Mooring
Master Manual-Section 7-Paragraph 11 &
manufacturer’s instructions. Office to be
notified if further action is required.
Table continuing on next page
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Level
Yes / No Yes / No
UPS of Navigating UPS failure (battery / OOW / No - No Acknowledge and investigate - (For ECDIS
equipment A/C failure etc) Master UPS consult IMS Navigation & Mooring
Manual-Section 5-Paragraph 10.3) Office to
be notified if further action is required.
GAS DETECTION Sensor failure OOW No - No Acknowledge and investigate- Consult
SYSTEM manufacturer’s instructions and office to be
Gas detection OOW No No Acknowledge and investigate- Consult
manufacturer’s instructions and office to be
informed if further action is required
GYRO COMPASS Difference between Master / No 20 No Acknowledge and investigate- Consult
two gyro units (if Office manufacturer’s instructions and office to be
applicable) notified.
MAGNETIC Off course alarm OOW Yes 50 No Set 50 on both sides off course
COMPASS
AUTO PILOT Off course alarm OOW Yes 50 No Set 50 on both sides off course
Rate of turn limit OOW Yes 100 No Change over to manual steering -
Acknowledge and investigate
Speed alarm OOW / Yes 100 No Change over to manual steering -
Master Acknowledge investigate
Gyro failure OOW/ Master Yes - No Change over to manual steering -
Acknowledge investigate
Rudder limit OOW / Yes 100 No Change over to manual steering -
Master Acknowledge investigate
STEERING GEAR Hydraulic pump -Low OOW / No - No Acknowledge and investigate- As required
oil level Master / C/E change over to emergency steering - Consult
notified.
Power Failure in OOW / No - No Acknowledge and investigate- As required
Steering gear Master / C/E change over to emergency steering - Refer to
notified.
ENGINE Engine alarms (Panel) OOW / No - No Acknowledge and investigate – Inform
ALARMS Master / C/E Engine Watch Officer as required
ARPA RADAR CPA/TCPA OOW / Yes As per No Consult SF/MRS/201 Bridge and Master’s
Master Standing standing orders
orders
Target lost OOW / No - No Acknowledge and investigate- Re- acquire
Master the target as required
System error (GPS OOW / No - No Acknowledge and investigate- Consult
signal failure/gyro Master manufacturer’s instructions and office to be
signal failure etc) notified. Refer to IMS Navigation &
Mooring Manual (006) - Section 5 -
Paragraph 15.0.
VHF / GMDSS DSC alarm / Securite - OOW / No - No Acknowledge and investigate- Consult the
Safety-Distress calls Master IMS Navigation & Mooring Manual(006) -
Section 2 - Paragraph 9
BNWAS Bridge watch alarm Master Yes 12min No Acknowledge and investigate- Consult IMS
Navigation & Mooring Manual (006) -
Section 7 - Paragraph 12.0
NAVIGATION Panel alarm OOW / No - No Acknowledge and investigate- - Consult
LIGHTS Master manufacturer’s instructions - Consult IMS
Navigation & Mooring Manual (006) –
Section 7 - Paragraph 13.0. Office must be
Table continuing on next page
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Level Yes / No Yes / No
ECDIS Alarm Panel OOW / Yes - No Acknowledge and investigate- Consult
Master manufacturer’s instructions - Consult IMS
Section 5 - Paragraph 10.3 (Paragraph 5 &
15.0 can be also reviewed). Office must be
GPS Signal lost OOW / No - No Acknowledge and investigate- Consult
Master manufacturer’s instructions and IMS
Section 5 - Paragraph 10.2. Office must be
informed if further action is required.
AIS CPA, TCPA, arrival OOW / No - No Acknowledge
alarms Master
FIRE Alarm Panel OOW / Master No - No Investigate- Consult IMS Navigation &
DETECTION Mooring Manual (006) - Section 7 -
PANEL / SYSTEM Paragraph 16
IG Alarm Panel OOW / Master No - No Acknowledge and investigate – Inform Chief
officer as required
18. Record
Bridge Daily Checks and Tests NAV/SECTION 2/SF/MRS/203
Navigational and Electronic Equipment NAV/SECTION 7/SF/MRS/225
General Inventory NAV/SECTION 7/SF/MRS/229
VDR Poster POSTER36

Failure of X- Band Radar B-04
Navtex Malfunction B-06
Navigating with one ARPA B-07
VDR Malfunction B-08
INM-C failure B-09
Speed Log Failure B-10
Gyro compass Failure B-75
Critical Equipment Identification G-02
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ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
Contents
1.0 Purpose ......................................................................................................................................... 3
2.0 Anchoring......................................................................................................................................... 3
2.1 Briefing ............................................................................................................................................ 3
2.2 Personal Protective Equipment during Anchoring Operations ........................................................ 3
2.3 Procedures for Anchoring ................................................................................................................ 3
2.4 Methods of Anchoring ..................................................................................................................... 4
2.4.1 Dropping/Letting Go ..................................................................................................................... 4
2.4.2 Walking Back the Anchor ............................................................................................................. 5
2.4.3 Paying Out the Anchor under Power ............................................................................................ 5
2.5 Anchoring in Deep and Open Waters .............................................................................................. 6
2.6 Adverse Weather .............................................................................................................................. 7
2.7 Anchor Dragging.............................................................................................................................. 9
2.7.1 Signs when the Anchor is dragging .............................................................................................. 9
2.7.2 Emergency Departure from Anchorage ...................................................................................... 11
2.8 Anchor Preparedness Confined Waters ......................................................................................... 11
2.9 Emergency Anchoring .................................................................................................................... 11
2.10 Securing the Anchor during Mooring Operations........................................................................ 13
2.11 Heaving the Anchor ..................................................................................................................... 13
2.12 Securing the Anchor for Sea ........................................................................................................ 14
2.13 Chain Locker ................................................................................................................................ 15
2.13.1 Bitter End .................................................................................................................................. 15
2.14 Cable/Chain Stoppers................................................................................................................... 15
2.15 Anchor Cables/Chains.................................................................................................................. 15
2.16 Brakes........................................................................................................................................... 15
2.16.1 Maintenance of windlass brakes ............................................................................................... 16
2.17 After Prolonged Periods of Non-Use ........................................................................................... 16
2.18 Anchorage in Ice –Weather precautions ...................................................................................... 16
2.19 Anchoring of Large Vessels ......................................................................................................... 16
2.19.1 Anchoring of Large Vessels Method 1 ..................................................................................... 17
2.19.2 Anchoring of Large Vessels Method 2 ..................................................................................... 17
2.20 Anchor Loss ................................................................................................................................. 17
2.20.1 Marshall Islands Actions in the event of Anchor Loss (Ref. MI Technical Circular No.12) ... 18
2.21 Maintenance & Inspections of Anchoring Equipment in Dry-dock ............................................ 18
3.0 Mooring Operations ....................................................................................................................... 19
3.1 General Information ....................................................................................................................... 19
3.1.1 Risk Assessments ........................................................................................................................ 19
3.2 Crew Familiarization/ minimum training and experience ............................................................. 19
3.3 Manning Level in Port ................................................................................................................... 20
3.4 Preparations for Mooring ............................................................................................................... 21
3.5 Working with Tugs ........................................................................................................................ 21
3.5.1 Deteriorated weather at berth. ..................................................................................................... 24
3.5.2 Tug Lines and safety aspects ...................................................................................................... 24
3.6 Working with Mooring Boats ........................................................................................................ 25
3.7 Mooring Deployment Considerations ............................................................................................ 25
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3.8 Precautions When Handling Moorings .......................................................................................... 25

3.8.1 Use of Stoppers ........................................................................................................................... 26
3.9 During Mooring operations............................................................................................................ 26
3.10 After Mooring Operations and when the Ship is berthed ............................................................ 27
3.11 Unmooring Operations................................................................................................................. 27
3.12 Tension Winches .......................................................................................................................... 28
3.13 Heaving Lines .............................................................................................................................. 28
3.14 Snap-Back Zones ......................................................................................................................... 29
3.15 Mooring Plans .............................................................................................................................. 30
3.15.1 Terminal Plans .......................................................................................................................... 30
3.15.2 Vessel’s Mooring Plans ............................................................................................................ 30
3.16 Offshore Operations ..................................................................................................................... 30
3.16.1 Ship-to-Ship (STS) Operations ................................................................................................. 31
3.16.2 Single Point Mooring (SPM) and Conventional Buoy Mooring (CBM) .................................. 31
3.16.3 Vessel’s Mooring with a Floating Storage and Offloading Unit (FSO) ................................... 31
3.16.3.1 Off-loading Shuttle Tanker (OST) Arrival ............................................................................ 32
3.16.3.2 Tandem Mooring to OST ....................................................................................................... 32
3.16.4 Double Banking......................................................................................................................... 33
3.16.4.1 Mooring Considerations ........................................................................................................ 33
3.16.4.2 Fendering ............................................................................................................................... 34
4.0 Gangway and Other Means of Access ........................................................................................... 34
4.1 Gangway ........................................................................................................................................ 34
4.2 Rigging of the Gangway ................................................................................................................ 34
4.2.1 Safety Notices ............................................................................................................................. 36
4.2.2 Lighting ....................................................................................................................................... 36
4.2.3 Safety Net.................................................................................................................................... 36
4.2.4 Life-Buoys and Line ................................................................................................................... 36
4.3 Pilot Ladder .................................................................................................................................... 36
4.3.1 Pilot Ladder: Rigging Requirements........................................................................................... 36
4.3.2 Pilot Ladder: Additional Equipment ........................................................................................... 37
4.4 Lifeboat Embarkation & Other Portable Ladders .......................................................................... 38
4.5 Maintaining Safe Access ................................................................................................................ 38
4.6 Access by Means of Small Craft .................................................................................................... 38
4.7 Second Means of Escape................................................................................................................ 38
4.8 Regular Inspection of the Vessel’s Means of Access .................................................................... 38
5.0 Record ............................................................................................................................................ 40
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1.0 Purpose
This procedure describes all actions to be followed for anchoring, mooring and safe access onboard.
2.0 Anchoring
This procedure describes the arrangement for anchoring and maintenance of anchors.
Checklist SF/MRS/205C “Under Keel Clearance” and SF/MRS/205D must be completed prior to
arriving in the anchoring area. Appropriate entries must also be made in the Deck Log Book.
Master Is responsible to determine the conditions and details of

anchoring, taking into account the prevailing conditions, the
Vessel’s condition, the anchoring area etc.
The Officer of the Watch Is responsible to supervise all the necessary procedures before,
for anchoring/ at anchor during and after anchoring, and keep the Bridge Team informed in
real time about all relevant actions.
Bosun and one (1) AB Are responsible for the handling of windlass and anchor under the
supervision and direct orders of the Deck Officer.
A Bridge Officer must be on the Bridge
An Engineer Officer must be in the Engine Room.
It is the responsibility of the Master to ensure that all relevant officers and crew are fully familiarized
with the anchoring equipment installed and associated equipment supplied to the Vessel.
2.1 Briefing
It is essential that every anchoring operation is carefully planned and the relevant Officer in charge is
briefed accordingly. An experienced Deck Officer must always be in charge of the anchoring.
The Master must also consider sending a Junior Officer and/or Cadet with the Officer in Charge, for
training purposes.
A more detailed briefing will need to take place if, for example, both forward anchors are to be used.
2.2 Personal Protective Equipment during Anchoring Operations

Personal Protective Equipment must be worn by the anchor party and the minimum PPE to be worn is
itemized in Shipboard Safety Manual (SAF 003) –Section 03- PPE Matrix.
2.3 Procedures for Anchoring

The anchor party must consist of an Officer in charge (experienced in anchoring operations), Bosun
and an AB. When a complex anchor operation is to be carried out, additional personnel may be
required. At night, each member of the party shall also carry a suitable torch.
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The anchor party must prepare the anchors as follows:

 Clear any movable obstructions from the forecastle area.
 Remove both chain pipe covers.
 Remove the anchor securing arrangements, after first checking that the brakes are fully applied.
 Test the power to the windlass.
 Make a routine inspection of the anchor.
 Have ready the anchor ball during daylight.
 Have ready the anchor light night.
 Anchor marking buoy must be attached in cases of high current and frequent change of
direction, for use in marking the position of the anchor in the event of loss of anchor and cable.
 Put the anchor in gear & make a report to the bridge that the anchor is ready for walking back.
 Walk back anchor to the agreed amount on order from the bridge.
 The anchor must not be lowered into the water while the ship is still making considerable
headway, as there is a danger of the anchor damaging the hull.
Only when the ship has nearly stopped in the water must the anchor be lowered into the water.
 Letting-go the anchor from the pipe is not recommended except in cases of emergency,
particularly when a bulbous bow is fitted.
2.4 Methods of Anchoring

The Master may generally use any one of the following methods:
 “Dropping” or “Letting go” the anchor from the hawse pipe or just above the water line.
 “Walking back” the anchor just above the sea bed.
 “Paying out” the anchor under power
All above Methods of Anchoring are analyzed in detail, in the paragraphs below.
2.4.1 Dropping/Letting Go
This method of anchoring is normally used in depths of up to 20-25 meters with soft sea beds.
The anchor is lowered just above the water line. The brakes must be tightened and gear disengaged.
The Officer in charge must look over the side before letting go to ensure that there are no small craft
or obstacles under the bow.
He must also ensure that no member of the anchor party is in any dangerous position.
Once anchor is let go the speed of the cable must be controlled by applying brakes (snubbing the cable)
when an amount about twice the depth of water has run out, in order to prevent running out of the
cable.
The bridge must be given regular reports on the amount of cable out and its direction in relation to the
bow.
When the brakes are secured, the anchor digs into the seabed, preventing the Vessel from moving any
further astern over the ground.
The sternway is stopped by the action of the anchor as the strain comes onto the chain.
Then, due to the weight of the chain, the Vessel moves forward and stops.
The Vessel is then described as being "Brought Up."
After anchoring and tightening the brakes the cable stopper must be used. Bridge will advise when the
anchor is to be secured.
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Cable stoppers must be flush over a horizontal link and must be secured in position to prevent it from
jumping under load.
The windlass gear must be disengaged.
To provide an early warning of anchor cable slippage a flag may be used which must be visible from
the Bridge.
2.4.2 Walking Back the Anchor

This method of anchoring is normally used in depths between 25 to 50 meters suitable for hard and
rocky bottom where impact may cause damage to the anchor.
The anchor will be walked back all the way to just above the seabed and the brake is secured to take
the windlass out of gear.
The anchor is then let go while taking care that the Vessel is moving astern such that the anchor cable
will not pile up in a heap on the sea bottom.
The required scope of the anchor cable must be paid out.
Care is to be exercised in controlling the paying out speed and Master must ensure that Vessel speed
over ground is less than the paying out speed.
Repeated applications of the brake after short lengths of cable have been paid out will keep the system
under control and prevent excessive acceleration of the gypsy.
When the brakes are secured, the anchor digs into the seabed, preventing the Vessel from moving any
further astern over the ground. The sternway motion is stopped by the action of the anchor as strain
comes onto the chain. Then, due to the catenary of the chain, the Vessel moves forward and stops. The
Vessel is then described as being "Brought Up."
After anchoring and tightening the brakes the cable stopper must be used.
Cable stoppers must be flush over a horizontal link and must be secured in position to prevent it from
jumping under load.
Do not leave the windlass gear engaged.
To provide an early warning of anchor cable slippage a flag may be used which must be visible from
the Bridge.
2.4.3 Paying Out the Anchor under Power

This method of anchoring is normally used in depths over 50 meters and when the sea bed is rocky.
The anchor must be walked back all the way in power.
Generally, the winding load of the windlass is weaker than the static brake power of the same.
When walking back until sea bottom or heaving up the anchor in the deep water, if the chain has
excessive load due to the current and/or the wind, there is a strong possibility that the windlass
(hydraulic motor) will be seriously damaged.
In order to avoid such a critical situation, the chain shall be tightly secured by the brake.
Repeated applications of the brake after short lengths of cable have been paid out can keep the system
under control and prevent excessive forces on the gypsy.
The Master shall minimize the tension of the chain by using her main engine, rudder, and bow-thruster
properly as well.
The Vessel’s speed must be almost ZERO (0) before the anchor is walked back on to the seabed.
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2.5 Anchoring in Deep and Open Waters

The maximum water depth in which routine anchoring may be carried out is 40 fathoms (73 m).
Anchoring in deeper waters must only be carried out in an emergency situation and as per Master’s
discretion (taking into consideration that the windlass may not be capable of recovering the anchor).
When anchoring in deep waters, the anchor must be walked back under power until “at” or “nearly at”
the seabed. See “Paying out the Anchor under Power” for anchoring procedure.
The minimum Class requirements for the anchoring systems is to be able to lift the length of three (3)
shackles (82,5 meters) plus the anchor weight, however difficulties may be encountered as this is often
overlooked, particularly at anchorages where space is at a premium and there is more space available
in deeper waters.
It is not recommended to anchor in open and deep water anchorages and alternatives like drifting in
safe area shall be considered.
However, if the Vessel requires anchoring in such anchorages, a Risk Assessment is required to be
carried out at least twenty four (24) hours prior to anchoring.
Factors such as windlass capacity compared to the weight of the anchor plus the chain length combined
with the maximum environmental envelope as per High Level Policy and/or class rules must be
included and taken into consideration.
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The Operations Department and the Marine/Vetting Department must be immediately notified by
phone and in writing.
During stay at open anchorage, engines must be kept in constant readiness and a close monitoring on
the Vessel’s position and on weather conditions must be maintained.
For safety reasons, the Main Engine must remain at “standby” condition, for at least fifteen (15)
minutes after anchoring, in order to be able to immediately respond, in the case of loss of anchor.
When the ship is operating in waters within 10 miles of the coastline or within 10 miles of the 30m
depth contour, the anchors must be secured in a manner which ensures that they can be easily and
quickly made ready for use, if required.
2.6 Adverse Weather

Weather conditions must always be assessed before anchoring and also whilst at anchor and it remains
clearly at Master’s discretion:
 Whether the Vessel shall or shall not proceed to the anchorage; if deemed unsafe, anchoring
must be avoided. In this case, the Vessel must stay adrift, being in close contact and
coordination with the Local Port State Authorities.
 In case the Vessel is already at anchor, whether she shall remain at the anchorage or shall be
put to sea.
As per Company Policy the Vessel must leave the anchorage when the winds exceed 39.1 knots or 17.2
m/s (entering the Beaufort scale force 8), or in areas where the current is exceeding 5 knots and /or
there is significant wave height.
The Operations and Marine Departments must be notified immediately by phone and in writing.
If weather deterioration is expected, the most prudent action is to heave-up the anchor and steam out
of the anchorage in good time. Taking all factors into account, Masters must be proactive in making
this decision.
If, however, after the evaluation of any adverse weather information received the Master considers that
the Vessel can remain at anchor then he must take the appropriate actions, such as:
 Engine readiness period to be reduced or kept ready for immediate manoeuvring.
 Based on availability of sea room and traffic density, extra chain must be paid out.
 Position plotting frequency must be increased.
 Anchor not in use to be kept in readiness.
 Bitter end must be clear of any obstruction and ready for use in case of an Emergency.
 Availability of tug(s) to provide assistance.
 Chain stopper to be placed and secured adequately. Additional securing arrangement consisting
of chain /wire strops and bottle screws must be considered. In addition, the spurling pipe covers
must be in place.
 Physical inspection of the chain at regular intervals to check if the anchor is dragging.
 When heaving the anchor, the Vessel’s engine must be used in such a way that minimum tension
and as little vertical direction as possible is kept on the chain.
Class societies have unified rules for the design of anchoring equipment.
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The maximum environmental loads are and must be well known by all deck officers:
Sheltered waters Exposed anchorages

Current velocity: max. 2.5m/s Current velocity: max. 1.5m/s
Wind velocity: max. 25m/s. Wind velocity: max. 11m/s
No waves Significant wave height: max. 2m
Above figures are design criteria and to be consulted if all elements are combined.
In all other cases the High Level Policy is to be followed by all Vessels.
Same must be taken into consideration especially when deep water anchoring is necessary.
If heavy weather or typhoon is expected near the vicinity, the Vessel must leave the anchorage at the
earliest and proceed to sea, to wait out its safe passing before returning back to the anchoring area.
Figure 1: Wave Drift Force (Longitudinal) Head Sea Condition

50,000 dwt Tanker - LBP: 174 m; B: 32.2 m; D: 18.8 m; Loaded draught: 12.2 m
Figure 2: Wave Drift Force (Longitudinal) Head Sea Condition

100,000 dwt Tanker - LBP: 230 m; B: 42 m; D: 21.2 m; Loaded draught: 14.9 m
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If heavy weather or typhoon is expected near the vicinity, Vessel must leave the anchorage at
the earliest and proceed to sea, to wait out its safe passing before returning back to the anchoring area.
If weather deterioration is expected, the most prudent action is to heave up anchor and stem out of the
anchorage in good time.
Taking all factors into account, Masters must be proactive in making this decision.
The contents of this paragraph must be read in conjunction with the Anchoring Systems and
Procedures, Mooring Equipment Guidelines, latest edition and the OCIMF Information Paper
“Estimating the Environmental Loads on Anchoring System” part of which is included in this manual
for easy reference.
2.7 Anchor Dragging

The following points must be considered by the Master prior anchoring where dragging anchor is
predicted:
 The Master must be aware that when a Vessel, in ballast condition, is anchored in strong winds
it can yaw rapidly. At the end of each yaw, violent and sudden strains are brought on the chain
thus increasing the chances of dragging.
It is therefore always advisable not to anchor in depths where the height of the swell expected
is greater than the under keel clearance.
Not adhering to this can cause the body of water to squeeze between the bottom of the ship and
the sea-bed causing violent yawing and increasing the likelihood of dragging.
 The length of cable must be sufficient to avoid /prevent dragging in all anticipated conditions
of weather, tide, current and draft.
 The amount of cable to be used must be 3-5 times the depth of water; however, the Master
must’t hesitate to use more cable, whenever he considers it necessary depending on size of
Vessel, sea room available etc..
 Keeping a safe distance from other anchored ships, shoals and other dangers, leaving room for
maneuvering.
 Weigh anchor and shift to a different position away from the vicinity of other Vessels.
Permission must be received from local VTS and/or port authorities.
 Increase the efficiency of the bridge team by adding an extra lookout.
 Keep the main engines standby for manoeuvrability.
2.7.1 Signs when the Anchor is dragging

 If the Vessel moves from the anchor circle plotted on the chart, it is likely to be dragging its
anchor.
 The bow cannot stand against the wind.
 Check anchor chains for slipping, a small pole with a cloth as flag like arrangement can be tied
to the links to understand the slipping of anchor chains.
 Extra vibration and weight on anchor cable.
 Figure of “eight” motion on the course recorder.
 Also monitor the position and distance of Vessels nearby.
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2.7.2 Emergency Departure from Anchorage

Most accidents collision or grounding happens while the Vessel is at anchor mainly because of no early
prediction of the anchor dragging.
The following actions must be taken when the anchor starts dragging:
 The Master must be informed without hesitation.
 Inform engine room and start the main engine with the permission from the Master and give
power to windlass if it is not already given. Make the Vessel ready for maneuvering.
 Stop all cargo operations and prepare Vessel for maneuvering. Let go cargo barges if they are
alongside (in case Vessel is carrying an STS operation).
 Inform and alert Vessel traffic system (VTS) and other Vessels nearby about the condition and
inform about the actions taken. Seek permission for re-anchoring.
 Start heaving up the anchor always assisting with the engine and shift the anchorage position
where drifting can be safer or take to the open sea.
 Use bow thruster (if applicable), main engine and steering to manoeuvre. It becomes more
difficult to weigh anchor when the Vessel is pressed more to the leeward side and takes.
considerable amount of time. Use bow thruster for stemming the wind (if applicable).
 Do not override the anchor especially in shallow waters as the Vessel may impact on the anchor
during pitching.
 Release the bitter end and let go the anchor completely, when weighing of anchor is not
possible. A ship without minimum of 2 anchors is not considered to be sea worthy, a careful
assessment is to be made prior making this decision and Operators must be consulted before
 Call (tugs) for assistance. This is possible only if the weather permits.
Also refer to Risk Assessment “Anchoring – Dragging Anchor” ( D-14)
2.8 Anchor Preparedness Confined Waters

The anchors must be ready for immediate use when entering/leaving a port or when the Vessel is sailing
in confined waters.
The winch clutch must be disengaged, brakes must be on and the locking bars must be down in order
to avoid accidental release.
The chain must not be resting against locking bars, as this would make it impossible to open the locking
bars in case of an emergency release of the anchor.
2.9 Emergency Anchoring

The anchors of Vessels are not designed to stop the Vessel.
Using them to attempt this, may result in the loss of anchors and cables with a significant impact on
the ship’s structure, the foundation of the equipment and risk of human injury.
This may be acceptable when considering the situation of “take all your way off” in a wider scope,
while preventing significant harm to the Ship’s Crew and the Environment.
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Emergency Anchoring at high speed must ONLY be considered in an extreme emergency.
Ultimately, the anchors must be used on a short stay to slow-down the Vessel and prevent a collision
with another Vessel, structure or object or even grounding.
There are basically two (2) scenarios, in case of loss of power, loss of steering or imminent danger:
 When time is available for planning the actions required.
 When there is no time, in which case immediate actions are necessary to proceed with
emergency anchoring
The best practices for an emergency anchoring include, but are not limited to, the following:
If danger is imminent  Drop both anchors simultaneously
 Call for assistance
 Study the Charts- and focus on depths and

If there is adequate time to assess the topography of the Vessel’s drifting path
situation
 Drop both anchors , but with a short time interval
in order to triangulate
 Try to achieve a 1:3 depth/ chain ration , or better
As the Anchor Holding Power is not proportional to Vessel’s size, the larger the Vessel, the less effective
emergency anchoring is likely to be, for stopping the Vessel.
Despite this, in an emergency, every available means, including use of the anchors, shall be considered
for use.
The factors that are likely to impact 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
• Condition of the Vessel'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
three (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 Vessel'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 shall vary with the depth of water and the Vessel's size.
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For larger Vessels, the amount of cable on the bottom shall initially be short, but can be gradually
increased as the Vessel's speed decreases.
This action shall bring the Vessel's head into the weather and slow her speed over the ground.
This is unlikely to be successful on a rocky seabed, but shall still be attempted.
Any attempt to use the anchors to slow or stop a Vessel's drift may result in the loss of the anchors and
cables and/or significant damage to the Vessel's anchor system, including the risk of catastrophic failure
of windlass drive motors. While this may be acceptable when considering the wider aim of preventing the
Vessel from grounding, the potential for injury to the anchor party in such cases shall be recognized.
Particular attention must be paid to the following:

 Initially, a short length must be “let go”, then the brake must be applied strongly so that the anchor
will dredge along the bottom and slow-down the Vessel’s speed.
 If the Vessel is travelling at any speed and adequate number of shackles have been released, the
anchor may suddenly hold and cause the brake to burn its lining
 If the brake does not hold, the securing arrangement at the bitter end will probably not hold either
and the connecting link could be detached.
 In the event that an anchor has to be “let go” in an emergency to stop a Vessel, the minimum
number of crew must be used in the operation.
Once the anchor has been dropped and the brake applied, the forecastle must be cleared of the
crew.
 Abort Point & Contingency Anchorage must be marked on the incoming ENC or Paper Charts.
2.10 Securing the Anchor during Mooring Operations

Furthermore, it must be noted that during mooring operation and when alongside, the Vessel must have
locking the bars down, in order to avoid accidental release.
Extra lashing wires must be removed so that in case of emergency, time will not be wasted.
This is very often a Port or Terminal requirement and it is also checked by the Port State Control
inspectors.
2.11 Heaving the Anchor

All personnel involved in heaving the anchor, must be fully briefed about the operation and reminded
of the safety precautions to be observed. All personnel must wear the appropriate personal protective
clothing.
At night, each member of the anchor party must be equipped with a suitable torch.
Before the operation commences:
 The communication links between the bridge and forecastle must be tested.
 Power to the windlass shall be switched-on and checked. The correct starting procedure must
be followed.
 The cable washers must be started to clear the cable of mud and so minimise the build-up of
sediment in the cable lockers.
 With the windlass in gear and the stopper and/or guillotine swung back, a report must be made
to the bridge that the anchor is ready to heave.
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 During the heaving operation, regular reports must be made to the bridge about the amount of
cable out, its direction in relation to the bow and the weight on the cable. If the weight becomes
excessive, assistance of the engine must be requested.
 Cable lockers are designed to be self-stowing. However, occasionally, the cable will not stow
correctly with the possibility of the cable falling over on itself in the locker. This may, of course,
present a serious problem on the next occasion the anchor is used. The problem of incorrect
stowage is best resolved by slacking out the cable a sufficient distance and then heaving it back
in again. Personnel shall not attempt to enter any chain locker to rearrange the cable. If
personnel do have to enter a cable locker, then the operation must be fully planned and all
precautions taken to ensure their safety, including the prevention of the cable from running
back. Entering the cable locker must be considered a separate operation from heaving the
anchor.
 The anchor signal must be lowered or lights exchanged as appropriate.
 When the anchor is nearing the waterline, it must be checked for fouling. The nature of any
fouling will determine any subsequent actions, however care must be taken to establish if any
wire on the anchor is waste wire, discarded by another ship, or is a seabed power line. If the
wire is suspected to be a power line, then the anchor will be lowered to the seabed and the other
anchor let go, sufficient to maintain the ship in position. The shore authorities must be advised.
If it is confirmed that the wire may be a power line, then the line must be isolated before any
attempt is made on board to clear the anchor. Consideration must also be given to slipping the
anchor cable and allowing the clearing operation to be carried out by suitably equipped work
boats.
 The anchor buoy (if deployed) must be recovered.
 When the anchor has been fully housed in the hawse pipe, the brake must be applied.
 During the heaving operation the cable must be inspected to ensure that the cable markings,
links and joining shackles appear in good condition.
2.12 Securing the Anchor for Sea

The position of the anchor must be checked to ensure it is fully home in the hawse pipe and hard against
the hull.
Before proceeding to sea the anchors must be fully secured as per the designed securing arrangement
with the guillotine bar lying down, secured and adjusted as required.
When the Vessel is at sea the windlass must be left out of gear.
This enables the anchors to be dropped in an emergency without the need for windlass power. All
power to the windlass must be isolated.
The anchor cable must always be washed down with a jet of sea water from the fire main to remove as
much as possible seabed sediment on it whenever the anchor is being picked up.
Covers must be fitted to the spurling pipes and any gaps stuffed with rags.
Cement must then be poured over the top to form watertight plugs.
The sliding cover plates for hawsers have to be secured in open position, as they can be bent and
knocked out by seas coming up the pipes.
The security of the chain locker watertight doors or hatches must be checked.
An Officer must check the anchor securing arrangements and enter a remark must be entered in the
Deck Log Book.
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2.13 Chain Locker

The chain locker must be kept as free as possible of sediment by the use of the cable washers.
If a build-up of sediment is observed in the chain locker, then attempts must be made to clean the locker
before the draining system becomes blocked.
Personnel must not be required to enter and clean a chain locker with the cable still in the locker. Safe
working practices applicable for enclosed space entry must be enforced prior to attempt entry in the
chain locker.
Chain lockers must always be cleaned out during the period in dry-dock.
The arrangement for draining the chain locker must be maintained in good working order.
The system must be frequently tested.
In addition the Chain locker doors or hatches must be maintained in a good and watertight condition.
The doors or hatches must be fully secured when the ship is at sea.
2.13.1 Bitter End

The inboard or “bitter end” of the anchor cable must be capable of being released in an emergency.
The bitter end arrangement must be inspected regularly to ensure it is free to move if required.
2.14 Cable/Chain Stoppers

Cable/chain stoppers form an integral part of the anchor cable restraining equipment and are designed
to take the anchoring loads.
Cable/chain stoppers must be used when the Vessel is anchored, and must be applied only after the
brake has been set to ensure that the brake augments the action of the stopper for additional security.
Consideration may also be given to tying down the cable stopper whenever it is in use, in order to
prevent it jumping when under a heavy load.
Cable/chain stoppers must also be in position, together with the securing chains, when the anchor is
“home” in the pipe. The manufacturer’s type-approval certificate for the cable/chain stoppers must be
placed in the trading certificates.
The ships must also hold a certificate attesting to the strength of the stoppers foundations and associated
ship supporting structure.
The cable/chain stopper’s, associated foundation and supporting structure will be subject to periodic
survey, at least once every 5 years.
2.15 Anchor Cables/Chains

It is very important that anchor cable lengths are clearly marked with white paint and, if possible, with
stainless steel bands, even when cable counters are fitted.
The second shackle from the bitter end must be painted in order to serve as a visual warning of the
approach of the end of the anchor cable.
2.16 Brakes
These will be most effective if tightened up at the moment that the maximum weight comes on to the
anchor cable.
Further adjustment must then be unnecessary, as the changes in load due to changing tides and wind
will be borne by the cable stopper.
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2.16.1 Maintenance of windlass brakes

The Brake Holding Capacity of the winches must be tested annually in line with the maintenance
routines established for the Vessel.
Reference is made to the “Maintenance Manual”, section “Maintenance and Inspection of Mooring
Equipment, Lifting Appliances and Deck Machineries” for the brake lining percentage (%) of wear
that replacement must be affected.
Windlass brakes require careful attention with regard to greasing and adjustment.
Where linkages form part of the braking mechanism, it is important that the linkages are free.
Malfunction can cause the deck crew to believe that the brake is fully applied when in fact, it is not.
It is also most important to inspect the tightness of “bearing keep nuts” and “cotter pins”, especially
after a refit, where it is known that work has been carried out on the assembly.
Provision must be occasionally made to compensate for brake lining wear. Manufacturer’s instructions
must be consulted in order to make sure that the persons in charge are familiar with this facility.
If in doubt about the brake holding efficiency- Report it!!
Brake linings of windlass, as well as for mooring winches are subject to replacement, when necessary,
as per instructions provided in Section 12 of the Maintenance Manual.
2.17 After Prolonged Periods of Non-Use

After a long when the anchor has not been used consideration must be given to a controlled walking-
out (i.e windlass in gear) of the anchors and cable to ensure that the system is operating freely.
Greasing of bearings, brake linkages etc must be carried out during this operation.
2.18 Anchorage in Ice –Weather precautions

Anchoring in icy waters must be avoided, unless there is no other alternative. Ice can cause undue
strain on the anchor cable with the risk of losing the anchor.
When operating in freezing temperatures the Chief Engineer must ensure that steam operated capstans
are protected against the consequences of freezing by either:
 Thoroughly draining deck lines, steam chests and drain lines and leave open.
 Operating the capstans continuously at slow speed. Due regard must be paid to ensuring the
effective lubrication of gears and bearings. The OOW must ensure that this program is carried
out in accordance with the Chief Engineer’s instructions.
 De-icing of the anchoring stations and surrounding deck areas by the use of salt and/or steam
smothering, in order to minimize the risk of slippery surfaces.
2.19 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 the movement of the anchored Vessel (static
load).
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In large ships, it is essential to ensure that the Vessel is stopped before attempting to anchor.
Large Vessels can suffer an equipment failure if attempting to anchor while moving at speed as low as
half a knot over the ground, since the capability of the anchoring equipment to absorb the momentum
of the Vessel is extremely restricted.
There are two accepted methods for anchoring large Vessels and 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.
2.19.1 Anchoring of Large Vessels Method 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 then is disengaged and “let-go” on brake. The speed of cable flow is controlled by applying
the brake.
Disadvantage:
 If the cable is paid out too fast, the anchor and cable will pile-up on the bottom leading to poor
holding.
 If the brake fails as discussed above, then the cable will run out to bitter end with consequent
damage.
2.19.2 Anchoring of Large Vessels Method 2

With the Vessel stopped over the ground.
The anchor and cable is walked out under power until the complete length of cable required is paid out
on the seabed.
Disadvantage:
 Requires a controlled cable flow and an accurate estimation of the Vessel’s movement, in order
to prevent a major damage to the Vessel’s windlass.
 It is essential that the weight on the windlass is not excessive, allowing the windlass to free
wheel.
2.20 Anchor Loss

Also refer to Risk Assessment “Anchoring- Loss of Anchor” (D-13)
Anchor loss is mainly attributed to:
 Too great a Vessel speed over the ground.
 Too little cable being paid out during the initial lowering of the anchor prior to letting go.
 Weather enforcement
 Condition of swivel and D-shackle
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Anchor and cable loss on large Vessels can be minimised by:

 Ensuring minimum or nil speed over the ground.
 Walking the anchor (lowered with the windlass in gear) out of the hawse pipe until just clear of
the water.
 Anchoring with the windlass in gear. This gives good control over the anchor and cable
throughout the operation. In all cases, care must be taken to avoid over speeding of the windlass
engines to avoid damage.
 Evaluating the prevailing weather conditions and / or monitoring weather forecasts.
2.20.1 Marshall Islands Actions in the event of Anchor Loss (Ref. MI Technical Circular No.12)
In order to demonstrate safe operation of ships and to ensure consistent response in the handling of
cases of loss of anchor, the Marshall Islands Administration is instructing its Recognized Organizations
(ROs) involved in the Statutory Survey and Certification of Marshall Islands registered Vessels to
comply with the following procedure:
 At the time when an occurrence of loss of anchor is brought to the attention of the RO, a
notification in writing must be made to the Administration, requesting authorization for the
issuance of a Short Term Safety Construction Certificate, providing relevant recommendations
with regard to the term of validity of the certificate, special operational or construction
considerations, and the Owner’s corrective action plan.
 Upon receipt of the above notification, the Administration will provide the requisite
authorization to the RO for the issuance of a Short Term Safety Construction Certificate, on a
basis of the recommendations provided.
 The following notations shall be included on the Short Term Safety Construction Certificate
when issued:
 Tug assistance is to be provided at the discretion of the Master, while entering & leaving
port and while navigating in confined waters.
 Main Engine / propulsion is to be kept on ‘Standby’ at all times while at anchor.
2.21 Maintenance & Inspections of Anchoring Equipment in Dry-dock

During dry-dock, the anchor cables must be ranged and inspected to meet Classification Society
requirements.
In the absence of any Class requirements, the following procedure must be followed:
 Both anchor cables must be fully ranged in dry-dock with the bitter ends being disconnected.
 The cables must be cleaned.
 All links must be examined and tap tested to determine if any cracks are present.
 All joining shackles must be carefully examined and if necessary the lead pellets covering the
spile pin replaced.
 Consideration must be given to moving the first shackle length to the inboard end to extend the
life of the cable.
 The anchor must be carefully examined for signs of damage or wear at the head hinge pin and
shank connection shackle and swivel.
 The complete length of the cable must be properly marked.
 The marking of the cable and the securing of the bitter end must be inspected by a ship’s officer
before the cable is re-stowed on board.
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3.0 Mooring Operations

The Company fully adopts the safe mooring guidelines and recommendations made by:
 OCIMF –“Effective Mooring”
 OCIMF- “Mooring Equipment Guidelines”
 OCIMF –“Anchoring Systems and Procedures”
 ISGOTT
3.1 General Information

Maintenance, testing and routine inspections of mooring equipment such as winches / windlasses, roller
fairleads, bow chain stoppers, emergency towing systems etc. must be carried out as per the Vessel’s
planned maintenance systems.
The Maintenance Manual must be consulted for detailed information.
The Master must ensure that all mooring areas must have anti-slip surfaces provided by fixed treads or
anti-slip paint coating.
He must also ensure that the whole working area must be adequately lit for mooring operations
undertaken during periods of darkness.
The Master must contact the office immediately if he has any concerns or doubts on mooring
arrangements information received from local agents, the terminal, via port guides etc.
3.1.1 Risk Assessments

To ensure safe mooring operations a Risk Assessment must be carried out including for SPM
operations.
3.2 Crew Familiarization/ minimum training and experience

It is the responsibility of the Master to ensure that all relevant Officers and Crew are fully familiarized
with the mooring equipment installed and the associated equipment supplied to the Vessel.
The familiarization must include:
 Mooring lines size, length and type.
 Types of winches i.e. self-tensioning, split drum, steam, electric or hydraulic.
 Heaving power and render value of the mooring winches.
 Type of brake mechanism.
 The brake holding capacity of the mooring winches and to which layer it is applied.
Upon identification of training needs the Master and Chief Officer must provide the necessary training
required and arrange mooring gangs at locations based on their experience in order that the less
experienced are closely supervised and protected.
Refer to “Table of Minimum Experience” on the next page
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Table with Minimum Experience
Deck Bosun ABs OS Cadet(s) Motorman/Fitter

Officers 2 on Fore on Aft team On Aft team
team
2 on Aft
team
New in the positioned Fore team- Handling Handling Always under Only as winch
rank on the anchoring/mooring wires, ropes, the direct operators.
bridge operations ropes, operating supervision of
stoppers, winches Chief Officer
operating under To be used as
winches supervision safely as
possible
After first positioned Fore team- Handling Handling Handling ropes, Only as winch
service in the Aft anchoring/mooring wires, wires, operating operators
station- no operations ropes, ropes, winches under
anchoring stoppers, stoppers, supervision
operations operating operating
without winches winches
supervisor but under
supervision
Experienced positioned Fore team- Handling Handling Handling wires, Only as winch
Fore or Aft anchoring/mooring wires, wires, ropes, stoppers, operators
at Master’s operations ropes, ropes, operating
discretion stoppers, stoppers, winches but
– can lead operating operating under
anchoring winches, winches supervision
anchoring
operations
Third party personnel not directly involved with mooring such as Cargo Surveyors and others, must be
kept well clear of the mooring areas in order to avoid being injured.
Anyone of the above in the proximity of mooring area must be safely kept away.
There must be always one Officer supervising the mooring operations at Fore and Aft stations.
3.3 Manning Level in Port

It is the Master’s responsibility to arrange an appropriate and effective deck watch to tend to the
moorings while the Vessel is moored.
The Master must decide the composition and duration of the deck watch, depending on the conditions
of mooring, type of ship, type of cargo and mooring equipment installed.
The possibility for any emergency situations must also be taken into consideration.
Further guidance about deck watch keeping in port with emphasis placed to the watch keeping
requirements during cargo operations is provided in Cargo Operation Manual.
While the Vessel is moored the following rules apply to all Company Vessels and the Master must
strictly implement these requirements:
 While in Port, at least two third of the Vessel’s Personnel must be onboard at all times. This is
the minimum number of persons required to be onboard, in order to cover any Emergency,
Safety and Pollution situation. The Master must make necessary arrangements so as to ensure
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that all crew members go ashore in shifts and that one third of the Officers and Crew remain
onboard.
 Either the Master or Chief Officer must be onboard at all times. They must never go ashore at
the same time.
 Either the Chief Engineer or the Second Engineer must be onboard at all times. They must
never go ashore at the same time.
3.4 Preparations for Mooring

In preparing for mooring the following must be complied with (list is not exhaustive):
 Familiarity with any specific shore requirements relating to shore moorings.
 After consulting with the pilot and after the final details of the mooring operation are known,
the Master must advise the mooring parties of the mooring arrangements on:
 The use of any tugs, their position and means of making fast.
 The mooring layout to be used.
 The sequence of running lines.
 The safety precautions to be observed during the operation.
 The position and method of rigging gangway or other access.
 An Officer must be in charge with the most experienced Officer in charge forward.
 Sufficient personnel must be assigned to each mooring station.
 A toolbox meeting must be held between all members involved in mooring operations at the
mooring stations, while a de-briefing must be carried out after completion of Mooring
operations. This shall be recorded in the Deck Log Book.
 Personnel must wear the correct PPE.
 Communication links tested.
 Mooring stations to be prepared before the ship arrives at the berth.
 Flake out lines clear of the main working areas with care being taken to ensure that the leads
are correct so as to avoid the possibility of chaffing between different lines.
 To assist the shore mooring parties in assessing the mooring leads of the Vessel, the ropes’ eyes
shall be presented through the fairleads.
 At each mooring station at least two heaving lines of sufficient length, made up and ready for
use must be available.
 A messenger line must be readily available at each mooring station to assist in making tugs fast
or running of lines to the shore.
 A sufficient number of stoppers must be available for ropes or wires, which may require to be
transferred from a drum end to bitts. It is essential that the correct type of stopper is used on
any occasion. Only synthetic stoppers will be used on synthetic lines and chain or specially
designed stoppers will be used on wires.
3.5 Working with Tugs

The Master and Officers must ensure that:
 When ordering tugs for berthing and unberthing, the Master shall use his experience and
professional judgment regarding weather conditions, the Vessel’s maneuvering characteristics
and established practices of the ports concerned. He must consult with the Pilot regarding the
number of tugs to be used, their power, total bollard and positioning.
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However, the Masters must be aware that in some ports it is possible that a Pilot's advice
regarding tug requirements may be influenced by other than professional considerations.
 Both the Master and Pilot shall agree on tugs position in case high horse power tugs are
fastened/engaged in mooring operations. Their use may lead to mooring fittings damage and
towing line breakage with additional consequences (i.e. personnel injury).
 Early communication is established with the Tug Masters to ascertain position of rendezvous
and projected ETA.
 During the Master-Pilot Information exchange the placement of towing lines must be agreed
taking into consideration towing fittings characteristics so that mooring fittings damage is
avoided. During towing lines handling (picking and lowering) an effective communication must
be established between both the tug and the Vessel Bridge and between the deck mooring party
and tug crew so that lines mishandling resulting to personnel injury is avoided. See paragraph
3.5.2 for additional precautions to be taken.
 They confirm whether the Vessel’s towing lines or the tugs lines are to be used. The towing
line shall be visually inspected. Any concerns on towline’s condition shall be addressed
 The agreed sound signals to be used between the Vessel and tugs are sounded.
 The Vessel must proceed at a safe speed so that the tug can be made fast or let go. When
considering speed it is the speed through the water that is of concern.
 They understand that areas of high and low pressure exist in and around the ship’s hull and
these areas can cause adverse movements of smaller Vessels in close proximity. The speed of
water flowing between the tug and the Vessel increases at the last moment as the tug comes
alongside. As this happens the tug therefore has to increase speed to maintain the same speed
as the Vessel
 They understand that it is sometimes difficult to maneuver a tug into position against the tide
without putting any weight on the towline. Sometimes it may be appropriate for a tug to run
with the Vessel stern first to make fast and thus be ready to tow in the same direction.
 Girding is taken into consideration. A towline under tension will exert a heeling moment on the
tug if the line is secured around amidships and is leading off towards the beam. As with any
Vessel which heels over due to an external force, a righting lever is formed as the centre of
buoyancy moves towards the centre of the tug’s underwater volume, countering the heeling
moment and pushing the tug back upright. However, if the force in the towline is sufficiently
powerful, it may overcome the tug’s righting lever and cause it to capsize or “girt”. Girting can
occur very rapidly and incidents have occurred where crewmembers have not been able to
escape in time. Moreover, it must not be assumed that the winch or winch brake will render or
that the towline will break before a potential girting situation occurs as less force may be
required to capsize the tug. Modern tugs are normally fitted with a substantial towline lead
either at the bow or near the stern to minimise the likelihood of girting. Conventional tugs and
towing Vessels are at greater risk of girting
 Wires or chains, sometimes referred to as a stop rope or bridle rope (not to be confused with
the bridle connected to a tow), fitted between a substantial pad-eye or connection on the
centreline towards the aft end of the main deck and attached to the towline by a wide bodied
shackle or a suitable sheave. Such an arrangement can limit the transverse movement of the
towline away from the centreline and reduce the risk of girting. The total length of the
arrangement must not exceed half the distance between the bulwarks or crash rails, as
applicable. If a central securing point is not available, then gog wires may be secured to suitable
pad-eyes on either side of the main deck aft and connected to the towline to limit its transverse
movement.
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 A continuous lookout must be maintained and the operation of securing tugs must not cause a
distraction from essential watch keeping duties.
 Not appreciating the effects of the wind and waves when towing can result in collisions,
groundings, towlines parting, injury and girting. The wind and waves cause headings and
speeds to change and tugs may drift. Manoeuvring can become difficult if the wind or wave
height increases or changes direction suddenly. Masters must always be aware of the potential
effects of the wind and waves before a tow/mooring operation commences. Knowing the
forecast or and monitoring the local weather conditions is essential.
 Masters shall be aware of the effects that currents have on a tugs being manoeuvred in water.
The effects of current in open waters are less important than the effects in confined waters
which can be significant particularly when manoeuvring in busy waters or rivers. The speed
and direction of currents are also unpredictable, reasons include; changes in tidal direction,
sudden water flows at river mouths due to rains or ice melt, constraints such as narrows, reefs,
breakwaters and harbour walls.
 The Vessel must be in manual steering and all flags and / or respective navigation signals
displayed.
 An early chart assessment of the area of rendezvous must be made so as to ensure that it is clear
of obstructions /navigational constraints and without heavy traffic density.
 Heaving lines and towing springs must be flaked and made ready to pass to tugs. This must be
done in ample.
 The Engines are on “Stand By” and the Vessel at maneuvering speed.
 On arrival, under no circumstances must any commitment be made or receipts signed relating
to the number of tugs to be used when departing. Must the Tug Company have any difficulty
with this, then they must be requested to leave on board a blank receipt for the Master to
complete on departure. This receipt may then be handed to the agent or Pilot for delivery to the
Tug Company. If the Tug Company needs to know in advance the number of tugs required for
departure, this must be coordinated through the agent, having due regard to the local conditions.
 The times of tugs making fast and letting go are entered on the receipts. In cases where the
receipt has to be handed to the agent prior to the departure, these times must be telexed to the
agent for entry on the signed receipt prior to it being handed to the Tug Company.
 The safe working load of mooring leads is communicated with the tug through the Pilot.
 Before tugs coming alongside to assist a tanker, all cargo and ballast tank lids and ullage ports
must be closed, no matter what grade of oil is being or has been carried, unless the cargo tanks
are tested and proven free of hydrocarbon vapor.
 Tugs or other craft are not permitted to come alongside before the Master has satisfied himself
that it is safe for them to do so. Where possible the Master must visually see the tugs and ensure
that they are adequately fendered.
 That the tugs push the Vessel at the designated “strong points” which must be indicated by
markings on the hull and corresponding points on deck.
 Tugs are asked to switch off their radar systems when approaching the Vessel.
 Except in an emergency, tugs must not be allowed to come alongside the Vessel while it is
loading or discharging volatile petroleum or ballasting tanks containing hydrocarbon vapor.
Any intent by the Master or request from the shore for tugs to remain alongside during any such
cargo or ballast activities must be treated as non-routine and must not be undertaken without
the full agreement of all parties concerned, and only after a risk assessment has been carried
out.
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3.5.1 Deteriorated weather at berth.

Occasionally, severe weather may place excessive strain on the moorings with consequent risk of
mooring line failure and movement of the tanker in or off the berth. In such circumstances, tugs can
perform a very useful function in holding the ship against the berth in order to reduce the strain on the
moorings.
In such cases:
 Cargo operations must be immediately suspended.
 Hoses or loading arms must be disconnected, and engines placed on standby.
 Additional mooring lines to be deployed.
 Tugs to be utilized to assist.
 Bridge and Engine must be manned and remain ready for departure. Deck Crew standby.
In case berth evacuation is decided by Master and permit is obtained by local authorities:
 Tugs and Pilots must be engaged for emergency departure.
 Marine and Operations departments must be notified immediately.
3.5.2 Tug Lines and safety aspects

When using tug lines, ship’s personnel have no indication of their condition, therefore the Officer in
charge must ensure that the following factors that can impact the safety is complied with:
 Ensure that working areas are safe and free from trip or slip hazards. Particularly around
bollards.
 Remain alert to the ongoing operations.
 Listen to orders from the Master. Establish good two-way communication.
 When receiving a line, ensure that the messenger being used is of adequate strength.
 Never try to secure a wire, whilst under tension. Always use the stopper.
 Where lines are to be “turned up”, ensure that sufficient line is brought onboard to complete
the operation.
 Crew must never stand on a line or a stopper.
 Crew must stand well clear of the line under tension, but remain in a position to observe the
changing situation. Stay clear of snap back zones.
 When the tug is being secured or let go, the Officer in charge must monitor the operation closely
to ensure that no load comes onto the line before it is properly secured, or whilst it is being “let
go”.
 The tug must never be let-go until instructed from the bridge.
 If the towline has an eye on it, it must be heaved past the bitts so that there is sufficient slack
line to work with “stoppering off” the line.
 If the line has no eye and it is to be turned up on the bitts then it must always be “stoppered
off”, before handling it.
 When letting go the line must always be slacked back to the fairlead in a controlled manner,
using a messenger line if necessary, to avoid whip-lash.
 Crew fatigue. International regulations for the control of work/rest hours to be complied with.
 Bad weather. Ensure that operations are safe otherwise abort. Do not compromise.
 Night working requires good lighting.
 Crew engaged with the handling of tug lines must wear safety working vests.
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3.6 Working with Mooring Boats

Ensure safe mooring practices when working with a Mooring Boat by:
 Lowering lines to the mooring boat in a manner to prevent injury to its crewmembers. The line
must have sufficient slack to enable the mooring boat to make easy progress to the shore or
mooring dolphin but not an excessive amount which could foul the boat’s propeller.
 Ensuring that there are no trapped turns of the line on the winch drum. A winch can actually
start to pick up whilst turning in the payout direction after encountering a trapped turn. This is
particularly difficult when lines are taken ashore by a mooring boat, as the boat will be pulled
up short by the line if the payout has to be stopped due to a buried turn.
 Use of Main Engine
 Good communication shall be maintained between the bridge and the mooring stations when
the boat is alongside, taking into consideration any engine movements.
 The number of lines to be lowered to the mooring boat shall be agreed, considering the
mooring lines material and boat’s size/power.
3.7 Mooring Deployment Considerations

The following must be considered:
 When the ship is fitted with wire and synthetic rope moorings, then it is often best to use the
wires for springs and breast lines and the synthetic lines for headlines and stern-lines.
 Whenever possible, lines leading in the same direction must be of the same length and be made
of the same material and construction. Ropes made of the same material, but constructed
differently, can have totally different stretch characteristics.
 Mixed mooring shall not be used in the same service. Mixed mooring can be considered as wire
rope with synthetic rope or wire or synthetic rope alone but with differing construction.
 The lead of a line to the shore: Whenever a line is unable to act in exactly the same direction as
the force it is trying to withstand, its holding power is reduced. A line at 20 to the horizontal
will be 94% effective, while a line at an angle of 50 will only be 64% effective.
3.8 Precautions When Handling Moorings

Whether mooring or unmooring the following precautions must be considered:
 Ensure that the winch operator has a clear view of the responsible Officer.
 Ensure clutch is disengaged when the winch is not in operation.
 When using a two-barrel winch then each barrel must be operated one by one.
 The ropes on the winch drums must be protected from the elements when not in use.
 Synthetic ropes damaged from heat, chemicals, UV radiation and mechanical internal and/or
external damage must not be used.
 Any emergency splices must be carried out only by experienced personnel.
 Avoid chafing of the ropes on ship or shore edges.
 When handling “Manual Lines” (not on drum) the following must be taken into consideration:
o Always wear safety helmets with chinstraps properly tightened during mooring
operations.
o Always wear gloves when handling wires.
o Never stand in the bight of a rope or wire
o Never stand close to rope under load- it may part without warning!
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o Always stay clear of a wire under load.

o Never secure a rope only on the warping head.
o Synthetic ropes must not be surged on the drum end. Always walked back to ease the
weight off the rope.
o Do not apply too many turns over the warping drum end. Generally, four (4) turns must
be taken with synthetic lines- if too many are applied then the line cannot be released in
a controlled manner.
o Exercise extra attention to the snap-back zones
 Crew must not stand too close to a winch drum or bitt when holding and tensioning a line: if
the line surges the line handler could be drawn into the drum or bitt.
 Ropes must not be bent excessively.
 Loose objects in the line handling area must be removed.
 Crew must not work close to a drum when handling wires and ropes. The wire or rope could
jump and trap their hand.
 Gear wheels and other moving parts must be protectively covered. If any guards are missing,
report it and have them replaced as soon as possible.
 Ensure that the minimum number of angles or the least deviation from a direct lead is utilised.
 Ensure that the correct stopper is being used, and that the load is taken by the stopper by
“walking back” the mooring.
3.8.1 Use of Stoppers

On Natural Fibre Ropes
Natural fibre rope must be stoppered with natural fibre. The Company requires using the ‘West Country’
method (double and reverse stoppering).
On Man-Made Ropes
Man-made fibre stoppers of like material must be used on man-made fibre mooring lines. The
Company requires using the ‘West Country’ method (double and reverse stoppering).
On Wire Ropes
Wire moorings must be stoppered with chain, using two half-hitches in the form of a cow hitch, suitably
spaced with the tail backed up against the lay of wire, to ensure that the chain neither jams nor opens
up the lay of the wire.
3.9 During Mooring operations

During mooring operations the following must be complied with:
 The Officer in charge must maintain a close overview of the mooring operations and avoid
getting too engrossed in the handling of mooring ropes etc.
 Winch controls will only be operated by trained and experienced seamen.
 At no time when the winches are in operation, are the controls to be left unattended, locked or
tied back in an operating position.
 Personnel shall be assigned only one task at any time.
 Ensure that the number of lines handled at one time does not exceed the number that can be
safely handled by the crew.
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 When a rope is being worked on a drum end, there must be one person to tend the line and a
second person to clear away and stow the line.
 Lines must not be left on a drum end but secured on bitts.
 When a synthetic mooring rope is turned up on a set of bitts, two round turns will be made
around the leading post of a large set of bitts or around both posts for smaller circumference
posts before starting to “figure of eight” the rope.
 When a wire rope is turned up on a set of bitts, three round turns will be made around the bitts
before applying four “figure of eight” turns.
 Winch brakes must be tightened up to the limit specified during the last winch brake test.
Cargo hoses or arms must not be connected until both the Terminal Representative and the Master are
satisfied that the ship is safely moored.
3.10 After Mooring Operations and when the Ship is berthed

The following procedure to be followed (list not exhaustive):
 All equipment required on for the mooring process must be secured and the mooring areas must
be cleared of obstructions.
 On completion of the mooring operation, the emergency towing wire (if required by the
terminal) shall be positioned on the offshore muster and quarter as per the terminal regulations.
 The crew must frequently monitor and tend to the moorings.
 The crew must monitor movement of other Vessels in the vicinity of own Vessel.
 When tending moorings which have become slack or too taut, an overall view of the mooring
system must be taken so that the tightening or slackening of individual lines does not allow the
tanker to move or place undue loads on other lines.
 The tanker must maintain contact with the fenders, and moorings must not be slackened if the
tanker is lying off the fenders.
 Weather, tide and current ranges and forecasts when the ship is berthed shall be attached to the
SF/MRS/204B Change of Watch-in port.
 Traffic movements shall be monitored to prevent break-out from berths.
3.11 Unmooring Operations

During unmooring the following must be complied with:
 After consulting and agreeing with the pilot the Master must advise the mooring parties of the
unmooring procedure as follows:
 Safety precautions to be observed during the operation.
 Method to be used for bringing in the gangway.
 The use of any tugs, their position and means of making fast.
 Sequence of letting lines to go.
 The need to report when the propeller and thrusters (when fitted) are clear.
 The unmooring operation must not commence until all essential bridge and engine room
systems have been checked and found satisfactory.
 The singling up operation must be carried out in an orderly fashion.
 Personnel shall not be assigned more than one task at any time.
 Any line brought in will be cleared of the working area before another line is worked.
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 The person supervising the operation must observe that the lines do not snag any obstructions
on the shore or jetty or present a danger to any small boats in the vicinity.
Reference must be also made to the Risk Assessments:

 “Mooring –Unmooring Operations”
 “Working on Deck in Heavy Weather”
 “Working with Fenders”
3.12 Tension Winches

If “self-tensioning” winches with automatic rendering and hauling capability are fitted then they must
not be used in the automatic mode while the Vessel is moored.
In automatic mode, such winches, by definition, will render under load and allow the Vessel to move
out of position, with consequent risk to cargo arms or hoses.
3.13 Heaving Lines

To prevent personal injury to those receiving heaving lines, the “monkey fist” must be made with rope
only and must not contain added weighting material.
Under no circumstances is a line to be weighted by items such as shackles, bolts or nuts, or twist locks.
A safe alternative is to make a small high-visibility soft pouch which is then filled with fast-draining
pea shingle or similar, with a weight of not more than 0.5 kg.
Prior throwing a heaving line, the Vessel’s mooring team must alert the linesmen, mooring boat and/or
tug crew and anyone else in the vicinity that a line is about to be thrown.
The operation must only proceed if the area where the heaving line will land is clear of personnel.
During the regular inspection of mooring lines and equipment the Chief Officer must ensure that the
heaving lines are properly constructed and no paint is applied on them since they are hardened and
additional weight is added.
It is only accepted the monkey fist to consist of soft rope and rag. No sand or other equivalent is
permitted in order to add weight.
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3.14 Snap-Back Zones

A significant danger is snap-back, the sudden release of the energy stored in the tensioned mooring
line when it breaks.
When a line is under load it stretches.
Energy is stored in the line in proportion to the load and the stretch.
When the line breaks, this energy is suddenly released the end of the line snaps back striking anything
in its path with significant force.
Snap-back is common to all lines; however, synthetic lines are more elastic and thus the danger of
snap-back is more severe.
Line handlers must stand well clear of the potential path of the snap-back, which extends to the sides
of and far beyond the ends of the tensioned line.
Figure and photos at the end of the present paragraph illustrate snap-back danger zones.
A broken line will snap back beyond the point at which it is secured, possibly to a distance almost as
far as its own length.
If the line passes around a fairlead, then its snap-back path may not follow the original path of the line.
When it breaks behind the fairlead, the end of the line will fly around and beyond the fairlead.
It is not possible to predict all the potential danger zones from snap-back and the Company considers
the entire mooring area as a potential snap-back zone.
All crew working on a working deck must be aware of this with clear visible signage.
Snap-back zones must not be painted around the mooring equipment.
When it is necessary to pass near a line under tension, it must be done as quickly as possible.
If it is a mooring line and the ship is moving about, passage must be timed for the period during which
the line is under little or no tension.
If work must be undertaken near a line under tension, it must be done quickly and the danger zone must
be vacated as soon as possible.
The activity must be planned before approaching the line and the number of personnel near the line
must be kept to a minimum.
If the activity involves line handling, it must be ensured that there are enough personnel to perform it
in an expedient and safe manner.
High modulus synthetic fibre ropes have similar breaking characteristics to wire ropes.
However, snap-back from these ropes will generally be along the length of the line and not in a snaking
manner, as found with wire ropes.
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3.15 Mooring Plans

This procedure describes the requirement to develop a file of mooring plans and have available ship’s
plans of the mooring stations.
3.15.1 Terminal Plans

A file containing records of the mooring arrangement used at all berths visited must be maintained and
form SF/MRS/210 “Mooring Plan & Port Information” must be completed.
The plan must indicate:
 The mooring to be used onboard.
 The bollards etc. to be utilised on the jetty or shore.
 Leading marks, which are suitable for positioning the ship.
 The best position for the gangway.
The Master may delegate responsibility for drawing up the plans to a suitable Officer.
3.15.2 Vessel’s Mooring Plans

Plans of the forward and aft mooring stations showing the various lines that may be utilised for mooring
must be available on the bridge as follows:
 The primary leads from any winch or drum end.
 The secondary leads from each winch or drum end.
 A copy of the mooring layout plans must be available on the Bridge.
3.16 Offshore Operations

This procedure provides guidance for various types of offshore operations, such as STS, FSO and SBM
that might be undertaken by the Vessel.
It must be stressed that adequate UKC must be always maintained in all off-shore operations, in
accordance with the Company’s policy and the local requirements, whatever is stricter.
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3.16.1 Ship-to-Ship (STS) Operations

Ship-to-ship operations are carried out as per the procedures contained in the ship-specific STS,
including assessment of the risks for the operation, as well as for the specific location.
3.16.2 Single Point Mooring (SPM) and Conventional Buoy Mooring (CBM)
All precautions taken during berthing alongside a jetty must also be considered when berthing at a
buoy mooring.
Terminals with buoy moorings may provide professional advice on safety aspects related to the local
marine operations (i.e. from the assigned Berthing Master and/or Mooring Master), which will assist
Master’s and the Pilot’s mooring planning, as necessary.
Good communication between the mooring station and the bridge is essential and personnel must be
supervised to ensure the mooring operations are carried out safely.
When a Vessel is at a SPM one member of the deck crew will be stationed forward at all times to advice
on position of the SPM in relation to the Vessel’s bow.
Frequent and regular inspections of the moorings and other fittings must be carried out frequently
whether the Vessel is at SPM or a CBM.
When voyage instructions require the Vessel to either load or discharge at a SPM then the Master must
contact the Company.
He must also check if his Vessel has the necessary designed fittings to carry out SPM operations. For
this he must consult the latest edition of Mooring Equipment Guidelines.
Mooring Equipment Guidelines gives recommendations for tanker mounted SPM fittings including for
the bow chain stoppers.
As part of the planning phase to proceed to the SPM or a CBM the Master must carry out a full risk
assessment (RA).
The RA must include, among other things, safety and protection of the mooring personnel and also
training of the crew for the intended operations, a de-briefing and Toolbox Meeting that has to be
recorded in the Deck Log Book.
Also refer to the Risk Assessment D-23-“MBM Multi Buoy Mooring”
3.16.3 Vessel’s Mooring with a Floating Storage and Offloading Unit (FSO)
When voyage instructions require the Vessel’s Master to proceed to a FSO then the Master must contact
the Company.
As part of the planning phase to proceed to the FSO the Master must carry out a full risk assessment
(RA).
The RA must include, among other things, safety and protection of the mooring personnel and also
training of the crew for the intended operations.
A designated Mooring Master (MM) from the field operator shall assist the Vessel (which for the
purposes of FSO operations shall be called ‘off-loading tanker’ / OST) during her stay at the terminal.
The Mooring Master‘s assistance shall comprise, communication with FSO, mooring, hose handling,
cargo handling where necessary and unmooring.
The Mooring Master must remain on board the OST throughout the Vessel’s entire stay at the Terminal.
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The operation must proceed and/or continue only if the FSO Master, the OST Master, the Mooring
Master and the Terminal Supervisor are satisfied that the prevailing and anticipated conditions are
within the limits considered safe for such an operation.
3.16.3.1 Off-loading Shuttle Tanker (OST) Arrival

Two (2) hours before arrival, the OST will contact FSO Bridge on VHF to confirm ETA and exchange
information regarding berthing operation.
Normally the accommodation ladder is used on OST starboard side and pilot can board once OST is
stopped in the water.
According to agreements being made FSO Bridge will advise OST to go to anchorage or when pilot
can be expected to board. It is the duty of the Vessel’s Master to keep FSO Bridge adequately informed.
Basis on the latest ETA received via VHF, FSO Bridge will advise Mooring Master and he will decide
for departure time of the off-loading team.
3.16.3.2 Tandem Mooring to OST

One (1) hour before OST will be in position for transfer of the pick-up rope, the Mooring Master will
notify FSO Bridge who will then relay the information to the Vessel’s Master, ECR, deck crew etc, so
that all crew and machinery will be ready for mooring operations within one hour.
Once agreed upon between the Master and the Mooring Master, the Mooring Master will take control
over the Anchor Handling Tug which will be let go and proceed for the pick-up rope.
The tug will move at a distance and will be able to keep some tension on the rope to maintain FSO's
distance to SPM.
On the approach Stand-by Tug must escort OST and always be ready to assist with pushing of the bow
if Mooring Master request so and stay standby on the starboard muster until released for hose transfer
by Mooring Master.
Also AHT must be standby for pushing once the pick-up rope has been delivered (Commence mooring
operation) and stay standby on the port muster until released for making fast at the stern of OST by
Mooring Master.
The Mooring Master will contact the Terminal Supervisor so as to monitor the final approach. On the
final approach the OST will pick up the slack on the pick-up rope, but must never heave on it, as the
will only increase the wear and tear on the rope.
When OST is in position mooring chain will be picked up and secured (complete mooring operation).
After completion of mooring operation the Anchor Handling Tug will proceed to the stern of OST to
be made fast and start pulling as per Mooring Masters instruction.
Once the tandem mooring arrangement is aligned and Anchor Handling Tug is steady towing in power
and direction Mooring Master will hand over the responsibility of the tug to FSO Bridge who will then
supervise the tandem mooring arrangement.
If the Terminal Supervisor considers, that OST is going too fast, misaligned in the approach, FSO starts
swinging or any other unsafe development arises he must immediately Inform Mooring Master and if
deemed necessary call for the berthing to be aborted.
It must always be kept in mind by the Mooring Master, Terminal Supervisor, Master of FSO and Master
of OST, that the safe berthing is paramount and that neither party must hesitate to abort berthing if
deemed unsafe.
During mooring operation, the Master of FSO must be on bridge monitoring the operation.
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The FSO main engine must be ready and may be needed to maintain a safe distance from SBM, in the
period where no Anchor Handling Tug is connected to FSO.
During the mooring operation an AB must be available with the view to assisting in the better
monitoring of the distance from SBM when the SBM is not visible from the Bridge.
Once tandem mooring operations is completed, the Bridge Watch must monitor that both Vessels
maintain their safe distance apart, e.g. hawser is free of the water at all times and hawser is within 45
degrees on either side of the OST's centre line.
Any apparent closing of the distance shall be advised to the Mooring Master immediately and to Master
of FSO as per his standing instructions.
Emergency towing wires shall be ready for deployment on the deck of the FSO.
3.16.4 Double Banking

‘Double banking’ occurs when two or more tankers are berthed at the same jetty in such a way that
the presence or operations of one tanker act as a physical constraint on the other.
Double banking is sometimes used as a means of conducting multiple transfers between the shore and
more than one tanker at the same jetty at the same time. The outermost tanker may be moored to an
inner tanker or to the shore, and hose strings led from shore, across the inner tanker, to the outermost.
This causes significant complication in respect of management of the tanker/shore interface.
Double banking of tanker on a berth for cargo operations must not be conducted unless a formal
engineering study and risk assessment have been carried out and a formal procedure and safety plan
produced.
As a minimum, before such activities are agreed, consideration and agreement must be reached by all
parties concerned regarding safe arrival and departure, strength of jetty construction, proper size and
location of fenders, mooring fittings, mooring arrangements, personnel access, management of
operational safety, liability, contingency planning, fire-fighting and emergency un-berthing.
Double banking in open ports is generally discouraged and a careful risk assessment will need to be
carried out.
3.16.4.1 Mooring Considerations

 The STS mother ship and Vessels expected alongside are to discuss and agree in advance in
the mooring configuration. The crew must be given adequate time for preparation of the
moorings and understand from which location and when, the mooring lines are to be sent out.
 To avoid mooring lines from jumping out of leads, due to Vessels coming alongside to a
Vessel with a higher freeboard, all mooring lines are to be lead through closed fairleads
 Mooring lines must be passed through fairleads and be secured to bitts, bollards or cleats
with an adequate safe working load (SWL)...
 As an aid in controlling the approach to a ship that is moored alongside, off-shore anchors
with sufficient length of cable may often be used to provide the necessary drag force.
 Though Vessels installed with bow thrusters may have an advantage in their use, due
consideration must be given to the effects that the use of the thrusters may have on the mother
ship and any other Vessels alongside.
 The first spring lines sent to the mother ship will be followed by the head and stern lines
 If the mooring spring lines are to be used to assist in bringing the Vessel alongside, due
consideration must be given to the impact on the mother ship and the added force being
placed on her moorings.
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 Chafing of the mooring lines at the chocks or fairleads of both Vessels must be avoided
 Throughout the transfer operation, moorings must be checked and tended regularly to ensure
proper tension.
 The effects of port traffic passing in close proximity to the transfer location must be taken in
to account in the development of a mooring plan.
3.16.4.2 Fendering
The plan must include a description of how the work will be carried out safely. Suitable fenders must
be placed between the Vessels. Some ports will provide the Vessels with fenders. The fender type and
size must be considered to ensure maximum protection for the Vessels. As a general guide line
fendering must be similar as used for STS operations. In protected ports, a reduction of the fendering
may be considered if there are equipment or other restrictions.
4.0 Gangway and Other Means of Access

This procedure describes the arrangement for positioning, rigging and maintaining the gangway as a
safe means of access, as well as other means of access.
4.1 Gangway
The gangway (or other means of embarkation and disembarkation) must give clear access to the ship
and shore.
Whenever practicable, a gangway must be placed aft of the manifold and where no suspended load
passes over it.
Wherever practicable, the means of access must be located clear of the cargo working area. In any case
access to the ship must be supervised.
4.2 Rigging of the Gangway

Bbefore use a Deck Officer must inspect the initial rigging of the gangway or accommodation ladder
on arrival at each berth. Guard ropes, chains etc. must be kept taut at all times and stanchions must be
rigidly secured.
A relevant entry must be made in the Deck Log Book for the initial rigging of the gangway.
The angles of inclination of a gangway or accommodation ladder shall be kept within the limits of
which it was designed.
Gangways must not be used at an angle of inclination of greater than 30° from the horizontal and
accommodation ladders must not be used at an angle greater than 55° from below the horizontal, unless
specifically designed for greater angles.
Each accommodation ladder or gangway must be clearly marked at each end with a plate showing the
restrictions on the safe operation and loading, including the maximum and minimum permitted design
angles of inclination, design load, maximum load on bottom end plate.
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When the inboard end of the gangway rests on or is flush with the top of the bulwark, a bulwark ladder
shall be provided. Any gap between the bulwark ladder and the gangway or accommodation ladder
must be adequately fenced to a height of at least one (1) metre.
Gangways and other access equipment must not be rigged on ships’ rails.
The area around the means of access must be kept free from obstruction and, as far as reasonably
practicable, kept clear of any substances likely to cause a person to slip or fall.
Where this is not possible, appropriate warning notices shall be posted and if necessary the surfaces
suitably treated to reduce the risk of slipping.
The accommodation ladder must be secured by a securing device (eye pad, magnetic or pneumatic
system) fitted on the ship’s hull as indicated below:
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4.2.1 Safety Notices

When a gangway is rigged a notice must be posted, preferably at the shore end.
The notice must state as a minimum:
 Unauthorized persons are not allowed to board.
 Visitors are required to show identification.
 Mobile phones and other electronic equipment must be switched off.
 Smoking and naked lights are prohibited.
 Lighters and matches are prohibited to be carried on board.
4.2.2 Lighting
During darkness, adequate lighting must be provided over the whole length of the means of access. No
electric lights connected to wandering electrical leads shall be used for illuminating the means of
access.
4.2.3 Safety Net
Where there is a risk of a person falling from the gangway or other access equipment, or from the
quayside or ship’s deck adjacent to the access equipment, a safety net shall be rigged.
The aim of safety nets is to minimise the risk of injury, arising from falling between the ship and quay
or falling onto the quay or deck.
As far as reasonably practicable, the whole length of the means of access must be covered. The safety
net must be spread beneath the gangway or other access equipment.
Safety nets must be securely rigged, with use being made of attachment points on the quayside where
appropriate.
4.2.4 Life-Buoys and Line

A life buoy with a self-activating light (intrinsically safe on tankers) attached and a separate buoyant
heaving line must be provided ready for use, at the point of access to the ship.
(Note: a second lifebuoy with heaving line is NOT required; refer to SOLAS Chapter III “Lifebuoys
with lights shall NOT be the lifebuoys with the lifelines).
4.3 Pilot Ladder

Form SF/MRS/209 “Pilot Transfer” must be completed for all Pilot Transfer operations.
Regular inspections must be carried out and recorded on form SF/MRS/234 “Ladders Inspection
Checklist”.
4.3.1 Pilot Ladder: Rigging Requirements

All Pilot Ladders supplied to the Vessels must be SOLAS approved and tagged as such. Pilot Ladders
must only be rigged at their designed location on the Vessel.
When for any reason the pilot ladder cannot be easily transferred to either side of the ship then at least
two (2) ladders must be carried.
Specifications for the Pilot Ladder ladder can be found in the latest edition of SOLAS.
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Safe and convenient access to, and egress from, the ship shall be provided by a pilot ladder requiring
a climb of not less than 1.5 m and not more than 9 m above the surface of the water.
An accommodation ladder, in conjunction with the pilot ladder must be used whenever the distance
from the surface of the water to the point of access to the ship is more than 9 m.
The accommodation ladder must be sited leading aft.
When in use, the lower end of the accommodation ladder must rest firmly against the ship’s side within
the parallel body length of the ship and as far as is practicable, within the mid-ship half-length and
clear of all discharges.
When a combination arrangement is used for pilot access, means shall be provided to secure the pilot
ladder and manropes to the ship's side at a point of nominally 1.5m above the bottom platform of the
accommodation ladder.
The use mechanical pilot hoist is prohibited.
The above arrangements to be followed, as applicable on each Vessel
4.3.2 Pilot Ladder: Additional Equipment

The following equipment must be kept at hand ready for immediate use when persons are being
transferred:
 Extra inflatable lifejacket to be ready in case the pilot needs it.
 Two (2) man-ropes of not less than 28mm in diameter, properly secured to the ship, if required
by the Pilot.
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 A life buoy with a self–igniting light (intrinsically safe for tankers) must be on deck, beside the
pilot ladder and ready for immediate use.
 A heaving line of suitable length must be at hand ready for use. The heaving line must not be
connected to the lifebuoy with the self-igniting light.
 Stanchions and bulwark ladders as required.
 Adequate lighting must be provided to illuminate the transfer arrangements over-side, the
position on deck where a person embarks or disembarks. Portable lights must be provided when
the normal deck lighting or lighting from the bridge does not provide suitable over-side lighting.
Torches alone are not suitable.
Portable lights shall be certified for use in flammable atmospheres.
4.4 Lifeboat Embarkation & Other Portable Ladders

Lifeboat Embarkation & Portable ladders must be inspected before use and each one must be marked
with an ID Number. Form SF/MRS/234 “Ladders Inspection Checklist” must be completed.
4.5 Maintaining Safe Access

In the event that a safe access cannot be provided, the gangway openings onto the ship must be closed
and entry must be prohibited.
Notices must be displayed.
A gangway watch must be posted to prevent access during the period that safe access is not available.
A note of any periods when there is no safe access to the ship at a berth must be entered in the Deck
Log Book and the Company must be advised with reasons for non-compliance.
4.6 Access by Means of Small Craft

In some circumstances, it may not be practicable to mount a proper and safe means of access by
conventional means.
In such cases alternative means shall be provided for access to the Vessel.
An example is the accommodation ladder on the offshore side of the Vessel used for disembarkation
and then embarkation onto a floating craft.
Small craft used to provide access between shore and Vessel must be safe and suitably powered,
provide protection against weather conditions and must be properly equipped with all necessary safety
equipment. Small craft must not be used in bad weather.
4.7 Second Means of Escape

During oil transfer operations in port, a second means of escape must be provided.
This may be either a ladder rigged on the offshore side, aft of the manifold, or the offshore lifeboat
swung out to embarkation deck level.
4.8 Regular Inspection of the Vessel’s Means of Access

The entire Vessel’s means of Access (Accommodation Ladder, Wharf Ladders, Pilot Ladders,
Embarkation Ladders to Life-boats and Liferafts) must be regularly inspected in order to ensure that
they are in good condition.
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All inspection and maintenance activities must be monitored via the PMS. During the inspection, it
must be ensured that the ID number is clearly marked on them.
For the Pilot Ladders, the date on which each was placed in use must be recorded in form SF/MRS/234
“Ladders Inspection Checklist”.
The Inspection of all the Vessel’s ladders must be carried out by the Chief Officer on a MONTHLY
basis.
The relevant Form SF/MRS/234 “Ladders Inspection Checklist” must be filled in and sent to the Office
to the Vetting/Marine Department.
Upon completion of the periodic inspection, a relevant entry must be made in the Deck Log Book.
Additional checks must be made each time the accommodation ladder and gangway is rigged, looking
for signs of distortion, cracks and / or corrosion.
Close examination for possible corrosion must be carried out, especially when an aluminium
accommodation ladder/gangway has fittings made of mild steel.
Bent stanchions must be replaced or repaired and guard ropes must be inspected for wear and renewed
where necessary.
Moving parts must be free to turn and must be greased as appropriate.
Bridle chains and shackles must be examined frequently and replaced at any signs of excessive wear.
At five-yearly intervals and upon completion of the examination of the embarkation and
disembarkation means required by SOLAS during the Class annual surveys, the accommodation
ladder, the winch and the gangway must be operationally tested with the specified maximum
operational load of the ladder or the gangway as appropriate.
The load used for the test must be:

 the design load; or
 the maximum operational load, if this is less than the design load and marked; or
 the load nominated by the Company only in those cases where the design load or maximum
operational load is not known (e.g., for accommodation ladders or gangways which are
provided on board ships constructed prior to 1 January 2010), in which case that nominated
load must be used as the maximum operational load for all purposes.
The tests must be carried out with the load applied as uniformly as possible along the length of the
accommodation ladder or gangway, at an angle of inclination corresponding to the maximum bending
moment on the accommodation ladder or gangway.
Following satisfactory completion of the applicable test(s) without permanent deformation or damage
to the tested item, the load used for that test must be marked as the maximum operational load.
Accommodation ladder brake lubricants must be changed as per maker's recommendations.

They must be visually examined by the C/E every 12 months or whenever excessive strain has been
placed on the ladder.
Winches and brakes must be overhauled at least annually, as per manufacturer's recommendations with
records kept in the PMS.
Wires used to support means of embarkation, including accommodation ladder falls, must be checked
for condition on 6-monthly basis and renewed every five (5 ) years or earlier, if within a length of 10
diameters there are more than 10 broken strands, or if there are signs of corrosion, kinking or excessive
wear.
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There must be a valid test Certificate on board for the fall wires.
Falls must be kept well lubricated at all times.
In addition to the fall wires, the bridle wires must also be renewed every 5 years. Such wires must not
be over painted and must be examined at the same time as the falls. Relevant records must be kept in
the PMS.
Reference must be also made to Risk Assessments:
 “Working Overside – Preparing /Working on the Gangway”
 “Working on Deck during Heavy Weather”
 “Preparing and Rigging the Pilot/ Combination ladder”
5.0 Record
Mooring Plan & Port Information NAV/SECTION 8/ SF/MRS/210
Preparation for Arrival Checklist NAV/SECTION 3/ SF/MRS/214
Ladders Inspection Checklist NAV/SECTION 8/ SF/MRS/234
Change of Watch in Port NAV/SECTION 8/ SF/MRS/204B

High modulus lines handling D-01
Mooring ropes handling D-01
Mooring wires handling D-01
Mooring –unmooring operations D-01
Anchoring-Losing Anchor D-14
Anchoring-Dragging Anchor D-13
Deep Water Anchoring D-14
Mooring at FPSO D-08
Single Point Mooring -SPM D-08
Emergency Towing (Engines break down-Loss of Propulsion) D-16
Preparation and Rigging of Pilot/Combination ladder D-17
Windlass and Mooring Winches D-22
MBM-Multi Buoy Mooring D-23
Anchoring anchor with bending flukes D-25
Maintenance of windlass and Mooring Winches D-27
Replacement of Anchor D-28
Double banking at terminal / Jetty (Mooring-unmooring operations) D-41
Page 40 of 40
(006) Revision: 01
AMVER Eff. Date: 29/02/2020
Contents
1.0 Purpose ............................................................................................................................................. 2
2.0 General ............................................................................................................................................. 2
2.1 Advantages to participate in AMVER ............................................................................................ 2
2.2 AMVER Reports .............................................................................................................................. 3
2.2.1 Structure ........................................................................................................................................ 3
2.2.2 Number of AMVER Reports ........................................................................................................ 3
3. Record ................................................................................................................................................ 4
Page 1 of 4
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1.0 Purpose
This procedure establishes the requirements for the ship to participate in the AMVER Scheme.
2.0 General
All Company Vessels shall participate in the AMVER system on all deep-sea passages.
Vessels which are engaged for a long time in STS Operations in a specific area
are relieved of this duty.
AMVER, sponsored by the United States Coast Guard is a unique, computer-based, and voluntary
global ship reporting system used worldwide by search and rescue authorities to arrange for
assistance to persons in distress at sea.
AMVER’S success is tied directly to the number of merchant vessels regularly reporting their
position.
The more ships on plot, the greater the chance that a ship will be identified near the position of
distress.
AMVER’s mission is to quickly provide search and rescue authorities, on demand, accurate
information on the positions and characteristics of vessels near a reported distress.
With AMVER, rescue coordinators can identify participating ships in the area of distress and divert
the best-suited ship or ships to respond.
Since AMVER identifies the best ship or ships to respond to a ship in distress, it releases other
vessels to continue their voyage, saving fuel, time and payroll costs.
The Master must be always aware of his ship might being the one called upon to divert and assist.
It must be also considered that it might also someday the own ship be in distress!
In order to enrol one must contact with :

AMVER MARITIME RELATIONS
U.S Coast Guard
Battery Park Building
New York - NY. 10004
Phone : ( 011-1) (212) 668-7764
Fax : ( 011-1) (212) 668-7684
Telex: 127594 AMVER NYK
2.1 Advantages to participate in AMVER

 Participation is voluntary, free of cost and open to ALL SHIPS of All FLAGS.
 AMVER information is protected as “commercial proprietary” information and is released
only to recognized national search and rescue authorities, and only in an emergency.
 AMVER represents “free” safety insurance during a voyage by improving the chances for aid
in an emergency.
 By regular reporting, someone knows where a ship is at all times on its voyage in the event of
an emergency.
 Regular AMVER reports compress the area of a search if a ship is unreported or overdue,
because AMVER position reports verify that a ship arrived at a certain point on its voyage at
a particular date and time.
 AMVER reduces time between notification and rescue response.
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 AMVER can reduce the time lost for vessels responding to calls for assistance by
coordinating a rescue response, utilizing ships in the best position or with the best capability,
and thus eliminating unnecessary diversions by other vessels.
 AMVER participants are under no greater obligation to render assistance during an
emergency than a vessel, which is not participating. On the contrary, ships unfavourably
located on the AMVER plot may be released from their obligation to otherwise respond by
SAR mission coordinators.
 AMVER exchanges information with the Japanese Ship Reporting System (JASREP) the
Australian Ship Reporting System (AUSREP), the Chilean Ship reporting System
(CHILREP) and the U.S Maritime Administration (MAREP), so reports need only be made to
any one system with a keyword inserted in the “Y” time, to authorize exchange with another
system.
 Reports transmitted by AMVER/SEAS compressed message software provide reporting
information to both systems simultaneously (AMVER and SEAS), thus reducing reporting
workload and cost.
 AMVER provides a ready fleet of vessels to provide assistance, in place and on call, in
remote areas of the world’s oceans.
 AMVER is a demonstration of international humanitarian cooperation, mariner helping
mariner, by assisting any person in distress at sea regardless of nationality and status.
2.2 AMVER Reports
2.2.1 Structure
The basic format for AMVER reports follows the IMO Standard.
The first line in every report begins with AMVER followed by a slash (/), the report type (SP, PR,
DR, FR) and ends with a double slash (//).
Each remaining line begins with a specific letter followed by a slash (/) to identify the line type.
The remainder of each line contains one or more data fields separated by single slashes (/).
Each line ends with a double slash (//).
All reports must end with a “Z” end-of-report line.
Mail addresses for submitting AMVER Reports
The AMVER Reports may be sent :

By TELEX : (0) (230) 127594 AMVERNYK
By TELEFAX : (01) (304) 264-2505
By e-mail : amvermsg@amver.org or amvermsg@amver .com
2.2.2 Number of AMVER Reports

Sailing Plan (SP)
This report contains the complete routing information and must be sent within a few hours before
departure, upon departure, or within a few hours after departure.
It must contain enough information to predict the vessel’s actual position within
25 nautical miles at any time during the voyage, assuming the Sailing Plan is followed exactly.
Sailing Plans require A, B, E, F, G, I, l and Z lines.
The M, Y, X and Y lines are optional. (The Y lines is required for US Vessels).
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Position Report (PR)

This report must be sent;
 within 24 hours of departing port and
 at least once every 48 hours thereafter.
The destination must be included (at least in the first few reports) in case AMVER has not received
the Sailing Plan information.
Position reports require A, B, C, E, F and Z lines.
The I lines is strongly recommended
The M, X and T lines are optional.
(The Y line is required for U.S Vessels).
Deviation Report (DR)

This report must be sent as soon as any voyage information changes, which could affect AMVER’s
possibility to accurately predict the vessel’s position. Changes in course or speed due to weather, ice,
change in destination, diverting to evacuate sick or injured crewmember, diverting to assist another
vessel, or any deviation from the original Sailing Plan, must be reported as soon as possible.
Deviation Reports require the A, B, C, E, F and Z lines.
The I and L lines are required if destination or route changes.
The I line is always strongly recommended even when not required.
The M, X and Y lines are optional.
(The Y line is required for US vessels).
Final Arrival Report (FR)

This report must be sent upon arrival at the port of destination.
This report properly terminates the voyage in AMVER’s computer, ensures the vessel will not appear
on an AMVER SURPIC until its next voyage, and allows the number of days on plot to be correctly
updated.
Final arrival reports require A, K and Z lines.
The X and Y LINE are optional.
(The Y line is required for U.S vessels).
For more detailed instructions on AMVER Reporting, please refer to the “AMVER Ship
Reporting System Manual”.
A copy of this Manual must be found filed in Bridge File - AMVER Reports.
Additionally, it is available in the electronic Forms Register, under “International Requirements,
under the sub-file “AMVER”.
3. Record
None
Page 4 of 4
(006) Revision: 03
REVIEW OF NAVIGATION PROCEDURES Eff. Date: 29/02/2020
Contents
1.0 Purpose ......................................................................................................................................... 2
2.0 General ............................................................................................................................................. 2
2.1 Master’s Navigational Audits .......................................................................................................... 2
2.1.1 Master’s Regular Reviews ............................................................................................................ 2
2.1.2 Master’s Navigational Audit ......................................................................................................... 3
3.0 Navigational Assessments and Audits By Shore based personnel (Marine Superintendents) ........ 3
4.0 Independent Random Navigational Reviews ................................................................................... 4
5.0 Analysis of Navigational Audit Reports .......................................................................................... 4
6.0 Review of Navigational Procedures ................................................................................................. 4
7.0 Record .............................................................................................................................................. 4
Page 1 of 4
(006) Revision: 03
1.0 Purpose
This procedure describes the process of verifying that Navigational Procedures are implemented
correctly.
2.0 General
Reviews, Assessments and Audits of the Navigational Procedures implemented onboard are
conducted by:
 The Master
 Qualified and Certified Office Personnel
 The Person responsible for maintaining navigational standards.
 Appointed qualified 3rd party Navigational Auditors
The Company utilises the audit and assessment results and IMS reviews as well as lessons learnt
from navigational near misses and incidents in order to improve the navigational procedures.
2.1 Master’s Navigational Audits

The Master is required to conduct reviews and audits to ensure that all Bridge Team members are
complying with the navigational procedures and practices.
A Master’s Navigational Audit shall be carried out

within the first two (2) weeks after he takes over command.
One more Master’s Navigational Audit should follow after the completion of three (3) months.
2.1.1 Master’s Regular Reviews

On a regular basis (even daily), the Master must review the following Bridge Documentation:
 Bridge Standing Orders (ensuring that all Bridge Officers have signed and are aware of them)
 Master’s Night Order Book (ensuring that all Bridge Officers have signed and are aware of
them)
 Bridge Daily Checks.
 Pre-departure and Pre-arrival tests.
 Navigation in Ice, Restricted Visibility, Heavy Weather Checklists.
 Bridge Log Book Entries.
 Passage Planning & Underkeel Clearance.
 Charts Corrections.
 Radio Log Book.
 Compass Error Book.
 Bridge Movement Book (Bell Book).
 AMVER messages.
 Bridge Watch Conditions.
 Calling the Master.
 Performance and effectiveness of Bridge Equipment.
 Correct reporting of Defects.
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 Familiarization of new Officers with Bridge Equipment.

 Navigation with Pilot onboard.
 Bridge Team Management
 Familiarization/training and .awareness about ECDIS (if fitted and used for navigation).
2.1.2 Master’s Navigational Audit

The Master must conduct a Navigational Audit by using the specific checklist SF/MRS/200 Internal
Navigational Audit.
The Master’s Navigational Audit is due Quarterly.

Any deficiencies, remarks, observations, non-conformities and best practices identified by the Master
during his Navigational Audit must be reported through the Form SF/MRS/200, corrective action
taken and any possible root cause identified reported, analysed and corrected to avoid re-occurrence.
Training needs identified shall be addressed and reported to the Office.
The Master’s Navigational Audits shall be carried out while underway-sailing. The duration of the
navigational audit shall be at least two days.
3.0 Navigational Assessments and Audits By Shore based personnel (Marine Superintendents)
Navigational Audits shall be carried out on all fleet Vessels while on passage at intervals not
exceeding one year by suitably qualified and experienced Marine Superintendent, using the
appropriate parts of the OFF/MRS/201 “Navigational Audit Checklist”. Auditors shall have
appropriate Electronic Chart Display and Information System (ECDIS) training specific to the
equipment on board.
It is mandatory that during such audits all navigational procedures included in the MRS/201 shall be
audited. Master’s navigational audit shall be verified during this audit.
Any deficiencies, remarks, observations and non-conformities identified by the Auditor are
documented and followed up until their rectification.
Where it is impractical for a Vessel to be audited within the 12-month period due to trading pattern
then an unannounced remote audit by an independent contractor, including VDR downloads may be
used.
Navigational verification assessments, may be conducted in port. The assessment will include as a
minimum a review of passage plans, chart corrections, navigational records, ECDIS playback review,
navigational equipment, compliance with Company procedures and verification of the Master’s
navigational audit. The Navigational assessment shall be followed by OFF/MRS/201 “Navigational
Audit Checklist”. Only applicable sections will be completed. Any findings must be discussed with
the Master and the Bridge Team and addressed as required.
Training needs identified during audits and assessments shall be dealt with on-board, unless shore
based training is required. This shall be explicitly written in the audit report.
A Navigation Assessment/Audit must:
 Determine the operational efficiency on the Bridge
 Assess how the ship is navigated
 Identify important navigation and Bridge Management errors and provide action points which
must be followed up.
The scope of the navigation assessments is to assist with continuous improvement and not only list
deficiencies alone, hence a debriefing is required.
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During the annual Management Review Meeting a fleet audit programme shall be established. This
programme will include a combination of company and independent audits.
The audit programme effectiveness shall be evaluated with a view to continual improvement.
4.0 Independent Random Navigational Reviews

The Company arranges independent random navigational reviews across the fleet to check general
navigational competence.
For this purpose, the Company uses suitably qualified External Companies to conduct such
navigational audits. Navigational auditors must be Master Mariners and must have appropriate
Electronic Chart Display and Information System (ECDIS) training specific to the equipment on
board.
All Vessels shall be audited within a two (2) year period.

Where it is impractical for a Vessel to be audited within a two (2) year period due to trading pattern
or unavailability of an auditor, then an unannounced remote audit by an independent contractor,
including VDR downloads may be used.
All Navigational Audits must be carried out during Sea Passage.
5.0 Analysis of Navigational Audit Reports

Navigational audits' results are analyzed quarterly in order for trends, common problems to be
identified, appropriate actions to be taken and improvement plans to be developed aiming at the
improvement of navigational standards.
The analysis correlates audit findings, incidents, near misses, compares industry trends and external
inspections.
The improvement of navigational standards is achieved through the enhancement of training and
improvement of Bridge Procedures, as navigational audits' findings may dictate.
6.0 Review of Navigational Procedures

Navigational procedures are reviewed at least annually and updated to reflect new legislation,
technology and updated industry standards.
Lessons learnt from incidents, near misses, analysis of navigational audits, Management of Change,
Masters IMS reviews, drills evaluation, third party inspection results, training needs identified are
taken into consideration for updating the navigational procedures.
7.0 Record
Internal Navigational Audit by Shore Personnel PRO/PRO 10 / OFF/MRS/201
Internal Navigational Audit by Master PRO/PRO 10 / SF/MRS/200
Page 4 of 4

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Prime Tanker Management Inc.

Prime Gas Management Inc.

Manual Code: NAVM (006)

NAVIGATION & MOORING MANUAL

Authorized by DPA /DCOO

SECTION No Title Issue Issue

1.1 Navigation Policy

1.2 Restricted Visibility Policy

The Company defines Restricted Visibility as

1.3 Under Keel Clearance (UKC) Policy

1.3.1 Authorised CATZOC

2.0 Master’s Overriding Authority

Risk Assessments to be referred to:

9.5 Danger / Distress Messages ........................................................................................................... 22

Navigation Manual must be read in conjunction with key industry document:

2.1.1 Navigation Audits

It is the responsibility of the Master to carry out a Navigation Audit

2.2 Navigating Officer

2.3 Officer of the Watch (OOW)

3.0 Bridge Team Management (BTM)

ENGLISH is to be used on the Bridge-to-Shore safety communication, Bridge-to-Bridge

3.1 Managing the Bridge Team

3.2 Familiarisation of the Bridge Team

3.3 Management of Stress, Fatigue and Distractions

If the Master considers the Watch-keeper’s fatigue to be a problem,

4.1 Bridge Standing Orders

4.2 Calling the Master

4.3 Closest Point of Approach

Detailed guidance on Closest Point of Approach (CPA) is given in SF/MRS/201-“Bridge Standing

4.4 Collision Avoidance

4.5 Master’s Ship-Specific Standing Orders

The Standing Orders will include as a minimum instructions on the following:

4.5.4 Safe Cargo/Ballast Operations

4.5.5 Master’s Bridge (Night) Orders Book

5.0 Keeping a Navigational Watch

5.1 Standards Regarding the Ratings Required for the Watch

5.2.1 Watch at Anchor

5.3 Specific Guidance for Helmsman & Lookout Duties

5.4 Unmanned Machinery Space Procedure

5.5 Distractions during a Navigational Watch

5.6 Navigation Watch in Totally Enclosed Bridge

6.0 Change of Bridge Watch

6.2 Watch Change when Ship Underway

6.3 Watch Change when Ship at Anchor

7.0 Bridge Watch Conditions

7.1 Watch Arrangements

7.2 Types of Bridge Watch Conditions

Bridge Watch - Type A

Bridge Watch - Type B

Bridge Watch - Type C

7.3 Management of lengthy periods with increased Bridge manning

HAZARD ANALYSIS FOR THE IDENTIFICATION OF BRIDGE WATCH CONDITIONS LEVEL

Torres Strait 4 4 16 Bridge Watch Condition B will be employed 2 3 6

English Channel 3 4 12 Bridge Watch Condition B will be employed 2 3 6

Dardanelles / Bosporus 4 4 16 Bridge Watch Condition B will be employed 2 3 6

Gibraltar 4 4 16 Bridge Watch Condition B will be employed 2 3 6

Suez Canal 4 4 16 Bridge Watch Condition B will be employed 2 3 6

Panama Canal 5 4 20 Bridge Watch Condition B will be employed 2 4 8

8.0 Notification to the Engine Room

9.0 Radio & GMDSS Watch

9.1 Familiarisation of GMDSS Operators & Periodical Training

9.2 Radio Watch