TITLE Under Keel Clearance (UKC) BOPR-2.

PURPOSE

To establish a systematic and controlled way to ensure safe navigation in shallow water.

RESPONSIBILITIES
• Master (M);
• Navigation Officer (NO);

GENERAL INFORMATION
The Company requires a minimum UKC to be maintained as follows:
• 10% of the deepest draft when alongside a berth, including SBM’s;
• 15% of the deepest draft when navigating in shallow waters including ‘open shallow’
and ‘narrow channel’;
• 25% of the deepest draft when navigating in open water.

Shallow water is where the depth of water is less than twice the draft including Open
shallow and Narrow channel.

Open shallow is waters unrestricted by banks and canal sides, or a shallow channel with a
width more than 10x the breadth of the vessel.

Narrow channel is where the width of the channel less than 10x the breadth of the vessel
restricted by banks, canal borders or riverbed.

Open Shallow Narrow Channel

Open Shallow Narrow Channel

Shallow Water Conditions

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BOPR-02.2
Navigable Rivers depending on the width of the river and or width of the dredged channel
within the river may be considered either as open shallow or narrow channel as per above
definitions. Irrespective of the above definitions, the Master and navigation officer must
critically assess the planned river passage, being aware that depths may not be as charted,
and that in many countries the depth may not be accurate due to the presence of a mud
layer on the river bottom and or frequent shoaling.

Open water is a depth of more than twice the draft.

There may occasionally be an operational requirement to enter an area where the Company
minimum UKC cannot be maintained. In such circumstances it is important to carefully
assess the associated risks and, if the risk factors found tolerable, BOF-2.2b: Passage Plan -
UKC Calculation and the Risk Assessment should be forwarded to the Marine Department
(MarineSuperintendentsDL@csmcy.com), copied to the DPA, for permission to proceed.
Only when the Company’s permission has been obtained may the vessel proceed.

The company recognises that there are occasions when the port authorities or pilots advise
that there is more water available than the chart indicates, or alternatively, they advise a
maximum allowed draft rather than depth of water. In such situations, the Master should
carefully assess the reliability of the information, discuss it with a Marine Superintendent
and consider it in a risk assessment. If the condition is given based on a maximum draft
limit then the Master must endeavour to obtain the minimum UKC allowed and adjust the
speed if necessary in order to maintain the required UKC. In any case entering such an area
shall only be considered if vessel’s draft remains within the maximum allowed port limits.

Vessels with a draft of 15 metres and / or a deadweight of 150,000 tons and above, shall
allow a UKC of at least 3.5 metres when transiting the Malacca and Singapore Straits in
accordance with the requirements of ‘Ships’ Routeing’.

Where there is concern about a risk of grounding whilst alongside the Master must vacate
the berth. Areas which provide less than the required minimum UKC shall be considered as
no-go areas.

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BOPR-02.2
Calculation of Under Keel Clearance
The UKC must be calculated on form BOF-2.2b: Passage Plan - UKC Calculation and must
include all the factors which might affect it. When using the form note the following:
• A calculation must be made for each leg of the passage where the depth of water is
less than twice the draft and where there is doubt that the Company UKC
requirements cannot be met. UKC calculations must not be limited solely to one for
the departure port and one for the arrival port;
• Only the boxes which are coloured can be filled in – information will automatically be
displayed in the relevant boxes;
• Narrow channels significantly affect squat, and every effort should be made to
accurately enter the channel width where necessary;
• Consideration must be given to the fact that significant sea and swell conditions may
reduce the available water under the keel from more than twice the draft to less,
even in open water.
• ‘Limiting depth at the planned speed’ is the minimum charted depth that the vessel
may enter at the planned speed, taking into account all the variable factors and
limiting parameters, which will maintain the Company UKC.
• Once the available UKC has been calculated taking into account all the applicable
factors it can then be determined whether any speed reduction is required to counter
the effects of squat and in order to maintain the required minimum UKC.

Squat
Squat is the reduction in available water depth below the hull as a vessel passes through
shallow water.
There are three main effects of squat:
• A decrease in under keel clearance;
• A trimming effect, generally by the head for vessels with a Cb (Block Coefficient) of
more than 0.7, or by the stern for finer lined ships;
• Listing if shallow water is passed on one side of the vessel only, which can result in
grounding at the turn of the bilge.
• Sand banks and other obstructions within rivers may result in an increase in the
blockage factor of the rivers. In conjunction with an increase in the speed of the
speed of water flow between the side of the vessel and the bank, this may lead to

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BOPR-02.2
 increased squat and list towards the bank.
There are several factors which determine the amount of squat likely to be experienced:
• The speed of the vessel through the water (or the water past the vessel);
• The blockage factor – which is the ratio between the cross sectional area of the
vessel to the cross sectional area of the waterway;
• The vessel’s block coefficient, Cb.
• Note: The Cb of large tankers will be between 0.80 and 0.85. The Cb of smaller
tankers will be less and for fine lined gas carriers will be between 0.65 and 0.70. The
Cb of cargo and passenger vessels will normally fall within the 0.65 to 0.8 range.

Recognising the signs of squat:

• A reduction in speed, caused by frictional resistance which increases in shallow
water;
• A decrease in propeller revolutions;
• An increase in vibration;
• Discoloured water astern as the seabed is disturbed;
• Higher bow and stern waves and a widening of the wave pattern;
• Sluggish steering.

Speed is the most influential factor governing squat so if any of the above tendencies are
observed a reduction in speed will be the most prudent course and will have an immediate
effect.

Generally a vessel will experience squat more at the bow than at the stern. Abnormal bow
and stern waves often build up which can give an indication that squat is occurring.
Manoeuvring can begin to be affected when the UKC is less than seven times the draft.

Squat graphs relevant to the vessel for both loaded and ballast passages should be readily
available on the bridge as completed in BOF-2.2a: Squat Calculation.

Category Zone of Confidence (CATZOC)

Category Zone of Confidence or CATZOC term, which relates to the accuracy of the
Electronic chart. In its basic form, it is similar to the source data diagram that was printed

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BOPR-02.2
on traditional paper charts. There are 6 different levels of CATZOC ranging from the most
accurate A1 to U for Un-assessed. The assignment of category is based on three factors
(position accuracy, depth accuracy and sea floor coverage).
The CATZOC system enables surveying authorities to encode hydrographic data within five
categories or CATZOCs, with a sixth category being reserved for unassessed. Survey data
can be graded A1, A2, B, C, D or U. Each category is also depicted by a CATZOC symbol
which appears when this layer is selected for display on an ECDIS. When displayed by
ECDIS, CATZOCs are distinguishable by the shape of the symbol and number of asterisks
contained within it. The below CATZOC classifications infer the position and depth accuracy
of the electronic chart.

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 Category Zone of Confidence

Where ECDIS is the primary means of navigation the CATZOC for each leg of the passage
must be assessed and compared with the Under Keel clearance at the planned speed for that
particular area, both during the initial appraisal and planning stage, and while on passage.
The comparison must be recorded both on the ECDIS Passage plan and the Passage Plan –
UKC Evaluation form (GOF2.2b).

UKC greater than Zone of Confidence (ZOC)

When required UKC is greater than the Zone Of Confidence (ZOC) Depth Accuracy on form
BOF 2.2b, there is no need for additional measures. i.e. if the UKC is 5 metres, but the ZOC
Depth Accuracy is +/-0.8 metres, then no additional measures are required and the values
are recorded in the ECDIS Passage plan and the Passage Plan – UKC Evaluation form
(GOF2.2b).

Zone of Confidence (ZOC) greater than UKC

When the ZOC Depth Accuracy is greater than UKC allowance required, i.e. the UKC is 2.0
metres, but the ZOC is +/-3.5 metres. Then additional measures as per the below must be

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BOPR-02.2
implemented as there is a risk of the vessel grounding.
The Master should notify the Company and the notification should be accompanied by a risk
assessment, which shall identify the hazards and set the necessary mitigating measures in
order to reduce the risk to acceptable levels.
The mitigating measures should include consideration of:
• Reducing the planned speed for the particular leg;
• Obtaining more detailed analysis of the charted depths / maximum permitted drafts
from;
• Local port authorities and local agents;
• Sailing directions;
• Source data diagrams from upto date ARCS or paper charts (if available);
• Review the M_SREL within the Pick Report on the ENC.
Master in consultation with Company will then decide if the vessel can proceed safely
through the area where the ZOC depth uncertainty is greater than UKC allowance required.

CATZOC Un-assessed (U)

Where the CATZOC for a specific leg of the voyage is Un-assessed by the ENC producer,
reference should be made to other sources of data accuracy Local port authorities advice
including maximum permitted drafts before determining the UKC. The following sources
should be taken into consideration:
• M_SREL within Pick Report on the ENC;
• Source data diagram on ARCS or paper chart (if available);
• Sailing Directions;
• Local port authorities advice including maximum permitted drafts.

PROCEDURE

No What Who When Record

1. Keep squat graphs posted on the bridge. NO At all times BOF-2.2a

2. Check the water depths along the proposed M / NO Prior to

route. commencing
Note: Where ECDIS is the primary means the passage
of navigation note the CATZOC for each leg
of the voyage and record in passage plan.

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BOPR-02.2
 3. Calculate UKC at the points where the NO During BOF-2.2b
depth of water is less than twice the draft. Passage
Planning
Note: Where ECDIS is the primary means
of navigation UKC calculations shall be
completed for every leg of the voyage.

4. Ensure calculation meets Company NO During

requirements and proceed to the step 7. Passage
Planning
Note: If result of calculation does not meet
Company, minimum UKC requirement
inform the Master and proceed to step 5.

5. Perform a Risk Assessment for legs of the M / NO During COF-4.5

voyage where the: Passage
• UKC is less than Company Planning
requirements;
• ZOC accuracy is greater than the
UKC at the planned speed;
• ZOC is Un-assessed (U) .

Note: If risk is tolerable proceed to step 6.

If risk factor is not tolerable re-plan the
route and go to step 3.

6. Submit UKC calculation and the Risk M During BOF-2.2b

Assessment and obtain permission from Passage COF-4.5
Marine Superintendent to proceed with UKC Planning
less than minimum Company requirement.

Note: If permission is not granted, re-plan

the route and go to step 3.

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BOPR-02.2
 7. Attach BOF-2.2b: Passage Plan - UKC NO During BOF-2.2b
Calculation to the passage plan. Passage
Planning

REFERENCES SUPPORTING DOCUMENTS / TOOLS

SOLAS Chapter V BOF-2.2a: Squat Calculation
STCW Code A-VIII/2, Part 2 BOF-2.2b: Passage Plan - UKC
Nautical Institute, Bridge Team Management, Calculation
Chapter 3 COF-4.5: Risk Assessment

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BOPR-02.2
BOF-2.2a: Squat Calculation

Vessel: CAPE TEST Length BP: 265.0 Displ Loaded: 186,000 Mean Draft Loaded: 17.0
Date: 24.11.11 Breadth, extreme: 48.0 Displ Ballast: 75,000 Mean Draft Ballast: 8.5

Squat loaded Squat ballast

3.00 2.50

2.50 2.48
2.00 2.00
2.00 2.08
Squat in meters

Squat in meters
1.68
1.72 1.50
1.39
1.50
1.39 1.12
1.04 1.24 0.84
1.10 1.00 1.00
1.00 0.89
0.84 0.68
0.62 0.86 0.50 0.69
0.70 0.50 0.56
0.50 0.55 0.44
0.42 0.34
0.31 0.25
0.00
0.00 0.22 0.00
0.00 0.00 0.17
0 4 5 6 7 8 9 10 11 12 0 4 5 6 7 8 9 10 11 12
Speed in Knots Speed in Knots

Red Graph: Shallow Water where the depth of water is less than 2 x draft Calculated Cb (loaded) = 0.8602
Calculated Cb (ballast) = 0.6937
Blue Graph: Open Water where the depth of water is more than 2 x draft Squat loaded Speed Squat ballast
Shallow Open knots Shallow Open
The diagrams for Shallow and Open waters shown above serve as a quick reference. Estimated UKC 0.00 0.00 0 0.00 0.00
must be calculated utilising BOF-2.2b for each leg of the passage where the depth of water is less 0.28 0.14 4 0.22 0.11
than twice the draft and where there is doubt that the company UKC requirements cannot be met. 0.43 0.22 5 0.35 0.17
0.62 0.31 6 0.50 0.25
Columbia Shipmanagement requires a minimum UKC to be maintained as follows: 0.84 0.42 7 0.68 0.34
•        10% of the deepest draft when alongside a berth, including SBM's; 1.10 0.55 8 0.89 0.44
•        15% of the deepest draft when navigating in shallow waters including 'open shallow' and 1.39 0.70 9 1.12 0.56
•        'narrow channel'; 1.72 0.86 10 1.39 0.69
•        25% of the deepest draft when navigating in open water. 2.08 1.04 11 1.68 0.84
2.48 1.24 12 2.00 1.00

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BOPR-02.2
BOF-2.2b: Passage Plan - UKC Calculation

Vessel: CAPE TEST Displacement: 60,000 LBP: 200.0 Breadth: 32.0 Mean Draft: 10.00

INITIAL DATA
Rotterdam Rotterdam Rotterdam Rotterdam Rotterdam Rotterdam
Position
Berth No.1 Bouy No.1 Berth No.1 Bouy No.1 Berth No.1 Berth No.1

Date 24.11.2011 24.11.2011 24.11.2011 24.11.2011 24.11.2011 24.11.2011

Time of Passage 09:00 09:30 10:00 10:30 11:00 11:00

Shallow Waters OPEN WATER OPEN WATER OPEN WATER OPEN WATER OPEN WATER OPEN WATER

Width of Channel, in meters

Charted Depth 15.00 15.00 15.00 15.00 15.00 15.00

Maximum Salt Water Draft 10.00 10.00 10.00 10.00 10.00 10.00

Initial UKC 5.00 5.00 5.00 5.00 5.00 5.00

VARIABLE FACTORS
Predicted Tidal Height

Difference betw een Predicted and

actual Tidal Height

Tidal Surge

Hydrographic Data Tolerance

Reduced Depth over Pipelines

Water Density Allow ance

Allow ance for Sea and Sw ell

Increase in Draft due to Heel, Trim or

List
Allow ance for Draft calculation and
for Hogging and Sagging

TOTAL ALLOWANCE 0.00 0.00 0.00 0.00 0.00 0.00

PLANNED and LIMITING FACTORS
Columbia min UKC
2.50 2.50 2.50 2.50 2.50 2.50
requirements
Max Speed
16.3 16.3 16.3 16.3 16.3 16.3
to comply w ith company UKC policy

Planned Speed 10.0 10.0 10.0 10.0 10.0 10.0

Estimated Squat
0.94 0.94 0.94 0.94 0.94 0.94
at the Planned Speed
Estimated UKC
4.06 4.06 4.06 4.06 4.06 4.06
at the Planned Speed

UKC in % of Deepest Draft 40.6% 40.6% 40.6% 40.6% 40.6% 40.6%

Limiting Depth
13.4 13.4 13.4 13.4 13.4 13.4
at the Planned Speed

Office approval required NO NO NO NO NO NO

CATZOC INFO (applicable for ECDIS only)

CATZOC A1 A2 B C U U

Depth Accuracy 0.65 1.30 1.30 2.75 Unassessed Unassessed

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BOPR-02.2
TITLE Air Draft BOPR-2.3

PURPOSE
To establish a systematic and controlled way to ensure safe navigation where there is
restricted air draft.

RESPONSIBILITIES
• Master (M);
• Navigation Officer (NO);

GENERAL INFORMATION
Air Draft is the distance from the water surface to the highest point on the vessel.

When entering port where a ship has to pass under a bridge or other overhead obstruction the
air draft must be calculated and inserted into the passage plan.

Safe Overhead Clearance is the distance between the highest point of the vessel and the
overhead obstruction. The Overhead Clearance shall comply with the following the Company’s
requirements:
• For Power Cables - 5 metres;
• For Bridges - 2 metres.

If the Master is in any doubt regarding the safe overhead clearance or that the Company’s
requirements cannot be met, he must complete a risk assessment and contact a Marine
Superintendent.

If a bridge requires lifting then the Passage Plan must include:

• Communication Abort Point: The point at which the ship can safely abort their approach
to the bridge should communication not be established with the bridge operator;
• Bridge Lift Abort Point: The point at which they can safely abort should the bridge be
prevented from lifting, or lift only partially.

In determining these abort points, allowance must be made for the tide or current, and the
distance the vessel will travel towards the bridge whilst manoeuvring.

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BOPR-02.3