SMM - Safety Management Manual

6 Bridge Procedures

Introduction

The purpose of this chapter is to provide Masters and navigation Officers with a
Summary of the day-to-day bridge procedures which are recommended as good practice
for ensuring the safety of the ship, its personnel and cargo and its efficient operation at
sea. Efficient bridge organization is an integral part of safe navigation and Masters and
navigation Officers are most strongly urged to follow the procedures as laid down in this
chapter. Masters and the Navigation Officers shall make themselves thoroughly familiar
with its contents.
The chapter should also be of value for training, education and introduction of new
Officers. The competence and the vigilance of the Officer of the watch provides the most
direct means of avoiding dangerous situations. It is essential that the Officer of the watch
is absolutely clear about the action the Master expects him to take while on watch.
Clearly defined procedures as laid down in this chapter and / or Master's standing orders
are therefore essential. Masters should be fully aware that the safety of ship and crew and
the prevention of pollution must always take precedence over commercial considerations.

It is the responsibility of the Master to ensure that all Officers make themselves
thoroughly familiar with the standing orders and any other directives before taking over a
watch and that they know how to set up and operate all appropriate bridge equipment

6.1 Navigational Policy

NAVIGATIONAL POLICY

 The Master has the ultimate responsibility for the safe navigation of the ship.
 The Master has absolute and overriding authority and responsibility to make
appropriate decisions in matters regarding safety, security and pollution
prevention, and to request for any assistance he considers necessary.
 The ship shall always be navigated in a manner that ensures the safety of life, the
safety of the ship, the safety of the cargo, and  safety of the marine environment.
The safety of life and the safety of the ship take precedence over all other
considerations. The safety of other ships and property shall also be taken into
consideration during the process of navigation.
  The bridge shall be sufficiently manned during all stages of the vessel’s passage
from one berth to the other. The watch manning levels shall be at least those as
laid down by Lauranne Shipping B.V.
 All voyages shall be carefully planned and executed as per the approved voyage
plans.
 All essential navigation equipment and associated  machinery shall be maintained
in a fully operational condition. In case of failure, rectification shall be sought as
soon as possible.
 A factual recording of all voyage events shall be made in appropriate logbooks
and forms provided by Lauranne Shipping  B.V.  Emergency situations shall be
identified and described, with plans drawn up and drills held.
 All newly assigned watch keeping officers shall be familiar with the bridge
equipment and Lauranne Shipping B.V.’s   navigational procedures .
 Wherever applicable the ship shall comply with the local ship reporting, Vessel
Traffic Services (VTS) and traffic routing systems in place.
 In addition to Lauranne Shipping B.V,   procedures , due consideration shall also
be given to  all local, national and international regulations.
 In  good time  before  entering into  SO Emission Control  Area (SECA)  the
officer  of  the watch shall contact the Chief Engineer and  advise him to change
over to low  SO fuel. The time and position for calling the Chief Engineer shall be
stated in voyage plan.

6.2 Company UKC Policy

UKC Monitoring

The minimum static UKC (= chart depth - draught) shall be calculated for each leg of the
passage recorded in the company waypoint form (LS0062B), except for those stages of
the voyage where charted depth > 30 meters.

For areas where the charted depth is less than the safety contour, the more detailed
UKC calculation is to be made in company UKC calculation form (LS0061C).
For departure and arrival ports, where the charted depth is more than the safety in contour
only one calculation is to be made (for each port) for the lowest charted depth location.
It is up to judgement of the master when the echosounder shall be activated and when the
observed UKC shall be recorded in the passage plan, however, as a minimum
requirement this must be done through entire pilotage.

The 2nd Officer shall indicate in the passage plan (remarks column) and/or mark in the
chart when the echosounder and/or recording shall be activated.

ZOC

When the under keel clearance is calculated, the applicable ZOC for the area has to be
taken into consideration and the applicable accuracy as per ZOC table (ZOC Table)  has
to be deducted from the charted depth in the calculation (LS0061). If the ZOC is "U" OR
"D", the accuracy of the charted depth has to be verified with the local information from
the agent/port authority and pilot. 

Company policy on minimum UKC:

Minimum allowed Dynamic UKC is:

 20 % of the max. draught in Open Waters

 15 % of the max. draught in Shallow Waters
 10 % of the max. draught during maneuvering and mooring in Port

If these limits are reached or exceeded the Master should inform Lauranne Shipping.

Local requirements

In case the charterer and/or local requirements are more stringent, they will take
precedence over this policy. Masters shall always review the voyage instructions and use
the most stringent requirements when calculating UKC for each stage of the voyage.

Confined / Open Waters definition:

 confined waters can be determined by use of following formula :

Width of influence, Fb = W / B, where W = Width of he Channel B = Breadth of

the ship.
(1) FB = W/B = 7.7 + 20[1 - CB]2, when h/T does not equal 1.1~1.4
CB = Block Coefficient     h = Water depth     T = Draught of the ship

(2) FB = W/B = 7.7 + 45(1 - CW)2, when h/T = 1.1~1.4

CW = Waterplane coefficient.

N.B.:  If,
FB x B < Width of the river then - Open Water Condition.
FB x B > Width of the river then - Confined Water Condition.
All areas not recognized as confined are considered to be open waters.

The UKC policy is available in synchronisation file: SMS-files>>Company

Letters>>UKC Policy and that page must be posted on the bridge/chart room.

6.2.1 Air draft clearance policy

The vertical clearance between the top of the mast and an obstacle like a bridge shall at
all times be 3 meters or more.

If during voyage preparation a bridge or obstacle is found which proposes a vertical

clearance of less than 3 meters,  a risk assessment has to be made, on basis of which the
LS Office needs to grant approval prior to the passage. The master has the overriding
authority to reject the approval if he deems it is unsafe to proceed.

Following items are to be addressed in the risk assessment:

 Air draft
 Obstacle/bridge height
 Tide
 Draft at mast level
 Waves
 Fresh or salt water
 Loading condition of the vessel
 Loading condition on the return passage

A generic approval maybe granted by the office for regular passage under the same
bridge or object. Provided it is based on a risk assessment and the calculation for each
voyage (based on the risk assessment) is detailed in each passage plan.
 

6.2.2 Squat

The phenomenon known as squat is the decrease in Under-Keel Clearance which occures
when a vessel is making way through the water, or is stationary (berthed or anchored) in
moving water. 

The reduction in UKC is affected by:

 UKC: Squat effects are appearing with UKC's from 100% - 10% of vessels draft.
The smaller the UKC, the stronger the squat effect.
 Speed of the vessel: The amount of squat has an exponential relation to the speed
of the vessel. Reduction of speed will have immediate effect on squat and UKC.
 Under water form of the vessel. Box shaped vessels are much more prone to
squat than those with fine lines.
 Profile of any river/canal being transited. In a river the depth may vary
depending the position of the vessel and can be quite unpredictable.
 Rolling and pitching: Dynamic effects may reduce UKC of the vessel in swell or
bad weather.

It is difficult to quantify squat but 10 % increase of vessel’s draft has been experienced
by full formed vessels at 75% speed.
The change in trim can also be quite significant and bluff bowed vessels can change trim
by as much as 1 m by the head under the same conditions as above.

Squat is the name generally applied to the difference between the vertical positions of a
vessel moving and stopped. It is made up of settlement and change of trim.

E.g. The theoretical squat on a vessel having 9,7 m (30 ft) draft in a depth of 12,2 m (40
ft) is:

Speed (knots)    Squat (meter)

24        2,4
18        1,4
15        0,9
10        0,4

Settlement is the general lowering in the level of a moving vessel, and 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. It increases as depth
decreases and speed increases.

If Depth > 7x Draft : the settlement effect is negligible

For Depth < 2.5 Draft : the settlement effect increases significantly

Effect on under-keel clearance:

Squat is therefore a serious problem for deep draughting vessels, which  often operate
with relative small under-keel clearances.
In shallow water squat causes abnormal bow and stern waves to build up, which if
observed should be taken as an indication that the ship is in shallow water with little
clearance below the keel, and that speed should be reduced or the ship stopped to increase
the clearance.
The amount of squat depends on many variables which differ, not only from ship to ship,
but
from place to place, and is difficult to accurately calculate. Therefore generous allowance
is kept for ships in shallow water.

The  following  approximate values for the  effect of squat, calculated for a tanker of 27
m beam having a draft of 11 m, give some indication of the amounts to be considered:

 In an enclosed channel, such as a canal, 90 m wide and 13 m deep, the calculated

value is about 0,5 m at 7 knots, rising to nearly 2 m at 10 knots.
 In a similar channel, not enclosed but dredged through surrounding depths of
about 6 meter, the calculated value is about 0,4 meter at 7 knots, rising to about 1
meter at 10 knots.

 In each case the amount of the effect increases rapidly with speeds above 10 knots.
Additionally it should be noted that the manoeuvring/steering of a vessel with small UKC
in shallow water will be strongly affected and may cause dragging of the vessel. With
low speed however, the rudder effect is limited.

Effect on soundings.

The  effects  of  squat  on  depths  recorded  by  an  echo  sounder  depend  on  whether 
the sounder is  adjusted  to  record  depths  below  the transducers,  or below  the 
waterline when stopped.

If depths below the transducers are being recorded, they will  give the exact under-keel
clearance below the transducers (allowance being made for separation correction),
irrespective of squat.      

6.3 Policy for Position Fixing/Verification

Fixing positions is performed to verify the position on the chart or ECDIS. Fixing
positions from different means at the same time, and comparing it, is a means to verify
that equipment is working correctly and displayed position is indeed correct. The
frequency of position fixing/verification must be recorded in the passage plan. 
All vessels in the company are full ECDIS. Since the position is "live" on the ECDIS
chart, spatial awareness is largely improved on ECDIS compared with before on paper
charts. Positions can be seen at all times in real time, but the accuracy of the position
needs to be verified. 

The following position fixing intervals need to be followed : 

 Open/deep sea:
While the vessel is at seaopen sea, the accuracy of position verification is checked
once every watch
 Coastal passage/approaching, pilotage, anchoring and berthing/unberthing
In these cases, ship's position on the ECDIS is compared with other means at
least every one hour

Position verification methods include, but are not limited to, any or combination of the
following methods :

 Radar observations (bearing and distance)

 Visual observations
  Parallel Index 1
 Radar overlay (if applicable)
 Dilution of precision or Signal carrier to Noise Ratio (SNR) 2

Whichever of th above methods are used it is necessary to mark the verification on the
ECDIS (by entering a position, event mark, the user map editor,etc...).

1 The Parallel Index method should be applied if well positioned conspicuous landmarks
or objects are available. 

2 These two methods should be used only for open/deep sea. In coastal waters navigators
will have other means. 

 Dilution of precision can be checked on the GPS, the higher the amount of
sattellites, the higher the accuracy in general.
 SNR to be checked in manual of GPS if it can be shown on the equipment 

Additional Records

  When vessel is proceeding through a buoyed channel, close to the shore records
needs to be made in a practical way by recording the passing of the buoys,
important ladmarks, breakwaters, etc,... in the logbook/bellbook. 
 Position needs to be recorded in passage plan for every way point during sea
passage (time at waypoint, speed, minimum UKC observed from previous leg)
6.4 Policy for Renewing ECDIS charts

16-12-2019

I. It is Company policy is to use  ENC's (vector charts = AVCS). ARCS (raster

charts) only to be used for those areas insufficiently covered by ENC charts.
II. Check for every upcoming voyage if you have the necessary charts for that
voyage; Do not renew all charts once per year
III. Follow the SMM instructions for ordering AVCS charts. This means that you
select ENC Units (NOT Folios) of category "overview", "general" and coastal for
that voyage. For arrival and departure ports and for narrows, like Strait of
Gibraltar, more detailed charts can be selected
IV. If the charts ordered are part of the standard trading area and standard ports then
always renew them for 1 year. If it is uncertain if you will enter that area again in
the near future, then order those charts for 3 months only.

In the case the vessel does not have the correct charts for the voyage the vessel should not
proceed.

6.5 Master Standing Orders General

It is essential that the Officer of the watch (OOW) is well aware of the action the Master
expects him to take while on watch. Therefore Master's Standing Orders are issued.

The Master Standing Orders should be supplemented when at sea, by entries in a

Bridge Order Book on a daily bases with what is expected of the OOW with
particular reference to his requirements during dark hours.

These standing orders may include:

A. Calling the Master

 B. Reducing speed in the event of restricted visibility or other circumstances
C. Maintaining a proper lookout function
D. Manning the wheel
E. The use and correcting of charts and nautical publications
F. The use of echo sounders, radars and other navigational aids
G. An established drill for changing over from automatic to manual steering or from
hydraulic to electric steering
H. The provision of additional watch keeping personnel in special circumstances,
e.g. heavy traffic, narrow passages or restricted visibility
I. The need for constant verification of  information in order to identify hidden
deficiencies
J. Radio communications
K. Boarding arrangements for pilots

A company format of Master Standing Orders is included in synchronization file >>

Office Files >> Company Letters. These orders are to be posted on bridge and adhered to.
On this form the Master can add his own standing orders.

The Standing Orders are to be posted on the bridge and to be signed by him and the
complete bridge team..

6.5.1 MASTER'S STANDING ORDERS

1. The Officer Navigational Watch ONW) shall perform his watch on the bridge and only
leave when properly being relieved.

2.The ONW is responsible for the safety of the vessel and its crew and should make sure
that a safe watch is always carried out as per procedure : 6.8.2 Bridge Manning and
Watchkeeping in various conditions. 

3.The ONW is responsible for the navigation and should ensure:

a) Follow Colregs an take appropriate actions

 b) an alert all-round lookout (by sight and hearing) with the aid of all navigation
equipment;

c) checking that the course is being steered accurately;

d) close observation of movement of other vessels and identification of ship and shore
lights and/or marks;

e) checking navigation lights, navigation-equipment and main engine controls on regular

intervals;

f) observation of changes in weather conditions

g) proper logbook keeping.

4.  The officer of watch shall call the master immediately in  following circumstances:

a) Visibility reducing to 2 NM  (or sooner if specified in bridge/night order book)

b) In a situation where CPA is less than 1Nm and TCPA is 8 minutes or less;

c) Movements of other vessels are causing concern;

d) When difficulty is experienced or expected in maintaining course/passage plan, due to

heavy traffic, meteorological or sea conditions (f.e. strong current and/or strong wind);

e) Failure to identify navigation marks or  unexpected appearance of either land,

navigation marks or reduced depth soundings;

f) In case of breakdown of engine, steering gear , navigation or any other essential

equipment;

g) If heavy weather damage is suspected;

h) Receipt of distress call;

i) 30 minutes before arrival at pilot station (or sooner if specified in bridge/night order
book)

j) If the ONW  is in any doubt regarding the pilot’s actions or intentions, or if, after
seeking clarification from the pilot the doubt still exists; and

k) In any other situation where the officer of the watch is in doubt.

5.  ECDIS safety parameters must be recorded in the passage plan and to be approved by
the Master. The authority of changing safety settings is described in "SMM 6.14.11
Alarm Management on ECDIS";

6. The OOW will continue to be responsible for the watch, despite the presence of the
Master on the bridge, until informed specifically that the Master has assumed that
responsibility, and this is mutually  understood. The fact that the Master has taken
command on the bridge should be recorded in the logbook.

7. In  the  meantime  and  irrespective  of  above  instructions,  the ONW shall  not 
hesitate  to take  immediate action if necessary (to ensure the safety of the vessel) until
the master arrives on the bridge.

8. The master standing orders may be supplemented by entries in the bridge order book
with specific instructions covering situations that may occur during the watch

6.6 Keeping Deck and Radio Logbook

09-10-2018

Lauranne Shipping BV is using combined Deck and Radio Logs (GMDSS) as issued by
"Datema". 

Deck Log

It is in the interest of all parties that a proper formal record of movements and activities
of the  vessel be kept in the appropriate log during the watch. Instructions of the
completion of Logbooks should be strictly observed. Entries in the deck logbook and the
Bell book must be recorded in local time. The dd-month-yyyy format is to be used.   

During manoeuvring also a Bell Book is kept, complementary to the Deck Log.
During the entire passage entries are made in the company passage plan (LS0061A/B/C),
e.g. regarding the position, speed, UKC etc.

Deck log, Bell Book and Passage Plan entries should include, but are not limited to, the
following:

Before arrival in port:

 Completion of LS0047 Checklist preparation before arrival in port

 Completion of LS0046 Checklist embarkation/disembarkation of pilot

Before sailing:

 Completion of LS0045 Checklist preparing for sea

 Observed departure draught

Watch-keeping:

 Confirmation of Fire/security round by relieved watchkeeper

 Heavy weather checks entry
 Navigation watch entries: to include (as minimum) Courses, deviation and
declination and distances every hour or after each course alteration during sea
passage 
 Ships position regularly. Passing landmarks, reaching waypoint, course changes,
at least one position to be recorded each hour during the sea passage
 Compass deviation checks entry
 Making fast to a tug (including tug name)
 Pilot embarking / disembarking time including name of the pilot
 Incidents (for details refer to Incident Report LS intra)
 When master takes / relinquishes the command on the bridge
 Anchoring position and times
 Details of salvage services received
 Details of  accidents witnessed, of any abnormal conditions or circumstances
 Receiving of a distress signal or message that a vessel aircraft or person is in
distress at sea
 Switching to/from hand-steering: Time and location. May also be done in Bell
Book.
 Switching on/off BNWAS: Time
 Switching on/off ECHOSOUNDER: Time and position
 Ice related checks and controls: time and description as per Ice Navigation

In port:
  Security and fire patrol rounds entry
 Moorings secured entry
 First line ashore
 All fast
 Incidents (for details refer to Incident Report LS intra)
 Details of  accidents witnessed, of any abnormal conditions or circumstances

Weekly:
 Drills, lowering of the lifeboat and rescue boat, etc

Radio Log

The GMDSS officer is assigned to maintain the Radio log up to date. Entries in the Radio
logbook must be GMT. The dd-month-yyyy format is to be used.   

It is a requirement in accordance with the relevant Regulations that a Radio Log of

matters must be maintained and be available for inspection. The matters specified, to
include a time of their occurrence, are:

a. a summary of communications relating to distress, urgency and safety traffic,

b. a record of important incidents connected with the radio service, and
c. where appropriate, the position of the ship at least once a day.

Reference
Shipping Guidance Notice 004

Radar log

Effectiveness of the radar(s) as measured by the performance monitor(s) should be

recorded by the OOW at the end of each watch whenever the radar(s) are operational. A
numeric, percentage, graphical, or other measurement value should be recorded.

6.7 Passage Planning

23-04-2018

Prior to commencement of the next voyage the Navigation Officer must prepare a
detailed Passage Plan.
Passage planning is necessary to support the bridge team and ensure that the ship can be
navigated safely between ports from berth-to-berth through risk assessment of hazards
and waypoint selection.

Passage Plans must cover the period from departure berth to arrival berth and not just the
sea passage.
If a voyage has more than one destination port, separate plans must be prepared for each
port (berth to berth). For shifting within port, the "berth to pilot" section is to be used of
the Passage Plan LS0061. These plans must be kept together for the entire voyage.
If the port of destination is unknown at the time of departure or the original port of
destination is subsequently changed, the plan must be updated/completed as soon as new
voyage orders are received.

 If the OOW shall not unnecessarily deviate from the planned track. In case this is
necessary, he should keep the deviation from the track limited, so that the ship does not
enter areas where it may approach the margins of safety.
Special attention must be given to UKC monitoring on the temporary track. The OOW
must advise the Master and obtain his approval for intended deviation. All members of
the Bridge Team must be informed.

If, at any time, UKC calculations do not comply with Company minimum requirements,
the Master must notify the Lauranne Shipping. Lauranne Shipping can evaluate the risk
involved together with the master before any decision is made. These communications
must be in writing and copies of same must be kept together with the passage plan.

A pre-passage meeting is an important aspect in the process of voyage planning and

execution. The passage plan including possible hazards and mitigation of those hazards
should be discussed. After the meeting the Master and officers sign the passage plan,
confirming that all is correct, clear and understood.

The Master must review and approve the Passage Plan before the vessel's departure and
OOWs must sign for having read and understood the passage plan.

Navigation Officers should be  conversant with the guidelines in the publications "Bridge
Team Management" and "Bridge Procedures Guide"  and take these into account when
preparing Passage Plans.

Important factors, as shown below, that must be taken into consideration when preparing
passage plans and plotting/marking charts are also given in the Company's Passage Plan
LS0061 form for quick and easy reference.

For additional guidelines and instructions on Passage Planning in Ice Conditions please
refer to SMM Chapter ICE
6.7.1 Elements of a passage plan

16-12-2019

Charts to be used for the forthcoming voyage should be fully corrected, according latest
received/obtained updates/ Notice to Mariners.

Establish routing

    Take into consideration:

    * Appropriate scale charts corrected up to date with latest information provided in
Notice to Mariners
    * Temporary and Preliminary Notices
    * NAVAREA and warnings received via NAVTEX and INMARSAT / local NAS
    * Information contained in sailing directions, coast pilot, company manuals, local
regulations
    * Information contained in light list (navigation aids available along route)
    * Ship’s draft and under keel clearance / manoeuvring limitations
    * Tides and currents (both en route and in port)
    * Margins of safety / grounding lines / Air Draft
    * Company and ship’s standing orders
    * IMO, local, and company routing systems / TSS / VTS
    * Anticipated traffic (both large vessel and small craft)
    * Weather / ice conditions
    * Day and night portions of passage
    * Parallel indexing (not from floating objects unless they have been first checked for
position)
    * Methods and frequency of position fixing
    * No-go areas
    * Positions where echo sounder should be activated
    * Contingency plans in case of navigational / machinery failures
    * Abort positions
    * CATZOC

To be marked/visible on the charts:

 Waypoints and True Courses of planned route

 Methods and frequency of position fixing
 Relevant T&P Notices for the passage
 Relevant warnings for the passage
  Parallel Indexing points ( at points where accuracy of position fixing is critical,
and the primary and secondary methods are applied for maximum reliability)
 Radar-conspicuous objects, remarks or beacons, which may be used in position
fixing
 Reporting positions and VHF Channel for Traffic Control
 Positions where change in machinery status is required
 Positions where Master and Engineers are to be called/advised
 Positions of passing SECA limits + positions where C/E should be notified before
crossing SECA limits
 Where echo sounder is to be started/stopped for monitoring and recording of UKC
(or to be indicated clearly in the passage plan).
 Significant tides and currents
 Minimum under keel clearance
 Crossing and high density traffic areas
 Anchor clearance
 Contingency plans, abort positions
 Air draft when passing under bridges/power lines, etc...

Company Passage Plan LS0061A

The Passage Plan Form LS0061A is to be filled up by Navigational Officer in accordance

with the Master's orders regarding the particular voyage. The original version is already
filled up to provide an easy aid to fill up each column correctly. Please take below
additional guidance into account

Retention time: Passage plan should be retained one year on board and sent to the office
after that.

Passage Plan:

Reporting Points: (for departure and arrival ports) should include:

 Who to be called (Harbour master, Pilot station, Agent, etc.),

 Time when to be called (e.g. "call agent on the mobile 2 hrs. before completion of
cargo operation" or "call Maas approach on VHF 01 when passing MW1 buoy"),
 Means of call (VHF, telephone, etc.),
 Reason for call (ETA notification, passing reporting point, etc.),

Additional field for "1st Pilot Notification" is to be typed in (e.g. "when in VHF range",
or "2 hrs before arrival", etc.),
VTS Info for Arrival port to be taped in (e.g. All communication with port Control on
VHF CH12),

Approach notes should include:

          * traffic information,
          * any special events (e.g. crossing fairway),
          * landfall targets,
          * the machinery status changes,
          * etc.

Additional general comments and notes for the voyage can include:

 Weather/tides/currents/routing information such as:

o Sources of meteorogical forecast (e.g. Navtex stations, weather facsimile,
www.windfinder.com, UK meteo office, etc.),
o Significant tides and currents along the passage,
o Additional routing information (e.g. TSS crossing courses, etc.)
 Hazards/emergency procedures/contingency plan may include:
o Areas where high density of fishing vessels and dredgers are operating
along the passage
o Areas where crossing traffic will be encountered (e.g. crossing ferries in
Dover Strait)
o Vessel's contingency plan to be observed
o Abort positions
o Contingency anchorages, if pilot aborts boarding

Marine Environmental Protection Measures should include:

 references to Marpol, company environmental policy, garbage management plan,

SMPEP and etc.
 information about special areas along the passage

Signing: The master has to sign the prepared waypoint form for having checked it. Other
Deck officers countersign for being conversant with its contents.
2nd Officer is responsible for cross-checking all the calculations with route data on charts
(ECDIS) and/or GPS.

Waypoint Database: 

When a passage plan is being prepared, the waypoints need to be entered in the waypoint
database. Please make sure that all waypoints have a name that refers to the location or to
the voyage (i.e. 'WP4 Flush-Lehav'). Do not create names such as 'WP5' since this creates
confusion when there are several voyages in the database. Please leave several rows
empty after entering each voyage. The notes column should be used to enter the
following information, i.e. "WP number 10-60 Flu-Lehavre".

Waypoint Forms:

Position Fixing:The Primary means of position fixing is automatically selected as GPS

since GPS is most of the time used as primary system. Several cross-checks of the
position should be made with the radar or by visual means during the voyage the
frequency depending on the circumstances and possibilities.

Monitoring of the passage:

This section is to be filled up in ink by the OOW.
Time of arrival to each waypoint should be recorded,
Speed made good should be recorded for each waypoint,
When navigating in shallow water and with pilot on board, the OOW should monitor the
UKC. Minimum UKC observed for each leg should be recorded.

Hazards, Weather, Contingency, Remarks and bridge manning condition can include:

all navigational hazards along each leg expected (e.g. density of fishing vessels, dredgers,
crossing traffic, works in progress, etc.),
significant weather changes along the route,
Navtex Stations to be in use,
Contingency anchorages, abort positions, etc.,
Remarks - reporting points, master and engine room notification positions, echosounder
to be in use, lookout to be called on the bridge, change over watch positions, etc.)            
The Bridge manning condition must add between every way point according Basic Watch
Conditions                                             

LS0061C Underkeel clearance form:

The under keel clearance form shall be completed for any location of the prepared route
where the static under-keel-clearance is less than 3.5 metres or the vessel passes the
safety contour or it is deemed necessary by the master.

LS0061C form provides a possibility to choose the squat effect calculation between
confined and open waters. Second Officer must determine, whether the concerned area is
a confined or open water and indicate it by "X" on the form. The squat effect will be
automatically calculated according to the selection made.

Cross track deviation:

On cross track deviation you have to fill in the largest distance between your course line
and plotted positions. (Between every two way points).   

XTD (Cross Track Distance)

The cross track distance are the boundaries beside your track. When you have made your
passage plan the ECDIS checks everything between those boundaries. A safe zone is
created between those line's (a checked zone). When the XTD is set you have to check
the route manually for the alarms and for the possibility that the ECDIS has missed
something. When you cross one off those boundaries you will get an alarm visual and
with audio. You have to determine at every leg of the route your XTD take in
consideration: Speed, width of the channel or sea, the density of the traffic, weather and
visibility. 
At sea the width of these boundaries must be large enough to take into accoount room for
manoevring as per COLREGS. As a guidance at open sea a larger XTD betwwen 1 and 2
nautical miles can be used. During confined passages or in port the XTD must be reduced
according the situation. If the vessel exceeds her XTD boundaries at sea the Master must
be informed and a note to be made in the logbook. If the vessel goes out of her
boundaries during pilotage it must be noted as approved by the Master and discussed
between the bridge team (Master, pilot, deck officers) that the alternative route is checked
and safe. 

Findaport

If there is a voyage order to go to an unfamiliar port, the company has 2 subscriptions to

www.findaport.com
This website can be used to check information on Terminals/ISPS/Depths/Maps/Repair
yards/Ship Chandlers etc.
It includes all the information from the "Guide to port entry"

Remarks:
This chapter is under review

6.7.2 Use of Established Separation Schemes

23-03-2011

        Consistent with good seamanship and the Rules of the Road, if depth of water
permits and it is safe and practical to do so, the Master must use established sea lanes or
other traffic separation schemes and avoid those areas which are designated to be avoided
by tankers. Locations, terms, definitions and general principles of traffic separation and
routing are contained in IMO publications or charts which are on board. Information on
new schemes or revisions to existing schemes (published in 'Notices to Mariners') are
forwarded to the vessel periodically and should be noted on charts onboard.
       It is essential to appreciate that nothing will affect a Master's responsibility for strict
compliance with the Rules of the Road and the Company would emphasise this be
enunciation of the following principles.
       Masters must always be prepared to encounter ships sailing on opposite courses or on
crossing courses.

6.7.3 Margins of Safety

09-03-2011

Masters should give specific instructions to his Officers on maintaining appropriate

margins of safety, including distance from the coast and underwater hazards, in case the
ship loses propulsion or steering capability.

Such instruction may be given:

 In the masters own standing orders

 Verbally before making of the passage plan
 Masters Night Orders
 Or whenever verbally expressed to the watch keeping officer

       The appropriate minimum offshore distance  depends on many factors, such as:

 reliability of hydrographic information

 the available sea room
 the density of traffic
 forecast and actual current, tidal stream, wind, swell and visibility
 operational requirements, including pilot boarding arrangements, shelter from
adverse
 weather, and use of recognized routes through narrow channels
 the adequacy and reliability of navigational aids
 the reliability of the main and auxiliary power steering systems
 the ability to anchor, complete repairs and/or obtain tug assistance the likely
direction of drift and rate of drift, and the time before a grounding would occur

Under keel clearance can be affected by several factors and allowances  include:

 the predicted height of the tide;

 changes in the predicted tidal height, which are caused by, for example, wind
speed and direction and high or low barometric pressure;
 nature and stability of the bottom – i.e. sand waves, siltation etc.;
  accuracy of hydrographic data, a note as to the reliability of which is often
included on charts;
 change of water density and the increase in draught due to fresh water allowance;
 the vessel’s size and handling characteristics and increase in draught due to heel;
 wave response allowance, which is the vertical displacement of the hull due to
heave, roll and pitch motions;
 the reliability of draft observations and calculations, including estimates of
hogging and sagging;
 reduced depths over pipelines and other obstructions, and
 Squat.

From the squat calculation it may be determined if speed reduction is required, to ensure
sufficient UKC.
Squat information relevant to the vessel for both loaded and ballast passages should
be readily available on the bridge.
Where there is doubt that sufficient clearance can be maintained during any part of the
voyage, the Master must Inform Lauranne Shipping B.V. to discuss how to proceed.

 if within port limits: Obtain the latest sounding information, including the nature
of the bottom, directly from the local authorities or terminal, well before arrival.  
 if alongside: It needs to be discussed with the terminal, Lauranne Shipping and
the charterer whether it is necessary to vacate the berth  in any doubt about the
risk of grounding. 
It should be recognized that occasionally smaller vessels ‘take the ground’ – i.e.
sit on the bottom - at some ports. This may even be to the extent that the berth
dries out completely.  In such circumstances considerable reliance is placed on
previous experience, as often there is no other information available to ensure that
the berth is safe.  In such circumstances, documentary evidence should be sought
to demonstrate that Lauranne Shipping B.V. is aware that the vessel takes the
ground at these particular ports and that the situation has been fully assessed,
including the effects of stress and stability and the nature and level of the bottom. 
At all times adequate procedures should be in place for maintaining services such
as fire fighting and engine cooling water.

6.7.4 Non-routine ports

28-02-2019
A routine port is a port that the vessel visited in the last three years (list reviewed in
December every year). All other ports are non-routine ports. As a consequence the
prepared passage plan should be send to the office and approved by shore management
before starting the voyage.