Marine Operations Manual Appendix BSM

Table of Contents
Introduction 2
Standing Orders 3
Passage Planning 4
Electronic Passage Planning 6
Get me home charts 8
Chart and Nautical Publication Inventory and Correct 9
Navigation Warnings and Temporary and Preliminary No 11
Fitness for Duty 12
Bridge Manning 13
ER UMS approval 14
Navigation 15
Mooring 28
Double Banking 33
SPM MBM FPSO Guidance 34
Anchoring and equipment 38
Use of Tugs 41
Safe Bunker Margins 43
Record Keeping 44
Helicopter Operations 50
Search and Rescue 51
Salvage 52
Operation in Sub-Zero Conditions 54

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Introduction
The Bridge Procedures Guide offers comprehensive, practical guidance for navigation. This is the primary reference for navigation
within BSM and must be referred to. Information contained in the Bridge Procedures Guide will not be duplicated in this Appendix.
English is the working language of the company and is used for all communications on board (e.g. orders between officers, pilots
or surveyors), with the office and other third parties. All messages and correspondence sent to or on behalf of the company are to
be in English.
The Marine Suptd is responsible for maintaining navigational standards on board vessels.

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Standing Orders
Refer to industry guidelines:

• Bridge Procedures Guide

On joining a vessel, the Master shall write his own standing orders, which will be complimentary to the company’s standing orders
– form MOM 51. The Master must address additional requirements for shipboard safety, ship security and safety of cargo
operations in his standing orders. Display a copy of form MOM 51 including the Master’s additional standing orders in the
wheelhouse.
All bridge Team members upon joining the ship must read, understand and sign company and Master standing orders. Signing of
these orders indicates that the team members have understood and will follow these orders. If in doubt, team members must seek
clarification from the Master.
All officers must familiarize themselves with the manoeuvring characteristics of the ship as soon as possible. Display prominently
the manoeuvring characteristics of the ship in the wheelhouse.
The Master has the company’s authority to change the distance of 4 miles with respect to restricted visibility. This distance can be
increased, but not reduced.
Night Orders and Instructions to Duty Officers
The Master must issue night orders / instructions every evening at sea, at anchorage or in port (except when alongside). Following
guidelines may be useful

• Officers of watch must be confident that the Master can be called at any time when in doubt
• The Master must be called in good time
• Officers must be aware that speed can be reduced to avoid a close quarters situation
• Bridge manning
• All available equipment is to be used

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Caution: If you witness or suspect breach of Sanctions, consult the Reporting sanction violation
suspicions procedure and the Sanctions Policy and speak up. Trans-shipping cargo in a neutral
country or via STS is often used to circumvent sanctions. Always contact the MSI if you have
breach of sanctions suspicions.

Passage Planning
Refer to Industry Guidelines:

• Bridge Procedures Guide

• Ocean Passages of the World
• Admiralty Publications :
- List of Lights,
- List of Radio Signals,
- Tide Tables,
- Sailing Directions,
- Chart Catalogue
• Bridge Team Management
The responsible officer is normally the 2nd Officer however this is at the discretion of the Master.
Weather routeing – a service provided to a ship that assesses the best route for a ship to take based on current weather forecast
information and specified criteria for the ship and voyage.
Air Draft – the height of the highest point of the ship above the waterline. This may be affected by masts that are designed to be
lowered. This needs to be considered when planning passage past height limited points.
Risks and Hazards During the Passage
Each passage consists of 3 stages:

• Berth – Pilot
• Pilot – Pilot
• Pilot - Berth
Assess the risks of each hazard that exists in each stage of the passage.
Record these in the Risks worksheet for the stage of passage.
Ensure that mitigating actions are recorded and charts marked with the risks and required mitigating action.

Note: Hazards include shoals, reefs, shallow waters, areas of high traffic density, areas known
to suffer frequent bad weather, oil and gas exploration and production rigs and fields, any
other maritime obstruction that could reduce the safety of the passage.
Non-Routine Ports
A routine port is any port that the ship has called at without damage or delay in the previous 2 years.
Any other port nominated is classed as “non-routine” and passage plans to these ports must be reviewed by the office for approval
before the passage starts.

Note: A non-routine port is a port which the ship has not called in last 24 months or that the
bridge team is not familiar with.

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Caution: Conduct a risk assessment and discuss the port call with the MSI before calling a non-
routine port.

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Electronic Passage Planning

Warning!

Do not use an inadequate electronic passage plan. Where data input is inadequate, use MOM 54
to prepare the official passage plan.

Electronic passage plans represent a significant improvement in the planning of safe navigation passages. Several different
electronic passage plans are now on the market, each with a different set of attributes and functionalities. Acceptance for use on a
BSM managed ship is dependent, initially, on a shore review confirming that the passage plan meets all requirements of QDMS
and all recommendations of the current VIQ used in SIRE inspections. The shore review may be conducted by an SMC but must be
verified by Group before acceptance is granted.
Currently BSM accepts use of the following electronic passage plans:

• OneOcean PassageManager
• NAVTOR Passage Planning Module
An electronic passage plan may be used in place of MOM 54 when the following criteria are met:

1) The electronic passage plan is part of a software package offered by a chart and publication service provider.

Caution: Where automated inputs are not available the module must clearly highlight that data
is missing that affects the accuracy of the passage plan.

2) The software package must have the following, automated, data inputs enabled:
a) ENC
b) Minimum 1 licensed ENC active in the software
c) Chart corrections
d) AIO or equivalent that enables automatic placing of navigation warnings on ENC
e) Admiralty Digital Publications
f) Electronic Nautical Publications (e-NP)
g) Evaluation and application of CATZOC to UKC calculations as per formula

Note: CATZOC D and U in electronic passage plans will default to requiring a risk assessment.
BSM follows Intertanko guidance as currently in place in MOM 54. Follow this guidance
when completing the risk assessment for CATZOC D and U, where required.
3) Additionally, it must be possible to enter the following in the passage plan:
a) BSM UKC policy
b) BSM air draft policy
c) Master’s Comments
d) Safety contour, depth, and frame settings per leg of the passage
e) Security level per leg of the passage
f) Bridge watch level per leg of the passage
4) The passage plan can be transferred to the ECDIS:
a) Directly via permanent data connection
b) Indirectly using removable media such as a flash drive

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Caution: Where no on-screen or system generated hard copy review and approval record can be
made, agree an alternative arrangement with the MSI.

5) Approval by the Master and review of the passage plan by all navigating officers can be easily demonstrated by:
a) On-screen record of approval and review
b) Hardcopy of review page printed and signed
6) There is a tracking system built in to show where changes are made to an approved passage plan to meet changes in
operational requirements.
The MSI must give approval for a ship to start using an electronic passage plan and stop using MOM 54. This approval must be
based on the following:

• Review of a sample completed electronic passage plan confirming all elements are fully detailed
• The Master confirms he accepts the transfer to electronic passage plans
• The bridge team are all fully briefed about use of the electronic passage plan
• The ship is active in the office fleet tracking module (e.g. OneOcean Fleet Manager or equivalent)
Complete MOM 65 Electronic Passage Planning Certificate and obtain signature of Master and Marine Superintendent.
Display in Chartroom.

Caution: After a ship is approved for electronic passage planning the MSI MUST check a sample
passage plan from each on-signing soon after joining to verify that quality expectations are met.
Where an on-signer has recorded experience with the software on board this requirement can be
omitted.

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Chart and Nautical Publication Inventory and Correction

Note: BSM requires charts and publications are maintained using a contracted chart correction
service.
Refer to Industry Guidelines:

• How to keep your Admiralty charts Up to Date

• The Mariner’s Handbook
• IMO MSC MEPC.2/Circ.2 General Matters IMO Requirements On Carriage Of Publications On Board Ships
• Flag specific circulars

Warning!

Falsifying chart correct records is a serious offence and will result in disciplinary action Do not use
unapproved charts for navigation.

Maintain an up to date inventory of publications using MOM 064 unless an electronic publication and chart management system is
in use. Update and send to office every 6 months.
Maintain active charts corrected up to date. Give priority to voyage charts.
The Master must carry out random checks of 10% of the voyage paper charts every month where they are carried as a mandatory
backup.

Note: Chart correction and publication service providers who has contract with BSM must
always be used.
Use electronic chart and publication management systems such as Chartco where provided to record chart corrections. Refer to
provider’s manual for operating instructions.
Electronic chart and publication correction systems provide weekly updates and tracings for the active chart folios and publications
on board. Tracings and corrections need to be printed on board. Paper copies are not sent to the ship. New editions of charts and
publications are automatically assigned for delivery to the ship based on current inventory.
Check new editions are corrected up to date when received on board.
Allow maximum 4 weeks without new chart corrections before advising the chart service provider and the Marine Superintendent.
Inform the chart service provider when additional charts or publications are purchased. This will ensure corrections are provided
for newly purchased charts.
Source corrections for local charts where the contracted provider does not support corrections for local charts.

Caution: Remove out of date charts from the chart room. These charts must not be used for
navigation.

Retain paper corrections and tracings for 2 years. Electronic systems automatically retain this information.
Refer to ECDIS Manual for correction of electronic charts.
Cancelled charts should not be removed from the Vessel until its replacement has been received on board.
Provide Deck Cadets and Junior Officers opportunities to practice chart correcting to gain proficiency. Refer to CMS and record
training.
Sleeping Folios
• Identify folios covering areas outside the ship’s trading area and mark them as “sleeping”
• Advise chart correction provider and Marine Superintendent

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• Maintain a list of all charts in sleeping folios

• Mark clearly the place of storage of these charts and this should be away from the normal stowage area of other charts
which are in use
• Do not place sleeping folios on the navigation bridge to avoid inadvertent use
• Record corrections for the charts in sleeping folios in the Chart Correction log. File these corrections separately,
segregated as per chart numbers
• Do not change folio status for a single voyage
• Do not transfer charts to a sleeping folio if the vessel change in trading area is for less than six months
• Reactivate sleeping folios by correcting charts up to date and advise chart correction provider

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Navigation warnings and temporary and preliminary notices
• Annual Summary of Notices to Mariners
• Notice to Mariners
• Navtex
• Navarea brodcast
• Admiralty Information Overlay
Maintain a record of all navigation warnings and T&P notices in force.

Note: Warnings are relevant when they affect, or may affect, safety of navigation on the
planned passage
Consider a warning relevant to the passage if it:
• Is located within 50 miles of the planned track in Open Waters
• Involves mobile units that may move towards the planned track
• Involves warships engaged in training exercises within 50 miles of track

Caution: Ensure NAVTEX warnings are plotted correctly as direct interfacing to ECDIS may not be
effective.

Plot warnings and T&P notices on all affected voyage charts – ENC and/or paper
Record warning reference as dictated by chart type

Note: AIO will only show T&P that are not included in ENC by the producer country. Verify
against status list in INFO folder in AVCS disc.T&P relevant only to paper charts will not be
shown in AIO.
Plot relevant Navtex and Navarea warnings as soon as received on bridge.
Review and initial for confirmation by relieving Officer of the Watch during watch handover.
Update plotted warnings when cancellation notices received.
Update file when cancellation notices received.

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Fitness for Duty
Avoid any officer going on watch when fatigued. Watches may be changed to enable officers to take mandated rest. In the event
all officers have been unable to comply with rest hour requirements the Master must advise the company and take necessary
action to provide rest.
Fitness of Master
If reasonable doubt exists that the Master is incapable of commanding the ship inform the DPA immediately. Standard actions are:

• Chief Officer will temporarily relieve the Master

• Chief Officer will temporarily take command of the vessel
• Enter the details of the incident in the Deck Logbook and the Official Logbook
• Carry out an alcohol test of the Master in line with company Drug and Alcohol procedures
If the Master considers a reasonable doubt exists about his capability due to fatigue he must immediately notify the DPA and
inform the senior officers.
In all cases where there is reasonable grounds to suspect alcohol abuse, the Speaking Up Policy applies, and all officers and ratings
must follow it.
Fitness for Duty of Officers/Ratings
Advise the Master immediately where the relieving officer appears to be affected by:

• Fatigue
• Alcohol
• Drugs
• Other mental or physical condition affecting concentration and ability to take the watch

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Bridge manning guide
Decide bridge manning requirements based on:

• Weather forecast
• Operational status of bridge equipment
• Main engine limitations
• Geographic locations with high traffic density such as:
- Dover Strait
- Singapore Strait
- Strait of Juan da Fuca
- Straits of Bab el Mandeb
- Strait of Hormuz
- Torres Strait
• Heavy traffic density locations such as:
- Japan coastal routes outside pilotage area
- Approaches to major canals and waterways
- Hong Kong
- Shanghai
• Coastal areas where traffic routing is in force such as:
- US Gulf
- North Sea
- English Channel
- Strait of Gibraltar
Standby condition
Operate engine room in the standby mode:

• At all times under pilotage

• In geographic locations with high traffic density: Dover Straits, Singapore Strait, Strait of Juan da Fuca etc.
• In heavy traffic density locations such as: Japan coastal routes outside pilotage area, approaches to major canals and
waterways
• In coastal areas where traffic routing is in force such as US Gulf, North Sea, English Channel
• Whenever the Master considers it necessary to ensure safety of navigation
In standby condition, the Officer of the Watch must obtain confirmation from the Engineer on Duty that the following is available /
active:

• Main engine – ready to manoeuvre

• Auxiliary engines – at least 2 subject to additional power requirements for bow thruster and / or cargo demands
• Steering motors – both running
• Air compressor – at least 1 operating to maintain air bottles at full capacity
• Pumps / motors / systems as required to maintain machinery space ready for immediate manoeuvre

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Bridge Approval for ER UMS Operations

Caution: Test the UMS alarm each day to verify that the alarm sounds after the required period.

1) Before accepting a change of engine room status the OOW must:

a) Ensure that the navigation situation is safe to do this
b) Verify that the engine room is in an appropriate condition to change to UMS
c) Complete MOM 13 to ensure that:
d) ER alarm system has no pending alarms
• No alarms are inhibited in the engine room management system
• Oil transfers are completed for the day with settling and service tanks ready for the UMS period
• Lub oil tanks are topped up to last the UMS period
• Standby machinery is lined up ready to start on demand
• Engine room bilges have been pumped out immediately prior to going UMS
• Duty Engineer is nominated and advised to the Bridge
• UMS alarm is tested and found satisfactory
• Notice periods and times for engineers are recorded on the bridge to meet the standby requirement
• Fire pumps are available
• Watertight doors are closed
e) Confirm the time of the evening check off
f) Verify that the Duty Engineer will notify the bridge immediately on entering the ECR after an alarm sounds

Note: Do not change to UMS condition if any point in the checklist is not confirmed or the
navigation situation at the time does not permit.

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Navigation
Responsibility for standards of navigation
Marine Superintendents are tasked with maintaining standards of navigation on board all BSM managed ships. This is reflected in
their Accountability Profile. Each Marine Superintendent has the authority to act to ensure standards of navigation meet BSM
requirements and to propose changes to navigation procedures to meet changes identified during operation and after incidents.
Marine Superintendents are required to be involved with the implementation of new procedures and practices required to meet
the introduction of new regulations.
Primary means of navigation
ECDIS must be the primary means of navigation on ships with single ECDIS and back-up paper charts (Ref. Safety Equipment
Certificate - Form E)
Navigation equipment reliability
Each quarter the SMC will analyse navigation equipment failures and determine if any pattern or trend is evident. Where a pattern
or trend of navigation equipment failure is seen, action must be taken to address the issue and the matter followed up until the
trend is reversed. Quarterly reporting to the Management Review is required to keep the SMC management team fully aware of
trending navigation equipment issues.
Report navigation equipment defects to the port authority before arrival. Ensure confirmation of receipt is obtained from port
authority.
Distractions
Forbid the use of:

• Mobile telephones
• Televisions
• Electronic entertainment equipment
• Newspapers and magazines
• Any other item determined by the Master to cause distraction including non-navigation related discussions during
critical sections of the passage and pilotage
• Display a sign “The Use of Mobile Phones is NOT Permitted on the Bridge while underway and at anchor"
Alarms and alarm settings

Warning!

Do not mute or disable any bridge alarm without the Master’s authorization. Record all muted
alarms in the deck log book with the time the alarm was muted.

Alarms are fitted to bridge equipment that alert the OOW to:

• Equipment failure or capability reduction

• Proximity to a navigation hazard or feature defined as significant
Alarms are set to provide a visible and audible warning to the OOW. The failure of the OOW to note any alarm sounding from a
piece of bridge equipment may result in collision or grounding of the ship. Because of this alarm settings must not be changed
during the voyage except:

• To maintain compliance with the approved passage plan

• When ordered to do so by the Master
Shipboard familiarization for deck officers must include identification of all alarms that sound on the bridge and what action is
required when each is heard.
When adjusting alarm settings record the action in the deck log book identifying:

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• Alarm
• Time alarm setting changed / muted
• Reason for changing setting
• Authority for changing setting
Record when muted alarms are un-muted.

Note: Alarm settings include the mute function – all alarm muting must be recorded in the deck
log book.
Compliance with collision regulations
All actions taken by the Master or Navigating Officers must be in compliance with the International Regulations for Preventing
Collisions at Sea. (ColRegs)
Use of VHF for collision avoidance purposes is not recommended.

Collision avoidance
Ensure speed input to ARPA is water track for all navigation situations.
In cases when the speed log does not work:

• Obtain flag dispensation

• Brief bridge team of the hazards of collision avoidance using ground track speed input
• Add note to Master Pilot Information Exchange Form MOM 057 about speed input being ground track
• Ensure new bridge team members are made fully aware if joining the ship while the speed log is not working

Note: Monitor doppler logs to ensure track does not automatically switch to ground track
where water track is required.
Chart scale

Note: Definition as per Admiralty Chart Catalogue

• Large scale shows most detail (1:6000)
• Small scale shows least detail (1:100,000)
Self-pilotage
• Assess situation requiring self-pilotage
• Conduct risk assessment
• Consult with Marine Superintendent
• Carry out self-pilotage when agreed with Marine Superintendent
Pilotage Exemption Certificates
In most places legislation provides the possibility of some form of exemption from compulsory pilotage, usually by issuing Pilotage
Exemption Certificates (PEC). A Master holding a Pilot exemption certificate, must ensure following before carrying out the
pilotage without pilot on board:

• The certificate is issued for the vessel, not expired and valid for the intended route
• Authorities are informed before the pilotage
• Marine Superintendent in charge is notified
• ‘MOM 057- Master Pilot Information Exchange’ and ‘MOM 058- Pilotage Information’ forms completed (Obtained all
required information from Pilot office)
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• A risk assessment completed. The assessment, as a minimum, includes the following:

- Weather condition
- Structure, machinery or equipment defects which could interfere the safe pilotage
- Traffic condition
- Navigational hazards
- Bridge team’s experience and level of confidence in the pilotage
- Bridge manning level for the whole passage
Customary / Non-mandatory pilotage in specific transit areas
Specific transit areas are characterized by high traffic and shallow or restricted waters such Torres Strait, Danish Strait, Strait of
Singapore.
The Master may discuss requests for customary / non-mandatory pilotage with the MSI, if:

• Not familiar with a specific transit area

• Forecast of restricted visibility relevant to the transit time
• Vessel dimensions relevant to the transit area may be hazardous;
• Other circumstances and conditions which may compromise safety of navigation.
Reporting schemes
AMVER and other reporting systems
It is company policy that vessels will participate in local reporting schemes applicable to their geographical location.
All ships (engaged in voyages lasting 72 hours or more) must participate in the Automated Mutual Assistance Vessel Rescue
System (AMVER) operated by the United States Coast Guard. Active participation in this scheme is required from other vessels.
Request the AMVER manual from the office if it is not available on board.
All ships must also participate in the other position reporting systems, whether voluntary or mandatory, e.g. AUSREP, JASREP etc:

• Details of such schemes are contained in the sailing directions, radio signals and the annual summary of Admiralty
Notices to Mariners
• Masters must ensure that they are aware of any reporting schemes, which may be applicable to their vessel during the
forthcoming voyages
• The Master is to delegate an officer to prepare the various messages required for transmission, in accordance with
various guidelines available on board
Helicopter operations
Industry guidelines:

• A Guide to Helicopter – Ship Operations

Helicopter operations are used occasionally for landing or retrieving pilots or to take stores.
Look out during the watch
Maintain an effective lookout during the watch using all available means as appropriate in the prevailing circumstances.
The officer in charge of the navigational watch may be the sole lookout in daylight provided that, on each such occasion:

• The situation has been carefully assessed and it has been established without doubt that it is safe to do so
• Full account has been taken of all relevant factors, including, but not limited to:
- State of weather
- Visibility

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- Traffic density
- Proximity of dangers to navigation
- The attention necessary when navigating in or near traffic separation schemes
- Assistance is immediately available to be summoned to the bridge when any change in the situation so requires
Ensure the handover of watch of the bridge ratings is carried out be in the wheelhouse during daylight.
Set BNWAS time limit at 10 to 12 minutes for all navigation conditions.
The Officer leaving the bridge / watch handover

Warning!

Ensure the relieving officer is fit for duty in all respects and familiar with all requirements to
maintain a safe watch.

The navigating officer on bridge watch must not leave the bridge when the vessel is underway or at anchor. The officer must be
properly relieved by another certified navigating officer or the Master. At the end of his watch, the officer being relieved shall:

• Retain the watch until properly handed over

• Complete logbook entries for this watch
• Assist the relieving officer if required in any manner
• Inform the Master if the relieving officer cannot take over the watch
Changing course and speed
When at sea speed avoid large helm orders (over 10 degrees), without first informing the duty engineer, unless circumstances and
traffic conditions do not permit. Inform the Master of all speed changes. In the following conditions inform the Master afterwards:

• To comply with collision regulations

• In an emergency
Consider changing course and speed as a mitigation action to reduce the effect of shipping heavy seas on weather deck.
Inform office, charterers and owners before, or, as soon as possible after making alterations of course, and / or speed to avoid
heavy weather.
Obtain permission from nearest coastal state authorities where applicable, especially if sheltering in territorial waters.
Change over steering motors and pumps regularly by a designated officer. Set frequency of change over based on maker’s manual.
Position fixing
Monitor the ship’s position at all times. Confirm the accuracy of position fixing regularly. If there is any doubt about the ship’s
position, the Master must be informed immediately.
Position fixing intervals must not exceed a period more than half the time it will take the ship to run into the nearest danger.
As an example - when proceeding at 20 knots it would take 6 minutes to run into a danger that is 2 miles away from the ship –
therefore the plotting interval should be 3 minutes.
Follow this practice during navigation in restricted waters. Reduce speed to allow for sufficient safety margin. Plotting at intervals
less than 3 minutes is difficult to achieve using visual bearings and radar ranges. Use parallel index techniques to provide situation
awareness with position fixes plotted at intervals no less than 3 minutes to cross check.

Warning!

Do not carry out position fixing using floating objects.

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Caution: Do not carry out parallel indexing using floating objects unless they have been first
checked for position.

When preparing the passage plan the responsible officer must establish position fixing intervals as per the below table. For ease of
reference annotate charts in locations where a reduced fixing frequency may be required. The Officer on Watch must fix the
position of the ship at the intervals specified in the passage plan. He must use all appropriate navigational aids, observe the set
and drift, and adjust the course to keep the vessel on the intended track. The Officer on Watch has full authority to deviate from
the charted track to avoid close quarters situations developing.

Caution: Do not compromise the safety of the vessel by trying to keep the vessel on the charted
track.

Use visual bearings and radar distances to verify the position obtained from electronic navigational aids. Masters and officers on
watch are reminded that electronic navigational aids are only aids to navigation and are not always reliable.
Fix position using celestial observation whenever possible and record.
Position fixing table for ships using paper charts
Apply the guidance given in the table below for position fixing / monitoring vessel position:

Where How Often Method

At sea (more than 24 miles off shore / Every one hour or less • GPS / DGPS
away from nearest danger) Whenever possible • Celestial Observation
• Or dead reckoning

Coastal Waters (12 to 24 miles off Every 30 minutes or less • GPS / DGP
shore / away from nearest danger) • Radar bearings
• Visual bearings
• Parallel indexing

Restricted waters (less than 12 miles Every 10 minutes or less • GPS / DGPS
off shore / away from nearest danger) • Radar bearings
• Visual bearings
• Parallel indexing
• Transit bearings

Manoeuvring in port (when entering Every 5 minutes or after changes in • GPS / DGPS
harbour limits / passing sea buoy) course of more than 10° • Radar bearings
• Visual bearings
• Parallel indexing
• Transit bearings

Using small scale charts hourly position plotting will become difficult due to the scale of chart in use. Position plotting frequency
during ocean passages can be reduced at the Master’s discretion. Hourly position checks must however be done and recorded in
the deck log book.
Compare positions obtained from different navigational aids where available. Avoid as far as possible full reliance on one means of
position fixing.
Position fixing on ECDIS ships
Apply the guidance given in the table below for position fixing/monitoring vessel position on ships equipped with ECDIS as primary

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means of navigation and both ECDIS operational.
ECDIS receives continuous position information from position sensors (normally two DGPS/GPS receivers) and displays on ENC in
real time.

• Verify / cross check the position fixes automatically plotted on ENC to ensure accuracy of position sensors
• Carry out crosschecks as per the table below and plot on ENC or record in ECDIS using available functions:
- Line of Position (LOP)
- Event with associated electronic logbook record
- Saving ECDIS screenshots
• The Master shall use his discretion in setting past position and past track intervals

Sailing Condition Crosscheck frequency Crosscheck method

Deep Sea Navigation/ Ocean At least once per watch Dead reckoning
Passage
Astronomical observations

Coastal Navigation (including STS At least once per hour Visual Observations
Operation underway and at anchor)
Radar Observations

Inland navigation (including navigation At least once per 30 minutes Visual Observations
in confined, restricted and pilotage
Radar Observations
waters: during berthing/ unberthing,
shifting berth and anchoring)

Crosscheck frequency

• If there are any doubts on GPS position accuracy, carry out more frequent crosschecks
Crosscheck methods

• Use:
- Radar overlay
- Parallel indexing
- Clearing bearing
- Echo sounder
• Compare track / fix obtained from the main and secondary position sensor where possible to crosscheck ECDIS position
fixing system and monitor ship’s progress.

Note: If GPS maker’s manual provides sufficient information on Dilution of Precision (DOP)
checks and / or Signal or Carrier to Noise Ratio (SNR or CNR) checks, use this to verify
position accuracy and performance of a GPS receiver.
The ECDIS can only display the last 24 hours track. Take ECDIS screenshots at regular intervals (e.g. every 15 minutes in Inland
Navigation) to save supporting evidence for use in case of incident or during inspections and audits. Use screenshots to depict
vessel’s track, plotted route and LOP's, user maps, Radar Overlay, etc. Retain these screenshots onboard for at least the last 3
voyages.

Position fixing by radar

Consider the following when using radar for position fixing:

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• Overall performance of radar – radar performance must be checked during each watch and results recorded in radar log
book
• Identification of fixed objects
• Compass (gyro) error and accuracy of heading marker
• Accuracy of variable range marker, bearing cursor and fixed range rings
Symbols for position fixing
Use the following standardised notation for plotting the vessel’s position on a chart

• Indicate an observed position on a chart by a circle drawn around the intersection of the position lines at the centre of
which a dot is to be placed marking the position of the vessel
• Indicate a position from electronic means like GPS on a chart by a triangle around the intersection of position lines
• Indicate a position obtained from celestial sights .i.e; from sun sights, star sights on a chart by a diamond around the
intersection of position lines
• Indicate a dead reckoning position or an estimated position by a small cross on a chart and the symbol DR or EP as
appropriate
• Note the time next to every position
• Note all other relevant information next to the position fix
• Use the correct symbols to show the method used to obtain the position

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Calling the Master
The officer on watch must call the Master immediately if he requires any assistance or is in doubt. Remember the Master may
require some time to assess the situation once on the bridge.
Call the Master under the following conditions:

• If visibility reduces or is expected to reduce to less than 4 miles

• If the configuration of radar plots is causing concern
• Break down of engines, navigational equipment, steering gear
• Any doubt about the accuracy of the ship’s position
• Unexpected shallow soundings, sighting of navigational marks, land or debris
• Upon receipt of a distress message or weather report where the ship is likely to run into heavy weather
• Expected sighting of a navigational mark or land is delayed
• In case of difficulty in maintaining course and speed
• If traffic density in a TSS is causing ship’s, including own ship to overtake in close proximity
• If the relieving officer is not fit to take over a navigational watch
• Any doubt of own ship drifting or any other nearby ship drifting on to own ship at anchorage
• At any other time when in doubt
Calling the Master does not relieve the duty officer from ensuring that every possible action is taken to ensure safety of personnel,
ship and cargo before the Master’s arrival on the bridge.
The Master must clearly state to the officer on watch that he takes or hands over the conn.
Ensure logbook entries are made when the conn is handed over.
Traffic Separation Schemes
All vessels must follow Traffic Separation Schemes recommended by IMO, local or harbour authority. Please refer to the IMO
publication “Ship’s Routeing”.

• IMO adopted traffic separation schemes must be followed in accordance with Regulation 10 of the International
Regulations for Prevention of Collisions at Sea
• British Admiralty charts show IMO adopted traffic separation schemes and routes established by local coastal states
• These local schemes are not shown differently on the charts from IMO schemes
• The Annual Summary of Notices to Mariners lists separation schemes that are adopted by the IMO

Caution: Coastal states having established separation schemes may impose heavy fines on
vessels found in contravention of Regulation 10.

When navigating within a traffic separation scheme the Master may require manning of the engine control room. Adjust the ship’s
speed as required by the Master.
Under Keel Clearance
The Master must ensure that at all times during the voyage and when alongside there is sufficient under keel clearance.

Note: Minimum UKC stated below are based on static draft. However for additional safety,
minimum UKC calculation in Passage plan Form MOM 054 is based on dynamic draft.
Static draft: The static draft is the deepest draft when the vessel is not making way or subject to squat, sea and swell influences.
Dynamic draft: The dynamic draft is the draft of the vessel when the vessel is subjected to squat, external forces like wind, sea and
swell, and increase of draft due to list / heel.

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Use the echo sounder to ensure under keel clearance is within limits calculated in Passage plan / squat UKC PP and BP.
Post the following echo sounder alarm settings near the echo sounder and record details in Passage plan / Passage planning CL
Alarm settings are set to reflect the current draft and UKC requirements . Tested regularly where possible.

• During ocean passages = ______________ (set to minimum calculated UKC)

• Underway in shallow waters =_______________ (set not greater than minimum calculated UKC)
• Pilotage waters / Rivers / SBM / CBM / STS operations / Anchorages in port limits = _____________(set not greater than
minimum calculated UKC)
• When in canals = _____________(set not greater than minimum calculated UKC)
Record change over times in Deck log book.
Maintain the following minimum under-keel clearance (UKC) as below:

• Ocean passages - 50% of the deepest draught

• Underway in shallow waters (depth less than twice the draft) - 15% of the deepest draught
• Pilotage waters / Rivers / SBM / CBM / STS operations / Anchorages in port limits - 10% of the deepest draught or as
guided in the note below
• In ports when berthed alongside jetty / vessel , the UKC must not be less than 1.5% of the ship's extreme breadth or 30
cms, whichever is greater
• Canals – see note below

Note: Canal under keel clearance rules vary. Where Local rules allow an under keel clearance
LESS than the minimum UKC required by BSM, the vessel must contact the MSI and carry
out a full risk assessment. The vessel must confirm with the MSI if the minimum canal
UKC is acceptable BEFORE making the transit.
Incase a need arises to breach the above UKC policy, Master must contact the MSI and carry out a thorough risk assessment. This
RA must involve all senior officers / bridge team and consider the following:

• Port and harbour authorities requirements

• If crossing a bar, the time duration required to cross
• Dynamic draft
• Height of Tide
• Nature of sea bottom
• Strength of current
• NAABSA ports
• Vessels ability to maintain steerage at low speeds
• Number of tugs available on departure

Note: Where Local Authorities declare “Safe Draft”, without providing reference to a minimum
depth, the ship must contact the MSI and carry out a full risk assessment. The ship must
confirm with the office if the situation is acceptable before making the transit.
In cases where more stringent local regulations for UKC are applicable, then the more stringent requirements must be complied
with.
Make allowance for the following specific variable factors and local conditions and others:

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• The effect of squat. Squat is the reduction of a vessels UKC caused by the relative movement of the ship’s hull through
the surrounding body of water. The main factors, affecting the size of squat, are
- Available water depth,
- Ships speed through water
- Ships block coefficient (Cb)
• Environmental conditions e.g.: the prevailing weather, height of swell, tidal height and range, atmospheric pressure, and
changes in the density of sea and inland waters etc
• The nature and stability of the bottom (e.g. sand wave phenomena)
• The vessel's size and handling characteristics, and increase in draught due to heel
• The reliability of ship's draught observations and calculations, including estimates of hogging or sagging
• Wave response allowance, which is the vertical displacement of the hull due to heave, roll and pitch motions
• The accuracy of Hydrographical data and tidal predictions
• Reduced depths over pipelines
The echo sounder transducer is normally fitted on the centre line of the ship. Navigating officers need be aware that under keel
clearance along the ship side may be less that that indicated by the echo sounder when transiting confined waters. Masters must
verify water depth by manual soundings when vessel is at minimum allowed UKC at berth.
Performance of the echo sounder should be tested on all ranges and scales to verify readings against depths shown on charts.
Record of checks should be made in the deck log book.
Over the Tide Operations
Over the tide operations are likely to be conducted at terminals with draft limitations and significant tidal variations.

Caution: The Company discourages over the tide operations. Plan the operation closely with the
terminal, MSI and conduct a risk assessment if there is no alternative.

Discharging over the tide

• Provide a detailed discharge plan to address the necessary draft reduction

• Confirm adequacy of vessel’s pumping capacity and the terminal’s reception capability to achieve the required under-
keel clearance
• Plan vessel’s arrival at the berth as soon as possible after low water as the under-keel clearance requirements allow
To minimize any delays to the transfer operation:

• Confirm with the terminal that all preparations for the transfer are completed;
• Inform authorities to minimize any delays to the transfer;
• Arrange ullages and temperatures and other custodial measurements before berthing if possible;
• Prepare discharging equipment and line-settings for immediate use
Loading Over-the-Tide

• Prepare a detailed loading plan

• Stop loading at the draft at which the ship stays safely afloat
• Recommence loading as the tide starts rising
• Do not recommence loading unless equipment and resources critical for the departure are confirmed available
• Arrange loading rate to complete loading and all pre-departure formalities in due time.

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Open and confined waters:
When using the terms “open” and “confined” waters in the passage plan, the terms have the following meaning.
Confined waters are defined as those where:

• The depths are less than twice the ships static draft or
• The width of the water body is less than the ranges given below as per vessel type:
- About 8.25b for full bodied vessels like Supertankers, Tankers, Bulk carriers
- About 9.50b for General Cargo ships
- About 11.75b for Container and LNG ships
(where b= the maximum breadth of the vessel).
Waters with depths more than twice the ships static draft and widths greater than above ranges, for the particular vessel type,
may be termed as Open waters.
The presence of another ship in a narrow river will also affect squat, so much so, that squats can double in value as they pass or
cross the other vessel.
Navigational assessment
The Master carries out navigation assessment at sea every 3 months and

• Verifies compliance with company’s navigational procedures

• Evaluates the effectiveness of the Bridge Team during all stages of a voyage
Where contracts are less than 3 months the Master must complete one navigation assessment per contract. Use form MOM 052
Navigation Assessment Checklist and ECDIS Questionnaire to record assessment findings. The Master uploads the findings in LPSQ
PAL or sends form MOM 052 to the MSI if PAL is not available. Always include the root causes, corrective actions and preventive
actions in the submission.
In addition, Marine Superintendents conduct navigation assessment at intervals not exceeding 12 months. The navigation
assessment are conducted by one of the following methods:

• Onboard during a sailing visit

• Remote by office through VDR analysis
• Contracting a 3rd party VDR analysis

Note: The interval of the navigation assessment during a sailing visit by the MSI must not
exceed 24 months.
Go, No Go situation
Where the residual risks are so extreme that port entry or departure will be unsafe the operation must not continue. The Master
must assess these risks and make his decision before committing the ship to enter or leave port.
Consider the following when assessing the risk:

• State of weather and forecast for next 48 hours

• State of sea and tide with expected effect of weather on swell waves
• Port congestion
• Availability of tugs
• Port characteristics in relation to the ship's dimensions
• Navigation hazards
• Pilot boarding arrangements
• Abort points

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• Specialized local information

• Ship’s manoeuvring characteristics
If the ship sails in an area where the zone of confidence is D or U, the master must also consider the following:

• Sailing directions recommended route for the particular voyage

• Regular shipping lanes for the particular voyage
• Previously used route by the vessel
• Contact local authorities seeking details about draft restrictions
• Course is plotted in areas with dense spot depth soundings
The information that masters can collect from agent / port authority includes:

• Date of the most recent dredging and latest bathymetric survey data and chart
• Maximum allowed arrival and departure draft
• Amount of siltation
• Most recent deepest arrival / departure draft (arrival and safe berthing of vessels of similar size and draft establishes a
degree of safety for the transit under prevailing environmental conditions)
It is recognised that charterers and port officials might put the Master under commercial pressure. BSM will support reasonable
and informed decisions by the Master.
Advise charterers, owners and BSM of any decision made and record in the deck logbook.

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Mooring
Industry Guidelines:

• OCIMF Mooring Equipment Guidelines

• OCIMF Effective Mooring
• Code of Safe Working Practices (COSWOP)
Mooring Bitts, Rollers and Fairleads
• Half turns are not permitted when using pedestal rollers
• Check movement of rollers and fairleads during mooring operations
• Free seized equipment at the earliest opportunity
• Report grooving to the office and monitor until final repair
• Maintain PMS records
Mooring Winches
Reel mooring lines correctly onto drums in accordance with maker’s instructions. Band brakes are
designed to hold in one direction and can lose up to 50% of their braking power if the drum is reeled
incorrectly.
Mark reeling direction on winch drums.

Caution: Do not leave lines on drum ends without securing them upon bitts, or otherwise secured.
Do not secure mooring lines to winch warping drums.

Note: On split drum winches all the lines must be made fast with no more than one layer on
each tension side of the drum.
Bow Stoppers
Bow stoppers are used in tankers during SBM and SPM mooring operations.
The manufacturer’s type approval certificate for the bow chain stoppers confirms that they are constructed in strict compliance
with a recognised standard that specifies SWL, yield strength and safety factors. There must also be evidence attesting to the
strength of the bow chain stopper foundations and associated ship-supporting structure. This is normally provided with the ship’s
initial class certification.
Bow chain stoppers, associated foundation and supporting structure are subject to periodic survey at least once every 5 years and
must be maintained in good order. Bow chain stoppers must be permanently marked with their SWL and appropriate serial
number so that certificates can be easily cross-referenced.
Where a bow stopper is hydraulically operated, post the operating instructions must be posted next to it. These instructions must
follow the manufacturer’s instructions.
Mooring Rope Storage
• Keep mooring ropes clear of all chemicals, chemical vapours and other harmful substances such as paint and thinners
• Stow mooring ropes away from direct sunlight
• Stow mooring ropes on gratings in well ventilated areas away from boilers and hot bulkheads
• Land condemned ropes ashore for correct disposal and update MSMP, LMP and TOM 62.
Heaving lines and monkey fists

Caution: Do not use weighted monkey’s fists. Do not tie other weights, such as shackles or other
heavy objects to the end of heaving lines.

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Caution: Do not use polypropylene messengers or heaving lines due to their elastic properties,
which will result in a dangerous snap back if the line breaks under load.

• Using a weighted monkey fist increases the risk of serious injury to mooring men and tug boat crews
• Alert receiving personnel before throwing a heaving line
• Ensure that the area where the heaving line will land is clear of personnel
Stoppers
Two types of stoppers are in common use: rope and chain.

• Rope stoppers are used with fibre mooring ropes

• Chain stoppers are used with wire mooring ropes
• Control weight on the stopper during use
• Secure stoppers in accordance with OCIMF Effective Mooring

Caution: Avoid using stopper for lifting purposes.

Method of using the stopper

Caution: Always use two persons when stoppering a rope, one operating the winch, the other the
stopper.

West Country (Chinese) Stopper

The West Country Stopper is formed by two tails of an equal length. This type of stopper is for use on man-made fibre ropes of
either hawser or multi-plait construction.

• Half hitch the tails under the mooring rope

• Criss-cross the tails around the mooring rope five times
• Twist the tails together
Common or Rope Stopper
The Common Stopper is formed by passing a half hitch or rolling hitch against the lay of the rope then the tail is turned up with the
lay of the rope. This type of stopper may be used on natural fibre or man-made fibre rope provided the rope is of hawser lay.
Notes on Rope Stoppers
• West Country stoppers are recommended
• Use synthetic fibre stoppers with synthetic fibre mooring ropes
• Use synthetic stoppers with a high material melting point
• Stoppers should be flexible for easy handling and of sufficient length. In the case of the West Country Stopper, it is
recommended that the length be at least 4000 mm
• The MBL of a rope stopper should be 50% of the MBL of the mooring rope
Chain Stoppers
A chain stopper is formed by passing the chain over the wire in the form of a cow hitch then turning up against the lay of the wire.
This type of stopper must be used on mooring wires but has an application for use with towing wires.
Joining Shackles
• Tails are connected to a wire mooring line using appropriate shackles (e.g. Mandal, Tonsberg or Boss)
• The SWL of the joining shackle must be equal to or greater than the WLL of the mooring wire to which it is attached

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• The links must be rigged in accordance with the manufacturer’s instructions

• The eye of the tails should be protected with a suitable sheath. The use of leather sheathing is not recommended
• If the manufacturer recommends that it is appropriate, a synthetic tail can be attached to a high modulus rope by using a
cow hitch. The hitch provides a suitable method of joining ropes without the use of thimbles or other hardware. The cow
hitch will reduce the strength of the arrangement by approximately 15%. The use of cow hitches is not recommended for
connecting mooring pendants to Aramid lines on account of compression damage
Mooring Equipment

Caution: Inspect mooring equipment before starting up. Report any defects before using
equipment.

Auto tension winches

Tankers are not permitted to use auto tension winches. Ship that are equipped with this type of winch may use these provided
that:

• A full risk assessment is made

• The terminal permits their use
Mooring layout
Refer to industry guidelines:

• UK Code of Safe Working Practices

Ensure a plan of both the forward and after mooring station is available in the wheelhouse, both messrooms and the MSMP. The
plan is to show:

• The primary lead from each winch / drum end plus any
• Secondary leads for both port side and starboard side alongside
• SWL of bitts and fairleads
• Mooring line information

Pre-mooring meeting

Caution: Carry out a risk assessment for each mooring operation considering layout of mooring
stations, experience of the crew and the level of leadership.

The Master conducts a meeting with the assigned mooring station officers to address the below:

• Compare the existing risk assessment with the information from the pilot. Identify differences and additional safety
controls to be implemented
• Mooring Arrangement
• Sequence of events
• Tug requirements
• Use of linesmen, mooring boats and support crafts
• Means of communication and back-up
• Minimum manning requirements of the mooring team
Mooring Operations
• Carry out a visual check of all mooring equipment, including mooring ropes and tails, before each mooring operation

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Operational limitation of line handling boats
Mooring line handling boats are often small. Handling heavy mooring ropes can be difficult for boat crew with the available
heaving arrangement or manpower. Good co-ordination between the boat and the ship’s mooring teams, is important.

• Excessive slack of mooring lines on the water may foul the propellers of line handling boats
• Inadequate slack of the mooring line on the water may affect boat-speed. Abrupt halt in the rope-rendering may cause
the boat to capsize or cause injury to the boat-crew or damage boat’s structures
Tending Moorings at Berth

Caution: Moorings must never be attended alone and always with the full knowledge of the Duty
Officer.

• Retain adequate crew onboard to ensure safe operations

• Obtain weather forecasts and warnings
• Monitor environmental conditions and traffic
• Monitor and check the moorings at regular intervals while alongside
• Determine the intervals based on the tidal situation, weather conditions, port movements and loading / discharging
conditions
• Include these requirements in the cargo operations plan and discuss with all relevant officers
• Record these checks in the cargo/deck logbook
• Adjust moorings, fire wires (if applicable) and gangways as required
• Consider employing additional measures to keep the ship safely alongside. This may include deployment of additional
moorings or use of tugs
• Consider timely departure from the berth if weather may deteriorate and ship cannot be maintained safely alongside
Access to Mooring Stations
Inexperienced crew must not form part of the mooring team but observe and familiarize themselves with the required activities,
good seamanship and precautions. They may, within the framework of their training, perform certain duties under the supervision
and guidance an experienced crewmember.
Third party personnel must not attend mooring operations and stations during mooring. Supervise services or repairs.
Paint decks with non- skid paint. Keep the decks clear of ice and snow in cold conditions and in winter free of ice or snow. Report
and rectify hydraulic oil leaks as soon as possible.
Training
In addition to the familiarization and computer-based training, enhance onboard mooring safety by conducting onsite mooring
training monthly to provide knowledge and skills to perform safe mooring operations. The trainer addresses:

• Lessons learnt from mooring accidents

• Communication and common hand signals and their practical usage
• Planning of safe mooring operation
• Handling of mooring lines- and wires, towing lines and firewire
• Recognizing snap back zones
• Know how to stop and belay ropes and wires
Unsafe / Unsuitable Berth
“A port will not be safe unless, in the relevant period of time, a particular ship can reach it, use it and return from it without, in the
absence of some abnormal occurrence, being exposed to danger which cannot be avoided by good navigation and seamanship”.

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When the Master considers that the berth/port is unsuitable / unsafe:

• He must inform the office by quickest means

• He must Inform charterers, owners & port agents
• He must issue a Letter of Protest for unsafe berth/port in consultation with office
• Attach all supporting documents to the Letter of Protest
• In consultation with the office carry out a risk assessment before arrival based on existing information and take further
action to ensure safety of the crew, environment, ship and cargo
When issuing a Letter of Protest include the following:
For “Unsafe port “– Describe weather, sea conditions, swell, UKC, availability of Pilot(s) and/or tug(s), others.
For “Unsafe berth” – Attach a mooring diagram station that in your opinion the berth is unsafe due to reason(s) thereof.
Emergency Towing Off Pennants (Fire Wires)
Based on the Lloyd’s Register risk assessment of Emergency Towing Off Pennant Systems (ETOPS), OCIMF has recommended that
ETOPS are no longer necessary for tankers whilst berthed. Terminals are beginning to align with OCIMF recommendations with
regard to ETOPS but some terminals may continue to require the use of ETOPS. Confirm the terminal requirement with the Pilot
before berthing. Deploy ETOPS if required as per ISGOTT and MEG.

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Double Banking
‘Double Banking’ occurs when two or more ships are berthed at the same jetty in such a way that the presence or operations of
one ship acts as a physical constraint on the other. Double banking is sometimes used as a means for conducting multiple transfers
between the shore and more than one ship at the same jetty at the same time. The outermost ship may be moored to an inner
ship or to the shore, and hose strings led from shore, across the inner ship, to the outermost. This causes significant complication
in respect of management of the ship/shore interface.
Do not conduct double banking of ships on a berth for cargo operations unless a formal engineering
study and risk assessment is available 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
• Mooring fittings
• Mooring arrangements
• Personnel access
• Management of operational safety
• Liability
• Contingency planning
• Fire fighting
• Emergency departure.

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Multiple Buoy Mooring Arrangements, Single Point/Buoy Moorings (SPM/SBM) and

Floating Process Storage and Offloading Unit (FPSO) operations guidance.There are
alternatives to berthing alongside a jetty or pier head several involving the use of single buoys or single points, which are more
substantial contraptions than buoys. An alternative is the multi-buoy mooring system that comprises five buoys but may be up to
seven.Multi Buoy System (MBM)
The multi buoy system requires a more complicated mooring procedure than the simplified options. Approaching parallel to the
buoys the ship carries out a running moor dropping the “offshore” anchor and running ahead slowly paying out about double the
required length of cable. When reaching the planned limit the “onshore” anchor is dropped and the ship moves astern heaving in
the “offshore” anchor while paying out the “onshore” anchor. When in position a large bight of anchor cable (V shape) extends
beyond the forecastle as per the diagram below. The stern is swung into the buoys, with the aid of tugs if available or using wind
and engine to achieve this.
When finally secured any forces on the moorings from any direction will not affect the tanker's position, as long as all moorings
remain taught. When in position, underwater pipelines are connected to the tanker's manifolds for the purpose of cargo transfer.
The benefit of having completed such a complex mooring operation is a more stable position of the tanker during cargo
operations.

SBM System
More common is the Single Point Mooring (SPM) where the single points are commonly buoys. This has led to the industry
standard term Single Buoy Mooring (SBM). The tanker is simply moored by a chain from its forecastle to the buoy itself.
Theoretically any change in current or wind direction will not compromise the tanker's moorings because it is free to swing 360
degrees around the buoy.
The danger is that the tanker may ride up to the buoy so, for the success of this arrangement, the ship is kept away from the buoy
either by running the engines astern on very low revolutions, or for a local tug to maintain the tanker's distance from the buoy.
The tug is made fast via the centre lead aft and simply keep weight on the tow line thereby keeping the tanker clear of the SBM. If
conditions deteriorate the tug increases the load on the line until such time as the tanker is ready to disengage and stand clear.
Single buoy moorings are more common in the regions where severe weather is less prevalent such as the tropical zones. Whilst
there are certainly exceptions to this single point moorings in rougher seas are of more sturdy construction than where calmer
conditions prevail. Like any other berth if pre-determined weather conditions are exceeded, then cargo operations will cease, lines
will be disconnected and the tanker be moved off the berth. It takes a much lower weather condition to reach this stage on a
single point mooring than it does on a conventional berth.

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FPSO
FPSO is a type of craft that has to some degree replaced oil rigs and platforms. They offer certain advantages especially in deep
water or in locations far offshore. Generally, an FPSO is significantly more practical to run than a platform with regard to cargo
storage. A shuttle tanker adapted to trade with a FPSO will have incorporated into its design a substantial superstructure on the
forecastle head, compared to conventional tankers. There is nothing especially complicated in these superstructures, but what is
different is that the cargo hoses from the FPSO are secured on the forecastle head. They are connected at the ship's manifold
amidships as normal but run down on the deck from the forecastle head. Unlike SPM and SBMs, FPSOs are prominent in
traditionally rougher waters such as the North Sea off Continental Europe because the mooring arrangements are able to
withstand heavier weather conditions than the SPM.

Operating Guidelines

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Caution: Always conduct a risk assessment before engaging in these operations. Discuss and
agree the risk assessment with the MSI of your ship.

At an SPM or FSO/FPSO mooring, a tanker bow is secured to the buoy or FPSO using a specially supplied mooring system. This will
generally consist of either one or two special mooring lines with chafe chains attached to the end of each hawser. The chains pass
through the ships fairleads and are connected on board to specially designed chain stoppers or brackets located on the forecastle
for this purpose. The chain is typically manufactured from large diameter links with a safe working load of up to 300 tonnes,
dependent upon the grade of steel used.
The chains and hawsers are supported in the water by a chain support buoy and attached to the free end of the chain (sometimes
via a short length of wire) is a floating polypropylene pick-up rope, generally 80mm in diameter and approximately 150 meters
long.
As the ship starts her approach to the buoy or FSO, a messenger line is made ready on the forecastle and run through one of the
designated bow fairleads. This messenger must pass through the chain stopper before going to a winch. Secure the messenger
around a winch drum so the whole operation can be carried out on a ‘Hands Off’ basis if the forecastle design permits this.
The mooring operation will usually be supervised by a Pilot / Mooring Master stationed on the bow of the shuttle tanker. He / She
must be accompanied by a responsible officer who is in radio contact with the bridge, passing on instructions from the Pilot /
Mooring Master.
Mooring/unmooring plan to be agreed.
Agree the mooring procedure between ship's master and the Pilot/Mooring master. Discuss the following points as a minimum:

• The approach plan ,including turning locations, environmental aspects, shallow waters areas and directions and
maximum speed of the approach
• The rate and direction of tide and streams at the anticipated time of berthing
• If an anchor will be required the point at which it will let go and how many shackles will be paid out must be identified
• The number of tugs to be used and ship's points where they are planned to be made fast/pushing - procedure for using
them
• The sequence of deployment of mooring lines
• The limitation criteria of the system including weather and technical characteristics (SBM,MBM,FPSO)
• Details of shore equipment to be used (tugs' lines, SBM hawser, chafe chain, access to/from the vessel etc.)
- The diameter of the chafe chain links used in the mooring
- The weight of each moorings which will have to be lifted on board
- Length and size of messenger line(s) which have to be used to pick up the moorings
- Maximum dimensions of the bow chock or lead required
Submit the mooring and unmooring plan, risk assessment and limitation criteria to the MSI for review and advise.
Before approaching the SBM make a visual assessment of the mooring system reporting any defects that are noted.
In order to avoid damage to submarine pipelines and anchor chains only use the anchor in an extreme emergency.
When a tanker is close to the SBM or FSO, lower the messenger to a mooring launch for connection to the pick-up rope. When the
launch is clear of the SBM the messenger must be
winched in. Heave the pick-up rope until the chafe chain(s) passes through the fairlead and reaches the required position.
Take care when winching in the pick-up rope and chafe chain to ensure that there is always some slack in the mooring assembly. It
can be very dangerous to the mooring crew if the assembly becomes tight before the connection is completed. Manoeuvre the
tanker carefully to ensure that this does not occur.

Caution: Never use the pick‐up rope to heave the ship into position or to maintain its position.

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Secure the chafe chain when it is in position in the chain stopper as soon as possible.
When the chain is connected and secured walk the pick-up rope back until all weight is transferred to the chain stopper or Smit
bracket. Tending of this mooring is not always required, however post an experienced crewmember forward at all times to
observe the moorings and the SBM or FSO and to advise if the shuttle tanker starts to ride up on the SBM or FSO or starts to yaw
excessively.
When unmooring walk the chains back into the water and pay the pick-up rope through the fairleads. When mooring to an SBM or
FSO always have essential equipment such as a large axe, sledgehammer, and crow bar readily available to the crew.

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Anchoring and equipment
Refer to Industry Guidelines:

• Mooring Equipment Guidelines

• OCIMF “Anchoring systems and procedures for large tankers”
Bitter end
The Bitter end is to be checked at least annually and where necessary maintained in a good condition, e.g. not seized with rust.
The Bitter End wherever possible is to be marked so that it is easily visible. The date of last check is to be marked next to it.
Records of checks and maintenance are to be kept onboard by the Chief Officer, and where possible entered into the PMS system -
Release mechanism checked and ensured free. Do not release the bitter end.
A large hammer or similar (e.g. wrench for handles type) is to be kept next to each bitter end so that the chain can be released in
an emergency. This hammer / wrench is to be kept next to the bitter end and clearly marked ‘Not to be removed’.
The chain locker doors must be securely battened down.
Bitter end quick release mechanism:
It is important that the quick release mechanism at the bitter end outside chain locker is maintained adequately and is operable so
that it can be readily deployed in an emergency
Precautions when anchoring in deep water
There have been relatively high number of anchor losses, severe damage to windlasses and forecastle structure on our ships. The
industry average is 8-10 anchor loss per 1000 ships per year.
When anchoring in deep water (depths exceeding 30 meters) take great care to ensure safe anchoring.
Carry out a full risk assessment involving all personnel engaged in anchoring operations in deep water.
Anchor only when the master is satisfied that all anchoring equipment are in satisfactory condition, safety precautions are in place
and all personnel are properly briefed.
Anchor windlasses are designed to hold the weight of three lengths of chain, the swivel and the anchor when new.
Consider windlass condition when planning to anchor in deep water.
The maximum anchoring depth at which an anchor can be lowered is 100 meters.

Caution: Carry out a full risk assessment if anchoring at water depths exceeding 100 meters is
required. Discuss the risk assessment with the Marine Superintendent and agree on additional
risk reducing measures.

Anchoring depth = (water depth + distance hawse pipe to water level)

Suggested guidelines for lowering the anchor, keeping vessel speed close to zero over ground.

• Depth 20-25m (soft sea beds) – Let go anchor

• Depths 25-50m (hard and rocky bottom) – The anchor is lowered by the windlass until 10-15 meters from bottom and
then let go controlled by the brakes
• Depths more than 50m (sea bed rocky) – Anchor chain is lowered by the windlass motor to the bottom

Caution: Astern speed not to exceed 0.3 knots when anchor is walked out by ship engine.

Warning!

Never leave the windlass motor in gear when anchor has been laid out, instead use chain
stopper.

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To obtain the required length of chain use the following formula for guidance.
Required chain = (water depth x 3) + distance bitter end to water level

Caution: Regular visual inspection must be carried out for windlass brake lining and brake
arrangements.

Anchoring of large vessels

A major cause of anchors being lost in large vessels is the performance of the brake during the anchor drop. This can be caused by
the inefficiency of the brake, the method of application or an excess of dynamic loading. These failures occur due to the brakes
inability to absorb energy in the process of arresting the moving cable (dynamic load) rather than the inability to restrain
movement of the anchored vessel (static load).
In large vessels it is essential to ensure that the vessel is stopped before attempting to anchor. Tests have shown that vessels over
250,000 DWT can suffer equipment failure if attempting to anchor whilst moving at speeds as low as half a knot over the ground.
In large vessels the capability of the anchoring equipment to absorb the momentum of the vessel is extremely restricted.
Ensure that the vessel’s speed is at zero or negligible speed over ground (SOG), the anchor and cable are walked out until near the
seabed. The anchor is then disengaged and let go on the brake. The speed of the cable flow is controlled by applying the brake
If the cable is paid out too fast the anchor and cable will pile up on the bottom leading to poor holding.
Alternatively the anchor and chain can be walked out under winch power until the complete length of cable required is paid out on
the seabed. For this method the ship must be stopped over the ground to avoid major damage to the chain and windlass.

Caution: Under no circumstances allow the windlass to operate at a speed exceeding the
manufacturer’s recommendations.

Heaving anchor
When lifting up the anchor ensure the chain is as close as possible to the vertical (up-and-down). Any angle on the chain will cause
increased weight on the equipment that can cause serious damage.
When anchor is connected to the anchor chain by a D-shackle, take precautions to prevent its failure. Ensure proper securing of
the bolt by good fit between the securing pin and the D-shackle by hammering in the lead pellet to the dovetail chamber.
Inspect the shackle whenever possible with special attention to the tapered spile pin and the lead pellet seal. Secure anchor tightly
in the hawse pipe during sailing. Use the windlass brake to control the chain whenever required.
Emergency anchoring
This is always a high risk operation that may lead to loss of anchor, damage to forecastle equipment and injury to crew. Common
practice is let go a short length of chain to put the anchor and some chain on the seabed. Apply the brake strongly to allow the
anchor and chain to drag across the seabed and slow the ship down. Both anchors may be used for this operation.

Caution: When the brake is secure move all crew off the forecastle to a safe location.

Heavy weather precautions at anchor

If ships are at anchor in heavy weather, the following minimum precautions must be taken to avoid dragging anchor

• Monitor weather forecast and conditions to enable you to take early decisive action. In case heavy weather approaching,
leave the anchorage in time
• Minimize the tension in the chain and keep the chain as vertical as possible
• In windy weather conditions or strong current the rudder and engine must be fine tuned to prevent too high tension in
the chain and overload of the windlass motor
• Ensure close communication between bridge and anchor watch on deck
• Take sufficient ballast onboard so that the propeller is well submerged and the windage area is reduced

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• Ensure that sufficient cable is paid out and that the ship is brought up
• After laying out the anchor, engage the chain stopper and disconnect gear from the motor
• Consider use of the main engines to reduce weight on the chain
• Record all your actions in the relevant log books
• Familiarize with anchor equipment limitations
• Provide adequate anchor watch instructions and specify environmental conditions and circumstances when to call the
Master
• The ship's anchoring equipment is essentially intended for the temporary mooring in a sheltered or protected area or
within a harbour when the vessel is awaiting berth, tide etc.
• The ship's anchoring equipment is designed to hold the ship in good holding ground in conditions such as to avoid
dragging of the anchor
• Poor holding ground will significantly reduce the holding power of the anchor
• The ship's anchoring equipment is not designed to hold a ship in an exposed location in rough weather or to stop a vessel
which is moving or drifting
• The ship's anchoring equipment is designed based on an assumed maximum water current speed of 2.5 m/sec,
maximum wind speed of 25 m/sec and a minimum scope of chain cable of 6. This is basis sheltered waters and no waves
in the vicinity
• The values are reduced to a maximum current speed of 1.5 m/s, a maximum wind speed of 11 m/s and maximum
significant wave height of 2 m

Note: Carry out a risk assessment based on above criteria whether to remain at anchor or drift
out to sea.

Caution: Ensure engines are kept ready before weather deteriorates at anchor.

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Use of Tugs
Refer to the following industry guidelines:

• OCIMF Use of tugs & Towing equipment

Following guidelines are to be noted carefully:

• Master is the final judge of tug requirements and under no circumstances can the safety of the vessel be compromised
• To decide the number of tugs required consider:
- The prevailing weather conditions,
- Berth restrictions,
- Space availability,
- Ship’s manoeuvring characteristics
- Any other limitations
• Ensure that the pilots intentions are understood and the passage and berthing plan are discussed.
• Only tugs contracted by Owners or Charterer’s Agents should be used except under emergency circumstances
• If tugs are ordered by the Master, it must be a clear understanding between the Master and the Tug Skipper that he is
hired under “normal rates and no salvage”.
• No lines are to be passed or to be taken from tugs without orders from the bridge
• Keep the propeller or thrusters clear of any lines and where this is not be possible, the bridge is to be advised
immediately
• Record the names and time of all tugs arriving to or departing from the vessel in the bridge movement book
• Use tugs lines for making fast rather than the ship’s lines if possible. Ensure only lines in good condition are used.
Tugs are an expensive component of port charges and Charterer’s often request Master to minimize use of tugs. The Master must
always ensure safe operations and not be led by commercial reasons.
Interaction between tug and ship:
Interaction between a ship and tug intensifies with increased speed, especially in confined waters. The forces can overpower a
tug’s response with its full rudder and engine power. Adverse wind, sea, swell and current can make the situation worse. A ship
and tug may sustain structural damage or suffer other consequence, if the tug loses its control. The Master must reduce speed in
consultation with the Pilot / Mooring Master / Tug Master, before the tug approaches close to the ship’s bow or stern, where the
interaction forces are most prominent.
Girting of tug during towing operation:
The towing hazard ‘Girting’ occurs when high athwartships towing forces cause a tug to be pulled sideways through the water by
the towline. If the tug is unable to manoeuvre out of this position it is likely to capsize. Single screw tugs with a low freeboard are
prone to risk of girting. To reduce chances of girting, exercise caution as follows:

• Do not change speed and / or course abruptly, which may cause excessive athwartships pull on the tug.
• Establish good communication with tug through Pilot / Mooring Master / Tug Master, as appropriate.
Picking up towing lines

Caution: All crew must stand clear of towing lines as the line may snap under tension with little or
no warning.

• The Master or the OOW confirms the use of tug’s line or ship’s line in consultation with pilot.
• Direct tug’s crew to stand clear before throwing heaving line to the tug’s deck. Monkey fist must not contain any
additional material or weight.

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• Check that the tug has left enough slack to pick up towing lines.
• Inform the tug when the towing line is made fast and weight can be applied.
Lowering towing lines
• The Master or the OOW confirms disconnection and lowering of towing line, in consultation with pilot
• The Pilot directs tug-master to render slack to the line.
• Use messenger line to take weight of the towing rope before clearing it from the bollard
• Slacken the messenger line in a controlled manner for lowering the towing line, keeping turns on the bollard
• Inform Bridge and the tug when the towing line and the messenger are clear of the vessel
Bollard Pull of a Tug
Bollard pull of a tug, normally denoted in “tons”, is the pulling capability of the tugboat.

• A bollard pull larger than the mooring equipment SWL will lead to structural damage to the ship’s deck, bollard and/or
bitts. To avoid this kind of damage the pilot is to be advised of the SWL of the vessel’s mooring equipment. The pilot
must confirm that the maximum bollard pull used by the tug will be less than the SWL of the mooring equipment.
• As a guideline the bollard pull of a tug can be calculated using the formula
Ts = 62.72 X (SHP X D/12) 0.67

• Ts is the bollard pull,

• SHP is the shaft horsepower at the propeller and
• D is the propeller diameter in inches.
If propeller diameter is not readily available then the rule of thumb can be used for converting Shaft Horse Power (SHP) into
Bollard Pull i.e. 1 ton pull per 100 horsepower for a conventional propeller OR 1.5 tons pull per 100 horsepower for a propeller
fitted with a nozzle.
Use MOM 063 to calculate bollard pull.
Grounding, contact damage to jetties or vessels can occur if the tug is under-powered.
Ensure tugs uses strengthened marked landing areas when pushing. Landing area boundaries are clearly marked on either side of
the TUG mark using dotted lines.
It is also recommended to indicate SWL of landing area.

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Safe Bunker Margins

Main propulsion
Compliant fuel Oil
Whilst every vessel and every voyage is different, the below guidelines must be followed:

Caution: Consult marine superintendent if charterers’ criteria are lower than BSM margins.
Assess risk and submit risk assessment to marine superintendent for review.

• Calculate reserves allowing for expected voyage delays and unpumpable quantities.
• Calculate safe bunker margins based on “normal sea consumption” as per the ship’s planned operations including
electricity demands between planned bunker calls.
• A safe margin must not be less than 3 days normal sea consumption and need not be more than 5 days normal sea
consumption.
• Allow a safe margin between bunker calls of 20% to the total normal sea consumption for the intended voyage if bunker
ports are not readily available in the trading area.
Compliant distillate fuel

Note: Applicable only if the above compliant fuel is not distillate. This reserve is to allow limited
operation of the M/E, in case of loss of fuel heating capability.
Allow a safe margin of one day main engine consumption subject to maximum of 100 mt

Caution: Calculate bunker margins required for operations in environment control areas. More
distillate may be required.

Auxiliary Engines
Compliant fuel Oil
Allow for an additional 2 days sea load consumption, if the auxiliary engines run normally on residual fuels
Compliant distillate fuel

Note: Applicable only if the above compliant fuel is not distillate. This reserve is to allow
operation of the auxiliary engines, in case of loss of fuel heating capability.
Allow for an additional 12 days sea load required for the intended passage, if the auxiliary engines run normally on distillate fuels
Safe Bunker Margins when Idling at Anchorage for extended periods
Calculate fuel reserve when idling at anchor for an extended period on the following basis:

• 30 days of Auxiliary Engine and Boiler consumption

• In addition to above, 3 days reserve for unplanned steaming

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Record Keeping
The following records shall be maintained by all vessels as a mandatory requirement of the company.

Caution: Errors in any log book are to be deleted using a single line stroke through signed by the
person making the correction. Do not use white out, liquid paper, Tippex or similar products
under any circumstances.

Bridge Bell Book

• The Movement Book will be kept by the Officer of the Watch when the vessel is entering of leaving a port.
• The Movement Book is to be a running account of all information concerning the vessels passage. This includes all
activities from:
- Pre-arrival tests and inspections until the vessel is all fast alongside
- Pre-departure tests and inspections until full away on sea passage
• Make entries in English using a ball point pen
• The OOW must sign the movement book:
- At the end of each page
- When handing over watch
- After the last entry of the movement
• The Master is to sign at the end of each page and at the end of each manoeuvring
Entries in the Movement Book will include the following information:

• Time of Pre Arrival and Pre Departure Checks

• Times and description of all engine orders if a Data Logger is not fitted
• End of Passage (EOP) time and position
• Full Away on Passage (FAOP) time and position
• Time aboard and name of pilot
• Time of Master and Pilot exchange of information (MPEI)
• Time and position of switching over from Manual steering to Auto Pilot and vice versa
• Time and position of tugs in attendance with names
• Time of tugs being made fast, position on ship, and whether ship’ or tug’ lines
• Time of passing navigational marks e.g. buoys, lights, breakwaters, piers
• Time and position of altering course - position to be related to passage mark
• Time of passing and reducing speed for dredgers, and other circumstances of a reduction in speed
• Time of First Line ashore
• Time of gangway/ramp landed and lifted / raised
• Time of commencing to single up, and when singled up
• Time of Master taking & handing over the conn to OOW
• Time of All Fast and Finished with Engines (FWE), and name / number of berth
• Time of starting main engines (if appropriate)
• Time of testing main engine astern prior to arrival
• Time of Last Line, and All Clear from berth/locks
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• Time of first engine movement

• Time and position of anchoring
• Time of weighing anchor
• Any other unusual occurrence
• Times when standby stations called
• Bunkering operation figures and times
Key data from any manoeuvring operation must be transferred to the Deck Log Book on completion of the operation.
Standard Abbreviations which are entered with a time

Standard Abbreviations which are entered with a time

SBE STAND BY ENGINES

DS AHD DEAD SLOW AHEAD
FAOP FULL AWAY ON PASSAGE
S AHD SLOW AHEAD
EOSP END OF (SEA) PASSAGE
H AHD HALF AHEAD
FWE FINISHED WITH ENGINES
F AHD FULL AHEAD
POB PILOT ON BOARD
DS AST DEAD SLOW ASTERN
S AST SLOW ASTERN
H AST HALF ASTERN
F AST FULL ASTERN

In case of controllable pitch propeller record the pitch setting used.

Deck Log Book
All Ships
The Deck Log Book is a legal document which:

• Is a record of the vessel’s progress

• May be called for as evidence at official inquiries and other legal proceedings
• Contains privileged information that may be used by the company’s lawyers in any litigation. The contents should not be
divulged to any third party or authority without the express permission of the company
• Must be kept in a neat, orderly and comprehensible manner containing all relevant information sufficient to reconstruct
a voyage from the information recorded
• Is maintained on a daily basis for as long as the vessel is in service.
• Is maintained by the Officer of the Watch and signed by him after the completion of his watch
• Requires factual entries
• Is reviewed and signed on a daily basis by both the Master and Chief Officer
Record the following information:

• Working language of the ship is English

• True course, gyro and magnetic course, gyro error, magnetic compass error, variation and deviation

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• Current weather conditions, state and direction of swells and sea waves, barometric pressure, wind direction and speed,
dry and wet bulb temperatures
• BNWAS switching ON / OFF date and time
• AUTO PILOT change over time
• Radar entries
- Blind and shadow sector information
- The times of switching the set on / off
- Radar performance test results
- A description of any operating problems
- Any maintenance / repairs carried out
At noon each day record the following information:

• Latitude and longitude at noon

• Distance travelled that day
• Distance to go to next port
• Course made good
• Average speed for the day
• Total distance travelled
• Total average speed
• Time at sea
• Total time at sea
• Daily fuel oil consumption
Notes regarding condition of cargo - will obviously vary as to type of ship and might include such things as cargo temperatures,
tank pressures, supply and return air temperatures etc.
Additional information to be recorded each watch whilst the vessel is at sea:

• Course and / or speed changes made for navigational purposes

• Time passing prominent navigational marks and distance off
• Times of restricted visibility
• Times of posting extra lookouts
• Any alarms that are considered important
• Times of switching on and off of running lights
• Stowaway and or contraband searches
• Any tests, drills and inspections carried out
• Times of inspections of dangerous cargoes carried
• Times of any significant cargo operations, e.g. cooling down of holds / tank cleaning / inerting of cargo tanks
• Time of Master taking over conn from OOW or handover to OOW
• Satisfactory completion of inspection rounds at the end of each watch during the hours of darkness, typically from 2200
to 0800
Additional entries to be made in port include all major events in respect of cargo operations, docking / un-docking operations, and
events concerning routine and non-routine port operations. Such entries will include but not be limited to:

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• Time of opening / closing hatches

• Time of cargo inspections with shore representatives
• Time of starting / finishing cargo operations
• Time of stopping / starting reefer units
• Times of stoppage / restarting cargo operations
• Time all fast
• Time of first line
• Time, name and position of tugs
• Time and name of pilots aboard and away
• Time of last line
• Any tests, drills or inspections
• Time crew check made
• Time of stowaway search
• Time of contraband search
• Time of pre-departure tests
• Notes concerning stevedore damage
• Time gangway lowered and raised
• Times of starting and stopping bunkering operations
• Time and names of all repair technicians boarding
• Names of gangway watchmen
• A statement signed by the Master to the effect that the vessel is in all respects seaworthy before departure from port
• Confirmation of LSA equipment maintenance by the master
• Time of change over to unmanned condition, Rank of Engineer giving the advice
• Times of entry and departure of personnel (with name and rank) entering the unmanned engine-room
Record the following key events based on ship type:
Oil and Gas Tankers
• Starting and completing cargo hose connections
• Starting loading/discharging
• Slow down or speeding up rates
• First foot loaded into ships tanks start and stop
• Samples taken
• Samples analysis passed or failed
• Resumed loading / discharging
• Complete loading / discharging
• Starting and completing hose disconnections
• Ballasting / de-ballasting
• Any other salient points
Container ships

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• Stevedores boarded
• Starting unlashing cargo
• Start discharging / loading (indicate if ships cranes being used)
• Number of gantries / cranes working the ship
• Shift Changes
• Cranes / gantries moving between bays
• Times of reefers loaded / discharged (if required)
• Completed loading / discharging / all cargo operations
• Completing lashing cargo
• Stevedores disembarked
Bulk Carriers
• Hatches opened
• Starting discharging / loading (Indicate if ships cranes being used)
• Number of loading arms / grabs / pipes / belts etc)
• Commence loading discharging operations indicating hatch number
• Ballasting / deballasting
• Hatch covers closed due to weather or for other reason
• Times of shifting loading arms /grabs / pipes / belts etc
• Completed loading / discharging / all cargo operations
• Stevedores disembarked
GMDSS Log Book
Complete GMDSS Log Books as per the instructions included in the Log Book. As a minimum, record the following:

• Training of persons assigned to send distress alerts

• General training given to relevant crew members with regard to distress and safety procedures
• Operational status of the communication equipment
• Details of daily, weekly and monthly tests of equipment and batteries
• Time when EPIRB and SART batteries are changed
• Grounding of the Antennae for every cargo operation
• Statement that SARTs and EPIRB’s are on station prior each sailing
• Navtex stations being set up on the receiver
• Pre Departure Check of all GMDSS equipment
• Daily noon position at sea
• Monthly inspection of aerials and insulators
• AIS diagnostic check results
• AIS switch ON / OFF time
•
All communication records must be kept in accordance with Flag regulations.
Chart Correction Log

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The master will assign an officer to be responsible for making all entries in the Chart Correction. If chart corrections and notices
are recorded electronically on an approved system such as “Chartco”, then there is no requirement to maintain a separate Chart
Correction Log
Azimuth Log
An Azimuth Log or Compass Error book shall be maintained on board to record Gyro and Compass errors each watch. Where the
company log book is used the Azimuth Log is not required.
Chronometer Log
A daily record of time signals, and the ‘tendency’ of the chronometer whether ‘fast’ or ‘slow’ shall be maintained in the
Chronometer Log.
The master will assign an officer to be responsible for maintaining this log. Where the company logbook is used the Chronometer
Log is not required.
Official Log Book
Many flags require that an Official Flag Log Book is maintained. These log books must be maintained in addition to the log book
requirements specified by BSM. In the case of Cyprus, where significantly more information is required than for other flags, this
will mean a certain amount of duplication.
Use of an Official Flag Log Book instead of the BSM Deck Log Book is not permitted, they must run in tandem

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Helicopter Operations
Refer to industry guidelines:

• ICS Guide to Helicopter Ship Operations

The following guidelines are given below for your reference:
Landing Area
Defined as an operating area suitable for landing helicopters. The landing area may consist of a purpose built structure located
above the ship's deck (referred to as a "purpose built landing area") or a non-purpose built area located on the ship's deck
(referred to as a "non-purpose built landing area"). The landing area may also be used for winching operations if the winching
criteria described below can be satisfied. However, where a landing area with adequate size and obstacle clearance for the
helicopter in question is provided landing is always the preferred option.
Winching Area
Defined as an operating area that may only be used for winching operations. The optimum position for a landing or winching area
will normally be determined by the availability of a suitable space on the ship. More than one area may be identified as capable of
accommodating the type of helicopter(s) expected to be used. The ship's master and helicopter operator must agree a suitable
location. Particular account of the size and position of obstacles and expected aerodynamic and ship motion effects must be taken.
It is not recommended to locate the winching area near the bow of the ship. In addition, it should not be located on the bridge
wing in the absence of a thorough risk assessment acceptable to the ship's master and the helicopter operator. The winching area
should:

• Be clear of accommodation spaces and

• Provide adequate deck area adjacent to the manoeuvring zone where personnel can muster
• Provide for safe access to the area from different directions.
• Keep the winching height to a minimum
Landing Area at the Ship's Side
A non-purpose built landing area located on a ship's side will consist of a "clear zone" and a "manoeuvring zone" A diagram
showing the general arrangements is set out in the ICS Guide
Winching Area at the Ship’s Side
Where it is impractical to provide a landing area it may be possible to provide an operating area capable of supporting winching
operations only. A winching area will consist of a “clear zone” and a “manoeuvring zone”. A diagram showing the general
arrangements are set out in the ICS Guide.
The bridge wing will never be the ideal location for a winching area. However, there may be circumstances where there is no
practical alternative to use of the bridge wing. In such cases a thorough risk assessment of the operation must be conducted. Only
when the results are approved by the ship's master and the helicopter operator can winching to the ship's bridge wing be
permitted.
For guidelines on Helicopter Operations refer to Form No. MOM 060

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Search and Rescue
Refer to industry guidelines:

• IMO Search and Rescue Manual

Masters and Deck Officers must be familiar with the recommendations contained within the IMO Search and Rescue Manual.
Rescue of Craft in Distress
It is the responsibility of every Master to provide assistance to any craft in distress while at sea. This responsibility remains even
when vessel is transiting areas having a high risk of piracy. It is not advisable to go to the rescue of any craft which is reported
under attack by pirates. The scope of rescue will be very limited and the risks to own vessel will be very high. Contact the nearest
MRCC to verify if any distress call has been received from the craft.

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Salvage
Salvage & Assistance – Legal Aspects
International Law and the ISM Code give the Master the overriding authority and responsibility to make decisions with respect to
safety and pollution prevention. The Master has the right and the duty to deviate from this procedure if he, in his own judgment,
feels that this will be necessary.
The Master may have to make the decision himself to engage a salvage tug.
The Master has the authority to sign a salvage agreement without special authority from the owner who is bound by the actions of
the Master. All Masters must ensure that they have a copy of the latest Lloyd’s Open Form (LOF). LOF is the preferred salvage
agreement. A copy of LOF can be found in QDMS/Supplementary documents/Templates and Handbooks.
Informing the Company
The Master must inform the company of an emergency as soon as possible to assist with the situation. He may delegate the task to
an officer.
Accepting a Salvage Agreement
If possible, conduct negotiations directly between the Salvor and the Office

Caution: Never sign a blank contract of service agreement.

• Complete a salvage agreement or contract fully and correctly

• Ensure that a towing contract is clearly identified and cannot be mistaken for a salvage contract
• Be aware that a salvage agreement can be concluded verbally using the VHF
• If the Master requests tugs to be stand by only there will be a charge even if they have not been used
• Confirm payment terms when agreeing – lump sum, SCOPIC or “no cure no pay”
The authority of the Master is not affected by receiving assistance from outside sources. He remains in command of the ship and
has the overriding authority. He has the responsibility to take decisions with respect to safety and pollution prevention. Where
Salvors are engaged and a Salvage Master is nominated the Master remains in charge.
As per LOF the Salvors:

• May make reasonable use of the vessel's machinery, gear and equipment free of expense
• Shall not unnecessarily damage abandon or sacrifice any property on board
• Shall be entitled to all such information as they may reasonably require concerning the ship and it’s cargo
Salvage agreements must be signed before any assistance is provided. If approached afterwards to sign a salvage agreement
inform the office before signing.
If Lloyd Open Form has been agreed to, then the following determines the amount of the salvage award

• The labour expended by the salvors in rendering the salvage service

• The promptness, skill and energy displayed in rendering the service and saving the property
• The value of the property employed by the salvors in rendering the service, and the dangers to which such property were
exposed
• The risk incurred by the salvors in securing the property from the impending peril.
• The value of the property saved
• The degree of danger from which the property was rescued.
Please keep in mind that in case of salvage agreement, the amount awarded by arbitration is decided by the way evidence is
presented. It is important to maintain full records of salvage proceedings and efforts.
Amendment to Lloyd's Open Form
Special Compensation P&I Club Clause (SCOPIC)
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The 1989 Salvage Convention introduced a "safety net" for the Salvors in the form of Special Compensation in cases where a Salvor
performs salvage operations in respect of a vessel, which by itself or its cargo threatened to damage the environment. If the Salvor
fails to earn a traditional salvage award under Article 13 of the Convention, but has prevented or minimized damage to the
environment, he will be entitled to Special Compensation under Article 14. Special Compensation under Article 14 of the Salvage
Convention has partly been replaced by the SCOPIC Clause. The SCOPIC Clause is supplementary to the Lloyd's Form Salvage
Agreement (latest version) (LOF). If the SCOPIC Clause is not included in the salvage contract, Article 14 will continue to be
relevant.
The main features of the SCOPIC Clause are as follows

• The Salvor is given a unilateral option at any time to invoke the SCOPIC Clause regardless of the circumstances
• The assessment of the SCOPIC remuneration commences from the time of the Salvors notice
• There is no requirement to demonstrate the existence of a pollution threat in a particular geographic area. The ship-
owner (in practice his P&I Club) will provide security for SCOPIC remuneration
• The remuneration will be based on time and material used plus a standard 25 percent uplift regardless of the outcome of
the operation
• The SCOPIC Clause includes rates for tugs, personnel and equipment. (Which are rather high)
It may be invoked by the Salvor at any time but with financial penalties if SCOPIC is invoked in inappropriate circumstances. The
remuneration is only payable to the extent it exceeds the remuneration assessed on the basis of the "no cure - no pay" principle.
The Salvor will face a reduction of 25% on the Article 13(Salvage) award if this award is greater than the SCOPIC remuneration
The ship-owner and the P&I Club will get better access to information about the salvage operation through the Special Casualty
Representative (SCR) who can be appointed once the SCOPIC Clause has been invoked.
Once a SCOPIC clause is agreed between a contractor (salvor) and a ship-owner the latter is entitled to appoint a SCR to attend the
salvage operation who must be a member of the SCR Panel. This will comprise a number of surveyors selected by a SCR committee
consisting of 12 persons representing ISU, the Clubs, IUMI and the International Chamber of Shipping.
SCOPIC requires the SCR (and in his absence the contractors' Salvage Master) to issue daily reports on the progress of the salvage
operation. These reports will be sent to Lloyd's Salvage Arbitration Branch, which has agreed to distribute copies on request to all
interested parties including any property underwriters involved.

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Operation in Sub-Zero Conditions
These procedures apply to ships that are not specifically equipped for operation in sub-zero temperatures. Ice class ships must
apply and adapt these procedures as necessary to supplement any special equipment fitted.
Before entry into cold weather (when the temperature may fall below zero) the Master must:

• Ensure that all personnel are fully aware of:

- The hazards of operating in sub-zero temperatures
- Additional precautions to prevent damage to equipment.
• Ensure that deck and engineering officers regularly check equipment, particularly safety equipment, whilst in cold
weather. Carry out daily checks to ensure that equipment remains fit for purpose.
Deck and Superstructure Icing
Deck and superstructure icing is a complicated process which depends upon several conditions. These include meteorological
conditions, the condition of loading and the behaviour of the ship in heavy weather.
The most common cause of ice formation is the deposit of water droplets on the ship’s structure and deck. These droplets come
from spray driven from wave crests by wind and the action of the ship. Check weather forecasts for possibility of encountering
freezing spray.
Ice formation may also occur during:

• Snowfall,
• Sea fog,
• A sudden fall in ambient temperature,
• Raindrops freezing when they come into contact with the ship’s structure.
It is difficult to provide accurate forecasts as to the effects of icing, as individual ship characteristics give different results.
Exercise caution when the following occur at the same time:

• Winds of 17 knots or more

• Air temperatures below -2C
As a rule of thumb use:

• Winds of Beaufort Force 5 = light icing

• Winds of Beaufort Force 7 = moderate icing
• Winds of Beaufort Force 8 and above = severe icing.
Under these conditions, the most intensive ice formation takes place when wind and sea come from ahead. In beam and
quartering winds, ice accumulates more quickly on the windward side of the ship. This will lead to a constant list that is extremely
dangerous.
Icing is a function of the ship’s course relative to the wind and sea and generally is most severe in these areas:

• The bow,
• Bulwarks and rails,
• Windward side of the superstructure and deckhouses,
• Hawse pipes, anchors,
• Deck gear,
• Forecastle and upper decks,
• Freeing ports,
• Aerials,

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• Masts and associated rigging.

Minimise the effects of freezing spray by:

• Reducing speed in heavy seas

• Running with the sea
• Seeking more sheltered conditions
It is important to try to maintain the windlass free of ice so that the anchor may be dropped in an emergency.
Severe Icing and the Effect on Stability
Under severe icing conditions manual removal of ice becomes important because of the effect on stability.
The Master and Chief Officer must be fully aware of the effect of icing on the stability of the ship, and must have pre-calculated
how much may be allowed to accrue on deck before the stability is affected enough to warrant taking preventive action.
Such action must be taken well before stability becomes of concern. The manual removal of ice is a long and difficult process and
the best course of action is to avoid the accretion of ice in the first place. An important factor will obviously be how long the icing
conditions are expected to continue for.
Removal of Ice
Remove of ice on deck only when necessary. Prior to this operation complete a risk assessment and hold a tool box meeting with
the crew. Use wooden tools are preferred to prevent damage to equipment. Use steam hoses but ensure adequate precautions to
prevent injury to personnel are in place.
Ice removal equipment includes

• Wooden mallets
• Shovels
• Crow bars
• Hammers including sledge hammers
• Spikes
• Steam or hot water hoses
• Portable heavy duty hot air blowers with suitable length of hoses
Carry out an RA before using ice removal equipment like hot air blowers.
Arrange for an adequate supply of sand and salt for decks to be stored in readily available locations, particularly forward and
around the accommodation decks. Maintain walkways safe for personnel as far as is possible.
Crew Protection
Winter clothes – suitable jackets, gloves, boots, balaclavas etc. must be available for the crew who are expected to work outside.
Forward plan to ensure these are obtained prior to entering cold areas.
Brief the crew on the dangers of exposure to freezing conditions, and the significant effect that wind can have on increasing the
chill factor. Emphasise the importance of keeping walkways ice-free or coated in sand or salt.
Accommodation and Internal Spaces
Keep all external doors closed:

• Accommodation
• Stores
• Pump room
• Emergency escapes
• Emergency generator room
• Safety equipment stores
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• Forecastle space
Close vents, where not required for ventilation.
Maintain the accommodation and critical spaces at an adequate temperature for crew comfort and to prevent damage to
equipment. Where equipment is liable to damage from freezing conditions it must be moved to another appropriate location.
Check that space heaters are fit for purpose and use as required. These include the bow thruster compartment, forecastle space,
emergency generator room, emergency fire pump compartment, under deck passages and duct keels. Use oil tank heaters.
Navigation Bridge
The following precautions must be taken:

• Ensure bridge window heating is fully operational and that it remains in use during periods of sub-zero temperatures. If
heating is not available transparent heat shrink film may assist in the prevention of frost and condensation. Portable fans
or improvised ducting fed from the bridge heating system may also be used. Care must be taken to avoid significant
temperature changes which might cause windows to crack.
• Provide equipment such as scrapers, de-icing spray and salt on the bridge
• Keep wheelhouse heaters switched on. Provide portable heaters where needed that meet safety requirements. It is
important that an adequate temperature is maintained in the wheelhouse to protect sensitive electronic equipment.
• Leave the bridge window wash water line drained with the drains left open
• Ensure that the whistle heater is operational, remains on at all times and that compressed air is moisture free. Drain any
water traps.
• Slack down all signal halyards
• Keep radar scanners running at all times whilst in sub-zero temperatures
• Ensure that navigation and deck lights remain fit for purpose and ice-free
• Switch on duct heaters
• Run clear-view screens at all times
• Check searchlights are fit for purpose
Any mechanical means to clear moisture from the outside of a window must have an operating mechanism protected from
freezing or ice accumulation that could impair its effective operation. Avoid humidity from the heating system to prevent window
fogging.
Fire, Foam and Deck Lines
Prior to entry into cold weather address the following:

• Isolate and drain fire, foam and fresh water lines leaving drain valve plugs open
• Display the Cold Weather Precautions notice on the Bridge, in the Cargo and Engine Control Rooms and at each fire and
foam operating positions. These state that the fire lines have been isolated and drain valves plugs are open.
• Crack open all exposed valves to prevent moisture freezing the valve seat and the valve together rendering the valve
impossible to open. It is possible that with some fire line configurations additional drains may need to be fitted to allow
adequate draining.
If unavoidable to use the fire line in below freezing temperatures, ensure that water flows continuously to the farthest and highest
hydrant. Soonest after use, drain the fire lines and blow through with air to clear water from the main line, drain line and all
branch lines.
Use the anchor cable washing only if there is no possibility of significant ice accumulations in the hawse pipe.
Holds and Other Spaces
Holds and bilges in all areas liable to freezing must be stripped dry. This includes the chain locker and forecastle spaces.

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Where sounding pipes are exposed, the level in the associated tank must be lowered as far as possible to prevent freezing of the
sounding pipe. Anti-freeze may be used where the pipe cannot be drained.
When receiving freshwater alongside, water is to be left running continuously. Ensure that the end of the hose is pushed well
down inside the freshwater tank-filling pipe to prevent freezing.
Deck Equipment
Lubricate all moving equipment prior to entering into cold weather conditions to prevent seizure. Mixing anti-freeze with grease
has proven effective. This equipment includes:

• Mooring winches,
• Roller and pedestal leads,
• Cargo lashings,
• Vent flaps,
• Hatches,
• Door hinges and dogs,
• Track ways,
• Sounding pipes,
• Hydrants and valves,
• Ship’s side railing openings,
In addition:

• Stow all loose equipment away

• Cover exposed electric and air motors
• Keep pilot ladders under cover and protected against icing. Pilot ladders must not be deployed overboard too early in
order to prevent them becoming slippery and dangerous
Cargo Equipment – Tankers
Take the following precautions:
Drain and blow through the following where not in use and leave drain valves open:

• Cargo and COW lines

• Steam and condensate lines such as heating coils and deck heaters
• IGS pipework including water seal
• Decontamination showers and Eyewashes should remain operable in all ambient conditions.
If cargo heating is required the heating system must be in operation before entering cold weather and must remain in operation
until finally clear.
Pressure – vacuum valves
• Heating of p/v valves must be operational and used as necessary
• All p/v valves must be regularly checked for correct operation whilst in cold weather
• IGS p/v breakers must be filled with a suitable anti-freeze according to the manufacturer’s instructions
Mooring Equipment
The following precautions must be taken:

• Keep mooring ropes on drums covered until required for mooring operations. In severe conditions consider removing
ropes from drums and storing them internally.

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• Operate windlass and mooring winches in advance of mooring operations. Hydraulic tank heaters must be turned on. In
severe conditions and whilst alongside consider keeping mooring winches in operation at slow speed.
• Synthetic ropes are best suited for severe temperature use – natural fibre ropes become stiff and difficult to handle.
Anchors
Verify the means to free hawse pipes and windlasses of ice where freezing spray conditions are likely before entering sub-zero
conditions.
Leave anchors slightly lowered where freezing spray conditions are likely. The hawse pipe may then be cleared by heaving the
anchor as well as by lowering it. Consider the effect of ice accretion on windlass brakes resulting in loss of grip. De-ice brakes
before lowering anchors.
Hydraulic Machinery Rooms and Systems
Take the following precautions:

• Fill hydraulic systems with fluid designed for cold weather operation
• Check space heaters for correct operation
• Use oil tank heaters
• Close or shield compartment vents
• A small quantity of 70% Isopropyl alcohol will remove moisture in hydraulic oil and ease control mechanisms - check the
equipment manufacturer’s instructions first
Cold Weather Precautions with Ballast
Seawater freezes at about -3ᵒC (28ᵒF) therefore take the following precautions:

• Operate wing ballast tank heating, including the empty tanks

• Allow sufficient ullage for expansion due to freezing
• When alongside, if practicable, lower the level in ballast tanks below the waterline to prevent freezing – ballast water
will not freeze below the waterline except in extreme conditions
• Where sounding pipes are exposed lower the level in the associated tanks to prevent freezing. Where the pipe cannot be
drained consider using anti-freeze
• Carry out ballasting and de-ballasting operations only after confirming that air-pipes are clear. Monitor all operations
very carefully. Strip each tank completely to prevent freezing of any small volumes of water
• Operate heating in fresh water tanks, including empty tanks. Regularly monitor the temperature of fresh water tanks
Safety Equipment
Lifeboats
Take the following precautions:

• Fill fuel tanks of lifeboats with winter grade fuel. The ignition quality of particular fuel is important for starting in cold
conditions. Fuels with higher octane numbers have better ignition qualities. Obtain instruction on the acceptable ignition
quality from the lifeboat engine manufacturer’s manual.
• Replace regular engine oil with an appropriate winter grade type. Synthetic oils are preferred for use in cold weather.
Obtain instruction on the proper viscosity for lubricating oil from the lifeboat engine manufacturer’s manual.
• Use engine heaters. A suitable temporary heater may be used that meets safety requirements.
• Operate lifeboat engines daily in cold weather to ensure continued satisfactory operation.
• Add antifreeze to water cooling systems of lifeboat engines. The antifreeze mixture must prevent freezing up to
temperatures of at least -35C to avoid damage to the cylinder block.

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• Drain all lifeboat seawater lines as far as is practicable

• Take precautions to prevent freezing to lifeboat fixed fresh water containers. Ensure that there is sufficient space for
expansion due to freezing. Move portable water containers to an internal location and assign personnel temporarily to
load the water into the boats in the case of an emergency.
• Check equipment in the lifeboats such as the bilge pump and rudder regularly to ensure that they remain free to move
• Lubricate lifeboat davits, blocks, sheaves, micro-switches, release equipment and all other running gear
• Replace emulsified or contaminated oil in a davit gearbox to prevent solidification under cold conditions.
Other Survival Craft
Protect uncovered survival craft and their associated access ladders.
Avoid material made from natural fibre for painters, embarkation ladders, ropes and protective covers. Natural fibres absorb
moisture resulting in a loss of flexibility and durability under cold weather conditions.
Ice must be regularly removed from lifeboats and launching equipment. Keep a wooden mallet available near the lifeboats.
Emergency Generator
Take the following precautions:

• Turn the emergency generator room space heater on

• Fill the emergency generator fuel tank with winter grade fuel where no space heating is available
• Add antifreeze to water cooling systems of emergency generator engines. The antifreeze mixture must prevent freezing
up to temperatures of at least -35C to avoid damage to the cylinder block
• Run the emergency generator regularly in cold weather to ensure continued satisfactory operation
Emergency generating sets are required to be capable of being readily started at a temperature of 0ᵒC. Make provision for heating
arrangements if lower temperatures are likely to be encountered.
Even though the emergency generator space may be heated, engineers must be aware that if the fuel tank is located on an outside
bulkhead the temperature of the fuel can be lowered below its cloud point.
Emergency Diesel Driven Fire Pump
Take the following precautions:

• Start emergency fire pump space heating

• Fill the emergency fire pump fuel tank with winter grade fuel where no space heating is available
• Add antifreeze to water cooling systems of emergency fire pump. The antifreeze mixture must prevent freezing up to
temperatures of at least -35C to avoid damage to the cylinder block.
• Run the emergency fire pump regularly in cold weather to ensure continued satisfactory operation.
CO₂ Rooms, Foam Rooms and Other Fire-Fighting Spaces
Ensure that equipment is not affected by sub-zero temperatures. CO₂ systems usually only operate in temperatures above -16ᵒC so
it is important that provision is made for ensuring that such systems are maintained above that temperature. Review the
manufacturer’s specific instructions.
Engine Room
Take the following precautions:

• Close all external doors to the engine room, associated stores and emergency escapes. Close vents unless required for
ventilation
• Maintain all parts of the engine room at an adequate temperature to prevent freezing. Use heating as necessary,
particularly in adjacent compartments such as the steering flat. Provide temporary heating where necessary

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• Run the minimum number of ventilation fans to maintain positive pressure in the engine room. Ensure that equipment
directly below ventilation intakes is not subject to unduly low air temperatures
• Close engine exhaust uptake dampers when the engine is not in use to prevent condensation build up
• Heat oil tanks to ensure that the oil remains at a usable temperature
• Test heating systems for seawater service systems to ensure they are fit for purpose. Use heating systems as necessary
when in cold weather
• Fill the aft peak above the level of the stern tube. If this additional water will affect the trim and draft significantly
consult your Technical Superintendent for alternative measures. Regular checks are essential to ensure this water does
not freeze
• Operate heating systems for sump and lubricating oil storage tanks, fresh water cooling systems and hydraulic systems
as necessary in cold weather
• Keep bilge wells dry
• Use heaters for generators and electric motors as necessary in cold weather
• Operate the main engine air heater
• Consider maintaining a flow of water through the sanitary system and associated drains
• Operate the heating for the sanitary holding tank and overboard line if the temperature falls below 5C (41F). Prior to
arrival in sub-zero conditions purge air or steam through all wash water outlets that do not drain to a level well below
the water line. If necessary, add antifreeze to unused drain traps and toilets.

Caution: Ensure antifreeze poured into sewage lagoon does not harm the bacteria responsible for
sewage treatment.

Sea Inlets
Use the lower engine room seawater suctions to reduce the risk of ice and slush blocking seawater flow to the cooling system.
Monitor seawater flow for any signs of reduction from system blocking. Use steam heating for sea inlets where provided.
Make sure sea chest vent is not choked (frozen) and its valve is left open. Do not use compressed air to clear sea chest in
operation, this will create an airlock in the SW cooling system. Open steam to standby sea suction to maintain it free of frazil / ice.
Have all the tools and lifting gear ready to clean sea water strainer.

Note: Steam will not be able to keep sea water suction ice free during normal operational flow.

Warning!

Do not use the sea suction with the strainer basket out.
Do not use compressed air to clear sea chest in operation.

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