Navigation and Mooring

Manual (NMM)

Rev Date Prepared By Approved by

0 01-Nov-2018 QHSE Department MD / FD
1 01-Mar-2020 QHSE Department MD / FD
2 01-Aug-2020 QHSE Department MD / FD
3 01-Mar-2021 QHSE Department MD / FD
4 01-Jun-2021 QHSE Department MD / FD
5 15-Jul-2021 QHSE Department MD / FD
6 15-Sep-2021 QHSE Department MD / FD
7 01-Oct-2021 QHSE Department MD / FD
8 01-Jul-2022 QHSE Department MD / FD
9 01-Jan-2023 QHSE Department MD / FD
10 15-Sep-2023 QHSE Department MD / FD
11 25-Nov-2023 QHSE Department MD / FD
12 01-Apr-2024 QHSE Department MD / FD
 LIST OF CONTENTS
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 3

Rev. Date

0 Record of Changes 01-Apr-2024

1 List of Contents 01-Apr-2024

2 Introduction
2.1 Introduction 01-Mar-2020

3 Navigation Policies
3.1 Company’s Navigation Policy 01-Nov-2018
3.2 Mobile Phones Policy 01-Jan-2023

4 Navigational Responsibilities
4.1 Master’s Navigational Responsibilities 15-Sep-2023
4.2 Navigating Officer’s Responsibilities 01-Nov-2018

5 Bridge Resource Management

5.1 Bridge Organisation 15-Sep-2023
5.2 Composition of Bridge Team 15-Sep-2023
5.3 Sole Lookout 01-Mar-2020

6 Duties of Watch Keeping Officer

6.1 Duties of Officer of the Watch 15-Sep-2023
6.2 Calling Master 01-Apr-2024
6.3 Collision Avoidance 01-Apr-2024
6.4 Managing Distractions on Bridge 01-Jan-2023
6.5 GMDSS Watch Procedures 15-Sep-2023
6.6 Fire Alarms and Fire Safety Rounds 01-Jan-2023

7 Voyage Appraisal and Planning

7.1 Passage Planning 01-Nov-2018
7.2 Appraisal 01-Apr-2024
7.3 Planning 15-Sep-2023
7.4 Underkeel Clearance 01-Jan-2023
7.5 Overhead Clearance 01-Mar-2020
7.6 Charts and Publications 01-Jul-2022
7.7 Management of Navarea Warnings 01-Apr-2024

8 Voyage Execution and Monitoring

8.1 Voyage Execution and Monitoring 15-Sep-2023
8.2 Navigation in Coastal and Restricted Waters 15-Sep-2023
8.3 Navigation in Pilotage Waters 01-Jan-2023
8.4 Navigation in Restricted Visibility 01-Mar-2020
8.5 Navigation in Heavy Weather 01-Jul-2022
8.6 Navigation in Vicinity of Middle Latitude Depressions 01-Mar-2020
8.7 Navigation in Vicinity of Tropical Revolving Storms 01-Nov-2018
8.8 Navigation in Ice 01-Jan-2023
8.9 Ship Reporting System 01-Nov-2018
 LIST OF CONTENTS
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 2 of 3

Rev. Date
9 Navigation in Special Areas
9.1 Navigation in MARPOL Special Areas, ECA and PSSA 15-Sep-2023
9.2 Navigation in Right Whale Reporting Areas 01-Apr-2024
9.3 Navigation Through Strait of Belle Isle 01-Nov-2018
9.4 International Navigating Limits 01-Nov-2018
9.5 Navigation in Polar Waters 01-Mar-2020

10 Arrival and Departure Port Operations

10.1 Arrival and Departure Port 15-Sep-2023
10.2 Use and Disposition of Tugs 01-Oct-2021
10.3 Berthing & Unberthing Manoeuvres 01-Apr-2024

11 Anchoring Operations
11.1 Anchoring Procedures 01-Apr-2024
11.2 Anchor Watch 01-Apr-2024
11.3 Heaving Up of Anchor 01-Mar-2020
11.4 Securing of Anchors at Sea 01-Nov-2018

12 Ship-to-Ship Operations
12.1 Ship to Ship on Dry Cargo Ships 01-Mar-2020
12.2 Ship to Ship on Tankers / Gas Carriers 01-Mar-2020

13 Navigation Equipment - Use and Limitations

13.1 General Guidelines for Navigation Equipment 01-Apr-2024
13.2 Electronic Chart Display and Information System 01-Apr-2024
13.3 Global Navigation Satellite System 01-Jan-2023
13.4 Radar & Automatic Radar Plotting Aids 01-Jan-2023
13.5 Compass and Steering System 01-Apr-2024
13.6 Echo Sounder 01-Jan-2023
13.7 Navigation Lights, Shapes and Signalling Equipment 01-Apr-2024
13.8 Bridge Navigational Watch Alarm System 01-Jan-2023
13.9 Automatic Identification System 15-Sep-2023
13.10 GMDSS Equipment 15-Sep-2023
13.11 Navtex 15-Sep-2023
13.12 VHF Receivers 01-Jan-2023
13.13 Voyage Data Recorder 01-Jan-2023
13.14 Speed and Distance Log 01-Jan-2023
13.15 Course Recorder 01-Apr-2024
13.16 Weather Receiving Systems 01-Apr-2024
13.17 Weather Monitoring Equipment 01-Nov-2018
13.18 Data Logger 01-Mar-2021
13.19 Long Range Identification and Tracking 01-Nov-2018
13.20 Onboard Communication System 01-Apr-2024
13.21 Binoculars and Sextants 01-Nov-2018
13.22 Flags 01-Nov-2018
 LIST OF CONTENTS
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 3 of 3

Rev. Date
14 Mooring Operations
14.1 Pre-Mooring Procedures 01-Apr-2024
14.2 Mooring Procedures 25-Nov-2023
14.3 Safety of Personnel During Mooring Operation 25-Nov-2023
14.4 Mooring Lines – Care and Maintenance 25-Nov-2023
14.5 Mooring Equipment and Fittings – Care and Maintenance 25-Nov-2023
 2.1 INTRODUCTION
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 1 of 1

Purpose
To provide an overview of the Navigation and Mooring Manual.

Purpose of the Manual

To provide Company requirements on:
➢ Company policy regarding navigation
➢ Navigational procedures to execute a safe voyage
➢ Mooring procedures for an effective and safe mooring operation
➢ Care and maintenance of navigational and mooring equipment

Caution
The procedures will not restrict or constrain the Master’s or the watchkeeping officers authority to take
action concerning safety and will not contradict international, national and local regulations.

Application
This manual, with relevant checklists and work instructions, apply to all vessels within the
Company.
Note 1
An up-to-date copy of this manual must be available on bridge.

Primary Principles of Navigation

Take navigational decisions using the following principles, but not limited to:
➢ Compliance with international, national and local regulations
➢ Situational awareness
➢ Caution
➢ Good practices of seamanship applied in the prevailing circumstances and
conditions
➢ Common sense

Forms and checklists: References:

CL:
RA:
WI:
FORM:
 3.1 COMPANY’S NAVIGATION POLICY
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 1 of 1

Purpose
To outline the company requirements for safe navigation.

THE SAFETY OF LIFE, VESSEL AND ENVIRONMENT TAKES PRECEDENCE

OVER ALL OTHER CONSIDERATIONS.

➢ Safety of navigation at sea is fundamental towards protecting human life, the

environment and third party assets.
➢ Navigation actions are governed by international and local collision avoidance and
other regulations.
➢ Master and each bridge team member are responsible to comply with this policy
and accountable for performing necessary navigation task assigned to them using
sound bridge resource management techniques.
➢ Safe navigational practices are detailed in the Company Safety Management
System.
➢ Any deviation from this policy is only permitted if required to prevent, reduce or
mitigate harm to life and environment.
 3.2 MOBILE PHONES POLICY
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 1 of 1

Purpose
To prevent distractions and interference caused by mobile phones.

Telephone calls distract the bridge team, thus affecting safety of navigation.
It is, therefore, the Company’s policy that cellular phones are banned from use on the
bridge / wheelhouse, during navigation, especially while navigating in confined waters, port
approaches and during pilotage. Use of mobile phones under such conditions will be
considered as a serious breach of the policy and can lead to disciplinary action.
In case the port information is being received by the pilot over mobile phones, the use must
be kept to minimum and lookout or navigation must not be compromised.
For others, Master / OOW may allow use of mobile phone only for official purposes,
provided its usage is kept to minimum and does not compromise safety of navigation.
Do not deviate from planned route or navigate closer to land for obtaining better mobile
connectivity.
A copy of the policy must be displayed at a conspicuous place on the bridge.
 4.1 MASTER’S NAVIGATIONAL RESPONSIBILITIES
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 1 of 3

Purpose
To outline the navigational duties and responsibilities of the Master.

4.1.1 Safe Navigation

Master is responsible for safe navigation of the vessel at all times.

Caution
Commercial considerations must not take precedence over the safety of the vessel and its crew. Inform
the designated person immediately if there is any commercial pressure to compromise safety or
environmental protection.

4.1.2 Bridge Manning and Organisation

Ensure the bridge is manned with sufficiently rested and fit watchkeepers complying with
required bridge manning level, at all times.

4.1.3 Passage Planning

Verify and approve the passage plan before departure.

4.1.4 Bridge Team Meetings

Chair the bridge team meetings as detailed in the NMM chapter ‘Voyage Execution and
Monitoring’.

4.1.5 Monitoring Navigation Procedures

Check that the bridge team is carrying out navigational activities as per Company
procedures.
Use playback functions of Electronic Chart Display and Information System (ECDIS) and
VDR to review navigational procedures. Conduct a training for any shortcoming observed.

4.1.6 Master’s Attendance on the Bridge

When called by the Officer of the Watch (OOW) and during following critical periods, but not
limited to:
 Port arrivals and departures
 Mooring and unmooring operations
 Pilotage waters
 Restricted or heavy traffic areas (refer to the NMM chapter ‘Navigation in Coastal
and Restricted Waters’)
 Restricted visibility or adverse weather or ice conditions
 Except when responsibility has been delegated to Chief Officer during lengthy
periods of increased Bridge Manning.

4.1.7 Navigation with the Pilot on Board

Master remains responsible for safe navigation of vessel with Pilot on board. Pilot forms
part of bridge team and directs the vessel, supported by bridge team. If there is a risk to the
safety of the vessel, Master must be assertive and challenge or override the Pilot.

4.1.8 Management of Lengthy Periods with Increased Bridge Manning

Master can call Chief Officer, to assume control of the vessel’s navigation in extended
conditions of:
 4.1 MASTER’S NAVIGATIONAL RESPONSIBILITIES
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 2 of 3

 Restricted visibility
 Heavy traffic
 Restricted and pilotage areas
 When not adequately rested

In consultation with Pilot, Master can delegate navigational responsibility to the Chief Officer
after carrying out a risk assessment for that voyage segment, such that Master is rested for
the more challenging parts of the passage.
However, during exceptionally long pilotages, in passage sections with minimal navigational
hazards such as in areas listed below, the Master may opt for a pilot to direct the vessel's
navigation, supported by an OOW, Helmsman, and Lookout after conduct of a risk
assessment.
 Great Lakes (Canada)
 Great Barrier Reef (Australia)
 Deep Sea Pilotage in North Sea
 Parana River

4.1.9 Reporting Obligations

Report all navigational incidents and near-misses.

4.1.10 Search and Rescue

Master of a vessel at sea which is in position to be able to provide assistance, on receiving
information from any source that persons are in distress at sea, is legally bound to proceed
at all speed to their assistance, if possible, informing them or the nearest Search and
Rescue (SAR) services.
Any decision by a vessel not to provide assistance must be justifiable, recorded in the
logbook with reasons and SAR services informed.
A vessel is only released from the obligation to provide assistance when it is informed that
assistance is no longer required by the vessel in distress, SAR services or another vessel
that has already rendered assistance.

4.1.11 Master’s Standing and Bridge Orders

Prepare the standing orders as per the guidelines provided in work instructions and discuss
it with all the members of the bridge team (watchkeeping officers and rating), including new
joiners, giving them confidence to call whenever in doubt.
When resting or engaged with other works, supplement the Standing Orders at least daily by
writing in the Bridge Order Book instructing the OOW regards any specific operation / voyage
requirements - e.g., preparations for approaching critical areas, fishing vessel activity,
increased traffic density, expected deteriorations in weather conditions, etc. Write each entry
with date, time and signature.
These orders must not stop the OOW from calling the Master at any time when they consider
it necessary.

4.1.12 Monthly Verification of Navigational Records

Comply with vessel-specific checklist to verify all navigational log and records.

4.1.13 Navigational Procedures Assessment

Perform navigational procedures assessment every quarter (January/April/July/October)
using the Company provided software and/or checklist provided by the Office.
 4.1 MASTER’S NAVIGATIONAL RESPONSIBILITIES
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 3 of 3

Forward the audit report to the office. Vessel Manager and Auditors will inspect it during
their visits.

4.1.14 Risk Assessments for Bridge Operation

Ensure that formal risk assessments are in place for various bridge operations,
emergencies and failure of critical equipment.

Forms and checklists: References:

CL: D-23
RA
WI: D/101
FORM
 4.2 NAVIGATING OFFICER’S RESPONSIBILITIES
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 1 of 1

Purpose
To outline the navigational duties and responsibilities of Navigating Officer.

Designation of Navigating Officer

The 2nd Officer is the officer in-charge of navigational duties under supervision and
directions of Master.

Responsibilities of Navigating Officer

➢ Carry out appraisal and planning of voyages under Master’s instructions and
guidance.
➢ Perform UKC calculations and assessment for the passage and discuss with
Master, including any non-compliance prior to the commencement of the voyage.
➢ Advice Master well in time about charts, ENCs and publications required for the
voyage.
➢ Update all charts, ENCs and nautical publications.
➢ Maintain all navigational reports and records.
➢ Carry out planned maintenance of bridge equipment and keep spare parts as per
the list of minimum and critical spare parts.
➢ Perform GMDSS and navigation equipment checks and tests.

Forms and checklists: References:

CL: D-04
RA
WI
FORM
 5.1 BRIDGE ORGANISATION
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 1 of 3

Purpose
To outline the composition and the functions of the bridge team.

General Structure
Master
• Ultimate responsibility for the
safety of the ship
• Establish Bridge Organisation
• Verify and approve Passage Plan
• Take over con during critical
periods. Pilot
Directs the navigation of
the ship, supported by the
bridge team.

Chief Officer 2nd Officer 3rd Officer

• As an OOW, • As an OOW, • As an OOW,
manages the manages the bridge manages the
bridge team and team and bridge team and
accountable to the accountable to the accountable to the
Master for the safe Master for the safe Master for the
navigation. navigation. safe navigation.
• Relieve Master for • Designated
management of Navigating Officer
lengthy period
with increased
bridge manning.

Lookout Helmsperson
• Keep an all-round lookout by • Acknowledges and executes
sight and hearing steering instructions from the
• Report all sightings and/or OOW (or Pilot)
sound signals to the OOW (and • Advise the OOW and/or Pilot
Pilot) of any steering concerns
• At Anchor take regular rounds
on deck & accommodation
check of anchor chain
 5.1 BRIDGE ORGANISATION
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 2 of 3

Bridge Resource Management (BRM)

Bridge resource management (BRM) is effective management and utilisation of all
resources, human and technical, available to the bridge team, to ensure safe navigation.
Bridge resource management is defined as the use and coordination of all the skills,
knowledge, experiences and resources available to the bridge team to accomplish or
achieve the established goals of the safety and efficiency of the passage.

Teamwork
The bridge team must work effectively and closely with each other, engine room and other
departments.
When Pilot is on bridge, the Pilot is a part of the bridge team.
Working closely together eliminates “One Person Error” and “Team Error”.
Achieve this by:
 Discussion of passage plan, highlighting specific actions required for high traffic
areas, shallow waters, speed restrictions, engine requirements and calling stations
 Bridge team and Pilot information exchange
 Cross-checking of plans and tasks by another person

Bridge Team Human Element

The bridge team should encourage an environment where every member feels valued.
Treat a mistake as a learning opportunity, provided it is not intentional or caused by
carelessness.
Note 1
The Company exercises a ‘Just Culture’ and encourages vessel staff to admit any mistakes or 'near
misses' without fear of punishment. For details refer H&S Chapter – Safety Culture

Closed Loop Communication

Use closed loop communication technique to avoid misunderstandings.
For example -
 The sender gives an order
 The receiver repeats back the key parts of the message
 The sender acknowledges it and checks the order is correctly followed

Caution
It is critical to ensure action taken is as per orders given.

Challenge, Enquiry and Response

Master must encourage and give confidence to the team members for asking questions,
challenging Master or Pilot, if in doubt.
Do not consider this as undermining the authority of the person being challenged.
The Master must encourage the bridge team members to:
 Clarify the actions of other bridge team members to understand the decision
making process
 Practise ‘thinking aloud’ by openly discussing their actions
 5.1 BRIDGE ORGANISATION
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 3 of 3

Internal Communication
The bridge team has the central role in maintaining communications with the engine control
room and all other operating areas.
Bridge and engine room personnel must regularly communicate on matters including:
 Updates on manning levels, machinery availability and critical navigation phases that
could affect the propulsion and steering machinery.
 Machinery and propulsion status, including defects
 Circumstances affecting machinery performance or the manoeuvrability of the ship,
including the estimation of time required to rectify the situation.
 Planned or anticipated speed changes
 Environmental regulatory requirements
Note 2
Inform and obtain agreement from the bridge for any planned/unplanned maintenance affecting safe
navigation and/or safe operation of vessel (e.g., firefighting systems). Ensure work reducing the vessel's
fire integrity is supervised from the bridge.

Use of Language
English is the official language on board.
Critical communications, including with ratings, must be in English - For example, helm and
engine orders, letting go anchors, asking distances to berth or buoys.
Use of IMO recommended standard marine communication phrases is recommended when
simple English communication is not possible.

Fitness for Duty and Hours of Rest

Master and the Chief Officer, in the best possible way must ensure:
 Personnel on duty are sufficiently rested as per the STCW Convention and MLC
requirements, to keep a safe watch, especially on departure and first sea watch
 The port watches or the routine at sea prior arrivals are adjusted, to provide
adequate rest to bridge personnel
Note 3
For a two-watch system, follow 7-On – 5-Off – 5-On – 7-Off or 6.5-On - 5.5-Off - 5.5-On -6.5-Off system
as 6-On - 6-Off does not meet rest hour requirement. Master and Chief Officer should assist if this
arrangement exceeds two days.

Reassignment of Tasks
If the Master is incapacitated, Chief Officer will take command of the bridge.
The bridge team must be capable of taking over each other’s tasks

Forms and checklists: References:

CL: Bridge Team Management (Nautical Institute)
RA MLC-2.3
WI STCW A-VIII/1
FORM: TEC 33A: TEC 33B
 5.2 COMPOSITION OF BRIDGE TEAM
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 1 of 2

Purpose
To establish the bridge manning of bridge team in different navigational situations.

Bridge Manning Matrix

Table below states the navigational situations and the minimum watch level requirements.
Visibility, traffic density, and daylight / darkness factors will increase the risks in the
following:

Navigational Situations BWL Master OOW L/O H/M Pilot EWL Helm

Clear
B1 --- √ Option --- --- E1/UMS Auto
Daylight Weather
(see Note 4) Restricted
B3 √ √ √ Option --- E1 Option
Open visibility
Waters Clear
B2 --- √ √ --- --- E1/UMS Auto
Weather
Darkness
Restricted
B3 √ √ √ Option --- E1 Option
visibility
Clear
B2 --- √ √ Option --- E1/UMS Option
Coastal Weather
All Time
Waters Restricted
B4 √ √ √ √ --- E1/E2 Hand
visibility
Restricted
All Time All Time B4 √ √ √ √ --- E1/E2 Hand
Waters

Entering Port limits/

All Time B4 √ √ √ √ --- E2 Hand
and approaches
leaving
Port Pilotage All Time B5 √ √ √ √ √ E2 Hand

Day All Time B1 --- √ Option --- E1/UMS --

Anchor
Night All Time B2 --- √ √ --- E1/UMS --
L/O = Lookout; BWL= Bridge Watch Level; H/M = Helmsperson; EWL=Engine Watch Level
Notes
1. Master may raise the watch levels as necessary.
2. Record any changes in bridge watch levels in deck logbook / movement logbook
3. Engine Watch Levels:
o E1: EOOW + Duty Oiler
o E2 (With 4 certified engineers): C/E or 2/E + EOOW + EO + Duty Oiler
o E2 (With 3 certified engineers): C/E or 2/E + EO + Duty Oiler + Additional engineer, as
required. Chief Engineer in consultation with bridge, can plan his presence in engine room
during critical passages.
4. B1 is permitted only during daylight hours; refer to NMM chapter - Sole Lookout.
5. Helmsperson when not engaged in steering will perform Lookout duties. For engaging manual steering,
refer NMM Chapter - Duties of Officer of Watch.
6. For management of lengthy period with increased bridge manning, Master can delegate navigational
responsibility to the Chief Officer. Please refer to NMM Chapter - Master’s Navigational Responsibilities.
7. Bridge watch level 4 and level 5 are “Red state of Alertness”. Refer to NMM Chapter - Managing
Distractions on Bridge.
8. Non-navigational duties such as escorting the pilot to the embarkation station or administrative tasks must
not degrade / affect the bridge levels.
9. At anchor duties of lookout includes rounds of deck, accommodation and checking of anchor chain.

Post a copy of the above table on bridge and ECR

Note 1
Bridge must be manned at all times when at sea or at anchor.
 5.2 COMPOSITION OF BRIDGE TEAM
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 2 of 2

Note 2
Cadet or trainee must not form part of the bridge watch structure, though they can be part of the bridge
team as a trainee.

Factors Determining the Composition of Bridge Team

 Visibility, sea state and weather conditions
 Daylight condition
 Traffic density, including fishing traffic
 Navigation in or near traffic separation schemes or other routing measures
 Navigation in or near fixed and mobile installations
 Proximity of dangers to navigation
 Vessel’s operating and security requirements, activities and anticipated
manoeuvres
 Vessel's draught, the available depth of water and under keel clearance (UKC)
 Operational status of bridge equipment including alarm systems
 Steering mode anticipated
 The size of the vessel and the field of vision available from the conning position
 The configuration of the bridge affecting an all-round lookout
 GMDSS duties
 Knowledge of and confidence in the professional competence of the officers and
crew

Forms and checklists: References:

CL
RA: NAV 014
WI
FORM:
 5.3 SOLE LOOKOUT
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 1 of 1

Purpose
To outline circumstances when Officer of the Watch (OOW) could be the sole lookout.

Assessment
The OOW may be the sole lookout after Master assesses the situation, taking following into
consideration:
➢ Daylight conditions
➢ Weather conditions
➢ Visibility
➢ Traffic density including fishing vessels
➢ Proximity of dangers to navigation
➢ Navigating in or near a traffic separation scheme (TSS)
➢ Defects affecting aids to navigation, propulsion and steering

Master must additionally be satisfied that:

➢ OOW is fit for duty and sufficiently rested
➢ OOW has suitable experience for navigating in the area
➢ Anticipated workload does not compromise the ability of OOW to safely navigate
the vessel
➢ Assistance is immediately available to the OOW when there are any changes in the
situation.

Calling the Helms-person or Lookout

The designated helms-person or lookout will carry a radio and test communication at least
every 30 minutes.
Establish a backup communication system using ship’s whistle, a signal on the P.A. or any
other means.
The Helms-person or Lookout must rush to the bridge on hearing the signal.
Do not give the duty helms-person or lookout any job which can restrict hearing capability or
prevent immediate attendance to bridge - for example, chipping, working in enclosed
spaces, working at height and similar work.

Caution
In traffic areas, use the whistle signal with caution, to avoid causing confusion to nearby vessels.

Forms and checklists: References:

CL: D/05
RA: NAV 014
WI
FORM:
 6.1 DUTIES OF OFFICER OF THE WATCH
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 1 of 6

Purpose
To outline the main duties and responsibilities of Officer of the Watch.

Master’s Representative
Officer of the Watch (OOW) is the Master’s representative on the bridge.
OOW has full authority to take any immediate actions necessary for the safety of life, vessel,
environment and security of the vessel.

Caution
OOW always has unrestricted access to all navigation / communication equipment and engines. Do not
hesitate to use them as required.

Primary Duties
The primary duty of the OOW is to maintain a safe navigational watch at sea or at anchor
complying with the ‘International Regulations for Preventing Collisions at Sea’ (COLREGs)
and ‘Standards of Training, Certification and Watchkeeping for Seafarers’ (STCW) Chapter
VIII.

New Personnel Familiarisation

Familiarise the new joining OOW using vessel-specific checklists and work instructions for
bridge and the ECDIS.

Handing / Taking Over Bridge Watch

Comply with vessel-specific checklist for taking over the watch.
Taking over OOW must ensure watch composition is adequate and complying with the
passage plan.
Taking over OOW must formally acknowledge taking over of the watch and sign the watch
changeover checklist. The OOW must inform Master of any concerns. Until such time, the
previous watchkeeper remains in charge of the watch.
On taking over, OOW must carefully assess and review the passage plan for the watch.
OOW must understand and sign or acknowledge Master’s bridge orders. Keep the bridge
order book open on the chart table throughout the validity of orders. This would ensure that
the contents are noted and readily available.
Ensure navigation lights, shapes, flags and signals are exhibited or sounded correctly.
Note 1
Defer watch changeover if a manoeuvre to avoid collision/ hazard is imminent or is in progress.

Caution
If OOW is engaged in any work that distracts him / her from watch-keeping, OOW must ask for Master or
another watch-keeping officer to relieve him / her (e.g., while making noon reports).

Managing the Bridge Watch

OOW is in-charge of the bridge team, until properly relieved.
On a vessel with a separate chart room, limit the visits to the chart room, for short periods to
perform navigational duties, if safe to do so.
Do not undertake any activities or duties interfering with safe navigation of the vessel.
 6.1 DUTIES OF OFFICER OF THE WATCH
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 2 of 6

Check that the lookout is attentive and reporting as required. Monitor their handing over and
taking over of the watch. Brief them as what to expect during the watch. Always
acknowledge and take appropriate actions to the observations and reporting made by the
lookout.
The OOW, supported by other members of the bridge team, must:
➢ Make a proper appraisal of risk of collision with approaching vessels using all
available means - for example, visual, radar, ECDIS and AIS
➢ Identify navigational hazards
➢ Determine risk of grounding
➢ Monitor weather, visibility or sea state and respond appropriately
➢ Identify navigational aids
➢ Respond to persons, vessels or aircrafts in distress
➢ Identify security threats especially in piracy prone areas

Navigation and Control of Vessel

Do not hesitate to use helm, engines or whistle at any time.
OOW has unlimited unrestricted access to the use of main engines. Except in emergencies,
whenever possible, inform engine control room any intended changes to engine speed.
Ensure vessel always proceeds at safe speed. Do not hesitate to slow down for avoiding
traffic or during restricted visibility.
In shallow/ confined waters, anticipate and reduce the speed, to prevent damage by
vessel’s wash or wake to other vessels at berth, small craft and shorelines.
Engage manual steering control whenever appropriate and in good time, including in:
➢ Areas of high traffic density
➢ Conditions of restricted visibility
➢ Situations when the ship is manoeuvring/ under pilotage
➢ Any other potentially hazardous situations and particularly when an automatic
steering system could provide insufficient control.
OOW must know the emergency response procedures in case of an emergency including
immediate actions. Refer to the Emergency Contingency Manual.
OOW must know the manoeuvring characteristics of the vessel, including the turning circle
parameters and stopping distance in various depth and weather conditions. For details,
refer to the manoeuvring booklet or wheelhouse poster available on bridge.
Note 2
When on autopilot, adjust the yaw and rudder settings appropriate to prevailing sea condition to optimize
fuel efficiency by smoothing out large angle rudder movements used for maintaining the course.

Caution
In shallow waters, squat may have a critical effect on manoeuvrability and the vessel’s UKC. The turning
circle parameters in shallow water can be twice as large as compared to deep water. Do not exceed the
speed at which UKC is calculated in the passage plan.

Caution
In rivers/ narrow channels, be aware of bank effect and its impact on vessel.
 6.1 DUTIES OF OFFICER OF THE WATCH
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 3 of 6

Caution
On vessels with Controllable Pitch Propeller (CPP), OOW must know the default position of CPP, if the
system fails. E.g., ahead, astern, current position or zero pitch. Display a notice indicating this default
failure position and response measures near Bridge manoeuvring controls.

During the Navigation Watch

OOW must keep an efficient navigational watch. This will include:
➢ Understanding and complying with the passage plan.
➢ Using the largest scale chart or ENC published for the area.
➢ Using all available means for monitoring, fixing and verifying vessel posit ion at
specified intervals.
➢ Observing and monitoring the vessel course on intended track, allowing for
appropriate set and drift.
➢ Compare the gyro and magnetic compass courses frequently and after course
alterations- record in Deck Logbook.
➢ At least once a watch, check and record the following:
• The compass error, whenever possible and after any major course alteration.
• Radar performance checks, where fitted.
• Testing of steering on manual mode for at least 10 minutes.
➢ Ensure the Helms-person or the autopilot is steering the correct course. Verbal
orders for steering or engine movements must be repeated (closed loop
communication) for correct understanding and compliance.
➢ Supervise changeover from auto to manual steering and vice versa.
➢ Use at least one radar at all times at sea and anchorage. Use the other radar(s)
whenever deemed necessary. Refer to the NMM chapter ‘Radar and ARPA’.
➢ Maintain a GMDSS watch as per NMM chapter ‘GMDSS Watch Procedures’.
➢ Ensure correct stations are chosen for Enhanced Group Call (EGC) service and
Navtex warnings.
➢ Read and understand the EGC and Navtex warnings and if applicable, plot them on
the charts or ENCs - for management of navigational warnings, refer to NMM
chapter “Management of Navarea warnings”.
➢ Check the functioning of UMS controls, alarms and indicators.
➢ Obtain and monitor the weather reports and warnings for relevant areas.
➢ Maintain VHF watch on the channels as specified in ALRS.

Caution
Do not hesitate to deviate from charted track to avoid close quarter situations, fishing vessels or any
other dangers.

Caution
Crosscheck positions by different means such as GPS, GLONASS, Radar or visual fixes.

Maintaining Proper Lookout

Most collisions at sea take place due to improper lookout.
Always maintain a proper all-round lookout by sight and hearing as well as by all available
means.
Often the first indication of other vessel-altering course is by visual observation.
 6.1 DUTIES OF OFFICER OF THE WATCH
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 4 of 6

Do not consider a Helms-person as lookout when engaged in hand steering. Call additional
personnel whenever deemed necessary.
In sole lookout condition, where deemed necessary, call or summon Helms-person in
sufficient time to prevent any development of hazardous situation. If any delay or difficulty,
call Master immediately.
Do not allow the Helms-person or lookout to leave the bridge or engage in other duties,
unless relieved.
On vessels with totally enclosed bridge, operate sound reception equipment continuously
and adjust it to correctly hear sound signals and determine their direction.
Provide the lookout with binoculars.
Bridge team members must not use spectacles with photochromic lenses.
During darkness, control the light from bridge equipment, close curtains/ dead lights on
externally facing windows and close all accommodation external doors to avoid adverse
effect on night vision.
OOW must know blind sectors due to cranes, cargo including the blind sector of radar.
OOW and look-out must regularly check these blind sectors.
Note 3
ECDIS, Radar, ARPA and AIS are aids for watchkeeping and are not substitutes for maintaining a proper
lookout. Use the aids and the look-out in combination to achieve a full appraisal of the situation.

Caution
During ballast water exchange, if there is a breach in bridge visibility, conduct a risk assessment and
maintain an enhanced navigational watch. Plan to carry out the exchange in clear waters and good
weather for a minimum possible time. Maintain records in the deck logbook.

Collision Avoidance
At an early stage, use all available means to determine risk of collision and avoid a close
quarter situation.
For collision avoidance procedures, refer to the NMM chapter ‘Collision Avoidance’.
Note 4
Do not hesitate to use bold engine movement or helm to avoid the risk of collision or close quarter
situation.

Use and Maintenance of Navigation Equipment

Make efficient use of all the navigational equipment provided on the bridge.
For procedures on the use, limitations and maintenance of navigational equipment, refer to
the NMM chapter ‘Navigation Equipment - Use and Limitation’.

Calling Master
Call Master if there is any doubt about the safety of the ship or whenever there is any
uncertainty.
Call early enough to allow the Master enough time to understand and respond effectively to
the situation.
For detailed circumstances to call Master, refer to the NMM chapter ‘Calling Master’.
The presence of the Master on bridge does not relieve the OOW of their responsibility for
the safe navigation of the vessel.
 6.1 DUTIES OF OFFICER OF THE WATCH
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 5 of 6

Note 5
Master’s handing/ taking over of conn must be explicitly communicated to the OOW and the other
members of the bridge team and fully understood by them. OOW must acknowledge and record it.

Navigation under Pilotage

For procedures on navigation in pilotage waters, refer to the NMM chapter ‘Navigation in
Pilotage Waters’.

Monitoring Shipboard Operations

Maintain a high level of general awareness of the vessel and its routine operations. This will
include monitoring:
➢ Vessel's deck, personnel working on deck and any cargo activity
➢ Machinery status
➢ Weather and sea state for determining safe onboard activities
➢ Any work near radar scanners, radio aerial or sound signalling equipment -
establish appropriate control measures
Additionally have an understanding of:
➢ Nature of work in progress, including any active permits and its effect on safety.
➢ Vessel’s loading condition, including draft, stress and stability information
Inform Chief Engineer in case unable to maintain contact with duty engineer under UMS
conditions.
Note 6
The bridge team must have an overview of all active permits on board so that they can react to an
emergency in the most appropriate way.

Caution
Under no circumstances must additional duties interfere with the safe navigation of the vessel. Call
additional help if necessary.

Caution
Use of deck lights could impair vision and visibility of own and other vessels in the vicinity.

Environmental Compliance
Be fully familiar and comply with relevant requirements for:
➢ MARPOL Annexes I to VI, including Special Areas
➢ Particularly Sensitive Sea Areas (PSSA)
➢ Marine Protected Areas (MPA)
➢ Emissions Control Areas (ECA)
➢ Discharge restrictions and fuel changeover points addressed in passage plan
➢ Any additional company or national/ regional requirements
➢ Ballast water management
➢ SOPEP / SMPEP / NTVRP
When OWS is in operation, bridge watch should regularly monitor overside and the wake
astern to ensure there are no traces of oil going overboard. In case oil is sighted,
immediately inform EOOW and Master.

Reporting Obligation
 6.1 DUTIES OF OFFICER OF THE WATCH
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 6 of 6

Be aware of the obligations of reporting with regard to pollution and emergency situations.

Search and Rescue

Be aware of the obligations relating to distress at sea and the instructions in the
International Aeronautical and Maritime Search and Rescue Manual (IAMSAR) Volume III
relating to the alert, conduct and co-ordination of a distress.
Display an illustrated table describing the life-saving signals on the bridge.

Security Awareness
OOW must know:
➢ Responsibilities included in the Ship Security Plan (SSP)
➢ Procedures for identifying, reporting threats and taking appropriate protection
measures

Recording Bridge Activities

Maintain records of all navigational activities correctly and promptly to restore a complete
record of the voyage.
Refer to instructions on record keeping in the front page of each logbook.
Do not leave empty lines.
Do not overwrite any errors. Strike through the errors with the single line, initialled and
dated. Do not use correction fluid or ink.
Software systems meeting requirements of IMO, MARPOL, SOLAS and flag states maybe
an acceptable means of logbook entries replacing many of the traditional paper logs.

Caution
Falsification of records is a serious offence and strictly prohibited by the Company.

Forms and checklists: References:

CL: D/05, D/17, D/41 Training Material 138, 108
RA: NAV 004, NAV 027, NAV 029 QA Poster 16, 17
WI: D/101, D/111, D/115, D/116,
FORM:
 6.2 CALLING MASTER
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 1

Purpose
To outline the circumstances when an OOW must call the master.

Calling Master
Call the Master as per Master’s Standing Orders, bridge orders and in any of the following
circumstances:
➢ Restricted visibility reduces to 3 NM or as stated in the Master’s standing orders,
whichever is greater
➢ Concerns due to traffic conditions or the movement of other vessels
➢ Difficulty in maintaining the course due to heavy traffic, adverse weather or
currents
➢ When crossing the XTL and it is causing any concerns for safe navigation
➢ Failures to sight land, navigation marks or obtain soundings by the expected time
➢ Unexpected sighting of land, navigation mark or change in soundings
➢ Encountering hazard to navigation such as ice or a derelict
➢ Passage plan requires immediate amendment and approval
➢ Breakdown of the main engines, steering gear, engine control systems
➢ Failure of essential navigational equipment, sensors, alarms or indicators such as
ECDIS, loss of GPS signals etc.
➢ Malfunction of any GMDSS or other communication equipment
➢ Vessel is shipping seas, pounding or rolling heavily or speed drops by 25% below
engine speed
➢ In doubt about the possibility of weather damage
➢ Barometric pressure drops by more than 3 mb below the expected pressure
➢ Development of conditions associated with a tropical revolving storm
➢ Sudden change in the sea, swell, or discoloration, which may indicate shoals or
other danger
➢ Navigation or weather warnings affecting vessel’s safety
➢ Receipt of distress alert or message, or sighting a distress signal
➢ Any security concerns
➢ Unwell, fatigued or unable to stay alert for any reason
➢ In any other emergency or doubt
Record the time of change of conn in Deck Logbook.
Even after the Master assumes responsibility for the safe navigation of the vessel, the OOW
must continue to assist the Master in the best possible way.

Note 1
Take immediate required actions for the safety of the life, vessel, environment until Master arrives and
specifically informs of taking over the conn.

Caution
If in doubt or debating ‘Should I inform the Master’, it is time to immediately call the Master.
Master would rather, be called a number of times unnecessarily, than be called too late once!

Forms and checklists: References:

CL
RA
WI: D-101
FORM:
 6.3 COLLISION AVOIDANCE
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 4

Purpose
To outline the procedures to avoid collision.

Determining Risk of Collision

For determining risk of collision, at an early stage, plot targets at long ranges on the radar.
Monitor the visual bearings of approaching vessels, when within visual range.
Exercise care when approaching a very large vessel, a tow or a vessel at close range. Risk
of collision may exist even when an appreciable bearing change is evident under these
circumstances.

Caution
Radar and ARPA are primary electronic anti-collision aids. Do not take collision avoidance decisions
solely based on information provided by the ECDIS, AIS, VHF, or non-mandatory navigation information
systems.

Caution
Speed input will not affect CPA/TCPA of the target vessel. However, when using Radar and ARPA for
anti-collision actions or trial manoeuvre use speed through the water for determining the aspect of the
target vessel.

Action to Avoid Collision

Take positive and early action, readily apparent to another vessel observing visibly or by
radar.
Do not hesitate to use large helm orders, if needed.
In open ocean, if circumstances permit, take action to avoid collision as per below:

Situation Distance from other vessel

Own vessel is ‘Give Way’ vessel 8 miles

Own vessel is ‘Stand On’ vessel* and

4 miles
give way vessel is not keeping clear

Own vessel is overtaking 2 miles**

* In restricted visibility, there is no ‘stand on’ vessel.
** When speed of overtaking is high, earlier action may be required.

If either of the vessels is altering course or speed, the ARPA will need at least 3 minutes on
a steady course and speed to predict accurate data or vector.
Master’s “Bridge Orders” must not state “stay on-track” or equivalent. This could discourage
OOW to take avoiding action, taking the vessel away from the charted track.
Note 1
When altering course to take avoiding action, as far as practicable, alter by at least 30-40 degrees. Other
vessels cannot easily detect small alterations, especially in restricted visibility. If necessary, use vessel’s
whistle and/or daylight signalling lamp to attract attention of another vessel (Rule 36 COLREGS).

Note 2
Do not hesitate to use engines for speed reduction whenever alteration of course alone is considered
insufficient or not possible to execute.
 6.3 COLLISION AVOIDANCE
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 2 of 4

Caution
The OOW must exercise caution when navigating in or near an area of restricted visibility and must be
aware of the obligations under COLREGs.

Minimum CPA and TCPA Requirement

As far as possible and practical in traffic conditions, without endangering own vessel,
maintain minimum CPA and TCPA as below:

Situation Minimum CPA Minimum TCPA

Open Ocean 2 Miles 15 minutes
Coastal Passage 1 mile 15 minutes
Heavy Traffic Areas 0.5 mile 15 minutes

Effectiveness of Action
Monitor the effectiveness of an action to avoid collision until the other vessel is finally past
and clear.
Note 3
When taking avoiding action, maintain safe distance to prevent damages to the fishing vessel or small
crafts due to own vessel’s wave, suction, etc.

AIS an Aid for Collision Avoidance

Once a ship has been detected, AIS can assist in tracking it as a target. By monitoring the
information broadcast by that target, its actions can also be monitored.
Changes in heading and course are, for example, immediately apparent. Many of the
problems common to tracking targets by radar, namely clutter, target swap as ships pass
close by and target loss following a fast manoeuvre, do not affect the AIS.
 6.3 COLLISION AVOIDANCE
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 3 of 4

AIS can also assist in the identification of targets by name or call sign and by ship type and
navigational status.
AIS information may be used to assist in making decisions for collision avoidance.
When using the AIS in the ship to ship mode for anti-collision purposes, the following
cautionary should be borne in mind:
➢ AIS is an additional source of navigational information
➢ It does not replace, but supports, navigational systems such as radar target -
tracking and VTS
➢ The AIS should never be used as a sole navigation information system

Caution
AIS might not be available on all vessels (For example - fishing boats, warships, and floating structures).

Use of VHF
The dangers involved in the use of VHF as a means to avoid collision are:
➢ Uncertainty about the identity of vessels
➢ Misunderstanding of communication
➢ Loss of valuable time in trying to establish VHF contact

Caution
Never use VHF to agree on any action, which is contrary to COLREGs.

Use of Non-Mandatory Navigation Information System

Non-mandatory navigation systems driven by new technologies such as augmented reality
(AR), artificial intelligence (AI), camera vision, e-navigation, etc. provides additional
navigational information and an increased level of situational awareness around the vessel.

Caution
Where fitted, the information provided by such system may be used as part of using ‘all available means
to make full appraisal of situation and risk of collision, However, do not take collision avoidance and
navigational decisions solely based on information provided by such system. Always cross-check the
information using other mandatory navigation equipment such as Radars, ECDIS etc.

Fishing Vessels
When encountering fishing traffic, consider the following factors, but not limited to:
➢ Take early action to avoid clusters of fishing vessels, giving them a wide berth
➢ Lookout for other traffic within the cluster and when taking collision avoidance
action
➢ Consider increasing bridge manning and use of engines
➢ Bridge of fishing vessels may not be manned
➢ Fishing gear can extend long distances from the boat
➢ They may move quickly and unpredictably
➢ They might not exhibit the correct navigational lights and signals
➢ Non-availability of navigational and communication equipment on fishing vessels,
including AIS.
➢ Interference in lookout due to bright lights on fishing vessels, large number of AIS
fitted on fishing nets and fishing marks, etc.
 6.3 COLLISION AVOIDANCE
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 4 of 4

➢ Use vessel’s whistle and/or daylight signalling lamp to attract attention (Rule 36
COLREGS)
➢ Use radars suitably for detection of small fishing boats

Caution
In case of doubt or an actual contact or collision, stop the vessel and do best to provide the required
assistance to the fishing vessel.

Forms and checklists: References:

CL Training Material 172; 149; 135; 70; 27
RA STCW VIII
WI: Safety Card SC05
FORM:
 6.4 MANAGING DISTRACTIONS ON BRIDGE
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 1 of 2

Purpose
To outline procedures for management of distractions on bridge.

Distractions on Bridge
Distractions usually result from the following factors:
➢ Communication not related to navigation
➢ Activity not related to navigation at hand
➢ Responding to an abnormal condition or unanticipated situation
➢ Use of mobile phones, computers (laptops or tablets), entertainment devices or
any other personal devices capable of causing distractions.
➢ Excessive alarms on bridge (For bridge alarm management refer to the NMM
chapter ‘General Guidelines for Navigation Equipment’)
➢ Maintenance work in or around bridge
OOW must stop any distracting activity, including presence of non-essential
individuals, in or around wheelhouse.
Note 1
On multifunctional bridges, e.g., with cargo or machinery systems, take care that any such operations do
not distract bridge team or affect the safe navigation.

Caution
Entertainment devices on bridge are banned. Using such gadgets on the bridge is a serious breach of
the requirements and can lead to disciplinary action.

Bridge Internet and Email

Restrict vessel’s internet access and email on the bridge to:
➢ Updates for nautical charts and publications, licenses and permits
➢ Navigational and weather information
➢ Information relevant to the vessel's operations and safe passage

Mobile Phones
For procedures on Company’s mobile phones policy, refer to the NMM chapter ‘Mobile
Phone Policy’.

Red State of Alertness

Consider the bridge at ‘Red State of Alertness’ when on manning level 4 or 5. For
procedures on bridge manning level, refer to the NMM chapter ‘Composition of Bridge
Team’.
When the vessel is at ‘Red State of Alertness’, take the following additional precautions:
➢ Define the areas of ‘Red State of Alertness’ in passage plan and discuss in bridge
team meetings
➢ Inform engine room the beginning and end of the ‘Red State of Alertness’
➢ Post the ‘Red status’ posters on all the bridge entrances
➢ Do not allow non-essential persons, including supernumeraries, in or near the
immediate vicinity of the wheelhouse
➢ Do not engage in any activity not related to navigation, including loose talks and
chit-chat
 6.4 MANAGING DISTRACTIONS ON BRIDGE
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 2 of 2

➢ No repair work on navigational or associated equipment. If urgent and immediate

attention is required, take consent of Master
➢ Stop noisy work in and around the wheelhouse

Forms and checklists: References:

CL QA Poster 30
RA
WI
FORM
 6.5 GMDSS WATCH PROCEDURES
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 1 of 3

Purpose
To outline the procedures for keeping a GMDSS Watch.

Designated Communication Officer

2nd Officer is the Designated Communication Officer.

Emergency Communication Officer

Master to designate a qualified officer for carrying out communication duties during an
emergency.
Designated Officer should be a member of the bridge team and should reflect on the
emergency muster list.

Checks Prior Sailing on GMDSS Equipment

 Set all equipment to receive and transmit correct information on required
frequencies and stations
 Check emergency power source
 Ensure latest editions of required publications are available
 Put back the EPIRB and SART, if removed
 Ensure printers have adequate paper and are ‘online’
 Position updated in the equipment
 Visually check all antennas
 Check emergency lighting of GMDSS console and VHF stations

Radio Watchkeeping
Comply with the radio watchkeeping requirements of SOLAS and ITU Radio Regulations.
Maintain a radio watch appropriate to the sea area in which the vessel is operating.
Prioritize the communications as follows:
 Distress
 Urgency
 Safety (MSI)
 Routine
Set Sat-C and Navtex appropriately to receive ‘Maritime Safety Information’ (MSI) and
messages.

Caution
When underway and auto position update is not available in the equipment, update manually at intervals
not exceeding 4 hours.

Emergency Communication
OOW must know the procedures for sending distress, urgency and safety messages.
Upon receiving a distress or urgency or safety alert, log the details and inform Master.
Maintain watch on subsequent voice or telex frequency and follow procedures for
acknowledgement and /or relay to coast station.
OOW must familiarise with the procedures contained in the ‘International Aeronautical and
Maritime Search and Rescue (IAMSAR) Manual Volume III’- Section 2 Distress alerts and
messages, and additionally know the following:
 6.5 GMDSS WATCH PROCEDURES
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 2 of 3

 Giving appropriate priority to alerts and messages

 Sending DSC alerts and messages to all stations on appropriate frequencies
 Follow up the DSC alerts with a radiotelephony message when the situation allows
 Cancel distress and urgency alerts when the emergency is over

Cancellation of False Alerts

If a false alert is transmitted by VHF or MF / HF, immediately terminate the transmission
and cancel the alert by broadcasting an “All Stations” message on appropriate frequencies.
Include the vessel MMSI in cancellation message, to associate cancellation with the false
alert.
In case of an inadvertent transmission of a distress alert by EPIRB or Satellite, contact the
appropriate Rescue Co-ordination Centre (via the same CES if by satellite) to cancel the
alert.
Record the above in GMDSS logbook.

Maintenance
For procedures on test and maintenance, refer to the NMM chapter ‘GMDSS equipment’.

GMDSS Logbook Entries

To provide a record of all events, OOW should keep the GMDSS log up to date as per
instructions in the GMDSS radio logbook and below:
 A summary of distress, urgency and safety communications
 Important incidents relating to the radio service
 Where appropriate, the position of the vessel at least once per day
 A summary of the condition of the radio equipment, including its sources of energy
 Personnel assigned responsibility for sending a distress alert instructed and trained
to operate properly all radio equipment on ship
 Necessary instructions and information in the use of radio equipment to relevant
crew members
 Pre-sailing checks for efficient working condition of all equipment
 The results of the testing of the MF / HF DSC equipment by means of a test call
with a coast station at least once a week
 The results of the testing of the VHF and MF / HF equipment by means of a self-
test at least once each day but without radiating any signal
 The on-load and off-load daily test of the batteries
 The results of the weekly hydrometer or load test of the batteries
 The results of the monthly security check of each battery and its connections
 The Record of monthly performance verification (PV) test carried out on Inmarsat-
C
 A record of messages or test messages sent on ‘Telex over Radio’ (NBDP)
The Master must inspect the log and sign each day's entries.
Keep the hard copies of distress-related communications in the logbook.

Retention of Radio Logs

Retain the radio logs as per flag state requirements and the ITU Radio Regulations.
In the event of a casualty occurring during a voyage, retain the logbook for a period as long
as desired by the flag administration.
 6.5 GMDSS WATCH PROCEDURES
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 3 of 3

Marshall Islands and Liberia flag vessels must forward the copies to office after each
voyage or at 6 monthly intervals. Office must retain the logs for 2 years from the date of
receipt. For Liberia Flag, retain logs for 3 years from the date of the last entry relating to a
distress situation / disaster, or longer, if notified by the Administration.
Hong Kong-flagged vessels must liaise with Vessel Manager to arrange for submission of
completed GMDSS logbooks, to Hong Kong Marine Department (MARDEP).

Forms and checklists: References:

CL: D/04 Training Material 97; 94; 69;49; 42; 21
RA: NAV 027, NAV 038, NAV 039, GMDSS MANUAL (IMO)
WI: D/105
FORM:
 6.6 FIRE ALARMS AND FIRE SAFETY ROUNDS
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 1 of 2

Purpose
To outline procedures for attending fire alarms and fire safety rounds.

Fire and Safety Rounds or Patrols

Conduct the fire and safety round at the end of each watch, during periods when majority of
crew are sleeping, generally from 2200 hrs to 0600 hrs.
The Master can designate any personnel for the rounds. Such personnel must be aware of
their duties.
Rounds must include physical checks to ensure all loose equipment are secured, interior
and exterior doors are closed and there are no immediate fire or security risks to the vessel.
The fire and safety round must include an inspection of at least the following spaces:
➢ Accommodation, alleyways and common public spaces
➢ Spaces containing electrical heating equipment – for example, galley and drying
room
➢ Spaces containing electrical plant and equipment – for example, elevator motor
room, navigational equipment room and hydraulic room
➢ Any additional spaces based upon fire risk potential, including spaces not covered
by fire detection system
Make list of spaces and post it on bridge. Establish a system for positive checking.
When taking rounds, carry a radio for communication and on completion, inform OOW.
Make records of rounds in the Deck Logbook.

Caution
During hours of darkness, a lookout should not leave the bridge for fire and safety rounds, as this would
lower the watch level.

Isolation of Fire Zone

Keep the Fire Detection and Alarm System “on” at all times.
The practice of isolating sensors is strongly discouraged. When required to isolate, assess
the risks and comply with the following:
➢ Take Master’s authorisation
➢ Inform Duty Engineer and OOW
➢ Keep isolation period to minimum
➢ During the period of isolation, man the area or post a fire patrol
➢ Display a notice with details of isolation near fire alarm panel
On UMS ships, man engine room, if any of the zones within ER are isolated or not
operational.

Fire Alarms
The ship staff must know of any ‘time delay’ between the activation of the fire sensor and
the ringing of the fire alarm.
On activation of any fire alarm, the OOW must investigate the cause of alarm and on
confirmation of fire, raise the general alarm. Do not leave the bridge until properly relieved.
Note 1
The fire alarm main / repeater control panels located in spaces which are not continuously manned and if
equipment setting allows, must not have ‘time delays’ in sounding a fire alarm.
 6.6 FIRE ALARMS AND FIRE SAFETY ROUNDS
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 2 of 2

Caution
The manual operated call points must not have any ‘time delays’ between activation and ringing of the
general alarm since they will only be activated on noticing the fire.

Forms and checklists: References:

CL
RA
WI
FORM:
 7.1 PASSAGE PLANNING
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 1 of 1

Purpose
To outline the procedure for establishing the most favourable and safest route for the voyage.

Responsibility for Passage Planning

➢ Navigating Officer must prepare the passage plan from berth to berth, prior to
departure
➢ Master must verify this plan
➢ Master must validate the passage plan on ECDIS using the route-checking function
and visual check
➢ Repeat the above whenever the plan is amended or corrections are applied
➢ Master must hold the bridge team meeting as per NMM Chapter “Voyage Execution
and Monitoring”

Note 1
If unable to complete the plan prior to sailing, prepare the first part of the plan and remainder part to be
completed as soon as possible after departure.

Note 2
OOW must validate the plan at the beginning of the watch.

Stages of Passage Plan

APPRAISAL PLANNING EXECUTION MONITORING

• BRIEF THE
• GATHER ALL BRIDGE TEAM • CHECK
INFORMATION • DEVELOP AND AND CONDUCT PROGRESS OF
RELATED TO APPROVE THE SAFE SHIP AGAINST
VOYAGE PASSAGE PLAN NAVIGATION IN THE PASSAGE
ACCORDANCE PLAN
WITH THE PLAN

The passage plan is a dynamic document, which requires constant review, amendments and
Master’s approval. Document and record the amendments, if any.

Forms and checklists: References:

CL D-01 Training Material 76
RA
WI
FORM
 7.2 APPRAISAL
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 2

Purpose
To outline the procedure for gathering information relevant to the passage plan.

Gathering Information
Navigating Officer should start the appraisal stage of the passage planning on receipt of the
voyage orders, considering following factors:
Navigation
Charts
Information available from: Notices and Updates
✓ Navigational charts – Paper/ENC/ Raster Information available from:
charts (if needed) - appropriate scale ✓ Company circulars – Regulation updates and
✓ Routing charts port circulars
✓ Passage planning charts ✓ Notices to mariners – Weekly updates
✓ Load line charts ✓ Navarea warnings
✓ Maritime security charts ✓ Temporary & Preliminary (T&P) Notices
✓ International navigating limits ✓ Local notices
Publications ✓ Local port information from agents
Information available from:
✓ Ocean passages of the world
✓ Ship’s routing
Additional Information
✓ Sailing directions
✓ Draught restrictions -air draught, UKC
✓ List of radio signals
requirements and squat
✓ List of lights, tide tables
✓ Status of machinery – any limitations or defects
✓ Tidal stream atlases
✓ Anchoring and contingency options
✓ Guide to port entry
✓ Pilotage requirements
Routing Information ✓ Ship manoeuvring characteristics
✓ Weather routing, including meteorological ✓ Availability and reliability of navigation aids
conditions and ice limits ✓ Position fixing requirements
✓ Available sea room, traffic separation ✓ Communications including MSI and GMDSS
schemes (TSS), heavy traffic areas ✓ Time zones (including daylight saving hours) for
✓ Depth of water, expected current and tidal departure port, destination port and the transit in
conditions between
✓ IALA buoyage System – Region A or B ✓ Security related documents SSP, BMP
✓ Speed restrictions imposed by local
regulations

General or Operational
✓ Berth requirements ✓ Helicopter operations
✓ Bridge manning ✓ Mooring and tug operations
✓ Bunker calculations ✓ Port entry requirements
✓ Cargo consideration ✓ Security and anti-piracy measures
✓ Commercial and charter consideration ✓ Strength and stability

Environmental Contingency
✓ Ballast water management
✓ Emission Control Areas (ECA)
✓ MARPOL Special Areas ✓ Identify possible “Ports of refuge” enroute
✓ National/ regional requirements ✓ Emergency response plans
✓ Particularly Sensitive Sea Areas (PSSA) ✓ Notifications and reporting
✓ Marine Protected Areas (MPA) ✓ Passage plan amendments
✓ Garbage disposal
✓ Port reception facilities

Navigating Officer must inform Master of any requirements such as charts, publications,
flags and other special information, services or equipment, at the earliest.
 7.2 APPRAISAL
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 2 of 2

Master must ensure the largest scale charts published, where appropriate are available for
the passage and possible “Ports of Refuge” including publications.
In an emergency, Master has full authority to purchase required ENCs, charts, publications
or any other item required for a safe voyage, keeping office informed.
Master must immediately inform office regarding lack of adequate charts or any other safety
issues.
Note 1
Cross check the ‘CRITICAL’ information provided by the agents / shippers with various publications and
with the information used during the appraisal stage E.g., Checking of depths / berth information using
Admiralty Sailing Direction, Guide to Port Entry etc. In case of any concerns reconfirm with agents
keeping Office in copy.

Note 2
Specialized charts include Maritime Security Charts and Passage Planning Charts. If these charts are not
incorporated into ECDIS, ensure paper or digital charts are available onboard and in use.

Forms and checklists: References:

CL: D/01;
RA:
WI
FORM: TEC-25
 7.3 PLANNING
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 1 of 5

Purpose
To outline the procedures for planning the voyage.

Planning the Passage

After completion of appraisal stage, Navigating Officer must consult the Master regarding
preferred routes, clearances, restricted waters, and other concerns anticipated.
Master must define the general route plan, including the guidance on routing of vessel,
satisfying all requirements.
Prepare the passage plan complying with vessel-specific checklist and Company forms,
divided into following legs:
 Berth to open sea (For example - Pilot station)
 Open sea transit
 Transit through restricted waters (For example - Singapore strait transit)
 Pilot station to berth
Where provided, use voyage planning stations, software, weather routeing service, etc to
optimise the vessel’s route. Keep such systems updated as per maker’s instructions.
Note 1
Where provided, AIS tracking websites providing live / real-time traffic data may be used to preview
expected traffic conditions during passage, arrivals, departures, anchorages, etc.

Planning of Vessel’s Routing

Comply with vessel-specific checklist for passage planning. In addition to the checklist,
consider the following local factors:
 Any exceptional phenomena typical to the area – e.g., abnormal waves SE of
South Africa
 Local regulations or speed restrictions
 Special routing and other measures through piracy prone/ security risk areas -
refer to the ‘List of areas of perceived enhanced risks or listed areas’ by ‘Joint War
Committee’ (JWC) and vessel’s Anti-Piracy Plan.
 IMO and non-IMO routeing schemes
Carry out the planning near port approaches and in congested coastal waters with utmost
care.
Master must confirm that the planned passage is the safest and economical considering the
size, draught and type of cargo carried.
Master must advise office soonest, in case of:
 The routing decided by Master is significantly different from the recommended
route, along with intended passage and reason.
 The possibility of encountering hazards during its voyage
Charterers, shore-based weather routing or any other person cannot force the Master to
take a specific route if the Master deems it unsafe.
If in doubt, Master must seek advice from the office. For guidance, refer to the NMM chapter
‘Navigation in Heavy Weather’.
Caution
The Master shall not compromise the safety of life, vessel and environment, for economic reasons.
 7.3 PLANNING
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 2 of 5

Weather Routeing
Refer NMM Chapter – Navigation in Heavy Weather.

Marking of Information on Charts

Mark/ highlight the important information as detailed in vessel-specific passage planning
checklist so that it is readily available and enhances safe navigation.
When marking, take care of following:
 Do not obscure the details and overcrowd the working areas of chart
 Record the information away from the track, drawing attention towards it
 On paper charts, do not use ink to mark courses or highlight any information. Erase
all previous courses and unnecessary information

Marking of No-Go Areas

Mark all depths less than the maximum dynamic draft + minimum UKC required by
Company and underwater obstructions, near and around the course as No-Go Areas.
Caution
No-go areas vary with change of draft and tide and will therefore vary with the time of passage.

Abort Point
Abort point is the final point at which a ship can take action to avoid passing the ‘point of no
return’.
Whereas ‘point of no return’, it is the position after which the ship is committed to enter a
constrained area where it will be difficult for the vessel to turn or re-trace her track.

Position Fixing / Verification Method and Interval

Decide the position fixing frequency and method at the planning stages.
The frequency of position fixing must be such that the vessel does not run into danger
during the interval between fixes.
Intervals not exceeding:
Type of passage
ECDIS (Position Verification) Paper Charts (Position Fixing)
Open Waters 4 hours 2 hours
Coastal waters* 1 hour 30 minutes
Pilotage Waters, Channels,
30 minutes 15 minutes
Fairways, Rivers.
*When navigating within 25 nm from nearest land, where navigational aids and terrestrial objects are available.

On ECDIS, the positions are fixed automatically in real time mode using position inputs from
Global Navigation Satellite System (GNSS) units, e.g., GPS or GLONASS.
Though ECDIS can identify differences between primary and secondary position fixing
systems, verify the reliability of displayed positions, using any of the following methods:
 GLONASS / Second GPS
 Visual / Radar observations
 Parallel Indexing and use of clearing bearings
 Radar Overlay – Verify that the coastal features coincide with the radar echoes
In open sea, GNSS position accuracy can also be verified using the following:
 Dilution of Precision (DOP) checking
 Signal or Carrier to Noise Ratio (SNR or CNR)
 7.3 PLANNING
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 3 of 5

 Receiver Autonomous Integrity Monitoring (RAIM)

Mark the verification on the ENC at stated intervals in NMM Chapter ‘Planning’ using
options provided by each ECDIS maker e.g. “Entering Position”, “Event Mark”, “User Map
Editor” etc.

Platforms or Installations
Do not use platforms or installations as waypoints.
When laying out courses, never direct the course line towards an installation, but to a safe
position outside the 500 m safety zone.
Give wide berth to platforms or installation as far as safe to do so.

Passage Planning in Ocean Waters

Using guidance from the routing charts and ocean passages for the world, select the
optimum ocean route evaluating great circle or rhumb line tracks.
When deemed necessary, Master to request weather routing advice and use discretion to
follow the advised route.
Note 2
A great circle track tends to route into high latitudes. Ensure weather forecast taken; check for bad
weather, strong winds, heavy swell, poor visibility and ice.

Passage Planning in Coastal Waters and Restricted Waters

Approach port or anchorages in accordance with the recommendations given in sailing
directions and port information.
If there is no increase in the voyage distance, Company recommends:
Type of Vessel Recommended Distance from Coast
Tankers / Gas
More than 50 miles
carriers

Dry cargo vessels More than 25 miles

Getting close to land for position fixing is not required with ‘Global navigation satellite
system (GNSS) availability on board.
When planning a coastal or restricted passage consider the following factors:
 Do not go too close to land or hazards when allowing for favourable current or
weather
 Follow applicable rules when passing through TSS or recommended routes
 Use conspicuous lights, beacons and other landmarks for position fixing
 Allow sufficient margin of safety on both sides of plotted track for manoeuvring and
keeping clear of traffic
 Plan the track to facilitate transit in the starboard side of the fairway, for collision
avoidance
 For port approaches, decide safe speed considering the traffic, number of vessel
anchored and the depths available

Caution
Maintain extra vigilance when navigating within 25 miles of the coast.
 7.3 PLANNING
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 4 of 5

Caution
In shallow water, due allowance must be made for the increased draft due to squat and effects on
steering. Squat increases with increasing vessel speed.

Passage Planning in Pilotage Waters

When planning in pilotage waters, consider the following:
 Pilots may not board or disembark at the charted boarding grounds
 Diverting to anchorage without prior notice or without assistance of pilot
 An alternate passage to berth
For further guidance, refer to the NMM chapter ‘Navigation in Pilotage Waters’
Note 3
In an unlikely event when charts are delivered through the boarding pilot, plot the track on the chart prior
to commencement of pilotage. Make note of this intention in the passage plan.

Manoeuvring of Vessel with Lighter Drafts

There is a risk of propeller shaft bearing damage if the propeller is not fully immersed. Such
occasions may arise in approaching dry docks or when asked to arrive at minimum draft by
a terminal, or in certain river ports etc.
In case the vessel is required to transit with the propeller not fully immersed, do not exceed
speeds stated in the ‘RPM/Draft’ table/graph and inform office.
In case ‘RPM/Draft’ table/graph is not available, inform office immediately, before transit.
See reference in TMM chapter ‘Dry Dock Repairs’.

Caution
Do not exceed the speed restrictions given in the ‘RPM/Draft’ graph / table. If this graph / table is not
available, proceed at a minimum speed for safe navigation. Post the vessel’s minimum draft required for
full propeller immersion and ‘‘RPM/Draft’ graph / table, if provided, on Bridge and ECR.

Contingency Planning
For better response of bridge team during emergencies, consider the worst-case scenarios
and contingency actions that may be needed.
Contingency planning must include but not be limited to the following:
 Abort points
 Alternate routes
 Available anchorages
 Waiting areas
 Emergency berths

Caution
Consider contingency planning for each leg of the passage in case of loss of propulsion, power or
steering.

Route Planning on ECDIS

Refer to NMM chapter ‘ECDIS’.
 7.3 PLANNING
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 5 of 5

Forms and checklists: References:

CL: D/01 Training Material 88
RA QA posters 34; 35
WI Anti-Piracy Plan
FORM: TEC-25
 7.4 UNDERKEEL CLEARANCE
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 1 of 7

Purpose
To outline procedures for determining the minimum underkeel clearance (UKC).

This procedure applies to all vessels navigating in open waters, shallow waters, rivers,
within port limits, at anchor and while alongside the berth or moored at Single Point/ Buoy
Mooring (SBM) systems or Conventional Buoy Mooring (CBM) systems.

Definitions
➢ Static draft: It is the deepest draft when the vessel is not making way and is not
subject to squat, sea and swell influences. It includes effect of list, hog/sag, density
of water, icing and water absorption of deck cargo, where applicable.
➢ Dynamic draft: It is the draft of the vessel when subject to squat and other
variables
➢ Other Variables: Includes changes due to heel, sea state (swell and wave),
prevailing weather conditions (due to winds, changes in barometric pressure), local
anomalies, reduced depths over pipelines and other obstructions.
➢ Available Depth: The lowest chartered datum depth plus tide.
➢ Available UKC: Available Depth – Dynamic Draft.
➢ Category Zone of Confidence (CATZOC): These are values used to indicate the
accuracy of data presented on charts to assist mariners with determining a safe
Under Keel Clearance (UKC) as well as safe horizontal clearance from charted
dangers.

Passages Requiring UKC Calculations

As a minimum, calculate the UKC for the following legs using the Company provided form:
➢ Arrival, departure and pilotage waters
➢ Coastal Waters
➢ While vessel is at anchor, berth, SBM or CBM
During Master-Pilot exchange, Master must highlight to the pilot parts of the transit through
shallow waters and discuss the following:
➢ The vessel’s dynamic UKC
➢ The uncertainties derived by the CATZOC

Caution
For tide restricted passages, if planned passage is delayed, update UKC calculations to reflect the new
predicted time and planned speed of passing over critical hydrographic features.

When to Inform Office

➢ Non-compliance with UKC requirements
➢ Non-compliance with UKC requirements after addressing the CATZOC depth
accuracy values
➢ Difficulty in obtaining the actual or controlling depths from the agents or local
authorities
➢ Insufficient water at berth
➢ Where charter party requires vessel to lie safely aground at berth
 7.4 UNDERKEEL CLEARANCE
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 2 of 7

Minimum UKC Required by the Company

Minimum Underkeel Clearance (UKC)

(After making allowance for factors like squat, swell, change of water density, list, heel and
prevailing weather conditions)

While Underway

Location UKC

Pilotage waters, channels,

10% of static draft
fairways, rivers

Coastal waters
20% of static draft
When transiting less than 25 NM from
coastline

Open waters
50% of static draft
When transiting more than or equal to
25 NM from coastline

While in Port

Alongside or engaged in mooring 1.5% of vessel's extreme breadth or 0.3 m,

or un-mooring whichever is greater

CBM, SBM (For tankers only) not less than 20% of vessel’s static draft

Unprotected waters 20 % of vessel’s static draft

At Anchor
Protected / sheltered
10 % of vessel’s static draft
waters

Note:
1. In case of any doubt, comply with higher of the above UKC allowances.
2. If local requirements (charterers, port, canal authorities) have rules that are stricter than the
above criteria, adhere to such higher UKC allowances.
3. For VLCCs transiting Malacca and Singapore Straits, maintain minimum mandatory static
UKC of not less than 4.0 m at Eastern Bank and 3.5 m for remaining part of straits for deep
draft vessels specified in Mariners’ Routing Guide Malacca and Singapore Straits.
4. Protected / Sheltered waters are water bodies with shorelines that are not subjected to the
direct action of undiminished ocean waves.
 7.4 UNDERKEEL CLEARANCE
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 3 of 7

Practical Application of UKC Policy

Underway / Manoeuvring
Minimum Available UKC is equal to or more than UKC required

Safe passage allowed.

Minimum Available UKC is less than UKC required

Consider an alternate safe route. If not available, then:
➢ Reduce speed after taking into account the resulting effect on manoeuvrability of
the vessel and re-calculate squat
➢ Calculate minimum tide required and the available window period for safe
passage
Even after considering the above, if UKC policy is not complied with, Master to inform
Office, in a timely manner.
Follow office advice and always make a full appraisal and risk assessment including
local rules and practices to determine the safe passage.
The decision to proceed is ultimately at the Master’s discretion, in consultation with Office.

When Local UKC Requirements Exist

Local UKC requirement is more than UKC required

Comply with local UKC requirement.

Local UKC Requirement is less than UKC required

In case the vessel is not complying with the minimum UKC required by the Company,
refer to ‘Minimum Available UKC is less than UKC required’
If the port allows lesser UKC, take ‘reasonable action’ to ensure safe transit. Carry out
a risk assessment involving all Senior Officers and the Bridge Team, considering at least
the following:
➢ Port and harbour requirements
➢ If crossing a bar, the time duration required to cross
➢ Height of tide
➢ Nature of bottom
➢ Strength of current
➢ Ability to maintain steerage at low speeds
➢ Number of tugs available
➢ Re-scheduling of vessel transit, lightering, employing a tug for assistance or
amend cargo quantities
Implement required additional control measures in discussion with office.
Masters must continue to seek the latest and most accurate depth and tidal data.
Crosscheck the validity of the data when received through agents or shippers.
Master in consultation with Office will then decide if it is safe to proceed safely through the
area and obtain Office approval.
 7.4 UNDERKEEL CLEARANCE
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 4 of 7

UKC at Berth

Expected UKC is less than UKC required

In consultation with Office and Charterers plan the cargo and ballast operation to meet
the minimum UKC requirement e.g., by rescheduling operations, stowage distribution,
amending cargo quantities, considering tidal factors, etc.
Even after considering the above, if UKC policy is not complied with, Master must inform
Office, in a timely manner.
Follow Office advice and always make a full appraisal and risk assessment including
local rules and practices to determine if vessel can safely remain afloat at all times.
The decision to proceed is ultimately at the Master’s discretion, in consultation with Office.

Local UKC Requirement is less than UKC required

If the port allows lesser UKC, take ‘reasonable action’ to ensure vessel remains
safely afloat at all times. Carry out a risk assessment considering at least the following:
➢ Port and harbour requirements
➢ Height of tide
➢ Nature of bottom
➢ Strength of current
➢ Berth prone to shoaling / silting
➢ Uncertainty of depth information
➢ Consulting Office and Charterers on rescheduling operations, planning stowage
distribution, amending cargo quantities, considering tidal factors, etc.
Implement required additional control measures in discussion with office.
Masters must continue to seek the latest and most accurate depth and tidal data.
Crosscheck the validity of the data when received through agents or shippers.
Check the water density upon arrival and at high and low water phases if the port is subject
to water density changes due to tidal factors.
When the vessel’s draft is close to the maximum draft allowed for the port or berth,
maintain the vessel upright and as close to even keel as is possible.
If alongside and doubt exists about the risk of grounding
➢ Prepare vessel to vacate the berth and inform office. Some Charter Parties require the
vessel to lie safely aground on berth. Discuss the safety precautions with operations
department well in advance. (NAABSA Clause- Not Always Afloat But Safely Aground)
➢ Assess the situation fully, including effects of stress, stability, nature and level of
bottom.
➢ Prepare procedures for maintaining services such as firefighting and engine cooling
water.
➢ Inform office in a timely manner.

UKC at Anchor, SBM or CBM

At the passage planning stage, consider the possible reduction in UKC due to underwater
obstructions, when at anchor or moored at SBM or CBM.
Comply strictly with all local requirements.

Caution
Verify the depths alongside using a hand-lead line / other depth measuring device when: a) Expected
UKC is less than 1m, or b) There is uncertainty / conflicting information on depth, or c) Berths are prone
to shoaling / silting. Comply with procedures in this chapter if UKC requirements are breached.
 7.4 UNDERKEEL CLEARANCE
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 5 of 7

Assessment of CATZOC Depth Uncertainty Values

For details of ZOC depth uncertainty values, refer “NP100”.
ZOC Depth Uncertainty Value is less than or equal to Available UKC

No additional measures required since CATZOC uncertainty is less than the available safety
margin. Record the information in passage plan.
For areas of CATZOC values C, additionally, conduct planning, execution and monitoring of
such passages as per NMM chapter ECDIS.
ZOC Depth Uncertainty Value is more than Available UKC

Request the additional information as below and carry out the risk assessment to decide
whether it is safe to proceed, because the uncertainty is larger than the remaining safety
margin.
Obtain the following information from pilots / agents / other local authorities:
➢ Date of the most recent dredging
➢ Maximum allowed arrival and departure draft
➢ Most recent deepest arrival and 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)
➢ Any another information, such as recommended routes, nature of sea bottoms,
expected weather conditions, transit timings / speed, traffic conditions, etc
Inform the office accompanied by risk assessment, to identify the hazards and set the
necessary mitigating measures. Master in consultation with Office will then decide if vessel
can proceed safely through the area.
For areas of CATZOC values C, additionally, conduct planning, execution and monitoring
of such passages as per NMM chapter ECDIS.

For CATZOC Values D or U

If the vessel must sail in areas of CATZOC values D or U, then consider the following:
➢ Conduct planning, execution and monitoring of such passages as per NMM
chapter ECDIS
➢ Request the additional information and carry out the risk assessment to decide
whether it is safe to proceed. Obtain information from pilots / agents / other local
authorities :
o Date of the most recent dredging
o Maximum allowed arrival and departure draft
o Most recent deepest arrival and 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)
o Any another information, such as recommended routes, nature of sea
bottoms, expected weather conditions, transit timings / speed, traff ic
conditions, etc
➢ If UKC available is less than 50% of static draft, inform the office accompanied by
risk assessment, to identify the hazards and set the necessary mitigating
measures. Master in consultation with Office will then decide if vessel can
proceed safely through the area .
 7.4 UNDERKEEL CLEARANCE
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 6 of 7

Factors Affecting the UKC

The available depth of water and the maximum draft of the vessel are the two important
factors affecting UKC.
Consider the following factors when calculating Available Depth:
➢ Accuracy of hydrographic data
➢ The predicted height of the tide
➢ Changes in the predicted tidal height, caused by winds and changes in barometric
pressure.
➢ Nature and unevenness of the bottom (For example - sand waves and siltation)
➢ Reduced depths over pipelines and other obstructions
Consider the following when calculating the maximum draft:
➢ The reliability of draft observations and calculations, including estimates of hogging
and sagging
➢ Changes in draft due to the density of water
➢ Increase in draft due to heel or trim
➢ Wave response allowance, which is the vertical displacement of the hull due to
heave, roll and pitch motions. Rolling, pitching and heaving can affect the UKC
significantly
➢ Effect of possible icing and water absorption of deck cargo
➢ Vessels handling characteristics and squat due to anticipated speed of transit

Note 1
Squat varies directly as the square of the speed through water. Thus if the speed is halved, the squat is
quartered.

Squat Calculation
Calculate squat during the passage planning stage so that information is available to the
bridge team during the actual passage.
Use the Company provided passage plan form for squat calculations, which uses Dr.
Barrass’s Formula, as explained as below:

Squat information relevant to the vessel for both loaded and ballast passages (in open and
confined waters) must be readily available on the bridge.
 7.4 UNDERKEEL CLEARANCE
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 7 of 7

Change in Draft due to List or Heel

WL Change in
 draft
reading

 = the list or heel, B = breadth of the vessel.

Increase in draft reading = Tan  X B/2

Shallow Water Indications

Some of the indications of shallow waters are:
➢ Vessel becomes sluggish to manoeuvre, increasing the turning circle
➢ Vessel may start to vibrate
➢ Rolling, pitching and heaving motions decrease
➢ Reduction in speed with fluctuating RPM
➢ Increase in squat
➢ Wave making pattern changes with an increase in bow wave and a deep trough at
the midship region

Forms and checklists: References:

CL: Training Material 01
RA: NAV 041 QA Poster 29
WI
FORM: TEC-25
 7.5 OVERHEAD CLEARANCE
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 1 of 1

Purpose
To outline procedures for determining minimum safe overhead clearance.

Minimum Overhead Clearance Requirements

If the safe vertical clearance is neither specifically stated nor obtainable from local
authorities, maintain the following minimum vertical clearances:
➢ 1 m when passing under general obstacles, such as bridges
➢ 2 m when passing under power cables
Before entering an area with an overhead obstruction, inform vessels air draft to the pilot
and local authorities.

Calculation of Overhead Clearance

Use the Company provided form for calculation when passage involves an overhead
obstruction.
The keel-to-mast height is available from the vessel’s drawings. Take into account any
antennas erected on top, which may not have been included in the drawing.
For such calculations, use the draft at the frame that corresponds to the highest point.
Usually suspension bridges have a higher vertical clearance over a central width that
decreases towards the ends of the bridges.
Vessels must be upright during the transit to avoid errors in the calculation of the draft and
the overhead clearance.
Note 1
Where the safe passage depends upon the opening of bridge structure, discuss the local requirements
with pilot, including the required notices, method of communication, restrictions, schedules and plan the
transit accordingly.

Caution
When operating the moveable mast, use extra support lines to take the weight of the mast prior removing
the locking pins. Keep clear of the mast body and other structures.

Non-compliance with Overhead Clearance Requirement

Master to inform office with the calculations and consider the following factors:
➢ Temporary removal or lowering of antennas or fittings
➢ Without compromising the minimum UKC requirements:
• Plan the transit at lower tidal height
• Take additional ballast

Forms and checklists: References:

CL:
RA
WI
FORM : TEC-25
 7.6 CHARTS AND PUBLICATIONS
Navigation and Mooring Manual 01-Jul-2022 Rev 8 Page 1 of 3

Purpose
To outline procedures for management of nautical charts and publications.

Carriage of Charts and Nautical Publications

All vessels must carry adequate and up-to-date official charts, sailing directions, lists of
lights, radio signals, tide tables, notices to mariners and all other nautical publications
necessary for the intended voyage in electronic or paper form.
Master must ensure all valid and up-to-date charts & publications required for the voyage
are onboard and only official charts and publications are used.
The Navigating Officer must maintain and update both paper charts and electronic charts.
Master may delegate other officers to assist, if required.
For ENC and RCDS, also refer to the NMM chapter ‘ECDIS’.

Availability of Navigational Charts for the Voyage

Electronic Charts
For management of ENC and RNC, refer to the NMM chapter ‘ECDIS’.
Paper Charts
Maintain the chart outfit on board based on British Admiralty (BA) chart system and stow
them according to their admiralty folios or serially by the chart numbers.
Order all charts as soon as possible. They should be available before the start of the
voyage.
Where deemed necessary, use local (Non-BA) charts, which are produced or authorised by
a national hydrographic office, for providing additional information only.
Do not use superseded, cancelled and out of date charts for navigation. Such charts must
be marked, removed and stored separately.
Note 1
Replace the damaged, stained and worn-out paper charts, where the information is obscured or not
visible. Do not repair the charts with adhesive tape.

Caution
Using uncorrected or old edition of voyage charts or publications and improper navigational charts (such
as photocopied charts) can cause grounding and are Port State Control detainable items.

Updating Navigational Charts

Refer to UKHO publication ‘How to Keep Your Admiralty Products Up-to-Date (NP 294)’.
Electronic Charts
For management of ENC and RNC, refer to the NMM chapter ‘ECDIS’.
Paper Charts
Use NP-133A for maintaining all records regarding receiving and updating of paper charts.
Give priority to the voyage charts and publications, followed by trading areas, and finally
other areas.
Obtain the updates weekly from NTM or from a service provider.
On completion of the correction, write the NTM correction number on the bottom left corner
of the chart.
 7.6 CHARTS AND PUBLICATIONS
Navigation and Mooring Manual 01-Jul-2022 Rev 8 Page 2 of 3

Update the entry in the NP133A against the chart corrected with a crossed single slanting
line.
When using NTM tracings, mark the corrected tracing with a crossed single slanting line.
Retain the NTMs (electronically or paper copies) on board for 36 months.
Note 2
In the absence of tracings, use hard copies of Notices to Mariners to correct the charts and publications.

Note 3
The Navigating Officer must inform Master with reasons, when unable to correct / update the charts.

Caution
Update the local (non-BA) charts using the NTM published by respective local hydrographic office

Temporary and Preliminary (T&P) Corrections

Electronic Charts
For management of ENC and RNC, refer to the NMM chapter ‘ECDIS’.
Paper Charts
The Navigating Officer is to correct all voyage charts for the relevant T&P corrections in
pencil and write the number and week of the correction on the bottom left hand corner of the
chart.
Maintain a T&P Correction file, sorted area wise as per the Annual Summary of Admiralty
Notices to Mariners. Vessels subscribed to electronic notices to mariners need not maintain
separate file.

Nautical Publications
Digital Nautical Publications
The Navigating Officer must keep the ADP and e-NPs updated, using the instructions
provided by the service provider and referring to NP 294.
Order adequate permits for the voyage and immediate trading area.
Check that the vessel’s Safety Equipment Certificate is appropriately endorsed for using
digital publication.
For installing the digital publications, take note of the following:
➢ Computer systems meet the stated hardware and software requirements and are
protected against computer virus
➢ Software should be installed on two computers with the primary computer easily
accessible to the OOW without having to leave the bridge
➢ Back up computer must be available within a short period. When located away
from bridge, connect it to a printer so that significant data can be printed and made
available
➢ Primary computer connected with emergency source of power

Paper Publications
When carrying hard copies of nautical publications:
➢ 3rd Officer must correct List of Lights and Radio Signals
➢ Upon receiving a new publication, correct it with NTMs applicable from the date of
printing of the publication. Carry out all correction in ink
 7.6 CHARTS AND PUBLICATIONS
Navigation and Mooring Manual 01-Jul-2022 Rev 8 Page 3 of 3

➢ The Navigating Officer will maintain all other nautical publications

➢ File the corrections to Sailing Directions and sort them as per volume. Do not stick
the corrections in the publication itself; however, make a remark in pencil on the
page effected to draw the attention of the reader. For correction of other nautical
paper publications, follow the recommended instructions provided in each
publication.
Note 4
Maintain hard copies International Code of Signals and the IAMSAR Manual for ready availability in case
of emergencies without being restricted to a specific place or a computer.

Note 5
Uninterruptible Power Supply (UPS) can only operate a computer system for short periods. It is not
considered as an emergency source of power.

Paper Chart and Publication Management System

When subscribed, install the Paper Chart and Publication Management System software (in
addition to ADP & e-NP software) on minimum 2 independent computer systems. Keep
each installation up-to-date and maintain it systematically as per the service provider.
When records of chart corrections are electronically maintained and weekly back-ups taken,
a hard copy of NP133A is not required. Follow the vessel-specific work instructions for
taking the back up.
On receiving new or cancellation of a paper chart and every 6 months, synchronise the
paper chart and publication folio with service provider.
Note 6
If electronic versions are available, paper copies of NTMs, Cumulative List of NTMs and Annual
Summary of NTMs are not required.

Verification of Chart and Publication Correction

Master must carry out random verification of paper chart or ENC or RNC (if used) and
publication corrections complying with vessel-specific checklist.

Ships Technical Library

Navigating Officer to maintain the mandatory and recommended publications as applicable
to the type of vessel using the latest General Circular No.18.
When using e-books, list the softwares or computers where installed.
If using electronic version of CG-515, do not order paper copies of CFR 33 or CFR 46 or
MET 515. Check that the supplier sends the four monthly updates.
Note 7
In addition, when using ECDIS, refer to the NMM chapter ‘ECDIS’.

Forms and checklists: References:

CL: D/23 Training Material # 159 - FAQ on ordering of ENC charts
RA: NAV 034 Training Material 161; 161 A / B; 125
WI: D/115, D-/116 NP 231 – Admiralty Guide to Practical use of ENC
FORM: NP 294 – How to Keep Admiralty Products Up-to-Date-
 7.7 MANAGEMENT OF NAVAREA WARNINGS
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 2

Purpose
To outline procedures for management of navigational warnings.

Navigational Warnings
Monitor navigational warnings since they give early information that may be hazardous to
navigation.
There are two sources for receipt of navigational warnings:
➢ Maritime Safety Information (MSI) – broadcasted by IMO approved services such
as SafetyNET (INMARSAT) / SafetyCast (Iridium) .
➢ Navtex
Maritime safety information (MSI) means navigational and meteorological warnings,
meteorological forecasts and other urgent safety-related messages broadcast to ships.
For broadcast details, refer to ALRS volume 3 & 5.
MSI can also be obtained from website of the Navarea Coordinator and Service providers.
Note 1
INMARSAT SafetyNET / Iridium SafetyCast is the primary source of receiving MSI messages. Use MSI
messages from other sources only as an aid to the these sources.

Handling MSI - Navarea Warnings

The Navigating Officer will set and monitor the receivers capable of receiving MSI at least 2
days prior entering a new Navarea, while continuing to monitor the present Navarea.
➢ Prior entering a new Navarea, the Navigating Officer must check the warnings
provided by service providers and plot as required
➢ Print and file the warnings in a separate file as per the list of Navareas
➢ Upon receiving warnings, the Navigating Officer must check that all the warnings
as listed in the weekly “Navarea warnings in force” are available. Henceforth, verify
the status regularly
Upon receipt of Navarea warnings, the OOW must:
➢ Check and make corrections for affected area and inform other watchkeepers
➢ Inform Master, if route needs to be changed or any other concern arises
➢ Initial and mark the print out of warning with appropriate remark such as ‘Plotted on
ENC, RNC or Paper chart (with number)’ or ‘Not applicable’
➢ When correcting ENC or RNC, use the ‘Manual Update or Correction’ function of
ECDIS
➢ If using paper chart, plot the warning and make note at the bottom in pencil

Caution
If a different ocean region is selected than that used by the Navarea coordinator, applicable navigation
warning broadcasts will not be received.

Handling Warnings Received on NAVTEX

The Navigating Officer is to select the appropriate station at least 1 day prior entering a new
area.
The OOW is to ensure that the Navtex is set to the correct station and for the type of
messages required.
 7.7 MANAGEMENT OF NAVAREA WARNINGS
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 2 of 2

On receipt of Navtex messages, follow the same procedures as for Navarea warnings
stated above.
Where ECDIS are set to plot the NAVTEX messages automatically, OOW must verify that
the ECDIS is correctly plotting. If not updated, use manual update function of ECDIS.

Caution
For countries - For example, Australia, New Zealand and Brazil, that do not maintain a Navtex network,
configure the Sat-C for receiving coastal ‘Maritime Safety Information’. Details are available in ALRS
volume 5.

Failure of MSI Receiving Equipment / Navtex

In case of failure of MSI Receiving Equipment or NAVTEX equipment:
➢ Use NBDP if available. Details of stations providing warnings are in ALRS Vol 3
➢ Vessel with internet facility can download warning from each Navarea Co-
coordinator’s web site. Details are available in ALRS Vol 5
➢ Ask office to send the relevant warning

Long Range Warnings Issued by United States

In addition to Navarea IV and Navarea XII warnings, the United States issues HYDROLANT
and HYDROPAC warnings. These are urgent navigation warnings issued by U.S. Navy
Hydrographic Office for Atlantic and Pacific oceans respectively. Details are available in
ALRS Volume 3.

Management of Navareas or Navtex warnings on ECDIS

In addition, when using ECDIS, refer to the NMM chapter ‘ECDIS’.

Forms and checklists: References:

CL:
RA
WI
FORM:
 8.1 VOYAGE EXECUTION AND MONITORING
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 1 of 3

Purpose
To outline procedures for the safe execution and monitoring of the passage plan.

Bridge Team Meetings

Master to chair the bridge team meeting within 24 hours, for at least the following:
 Port arrivals and departures
 Prior entering restricted waters
 Encountering hazards to navigation or heavy weather
 Prior assisting other vessels
 Whenever Master deems necessary and when required by office
All watchkeeping officers, navigation ratings and Chief Engineer should attend the meeting.

Discuss and explain the following in the meeting:

 Passage plan
 Navigational requirements – Hazards, traffic conditions, pilotage and restricted
waters, tides and currents
 Expected weather conditions and visibility
 Watch arrangements, areas of “Red alert” status and management of fatigue
 Status of engine room machinery and engine requirements
 Local regulations and experiences
 Port information and requirements
 Contingency plans
 MARPOL special area, ECA and PSSA.
 Any security related concerns

Note 1
As far as practicable, conduct the meetings under a VDR microphone to ensure proper records of
compliance.

Execution
After determining the time of departure and estimated time of arrival, execute the passage
as per the approved plan.
When executing the plan, consider the following:
 Reliability and condition of the navigational equipment
 Estimated times of arrival at critical points
 Meteorological conditions and weather routing information
 Daytime versus night-time passing of danger areas, especially navigational focal
points subject to heavy traffic

Amending the Passage Plan

The passage plan is a dynamic document, which requires a constant review, subsequent
amendments and Master’s approval. The bridge team to record such amendments in the
passage plan.
Some cases that may warrant change in passage plan:
 Differences in actual sailing and planned draft
 Change in sailing schedule or destination
 Deteriorating weather
 8.1 VOYAGE EXECUTION AND MONITORING
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 2 of 3

 Significant change in route due to weather optimization

 Fatigue of personnel
 Change in status of machinery/ navigational equipment
 Local information from Pilot, agents, VTS
 Anchoring or drifting prior berthing
 Emergencies.

Caution
Do not take unplanned shortcuts to save time and distance, or unplanned deviations to satisfy tourists or
local customs.

Monitoring
Once the voyage has begun, OOW must monitor the safe progress of the vessel in
accordance with the passage plan.
OOW to have the access to passage plan on bridge at all times.

Position Monitoring and Techniques

Regularly verify/ fix the vessel’s position as per passage plan particularly after each course
alteration. For position fixing intervals, refer to the NMM Chapter ‘Planning’
On paper charts, use the following symbols for position fixes:

GPS Fix
Radar / Visual Fix
DR Position

When charting the vessel’s position, where possible:

 Verify GPS derived positions by alternative methods (e.g., GLONASS)
 Use visual and radar position fixing
 Plot every visual/ radar fix with 3 lines of position (LOPs) or 3 distances.
When changing paper charts, transfer the position fix from the chart in use to the new chart.
Use the following one or more position monitoring techniques as per the type of passage:

Position Monitoring Techniques

 Bearings of charted objects to fix the position of the vessel
 Heading transits, providing a leading line along which a vessel can
Visual safely steer
techniques  Beam transits, useful when altering course
 Clearing bearings or ranges, to check that a vessel remains within a
safe area

Radar position  Parallel indexing

monitoring  Radar bearings
technique  Radar ranges
 GPS cross track monitoring
Electronic aids  ECDIS XTL / XTD
 Radar Overlay (RIO) feature
 8.1 VOYAGE EXECUTION AND MONITORING
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 3 of 3

Note 2
All watchkeeping officers must be familiar with parallel indexing techniques. The radar targets used for
parallel indexing must be easy to identify, conspicuous, located outside the clutter and limited to a
number sufficient for navigation.

Caution
Positions obtained by a single radar bearing and distance must be used with caution.

Caution
Use charted floating objects, such as buoys for position fixing and parallel indexing only after positive
identification of their characteristics and verifying the position accuracy by means other than GPS.

Post Voyage Debrief and Review

It is recommended to conduct a de-briefing upon completion of passage and forward any
important feedback to office. The review must include, but not limited to:
 Any deviation from the planned passage and reasons
 Any near-misses experienced
 Unexpected weather and currents
 Experience related to the UKC and CATZOC
 Experience related to areas of high traffic concentrations or the effectiveness of
the planned route including the ECDIS safety settings
 Security issues
 Compliance with local laws and regulations
 Reporting procedures
 Watch condition implementation
 Port information or at sea experience
Reviewing and discussing the surprise playback of VDR and S-VDR recordings is a good
learning tool for the bridge team.

Route Execution and Monitoring on ECDIS

In addition, when using ECDIS, refer to the NMM chapter ‘ECDIS’.

Forms and checklists: References:

CL
RA
WI
FORM
 8.2 NAVIGATION IN COASTAL AND RESTRICTED WATERS
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 1 of 3

Purpose
To outline procedures when navigating in coastal waters and restricted waters.

Definitions
 Coastal Waters: Water areas less than 25 NM from coastline
 Restricted Waters: Areas of heavy traffic including fishing traffic, along with
proximity of navigation hazards and shallow waters, limiting available sea room for
manoeuvring.
When navigating in restricted / coastal waters, TSS, narrow channel, river transits, comply
with vessel-specific checklist and record in Deck Logbook.

Caution
Transit heavy traffic areas with extreme caution at night hours.

Navigating in Coastal Waters

Use the largest scale official ENC or paper chart published. When using local non-BA charts
refer to guidelines provided in the NMM chapter ‘Charts and Publications’
Identify all the relevant navigation marks, especially on radar. Check the characteristics of
the navigational marks before using them.
Verify the position derived from GPS system by alternate means such as GLONASS, visual
and radar.
Use position monitoring techniques as per the NMM chapter ‘Voyage Execution and
Monitoring’.
Navigate on hand steering if required. Record the times and locations of engaging hand
steering in the deck logbook or movement logbook.
Take extra care while entering and exiting Traffic Separation Schemes and at their
terminations due to presence of converging or diverging traffic.
Obtain gyro errors and apply it on all visual and radar bearings.
Use Echo sounder as per the NMM chapter ‘Echo Sounder’.

As per USCG 33 CFR 164.13, all tankers and gas carriers must navigate on hand steering
whilst under pilotage and when underway in the following areas:
 Designated Precautionary Areas (as per 33 CFR 167);
 anchorage ground (as per 33 CFR Part 110); and
 An area within 0.5 nm of any U.S. shore (Base line - 33 CFR 2.20).

Note 1
Do not navigate solely using the radars when in coastal waters. Maintain visual lookout.

Navigating in Restricted Waters

Prior arrival comply with vessel-specific checklist for navigating in restricted waters.
Increase the bridge watch level as per Bridge Manning Matrix.
The Master must be present on the bridge, as far as possible, during the entire period of the
transit. To relieve fatigue, depending on the circumstances, Master may delegate the conn
of the vessel to Chief Officer.
 8.2 NAVIGATION IN COASTAL AND RESTRICTED WATERS
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 2 of 3

Company has identified some of the restricted waters as below. In addition to the
below identified areas, Master’s presence may be necessary in many more areas as
well, which may be restricted waters depending upon vessel size, draft, visibility and
traffic density

Area Coordinates
Line connecting:
• 01 25’ N /104 26’ E To 01 23’ N / 104 28’ E
Singapore straits
and
(See note 2)
Line connecting coordinates:
• 01 14’ N / 103 29’ E to 01 09’ N / 103 26’ E

Line connecting coordinates:

Malacca straits -
• 02 49’ N / 101 06’ E to 02 43’ N /101 03’ E
approaching One
and
Fathom Bank
Line connecting coordinates:
(See note 2)
• 03 02’ N /100 49’ E to 02 54’ N / Long: 100 43’ E

Line connecting coordinates:

• 50 32’ N / 000 03’ W to 50 16’ N / 000 03’ E
and
Line connecting coordinates:
Dover straits- North • 52 04’ N / 003 08’ E to 52 11’ N / 002 56’ E
Hinder
(See note 1) Relatively Higher Critical Areas
Line connecting coordinates:
• 50 32’ N / 000 03’ W to 50 16’ N / 000 03’ E
and
Line connecting coordinates:
• 51 07’ N / 001 31’ E To 51 04’ N / 001 46’ E
North - South line drawn at Long.: 005 18’ W
Strait of Gibraltar
and
North - South line drawn at Long.: 005 50’ W
Baltic sea – Approaches North - South line drawn at Long.: 010 00’ E
to Skagen and
East - West line drawn at Lat.: 57 30’ N

Line connecting coordinates:

Baltic sound • 56 06’ N / 012 30’ E to 56 08’ N / 012 33’ E
and
• East - West Line drawn at Lat.: 55 10’ N
East-West line drawn at 55 38.8 N / 010 49.0 E
Route Off Langeland and
East-West line drawn at 54 40.0 N / 010 54.0 E
North - South line drawn at 55 27.5N / 014 35.5 E.
TSS off Bornholmsgat
and
North - South line drawn at 55 01.9 N / 013 58.8 E

East - West line drawn at Lat.: 24 00’ N

Taiwan straits
and
East - West line drawn at Lat.: 22 50’ N

East - West line drawn at Lat.: 26 27’ N

Straits of Hormuz
and
North - South line drawn at Long.: 056 20’ E
Red sea – North - South line drawn at Long.: 043 30’ E
Bab-El – Mandeb and
East - West line drawn at Lat.: 13 00’ N
 8.2 NAVIGATION IN COASTAL AND RESTRICTED WATERS
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 3 of 3

Area Coordinates
East - West line drawn at Lat.: 27 30’ N
and
East - West line drawn at Lat.: 29 50’ N

Relatively Higher Critical Areas

Red Sea – Gulf of Suez
Between POB position (East/ West line at Lat.: 29 50’ N) to South AS
(See note 1)
Light Float
• Area adjoining for Bank and Off Ras Sukheir between line joining
28 12’ N /033 15’ E to 28 14’ N / 033 19’ E and the southern
extremity of precautionary area off Ras Sukheir.
• Area off East Zeit and Hil Al Oilfields between an East/ West Line
at 27 53’ N and an East/ West Line at Lat.: 27 48’ N.
Bosphorus Strait or North - South line drawn at Long.: 028 50’ E
Strait of Istanbul and
East - West Line drawn At Lat.: 41 20’ N

Dardanelles Strait or North - South line drawn at Long.: 025 57’ E

Strait of Canakkale and
North - South line drawn at Long.: 026 45’ E
East - West Line drawn at Lat.: 06 04’ S
Sunda Straits
and
North - South line drawn at Long.: 106 30’ E
Line connecting co-ordinates:
Laoteishan TSS • 38 26.28 N / 121 20.83 E to 38 43.47 N / 120 42.38 E
Line connecting co-ordinates:
• 38 23.88 N / 121 12.64 E to 38 35.88 N / 120 44.72 E
Note:
1. The Gulf of Suez and Dover Straits-North Hinder are long passages. Within these areas,
‘Relatively Higher Critical Areas’ have been identified, where Master’s presence is strongly
recommended.
2. When transiting through Malacca and Singapore straits, follow the IMO adopted “Rules for
Vessels Navigating through the Straits of Malacca and Singapore,” available in IMO routing guide
and the Sailing Directions.
3. Tankers on passage between any North Sea ports within the Netherlands and Germany, except
those ports whose areas adjoin each other, are required to use the mandatory route from North
Hinder to the German Bight and vice versa. Refer to IMO Routing Guide for details.
4. When pre-arrival checks have been carried out within 24 hours of transit, it is not required to
repeat these checks provided vessel is in state of readiness to manoeuvre at all times.

When transiting Magellan Strait, consider the following:

 Maximum draft is 21.3 m - when draft is more than 13.7 m obtain permission from
the Argentine Maritime Authority before transit.
 Daylight and draft restrictions for large vessel.
 Spring tidal range is from 7 - 9 m and tidal streams can reach 8 knots.
 Wind speeds of up to 50 knots (peak between mid - September to end of March).
 Frequent violent and unpredictable squalls.
 Navigable water narrows to less than 1 nautical mile.

Note 2
In restricted waters, run an additional generator in parallel.

Forms and checklists: References:

CL: D/03, D/09, Admiralty Mariner’s Routing Guide
RA: NAV 003; NAV 003A, NAV 011 IMO Routing Guide
WI
FORM:
 8.3 NAVIGATION IN PILOTAGE WATERS
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 1 of 3

Purpose
To outline the procedures for navigation with Pilot on board.

Responsibility
Master and OOW remain responsible for safe navigation of vessel with Pilot on board. The
Pilot forms part of bridge team and directs the navigation of the vessel, supported by bridge
team.
The word Pilot includes persons with similar role e.g., Mooring Master, Lightering Master,
Marine Advisor, Deep Sea Pilot, etc.

Safe Pilot Boarding

Make early contact with Pilot station for better planning of Pilot boarding time and location.
Ensure that means of embarkation and disembarkation are positioned, securely rigged to
strong points (as per vessel’s drawing), checked and manned. Place a lifebuoy with self-
igniting light and separate heaving line at boarding point.
An officer with a radio must supervise the rigging, boarding and disembarkation of the Pilot.

Caution
The OOW should not leave the bridge to oversee the Pilot embarkation / disembarkation preparations
and operations on deck.

Master-pilot Information Exchange (MPX)

Present the ‘Pilot card’ to the Pilot.
Master must exchange information as per the vessel-specific Master-Pilot exchange
checklist.
Discuss with Pilot, the vessels planned transit, any deviations expected and anticipated
UKC including the uncertainties derived by the ZOC category of the chart covering the
transit and at berth. If required, amend the passage plan and record it.
If Pilot refuses to sign, make an entry about it in the logbook.
If more than one Pilot is required or supernumerary Pilots are on board:
➢ Involve all pilots in MPX
➢ Bridge team must clearly understand each Pilot's role and responsibility, including
duty periods.
Vessels bridge team and Pilot must have an agreement and shared understanding on the
passage plan, monitoring of the plan and any changes in individual Bridge Team
responsibilities made before pilotage commences.
Note 1
Complete the MPX prior any transfer of conn or responsibility takes place. If not possible to do so, carry
out the minimum required exchange, politely reminding the Pilot to complete it when situation eases.
Repeat the MPX on change of pilot, if any. Maintain record of completion of MPX and transfer of con.

Note 2
As far as practicable, carry out the MPX under a VDR microphone. Master must request the Pilot to sign
the MPX checklist.

Note 3
In addition to MPX after berthing, the Master must discuss the outbound pilotage plan to assist in making
an effective departure passage plan.
 8.3 NAVIGATION IN PILOTAGE WATERS
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 2 of 3

Caution
Master should discuss and state on the Pilot card, all defects that might affect safe navigation or
manoeuvrability of the vessel.

Duties of Bridge Team During Pilotage

The duties of OOW include:
➢ Monitoring vessels position and UKC in relation to the passage plan
➢ Tracking other vessels for collision avoidance
➢ Check the rate of turn, rudder angle and RPM indicators when helm and engine
orders are given
➢ Communication and reporting, unless agreed during the planning stage that the
Pilot would do the same
The bridge team must be ready to be able to always take over from the Pilot.
The Pilot, Master and bridge team must work together for early detection of errors.
OOW must operate the navigational equipment and assist Pilot as necessary. Only ship
staff will operate the main engine and bow thruster. Never allow the Pilot to operate them
physically.
Pilot must be allowed access to bridge equipment.
Note 4
The pilot should always be expected to explain instructions exchanged with other ships, pilot boats, tugs
and vessel traffic services (VTS) to the Master and bridge team in English or a defined working language
common to all personnel involved.

Caution
If the vessel is frequently calling the same ports, be careful that bridge team members do not become
complacent.

Challenge and Response

Caution
Any member of the bridge team, on noting a deviation from the agreed plan (or a potential navigational
error), must not hesitate to challenge the Pilot in a timely manner and confirm if the Pilot is aware of the
deviation or error. Take overriding action if the Pilot’s actions are not sufficient for the safety of the vessel.

Deep-sea / Optional Pilots

Deep sea pilotage is a service provided for navigation in confined and busy waters. In
certain areas, IMO resolutions strongly advise using deep sea pilots. Master must give due
consideration to these recommendations.
If Master deems necessary to use the deep-sea/ optional pilot when navigating in optional
pilotage areas (E.g., Dan pilots from Great Belt to Gedzer), inform the charterers and office
in sufficient time to make necessary arrangements.
If deep-sea pilots are not employed due to any reason, Master should always maintain a
minimum bridge manning level 3 with the Master/ Chief Officer present on bridge in such
waters.
Inform office for approval, when the charterers offer incentive to the Master for not taking a
Pilot in optional pilotage area.
Note 5
 8.3 NAVIGATION IN PILOTAGE WATERS
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 3 of 3

When taking decision on optional Pilot, do not compromise the safety of life and that of the vessel.

Forms and checklists: References:

CL: D/06, D/07, D/08 Training Material 164; 75
RA: NAV001, NAV013
WI:
FORM:
 8.4 NAVIGATION IN RESTRICTED VISIBILITY
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 1 of 2

Purpose
To outline procedures for navigation in and around areas of restricted visibility.

Comply with the Rule 19 of ‘International Regulations for Preventing Collisions at Sea’
(COLREGs) besides other applicable rules.

Precautions on Encountering Restricted Visibility

When the visibility is ≤ 3nm or as defined by Master, whichever is greater, OOW must call
Master and comply with the vessel-specific checklist.
Do not rely on the sound signals of vessels for estimating range and direction. Weather
conditions can greatly influence the audibility range.
Proceed at a safe speed adapted to the prevailing circumstances and conditions keeping
engines ready for immediate manoeuvre.
Verify the operating condition and performance of essential machineries of the vessel.
Note 1
At night, with no visible target on radar, presence of fog can be detected by observing the backscatter
from navigation lights.

Note 2
Do not hesitate to reduce speed. Commercial considerations are secondary to the safety of life and that
of the vessel.

Bridge Manning Level

Increase the bridge manning level as per the NMM chapter ‘Composition of Bridge Team’.

Use of Radar
Operate and use both radars and ARPA effectively to detect and monitor the movements of
vessels in vicinity.
Use radars on different scales, one on long range for early detection of targets and one on
short rage for monitoring the vessels in vicinity. S” band radars are less affected by fog and
rain.
Radar may not pick up certain small targets due to the presence of clutter, attenuation,
over-suppression etc.
The targets within the blind and shadow sector of the radar may not be detected. If
circumstances permit, make frequent small alterations of course (4~6 degrees) to scan the
blind and shadow sector for targets.

Caution
Do not make assumptions based on scanty information, especially scanty radar information.

Caution
Exercise extreme caution, when relying on information from Radar and AIS.

Berthing in Restricted Visibility

If considered safe, carry out berthing only as regulated by port / terminal rules.
In the absence of any guidelines, abort the berthing when visibility drops to less than half a
mile.
 8.4 NAVIGATION IN RESTRICTED VISIBILITY
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 2 of 2

Contingency Planning
When in doubt about the safety of vessel, consider the possibility of anchoring the vessel in
suitable depths.

Forms and checklists: References:

CL: D/10 COLREGs Rule 19 & 35.
RA: NAV 020
WI:
FORM:
 8.5 NAVIGATION IN HEAVY WEATHER
Navigation and Mooring Manual 01-Jul-2022 Rev 8 Page 1 of 5

Purpose
To outline procedures for navigation when encountering heavy / adverse weather.

Definition
Heavy / Adverse Weather: Generally, heavy / adverse weather conditions are any
conditions causing heavy vessel movements or shipping sprays / seas which may result in
injuries to crew, damage to the vessel or its equipment and cargo.

Vessel Behaviour
Vulnerability and behaviour of a vessel in heavy weather condition may differ for each
vessel and depend upon various factors. For example - course and speed relative to the
waves, vessel size, hull geometry, range of stability, natural period of roll, windage and
engine power available.
Weather conditions such as wind speed, significant wave height, wave period or length and
encounter period are the major factors affecting vessel’s behaviour.
Taking into account the above conditions and with aid of advance planning and routeing,
avoid successive high wave attacks to minimise the effects of heavy weather.
Before the onset of heavy weather, comply with the vessel-specific checklist and record in
Deck Logbook.
Note 1
Safety of life and vessel takes precedence over all the other considerations.

Caution
High wave heights, due to high stored energy, are one of the most common reasons for heavy weather
damage and hence must be avoided if possible.

Weather Monitoring and Reports

Monitor & obtain weather reports at 6 hourly intervals by all available means.
When unable to receive sufficient weather forecasts, request office for assistance.
Inform Master immediately, on noticing any indication of bad weather.
Master to review the vessel’s route as per the forecast weather conditions and seek
assistance from weather routeing services.
Analyse the wind & wave height charts and weather reports to decide the safest distance to
pass from the tropical revolving storms (TRS) or middle latitude depression.
When navigating in vicinity of middle latitude depressions and tropical storm, refer to
additional guidance in the NMM chapter ‘Navigation in Vicinity of Middle Latitude
Depressions’.

Caution
The most common reason for heavy weather damage is lack of proper route planning taking into
consideration the 96 hrs, 72 hrs, and 48 hrs forecasts during planning.

Safety of Personnel
Do not send out any personnel on deck unless necessary for the safety of vessel and only
after careful evaluation of the situation. Comply with the Company provided permit to work
system.
 8.5 NAVIGATION IN HEAVY WEATHER
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Master to delay any access to the main deck until the safest possible condition is achieved
by adjustment of course and speed basis observation of the wave pattern.

Caution
No one must go on deck without Master’s explicit orders.

Informing Office
Master must inform office when vessel expects to encounter Beaufort scale 9 and above or
significant wave heights in excess of 6 m on vessel’s planned route with the following:
➢ Present situation and weather forecast
➢ Every 6 hourly intervals the situation and forecast
Inform office in case of any deviation from the planned track.

Weather Routeing
Master to make optimum use of any shore-based weather routeing services provided to
vessel.
Where Master feels that the use of a weather routeing service is advisable, request
charterers or owners/ operators to provide such service giving appropriate reasons and
keeping office in copy. Inform office if such requests are declined.
If the Master has justifiable reasons to be concerned about the recommended route:
➢ Deviate from the recommended route in the interest of the safety of the vessel
➢ Immediately inform the weather routeing service, office and all parties concerned
stating the reasons for departing from the recommended route
➢ Discuss with the weather routeing services for alternate route
Masters are encouraged to provide comments on the quality of weather routeing to the
office.
Note 2
When navigating in higher latitudes vessel will encounter complex weather systems and weather routeing
is particularly important.

Caution
Though advice given by weather routeing services is generally the most favourable in the prevailing
circumstances, Master must take decision using weather reports from all available sources.

Action in Ballast Condition

Consider taking heavy weather ballast in good time, to reduce:
➢ Free surface effect in the tanks
➢ Vibration due to frequent emergence of the propeller
➢ Pounding stresses at the fore and aft ends of the vessel. Where required increase
the forward draft
Always maintain more than the heavy weather related minimum draft.

General Action to Mitigate Effect of Bad Weather

Consider reducing speed / altering course:
➢ To minimise rolling, pitching, amount of green seas on deck and the impact of
waves against vessels hull
 8.5 NAVIGATION IN HEAVY WEATHER
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➢ To avoid bow damage, especially the waves coming from 2-3 points on the bow
➢ If engines are overloaded
➢ If slip increases more than 25%
Additionally:
➢ Switch to hand steering if required
➢ Consider running two generators (in parallel), during heavy weather. Discuss with
vessel manager for ship specific procedures
For Panamax bulk carriers, additionally observe wave beating frequency and alter course or
reduce speed as per below table:

Ship’s condition A/B 1.2 1.3 1.4 1.5 1.6

Wave beating frequency 1/8 1/11 1/15 1/23 1/50

Where
• A = Current freeboard at the forward perpendicular (minus bulwark height)
• B = Minimum Bow height (obtained from the Trim and Stability Booklet)
For vessel of length below 250m, it can be calculated as:
B =0.056L (1-L/500) 1.36/Cb+0.68 (in meters).
Wave beating frequency: Number of waves washed over bow deck compared to number
of times the vessel pitches. It varies according to type of ship and free board. For example,
if 1 wave washes over bow deck for every 8 times a vessel pitches, the frequency is 1/8.

Note 3
Reduce the speed well in time, especially on vessels with high stresses due to load distribution.

Note 4
For collision avoidance, take action well in advance and with greater caution. Effects of weather may
make it difficult to maintain vessel’s heading.

Caution
Heavy weather may cause considerable damage to ship’s hull especially to the forepart of vessels
assigned reduced freeboard and on tankers.

Heaving to Wind or Sea

In severe heavy weather conditions, to avoid heavy weather damage, it may be necessary
to heave-to wind or sea.
In general, the most favourable condition is keeping the wind and sea about 0-45 degrees
on bow with minimum speed to maintain steerageway safely without broaching to (turning
broadside to the seas and losing steering control).
Masters must consider the effect on sea conditions when winds are contrary to the current
or swell patterns.
Vessel might encounter freak or abnormal wave phenomena in the Agulhas current and the
Gulf stream.

Caution
Minimum steering speed in these circumstances may lead the vessel to drift astern / in the direction of
the wind and waves at a considerable speed. So consider this if heave-to conditions are expected, so as
to avoid the risk of grounding or beaching on a lee-shore.
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Running with the Wind (wind from astern direction)

Adjust the speed to avoid or reduce:
➢ The rolling effect
➢ Shipping heavy seas over the poop
Pooping can cause damage to the accommodation and machinery space structures as their
large flat surfaces offer great resistance to waves.

Turning in Heavy Weather

Turning the vessel in adverse weather could result in a dangerous situation when vessel is
“beam on to the sea”.
If it becomes necessary to turn around on to a reciprocal course, carry out the turn very
carefully:
➢ Reduce the speed to the minimum to maintain steerage and little headway
➢ Inform the crew
➢ Observe wave-development cycles closely and try to predict the arrival of the
relatively calm period
➢ The best time to start the turn is when vessel is “beam on to the sea” during one of
calmer periods
➢ Use adequate engine power with wheel hard over, so that the vessel turns abeam
to the seas during relatively calm period
➢ Once the vessel is almost beam to the sea, use maximum power with the wheel
still hard over, to turn quickly -maximum turning moment is required at this stage
➢ Maximum leeway is experienced when vessel is abeam to the seas. At this time ,
risk of damage is also maximum
Note 5
A well-immersed propeller and rudder will assist the turn. Vessel’s lateral windage area affects the
turning ability. For example, a loaded vessel or vessel with low superstructures will turn better than a
vessel in ballast or with high superstructures.

Synchronous Rolling
Synchronous rolling is caused when vessel’s natural rolling period (TR) becomes
synchronous or resonant with the wave encounter period.
To reduce synchronous rolling:
➢ Use ballast water to alter the vessel KG. This should alter the GM T and hence the
natural rolling period (T R ) to a non-synchronous value.
➢ Introduce a yawing effect, by changing the course of the vessel so that there will
be a change in the approaching wave frequencies.
➢ Alter the vessel’s speed until synchronism or resonance no longer exists with the
wave frequency.

Caution
In synchronous rolling, vessel will heel over. In exceptional circumstances, vessel will be rolled further
over by the action of the wave. There is a serious danger that the vessel will heel beyond a point of angle
of heel from which it may not return to an upright condition.
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Parametric Rolling
Pitching motions on vessels, which have very fine bowlines together with very wide and full
stern contours, such as container ships, are prone to a phenomenon called Parametric
Rolling.
Deck Officers must familiarise with the available software on board, which allows estimation
and displays potential conditions and counter measures to avoid parametric rolling.
For details on parametric rolling on container vessels, refer CNM Ch. Parametric Rolling.

Disabled in Heavy Weather

Different vessels drift differently under the influence of wind, current and wave forces.
When drifting towards danger, use the following, that could influence vessels drift direction
and speed:
➢ Changing the vessels heading in relation to the wind direction before losing all
control
➢ Changing vessels heel or trim
➢ Use of anchors
➢ Use of engines / thrusters or steering, whichever is available
For further guidance, refer to ‘Perils at Sea and Salvage’ by OCIMF.

Checks after Heavy Weather

After any bad weather, carry out necessary checks to establish the status of all the
equipment including sounding of tanks.
Prior to starting any electrical equipment which could have sustained damage, first inspect
and test the concerned machinery against shorting/ low insulation etc.

Forms and checklists: References:

CL: D/11; D/12 Training Material 154
RA: NAV002 Routeing Charts
WI Mariners Handbook
FORM: PTW-05
8.6 NAVIGATION IN VICINITY OF MIDDLE LATITUDE DEPRESSIONS
Navigation and Mooring Manual 01-Mar- 2020 Rev 1 Page 1 of 2

Purpose
To outline procedures for navigation in vicinity of Middle Latitude Depressions.

Description
Depressions / Middle Latitude Depression (MLD) are areas of low pressure located between
30° and 60° latitude causing unsettled weather conditions such as strong winds and high
seas.
Depressions develop when warm air from the sub-tropics meets cold air from the Polar
Regions.

Caution
The effect of depressions can extend up to 1500 NM producing gale force winds and very high,
persistent and dangerous seas and swell.

Typical Weather Sequence

The following figure and table summarises typical sequence of weather that is likely as an
approaching MLD passes over a stationary observer. Use these when navigating in or near
areas of frontal depressions for assessing the weather sequence.

Weather Sequence on the passage of a Depression in the Northern Hemisphere

WARM FRONT COLD FRONT

Reference In advance At passage Warm sector At passage Afterwards
points A B C D E
Falls Stops falling & Rises
Pressure Constant Sudden Rise
Steadily steadies slowly
Suddenly
Suddenly veers
Wind Direction Steady Steady veers by about Steady
by about 90◦
90◦
Gradually
Wind Force Increases Steady Steady Squalls
Increases
Cirrus, Stratus or
Low Nimbo- Cumulo- Alto-cumulus or
Clouds Cirrostratus, Strato-
stratus nimbus Cumulus
Altostratus cumulus
Continuous Cloudy with Heavy rain, Heavy rain &
Precipitation
Weather heavy rain or occasional thunder, then occ.
stops
snow drizzle lightening showers
Good except Poor due to Poor due to Very good except
Visibility Poor due to fog
in showers fog squalls in rain.
 8.6 NAVIGATION IN VICINITY OF MIDDLE LATITUDE DEPRESSIONS
Navigation and Mooring Manual 01-Mar- 2020 Rev 1 Page 2 of 2

Depressions usually have well-defined warm and cold fronts, as the warm air rises above
the cold air. They usually move in an easterly direction and at times very quickly.
The figure below shows the general path followed by MLDs.

In general, vessels navigating in winter months in latitudes more than 30o must exercise
extra caution about such depressions.
A depression appears on a synoptic (weather) chart as a set of closed curved isobars
with winds circulating anticlockwise in Northern hemisphere and clockwise in southern
hemisphere.

Precautions for MLD

When planning a passage, consider the weather with due regard to MLDs and their
predicted paths.
Generally, it is not possible to completely avoid the effect of MLD, since the area affected is
large.
At least 12 hours prior to departure port, obtain latest weather report and plot the expected
track of the MLD. Subsequently obtain weather reports every 6 hrs. Monitor forecast for
weather and wind and wave heights for 96 hrs, 72 hrs and 48 hrs.
Note 1
Wave height charts give direction and height of wave and are a vital tool in planning avoiding action.

Caution
Monitor depressions below 990 mb closely and keep clear with maximum distance possible. Monitor the
weather continuously during the voyage.

Forms and checklists: References:

CL: D/11, D/12 Routing Charts
RA: NAV002 Sailing Directions
WI: Mariner’s handbook
FORM: PTW-05
 8.7 NAVIGATION IN VICINITY OF TROPICAL REVOLVING STORMS
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 1 of 4

Purpose
To outline procedures for navigation in vicinity of Tropical Revolving Storms.

Description
Tropical revolving storms (TRS) are intense rotating depressions that generally develop
over oceans in tropical latitudes and can cause severe damage to a vessel.
They are termed as Hurricane (North America), Typhoon (China Seas) and Cyclone (Indian
Ocean). Guidance is available in sailing directions and NP 100 Mariner’s Handbook.

Using Navigable and Dangerous Semi-Circle for Minimizing Effect of TRS

TRS usually travel in Westerly direction and near 20 degrees latitude, they normally recurve
in NE direction in the Northern Hemisphere and in SE Direction in the Southern Hemisphere.
Two sides to a TRS are: ‘Dangerous Semi Circle’ and ‘Navigable Semi Circle’

In the ‘Dangerous Semi-Circle’, the wind and the storm travel in the same direction. The
combination of the movement of the storm plus the already fast moving winds cause
stronger winds than elsewhere in the TRS and push the vessel into storm.
 8.7 NAVIGATION IN VICINITY OF TROPICAL REVOLVING STORMS
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The ‘Navigable Semi-Circle’ is the safer half of a TRS. Here even if the TRS was to
recurve, it would be in a direction away from the vessel. The wind and sea state will be less
severe than in dangerous semi-circle.

Caution
The “Dangerous Quadrant” is the most dangerous area in the TRS. If vessel was in this quadrant, the
TRS would recurve around the vessel leaving limited options to escape.

Avoiding Actions to Keep Clear of TRS

These actions are in addition to guidelines provided in the NMM chapter ‘Navigation in
Heavy Weather’
Monitor weather reports at six hourly intervals. Missing even one weather report is
dangerous as the tracks of TRS are unpredictable. When unable to receive sufficient
weather forecasts, request office for assistance.
There are two avoiding actions provided in this procedure, each from different sources.
Master to use either of them, whichever is most suitable in the prevailing circumstances.
➢ Use of Safety Sector for keeping a vessel clear of a TRS – From ‘HMSO’;
Meteorology for Mariners
➢ 1-2-3 Rule of Tropical Cyclone Avoidance issued by US NOAA
➢ Determining Dangerous and Navigable Semi-Circle

Caution
Master must take early action, to keep at least 200 NM from the eye of the TRS.

Use of Safety Sector – Avoid the ‘Danger Area’

In order to guard from the ‘erratic’ movement of TRS, plot a ‘Danger Area’ based on the last
reported position and its projected track for next 24 hrs.
➢ Determine the last reported position of storm
➢ From this position, lay off the forecasted track of storm for next 24 hrs
➢ Create a 40-degree sector on either side of projected track
➢ This sector indicates the likely movement area of storm center in next 24 hrs
➢ Carry out the above on receiving each update and keep clear
 8.7 NAVIGATION IN VICINITY OF TROPICAL REVOLVING STORMS
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Note 1
The safety sector is a rule-of-thumb method of keeping clear. The effectiveness depends on the
availability of position of the storm centre and its progress. The accuracy is on the assumption that the
storm will not alter course more than 40o without detection.

1-2-3 Rule - Avoid the ‘Minimum Danger Area’

Use 1-2-3 Rule to construct the ‘Minimum Danger Area to Avoid’ so as to navigate around
the tropical cyclones in the North Atlantic Basin.
Take 34 knots wind or higher as the criteria to avoid. Any vessel near a TRS should make
every effort to remain clear of the maximum radius of forecasted 34 kn winds associated
with the tropical cyclone.
The 34 knots or higher wind field is chosen as the critical wind speed because at this level,
wind and sea conditions significantly limit vessel manoeuvrability.
Note 2
The state of the sea outside of the radius of 34 knots winds can also be significant enough to limit course
and speed options.
 8.7 NAVIGATION IN VICINITY OF TROPICAL REVOLVING STORMS
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Forms and checklists: References:

CL: D-11; D-12 Routing Charts , Sailing Directions, Mariner’s handbook
RA: NAV006 HMSO Book ‘Metrology for Mariners’
WI U.S. NOOA guidelines on 1-2-3 Rule
FORM:
 8.8 NAVIGATION IN ICE
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 1 of 8

Purpose
To outline safe navigation procedures when vessel is transiting through ice-infested waters.

Principles of Ice Navigation

These principles are applicable when transiting through ice infested waters.
Navigation in ice-covered waters is an evolving process, requiring a flexible approach to the
planning and execution.
Refer and comply with the following:
➢ Navigation principles mentioned in this chapter.
➢ Vessel-specific checklists for cold weather precautions and ice navigation
➢ Local regulations and guidelines
For additional information, read the chapters on ‘Ice’ in the Mariner’s Handbook (NP 100).
Note 1
When trading in polar waters, refer NMM chapter ‘Navigation in Polar Waters’ and vessel-specific Polar
Water Operational Manual (PWOM).

Passage Planning
In addition to the general principles mentioned in NMM chapters ‘Voyage Appraisal and
Planning’ and ‘Voyage Execution and Monitoring’, take into account the following:

Additional Points to Consider when planning passage in ice.

Planning
Description
Stage
Use all sources of information such as ice charts, radar sat images, visual
observations and information received from marine communications and
traffic services centres.
Using this information, helps to plan the best route and determine a good
Appraisal ETA.
Carry sufficient fresh water, supplies and manoeuvring fuel accounting for
delays.
Caution: Avoid ice. Where available use the alternative safer route or go
around the ice rather than through it.
Using the information obtained at appraisal stage to plan the best-intended
route. When planning consider following points:
➢ Type of ice expected along the intended route
➢ Ballast exchange
➢ Draft
➢ Freezing spray
➢ Deck cargo
Planning ➢ Weather expected
➢ Fuel consumption
➢ Watchkeeping and Manning levels
➢ Expected iceberg concentrations
➢ Swell/sea conditions
➢ Expected ice edge

See additional notes below.

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Planning
Description
Stage
Discuss the plan during the Bridge Team Meeting.
Execution Changes in weather and ice conditions will affect the intended route,
requiring numerous amendments to the routes, during the voyage.
Monitor and maintain the vessel along the intended route, especially when
in confined waters and when near shoals & islands.
Monitoring Note: Notwithstanding above, manoeuvre the vessel as per Master’s and
Ice Advisor’s discretion to follow open water leads, avoid areas of pressure
& ridging and avoid large floes.
Notes:
1. It may be necessary to stay in the pack ice, if expecting heavy weather and freezing
spray outside of the pack ice. Re-entering the pack ice, when in open waters and with
a large swell, might cause damages.
2. If the pack ice is closed and under pressure due to strong easterly wind, plan the
route near the ice edge, inside enough where the swell is dampened and the vessel
can still make good progress.
3. In winters:
o Freezing spray occurs continuously in open water areas. Vessel should stay in
the new / first year ice to avoid shipping freezing spray.
o Traffic Separation Schemes (TSS) are suspended due to the prevailing ice
conditions in the area. Vessels beset in ice and not following the recommended
ice routing are low on the priority list of ice breaker services.
o In critical areas, most of the conventional buoys are replaced with unlit winter
spar buoys. When position fixing, do not rely on the charted or listed
characteristics of these lights. Exercise caution when navigating in areas where
unlit winter spar buoys, as these may be off position, of a dull or misleading
colour or missing from the charted position

Note 2
Maintain good trim by the stern (Ensure propeller blades are immersed as deep as possible and below
the thickness of level ice to be navigated) for better manoeuvrability and protection of propeller and
rudder. For ice class vessels, ballast and trim the vessel, so that any contact with ice is made within the
vessel’s "ice belt" zone.

Caution
In certain remote areas, chart depths can be no more than track soundings from previous passages.
Check the source of charted data, either by looking at the paper chart Source Classification Diagram or
by interrogating the ECDIS CATZOC function.

Training Requirements
Masters, OOW and EOOW should be suitably trained for operating ships in ice and severe
sub-zero conditions. The training may be by in-service training, simulator training and/or
Computer Based Training (CBT).
For Polar Waters, Officers must be qualified as per STCW Chapter V, meeting the
requirements of Polar code Chapter 12.

Pilotage in Ice
The presence of a Pilot/ Ice Advisor on the bridge in ice conditions does not change the
established Master/Pilot relationship. Comply with procedures in NMM Chapter - Navigation
in Pilotage Waters.
 8.8 NAVIGATION IN ICE
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Adverse Environmental Conditions

Vessel might experience adverse environmental conditions including but not limited to:
➢ Low surface and sea water temperatures
➢ High winds
➢ Low humidity
➢ Ice conditions ranging from slush ice to solid pack
➢ Snow, sleet, and freezing rain
➢ Fog and overcast, especially at the ice and water interface

Hazards of Navigating in Ice Infested waters

➢ Effect of ice and low temperatures, on the hull structure, stability, equipment and
machinery
➢ Effect on human performance and work environment
➢ Extended periods of darkness & daylight in higher latitudes
➢ Limited assistance in Search and Rescue (SAR) facilities and emergency response
equipment
➢ Lack of experience of vessel’s crew in ice navigation
➢ Rapidly changing and severe weather conditions
➢ Environmental concerns with respect to sensitivity to harmful substances and other
environmental impact

Effects of High Latitudes on Navigational and Communication Equipment

➢ Charts are not accurate due to inadequate survey and use of different projections.
➢ Gyro compass starts becoming unreliable after 70° latitude. Use with caution until
85° latitude, after which they become unreliable. Hence, Polar Code requires all
vessels to have a GNSS compass after 80° latitude.
➢ Magnetic compass becomes unreliable after 70° latitude, as it will not settle unless
the vessel remains on the same heading for a prolonged period.
➢ Echo sounders might give false depths due to ice under the hull or due to hull
noises when passing ice.
➢ Chart datum different from WGS-84. Use GNSS (GPS) with caution.
➢ Due to unreliable compass, use GNSS (GPS) effectively to check the course over
ground.
➢ Limited coverage of the Inmarsat system. Iridium system is unaffected.

Entering the Ice

Enter the ice at a low speed, as far as possible at right angles to the ice, to receive the initial
impact.
Gradually increase the speed to maintain headway, taking care of weak ice or open water,
where speed may dangerously increase.
Do not navigate in ice after dark or in restricted visibility without high-powered searchlights.
Proceed at a slow speed or stop the vessel if safe to do so.

Navigating in Ice
Basic principles for ship handling in ice of higher concentrations are:
➢ Do not stop the vessel. Keep moving, even at slow speed
➢ Excessive speed will result in damage to the vessel - force of impact varies as the
square of the speed of the vessel
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➢ Try to work with the ice movement and weaknesses but not against them
If required to stop, heave in to ice and keep propeller turning slowly to prevent damage and
jamming of the propellers.
When transiting through a narrow strait or an enclosed gulf, avoid going close towards the
leeward shore since the ice adjacent to it will be harder than towards the windward side.
In case vessel has to wait in packed ice, consider simply stopping in ice rather than
anchoring (to avoid dragging due to movement of the ice field). To avoid besetting and to
keep the stern clear, continue using engines and helm from time to time.

Caution
The first principle of successful ice navigation is to maintain freedom of manoeuvre.

Caution
When going astern in ice there is risk of damage to rudder and propeller. First, ensure that the stern area
is clear of broken ice. Always keep rudder amidships when backing off in ice.

Turning in Ice
Turning in ice requires more power than turning in water, as the vessel tries to break ice with
its length rather than with its bow.
When required, consider the following:
➢ If possible, change course in an area of open water or in relatively light ice. Even
when turning in an open water, there are chances to underestimate the swing of the
vessel and to make contact with ice on the vessel's side or stern.
➢ Start the turn early and make as wide an arc as possible to achieve the new heading.
Since the vessel has a tendency to follow the path of least resistance, turning out of a
channel is difficult or even impossible. Vessels equipped with twin propellers, should use
them to assist in the turn.
In very tight ice conditions, a vessel sailing independently may make better progress by
applying full power and leaving the rudder amidships. This allows her to find the course of
least resistance, without any drag from the rudder.
In heavy ice conditions where the vessel's progress is marginal, the effect of the drag of the
rudder may be sufficient to halt the vessel's progress completely.

Use of Radar
For Ice Detection
➢ Best working range is 2 to 3 NM - ice forms bad radar targets beyond 3 NM.
➢ Use short and long range scanning of radar.
➢ X-band radar gives better ice details. S-band radar gives early detection of ice.
➢ Make judicious use of anti-clutter setting. Tune radars for maximum efficiency.
➢ Use trails function to pick up targets giving intermittent echoes.
➢ In close ice conditions the poor reflectivity and smooth surface of a floe may
appear as a patch of open water, signal returns from sea birds in a calm sea can
give the appearance of ice floes.
➢ Iceberg radar targets will sometimes cause a “radar shadow” on the far side,
extending away from the observer, making it possible to identify an iceberg target.
➢ Check the radar display for radar shadows which may identify bergy bits with less
height differential, or when the ice or water background is more cluttered.
 8.8 NAVIGATION IN ICE
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When used for navigation, take note of following difficulties:

➢ Disagreement between ranges is caused by ranging errors or chart inaccuracies -
where possible use nearest conspicuous radar mark, from only one side of the
channel.
➢ Lack of fixing aids in the area and sparse, dated or non-existent hydrographic
surveys.
➢ Difficult to interpret the chart and the radar picture due to chart inaccuracies or
presence of ice on the shoreline. Reduce gain for better ice returns
➢ In rough seas, detection of small bergs, bergy bits or growlers is very difficult as
their echo gets lost in the clutter
Note 3
Verify the working temperature range and suitability of scanner, scanner motor and its lubricants for sub-
zero temperatures.

Caution
Marine radar is an important tool for the detection of ice. Do not rely solely on the radar; some ice may
not be detected. It cannot differentiate old ice from first year ice.

Navigating with Assistance of Ice Breaker

Consider the following factors:
➢ The convoy is under control of the icebreaker Master who will specify the order of
allocation of vessels within convoy
➢ Icebreaker Master has the most updated information on ice conditions in the area
➢ Keep VHF watch on the CH 16 and the channel established by icebreaker Master
➢ Maintain the vessel’s placement within the convoy. Do not overtake vessels ahead,
or to try to find an independent way without icebreaker Master’s permission
➢ Maintain proper speed and distance between the vessels as instructed
➢ Inform the icebreaker Master if:
• Difficulty with maintaining the position or distance off from other vessels in the
convoy
• Any damages inflicted on the vessel
• Trapped in ice - inform the vessels behind
Distance between the vessels is generally maintained as below:
➢ In open water - Distance equal to 4 or 5 vessel’s lengths
➢ In close ice - Less than the distance when in open ice, but sufficient to avoid
collision in case ahead vessel stops
In restricted visibility:
➢ Use sound signals only after icebreaker Master permits
➢ Switch on bow and stern searchlights, or other strong lights
➢ Post a lookout on forecastle with walkie-talkie

Caution
Remain alert on the bridge and engine room to be ready for sudden engine orders to slow down or stop
the vessel if the icebreaker suddenly loses speed on encountering heavy ice.

Towing in Ice
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Towing may be utilised when the escorted vessel has insufficient power or manoeuvring
capabilities.
There are 3 methods of towing in ice:
➢ Close-Coupled Towing - Bow of the vessel is fixed in a special notch at the stern of
towing icebreaker.
➢ Towing with a short towline - The distance between the bow of the vessel and the
towing icebreaker’s stern will normally be 50m or less.
➢ Towing with a long towline - The distance between the bow of the vessel and the
towing icebreaker’s stern will normally be 50m or more.

When Transiting Locks

When entering the lock, ensure:
➢ No ice in the lock chamber
➢ No ice between the air curtain and the lock entrance
➢ Vessel does not drag ice into the lock chamber
Wider beam vessels must not attempt to transit the locks if there is any ice present in the
lock chamber or in the immediate vicinity of the entrance.

Caution
Do not to attempt to force through ice wedged or compressed between the vessel's hull and the lock
walls.

Sea Chest and Strainer

Prior to entering the ice areas, to prevent clogging of filters, carry out following:
➢ Clean all seawater strainers. Reduced flow causes ice formation
➢ Keep steam heating operational to the strainers
➢ Use low sea suctions
➢ Monitor the seawater pump parameters and regularly back flush the suction filters

Freezing Spray / Ice Accumulation

To reduce the ice accretion:
➢ Slow down the vessel, reducing seas sprays
➢ Alter the course to downwind, reducing the relative wind / wave aspect
➢ Where possible, take shelter in a harbour or downwind of a land mass
If serious ice accretion is taking place, periodically recalculate estimated GM, allowing for
estimated weight of ice.
The cost of delays to remove ice from a vessel after arriving port far exceeds any time
gained by maintaining a schedule.

Caution
Exercise caution for accumulation of frozen ice on deck. In extreme cases, this leads to vessel capsizing.
Ice accumulates rapidly as the wind increases above force 6 with air & sea temperature falling below -2°
C and 7°C respectively.

Avoiding Icebergs and Growlers

➢ Give wide berth to icebergs - pieces of ice may exist up to 1 NM or more around
them.
 8.8 NAVIGATION IN ICE
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 7 of 8

➢ Make a small course alteration of 2 to 3 degrees well in time instead of a large

alteration when the iceberg is very close.
➢ Pass the icebergs to the windward side - growlers or other ice debris that break
away from the icebergs, usually drift downwind.

Procedures when Beset in Ice

Wait for the icebreaker assistance.
In an emergency, if icebreaker assistance is not available and vessel is required to free
herself using own power, as below:
➢ Go full ahead and full astern on the engines, alternately using large helm
movements
➢ If vessel loosens a bit, give full ahead movement trying to move through the ice
➢ Put the helm amidships in case the vessel starts moving astern
Alternatively, create a list or trim for loosening the ice. Larger vessels normally do not use
this procedure. It is used only when there is no other way to free the vessel.
Note 4
When beset or when stopped in ice with the engines shut down, it is customary to display the "Not Under
command" (NUC) lights and shapes in daytime or at night when there are other vessels in the vicinity.

Ramming and Backing in Ice

When performing this procedure:
➢ Vessel will need to gather momentum - inform engine room to provide quicker
acceleration of rpm
➢ Ram the ice with the bow while moving ahead to break it by shear impact and
weight
➢ Then back the vessel into the broken ice astern
➢ Do not go astern into unbroken ice
➢ Repeat this procedure for a slow progress through a patch of heavier ice to reach
open water or an area where ice is less heavy

Caution
Vessels with low or no ice class and when equipped with bulbous bow must not attempt this manoeuvre,
particularly in hard ice. Ramming into ice is a dangerous procedure that could result in a heavy damage
to the vessel.

Additional Precautions for Wide-Beamed Vessels

Comply with any local regulations for the wide beam vessels.
Wide beam of the vessel increases ice resistance and requires greater engine power.
When icebreaker is not able to break a sufficient wide channel, employ the icebreaker for
two passes or use an oblique icebreaker.
In an icebreaker convoy, place the wide-beam vessel first behind the icebreaker, as the
channel cut by the icebreaker will be largest at the source.
When navigating within leads, there is risk of ice impact on her shoulders, which is not
designed for ice breaking.
 8.8 NAVIGATION IN ICE
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 8 of 8

Berthing/ Unberthing in Ice

Berthing/unberthing in ice-covered waters usually is a long process, particularly in the Arctic
where normally there are no tugs.
When approaching the berth, station an officer on the bow to provide the safe distance off the
berth. A variation in ice thickness (not observed from the bridge) can result in a sudden
change in the closing speed between the bow and the berth.
Aim to bring the vessel alongside with as little ice as possible trapped between the vessel
and the dock by:
➢ Landing the bow on the near end of the dock and sliding along the face (similar to
landing the bow on the wall entering a lock), or
➢ Bringing the bow in to the desired location. Pass a stout spring line, and go ahead
slowly, giving helm towards the side of the wharf, so that the wash flushes the ice
out from between the dock and the vessel.
➢ Use tug, where available, to flush out the ice from near the dock.
After making fast, keep mooring lines tight to keep the vessel alongside and prevent ice to
force its way between the vessel and the dock.
Note 5
The ice conditions can change quickly when alongside a wharf. Always keep the engine(s) on standby.

Caution
Forcing unbroken floes of hard ice on to a solid berth may cause damage to dock and to vessel itself.

Caution
In a river port / in a strong tidal area, moving ice may affect the vessel ability to stay alongside the berth.
Assess the situation and clear the berth well in time before situation deteriorates.

Forms and checklists: References:

CL: D/13; D/14 Ice Navigation in Canadian Waters
RA: NAV 019 Sailing Directions
WI Mariner’s Handbook
FORM:
 8.9 SHIP REPORTING SYSTEM
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 1 of 1

Purpose
To outline the procedures for use of the Ship Reporting System.

Ship Reporting Systems

Master to comply with requirements of the ship reporting systems, details of which are
available in ‘Admiralty list of radio signals’ (ALRS) Vol 6.
International reporting systems are normally marked and described on the navigational
charts.
Some countries have national ship reporting systems (JASREP, AUSREP, CHILREP,
SISTRAM etc.). Report as required whenever passing through such areas.

AMVER
AMVER is a worldwide voluntary ship reporting system operated by the United States Coast
Guard.
All vessels on voyage of more than 24 hours to participate in the voluntary AMVER position
reporting system.

Weather Observation and Reporting

As far as possible, send weather observations to coast radio stations at synoptic hours at
least 2 times a day and at least 4 times a day, when encountering bad weather.

Broadcasting Danger Messages

As required by SOLAS Ch. V Regulation 31 and 32, Master must broadcast a safety
message when encountering the following:
➢ Dangerous ice
➢ A dangerous derelict or any other direct danger to navigation
➢ A tropical cyclone
➢ Sub-freezing air temperatures associated with gale force winds causing severe ice
accretion on superstructures. Winds of force 10 or above on the Beaufort scale for
which no storm warning has been received

Vessel Traffic Services (VTS)

VTS reporting positions are marked on charts. For details, refer to Sailing directions and
ALRS.
The passage plan must include the requirements of VTS reporting and be complied with
accordingly.

Forms and checklists: References:

CL Training Material 99; 52
RA
WI
FORM:
 9.1 NAVIGATION IN MARPOL SPECIAL AREAS, ECA AND PSSA
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 1 of 1

Purpose
To outline procedures when transiting the Special Areas, ECA and PSSA.

Compliance
During passage planning, consider the measures required for protection of marine
environment, including MARPOL Special Areas, Particularly Sensitive Sea Areas (PSSA),
Sulphur Emission Control Areas (ECA) and areas having local environmental control
requirements.
Check the correct limits of these areas. Mark the boundaries on the chart.
Inform engine room and all concerned staff well before and upon entering these areas.
Record in logbook.

MARPOL Special Areas & Emission Control Areas (ECA)

The details of such areas and specific measures required, are mentioned in MARPOL.
Annexes I, IV and V – such areas are called ‘Special Areas’.
Annex VI - such areas are called Emission Control Areas.

Particular Sensitive Sea Areas (PSSA)

A Particularly Sensitive Sea Area (PSSA) is an area that needs special protection through
action by IMO, due to its significance for recognized ecological, socio-economic or scientific
reasons, which may be vulnerable to damage by international maritime activities.
A PSSA is supported by Associated Protective Measures (APMs).
Identification of PSSA and its APMs are mentioned on navigation charts.
For additional details, refer to Mariners handbook, sailing directions or local information
obtained from the Port agent.

Other Protected Areas

To protect the marine ecosystem and world heritage sites, some areas might be designated
as special areas. E.g. Marine Protected Areas (MPA), Highly Protected Marine Areas
(HPMA), Special Protection Areas (SPAs), Special Areas of Conservation (SACs), Marine
Conservation Zones (MCZs), RAMSAR sites etc.
These areas would require special protective measures.
During passage planning stage, refer to the restrictions for any such identified areas, mark
the coordinates on the subject charts and plan the passages of the vessels accordingly.

Forms and checklists: References:

CL: D/01, TEC-25
RA:
WI:
FORM:
 9.2 NAVIGATION IN WHALE PROTECTED AREAS
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 2

Purpose
To outline procedures for navigating in the whale protection areas, including ‘Right Whale’ Reporting
Areas (US coast and Gulf of St Lawrence).

Protecting Whales
Accidental collisions between ships and whales are an international concern and can occur
wherever there is an overlap between whale activity and vessel traffic.
The ‘WSC Whale Chart’, published by World Shipping Council (WSC) helps plan voyages
to minimize the risk of collisions.
The chart provides navigational coordinates and concise graphics globally to identify routing
measures and areas subject to static speed restrictions designed to protect whales and
other cetaceans. It is available for free to download at https://www.worldshipping.org/whales.
Note 1
This chart is NOT a substitute or source of precise navigational coordinates. Consult appropriate
governmental information and charts. E.g., U.S. NOAA’s voluntary Dynamic Management Areas / Slow
Zones notifications, Transport Canada notifications, etc.

North Atlantic Right Whale Reporting Areas

In an effort to reduce the number of ships strikes:
➢ NOAA and the US Coast Guard developed and implemented mandatory ship
reporting systems off the US coast
➢ Transport Canada has also developed safeguards for Right Whales in Gulf of Saint
Lawrence

Requirements Off US Coast

Vessels greater than 300 gross tons are required to report as per ‘Mandatory Ship
Reporting System for North Atlantic Right Whales’ to shore based station when they enter
any of the Right Whale habitats below.
➢ WHALENORTH: North east coast of USA
➢ WHALESOUTH: South east coast of USA
The office regularly sends the geographic boundaries of these reporting areas via
Regulation Updates (RU).
During transit through these areas:
➢ Vessels receive and can also obtain information regarding Right Whales, their
vulnerability to vessel strikes, precautionary measures required and location of
recent sightings
➢ Strictly comply with the speed restrictions of 10 knots or less over ground

Gulf of St. Lawrence - Temporary Seasonal Speed Restrictions

As per whale movements, Transport Canada sometimes implement a seasonal temporary
mandatory slow-down of vessels of length 20 meters or more, to a maximum of 10 knots, in
the western parts of Gulf of St. Lawrence.
Prior to approaches to such waters, check the details with agents for such applicable speed
restrictions.
When in force, strictly comply with speed restrictions of 10 knots or less over ground.
Make logbook entries of any communications with the Canadian authorities regarding the
speed of the vessel including any factors that may affect the vessel's ability to maintain 10
knots over ground – for example – wind and tides.
 9.2 NAVIGATION IN WHALE PROTECTED AREAS
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 2 of 2

Caution
Exceeding the speed limit will lead to monetary and other penalties. To avoid violating speed limit, use
the over speed alarm facility available on some GNSS/ ECDIS.

When Right Whale is Sighted

In case of sighting or receiving a report of a sighting within 20 nautical miles of the vessel’s
position, post a lookout, exercise caution and maintain safe speed within a few miles of the
location of the sighting.
In case of sighting or a report of a sighting is received,
➢ Do not assume whales will move out of your way
➢ ‘Right Whales’ are slow swimmers (less than 5 knots)
➢ Their direction of travel may change suddenly
➢ They often travel in small groups that may be dispersed over an area of several
miles
If safe, manoeuvre around the observed ‘Right Whales’ or recently reported locations of
sighting.
If any whale is accidentally struck or on sighting any dead whale carcass, report
immediately to the USCG with following information:
➢ Location and time of accident or sighting ➢ Wind speed and direction
➢ Speed of the vessel ➢ Description of the impact
➢ Size of the vessel ➢ Fate of the animal, if known
➢ Water depth ➢ Species and size, if known

Caution
It is illegal to approach closer than 500 yards (about 460 m) to any right whale. Ref CFR 222.32 Chapter
20.

Forms and checklists: References:

CL: D/40C Regulation Updates
RA: World Shipping Council (WSC) Whale Chart
WI:
FORM:
 9.3 NAVIGATION THROUGH STRAIT OF BELLE ISLE
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 1 of 1

Purpose
To outline procedures when transiting the Straits of Belle Isle.

Routing
The Strait of Belle Isle remains closed to navigation from the end of December until the
middle of July due to the presence of pack ice and icebergs.
Refer to NMM chapter ‘Navigation in ice’ and ‘International Navigation Limits' for more
information on ice and Polar water navigation.

Caution
Inform office whenever planning the route through the straits of Belle Isle.
Before routing the vessel, take feedback about the ice conditions from available sources,
especially important in the first few days after opening and in the last few days before
closing of straits for navigation.
Note 1
Your vessel must not be the first vessel to enter the straits on its opening or the last vessel to transit
before it closes.

Forms and checklists: References:

CL: D-13; D-14 International Navigating Limits
RA; NAV003
WI:
FORM:
 9.4 INTERNATIONAL NAVIGATING LIMITS
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 1 of 1

Purpose
To outline procedures for compliance with the International Navigating Limits (INL).

Description
The International Navigating Limits (INL), formerly Institute Warranty Limits (IWL), defines
the geographical limits within which vessels are able to operate without incurring additional
insurance premium from hull and machinery and other relevant underwriters.
Note 1
"IWL" is still applicable to many insurance contracts. Master must check the insurance policy and refer to
IWL posters, if applicable. Office is responsible to advise their respective vessels, which Navigating or
Warranty limits, apply.

Navigating Limits
Refer to the poster of the geographical and chronological provision of INL or IWL as
applicable.
Note 2
Vessel must have both the INL and IWL poster onboard. Display the relevant poster on bridge.

Notifications of Breaching or Trading within Exclusion Zones

Masters to report the following:
➢ Initial advice of breach of warranty limits/exclusion zones, immediately on receipt
of voyage orders or liner service schedules
➢ Liner vessels may only need to submit the initial advisory report at the start of the
services, mentioning approximate frequency of calls and likely duration vessel will
remain on this service. Ascertain this with the owners, operators or office and until
confirmed follow the prescribed reporting procedure on each voyage
➢ 48 hrs. advance notice prior to breaching warranty limit or exclusion zone,
identifying the zone, providing ETA date/time (UTC) at the limit of the zone,
intended itinerary within the zone (listing port/s of call with ETA's each port), and
estimated date & time of final departure from the zone
➢ Confirm actual date & time (UTC) of entering exclusion zone
➢ Confirm actual arrivals or departures when trading within the zone
➢ Update changes in itinerary or port/s of call while trading within the zone
➢ Confirm actual date/time (UTC) upon leaving the exclusion zone
Note 3
Send notices in advance allowing for possible time lag in the communication mode and excluding
weekend or holidays.
Address the reports according to owner’s instructions, keeping office in copy. In absence of
owner’s instruction, address the reports to operations department.

Forms and checklists: References:

CL Poster on INL /IWL
RA Important Memorandum – Trading Warranties Exclusion Zone
WI
FORM:
 9.5 NAVIGATION IN POLAR WATERS
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 1 of 3

Purpose
To outline additional procedures when navigating in Polar Waters.

Polar Waters
Polar waters includes both Arctic and Antarctic waters as defined in SOLAS (XIV) and
MARPOL. Additionally, refer to NMM chapter ‘Navigation in Ice’ for ice navigation.

Arctic Routes

Regulatory Requirement
Comply with the following additional regulatory requirements:
➢ International Code for Ships Operating in Polar Waters (Polar Code)
➢ Vessel specific Polar Water Operational Manual (PWOM)
➢ Ship Reporting Systems
➢ Additional certifications:
• International Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk or Certificate of Fitness identifying the operation in polar waters
• Polar ship certificate
• Record of equipment for the polar ship certificate
 9.5 NAVIGATION IN POLAR WATERS
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 2 of 3

Local Regulations
In addition, comply with the local regulations enforced by the controlling authorities,
which may include application of navigation permit, pre-arrival notification and local
reporting systems. Seek assistance from local agents or office.

Ice Navigator
When operating in polar ice-covered waters, carry at least one qualified Ice Navigator.
Canadian Regulations require an ‘Ice Navigator’ onboard tankers transiting Canadian Arctic
waters, and on vessels that opt to use the Arctic Ice Regime Shipping System to determine
‘go-no-go’ passages.

Polar Waters Operation Manual (PWOM)

It is a vessel-specific manual and approved by administration.
It contains information on the vessel-specific capabilities and limitations required for
operational assessment as required by Polar Code.
All officers must know and understand the contents of the PWOM.

Voyage planning
Comply with the following:
➢ General principles of passage planning. Refer to the NMM chapters ‘Voyage
Appraisal and Planning’ and ‘Voyage Execution and Monitoring’
➢ Additional procedures for ice navigation. Refer to the NMM chapter ‘Navigation in
Ice’
➢ International and Local regulations and guidelines
➢ Instructions in Polar Water Operational Manual (PWOM)
➢ Guidance on Ice and Polar Waters in Mariner’s Handbook
Additionally consider the following:
➢ Use established and recommended routes and plan them in charted areas
➢ The extent and type of ice near the intended route
➢ Information on ice and temperatures from former years
➢ Places of refuge and availability of SAR facilities along the route
➢ Areas with high densities of marine mammals
➢ Current information on ships' routing systems, speed recommendations and, VTS
➢ Designated protected areas along the route
➢ Areas of cultural heritage and significance

Weather and Temperature Monitoring whilst in Polar Waters:

Obtain the weather reports in both global and localized format at frequent intervals.
The frequency of updates must provide enough advance notice that the vessel can take
refuge or use other methods of avoiding the hazard if the forecast exceeds its capabilities.
Consider operational restrictions imposed if the temperatures fall below the vessels “Polar
Service Temperature (PST).
 9.5 NAVIGATION IN POLAR WATERS
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 3 of 3

The averting procedures may include delaying the vessel, postponing certain operation,
using temporary heating, and other risk mitigation measures.
Obtain mean daily low temperature as well as the minimum recorded temperature for each
of the days during the intended operating period on daily basis.
Note 1
PST is the temperature specified for a ship which is intended to operate in low air temperature, which
must be set at least 10 deg.C. below the lowest MDLT (Mean Daily Low Temperature) for the intended
area and season of operation in polar waters.

Northern Sea Route (NSR)

The NSR extends for about 3000 miles, typically passing through the Kara, Laptev, East-
Siberian and Chukchi seas (see the below figure).

The navigation season starts around beginning of July and lasts to the second half of
November, but can vary considerably. The exact details of the transit, its timing and the
Class of ship to be used will be subject to approval from NSR Administration (NSRA)

Routes recommended by the NSRA, have been surveyed and depths charted by the
Russian Hydrographic Office (GUNiO). Details of any newly observed navigation
obstructions, banks, etc., are promulgated through Navtex and Notice to Mariners.
Navigating NSR present unique challenges to any ship using it. Conduct a thorough risk
assessment before any transit, taking into account the remoteness of the Arctic, unique
hazards to safe navigation and measures needed to mitigate them.
For details on navigating the NSR, refer to below advisories:
➢ OCIMF Northern Sea Route: Best Practices and Challenges
➢ ABS Navigating the Northern Sea Route: Status and Guidance
Note 2
The actual route will depend on the presence and thickness of ice. Icebreakers will attempt to follow the
safest and most efficient line through the ice. Whatever route the icebreakers take, the following ships
remain responsible for their own navigational safety.

Forms and checklists: References:

CL: D/13, D/14, D/15 Canadian Coast Guard Ice Publications
RA: NAV 019 Sailing Directions, Mariner’s Handbook
WI OCIMF Northern Sea Route: Best Practices and Challenges
FORM: ABS Navigating the Northern Sea Route: Status and Guidance
 10.1 ARRIVAL AND DEPARTURE PORT
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 1 of 4

Purpose
To outline procedures for arrival and departure port.

Preparations
 Obtain port information from agents as per vessel-specific work instructions
 Comply with vessel-specific checklist for certain countries like USA, Canada,
Australia and China
 Check and comply with relevant local regulations
 Conduct passage planning, monitoring and execution as per Company procedures

Prior Arrival
 Conduct a bridge team meeting as per NMM Chapter ‘Voyage Execution and
Monitoring’
 Perform pre-arrival checks as per vessel-specific checklist, in safe open waters
 Verify the operating condition and performance of the required machineries
 Contact the port authorities when within VHF range for pre-arrival information
 Keep documents ready for Master-Pilot information exchange

Caution
Report any defects to the Master and record it in the Deck Logbook. Inform office and request for
assistance as required.

Testing of Engines and Standby Engines (SBE)

Give required notices to prepare the main engines for manoeuvring.
Try out main engines ahead and astern 12-15 NM before arrival or in safe open waters,
whichever is greater.
Keep the engines ready for manoeuvring (SBE) 12-15 NM before entry into restricted
waters, anchorage areas or pilot boarding positions.
Master must reassess SBE position, once the traffic or vessels at anchor are picked up on
radar or AIS (about 24-36 NM) and as per the information given by port control.
If engines are required for manoeuvring before notice period, Master must discuss with
Chief Engineer and have engines ready.
When on standby keep:
 Minimum two generators running in parallel
 Two or more steering gear units running simultaneously
 Vessel on hand steering and recorded (time and location) in Deck Logbook
 Bridge manning at the required level. Refer to the NMM chapter ‘Composition of
the Bridge Team’

Caution
To avoid load on engines, test engines astern at minimum steerage way and after RPM is zero.

Testing of Steering Gear Units

Test steering gear as per the vessel-specific checklist, clear from traffic and restricted areas.
 10.1 ARRIVAL AND DEPARTURE PORT
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 2 of 4

When conducting 3-monthly emergency steering drills, include testing of direct control from
within the steering gear compartment, communications with bridge and where applicable,
the operation of alternative power supplies.
Maintain records of all steering gear tests and checks including emergency steering drill.
Note 1
For US waters, comply with the steering gear test requirements as per 33CFR 164.25. Within 12 hours
prior arrival or prior getting underway – Check and test steering and navigation equipment. Within 48
hours prior arrival – Conduct emergency steering drill, if not done within the last three months.

Use & Disposition of Tugs

Master must employ the tugs in compliance with customary port regulations and as deemed
necessary.
For procedures on use and disposition of tugs, refer to the NMM chapter ‘Use & Disposition
of Tugs’.

Use of Bow Thrusters

Use bow thrusters when it is required to ‘breast’ onto or off a berth, to move the vessel’s
head from a jetty or to turn the vessel in a limited space.

Caution
Bow thruster will lose its effectiveness as a vessel’s speed increases, normally between 2 and 5 knots.
Refer vessel’s specific information / manoeuvring characteristics.

Navigating in Port Waters

The Master must be on bridge in good time prior to SBE and verify that the vessel-specific
checklists are completed.
In consultation with the Pilot, determine the requirements for calling mooring stations.
In addition to the Master, at least one OOW to remain on bridge until the vessel is all fast
and finished with Engines (FWE).
Note 2
Masters are strongly encouraged to have the Chief Officer on the bridge for port arrivals and departures,
anchoring and other opportunities for mentoring the chief officers.

Caution
Manoeuvring at slow speed especially in anchorages with strong currents / wind is a high-risk operation.
Remember that a ‘kick ahead’, i.e., calculated short engine bursts (depending on available sea room)
with full rudder helm, can be used to initiate and maintain a turn when speed is low. Properly plan the
manoeuvre and passage even for short passages e.g. anchorage to picking up pilot, etc.

Caution
When in anchoring depths, keep both anchors ready for emergency use. For procedures on emergency
anchoring, refer to the NMM chapter ‘Anchoring procedure’.

Excessive Speed in Confined Waters

Bridge team must know the interaction effects on draft, manoeuvrability, and wave
generation in restricted or confined waters.
 10.1 ARRIVAL AND DEPARTURE PORT
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 3 of 4

Vessels wash or wake in confined waters can cause damage to other vessels at berth,
small craft and the shoreline.
To avoid such damage, ensure the following:
 Proceed at safe speed complying with regulatory speed limits
 Reduce the speed gradually in good time
 Monitor the speed and inform Master and Pilot in case of any non-compliance

Berthing & Unberthing

For procedures on berthing and unberthing manoeuvres, refer to NMM chapter ‘Berthing
and Unberthing Manoeuvres’.
Unsafe manoeuvre may occur due to the following factors:
 Non-compliance with Company / local UKC requirements
 Insufficient space at berth or at turning basin
 Unfavourable weather conditions
 Berth incompatible with vessels size
 Poor visibility
 Inadequacy or unavailability of tugs necessary for the particular berth
 Inadequate or no chart coverage for berth
Note 3
Master has full authority to abort an unsafe berthing and unberthing manoeuvres.

Mooring Operations
For procedures on mooring operations, refer to the NMM chapter ‘Mooring Procedures’

Prior to Departure
OOW to conduct pre-departure check 12 to 2 hours prior departure, to have sufficient time
for any rectification, if required. Comply with vessel-specific checklist.
Test main engines within sufficient time and ensure:
 OOW is on bridge and deck watch monitoring the gangways and moorings
 Propeller is clear and mooring lines are tight, especially the springs.
 On Tankers/Gas Carriers, cargo connections are disconnected and clear of vessels
rail
 On other vessels, shore loaders, gantries and other berth facilities are clear
 Gangway or accommodation ladder are clear
Note 4
Some ports – for example - Port Hedland, Dampier, do not allow testing of main engine or operation of
propeller without Pilot on board and tugs in attendance. Check and comply with port regulations.

Commencing Sea Passage (Full Away)

Master to give “Full away” orders only when well clear of the port approaches, outer
anchorages, and further immediate manoeuvring is not required.
On Masters’ orders, increase the main engines rpm to required sea speed and secure
vessel for sea.
 10.1 ARRIVAL AND DEPARTURE PORT
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 4 of 4

Drifting
When impracticable or unfavourable to anchor, the Master may decide to steam or drift off
the port limits keeping office informed.
Maintain position well clear from navigational hazards and traffic (especially the port
approaches, anchorages and pilot boarding areas).
While drifting, always keep engines ready for immediate use.
Maintain the bridge level as per prevailing navigational and weather circumstances. Update
the AIS status accordingly.

Caution
A vessel drifting off a port with her engines deliberately shut down is not, a ‘vessel not under command’
as defined by rule 3(f) of the COLREGs. In such cases, the vessel must not display NUC lights and
shapes.

Caution
If intending to idle/await orders in international waters, do not anchor / drift in territorial waters of a coastal
state without permission from port / state authorities. Some coastal states (e.g., but not limited to,
Indonesia / Malaysia) penalize vessels for anchoring / drifting in their territorial waters without prior
permission. Ensure territorial limits have been correctly sighted on the ECDIS via proper interrogation.

Forms and checklists: References:

CL: D/0, D/03, D/27, D/40 Training Material 34
RA:
WI: D/113
FORM:
 10.2 USE AND DISPOSITION OF TUGS
Navigation and Mooring Manual 01-Oct-2021 Rev 7 Page 1 of 2

Purpose
To outline procedures on use and disposition of tugs.

Assessing the Tug Requirements

Consider the following:
➢ Customary port regulations
➢ Weather conditions (e.g., wind, swell, current, etc)
➢ Berth and space restrictions, including underkeel clearances.
➢ Vessel’s manoeuvring characteristics
➢ Availability of bow and stern thrusters
➢ Manoeuvring requirements of STS operations, CBM, SBM/Tandem moorings
➢ Pilot’s advice
➢ Availability of size and number of tugs
➢ Any other limitations or emergencies

Note 1
Bollard pull (T) required to assist in various wind speeds = (0.08 x A x V2)/1000
(Where: A is the wind area in m2; and V is the sustained wind speed in m/sec).
Effect of tide, current and vessels underwater resistance will need to be separately accounted for.

Caution
For commercial reasons, Charterers may often request Master to minimize use of tugs. The final decision
rests with Master. Never compromise on the safety of vessel.

Additional Tugs
When additional tugs are required for safe manoeuvring, Master must at the earliest discuss
with and draw attention of the pilot or agent for timely mobilization.
In some ports, when pilot insists on extra tugs, Master must analyse the circumstances and
conditions.
If Master believes extra tugs are not necessary, then politely discuss with pilot. If Pilot gives
justifiable reasons or is adamant about it, then to avoid conflict, Master should accept the
situation.
Log the above event in logbook and at the earliest opportunity report to office, Charterers,
Operators and port agents.

Disposition of Tugs
Discuss the details for use of tugs, during the Master-Pilot information exchange, using the
vessel-specific checklist.

Escort Tugs
In certain ports, escort tug(s) are used to ensure a safe passage and continuation of
operation of the port. Tugs are intended to maintain ships position in channel and also
conduct towing and pushing. Tugs deployed at forward end can assist in steering and at
the aft end can assist in breaking. Discuss the position, number of tugs, bollard pull, mode
of escorting (passive - running free in close attendance / active- made fast by towline) and
‘maximum transit speed’, with the Pilot.
Note: When the tug is made fast, warn the mooring team to keep clear of the towlines.
 10.2 USE AND DISPOSITION OF TUGS
Navigation and Mooring Manual 01-Oct-2021 Rev 7 Page 2 of 2

When departing berth do not release too many lines before the tugs are secured and ready
to assist, especially on high windage area vessels.
Some terminals prohibit the slackening or releasing of the lines before securing tugs.
For safe handling of tug lines, refer to the NMM Chapter ‘Mooring Procedures’.
Note 2
Tugs have certain operating limits and that are likely to exceed, particularly in berths subject to waves –
for example - Tugs lose significant efficiency in controlling vessels in wave height of about 1.5 m or more
primarily because of tug motions.

Note 3
When in any doubt regarding tugs assistance, Master must report to office, explaining the concern and
circumstances.

Caution
The bridge team in liaison with pilot must appraise the assisting tugs prior giving any sudden and/or large
movement which can affect the tug’s manoeuvring and stability or may cause capsizing of tug. Allow
sufficient time for the tugs to reposition and be ready to assist.

Caution
Exercise caution where the local practice is not to make fast tugs but use only as standby or for pushing.
When any doubt about the safety of vessel, Master must discuss his concern with pilot. In an emergency,
there may be insufficient time to make fast an escorting tug to prevent an accident.

Additional Precaution on Tankers and Gas Carriers

On Tankers and Gas Carriers, before tugs come alongside, close all cargo and ballast tank
lids and ullage ports (as applicable), unless the vessel is in gas-free state.
When requiring tugs alongside Tankers & Gas Carriers during loading or discharging
volatile petroleum cargoes, suspend all the cargo operations, disconnect the cargo arms
and keep engines on standby.
For deployment of tugs as pullback tugs at SPMs / FPSO, refer to the NMM Chapter
‘Mooring Procedures’.

Caution
Tugs alongside during any cargo or ballast operations is a non-routine task requiring risk assessment
and agreement of all parties concerned. Maintain communication with the tug during this period. The
vessel and the tug must agree upon the release procedures of the tug in an emergency and all relevant
staff must be aware of it.

Forms and checklists: References:

CL: D/07
RA: NAV 009, NAV 017
WI:
FORM:
 10.3 BERTHING AND UNBERTHING MANOEUVRES
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 2

Purpose
To outline procedures for safe berthing and unberthing manoeuvres.

Approaching the Berth

Approaching at high speed can cause loss of control, resulting in an accident
When berthing alongside a pier or another vessel, subject to adequate manoeuvrability,
approach at minimum possible speed.
Use Berthing / Docking Aid function, available in the Emergency Navigation System (ENS) e.g.,
Seatab, Bridgemate, etc., to monitor vessel’s speed / movement when approaching the berth.

Caution
Ensure the weather conditions are safe and suitable for the planned manoeuvre. In case of any concerns,
consider delaying the berthing operation and consult Office.

Caution
Maintain safe clearances at berth from other vessels, shore installations, gantry cranes and any other
obstructions. If any concerns discuss with the Pilot.

Approach Speed
Each berth has its own unique characteristics with respect to weather conditions, tidal
conditions, current etc. Discuss the approach speed with Pilot.

Recommended Harbour Manoeuvring Speed Limitations

Vessel under DWT 60,000 MT:
Distance from berth Speed (Head or Stern way)

1000m to the Berth Less than 4 kn

2 X L to the Berth Less than 2 kn

In front of the Berth

Zero Speed (NIL)
(Parallel clearance to Berth is at least 2 x B)

Vessel above DWT 60,000 MT

Distance from berth Speed (Head or Stern way)
3 NM Less than 6 kn

2 NM Less than 4-5 kn

2,000 m Less than 3-4 kn

1,000 m Less than 2 kn

2 X L or 300 m Less than 1-1.5 kn

In front of the Berth
Zero Speed (NIL)
(Parallel clearance to Berth is at least 2 x B)
Note: “L” means overall length of vessel. “B” means vessel’s breadth.
 10.3 BERTHING AND UNBERTHING MANOEUVRES
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 2 of 2

Lateral Berthing Speed

Always comply with the terminal /berth requirements.
In the absence of any terminal / berth requirements, follow the recommended guideline below:

Recommended Lateral Berthing Speed

Speed less than:
Distance to destination
(For all vessel types)
200 m 20 cm/sec 0.4 knots
100 m 15 cm/sec 0.3 knots
60 m 10 cm/sec 0.2 knots
30 m 5 cm/sec 0.1 knot
Before coming alongside berth Practically stopped

Berth Fenders
While approaching the intended berth, officers in charge at mooring stations must assess the
condition and adequacy of fenders and report to bridge.
Inform Pilot if any fender is in a doubtful condition or damaged.
Record this in movement/ logbook. Where possible take photographic evidence.

Unberthing
For safe unberthing, avoid making headway/sternway until vessel is clear from berth / fenders
by distance of approximately 1 breadth of vessel.

Forms and checklists: References:

CL
RA: NAV 031, NAV 032
PR
FORM:
 11.1 ANCHORING PROCEDURES
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 6

Purpose
To outline procedures for safe anchoring operations.

Anchoring Equipment and Environmental Factors

Vessels anchoring equipment is designed for temporary mooring in a sheltered area or
within a harbour with good holding ground.
It is not designed to hold a vessel in location exposed to rough weather or to stop a moving
or drifting vessel.

Environmental Limiting Conditions of Anchoring Equipment

(with scope of 6-10 and in good holding ground)
With Significant Wave Height
Factors With No Waves
max 2m
Current speed 5 knots 3 knots
Wind speed 50 knots 23 knots

Scope of chain means ratio between the length of anchor-chain paid out and the depth of
water.
When anchoring, maintain a minimum scope of at least ‘6’.
Chain stoppers are designed to hold 80% of the chain breaking load. With a chain stopper
fitted, the windlass brakes are designed to hold 45% of chain breaking load. Upon
anchoring use the chain stoppers as per the procedure given in the subsequent sections of
this chapter.

Critical Wind Speed:

Critical wind velocity is the wind speed at which the wind pressure exerted on the vessels
windage area is greater than the holding capacity of the anchor.
Estimation of critical wind speed, in reasonably good holding ground, is as below:

Critical wind speed Beaufort Scale

Vessel Type
metres/sec knots Force

Pure Car Carrier/ Container vessels Average 10 20 Force 5

VLCC, Cape Size Bulker (Ballast) Average 15 30 Force 7
VLCC, Cape Size Bulker (Fully Loaded) Average 20 40 Force 8
Others Average 15 30 Force 7

Note 1
Critical wind speed does not take into account the effect of swell and tidal stream.

Common Causes for Loss of Anchors

➢ Vessels speed too high during anchoring
➢ Letting go anchor in deep water (>50m)
➢ Anchoring in depths exceeding 100m
➢ Improper securing of anchor
➢ Anchoring in bad weather
➢ Delay in heaving up of anchor in bad weather
 11.1 ANCHORING PROCEDURES
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 2 of 6

➢ Anchor dragging
➢ Improper maintenance of anchoring equipment
➢ Accidental clutch disengagement
➢ Riding up on anchor when heaving, putting excessive weight on chain and
machinery
➢ Anchor is stuck or fouled

Prior Anchoring
Comply with arrival and departure procedures in the NMM and vessel-specific checklist for
anchoring and anchor watch.

When identifying a suitable anchoring space, consider:

➢ Water depth
➢ Clearance from other anchored vessels
➢ Navigational hazards and underwater obstructions, submarine cables,
submerged pipelines
➢ Pilot / Port Control / VTS Information
➢ Weather conditions and forecast
➢ Duration of stay at anchorage
When Master considers it unsafe to anchor in the allocated position, seek port control
advice.

When deciding the nature of seabed, consider the following factors:

➢ Clay gives best holding power, but consider its “sucking effect” during prolonged
anchorage
➢ Shingle and sand have good holding power
➢ Pebbles and cobbles have low holding power
Rocky bottoms and slopes are poor anchoring grounds where the anchor may be stuck.

Note 2
Do not anchor in unsuitable weather conditions. Consider drifting off port limits until the weather
improves.

Caution
If intending to idle / await orders in international waters, do not anchor / drift in territorial waters of a
coastal state without permission from port / state authorities. Some coastal states (e.g., but not limited to,
Indonesia / Malaysia) penalise vessels for anchoring / drifting in their territorial waters without prior
permission. Ensure territorial limits have been correctly sighted on the ECDIS via proper interrogation.

Anchoring Party Composition

Minimum manning requirements for anchoring party – An experienced Responsible Officer +
2 crew.
 11.1 ANCHORING PROCEDURES
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 3 of 6

Pre-anchoring Briefing & Toolbox Meeting

Prior anchoring, Master to brief officer responsible for anchor station with at least the
following:
➢ Anchor to use and number of shackles
➢ Water depth
➢ Anchoring method, including length of chain to be walked back before letting go
➢ Any obstructions, submerged cables or pipelines in the area
➢ Direction of approach, speed, current and tide
➢ Limitations of anchoring equipment if any
Responsible Officer must conduct toolbox meeting with anchoring personnel forward that
should include the use of appropriate PPE, safety procedures and the above information.

Entering Anchorage Areas

Reduce the speed in ample time and always proceed at safe speed.
When determining the approach and speed, consider the following:
➢ Limitation in making large or sudden alteration at slow speeds
➢ Difficulty in controlling at high speed, especially in crowded anchorage
➢ Visibility, presence of other anchored vessels, including small crafts and vessels
getting underway
➢ General heading direction of other vessels. Head into the current or wind,
whichever is greater
➢ Proximity of land, shallows, navigational hazards
➢ Combined effect of tide, current and wind
➢ Stopping the vessel (over the ground) at the intended anchorage position
➢ Avoid crossing the bow of other anchored vessels at close range
➢ If preparing to lower anchor below water level, beware of anchor chain length
between the 1st shackle mark and anchor as per below poster:

Note 3
Prior entering the anchorage area, review the suitability of anchorage position. If conditions are
unfavourable for safe anchoring, Master to consider reducing the speed or stopping the vessel to carry
out further assessment. If the conditions are still unfavourable, avoid anchoring in the area and drift in
safer location till suitable anchoring location is available and inform Office.

Caution
Avoid walking back anchors below waterline when passing over any underwater obstruction.
 11.1 ANCHORING PROCEDURES
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 4 of 6

Anchoring Methods
Anchoring Methods – Depth Limitations
(except in cases of an emergency or running moor)
Area of
Methods Action
anchorage
Method 1
Lowering the Lower the anchor under the windlass power until 4-6 m
anchor under from seabed. Take the anchor on the brake, remove the
power above gear and complete the operation by “letting go”
seabed and then maintaining full control by careful application of the brake.
“let go” controlled Finally apply brake and chain stopper.
Shallow Water by brake
Anchoring Lower the anchor under windlass power. To avoid
(depth less than Method 2 damaging the windlass keep the chain up/down until the
50m) Walking back the required amount of chain is paid out. Use engines and
anchor under windlass brake as required avoiding over-speed and/ or
power to the
overload of the windlass motor.
desired scope
(See Caution Apply the brake and the chain stopper, and remove the
below) windlass gear. This will prevent damage to gear teeth if
there is sudden surge of chain.
Method 2
Walk back the
Deep Water
anchor under
Anchoring
power to the Follow Method 2.
(depth 50m or
desired scope
more)
(See Caution
below)
Vessels must
avoid anchoring in
depths exceeding If the vessel requires anchoring in depths greater than
100 m or their 100 m during routine operations, then discuss with
Depth more
windlass motor
than 100m office
capacity,
whichever lesser,
except in Follow Method 2.
emergency.
(See below Note)

Note 4
When anchoring with pilot on board, during Master-Pilot information exchange, discuss Company’s
anchoring methods and establish the method of anchoring well in advance.

Caution
Windlass may not be able to recover more than 3 lengths (82.5 m) of freely hanging anchor chain and
anchor. Obtain information on windlass recovering capacity of a freely hanging anchor from ship’s
drawing and post it on the bridge.

Caution
When approaching anchorage, do not walk back the anchor into the water when passing above any
submarine cables / pipelines / underwater obstructions. Control the vessel’s speed while walking back
the anchor to avoid any damage to the hull and anchor itself.

Caution
When lowering anchor under power (Method 2), ensure that the vessel’s speed over ground does not
overload the windlass as this can result in severe damage. Use engines to avoid straining the chain and
windlass.
 11.1 ANCHORING PROCEDURES
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 5 of 6

Anchoring
Prior anchoring, bring vessel speed close to zero over ground.
When paying out chain, have astern speed not exceeding 0.3 knots over ground. Where
necessary, use main engine to maintain the stern way and lay out the anchor chain in a
manner to prevent the knotting / piling of anchor chain
Maintain close communication between bridge and the forward station. Repeatedly
exchange information on, vessels speed over ground, forward clearances, engine
movements, wind / current, anchor chain lead and tension.
After vessel is brought up, place the chain stopper as follows:
➢ Using the windlass, adjust the chain link so that the stopper sits completely and the
chain rests close to but not touching the chain stopper. Periodically check the
clearance to confirm any slipping of anchor chain.
➢ Insert the locking pin and lock it to prevent pin from getting dislodged
➢ Secure brakes and remove windlass gear

Note 5
Prior anchoring and while heaving up anchor, check the condition of anchor chain i.e., cables, D-shackles
pins, lead pellets, welding of chain studs, Anchor fluke. For details on care and maintenance of anchor
chain and anchoring system, refer TMM Chapter ‘Anchoring and Mooring Equipment’.
 11.1 ANCHORING PROCEDURES
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 6 of 6

Anchoring in Tidal Ports with Strong Currents

Take the following additional precautions:
➢ Anchor at a safe distance from other vessels
➢ Do not anchor near the river entrances and in prohibited anchorages
➢ To minimise the effect of current, try to keep UKC of at least 2 m
➢ Exercise care at low speed. Vessel may start to drift uncontrollably
➢ Never attempt to cross the bow of anchored vessel at close range
Note 6
If required to take short turn before anchoring in restricted waters with tidal stream astern, drop anchor,
hold at short stay and wait for the vessel to turn, then lower the remaining chain to avoid excessive strain
on the chain.

Caution
Risk of dragging is greatest when UKC is minimum and the tide changes from low water to high water.

Caution
Vessels lightening cargo with too many lighter vessels alongside have greater risk of anchor dragging.
Use maximum scope of cable, reduce vessels alongside to minimum and keep engines ready for
immediate use. When dragging anchor, consider casting off the lighter vessels.

Anchoring of Large Vessels (Capesize Bulk Carriers and VLCCs)

Except in case of emergency or running moor, use Method 2.
In depths less than twice the draft, use method 1 exercising extreme caution.

Safety of Personnel
Personnel involved in anchoring operation must wear safety goggles for eye protection from
flying mud and debris.

Emergency Anchoring
For reducing the speed in an emergency (e.g., steering failure, probable collision or running
aground), it may be necessary to drop the anchor.
On arrival and departure ports and in anchoring depths, prepare both anchors ready for
letting go in emergency. Keep anchors fully housed in the hawse pipe and secured on the
brake with anchor lashing removed.
In imminent danger:
➢ Act decisively and consider using both anchors simultaneously
➢ Use the brakes to check and control the chain
➢ If brakes cannot control running out of the chain, get clear of windlass area

Forms and checklists: References:

CL: D/16 Training Material 73
RA: NAV 005; NAV 010; NAV 012; NAV 015, NAV 016
WI
FORM:
 11.2 ANCHOR WATCH
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 3

Purpose
To outline procedures for maintaining a safe anchor watch.

Upon Anchoring
Comply with vessel-specific checklist for maintaining an efficient anchor watch.
Immediately upon anchoring, plot the anchor drop position and determine vessel’s swinging
circle using below calculation:
Swinging Circle (nm) = LOA (m) + Length of Chain (m)
1852
In restricted visibility, post an additional lookout.
Note 1
To assist monitoring of the anchor chain from bridge, use a flag post on anchor chain link. Any slippage
of chain will affect the position of flag post.

Caution
Maintain adequate seagoing stability to sail out in an emergency. Carry out repairs only if permitted by
local authorities and after assessing the risks, keeping office informed.

Vessel’s Position
Verify position by all available means including visual and by GPS, ECDIS and Radar.
At hourly intervals or lesser as decided by the Master, check and record following in Deck
Logbook:
➢ Vessel’s heading
➢ Bearings and distances from a landmark
➢ Distances off nearest vessel and hazards to navigation, whichever is nearer
Note 2
If another vessel anchors very close to own vessel, Master to request the vessel to shift its position.
If other vessel does not take any action, take assistance from port control and shift own vessels position
to a safer location.

Main Engines and Other Machinery

Keep engines at short notice when at anchor.
In congested anchorages keep engines ready at all times and if required, keep engine room
manned.
Note 3
For immobilization of engines at anchorage obtain office approval and Master’s permission.

Weather Conditions
Master to monitor the present weather and forecast reports (up to 96 hours) every 6 hours,
from all available means, which includes local VHF, radio and television sources (as
applicable).
When expecting strong winds, pay attention to the following:
➢ Vessel position stays inside the swinging circle
➢ Stress & extraordinary vibrations on anchor chain
➢ Distance between one’s own vessel and the ones anchored nearby
 11.2 ANCHOR WATCH
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 2 of 3

➢ Yaw of the vessel with respect to other vessels and navigation dangers
➢ Wind direction and speed
➢ Wave direction and height
At anchorages, exposed to heavy wind and swell conditions, take all heavy weather
precautions.

Picking up Anchor Prior Bad Weather

Additionally consider the following factors:
➢ Early decision may have to be taken in conditions involving low critical wind speed,
high waves, swell and strong current
➢ Never wait for the anchor to drag before deciding to pick up anchor
➢ Even if anchor is holding, picking up anchor in bad weather may become difficult
due to design limitation. It may also cause fatal injuries due to severe damage to
windlass
Note 4
When expecting adverse weather or experiencing wind above Beaufort Force 5 / 6 and swell height over
2 metres, keep engines ready.

Caution
Considering the limiting conditions of anchoring equipment and critical wind speed stated in NMM
chapter ‘Anchoring procedures’, vessel should not remain at anchor in wind force 7 or over.

Caution
It can take some time to realise the anchor is dragging. In addition, it takes time to heave up anchor and
restore vessel’s full manoeuvrability. Vessel cannot manoeuvre until anchor is weighed. During this
period of detecting anchor dragging to the time achieving full control over the vessel manoeuvrability, the
vessel may run dangerously close to another vessel, structure, shallow waters and navigational hazards.

Prolonged Anchorage
During prolonged anchorage, swinging of vessel due to tidal stream or current and wind can
cause knotting of the anchor chain and foul the anchor.
Safe conditions permitting and after discussion with Office, at intervals not exceeding 7 days,
plan to heave the anchor until sighted and clear. When re-anchoring, use the other anchor or
if using the same anchor then vary the scope to minimise the wearing down of cable at contact
points e.g., where the cable is in contact with the hawse pipe.
Prolonged anchorage can also lead to hull fouling. Refer to Charter Party, vessel-specific RA,
and discuss mitigating measures with Office.

Caution
Prolonged anchorages can lead to excessive storing of garbage more than the designated storage
capacity. In many countries, like Argentina, Brazil, China, Europe and some other countries, PSCOs are
giving a deficiency if they find garbage stored onboard is more than the designated capacity mentioned in
the GMP. Consult Office for arranging shore disposals in compliance with local regulations. Weekly
report ROB of garbage, bilge and sludge quantity with the storage & retention capacities to Office.

Dragging of Anchor
When an external force exceeds that of the anchors holding power, it will drag.
In general speed of dragging anchor under wind pressure may be approximately 3-4 knots.
 11.2 ANCHOR WATCH
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 3 of 3

Dragging of anchor could cause damage to own anchor, underwater cables, pipelines and
collisions with other vessels.
➢ Pay out extra length of anchor chain
➢ Use main engines, rudder and bow thruster (if applicable) to ease the tension on
the chain
➢ Consider shifting anchorage or proceeding to sea

Forms and checklists: References:

CL: D-16 Training Material 73
RA: NAV 012; DKM 066
WI
FORM:
 11.3 HEAVING UP OF ANCHOR
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 1 of 1

Purpose
To outline procedures for safe anchor heaving operations.

Heaving Up of Anchor
The windlass is not designed to pull the vessel towards the anchor.
Use engines and rudder to avoid high strain on the chain and windlass motor. Keep the
chain as close as practicable to up and down.
If windlass is not able to pick up the chain, to avoid load on motor, tighten the windlass
brakes. Resume heaving once the weight eases off.
Ensure cooling water is available to the hydraulic motors.
Anchoring personnel to monitor and frequently update on ‘lead or direction’ and ‘tension’ on
the chain.
Note 1
When expecting adverse weather, heave well in time. Do not delay. Refer to NMM chapter ‘Anchor
Watch’.

Note 2
In an event, if anchor fouls with submarine cable, do not attempt to clear, raise or cut the cable. Prior to
slipping or cutting the anchor, lower the cable to sea floor and notify the local authorities of the position,
type and amount of anchor gear remaining on sea floor. Mark it with an anchor buoy.

Caution
There have been cases where, hydraulic windlass motors, due to excessive load, have exploded causing
injuries.

Emergency Preparedness:
➢ On vessels with hydraulic winches, know the changeover procedure in case one
power unit is not working or if a pipeline has to be isolated due to oil leakage.
➢ If the windlass motor or pump fails:
• Use spare motor or pump and check the possibility of replacing with other winches
• Supplement the windlass pull with mooring lines using the opposite side windlass or
winch
➢ Opening the joining shackle or letting go the bitter end. Mark and keep separately
all suitable gear – for example, shackle punch, spike, sledgehammer, hooks,
marking buoy etc., in the forepeak store for immediate use.

Caution
Be aware of the emergency isolation and bypass arrangements of the windlass and winch machinery.

Forms and checklists: References:

CL: Training Material 73
RA: NAV 015
WI
FORM
 11.4 SECURING OF ANCHORS AT SEA
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 1 of 2

Purpose
To outline procedures for proper securing of the anchors while at sea.

Securing of Anchors at Sea

Caution
Improper securing of anchors can cause damages including loss of anchor and delays to the vessel.
Before proceeding to high seas, secure anchor in the hawse pipe, by ensuring:
➢ Anchor fully hauled-in, making ‘3-Point-Contact’ with hull and stowed (see pictures
below)
➢ Chain or ground stoppers engaged, if possible to secure fully
➢ Windlass brakes applied and clutch disengaged
➢ Anchors lashed with anchor lashing wire and turnbuckles or other similar fasteners
➢ Spurling pipe covered by steel plates, canvas and cement to avoid water ingress into
the chain lockers
➢ Confirm chain locker doors and manholes secured tight so that ingress of water in
chain locker will not enter the forepeak stores

Note 1
While the vessel is at sea, the windlass brakes is the primary means and lashing wires are secondary
means for anchor securing. Both these arrangements are to be intact and reliable.

Caution
When securing for sea, do not slack a chain in order to engage the chain stopper properly. Keeping
anchors fully hauled in making a ‘3-point contact’ with hull is first priority.
In adverse weather, an anchor not making ‘3-point contact’ will bang against the hull resulting in holes on
the shipside or loss of the ‘D-Shackle’ securing pin.
 11.4 SECURING OF ANCHORS AT SEA
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 2 of 2

Anchor Lashing
The anchor lashing arrangement must consist of at least two independent wires of minimum
24 mm diameter with turnbuckles or similar fastening devices.
On smaller vessels where using a 24 mm wire is impracticable, consult office and use a
smaller diameter wire.
The wires, shackles and turnbuckles / fastening device must each have a MBL of at least 2
times the weight of the anchor. The lashing wire must be with thimble eyes mechanically
pressed at both ends. Do not use bulldog grips.
Renew the lashing wires every two years or earlier if damaged. Maintain the record of test
certificates of the assembly.

Forms and checklists: References:

CL
RA
WI
FORM:
 12.1 SHIP TO SHIP ON DRY CARGO SHIPS
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 1 of 7

Purpose
To outline the procedures for ship-to-ship (STS) operations on dry cargo vessels.

Application
These procedures are for STS transfer operations undertaken:
➢ At sea
➢ When moored alongside each other
It is also useful as a reference for transfer operations:
➢ Between vessels and barges or estuarial craft in inshore waters
➢ When carrying out emergency STS transfer operations where one of the vessels
involved is disabled or aground
Vessels lightering at strong tidal port or anchorages, refer to additional precautions in the
NMM chapter ‘Anchoring Procedures’.

Compliance
In addition to the procedures in this chapter, comply with the following:
➢ Vessel-specific STS transfer checklist
➢ Additional Instructions from vessel-owners or operators
➢ Local regulations

STS Checklist
Refer to the vessel-specific checklist for details.

Risk Assessment
Before the STS operation, conduct a risk assessment covering all aspects, including
limitations of vessels, transfer area, operational hazards, mitigating actions, emergencies
and contingency response.

Training and Drills

Within the week prior to the STS operation, conduct training and emergency drills on topics
such as vessel manoeuvres, mooring operations, engines readiness, emergency response
including emergency casting off.
During drills, consider mooring failure and fire on either vessel as some of the possible
scenarios.

Control of Operations
Carry out the operations under advisory control of one individual, one of the Masters
concerned, or a STS Superintendent.
If Masters are unfamiliar or inexperienced in STS operations, inform office for further
assistance.
Use of a dedicated STS provider increases the safety, reliability and efficiency of the
transfer.

Vessel Compatibility
Prior to operations, Master to obtain and evaluate the information from Operators or
Charterers or STS organizers relating to the overall dimensions, freeboard, mooring points
and fender. Comply with vessel-specific checklist for STS operation.
 12.1 SHIP TO SHIP ON DRY CARGO SHIPS
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 2 of 7

Transfer Area
When vessel gets the information on designated transfer area, Master to check the
following:
➢ Approval and notification requirements of the applicable coastal authority
➢ Degree of shelter from the weather, particularly from sea and swell
➢ Weather, current and tide conditions
➢ Safe distances from offshore installations
➢ Availability of a designated transfer area
➢ Sufficient sea room and water depth for type of manoeuvring and during berthing or
unberthing
➢ Sufficient sea room for drifting or steaming when cargo transfer is conducted
underway
➢ Locations of underwater pipelines, cables, obstructions, artif icial reefs or historical
sites
➢ Safe anchorage with good holding ground
➢ Traffic density
➢ Emergency and oil spill response capability
➢ Distance from shore logistical support
➢ Security threat

Weather Conditions
Masters of the vessels (as well as the STS Superintendent, if applicable) must agree on
suitability of prevalent weather conditions for safe STS transfer.
Obtain the applicable weather forecasts for the area before and during operations.

Caution
STS operations in locations, subject to long period waves will lead to increase in mooring loads with
increasing wave height and period.

Manoeuvring and Mooring

Before mooring operations commences, each vessel must confirm with the other, that all
items on checklists 2 and 3 have been checked and found in order.
Conduct the berthing and unberthing operations during daylight, unless the personnel
concerned are suitably experienced in night time STS manoeuvring operations.
Visibility must be good enough for safe manoeuvring, throughout the berthing / unberthing
operations.

Manoeuvring Alongside with Two Vessels under Power

Normally, the larger vessel, maintains steerageway at slow speed (about 5 knots) with
constant heading. The manoeuvring vessel then manoeuvres and berths, usually on the
starboard side of the constant heading vessel.
 12.1 SHIP TO SHIP ON DRY CARGO SHIPS
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 3 of 7

The two vessels must preferably make parallel contact at the same speed without requiring
astern engines. Constant heading vessel must not make engine movement without advising
the STS Superintendent or Master of the manoeuvring vessel.

Caution
Anticipate the effects of interaction between vessels when manoeuvring at close quarters.

Caution
Abort the berthing operation whenever Master or STS Superintendent has the slightest doubt about the
safety of the manoeuvre.

Manoeuvring a Combined Two-ship System to Anchor

If transfer is planned at anchorage, then on completion of mooring:
➢ The constant heading vessel manoeuvres and proceeds to anchoring position
➢ The manoeuvring vessel will have its engines stopped and rudder amidships
➢ The constant heading vessel must not use strong astern engine movements
➢ Speed through the water must be minimal
➢ The constant heading vessel must use the opposite anchor

Note 1
At anchor, each vessel is responsible for watchkeeping arrangements in accordance with STCW.
Generally, anchored vessel maintains an anchor watch. Nothing relieves either vessel of the requirement
to keep a navigational watch.
 12.1 SHIP TO SHIP ON DRY CARGO SHIPS
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Underway Transfer
The vessels proceed on agreed course and speed or alternatively drift freely depending
upon the availability of sea room, and weather conditions.
Note 2
When making way, safe navigation and collision avoidance is usually the responsibility of the constant
heading vessel.

Manoeuvres with One Vessel at Anchor

This is preferred in constrained transfer areas, especially when tug assistance is available,
or when manoeuvring vessel is fitted with a bow thruster.
Carry out the berthing manoeuvre for such operation only after the anchoring vessel is
brought-up to her anchor at the pre-determined position on a steady heading.
The Master of the anchoring vessel must take into account that single anchor will be holding
both vessels.
The type of berthing operation for the manoeuvring vessel is similar to a normal approach to
a jetty and manoeuvring vessel berths usually on the starboard side of anchored vessel.
Prior manoeuvring, evaluate the necessity of tug assistance.

Caution
Keep a watch on yaw of anchored vessel. If it has tendency to yaw excessively, employ a tug to hold the
anchored vessel on a steady heading. When approaching the anchored vessel, a wider angle is
recommended to avoid early ship-to-ship contact if the anchored vessel yaws unexpectedly.

Mooring Preparations
For procedures for mooring operations, refer to NMM Chapter ‘Mooring Procedures’.
Allow for vessel movement and freeboard changes to avoid overstressing the lines
throughout the operation.
Usually manoeuvring vessel will pass the mooring lines and often supplemented by other
vessels depending on prevailing weather conditions or forecasts.
A typical and proven mooring plan for an STS transfer operation involves the use of six
headlines, two fwd. springs, two aft springs and four stern lines.
Keep heaving line and at least four strong messenger lines, made of buoyant materials
ready for use.
 12.1 SHIP TO SHIP ON DRY CARGO SHIPS
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 5 of 7

Safety During Cargo Transfer

Before cargo transfer, each vessel must confirm with the other that all relevant items on the
vessel-specific checklists have been checked.
If either vessel fails to observe any safety requirement during the STS transfer operation,
bring this to the attention of the concerned vessel’s Master and suspend operations until the
situation is rectified.

Unmooring
Before unmooring operations commence, each vessel must confirm with the other that all
items on the vessel-specific checklists have been checked.
When unmooring while one vessel is at anchor, take note of the following:
➢ Consider the use of tugs where available, if yawing is anticipated.
➢ If weather and current conditions so require, the constant heading vessel must
weigh her anchor and carry out unmooring while making way.

When unmooring after underway transfer, it is normal to unmoor with the wind and the sea
on the port side and then bring the combined two-vessel system head to the wind and to
spread apart the vessels, unless local conditions dictate otherwise.
Commonly unmooring is done by singling up fore and aft, then letting go of the remaining
forward mooring and allowing the bow to swing away from the constant heading vessel to a
suitable angle, at which time the remaining stern mooring line is let go and the manoeuvring
vessel moves clear.
Take special care when letting go the last lines in swift and safe manner.
 12.1 SHIP TO SHIP ON DRY CARGO SHIPS
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 6 of 7

One such method is a “Quick Release Apparatus” or “Toggle Pin (see the picture) that is
used together with a messenger to take the load of the mooring line while it is removed from
the mooring bitt.

Until well separated, neither vessel must attempt to steam ahead nor fall astern of the other.
Note 3
Avoid unmooring during change of tide.

Caution
Exercise caution when unmooring to avoid the two vessels coming into contact.

Fender Equipment
There are two types of fenders:
➢ Primary fenders, positioned along the parallel body of the vessel to afford the
maximum possible protection
➢ Secondary fenders, used to protect bow and stern plating from inadvertent contact,
if the vessels get out of alignment during mooring and unmooring
Identify the likely points of contacts, such as flares of bow or stern, where secondary
fenders will be beneficial.
STS provider will carry out the fendering operation usually on manoeuvring vessel as this
reduces the chances of landing on an unprotected hull section.
 12.1 SHIP TO SHIP ON DRY CARGO SHIPS
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 7 of 7

For general rigging of fenders see the pictures below:

Personnel Transfer
Keep the personnel transfer between vessels to minimum. If necessary, use the workboat.
Use personnel transfer basket only if all associated lifting equipment are suitable for
personnel transfer and follow all safety procedures.

Helicopter Operations
Allow helicopter operations only after prior approval of all interested parties and after
stopping all the transfer operations.

Emergencies
In case of emergency, consider the additional following points:
➢ Stop the transfer
➢ Sound the emergency signal
➢ Inform crews on both vessels of the nature of the emergency
➢ Man emergency stations
➢ Implement emergency procedures
➢ Send mooring gangs to stations
➢ Confirm engines ready for immediate use
Advise standby boat of the situation and any requirements.
In addition, Masters must decide jointly, particularly in cases of fire, whether it is to their
mutual advantage to remain alongside each other.

Forms and checklists: References:

CL: BULK/04
RA:
WI:
FORM:
 12.2 SHIP TO SHIP ON TANKERS / GAS CARRIERS
Navigation and Mooring Manual 01-Mar-2020 Rev 1 Page 1 of 1

Purpose
To outline the procedures for Ship-to-Ship (STS) operation undertaken on Tankers / Gas Carriers.

Refer the respective Cargo Operations Manual Chapter ‘STS Transfer

Operations’

Forms and checklists: References:

CL: OCIMF Ship To Ship Transfer Guide
RA: Vessel-specific STS PLAN
WI:
FORM:
 13.1 GENERAL GUIDELINES FOR NAVIGATION EQUIPMENT
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 3

Purpose
To outline the procedures for use and upkeep of the navigation equipment.

Operation and Use

Use the navigation equipment efficiently having an understanding of the following:
➢ Safety features
➢ Capabilities and limitations
➢ Operating system and software upgradation
➢ Failure and response procedures

Note 1
Masters must encourage watchkeeping officers to read the equipment manuals and utilize the full
capabilities of all navigation equipment.

Bridge Daily Checks at Sea

2nd Officer to comply with vessel-specific checklist for bridge daily checks at sea.

Maintenance Procedures
Establish Planned Maintenance System (PMS) as per the maker’s instruction and
regulatory requirements.
The deck officers must carry out the inspections and checks as mentioned in subsequent
chapters.
The Chief Engineer / Electrical Engineer will carry out the required technical / electrical
maintenance and repairs.
Inform office if there are any defects in a navigational equipment, including the requirement
for shore assistance.
2nd Officer must carry out the lamp and buzzer test of the bridge console and equipment on
a daily basis.
Note 2
All Officers must co-operate in trying to repair any non-functional equipment, immediately.

Note 3
In absence of an Electrical Officer on board, the Chief Engineer to delegate the maintenance
responsibility to any other engineer.

Caution
Obtain flag dispensation for the malfunctioning equipment.

Annual Testing of S/VDR, AIS, EPIRB

Authorised personnel must carry out the annual testing, within the window period of Cargo
Ship Safety Certificate annual / periodical / renewal survey, no later than the date of
completion of the previous survey.
Maintain the annual test report on board.

Firmware and Software Maintenance

Equipment using firmware and software requires regular updates.
 13.1 GENERAL GUIDELINES FOR NAVIGATION EQUIPMENT
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 2 of 3

For firmware and software management, list all the equipment on bridge with their make
and model numbers, details of the firmware and software version in use and the contact
details of the makers.
Every 12 months, check with the makers that the latest version is in use and include this in
Master’s review.
Do not use unauthorised or pirated software.

Caution
Using outdated firmware and software might hamper the effective working of the equipment and cause
problems with authorities.

Emergency Power Supply

Post the list of navigation equipment operating on emergency power supply and on
emergency batteries.

Batteries / UPS for Navigation Equipment

2nd Officer should maintain a list of all equipment using batteries / UPS with their expiry
dates and renewal frequency as per manufacturer’s instructions. Inform Electrical Officer
accordingly.

Navigation Equipment Alarm Management

Always attend to alarms diligently and immediately. Investigate the cause of the alarm and
take action to rectify alarm conditions, rather than just muting it.
Alarms of all navigational equipment must be set as per guidance given in operation
manuals and Company procedures.
Alarm Management
Authority level and actions for
Description adjusting/ altering alarm set
Type of Alarm
points
Failure of:
• Any system or equipment
Equipment / • Input from another equipment
Master or OOW must not
Power Failure • Power
override / mute or adjust / alter.
Alarms and additionally,
• Equipment malfunction
• SAR related
Anti-collision and navigational
safety alarms: • OOW to take Master’s
• ECDIS: Safety contour/ depth permission prior to overriding/
Settings, Look-ahead function, muting the alarm or adjusting/
XTL/XTD Settings, Limiting altering the defined set points.
Danger Line/ Area settings This must only be done for a
Equipment • Radar: CPA /TCPA. Bow limited period of time
Setting crossing (where provided) • Record in the logbook the time,
Alarms • GNSS: HDOP. RAIM (where reasons and re-setting back to
provided) normal
• Echo Sounder: Shallow depth • All Bridge Team members must
alarm know the adjustment and
• Steering Gear: Off-course alteration in set points and status
alarm of the alarm
• BNWAS: Trigger alarms
 13.1 GENERAL GUIDELINES FOR NAVIGATION EQUIPMENT
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• Do not override / mute or adjust /

alter the set points unless
Other alarms / situation demands and only for
All other alarms on bridge
indicators short periods
• Reset the alarms prior handing
over watch

Note 4
Procedures pertaining to individual equipment, give specific information on alarm settings. The OOW’s
must be aware of the actions required on activation of any alarm. Use vessel-specific work instructions /
checklists for key navigation equipment failure. Keep a hard copy of emergency work instructions/
checklist on bridge.

Caution
Keeping alarms ‘Muted’ or ‘Disabled’ can lead to accidents.

Caution
Bridge Team must watch out for signs of ‘alarm fatigue’ caused due to excessive alarms and ‘alarm
normalisation’ i.e., habit of silencing alarms, warnings, cautions or indicators without checking cause of
the alert / alarm.

Spares for Navigation Equipment

➢ Minimum 2 sets of chart plotting instrument such as parallel rulers, dividers etc.
Vessel with dual ECDIS requires only 1 set
➢ Minimum 1 spare window wiper of each type
➢ Sufficient spares of bulbs and fuses for the equipment
➢ Spare paper rolls to last for at least 3 months
➢ Critical spare parts list must include bridge equipment spares as required

2nd Officer, 3rd Officer and Chief Engineer / Electrical Officer will be responsible for
maintaining and ordering the spares.

Records and Reports

The maintenance records must be part of a PMS.
Keep the service reports for Navigation and Radio equipment filed for ready reference.

Caution
When entering the records in PMS, write the actual observed parameters. Do not record as “Satisfactory”
or “Voltages checked”. A record of the values can help identifying trends, giving early warning of a
possible breakdown.

Forms and checklists: References:

CL: D-04; TEC 31
RA
WI
FORM
 13.2 ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM
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Purpose
To outline the procedures for the use and upkeep of ECDIS.

ECDIS and Chart Carriage Requirements

As per SEQ
Certificate (Form E) Paper Chart Carriage Remarks
Primary Backup
Minimum contingency Ensure a second ‘compliant’
paper chart as per trade ECDIS:
(see note 2) ➢ Independent of the main
ECDIS
Paper charts are also ➢ Connected to the vessel’s
required when: main and emergency
ECDIS ECDIS ➢ No ENCs are power supply
(see (see available for area or; ➢ Connected to required
Note1) Note1) ➢ Larger scale paper external sensors
charts, than the ➢ Ready with the chart
available ENCs are database and voyage
available or; plan loaded before
➢ Raster charts are in commencement of the
use. voyage
➢ Use both paper charts and
Full folio of paper charts as ECDIS and satisfy the
ECDIS Paper SOLAS chart carriage
applicable
requirements
➢ Use both paper charts and
Full folio of paper charts ECDIS and satisfy the
Paper ECDIS SOLAS chart carriage
as applicable
requirements
Notes:
1. ECDIS – IMO type-approved ECDIS with official vector chart (ENCs)
2. If provided with 3rd ECDIS / Emergency Navigation System / other similar
arrangement, after discussion with Office, vessel may not carry paper charts (GO
HOME CHARTS)
3. If Flag state or other similar regulations requires additional carriage requirements in
addition to above, then comply with such requirements

Note 1
Immediately report any defects or discrepancy noted in the ECDIS to the Maker keeping ECDIS help
desk [email protected] and Office in copy. When facing any issues with ENC charts or
permits address the queries to Chart Service Provider keeping the ECDIS help desk and Office in copy.
Carry out a risk assessment and implement safeguards as required.

Note 2
If endorsed on the Safety Equipment Certificate, the ECDIS must comply with the IMO’s performance
standards and is a surveyable item under SOLAS regulations. Where paper chart is a primary means
and ECDIS is also listed, use ECDIS actively, as if designated as the primary means of navigation.

Note 3
For the initial changeover from paper to electronic charts (ENC), carry out a risk assessment and keep
office informed. The risk assessment to include regulatory compliance, hardware and training
requirements, limitation of the equipment and contingency measures, in case of ECDIS failure.
 13.2 ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM
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Human Factors and Associated Risks

Over-reliance on ECDIS and improper understanding of the ECDIS data are some of the
human factors that can compromise the safety of navigation.

Caution
Do not become over-reliant on ECDIS. Use the ECDIS only as an aid to enhance situational awareness.
The radar is the primary aid for assessing traffic situation and collision avoidance.

Caution
ECDIS is not perfect. Using a misconfigured ECDIS or not understanding the ECDIS display and settings
can lead to misinterpretation of the displayed data, which might compromise the safety of vessel.

Training and Familiarisation

Comply with Flag requirements.
Master and all navigating officers on vessels with ECDIS as means of navigation must have
following trainings prior to keeping a navigational watch, with documentary evidence:
Type of ECDIS
Description
Training
Approved 5-day shore training or equivalent meeting IMO Model
Generic Training
Course 1.27
Type-specific ECDIS training on specific make and model of ECDIS
fitted on board.
Type Specific Training can be done:
Training ➢ Ashore; or
(see note 1 ➢ Online; or
and 2) ➢ Using Company structured “ECDIS - Onboard Training
Program” available in Training Material File; or
➢ Using the CBT, if provided by maker
On-Board
Use the ship-specific checklists for Bridge and ECDIS familiarisation
Familiarisation
Notes:
1. Generic training done on the same make and model of ECDIS equipment as installed
on board, may fulfil the requirement for both generic and type specific / familiarisation
training. Include a clear statement to this effect in the ECDIS training documentation.
2. Company structured “ECDIS - Onboard Training Program” is available in Training
Material File. It meets the requirements for “type-specific familiarisation” for most flags.
On completion of program, Master / assessor to carry out random assessment and
issue a certificate as per Company format available in Training Material File. Maintain
a record of the training program (original) and copy of certificate, on bridge. Also,
forward a copy of certificate to respective fleet personnel department.

All navigation officers must:

➢ Refer maker’s manual and be fully conversant with the ECDIS, Emergency
Navigation System, voyage planning stations and other similar arrangements
provided on board.
➢ Practice various functions using standby or back up unit, in open sea and clear
weather conditions
➢ Demonstrate the same degree of knowledge and proficiency for ECDIS, as a user
of conventional chart
➢ Read and understand maker’s technical bulletins and its recommendations, if any.
 13.2 ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM
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➢ Maintain and improve their ECDIS knowledge and proficiency regularly through
continuation and refresher training using shipboard drills and training planner.
Note 4
Trickle-down’ training (one officer training another) is not acceptable without a structured and formalised
process in place to assist such training.

Limitations of ECDIS Equipment

➢ Reduced size of chart display on screen, as compared to paper charts
➢ Use of ENC / simplified chart symbols, which are different from paper charts
➢ Limitations of the equipment interfaced with the ECDIS
➢ Distraction due to excessive information on the screen or scanty information (if
required data is de-selected)
➢ Loss of situational awareness when navigating through complex sub-menus
➢ Complacency and reduction in alertness levels due automatic position plotting
➢ Inappropriate use or misinterpretation of ECDIS alarms and distractions caused by
them

Limitations of RCDS Mode

When using ECDIS in RCDS mode, consider the limitations of Raster Charts (RNC’s) and
consider the following points:
➢ The alarms will not get triggered off by the chart data
➢ It is not possible to customise the chart display
➢ Excessive under or over zooming will distort and degrade the display
➢ Chart features cannot be simplified or removed to reduce clutter
➢ It may be difficult to read the information in displays other than in North up mode
➢ Objects cannot be interrogated, to display any additional information
➢ Many RNCs are based on local datum and not on WGS 84 or PE 90 datum
➢ CATZOC is not available on RNCs. Refer to “source data diagram” as for paper
charts
When in RCDS Mode, note following:
➢ Check the flag requirement and guidelines
➢ Use RCDS mode, only with an appropriate folio of up-to-date paper charts
➢ Conduct risk assessment for the voyage and maintain the documentary
evidence. Refer MCA Marine Guidance Note ‘MGN 285 (M+F) Electronic Charts - The Use of
Risk Assessment Methodology When Operating ECDIS In the Raster Chart Display System
(RCDS) Mode’.
Note: Some countries do not allow operating the ECDIS in RCDS Mode. (E.g.
Australia, since ENC coverage of Australian waters is 100%)

Caution
Safety setting alarms do not get activated when in RCDS mode. When passage planning, plot the no-go
areas, isolated danger marks and danger areas using clearing lines or limiting danger lines / areas on
user layer / map to generate alarms using the look ahead function.
 13.2 ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM
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Safety Settings
During the route planning stage, Navigating Officer will identify and establish safety settings
for each part of voyage, as per the navigating area (See the table below).

➢ Safety Depth
Purpose of the Safety Depth is to inform the user of depths that are insufficient for the
vessel to safely pass over by highlighting spot soundings equal to or below the entered
value ‘in bold’.
These depths do not trigger any alarm when breached by the look ahead function.
➢ Safety Contour
Purpose of the safety contour is to distinguish between navigable (safe) and non-
navigable (unsafe) waters by ‘highlighting the selected contour in bold.
ECDIS displays underwater wrecks, rocks and obstructions as Isolated Dangers basis
the entered value of Safety Contour
It will trigger an alarm when breached by the look ahead function.
Set the Safety Contour same as calculated Safety Depth.
Navigating Across Safety Contour
OOW should be aware that if the contour selected is not available in the ENC, it would
default to the next available deeper contour, thus artificially displaying a reduce amount
of safe water on the chart. Due to this, the entire area inside the Safety Contour cannot
be taken as non–navigable waters and areas with spot soundings highlighted in bold
(Safety Depth setting) should be treated as ‘No Go Area’.
When navigating across the Safety Contour:
• Ensure the display is set to ‘All’ Mode, for all possible dangers to be shown.
• Use compilation scale (1:1 scale) or put SCAMIN ‘OFF’
• Visually assess and identify areas greater than “Safety Depth”, ensuring the planned
leg remains in safe water.
• Manually mark and highlight the no-go areas with ‘Limiting Danger Line’ (LDL) in
red. Set the LDL to trigger an alarm when breached by the look ahead function.
• Using ‘user map/layer’, highlight the area that may be crossed at appropriate height
of tide, with the date and time for planned crossing.
• For tide restricted areas, subtract minimum height of tide required (for safe passage)
from the Safety Contour / Safety Depth / Shallow Contour settings to identify the
safe waters on ECDIS. In other areas, not applying the height of tide, allows a
margin of safety.
• Run a route check, confirming that Safety Contour crossing is identified and note in
passage plan, for review and approval by Master.

➢ Shallow Contour
Shallow Contour (selected) indicates the ‘depth below which vessel will run aground’.
➢ Deep Contour
Deep contour (selected) indicates ‘depth areas below which shallow water effects should
get pronounced’.
➢ Safety Frame / Watch Vector
Safety Frame / Watch Vector is also known as ‘Anti Grounding Cone’ or ‘Look Ahead
Setting’.
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Minimum Values for ECDIS Safety Settings

Type of Passage
Function Pilotage Waters, Coastal Waters Open Waters
Channels, Fairways, (Less than 25 NM from (more than or equal to
Rivers. coast line) 25 NM from coast line
Static Draft + Max Static Draft + Max Static Draft + Max
Shallow Contour
Squat Squat Squat
(Static Draft + Max (Static Draft + Max (Static Draft + Max
Deep Contour Squat) Squat) Squat)
X2 X2 X2
(Static Draft + Max
Safety Depth and (Static Draft + Max (Static Draft + Max
Squat + Variables)
Safety Contour Squat + Variables) + Squat + Variables) +
+
See Note 4 10% of Static Draft 20% of Static Draft
50% of Static Draft
Port Stbd. Port Stbd. Port Stbd.

500- 1000 500-

50-200 m 50-200 m 5 NM 5 NM
m 1000 m
Cross Track Limits / • In Open Waters: If 5 NM XTL is not available, select as close
Distance possible to 5 NM.
(XTL/XTD) • In Narrow channels: Keep 0.1 NM but less than channel width
• Transiting TSS in Harbour / Channel/ coastal waters: Extend
and limit XTL to width of traffic lane, if safe to do so.
• In Proximity of berth: Keep the XTL to zero or as minimum as
possible

Look Ahead Length 6 min 12 min 30 min

Values 0.2 NM
(Safety Frame Width But less than channel 0.3 NM 0.4 NM
/ Sector) width
See Note 1 & 2
Sector
10 deg 20 deg 30 deg
Arc
Notes:
1. Where ECDIS have both ‘Safety Frame’ and ‘Safety Sector’, then apply above values for
both settings. In this case, set the width setting at minimum 250m or as above where
available.
2. To avoid excessive alerts within narrow channels, the length of the Safety Frame / Sector
can be reduced below 6 minutes but nothing less than 30 secs.
3. The values in above table are minimum settings. Master can increase the settings basis
vessel size, sailing areas, weather conditions, CATZOC, alarm fatigue, etc.
4. For tide restricted areas, subtract minimum height of tide required (for safe passage) from
the Safety Contour / Safety Depth / Shallow Contour settings to identify the safe waters on
ECDIS. In other areas, not applying the height of tide, allows a margin of safety.
5. Where ECDIS’s limitations restricts from following these minimum values, set the value to
the maximum allowed by the ECDIS maker.

Note 5
Obtain Master’s approval, if during the voyage, the values of these setting need amendment. Record it in
the Deck log book.
 13.2 ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM
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Caution
Safety settings are dynamic and not fixed for entire planned route. OOW to verify and use the safety
settings as per the passage plan. Inappropriate settings may render these alarms meaningless or might
cause excessive activation, to the extent that they might be ignored.

Caution
Safety Contour is the only safe water setting that gives alarm / advance warning to the user. There is no
alarm and/or indication associated with Shallow and Deep contours.

Caution
Not defining the safety sector or vector, will not activate alarms for approaching dangerous objects and
isolated dangers. Safety Frame / Watch vector feature does not provide alarms for hazards on Raster
Charts or for RADAR, ARPA, AIS targets.

ENC Display Modes

Prior to planning the passage and executing the route, set up the ENC display correctly to
display all the important information on the chart.
Navigational
Minimum Display modes Remarks
Task
‘All’ Mode To improve clarity, if required, layers such as
Route Planning (Base Display + Standard data quality can be switched off as the route
Display + Other - all layers) planning becomes more specific.

As far as possible, use ‘All’ mode. In case of

excessive cluttering deselect the non-essential
layers / information after exercising extreme
caution.

In any navigational circumstances ensure

following are selected:
Route execution ‘Other’ / ‘All’ Mode
and monitoring ➢ ‘Standard Display’
in all waters and (Base display + Standard ➢ Spot Soundings and Contours
in all navigation Display + Other - selected /
all layers) ➢ All Isolated Danger marks, Wrecks,
conditions Obstructions
➢ Light Characteristics
Additionally when anchoring:
➢ Submarine Cables and Pipelines.
➢ Seabed Characteristics.
➢ Anchorage Identification
When crossing ‘All’ Mode. In ‘All’ mode, switching on all layers will lead to
the XTL/D, excessive data cluttering on the ECDIS and may
Safety Contours (Base display + Standard cause distraction in safe watchkeeping. If
and marking LDL Display + Other - all layers) deemed necessary, Call Master for assistance.
Note:
1. Always keep all layers of ‘Standard Display’ categories displayed at all times. The “Standard”
Display’ mode, however, does not show all features, such as sounding, submarine cables and
pipelines essential for safe navigation
2. OOW must check the display modes each time, when taking over watch
 13.2 ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM
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ENC Scales
Use Compilation scale as far as practicable to ensure ECDIS screen displays features at the
most optimum scale. Compilation scale is the scale at which the ENC data was originally
compiled.
Note 6
Each object on ENC is provided with a scale value. With the SCAMIN setting ‘ON’ the object will not be
visible on the chart if zoomed out below this scale. Where the equipment permits, switch ‘OFF’ SCAMIN
during voyage appraisal, planning and review. Switch it ON during voyage execution and monitoring.

Caution
As far as possible do not zoom-out / zoom-in more than 1 scale below or above compilation scale, as
critical information may vanish or its position may be distorted which could compromise safe navigation.
Revert to compilation scale at the earliest. The presence of jail bars on the screen means that 25% of the
information is missing or out of position.

ECDIS Displays - Colour Palettes and Monitor Settings

Use of the “4 depth shade” reduces the contrast difference between the adjacent depth areas.
Adjust the display modes based on changing natural light conditions. As far as possible, use
the preset day, dusk and night conditions modes.

Caution
Using the preset day, dusk and night conditions modes might make it hard to distinguish between 4-
depth shades (white, grey, light blue and dark blue). It is recommended to use “2 depth shade” at night,
to distinguish between navigable and non-navigable waters.

Selection of Sensors
Ensure that the Primary and Back up ECDIS is at all times connected independently with
following sensors:
Type Sensors
Minimum 3 Sensors:
➢ GNSS/ GPS /GLONASS (Position Source)
Mandatory
➢ Gyro (Heading Source)
➢ Speed Log (Speed Source)
Additionally, as per configuration of ECDIS and other navigation aids, there
Optional are inputs from 2nd GNSS system, Navtex, Radar, ARPA, Echo sounder,
Anemometer.

If any degradation / malfunctioning of the input from sensors is detected, switch over to the
most accurate secondary sensor and inform Master. For details on sensor failures refer the
subsequent paragraph in this chapter.

Position Source
The primary position source is used to display the position information in the ECDIS.
A secondary position source may also be connected so that in case the primary source fails
or becomes unreliable, the ECDIS can change over to secondary position source.
Verify and edit settings in ECDIS that would changeover the sensor either automatically or
manually.
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Note 7
Where different type of GNSS receivers (e.g., GLONASS) are provided on board, connect one of each
type to the ECDIS for use as position sources.

Caution
Whenever the activated position source loses signal, an alarm sounds automatically, though it may not
sound if position source is degraded.

Caution
The ECDIS will give an alarm in case the difference between 2 position sensors exceeds user setting.
Set this alarm to minimum value as possible on ECDIS.

Caution
Where possible, set the ECDIS to display both the primary and secondary position source. While
passage planning, set the divergence / difference alarm, as per the proximity to the hazards.

Position Verification
Verify the reliability of displayed positions at the intervals mentioned in NMM Chapter
‘Planning’.

Route Planning on ECDIS

Route planning on ECDIS is only a part and not an entire process of Passage Planning. Also,
refer NMM Chapter – ‘Passage Planning’.

Prior to creating a route, ensure the following settings:

➢ The vessel’s ‘controlling operational parameters’ (maximum draft, air draft, turning
data, minimum under keel clearance required, look ahead distance etc.)
➢ Electronic position system set to WGS 84 datum
➢ Position discrepancy / divergence alarm between primary and secondary position
source
➢ Automatic position fixing interval for each leg
➢ Use compilation scale (1:1 scale)
➢ 'Keep Scale Minimum (SCAMIN) setting ‘OFF'
➢ ‘Auto-load’ and ‘Auto-scale’ function is ‘On’
➢ Display mode on ‘All’ mode
➢ Safety alarms set as per navigating areas. Refer to paragraph on Safety Settings
➢ Way point arrival alarms.
➢ Vessel ETA information set correctly. Incorrect setting may affect tidal data and
time dependent information for the route.
Follow the steps below when planning the route on ECDIS:
➢ Procure the required ENC and weekly updates
➢ Load and update ENC on ECDIS
➢ Unload old routes
➢ Calculate and enter the safety settings
➢ Create new route or retrieving the past route from database
➢ Insert notes and information
➢ Carry out Route Check / Validation
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➢ Master must confirm and approve the route

When planning passages through area with CATZOC Zone C, D & U:
➢ Use the recommended route from sailing directions, regular shipping lanes, or
previously used route.
➢ Plot the course through areas with dense spot depth soundings.
➢ Identify hazards to surface navigation and mark them with an alarmable area.
Mark many hazards in a small area as single area. Maintain a safe horizontal
distance / margins from the hazards as per applicable XTL/XTD settings.
➢ Consider increasing the frequency of position verification and use of parallel
indexing.
➢ Obtain advice from local authorities, where possible.
Note: In addition to the above, for depth assessment, refer to NMM Chapter -
Underkeel clearance

Caution
It is unsafe to carry out passage planning on the same system, which is in use for navigation (with an
active route). Planning a passage may require setting the system, with different values of the safety
settings, than as required for the active route. This will affect the monitoring of the current passage. Carry
out planning on the 2nd ECDIS or planning station.

Caution
To determine the correct wheel-over-position, set the vessel’s turning radius as per the available sea
room and vessel manoeuvring parameters. The ECDIS will generate a warning for incorrectly set turning
radius.

Caution
Some ENCs may be so programmed, that a point feature might be used to highlight an area feature
which can be a threat to the vessel e.g., an isolated danger mark highlighting a dangerous shallow reef.
However, in such cases the point feature (isolated danger mark) might not cover the entire extent of the
area feature (shallow reef), During planning stage when passing near an isolated danger mark, do not
assume that the danger only exists at the point marked. Interrogate other layers of ENC data to
determine the extent of unsafe water and plot the route well clear of these dangers.

Creating a Route
➢ Select the chart viewing dates valid for the entire duration of the voyage
➢ Use the ‘Overview’ or ‘General’ scale charts in order to view start and end
waypoints on the screen, if possible
➢ Delete all the old routes along with inserted manual positions for this area.
➢ Open the route planning function and select ‘New Route’ option
➢ Commence the route planning by plotting the start and end waypoint using the
graphical method
➢ Having marked the waypoints broadly, then zoom in to larger scale charts, keeping
them on compilation scale (1:1 scale) and ‘All’ mode
➢ Check the wheel over position and turn radius (automatically calculated by ECDIS
based on own vessel’s characteristics)
➢ Switch on the AIO layer (if available) and examine any information that may affect
the planned route. Manually transfer the corrections within 60 NM of course line
from AIO to ENC by using ‘Manual Update’ function.
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Note 8
Use ‘User Map / Layer’ functions to carry out the marking on ENC in same way as done on paper charts.
For details refer NMM Chapter - Passage Planning.

Caution
Prior to using any ‘stored routes’, check for the latest updates affecting the route and carry out the route
check / validation as applicable for any new route.

Route check / Validation

➢ Ensure ENC updated to latest version.
➢ Carry out ‘Automatic Route Check’ to verify if there is any breach in safety values
(as set by Navigating Officer) or if passing over dangerous conditions
➢ Note down the alarms / caution generated and amend the route accordingly
➢ Visually check each leg carefully and modify waypoints as required, considering
the proximity of navigational hazards and minimum UKC requirements
➢ Check and assess the ‘Category Zone of Confidence’ (CATZOC) uncertainty
values. Amend route and / or mark alerts as required. For details, refer to NMM
Chapter - ‘UKC Policy’
➢ Enter the planned safe speed for each leg as per Master’s discretion
➢ Assess the ETA/ETD and tidal constraints, where applicable
➢ Save the route using Date and port names (e.g., ddmmyyyy – Departure Port –
Arrival Port) and uploaded it into all ECDIS
➢ Where required select type of route ‘Rhumb line’ or ‘Great Circle’
Master must reconfirm the route and its surroundings in ECDIS, and important ECDIS settings
(Safety Contour, XTD, Chart Display, Alarm) after the completion of the passage plan and
every day during the voyage.
Note 9
Master to verify and validate the entire passage plan in accordance with the Company procedures. Use
only a completely validated route, approved by the Master.

Caution
Carry out a route check and revalidate the plan, whenever it is modified and /or when charts are updated.
Master must re-approve the modified plan. OOW must carry out route check confirming safe water along
the passage, when taking over watch.

Caution
Automatic Route check is not a substitute for visual route check since it detects only certain dangers
within XTL / XTD. If the auto route check feature does not detect any alarms or cautions, it might be that
the ‘XTL / XTD’ values and safety settings may have been set inappropriately.

Route Execution and Monitoring

For additional measures and practices on route execution and monitoring, refer to NMM
Chapter - Voyage Execution and Monitoring.
For effective monitoring on ECDIS, ensure the following, prior departure from berth:
➢ Correct passage plan is loaded on the primary and back-up ECDIS systems.
➢ Safety settings and safety frame/vector settings are correct and as per the passage
plan.
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➢ Information from all sensors connected to ECDIS, including the back-up sensors, is
available and correct, especially from the GNSS receiver, gyro compass and log
The OOW should post on the ECDIS console if the current safety setting are for Port
Approaches / Pilotage waters, Coastal or Open Ocean.
Taking over OOW must reconfirm the route and its surrounding and check the system setup to
view any changes or errors. Use of display on offset view can improve situational awareness.
Whenever possible, taking over OOW must confirm the position of the vessel, using means
independent of the Primary Position Source (GPS/DGPS) – for example, visually or using
radar etc. Use the “Radar Information Overlay” feature, if available.
When passing through areas with CATZOC Zone C, D & U:
➢ Use the ENCs at the compilation scale.
➢ Use echo sounder to monitor depth consistency between measured and charted
depth to receive a warning before approaching any depth anomalies.
➢ Maintain a safe distance from the hazards. Verify ship’s position on the ENC before
approaching and on clearing the position.
➢ If required, increase bridge watch level to ensure monitoring of information and
enhanced lookout.
Caution: If planning to enter Zone D area, take extensive precautions to ensure there is
sufficient time to react to dangers as they are revealed

Note 10
Bridge team must be able to identify the symptoms requiring a changeover to secondary position fixing
system and procedures to follow.

Caution
Use the Radar overlay with caution since the ECDIS and Radar pictures might not always match. Always
observe the targets on radars. Do not completely rely on target overlay on ECDIS. Do not constantly
leave the radar overlays on. It may cause over-clutter the ECDIS monitor, obscure critical ENC
information and in some cases also slow down the ECDIS refresh rate.

Caution
Exercise caution when target vectors, based on “sea stabilised mode”, are overlaid on an electronic chart
which is on ground stabilised mode.

Auto Track Control (ATC)

Do not use Auto Track Control (ATC) in Coastal waters.
When using ATC in open sea, use Auto track control only if ordered / permitted by Master.
Master must write the waypoint from / to or time for which the use of tracking control is allowed.
Prior using the ATC verify:
➢ No navigational hazards are within the vicinity
➢ Alarm is set to warn the bridge team prior auto alteration of course is executed
When using ATC:
➢ Confirm that the tracking control is in good working order. Observe the steering
equipment and check vessels track regularly.
➢ Prior alerting on auto control, check there are no navigational hazards in vicinity,
including other vessels causing a close quarter situation.
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➢ When handing over watch, inform the incoming Bridge team regards the use of
auto track control.

ENC / RNC Management

Master must ensure all required permits or licenses for the voyage charts are available prior
to departure and valid for the whole period of the voyage.

In an emergency, if cannot get access to an AVCS permit at a very short notice, obtain it from
UKHO 24 x 7 customer services by email or fax or verbally on phone as per instructions
provided to vessel.

Order, upload and update the ENC/ RNCs as per vessel-specific work instruction.
After updating, using “ENC update status report” function check that all the ENC / RNCs for
the planned passage are up to date.
Regularly delete the expired charts and permits from the system. For further details on
withdrawn / cancelled charts, refer the subsequent paragraphs
Install the digital chart catalogue on a separate computer and not in the ECDIS. Maintain and
update the digital chart catalogue as per Chart Distributor’s instructions.
Service provider will issue permits only for the ordered charts of current date or week and not
based on the vessel’s ENC (base + update) DVD on board.
Maintain a complete AVCS dataset, not more than 12 weeks old. AVCS dataset can be
obtained from:
➢ The DVD supplied by the ENC service provider or Office through mail/ joiners; or
➢ Free download of the AVCS DVD from:
• ABELA Drive - After Office uploads it and inform vessel; or
• Link shared by Office / IT Support – Vessels; or
• Admiralty File Share Service at https://fss.admiralty.co.uk/#/ - Provides search and
download facility of recent weeks cumulative AVCS and weekly AIO datasets
Maintain the records using the latest version of UKHO publication “Admiralty ENC
Maintenance Record” (NP133C) and guidance provided in it for maintenance of ECDIS and
corrections of ENC or RNCs
Note 11
Deck Officers must familiarise with the contracted agreement for ordering of ENCs. Contact Vessel
Manager, in case of any doubt regards the agreement.

Note 12
Only use approved largest scale published ENC charts for navigation. Where ENCs coverage is not
available or suitable, use RNCs in ‘Raster Chart Display System (RCDS) mode subject to flag state
approval. Additionally, carry an appropriate folio of up-to-date paper charts for such areas.

Note 13
If email updates from service provider are sequential, any earlier missing updates will prevent the ECDIS
from loading the later updates. Charts / updates for ENC through DVDs & for RNCs through CDs are
always cumulative.

Caution
When using auto selection of charts, manually verify that no required chart is missed out. ENC ordering
software uses default settings for buffer width, but in most software, this setting can be changed.
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Caution
Load the new permits before installing the latest media (DVD + Chart Data received by email) to ensure
the ECDIS can use the latest ENCs.

Caution
It may be possible that some ENC / ENC updates may be affected with virus / bug from the service
provider. Initially upload / update only one ECDIS. After interval of 8 hours and confirmation on proper
functioning of this ECDIS, then upload /update any other ECDIS.

Readme.Txt File / Section VIII of NTM/ Important Information for AVCS User
When carrying out weekly updates, refer to:
➢ Readme.txt files
➢ Section VIII of NTM
➢ Important Information for AVCS User.pdf
They give important safety information related to specific charting, updating, identified
overlapping and withdrawal of ENC in the ‘Latest Corrections’ section.

Caution
Carry out detailed check where ENCs overlap, to ensure no critical data has been obscured. There might
also be a possibility that critical items may be present only in one data set within an area of overlap.

Cancelled and Withdrawn ENCs

➢ ‘Cancellation’ is the term used when an ENC producer issues an

update to cancel and delete a base cell.
➢ Periodically, ENCs are cancelled as part of the continuous
maintenance of ENC coverage worldwide.
Cancelled ENC ➢ Normally, cancelled ENCs are automatically replaced, not causing
any loss of coverage. Service provider may automatically issue new
permits for ENC to be deleted and issue new permits for
replacement ENCs.
➢ Remove these cells from ECDIS.
➢ ‘Withdrawal’ is the term used when the UKHO decides to withdraw
an ENC from ADMIRALTY services, since the UKHO is unable to
‘cancel’ an ENC from another ENC producer.
➢ ENCs may be withdrawn from ADMIRALTY services without the
issue of a cancellation update because of concerns about their
Withdrawn ENC content or overlap with other data.
➢ The withdrawal of ENCs is communicated in Readme.txt file and in
Section VIII of NTM.
➢ While cells remain withdrawn they will not be updated and their
carriage will not satisfy SOLAS requirements.
➢ Remove these cells from ECDIS

Caution
Basis weekly Readme.txt file and Section VIII of NTM, delete any cancelled and withdrawn ENCs from
each ECDIS. When required, procure appropriate paper / Raster (raster + paper) charts and log in NP
133C.
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Caution
Excessive number of expired / cancelled ENCs in the ECDIS can interfere with ECDIS performance and /
or updating process of valid charts. Delete the expired / cancelled ENCs after 3 months of their expiry /
cancellation dates, to allow for review of past track and playback, if required. Do not use expired /
cancelled ENCs for navigation.

Management of T&P and EP Notices

Temporary and Preliminary (T&P) Notices
Not all ENC producers include T&P Notices in their ENCs.
A list of countries that include T&P information in their ENCs is available at
www.admiralty.co.uk/AVCS and in the “INFO” folder of AVCS and AIO discs.
Where the ENCs do not include temporary information, UKHO provides the Admiralty
Information Overlay (AIO), which contains Admiralty T&P Notices to Mariners (T&P NMs) that
are issued for paper charts.
The T&P’s are displayed as polygons over the ENCs on the ECDIS. Each polygon carries the
same number as the original notice in the Admiralty NTMs.
ENC Preliminary (EP) Notices
EP Notices highlight navigationally significant differences between ENCs and ADMIRALTY
paper charts and draws attention to a potential hazard. It does not indicate which source is
correct. The affected areas are displayed similar to T&P notice. Each EP notice is allocated
a unique EP NM number and is exclusive to AIO.
Managing T&P and EP Notices Corrections:
➢ At passage planning stage, activate the AIO.
➢ Check the route with the date set to the planned passage time, where this facility is
available.
➢ Investigate any features affecting the planned route. To display the text, select ‘T, P or
EP’ using the ECDIS Pick Report along with any associated diagrams.
➢ T&P Notices - Plot manually on largest scale ENC the features that are significant for
the planned passage, within 60NM* of either side of course line. Set the features to
trigger an alarm when breached by the look-ahead function. Include the notice number
also.
➢ EP Notices – Manually mark the notices on largest scale ENC which are within 60 NM*
of either side of course line and take appropriate action if the notice is affecting the
planned passage. Do not apply the correction on the ENCs basis the information
contained in an EP notice. UKHO does not have jurisdiction over other producer
nations’ ENCs.
➢ When charts are reviewed and corrected, switch off AIO.
➢ Verify applicable T&P notices against weekly NMs, to ensure that no notices have been
missed out.
➢ While navigating, to avoid cluttering on the ECDIS display, turn off AIO. OOW to turn
on only for brief periods when required for reference or to confirm manual application
of latest required correction.
* Manual plotting of AIO updates/ correction within 60 NM on each side of the vessel’s intended track
is based on the “distance a vessel will cover in next 4-5 hours with average speed of 15kts”. This takes
into consideration any sudden diversion and / or SAR operation.
Masters can use their own discretion according to the navigating area, E.g. In restricted waters such
as Singapore Straits, take only 24 NM, while in less congested areas, it could be extended further.
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The AIO is updated every week, as part of the AVCS Weekly Update and is issued on disc or
can be downloaded. The weekly disc contains the base edition and all the updates, hence
need only, to load the most recent disc on board. A New Edition of AIO is issued twice a year.
For Raster (ARCS) charts, weekly updates received through online software or CDs include
all T&P corrections generated by the UKHO.
Note 14
In case of non-compatible AIO ECDIS, non-availability of similar systems or delays in obtaining AIO
updates carry out the corrections manually using NTMs / Paper Chart & Publication Management System
software.

Note 15
When carrying out any T, P or EP correction on ENC either by AIO or using NTMs use only ‘Manual
Correction / Update’ function and do not use ‘User Map / Layer’. Maintain appropriate records.

Caution
There may be a time delay between the publication or cancellation of national T&P notices and the
publication or removal of the equivalent Admiralty T&P notice that are included in AIO. Do not over rely
on AIO.

Caution
AIO will display ‘No Overlay’ (a grey hatched polygon) where there is no Admiralty paper chart at an
equivalent ENC scale. In such cases, gather information from other sources, such as local NMs to
determine if there are any relevant T&P notices

Management of MSI and Navtex / SAT-C / EGC Warnings

➢ Mark the warnings that are significant for the planned passage, within 60nm of
either side of course line on ENC.
➢ Manually plot all the applicable MSI / Sat C/ EGC warnings on the largest scale
ENC. Set the features to trigger an alarm when breached by the look-ahead
function. Retain it until superseded / cancelled or withdrawn.
➢ Where SAT-C / NAVTEX messages are automatically imported on the ECDIS,
OOW must verify that they are plotting correctly. Set the correct filter settings (e.g.,
Navtex stations and message types) on NAVTEX and ECDIS.
➢ For Sat-C / Navtex messages not associated with any latitude / longitude, manually
plot on the ENC with the information and warning reference number.
For additional measures and practice to general guidance on management of Navarea
warnings refer NMM Chapter- Management of Navarea warnings.
Note 16
When carrying out any manual correction on ENC use only ‘Manual Correction / Update’ function and do
not use ‘User Map / Layer’.

Management and Recording of Manual Updates

In most of the ECDIS systems, manual updates do not get removed when an automatic
update is applied. Use the date dependent feature, if available, for setting the ‘end date’ or
the ‘date to be deleted’ when making manual updates. Else, delete these updates manually.
Maintain a log of all manual updates to the ECDIS either in electronic form or manual records
or NP133C as per below sample.
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ECDIS Manual Update Log

Position Date Inserted Date Deleted

Notice
Object Area Remarks
No.
Lat. Long. ECDIS 1 ECDIS 2 ECDIS 1 ECDIS 2
Dumping Malacca
1449 04 36.0N 099 30.0E 01/01/20 01/01/20 15/03/20 15/03/20 Navtex
ground Strait
Special Gibraltar
032(T)/20 36 07.8N 005 42.0E 01/01/20 01/01/20 WK 03/20
mark Strait

Remove the expired notices and warnings.

When maintaining the above records in ECDIS in electronic form and where software allows,
weekly back-up the ECDIS Notes folder (manual update list) containing all the Mariner’s
Notes, including T&P notices, Navarea warnings, Navtex and other notes to a dedicated USB
drive / CD / external drive.

Management of Alarms
An alarm alerts by audible or audible and visual means, a condition which requires attention.
Never disable any alarms.
An indication is just an information about system or equipment.
OOW must be aware of various alarms and/or indication that are available on the equipment,
and they may vary between different make / model. Refer the relevant equipment manual.
Note 17
Master’s Standing Order / Bridge Orders should provide reference or details on minimum acceptable
parameters / alarm settings, if & when changed.

Caution
Too many alarms can lead to an ‘Alarm Overload’ situation and too less can lead to false sense of
security. For efficient management of alarms, effectively select the number of alarms/ indications at the
various stages of voyage.

Voyage Records / Playback Function / Logs

ECDIS have a capability of recording and reconstructing the vessel’s navigation history along
with verifying the official database used, for minimum of 12 hours.
Save the data after any incident, however significant, to prevent being overwritten.
Playback option is provided on most modern ECDIS equipment. However, on some approved
ECDIS (e.g. Furuno) other ways of reconstructing this data are provided.
In addition to voyage data recording feature, ECDIS have in-built log book function, which
also records details of manual positions plotted.
For details, refer to the user manual.
Note 18
Master should use ECDIS playback function with VDR records to monitor compliance with navigational
procedures by the bridge team.

Caution
Do not use the playback mode whilst the vessel is underway, as it may affect or stop the monitoring
function. If absolutely essential, playback the backup ECDIS.
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Maintenance
ECDIS comprises of hardware, software and data.
Maintain and upgrade the equipment including its software as per maker’s instructions.
Conduct functional checks following a software update, ECDIS upgrade or whenever the
Master/ watch keeping officers have concerns over the performance of the ECDIS on board.
For optimum and stable use of the equipment, some makers recommend ‘restarting’ the
ECDIS at periodic intervals (E.g., Furuno FMD-3200: at least once every 2 weeks, JRC 9201:
once a month). For details, refer to maker’s manual.
Note 19
Ensure ECDIS is listed as critical equipment in PMS with maintenance schedules as per maker’s
instructions. In consultation with Office, determine the minimum critical spares and operational spares
required as per maker’s maintenance manual and maintain the inventory on board.

Caution
Where applicable, vessel to carry out such ‘restarting’ procedures only when it does not affect the
navigation including berthing periods.

Prevention against Cyber Threat, Computer Virus and Malware

➢ Take a backup of system data at monthly intervals or as per maker’s instruction,
whichever is earlier.
➢ Do not use ECDIS computer for any purpose other than being used as ECDIS.
➢ Disable non-essential programs such Windows media Player etc.
➢ Prior transferring data from the communication computer to the ECDIS, using any
external media, scan the communication computer with the latest version of the
anti-virus update.
➢ Carry out health checks against virus attacks at regular intervals as per manual.
➢ Consider system maintenance such as ‘virus checking’ and ‘defragmenting’ only
after consultation with the maker.

Caution
Use a dedicated USB which is suitably marked, as “FOR ECDIS USE ONLY”. Do not connect any other
device to the USB port of ECDIS. A clean DVD is the preferred mode for data transfer to / from ECDIS.

ECDIS Failure
All navigating officer to familiarise and understand the following ship-specific contingency
measures for ECDIS, including mandatory sensor failure:
➢ Vessel-Specific emergency checklist ‘ECDIS Failure’.
➢ Recovery procedure in pre-consultation with makers.
➢ Vessel-specific risk assessment for ECDIS failure including mandatory sensor
Failure.
➢ Maintenance and upkeep of minimum contingency paper charts / Emergency
Navigation System.
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When making a ship-specific risk assessment, refer Company provided generic template,
considering the following factors:
➢ Power failure
➢ Hardware failure
➢ Software failure
➢ Computer virus infection
➢ Lack of ECDIS maintenance
➢ Lack of suitable back up arrangements for ECDIS
➢ Lack of contingency plan for ECDIS failure
➢ Failure of mandatory inputs to ECDIS (GPS/ GNSS / Speed Log / Gyro Compass
failures, spoofing/jamming of position source, etc)

Note 20
All ECDIS vessels to carry out ECDIS Failure Drill as per the vessel-specific Shipboard Training Planner.
The drill must include a simulation of power failure, operating system / application failure and at least one
mandatory sensor input failure, to test recovery measures in practice.

Caution
In case of ECDIS failure during the voyage, refer to vessel-specific emergency checklist ‘ECDIS Failure’
and safely execute the remaining part of the voyage, until both ECDIS are made fully operational. Post
the Contingency procedures near the ECDIS.

Caution
Do not conduct the ECDIS Failure Drill when navigating in or near confined or congested waters.

Sensor Failure
Failure of the any of the mandatory sensors leads to reduced situational awareness.
Promptly notify the Master, in case of any sensor input failure to the ECDIS.
Master to carry out appropriate risk assessment and implement contingency measures for
safe navigation, including amendment of the voyage plan, posting additional watch keepers
on bridge, as required.
Contact the makers and inform office with details, for assisting in troubleshooting.
Take the following recommended (generic) actions in the event of failure of 1 or more of
mandatory sensors to the ECDIS:
Sensor
Effect Action
Failure
➢ Loss of position input to ECDIS ➢ Switch over to Secondary
➢ Loss in understanding of the set Positions Source (2nd
and drift GPS/DGPS/GLONASS)
➢ The displayed drift might be in error ➢ In case of failure of both the
➢ Mismatch in radar overlay on GPS/DGPS, switch over to “Dead
GPS
ECDIS Reckoning (DR) mode”. Switch
Failure
➢ If available, predictor function will over the safety frame / watch
not display correct future vessel’s vector from COG vector to
positions Heading Vector
➢ Position of AIS targets overlaid may ➢ Plot position manually at regular
be in error interval using all available means
 13.2 ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 19 of 19

Sensor
Effect Action
Failure
➢ Loss in understanding of the set
and drift.
➢ Unable to deduce Rate of Turn of
➢ Switch over to secondary
own vessel
equipment (if provided) such as
➢ Loss of Course Deviation user
other Gyrocompass, Transmitting
alarm, set while route monitoring
Magnetic Compass (TMC) or other
Gyro ➢ Incorrect heading marker and
Transmitting Heading Device
Compass bearing information from ECDIS
(THD)
failure ➢ May affect the mandatory North-up
display of chart
➢ Note: Course over ground would
➢ May affect ARPA targets or Radar
be available through GPS/DGPS
overlay in North-up display
feed, if operational
➢ May affect DR position and
comparison between primary and
secondary position
➢ Loss in understanding of the set
Set the speed through water, to
and drift
“manual” and update the speed
➢ Turning of vessel not apparent, if
Speed that corresponds to GPS speed
Doppler Log fitted, is not
Log
operational
Failure Note: Speed over ground would
➢ May affect DR position and
be available through GPS/DGPS
comparison between Primary and
feed, if operational
Secondary position

Note 21
In the event of failure of one or more of the 3 mandatory sensors, switch over to the back-up feed
immediately. If the back-up feed is not available, seek flag dispensation after carrying out a risk
assessment.

Power Supply
In addition to independent emergency power source, provide each ECDIS with an inbuilt
battery pack or a UPS to sustain settings during power interruption.
Generally, these are powered by maintenance free batteries with expiry dates.

Forms and checklists: References:

CL: D/41, EMRG/14 NP 231; NP232; AVCS User Guide.
RA: NAV 035, NAV 046 MSC.1/Circ.1503 ECDIS Guidance for Good Practice.
WI: D/116 MGN 285 (M+F)
FORM: Training Material # 159; QA poster 34
 13.3 GLOBAL NAVIGATION SATELLITE SYSTEM
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 1 of 2

Purpose
To outline procedures for the use and upkeep of the Global Navigation Satellite System (GNSS)

Types of GNSS
There are mainly 2 systems providing almost global coverage:
➢ Global Positioning System (GPS) operated by USA
➢ Global Navigation Satellite System (GLONASS) operated by Russia
Company’s vessels are mainly fitted with GPS receivers.
Company also endeavours to provide as many vessels as possible with dual means of
GNSS position fixing by fitting both GPS and GLONASS receivers. Some vessels may be
fitted with other GNSS receivers as well e.g., Galileo, Baidu, etc.

Use
All Company vessels must have 2 working GNSS receivers on board, preferably 1 with a
DGPS capability.
List of DGPS coast stations is available in ALRS Vol. 2 (NP 282).
All watchkeeping officers must know:
➢ The configuration, and limitations of GNSS.
➢ The process to switch the output from one GNSS receiver to another. Post the
instructions for such inter-switch arrangement.
Post the antenna offset data near each GNSS receiver and ensure it is correctly entered in
their configuration.
Every month alternate the GNSS in use, keeping a record of changeovers.
OOW to verify GNSS derived positions by alternative methods, where possible. Refer NMM
Chapter Voyage Execution and Monitoring.
Note 1
For optimum use of GLONASS, ensure both GPS and GLONASS provides the position feed, using a
selector switch, to the ECDIS and other Navigation equipment. Experience has shown that GLONASS
provides a stable position feed during GPS interference.

Interface with Other Equipment

Various navigation equipment use input from GNSS. Check the input data provided by the
GNSS is correct.

GNSS Errors
Be aware of the failure modes of the GNSS, and in particular, loss of signal from the
antenna.
There could be error in the GNSS position due to wrong installation, and faulty equipment.
Indicators of interference to positioning systems include an intermittent signal, no signal or
an incorrect signal.
Monitor the navigational warnings for notices about any degradation of GNSS and
Differential GNSS systems.
Check the quality of GNSS position using below:
➢ Horizontal Dilution of Position (HDOP): Lower the HDOP more accurate the
position output. Set the alarm <=4.
 13.3 GLOBAL NAVIGATION SATELLITE SYSTEM
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 2 of 2

➢ Receiver Autonomous Integrity Monitoring (RAIM) system automatically detects

failed satellites and deselects their positioning data from calculations. This
enhances positioning accuracy. The GNSS receiver indicates the integrity status
with respect to user selected accuracy level. Always use this function and set
appropriate accuracy level.
➢ Satellite-based augmentation systems (SBAS) complement existing Global
Navigation Satellite Systems (GNSS) with differential corrections. The SBAS
concept is based on GNSS measurements by accurately located reference
stations. The GNSS errors are then transferred to a computing centre, which
calculate differential corrections and integrity, and broadcast same over large
ocean areas using geostationary satellites as an augmentation or overlay of the
original GNSS message. Several countries have implemented their own satellite -
based augmentation system. All of the systems comply with a common global
standard and are therefore all compatible. Refer to equipment manual and keep
this function enabled.
➢ A difference between the expected and observed course-over-ground (COG) and
speed-over-ground (SOG) may indicate of GNSS failure.

Caution
On loss of signal, the set may default to Dead Reckoning mode. Post a caution note indicating this next
to the receiver for the attention of the bridge team.

GNSS Datum
Keep the GNSS referenced to WGS -84 datum.
If the datum of the chart in use is not WGS-84, manually apply the datum shift corrections
obtained from the chart to the GNSS derived positions.

Caution
Use GNSS with caution when using large-scale port plans which may not have any datum information.

GNSS Log
Maintain a record of GNSS positions in the Deck Logbook every hour, on change of watch
and after alteration of course.

Cyber Security
OOW must be aware of the possibility of spoofing and jamming errors in the GNSS system.
Monitor navigational warnings by the GNSS service provider for any signal disruptions.
For any disruption or failure of GNSS, use vessel-specific emergency checklist

Maintenance
2nd Officer must maintain the equipment as per the maker’s instructions.

Forms and checklists: References:

CL: EMRG/13 Training Material 98;80
RA:
WI:
FORM::
 13.4 RADAR AND AUTOMATIC RADAR PLOTTING AIDS
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 1 of 4

Purpose
To outline procedures on the use and upkeep of the Radar and Automatic Radar Plotting Aids (ARPA).

Use
While underway or at anchor, keep at least 1 radar running at all times.
Use 2 or more radars:
➢ From sunset to sunrise
➢ When within range of land
➢ In heavy traffic areas
➢ When navigating in restricted visibility, heavy weather and ice conditions
➢ Whenever OOW deems fit to use the second radar
When a radar is fitted with a scanner forward, OOW should use it as required.
The Master must encourage clear weather radar practices, including manual plotting, trial
manoeuvres and test programme facility for determining tracking accuracy.
OOW must know the characteristics of “X” and “S” band radars.
➢ X band radars, are preferred for high discrimination, better tracking performance
and good sensitivity
➢ S band radars are preferred when encountering heavy rain, fog and sea clutter
because of better penetration capability
OOWs must know the function of inter-switching unit, if provided.
Note 1
The use of radar must not reduce the requirement to maintain a proper lookout by sight and hearing and
adherence to COLREGs.

Range Scale
Select range scales depending on factors such as traffic density, proximity to hazards, state
of visibility and weather, and own vessel’s speed.
If two radars are in use, set one to long and the other to short range.
Frequently switch between long and short ranges to obtain advance warning of approaching
targets as well as to detect small targets close to the vessel.
Preferred range scales
Type of passage Preferred range scale
Approaching port or straits 3-6 NM
Coastal navigation 6-12 NM
Open water 12-24 NM

Settings
Check the following, but not limited to:
➢ Correct data input from the gyro, GNSS/ GPS and speed log
➢ The tuning is adequate and in the AUTO mode
➢ Optimum setting of gain, sea and rain clutter compatible with prevailing conditions,
displaying some clutter, mainly towards the windward side - do not use the AUTO
clutter modes for long stretch of time
➢ Pulse length, change automatically with the range scale. In manual mode select
optimum pulse length
 13.4 RADAR AND AUTOMATIC RADAR PLOTTING AIDS
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 2 of 4

➢ Make other setting such as interference rejection level, enhanced video and echo
averaging as required, using maker’s manual
➢ Display and stabilization mode of the radar:
• Preferably, use the North-Up mode in Relative Motion
• Always use sea-stabilized mode for collision avoidance
➢ Incorrect heading and ground-stabilized speed could affect the accuracy of the
target vessel’s course and speed data. For anti-collision do not use speed over
ground
➢ Alignment of the Heading Marker with gyro and the fore and aft line of the vessel
➢ Trails and vectors set for appropriate length/ time consistent with range scale and
traffic condition. For 12nm range scale, a vector scaling of 12 minutes and trail
scaling of 6 minutes is recommended
➢ Audible alarm volume at appropriate level and not muted
Post following information besides the radar:
➢ Blind and shadow sector diagram of the radar
➢ PM values obtained after changing the magnetron or an overhaul
➢ Company Poster (Training Material # 166)
Note 2
For collision avoidance, preferably use the vector in relative mode and the trails on true mode so that the
risk of collision is clearly indicated by vector pointing towards centre (own ship).

Note 3
When navigating in areas prone to strong current/ tidal streams, one radar could be kept on ground
stabilized mode to continuously obtain course over ground information.

Note 4
If speed log is non-operational, enter the speed manually and post a warning notice on ARPA ‘Exercise
caution when taking action, as target aspect may be affected’.

Note 5
Signals from some of radar beacons and SART are only displayed on X-Band radars. OOW must know
how to set the ‘X’ band radars for best reception of SART signals, however, note that radar may not pick
up other targets when set for SART detection.

Caution
Over suppression of sea or rain clutter can lead to small targets not getting picked up.

Caution
Do not cancel the CPA / TCPA alarm without investigating the cause.

Caution
Using off-centre function with maximum look ahead capability will reduce the astern view. In clutter
conditions, may miss detecting vessels approaching from astern.

Target Detection and Plotting

Set the CPA and TCPA alarm limits as per Company requirements. Refer to NMM chapter
‘Collision Avoidance’ and Company provided safety card.
Set the Bow Crossing Range (BCR) alarm, where fitted, same or higher than set CPA limits.
 13.4 RADAR AND AUTOMATIC RADAR PLOTTING AIDS
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 3 of 4

Plot all the targets, and analyse all data obtained. In heavy traffic areas concentrate more
on approaching targets and targets forward of the beam.
Note 6
In fishing traffic areas, to distinguish between small stationary and slow-moving targets, switch between
true & relative trails. True trails will clearly show a moving target even when hidden in the clutter. Monitor
such targets closely for any indication of risk of collision.

Caution
Treat targets with CPA less than 1 NM with extreme caution.

Use of Guard Zone

Using the guard zone assists the OOW in picking up targets.
Use of guard zones does not relieve the OOW to keep a proper lookout and plot targets.
Exercise caution when using guard zone function as hidden targets may not be detected.
Also, false echoes may trigger alarm.

Target Association (AIS versus ARPA)

On AIS integrated radars, the target data from AIS and radar tracking are both available.
When the ‘target association’ criteria of AIS and ARPA information are fulfilled and
considered as one physical target then as a default setting the AIS data is displayed.
Use the AIS filter facility provided in the radars to prevent cluttering of the screen.
Note 7
Use AIS to enhance situational awareness and not for collision avoidance decision making. Refer NMM
chapter ‘Collision Avoidance’.

Caution
When using the target association function set the priority for radar targets.

Position Fixing
➢ Where possible, use multiple ranges or bearings - avoid single range and bearing
➢ Where possible, check the radar bearing against visual bearing
➢ Do not use floating objects or dry heights to plot positions or parallel indexing
➢ Always use nearest point of the radar conspicuous marks for taking ranges,
however take care of change in coastline in areas subjected to high tidal range

Parallel Indexing Technique

Use parallel indexing techniques for monitoring the progress of vessel. It however, does not
replace the position fixing requirements.
Setting up parallel indexes for the next course helps to determine when to alter course if the
vessel is currently off-track.
All officers must take every opportunity to practice parallel indexing.
 13.4 RADAR AND AUTOMATIC RADAR PLOTTING AIDS
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 4 of 4

Use of Radar Maps

Make the maps geographically referenced, so that they appear correctly orientated and
positioned relative to the vessel’s position.
On relative motions, if nav lines are not stabilized by using auto drift or similar function, they
tend to drift. This could be extremely dangerous.

Caution
Use maps with caution. Any errors in the vessel position input could affect the accuracy of the maps.

Performance Monitoring
OOW must check the performance of the radar and record the value, once every watch,
using the performance monitor, if fitted.
Compare the obtained values with the initial readings to interpret if within tolerance range as
required by the makers. If not, inform office for further assistance.

Radar Log
Maintain the radar log in the Deck Logbook.

Maintenance of the Radars

2nd Officer must carry out tests and maintenance as per maker’s guidelines. Record the
running hours of magnetron and check for deterioration.
Lubricate the scanners with required grease as per maker’s instruction

Forms and checklists: References:

CL: Training Material 166; 39; 24
RA: NAV 030 Safety Card SC-05
WI:
FORM:
 13.5 COMPASS AND STEERING SYSTEM
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 3

Purpose
To outline procedures on the use and upkeep of the compass and steering system.

Magnetic Compass
Carry out the following:
➢ Check the compass liquid is free from bubbles. Remove any bubbles using the
liquid as per the manufacturer’s instruction.
➢ Check the lighting arrangement (main and battery). The heading must be readable
from the steering position.
➢ Maintain a list of the position of the corrector magnets and amend it if changed.
Normally available in deviation card prepared by shore adjustor.
➢ If provided with a spare magnetic compass, keep bowl upside down.
➢ Have azimuth mirror or other means provided to take bearings, readily available.
2nd Officer must maintain the magnetic compass.

Transmitting Magnetic Compass (TMC)

Where fitted, it provides a digital magnetic heading used for:
➢ Off-course alarms
➢ Repeater inputs, in case of gyro failure
➢ Auto steering, using magnetic compass
Correct the TMC output for compass error and test it weekly as per maker’s instructions.
Note 1
Make a separate deviation card for the TMC repeater (not required if TMC attached to the Magnetic
Compass). Use this card when steering with TMC.

Gyro Compass
Run the gyro compass continuously, unless it is necessary to stop for servicing, repairs,
planned power outage, or when in dry dock.
Restart in good time allowing it to settle on a steady heading and verify the compass error
before putting it into use.
Post changeover procedures when fitted with 2 gyros. Every month alternate the units,
keeping a record of changeovers. When recording the gyro error, state the selected gyro
unit.

Synchronisation
Once a watch, compare all gyro repeaters and inputs into other navigational equipment
with master compass and synchronise them if required.
If available, synchronise the gyro repeater in the emergency steering position and engine
control room during steering gear tests and emergency steering drills.

OOW must ensure that the speed and latitude corrections are properly applied. Where the
gyro has no direct speed or position input, apply the corrections manually by the controls
provided.
Servicing of the gyrocompass must be done as per Maker’s instructions, by an authorised
service engineer.
 13.5 COMPASS AND STEERING SYSTEM
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 2 of 3

2nd Officer must maintain gyro compass.

GNSS Compass
A Global Navigation Satellite System (GNSS) compass/ equivalent is required for Polar
navigation at latitudes above 80 degrees.
It provides an alternative to a gyro compass as a non-magnetic transmitting heading device
(THD) for heading data to AIS and Radar/ ARPA
Operate and maintain the compass as per maker’s instruction.

Compass Error and Deviation Card

For determining compass error, use all available means such as azimuth, amplitude, transit
bearings and dock headings.
The Magnetic compass errors must broadly agree with the deviation card.
Adjustment of the magnetic compass by certified compass adjustor is required:
➢ When a period of 2 years has elapsed since the last adjustment and no record of
compass deviations maintained
➢ After dry docking
➢ After a major layup / major structural changes
➢ When deviations values are constantly higher than 5 degrees
➢ When compass suffers damage / becomes unreliable
After adjustment, the deviation curve must have a near zero value.
Vessel staff must prepare a new compass deviation curve:
➢ Once in 12 months
➢ When the vessel regularly observes an excessive deviation (above 5 degrees - in
case problem persists, inform Office to arrange for a shore adjuster
Carriage of certain cargoes may affect compass efficiency requiring a new deviation card.
Post the latest deviation card in a conspicuous location on the bridge. Carefully maintain
last record of shore adjustment with specific magnetic positions and resultant deviation
curve.

Steering Control
Bridge team must know the operation and changeover procedures of all the modes of the
steering systems.
Post easily understandable changeover procedures besides the steering stand for:
➢ Manual steering to autopilot and vice versa
➢ Main to remote steering systems
➢ Simple operating instructions with a block diagram explaining the changeover
procedures for remote control systems and steering gear power unit, including
emergency steering (also in the steering gear compartment)

Note 2
It is critical that any problem with the steering system is immediately informed to office and thoroughly
investigated prior arrival / departure ports or restricted waters.
 13.5 COMPASS AND STEERING SYSTEM
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 3 of 3

Caution
Bridge team must be aware of the immediate actions required in case of steering failure, as per the ship
specific emergency checklist.

Autopilot
All officers must know the operation of the autopilot and its capabilities regards course
keeping. This includes the functions to set up rudder control, counter-rudder and permanent
helm/ leeway as required by the prevailing circumstances.
Observe and use course recorder trace for verifying the best settings for the autopilot.
With autopilot steering engaged, use the autopilot off-course alarm, adjusted to suit the
prevailing weather conditions. In fair weather conditions, set this alarm to 5 degrees.
In addition, it is required to provide an independent off-course alarm such as:
➢ A magnetic off-course alarm
➢ A transmitting magnetic compass with heading comparison unit
➢ A second gyro with heading comparison unit
Heading monitoring unit is normally fitted for this purpose. Set this alarm a little higher than
the setting of the off-course alarm on ‘auto pilot’.
Use this alarm when steering on autopilot.
Note 3
The use of the off-course alarm does not relieve the OOW from frequently checking the course being
steered.

Maintenance of Auto Pilot and Steering

2nd Officer must perform the checks and tests on the bridge steering system.

Track Monitoring System

When used, OOW must ensure that autopilot is performing track keeping functions. It is
preferable to alter course after disabling the track keeping function.
For details on use of Auto Track Control (ATC), refer NMM Chapter ‘ECDIS’.

Forms and checklists: References:

CL: D/02
RA: NAV 025, NAV 026
WI: D/108
FORM:
 13.6 ECHO SOUNDER
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 1 of 2

Purpose
To outline procedures on the use and upkeep of the echo sounder.

Switch On / Use
Switch ‘ON’ and monitor the depths when crossing 100m contour or making landfall. Keep it
running in coastal and pilotage waters and wherever deemed necessary – for example,
unreliable charted depths.
When at anchor and while alongside, monitor the UKC at frequent intervals.
Check the performance of the echo sounder on all ranges and scales. Compare soundings
obtained against charted depths, allowing for tidal height wherever applicable.
Check errors by comparing the hand lead line sounding, when in port. Maintain records of
such comparisons.
Note 1
On vessels with forward and aft transducers, OOW must know which transducer is in use. Refer maker’s
manual for the set up and display of information.

Caution
UKC displayed on the echo sounder depends on transducer in use and may not be the actual UKC.
Exercise caution, especially when vessel is not on even keel.

Alarm Settings
Select the same unit of sounding as that on the chart.
The alarm must give an indication if the vessel moves away from the planned route and
warn of approaching shallow water well before running into danger.

Caution
Do not set the shallow water alarm (where provided) less than expected UKC along the planned route
depending on the transducer in use. Expected UKC is different from the ‘Minimum Required UKC’. It is
the calculated value obtained during the planning stage and will always be equal or more than minimum
required UKC.

Marking of the Recorder / Printer Chart

Mark the recorder and printer chart with:
➢ Date and time of switching on the echo sounder
➢ Date and time of passing significant land or seamarks
➢ Transducer in use, if fitted with more than one,

Records
Record the following in Deck Logbook:
➢ The markings as mentioned above, where there is no printer feed for recording
➢ Records of sounding when within depths of less than 50 m
Label the printer records and retain them for a period of 7 years or as instructed by Office in
case of any claims / navigational incidents.
 13.6 ECHO SOUNDER
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 2 of 2

Maintenance
The 2nd Officer must maintain the echo sounder.
If the echo sounder recorder is utilizing a stylus, keep a spare stylus onboard.

Forms and checklists: References:

CL
RA
WI
FORM
 13.7 NAVIGATION LIGHTS, SHAPES AND SIGNALLING EQUIPMENT
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 2

Purpose
To outline procedures on use and upkeep of navigational shapes and signalling equipment.

Navigation Lights
Keep the primary and secondary systems of navigation lights in working order.
For upkeep of navigation lights, ensure:
➢ Light fittings and mounting brackets in good condition
➢ Lenses clear and free of paint
➢ Watertight integrity of lights and its electrical fittings
➢ Side light inboard screens fitted correctly and painted matt black
➢ Stern light and mast light are displaying required arc
➢ Portable navigation lights, where required to be carried, are in good working order
and fitted with the necessary lanyards to permit hoisting
➢ 3 monthly testing of individual navigation light failure alarm as per vessel-specific
work instruction.
The Electrical Officer is responsible for bulb replacement, physical and electrical maintenance
of the navigation lights.
Keep spare lamps sufficient for 6 months, meeting the navigation light maker's specification
for size, luminosity / wattage and focal plane.
Note 1
The luminous intensity of LEDs gradually decreases with time and might fall below the COLREGs
required intensity levels. Use LEDs only if maker provides information on usable lifespan and luminous
intensity. Maintain records of in-use and replacement due dates. Where fitted with an alarm system
measuring the intensity of the bulb, keep the alarm activated and regularly check it.

Caution
Painting of lenses to meet local requirement will lead to non-compliance with COLREGs.

Navigational Shapes
3rd Officer must inspect and maintain the navigational shapes (3 balls, 1 cylinder and 1
diamond) as per PMS.
The shapes must be immediately available to the OOW and all bridge team members must
be aware of their location.
For NUC display, keep 2 black balls attached with a line not less than 1.5 m length.

Signalling Equipment
Signalling equipment includes:
➢ Daylight signalling lamp
➢ Ship’s whistle with manoeuvring light
➢ Manual foghorn (if provided)
➢ Bell
➢ Gong and Mallet
➢ Morse signalling light
3rd Officer must check working condition of the signalling equipment.
Use the signalling equipment in accordance with Part D of COLREGs.
 13.7 NAVIGATION LIGHTS, SHAPES AND SIGNALLING EQUIPMENT
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 2 of 2

Daylight Signalling Lamp

Electrical Officer is responsible for upkeep and maintenance of signalling lamp.
Additionally ensure:
➢ Availability of all sources of power (see note)
➢ Minimum of 3 spare lamps available with the equipment
➢ Function test of the batteries carried at 3 monthly intervals.
Note 2
Daylight signalling lamps should not be solely dependent upon the vessel's main / emergency power. It
should be provided with a portable battery with a complete weight of not more than 7.5 kg and having
sufficient capacity to operate the daylight signalling lamp for a period of not less than 2 h.

Ship’s Whistle
3rd Officer must carry out the following:
➢ Weekly, circumstances permitting test the auto fog signalling system along with
manoeuvring light
➢ Monthly, try out the manual operation and inspect the wire and roller guide
assembly
The Electrical Officer must maintain the electrical, pneumatic and automatic whistles as per
maker’s instructions. Check the horns at 3 monthly intervals and overhaul air horn at 60
months or piston horn at 24 months.

Bell
Where fitted, mount the ship’s bell forward and secure it against theft.

Manual Fog Horn, Gong and Mallet

Every 3 months, 3rd Officer must inspect the manual foghorn, gong and its mallet.

Morse Signalling Light

Monthly, 3rd Officer along with the Electrical Officer must check functioning of the Morse
signalling light and keep sufficient spare bulbs.

Forms and checklists: References:

CL:
RA:
WI: D/110
FORM:
 13.8 BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 1 of 2

Purpose
To outline procedures on the use and upkeep of the Bridge Navigational Watch Alarm System (BNWAS).

Use
Keep the BNWAS operational at all times when the vessel is underway or anchor as per
table below:

Mode of Operation When to Use It

At all times (except when vessel is alongside, in Dry dock or
Manual ON
at a repair facility).
When the vessel is alongside, in Dry dock or at a repair
Manual OFF
facility.
Auto Mode Do Not Use.

Record the times of switching ‘ON’ and ‘OFF’ in Deck Logbook.

Note 1
The OOW must not be able to switch off or change the alarm timings on the system. Master to keep
possession of key / password of the equipment.

Caution
When provided with ‘Auto’ mode, post a caution notice stating “DO NOT USE THE BNWAS IN AUTO
MODE” since in auto mode, the BNWAS gets automatically inhibited when hand steering is engaged.

Settings
The dormant period of the alarm system for the alarm activation must be set between 3 - 12
minutes, as per Master’s discretion.
The bridge team must understand the different stages of the alarms and post the equipment
specific alarm criteria close to the BNWAS console.

Caution
The means of resetting must be physically located only in look out areas of the bridge.

Emergency Call Facility

Where fitted, bridge team member must know the manual activation procedure of
emergency call facility.

Checks and Maintenance

2nd Officer must maintain the BNWAS as per maker’s instructions, and every 3 months
perform:
➢ Function test of different stage alarms
➢ Emergency call facility, if provided
➢ Main power failure alarm
➢ Operation on backup power
Note 2
The BNWAS should be powered from the ship’s main power supply. The malfunction indication, and all
elements of the Emergency Call facility, if incorporated, should be powered from a battery-maintained
supply.
 13.8 BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 2 of 2

Forms and checklists: References:

CL MSC Circ. 128(75) – Performance Standards for BNWAS
RA
PR
FORM
 13.9 AUTOMATIC IDENTIFICATION SYSTEM
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 1 of 3

Purpose
To outline procedures on the use and upkeep of the Automatic Identification System (AIS).

Use
Always keep AIS in operation while underway or at anchor.
In ports operate the AIS operation in accordance with port requirement.
Reduce to low power (1 W):
 When bunkering
 On tankers and gas carriers, while carrying out cargo operations such as loading,
discharging, gas freeing, purging and bunkering operations
In case of any AIS failure make an entry in deck logbook, report to Office and notify the
Flag. Maintain the record of all such notifications.
Note 1
Switch off AIS only for the periods as required by local regulations or where it compromises the safety /
security of the vessel. Intentional switching off AIS for any other reasons may breach vessel’s insurance
cover. Inform Office and record the times, with reasons, for switching off and restarting the AIS. In
mandatory reporting areas, inform relevant authority with reasons for switching off the AIS.

Note 2
When not interfaced with radar or ECDIS, then position the AIS adjacent to one of the radars. Radars
fitted after 1st July 2008 are interfaced with AIS.

Note 3
As a minimum, once per voyage / per month, whichever is less, verify the accuracy of static data. For
voyage data, keep voyage related information updated. When entering the port names, recommend use
of UN/LOCODE (United Nations Code for Trade and Transport Locations), available in Guide to Port
Entry publication.

Caution
Automatic polling by another station (e.g. by port authority equipment or another vessel) can cause own
vessel equipment to transmit at the higher power, even when it is set to low power.

Short Safety Related Messages

These are safety of navigation text messages addressed to a specified destination (MMSI)
or all vessels in the area.
Monitor and maintain a record of such messages received and transmitted.

AIS Aid for Collision Avoidance

AIS assists in tracking and provides dynamic information of the target including its
identification, type and navigational status.
Common tracking problems of radar (clutter, target swap) do not affect AIS.
Note 4
There is no provision in the COLREGs for use of AIS information therefore take decisions primarily based
on visual and/or radar information. AIS is a useful source of supplementary information and therefore an
important 'tool' in enhancing situation awareness. Use AIS only as an aid for collision avoidance and not
as sole information system.
 13.9 AUTOMATIC IDENTIFICATION SYSTEM
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 2 of 3

AIS AIDS to Navigation (AtoN):

There are 3 types of AIS AtoN:
 Physical AIS AtoN: AIS signal is transmitted from an actual navigation mark.
 Synthetic AIS AtoN: AIS signal is transmitted from base station for an actual
navigation mark.
 Virtual AIS AtoN: AIS signal transmitted by base station and used to place an aid
to navigation that does not physically exist. It is designed for temporary
applications such as immediate marking of a hazard.
Officers must know the symbols that identify physical and Virtual AtoN on radars.

Caution
Signal disruptions of GNSS may affect the position accuracy of Physical AIS AtoN.

AIS in Search and Rescue operations

AIS may be used in SAR operations giving the accurate position of the vessel in distress on
displays such as radar or ECDIS.
When in distress the AIS-SART automatically transmits the vessels details without the need
for being interrogated as required by RADAR SART.
The AIS SART will be displayed as follows on the AIS/ECDIS/RADAR:
 On newer graphical display by a circle with an ‘X’ inside it

 On older graphical display of AIS/ ECDIS as a normal AIS target (isosceles

triangle)

The AIS-SART will display the following message:

 SART ACTIVE means AIS-SART in Active Mode
 SART TEST means AIS-SART in Test Mode
 13.9 AUTOMATIC IDENTIFICATION SYSTEM
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 3 of 3

 The maritime identity format used is: 970xxyyyy (where ‘xxyyyy’ are numerals from
0 to 9)

Limitations of AIS
 Some vessels might have AIS switched off
 Accuracy of AIS information received depends on the accuracy of the AIS
information transmitted by other station
 Poorly configured or calibrated vessel sensors (GPS, log and gyro) can cause
transmission of incorrect information

Caution
Small vessels and in particular leisure craft, fishing boats and warships might not be fitted with AIS.

Maintenance
The 2nd Officer must maintain the AIS in accordance to maker’s recommendations.
For annual testing, refer NMM chapter ‘General Guidelines for Navigation Equipment’.
Some local port regulations require ‘Pilot Plug’ with the AIS equipment.
Monthly, check the plug for proper condition and connections.

Forms and checklists: References:

CL: Training Material: 166;123; 113; 85
RA: NAV 036 IMO Resolution A.1106(29), Revised Guidelines for the Onboard
WI: Operational Use of Shipborne Automatic Identification Systems
FORM: (AIS)
 13.10 GMDSS EQUIPMENT
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 1 of 2

Purpose
To outline procedures on the use and upkeep of various GMDSS equipment.

Test and Maintenance

The 2nd Officer must carry out the following tests:

VHF, MF, HF, DSC (without radiation of signals) by means of self-test.

Daily Batteries (ON/OFF load test) and bring up to full charge.

Tests Emergency lights on the GMDSS console and equipment illumination.
Printer(s) and paper.
In case of heavy traffic. 3rd Officer to assist in completion of checks. Do not neglect look out
and navigational duties.

Functioning of the MF/HF DSC facilities by a test call when within MF

communication range of a coast station mandatorily on 2187.5 Khz.
In case, no acknowledgement is received from coast radio station, make
another test on HF frequency (4207.5 / 6312 / 12577 / 16804.5 kHz) and log
both tests in GMDSS logbook.
On vessels, where HF unit is marked as ‘Provided’ in Form R (Item 1.3),
Weekly
mandatorily test on HF frequencies mentioned above.
Tests Reserve source of energy, when it is not a battery – for example, a motor
generator.
Each survival-craft two-way VHF radios, on a frequency other than channel
16. Keep the primary lithium batteries near the radios and ensure the integrity
of battery seal.
Inspect the clothing attachment clips and wrist or neck straps with its weak
link.

EPIRB on the ‘Test’ mode and its Battery, HRU and stowage fittings.
Note: If EPIRB transmits a short burst on the aircraft distress frequency of 121.5MHz, carry out
this test in the first 5 minutes of each hour. Refer maker’s instruction manual.

SART, using in-built test facility and the X band radar, in no traffic conditions,
including battery and stowage fittings.
Monthly Load testing of batteries and performing live test on battery power. Inspect
Tests the general condition and connections.
Check emergency source of power for all GMDSS equipment.
Inspect and clean aerials and insulators.
Sat C using Performance Verification (PV) test and by sending live telex to
another Sat C or email to office/ vessel.

Note 1
Annual testing of the GMDSS equipment must be carried out during Radio survey.

Caution
For weekly MF/HF DSC tests, if the acknowledgment is not received the test cannot be considered
successful and an appropriate log entry to be made to this effect. Continue attempts to make a
successful test call for 6 weeks after which to inform office.
 13.10 GMDSS EQUIPMENT
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 2 of 2

Additional Checks on Battery

The Electrical Officer is responsible for the maintenance of the GMDSS battery.
Monthly check and record the specific gravity of a lead acid batteries.
For storage and safe handling of batteries, refer H&S Chapter – Handling of Batteries and
Battery Locker.
Note 2
Where a reserve source of energy consists of rechargeable accumulator batteries, perform the capacity
test at intervals not exceeding 12 months, when the vessel is not at sea. To check the capacity, fully
discharge and recharge the battery using normal operating current and period (e.g., 10 hours) whilst
vessel is in port/ anchorage. Enter the date of test on the front pages of the current GMDSS logbook.

GMDSS Logbook
All officers will maintain the GMDSS logbook as per the instructions given in NMM Chapter
‘GMDSS Watch Procedures’.

Information Required Near GMDSS Equipment

 Operating procedures of GMDSS equipment using ship specific work instructions.
 Vessel’s call sign, Maritime Mobile Station Identity (MMSI) number and Designated
Emergency Communication Officer
 Poster on ‘GMDSS Operating Guidance for Masters Of Ships In Distress
Situations’
 Poster on Cancellation of false alerts
 Copy of:
• Vessel Radio license from flag
• Shore based maintenance certificate

Training and Familiarisation

Carry out regular training and familiarisation of all officers and maintain a record.
All officers must know the procedures to:
 Initiate following alerts and messages on DSC and transmit on VHF, MF, HF or
Ship-Earth-Station:
• A designated or undesignated distress
• A distress relay
• An urgency and safety
 Respond appropriately to any distress, urgency or safety alert or message
 Cancel a distress message inadvertently transmitted

Forms and checklists: References:

CL: D/03, D/04 Training Material # 61, 69
RA: NAV 027
WI: D/105
FORM:
 13.11 NAVTEX
Navigation and Mooring Manual 15-Sep-2023 Rev 10 Page 1 of 1

Purpose
To outline procedures on the use and upkeep of Navtex.

Use
Keep the Navtex “ON” at all times except when vessel is laid up for repairs.
For management of Navtex received warnings, refer to NMM chapter - ‘Management of
Navarea Warnings’.
If not provided with printer, check the message memory on the dedicated display or on the
integrated navigation system.
In port, sight and manage the messages at least once a day and relevant warnings brought
to master’s notice.
Meteorological forecast messages must never be deselected.
For receivers having facility to automatically select stations, use of auto mode is
encouraged.
Note 1
In automatic station selection mode, vessel may receive messages not concerning the area of interest to
the vessel. Manage all messages such that action on messages of interest to own vessel are not missed
out.

Caution
For countries (e.g. Australia, New Zealand and Brazil) which do not maintain a Navtex network, configure
the Sat-C for receiving Coastal Maritime Safety Information. Details available in ALRS volume 5.

Printer (Where Provided)

When the quality of printout is not legible, check printer head and replace if required. Keep
a spare printer head on board.

Maintenance
2nd Officer must maintain the NAVTEX equipment and carry out the monthly self-tests.

Forms and checklists: References:

CL
RA
WI
FORM:
 13.12 VHF RECEIVERS
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 1 of 1

Purpose
To outline procedures on the use and upkeep of the VHF receivers.

Use
While at sea or anchorage, maintain a listening watch on VHF CH 16 and other local
channels as required.
Use CH 16 for distress, urgency and safety only.
For ship-to-ship communications use CH 16 only to establish contact and then switch to
other suitable working channel.
Avoid personal communication while on watch and restrict communication to short periods.
To avoid language problems use:
➢ Internationally recognised method of phonetic expression of letters and figures
➢ Standard Marine Communication Phrases (SMCP)

Record important VHF communications with shore authorities, agents or other vessels, in
Deck Logbook.
Note 1
Most VHF DSC equipment automatically switches over to CH 16 on receipt of a Distress Alert, Urgency
/Safety announcement or other calls. During critical operations, disable the automatic channel switching
for uninterrupted communication, enabling it immediately on completion of operation.

Note 2
Identify and mark any VHF receiver not connected to VDR. Do not use it for critical communications.

Maintenance
2nd Officer must maintain the VHF as per maker’s instructions.

Forms and checklists: References:

CL Training Material 122
RA
WI
FORM:
 13.12 VHF RECEIVERS
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 1 of 1

Purpose
To outline procedures on the use and upkeep of the VHF receivers.

Use
While at sea or anchorage, maintain a listening watch on VHF CH 16 and other local
channels as required.
Use CH 16 for distress, urgency and safety only.
For ship-to-ship communications use CH 16 only to establish contact and then switch to
other suitable working channel.
Avoid personal communication while on watch and restrict communication to short periods.
To avoid language problems use:
➢ Internationally recognised method of phonetic expression of letters and figures
➢ Standard Marine Communication Phrases (SMCP)

Note 1
Most VHF DSC equipment automatically switches over to CH 16 on receipt of a Distress Alert, Urgency
/Safety announcement or other calls. During critical operations, disable the automatic channel switching
for uninterrupted communication, enabling it immediately on completion of operation.

Record important VHF communications with shore authorities, agents or other vessels, in
Deck Logbook.

Maintenance
2nd Officer must maintain the VHF as per maker’s instructions.

Forms and checklists: References:

CL Training Material 122
RA
WI
FORM:
 13.13 VOYAGE DATA RECORDER
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 1 of 2

Purpose
To outline procedures on the use and upkeep of the voyage data recorder.

Minimum Record of Information

A Voyage Data Recorders (VDR) or Simplified Voyage Data Recorders (S-VDR) is required
to maintain a sequential record of information obtained from various sensors.
Retention of data varies from 12 hours to 30 days depending upon the year of installation.

A S-VDR has very limited information as compared to VDR as shown in the table.
Note 1
All ships built after 1st July 2002 must have a VDR.

Saving Records
Master must save and back-up S/VDR information for evidence and investigation purposes
in following circumstances:
➢ In case of any extraordinary navigational or other maritime occurrence / incident /
near miss
➢ In case of abandonment of the vessel, if time and circumstances permit, witho ut
risk to life and safety
➢ When Master deems necessary that, S/VDR information would aid in incident
investigation
➢ For any unannounced remote navigational audits / assessments.
➢ When instructed by the Office.
Backup and save for a period sufficiently before the event until the situation are under
control.
For S/VDR systems that allow backing-up for a limited period only, take successive back-
ups to cover the required period, if the system permits.
 13.13 VOYAGE DATA RECORDER
Navigation and Mooring Manual 01-Jan-2023 Rev 9 Page 2 of 2

For any concerns while preserving the data, inform Office immediately for shore assistance.
Additionally, Masters are encouraged to take surprise backups of the S/VDR frequently to
check and discuss performance of the bridge team.
If notice any technical issue related to audio, video or sensor outputs seek office assistance
and record in logbook.
All officers must know the functions of S/VDR including the method to save, download and
playback the data.
Note 2
Post a vessel-specific work instruction detailing procedures for data recovery adjacent to the S/VDR.

Note 3
Master should handle the backed-up VDR information strictly according to the Company's instruction. Do
not release the information to anyone without the Company's proper advice and authorization.

Use and Maintenance

Always keep the voyage data recorder ‘ON’, except during annual survey.
Check the S/VDR prior departure and each watch for proper functioning and attend to any
alarms immediately. Also regularly check the triggering of the alarm on switching off a
connected equipment when at port.
Test the VDR as per maker's instruction after any upgrade, maintenance or repairs of the
VDR / SVDR itself or any other navigational / communications equipment providing data feeds
to VDR/SVDR.
For annual testing, refer to NMM chapter ‘General Guidelines for Navigation Equipment’.

Forms and checklists: References:

CL: Training Material # 112; 86
RA: NAV 040
WI: D/114
FORM:
 13.14 SPEED AND DISTANCE LOG
Navigation and Procedures Manual 01-Jan-2023 Rev 9 Page 1 of 1

Purpose
To outline procedures on the use and upkeep of the speed and distance log.

Types of Speed Logs

There are mainly 2 types of logs:
➢ Electromagnetic (EM) log provides speed through the water
➢ Doppler logs provide speed through water and over ground when the seabed is
within 200 m
Some vessels may be fitted with ‘Satellite Log’. This equipment receives signals from GPS
satellites by an onboard GPS compass sensor and then measures speed over ground. It also
measures and records vessel distance. Refer the maker’s instructions.
Logs may be single axis (fore and aft speed only) or twin axis (fore and aft and athwart ships)
When connected to rate of turn data, dual-axis logs also calculate the speed and direction
of the bow and stern movements.
Note 1
Use speed through water for radar collision avoidance and speed over ground for navigation.

Caution
Exercise caution when using an EM Log as input for speed, especially in strong tides/currents, as the
speeds may not be accurate.

Use
Keep the speed/distance log on, whenever practical to do so.
At the end of each watch, record the reading on distance log in the Deck Logbook and monitor
for any errors. Anomalies can also be checked by comparing distance travelled with GNSS
data.
During watch, frequently check the speed/ distance log input to the ARPA or other
navigation equipment.
If the sensitive element extends below the keel, the duty officer must know the length of
extension. If necessary, prior entering very shallow depth areas such as off some berths
etc., inform engine room in good time for raising it.

Maintenance
Electrical Officer / Chief Engineer are responsible for the maintenance of the equipment.

Forms and checklists: References:

CL
RA
WI
FORM:
 13.15 COURSE RECORDER
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 1

Purpose
To outline procedures on the use and upkeep of course recorder, if fitted, on board.

Use
Keep the course recorder, if fitted, ON at all times while the vessel is underway or at
anchor.

Setting
Set the clock on the course recorder to UTC.
Check that heading and time are set correctly. Pay particular attention to the quadrant when
checking the heading.
Mark the trace each noon, prior arrival / departure and at finished with engines (FWE).
Ensure the trace is legible.
Label the records and retain them for a period of 7 years or as instructed by Office in case
of any claims / navigational incidents. For digital course recorders, take back-ups at monthly
intervals or as per the maker’s instructions, whichever is earlier.

Maintenance
2nd Officer must check and clean the pens for the ink type recorders and maintain the
equipment.

Forms and checklists: References:

CL Training Material 22
RA
WI
FORM:
 13.16 WEATHER RECEIVING SYSTEMS
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 1

Purpose
To outline procedures for the use and upkeep of weather-receiving systems.

Types of Weather Receiving System

➢ Weather facsimile
➢ EGC
➢ Navtex
➢ Weather reports sent from the office
➢ Coast radio stations via VHF, MF, HF
➢ Private service provider (FOS, SPOS, StormGeo, AWT, etc.)
Note 1
Weather information received from office or service providers does not substitute reports via EGC and
Navtex.

Type of Weather Reports

Every 6 hours vessel should monitor the following reports:
➢ Surface analysis at synoptic hours
➢ Surface forecasts for 12, 24, 48, 72 and 96 hours
➢ Wave height forecast for 24, 48, 72 and 96 hours
➢ Sea state analysis
➢ Storm warnings, when required
Monitor the reports at least twice a day.
Seek office assistance, if for any reason vessel is unable to receive weather reports.
Label the weather facsimile records, if fitted, and retain them for 7 years or as instructed by
the Office in case of any claims / navigational incidents.

Maintenance
2nd Officer must maintain the weather facsimile, if fitted, and/or equivalent digital
programme.

Forms and checklists: References:

CL QA Poster 18
RA
WI
FORM:
 13.17 WEATHER MONITORING EQUIPMENT
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 1 of 1

Purpose
To outline procedures on for the use and upkeep of weather monitoring equipment.

Barometer
Take the barometer reading with bridge wing doors open and apply the corrections as
below:
➢ Height correction: Add 1mb for every 10 meters of height above sea level.
➢ Index Correction: Instrument error, which changes over a period, requiring
comparison with shore barometer.
Annually carry out the comparison of ships barometer with standard barometer reading of
nearest shore observatory.
Master can ask for assistance from local agents and /or relevant Port Meteorological Officer
(PMO).

Dry and Wet Bulb Thermometer

Keep the thermometers clean and easily readable inside the Stevenson’s screen.
Regularly clean the lint of the wet bulb, maintain level of water in the pot.

Anemometer
Check condition of the Anemometer vanes and its fitting.

Maintenance
3rd Officer must maintain the weather monitoring systems.

Forms and checklists: References:

CL Training Material 99
RA
WI
FORM
 13.18 DATA LOGGER
Navigation and Mooring Manual 01-Mar-2021 Rev 3 Page 1 of 1

Purpose
To outline procedures for the use and upkeep of data loggers.

Use
Keep the data logger ‘ON’ at all times.
Label the printer records and retain them for a period of 7 years or as instructed by Office in
case of any claims / navigational incidents.
Note 1
It is not required to maintain a log of engine movements, if data logger is fitted and operational.

Maintenance
The Electrical Officer must maintain the data logger as per manufacturer’s instruction.

Forms and checklists: References:

CL
RA
WI
FORM:
 13.19 LONG RANGE IDENTIFICATION AND TRACKING
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 1 of 1

Purpose
To outline procedures on the use and upkeep of the Long Range Identification and Tracking system
(LRIT).

Requirements
It establishes sharing of information amongst governments for security and search and
rescue purposes.
Vessels are required to transmit at least once every 360 minutes, their identity, date, time
and position. Governments are entitled to receive information about vessels within 1000
nautical miles off their coast.

Use and Maintenance

➢ Keep the LRIT ‘ON’ at all times
➢ All Officers must know the location and functions of the LRIT equipment
➢ Maintain a record of LRIT Conformance Test Report (stating the correct
information)
Inform office to issue new certificate, on change of registry or on replacement of equipment.
Note 1
If there is a failure of the Ship Registry’s LRIT system exceeding 6 hours (beyond the control of the
vessel), the Ship Registry will at earliest endeavor to inform the CSO of that failure. CSO will then pass
this information to all vessels.

Caution
LRIT is mandatory requirement as per SOLAS and the failure of LRIT reporting is a non-compliance of
statutory requirements.

Switching ‘OFF’ the LRIT

Switch off LRIT only if permitted by flag state, under the following circumstances:
➢ In exceptional circumstances and for the shortest duration possible where the
Master considers that the operation would compromise the safety or security of the
vessel
➢ When a vessel is undergoing repairs in dry dock, is in port or is laid up for a long
period, the Master may reduce the frequency of the transmission to one
transmission every 24-hour period or may temporarily stop the transmission
Make an entry in the Official Logbook indicating the time and date of switching off the unit,
and when the unit is re-started and transmission recommenced.
If it is required to shut down, Master should notify local Port State Authorities and confirm
receipt of permission from flag state.

Forms and checklists: References:

CL
RA
WI
FORM
 13.20 ONBOARD COMMUNICATION SYSTEM
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 1

Purpose
To outline procedures on the use and upkeep of onboard internal communication system.

Walkie-Talkies
For routine communications, maintain a minimum of 8 working walkie-talkies.
Do not use the GMDSS VHF portable radios for routine communication.
On tankers and gas tankers, only use intrinsically safe walkie-talkies and change the battery
in a non-hazardous area. Damaged / exposed part makes the equipment unsafe to use.
One such method is labelling and distribution of radio and its charger. Charge a battery only
when completely discharged and do not use until fully re-charged. Repeated short cycle
charging of batteries shortens battery life.
Use manufacturer approved covers for protection of walkie-talkies.
Ensure that lithium-ion batteries and devices that use lithium-ion batteries are certified by
Underwriters Laboratory or any other certification bodies.
The 3rd Officer must maintain the walkie-talkies.
Note 1
For efficient working of walkie-talkies, establish a system of proper charging and discharging methods as
per manufacturer’s instruction.

Caution
Lithium-ion battery cells may undergo ‘thermal runaway’ a chemical reaction that can lead to the cell
igniting and exploding. For details on Lithium-Ion Battery Fires, refer H&S Chapter Fire Precautions.

Public Address and Talkback Systems

Staff must know the use and operation of the public address (PA) and talkback system.
Check the functioning of talkback system as per arrival /departure checklist and keep the
system rigged in the fore and aft stations prior arrival/departure. If available near emergency
muster stations, test them during drills.
3rd Officer must maintain the system.

Sound Reception System (if Fitted)

Keep the sound reception system ON at all times while at sea or anchorage and correctly
adjusted to hear all audible sounds.
3rd Officer must maintain the system.

Telephone System (Within the Vessel)

In addition to maintenance of auto telephone system as per PMS, Electrical Officer must
weekly test sound powered telephones along with its accessories such as head set etc., from
all locations.

Forms and checklists: References:

CL
RA
WI
FORM:
 13.21 BINOCULARS AND SEXTANTS
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 1 of 1

Purpose
To outline the procedures on the use and upkeep of binoculars and sextants.
3rd officer must maintain the binoculars and sextants.

Binoculars
The vessels must have at least three binoculars in good condition.
When available, maintain the night vision binoculars as per maker’s requirements.

Sextants
Proper handling and maintenance of a sextant is important.
The Master must encourage officers to practice celestial observations frequently for
familiarity and confidence for taking sights when required.
Officers must know the errors of the sextant.
Note 1
If the vessel does not have a sextant, discuss with the Vessel Manager for supply.

Forms and checklists: References:

CL
RA
WI
FORM:
 13.22 FLAGS
Navigation and Mooring Manual 01-Nov-2018 Rev 0 Page 1 of 1

Purpose
To outline procedures for the use and upkeep of flags.

Displaying the Flags

TYPE OF FLAG POSITION TO DISPLAY
National ensign Stern flagstaff.
Outer starboard yardarm of signal mast (unless country requires
Courtesy flag
other position). Displayed when in territorial waters of port.
Company flag Outer port yardarm of signal mast.
Code flag Inner starboard and port yardarm.

Caution
Strictly comply with the local regulations for display of quarantine flags and courtesy flags. Check any
special requirement from agents. Some countries like the Saudi Arabia require courtesy flag hoisted at
foremast during day and night.

Maintenance
3rd Officer will maintain the inventory of flags, check the condition and ensure availability of
appropriate courtesy flags for the voyage. Where required, raise a requisition in timely
manner. Replace torn or frayed flags.
Note 1
When courtesy flag for the port is not available, if possible, request agents to arrange delivery by the Pilot
boat.

Forms and checklists: References:

CL
RA
WI
FORM:
 14.1 PRE-MOORING PROCEDURES
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 1 of 3

Purpose
To outline procedures required prior mooring operations.
The word ‘mooring’ in this chapter includes mooring and unmooring operations, including
handling barges and floating cargo on heavy lift vessels, unless specifically stated
otherwise.

Risk Assessment
Mooring operations are a high-risk activity.
Conduct a risk assessment covering all aspects of mooring operations.
Consider the mooring hazards involved in ship-to-ship (STS) operations, conventional buoy
mooring (CBM), single point or buoy mooring systems (SBM) and tandem moorings.
Note 1
The risk assessment must include the hazards imposed due to the layout of the mooring areas and its
associated fittings.

Personnel Familiarisation and Training

Master must ensure mooring stations are adequately manned.
Chief Officer must appoint mooring personnel and ensure they are experienced and rested
prior operations.
On Tankers / Gas Carriers, all personnel involved in mooring operation familiarise and
understand the ‘Mooring System Management Plan (MSMP)’ and Line Management Plan
(LMP).
Minimum Manning requirements for mooring stations:

Operation Manpower requirement

Mooring to a
Forward and aft: 1 officer, 3 seamen, one of whom must
conventional berth /
be an AB.
terminal and for STS
Forward: 1 Officer, 3 Seamen.
Aft: 1 Officer, 2 Seamen.
Mooring to an SBM When moored, post 1 seaman forward at all times with
portable radio for monitoring the position of SBM.
Periodically 1 Seaman to monitor the aft pullback tug-line
connection to vessel.
Forward: 1 Officer, 3 Seamen.
Mooring to a CBM
Aft: 1 Officer, 3 Seamen.
Tending of lines at berth 2 Seamen for operation and tending of lines.
Escort tug in canals 1 Seaman with portable radio, in attendance within the
during transit vicinity of tug fast location.

Cadets and trainees must attend the mooring stations only after being well familiarised with
mooring operations. They will work under direct supervision of the officer in charge.
Delegate the task of winch operator to an experienced staff, familiar with the operations.
Prior attending a mooring operation, members of the mooring team to be familiarised and
trained in:
➢ Hazards involved in mooring operations
 14.1 PRE-MOORING PROCEDURES
Navigation and Mooring Manual 01-Apr-2024 Rev 12 Page 2 of 3

➢ Operation of winches and windlass, use of tension drums, type of brake

mechanism, and ‘Brake Rendering Capacity’ (BRC)
➢ Location of emergency stop buttons
➢ Number and types of lines, their size and length
➢ Lay out of the mooring equipment like winches, warping drum, bitts, bollards, and
fairleads.
➢ Leads of the mooring lines as per vessel’s mooring arrangement plan.
➢ Relevant contents of Vessel-specific MSMP and LMP.

Caution
Master may call the engine or catering crew to assist in mooring operations. Prior attending mooring
stations, familiarise the additional crew with their duties and hazards of mooring operations.

Checking of Mooring Areas and Equipment

Chief Officer must ensure:
➢ Mooring lines and wires are certified and fit for use. For inspection procedures of
lines refer to the NMM chapter - ‘Mooring Lines - Care and Maintenance’
➢ Mooring stations/operation areas are adequately lit.
➢ Availability of heaving lines, messenger lines, appropriate stoppers, rat guards and
spare lines for tugs
➢ Mooring winches tested
➢ Fittings in working condition
➢ In cold weather conditions, warm up hydraulic winches by running in advance
➢ Mooring lines laid out correctly
➢ Signage regarding the hazard of mooring area in place
➢ Mooring chain stoppers for SPM / Tandem operations ready to use
➢ Drain plugs for save-alls in place
➢ Physical hazards (e.g., bulkhead frames, fittings, platforms, hawse pipe covers,
etc.) are highlighted.

Mooring Plan and Briefing of Bridge Team

Master must request the mooring requirements well in advance.
Discuss the mooring requirements with the Pilot during the Master-Pilot exchange. If any
concerns, immediately report to Office.
Prior mooring, Master to brief the bridge team and persons-in-charge of the station as
below:
➢ Composition of in-charge and mooring team
➢ The side the vessel will go alongside
➢ Number, position and method of making fast the tugs
➢ Forward and aft clearance from the vessel
➢ Mooring pattern, planned leads and sequence/method of sending the lines
➢ Safe access to vessel – ship or shore gangway
➢ Sea / swell conditions at open berths or traffic conditions affecting the moorings
➢ Limitations of mooring equipment and fittings, if any.
➢ Crew familiarity and past experiences
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Note 2
Plan mooring leads as per vessel’s mooring arrangement plan. Keep a laminated copy of this mooring
arrangement plan on the bridge and mooring stations. Advice duty officer that to lay out lines in
accordance with mooring plan.

Note 3
Tanker terminal mooring arrangement and operational characteristic is available in OCIMF’s Marine
Terminal Information System (MTIS). Contact Office when such information is required.

Note 4
Familiarise with local mooring requirement (e.g., Panama Canal) and prepare accordingly.

Note 5
Plan the man power requirements in advance, considering the rest hours of the staff, other work
responsibilities of the staff, weather conditions and time taken for mooring operations (e.g., prolonged
mooring operations).

Toolbox Meeting
Each officer in charge must hold on-site toolbox meeting, discuss the following and report to
brige upon completion:
➢ Delegation of tasks
➢ Making fast of tugs
➢ Mooring pattern and order of sending the lines
➢ Hazards and safety precautions, including snap-backs
➢ Safety features of mooring winches, including their tests and use
➢ Best protected location for crew to stand
➢ Means of communication, e.g., radios, visual / hand signals, etc.
➢ Deployment and Post-mooring inspection of ‘working length’ of line and also
condition of rope stoppers.
➢ Deployment inspections of mooring winches and permanent fittings.
Note 6
Do not change the mooring configuration without master’s permission.

Forms and checklists: References:

CL Mooring Equipment Guidelines by OCIMF (Tankers/Gas Carriers)
RA: COSWP – Mooring Chapter
WI
FORM:
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Purpose
To outline the procedures for carrying out safe and efficient mooring operations.

For pre-mooring procedures, refer to the NMM chapter on ‘Pre-mooring procedures’.

14.2.1 Roles and Responsibilities

➢ Coordinating and communicating with all parties

➢ Ensure a safe working environment for team members and shore
personnel working in the immediate vicinity
➢ Holding a toolbox talk with team members
Officer-in- ➢ Delegating duties
charge
➢ Alerting personnel for lines in a bight or under tension
➢ Instructing staff as per bridge orders and providing feedback to bridge
➢ Not allowing non-essential persons in or around the mooring areas
➢ Supervision of third-party personnel, where involved
➢ Attend toolbox meeting
➢ Carry out delegated tasks by Officer-in-charge
Supporting
Personnel ➢ Alerting personnel for lines in a bight or under tension
➢ Adopt safe mooring practices. Refer NMM Chapter- Safety of
Personnel during Mooring Operations.

Caution
The primary duty of the Officer-in-charge is safety of the team members. Do not get involved with the
handling of winches or lines.

14.2.2 Communication
Establish clear ‘closed-loop’ communication between mooring team and bridge.
Use at least 2 independent methods of communication. Verify their operational status
before use.
Keep spare radio charged and ready.
Team members must clearly display and understand the visual / hand signals.
To avoid excessive loads on lines, synchronise the operations using effective
communication between stations.
Note 1
Use ‘closed-loop’ communication to avoid misunderstanding: Sender sends a message; Receiver
repeats the message; Sender acknowledges it. Sender checks that actions are carried out as desired.

Caution
Improper communication between Bridge and Mooring stations has led to serious injuries and fatalities.

14.2.3 Handling Tug Lines

Make fast tugs as soon as practicable.
Precautions when making fast the tug:
➢ Maintain communication with bridge and tug personnel
➢ Delegate sufficient and experienced personnel
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➢ When connecting the tugs (especially at the bows), maintain the vessel ’s speed as
required by the tugs, generally not exceeding 6 knots
➢ Check the suitability of tug fenders. Any concerns, inform bridge
➢ On tankers, request approaching tugs to switch off the radars
➢ Use the leads & fittings designated for tugs/towing as given in vessel’s mooring &
towing arrangement plan. Do not use fittings which are marked only ‘for mooring’. If
dual SWL is not marked and not available in vessel’s mooring and towing
arrangement plan, then assume the fitting can be used for mooring and towing.
➢ Tugs must push at designated ‘strong points’ marked on the shipside and deck
➢ Keep the propeller and thrusters clear of towing lines - if not clear, inform bridge
immediately
➢ Assess the quality of tug’s line. Discuss any concerns with pilot/tugs and use
another line - record this in the Logbook or Movement book
➢ Use appropriate stopper when transferring line from winch to bollards
➢ Use chain stoppers for wires
➢ Use good-condition heaving and messenger line
➢ Use heaving lines only to handle the messenger line - do not use it to heave on the
winch drums
➢ If using vessel’s line as a towline, use the best line available and pass it in a
controlled manner. Do not use lines from winch drums. Secure the inboard end of
this line to a bollard
Precautions when casting off the tug:
➢ Do not heave the line, without bridge orders and indication from tugs
➢ Maintain a visual line of sight with the tug and its personnel
➢ Prior taking off the towline from the bollard, heave with messenger line and use
appropriate stopper
➢ Turn the messenger line on the bollard for controlled lowering of tug’s line
➢ Never try to stop or slow down running lines with your feet
Note 2
Do not pass or take any tug lines without bridge orders.
Note 3
On tankers, before tugs arrive alongside, close all cargo and ballast tank lids and ullage ports, unless the
tanker is gas-free.
Note 4
SWL marked on the double bollard is the Maximum Permissible Load when using a figure-of-eight for
making fast lines. If using the bollard for both mooring (figure-of-eight belay) and towing purposes (eye
splice), confirm the respective SWL information from the towing and mooring arrangement plan.

Caution
Keep clear of tug lines, as they can become taut without warning and break, striking anyone in the snap-
back zone with a serious injury.

Caution
An uncontrolled mooring line could whiplash. It can strike a crewmember on board or the tug, causing
fatal injuries.
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14.2.4 Escort / Pull Back Towing

In addition to precautions for handling tug lines, ensure:
➢ There is a direct lead from fairlead to winch drum.
➢ The winch operator has direct line of sight to the line.
➢ The securing point is aligned longitudinally, clear of obstruction and does not
impede emergency towing arrangement.
➢ Securing point is at least 4m inboard of the fairlead such that eye splice of the tow
line is inboard. If less than 4 m advise tug.
➢ Fairlead is of oval in shape and at least 600mm x 300mm in dimension.

14.2.5 Line handling boats and support crafts

Understand the operational limitations of mooring boats and its crew, which include:
➢ Power and size of the boat
➢ Glare from vessel or shore lights that may obstruct their visibility of lines
movements or hand signals from the vessel
➢ Proficiency of the boat crew
➢ Understanding of language

Before allowing a mooring boat under the bow or stern:

➢ Check that the anchors are secure with bow stoppers in place and free of any
embedded mud
➢ As far as possible, shut all water discharges such as from anchor washes
➢ Do not use the thruster or engines
➢ Caution the boats to stay well clear of a dredged anchor

When handling the lines with boat, take care of the following:
➢ Establish appropriate communication
➢ Keep control of the lines while lowering
➢ always watch the boat and line
➢ Provide enough slack on the lines to avoid any dragging of the boat. Also, avoid
excessive slack as it can create handling problem for the boat crew and foul the
boat propeller
➢ Avoid sudden drag of lines due to buried turn on the winch drum
➢ When picking up line from water, ensure the boat is clear of the line
When there is an on-shore wind or tidal set, ensure that the mooring boats are well clear
before allowing the vessel to settle onto the berth.

14.2.6 Use of Monkey Fist on Heaving Lines

Prior throwing the heaving line, warn the shore mooring or tug crew about it. Personnel on
boat or tug staring up into the glare (deck lights or high sun) may not see things thrown
down on them.
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Caution
To prevent injury, ensure the ‘monkey’s fist’ on heaving lines is made only with lines, and NOT weighted
with materials such as bolts or nuts.

14.2.7 Mooring Pattern

General principles to decide mooring pattern:
➢ As far as possible, moor the vessel as per the vessels mooring pattern and design,
maintaining symmetrical mooring arrangement within the vessel’s length Arrange
mooring lines as symmetrically as possible about the midship point of the vessel.
➢ Lead the lines from winch drums to shore via fairleads with minimum deflection /
turns over fittings.
➢ Head and stern mooring lines have limited efficiency. Hence use sufficient breast
and spring lines. Headlines and stern lines are useful in rivers and ports with high
currents to prevent vessel’s bow or stern being pushed off the berth.
➢ Position breast lines as far as possible perpendicular to the vessel. They provide
restraint in athwartship direction (off the berth).
➢ Position the spring lines as far as possible parallel to the vessel. They restrain the
vessel in two directions (forward and aft).
➢ Keep the vertical angle of mooring lines to minimum (preferably less than 25
degrees).
➢ Avoid passing multiple lines over a single fitting. Where possible, use only single
mooring fairlead / fitting per line.
➢ Avoid very short lengths of line as they take a greater proportion of total load when
the vessel moves. Consider passing lines from main deck, if lines passed from
forecastle or poop deck are very short.
➢ Arrange mooring lines such that all lines in the same service are about the same
length between the vessel and the shore bollard.
➢ Avoid crossing the lines at berth, including those from adjacent berths / vessel.
Final mooring pattern for a given berth will depend on local operational requirements,
weather conditions, berth geometry and availability of berth mooring fittings in relation to
vessels design.
Evaluate the terminal’s published / proposed mooring plan with the designed mooring
patterns and comply accordingly. Alternate arrangement of lines increases the complexity of
any snap-back.
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Where vessel is subjected to a mooring analysis for the terminal / berth, deploy the mooring
configuration in accordance with the plan developed through the mooring analysis.

Caution
Unless design permits, do not use open fairleads when the mooring lines might have an upward lead
which can arise due to changes in water levels, changes in freeboard during STS, etc.

Caution
When passing first lines ashore and where more than one line is required, pass lines using drums with
individual controls. This will allow simultaneous control of lines.

Caution
Avoid mix moorings. If not possible, ensure all lines in same service of same size and type e.g., all
springs could be wire and all breast lines could be synthetic.

Caution
Pass wires and lines from separate fairleads or bollards. Never lead a wire across a fibre lines on a
bollard.

14.2.8 Environmental Operating Limits at Berth

Set the environmental operating limits in ship-shore checklist to lower of the operating limits
of cargo handling equipment or berth.
Set limits so that vessel can vacate berth in sufficient time, considering:
➢ Present and forecasted weather and sea conditions, e.g., wind, current, tide, etc.
➢ Number and leads of mooring lines
➢ Special conditions such as directional forces from tides and currents
➢ Use of anchors or other mooring arrangements
➢ Availability and response time of shore assistance such as Tugs, Mooring gang,
mooring boats and their environmental operating limits.
On tankers and gas carriers, refer limiting factors at berth in respective tanker cargo
operations manuals chapter - General Port Procedures
Note 5
Establish and document the environmental operating limits for the berth during Ship-Shore safety
meeting. Monitor the weather and cease cargo operations as per these agreed limits.

14.2.9 Shifting the Vessel Alongside the Berth Using Lines (Warping)
Warping a vessel along a berth to position is not recommended.
Instead, use tugs, engines or thrusters to position the vessel. Tension the moorings to retain
position. Where available, seek pilot services.
If re-positioning using warping is unavoidable, then ensure:
➢ Prevailing weather, current, tide allows vessel movement is always under control
➢ Sufficient crew available for operation and supervision
➢ Risk assessment conducted, considering the use of engine, thrusters and tugs to
control the operation
➢ Stop the cargo operation and disconnect cargo arms and hoses
➢ Comply with Port and Terminal requirements
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14.2.10 Incompatible Berth

When faced with inadequate mooring configuration / incompatible berths wherein the
location of the bollards ashore does not offer suitable leads,:
➢ Inform office and charterers immediately on arrival and request for another berth.
➢ Consult operations department and lodge a Note of Protest with the terminal
representative.
➢ Increase deck patrol to frequently tend the lines and make records in the Port log.
➢ Take pictures of the layout.
➢ Tanker terminal mooring arrangement and operational characteristic is available in
OCIMF’s Marine Terminal Information System (MTIS). Contact Office when such
information is required.
Inform Office immediately with a risk assessment:
➢ When unable to meet mooring configuration as requested by a terminal
➢ When mooring is not deployed using proper leads
➢ When berth or terminal layout is not compatible
➢ When there are freeboard limitations which will affect mooring ability of the vessel

14.2.11 Berthing with Alternative Technology

When berthing with alternate mooring technologies, e.g., Vacuum mooring / Magnetic
mooring etc:
➢ Obtain complete description of alternative technology and its equivalency.
➢ Conduct a risk assessment in consultation with Office, evaluating interface and
impact of such the mooring technology against vessel’s hull & mooring system.
➢ Inform all relevant parties e.g., owners, insurance, charterers etc as required.

14.2.12 Operation of Mooring Equipment and Fittings

Maintain & operate the mooring equipment and fittings as per manufacturers’ instruction.
Check for proper rotation of the fairleads and rollers. Surface of fairleads, bollards, bitts and
drum ends must be clean and in good condition.
Rectify leaking joints in hydraulic lines immediately, if safe to do so. Replace the corroded
lines and couplings.

Note 6
Never overtighten the mooring winches beyond their rendering capacity which is 60% of SDMBL.
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Note 7
Identify and put a warning notice highlighting the limitations of mooring equipment and fittings, if any as
per manufacturer’s instructions.

Caution
Do not slack the lines directly slackening winch brakes. Put the winch in gear, and slacken under winch
power. Slacking on brakes is unsafe and uncontrollable leading to uneven wear on the brake band.

Caution
Use bollards. Do not leave the lines on the warping drum. They are designed for heaving and not
strengthened for taking the load of the vessel.

14.2.13 Conventional and Split Drums

Type of Drums Description

➢ When picking up the lines, spool and stow carefully. Failure to

do so can cause damage to the lines when under tension.
Conventional
➢ Must have at least 2 layers of lines remaining on drum during use
(non-split) drums
➢ To minimize any reduction in brake holding power, reel the line in
a symmetrical pattern not allowing it to pile up at one place

➢ Maintain only 1 layer of lines/wire on the tension drum. More

than 1 layer will reduce the brake-holding capacity
➢ For guidance on the minimum number of turns on tension
drum, refer vessel specific Line Management Plan (LMP) / line
Split Drums maker’s instruction manual. Non-jacketed HMPE lines have
low coefficient of friction and may require more than 3 turns on
a split drum.
➢ Split drums minimize crushing damages and occurrences of
buried turns.

14.2.14 Mooring Winch Brakes

Tighten brake to correct torque using the pre-set marker or torque spanner.
Do not use self-tensioning winches on auto mode for spring lines, to avoid the vessel from
‘walking’ along the pier.
Note 8
Do not use auto-tension mode on Tankers and Gas Carriers. For other vessels maintain and use the
auto-tension in the highest setting considering weather and berth conditions as per vessel-specific Work
Instruction.

14.2.15 Making Fast Lines on Bollard

Avoid making fast lines to bollards, when lines are available from winch drum, as they have
following limitations:
➢ They do not share the same load as lines from mooring winches
➢ Are difficult to tend
➢ Are not protected by winch brakes and brake rendering system
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Caution
Unjacketed high modulus synthetic fibre lines have a low coefficient of friction. Take two full round turns
around the leading post prior making ‘figure-of-eight’.

14.2.16 Rope Stoppers

Use a correct type of stopper to hold a strained line temporarily:
On synthetic fibre lines, use stoppers made of polyester with sufficient length (about 2 m),
size 50% of the mooring line diameter and strength about 50% that of the mooring line. Do
not use HMSF lines as stoppers as they are usually too slippery.

On mooring wires, use a length of chain (about 2 m) with strength about 50% that of the
wire. Do not use fibre line as stopper on wires because it does not grip the wire well
enough. Do not use a chain stopper on synthetic fibre lines, as it will cut them.

Caution
Ensure lug / D-Rings / Staples for stopper are aligned with the expected lead around the initial bollard
and have a SWL of at least 50% of the Ship Design MBL. When the SWL of lugs is unknown, use one of
the posts of the mooring bit.

Caution
When using a stopper, exercise caution as sudden shocks or increased load may break the stopper.
Never stand across a line when applying a stopper. Do not leave stoppers attached to lines after use.
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14.2.17 Chaff Protection Covers

Use chaff protection covers for protection of mooring lines at friction points on mooring
fittings.

Each vessel must carry 1 cover for each lines in use and spares as per the minimum spare
part list.
For details on construction and deployment precautions of the mooring sleeves, refer to
Training Material – Protection of Mooring Lines.

Caution
Making fast the rope sleeves can lead to crush injuries. Do not cut and reuse damaged rope sleeves.
Always use the original supplied length without alterations.

14.2.18 Tending Moorings while Alongside

OOW and duty personnel must tend the moorings in their respective watches.
➢ Ensure vessel is alongside and well-fendered.
➢ Monitor weather reports and forecasts every 6 hours, including local weather
channels and port warnings. In case of strong offshore winds or currents, deploy
additional moorings.
➢ Monitor traffic movements of other vessels, which could cause surging of vessel.
➢ Do not allow lines to become slack when berthed alongside rivers or channel
berths.
➢ If there is an appreciable tidal range or encountering strong currents, frequently
inspect the moorings lines and check for signs of chafing.
➢ Haul the slack lines first and tend only one line at a time. Spring lines should be
tended together, but not simultaneously.
➢ Check that the tightening or slackening of individual lines does not move the vessel
or affect other lines
The brake rendering capacity is always greater than the winch heaving capacity. If brakes
start to slip it would be impossible to heave in using winches, unless the forces causing the
slippage are reduced.
Note 9
2nd Officer must calculate the tide and post in conspicuous locations.
Note 10
When alongside, retain sufficient personnel to tend the moorings safely.
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Caution
Do not attempt to release the brakes and heave the vessel alongside if due to deteriorating weather or
brake failure the vessel starts moving out. Exercise extreme caution for lines may part. Initiate
emergency procedures and consider use of tugs. On tankers, immediately suspend the cargo operations
and disconnect hoses or loading arms.

Caution
When berthed in a channel or at terminals where vessels pass at a close range, if possible, set up
communication arrangements with passing vessels and port in coordination with terminal. Additionally,
establish monitoring arrangements for mooring and passing vessels.

14.2.19 Shore Moorings Onboard

Some terminals use shore moorings to supplement the vessel's moorings.
During the ship-shore safety meetings, agree on the tending responsibilities for shore
mooring. Confirm that the strength (MBL/ LDBF) of the shore-lines does not exceed the
SWL of vessel moorings fittings.
Be aware of any specific shore requirements relating to tending and precautions.
When adjustable ends of shore mooring are on the vessel, vessel staff will tend the shore
moorings along with its own moorings.

14.2.20 Engines and Machinery Status

Master to discuss with Chief Engineer, the main engines requirements during port stay.
Prior carrying out any work on main engines make a risk assessment, discuss with office
and obtain necessary port approvals.
The mooring winches must be available for starting without the need for the engine room
staff to increase the power generation on board.

Caution
Never give ‘finished with engines’ until all mooring lines have been made fast.

14.2.21 Miscellaneous Tasks

Upon completion of moorings, officer-in-charge must check the following:
➢ Winches are on brakes and out of gear - secure the gear lever with a locking pin
➢ Chaff protection covers in place where required
➢ Rat guards with weights on the ends, to prevent it from going adrift due to wind
➢ On tankers, deploy the fire wires as required by port regulations
➢ Unused lines or lines sections secured and coiled
➢ Warning signs/barriers put in to prevent personnel from approaching a mooring line
under tension.
➢ Deck scuppers are plugged

14.2.22 Mooring at Multi Buoy Moorings (CBM /ABM)

When berthing at multi buoy moorings such as Conventional Buoy Moorings (CBM), and All
Buoy Moorings (ABM), take all precautions considered during berthing alongside.
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In addition, Master must check the terminal requirement and seek professional advice from
the berthing Master (Mooring Master/ Pilot).
➢ Maintain good communication between bridge and aft stations to avoid
entanglement of the mooring lines or mooring boats in the vessel’s propeller
➢ The mooring team to be well aware of the hazards involved
➢ Make frequent and regular inspections to ensure that mooring lines are taut
keeping the movement of the tanker to a minimum
➢ Excessive movement can cause damage to the manifold connections

Caution
Excessive loads can develop in certain mooring lines during the mooring operation. Use good quality
moorings of adequate length.

Caution
At many multi-buoy mooring berths, the vessel's moorings are supplemented by shore moorings. These
wires are often heavy and only experienced personnel must handle them around the warping drum of a
winch.

14.2.23 Mooring at Single Point Moorings (SPM) / Tandem Moorings to F(P)SO

When berthing at SPM / F(P)SO, take all precautions considered during berthing alongside.
In addition, Master must check the terminal requirement and seek professional advice from
the berthing Master (Mooring Master/ Pilot).
➢ Prior making approach conduct a toolbox meeting between Mooring Master, Pilot,
Master, Chief Officer and other crew members involved in the operation. As a
minimum, discuss the intended approach, mooring operations, emergency
unmooring and contingency planning.
➢ Carry out pre-mooring checks and ensure the SPM equipment and fittings are in
good condition - Inspect for free movement of chain stopper, corrosion on surface,
and free movement of mooring rollers. Do not use Smit-type towing bracket fittings
as bow chain stoppers.
➢ When approaching, closely watch the floating cargo hose
➢ During moorings, always use the stowage drum to pass the pick-up lines. Never
use warping drum for this purpose. This will avoid manual handling of the lines.
➢ After making fast, it is advisable to have the pullback tug in attendance during the
vessel’s stay at the SPM. Pullback tug deployment must not impede operation of
emergency towing arrangements.
➢ While vessel is at SPM, maintain the minimum manning as below:
• Mooring Master
• Duty Officer
• Manifold watchkeeper
• Bow watchkeeper
➢ Bow watchkeeper is to report the vessel’s position in relation to the buoy and any
abnormal conditions, including mooring hawser that are excessively tensioned or
slack. The bow and manifold watchkeeper positions can be combined where
facilities. e.g., telemetry and the use of a Mooring Master makes 2 persons
unnecessary.
➢ Duty Officer must immediately inform Master and Mooring Master if the vessel is in
a critical position, in relation to SBM / F(P)SO.
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➢ Man the bridge where necessary such as weather conditions affecting the load on
the mooring equipment or vessel capability in maintaining the safe position, ISPS
requirements, etc.
➢ The pullback tug might be casted off before the vessel casts off the SPM. Ensure
that the tug’s line is clear of the propeller before using main engines. Do not try out
the engines without Pilot or Mooring Master’s consent.
➢ After disconnection and lowering of hose into water, keep them clear of the
vessel’s propeller and manoeuvring zone using support boat or a tug.
➢ Keep both the wheelhouse doors open during these critical manoeuvres. While
falling astern of the SPM, the forecastle crew must keep slacking the pickup lines.
Do not overstress the lines.
➢ Manoeuvre the vessel clear from the SPM. Monitor the position of hoses and
mooring hawser until the vessel is well clear.
For maintenance procedures of bow mooring equipment, refer NMM Chapter - Mooring
Equipment and Fittings - Care and Maintenance.
For detailed information regarding SPM operations, refer OCIMF publication ‘Single Point
Mooring Maintenance and Operations Guide’.
For guidelines on SPM mooring equipment, refer OCIMF publication ‘Recommendations for
equipment employed in the mooring of vessels at Single Point Moorings’.

Caution
If any forward mooring winches critical to the operation fail, in consultation with pilot / loading master
abort the manoeuvre until the equipment is back in working condition.

Caution
If Master deems it is unsafe to carry out the operation, abort the operation and immediately inform office.

14.2.24 STS Operations

Conduct the STS operations as per vessel-specific STS Plan, where provided.
In addition to safe mooring procedures in this manual, take following precautions:
➢ Use closed fairleads for incoming lines. Do not use roller-type fairleads. Avoid
using universal roller fairleads as they can cause line chafing.
➢ Do not use mooring bollards for outgoing lines. Deploy them from mooring winches
➢ For making fast fenders, use bollards located at the commencement of parallel
body at the forward and aft end of the vessel.
For more details on STS operations, including where applicable, reversing lightering, double
banking at berth and Moored Oil Storage Unit (MOSU) refer respective cargo operations
manuals.

14.2.25 Mooring Contingencies

Procedures to ensure that vessel remains safely moored at all times are explained in this
chapter.
In the event vessel cannot remain safely moored, take mitigating actions, including below:
➢ Deployment of additional moorings and crew, as necessary
➢ Informing all concerned parties
➢ Stopping cargo/bunker operations
➢ Disconnecting cargo/bunker connections
➢ Engaging tugs to remain alongside
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➢ Preparations for emergency departure

➢ On tankers & gas carriers, additionally refer vessel-specific emergency checklist
for Breakaway from Jetty / STS Operations and vessel-specific STS plans.
If the situation does not look to be improving, un-moor the vessel and proceed to a safe
anchorage/drifting location.

Note 11
Report all mooring incidents, including failures of mooring lines/tails/ shackles to Office by e-mail as a
‘Non-Routine’ or ‘CODERED ‘message and use the Company provided incident reporting forms/software
program for further investigations. Inspect all mooring lines, winches and fittings after any mooring
incident and when necessary, conduct brake rendering tests.

Caution
Do not use the line involved in an incident pending further investigation. Carry out repairs/ inspections
and maintain records. If necessary, consult makers.

Forms and checklists: References:

CL Training Material 179, 185
RA: NAV 007 /008 /009, DKM 020 / 021 / 032 / 062; MGT 006, COSWP – Mooring Chapter
TKR 009/026 /027 OCIMF- Recommendations for Equipment Employed in the
WI: D/118 Mooring of Ships at Single Point Moorings
FORM:
 14.3 SAFETY OF PERSONNEL DURING MOORING OPERATION
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Purpose
To outline procedures for safe and injury-free mooring operations.

For pre-mooring and mooring procedures, refer to relevant NMM chapters on ‘Pre Mooring
Procedures’ and ‘Mooring Procedures’.

14.3.1 High-Risk Activity

Contributing factors causing accidents & injuries include:
➢ Personnel unaware or underestimating the risks
➢ Unplanned operations and insufficient preparations
➢ Officer in-charge unable to carry out his role effectively
➢ Toolbox meeting not effectively carried out
➢ Lack of coordination and communication between the team members
➢ Lack of situational awareness
➢ Equipment and fittings not maintained properly
➢ Improper estimation of effect of wind, tide and passing vessels
➢ Pressure to moor & unmoor the vessel quickly, especially during adverse weather
conditions

Note 1
When in doubt or if any unsafe act is observed, team members have all rights to stop the operation and
seek clarification before continuing the operation.

Caution
Mooring operations, including tug line handling, is a high-risk activity. To prevent injuries and accidents,
understand the hazards and take necessary precautions.

14.3.2 Personal Protective Equipment (PPE)

Always wear required PPE. As a minimum, must wear safety helmets with chinstraps
secured, safety glasses, appropriate footwear, gloves and clothing, which will not entangle
during mooring operations.
Wear required PPE when working in difficult conditions such as windy weather, rain and ice.
Note 2
Use proper fitting leather or similar gloves. Snags in wires can cause hand injuries.

14.3.3 Safe Mooring Areas

Chief Officer must ensure:
➢ Mooring areas coated with anti-skid coating
➢ Tripping hazards and obstructions in working areas are highlighted with contrasting
colour
➢ Mooring area is clean and clear of loose items
The bridge team must ensure that mooring areas are sufficiently illuminated.
Note 3
Exercise caution for additional hazards due to enclosed mooring decks. Ensure area well illuminated
during operations.
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14.3.4 Snap-back Zones

Consider the entire mooring area dangerous in the event of a snap-back or the sudden
release of a line under tension. Risk exists in any area where there is the potential for lines
to come under tension / snap back, including side decks.
Snap-back is the most serious danger associated with mooring lines. It is the sudden
release of the static energy stored in the stretched line when it breaks. The ends of the line
snap back, striking anything in their path with tremendous force.
A broken line will snap back beyond its securing point. It can travel back to a distance as far
as its own length.
Mooring lines led around roller pedestals and fairleads have the potential to create complex
snap-back zones.
The hazard exists even when lines that have a lesser risk of recoil are used with synthetic
tails.
A snagged (entrapped) mooring line may suddenly release under tension without breaking.
Stay well clear of such lines.
Note 4
Highlight the entrance to each mooring area with a warning stating ‘DANGER - THE ENTIRE AREA AHEAD
IS A POTENTIAL SNAP BACK AREA. LINES MAY PART WITHOUT WARNING AND SNAP BACK IN ANY
DIRECTION’.

Caution
The trajectory of the suddenly released line under tension / the recoil of parted line could be in either the
horizontal/vertical plane or a combination of both and may involve ‘snaking'.

Caution
Synthetic lines are more elastic and snap suddenly without any audible warning. Lines with snap back
arrestor feature may reduce the snap back/recoil effect of the line, but do not completely rely upon it as
the sole safety measure.

Caution
Mooring wire tends to spring off while taking turns. When taking a figure-of-eight around bitts, one person
must hold each turn down as another person puts it around. Lash down the last top turns of the wires to
prevent springing off.

14.3.5 Safe Mooring Practices

Maintain good housekeeping in the mooring area:
➢ When heaving line with warping drum, lay it neatly
➢ Coil or store all unused sections of lines
➢ Pay attention to any oil leaks from winches
➢ Clean up any oil or grease on the deck immediately

When handling tug lines:

➢ Stay clear of the towlines
➢ For safe operational procedures refer to NMM Chapter on ‘Mooring Procedures’
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When positioning oneself in mooring station:

➢ Keep clear from:

• Potential snap-back zone of each line
• Lines under load or tension when not handling them
• Bight or a coil of a line or flaked line
• Trap areas where a structural part of vessel restricts the movement from a parted
or runaway line
• Pinch points. Keep your fingers clear when working around bitts, cleats, fairleads
or other holding devices
➢ Never wrap lines or lines around your hand or any other part of your body.
➢ Where possible, the in-charge should monitor the entire mooring operation from a
higher viewpoint.
➢ Leave the area as soon as work is complete.

When working on winch:

➢ Keep the working platform in good condition
➢ Identify fall hazards. Take preventive action – e.g., fitting a railing and highlighting the
edges with a contrasting colour
➢ Operate the winches smoothly under full control
➢ Lock the gear handle in position before taking load on the line
➢ Winch operator must have a full view of all activity maintaining a direct line of sight
with the signalling man or officer in-charge
➢ Flake out lines and wires on deck and run out safely. Do not pass them directly from a
storage reel
➢ Always check the other end of a line when being heaved
➢ Never leave a turning winch or warping drum with a winch control lever unattended
➢ A person must assist the winch operator to pay out the line or pick up the slack
➢ Maintain a safe distance from the warping drum when handling lines on drum
➢ Properly layer the lines/wires on the drums to prevent the line from being wedged and
stuck
➢ Never use faulty equipment. Report immediately to seniors
➢ On completion, tighten the brakes, disengage the gear and lock the gear handle with
a locking pin. Switch off the power to the winches
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When handling the lines:

➢ Prior throwing heaving lines, check the area is clear of any personnel. For use of
monkey fist refer to NMM chapter on ‘Mooring Procedures’
➢ Avoid leading the lines and wires around sharp bends
➢ Do not stop a running line with your foot, instead put the free end eye on the bollard
➢ Heave the ends of a slack line slowly, to prevent whiplash while coming through the
fairlead
➢ Pass only the number of lines that the team can safely control. Discuss the situation
with bridge where required.
➢ When using split drum winches, do not push the line when manually transferring the
line from storage drum to the tension drum. Always pull it to avoid line springing back
and causing injury.

When handling multiple lines:

➢ Handle each line independently, under full control.
➢ Handle only the number of lines which the team can safely manage

When mooring at Single Buoy Mooring (SBM): (In addition to above)

➢ When heaving or casting off the SBM hawser, check there is no tension due to vessel
movement
➢ When making fast the SBM chain on chain stopper ensure the hawser is up and down
without load
➢ Keep clear of the pull-back tug’s towline

When mooring at Conventional Buoy Mooring (CBM): (In addition to above)

➢ When laying out both anchors check and control the strain of each anchor
➢ Deploy sufficient personnel to handle multiple lines
➢ Refer to safe mooring procedures in NMM chapter ‘Mooring procedures’

Tending the moorings at port: (In addition to above)

➢ Ensure sufficient manpower is available for tending the mooring - a minimum two
persons are required when handling each line
➢ Protect the lines from chaffing in open ports, by using chaff protection covers.

Note 5
The Master must encourage the crew to discuss near misses, incident reports, and case studies and
seek improvements for safe mooring operations. This includes modification to procedures, equipment
and fittings, if required.

Forms and checklists: References:

CL COSWP – Mooring Chapter
RA OCIMF Effective Mooring
WI
FORM:
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Purpose
To outline procedures on care and maintenance of mooring lines.

Responsibilities
Establish and carry out planned maintenance for all mooring lines and tails on board as per
maker’s instructions.

Person Responsibility
Records, maintenance, and in-service inspection of mooring lines and
Chief Officer
tails.
Office Selection and procurement of replacement mooring lines and tails.

Note 1
Operate and maintain the mooring lines throughout its operational life in accordance with the original
design concept, if available, including when replacing lines and associated fittings. Update the mooring
and towing plan in case of any major changes made to the mooring line, tails, or shackles. E.g., using
new types of lines, etc.

Definitions
Means the diameter, D, of a mooring fitting divided by the diameter, d, of
Bend radius (D/d ratio)
a mooring line that is led around or through the fitting.
Line Design Break Means the minimum force that a new, dry, spliced, mooring line will
Force (LDBF) break at. This is for all synthetic cordage materials.
Means the minimum breaking load of new, dry, mooring lines for which
shipboard fittings and supporting hull structures are designed in order to
Ship Design Minimum meet mooring restraint requirements.
Breaking Load SDMBL is the core parameter against which all the other components of
(SDMBL / MBLSD) a ship’s mooring system are sized and designed, with defined
tolerances. The table in the next section provides relative % age values
of mooring system components.

Selection of Replacement Mooring Lines

Considerations when selecting/replacing mooring lines and associated attachments:
Select a replacement line meeting the designed specification in the mooring
arrangement plan.
In cases where this is not possible, consider the following properties in the
selection of a replacement line and update the plan accordingly:
➢ breaking strength
➢ environmental conditions to be used (e.g., temperature)
➢ linear density
Compatibility
➢ tenacity
with designed
➢ D/d ratios
specifications
➢ compression fatigue and
➢ stiffness
It is not recommended to use 100% polypropylene mooring lines.
On tankers and gas carriers: Do not use nylon mooring lines. The high
elasticity could cause the vessel to move, damaging the loading arms .
The diameter of the mooring wire must not exceed 44mm and diameter of
synthetic line must not exceed 80mm to allow ease of handling.
LDBF for mooring lines must not exceed the specified limits i.e., 100 to 105%
LBDF
of the SDMBL.
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Note: Any increase above these limits may require a review of the operating
parameters and load limits of mooring equipment and fitting as well as of their
hull supporting structures. Refer vessel-specific RA, MSMP Appendix G and
consult Office for further assistance.
Selected lines must meet the minimum bend radius (D/d ratio) recommended
by maker. It should be as large as possible to maximise mooring line strength
and working life. It is recommended that the D/d ratio is at least 15. This will
Bend Radius ensure that the performance reduction due to bending is kept to a minimum.
(D/d ratio) Caution: If this is not achievable, the service life of the line may be less than
that stated by the manufacturer and therefore the line may need to be replaced
before the end of the service life recommended by the manufacturer. Pay
particular attention to such lines during inspections.
The stiffness of a line is its ability to stretch under load. A line with low stiffness
will stretch more under load than a line with high stiffness.
Use synthetic tails to reduce peak loading when the ship is secured alongside.
Synthetic tails must have an MBL / TDBF 125- 130% higher than that of the
mooring line to which is attached. Polyamide (nylon) tails must be tested wet to
account for loss in strength when wet. Increasing the MBL / TDBF beyond
130% of the Mooring line to which it is attached does not increase tail fatigue
life.
The mooring tail must be 11-22 m in length and not exceed one-third of the
distance between the vessel’s fairlead and the shore mooring bollard. Longer
Mooring Tails on tails may be required for exposed berth encountering waves up to 2 m
Wires / HMSF significant wave height and wave period excess of 10 secs. Longer tails will
Lines (High typically only be required for breast lines.
Stiffness Lines)
The mooring tails fitted to each mooring winch must be of the same type and
strength.
Use appropriate mooring shackles for connecting the tails. For HMSF lines, a
cow hitch can be used. For details refer the section – Mooring Shackles.
Note: For Nylon tails, the certificate must state that they have been tested in
wet condition.
Caution: The use of tails can change the characteristics of a mooring line and
its behaviour in the event of failure. High-stiffness mooring lines may exert
significant dynamic force and have significant snap-back zones when used
with synthetic tails that have a low stiffness.
Mooring shackles are used with Wire and HMSF mooring lines. SWL must be
Mooring 55 % (wire) and 50% (synthetic lines) of SDMBL with a safety factor of 3.
Shackles
Note: For HMSF lines, a cow hitch can be used for connecting the tails.

When replacing mooring wires / conventional synthetic mooring lines with HMSF lines:
➢ Send complete details of vessel’s fittings and specifications to line manufacturer,
including mooring winch drum capacity, type and its diameter.
➢ Ensure mooring fittings are free of grooving and sharp edges. Alternatively use
chafing guards for all areas of contacts.
➢ Establish type of mooring tails and connections required.
➢ Obtain maker’s guidance on maintenance and upkeep of HMSF lines.

Replacement of synthetic lines with HMSF lines is advantageous as it reduces the line
diameter without compromising line strength. This also improves the D/d ratio and wear
zones of lines.
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Caution
The mooring line condition and strength might deteriorate earlier then its service life as provided by the
maker. Monitor the condition of line to replace the line before any failure.

Procurement
Use the below OCIMF forms and documents for procurement. Examples of these forms and
certificates are available in LMP Addendums.
➢ Mooring Line / Tail Acquisition Form – Prepare the form for each order, providing
information about line/tail requirements, so that the manufacturer can then propose
mooring lines of the correct dimensions and appropriate performance.
➢ Mooring Line / Tail Proposal Form - Review the proposal form completed by the
manufacturer(s) for each order. This form contains details of the lines/tails that
satisfy the requirements provided in the Mooring Line / Tail Acquisition Form. This
form is supplied along with the Base Design Certificate and relevant Product Data
Sheets. Verify diameter, lay, construction, and termination. Mooring tails must be
compatible with mooring shackles on board and have the same rotational
characteristic as that of the mooring wire/line to which it is connected.
➢ Base Design Certificate – Review the certificate provided by the manufacturer for
each order. This form demonstrates that the product has been manufactured,
tested, and documented following the guidelines in Appendix B of the MEG4. A
Base design certificate is valid for 5 years. It must be valid at the time of
procurement and does not require renewals if it expires after procurements. Upon
review mooring line/tail is selected, and an order is placed to manufacturer.
 14.4 MOORING LINES – CARE AND MAINTENANCE
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➢ Mooring Line / Tail Certificate and Document - Manufacturer issues a certificate for
each line/tail. Place a copy of the certificates and documents in the appropriate
LMP Annex basis the type of line.
Upon delivery, carry out a visual inspection for any damages to the extent possible

Further details on guidelines for the purchasing and testing of mooring lines and tails are
available in Appendix B of OCIMF’s MEG4 publication.

Maintain additional spare lines, wires, tails, and mooring shackles as per TMM Annex 3 -
Section 1.
Note 2
Where possible, depending on the storage capacity of the mooring winch drum, consult Vessel Manager
and procure a longer length of line to manage ‘Working Length’ of line in use. For further details refer
section Management of Working Length of Line in this chapter. The length of mooring line must not be
less than 200 meters. Discuss with Vessel Manager for any reductions in length.

Identification and Control

Use only certified Mooring lines, Tails and connecting shackles.
Identify mooring lines, tails and associated attachments as follows:
➢ Maintain records using Company provided form.
➢ Tag each equipment to link them to the relevant records and certificates. Use a
permanent tag to resist weather conditions.
➢ Mark each certificate with date of receipt, date put in use and location on board.

Record Keeping
Maintain all records of usage, inspection, maintenance and replacement of mooring lines
using Company provided forms.
Retain records for 2 years, so that they are available until completion of next annual survey.
Maintain all the certificates and manufacturer’s instructions on mooring lines, tails and
associated fittings in respective annexes of vessel specific LMP.

Installation
Under supervision of Responsible Officer, follow the maker’s instructions in addition to
generic guidance provided in this section.
➢ Clean the drums of any sharp edges or burrs before installation.
 14.4 MOORING LINES – CARE AND MAINTENANCE
Navigation and Mooring Manual 25-Nov-2023 Rev 11 Page 5 of 21

➢ Inspect the entire length of line for any damages.

➢ Inspect the termination arrangement on the drum.
➢ Reel the line on the drum under tension to reduce embedding and crushing
damages during use. Tension can be applied using a rope stopper or by other
vessel specific arrangements – e.g., use of a warping drum from another winch.
➢ Reel the line in correct direction. Band brakes are designed to work effectively (i.e.,
render) in only one direction. Disc brakes work effectively in either direction.

Additionally, when installing Mooring Wires:

➢ Use turntable to avoid twists and kinks if the temporary storage drum is not rotated
while running the wire off.
➢ Install the mooring wire on the drum as per the lay of the mooring wire.
➢ Lubricate new wire prior / during installation.
➢ Use a wooden stub-piece/cow bar to guide each warp of line next to first.
➢ Allow each consecutive layer to sit on the valley between warps of the first layer.

Additionally, when installing Conventional Synthetic Mooring Lines:

➢ Uncoil the line from inside with first turn coming out in an anti-clockwise direction.
➢ After each layer crosswind to prevent embedding during use

Additionally, when installing HMSF Lines:

➢ Polish all surfaces that will be in contact with lines.
➢ Never uncoil this type of line from inside. Uncoil the line from outside and do not
allow any kink during uncoiling.

Storage
Follow the maker’s instructions in addition to generic guidance provided in this section.
Conventional Synthetic Mooring Lines & HMSF lines:
➢ Coil the 3-stranded line in the proper direction as per its lay (clockwise for right-
handed lay and anti-clockwise for left-handed lay).
➢ Store the braided lines as they fall naturally.
➢ Wash dirty synthetic lines with fresh water. Use mild detergent if grease, grit or dirt
contamination is noted. Allow lines to dry naturally prior to storage.
➢ Stow in a well-ventilated compartment/storage area on wood gratings / pallets to
assist drainage and allow maximum air circulation. Keep clear of hot bulkheads.
➢ Store away from sources of heat, chemicals, fumes, corrosive agents, grit and dirt.
➢ Never store lines on mast houses / open deck as this causes degradation of lines.
➢ When kept on open deck, cover it with canvas covers and put the eyes on the
bollards with an overall lashing.
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➢ When stored on drums, cover the mooring lines with waterproof canvas covers to
protect them from the elements. On poop deck, use fire-retardant material to
safeguard from funnel sparks.

Mooring Wires
➢ When wire lines are stored on drums for long durations, every month turn the
drums to avoid settling of lubrication to lower parts of drum.
➢ Store mooring tails away from mooring wires and avoid contamination by mooring
wire lubricant. If voyage is long, remove the tails and store them inside deck
houses.
➢ Lubricate spare wires in stored condition to avoid corrosion.

Mooring Tails
➢ Store unused tails in a store.
➢ Wash dirty tails with fresh water. Use mild detergent if grease, grit or dirt
contamination is noted. Allow lines to dry naturally prior to storage.
➢ When kept on open deck, store them on pallets away from direct heat and sunlight
cover them with canvas covers. Raise the pallets, where possible, above the level
of any standing surface water.
➢ When stored with mooring lines on winches cover with canvas covers.

Mooring Shackles
➢ Store unused shackles in a store.
Note 3
Inspect the lines, tails and associated fittings for damage during installation or before deploying them
from storage into service. If notice any damage do not use it and consult Office.

Maintenance
Follow the maker’s instructions in addition to generic guidance provided in this section.
Synthetic fibre lines:
Synthetic mooring lines are generally maintenance-free except for jacketed HMSF Lines
lines, which requires the repairing of the jacket in case of routine wear and tear.
➢ Monitor and remove induced twist under load using a swivel arrangement as per
manufacturer instructions. Twists in braided and jacketed lines reduce line
efficiency.
➢ Monitor and remove the kinks by relieving the load. Formation of a kink may
damage the line.
➢ Keep deck equipment surface conditions free of defects and sharp edges in
accordance with the manufacturer’s instructions. When necessary to drag lines
along the deck, keep clear of sharp edges or rough surfaces.
➢ Mitigate excessive localised damage. Use chafe protection arrangement.
➢ Cover winches when lines are not in service.
➢ Repair the line as per manufacturer instructions.
➢ Clean lines when they are contaminated with oil/lubricants.
Mooring wires:
➢ Lubricate the mooring wires as per the PMS schedule or earlier when appear dry
due to effects of prolonged heavy weather condition. Use only environmentally
suitable lubricants.
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➢ Before lubrication, remove the excess lubricant to check wire underneath for any
deterioration. Use pneumatic lubricators for effective and penetrating lubrication.
➢ Avoid bending the mooring lines excessively as they will kink, causing a reduction
in their strength.
➢ Use guide hooks to guide wires onto the drum.
➢ During the STS operations, apply grease at friction points (fairleads, sharp bends)
to prevent chaffing of lines.
Mooring tails:
Use canvas socks on tail eyes to prevent wear.

Mooring Shackles
Refer to vessel PMS and maker’s guidance maintenance instructions.
Note 4
When lines are damaged beyond use, crop the line and make an eye splice as a temporary measure. Do
not attempt to conduct joining splices at any given stage and seek Office if needed. The length of
mooring line must not be less than 200 meters. Discuss with Vessel Manager for any reductions in length

Note 5
Ensure vessel has correct tools required for maintenance and repairs of mooring lines.

Caution
Do not paint the path of non-jacketed HMPE lines with anti-skid paint, as this damages the surface fibre
and result in quick deterioration.

Inspections
Perform routine inspection of mooring line, tails and associated attachments as per the
maker’s manual and maintenance schedules listed in PMS, as below:
Results -
When Type By Whom What to inspect
Output
‘Working Length’ (outboard
Deployment Mooring of the tension side of the No Records
During Mooring
inspection Team winch) of the line and rope required
stoppers
‘Working Length’ (outboard
Post mooring Mooring No Records
Post -unmooring of the tension side of the
inspection Team required
winch) of the line
3m / Every 15
Entire length of line by
port calls, Routine Responsible Company Form
unreeling from the mooring
whichever inspection officer / Vessel PMS
drum
earlier
Replace when
When required, Detailed their residual
such as for Inspection Shore Residual strength strength
investigations or
reaches 75% of
other purposes
the SDMBL
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Note:
1. Conduct visual inspection of the outside of the mooring line to identify excessive wear or
damage, e.g., external abrasion, external cut, kink, heat damage such as fusion and slackening
or fraying of eye splices based on:
• Maker’s instructions, particularly the criteria for the assessment of mooring line
condition.
• Operational experience regarding the performance of the mooring line/tail during
previous mooring operations; and
• Environmental conditions to which the mooring lines/tails are routinely exposed.
2. Refer to the critical areas of inspection and retirement criteria specified for the respective types
of lines in this chapter.
3. Persons carrying out inspections must familiarise with Company procedures and maker’s
instructions available in the LMP Appendix.
4. Consider increasing the frequency of routine inspections depending upon signs of deterioration
(if any), berthing frequency, and environmental severity
5. Carry out the inspection more frequently if the D/d ratio of mooring fittings is less than 15.
6. Detailed inspection is carried out when required, such as for investigations or other purposes.
Refer the section Residual Strength Test in this chapter.
7. Mooring Shackles are usually robust and encounter minimum wear and tear. However, if
identify any wear and/or damages, properly document it.
8. During mooring operation report defects, if any, to the Master.

Note 6
Raise incident reports in case of line failure / significant damage. Do not use the pending further
investigation. Carry out repairs/ inspections and maintain records. If necessary, consult makers.

Residual Strength Test

Company may subject mooring lines and tails to residual strength test analysis when
required, such as for investigations or other purposes. In such cases provide the following
information to the inspecting party:
➢ Mooring line certificate
➢ Mooring line position/winch number and usage history
➢ Load monitoring of lines on ship or ashore.
➢ End to end turning history.

Caution
Residual strength testing only reveals the residual fatigue life of the line tested. Results must be read with
caution as it is not indicative of the health of the full length of the line.

Protection & Wear Zone Management

Wear Zones are the areas where the contact surface of a line, which turns over a fitting
suffers damage when it imparts load to the fitting.
Preserve the design life of mooring lines:

Wear Zone Management

➢ By practicing smooth contacts at turn-off points with large angles
During mooring and/or eye splices. When using lines stored on winch drums, run
operations them through direct leads, as otherwise, they may chafe on the
edge of the drum.
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➢ Avoid surging on warping drums or bollards to prevent

friction/fusion damage.
➢ Avoid sharp bends. It decreases line strength and may cause
premature damage or failure.
➢ Using abrasion resistant covers/mats with synthetic lines at ship
side or chaff protection covers at friction points to protect against
any friction damage, especially during STS operation and at
unsheltered berths. For further details on chaff protection covers,
refer NMM Chapter – 14.2 Mooring Procedure. See image below.
➢ Do not use the synthetic lines through fittings used with mooring
wires, until fittings are smoothened of any grooves from wire use.
Where necessary, use chaff protection covers / stainless steel
inserts.
➢ Maintain moving parts of roller fairleads and pedestal rollers as per
maintenance schedule of vessel PMS to allow mooring line to move
over them.
Maintenance of ➢ Maintain the working surface free from rust and paint. Check
mooring fittings fairleads for grooving. Remove the sharp edges and carry out
repairs.
➢ For details refer NMM Chapter - 14.5 Mooring Equipment and
Fittings - Care and Maintenance
Inspections For details refer Inspection sections of this chapter
Management of
For details refer section on management of ‘working length’ of lines in
‘Working
this chapter
Length’ of lines

Fitting canvas socks around eyes of synthetic lines and tails will provide additional
protection against wear. Avoid using leather covers for such purposes as they can harden
and cause damage to lines.

Synthetic lines when used on undivided drums cause compression damage from the layer
in use to the underlying layers.
The embedding of lines can cause cover/line damage. Jacketed lines have low coefficient
of friction causing deep embedding of lines which causes line cuts. To prevent line
embedding during use, comply with line manufacturer instructions. If no such instruction is
available, use line blocks or webbing sheets with line blocks as below:
 14.4 MOORING LINES – CARE AND MAINTENANCE
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Note 7
Wear zones of mooring lines are variable and depend on the distance of shore mooring bollards from
vessels winch. It is necessary to manage wear zones to protect mooring line from damage.

Management of ‘Working Length’

“Working Length” is the end of the mooring line in use (outboard of the tension side of the
winch) which is exposed to wear and tear by contact with vessel or shore structures and
tensioning during usage.
Manage the ‘working length’ of lines as below:
➢ Turn the winch-mounted lines end-to-end as per vessel PMS so that there is an
even wear and tear of lines. Ensure mooring wires are provided with an eye at both
ends. Stencil the date of turning end-to-end on the winch.
➢ Rotate the winch-mounted lines as per vessel PMS so that the lines that are
exposed to heavy load conditions are not exposed for extended periods. E.g.,
interchanging head and stern lines with breast line/breast line to spring lines, etc.
This practice will increase their service life. To ensure continuity, rotate the lines
irrespective of whether they have been replaced.
➢ If required, discuss with Vessel Manager and crop the ‘working length’ to use a
fresh length of line, if longer lengths of line are available. The length of mooring
line must not be less than 200 meters.

Service Life and Retirement Criteria

Replace the in-service mooring lines and tails which are worn-out and no longer suitable for
use based on the removal prior to failure and in accordance with maker’s criteria as below:
➢ Residual strength is less than 75% of SDMBL.
➢ Life cycle is completed as per maker instructions.
➢ Line is loaded more than its working load limit. (In such case contact makers)
➢ Condition-based evaluation as per below service life and retirement criteria:
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Type of Line Service Life & Retirement Criteria

Service Life – 5 years from date in use (including end-to-end transfer) or
earlier if damaged as below:
➢ More than 2 splices within its length
➢ 25% of broken yarn in the cross-section
Conventional
➢ 20% of line is hard flattened/melted/fused due to thermal
Line
damage.
➢ If breaks due to overload

Conventional ➢ Core damaged – pulled, cut abraded, powdered or

Synthetic Braided cover melted strands.
Mooring Lines lines ➢ Herniation – core pokes through cover (sheath) which
unable to massage back into the original structure.
➢ 10 % fibres cut, fused or badly abraded (on line or single
Hawser Laid strand within one lay length)
Line
➢ Powdering between adjacent strand contact surfaces
Note: Service life can be extended to 8 years, subject to thorough evaluation of
condition and consultation or inspection by line manufacturer or 3rd party.
Some makers recommend replacement after 6 years usage. Hence, take extra
care during inspections when the usage period is over 6 years.
Service Life - 8 years from date in use (including end-to-end transfer) or earlier
if damaged as below:
➢ No splicing allowed.
HMSF Lines
➢ 15% of broken yarns in the cross-section
Note: Service life can be extended to 10 years, subject to thorough evaluation
of condition and consultation or inspection by line manufacturer or 3rd party
Planned retirement - 10 years from date in use (including end-to-end transfer)
or earlier if damaged as below:
Inspection Criteria Discard Criteria
Visible wire Number in length of 6d or Discard if over 4 in length 6d
breaks 30d (d=diameter) or 8 over 30d
Wire breaks at Remake termination or
Evidence of broken wires
termination discard mooring wire
Fracture of strand Strand fracture Discard if present
Reduction of line Discard if diameter
Percentage reduction
Mooring Wires diameter decreases by 10%
Abrasion of outer Degree of deterioration
Discard if over 7%
wires (%)
Discard if exceeds 1/3 of the
Wear or corrosion on
Visible condition original diameter of outside
outer surface
individual wires
Kinking, bird-caging or
Distortions Discard
any other damage
Note: No extension is permitted beyond 10 years of service life.
Note: The above summary of criteria for inspection and discard of steel wire
ropes is from ISO 4309
Service Life – 18 months from date in use or earlier if damaged as per the
criteria for synthetic fibre lines.
Mooring Tails
Note: Service life can be extended to maximum 24 months, in consultation with
Office, basis evaluation of the service and condition.
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Mooring
As per maker’s guidance or earlier if damaged.
Shackles
Note:
1. When any retirement criteria are met, it is assumed that the strength of the line is less than
75% of SDMBL and line is to be retired from service.
2. When the length of the mooring line is reduced due to damage and cannot be used on board
for mooring operations, retire and replace the line.
3. 3rd Party means manufacturer’s representative / a trained professional with expertise in the
inspection of mooring lines/tails.
4. Company will review the service life intervals of mooring lines and tails based on a review of
records collected by period of service of lines before retirement, investigation results in
mooring incidents, information from industry and manufacturers and any other information
available from time to time which may warrant an increase or decrease in service life of a
line/tail.
5. Ensure manufacturersʹ criteria for replacement of mooring lines is available in vessel specific
Line Management Plan (LMP)

Types of Synthetic Fibre Lines:

Synthetic Fibre Lines
Material Characteristics
Polyester (PES/PET)
➢ Heaviest of synthetic fire line with lowest extension under load
➢ Not as strong as nylon
➢ High strength when wet or dry
➢ High resistance to load and degradation
➢ Due to its low friction, capable of sliding easily around bollards

Conventional Polypropylene (PP)

Synthetic Fibre ➢ Same elasticity as polyester line but weaker than polyester or nylon.
Lines ➢ Due to low melting point fuses under high friction
➢ Lighter than water - can use for floating messenger lines
Polyamide (PA) / Nylon
➢ Strongest man-made materials for lines
➢ Good temperature and abrasion resistance with highest elasticity
➢ Loses 10 – 15% of its strength on getting wet
➢ Breaks without warning
➢ High strength-to-weight ratio and low stretch characteristics
➢ Good UV resistance
High Modulus
Synthetic Fibre ➢ High fatigue (cuts, tension, abrasion and bending) resistance but limited
Lines. (HMSF) temperature resistance
➢ Require synthetic fibre tail to introduce elasticity
➢ Made from high-modulus fibres such as Aramid and High-modulus
Polyethylene (HMPE)

Tankers, using HMSF lines to comply with the OCIMF recommendation from ‘Guidelines on
the use of high modulus synthetic fibre lines as primary mooring lines on large tankers’
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Synthetic Fibre Line – Inspection

Procedures for Visual Inspection:
➢ Visually inspect the entire length of line under tension by unreeling from mooring
drum to identify damages, deterioration and any areas requiring in-depth
investigation, including inspection of the inner strands.
➢ In the case of jacketed synthetic fibre mooring lines, detailed visual inspection of
the condition of the synthetic fibre line may not be possible. The condition of the
external jacket is not an accurate indicator of the condition of the load -bearing
synthetic fibre material within the mooring line.
➢ Check for uneven cross sections and twists in braided and plaited lines and for
corkscrewing in stranded lines.
➢ Check for hardness of line. Braided lines must be supple and should bend easily.
They should flatten slightly when compressed laterally. If not, suspect hardening
damage.
➢ Record findings and take photos as necessary.
Critical areas of inspection:
➢ External and internal abrasion areas, cut yarns or mechanical damage.
➢ Areas with induced twist in the line
➢ Working length of the line, especially the interface areas with winches and fittings.
➢ Section of the line at the crossover point on split drum winches
➢ The eye, the eye splice, the crown of the eye and sections of line close to the eye
that may have been damaged through abrasion or contamination on berth
Record of wear and tear levels of the line as below:

Level Condition
Good (G) The yarn is not breaking and there is no wear and tear at all
Satisfactory (S) There is minor wear and tear of the yarn
Fair (F) About ten small strands of yarn are broken
Poor (P) ½ or more of the strands are broken
 14.4 MOORING LINES – CARE AND MAINTENANCE
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During inspection, if any of the following is observed, carry out the localised repair by cutting
the damaged area and re-splice if line length is sufficient.
➢ Broken yarns or strands, and frayed ends due to abrasion
➢ Glossy or glazed areas
➢ Localised reduction or increase in diameter
➢ Localised area of stiffness
➢ Extensive area of heat fusion
➢ Discoloration caused by chemical contamination
➢ Powdering between the strands (discard the line)
➢ Kinks and /or twists
Consider repair options (such as line cropping, end-to-end change, splicing and change of
lines between winches) before final retirement of line, especially for localised damaged
areas.
Note 8
Lines may decrease in circumference during initial use. Record the reference diameter of the line after a
few usages. Do not use the initial diameter of the line as a reference point.

Note 9
Consult the Vessel Manager for retirement of some heavy lines, which may be difficult or not possible to
splice.

Note 10
For jacketed lines where the core line is the strength member, consider repairing the jacket as per
maker’s guidelines.
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 14.4 MOORING LINES – CARE AND MAINTENANCE
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Synthetic Fibre Lines - Splicing

Make the splicing as per maker’s instructions.
In the absence of guidelines, all splices must have a minimum of 5 tucks using all the line
strands and must be a minimum of 1.8 meters long. Whip the ends of all the strands using
marline before starting the splice.
During the inspection of splices in both lines, inspect regularly to check if they are intact.
A carefully made splice is capable of retaining strength up to 90% of the line being spliced.
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Note 11
For end-to-end connections, avoid using knots. Where required, use a reef knot or a sheet bend.
Replace such arrangements with a ‘short splice’ as soon as possible. More than one splice is not
permitted on the working length of line. When required turn the line end to end, crop the line or retire the
line from service.

Note 12
Discard a conventional line if it requires more than two splices within its length.

Note 13
Do not make an eye from a bowline knot on mooring lines, except in an emergency. As per maker’s test
results, joining the line by a bowline knot reduces the break strength of line by almost 50%.

Caution
Eye splices have a tendency to slip and open under strain. Inspect them regularly and if notice any
slipping of tucks, open and remake them.
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Mooring Wires
Advantages are:
➢ Low Elasticity like limited stretch
➢ Better strength-diameter ratio than most synthetic fibre lines (except HMSF)
➢ Smaller diameter allows easier storage on winch drums
A mooring wire consists of number of strands laid up around a central core of fibre or wire.
Each strand in turn consists of a number of wires laid up to form the strand.

Description of a mooring wire is in terms of size, grade of steel, type of core, lay, number of
strands and number of wires per strand.
A standard mooring wire will be a galvanised steel rope with an independent mooring wire
core (IWRC) of 6 x 36 (diameter between 22-40mm) or 6 x 41 construction (for larger
diameters).
Fibre core wires are easy to handle and are ideal for use with smaller diameter wires.
IWRCs have a higher tensile and bending breaking strength than a fibre core line and a
high resistance to crushing and deformation.

Mooring Wires - Inspection

Procedures for Visual Inspection
Visually inspect the entire length of mooring wire by unreeling from drum and using
following methods to identify damages, deterioration and any areas requiring in-depth
investigation, including inspection of the inner strands.
➢ Rag-and-visual method- Range the line on deck and then inspect visually by
lightly grasping the line with a rag as the wire moves at inspection speed. Broken
wires will snag the rag or cotton waste, stop the inspection and assess the line
condition in this location. Also inspect the line for:
• Visible broken wires (snags)
• “Dry” or darkened patch*
• Localised reduction or increase in diameter as compared to original diameter
• Kinks and distortion
* Dry or darkened patches indicate lack of lubrication and corrosion. Investigate further the
depth and degree of corrosion by striking it with a hammer. This will cause the rust to fall
away and will part the weakened strands, exposing the severity of the corrosion.
➢ Diameter measurement- Measure the line diameter at several points on the
working length of the line (Length which is used for mooring) and at selected
locations on other areas and compare against the original diameter.
➢ Internal Inspection- Firmly hold the mooring wire with steel clamps about 100 -
200mm apart. Rotate the line against its lay so that strand moves away from core ,
taking care not to permanently damage the line. (If required, fabricate clamps on
board). Use a small probe to manipulate the strands and displace any grease or
debris if required. Inspect the internal part of the wire for the following:
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• Internal lubrication
• Degree of corrosion
• Inter-wire pressure or friction markings
• Presence of broken wires. (Easily visible)

Critical Areas of Inspection:

➢ Area around eyes which is in contact with mooring link
➢ Winch or anchor point and section of wire ( around 1 metre from line termination on
drum) close to it.
➢ Termination area of splice and ferrule. Particularly for the C-Type Ferrule
(e.g.,Talurit) identify any looseness, cracks, distortion or corrosion.
➢ Wear zone areas on the line
➢ Cross over areas to tension drum
➢ Sections of the line prone are the top layers of the winch while under load during
mooring operations.
The presence of broken wires (snags) indicates signs of weakness. Carry out a close
examination of the wire to determine whether replacement is necessary.
Use a plier to break and remove the broken wires.
Upon completion of inspection, carry out the lubrication of wire.
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Mooring Wires - Splicing

Mooring wires supplied by makers will have mechanical eyes formed using a ferrule.
Manual splicing is not recommended as it reduces the MBL of the wire by 10-15% and is
difficult on large mooring wire.
To replace a damaged eye, preferably get the eye re-made by a mechanically applied
ferrule, as soon as practicable. Until such time, cut off and splice a new eye with a minimum
of five full tucks and two half tucks.

Mooring Tails
For selection of mooring tails refer the details for selection/replacement of mooring lines in
this chapter.

Mooring Tails - Inspection

For care, maintenance and inspection of mooring tails, refer the details for synthetic fibre
lines in this chapter.
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Mooring Shackles
Connect the tails to mooring wire using appropriate shackles in the correct manner – e.g.,
Mandal or Tonsberg.

The SWL of mooring shackles must be equal to or greater than WLL of the lines - 55 %
(mooring wires) and 50% (synthetic lines) of SDMBL. Most manufacturers will supply
connection devices that have a safety factor of 3, i.e., a breaking load that is 3 times the
SWL.
Use a protective canvas sheath when connecting tails to the shackles
For HMSF lines, a cow hitch can be used for connecting the tails provided it is made
correctly. For easy removal of hitch, use a pigtail.

Mooring Shackles – Inspection

Visually inspect the locking pin, and general condition for any physical damage, sharp
edges/burrs and general condition.

Rope Stoppers
Use the correct type of stopper when handling different materials of lines.
Visually inspect and verify the condition of stoppers and their securing points i.e., lugs / D-
rings /staples during the deployment inspection.

Emergency Tow-Off Pennants (Fire wires on Tankers and Gas Carriers)

Refer to respective chapters in the cargo operations manual ‘General Port Procedures’

Forms and checklists: References:

CL Training Material # 185 – Protection of Mooring Lines
RA: DKM 062 Vessel Specific MSMP & LMP
WI OCIMF Mooring Equipment guideline (MEG)
FORM: TEC 20 A, B, C & D OCIMF Effective Mooring
 14.5 MOORING EQUIPMENT AND FITTINGS - CARE AND MAINTENANCE
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Purpose
To outline procedures for care and maintenance of mooring equipment and fittings.

Responsibilities
Establish and carry out planned maintenance for all mooring equipment and fittings on
board taking into account the maker’s recommendations.
Mooring equipment and fittings mean winches, capstans, bollards, bitts, fairleads, rollers,
chocks, etc.
The following are responsibilities for records, maintenance and in-service of mooring
equipment and fittings:

Person Responsibility
Visual inspections, lubrication and coating maintenance of all mooring
Chief Officer
equipment and fittings
Maintenance of mooring winches & windlass, motors, automation,
Chief Engineer
brake mechanism, and hydraulic system

Note 1
Operate and maintain the mooring equipment and fittings throughout its operational life in accordance
with the original design concept, if available, including when replacing parts and lines.

Identification and Markings

➢ Direction of operation (pay-out and heave) on winch control
lever and drums
➢ Brake Holding Capacity
➢ The date of the last brake test
➢ Brake Rendering Capacity
➢ Brake setting torque (where the brake is set with a torque
Mooring Winches
wrench) or hydraulic brake assist setting pressure (where the
brake is initially applied by hydraulic assist
➢ Pointers indicating brake tightening limits
➢ Any manufacturer’s warning notices and poster for limitations
or precautions
➢ Identification and highlighting of all the grease nipples.
Mark all the bitts, fairleads & pedestal rollers with the SWL. For
Permanent
tankers and vessels built after 01-Jan-2007, mark the SWL in ‘T’ by
Mooring Fittings
bead weld or equivalent

Record Keeping
Maintain all records of inspections and maintenance of mooring equipment and fittings for 2
years so that records are available until the completion of the next annual survey.
However, retain records of the original design concept, equipment, arrangement, and
specifications on board through the life cycle of the ship.
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Inspections and Maintenance

Perform routine inspection and lubrication of moving parts of mooring equipment and fittings
as per the maker’s manual and maintenance schedules listed in PMS.
Mooring Deployment Inspections
During mooring operation, mooring team to carry out deployment
inspection of mooring winches and permanent mooring fittings to
check the general condition, including below:
• Visually inspect winches, brake band thickness, linkages &
clutch arrangements, locking pins, etc.
• Check line termination connections
Mooring equipment
• Check winch & warping drums are free to rotate and free from
and fittings
any damages- sharp edges or deformation
• Inspect fittings for any burrs/ wear/ rust formation/ Sharp edges,
SWL properly marked and visible, etc.
• Operate hydraulic system at normal working pressure prior
operation.
Report defects, if any, to the Master
Periodic Inspections and Maintenance
In addition to mooring deployment inspections, during detailed
inspection check structural integrity (deck welds and underdeck
strengthening).
Additionally for Fairlead / Pedestal Rollers
Check lubrication of moving parts (for rollers), excessive play of
Permanent Mooring shaft and tightness of capping bolt, grooving, sharp edges, etc.
Fittings When overhauling inspect:
• Shaft, sleeve and capping bolt condition.
• Underneath of rollers, bedplates for any distortion or corrosion,
• Condition of the pad eyes used to attach line or chain stoppers.
Smoothen the roller surface to remove any burrs
During routine inspections check the following:
• Brake linkages and locking pins.
• Condition of the brake lining and thickness
• Brake drums for any oil, moisture, rust scales and wastage
• Clearance of brake adjustment (stopper) bolt as per makers
(generally 2-3 mm) to ensure even wear of top and lower
bands. (See picture below)
• Floating connections of brake band
Mooring Winches • Smooth operation of clutches - keep the pins for securing the
clutches attached near the clutch control levers ready for
use.
• Wear on the clutch mating surfaces
• Bedplates for deterioration or damage
• Level and condition of oil in the gear case- replenish as per
the lubrication schedule.
• Control lever returns back to neutral position.
• Warping drums are free of rust, grooves and sharp edges.
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• Grease nipples are free of rust, salt, paint and grit.

Additionally, when lines are removed for inspection:
• Check line termination arrangement.
• Check the condition of drums for any signs of wear and tear.

For details on upkeep of the hydraulic system of mooring winches refer TMM Chapter -
Anchoring and Mooring Equipment.

Note 2
As the brake lining wears down the brake adjustment screw will require adjustment. Prior renewing the
brake lining, check along with Chief Engineer if there is scope for any further adjustment.

Note 3
Oil, moisture or rust scales on brake drums reduce the brake holding capacity (BHC).

Note 4
Raise incident reports in case of equipment and fitting failure / significant damage Do not use the pending
further investigation. Carry out repairs/ inspections and maintain records. If necessary, consult makers

Winch Brake Rendering Tests

Test each brake individually as per vessel-specific work instruction, under the supervision of
Chief Engineer and in liaison with Vessel Manager as below.
➢ Annually.
➢ After completion of any modification or repairs involving winch brakes
➢ Evidence of premature brake slippage or related malfunctions

Prior to the test:

➢ Refer to vessel-specific work instructions which is made as per maker’s instructions
and Training Material – Brake Rendering Test
➢ Carry out a proper risk assessment and toolbox talk. Include hazards such as
bursting of high-pressure hose and oil leak.
➢ Calibrate the hydraulic jack pressure gauge of the test kit prior use.
Set and test the brake rendering capacity at 60% of the Ship Design MBL. In any case, do
not exceed brake rendering setting more than 60% of the SWL of the mooring winches (which
is equal to rated winch hold capacity / 0.8). The winch manufacturer’s manual will state the
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designed holding capacity and SWL of winch. Test is done to verify that the brake will render
at a load less than the designed SWL of the mooring line thus reducing the risk of accidents
from an overstressed mooring.
All deck officers and crew in mooring operations must know correct tightening torque and
procedures.
Note 5
Use only the winch test kit provided by the Company/manufacturer. Mark and stow the test kit
appropriately. Do not use it for any other purpose. Liaise with the Vessel Manager to ensure that the
required brake testing equipment is available on board.

Note 6
Stopper arrangements on the tightening screw (like locking nuts) on the threaded end are not acceptable.
Use pointers/markings to indicate the brake tightening limits.

Note 7
On conventional screw brakes, if there is no provision given to tighten the brakes using a torque spanner,
consult Vessel Manager to fabricate an arrangement.

Caution
Be aware of excessive load during the testing. Look out for signs of slip, fracture, and buckling, which
could cause injuries and damage to deck.

Caution
The brake holding power reduces with the increase in the number of layers of line on the drum. For non-
split drums, the brake holding capacity (BHC) is always quoted for a specific number of layers. Refer to
manufacturer’s manual and brake rendering test records for specific details.

Bitts, Fairleads and Pedestal Rollers

Overhaul and lubricate the moving parts of roller fairleads and pedestal rollers as per
maintenance schedule of vessel PMS.
When overhauling rollers, inspect:
• Shaft, sleeve and capping bolt condition.
• Underneath of rollers, bedplates for any distortion or corrosion,
• Condition of the pad eyes used to attach rope or chain stoppers.
• Smoothen the roller surface to remove any burrs.
Note 8
Do not overload the bollards, especially during STS operations, by putting large number of lines (from
another vessel) on a bollard. This can cause bollard failure and result in the simultaneous release of a
large number of moorings. Spread the load between the available bollards.

Caution
Inappropriate maintenance can lead to material failure of mooring fittings under load. This could cause
fatalities.

Bow Chain Stoppers and Fairlead

On tankers and gas carriers, maintain following documents in vessel’s MSMP:
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➢ Copy of maker’s type approval certificate for bow chain stoppers and fairlead
➢ 5Y periodic survey records of the bow chain stoppers, bow fairlead and its associated
foundation and supporting structure.
Carry out the maintenance as per vessel’s MSMP and PMS. Check for maximum component
wear limits as per maker’s instruction, Do not use wedges between the pin and tongue of bow
chain stoppers.
Do not use SMIT-type towing bracket fittings as bow chain stoppers.
Note 9
There should be no obstructions or fittings (e.g., a hatch with securing dogs) close to the route of the
pick-up line or chain, to ensure that if the line is allowed to run free during letting go, it is unlikely to snag
on any such structure.

Note 10
Check that the bow chain stoppers are permanently marked with their SWL and the serial number of their
certificate.

Caution
Ensure safeguards provided on the hydraulically operated bow stoppers, to prevent accidental release,
are operational and maintained as per maker’s instruction.

Hydraulic System for Windlass and Mooring Winches

For maintenance on hydraulic system, refer to the TMM Chapter - Anchoring and Mooring
Equipment.

Cold Weather Precautions for Steam Winches

During cold weather, run the steam winches continuously to prevent damage. Where
provided use steam-to-exhaust by-pass valve to allow sufficient steam to pass through the
system.

Caution
On certain winches, the winch motor continues to drive the drum shaft even after drum is out of gear and
on brake. The load of mooring line is transferred to the drum bearings and the rotating shaft, causing
wear of the bearings. Use the steam-to-exhaust by-pass valve to prevent damage.

Emergency Towing Arrangement

Monthly inspect and maintain the equipment and fittings as per maker’s instruction and
record in vessel PMS.

Forms and checklists: References:

CL MSC/Circ.1145
RA: DKM 049 Training Material #180
WI
FORM: TEC 20B